EV Digest 3363
Topics covered in this issue include:
1) Re: Carbon pile? and blowers
by "Joe Smalley" <[EMAIL PROTECTED]>
2) Re: Electric Moped @ Pep Boys
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
3) Pukka
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
4) Evercell cycling test reaches cycle 166
by "Joe Smalley" <[EMAIL PROTECTED]>
5) Re: seeking: an escoot that can fold for travel
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
6) Re: ID ltpiypqqesp... thanks
by Doug Weathers <[EMAIL PROTECTED]>
7) RE: Carbon pile? and blowers
by "Andre Blanchard" <[EMAIL PROTECTED]>
8) Re: Anti-scooter legislation (Washington State)
by Steven Lough <[EMAIL PROTECTED]>
9) Fw: [ETList] Digest Number 644 a little something for everyone.
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
10) RE: Carbon pile? and blowers
by Rod Hower <[EMAIL PROTECTED]>
11) Re: Anti-scooter legislation (Washington State)
by "Roderick Wilde" <[EMAIL PROTECTED]>
12) Re: Carbon pile? and blowers
by Rich Rudman <[EMAIL PROTECTED]>
13) Neat battery monitoring idea
by Rod Hower <[EMAIL PROTECTED]>
14) Re: Dyno equipment WAS: Carbon pile? and blowers
by Lee Hart <[EMAIL PROTECTED]>
15) Re: Anti-scooter legislation (Washington State)
by "Roderick Wilde" <[EMAIL PROTECTED]>
--- Begin Message ---
You could use one hard mount under or above the shaft and two load cells to
either side of the shaft. If the load cells were both compression and
tension type, they can be hooked up so their outputs are subtracted
(differential mode) to read the torque. If the load cells have a high
modulus, they would appear to be solid while supporting the motor (or
generator) but would still read the torque.
Joe Smalley
Rural Kitsap County WA
Fiesta 48 volts
NEDRA 48 volt street conversion record holder
[EMAIL PROTECTED]
----- Original Message -----
From: "Rich Rudman" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Tuesday, February 17, 2004 11:40 AM
Subject: Re: Carbon pile? and blowers
> What it boils down to is one of the motors will have to be soft mounted
> in a way that allows enough movment for the lever arm. strain gages to
> measure the forces reacted from the case of the load device.
> The drive shaft has U-joints in it. So no solid shaft on the input
> side. The 9 incher doesn't have a assory shaft. The 8 incher does have
> the 3/4 keyed shaft on the brush end. Good, but not good enough for 500
> lbs of twist.
> The mounting plate for the absorber must beable to rotate about 25 Deg,
> freely and still support a 200 plus lbs motor while 500 to 1000 lbs of
> torque is being transmitted into it.
>
> --
> Rich Rudman
> Manzanita Micro
> www.manzanitamicro.com
> 1-360-297-7383,Cell 1-360-620-6266
>
--- End Message ---
--- Begin Message ---
There are a lot of better scooters listed through the Zappy list. I have
seen 36v scooters and 800 watt scooters that are 2 to 3 hundred dollars.
Don't jump for the Pep boys scooters unless you check them all out.
Lawrence Rhodes....
----- Original Message -----
From: "David Chapman" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Monday, February 16, 2004 6:00 PM
Subject: Electric Moped @ Pep Boys
> I just saw a couple really nifty electric bikes at Pep Boys, wondered if
> anyone else had seen them? One is a small electric "Chopper" style with
> small go kart type tires, a nice looking telescopic FE and supposedly a
500
> watt motor. Ape hangers and a nice seat too. Only bummer is you need to be
> about 5'6 to ride one and not look or feel like a total ass. $ 399.00 +
tax.
> The other one says Scoot-N-Go on the front but it is nothing like the ones
> Checker and the other chains have nor is it like the Scoot-N-Gos on the
> web. This one is more like a moped with pedals, 20" alloy mag wheels and
> what appears to be an AC hubmotor in the rear wheel. Very nice aero body
> work and even a trunk. $ 439.00 Gotta tell ya I was sorely tempted by the
> moped version. Looks like a perfect campus/commuter or grocery getter. And
> of course no manufacturers info anywhere, even the doc manual. Most it
said
> was "Made in China". Anyone else see or have any feedback on these? David
> Chapman.
>
--- End Message ---
--- Begin Message ---
This seems like a good deal Bruce. Lawrence Rhodes..
----- Original Message -----
From: "Lawrence Rhodes" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>; <[EMAIL PROTECTED]>;
<[EMAIL PROTECTED]>; <[EMAIL PROTECTED]>
Sent: Wednesday, February 04, 2004 11:06 AM
Subject: Pukka minibike.
> http://www.pukkausa.com/ Simple and inexpensive. Might be the answer for
> any electric wannabee with limited funds. Lawrence Rhodes.....
>
--- End Message ---
--- Begin Message ---
The summary graphic is at
http://www.manzanitamicro.com/mb80%20cycle%20166.gif.
The page can also be reached through the Manzanita Micro Website download
page at http://www.manzanitamicro.com/download.htm.
The MB80 is holding up very well. I blame the problem at cycles 48 to 58 on
the sub freezing weather during that period. Apparently, the batteries do
not like temperatures below freezing but have no problem with a few degrees
above freezing. Is there a chance the battery froze since it was being deep
cycled?
Joe Smalley
Rural Kitsap County WA
Fiesta 48 volts
NEDRA 48 volt street conversion record holder
[EMAIL PROTECTED]
--- End Message ---
--- Begin Message ---
> This seems like a good deal Bruce. Lawrence Rhodes..
> ----- Original Message -----
> From: "Lawrence Rhodes" <[EMAIL PROTECTED]>
> To: <[EMAIL PROTECTED]>; <[EMAIL PROTECTED]>;
> <[EMAIL PROTECTED]>; <[EMAIL PROTECTED]>
> Sent: Wednesday, February 04, 2004 11:06 AM
> Subject: Pukka minibike.
>
>
> > http://www.pukkausa.com/ Simple and inexpensive. Might be the answer
for
> > any electric wannabee with limited funds. Lawrence Rhodes.....
> >
>
>
--- End Message ---
--- Begin Message ---
Bob,
I got this message, infected with the Bagle virus, which may have come
from your computer.
You might want to check your computer for this virus.
For more information, click here:
http://www.f-secure.com/v-descs/bagle.shtml
Later,
Doug
On Tuesday, February 17, 2004, at 10:04 PM, [EMAIL PROTECTED] wrote:
------------------ Virus Warning Message (on pollux)
Found virus WORM_BAGLE.B in file uaisntbjb.exe
The file is deleted.
---------------------------------------------------------
Yours ID ysnojow
--
Thank
------------------ Virus Warning Message (on pollux)
uaisntbjb.exe is removed from here because it contains a virus.
---------------------------------------------------------
--
Doug Weathers
Bend, OR, USA
http://learn-something.homedns.org:8100/weblog/
--- End Message ---
--- Begin Message ---
I like the twin arms and two load cells. If you are cheap I think you could
use a single load cell on one arm and double the reading with out a great
loss of accuracy.
How about the torque arms mounted to the generator at about the balance
point (of the generator). The shaft of the generator rigid coupled to a
short shaft. A single self aligning pillow block bearing on that shaft as
close to the generator as possible, it could even be a bigger bearing on the
rigid coupler. Then from the short shaft to the test motor use a roller
chain or gear and sleeve coupling so that the test motors do not have to be
perfectly aligned.
Test motor is supported by whatever type of mounting it needs.
Generator is supported by the pillow block bearing and the two load cells.
Very simple to build, and the torque readings would have very little error
from off center pivots. May want to wrap a scatter blanket around it the
first few times you take it to a new max.
Is that something like what you had in mind?
Andre' B.
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On
Behalf Of Joe Smalley
Sent: Tuesday, February 17, 2004 11:34 PM
To: [EMAIL PROTECTED]
Subject: Re: Carbon pile? and blowers
> You could use one hard mount under or above the shaft and two load cells
> to
> either side of the shaft. If the load cells were both compression and
> tension type, they can be hooked up so their outputs are subtracted
> (differential mode) to read the torque. If the load cells have a high
> modulus, they would appear to be solid while supporting the motor (or
> generator) but would still read the torque.
>
> Joe Smalley
> Rural Kitsap County WA
> Fiesta 48 volts
> NEDRA 48 volt street conversion record holder
> [EMAIL PROTECTED]
--- End Message ---
--- Begin Message ---
I agree Mike !
For starters, I am posting this out to our whole SEVA list AND
out to the EV News Group as well.
How do you think we can help ?
[EMAIL PROTECTED] wrote:
Hi Steven,
I was wondering if you were aware of upcoming anti-scooter legislation in
the State House. I discovered the bill by doing a search on scooters at
the Washington State Legislature's site:
http://search.leg.wa.gov/pub/textsearch/default.asp after hearing about a
proposed city ordinance in Federal Way that would ban *motorized foot
scooters from trails, sidewalks and parking lots in city parks and from
all public sidewalks.
I know both the ordinance and bill only affect scooters, but electric
scooters are included, and they are, of course, the most affordable way to
get involved in electric vehicles and help to reduce our dependence on
foreign oil, not to mention zero air pollution and all the other reasons
that electric vehicles are so important. I also think electric scooters
for kids are a great way to introduce the next generation to the fun and
viability of electric vehicles.
The alarming thing about the city ordinance in Federal Way, is that it
will push children into the streets to ride their scooters. Of course, I
think larger, or faster scooters belong on the side of the road, but what
about the little Viza Volt type scooters for the smaller kids? It just
sounds like not a good idea to me.
The State bill would require all motorized scooters to be registered and
licensed and would require a drivers license to operate them. This would
effectively take all of the scooters that children opened for Christmas
last year away from them. And I can't imagine a little 10mph Viza Volt
with a license plate on it.
Licensing is required for larger vehicles in order to ensure safe designs
and to help pay for roads and etc. While safety for scooters is certainly
an issue, 90+ percent of electric scooters don't go fast enough to
represent a huge safety issue -- ie. they don't go as fast as a bicycle,
and no faster than a person in decent shape can run.
Driver's licenses are required for operators of full sized motor vehicles
because of the damage and harm they can do if not properly controlled, and
driving a car (or motorcycle) in traffic requires training, practice,
skill and judgment. Riding an electric foot scooter requires no more of
those things than riding a bicycle.
I could go on and on, but to sum it up I think our scooter laws do need to
be updated to reflect changes in scooters, and to include a helmet
requirement that somehow got overlooked, and perhaps to put gas scooters
in a different category, but this bill and proposed ordinance look like
knee-jerk reactions to complaints from people who have encountered gas
scooters, and don't know electric scooters exist (they don't, after all,
tend to attract much attention), or that they are slower, clean, quiet,
zero air pollution vehicles. I think the House bill is also a revenue
grab by the legislature.
If severely restricting and taxing small electric vehicles instead of
encouraging them concerns you, I could certainly use some help in fighting
this legislation and city ordinances being considered in many cities (I
suspect). I'm actually considering putting aside my personal feelings
about politics, and drafting my own bill if I can get a sponsor or two.
Here's a definition for you:
RCW 46.04.336
*Motorized foot scooter.
"Motorized foot scooter" means a device with no more than two ten-inch or
smaller diameter wheels that has handlebars, is designed to be stood or
sat upon by the operator, and is powered by an internal combustion engine
or electric motor that is capable of propelling the device with or without
human propulsion.
Here's a link to a copy of the bill on my site:
http://www.motormanmike.com/laws/house_bill_3049.htm
Thanks for reading,
Mike Kristofferson
MotorManMike Electric Scooter Repair
112 North 36th Street Suite B
Seattle, WA 98103
Phone: 206.412.2716
Email: [EMAIL PROTECTED]
Website: http://www.motormanmike.com
--
Steven S. Lough, Pres.
Seattle EV Association
6021 32nd Ave. N.E.
Seattle, WA 98115-7230
Day: 206 850-8535
Eve: 206 524-1351
e-mail: SOON TO BE: [EMAIL PROTECTED]
web: http://www.seattleeva.org
--- End Message ---
--- Begin Message ---
I thought this list might be of interest to the ev and hybrid community.
Lawrence Rhodes.......
----- Original Message -----
From: <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Wednesday, February 18, 2004 12:49 AM
Subject: [ETList] Digest Number 644
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There are 6 messages in this issue.
Topics in this digest:
1. Soon Hybrids from Detroit!
From: RemyC <[EMAIL PROTECTED]>
2. Kaz EV Goes for World Speed Record in Japan
From: RemyC <[EMAIL PROTECTED]>
3. Ethanol H2 Reactor
From: RemyC <[EMAIL PROTECTED]>
4. White House Quietly Drops MTBE Ban
From: RemyC <[EMAIL PROTECTED]>
5. Veggie Oil to BioDiesel to H2
From: RemyC <[EMAIL PROTECTED]>
6. Angus Loves EVs
From: RemyC <[EMAIL PROTECTED]>
________________________________________________________________________
________________________________________________________________________
Message: 1
Date: Tue, 17 Feb 2004 10:40:33 -0500
From: RemyC <[EMAIL PROTECTED]>
Subject: Soon Hybrids from Detroit!
From:
http://www.freep.com/money/autoreviews/hybrid12_20040212.htm
via: http://www.evworld.com/view.cfm?section=communique&newsid=5032
Will Hybrid's Sell?
Detroit Free Press
Feb 13, 2004
New generation seeks mainstream appeal
Fuel-efficient hybrid gasoline-electric cars and trucks are pulling out of
the Sierra Club parking lot and into a driveway near you.
A new generation of the vehicles has been developed to woo customers with
more power and appealing new features.
Cars combining conventional engines with electric motors have won headlines
for their low emissions and high fuel economy, but they accounted for just
47,566 of the 16.6 million cars and trucks sold in the United States last
year.
By comparison, Ford sold 61,979 F-series trucks last month.
It's fair to say the high-profile hybrid cars haven't done much to justify
the hundreds of millions of dollars automakers spent developing them, and
Detroit automakers have been widely criticized for dragging their feet in
developing them. All that may change over the next 12 months.
This is the year when General Motors, Ford, Toyota, Honda and
DaimlerChrysler will roll out hybrid versions of some of their most popular
vehicles. By early 2005, we should know if mainstream buyers are willing to
fork over an extra few thousand dollars.
The second generation of hybrids includes some of the biggest names on the
road:
- GM's best-selling pickups, the full-size Chevrolet Silverado and GMC
Sierra, will offer a hybrid beginning mid-year.
- Lexus' RX 400h hybrid version of its best-selling model, the RX 330 SUV,
late this year.
- Ford's popular Escape small SUV hybrid, late this year.
- Honda's bread-and-butter Accord midsize sedan, late this year.
- A heavy-duty Dodge Ram pickup with a diesel engine and electric motor,
late this year.
- The Toyota Highlander SUV, early in 2005.
"Luxury buyers weren't going to choose a hybrid just to make a statement"
about environmental awareness, Lexus spokesman Bill Ussery said. They may
have admired the earlier hybrids' fuel economy and low emissions, "but they
wouldn't give up luxury and performance," he added.
Hence the Lexus RX 400h, which looks just like a conventional Lexus RX 330
SUV but uses an electric motor to provide what Ussery promises will be the
power of a V8 with compact-car fuel economy. The RX 400h will be the
top-of-the-line RX model, probably with prices starting at more than
$40,000.
GM's hybrid pickups, which use a less complicated and less expensive system,
will cost about $2,500 more than their conventional counterparts.
Ford won't even hint at the Escape hybrid's price, but promises 35 to 40
m.p.g. and V6 performance with a 2.3-liter, four-cylinder engine.
The Lexus and Escape are what engineers call full hybrids, which means the
electric system has enough power to move the truck a short distance when the
engine is not running. It can also supplement the engine's power for strong
acceleration. The Toyota Prius is the only full hybrid on the road now.
GM's pickups are called mild hybrids, using the generator to run accessories
like air-conditioning and steering, but unable to move when the engine isn't
running. GM expects the system to boost the trucks' EPA fuel economy rating
10 percent to 13 percent from a conventional Silverado's 16 m.p.g. in the
city and 21 m.p.g. on the highway.
The pickups use GM's 5.3-liter, V8 engine and four-speed automatic
transmission.
"These are the crown jewels of the company, GM's highest volume truck,
engine and transmission," said Steve Poulos, chief engineer for the hybrid
pickups. "We're very serious about this." GM plans to begin building full
hybrid trucks and SUVs in 2007.
All the new hybrids have sophisticated systems that shut the engine off when
the car is stationary or coasting, which reduces fuel consumption and
emissions considerably.
While lower fuel consumption may draw some small businesspeople to the
hybrid pickups, Poulos is particularly enthusiastic about the trucks' four
120-volt electric outlets.
"We've got two target buyers," he said. "Businesses with fleets of trucks
that do small jobs that require power tools needing electrical power, and
personal users who like the generating."
________________________________________________________________________
________________________________________________________________________
Message: 2
Date: Tue, 17 Feb 2004 11:07:46 -0500
From: RemyC <[EMAIL PROTECTED]>
Subject: Kaz EV Goes for World Speed Record in Japan
From:
http://www.channelnewsasia.com/stories/afp_asiapacific/view/70150/1/.html
via: http://www.evworld.com/view.cfm?section=communique&newsid=5018
Kaz EV Goes for World Speed Record in Japan
Source: Channel News Asia
[Feb 11, 2004]
Eight-wheeled, lithium-powered electric car to attempt to set new world
speed record of 400 kph (248 mph)
Former F-1 driver Ukyo Katayama drives the new electric vehicle
KUROISO, Japan : Japanese researchers test driving an electric car here
Sunday said they aimed for the machine to set a new world speed record of
400 kilometres (248 miles) per hour.
Former Formula One driver Ukyo Katayama took the wheel of the Eliica,
equipped with eight wheels and lithium battery-powered motors, at a test
track in Kuroiso, some 200 kilometres (130 miles) north of Tokyo.
A predecessor of the Eliica, the Kaz, set the current world record for the
land speed of an electric car of 311 kilometres per hour in Nardo, southern
Italy, in April 2001.
The Eliica hit the top speed of about 315 kph in Sunday's test runs but the
time was considered unofficial.
It will be sent to Nardo in early March for official trials to set a world
record on March 13-14.
The car was developed by a research team led by Hiroshi Shimizu, engineering
professor at the prestigious Keio University, in cooperation with dozens of
corporations.
Copyright � 2004 Agence France Presse
________________________________________________________________________
________________________________________________________________________
Message: 3
Date: Tue, 17 Feb 2004 11:00:11 -0500
From: RemyC <[EMAIL PROTECTED]>
Subject: Ethanol H2 Reactor
From:
http://www.startribune.com/stories/1592/4374132.html
via: http://www.evworld.com/view.cfm?section=communique&newsid=5037U of
Minnesota Prototype Ethanol Reactor Shows Promise of Hydrogen Economy
Minneapolis Star Tribune
Feb 13, 2004
One gallon of ethanol costing $1 could be used to produce energy for about 4
cents per kilowatt hour
Researchers at the University of Minnesota say they have built a prototype
reactor that produces hydrogen from ethanol so efficiently that it could one
day power conventional fuel cells for homes.
The technology is cheaper and more efficient than the current commercial
method of capturing hydrogen from fuel, which is done with fossil fuels in
large refineries, the scientists said. They said the reactor they built is
much smaller and simpler and requires less energy.
Their technology could be coupled with a fuel cell to generate nearly enough
energy to power an average-sized home, according to the scientists, who will
publish their findings in the Feb. 13 issue of the magazine Science.
"This points to a way to make renewable hydrogen that may be economical and
available,'' said Lanny Schmidt, a chemical engineer who led the study.
Gregg Deluga and graduate student James Salge also worked on the project.
All three are in the department of chemical engineering and materials
science.
http://www1.cems.umn.edu/~schmidt/rxtor.html
Chemical Engineering and Materials Science Department
University of Minnesota
151 Amundson Hall
421 Washington Avenue SE
Minneapolis, MN 55455-0132
612-625-1313 fax: 612-626-7246
The men built the reactor, a 2-foot-high apparatus of tubes, valves and
wires, in a laboratory on the university's East Bank. The hydrogen-driven
fuel cell they envision might be a little larger than a coffee cup.
Right now, hydrogen can be made cheaply only in large refineries that use
fuels such as natural gas.
The new technology holds promise for a ``hydrogen economy'' that would use
hydrogen to fuel cars and make electricity. It also holds economic potential
for Midwest farmers, who are leaders in the production of corn-based
ethanol. A bushel of corn, the researchers said, yields three times as much
power if its energy is channeled into hydrogen fuel cells rather than burned
with gasoline.
Hydrogen, a clean energy source, emits no pollution or greenhouse gases.
President Bush supports funding for the development of hydrogen-powered fuel
cells that are commercially viable.
George Sverdrup, a technology manager at the National Renewable Energy
Laboratory, said he was encouraged by the research.
"When hydrogen takes a foothold and penetrates the marketplace, it will
probably come from a variety of sources and be produced by a variety of
techniques,'' he said. "So this particular advance and technology that
Minnesota is reporting on would be one component in a big system.''
While ethanol could be an important part of a hydrogen economy, Sverdrup
said it's unlikely corn itself would be enough to support the entire system.
The University of Minnesota researchers initially envision people buying
ethanol to power the small fuel cell in homes in remote areas where
installing power lines isn't feasible. The cell could produce 1 kilowatt of
power, nearly enough for an average home.
According to their estimate, a gallon of ethanol costing $1 could be used to
produce energy for about 4 cents per kilowatt hour. That would be in the
ballpark with national figures for the cost of raw energy, said a spokesman
for the Edison Electric Institute, a national energy association.
________________________________________________________________________
________________________________________________________________________
Message: 4
Date: Tue, 17 Feb 2004 10:41:58 -0500
From: RemyC <[EMAIL PROTECTED]>
Subject: White House Quietly Drops MTBE Ban
From:
http://www.evworld.com/view.cfm?section=communique&newsid=5043
White House Quietly Drops MTBE Ban
Associated Press
Feb 15, 2004
Methanol industry alleged to have donated more than a $1 million to
Republicans.
WASHINGTON - The Bush administration quietly shelved a proposal to ban a
gasoline additive that contaminates drinking water in many communities,
helping an industry that has donated more than $1 million to Republicans.
The Environmental Protection Agency 's decision had its origin in the early
days of President Bush's tenure when his administration decided not to move
ahead with a Clinton-era regulatory effort to ban the clean-air additive
MTBE.
The proposed regulation said the environmental harm of the additive leaching
into ground water overshadowed its beneficial effects to the air.
The Bush administration decided to leave the issue to Congress, where it has
bogged down over a proposal to shield the industry from some lawsuits. That
initiative is being led by House Majority Leader Tom DeLay, R-Texas.
The Associated Press obtained a draft of the proposed regulation that former
President Clinton's EPA sent to the White House on its last full day in
office in January 2001.
It said: "The use of MTBE as an additive in gasoline presents an
unreasonable risk to the environment."
The EPA document went on to say that "low levels of MTBE can render drinking
water supplies unpotable due to its offensive taste and odor," and the
additive should be phased out over four years.
"Unlike other components of gasoline, MTBE dissolves and spreads readily in
the ground water ... resists biodegradation and is more difficult and costly
to remove."
People say MTBE-contaminated water tastes like turpentine.
In Santa Monica, Calif., the oil industry will pay hundreds of millions of
dollars because the additive contaminated the city's water supply.
"We're the poster child for MTBE, and it could take decades to clean this
up," said Joseph Lawrence, the assistant city attorney.
In 2000, the MTBE industry's lobbying group told the Clinton administration
that limiting MTBE's use by regulation "would inflict grave economic harm on
member companies."
Three MTBE producers account for half the additive's daily output.
The three contributed $338,000 to George W. Bush's presidential campaign,
the Republican Party and Republican congressional candidates in 1999 and
2000, twice what they gave Democrats, according to the Center for Responsive
Politics. Since then, the three producers have given just over $1 million to
Republicans.
The producers are Texas-based Lyondell Chemical and Valero Energy and the
Huntsman companies of Salt Lake City.
"This is a classic case of the Bush administration helping its campaign
contributor friends at the expense of public health," said Frank O'Donnell,
executive director of the Clean Air Trust, a Washington-based environmental
group.
Huntsman spokesman Don Olsen, echoing comments by other MTBE producers,
said, "We were not a huge campaign contributor and this has absolutely
nothing to do with campaign donations. It has to do with good public
policy."
The industry says it has become a victim in a Washington power struggle.
"Because of MTBE there has been a marked improvement in air quality and
reduction in toxics in the air," Olsen said. "Because of leaking underground
storage tanks in some relatively few instances, MTBE found its way into
places it shouldn't be. But that has nothing to do with the product, which
has done exactly what it was designed to do."
Said Valero Energy spokeswoman Mary Rose Brown: "It would have been
impossible to fulfill the requirements of the Clean Air Act without MTBE."
A daily Washington newsletter disclosed the existence of the draft rule
shortly after Bush's inauguration; outside the industry, few people noticed.
At the direction of White House chief of staff Andrew Card and Mitch
Daniels, then the White House's budget director, all government agencies
withdrew their pre-Inauguration Day draft regulations.
The EPA withdrew agency rules, including the MTBE one, in mid-February 2001,
White House budget office spokesman Chad Kolton said.
In subsequent months, agencies rewrote many Clinton-era regulatory proposals
and went public with them. The proposed MTBE regulation, however, never
surfaced.
"As legislation looked more promising in 2002 and 2003, we focused our
energies on supporting language in the Senate's energy bill," Jeffrey
Holmstead, the EPA's assistant administrator for air quality, said in a
statement Friday.
"We have not ruled out the possibility of seeking a solution" by regulation,
Holmstead said.
The EPA favors a phaseout of MTBE through legislation. But the legislation
has stalled and it no longer calls for a ban in four years.
On their own, 17 states banned the additive and dozens of communities are
suing the oil industry.
"Nobody's talking about the trial lawyers campaign contributions to their
supporters in Congress and its the trial lawyers who are the force behind
these unjustified lawsuits," said Brown of Valero Energy.
To regulate MTBE, the EPA would have to use the Toxic Substances Control
Act, which the agency considers cumbersome and unwieldy.
MTBE industry representative Scott Segal said, "It took EPA a decade to
develop enough data to justify issuing a regulation for asbestos" under the
law. "Even then, the courts still blocked it."
Bob Perciasepe, an EPA official during the Clinton administration, said a
regulatory approach would have provided "a pressure point" to pass
legislation.
Georgetown University law professor Lisa Heinzerling said regulating MTBE
would be difficult, but "if we can't use the Toxic Substances Control Act to
regulate MTBE, which has contaminated water supplies all over the country,
then what can you use it for?"
________________________________________________________________________
________________________________________________________________________
Message: 5
Date: Tue, 17 Feb 2004 10:53:16 -0500
From: RemyC <[EMAIL PROTECTED]>
Subject: Veggie Oil to BioDiesel to H2
From:
http://www.kaleo.org/vnews/display.v/ART/2004/02/12/402b1f174b4af
via: http://www.evworld.com/view.cfm?section=communique&newsid=5036
Study Sees Vegetable Oil as Fuel of the Future
U Wire
Feb 13, 2004
Microprocessor technology would convert vegetable oil to biodiesel and then
to hydrogen onboard the vehicle
CORVALLIS, Ore. -- Imagine a future in which vegetable oil from crops grown
in your home region is the source of all the energy you need to fuel your
car and power your home.
Researchers at Oregon State University's College of Engineering are
developing a revolutionary method that could make this vision a reality by
converting vegetable oil to hydrogen in a specialized microprocessor that
could potentially be housed directly on an automobile.
http://eecs.oregonstate.edu/index.html
Corporate relations, media relations
Tina Batten (541) 737-8613
tinab@ eecs.oregonstate.edu
School of Electrical Engineering & Computer Science
220 Owen Hall
Oregon State University
Corvallis, OR 97331-3211
(541) 737-3617 Fax: (541) 737-1300
Researchers involved with the college's Microtechnology-Based Energy and
Chemical Systems initiative submitted a grant proposal to the U.S.
Department of Energy to develop a microprocessor to first convert vegetable
oil to biodiesel, and then produce hydrogen from that biodiesel.
"President Bush is pushing hydrogen as a presidential initiative," said
Richard Billo, head of the department of industrial and manufacturing
engineering. Billo has played a key role in finding funding for MECS
research projects.
"The Department of Energy has a particular request out for ideas on how to
produce hydrogen from biomass," added Dr. Kevin Drost, director of the MECS
initiative.
http://eecs.oregonstate.edu/undergraduate/abet/platform/planninggrant.html
The MECS proposal was selected as a finalist in national competition for the
grant, and awaits a final review before the award recipient will be decided.
Sen. Ron Wyden has lent his support to the proposal, which should give it
extra merit before the approval committee.
The guiding principle behind this research proposal is the brainchild of
Goran Jovanovic, a MECS researcher in the department of chemical
engineering.
"Using renewable resources to produce hydrogen - that's news," said
Jovanovic. "I think we are on the forefront in this country in developing
that concept."
Jovanovic's inspiration came from a fundamental concept in engineering known
as the integrated cycle, which incorporates several events into a larger
picture, such that every individual event can be performed at its optimal
level.
His ultimate idea is to integrate the agricultural production of oilseed
crops, refining of the oil, production of biodiesel from the oil and its
conversion to hydrogen into a cycle that can be economically sound for a
region like the Willamette Valley in Oregon.
"The concept is relatively simple," he summarized. "We want to convert oil
to hydrogen."
The key step in his process is using biodiesel as an intermediate. Biodiesel
is an alternative fuel made via a relatively simple chemical reaction
between oil and alcohol. Both the oil and alcohol can be produced from crops
grown right here in the Willamette Valley, a central part of Jovanovic's
idea.
"The problem we're trying to deal with is that when you make biodiesel, you
are trying to mix oil and water, fundamentally, and everyone knows oil and
water don't mix well," Drost said. "It takes a long time for oil and water
to mix on a molecular level and make biodiesel."
Their solution is to use a special microprocessor to break the components
into extremely small droplets, allowing them to contact each other more
readily, speeding up the reaction process.
"We can really exploit the nature of this reaction with the advantages that
micro-scale technologies can give," Jovanovic said.
________________________________________________________________________
________________________________________________________________________
Message: 6
Date: Tue, 17 Feb 2004 11:21:59 -0500
From: RemyC <[EMAIL PROTECTED]>
Subject: Angus Loves EVs
From:
"Angus Grieve-Smith" <grvsmth@ panix.com>
Electric vehicles, fuel cells and all of the "alternative fuel" cars are a
great big red herring.
None of these technologies will save any of the 42 thousand people that are
killed every year in car crashes, or stop our garbage dumps from being
filled with old tires and scrap metal, or preserve open space from suburban
sprawl, or right the
injustice that reseves certain privileges to those who can afford their own
personal vehicles.
Have fun playing with your toys and your fancy hemp fuels while other people
actually work to solve the bigger picture of auto dependence.
Angus B. Grieve-Smith
TEMP SLAVE
P.O. BOX 8284
Madison, WI 53708-8284
grvsmth@ panix.com
www.panix.com/~grvsmth/redguide/slave.html
A mischievous and wildly amusing 'zine, Temp Slave documents the often
unpleasant and bitter experiences of temp workers and the drudgery of the
workplace.
________________________________________________________________________
________________________________________________________________________
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--- End Message ---
--- Begin Message ---
I've heard lot's of excellent ideas over the
past couple of days, but I'm not sure if I totally
grasp the concept. Does anybody have a web site where
these ideas are sketched out?
Thanks,
Rod
--- Andre Blanchard <[EMAIL PROTECTED]> wrote:
> I like the twin arms and two load cells. If you are
> cheap I think you could
> use a single load cell on one arm and double the
> reading with out a great
> loss of accuracy.
>
> How about the torque arms mounted to the generator
> at about the balance
> point (of the generator). The shaft of the
> generator rigid coupled to a
> short shaft. A single self aligning pillow block
> bearing on that shaft as
> close to the generator as possible, it could even be
> a bigger bearing on the
> rigid coupler. Then from the short shaft to the
> test motor use a roller
> chain or gear and sleeve coupling so that the test
> motors do not have to be
> perfectly aligned.
> Test motor is supported by whatever type of mounting
> it needs.
> Generator is supported by the pillow block bearing
> and the two load cells.
> Very simple to build, and the torque readings would
> have very little error
> from off center pivots. May want to wrap a scatter
> blanket around it the
> first few times you take it to a new max.
> Is that something like what you had in mind?
>
> Andre' B.
>
>
> -----Original Message-----
> From: [EMAIL PROTECTED]
> [mailto:[EMAIL PROTECTED] On
> Behalf Of Joe Smalley
> Sent: Tuesday, February 17, 2004 11:34 PM
> To: [EMAIL PROTECTED]
> Subject: Re: Carbon pile? and blowers
>
> > You could use one hard mount under or above the
> shaft and two load cells
> > to
> > either side of the shaft. If the load cells were
> both compression and
> > tension type, they can be hooked up so their
> outputs are subtracted
> > (differential mode) to read the torque. If the
> load cells have a high
> > modulus, they would appear to be solid while
> supporting the motor (or
> > generator) but would still read the torque.
> >
> > Joe Smalley
> > Rural Kitsap County WA
> > Fiesta 48 volts
> > NEDRA 48 volt street conversion record holder
> > [EMAIL PROTECTED]
>
>
>
--- End Message ---
--- Begin Message ---
Hi Steve,
I contacted Linda Grahm and her response is as follows:
Looks like it sets up the same regulations and restrictions for
"motorized foot scooters" as apply to mopeds - no use on sidewalks or
highways, must register the scooter... But it appears that the bill was
not passed by the full House prior to the first cut-off period, so it is
dead.
Linda J. Graham, Director
Puget Sound Clean Cities Coalition
618 2nd Avenue, Suite 1200
Seattle, Washington 98104
(206) 684-0935
fax (206) 684-0656
[EMAIL PROTECTED]
http://pugetsoundcleancities.org
--- End Message ---
--- Begin Message ---
Andre Blanchard wrote:
>
> I like the twin arms and two load cells. If you are cheap I think you could
> use a single load cell on one arm and double the reading with out a great
> loss of accuracy.
>
> How about the torque arms mounted to the generator at about the balance
> point (of the generator). The shaft of the generator rigid coupled to a
> short shaft. A single self aligning pillow block bearing on that shaft as
> close to the generator as possible, it could even be a bigger bearing on the
> rigid coupler. Then from the short shaft to the test motor use a roller
> chain or gear and sleeve coupling so that the test motors do not have to be
> perfectly aligned.
> Test motor is supported by whatever type of mounting it needs.
> Generator is supported by the pillow block bearing and the two load cells.
> Very simple to build, and the torque readings would have very little error
> from off center pivots. May want to wrap a scatter blanket around it the
> first few times you take it to a new max.
> Is that something like what you had in mind?
>
> Andre' B.
what makes sense is the load motor being supported on each end by it's
shaft, and held up by big pillow block bearings. Then react the torque
from the case of the motor to load cells.
This I can have Father time help me make up. I still need a 9 inch
aramture with double ended shafts.
But this or some form of it can be assembled. The old Gen cart has some
pretty monster bearings. Hummm Rich pokes around in the toy piles and
bins....
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
--- End Message ---
--- Begin Message ---
http://www.reed-electronics.com/ednmag/
Look in 'design ideas'
or if you get EDN magazine it's on page 83.
The article is not on their web site yet,
but should be in a couple of weeks.
I also couldn't find anything on Fairchilds
web site for the HSR412.
The title is "solid-state relays simplify monitoring
electric-car battery voltage"
Rod
--- End Message ---
--- Begin Message ---
Richard Bebbington wrote:
>
> This reminded me of something I saw in one
> of our big electronics catalogues here in
> the UK ( RS Components )
>
> I can't remember the manufacturer
> ( haven't got an RS catalogue here at home )
> but a basic description goes like this:
>
> Imagine the load you're turning and your
> driving shaft are arranged in-line.
> Joining them together are two coupling pieces,
> connected together with a reinforced rubber
> tube. The tube has some lines printed on it,
> along the tube's axis -
> - the centre line is straight, but the others
> are slightly skewed, getting more skewed as
> you get towards the edge of the group of lines.
>
> To read the torque, you use a strobe light
> like those used for timing ICE cars. Get the
> strobe in sync with the rotating assembly, so
> the line appears stationary.
> Look for which line is straightest - that tells
> you how much the tube has twisted, and so
> the torque.
Neat! But I wonder why they used a rubber tube? I would think that a
metal spring would be far more repeatable and accurate. I've seen
couplers that consist of a coil spring clamped to each of the shafts.
Perhaps you could 'calibrate' one with a torque wrench?
--
"Never doubt that a small group of committed people can change the
world. Indeed, it's the only thing that ever has!" -- Margaret Meade
--
Lee A. Hart 814 8th Ave N Sartell MN 56377 leeahart_at_earthlink.net
--- End Message ---
--- Begin Message ---
Hi All, Sorry for the mis post, I hit reply from Steve Lough of The Seattle
Electric Vehicle Assn. I don't know how it went here. Anyway, there was a
bill before the State of Washington Legislator that would require electric
board scooters to be registered as well as restricted in travel from many
roads. It looks like it failed but it could come back. Everyone up here in
the Northwest should keep an eye on their government.
Roderick
Roderick Wilde, President, EV Parts Inc.
Your Online EV Superstore
www.evparts.com
1-888-EV Parts (387-2787)
Phone: 360-385-7966 Fax: 360-385-7922
PO Box 221, 107 Louisa Street
Port Townsend, WA 98368
----- Original Message -----
From: "Roderick Wilde" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Wednesday, February 18, 2004 9:40 AM
Subject: Re: Anti-scooter legislation (Washington State)
> Hi Steve,
>
> I contacted Linda Grahm and her response is as follows:
>
> Looks like it sets up the same regulations and restrictions for
> "motorized foot scooters" as apply to mopeds - no use on sidewalks or
> highways, must register the scooter... But it appears that the bill was
> not passed by the full House prior to the first cut-off period, so it is
> dead.
>
> Linda J. Graham, Director
> Puget Sound Clean Cities Coalition
> 618 2nd Avenue, Suite 1200
> Seattle, Washington 98104
> (206) 684-0935
> fax (206) 684-0656
> [EMAIL PROTECTED]
> http://pugetsoundcleancities.org
--- End Message ---
