text:
Despite the political acrimony so prevalent in the final weeks of the campaign season, the candidates for East Hampton Town Supervisor stuck pretty much to the issues when they met at The East Hampton Star last Thursday to discuss their platforms, their plans, and the future of East Hampton as it emerges from financial crisis.
Supervisor Bill Wilkinson, a Republican running on the Conservative and Independence Party lines, is seeking his second term against Zach Cohen, a Democrat.
Asked to look beyond the town's current financial situation now that the deficit-financing bonds are in place and to consider whether some popular programs that were cut might be reinstated, Mr. Wilkinson said, "As far as I'm concerned, it's never a good time to take your eye off the ball. . . . Unfortunately, you can slip back in very easily. You have to take care of the town's money like it's your own checkbook."
Now is a time to "move into other things within the organization, that we have to make enhancements to," he said, pointing to the importance of "performance management." Town employees should have goals, a timetable in which to achieve those goals, and "measurements and assessments against those goals."
The supervisor also said the community has to be rebuilt after the financial blow it was dealt, and part of that is including "disparate thought." East Hampton, he said, still ranks third in the state in debt per capita.
Mr. Cohen said he has been pushing to minimize the debt the town assumes because of his concern about its ability to finance capital projects down the road. Although he acknowledged that cuts were necessary, he said, "You have to realize that quality of life has value itself, when you look at 'do you cut a program or don't you cut a program.' "
People may be willing to shoulder more taxes to reinstate certain programs, said the Democrat. "You pay out of both pockets . . . if you lose a service and have to pay out of your checkbook for it."
He would look at whether the private sector picked up where the town stepped away, and examine what it cost people to lose those services. "Are there needs that didn't get covered?"
Mr. Wilkinson acknowledged that in ightening the financial belt, "we cut the budget to a lot of social agencies in this town," but said that "a new public-private partnership paradigm" had emerged from it. The town board had been criticized for approving the controversial MTK festival, originally proposed for Amagansett, then moved to the East Hampton Airport, and ultimately canceled due to poor ticket sales. But MTK offered an opportunity to support local charitable organizations, Mr. Wilkinson said. The organizers of the aborted two-day music festival had promised $100,000 to various local charities, he noted.
"I knew damn well we'd have traffic tied up. But those charities could have used $100,000," Mr. Wilkinson said. He learned from that, he said, adding that part of a supervisor's role is to "bring your body of knowledge to a position and hope that what you've learned in the past" helped you make better decisions.
Mr. Cohen said it was important to get input from others. "The wisdom resides in the people," he said. He admitted there were times when a supervisor had to act unilaterally, but said he preferred a system that sees action as consensus.
Both candidates discussed the subject of employment. Mr. Wilkinson said he would like to do more to brainstorm about "high-tech, low-density" year-round jobs for the community. "In the next cycle," he said, the town had to focus on lobbying for business opportunities.
"If the finances are in order, that should give us the opportunity to take up some long-range planning," Mr. Cohen said. Jobs are one thing, but jobs that pay enough for people to live here are another, he added. He said there should also be a focus on affordable housing and improved regional transportation for workers who cannot afford to live in East Hampton.
Down the road, "I'm very concerned that our biggest problems could be related to water," Mr. Cohen said, pointing to erosion and pollution.
Mr. Wilkinson had the same concerns. He said he was frustrated by the scope of the Army Corps of Engineers Fire Island-to-Montauk Reformulation study, which looked at erosion and shoreline protection issues but fell short when it came to anything in the easternmost part of the study area, particularly in Montauk. "They basically said downtown Montauk did not support the amount of money required to shore that area up."
In Montauk, where the downtown is two to five feet above the water table, he said he has been pushing for years for sewage treatment and trying to convince people that the associated water-quality issues should be separated from any potential zoning issues.
As a recent success, the supervisor pointed to the reorganization of the Lake Montauk Technical Advisory Committee, which draws its members from sometimes disparate organizations and interests, all of whom are, he said, now working together to improve the health of the lake.
In response to a question, Mr. Wilkinson, who has held two business summits and a deer summit, said he would consider an environmental summit as well, but added, "I don't want to be the summit czar."
Talk is good, Mr. Cohen said, but after that, one has to take action. He said there were some practical ways of controlling deer that were discussed at the deer meeting but never acted upon. For example, the deer population could have been reduced had the town helped two or three neighbors agree to combine their lands into the legally required 10 acres to allow for hunting. "We wanted a lawyer to draw a draft agreement, but nothing ever happened," he said.
Both candidates spoke about the planning and zoning application process, acknowledging that many people are frustrated by the slow pace of review for new projects. The Democrats "have said that the level of planning should match the complexity of the issue and the impacts to the community," Mr. Cohen said. There are some proposals that should only require administrative review, he said. For instance, an applicant shouldn't incur $22,000 in consulting costs to put in a $26,000 freezer.
Mr. Wilkinson and Mr. Cohen then talked about their varying views on the autonomy of appointed boards and how much their decisions should reflect the wishes of the town board majority.
"I've always looked at recruiting people that have smart minds," Mr. Wilkinson said. "I've never intervened . . . I've only said I'm unhappy with the pace of play. I'm only concerned about process; I'm never concerned about outcome."
"We are not orchestrating a new path to Venus," he said. "We have templates. Don't frustrate the resident. If you're going to say no, say no up front or give them a time period. I have been unhappy with residents saying, 'I'm getting killed in the process. It cost me $80,000 and six years.' We've got to set targets. I don't care about the outcome. Say no to everybody, but be efficient."
"You have to be asking, 'Are you still ensuring that the community is protected in the outcome?' What might look like inefficiency to the applicant might be because of potential risks," said Mr. Cohen. In the past two years, he claimed, there has been "at least the appearance of the interference of town board members" with the workings of the appointed boards.
Asked if they thought residents might prefer to pay more in taxes and not be in debt rather than have taxes lowered via long-term borrowing, Mr. Wilkinson was the first to answer.
"We have only borrowed to cover $23 million of the deficit and used surplus to pay that downward," he said. "We've appropriated the right amount of surplus for 2012 based on the state comptroller's recommendation. That being said, there have been a significant number of people saying they cannot afford a tax increase."
During the McGintee administration, Mr. Wilkinson said, he talked about the loss of the town's surplus, and in the last election, he warned that the deficit would be far higher than the $15 million first mentioned. "Everybody was fat, dumb, and happy," the supervisor said. "And then they were hit with two tax increases. These people have been burdened by a government that was too big."
Mr. Cohen took issue with many of Mr. Wilkinson's remarks, especially with regard to the budget and financial advice from the state comptroller's office, which he insisted is merely a guiding line. "Approval by the state controller doesn't mean you're doing really good finance," he said. "It just means you're not doing bad finance . . . something that might really imperil the town."
In terms of taxes, Mr. Cohen said the "best tax breaks are when you don't eliminate a service and create a new efficiency in government. . . . But when you eliminate a service you have to ask what value did that have to the people who got a tax break?" In some cases, the people who got the least amount of tax relief were the ones most harmed by the cuts, he said.
"I don't like making cuts," Mr. Wilkinson said. "I would love to have not inherited a financial disaster that was on the verge of bankruptcy."


text:
YOUNG gun Jackson Baker saved his best for last on his home break to power into the round of 64 on day one of the Surfest Pro Junior at Merewether yesterday.
The 16-year-old started in round two, the round of 96, in the 20-years-and-under competition and kicked off his heat with a seven-point ride to lead.
But he struggled through the middle of the heat, holding a 0.5 edge in the battle for second place after a 4.9 effort.
With 90 seconds remaining, Baker earned 7.75 points for his last ride for a 14.75 total and the heat win.
Yamba's Jeames Young was second with 12.15 to also progress to the round of 64.
Last year, Baker started in the round of 64 after winning the trials event, but he was in Hawaii this time and missed the contest.
He hoped the earlier start would give him an edge when he meets some of the leading surfers today.
''It's good to start in that round and get a couple of heats under your belt,'' Baker said.
''Most of the guys in the next round haven't had any competitive heats, so hopefully that helps me.''
Hunter surfers Jack Scollard, James McMorland, Kurtis Herman and Jake Sylvester start their campaigns today.
Baker, though, will first tackle day one of the 16-years-and-under Cadet Cup this morning at South Bar Beach.
American Kanoa Igarashi was among the standouts in the rounds of 112 and 96 yesterday, winning his heats with combined scores of 16.75 and 14.25.
Mitch Parkinson, the cousin of world champion and Surfest Men's Pro top seed Joel Parkinson, shook off injury to progress yesterday, scoring 13.25 to finish second in his heat.
''I had no expectations out there because I've got an ankle ligament injury,'' Parkinson said.
''This is only my third surf back and I was so pumped to get a couple of good scores. I can't believe I got an eight.''
Only one heat of the women's pro junior was held yesterday.

subset: commoncrawl


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Skip to comments.Unclean at Any Speed, Electric cars dont solve the automobiles environmental problems
Posted on 07/02/2013 12:10:48 PM PDT by thackney
Last summer, California highway police pulled over pop star Justin Bieber as he sped through Los Angeles in an attempt to shake the paparazzi. He was driving a hybrid electric carnot just any hybrid, mind you, but a chrome-plated Fisker Karma, a US $100 000 plug-in hybrid sports sedan hed received as an 18th-birthday gift from his manager, Scooter Braun, and fellow singer Usher. During an on-camera surprise presentation, Braun remarked, We wanted to make sure, since you love cars, that when you are on the road you are always looking environmentally friendly, and we decided to get you a car that would make you stand out a little bit. Mission accomplished.
Bieber joins a growing list of celebrities, environmentalists, and politicians who are leveraging electric cars into green credentials. President Obama once dared to envision 1 million electric cars plying U.S. roads by 2015. Londons mayor, Boris Johnson, vibrated to the press over his born-again electric conversion after driving a Tesla Roadster, marveling how the American sports coupe produced no more noxious vapours than a dandelion in an alpine meadow. Meanwhile, environmentalists who once stood entirely against the proliferation of automobiles now champion subsidies for companies selling electric cars and tax credits for people buying them.
Two dozen governments around the world subsidize the purchase of electric vehicles. In Canada, for example, the governments of Ontario and Quebec pay drivers up to C $8500 to drive an electric car. The United Kingdom offers a £5000 Plug-in Car Grant. And the U.S. federal government provides up to $7500 in tax credits for people who buy plug-in electric vehicles, even though many of them are affluent enough not to need such help. (The average Chevy Volt owner, for example, has an income of $170 000 per year.)
Some states offer additional tax incentives. California brings the total credit up to $10 000, and Colorado to $13 500more than the base price of a brand new Ford Fiesta. West Virginia offers the sweetest deal. The states mining interests are salivating at the possibility of shifting automotive transportation from petroleum over to coal. Residents can receive a total credit of up to $15 000 for an electric-car purchase and up to $10 000 toward the cost of a personal charging station.
There are other perks. Ten U.S. states open the high-occupancy lanes of their highways to electric cars, even if the car carries a lone driver. Numerous stores offer VIP parking for electric vehiclesand sometimes a free fill-up of electrons. Mayor Johnson even moved to relieve electric-car owners of the burden of Londons famed congestion fee.
Alas, these carrots cant overcome the reality that the prices of electric cars are still very higha reflection of the substantial material and fossil-fuel costs that accrue to the companies constructing them. And some taxpayers understandably feel cheated that these subsidies tend to go to the very rich. Amid all the hype and hyperbole, its time to look behind the curtain. Are electric cars really so green?
The idea of electrifying automobiles to get around their environmental shortcomings isnt new. Twenty years ago, I myself built a hybrid electric car that could be plugged in or run on natural gas. It wasnt very fast, and Im pretty sure it wasnt safe. But I was convinced that cars like mine would help reduce both pollution and fossil-fuel dependence.
I was wrong.
Ive come to this conclusion after many years of studying environmental issues more deeply and taking note of some important questions we need to ask ourselves as concerned citizens. Mine is an unpopular stance, to be sure. The suggestive power of electric cars is a persuasive forceso persuasive that answering the seemingly simple question Are electric cars indeed green? quickly gets complicated.
As with most anything else, the answer depends on whom you ask. Dozens of think tanks and scientific organizations have ventured conclusions about the environmental friendliness of electric vehicles. Most are supportive, but a few are critical. For instance, Richard Pike of the Royal Society of Chemistry provocatively determined that electric cars, if widely adopted, stood to lower Britains carbon dioxide emissions by just 2 percent, given the U.K.s electricity sources. Last year, a U.S. Congressional Budget Office study found that electric car subsidies will result in little or no reduction in the total gasoline use and greenhouse-gas emissions of the nations vehicle fleet over the next several years.
Others are more supportive, including the Union of Concerned Scientists. Its 2012 report [PDF] on the issue, titled State of Charge, notes that charging electric cars yields less CO2 than even the most efficient gasoline vehicles. The reports senior editor, engineer Don Anair, concludes: We are at a good point to clean up the grid and move to electric vehicles.
Why is the assessment so mixed? Ultimately, its because this is not just about science. Its about values, which inevitably shape what questions the researchers ask as well as what they choose to count and what they dont. Thats true for many kinds of research, of course, but for electric cars, bias abounds, although its often not obvious to the casual observer.
To get a sense of how biases creep in, first follow the money. Most academic programs carrying out electric-car research receive funding from the auto industry. For instance, the Plug-in Hybrid and Electric Vehicle Research Center at the University of California, Davis, which describes itself as the hub of collaboration and research on plug-in hybrid and electric vehicles for the State of California, acknowledges on its website partnerships with BMW, Chrysler-Fiat, and Nissan, all of which are selling or developing electric and hybrid models. Stanfords Global Climate & Energy Project, which publishes research on electric vehicles, has received more than $113 million from four firms: ExxonMobil, General Electric, Schlumberger, and Toyota. Georgetown University, MIT, the universities of Colorado, Delaware, and Michigan, and numerous other schools also accept corporate sponsorship for their electric-vehicle research.
Im not suggesting that corporate sponsorship automatically leads people to massage their research data. But it can shape findings in more subtle ways. For one, it influences which studies get done and therefore which ones eventually receive media attention. After all, companies direct money to researchers who are asking the kinds of questions that stand to benefit their industry. An academic who is studying, say, car-free communities is less likely to receive corporate funding than a colleague who is engineering vehicle-charging stations.
Many of the researchers crafting electric-vehicle studies are eager proponents of the technology. An electric-vehicle report from Indiana Universitys School of Environmental Affairs, for instance, was led by a former vice president of Ford. It reads like a set of public relations talking points and contains advertising recommendations for the electric-car industry (that it should manage customers expectations, to avoid a backlash from excessive claims). Even the esteemed Union of Concerned Scientists clad its electric-car report in romantic marketing imagery courtesy of Ford, General Motors, and Nissan, companies whose products it evaluates. Indeed, its very difficult to find researchers who are looking at the environmental merits of electric cars with a disinterested eye.
So how do you gauge the environmental effects of electric cars when the experts writing about them all seem to be unquestioned car enthusiasts? Its tough. Another impediment to evaluating electric cars is that its difficult to compare the various vehicle-fueling options. Its relatively easy to calculate the amount of energy required to charge a vehicles battery. It isnt so straightforward, however, to compare a battery thats been charged by electricity from a natural-gas-fired power plant with one thats been charged using nuclear power. Natural gas requires burning, it produces CO2, and it often demands environmentally problematic methods to release it from the ground. Nuclear power yields hard-to-store wastes as well as proliferation and fallout risks. Theres no clear-cut way to compare those impacts. Focusing only on greenhouse gases, however important, misses much of the picture.
Manufacturers and marketing agencies exploit the fact that every power source carries its own unique portfolio of side effects to create the terms of discussion that best suit their needs. Electric-car makers like to point out, for instance, that their vehicles can be charged from renewable sources, such as solar energy. Even if that were possible to do on a large scale, manufacturing the vast number of photovoltaic cells required would have venomous side effects. Solar cells contain heavy metals, and their manufacturing releases greenhouse gases such as sulfur hexafluoride, which has 23 000 times as much global warming potential as CO2, according to the Intergovernmental Panel on Climate Change. Whats more, fossil fuels are burned in the extraction of the raw materials needed to make solar cells and wind turbinesand for their fabrication, assembly, and maintenance. The same is true for the redundant backup power plants they require. And even more fossil fuel is burned when all this equipment is decommissioned. Electric-car proponents eagerly embrace renewable energy as a scheme to power their machines, but they conveniently ignore the associated environmental repercussions.
Finally, most electric-car assessments analyze only the charging of the car. This is an important factor indeed. But a more rigorous analysis would consider the environmental impacts over the vehicles entire life cycle, from its construction through its operation and on to its eventual retirement at the junkyard.
One study attempted to paint a complete picture. Published by the National Academies in 2010 and overseen by two dozen of the United States leading scientists, it is perhaps the most comprehensive account of electric-car effects to date. Its findings are sobering.
Its worth noting that this investigation was commissioned by the U.S. Congress and therefore funded entirely with public, not corporate, money. As with many earlier studies, it found that operating an electric car was less damaging than refueling a gasoline-powered one. It isnt that simple, however, according to Maureen Cropper, the report committees vice chair and a professor of economics at the University of Maryland. Whether we are talking about a conventional gasoline-powered automobile, an electric vehicle, or a hybrid, most of the damages are actually coming from stages other than just the driving of the vehicle, she points out.
Part of the impact arises from manufacturing. Because battery packs are heavy (the battery accounts for more than a third of the weight of the Tesla Roadster, for example), manufacturers work to lighten the rest of the vehicle. As a result, electric car components contain many lightweight materials that are energy intensive to produce and processcarbon composites and aluminum in particular. Electric motors and batteries add to the energy of electric-car manufacture.
In addition, the magnets in the motors of some electric vehicles contain rare earth metals. Curiously, these metals are not as rare as their name might suggest. They are, however, sprinkled thinly across the globe, making their extraction uneconomical in most places. In a study released last year, a group of MIT researchers calculated that global mining of two rare earth metals, neodymium and dysprosium, would need to increase 700 percent and 2600 percent, respectively, over the next 25 years to keep pace with various green-tech plans. Complicating matters is the fact that China, the worlds leading producer of rare earths, has been attempting to restrict its exports of late. Substitute strategies exist, but deploying them introduces trade-offs in efficiency or cost.
The materials used in batteries are no less burdensome to the environment, the MIT study noted. Compounds such as lithium, copper, and nickel must be coaxed from the earth and processed in ways that demand energy and can release toxic wastes. And in regions with poor regulations, mineral extraction can extend risks beyond just the workers directly involved. Surrounding populations may be exposed to toxic substances through air and groundwater contamination.
At the end of their useful lives, batteries can also pose a problem. If recycled properly, the compounds are rather benignalthough not something youd want to spread on a bagel. But handled improperly, disposed batteries can release toxic chemicals. Such factors are difficult to measure, though, which is why they are often left out of studies on electric-car impacts.
The National Academies assessment didnt ignore those difficult-to-measure realities. It drew together the effects of vehicle construction, fuel extraction, refining, emissions, and other factors. In a gut punch to electric-car advocates, it concluded that the vehicles lifetime health and environmental damages (excluding long-term climatic effects) are actually greater than those of gasoline-powered cars. Indeed, the study found that an electric car is likely worse than a car fueled exclusively by gasoline derived from Canadian tar sands!
As for greenhouse-gas emissions and their influence on future climate, the researchers didnt ignore those either. The investigators, like many others who have probed this issue, found that electric vehicles generally produce fewer of these emissions than their gasoline- or diesel-fueled counterpartsbut only marginally so when full life-cycle effects are accounted for. The lifetime difference in greenhouse-gas emissions between vehicles powered by batteries and those powered by low-sulfur diesel, for example, was hardly discernible.
The National Academies study stood out for its comprehensiveness, but its not the only one to make such grim assessments. A Norwegian study published last October in the Journal of Industrial Ecology compared life-cycle impacts of electric vehicles. The researchers considered acid rain, airborne particulates, water pollution, smog, and toxicity to humans, as well as depletion of fossil fuel and mineral resources. According to coauthor Anders Stromman, electric vehicles consistently perform worse or on par with modern internal combustion engine vehicles, despite virtually zero direct emissions during operation.
Earlier last year, investigators from the University of Tennessee studied five vehicle types in 34 Chinese cities and came to a similar conclusion. These researchers focused on health impacts from emissions and particulate matter such as airborne acids, organic chemicals, metals, and dust particles. For a conventional vehicle, these are worst in urban areas, whereas the emissions associated with electric vehicles are concentrated in the less populated regions surrounding Chinas mostly coal-fired power stations. Even when this difference of exposure was taken into account, however, the total negative health consequences of electric vehicles in China exceeded those of conventional vehicles.
North American power station emissions also largely occur outside of urban areas, as do the damaging consequences of nuclear- and fossil-fuel extraction. And that leads to some critical questions. Do electric cars simply move pollution from upper-middle-class communities in Beverly Hills and Virginia Beach to poor communities in the backwaters of West Virginia and the nations industrial exurbs? Are electric cars a sleight of hand that allows peace of mind for those who are already comfortable at the expense of intensifying asthma, heart problems, and radiation risks among the poor and politically disconnected?
The hope, of course, is that electric-car technology and power grids will improve and become cleaner over time. Modern electric-car technology is still quite young, so it should get much better. But dont expect batteries, solar cells, and other clean-energy technologies to ride a Moores Lawlike curve of exponential development. Rather, theyll experience asymptotic growth toward some ultimate efficiency ceiling. When the National Academies researchers projected technology advancements and improvement to the U.S. electrical grid out to 2030, they still found no benefit to driving an electric vehicle.
If those estimates are correct, the sorcery surrounding electric cars stands to worsen public health and the environment rather than the intended opposite. But even if the researchers are wrong, there is a more fundamental illusion at work on the electric-car stage.
All of the aforementioned studies compare electric vehicles with petroleum-powered ones. In doing so, their findings draw attention away from the broad array of transportation options availablesuch as walking, bicycling, and using mass transit.
Theres no doubt that gasoline- and diesel-fueled cars are expensive and dirty. Road accidents kill tens of thousands of people annually in the United States alone and injure countless more. Using these kinds of vehicles as a standard against which to judge another technology sets a remarkably low bar. Even if electric cars someday clear that bar, how will they stack up against other alternatives?
For instance, if policymakers wish to reduce urban smog, they might note that vehicle pollution follows the Pareto principle, or 80-20 rule. Some 80 percent of tailpipe pollutants flow from just 20 percent of vehicles on the roadthose with incomplete combustion. Using engineering and remote monitoring stations, communities could identify those cars and force them into the shop. That would be far less expensive and more effective than subsidizing a fleet of electric cars.
If legislators truly wish to reduce fossil-fuel dependence, they could prioritize the transition to pedestrian- and bike-friendly neighborhoods. That wont be easy everywhereeven less so where the focus is on electric cars. Studies from the National Academies point to better land-use planning to reduce suburban sprawl and, most important, fuel taxes to reduce petroleum dependence. Following that prescription would solve many problems that a proliferation of electric cars could not begin to addressincluding automotive injuries, deaths, and the frustrations of being stuck in traffic.
Upon closer consideration, moving from petroleum-fueled vehicles to electric cars begins to look more and more like shifting from one brand of cigarettes to another. We wouldnt expect doctors to endorse such a thing. Should environmentally minded people really revere electric cars? Perhaps we should look beyond the shiny gadgets now being offered and revisit some less sexy but potent optionssmog reduction, bike lanes, energy taxes, and land-use changes to start. Lets not be seduced by high-tech illusions.
Duh. Thinking people have known this for a long time. Cradle to grave, electric cars are NOT more environmentally friendly than internal combustion cars.
Plus, if only one third of the people in your neighborhood/my neighborhood suddenly bought an electric vehicle, the current infrastructure for charging these things would be woefully inadequate.
How do you get to post more than three hundred words??????
HerrBlucher ~:" Duh. Thinking people have known this for a long time. Cradle to grave, electric cars are NOT more environmentally friendly than internal combustion cars."
Most people's simplistic thoughts about electric cars; sorta like thinking that all " milk comes from a milk jug ".
They never think about it logicaly.
My understanding is that current batteries are woefully inefficient as 'power storage units'.
I recall a statement that it takes 16 -18 times the power in order to load electrical power into a battery ,
and that electric generation has to come from some source (natural gas , coal , hydro, wind, solar ).
There is no free ride. The energy to push a car must come from somewhere. In an electric car, it comes from the batteries. The batteries get their energy from electricity. The electricity gets its energy from a generating station, which gets its energy from coal/oil or some other fossil fuel.
Every conversion of energy involves a loss of energy, in the form of heat.
This is obvious to someone who last took physics in high school.
Making the batteries involves an energy cost. Disposing of them when they fail (inevitable) involves a cost.
IEEE Spetrum, and many other sources, do not require excerpting.
or rather IEEE "Spectrum", when spelled correctly...
These are, of course, elements not compounds.
It's not about efficiency, saving fuel, cleaning the air or saving the planet. It's about feeling morally superior while driving around in an electric vehicle.
Even when they are telling you that the Electric Cars greenness is mythical they cant help but tell you that some other nanny state restrictions on freedom will make everything all better.
Should have "Compounds made from"...
I ran all the numbers once, and if I remember aright the electric cars were something like 20% more efficient just going down the road.
Yup. Though copper is often used as an element.
Their wind/rolling resistance may be 20% less than that of vehicles not specifically-designed for peak performace in those areas, but they also have a lot of losses in getting the electrical energy from where it's generated to where it ultimately goes into the battery.
That, and wanting everyone who sees you to know you're morally superior.
"I recall a statement that it takes 16 -18 times the power in order to load electrical power into a battery"
No, it's nowhere near that bad. There are losses in the generating, transmission, and charging stages, but as the article states, even with those the electric cars are still about on par, or slightly better than gasoline powered cars. Most modern gasoline powered cars manage only about 25% thermal efficiency (diesels are quite a bit better). Thermal generating stations (coal, oil, natural gas) can manage close to 50% thermal efficiency in generating electricity, although most of that advantage is subsequently lost in (as mentioned) transmission and charging losses. Plus electricity can be generated from relatively non-polluting and/or renewable resources, such as wind, solar, nuclear, etc (although the latter 2 of those typically have some major issues as grid electricity sources).
The major problem with electric cars, as I see it, is that they just aren't as practical or flexible as internal-combustion powered cars. Heavy, limited storage space (as the battery packs take up quite a bit a room) and limited range (that's the big one, and not close to being economically solved, yet). Plus there's little environmental benefit in them, and they cost more - so what's the point?
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text:
2005 Volleyball
Yarnell named volleyball coach
By Ben Risinger, sports information director
May 4, 2005
BLUFFTON, Ohio - Bluffton University has announced that Steve Yarnell has accepted the position of head volleyball coach beginning with the 2005-06 academic year. Yarnell will also assume duties as an instructor in the health, physical education and recreation department.
Yarnell graduated from the University of Findlay in 2003 with a bachelor's of science
degree in physical education. He will complete his master's degree from Findlay in
July of 2005 in education with a technology emphasis.
Yarnell has recently been the first assistant coach for the men's and women's volleyball programs at the University of Findlay in 2004. Before that Yarnell was the graduate assistant for the men's volleyball program at Findlay.
"We are excited about the enthusiasm, expertise and passion that Steve will bring to Bluffton," athletics director Phill Talavinia said. "His knowledge and willingness to be highly involved in clubs, junior olympics and volleyball camps will be a great asset to build upon for the future."
Yarnell was a varsity volleyball player at Findlay from 2000-03. He was honored as academic all-conference his junior and senior seasons as well as being named to two all-tournament teams as a player during his career. Yarnell was also a gold medal winner as he played volleyball in the Australia Down Under Games volleyball squad.
Yarnell has been highly active in the local volleyball scene as he worked extensively with volleyball camps and local volleyball clubs. Yarnell, an impact certified coach, is a member of USA Volleyball and the American Volleyball Coaches Association.


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Nicklas Bendtner could be on his way to Hull City after negotiations with Eintract Frankfurt fell through due to the striker's high wage demands, reports The Sun.
Earlier this week, Eintract Frankfurt chairman Heribert Bruchhagen cast his doubts upon signing Arsenal's Bendtner.
Bendtner travelled to Germany on Tuesday to close the deal, but after hearing the Dane's wage demands, Frankfurt have bulked at a move for the striker.
According to SkySports, Bruchhagen said: "After weighing up all the arguments, Bendtner turned out not to be a realistic prospect.
"Now it's up to us. There are no problems with Arsenal. We have to see if it's financially viable."
Bendtner spent last season on loan with Juventus, where he failed to impress due to an apparent lack of fitness.
The season before, the Dane was at Sunderland, where he became a remarkably influential part of the squad.
Now it seems Bendtner will return to the Premier League under former manager Steve Bruce. The Tigers boss coached Bendtner at Birmingham and Sunderland while he was on loan.
After the collapse of the £3million deal with Eintracht Frankfurt, it is very much plausible that Bendtner would prefer to play under a man he's already worked with.
Bruce will be looking to sign Bendtner in a bid to strengthen his newly-promoted squad with experienced players.
Though it may not seem so at first, Bendtner certainly falls under that category as he's played Champions League football with Arsenal, has played for three Premier League teams (Arsenal, Birmingham, and Sunderland), and became an irreplaceable part of the Danish team at last summer's European Championship.
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I write to thank the Republican voters of the 2nd District who overwhelmingly put their trust in me as the party's nominee for Congress. I deeply appreciate your support and pledge to continue working hard for policies that will grow jobs and improve our economy, bring down our nation's debt and get America back on track.
Regardless of your party, we need to work together to find real solutions that improve the everyday lives of people in our state and nation. Whether it's working to maintain access to our public lands and improve forest management, or demanding an audit of Cover Oregon to get the answers regarding the waste of nearly $200 million of taxpayer dollars on a website that never worked, I will always fight for the truth and work to leave Oregon and America a better place for the next generation.
Greg Walden
U.S. Representative
Oregon 2nd District


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Browse by Medical Category
Friday, September 3, 2010
Graduation celebration: From left, Natasha Pena, Stephanie Leon, retired East Boston High School teacher Christy Zarrella, Marta Guerrero, Henriquez and Terence Harrell, a 2004 ProTech graduate and MGH Pharmacy staff member
From the time that it was founded nearly 200 years ago, the MGH has been committed to serving its community. Today that commitment continues through the work of the Center for Community Health Improvement (CCHI), directed by Joan Quinlan. CCHI recently celebrated a group of 150 students participating in two of its Youth Programs -- the Summer Jobs and ProTech programs -- at an Aug. 18 graduation ceremony in the O'Keeffe Auditorium. Speakers included Galia Wise, CCHI Youth Programs manager; Jeff Davis, senior vice president of MGH Human Resources; Valerie Buckley Farias, RN, manager of Anesthesia Supply and Technician Support; Erik R. Henriquez, a ProTech graduate; Nicole Polenca, a Summer Jobs graduate; and keynote speaker Jabbar R. Bennett, PhD, assistant dean of Recruiting and Professional Development for Brown University Graduate School.
The program began with Wise welcoming students to the event and congratulating them on their achievements. Davis then spoke on behalf of the hospital. "All of you graduating today have traded in your summers for life at a busy academic medical center. Thank you for giving so much of your time and energy to the MGH. You are all now officially 'MGHers.'" Davis also thanked the hospital managers who -- with a passion and commitment to helping young people -- have supported the CCHI programs.
Buckley Farias, a professional mentor to young adults in the Summer Jobs Program since 2005, shared how she started along her career path as a candy striper at a hospital in Dorchester, where she grew up. That experience inspired her to apply to nursing school, and today, as an MGH employee for more than 30 years, she says she is thrilled to be able to be a part of the Summer Jobs Program and offer the students the same types of opportunities that helped her realize her own professional goals.
Attendees also heard from Henriquez and Polenca. A graduate of East Boston High School, Henriquez will attend the Massachusetts College of Pharmacy and Health Sciences in the fall. The opportunity to work at the "best hospital in the world" through the ProTech Program helped him realize that he wanted to pursue a career in pharmacy, he said. "In the Pharmacy Department, everyone was so helpful. I didn't feel like I was going to work every day. That confirmed for me that I wanted to be a pharmacist. ProTech gave me this experience and opened so many doors to me. I probably would be a different person and working for a paycheck rather than enjoying the experience. I learned a lot about communication and customer service, which are important skills to have. I'm sad to leave the hospital, but I'm also excited to start a new chapter in life."
Polenca, a graduate of the James P. Timilty Middle School, then introduced Bennett, who encouraged young and mature audience members alike. He shared with them the acronym H.O.P.E., which stands for Hard work, Optimism, Persistence and Empowerment. He capped off his rousing presentation by reading "Oh, the Places You'll Go!" by Dr. Suess -- a book he said has provided him with inspiration and encouragement.
The event culminated with a presentation of certificates to the graduates and a reception in the Bulfinch Tents. For more information about the MGH Youth Programs, access www.massgeneral.org/cchi.
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In response to the transforming landscape of health care, Methodist Le Bonheur Healthcare is implementing an innovative program to create physician leaders of tomorrow today. Michael Ugwueke, COO for Methodist Le Bonheur Healthcare worked with the UT Center for Executive Education in Knoxville and the American College of Physician Executives in Tampa, Florida to develop a 12-month program that focuses on building and strengthening leadership skills within physicians.
"We work closely with our physician partners and the Physician Leadership Academy will allow us to strengthen that partnership," said Ugwueke. "As we expand our collaboration with our doctors it will enhance our ability to provide the family-and-patient-centered care we are committed to affording each and every patient and family."
Some of the topics covered include Building a High Performance Culture, Facilitating Change as a Physician Leader and Effective Physician Leadership. The classes are held monthly.
"Time is an extremely valuable commodity and we appreciate our physicians investing their time on a journey in which together we can continue to improve the quality and care we provide to our patients," said Ugwueke.
Ugwueke says his drive to create the Physician Leadership Academy comes from the desire to build the next generation of physicians who excel both as leaders and healers. When hospitals team up with physicians he believes great things in health care can be accomplished.
"I have been serving as president of the medical staff for the past year, and thus I am very aware of the challenges that come with a leadership role," said Heather Swanson, M.D., a hospitalist with Methodist University Hospital. "I am so thankful to Methodist and Michael Ugwueke for putting together a program to give me the tools I need to be a more effective leader."
The first class of physicians will graduate in August 2014.
Seated left to right: Chris Pokabla, M.D., Madison Michael, M.D., Jeff Saugham, M.D., Holly Hilsenbeck, M.D., Cassandra Howard, M.D., Hiren Pokhama, M.D., Jean-Claude Loiseau, M.D.
Standing left to right: Methodist North CEO Gyasi Chisley, Methodist South CEO Jay Robinson Andrew Pierce, M.D., Jordan Coffee, M.D., Rick Hanna, M.D., Methodist Le Bonheur Healthcare CEO Gary Shorb, Vojay Joshi, M.D., Methodist Olive Branch CEO David Baytos, Kelly Myers, M.D., Joseph Sturdivant, M.D., Paul Carruth, M.D., Kazi Zaman, M.D., Methodist University Hospital Interim CEO Jamie Carter, Methodist Le Bonheur Germantown Hospital CEO William Kenley, Methodist Le Bonheur Healthcare COO Michael Ugwueke


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2012-02-23 / Politics
County Employee Tab: $68 M
Benefits, pensions drive up costs, even as number of workers falls
The cost of salaries and benefits for Putnam County employees has risen by 14.5 percent from 2008 to this year, even as the number of employees has dropped from 759 to 657 this year. In other words, the number of employees has dropped by 13.4 percent, but the cost, even for fewer employees, has risen by slightly more, 14.5 percent.
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You do not have to register to use www.chamber-international.com, but you do need to register to take part in discussion forums and other interactive web media that may appear on the site. The registration information we collect is: your username (which does not need to be your real name), a password, a postcode (if you wish to give us one) and your email address. We store this information securely and keep it so that you do not need to re-register when you come back to the site. This information is also stored on back-up tapes to avoid loss of data. We do not use this information to trace your identity and do not pass it on to any third party.
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Last updated June 2015


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Q: I've been working at a repair shop for about six months. Recently, my boss let me start doing some diagnostics, using a diagnostic flow chart as a guide. Unfortunately, my results have been mixed. Are there any books dedicated to diagnosing fault codes? Do you have any suggestions for improving my diagnostic skills? One vehicle that has been in the shop for quite a while is a C4 with a "Throttle Position" code that no one can seem to fix. I would like to repair this car to gain some confidence, but I don't know where to start.
Via email
A: I'm afraid there are very few praiseworthy publications for diagnosing fault codes. Most suggested diagnostic procedures fall into one of three categories, or a combination of the three. The first method involves a step-by-step diagnostic flow chart. Once you have acquired the fault code, this procedure takes you through a series of questions. Each answer directs you to another question, until you reach the most likely cause of the problem. Unfortunately, if you answer even one question incorrectly, you'll end up with the wrong diagnosis, or multiple recommendations.
The second method involves simply replacing the part indicated by the fault code. For example, if the fault in question indicates a throttle-position-sensor problem, just replace the throttle-position sensor.
The third method involves checking the Internet to see what other people have done to repair a similar problem. This is actually a good idea if you use the information you find as a tool, and not your sole troubleshooting source. (Yes, it's true: Not all of the information on the Internet is accurate.)
The problem with the first two methods is that they don't help you learn how a system works. This is evident in other areas of the auto-repair field. For example, when it comes to failures in components such as alternators and starters, many of today's automotive technicians do not know what, precisely, has failed. All they know is that something is wrong, so they replace the part. Older automotive technicians generally know how subcomponents such as alternators and starters work, because when they were younger, they actually rebuilt them. This experience often makes them better at diagnosing problems with such items. Knowledge, after all, is power.
There is a simple solution. Instead of learning how to follow a flow chart, try to learn the theory behind how a system works. Even if you still need to refer to a flow chart for help, knowing how the system you're diagnosing functions will help you understand why you're performing the specific tasks specified in the chart. This will ultimately make you a better technician.
The obvious benefit of this type of learning is that you only need to learn a few basic concepts in order to become proficient.
Research common failures: The first step in this technique is to check for any manufacturer Technical Service Bulletins (TSBs). This is also a good time to refer to the Internet to see what other people have done to repair a similar problem. There are also several pay sites that are excellent reference points, such as Alldata and Identifix.
Research how a system works: You'll need to know how the system you are working with is supplied power, and how much. Also, what result is that system is trying to achieve?
Find your jumping off point: This is the point where you begin your diagnostics. The best jumping-off point is the most common failure item, as indicated by your research. By testing this device, you can determine whether it has failed, and which path you'll need to take next.
Perform your diagnostics: Let's begin by taking a look at a few of the sensors the engine controller uses to determine how it should perform in a given situation. A sensor is simply an input device that monitors driver inputs as well as engine temperatures, fuel mixture, and other parameters.
Sensors use an electrical signal supplied by the engine controller to help determine demands. Most sensors work in one of four ways:
1. Sensors can act as variable resistors (voltage diverters), signaling the engine controller of a change in position. Think of these sensors like a dimmer switch in your home: As you move the dimmer switch, it allows more or less voltage to travel through. In turn, the lights become brighter or dimmer. An example is the throttle-position sensor (TPS). The TPS monitors throttle inputs using an internal variable resistor and voltage readings, then sends them to the engine controller.
2. Sensors can act as on or off switches. Think of these sensors like a light switch in your home: They're either on or off. An example of this sensor is the brake switch. Either the brakes are applied or they aren't.
3. Sensors can act as low voltage producers, similar to a microphone, which uses a piezoelectric generation to produce an electrical voltage signal from mechanical vibration or pressure. An example of this is the oxygen sensor, which acts like a miniature generator and produces its own voltage.
4. Sensors may act as thermistors, which are devices that change resistance as temperature changes, much like a thermometer. An example of this is the coolant-temperature sensor (CTS).
Let's perform a diagnostic procedure on your C4 TPS problem without using a scanner. Your research will likely indicate that the TPS is the most common failure. Now we'll use the TPS as our jumping-off point and try to understand how it works.
Your first step, when working with anything that may be controlled by a fuse, should be to test all of the fuses with a test light (Image A). First, turn the key to the On position. Probe the back side of each fuse; there are two places to check on each one. If the test light does not illuminate on both sides of the fuse, that fuse is most likely blown. If the test light doesn't illuminate on one side of the fuse or the other, you'll need to look in the owner's manual to see what that circuit feeds. Certain circuits will require that you activate something to illuminate the test light, such as turning on the headlamp switch to energize that particular fuse.
The engine controller sends a constant 5-volt reference voltage to the TPS variable resistor (Image B). You'll need to test for proper input voltage with a Digital Volt Ohm Meter (DVOM). All the tests at the sensor must be performed with the TPS connected to the wiring harness and the key turned to the Run position.
If the reference voltage is 4.5 to 5 volts, the engine controller is capable of supplying voltage to the TPS. This tells us that the engine controller and reference-voltage wiring are not faulty.
If there's no reference voltage, you'll need to refer to a wiring diagram so you can back-probe the reference-voltage wire at the engine controller. If there are 5 volts coming from the engine controller for a reference signal, you'll need to ohm-check the reference wire from the engine controller to the TPS. You're looking for a cut or burned wire.
If there is no voltage coming from the engine controller, the controller is most likely faulty.
Check for signal voltage (return voltage). This is the voltage returning to the engine controller from the TPS (Image C).
You'll need to test for proper return voltage with your DVOM. All the tests at the sensor must be performed with the TPS connected to the wiring harness and the key turned to the Run position.
The voltage with the throttle closed should be approximately 0.4 to 0.85 of a volt. As you slowly open the throttle, the voltage should steadily rise, until it reads 4.5 to 5 volts at WOT. If it does, the TPS is working correctly.
If the voltage drops to 0 and then returns to normal during the test, or jumps around erratically, this could signify a faulty TPS. Some sensors will read properly when the engine is cool, then fail at operating temperatures. As a result, this test may need to be rerun while the engine is hot. Tapping on the TPS to simulate vibration could produce a failure.
You'll then need to check for a ground at the TPS (Image D). This is best done with the DVOM in ohms mode.
For testing purposes, let's say there is no ground. Thinking through the process, you should realize that the next logical step is to check the wiring and whatever source is supplying the ground.
I hope the foregoing information will convince you to use common sense and the process of elimination as alternatives to simply following a flow chart. Once you understand how a system works, the diagnostic process becomes much less confusing.
Got a question for our Tech Corner expert? Just jot it down on a paper towel or a lightly soiled shop rag and send it to us at VETTE Magazine, Attn: Technically Speaking, 9036 Brittany Way, Tampa, FL 33619. Alternatively, you can submit your question via the Web, by emailing it to us at firstname.lastname@example.com. Be sure to put "Technically Speaking" in the subject line.


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- Italian Grand Prix
Ecclestone threatens to drop Monza after 2016
Bernie Ecclestone says F1 may drop Monza from the calendar after 2016 because of concerns over the commercial viability of one of the sport's most historic circuits.
The current extension to Monza's deal occurred in 2010 for the circuit which has hosted every world championship Italian Grand Prix, with the exception of the 1980 race. But Ecclestone is not happy with the terms of that deal and admits his concerns might be enough to drop the race altogether.
Speaking to Italian newspaper Gazzetta dello Sport, Ecclestone said: "I don't think we'll do another contract, the old one was a disaster for us from a commercial point of view. So it's bye bye after 2016."
When asked about the possibility of the Italian Grand Prix being switched to Mugello, originally put forward by Ferrari president Luca di Montezemolo, Ecclestone said no proposal had been received. Monza's struggles to put together a commercial package may be linked with the alarming drop of TV viewers in Italy, which Ecclestone thinks is because of Ferrari's recent downturn in fortunes.
"TV ratings are lower in Italy than elsewhere. TV channels have split with digital broadcasting, and there's also Twitter, Facebook and other communication means, so young people are more distracted. How to improve Italian ratings? If Ferrari started to end up first and second in qualifying and races... TV ratings would improve everywhere. Ferrari is worldwide passion."


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only pakistan could make a contest out of this
only pakistan could make a contest out of this
And smalishah's avatar is the most classy one by far Jan certainly echoes the sentiments of CW
Yeah we don't crap in the first world; most of us would actually have no idea what that was emanating from Ajmal's backside. Why isn't it roses and rainbows like what happens here? PEWS's retort to Ganeshran on Daemon's picture depicting Ajmal's excreta
FFS that was close.
Ashwin being unlucky 2 overs in a row.
Can we have neutral umpires please ?
RIP Phil Hughes. Forever 63*
No movement for Ahmed anymore.
Sir Jaddu back.
Need a wicket this over.
I can't believe 25 runs are required off the last 5 overs....how could this get so close?
Looks like Jadeja bowled very well when I wasn't watching.
24 needed off 24. You gotta be kidding
Upto the seamers, i guess.
Haha Pakistan. Wtf r they doing ?>
I think Pakistan want the Indian team to remain the same
horrible batting
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Good people can debate what to do about the 11 plus million illegals in this nation. But, as with most other issues, Liberals do not want to debate, they want their way, and they want to shove it in our faces. Five Democrats, including Michelle Obama, are bringing illegal aliens to the SOTU tonight. That shows how serious they are about enforcing any immigration law. Democrats see one thing when they look at illegal immigration. They see a voting block that they feel will cement their future electoral success. Who cares about laws, or sovereignty, or national security when there are voters to be brought in to keep Democrats in control?
Senator John McAmnesty said last month that we "can't have 11 million people living in the shadows." However, I wouldn't necessarily define the State of the Union speech as "the shadows":
A number of Democrats, including First Lady Michelle Obama, are bringing illegal immigrants as guests to the State of the Union on Tuesday.
But a spokeswoman with the U.S. Immigration and Customs Enforcement agency declined to comment to The Daily Caller on Tuesday about whether the agency approves of this occurring at the Capitol, where Obama is set to give his annual address on Tuesday night.
"I don't have any comment for you on this," Gillian Christensen, a spokeswoman with the U.S. Immigration and Customs Enforcement, said after TheDC inquired whether the agency was aware of this and whether it was possible the guests could be arrested.
At least five Democrats are bringing illegal immigrants to the State of the Union, according to reports.


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Doctors need to talk to their adolescent patients about energy drinks -- especially energy drinks that are mixed with alcohol -- to make sure they understand the risks from consuming them, the American Academy of Pediatrics says.
"When mixed with alcohol, energy drinks present serious potential for harm and abuse," the academy says in a report published Friday in its journal, Pediatrics in Review.
For instance, the report sites a 2010 incident in which nine college students were hospitalized in Washington state after they drank a caffeinated alcoholic drink. In New Jersey, 23 students were hospitalized, after they reportedly drank the same beverage, the academy says.
"Banning caffeinated alcoholic drinks would be an important first step, but it may do little to curb the practice of mixing energy drinks and alcohol, a fixture of the college (and mostly likely high school) party scene," the report says.