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Batteries have to contain all of the chemicals on both sides of their energy releasing equation. The very best batteries available today can store about 0.4 MJ/kg (0.05 kw-hr/lb) including the cases and safety systems. In contrast, gasoline carries about 46 MJ/kg (5.7 kw-hrs/lb).\n\nEven with a 20% efficient IC engine, a gasoline tank stores 20 times as much energy as a battery of equal weight. As the vehicle is moving it gets rid of some of that weight. Battery powered vehicles must carry the full weight of their energy source.\n\nThe energy density difference also plays a key role in the time that it takes to put more energy back on the vehicle once a fuel load is consumed. A two minute fill-up of a 12 gallon tank puts the equivalent of 87 kilowatt-hours into the vehicle, again, taking into account the 20% thermal efficiency.\n\n87 kilowatt-hours in 2 minutes works out to 2.6 MegaWatts. Even with a 220 volt connection, that would require about 11,800 amperes of current. Just imagine the size of the electric cables for that current.\n\nThere are certainly places and applications where electric vehicles have a role, but it is worth remembering that at least five or six generations of engineers have looked very hard at trying to meet transportation needs and they keep coming back to the same fact - when you want to move a vehicle, you need power, (energy per unit time).

"Turbines are the same as any other obstruction, like radio towers, power lines and buildings," said Rayford. "There may be some delays, but transporting a patient to a helicopter is a very efficient procedure."

SB375 was a process that involved getting a wide range of issues on the table that included suburban and urban development, climate change, oil dependency, children's health, air quality, and transportation.

Various departments at a car manufacturing plant are suffering from regular process outages due to voltage dips. These dips are causing production losses in the Metal Operation, Spray Coating, and Assembly departments that directly affect the productivity of the plant. The cost of those losses is directly related to the profile of the voltage dip (duration and depth). Various options to reduce these costs are investigated, with particular emphasis upon the Spray Coating and Assembly departments. The following conclusions can be drawn: 1. The number and type of dips occurring at the point of connection of the plant is regular. It is similar to what is monitored at other medium voltage stations that have the same grid structure. 2. A detailed analysis of the spray coating process reveals that installing a 'restart on the fly' system on the large conditioning fans substantially reduces the related voltage dip losses. 3. A detailed analysis of the Assembly department shows that there are two main bottlenecks that determine the restart time after a dip (the 'Drive' sub-process and the 'Cockpit', 'Marking', and 'Transport chain' users). These bottlenecks can be removed by installing a Dynamic Voltage Restorer (DVR), which results in a payback time of 1.4 years. * 1 Introduction

A vision from the past.

Americans are Spending 20 percent of their income on transportation. In the average two-car household it is often higher. Big Oil and Big Ag are fighting for their share of that money

Is the competition between oil or biofuel? How about the competition from electricity? Or even the car manufacturers, oil companies, biofuel producers and electric utilities all fight for a share of the 20%.

Excellent over view of shale gas and compressed natural gas dynamics including conversion kits for automobiles and truck fleets. THE ONLY LOGICAL ANSWER to bridge the conversion from oil based fuels to paradigm alternatives lies in the conversion of personal transportation to the use of natural gas. Consider the following reasons: (long list) ONE WEEK AFTER Obama's energy policy speech, March 31, 2011, at Georgetown University, a bi-partisan group of more than 150 Members of Congress introduced HR.1835, with Rep. John Sullivan (R-OK) as the primary sponsor. The NAT GAS Act (New Alternative Transportation to Give Americans Solutions) Act, is the culmination of efforts of T. Boone Pickens to promote his "Pickens Plan" for changing the focus of American energy consumption. The NAT GAS Act provides incentives for using natural gas in vehicles, purchasing natural gas vehicles, installing natural gas refueling stations, and producing natural gas vehicles in America. The problem is that Obama and his energy secretary do not actually support HR 1835!  The speech was just a ruse.  Watch what he does, not what he says.  CNG-Compressed Natural Gas

Despite increasing green awareness and steadily rising gasoline prices, Americans and other denizens of the developed world - not to mention millions of new Chinese and Indian drivers hitting the road every week - are loath to give up the freedom and privacy of their personal automobiles. But snarled traffic, longer commute times, and rising pollution levels have given city transportation planners new ammunition in their efforts to encourage the use of clean, energy-efficient public transit. One of the newest tools in their arsenal is so-called congestion pricing (also called variable toll pricing), whereby cars and trucks are hit with higher tolls if they access central urban areas at traditionally congested times.

It's not always about numbers and science. The general appeal for this idea might make it work, even though - from an engineering viewpoint - it's like trying to build a fortune saving nickels and dimes.

A cost analysis of the technologies needed to transport materials into the stratosphere to reduce the amount of sunlight hitting Earth and therefore reduce the effects of global climate change has shown that they are both feasible and affordable....