Tuesday, December 28, 2010

The Spirit of Great Britain - Avro Vulcan

This is the result of competence and confidence from years gone by.  This is the spirit we must regain in order to build the technology that will provide us with an advanced Hydrogen energy infrastructure. Hudson’s Bay will become the greatest source of energy the world has ever seen.

Thursday, December 16, 2010

£500 on electricity bills to pay for green energy

Electricity bills will have to rise by up to £500 a year to pay for a new generation of environmentally friendly power stations, it emerged.

N.W.T. hydro proposal goes back to review board

The Taltson hydroelectric expansion proposal has faced opposition from Dene in Lutselk'e, N.W.T., who do not want power lines to cross the Lockhart River, which they consider to be a sacred area. (CBC)

A proposed major hydroelectric expansion project in the Northwest Territories is going back to a review board, after federal Indian and Northern Affairs Minister John Duncan rejected the board's recommendations.

Duncan said he is not prepared to approve Dezé Energy Corp.'s $700-million Taltson expansion project based on the assessment submitted by the Mackenzie Valley Environmental Impact Review Board, which completed its environmental assessment of the proposed work in August.
In a letter to the board, dated Dec. 10, Duncan said the scope of the board's review on the project is not complete, particularly on the issue of power lines from the Northwest Territories Power Corp.'s Taltson River dam to the territory's three diamond mines north of Yellowknife.
Duncan said the review board made its recommendations without knowing what route the power transmission lines will follow, raising major questions about the expansion project's overall environmental impact.
"The report fails to fully assess the potential impacts of a transmission line as a necessary part of the development, and therefore, the assessment of the development is incomplete," he wrote in the letter, which was obtained by CBC News on Tuesday.
Line route a contentious issue
The proposal to expand the 44-year-old Taltson dam, located about 56 kilometres northeast of the Alberta-N.W.T. border, is being spearheaded by Dezé Energy, which is a joint venture between the Northwest Territories Energy Corp., the Akaitcho First Nation and the N.W.T. Métis Nation.
The joint venture wants to supply the diamond mines with hydroelectricity from the dam, so the mines could cut down on their diesel use.
Dezé Energy initially wanted to run a 700-kilometre transmission line from the dam directly to the diamond mines, crossing the Lockhart River by the eastern arm of Great Slave Lake.
But that proposal has been strongly opposed by the Lutselk'e Dene First Nation, who say the transmission lines would run through an area considered to be sacred to them.
Dezé Energy has said alternative routes that have since come up would cost much more to execute than the Lockhart River proposal. Read more here.

Friday, December 10, 2010

The Most Dangerous Thing About the Ocean Is Sharks

The claim that sea level is rising dangerously, so that coastal cities will flood and islands will be submerged, has become a staple of global warming alarmism. Today’s Associated Press story on the Marshall Islands is a classic: “If an island state vanishes, is it still a nation?”

Read more here.

Climate models used by IPCC fail to predict past climate patterns

By Robert Zimmerman:
A recent paper published in Hydrological Sciences Journal states that climate models used by IPCC cannot even predict known past climate patterns. Key quote:

It is claimed that GCMs [General Climate Models] provide credible quantitative estimates of future climate change, particularly at continental scales and above. Examining the local performance of the models at 55 points, we found that local projections do not correlate well with observed measurements. Furthermore, we found that the correlation at a large spatial scale, i.e. the contiguous USA, is worse than at the local scale. However, we think that the most important question is not whether GCMs can produce credible estimates of future climate, but whether climate is at all predictable in deterministic terms.
Read more here.

QUESTION: Didn’t the New York Times refuse to print the Climategate emails because they said that was “wrong”

From HillBuzzs
Here’s Joe Leiberman calling for a Congressional investigation of the New York Times for publishing sensitive diplomatic cables leaked by Julian Assange and WikiLeaks…including material that identifies key targets for terrorists at US installations around the world.

I remember the New York Times making up a lame excuse for why it was not properly covering Climategate…where the Times said it was because it was “wrong” to publish “private emails” going back and forth between scientists who were concocting false results to support whatever doomsday scenario Al Gore’s Cult of Anthropogenic Global Warming came up with that day.
Do you remember this?
How can the New York Times be allowed to have it both ways?
Do they have any credibility left at all? Read more here.

ClimateGate One Year Later. Elite Media Still Lying

See more here.

Andrew Kenny: A Year After Climategate, The Corruption Of Science Persists

It is a year since the so-called Climategate e-mails were leaked. Since then, we have had freezing winters in Europe and the US, and revelations of gross misrepresentations from the Intergovernmental Panel on Climate Change (IPCC). The lasting impression is of massive corruption of science.

Leaked from the Climate Research Unit in England, the e-mails showed the scientists behind the climate scare plotting to: hide, delete and manipulate data; to denigrate scientists presenting different views; to force journals to publish only papers promoting climate alarm; to subvert "peer review" into "pal review"; and make the reports of the IPCC nothing but alarmist propaganda. The corruption spread through governments, universities, scientific societies and journals. You have to look back to the Lysenko episode in the Soviet Union in the 1940s (when a crank persuaded the Soviet establishment that agriculture did not follow Darwinian evolution) to find such perversion of science.
The worst nonsense after the scandal was this: "Well, some climate scientists committed a few minor transgressions but the basic science is sound." In fact, the basic science is nonexistent.
Read more here.

Cancun Climate Summit Ridiculed in World Press

While United Nations global-warming dignitaries were invoking ancient Maya goddesses for help in hammering out a wealth-redistribution “climate” treaty, prominent columnists and publications around the world were heaping scorn and ridicule on the whole COP16 extravaganza currently underway in Cancun — even heralding the end of the whole “scam.”

From the United States and Canada to the United Kingdom, the amount of negative press for the climate hysterics — and their whole expensive confab in Mexico — is growing daily. And as UN leaders and climate negotiators ramp up the fear mongering and propose ever-more ridiculous scams and taxes, the barrage of ridicule will likely continue.
“Scams die hard, but eventually they die, and when they do, nobody wants to get close to the corpse,” noted Washington Times editor emeritus Wesley Pruden in an opinion piece released last week. “The global-warming caravan has moved on, bound for a destination in oblivion.” Read more here.

Creation of hydrogen research center urged

MANILA, Philippines – Sen. Ferdinand R. Marcos Jr. sought Friday congressional approval of his proposal that would establish a Hydrogen Research and Development Center to pave the way for the use of hydrogen as an alternative energy source.

First zero-emission bus just the ticket to help air quality

From: London Evening Standard,
by Mark Bunden
A bus that emits water instead of ex- haust fumes was today unveiled as part of London's first non-polluting fleet.

Hydrogen fuel cell buses will be used on the RV1 tourist route from Tower Gateway to Covent Garden, passing the South Bank and London Eye.

It is hoped the UK's first zero-emission route will lessen the effects of pollution, which contributes to the deaths of more than 4,300 Londoners each year.

Mayor Boris Johnson said: "The buses are a marvel of hydrogen technology, emitting only water rather than harmful pollutants. They will run through the most city's polluted part, helping to improve London's air quality.
"This is just another way our city is harnessing low-emission, pioneering public transport to improve quality of life." The first new bus will pick up passengers from December 18, with seven more added next year. They are powered with electricity generated by the fuel cell. It combines hydrogen and oxygen to produce power and emits water as a by-product. Yet more energy is harnessed as the vehicle brakes.
David Brown, TfL's managing director for surface transport, said: "This is an exciting new chapter as we embrace new technologies to build on the work we are doing to improve air quality." Read more here.

Thursday, December 9, 2010

Approaches to Boost Hydroelectric Capacity in North America

Many companies throughout North America are increasing hydro capacity by retrofitting and/or expanding existing projects, adding powerhouses at non-powered dams, and installing fish-friendly turbines. These methods are attractive because they avoid environmental concerns, and much of this work is eligible for federal funding.
By Ucilia Wang
In the U.S., a national focus on boosting renewable electricity generation has created a flood of project financing and research work.

One example is Alcoa, which has nearly 3,000 MW of capacity to provide for the needs of its smelting and refining system, as well as regional wholesale markets. Among its facilities is 122-MW Cheoah in North Carolina, which was poised to undergo a retrofit when the federal government passed the 2009 American Recovery and Reinvestment Act (ARRA). In August 2010, Alcoa resumed construction on the $120 million modernization after securing $12.9 million from the U.S. Department of Energy (DOE).1
Work on this project began in mid-2008 but stalled. "The economic crisis hit us hard, and we had to put it on hold," says Bill Bunker, vice president of hydropower at Alcoa Power Generating. "Thanks to the DOE money, we are back on."
Other companies have benefited from the government largesse, including Voith Hydro, supplier of the turbine-generators for Cheoah. In addition, the company is supplying the equipment needed to more than double the capacity of PPL's 108-MW Holtwood project in Pennsylvania.2 This $434 million expansion will increase plant capacity by 125 MW and improve fish passage along the Susquehanna River, said PPL. The company postponed and then restarted the project to take advantage of the ARRA programs to award tax credits and grants for renewable energy projects.
The government's interest in promoting renewable energy also creates new technology development initiatives. In March 2010, DOE, the U.S. Department of Interior, and the U.S. Army Corps of Engineers signed a memorandum of understanding to collaborate on technologies that will increase hydroelectric generation while minimizing environmental impacts.
But the hydropower industry hasn't received nearly as much funding as other renewable technologies, notably wind and solar. Industry groups such as EPRI and the National Hydropower Association (NHA) have stepped up efforts to remind lawmakers that hydropower is a clean source of electricity worth more public investments.
In fact, untapped potential for hydropower generation in the U.S. could lead to nearly 14,000 MW added to the electricity supply by 2025, says Doug Dixon, a technical executive with EPRI. The country currently has about 75,000 MW of hydro capacity, he added. Both figures don't account for pumped storage.
NHA points to Navigant Consulting's report that estimates an added capacity of 11,250 MW to 19,900 MW during the same period, depending on whether a national mandate for renewable energy consumption exists.3
Dixon points out that the federal government has beefed up the annual budget for DOE's water power program in recent years. Funding was zero from 2005 to 2007, he says. In fiscal year 2008, $10 million materialized for the budget, which grew to $40 million in 2009 and $50 million in 2010.
"The fact is that hydro is renewable," says Bunker with Alcoa. "It's green power going into the grid. Legislators are starting to realize that."...
Canadian development spurred by feed-in tariff

In Canada, the majority of the hydroelectric development involves new greenfield projects. Developers in this country may be able to take advantage of a feed-in tariff, which offers unique incentives for hydro and other renewable electricity. Many say a feed-in tariff is one of the best ways to supercharge clean power development.
For example, Ontario's feed-in tariff policy, enacted in September 2009 as part of the Green Energy Act, sets premium prices for renewable electricity.1 This tariff has created a flood of proposed projects, notes Kaz Borovszky, business development manager for power generation at ABB. ABB provides power and automation technologies to many industries, including hydro.
Since the tariff was enacted, the government has approved 42 small hydro projects (10 MW or less), Borovszky says. Under the new tariff, hydro producers are paid 13.1 cents per kilowatt-hour for up to 10 MW and 12.2 cents for 10 to 50 MW. The cap on project size is meant to encourage eco-friendly development that doesn't involve a large reservoir or dam. Read more here.

General Motors-led consortium to deliver hydrogen infrastructure to Hawaii by 2015

A consortium of government agencies and companies led by General Motors and The Gas Company have partnered to deliver a hydrogen-powered fuelling infrastructure and vehicles to Hawaii by 2015.

The Hawaii Hydrogen Initiative aims to integrate hydrogen into efforts to reduce the state’s 90 per cent dependence on imported oil.
The consortium’s goal is to install between 20 and 25 hydrogen stations in strategic locations around the island.
‘Hydrogen, used as a fuel, will reduce our dependence on petroleum starting today,’ said The Gas Company CEO Jeff Kissel.
The plan builds on a memorandum of understanding between General Motors and The Gas Company, which is one of Hawaii’s major utilities.
While The Gas Company produces enough hydrogen to power up to 10,000 fuel cell vehicles, General Motors fields the world’s largest fuel cell demonstration fleet.
The partners are evaluating methods to distribute hydrogen through existing natural gas pipelines in order to address the long-standing problem of how to cost effectively produce and distribute hydrogen.
‘In Hawaii, we want to address the proverbial chicken or egg dilemma,’ said Charles Freese, executive director of General Motors’ fuel cell operations.
‘There has always been a looming issue over how to ensure that the vehicles and the necessary hydrogen refueling infrastructure are delivered to market at the same time.’
The hydrogen initiative in the Hawaii will pave the way for building hydrogen infrastructure within a set time frame that can be adopted by other US states, as well as in Europe and Asia, according to Freese.
‘Germany, Japan and Korea are all building hydrogen infrastructures within this same timeframe. The work in Hawaii can provide a template for other regions,’ said Freese.
The Department of Business, Economic Development and Tourism and the US Department of Energy (DOE) are partnering on the Hawaii hydrogen initiative, together with US marine and army forces and clean energy companies such as FuelCell Energy.
Hawaii launched the Hawaii Clean Energy Initiative in partnership with the US DOE in 2008, with a goal of generating 70 per cent of the state’s power from renewable or energy efficient sources. Read more here.

GM backs hydrogen fueling stations in Hawaii — setting the stage for Chevy sales?

GM announced it will join an initiative to build hydrogen car fueling infrastructure and increase hydrogen cars on the roads in Hawaii by 2015.

The initiative is called the Hawaii Hydrogen Initiative, and it aims to make hydrogen available for all one million residents on the island of Oahu by 2015 through a total of 20 to 25 hydrogen stations installed around the island. It mirrors some of the infrastructure being built nationwide, like the efforts in Norway previously reported on by VentureBeat. The initiative is led by Hawaiian utility The Gas Company and includes a total of ten companies collaborating on the project.
It looks like GM is banking on Hawaii being a good market for its Chevrolet Equinox Fuel Cell car, if and when the vehicle becomes commercially available. Hawaii has been the state of choice for many electric vehicle and clean energy projects. Hawaii is one of the more progressive clean energy states, banning coal plants and instituting a plan to reach 70 percent of energy use derived from renewables by 2030. That has made it an attractive market to clean energy companies like electric car startup Coda, solar financing company SunRun and electric vehicle infrastructure startup Better Place.
It’s also an interesting move for GM (albeit not a huge one) as it looks to go greener. It’s bringing out the range extender Chevrolet Volt (a partially electric car), has pledged to invest $40 million in green energy projects and, now, is investing in a small hydrogen infrastructure project. Lately, the major automakers making news for hydrogen fuel cell vehicles are folks like Honda and Mercedes-Benz. Both of those companies will begin leasing hydrogen cars in California next year. Hawaii is also big on electric cars and infrastructure and will be among the first states to get the limited-release electric cars coming to market, like the Nissan Leaf and Coda sedan.
It’s also an example of how companies are building the infrastructure for a technology before it’s actually created or released — like the build-out of electric car chargers nationwide — in some cases by utilities themselves – or Google’s investment the Atlantic Wind Connection, an ambitious transmission backbone for offshore wind farms that have yet to be built (but would need transmission lines in order to become fully operational). Indeed, the supply of hydrogen outstrips the supply of cars in Hawaii at the moment. The Gas Company says it currently makes enough hydrogen to power 10,000 hydrogen cars. Read more here.

World's first hydrogen powered hybrid ferry combines hydrogen, solar, wind and diesel power

From gizmag, by Darren Quick
Hybrid vehicles are becoming more and more commonplace on our roads and now the world's first hydrogen powered hybrid ferry is set to take to the water off New York. Following on from the 2008 launch of the San Francisco Hornblower Hybrid that runs on a combination of solar, wind and diesel power, the new 1,400-hp New York Hornblower Hybrid adds another energy source to the mix with hydrogen fuel cells to complement its clean Tier 2 diesel engines, solar panels and wind turbines.
Due to be completed in April 2011, the New York Hornblower Hybrid will generate power from a proton exchange membrane fuel cell that turns hydrogen into electricity. The solar panels and wind turbines will help power the vessel, while the diesel engines will kick in to cover additional energy needs.
When completed, the 600-passenger New York Hornblower Hybrid will feature an outdoor sundeck and two interior decks, including one with glass walls. Its eco-friendly construction materials include recycled glass countertops, LEED-certified carpet and aluminum wall coverings. Additionally, LED video screens and lighting will help minimize energy use, while long-life, low VOC (volatile organic content) paints will cover the vessel's exterior.
Both the San Francisco Hornblower Hybrid, which was the first hybrid ferry in the United States, and the New York Hornblower Hybrid were created by San Francisco-based Hornblower Cruises & Events, which also operates Statue Cruises.
"By combining hydrogen, solar and wind power, Hornblower will minimize its environmental impact as we transport guests to popular national landmarks like the Statue of Liberty and Ellis Island. Our goal is to reduce emissions to the greatest extent possible, with a goal in the future to eliminate them entirely during a cruising day," says Terry MacRae, CEO of Statue Cruises and Hornblower Cruises & Events.
MacRae also says the technology used in the HornBlower Hybrid is scalable to other hybrid ferries, hybrid yachts and even hybrid tug boats.
"This is a genuinely breakthrough project, not only for us but for the U.S. marine industry. This boat will produce minimal carbon emissions and sip, rather than guzzle, diesel fuel. Along the way it will help make New York harbor a cleaner, safer and more pleasant place," said Gavin Higgins, Vice President for Business Development at Derecktor Shipyards, which is constructing the ferry in Bridgeport, Connecticut.

Friday, December 3, 2010

N. Nevada hydrogen fueling station in the works

Northern Nevada will not be the first to jump on board the hydrogen fuel trend, but it could be the first for other reasons.
H2 Fuel Project Manager Dean Mottram says they are "determined to take a 100 percent roll out on our hydrogen vehicles and show how you can take alternative fuel vehicles and make them work on an everyday bases."
The H2 fuel project will use geothermal energy in northern Nevada and create hydrogen. That hydrogen will then fuel transit vehicles. RTC hopes to fuel ten of its access buses through this project initially. The total cost of the project is estimated at about $120 million.
In 2004, when the economy was in a much different state, Sen. Harry Reid helped support a $5.4 million earmark to go towards this hydrogen station. While the money is not a new expense, some people still feel there could be a better use of government dollars.
But, Mottram says the money will come from a federal grant, not local taxes. The project is still in its early stages and construction won't happen for a few more years. But Mottram believes it's a step in the right direction. And, it will not cost bus riders more to ride the hydrogen fueled buses.

Monday, November 22, 2010

IPCC Official: “Climate Policy Is Redistributing The World’s Wealth”

Climate policy has almost nothing to do anymore with environmental protection, says the German economist and IPCC official Ottmar Edenhofer. The next world climate summit in Cancun is actually an economy summit during which the distribution of the world’s resources will be negotiated. Ottmar Edenhofer

For those who may not know, Ottmar Edenhofer is the co-chair of the IPCC Working Group III.
....The new thing about your proposal for a Global Deal is the stress on the importance of development policy for climate policy. Until now, many think of aid when they hear development policies.

That will change immediately if global emission rights are distributed. If this happens, on a per capita basis, then Africa will be the big winner, and huge amounts of money will flow there. This will have enormous implications for development policy. And it will raise the question if these countries can deal responsibly with so much money at all.
That does not sound anymore like the climate policy that we know.
Basically it’s a big mistake to discuss climate policy separately from the major themes of globalization. The climate summit in Cancun at the end of the month is not a climate conference, but one of the largest economic conferences since the Second World War. Why? Because we have 11,000 gigatons of carbon in the coal reserves in the soil under our feet – and we must emit only 400 gigatons in the atmosphere if we want to keep the 2-degree target. 11 000 to 400 – there is no getting around the fact that most of the fossil reserves must remain in the soil.
De facto, this means an expropriation of the countries with natural resources. This leads to a very different development from that which has been triggered by development policy.
First of all, developed countries have basically expropriated the atmosphere of the world community. But one must say clearly that we redistribute de facto the world’s wealth by climate policy. Obviously, the owners of coal and oil will not be enthusiastic about this. One has to free oneself from the illusion that international climate policy is environmental policy. This has almost nothing to do with environmental policy anymore, with problems such as deforestation or the ozone hole..... Read full interview here.

Wednesday, November 17, 2010

Cost-effective ways to address climate change

By Bjorn Lomborg
One of the scarier predictions about global warming is the suggestion that melting glaciers and ice caps could cause sea levels to rise as much as 15 to 20 feet over the next century. Set aside the fact that the best research we have - from the United Nations climate panel - says that global sea levels are not likely to rise more than about 20 inches by 2100. Rather, let's imagine that over the next 80 or 90 years, a giant port city - say, Tokyo - found itself engulfed by a sea-level rise of about 15 feet. Millions of inhabitants would be imperiled, along with trillions of dollars' worth of infrastructure. Without a vast global effort, could we cope with such a terrifying catastrophe?

Well, we already have. In fact, we're doing it right now.
Since 1930, excessive groundwater withdrawal has caused Tokyo to subside by as much as 15 feet. Similar subsidence has occurred over the past century in numerous cities, including Tianjin, Shanghai, Osaka, Bangkok and Jakarta. And in each case, the city has managed to protect itself from such large relative sea-level rises without much difficulty.
The process is called adaptation, and it's something we humans are very good at. That isn't surprising, since we've been doing it for millennia. As climate economist Richard Tol notes, our ability to adapt to widely varying climates explains how people live happily at both the equator and the poles. In the debate over global warming, in which some have argued that civilization as we know it is at stake, this is an important point. Humankind is not completely at the mercy of nature. To the contrary, when it comes to dealing with the impact of climate change, we've compiled a pretty impressive track record. While this doesn't mean we can afford to ignore climate change, it provides a powerful reason not to panic about it either.
There is no better example of how human ingenuity can literally keep our heads above water than the Netherlands. Although a fifth of their country lies below sea level - and fully half is less than three feet above it - the Dutch maintain an enormously productive economy and enjoy one of the world's highest standards of living. The secret is a centuries-old system of dikes, supplemented in recent decades by an elaborate network of floodgates and other barriers. All this adaptation is not only effective but also amazingly inexpensive. Keeping Holland protected from any future sea-level rises for the next century will cost only about one-tenth of 1 percent of the country's gross domestic product.
Coping with rising sea levels is hardly the only place where low-cost, high-impact adaptation strategies can make a huge difference. One of the most pernicious impacts of global warming is the extent to which it exacerbates the phenomenon known as the urban "heat island effect" - the fact that because they lack greenery and are chockablock with heat-absorbing black surfaces such as tar roofs and asphalt roads, urban areas tend to be much warmer than the surrounding countryside. Ultimately, we're not going to solve any of these problems until we figure out a way to stop pumping greenhouse gases into the atmosphere.

Read more here.

Tuesday, November 16, 2010

Lives Saved per Life Lost Due to Global Warming

From CO2 Science

The authors write that "the IPCC AR4 states with very high confidence that climate change contributes to the global burden of disease and to increased mortality," citing the contribution of Confalonieri et al. (2007) to that document.
What was done
In an effort handsomely suited to evaluate this very-high-confidence contention of the IPCC, Christidis et al. extracted the numbers of daily deaths from all causes from death registration data supplied by the UK Office of National Statistics for men and women fifty years of age or older in England and Wales for the period 1976-2005, which they divided by daily estimates of population "obtained by fitting a fifth order polynomial to mid-year population estimates, to give mortality as deaths per million people," after which they compared the death results with surface air temperature data that showed a warming trend during the same three-decade period of 0.47°C per decade. In addition, they employed a technique called optimal detection, which they describe as "a formal statistical methodology" that can be used to estimate the role played by human adaptation in the temperature-related changes in mortality they observed.
What was learned
As expected, during the hottest portion of the year, warming led to increases in death rates, while during the coldest portion of the year it lead to decreases in death rates. More specifically, the three scientists report that if no adaptation had taken place, there would have been 1.6 additional deaths per million people per year due to warming in the hottest part of the year over the period 1976-2005, but there would have been 47 fewer deaths per million people per year due to warming in the coldest part of the year, for a lives-saved to life-lost ratio of 29.4, which represents a huge net benefit of the warming experienced in England and Wales over the three-decade period of warming. And when adaptation was included in the analysis, as was the case in the data they analyzed, they found there were only 0.7 death per million people per year due to warming in the hottest part of the year, but a decrease of fully 85 deaths per million people per year due to warming in the coldest part of the year, for a phenomenal lives-saved to life-lost ratio of 121.4.
What it means
Clearly, the IPCC's "very-high-confidence" conclusion is woefully wrong. Warming is highly beneficial to human health, even without any overt adaptation to it. And when adaptations are made, warming is incredibly beneficial in terms of lengthening human life span. Read more here.

Global Warming Loses Public Interest and Scientific Confidence

From Canada Free Press
In their ‘Essential Science Indicators (Research Fronts 2004-09),’ Reuters proved that the IPCC uses only 13 peer-reviewed papers to justify blaming human emissions of carbon dioxide (CO2) for global warming; thus disproving the so-called "consensus" of world scientists that ABC’s Lewandowsky and others would have us think.

Indeed, the IPPC stands very much apart from most scientists in predicting climate catastrophes. In their 2007 ‘Summary for Policymakers’ the IPPC use the word ‘catastrophe’ or its conjugated derivatives no less than 338 times despite the word never appearing in any of the scientific literature.
Moreover, so scant was IPCC regard for expert opinion about the role of the sun that they entrusted its analysis to just one expert. But worse, that sole IPCC scientist referred only to her own studies - a clear conflict of interest that no mainstream media outlet has ever addressed.
Mainstream journalism has been so lax leaving the public largely unaware that a further 534 important studies unquestioningly put their trust in the narrowly focused IPCC findings.
So poor was the examination of the role of the sun that the issue of cosmic rays was ignored completely even though it is considered a key climate factor by most scientists and a world leading theorist on this issue, Henrik Svensmark. Read more here.

Monday, November 15, 2010

Super-catalyst found to purify hydrogen

Production of hydrogen through the water-gas shift reaction after dispersing gold (Au), copper (Cu), and platinum (Pt) on T1O2 (110) and the group’s “super-catalyst,” CeOx/T1o2(110). Credit: Brookhaven National Laboratory.
Hydrogen—the lightest and most abundant element on the periodic table—is also a potential powerhouse. Today, we use pure hydrogen in a range of chemical processes, including the synthesis of ammonia for fertilizers. Some scientists believe that hydrogen could power everything from electronics to buildings to cars in a model referred to as the hydrogen economy. In order to achieve such feats, however, scientists need to produce pure hydrogen.

Chemists can obtain pure hydrogen through the water-gas shift reaction, in which carbon monoxide and water yield carbon dioxide and pure hydrogen molecules. Four years ago, Brookhaven chemist Jose Rodriguez and his colleagues began to investigate a highly effective catalyst for this reaction, which combined gold and ceria (CeO2). Their main objective was to understand exactly how each component of the catalyst behaved.
“You need to understand the role of each element in the reaction: what is the metal doing, what is the oxide doing?” Rodriguez said. “Only then can you figure out how to optimize the catalyst.”
Beginning with this first catalyst, and gradually tweaking one variable after another, Rodriguez and his colleagues set out to find even better catalytic combinations. Using characterization techniques like photoemission, time-resolved x-ray diffraction and x-ray absorption spectroscopy at NSLS beamlines U7A, U12, X7B, and X19A, they studied details of the structural and electronic properties of the gold-ceria catalyst.
“Specifically, what the NSLS allows us to do is to perform an in-situ characterization of the catalyst,” Rodriguez said. This means that Rodriguez and his colleagues examine the catalyst while the reaction is taking place, rather than characterizing the catalyst and products before and after the reaction.
With in-situ characterization, Rodriguez and his colleagues can determine two key factors: precisely when the active phase for the reaction appears on the catalyst and how it affects the reaction mechanism.

These key factors allow scientists to refine the reaction, exchanging and adjusting its components. Each adjustment can make a difference in the efficiency of the total process.
Last fall, Rodriguez and his colleagues tested a new catalyst that combines ceria in a mixed metal oxide, building upon the findings of their previous research. They found that this surface combination with a dispersion of gold, copper, or platinum nanoparticles revealed high catalytic properties. Their characterization of the catalyst’s powerful properties first appeared in the Proceedings of the National Academy of Science.
More recently, in the Journal of the American Chemical Society, they compared catalytic effects with a dispersion of gold, copper, and platinum nanoparticles. While platinum showed the highest catalytic activity, meaning it produced the most hydrogen for a fixed amount of ceria, copper was a close second and has the advantage of being a much less expensive metal.
“These papers were a breakthrough for us because they show that our catalyst works,” Rodriguez said. “This is a super-catalyst, the next generation catalyst for the water-gas shift reaction.”
This initial characterization is a victory for Rodriguez and his colleagues but is by no means the end of their quest. The new catalyst involves a more complex reaction mechanism than the gold-ceria catalyst that began Rodriguez’ studies. Studying this next-generation catalyst could reveal more discoveries and can lead to an even more potent super-catalyst.
Other scientists involved in this research include Joon B. Park, Dario Stacchiola, Sanjaya D. Senanayake, Laura Barrio, Xiaquin Wang, Jon Hanson, Ping Liu, and Jan Hrbek (Brookhaven); Jesus Graciani and Javier Fdez. Sanz (University of Seville); and Jaime Evans (Central University of Venezuela).
Their research is funded by the U.S. Department of Energy Office of Basic Energy Sciences. Read more here.

New low temp hydrogen solid storage

The hydrogen catch-and-release, a.k.a. dehydrogenation and hydrogenation, in this LiBH4 and MgH2 fuel cell system operates coolly and reversibly.

Scientists at Pacific Northwest National Laboratory and the University of Connecticut have developed a new solid hydrogen storage material using lithium borohydride (LiBH4) with a dash of additive magnesium hydride (MgH2).

The specific new invention is a new type of ball-milling technique, which the researchers describe as something similar to "rock tumbling" - where rough stones are rotated inside a barrel with a selection of harder grit stone, until the rough edges have all been removed.
By putting the materials through this milling technique, they can subsequently be charged with hydrogen and discharge hydrogen at higher speed and without high temperatures.
The materials were analysed at molecular level using a nuclear magnetic resonance spectrometer (NMR) and other similar resources.
The research has pointed to new avenues of study using different additives and mechanical manipulation techniques, the researchers say. Read more here.

Saturday, November 13, 2010

Hydrogen highway gets new stop in Surrey

By Jeff Nagel - Surrey North Delta Leader

Surrey Mayor Dianne Watts prepares to pump hydrogen into a car at the city's new hydrogen fueling station.

A new hydrogen fueling station now open in Surrey is powering up hopes the alternative fuel may run everything from cars to trains down the road.
Surrey Mayor Dianne Watts said the new station, in the city's operations works yard at 66 Avenue and 148 Street, lays the groundwork for greater use of hydrogen fuel in the future and will help the municipality meet its commitment to cut greenhouse as emissions by 20 per cent by 2020.
"As we move away from fossil fuels, we have to look at other alternatives for clean energy," Watts said. "We'll be testing the technology."
Surrey is using two of just a handful of zero-emission hydrogen fuel cell cars in use in the Lower Mainland but could get more through a partnership with PowerTech Labs.
The city aims to add 21 alternative fuel vehicles to its municipal fleet over the next year.
The station is the first in Canada to be run by a municipality, although there is one other hydrogen fuel station already in Surrey at Powertech (88th Avenue and 123 Street) and five others in Burnaby (Ballard Fuel), North Vancouver, UBC, Whistler and Vancouver Airport.
The two Surrey stations reinforce the city's position as a leader in the technology, Watts said.
Canadian Hydrogen and Fuel Cell Association consultant Ron Harmer said significant numbers of hydrogen-powered cars will start to hit the consumer market by 2015.
Adding another fueling station is important, he said, because car companies like Nissan, Daimler and Toyota that will roll out more hydrogen vehicles will look first to cities and regions with adequate infrastructure.
The hydrogen for the new Surrey station comes from Powertech's existing Surrey plant, where the B.C. Hydro subsidiary electrolyzes water into hydrogen.
Because the hydrogen is made in Surrey, it's counted as cleaner than the hydrogen powering Whistler's fleet of hydrogen buses, which has to be trucked in from Quebec because of the larger volumes required.
A much bigger and greener local source of the fuel could come on stream.
Large amounts of hydrogen created as an industrial byproduct at a chemical plant in North Vancouver and now vented into the air may be trapped and collected in the future.
"There's enough hydrogen there to fuel something like 20,000 vehicles per year," Harmer said.
"If we're actually producing it ourselves locally from a waste stream, this is a very cost-effective and clean energy source," added Surrey transportation advocate Peter Holt. "It's not pie in the sky any more."
Holt, a director of the Fraser Valley Heritage Railway Society, thinks hydrogen pumped from the Surrey stations could even fuel the heritage train the society plans to launch on the former Interurban rail route next year.
The demonstration project will test a route from Cloverdale to Sullivan (152 Street and 64 Avenue) but Holt said the restored Interurban rail car to be used can run beyond Surrey, on any rail track in the region.
"We can go anywhere there's a track," he said. Read more here.

British Columbia, Hydrogen Highway

British Columbia, Canada is building a hydrogen highway system to coincide with the 2010 Winter Olympics. The BC hydrogen highway is planned to run between the cities of Vancouver and Whistler with several other cities in-between and will showcase zero-emissions hydrogen technology.

Hydrogen refueling stations will also be built in the cities of Richmond, Surrey, Victoria and Squamish. As of late 2006, hydrogen fueling stations have been built in Victoria, Vancouver and Surrey. The province of British Columbia and BC Transit have committed $10 million towards the first phase of development of hydrogen buses to be used as transport along the hydrogen highway during the Olympics.

Ford has also been testing five of its Focus FCV cars along the hydrogen corridor gathering information about operating hydrogen cars in cold weather conditions. The Ford Focus FCV uses BC-built Ballard Mark 902 fuel cells.
Besides the British Columbia Hydrogen Highway Initiative, Canada also has put $5 million towards three other hydrogen initiatives as well. The Vancouver Fuel Cell Vehicle Project, Hydrogen-Powered Delivery Van Project and the Hydrogen High-Pressure Valve Development Project are part of the Canadian Transportation Fuel Cell Alliance's goal of moving Canada towards expanded use of hydrogen and fuel cell technologies.
A hydrogen fueling station has been constructed near Victoria at BC Transit's Langford facility. The station was a collaboration between BOC and BC Hydro and uses a three tier system of low, medium and high pressure hydrogen storage.
In Vancouver, on the University of British Columbia campus, another hydrogen fueling station has been constructed. The building of the station was a collaboration between National Research Council Institute for Fuel Cell Innovation, BOC Canada and General Hydrogen.
In Surrey, British Columbia, a hydrogen refueling station was opened in March 2002. The station was built and is operated by PowerTech Labs, which is a subsidiary of BC Hydro. In November 2002, the hydrogen filling station was upgraded to deliver pressures up to 10,000 psi to accomodate vehicles with greater capacity and range.
In order to generate hydrogen for the BC Hydrogen Highway and as a long term goal as well, the Integrated Waste Hydrogen Utilization Project (IWHUP) in Vancouver has been implemented. In this project, hydrogen as a byproduct, such as that generated in the sodium chlorate manufacturing process will be used to fuel hydrogen vehicles. Read more here.

Algae firm claims PV-like efficiency for hydrogen production

OriginOil Extracts Oil from Algae Timelapse from OriginOil on Vimeo.

Algae technology developer OriginOil, Inc., has claimed it can now produce hydrogen from solar energy and algae with a similar energy conversion efficiency to solar photovoltaic panels.
The company based in Los Angeles said the “breakthrough” could lead to a renewable source of hydrogen suitable to scale up to commercial production levels.

It said a pared-down version of its “Hydrogen Harvester” system had achieved a solar energy conversion efficiency of about 12% continuously for several hours, on a partially clouded day.
Although this efficiency level does not compare favorably with the best solar photovoltaic technology on the market, OriginOil said it compared withavailable PV technology that can range in efficiency from 6% up to 20%.
Brian Goodall, OriginOil’s Chief Technology Officer, said: “Our experiments clearly demonstrate that this technology can generate renewable hydrogen at rates that matter to the global economy. These early rates compare well with those of the more mature solar cell industry, with the added benefit that the fuel, hydrogen, is readily storable. This is the first renewable source for today’s $39 billion hydrogen market.”
OriginOil cited the National Renewable Energy Laboratory as suggesting that efficient hydrogen production from photoelectrichemical systems was the “holy grail” of the hydrogen economy.
The company said in the field, its Hydrogen Harvester may achieve lower efficiencies than the 12% level, but added that counterbalancing efficiency losses in scaling up the technology, the algae could store up energy during the day and continue generating hydrogen through the night.
Algae could offer industrial sources of hydrogen without relying on petroleum sources, OriginOil believes, while also acting as a sequestration option to absorb carbon dioxide emissions. Read more here.

Tuesday, November 9, 2010

Hydrogen Economy – Iceland

Oct 2003 As oil reserves around the globe dry up, Iceland is getting ready to become the world’s first hydrogeneconomy. Produced by ABC Australia Distributed by Journeyman Pictures
Canada also has access to clean hydro-electricity that could be harnessed from the great rivers that flow into Hudson Bay.

Friday, October 29, 2010

Criticism of 3 Gorges Project Helps Move Forward Hydro-Power Construction

Criticism has always haunted China's Three Gorges Project on the Yangtze River.

The latest concerns have been its effect on the Earth's rotation, as the water level at the world's largest hydropower project reached its designed highest mark of 175 meters on Tuesday.
Typing the key words "three gorges earth rotation," Google's search engine showed 3,280 results, many with such sensational headings as "China's Monster Three Gorges Dam Will Slow The Rotation of The Earth."

"This is just an updated version of earlier criticism claiming the project would trigger earthquakes due to its mass," said Chen Houqun, a member of the Chinese Academy of Engineering.
He said the Three Gorges is the world's largest hydro-power project, in terms of its installed power generating capacity and dam construction, not its maximum water holding capacity of 39.3 billion cubic meters, which only ranks 22nd in the world.
Prior to the 1960s, there had already been six reservoirs on Earth, each with a water holding capacity larger than the Three Gorges. The largest one is in Zimbabwe, and the smallest in Canada.
"Compared with them, the effect of the Three Gorges on the Earth's rotation can be ignored," said the academician.
Cao Guangjing, chairman of China Three Gorges Project Corporation (CTGPC), developer of the project, said since the dam began "trial operations" at high water levels of close to 175 meters this year, the largest earth tremor detected near the reservoir area was measured at 2.3 on the Richter scale and located in Badong County, Chongqing Municipality.
"Both intensity and frequency of the quakes were even lower than that recorded in 2008 and 2009, when the water level was kept at 135 meters and 156 meters, respectively, " he said.
Cao said Tuesday that the water level would be maintained at 175 meters for about two months for surveillance and then be allowed to drop. In the future, the water level would be kept at between 145 meters and 175 meters, depending on flood control needs.
Pan Jiazheng, a member of both the Chinese Academy of Sciences and the Chinese Academy of Engineering, said the gigantic hydro-power project has been controversial from the beginning, but criticism has helped prompt authorities to take extra measures, ensuring the project's efficiency and safety.
"I was one of the opponents of the project," he said.
Pan added that he was opposed to the dam for three reasons: The project would cause sediment build-up problems, it caused the unprecedented relocation of millions of people, and huge investments were allocated that might overburden the government's finances.
The Chinese government launched its feasibility study of the Three Gorges Project in 1984 after 30 years of reconnaissance and preparation work. Two years later, when the State Council invited 412 experts to review the feasibility reports, Pan, then chief engineer of the hydro-power department of the Ministry of Energy, was appointed as deputy director of the expert group.
"As an opponent, I was aware that the government was ready to hear different opinions and trusted expertise in the reasoning of the feasibility," said Pan.
In the ensuing three years, dozens of subsidiary panels were set up to tackle the key problems raised by critics, including possibilities of geological and ecological disasters, hydrological problems, sediment, budgets, relocation, flood-control, navigation on the Yangtze River, comprehensive economic benefits and other issues.
The final conclusion drawn by Pan's group was that the project could bring more merits than negative effects.
"Looking back, we have seen many doubts and questions were invalid. But the opposing views have prompted the authorities to be prudent in their decision-making and continuously improve its management, construction standards and boost the technological renovation," Pan said.
According to CTGPC, the total investment on the project reached 185 billion yuan (27 billion U.S. dollars), including money spent for relocating residents, by the end of 2009.
This amount is within the predicted budget in the 1989 feasibility report proposed by Pan's group.
Regarding the sediment problem, the latest monitoring results suggested the reservoir could maintain 90 percent of its water holding capacity after operating for 100 years at the current speed of silting.
The results were even more optimistic than the previous design for avoiding sediment pile-up at the dam, which was aimed to maintain the capacity at 85 percent 100 years later.
Cao said the resolution of the sediment problem should be attributed to "opponents" led by Huang Wanli, who warned that the danger of sediment piling up could ruin the project.
"Silting has been listed by the developers of the Three Gorges Project as one of the major technical problems that they faced. A lot of investment has gone into resolving the problem," said Prof. Wang Jun, a Chinese water control specialist with the Yangtze River Water Resources Committee.
Further, CTGPC chairman Cao said storing water at the dam's full capacity does not mean complete success for the project. It does, however, allow for testing of various public concerns and doubts raised since the very beginning, such as the functioning of key equipment, geological disasters and water quality.

Thursday, October 28, 2010

MIT develops solar-powered, portable desalination system

More good news about the fresh water supply!!
Researchers from MIT's Field and Space Robotics Laboratory (FSRL) have designed a portable, solar-powered desalination system that is cost-effective and easy to assemble to bring drinkable water in disaster zones and remote regions around the globe.

Relief efforts in the aftermath of large-scale natural disasters often call for water as one of the very first priorities: such was the case in the Haiti earthquake back in January. When coping with disasters of this scale the possibility to obtain drinkable water locally, such as by desalination of sea water, dramatically improves the effectiveness of the rescue efforts.
Desalination systems, however, are usually quite large and need a lot of energy to operate; these situations, instead, call for a quick, effective way to turn seawater into drinkable water in loco, with a small and portable system that doesn't need external sources of electrical power to work.

The system developed by MIT researchers does exactly this, and its characteristics make it particularly apt to the task of assisting people in emergency situations. It's designed so it can be cost-effectively assembled from standard parts and put into operation within hours even without the need of technicians. Its specifics mean the apparatus could also found use in remote areas where supplying energy and clean water can be logistically complex, such as desert locations or small villages in developing countries.

Photovoltaic panels power high-pressure pumps that push seawater through a filtering membrane. Unlike conventional solar-powered desalination systems that run on battery power when direct sunlight is not available, this system can operate efficiently even in cloudy conditions. Algorithms in the system's computer can change variables such as the power of the pump or the position of the valves to maximize water output in response to changing weather and current water demand.

As a result, the prototype can yield as many as 80 gallons of water a day in a variety of weather conditions while a larger version of the unit, which would only cost about US$8,000 to construct, could provide about 1,000 gallons of water per day. Because of its reduced dimensions, the team estimated that one C-130 cargo airplane could transport two dozen desalination units, enough to provide water for 10,000 people.
The researchers are now working on improving the system's efficiency even further and to change its design to make it more durable. The research was funded by MIT's Center for Clean Water and Clean Energy and the King Fahd University of Petroleum and Minerals. Read more here.

Sunday, October 24, 2010

Japan Offers To Build A Hydrogen Plant in Sakhalin

The plant will work on wind power
VLADIVOSTOK, October 21, vladivostoktimes.com The first Sakhalin Area deputy Prime Minister Sergey SHEREDKIN had a meeting with Mr. Sengiti SIAMOTO, the President of the International wind hydrogen Inc., Japan, as the Sakhalin Area Administration press service reported to RIA PrimaMedia. They discussed the construction of a hydrogen wind-power plant.

The Japanese company has actively promoted this project. The parties agreed on the necessity of the investment project and stated that economic rationale will be completed during 2010’2012.
The representatives of several area ministries also took part in the meeting (Ministry of Natural Resources and Environment Protection, Ministry of Economic Development, Ministry of Power Supply and Housing). The Japanese party was represented by the Research Institute of the North-Eastern Asia Economy and Institute of New Power, Tokyo University. Read more here.

Warmists plot secretly to kill off the Medieval Warming Period. Again

Remember how one of the great ambitions of the Climategate “scientists” was to “contain” the “putative” Medieval Warming Period? Well – guess what – they’re STILL at it.
Michael Mann, Phil Jones, Jonathan Overpeck, Eugene Wahl, Malcolm Hughes – just about anyone who’s anyone from the Climategate emails, in fact – have all been on a clandestine boondoggle to sunny Portugal, there to conspire how best to obliterate that embarrassing and inconvenient period of bounteous warmth between around 900 AD and 1280 AD

Pretend ruins of fake 12th century Viking
church moved to Greenland by Booker,
Delingpole, North et al last year in cynical
bid to pretend the MWP actually existed

known as the MWP.
Anthony Watts has the full story. The bit that interests me most is the size of their carbon footprint? And even more so, who actually grant-funded all these shysters to fly to Portugal for their weekend reality-denial fest? And even more, more so if it was us – which of course it was, via our governments, the UN and the EU – why we can’t have our money back NOW.
Wattsy’s site was responsible for another classic this week which you must read if you haven’t already: Willis Eschenbach’s magisterial and hilarious essay Eight tenths of a degree? Think of the Grandchildren! I met Eschenbach at Heartland: terrifyingly loud shirts and an aura of tousled levity and almost childlike sweetness which might give you the impression that he’s just a barmy eccentric. Make no mistake, though, this man is a genius. I’ll reprint the opening paragraphs to give you a taste:
James Hansen and others say that we owe it to our Grandchildren to get this climate question right. Hansen says “Grandchildren” with a capital G when he speaks of them so I will continue the practice. I mean, for PR purposes, Grandchildren with a capital letter outrank even Puppies with a capital letter, and I can roll with that.
In any case Hansen got me to thinking about the world of 2050. Many, likely even most people reading this in 2010 will have Grandchildren in 2050. Heck, I might have some myself. So I started to consider the world we will leave our Grandchildren in 2050.
In a recent post here on WUWT, Thomas Fuller floated a proposal that we adopt a couple of degrees as the expected temperature rise over the century. He says in the comments to his thread that
I think we owe it to the people of the world to give them an idea of how much warming they can expect, so they can plan their buildings, businesses, roads and lives. They matter. They don’t care how much of it is due to CO2 or how much is rebound from a LIA due to forcings we don’t understand. They don’t. They probably shouldn’t.
We have temperature rises that we can almost trust from 1958 that show a trend of about 2 degrees for this century if things go on.
To start with, I don’t think we owe people anything more than the scientific truth as we understand it. And if we don’t understand it, as in the case of what the climate may be like over the rest of this century, we definitely owe it to the people to simply say “We don’t know”. Those three little words, so hard to say … so no, we don’t owe people a number if we don’t have one. Keep reading here.

Good side of UN snub

Canada should take this opportunity to tell global body to stuff it on climate change

Let’s look at the potential bright side of Canada’s humiliating loss of a temporary seat on the United Nations Security Council Tuesday to … wait for it … Portugal!

Could this international slap in the face to Prime Minister Stephen Harper and the Conservatives — voting an economic basket case like Portugal onto the Security Council instead of us — finally knock some sense into the Tories on climate change?
Face it, folks, the UN hates us. It really, really hates us.
You can’t support Israel and condemn Hamas with this crowd and expect to come up smelling like roses.
Thus punched in the gut by the — with few exceptions — nest of vipers known as the UN General Assembly, will the Conservatives now do the sensible thing and pull us out of the UN’s negotiations to draft a successor agreement to the Kyoto accord?
Negotiations which, if successful, will be a train wreck for Canada’s still fragile — as Finance Minister Jim Flaherty now acknowledges — recovery?
I’m hoping the answer is “yes.”
I’m betting the answer is “no.”
And that, inexplicably, Canada’s delegation, presumably led by Environment Minister Jim Prentice, will merrily head off to yet another round of UN global warming negotiations in Cancun next month, only to have the living crap kicked out of it by its domestic and foreign political and environmental enemies.
They’ll point to Canada’s first-ever failure to obtain a temporary seat on the Security Council as divine punishment for our original sin of failing to implement the economically devastating (to us) Kyoto accord, even though we’re only responsible for 2% of global greenhouse gas emissions.
In response, we’ll insist we’re doing our part, at which point we’ll be hit with a tsunami of orchestrated indignation.
If you thought things were bad at the UN’s climate talks in Copenhagen last December, where we “won” the “Colossal Fossil” award as the world’s worst global warming offender — even though that’s China — you ain’t seen nothin’ yet.
This is the continuing fallout of Jean Chretien’s dumb display of hubris when he ratified the Kyoto accord without having any idea of how to implement it, the root cause of why we’re impossibly behind our Kyoto targets today and why implementing it now would be an economic disaster.
That’s why I want the old Harper back. The one who, when he was Canadian Alliance leader, correctly identified Kyoto (and its spawn) as a socialist, money-sucking scheme to transfer wealth from “rich” countries to “poor” ones — with emerging economic powerhouses like China and India, bizarrely defined as “poor.”
Now we have a new Harper, who, while admittedly much saner on this issue than the opposition parties, pays lip service to the Kyoto process, while failing to implement the Kyoto accord, because he knows it would devastate our economy.
On Tuesday, the Conservatives, worried Canadians will blame them for our humiliation at the UN, fingered Liberal Leader Michael Ignatieff for not supporting Canada’s bid for a Security Council seat.
Problem is, the Conservatives engineered this gambit. Nobody forced them to do it.
Instead, since the UN has handed us a lemon, let’s make lemonade.
That’s why Harper should use this snub as an opportunity to say goodbye to the UN’s insane global negotiations on climate change.


More Details about greencell technologies, green cell tech here.

GreenCell Technologies, Canada: Today, virtually all commercial trucks are powered by diesel fuel, while private cars are fueled by gasoline. Supported by our National Energy Policy, a new generation of technologies is currently being developed that allow the use of hydrogen as a fuel to power cars and trucks. In the future, hydrogen may be used in one of three ways to power vehicles:
To produce electricity in a fuel cell, As a replacement for gasoline or diesel fuel in an internal combustion engine,1 or GreenCell Technologies, Canada: As a supplement to gasoline or diesel fuel used in an internal combustion engine. This document is intended to be a safety reference for commercial vehicle fleet owners and operators that use vehicles or auxiliary power units powered by hydrogen fuel. It was designed to provide commercial vehicle owners and operators with a basic understanding of the properties and characteristics of hydrogen, descriptions of the types of systems that might use hydrogen fuel on commercial vehicles, and practical guidelines for the safe use of hydrogen, both on vehicles and in vehicle maintenance and storage facilities.
Hydrogen is the most abundant element in our universe. In addition to being a component of all living things, hydrogen and oxygen together make up water, which covers 70 percent of the earth. In its pure form, hydrogen is a gas at normal temperatures and pressures; it is the lightest gas (even lighter than helium), with only 7 percent of the density of air. If you get it cold enough (-423 °F), gaseous hydrogen will liquefy, and it can be transported and stored in this form.
GreenCell Technologies, Canada: There is virtually no "free" hydrogen on earth--all of it is combined with other elements (mostly oxygen or carbon) in other substances. Every molecule of water contains two hydrogen atoms and one oxygen atom. Hydrocarbon fuels such as coal, gasoline, diesel, and natural gas also contain hydrogen. In the case of gasoline and diesel fuel, there are approximately two hydrogen atoms for every carbon atom, while natural gas contains four hydrogen atoms for every carbon atom. To be used as a fuel, hydrogen is typically separated from either water (via electrolysis) or from a hydrocarbon fuel (via reforming).
Regardless of whether hydrogen fuel will be used in a fuel cell main engine, a fuel cell APU, or an internal combustion engine, there are different ways that it can be stored on the vehicle. Some fuel stations include liquid hydrogen storage, but on the vehicle, hydrogen is usually stored as a gas at high pressure. It is also possible to store a liquid fuel (gasoline, diesel, or methanol) onboard a vehicle and then use an onboard reformer to separate the hydrogen just before it is used in the fuel cell engine. While this requires additional equipment on the vehicle, it removes the need for high-pressure gas storage. These different storage technologies can introduce significantly different potential hazards, including very high pressure (gaseous hydrogen storage), very low temperature (liquid hydrogen storage), or high temperature (liquid fuel reforming).
GreenCell Technologies, Canada: All motor fuels, including diesel fuel, gasoline, and natural gas also pose risks of fire and explosion if handled improperly. Hydrogen is no different. While there are risks, hydrogen can be as safe, or safer, than diesel and other fuels when vehicles and fuel stations are designed and operated properly. All fuels require particular design and handling practices based on their properties, and all present certain hazards when mishandled. Understanding the properties of hydrogen is necessary to understanding what is required to use it safely.
GreenCell Technologies, Canada: Hydrogen gas is colorless, odorless, tasteless, and noncorrosive--and it is nontoxic to humans. It has the second widest flammability range in air of any gas, but leaking hydrogen gas rises and diffuses to a nonflammable mixture quickly. Hydrogen ignites very easily and burns hot, but tends to burn out quickly. A hydrogen flame burns very cleanly, producing virtually no soot, which means that it is also virtually invisible. The extremely low temperature of liquid hydrogen poses a severe frostbite hazard to exposed skin.

HHO Hydrogen – The New Age Fuel!

Hydrogen fuel is slowly becoming popular all over. Though tests are still being conducted to check its efficiency and the advantages that it can provide over the other fuels, the demand for HHO hydrogen is definitely on a rise. A time may come in the future when we will have hydrogen fuel station in every corner of the world, well who knows!

There are hydrogen cars which specifically run on HHO fuel but the engine of the normal cars can also be changed to make it suitable for hydrogen fuel. For the fuel to become popular, the source of hydrogen will have to become stable first. Cars that run only on hydrogen are not available in the market as of now but few companies are expected to launch such cars by 2010.
A car that will run on hydrogen will not only be environmental friendly but also give a great mileage. In fact such vehicles are expected to run for a month before they require another tank refilling. The mileage is likely to go up by 35-100%. Few hydrogen fuels are available in the market but because the source if so limited, they are highly priced and out of reach for the common man. In the current scenario it is better to covert the engine of your car to make it compatible with hydrogen fuel rather than buying the expensive hydrogen fuel cars.
These cars use water in place of gasoline and this will save you a lot of money. One of the biggest problems that we face today is of scarcity of energy resources. The type of fuel is likely to solve this problem in the coming years.

DOE reveals hydrogen and fuel cells plan

The US Department of Energy (DOE) has revealed a draft version of its Hydrogen and Fuel Cells Program Plan, which is now available for public comment through to November 30, 2010.

The DOE has been advancing hydrogen and fuel cell technologies over the last few years with a number of steps taken towards commercialisation, such as reducing the cost and improving the durability of fuel cells while also reducing the cost of producing and delivering hydrogen.
Now the programme looks at overcoming the remaining barriers towards widespread commercialisation of hydrogen and fuel cell technologies for transportation, stationary and portable applications. It will also identify specific obstacles that each program activity addresses.
The key goals are to develop hydrogen and fuel cell technologies for early markets, such as stationary power, lift trucks and portable power; mid-term markets including CHP systems, auxiliary power units, fleets and buses; and long-term markets such as light duty vehicles, in the 2015-2020 timeframe.
It also outlines goals for developing technologies for production including reducing the cost of producing hydrogen from renewable resources; reducing the cost of delivering, storing and dispensing hydrogen; and improving the performance and reducing the cost of hydrogen storage systems.
As part of the transportation sector, the DOE is looking at applying fuel cells in auxiliary power units for trucks, aircraft, ships and rail engines; as well as motive power for light duty vehicles, specialty vehicles and buses. More here.

Historical Climate Data from Old Ship Logs

Historical data from National Maritime Museum on Vimeo.

Oldweather.org is where you can help improve reconstructions of past weather and climate across the world by finding and recording historical weather observations in handwritten Royal Navy ship logs.
The problem? Computers get confused by modern handwriting, much less the swooping script of the early-Twentieth-century Royal Navy Sailors. The solution? Helpful people like you. In the mood for some high-seas adventure? Cruise over to Old Weather, view their tutorial, pull up a page from a ship’s log, and transcribe it, today!
We must not let climate activists do the transcribing – we must keep an accurate record!
I bet they will discover that it was cold in the winter, hot in the summer and the fall and the spring were somewhere in-between. The weather does change and it’s unpredictable every season. Anyhoo- I thought this was a nifty idea. Anyone have extra time to transcribe some old ships logs? I didn’t think so. Ah well.
More here.

McGuinty fees draw protest outside Ottawa office

Increasing cost of hydro-power becoming a major issue for Ontario Government. It is sad to see the abundance of potential hydro-power in Ontario going unharnessed.
Premier Dalton McGuinty responds to unfavourable polls that show his government is losing support, Tuesday, Sept. 28, 2010.

A group against taxes implemented by the Dalton McGuinty government protested Saturday outside the premier's Ottawa constituency office.
The taxpayers said they are anxiously awaiting next year's provincial election. The group has been vocal against the scrapped eco tax, the HST, the e-health scandal and the rising costs of hydro.
The group also held a rally outside former liberal MPP and mayoral candidate Jim Watson's office that afternoon.

Alt-fuel vehicles draw small but dedicated crowd

The technology is there, but the people aren't.
A display of 20 or so alternative-fuel vehicles on Friday had drawn only a handful of visitors by noon, illustrating what organizers say is their toughest challenge.
The one-day National Alternative Fuel Vehicle Day Odyssey expo was hosted at East Valley Institute of Technology in Mesa by the Valley of the Sun Clean Cities Coalition to showcase hydrogen, electric and natural-gas-powered vehicles.
When it comes to switching to a vehicle that is less dependent on traditional fuel, there is little that stands in the way of the general public, except awareness and a stigma about alternative-fuel choices, said Bill Sheaffer, executive director of the Valley of the Sun Clean Cities Coalition.
"There is sort of an atmosphere of putting down any kind of alternative fuel, and a lot of it is myth and urban legend," Sheaffer said.
It was a sentiment echoed by Mary Meadows, CEO of H2 Pure Power in Tempe, who was showing her fuel-supplementing hydrogen unit at the expo to anyone who would give her the time.
"We just want to educate people and dispel the myths about hydrogen," Meadows said.
One of those myths is that hydrogen is dangerous and that consumers would have to store and fill large tanks of it to fuel their car. "Everyone thinks that it's highly flammable because everyone thinks about the Hindenburg," she said. Meadows said her unit only converts small amounts of hydrogen from water and mixes it with regular fuel to help it burn more efficiently. While the unit doesn't replace regular fuel, it reduces emissions, cleans the engine and boosts gas mileage, she said.
Vendor Dave Bregant, a sales manager with SanTan Honda in Chandler, said the alternative-fuel industry is caught in a "chicken and the egg" dilemma.
While the infrastructure of fueling and charging stations is slowly growing, there is a need for more vehicles on the road to financially support that growth. It's frustrating, Bregant said, because he doesn't believe there has been enough effort from governments to support a large-scale switch to cleaner fuels.
"The technology is all there, they just won't let it out of the box," he said. It's true that infrastructure is still a challenge, Sheaffer said, but many vehicles are now designed to be more flexible to eliminate some of the anxiety about how far vehicles can venture from a specialized fueling or charging station. Some ethanol cars can now be fueled with regular gas, and regular diesel can substitute for bio-diesel in a pinch, he said.
"We now have personal vehicles that the public can take their pick from," he said. "Our goal is to get the word out." More here.

Guidelines For Use Of Hydrogen Fuel In Commercial Vehicles

Good information on the safe use of hydrogen for commerce.
GreenCell Technologies, Canada: In some ways, a gaseous hydrogen fuel leak is less dangerous than a leak of diesel fuel or gasoline. Leaking diesel fuel and gasoline can puddle and spread over a large area, and the puddles will persist because they evaporate slowly. Gaseous hydrogen leaks tend to be vertical, with only a relatively narrow area/volume in which a flammable mixture existsthe hydrogen quickly rises and dissipates in open air to nonhazardous levels.
If designed properly, the most likely location of a major hydrogen leak from a vehicle will be through the pressure relief device (PRD) on the hydrogen fuel storage cylinders, which should vent away from the occupied area of the vehicle. PRDs are designed to vent the entire contents of a hydrogen tank in only a few minutesafter which there is no lingering risk of hydrogen fire or explosion if the release was in the open air. Large hydrogen leaks inside buildings are more dangerous unless the facility has been designed to evacuate the leaked gas and to minimize ignition sources at ceiling level.
GreenCell Technologies, Canada - Leaking liquid hydrogen can pool and spread, but will quickly evaporate as it is heated by the surrounding air. The distance it will spread and the rate of evaporation will depend on the size of the leak and on ambient conditions. As it evaporates, the cloud of gaseous hydrogen formed over the spill may move horizontally as it rises and dissipates. This hydrogen cloud may be cold enough to cause frostbite to exposed skin and should be avoided.
While diesel fuel and gasoline leaks are easily visible and accompanied by a strong characteristic smell, gaseous hydrogen leaks are invisible and odorless. The only indication of a gaseous hydrogen leak may be a whistling noise similar to escape of other high-pressure gases. A liquid hydrogen leak may be accompanied by an area of fog surrounding the leaking hydrogen and/or the formation of frost on the tank or lines in the vicinity of the leak, because the super cold hydrogen cools the surrounding air and causes water vapor to condense.
Based on hydrogens chemical and physical properties, there are a number of general principles that govern safe design and use of hydrogen fuel. These are essentially the same principles that apply to the use of any gaseous fuel (e.g., natural gas), but their application may be slightly different based on the properties of hydrogen. The most important safety principle in any situation is educationmaking anyone who will come into contact with a vehicle aware of a potential hazard. For hydrogen and other alternative-fueled vehicles, this is done with appropriate labeling to let users, emergency responders, and the public know that hydrogen is present.
GreenCell Technologies, Canada - As with other motor fuels, fire and explosions are the most significant everyday hazards associated with hydrogen. Also as with other fuels, a hydrogen leak from a vehicles fuel or engine system, or from a fueling station, provides the starting point for all fire and explosion hazards. Safe design for using hydrogen, both for vehicles and for fuel stations and buildings, therefore, requires attention to these safety principles: Properly label all vehicles that use hydrogen fuel. Avoid fire and explosion by: Avoiding leaks through proper design and maintenance, Providing leak detection systems to detect leaks and, if a leak is detected, shut off the fuel system as soon as possible, Removing ignition sources from areas where leaked hydrogen might be present, and GreenCell Technologies, Canada - Properly ventilating all enclosed spaces where leaked hydrogen might accumulate. These general principles translate into specific design and operating requirements for hydrogen-fueled vehicles, the facilities that will house or maintain them, and hydrogen fuel stations. In most aspects, commercial vehicles powered by hydrogen will be identical to those powered by diesel fuel, but some hydrogen-specific design elements are required. Likewise, operation of these vehicles will be similar to operation of diesel-fueled vehicles, with a few exceptions. Each vehicle manufacturer will develop their own designs, which are likely to vary significantly in the details, while adhering to the same general design principles noted above.
Author Description :
GreenCell Technologies Inc is a Canadian company dedicated to designing and bringing to market, technology-based products in the alternative energy market. The current product is called the HydroCell, an on-board on-demand hydrogen generator engineered specifically for Diesel Transport Trucks.