REMINDS ME OF A SONG:
KNOW THE WAY TO...WESTON, SEATTLE, NEW LONDON AND, SAN JOSE...VENEZUELA POLICY REACHES...ALASKA!
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Baltimore Bishop Charged in Hit-and-Run Case
By JENNIFER STEINHAUER
JAN. 9, 2015
BALTIMORE — One of the highest ranking officials in the Episcopal
Diocese of Maryland was facing multiple charges on Friday in connection
with a hit-and-run accident that killed a popular cyclist here two days
As her first act as the state’s attorney for Baltimore City, Marilyn J.
Mosby, who won in an upset election this fall, said, Suffragan Bishop
Heather Cook was drunk and texting when she hit Thomas Palermo, 41, a
bike safety advocate.
At a news conference this morning, Ms. Mosby said Bishop Cook would face
charges including vehicular manslaughter, criminal negligence, driving
under the influence of alcohol, texting while driving and leaving the
scene of an accident. Story in full: http://www.nytimes.com/2015/01/10/us/baltimore-bishop-charged-in-hit-and-run-case.html?module=WatchingPortal®ion=c-column-middle-span-region&pgType=Homepage&action=click&mediaId=thumb_square&state=standard&contentPlacement=4&version=internal&contentCollection=www.nytimes.com&contentId=http%3A%2F%2Fwww.nytimes.com%2F2015%2F01%2F10%2Fus%2Fbaltimore-bishop-charged-in-hit-and-run-case.html&eventName=Watching-article-click&_r=0
WE FIRST HEARD ABOUT IT HERE IN WESTON...
As dramatic as any theatre
From The Bard, who
showed concern for lower gas mileage and a quick but quiet
getaway: "A horse! a horse! my kingdom for a horse!".
- (Richard III, Act V, Scene IV).
Fairfield man crafts a plug-in
By Michael C. Juliano, STAFF WRITER
Updated: 10/17/2009 08:16:29 AM EDT
To do his part for the environment, James Boncek of Fairfield has
turned his 1993 Toyota Tercel into an all-electric vehicle with the
help of Stamford-based power marketer MXenergy.
"It all begins with awareness of your actions and understanding what we
do really matters," said Boncek, 26, who gained an awareness of vehicle
emissions as a graduate from New England Technical Institute. "I know
what comes out of the tailpipe and how it affects our environment."
Boncek said he spent the past five months replacing the gas engine on
the Tercel, which he bought for $100 in 2004 with about 150,000 miles
on the odometer, with an electric motor that runs off of two 12-volt
batteries under the hood and 10 12-volt batteries in the
"The real goal is not for me just to have an electric car and be green,
but to show the rest of the world that having a green car is possible,"
he said. "The car has a great chassis on it and a new heart, so it'll
go for another 200,000 miles. It's a complete recycle."
The vehicle, which has a top speed of about 70 miles per hour, can
drive for about 50 miles before needing a six-to-eight-hour charge from
the power grid, said Boncek, who works as the technical director for
the Fairfield Theatre Company.
"It's pennies on the dollar in comparison to gas," he said, adding that
his special Tercel does not need tune-ups, oil changes, spark plugs or
any new parts associated with a gas engine. "There's
maintenance to an electric car."
The conversion, which cost about $10,000, would have not been possible
without sponsorship from MXenergy, which also lends its support to the
theater company, Boncek said.
"I had a very good working relationship with MXenergy, so I asked them
for help," he said. "They were excited to be involved in this project."
MXenergy has given a "sizeable donation" to Boncek's conversion project
because his electric vehicle serves as a way to educate the public on
energy efficiency and responsible care of the environment, said Paul
Lavella, MXenergy's marketing director, citing the Fairfield man's
The company, which provides natural gas and electric power in 39 areas
throughout North America, recently initiated an MXenergy Wizard program
in Michigan to offer rebates on insulation and other energy savers in
exchange for home energy audits.
"We're getting a lot of interest because people are realizing the
paybacks can be very dramatic," Lavella said.
The manufacture and use of electric vehicles greatly reduces U.S.
dependence on foreign oil while preventing carbon monoxide emissions,
said Bob Rice, president of the New England Electric Auto Association
in Killingworth, who turned his 1989 Volkswagen into an electric car.
"Why can't all the big car companies do the same thing?" he said,
adding that consumers can get electricity from the sun if they really
want to go green. "Global warming is a real thing."
Prius: It’s Not Just a Car, It’s an
By Kate Galbraith
December 23, 2008, 9:58 am
Which would you rather have in a winter emergency? (Photos: Toyota
(top); Daniel Steger/OpenPhoto.net)The Prius has a new use, and it does
not involve driving. The Harvard Press — which serves the Massachusetts
town of Harvard as opposed to the university — reported that the car’s
battery helped keep the lights on for some locals during the recent ice
The newspaper reports that John Sweeney, a resident who lost power,
“ran his refrigerator, freezer, TV, woodstove fan, and several lights
through his Prius, for three days, on roughly five gallons of gas.”
Said Mr. Sweeney, in an e-mail message to The Press: “When it looked
like we were going to be without power for awhile, I dug out an
inverter (which takes 12v DC and creates 120v AC from it) and wired it
into our Prius.”
According to the newspaper, “the device allowed the engine to run every
half hour, automatically charging the car battery and indirectly
supplying the required power.”
In fact, this development, which comes at a tough time for Toyota,
which makes the Prius, may not be not as strange as it sounds. Mr.
Sweeney’s tinkering is along the lines of the “smart grid” technology
that many utility executives and other experts say lies in our future.
The idea is that the battery of an electric car — a plug-in, in most
smart-grid scenarios — can feed power to the electricity grid when the
grid needs it.
Even President-elect Barack Obama has endorsed this idea, as seen
toward the end of this YouTube clip in which he said: “We’re going to
have to have a smart grid if we want to use plug-in hybrids — then we
want to be able to have ordinary consumers sell back the electricity
Mr. Sweeney, out of necessity, got there first.
offering heat to villages
VENEZUELAN OIL: Controversial but free
program in 3rd year.
Alaska Daily News
By KYLE HOPKINS, firstname.lastname@example.org
Published: November 28th, 2008 03:46 AM
Last Modified: November 28th, 2008 03:51 AM
With heating oil prices approaching $10 a gallon in rural Alaska and
reports of neighbors stealing fuel from neighbors to warm their homes,
a Venezuela-owned oil company plans to supply free fuel to villages
again this winter. That's what a Citgo executive who
oversees the company's free heating oil program told the Alaska
Inter-Tribal Council earlier this month, said council director Steve
Citgo has provided roughly 15,000 Alaska village households 100 gallons
of heating oil each for the past two winters. If the company donates
the same amount this year, some families will save as much as $1,000 on
their fuel bills. It's part of a program providing assistance to
low-income communities in 23 states.
In the Inupiat village of Noatak, north of Kotzebue, heating oil sells
for $9.79 a gallon. Villagers are crossing their fingers for the Citgo
assistance while locking their fuel tanks under plywood and padlocks to
protect them from thieves, said Eugene Monroe Sr., a local councilman.
"You got to be watching your tank all the time," he said.
But the free oil comes with political baggage, particularly in an
oil-rich state with a potential presidential candidate for governor.
Venezuelan President Hugo Chavez is a proud socialist who once referred
to President Bush as "the devil" before the United Nations. He teamed
with Iran to fund other nations' efforts to, as Chavez put it,
"liberate themselves from the (U.S.) imperialist yoke."
The fact that the heating assistance is coming from Chavez led some
eligible Alaska communities -- such as St. Paul -- to reject Citgo's
gift in the past. It would have been unpatriotic to participate,
said Steve Senisch, a local councilman who voted against the gift in
2007. He predicted the council will vote the same way this time.
"I don't think the rhetoric coming from Hugo Chavez has really changed
in any way."
But Osborne said that villages that once opted out of the program, such
as St. George, plan to participate this year as Citgo's program grows
internationally and prices remain high in rural Alaska. Melanie
Edwards lives in Nome, where she's the vice president of the regional
nonprofit that manages the heating-oil program for more than a dozen
"Last time I checked, (Citgo is) paying corporate taxes to the U.S.
Treasury," she said. "And we figure until such time that the U.S.
government is so offended by Venezuela and Citgo that they're not
accepting any more funding, then we're not being unpatriotic by
accepting the same."
RESOURCE REBATE HELPED
High fuel prices this year filled Alaska's coffers even as residents
struggled to pay their bills. In response, the state gave all Alaskans
a $1,200 "resource rebate" at the urging of Gov. Sarah Palin.
Palin's team is now working on the state budget and new state energy
plan. She's also fresh off her vice presidential bid, where Sen. John
McCain presented her as a leading expert on energy policy.
Palin's office did not respond to questions Wednesday about the
governor's stance on the Citgo program, and whether she would call for
another round of state-funded energy relief next year. Anchorage
Rep. Bob Lynn, a Republican, said he doubts the state would cut checks
again because oil prices are dropping and the payment was meant to be a
Lynn said it's not right for Alaska to receive oil from Chavez. "We
need to be able to take care of our own. The United States needs to do
something about this," he said.
Still, Lynn added later, "It's one thing for me to speak philosophical
thoughts here in the warmth of my home in Anchorage. It's another thing
to have a wife and kids in danger of freezing to death out there."
VILLAGE COSTS LOCKED IN
Branson Tungiyan grew up in the St. Lawrence Island village of Gambell
and is now the general manager. Come January, when temperatures
sink to 20 and 30 below, he'll burn up to 30 gallons of heating oil a
week, he said. But the cost has jumped from $4.75 a gallon last
year to $7.65. And unlike the cities, where local fuel prices dip along
with the national market, the village price is locked in place all
It won't change again until the next supply barge arrives sometime this
summer, Tungiyan said. Villagers are turning to hauling driftwood
that washes ashore about 10 or 15 miles out of town and burning it for
heat, he said.
"We feel for our government, but we also have more concern to our
families' survival to have heat in our homes ... That's what I meant by
leaving politics to the politicians."
This week, the local tribal government approved a gift of its own -- 30
gallons of heating oil per household, to help with the bills, he said.
PROGRAM FOR U.S. POOR
Citgo Petroleum Corp. started the heating assistance program in 2005
after Hurricane Katrina flooded New Orleans and Chavez toured poor
neighborhoods in the Bronx, officials said in 2006.
Venezuela is one of the world's top oil-producing nations and now
provides low-cost or free fuel in 23 states. In 2006, New Hampshire
refused the free oil, saying it was an attempt at political
grandstanding by Chavez. But this year state officials changed their
minds in the face of rising fuel prices, according to The Associated
Press. Company spokesman Fernando Garay, in Houston, declined to
talk about the company's plans for Alaska this week. "We cannot discuss
it at this point in time and once the program is approved, we will
release all the pertaining information."
But over the past two winters, Citgo donated roughly 4 million gallons
of oil worth more than $15 million, the company said. About three
weeks ago, a Citgo executive called Osborne at the AITC and said the
company was "planning on doing the program" again this year. The
paperwork isn't finished, Osborne said.
So is there a chance Citgo wouldn't provide the aid?
"Boy, I don't think there is a way. They're good at their word,"
The gift is available to anyone who lives in an Alaska community that
is more than 70 percent Alaska Native, said Osborne, who hopes to see
the program expand to other rural towns and even cities such as
Anchorage and Fairbanks in the future.
Citgo doesn't actually send oil to Alaska.
Last year, the company gave oil to a nonprofit, Citizens Energy Corp.
-- founded by former U.S. Rep. Joe Kennedy -- which in turn sold the
oil and delivered the money to the Alaska Inter-Tribal Council, which
manages the program in Alaska. Fewer households appear eligible
for the program this year because local nonprofits are finding fewer
families living in Alaska Native communities, Osborne said.
"You always hear about villages closing or people moving out of
villages. ... the numbers that I've received so far would seem to
indicate that is the case," he said.
CONCERN IS GENERAL
With Alaskans in villages and cities alike calling for help with energy
bills this year, governments at all levels are kicking in money to curb
Rocketing fuel prices and worries of a migration from villages to
cities dominated the Alaska Federation of Natives annual meeting in
October, where Sen. Lisa Murkowski said the federal government is
doubling the amount of money it's sending to Alaska to help low-income
families heat their homes. Congress approved $34 million for
Alaska this year through the federal program, which is called Low
Income Home Energy Assistance and sends aid to families with incomes at
or below 150 percent of the federal poverty level.
Households that make slightly more money can apply for a similar state
program created by the Legislature this year. Lawmakers appropriated
$10 million for that program and the money is being distributed now,
said Ron Kreher, chief of field operations for the state Division of
President-elect Barack Obama's transition team has invited the Alaska
Inter-Tribal Council and other tribal leaders from around the country
to meet in Washington, D.C., on Dec. 8, Osborne said. Obama's
team wants to hear two or three priorities that the tribes think the
new president should focus on, he said.
"One of them will be, I think, that energy crisis."
Meantime, the state is working on a long-term energy plan that's
expected to be unveiled in time for the Legislature to consider in
Guilford man eyes city site for green venture
By Mary E. O'Leary, New Haven Register Topics Editor
Tuesday, November 25, 2008 12:37 PM EST
NEW HAVEN — When Gus Kellogg pulls onto his business site in the North
Yard of New Haven Harbor, his biodiesel Volkswagen bug is dwarfed by
the petroleum storage tanks looming on the west flank of the
property. The Guilford resident, who has been distributing biodiesel, a
mixture of vegetable oil feedstock and methanol, for three years, is
taking his green venture to the next level with a plan to produce the
sustainable fuel in New Haven.
"When our plant comes online, we expect to produce 20 million gallons
within five years. It may seem like a drop in the bucket, but it is a
significant step in what we believe is the right direction," said
Kellogg, who is proceeding through necessary local approvals.
There are almost 175 biodiesel plants, built or under construction, in
the U.S., Kellogg said, but only one in Connecticut and three in New
England. In New Haven, the Magellan Terminal Holdings tanks, some
with capacity of 100,000 barrels, will dwarf the 10,700-barrel tanks
Kellogg plans to build in the first phase of his proposal for 100
Wheeler St. Two self-contained processing units and a truck-loading
rack are part of the phase.
He said the business would operate 24/7 and employ 15 full-time
workers. In a second stage, Kellogg plans construction of a
8,266-square-foot building to house an office and additional processing
units. So far, the City Plan Commission has given him a favorable
coastal site review; the Board of Zoning Appeals votes on it Dec.
9. Kellogg hopes to work out an arrangement with Magellan to
blend biodiesel with diesel for heating and vehicular use, while
long-term he would like to use the adjacent Quinnipiac River for
transport to other regions.
"New Haven for us is a really logical site. It's very ideal because it
is the largest oil cargo port between New York and Boston," Kellogg
said. If he can't sell all of his product in New Haven, he said, he
will look for buyers throughout New England. The 100 Wheeler St.
site is home to eight businesses, many in buildings renovated by Ronsal
North LLC. Kellogg's operation would take place on less than one-half
acre of a 6-acre site with a view of Pearl Harbor Memorial Bridge.
He hopes to catch the slow rising curve of consumer interest in the
product. Already in Europe, more than half of vehicles have diesel
engines, with more options coming on the American market. While
the stock market see-saws and bank credit is scarce, Kellogg remains
optimistic it is a good time to pursue a green agenda if he can get
state help in putting his financing package together.
Also, the incoming Barack Obama administration in Washington is
expected to give top priority to energy independence and creation of
"It truly can be a job creator both on the farming side, the processing
side and technology side," Kellogg said.
His company, Greenleaf Biofuels, was one of seven approved last week
for $350,000 in state reimbursement grants to the biodiesel industry.
He got $50,000 for purchase of a 6,900-gallon biodiesel tank trailer.
The state had put $5 million aside for grants for the industry, but
Gov. M. Jodi Rell has targeted $2.5 million to cut from the program as
part of closing a $300 million budget deficit this year. Local state
representatives, however, argue this is not the place to achieve
"Cuts in alternative energy would be destructive and take us in a
direction opposite from where we should be going," said state Sen.
Edward Meyer, D-Guilford. Monday, negotiations between Rell's office
and the General Assembly were whittling the cut to $450,000.
Derek Slap, spokesman for Senate Pro Tempore Donald Williams,
D-Brooklyn, said Williams "wants to make sure that what we cut doesn't
make the economy worse."
Kellogg said his typical customers now are farmers, boaters and drivers
of diesel cars. The biggest dealer he delivers to is Hale Hill Biofuels
in Branford. His proposal is to use recycled cooking oil from
National Rendering Co. in the New Jersey and Boston areas, but he is in
discussions with a Connecticut distributor. The company's commitment,
however, is to use the most sustainable feedstock, which down the road
could be algae.
The biodiesel waste product is glycerin, which will be sold for
conversion to soaps and detergents. His target is to break into
the "huge" heating oil market, which is typically sold with a 5 percent
to 20 percent ratio of biodiesel and diesel.
Kellogg is president of the Connecticut Biodiesel/Bioheat Association.
He recently brought on Yale professor Paul Anastas, also known as the
father of green chemistry, as the firm's chief technology officer.
Kellogg, 39, who worked in the tech sector, said running a biodiesel
company is a political and economic statement.
"It's all about energy security and cleaning up the environment,"
An indication of the viability of the biodiesel industry is Magellan's
investment at its East Street terminal, where it has a 150,000 barrel
storage capacity for biodiesel and a blending system that allows for a
truck to create a 2 percent to 40 percent blend for diesel fuel and a 2
percent to 20 percent blend in heating oil, according to its spokesman,
Meet The Future Face Of Biodiesel:
Once rendered into pet food, chicken fat is the latest domestic product
to move to the fuel pump
By Christopher Leonard, Associated Writer
Published on 1/7/2007
Jerry Bagby is typical of the oil men who are prospecting for a fortune
in the Midwestern biofuels boom. He's convinced there's oil in these
hills — and he's found a well that no one else is using.
Bagby and a longtime friend have cobbled together $5 million to build a
new biodiesel plant on the lonely croplands outside this southeast
Missouri town. They're betting they can hit paydirt by exploiting a
generally overlooked natural resource that's abundant in these parts —
There's a virtual gusher of the stuff at a nearby Tyson Foods Inc.
poultry plant. Currently, the low-quality fat is shipped out of state
to be rendered and used as a cheap ingredient in pet food, soap and
Bagby and his partner Harold Williams plan to refine the gooey
substance, mix it with soybean oil and produce about 3 million gallons
of biodiesel annually.
Today, only a tiny fraction of U.S. biodiesel is made from chicken fat,
but that seems likely to change. The rising cost of soybean oil — which
accounts for roughly 90 percent of all biodiesel fuel stock — is
pushing the industry to exploit cheap and plentiful animal fats.
The nation's biggest meat corporations have taken notice. Tyson Foods
announced in November it has established a renewable energy division
that will be up and running during 2007. Competitors Perdue Farms Inc.
and Smithfield Foods Inc. are making similar moves.
As meatpackers enter the field, they bring massive amounts of fuel
stock that could make biodiesel cheaper and more plentiful.
The shift to animal fat as a fuel stock could be key to making the
budding biodiesel industry a reliable fuel source for U.S. trucking
fleets, said Vernon Eidman, a professor of economics at the University
of Minnesota who has extensively studied the biofuels industry.
Eidman estimates that within five years, the U.S. will produce 1
billion gallons of biodiesel, and half of it will be made from animal
fat. By that time soybean-based biodiesel will account for about 20
percent of the total, he said.
For fuel refiners like Bagby, the allure of animal fat is clear.
Soybean oil costs 33 cents a pound while chicken fat costs 19 cents. He
only plans to include soybean oil in his blend because it adds
necessary lubrication for engine parts.
“Soybean oil is more expensive than other products, so we just use
enough of it to make the system run clean,” Bagby said, gesturing
toward a row of pipes and vats being installed in his new refinery.
For companies like Tyson, the attraction is simple. Being the nation's
biggest meat company, Tyson is also the biggest producer of leftover
fat from chicken, cattle and hogs.
Tyson is keeping the specifics of its renewable fuels division under
tight wraps. But Tyson Vice President Jeff Webster told a recent
investment conference the potential is clear. Tyson produces about 2.3
billion pounds of chicken fat annually from its poultry plants. That's
about 300 million gallons that could be converted to fuel.
The market for biodiesel and ethanol really started to boom in August
2005, after passage of the federal Energy Policy Act, experts say. The
bill set a new standard requiring the U.S. to use 7 billion gallons of
renewable fuels by 2012.
While it's always been cheaper, animal fat was initially overlooked as
a biodiesel fuel stock because of its uneven quality, Eidman said.
When the energy bill passed, soybean oil was already widely sold as a
food additive. Biodiesel refiners could depend on its quality because
the oil was marketed and certified under a strict guidelines, Eidman
Animal fat also has its technical drawbacks. It clouds up at higher
temperatures than soy-based biodiesel, which means it might thicken up
when used in colder, northern cities, Eidman said. That might limit
distribution to southern areas where temperatures don't often drop
below 40 degrees or so.
While these factors kept animal fat in the background, the biodiesel
industry has hit a turning point.
Increasing demand for soybean oil as a fuel and as a food is making the
price creep up. It now makes economic sense to invest in new technology
to process animal fat into usable form as a fuel stock.
Tyson and Perdue are already experimenting with biodiesel. Both
companies have started using biodiesel in their trucking fleets.
Salisbury, Md.-based Perdue is also selling soybean oil as a biodiesel
fuel stock through the company's Grain and Oilseed Division. The
company also said this summer it's studying plans to build its own
biofuels plants or invest in others.
Smithfield Foods has established its own biofuels division. The
Smithfield BioEnergy group is studying how to turn hog waste into fuel
and has also started producing biodiesel from vegetable oil. The
company didn't comment on the division, but recent financial filings
say the biodiesel program is still losing money because of startup
Having a massive new source of fuel stock is a welcome development for
the biodiesel industry, said Amber Thurlo Pearson, a spokeswoman for
the National Biodiesel Board.
“More biodiesel in the marketplace could help make biodiesel's cost
even more competitive with diesel fuel,” Pearson said.
The board estimates that U.S. biodiesel production is tripling
annually, going from 25 million gallons in 2004 to 75 million gallons
last year. The final tally for 2006 should be between 150 and 225
Biodiesel costs about $1 a gallon more to produce than conventional
diesel, but federal tax breaks for fuel distributors help hide that
cost from consumers.
Bagby said his plant will be up and running by the end of January. His
equipment can refine soybean oil, cotton seed oil and animal fat. That
gives him flexibility to use whatever's cheapest on the commodity
markets. His first batches will be made from soybean oil because it's
easiest to get the equipment calibrated.
After that? Soybean oil has a long way to drop before it's as
affordable as chicken fat.
“You can see the difference in cost,” he said.
And what of other alternatives?
Hybrids Gain Traction Locally As Gas Prices
By Patricia Daddona
Published on 6/9/2008
More consumers in southeastern Connecticut are trying to counteract the
$4.27 statewide average price of gasoline - currently third-highest in
the nation - by going green. Their reward for driving a hybrid
car? Increased fuel economy, reduced emissions, federal tax credits and
sales tax exemptions that went into effect April 1 - but not
necessarily huge savings over time, experts say.
”People only see a huge slap in the face they're getting at the pump,
but you won't make up money in gas savings alone” by buying a hybrid
instead of a small, fuel-efficient car, warned Mike Quincy, a content
specialist for Consumer Reports' Connecticut Auto Testing Center.
Still, the demand for hybrids is high. In showrooms at Cardinal Honda
in Groton and Girard Toyota in New London, and on the outdoor lots,
there's not a hybrid to be seen. That's because Japanese
production can't keep up with demand. Waits are two to four weeks for a
Civic Hybrid and three months or more for the Toyota Prius, company
Customers have been offering Girard salesman Tony Arruda up to $5,000
above the base sticker price of $23,435 for a Prius. He asks them to
put down a deposit and join the growing waiting list while
manufacturers try to match demand. Cardinal Honda is selling
eight hybrids a month and Girard Toyota is selling 10, compared with
five and six a month respectively last year, and spokesmen there say
they would sell more if more cars were available.
”The demand is there, and they can't produce them fast enough,” Arruda
said. “We have 10 to 12 people a day that want to buy them, and we
can't take orders for them because we don't know how many we're going
Hybrid-electric vehicles combine the benefits of gasoline engines and
electric motors, improve mileage, increase power and can add extra
power for electronics and tools, according to the U.S. Department of
Energy. By 2015, sales of hybrid cars could more than triple and
may comprise as much as 7 percent of the car market, up from less than
3 percent today, according to a forecast by J.D. Power and Associates,
said spokesman John Tews.
In 2008, the firm estimates there will have been 422,000 sold in the
United States, he said. The company is a market research firm with a
strong focus on the automotive market. In May, the Ford F150
pickup truck, long the best-selling vehicle in country, dropped from
first place to fifth, said Cody Lusk, president of the American
International Automobile Dealers Association.
His group represents some 11,000 international franchises, but not the
Big Three - Ford, GM and Chrysler. Now, more and more car buyers
are seeking out high mileage vehicles and hybrids, he said.
”We're requesting as many as we can get,” said Rob Bonosconi, Cardinal
Honda's new car sales manager. “If they dropped a truck off with 10 of
them now, we'd probably deliver them all in a couple of days.”
The Ford Escape, a hybrid SUV made overseas, is also in short supply,
said Whaling City Ford Vice President Charles Primus.
”We could sell all the hybrids Ford gives us, but Ford is not producing
enough,” Primus said. “We're disappointed. We know Ford is working on
In America, gas prices have been artificially low compared to the rest
of the world, and only now are catching up, Lusk said.
”Some of the industry saw this coming, but it's hard to convince people
to buy fuel-efficient vehicles when gas is $2.50 a gallon,” he said.
Hybrid Owners of America, a trade group with more than 500 members,
found in a survey that 44 percent of drivers said in January they would
consider a hybrid if gasoline topped $4 a gallon, said spokeswoman
Ailis Aaron Wolf.
”It wasn't that long ago that people thought hybrids were this
pie-in-the-sky idea,” she said.
Despite the increased popularity, Quincy, of Consumer Reports, warns
that the higher prices for a hybrid still can't be recovered just with
savings on gas.
”The premium cost for a hybrid is going to take many, many years of
driving to overcome the difference” in cost compared to a four-cylinder
passenger car, Quincy said.
Small, fuel-efficient cars are making a huge comeback, and are cheaper
than hybrids, he added. The Toyota Corolla, for instance, costs about
$6,000 less than the Prius, and averages 32 mpg. The Prius averages 44
mpg but costs more to buy. Analysts at www.hybridcars.com warn
that the lengthy waiting lists may discourage Prius and other hybrid
buyers, but dealers like Arruda say the interest in them remains high.
”I think the U.S. is overdue to get in line with most of the world,”
Quincy said. “I think above $3 and maybe $4 a gallon might be here to
stay. And industry experts are saying this run on small cars, this is
here to stay.”
Shays' energy bill puts efficiency
By A.J. O'CONNELL, Hour Staff Writer
January 20, 2006
STAMFORD — More hybrid cars on the road, more companies subsidizing
their employees' train fares, doubled funding for Energy Star Programs,
more local authority in energy decisions and no tax breaks for oil
These are some of the things that may come to pass if the U.S. Rep.
Christopher Shays' Energy For Our Future Act is passed by Congress this
Shays, R-4, speaking at a Thursday morning press conference at the
Stamford Water Pollution Control Authority, detailed the bill, said
"Our country has ignored the environmental energy relationship. In
Europe they can produce twice as much for the same energy costs. It's
more expensive there, so they value it."
The bill proposes a list of incentives encouraging energy efficiency
for individuals, as well as for municipalities, states and also for
industries — if passed, the law would require all newly-manufactured
cars to get 40 miles to the gallon gas mileage, and would offer double
tax credits to people who buy the more energy-efficient hybrid cars and
also offer the automotive companies incentives to develop more
The legislation aims to make public transportation more attractive to
commuters; offering subsidies on fares and authorizing grants that will
allow the development of more energy efficient trains and buses. The
legislation will also offer tax credits to those who retro-fit homes
with insulation, or to those who build new efficient housing.
Regional environmental groups applauded Shays' efforts. Representatives
from the Audubon Society, the Sierra Club, Save the Sound, ConnPIRG,
the League of Conservation Voters and Republicans for Environmental
Protection were on hand to applaud the legislation.
Veteran lawmaker Julie Belaga, now a spokeswoman for the League of
Conservation Voters, was one of a handful of conservation-minded
activists who came out to support the bill. She says that it's
imperative that the government seek out new sources of energy.
"We have to do something immediately," she said.
Belaga showed strong support of the bill at Thursday's conference,
whispering "yes" when Shays announced that the legislation would remove
the tax break awarded to fossil fuel companies.
"This is no longer a pie in the sky," she said. "This is possible."
Formally titled The Energy for Our Future Act, H.R. 4384 was introduced
this past November by Shays and U.S. Rep. Maurice Hinchley, D-N.Y. In
that time it has garnered the support of six other congressmen; five
Democrats, one Republican and one Independent. According to Sarah
Moore, of Shays' office, the congressmen are working with environmental
groups to get more co-sponsors for the bill.
Currently, the bill is in the Committee on Energy and Commerce, chaired
by U.S. Rep. Joe Barton, R-Texas.
There are those who feel that an energy efficiency bill will not be
able to pass this year, owing to a major energy efficiency bill that
was passed earlier in 2005.
"That was several years in the making," said Jim Owen, a spokesperson
for the Edison Electric Institute in Washington, D.C. "I imagine that
the congressional appetite for taking up those issues again is modest
at this point."
The HOUR (A.P.)
Rise in deaths adds to cyclists' anger:
A total of 21
cyclists have lost their lives in traffic accidents in New York this
November 23, 2005
YORK (AP) — Jen Shao, the immigrant owner of a Chinatown souvenir shop,
wasn't trying to make a political statement as she pedaled her bicycle
through downtown Manhattan. The 65-year-old woman biked, her family
told reporters, because she found it easier than walking.
her September death beneath the wheels of a tour bus was one of an
increased number of biking fatalities this year, adding a melancholy
edge to long-running tensions over the presence of bicycles on the
city's crowded streets.
a month left in the year, police records show 21 cyclists have died in
traffic accidents in New York, up from 15 in all of 2004.
number may just be a statistical anomaly, transportation officials
said. Between 2000 and 2004, traffic accidents killed 82 cyclists in
the city, according to the National Highway Traffic Safety
Administration — an average of about 16 deaths per year. This year's
small spike has further angered a riding community already upset by
what they perceive as an unfriendly view of bikers among some drivers
and city officials.
weeks of Shao's death, a group of artists installed a tribute at the
spot where she fell; a bicycle, painted white like a ghost, and a
plaque inscribed with her name.
Caplicki, whose group Visual Resistance has created six "ghost bikes"
this year to memorialize fallen cyclists, said they want people to
rethink the American notion of the car as king.
form of transportation and the people who use it are really invisible,"
he said of the city's bicyclists. The memorials are the work of some of
the same cycling enthusiasts behind "Critical Mass," a once-a-month
nighttime group bike ride through the city's streets.
rides — held partly for fun, and partly to celebrate liberal,
environmentalist ideals — began 10 years ago.
last year's Republican National Convention, thousands of political
activists temporarily swelled the ranks of the ride and police
responded with a crackdown. Hundreds of riders were arrested on charges
of parading without a permit. The rides have since shrunk to a few
hundred bikes or less, but police action has continued. Dozens of
arrests are now routine at the gatherings.
officials also sued to stop the rides altogether, maintaining they are
illegal without a permit. The cyclists won some early rounds in the
litigation, but the case is still pending.
in Brooklyn also have griped that their bikes were confiscated en masse
from spots near a subway station, allegedly for violating sidewalk
clutter laws. And members of the New York Bike Messenger Association
say police have conducted ticketing blitzes this fall, stopping and
citing riders for minor infractions such as not having a bell.
some reason, in the last year and a half the city has decided, 'That's
enough' and now it's trying in every way possible to discourage
cycling," said Bill DiPaola, executive director of the pro-bike group
Time's Up. A police spokesman did not respond to requests for an
interview to discuss the department's interaction with cyclists.
advocates enjoy a better relationship with the city's Department of
Transportation, which in the past few years has done plenty to
encourage cycling, including the creation of more than 100 miles of new
bike lanes. Those steps contributed to a growing number of riders
citywide. An annual survey recorded 16,292 bicyclists pedaling past a
series of checkpoints during a 12-hour period in 2005, compared to
12,757 five years earlier.
the early 1980s, the same surveys found between 6,000 and 7,000 bike
trips, said the transportation department's bike program coordinator,
officials, at the request of cycling groups, recently pledged a study
of all city bike fatalities from the past decade in an attempt to
determine whether some or all could have been prevented.
Vesselinovitch said planning for the study has already begun.
advocates also have asked the city to more aggressively cite motorists
for aggressive driving and commit to quicker implementation of a
years-old master plan for more bike lanes and recreational pathways.
New York City should be an ideal place for cyclists with its wide,
one-way streets, said Noah Budnick, projects director for the group
Yorkers love to ride, and there are a lot of characteristics of the
city that make this a great place for riding," Budnick said.
Takes The High Cost Out Of Diesel Power
By Steve Grant , The Hartford Courant
Published on 3/4/2007
Hartford -- Georges Zidi is the real frugal gourmet.
Zidi is executive chef at the venerable and private Hartford Club,
where members dine in style in a Georgian-revival townhouse.
But Zidi lives in Yorktown, in Westchester County, N.Y., and endures a
round-trip commute of 180 miles daily to whip up dishes like roasted
duck with raspberry sauce.
His gasoline bill was running $700 a month until he discovered he could
raid the restaurant's deep-fat fryer — and the fryers in several
restaurants back home, too.
Zidi is among a comparative handful of people who have converted a
diesel-engine car or truck to burn vegetable oil. It can be done, and
it works, and it can save a lot of money.
“Now I spend a maximum of $80 to $120 a month,” he said.
The chef took his Mercedes sedan to Votech Vegetable Oil Fuel Systems
in Mahopac, N.Y., where co-owner Wally Little installed a conversion
system that allows Zidi to run on either petroleum diesel fuel or
There's a little bit of a hassle involved to burn restaurant waste
oils, but not much. Little says the oil must be dewatered and filtered
to remove any particles larger than 1 micron. Materials for a
home-filtering system are available for less than $200, he said.
Restaurants are happy to give away the tired oil in their fryers
because otherwise they would have to pay to get rid of it. Zidi of
course has first dibs on the Hartford Club oil.
The only other wrinkle is that a diesel engine does not start well with
vegetable oil in winter. Drivers like Zidi start the engine with
petroleum diesel fuel and then flip a switch to burn vegetable oil once
the engine warms. For that reason, Little says the system is not for
people who make a lot of short trips around town. For people with long
commutes, however, the system can pay for itself in no time.
Zidi's conversion cost $2,200. Little said a new proprietary system he
is selling and for which he has a patent pending runs $3,000 to $5,000.
“The initial outlay — sure, it hurts,” Little said. “but once you have
reached your break-even point, it becomes, 'Why didn't I do this years
As for Zidi, he's waiting for summer, when he won't even need the
petroleum diesel fuel to start the car. “Then I run free for any miles
I have to drive,” he said.
Up And Ready To Go; Vegetable oil turns this Mercedes on
Published on 9/5/2006
New London — Dave Sugrue's car used to get 28 miles per gallon on the
Now it gets 28 miles per gallon on the “fryway,” he tells the
people who approach him daily about the “powered by vegetable oil” sign
on the rear window of the 1983 Mercedes-Benz 300.
Sugrue and his 13-year-old son, Richard, recently spent a day and a
half — and less than $1,000 — converting the diesel car to run on
As manager at Ocean Beach Park, Sugrue gets free fuel: used oil from
the park's food-service fryers. The cost savings are nice, he said, but
he also made the change for environmental reasons.
“It's a renewable energy source. In this particular case it's a
recycled material that would otherwise end up in a landfill. The other
nice thing about it is the emissions are far lower,” Sugrue said.
The car runs the same on vegetable oil as it does on diesel fuel,
Sugrue said. The only noticeable difference is a french-fry smell.
Sugrue has put 250 miles on the car since the conversion. “Other than a
couple of dogs chasing us, we haven't had any problems,” he said.
His success with the system has prompted Jeff Mullen, owner of Action
Amusements and Vending — the park's rides, water slide and arcade — to
convert four of his own cars. The first of the kits from
Massachusetts-based Greasecar, the same kind used by Sugrue, has
arrived, Mullen said.
The Greasecar system, which works on diesel vehicles only, involves the
installation of a secondary fuel system parallel to the first. Sugrue's
car sports a tank in his trunk for the vegetable oil, which he filters
at home before using it in the car.
Because vegetable oil is thicker than diesel fuel, it must be heated
until it reaches the same viscosity before being injected into the
engine. The Greasecar system uses radiator fluid to heat the vegetable
oil in the fuel tank, lines and filter.
The system requires driving for about three miles on diesel fuel every
time the car is started in order to heat the vegetable oil, Sugrue
said. Then a simple switch inside the car, activated while driving,
makes the car burn vegetable oil instead of diesel.
“You go down the road, throw a switch and start saving money,” Sugrue
Upon reaching his destination, Sugrue purges the fuel lines of
vegetable oil for 30 seconds so the oil doesn't solidify and clog the
Sugrue and Mullen are among thousands of Greasecar clients across the
United States and in Canada, said J.P. Levy of the Greasecar sales and
service staff. Greasecar founder Justin Carven developed the system as
a college thesis project and founded the company in 2000.
The company has been growing ever since, Levy said. “Some people are
just concerned about the environment. For most people, it's because of
the cost-savings,” he added.
A number of municipalities with diesel cars and companies with fleets
of diesel vehicles are looking into the system, Levy said.
According to Greasecar, the company is one of four major suppliers of
conversion kits that allow diesel cars to run on new or used vegetable
•••••That isn't the only way to go green.
New London police Sgt. Eric Deltgen has been running his 1979
Mercedes-Benz 240 on a mixture of vegetable oil, kerosene and diesel
gasoline since last October.
The method, which he calls “the German method,” requires no vehicle
modifications. Instead, Deltgen mixes 20-gallon batches of his own
fuel, 85 percent of which is used vegetable oil he gets from
He uses about a gallon of diesel gasoline, two gallons of kerosene and
17 gallons of used fryer oil for every batch. Additives remove moisture
from the gas and oil. The whole process takes about 15 minutes, Deltgen
said. After the mixture is allowed to stand for another 15 minutes, it
can be pumped right into his car's gas tank.
Deltgen estimates that the required parts — a pump, barrel, filters and
hosing available at any Wal-Mart or Home Depot — cost him $150 to $200.
The fuel costs him about 50 cents a gallon to make, he has calculated.
His experiment met with skepticism from colleagues at the New London
Police Department. “All the boys at work have been busting my chops,
calling me Frialator, french fry, McDonald's boy,” Deltgen said. “Now a
couple of the guys are asking me how to do it.”
Deltgen is a mechanic, but he said the method he uses, which he learned
from the Diesel Secret Energy Web site, can be accomplished by anyone
who can follow instructions and do “a little bit of third-grade math.”
The method used by Deltgen is not the same as biodiesel, a third
environmentally friendly alternative to diesel fuel produced in a
Good For Car Too, Local Man Finds; Using Vegetable Oil
(along With Diesel) For Fuel Is Good For The Wallet — And The
By Ethan Rouen
Published on 4/24/2006
Mystic — Steven Mitchell is a
different kind of greaser.
Unlike the gearheads
who trick out their hot rods to guzzle gas and burn rubber, Mitchell
recently modified his 2003 diesel Volkswagen Jetta to burn vegetable
On Saturday, Mitchell, a
Mystic resident who works as a supervisor at a biotechnology company in
Rhode Island, drove to Salem, Providence and around Groton, using only
about one-eighth of a tank of diesel fuel.
This is because, after the car warms
up, it runs entirely on vegetable oil.
In March, after a six-month
wait, Mitchell had a vegetable oil conversion kit installed in his car.
The modification allows the vehicle to switch between running on diesel
and running on the more environmentally friendly “veggie oil.”
Built by Greasecar, a
Massachusetts company, the system was installed by a mechanic in
Northampton, Mass. The conversion cost Mitchell about $1,700.
The system includes two pumps
and a vegetable oil filter under the hood. The filter is wrapped by a
spiral of copper tube that fills with heated antifreeze to warm the
viscous oil. A tank shaped like a tire holds the oil in the trunk,
where a spare tire would normally go. A gauge and rocker switch are
mounted on the center console to monitor fuel levels and allow the
driver to switch between fuels.
Because the vegetable oil is
more viscous than diesel, the car needs to warm up for about five
minutes on diesel to 190 degrees before Mitchell can send the vegi oil
into the system. When he switches over to the cleaner-burning oil, the
car still has the same kick it did when running on diesel.
“It's a zippy little car,” he said.
Mitchell, whose commute to
work is about 50 miles, said his diesel-fuel bill has dropped
dramatically since he began using the vegetable oil. Every 3,000 miles,
he needs to change the vegi filter, which costs about $15.
At BJ's Wholesale Club, where
he buys his vegetable oil, Mitchell pays about $3.30 a gallon, but he's
hoping to find some restaurants willing to give away their waste oil.
He asked that any restaurant interested in having their oil hauled away
for free contact him at (860) 536-0260.
The conversion has made
financial sense for Mitchell as crude oil hit another record high of
$75 a barrel Friday, pushing the cost of a gallon of regular gasoline
to more than $3 in many places.
Still, Mitchell said the
system is a perk on many other levels. For one thing, burning vegetable
oil releases fewer toxic emissions than diesel or gasoline.
“It's part of the natural cycle,” he
said of the conversion process.
The system also uses a product
that is in abundance and can be produced in the United States. In his
State of the Union address earlier this year, President Bush called on
Americans to reduce their dependency on foreign oil, much of which
comes from countries with political strife or hostility toward the
Experts have blamed the rise
in gasoline prices partly on the political unrest in Nigeria and the
hostile relationship between Iran and the United States.
Finally, Mitchell said, a mass
switch to vegetable oil will benefit the American farmer, who will be
called upon to produce it and will tip the trade balance in favor of
the United States.
“It just makes so much sense,”
he said after listing his reasons for making the change. “I get the
temperature up to 190, hit the button, and off I go.”
her tank: Weston woman converts her car to run partially on vegetable
By Lisa Chamoff, Stamford ADVOCATE
April 26, 2004
WESTON -- When Etta Kantor has to
fill the tank of her 2003 Volkswagen Jetta, she doesn't head to a gas
She goes to a Chinese restaurant in Westport.
she picks up containers of
waste oil that had been used to cook spring rolls and scallion
She filters it twice, then pours it into her
15-gallon tank. The sticker in the
back window of her Volkswagen reads "Powered by vegetable oil."
58, bought the diesel engine Volkswagen last fall. She ordered an $800
conversion kit from a Massachusetts company called Greasecar and, after
a quick installation, turned it into a "veggie car" that gets 40 miles
to the gallon.
not widely used, pure vegetable
oil is environmentally friendly and generally much cheaper than
and diesel fuel, advocates say. Kantor gets the Chinese restaurant's
oil for free. As gas prices climb, people are looking for
said Justin Carven, who founded Greasecar in 2001.
growing in popularity, especially
with the way fuel prices are going and the way people are feeling about
the political situation in regard to petroleum fuel," Carven said. "We
have over 300 customers around the country using our conversion system.
There is also a growing number of people around the country doing
oil works only in diesel
engines. The car must be started on diesel then, once it is heated to
190 degrees -- after about 10 minutes -- Kantor flips a switch above
radio that allows the car to run on the vegetable oil. "As you're
driving and you change it, you can't even feel the difference," she
Before parking the car long enough for it to cool off, Kantor presses a
button to purge the system of oil so it doesn't solidify. Kantor
looked into fueling her car with vegetable oil after taking a course on
sustainable living through the Northwest Earth Institute.
always been concerned about
the environment and the planet," Kantor said. "This course in
made me think I should do more." Shortly after she
down a deposit on a Toyota Prius, a gas-electric hybrid car, Kantor
about vegetable oil fuel. She researched Greasecar's Web site and
that it was a better choice for the environment than the hybrid. She
the order for the Toyota.
told my husband," she said. "He
thought I was crazy." After the car made a trip to the Kantor's
in Vermont, Nate Kantor became a believer. "I was very
Nate Kantor said. "(Now) I think it's the neatest thing." The
is not as strange as it sounds, Carven said. Rudolf Diesel designed the
original diesel engine to run on several fuels, including vegetable oil.
an agriculturally produced
fuel source . . . and, for the most part, people are using waste
oil," Carven said. "When you look at the big picture like that, it
sense." One drawback is that in winter, the oil sometimes takes
to heat up, Carven said. Though Kantor said she generally uses
car only to run errands, 29-year-old Aaron Schlechter of Bridgeport
his veggie car each day to New York City, where he works as an
consultant. He estimates he drives more than 1,000 miles a week.
hate being in the car, but the
only way I can assuage my guilt is by driving a vegetable oil car,"
said. Like Kantor, Schlechter drives a converted 2003 Jetta
wagon. When Schlechter gets waste oil from restaurants, he takes 60 to
70 gallons at a time, which he filters with a special pump and a device
similar to a water filter. "I always speak to the restaurant
first," Schlechter said. "I try to build a relationship and get them
about it, too."
winter, if the oil is left outside
too long it congeals, making it harder to filter. Sometimes the
owner kept the oil inside for him, but often during the winter
car ran on just diesel. Kantor said she had a problem just once,
when she started the car and realized it was running on vegetable oil
hadn't been properly heated.
"It was bucking a little bit," she
said. Another advantage to using pure vegetable oil is the smell,
Kantor said. "The exhaust smells like French fries and popcorn,"
Oil prices 'drive US action
still have a love affair with cars
environment itself is not the burning issue at the White House - but
price of gas is.
BBC North America business correspondent
June 30, 2005
pressure on the US president
to do something on global warming along the lines sought by other world
leaders comes not from traditional green activists, but from rising oil
increase causes a flutter of
concern among drivers on supermarket forecourts, where the larger bill
for filling a tank means less money to spend on consumer goods - so
to put a brake on general economic growth. And that causes more
a flutter of concern in Detroit where the two big American car-makers,
General Motors and Ford, are losing market share to Japanese makers of
Mr Bush is proposing a raft of
proposals in an energy bill which "will help us make better use of the
energy supplies we now have, and will make our supply of energy more
and more secure for the future".
of the proposals might please
traditional environmental activists and some might appal them. Mr
Bush has indicated, for example, that he might not be against tax
to promote the manufacture and sale of cleaner cars that don't burn the
gasoline, which many scientists believe causes global warming.
would please the green lobby. The flip side, though, is that other
that Mr Bush proposes would run counter to the demands of campaigners.
costs 'could rise 66%'
Bush is sympathetic, for example,
to the oil companies which want more refining capacity and that might
laxer pollution regulation. He also wants to open oil reserves in the
wilderness. So there is a complex mix of concerns with a complex
mix of solutions, some of which might harm the environment.
an outsider, the argument on the
environment in America doesn't seem as focused as it does in other
of the world. In parts of Europe, for example, insurance premiums
have risen on property on flood plains, offering house owners a direct
connection between their wallets and the weather.
America, on the other hand, space
seems abundant and extremes of nature in a country that's really a
no doubt the environment
is going up the agenda but it's often as a vague concern rather than as
a precise engagement with specific science. Organic food, for
is more popular than it was five years ago but with no real knowledge
whether it's better for the environment - it's really part of a
movement rather than an environmental one.
the trendier supermarkets, the
check-out staff ask you what sort of bag you want: "Paper or plastic?"
Some green shops offer pens made of wood rather than plastic.
not clear which is friendlier to the Earth and the suspicion is that a
vague feeling of doing good is being addressed rather than an informed
Organic food in the US is growing
American popular concern is less
focused, American attitudes to policy are less dogmatic.
are mistrustful of big
statements made by politicians on the environment and mistrustful of
treaties which might not deliver very much improvement - so they are
up with ingenious ideas that might actually work. In Chicago, for
example, there is a market in pollution where companies can buy and
the right to pollute from each other, giving them a monetary incentive
to reduce emissions.
company has a bench-mark of
pollution - if it exceeds the mark, it pays a penalty; if it pollutes
it can sell its savings to another company. California is as
as any country on cleaning up cars and is advanced in promoting
view of the Right in America
is that there are compelling reasons to cut consumption of oil - it's a
product that comes from politically volatile, often hostile
The market may push Americans towards cleaner technology; shouting by
activists and politicians won't.
Updated: Friday, July 16, 2004 - 5:23:34 PM EST
Looks to Expand Use of Alternative Fuel Sources
By Kirk Lang email@example.com
Deborah Moss and her husband, Doug,
are a perfect match. They're big environmentalists. Doug is the
of E magazine, an environmental publication. Deborah is the CEO of
a relatively new company that produces emission-free, reliable and
hydrogen-generating equipment for fuel-cell vehicles and home power
One could think they might have
met on a dating Web site that matches people by their interests.
the reality is this: "We met at the Westport YMCA in the hot tub," said
co-founded E magazine with her
husband, but her interest in hydrogen led her to branch out and form
knew hydrogen was a real clean
fuel source," said Moss, who previously worked for her family's
firm, which had one company that supplied breathing oxygen for naval
and another that made industrial low-pressure hydrogen equipment.
spun off our
new company and started developing a new way to generate ultra-high
hydrogen through electrolysis, without a compressor," said Moss. The
of the company is to make hydrogen fuel available to the general
the present time, Avalence provides
hydrofillers (hydrogen-generating equipment) primarily to businesses
now they're mainly for fueling
fleets," said Moss. The city of Fort Collins, Colo. is purchasing
from Avalence for a mini-bus fleet to run on a blend of hydrogen and
you can combine compressed hydrogen
with compressed natural gas, you can reduce the emissions from the
said Moss, who added that Fort Collins plans to have some sort of
fleet run strictly on hydrogen next year.
is the newest type of fuel
source available," said Moss.
hybrid vehicles, such as the
Toyota Prius, that have been released to the general public and were
at the Oscars ceremony arrivals this year, run on gas and electricity.
addition to Fort Collins, local
municipalities will be taking advantage of Avalence's hydrofillers.
alpha unit is going to be installed
in the Town of Fairfield in the next couple months to provide backup
one of its municipal buildings," said Moss. Avalence's hydrofillers
also be incorporated into a commercial development in Georgetown, if
discussions with the developers are any indication. The property is a
brownfield site, which also has a hydroelectric dam on it.
U.S. Environmental Protection
Agency's Brownfields Initiative helps communities to work on safely
up and reusing brownfields, which are properties that have a presence
potentially contains a hazardous substance or pollutant.
thinking of having a hydrofiller
to harness the energy from the hydro dam to store the energy and then
that energy to power some of the grounds fleet and provide electricity
for the grounds lighting," said Moss.
products are unique in
that they can produce the high-pressure hydrogen (up to 10,000 pounds
square inch) needed for efficient storage and distribution, without a
compressor. This single innovation significantly reduces the cost of
product lines and, perhaps more importantly, eliminates a complex and
maintenance component found in all other high-pressure electrolyzers.
hydrofillers only require
a source of water and a source of electricity. For transportation
whose fleets run on compressed natural gas, it can be a hassle because
it requires having to get the compressed natural gas to the site.
water to the site is a much
easier task," said Moss.
her new company has been doing
very well, Moss would like to see the hydrogen fuel market "moving a
whether vehicles and appliances
run, or partly run, on electricity, solar power or hydrogen, she is
to see "people are starting to realize we have to wean ourselves off
reliance on fossil fuel."
for her husband, Moss is happy
she's married to someone with whom she can talk about hydrogen fuel.
really great when you respect
each other and have a lot of interests that you share."
to New Bedford Middle School is Banned
school students will be banned
from bicycling to Bedford Middle School this year, according to
of Schools Elliott Landon at a Monday night Board of Education meeting.
made the decision after consulting
with Westport Police Chief William Chiarenzelli before the new school
commenced this past Wednesday.
said the traffic in the area
is "projected to be enormous."
envision an increased amount
of traffic on Cross Highway, Long Lots Road and North Avenue."
superintendent said the ban will
be in effect until administrators and police can get a handle on
would rather err on the side of
caution," said Landon.
added part of the traffic problem
is many parents driving their children to school, rather than letting
take the buses. Landon said he can understand parents picking their
up after school, because of the numerous extracurricular activities
are involved in, but said in many cases, parents drive their children
school in the morning because they can get an extra half hour or so
is urging all parents to put
their children on the school buses every day.
middle school students will
be bused, regardless of the distance," he said.
of Education member Mary Parmelee
said students may try to get around the ban by riding in through
and using the high school's bike racks, instead of coming in through
soon as you make a rule, a middle
school student will think of a way around the rule."
said some type of enforcement
would be looked into for those who might try to beat the system.
said anyone with any semblance
of intelligence would try to come in through Staples than the hilly
Avenue, "unless they wanted to challenge themselves physically."
DOWNTOWN PLAN (FROM A BICYCLING PERSPECTIVE)
Below is a brief statement of some
of their (the city's) current plans...
Stamford will build
three thousand housing units within one
mile of the train station (or transportation
center.) This concentrates
both jobs and housing in the downtown.
By shunting through
auto traffic around the downtown core,
reducing downtown traffic, adding
pedestrian-friendly traffic signals, and
using other traffic-calming techniques
downtown Stamford is planning to be
more responsive to pedestrian needs.
-The Stamford Urban Transitway will connect the transportation
center with the east side of town.
This transitway will emphasize public
transit, pedestrian ways, and "high-speed"
-The Mill River Pedestrian/Bicycle path will connect the
transportation center with the UConn
downtown Campus. The scheduled
completion is in 2003. This will
be an important link to other proposed
-Washington Boulevard will undergo extensive pedestrian safety
Calming: With an eye toward
pedestrian safety and traffic control,
traffic-calming measures have been
installed in residential neighborhoods.