Archive for the ‘Vehicles’ Category

Electricity Powered Bikes

Monday, December 8th, 2008

The attention some of the electric automobile designs have attracted over the past few years has tended to take the focus away from bikes and motorcycles. But for every Volt or Tesla making a splash in the news, dozens of models of electricity powered two-wheelers have been selling by the thousands for years. In aggregate, millions of electricity powered bikes are already in use around the world.

Should anyone doubt the electric scooter industry is alive and well, if not already gone through several cycles of maturity, go to Alibaba.com and search under “Electric Scooters.” You will get links to an astonishing 6,903 products, ranging from Suzhou Rununion Motivity Co., Ltd., to Wuxi Beiyi Electric Bicycle Co., Ltd., to Taizhou Wangpai Automobile Industry Co., to Jiangsu Taler Science and Technology of Motor Vehicle Co., to Jiangsu Xinling Motorcycle Manufacturing Co. , and on, and on, and on, and on. And small wonder - you can plug them in at night, ride them to work during the day, they’re relatively inexpensive to purchase, and they’re considerably less expensive to operate.

Now that electric bikes, scooters and motorcycles are making sense not only on the streets of Shanghai but also on the streets of Silicon Valley, there are some relatively new entrants in this market based in California instead of China. One such company, ELV Motors, based in Santa Clara, in the heart of California’s Silicon Valley, manufactures mo-peds as well as scooters. Their UM 44L Electric Bicycle, which sells for $1,699, has a top speed of 15 miles per hour, and a range - not including range extension through pedaling - of 20 miles. And at 75 pounds, the bike is practical to pedal in flat terrain without battery power. ELV Motors manufactures seven models of mo-peds and scooters, including the E-1600 Electric Scooter, which at the price of $2,699 attains a top speed of 30 miles per hour and a range of 40 miles.

Another company, ZERO Motorcycles, is located in Santa Cruz, California, a coastal resort community which is a 30 minute drive south of the Silicon Valley through some of the most beautiful rolling hills of redwood forests anywhere. ZERO Motorcycles draws on Santa Cruz’s reputation as one of the original centers of mountain biking alongside their proximity to the technological saavy of Silicon Valley to develop the first ever off-road, all-electric dirt bike. Their Zero X model (specifications) delivers 23 horsepower of power and can accelerate from zero to 30 miles per hour in under two seconds. There is no transmission and the electric motor delivers constant torque of 50 ft-lbs. With a 18 pound frame and a total weight of only 140 pounds, ZERO claims their Zero X model has the highest power to weight ratio of any electric vehicle. With lithium ion batteries the motorcycle has a range of about 40 miles.
post resumes below image

The Zero X electric motorcycle goes zero to thirty in 2.0 seconds.
(Photo: ZERO Motorcycles)

An electric car with a mileage of 4.0 miles per kilowatt-hour would compare to a compact car with a mileage of 30 MPG. At $1.50 per gallon, that equates to $.05 per mile for the gasoline powered car, and at $.10 per kilowatt-hour, that equates to $.025 per mile for the electric powered car - half as much. To save money on gas, people are turning to motorcycles; to save even more money, they might consider the emerging electric motorcycle. With well established supply chains for electric scooters and mo-peds, and an electric dirt bike now available from ZERO Motorcycles, it is only a matter of time before street-legal, full sized electric motorcycles arrive. If the example from ZERO is any indication, these bikes will perform against their gasoline powered counterparts just as admirably as the early Teslas perform against their gasoline powered automobile counterparts.

Mid-Level Ethanol Blends & Impact on Automakers

Tuesday, November 11th, 2008

Mid-level ethanol blends such as E12, E15, E20 and even as high as E40 have garnered a lot of attention lately. Mainly because ethanol producers want a quick and easy way to soak up a surplus of ethanol that will soon reach the saturation point for the current supply in the marketplace.

Under current federal law, conventional fuel cannot contain more than 10 percent ethanol, known as E10, but proponents for higher mid-level blends would like to replace the current gasoline mixture with higher levels of ethanol, which would change the fuel used in vehicles and small engines.

GM’s concerns with higher ethanol blends include the capability of our engines and fuel systems to handle them. Anecdotally, some might do fine. But there are 250 million vehicles on the road in the U.S. and only about 7 million of them are designed to handle higher ethanol blends.
post resumes below image

The 2009 E85 Ethanol-Capable Buick Lucerne. GM has sold over 3.0
million flexfuel cars in the U.S., operable on any mixture of gasoline
and ethanol up to 85% ethanol. Conventional engines, however, are
not necessarily equipped to run on ethanol mixes greater than 15%.
(Photo: GM)

In addition, there are marine and industrial engines, plus a host of outboards, lawn and garden equipment, motorcycles and various off-road vehicles that would be impacted as well.  None of this equipment was designed to use mid-level ethanol blends and some was not designed to use ethanol at all.

Higher ethanol blends run hotter in many non-flex-fuel equipped vehicles and virtually all of the non-automotive equipment, and the way this process works is that a small change in temperature produces a very large change in behavior.

The biggest question is long-term durability.  The only durability study conducted on these fuels to date was done for the Australian Department of the Environment (ref. Fuel Quality Publications, Australian Government).

It found corrosion, seal attack, and catalyst damage due to the engine control system’s failure to adapt to the ethanol and using the wrong mixture at high power.

When the U.S. Department of Energy (DOE) released its preliminary test findings on E15 and E20 last month, little was said about six of 13 vehicles tested exhibiting catalyst overheating.  A damaged catalyst is less effective at eliminating pollutants and allows increased tailpipe pollution.  The leaner fuel mixture – ethanol is 35 percent oxygen – also lead to drivability and operability issues in older vehicles and non-automotive equipment.

GM is working with other automakers, the oil industry, DOE and EPA to develop and execute test programs to determine and document the effects of these higher blends on the existing fleet.  This work takes time.

At GM, we think E85 ethanol is the best alternative to petroleum in the near term, but in order for ethanol, or any alternative fuel, to succeed it needs the good will of the public and government behind it.  Prematurely implementing a higher ethanol blend that damages the gasoline-fueled equipment could cause irreparable harm to ethanol’s reputation.  And ethanol took a big hit with the Australian public following the introduction of mid-level blends in limited areas.  This is what prompted the Australian Department of the Environment to fund the E20 study performed by Orbital Engine Co.

GM has worked to expand the E85 infrastructure in this country, assisting more than 300 stations in 15 states with securing state and other grants to help offset the cost of installing E85 pumps.  We are now implementing a partnership with the National Governors Association to help 10 states grow their E85 infrastructure (ref. States to Enhance Access to E85 Fueling Stations, National Governors Association).

Our commitment to E85 includes making 50 percent of our vehicles capable of running on gasoline, E85 or any combination of the two by 2012, provided there is sufficient infrastructure in place.  Let’s be clear about the math: No combination of mid-level blends will add up to enough ethanol use to meet the Renewable Fuels Standard that calls for 36 billion gallons of ethanol a year by 2022.

E85, which is an alternative fuel vs. a fuel additive, is a choice we provide free to GM customers.  We know choice can work, as it has in Brazil and Sweden, where governments required fueling infrastructure to support FFVs.  Customers typically choose between ethanol and gasoline, depending on which is the best deal.

The bottom line is GM supports and encourages greater ethanol fuel availability for our flex-fuel vehicles, but we are concerned about customers misfueling conventional vehicles by using fuels containing more than 10 percent ethanol.  The long-term durability of higher ethanol blends in conventional engines needs to be tested thoroughly because advocates are proposing to change gasoline for all of us, forever.

Coleman Jones is the Biofuels Implementation Manager at General Motors.

GM Volt On Track for 2010

Tuesday, October 7th, 2008

With Tesla now shipping 10+ vehicles per week, and other automakers, small and large, increasingly announcing electric vehicle programs, what is the latest on the Chevy Volt? At this point, with about 110 weeks to go before the Volt is going to be in showrooms, are they on track? We got an update last week from GM spokesperson Rob Peterson, as well as access to photos of the final Volt exterior and interior design. Here’s what we know:

GM is currently testing two “mule” vehicles with prototype components in an old Malibu body. By the end of this year GM expects to have the next generation of test vehicles in service, using production intent propulsion and chassis components. There will be over 30 of these vehicles, many of which will be used for crash safety testing.






The battery remains the biggest wild card in GM’s development program. While GM is confident they have a viable battery at this point, there are many performance variables associated with the battery that they still need to fully understand and manage. As Peterson put it, “right now is a very important development period for the battery, we are learning the capabilities of the battery relating to safety, protection, and optimization.”  Peterson said GM hopes to have a production contract in place with at least one of their battery suppliers by the end of the year.  Currently they are sourcing batteries for testing from LG Chem and A123 Systems.






When asked how much GM intends to charge for the car, Peterson was not specific, noting the price will depend on a variety of factors that can’t be assessed two years ahead of time.  Market conditions in 2010 will be a variable, as will the costs.  While GM has a pretty good idea of what the Volt will cost at this point, until they have a contract with their battery supplier, one major variable remains unclear.  But Peterson emphasized the choice of Chevy to deliver their first extended range electric vehicle was a clear statement of intent - “build an affordable car that fits people’s lifestyles; four seats and a long range capability.”






The Volt remains a unique design, insofar as it has an all-electric drivetrain, but also has an onboard gasoline engine that turns a generator.  This makes the Volt distinct from 100% battery powered vehicles such as the Tesla Roadster, but also distinct from all hybrid cars currently on the road, which use complex transmissions to allow the onboard gasoline engine to share traction responsibilities with the electric motors.  By completely disconnecting the gasoline engine from the drivetrain, the Volt’s onboard gasoline engine can operate at a constant RPM, allowing extremely efficient use of fuel.  This innovation also relieves Volt designers of the need for a complex and very expensive transmission, since electric motors have an extraordinary range of functional RPM.  This innovation also allows GM to downsize the battery, which is not an option on a 100% battery powered vehicle, and this also greatly lowers costs.  The Volt is designed to deliver 50 MPG on gasoline only, a 440 mile combined range, and for around town, a 40 mile range operating exclusively on electricity.  The Volt is not just another plug-in hybrid.






As Peterson put it, “there are a lot of engineers at GM who could retrofit a car and build a plug-in hybrid in a few days, but that is not a repeatable process for mass vehicles.”  The fact that not one other major automaker has a credible plan to deliver an extended range electric vehicle (EREV, also referred to as a series hybrid), is indicative of just how much is required to make this leap.  But it is also likely the EREV design will become the standard for light vehicles in the coming years.

Green Car Components

Saturday, August 23rd, 2008

There are dozens of credible companies rolling out next generation cars. From the GM Volt, now barely two years away, to the start-up Tesla Roadster, the list of companies aspiring to deliver the next generation car is growing almost as fast as the denizens of newly minted green journalists rushing to cover their progress. But what about the components?

Three interesting companies provide a encouraging glimpse into progress occurring upstream of the finished vehicle, all of them working on ways to dramatically improve the performance of the internal combustion engine.

In Camarillo, California, Transonic Combustion is developing an engine that can allow “operating conventional reciprocating piston gasoline engines at ultra-high compression ratios.” Through a combination of innovations; advanced combustion chamber geometries, advanced thermal management, precise ignition timing, “revolutionary” thermal management and electronic valves, Transonic is designing an engine that will deliver extremely high fuel efficiencies.  Also significant, if they are successful, will be the ability of their engine to operate on fuel blends, including biofuels, at efficiencies superior to what they deliver when fueling conventional engines.

Meanwhile, in Michigan, the automotive capital of America, EcoMotors International is developing an engine that also aspires to deliver extremely high fuel efficiency.  On their website’s home page, EcoMotors has a fascinating animation that shows their engine in action.  In this design, the engine cylinders lie horizontally, and each cylinder essentially has two pistons, one moving backwards and one moving fowards.  These horizontal cylinders are constructed in pairs, so that when one of them is in an expansion stroke, the other one is in a compression stroke.  The crankshaft is placed between the cylinders, and four sets of connecting rods turn the engine, one from the back of each piston, and one from the side of each piston that faces the crankshaft.  Because every motion generated by the power stroke inside these cylinders is offset by a countermotion in this perfectly symmetrical design, far more of the power generated by the fuel combustion is passed on to the crankshaft, and far less material is necessary to construct the engine block.  EcoMotors is a very interesting company.
post resumes below image

The Zajac engine - using conventional pistons
with an external combustion chamber.

Returning to California, this time to San Jose, Zajac Motors is pioneering what is perhaps the most interesting twist yet on the internal combustion engine, if they can pull it off.  The Zajac engine has removed the combustion chamber from the cylinders altogether, relying on an external chamber to burn the fuel, then through a complex set of electronic valves, releasing the gas into cylinders dedicated to the expansion stroke, and oxygenating the external chamber with a set of smaller valves that are dedicated to providing the compression stroke.  If the Zajac engine works, it will also provide a leapfrog improvement to fuel efficiency, at the same time as the use of an external combustion chamber will allow far cleaner burning.

The automotive world is being transformed today at a pace not seen since the dawn of personal transportation over 100 years ago.

The Alarm Industry

Friday, March 21st, 2008

by Marc Morano -

Newsweek Magazine’s cover story of August 13, 2007 entitled, “The Truth About Denial” contains very little that could actually be considered balanced, objective or fair by journalistic standards. (LINK)

The one-sided editorial, masquerading as a “news article,” was written by Sharon Begley with Eve Conant, Sam Stein and Eleanor Clift and Matthew Philips and purports to examine the “well-coordinated, well-funded campaign by contrarian scientists, free-market think tanks and industry has created a paralyzing fog of doubt around climate change.”

Environmentalists don’t have to be global warming alarmists.

The only problem is - Newsweek knew better. Reporter Eve Conant, who interviewed Senator James Inhofe (R-Okla.), the Ranking Member of the Environment & Public Works Committee, was given all the latest data proving conclusively that it is the proponents of man-made global warming fears that enjoy a monumental funding advantage over the skeptics. (A whopping $50 BILLION to a paltry $19 MILLION and some change for skeptics – Yes, that is BILLION to MILLION - see below )

This week’s “news article” in Newsweek follows the Magazine’s October 23, 2006 article which admitted the error of their ways in the 1970’s when they predicted dire global cooling. (See: Senator Inhofe Credited For Prompting Newsweek Admission of Error on 70’s Predictions of Coming Ice Age – LINK)

Use of Word ‘Denier’

First, let’s take a look at Newsweek’s use of the word “denier” when describing a scientist who views with skepticism the unproven computer models predicting future climate doom. The use of this terminology has drawn the ire of Roger Pielke, Jr. of the University of Colorado’s Center for Science and Technology Policy Research. “The phrase ‘climate change denier’ is meant to be evocative of the phrase ‘holocaust denier,’” Pielke, Jr. wrote on October 9, 2006 (LINK)

Let’s be blunt. This allusion is an affront to those who suffered and died in the Holocaust. This allusion has no place in the discourse on climate change. I say this as someone fully convinced of a significant human role in the behavior of the climate system,” Pielke, Jr. explained.

Newsweek Fails Basic Arithmetic

Newsweek reporter Eve Conant was given the documentation showing that proponents of man-made global warming have been funded to the tune of $50 BILLION in the last decade or so, but the Magazine chose instead to focus on how skeptics have reportedly received a paltry $19 MILLION from ExxonMobil over the last two decades. Paleoclimate scientist Bob Carter, who has testified before the Senate Environment & Public Works committee, explained how much money has been spent researching and promoting climate fears and so-called solutions. “In one of the more expensive ironies of history, the expenditure of more than $US50 billion on research into global warming since 1990 has failed to demonstrate any human-caused climate trend, let alone a dangerous one,” Carter wrote on June 18, 2007. (LINK)

The U.S. alone has spent $30 billion on federal programs directly or indirectly related to global warming in just the last six years, according to one estimate. (LINK) ($5.79 billion in 2006 alone) Adding to this total is funding from the UN, foundations, universities, foreign governments, etc. Huge sums of money continue to flow toward addressing climate fears. In August, a State Treasurer in California “proposed a $5 billion bond measure to combat global warming,” according to the Sacramento Bee. (LINK) Even if you factor in former Vice President Al Gore’s unsubstantiated August 7, 2007 assertion that $10 million dollars a year from the fossil fuel industry flows into skeptical organizations, any funding comparison between skeptics and warming proponents utterly fails.(LINK)

Update: Gore to launch $100 million a year multimedia global warming fear campaign. Gore alone will now be spending $90 million more per year than he alleges the entire fossil fuel industry spends, according to an August 26, 2007 article in Advertising Age. (LINK)

Capitalists can love nature & environmentalists can love profit.
(Photo: Mark Jackson)

Global Warming ‘A Big Cash Grab’

Meteorologist Dr. Roy W. Spencer, formerly a senior scientist for climate studies at NASA’s Marshall Space Flight Center and currently principal research scientist at the University of Alabama in Huntsville, called the Newsweek article part of a “coordinated assault” on skeptics. “[Newsweek] alleges that a few scientists were offered $10,000 (!) by Big Oil to research and publish evidence against the theory of manmade global warming. Of course, the vast majority of mainstream climate researchers receive between $100,000 to $200,000 from the federal government to do the same, but in support of manmade global warming,” Spencer wrote in an August 15, 2007 blog post. (LINK)

James Spann, a meteorologist certified by the American Meteorological Society, suggests scientific objectively is being compromised by the massive money flow to proponents of man-made climate fears. “Billions of dollars of grant money is flowing into the pockets of those on the man-made global warming bandwagon. No man-made global warming, the money dries up. This is big money, make no mistake about it. Always follow the money trail and it tells a story,” Spann wrote on January 18, 2007. (LINK)

Nothing wrong with making money at all, but when money becomes the motivation for a scientific conclusion, then we have a problem. For many, global warming is a big cash grab,” Spann added. ‘An Entrenched Interest’ Atmospheric physicist Dr. Fred Singer, co-author of the book “Unstoppable Global Warming: Every 1500 Years,” also detailed the extensive financing machine the proponents of man-made global warming enjoy. “Tens of thousands of interested persons benefit directly from the global warming scare—at the expense of the ordinary consumer. Environmental organizations globally, such as Greenpeace, the Sierra Club, and the Environmental Defense Fund, have raked in billions of dollars. Multi-billion-dollar government subsidies for useless mitigation schemes are large and growing. Emission trading programs will soon reach the $100 billion a year level, with large fees paid to brokers and those who operate the scams,” Singer explained on June 30, 2007. (LINK)

In other words, many people have discovered they can benefit from climate scares and have formed an entrenched interest. Of course, there are also many sincere believers in an impending global warming catastrophe, spurred on in their fears by the growing number of one-sided books, movies, and media coverage,” Singer added. For a detailed breakdown of how much money flows to promoters of climate fear, see a Janaury 17, 2007 EPW blog post: (LINK)

The [climate] alarmists also enjoy a huge financial advantage over the skeptics with numerous foundations funding climate research, University research money and the United Nations endless promotion of the cause. Just how much money do the climate alarmists have at their disposal? There was a $3 billion donation to the global warming cause from Virgin Air’s Richard Branson alone. The well-heeled environmental lobbying groups have massive operating budgets compared to groups that express global warming skepticism. The Sierra Club Foundation 2004 budget was $91 million and the Natural Resources Defense Council had a $57 million budget for the same year. Compare that to the often media derided Competitive Enterprise Institute’s small $3.6 million annual budget. In addition, if a climate skeptic receives any money from industry, the media immediately labels them and attempts to discredit their work. The same media completely ignore the money flow from the environmental lobby to climate alarmists like James Hansen and Michael Oppenheimer. (ie. Hansen received $250,000 from the Heinz Foundation and Oppenheimer is a paid partisan of Environmental Defense Fund) The alarmists have all of these advantages, yet they still feel the need to resort to desperation tactics to silence the skeptics. (LINK)

Could it be that the alarmists realize that the American public is increasingly rejecting their proposition that the family SUV is destroying the earth and rejecting their shrill calls for ‘action’ to combat their computer model predictions of a ‘climate emergency?’” (See EPW Blog for full article – LINK)

As Senator Inhofe further explained in a September 25, 2006 Senate floor speech: “The fact remains that political campaign funding by environmental groups to promote climate and environmental alarmism dwarfs spending by the fossil fuel industry by a three-to-one ratio. Environmental special interests, through their 527s, spent over $19 million compared to the $7 million that Oil and Gas spent through PACs in the 2004 election cycle.” (LINK)

Senator Inhofe further explained: “I am reminded of a question the media often asks me about how much I have received in campaign contributions from the fossil fuel industry. My unapologetic answer is ‘Not Enough,’ — especially when you consider the millions partisan environmental groups pour into political campaigns.” (LINK)

Now contrast all of the above with how much money the “well funded” skeptics allegedly receive. The Paltry Funding of Skeptics (by comparision) The most repeated accusation is that organizations skeptical of man-made climate fears have received $19 Million from an oil corporation over the past two decades. This was the subject of a letter by two U.S. Senators in 2006 (See Senators letter of October 30, 2006 noting the $19 Million from Exxon-Mobil to groups skeptical of man-made global warming – LINK)

To put this $19 Million over two decades into perspective, consider: One 2007 U.S. Department of Agriculture (USDA) grant of $20 million to study how “farm odors” contribute to global warming exceeded all of the money that skeptics reportedly received from an oil giant in the past two decades. To repeat: One USDA grant to study the role of “farm odors” in global warming exceeded ALL the money skeptics have been accused of receiving from an oil giant over the past two decades. (Excerpt from article: “The United States Department of Agriculture has released reports stating that when you smell cow manure, you’re also smelling greenhouse gas emissions.” (LINK) or (LINK)

As erroneous and embarrassingly one-sided as Newsweek’s article is, the magazine sunk deeper into journalistic irrelevance when it noted that skeptical Climatologist Patrick Michaels had reportedly received industry funding without revealing to readers the full funding picture. The magazine article mentions NASA’s James Hansen as some sort of example of a scientist untainted by funding issues. But what Newsweek was derelict in reporting is that Hansen had received a $250,000 award from the Heinz Foundation run by Senator John Kerry’s wife Teresa in 2001 and then subsequently endorsed Kerry for President in 2004. (LINK)

MIT climate scientist Richard Lindzen has noted how proponents of man-made climate fears enjoy huge funding advantages. “Alarm rather than genuine scientific curiosity, it appears, is essential to maintaining funding,” Lindzen wrote in a April 12, 2006 op-ed in the Wall Street Journal. (LINK)

Scientists who dissent from the alarmism have seen their grant funds disappear, their work derided, and themselves libeled as industry stooges, scientific hacks or worse. Consequently, lies about climate change gain credence even when they fly in the face of the science that supposedly is their basis,” Lindzen added. (For more on the vilification of climate skeptics see LINK)

Loving wilderness and wildlife is universal.

Science Vindicating Skeptics

Finally, Newsweek’s editorial rant attempts to make it appear as though the science is getting stronger in somehow proving mankind is driving a climate catastrophe. There are, however, major problems with that assertion. Scientists are speaking up around the globe to denounce Gore, the UN and the media driven “consensus” on global warming. Just recently, an EPW report detailed a sampling of scientists who were once believers in man-made global warming and who now are skeptical. [See May 15, 2007 report: Climate Momentum Shifting: Prominent Scientists Reverse Belief in Man-made Global Warming - Now Skeptics: Growing Number of Scientists Convert to Skeptics After Reviewing New Research – LINK]

Mathematician & engineer Dr. David Evans, who did carbon accounting for the Australian government, detailed how he left the global warming funding “gravy train” and became a skeptic. “By the late 1990’s, lots of jobs depended on the idea that carbon emissions caused global warming. Many of them were bureaucratic, but there were a lot of science jobs created too. I was on that gravy train, making a high wage in a science job that would not have existed if we didn’t believe carbon emissions caused global warming,” Evans explained. “But starting in about 2000, the last three of the four pieces of evidence outlined above fell away or reversed,” Evans wrote. “The pre-2000 ice core data was the central evidence for believing that atmospheric carbon caused temperature increases. The new ice core data shows that past warmings were *not* initially caused by rises in atmospheric carbon, and says nothing about the strength of any amplification. This piece of evidence casts reasonable doubt that atmospheric carbon had any role in past warmings, while still allowing the possibility that it had a supporting role,” he added. (LINK)

In addition, just last week, three new scientific studies further strengthened the skeptics’ views on climate change. (LINK) Further, a recent analysis of peer-reviewed literature thoroughly debunks any fears of Greenland melting and a frightening sea level rise. [See July 30, 2007 - Latest Scientific Studies Refute Fears of Greenland Melt - LINK]

Newsweek: A Media Dinosaur

The question remains: Is Newsweek even a news outlet worth taking the time to respond to in posts like this? Does Newsweek, a quirky alternative news outlet, even have an impact on public policy anymore? Journalism students across the world can read this week’s cover story to learn how reporting should not be done. Hopefully, that will be Newsweek’s legacy — serving as a shining example of the failure of modern journalism to adhere to balance, objectivity and fairness. Anyone who fails to see this inconvenient truth is truly (to borrow Newsweek’s vernacular) a “denier.” Background of recent climate science developments: Even the alarmist UN has cut sea level rise estimates dramatically since 2001 and has reduced man’s estimated impact on the climate by 25%. Meanwhile a separate 2006 UN report found that cow emissions are more damaging to the planet than all of the CO2 emissions from cars and trucks. (LINK)

The New York Times is now debunking aspects of climate alarmism. An April 23, 2006 article in the New York Times by Andrew Revkin stated: “few scientists agree with the idea that the recent spate of potent hurricanes, European heat waves, African drought and other weather extremes are, in essence, our fault (a result of manmade emissions.) There is more than enough natural variability in nature to mask a direct connection, [scientists] say.” The New York Times is essentially conceding that no recent weather events are outside of natural climate variability. So all the climate doomsayers have to back up their claims of climate fears are unproven computer models of the future. Of course, you can’t prove a prediction of the climate in 2100 wrong today. It’s simply not possible.

Climate Computer Models Not So Reliable

Recently, a top UN scientist publicly conceded that climate computer model predictions are not so reliable after all. Dr. Jim Renwick, a lead author of the IPCC 4th Assessment Report, admitted to the New Zealand Herald in June 2007, “Half of the variability in the climate system is not predictable, so we don’t expect to do terrifically well.” (LINK)

A leading scientific skeptic of global warming fears, Dr. Hendrik Tennekes, former CEO and director of research for the Netherlands’ Royal National Meteorological Institute, took the critique of climate models that predict future doom a step further. Tennekes wrote on February 28, 2007, “I am of the opinion that most scientists engaged in the design, development, and tuning of climate models are in fact software engineers. They are unlicensed, hence unqualified to sell their products to society.” (LINK)

Ivy League geologist Dr. Robert Giegengack of the University of Pennsylvania noted “for most of Earth’s history, the globe has been warmer than it has been for the last 200 years. It has rarely been cooler,” Giegengack said according to a February 2007 article in Philadelphia Magazine. (LINK)

The article continued, “[Giegengack] says carbon dioxide doesn’t control global temperature, and certainly not in a direct linear way.” Climatologist Dr. Timothy Ball explained that one of the reasons climate models fail is because they overestimate the warming effect of CO2 in the atmosphere. Ball described how CO2’s warming impact diminishes. “Even if CO2 concentration doubles or triples, the effect on temperature would be minimal. The relationship between temperature and CO2 is like painting a window black to block sunlight. The first coat blocks most of the light. Second and third coats reduce very little more. Current CO2 levels are like the first coat of black paint,” Ball explained in a June 6, 2007 article in Canada Free Press. (LINK)

New data is revealing what may perhaps be the ultimate inconvenient truth for climate doomsayers: Global warming stopped in 1998. Dr. Nigel Calder, co-author with physicist Henrik Svensmark of the 2007 book “The Chilling Stars: A New Theory on Climate Change,” explained in July 2007: (LINK)

In reality, global temperatures have stopped rising. Data for both the surface and the lower air show no warming since 1999. That makes no sense by the hypothesis of global warming driven mainly by CO2, because the amount of CO2 in the air has gone on increasing. But the fact that the Sun is beginning to neglect its climatic duty – of battling away the cosmic rays that come from ‘the chilling stars’ – fits beautifully with this apparent end of global warming.” Perhaps the conversion of many former scientists from believers in man-made global warming to skeptics (LINK) and the new peer-reviewed research is why so many proponents of a climatic doom have resorted to threats and intimidation in attempting to silence skeptics. (See: EPA to Probe E-mail Threatening to ‘Destroy’ Career of Climate Skeptic - LINK)

It is ironic that Newsweek quoted former Colorado Senator Tim Wirth to promote climate fears and vilify skeptics. After all, it was Wirth who reportedly said in 1990: “We’ve got to ride the global warming issue. Even if the theory of global warming is wrong, we will be doing the right thing — in terms of economic policy and environmental policy.” (LINK) It seems that the science underlying the claims of climate fears may not be as important to the global warming activists as their proposed tax and regulatory “solutions.”

# #

Related Links:

New Peer-Reviewed Scientific Studies Chill Global Warming Fears

Latest Scientific Studies Refute Fears of Greenland Melt

EPA to Probe E-mail Threatening to ‘Destroy’ Career of Climate Skeptic

Prominent Scientists Reverse Belief in Man-made Global Warming - Now Skeptics

Senator Inhofe declares climate momentum shifting away from Gore (The Politico op ed)

Scientific Smackdown: Skeptics Voted The Clear Winners Against Global Warming Believers in Heated NYC Debate

Global Warming on Mars & Cosmic Ray Research Are Shattering Media Driven “Consensus”

Global Warming: The Momentum has Shifted to Climate Skeptics

Prominent French Scientist Reverses Belief in Global Warming - Now a Skeptic

Top Israeli Astrophysicist Recants His Belief in Manmade Global Warming - Now Says Sun Biggest Factor in Warming

Warming On Jupiter, Mars, Pluto, Neptune’s Moon & Earth Linked to Increased Solar Activity, Scientists Say

Panel of Broadcast Meteorologists Reject Man-Made Global Warming Fears- Claim 95% of Weathermen Skeptical

MIT Climate Scientist Calls Fears of Global Warming ‘Silly’ - Equates Concerns to ‘Little Kids’ Attempting to “Scare Each Other”

Weather Channel TV Host Goes ‘Political’- Stars in Global Warming Film Accusing U.S. Government of ‘Criminal Neglect’Weather Channel Climate Expert Calls for Decertifying Global Warming Skeptics

ABC-TV Meteorologist: I Don’t Know A Single Weatherman Who Believes ‘Man-Made Global Warming Hype’

The Weather Channel Climate Expert Refuses to Retract Call for Decertification for Global Warming Skeptics

Senator Inhofe Announces Public Release Of “Skeptic’s Guide To Debunking Global Warming”

# # #

This was originally published in August 5th, 2007 on the Inhofe Environmental and Public Works Blog, entitled “Newsweek’s Climate Editorial Screed Violates Basic Standards of Journalism” and is republished with permission.

Mass-Marketing Greentech

Friday, January 4th, 2008

The Best Companies Won’t Wait for the World to Change

by Laura Shenkar, Artemis Group, January 4th, 2008

Setting off in 2008, we must admit that getting out the message of climate change and the value of innovative technology to address it simply isn’t enough to bring about the sweeping new behaviors. We aren’t commuting to work by bus and coal continues to be a key source of energy throughout the US. Even as lush states like North Carolina and Georgia struggle at the limits of their water supply, little innovative water technology or simply conservation has been applied. If the world needs rapid change, then innovative go-to-market strategy must accompany the best innovative technologies.

Shai Agassi’s electric vehicle initiative, Project Better Place, provides one interesting example of the value of innovative strategy in bringing sustainable technologies to market.  Project Better Place does not develop its own electric vehicle technology.  It focuses upon the consumer rather than the car industry to gain rapid acceptance of a new electric vehicle (EV) infrastructure by addressing the “consumer contract for the vehicle.”

“The consumer’s contract for the EV must be the same – or better – than the consumer’s current contract for gas-powered cars,” Agassi explains. “We need to change the way consumers buy an EV so that it fits the current social contract we have with our cars, providing a normal car ownership experience even if the car has an electric drive train,”

At a small gathering last week, Agassi reviewed some of the details of that “consumer contract.”  Most people have their own car and seldom share it. Most cars transport cargo as well as four other individuals, cost about $20K and require a stop for refueling every 400 miles.  If an electric car provider can provide the same kind of “consumer contract,” then it could compete directly with the major car manufacturers and gain significant market share in a matter of months.

Winning widespread acceptance for new solutions requires that the technology solutions fit in with existing patterns of use.  The success of comprehensive commercial service packages for alternative energy like those offered by SunEdison are showing how established sustainable technologies such as solar power can gain wide acceptance rapidly when their offered in a format similar to that of their existing utilities.  SunEdison installs solar panels onsite at a commercial customer’s property and enters into long-term power contracts, typically for 20 years. Pricing is competitive with that of comparable energy costs.

Compelling green technologies for water abound as they do for energy and transport in the marketplace.  If they are to become part of our lives, innovative water technology needs to address today’s world and today’s practices.  Product by product, existing consumer and business markets have developed an inherent “service contract” with consumers.  For a certain price, each product provides a service with performance characteristics.  Cola costs about a dollar and comes in cans or bottles which last about a month or longer and can be served cooled.  Drinking water is free, but one pays taxes to utilities to support infrastructure and deliver drinkable water to your house.

In agriculture, for residential users as well as commercial and industrial sites, water is a service as well as a product.  It is a means to a different end—may it be production of food or microprocessors, drinking or hygiene.

Having worked with innovative technology for two decades, and having worked with innovative “green” technologies for several years, I am convinced that fitting new technology into the existing consumer contracts for the products we seek to replace is a requirement for success.

The world is made every day with our smallest actions and decision, and it can be remade with our actions.  As anyone who has ever been on a diet or any corporation implementing cost savings can tell you, it is the end-user who drives profound changes.

Laura Shenkar is Principal of The Artemis Project, a consultancy that specializes in supporting innovative technology companies achieve their potential in the global market.  As a member of the leadership team of three successful startups, she has learned how to employ the unique capabilities of a company’s technology and its team to target the best opportunities in an emerging market.  Laura is an active member of several national and international water industry associations and participates in governmental water management initiatives as well as venture investment conferences. This combination of activities enables her to share with The Artemis Project clients a wide view of emerging opportunities and new product trends.  Ms. Shenkar can be reached at laura@theartemisfund.com.