The World is getting Hotter

From the noughties to hot and wild – the world is just getting hotter.

Visit http://www.wasea.com.au for further information

Latest analysis from the Australian Bureau of Meteorology shows Australia has experienced the warmest decade since records started in 1910 reaffirms the solid evidence on climate change and a warming planet.

Submitted on 01/08/10, 02:14 AM

From the noughties to hot and wild – the world is just getting hotter.


The latest analysis from the Bureau of Meteorology, showing Australia has experienced the warmest decade since records started in 1910, reaffirms the solid evidence on climate change and a warming planet, and the political game playing and delays that overshadows the reason for action on climate change needs to stop, says Prof. Ray Wills, Chief Executive of the Western Australian Sustainable Energy Association Inc. (WA SEA), and Adjunct Professor with The University of Western Australia.

‘Global temperatures are rising – its been measured, it is a fact. Science has established that the cause of rising global temperatures is human-induced climate change.’

The inconvenient truth is now an undeniable truth.

‘'Strong and immediate action is required to stop the growth in world emissions and rapidly start the process of reducing emissions to a scientifically established level. Science tells us that we must quickly bring atmospheric CO2 concentrations back below 350 ppm if we are to avoid dangerous climate change,’ says Prof Wills.

‘Fixing climate change and acting on greenhouse gas emissions fuelling the increasing pace of global warming is essential for the health of the planet, the welfare of the community, and in the best interests of the world economy,’ says Prof Wills.

‘In other words, climate change is real, the impacts are already proving dire and will only get worse, humans are causing it, and we need to stop,’ says Prof Wills.

WA Sustainable Energy Association Inc. (WA SEA) Media Release – 5 January 2010

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Automakers Post Second Best Month of 2009

By Shawn Langlois, MarketWatch

Ford, Asian manufacturers shine while Chrysler, GM post declines

SAN FRANCISCO (MarketWatch) - Automakers slammed the books Tuesday on one of their worst years in decades while eagerly touting December's 15% surge in U.S. car sales as evidence that 2010 is going to be far better.

Ford Motor Co. /quotes/comstock/13*!f/quotes/nls/f (F 11.69, +0.03, +0.26%) led the charge, breaking further away from still-struggling Detroit rivals.

George Pipas, Ford's top sales analyst, said the double-digit improvement represents the best year-over-over performance for the group since the employee-pricing promotion sent sales soaring back in July 2005.

/quotes/comstock/13*!f/quotes/nls/f
F 11.69, +0.03, +0.26%


151050MMJSNThe closely watched seasonally adjusted annual rate of sales, or SAAR, came to 11.25 million cars and trucks last month, according to Autodata. That tops every month in 2009 except August, which got a huge boost from the U.S. government's cash-for-clunkers rebate program.

Specifically, Ford Motor Co. said its U.S. sales jumped 33%, while rivals General Motors Co. and Chrysler, both recovering from stints in bankruptcy, said they sold even fewer cars in December than they did a year ago, when the market appeared to be in freefall.

"Ford's plan is working," said Ken Czubay, the company's head of sales and marketing. "It was a challenging and very volatile year. ... For 2010, I'm leaving my seat belt on, because I think that volatility is still an element of the 'new norm.'"

Ford sales totaled 184,655 cars and trucks, up from 139,067 vehicles a year earlier, easily topping Wall Street's targets for the month.

Sales of Ford, Lincoln and Mercury branded cars rose 42% to 61,195 vehicles. Volvo, which Ford is in the process of selling, registered a 13.8% rise to 5,638 vehicles.

The truck side, boosted by big gains from the top-selling F-Series pickup, jumped 29.4% to 117,822 vehicles.

Ford said it likely garnered about 15% of the market, up 1 percentage point from 2008 -- marking the first year-on-year increase in the company's market share since 1995.


Ford reports a rally in U.S. salesFord ends 2009 with a sales rally, reporting a 33% surge in December.
Dearborn, Mich.-based Ford has benefited from a relatively fresh lineup along with goodwill garnered from avoiding bankruptcy and declining to take money in a federal bailout, unlike Chrysler and GM.

Investors embraced Ford's report, running the company's shares up as high as $11.24 to touch levels not seen since 2005. The stock finished the session up 6.6% at $10.96 and has now added 325% in the past year.

GM, Chrysler slip
GM handed in a 6.1% sales decline to 208,511 from 221,983 a year ago, blaming a drop in sales of rental cars and brands not considered to be part of GM's future.

The company said it expects sales for the industry to tally about 10.6 million vehicles for the entire year, marking the lowest level since 1982.

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Hydrogen Fuel

Why is hydrogen used as a fuel?

Hydrogen has the highest energy content per unit weight of any known fuel-52,000 Btu/lb (120.7 kJ/g). It burns cleanly. When hydrogen is burned with oxygen, the only by products are heat and water. When burned with air, which is about 68% nitrogen, some oxides of nitrogen are formed. The process of converting hydrogen to energy using engines or fuel cells is much more efficient than the comparable gasoline counterparts.

How much hydrogen is consumed to produce 1 kWh of electricity using a PEM fuel cell?

In general, to produce 1 kilowatt (kW) of electricity for 1 hour (one kilowatt-hour, kWh) from a proton exchange membrane (PEM) fuel cell requires about 25-27 standard cubic feet (scf) of hydrogen. A standard cubic foot (scf) is the amount of hydrogen that occupies one cubic foot of space when it is not pressurized (in other words, at regular atmospheric pressure) and at 60 degrees F (a little cooler than room temperature).

How does hydrogen compare with other fuels like gasoline and diesel?

• Hydrogen can be totally nonpolluting (water is the exhaust).
• Hydrogen can be economically competitive with gasoline or diesel.
• Hydrogen can be as safe as gasoline, diesel, or natural gas.
• Hydrogen can help reduce our dependence on imported fuels.
• Hydrogen can be produced in any country or locale from a variety of energy sources.

What is the octane rating of hydrogen?
Short answer: "130+" according to a study done by the College of the Desert and Sunline Transit Agency

Longer answer: The octane rating of gasoline tells you how much the fuel can be compressed before it spontaneously ignites. When gas ignites by compression rather than because of the spark from the spark plug, it causes "knocking" in the engine. Knocking can damage an engine, so it is not something you want to have happening. Lower-octane gas (like "regular" 87-octane gasoline) can handle the least amount of compression before igniting compared to higher octane grades (like "super" 93-octane gasoline).

The compression ratio of your engine determines the octane rating of the gas you must use in the car. One way to increase the horsepower of an engine of a given displacement is to increase its compression ratio. So a "high-performance engine" has a higher compression ratio and requires higher-octane fuel. The advantage of a high compression ratio is that it gives your engine a higher horsepower rating for a given engine weight -- that is what makes the engine "high performance." The disadvantage is that for gasoline, it costs more.

Hydrogen has an octane rating of 130 because it can be compressed more than gasoline and 100% octane before the fuel automatically ignites in the engine. (Gasoline with 87-octane has 87% octane, a special kind of hydrocarbon that makes up gasoline and other fuels).

Here are some other octane ratings:
• Methane: 125
• Propane: 105
• Octane: 100
• Gasoline: 87
• Diesel: 30

How is hydrogen produced?

Hydrogen is the most abundant element in the universe. However it is always bonded with something else like oxygen (to make water) or carbon (to make all plants). Hydrogen is all around us, but to use it, we must first separate the hydrogen from the other things bonded to it. One of hydrogen's advantages is that it can be made from a variety of local resources like water, plants, coal, natural gas and even algae. Although having so many choices sounds complicated, it's a great advantage because no one region or country has to be dependant on one resource. This means you can choose whichever resources make the most sense to make hydrogen, environmentally and economically.

Another choice that you have when making hydrogen is how much you make. When we make most fuels today, it's best to make very large quantities in refineries. However, with hydrogen you can just as easily make very small amounts, enough for one camera or cell phone, or very large amounts that could supply an entire town.

Today, in the U.S., over 95% of the hydrogen is made in very large quantities from natural gas, mostly to make fertilizer and to help make gasoline cleaner by removing impurities like sulphur. As hydrogen moves from these large industrial uses to something that you and I commonly use to fuel our businesses, homes, electronics and vehicles, we expect other resources besides natural gas to be used and that it will be made in a variety of amounts depending on how much is needed.

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The Dependence of Renewables on Government

As I was catching up on a large backlog of articles from December, I ran across one from the New York Times that dovetailed with my thoughts about trends to watch this year. It concerned the difficulties being experienced by US green energy companies, particularly relative to competitors operating in countries with more generous subsidies for renewable energy manufacturing and deployment. Instead of becoming progressively less dependent on help from the government, many of these firms are even more reliant on aid as a result of the financial crisis, which disrupted their access to credit and capital from the market. This is a worrying development, because it tends to shift the focus of management away from the attainment of operational excellence and profitable innovation, and toward the task of lining up a steady pipeline of government grants and tax credits. This might be necessary for the moment, but it undermines long-term competitiveness.

As I read the article, I was struck by some of the comments from industry executives, which included a complaint from the US arm of a Spanish wind turbine manufacturer about the lack of necessary legislative support for the industry, and this astonishing remark from a director of the Pew Charitable Trusts' Environment Group, "But if we don't have the policies in place to make investment here a sure thing, then we could potentially lose to other countries." I wasn't aware that it has ever been the proper role of government to ensure that any business is a "sure thing." And then there was a comment from the head of the Solar Energy Industries Association to the effect that the US would have a bigger solar sector if our incentives were more like those in China, where "80 percent of the entire cost of a factory and worker training is paid for by the government." No doubt.

There's something deeply corrosive about such attitudes, and they put anyone investing in renewable energy in a difficult position. Now, there's a strong argument that some level of government support is necessary to help renewable energy compete with traditional energy sources that operate in a market that doesn't account for significant externalities such as environmental and energy-security effects. That's one of the main arguments for establishing a cap & trade system for greenhouse gases, or a carbon tax. Yet we now see government not only helping to level the playing field by means of renewable energy tax credits for investment or production and mandates requiring a set percentage of energy to come from renewable sources, but also playing the role of venture capitalist and banker. These are roles for which government is ill-equipped, not least because the necessary Darwinian feedback mechanisms don't exist. A VC that consistently invests in impractical ideas or start-up firms with incompetent management will eventually run out of capital and close its doors; a government agency with a similarly poor track record will continue to be funded, and its employees will enjoy their customary job security.

Of course, renewable energy firms aren't the only ones to have enjoyed generous government support as a result of the stimulus and other measures put in place to address the recession and financial crisis. The key difference is that while the government has poured billions of dollars into banks and carmakers, no one doubts that well-run banks can function without government aid and that it's possible to make and sell cars at a profit in the US--Ford and several foreign carmakers with US factories prove that every day. Unfortunately, we don't know that it's possible to produce renewable energy or the hardware it requires without government support for users, producers, developers, manufacturers, or all of the above. That acts as a deterrent to established energy companies that have, through painful experience, acquired a jaundiced view of the long-term dependability of such support. Anyone questioning that view need only ask someone in the US biodiesel industry, which just lost its $1-per-gallon subsidy and now faces oblivion.

As necessary as the continued expansion of renewable energy sources is for our long-term transition away from fossil fuels and for reducing greenhouse gas emissions, I worry that the green energy sector has become caught up in an industrial policy fad that has little to do with either emissions or energy security, and that hinges on exaggerated expectations of cleantech as the next hugely-profitable global industry and massive provider of stable, high-income employment. Yet if that profitability is merely the result of a government-mediated transfer of wealth from consumers and taxpayers to a group of fortunate firms, rather than of improvements in productivity or pervasive new consumer values, then neither those profits nor the jobs that go with them will be sustainable. And sooner or later a government less committed to these subsidies, or more focused on reducing unmanageable deficits, will take office and the gravy train will end quite suddenly.

I'm not advocating abandoning the renewable energy sector to the tender mercies of the market overnight, or ceding this important sector entirely to non-US firms, nor am I ignoring the lessons of the last two years about markets. However, I'm also recalling the lessons of the Tech Bubble. At least until we have cap & trade or a carbon tax, some level of support will be necessary. However, it should be uniform, picking no winners and treating all low-emission BTUs and kWhs equally. It should also phase out on a reasonable but firmly-established timetable, so that companies know they must become truly competitive. And instead of extending the Treasury's renewable energy grant program beyond its current October 2011 deadline, the government should focus on enabling the restoration of the flows of private capital for which the grants are filling in--and inadvertently stifling in the meantime. Nor should we seek to emulate the foolishness of Germany's extravagantly-generous feed-in tariffs for solar power, which created a market for German manufacturers that is now being lost to foreign competitors with lower costs.

Our goal ought to be a renewable energy sector that can stand on its own, rather than one that, like the US ethanol industry, has been tethered to federal life-support since the precursor of today's Volumetric Excise Tax Credit was established in 1978. The result would likely yield fewer US renewable energy companies, but also stronger ones better able to survive the turbulent energy transition that lies ahead.

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Plug-in Cars & Trucks Part I

Cars & Trucks

Make, Model & Type	Features	Status	Views
Audi A1 Sportback PHEV	5 door, 4 passenger, AER 31-62 mi (normal vs efficiency mode), 0-60 mph 8 sec, top speed 120 mph, 20kW electric motor, 1.4L engine. Efficiency mode has slower acceleration and all-electric speed to 62 mph.	Target Intro: 2011 Progress: concept car at Paris Motor Show 2008 source: Audi
Audi e-tron EV	2 door sports car based on the R8, 2 passenger, range 248 km (154 mi), 0-62mph 4.8 sec, top speed 200 km/h (124mph), 42.4 kWh Li-ion battery pack, 4 hub motors with a combined output of 230kW, Audi announced in Nov 2009, plans to build road capable prototype in 2010 followed later by full production.	Target Intro: Not yet announced. Progress: Concept car unveiled at 2009 Franfurt Motor Show source: Audi & Edmunds
BAIC BE701 EV	4-door sedan, range 200km(120mi), 0–100km/h in 15 sec, top speed of 160km/h (100mph), fully self-developed EV by Beijing Automotive Industry Holding Corporation (BAIC) under subsidiary Beijing New Energy Automotive. BAIC also announced investment plans of $334M for a clean energy vehicle plant and target to build 20,000-40,000 vehicles / year in 2011 .	Target Intro: Not yet announced Progress: Prototype shown in Shanghai Nov 2009 source: China Car Times & Edmunds
BMW MINI E EV	Conversion of MINI 2-door hardtop to 2-seat EV with drivetrain & battery from AC Propulsion, range 150 mi, top speed 95 mph, 35 kWh Li-ion battery back uses 5000+ laptop style batteries, 150kW electric motor, 220Nm torque, 3-4.5 hr recharge on fast charge (240V 48A/32A), 26.5 hr on 120V 12A, wt 3230 lbs	Target Intro: no plan announced for mass production Progress: Trial fleet of 500 cars in US on 1-year leases to general public, first car delivered on lease May 22, 2009 source: BMW
BMW Vision PHEV	Vision EfficientDynamics, all-new design 2-door 4 seater, 31 mi AER, total range 400 mi, 0-60 mph 4.8 sec, top speed 155 mph, recharge 2.5 hr on 240V, 2 electric motors (1 each axle), 356 hp, 560 lb-ft peak, 1.5L 3-cyclinder turbo diesel engine, 3000+ lbs, Cd 0.22	Target Intro: no plan announced for mass production Progress: concept car shown at Frankfurt Auto Show source: BMW
BYD Auto e6 EV	4 door crossover, 5 passenger, range 400 km (249 mi), 0-60mph 8 sec, top speed 100 mph, BYD Li-ion Fe battery, 10 min recharge to 50% SOC, 4 power combinations using front & rear motors on some models: 75kW, 75+40kW, 160kW, 160+40kW	Target Intro:China & US 2010, Europe 2010 Progress: demo units now source: BYD

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Plug In America - Plug-in Vehicle Tracker

Plug In America is providing the following for informational purposes only. They do not endorse or recommend any specific vehicle manufacturer or distributor.

http://www.pluginamerica.org/vehicles/

Vehicle Finder: Cars & Trucks
2 & 3 Wheeler Vehicles
Commercial Vehicles

Latest major changes:

Added Ginetta G50 EV, Rolls Royce Electric Phantom, Volvo C30 EV, Mavizen TTX02, Myers Motors Duo, SABA Carbon Zero

Revised Lumeneo SMERA, Tata Indica EV, Tesla Roadster, Arcimoto Pulse, Smith Newton

Key terms: EV: Electric Vehicle, PHEV: Plug-in Hybrid Electric Vehicle (includes Range Extended Electric Vehicles), AER: All-electric range, AVAILABLE: can be ordered by the general public and units are shipping now, Mule: development vehicle, normally in body of existing vehicle, can be driven to test key components, SOC: state-of-charge

What vehicles get listed? Many companies have announced a vehicle, or have produced artwork or vehicle renderings. To be included on this list, companies must have completed a concept, demonstration, or mule vehicle. They also support safety and have elected to include vehicles which have been safety certified or intend to be certified. They do not include aftermarket conversions which have not been safety certified.

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Ford Enters Electric Car Field

Ford Motor Co. will start a two-year test program of testing electric cars and vans in Germany starting in January. The cars that Ford is using are the Focus and the Transit van. Ford Motor Company is preparing to introduce battery-powered models as early as next year.

They have picked 25 vehicles to be driven under normal traffic conditions in Cologne, where Ford’s European division is based, said Ferdinand Dudenhoeffer, director of the Center for Automotive Research at Germany’s University of Duisburg-Essen, which is overseeing the 15 million-euro ($22 million) study.

Ford is going to pick drivers which will include researchers and customers selected by Ford. Data from the models will be monitored on computers so that they can simulate testing of more than 10,000 vehicles.

The 25 vehicles will be driven under normal traffic conditions in Cologne, where Ford’s European division is based, said Ferdinand Dudenhoeffer, director of the Center for Automotive Research at Germany’s University of Duisburg-Essen, which is overseeing the 15 million-euro ($22 million) study.

Bernd Meier, a spokesman for Ford in Cologne, said the study is Ford Motor Company's first in mainland Europe. The company is already trying out battery-powered vehicles in London, Meier said.

Ford, the first U.S. automaker to offer a hybrid model, said on Dec. 8 that it may spend $300 million to $500 million on factories in its home state of Michigan to build electric vehicles and batteries. The Dearborn-based company has a target of rolling out an electric-powered version of the Transit Connect commercial van next year, followed by an electric Focus in 2011.

Local utility RheinEnergie AG will supply vehicle-charging stations for the test, which is being financed by the German government’s economic-stimulus package.

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