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Elizabeth developed the POWERleap as her senior thesis project at the University of Michigan's School of Art and Design. She wanted to design a project that would educate people about their relationship and dependence on energy. Human bodies generate electricity, about 100 watts at rest, which (according to www.elizabethredmond.net) is enough to power the computer I am writing on.

The Energy Policy and Conservation Act (EPCA) of 1975 established an energy conservation program for major household appliances. The National Energy Conservation Policy Act of 1978 amended EPCA to add Part C of Title III, which established an energy conservation program for certain industrial equipment. The Energy Policy Act of 1992 (EPACT) also amended EPCA, and included amendments that expanded title III to include small electric motors. The Department of Energy, Office of Energy Efficiency and Renewable Energy, Building Technologies Program conducts the program that develops equipment energy conservation standards and has overall responsibility for rulemaking activities for small electric motors in fulfillment of the law.

An argument often heard against wind is that it costs a lot in public subsidies for a solution that will always have a limited impact (because it still produces only a small fraction of overall needs, and because of its unreliability linked to its intermitten nature). This is an argument worth addressing in detail, especially when it is pointed out, as the graph shows, that wind is already almost competitive with the other main sources of electricity, which suggests that it might not even need the subsidies then (and the increase in commodity prices since that graph was prepared using 2004 data, only reinforces that argument).

We have previously discussed a secretive Texas company called EEStor, who are reported to be working on a new type of ultracapacitor that can hold 10x the energy in 1/10th the weight of typical batteries, at a fraction of the cost. They have an agreement to produce caps for Zenn electric cars but to date have not shown any prototypes. This has led some to suspect EEStor as not having the technology they report. Today, however, Lockheed Martin, the major U.S. military equipment manufacturer has announced a partnership agreement with EEStor to develop energy applications.

Here are a couple of pieces that appeared recently in Technology Review: one relates to EEStor's recent announcement with Lockheed Martin and what it means for the company, while the other is a look at a new type of hybrid lead-acid battery with an integrated supercapacitor that claims to last four times longer than conventional lead-acid systems and to perform just as well as nickel-metal hydride systems -- but at a fraction of the cost.

After safety, the longevity of the batteries in a plug-in hybrid is the greatest unknown. Can a plug-in hybrid’s battery pack retain the bulk of its energy capacity over 10 years of daily use and more than 4000 full-discharge cycles? (For a deeper look at the challenges facing plug-in hybrid batteries, see “Lithium Batteries Take to the Road”.)[ LINK: http://www.spectrum.ieee.org/sep07/5490 ] As Don Hillebrand of Argonne National Laboratory, in Illinois, said tartly, “Batteries are the showstopper.” Periodic demands from the grid, even for only a small fraction of the battery’s stored energy, would clearly affect the cells’ life span—but no one has data on how much. Another open issue is the development of creative financing models for replacement battery packs costing several thousand U.S. dollars even after mass production is achieved. Third-party battery leasing could be one answer, if combined with a secondary market for batteries whose performance has fallen below automotive levels. Carmakers, electric utilities, and large consumer-financing groups are quietly batting around these notions to see if they can build a financial model that makes sense for all three parties.

One thing that became very clear to me is that the world will not be able to displace more than a fraction of our petroleum usage with biofuels.

Alternative fuels aren't a perfect alternative to gasoline. They have less energy than gas and cost more; it's improbable that production will be ramped up for more than a fraction of America's vehicles; they have corrosive effects on normal fuel systems; and it's not certain we'll get the technology to work soon.