The California Energy Commission has passed energy-efficiency standards for computers and monitors in an effort to reduce power costs, becoming the first state in the nation to adopt such rules. Th…
Can the idea of sustainability be determined by metrics? The answer is “Of course”, as any type of improvement can be measured. We understand it is far more efficient to recycle aluminum than it is to produce it the first time, which we call this value embodied energy. However, since refining represents a significant proportion of manufactured costs there becomes a premium on recycling used aluminum. Not only are the savings in energy, they are also in emissions of GHG’s.
“Recycling aluminum produces 95 percent fewer greenhouse gas (GHG) emissions and requires 95 percent less energy than primary aluminum production, enabling Novelis to achieve lower GHG emissions despite increasing global production capacity.” (1)
Novelis also reports improvements in Energy Intensity and Water Intensity metrics.
Significant gains were also made in fiscal 2016 as it relates to water and energy intensity. Novelis achieved a 22 percent reduction in water intensity and a 24 percent reduction in energy intensity for the 2007-2009 baseline. (1)
Novelis Core Business
Novelis produces close to 20 percent of the world’s rolled aluminum products and we are strategically located on the four continents where aluminum demand is the greatest: North America, South America, Europe and Asia. Our dedication, innovation and leadership have made us the number one producer of rolled aluminum in Europe and South America, and the number two producer in North America and Asia. We also are the world’s largest recycler of used beverage cans, which comprise a critical input to our operations. Quite simply, recycling is a core element of our manufacturing process. (2)
Figure 1: Novelis Opens World’s Largest Aluminium Recycling Facility (3)
Novelis has officially opened the “world’s largest” aluminium recycling centre located adjacent to the company’s rolling mill in Nachterstedt, Germany and costing over £155m.
The recycling centre will process up to 400,000 metric tons of aluminium scrap annually, turning it back into high-value aluminium ingots to feed the company’s European manufacturing network.
“The Nachterstedt Recycling Centre is a significant step toward our goal to be the world’s low-carbon aluminium sheet producer, shifting our business model from a traditional linear approach to an increasingly closed-loop model,” said Phil Martens, president and chief executive officer of Novelis. (3)
As gridlock continues to be a problem in the United States, exacerbated by crumbling infrastructure, the American public has reportedly approved up to $200 billion for rapid and mass transit.
According to the American Public Transportation Association (Apta), the 49 ballot measures totalling nearly $US 200bn that were voted on were the largest in history. […]
The largest measure in the country, Los Angeles County’s Measure M, was passed with 69% approval with all precincts reporting. The sales tax increase needed a two-thirds majority to pass and is expected to raise $US 120bn over 40 years to help fund transport improvement projects, including Los Angeles County Metropolitan Transportation Authority (LACMTA) schemes to connect Los Angeles International Airport to LACMTA’s Green Line, Crenshaw/LAX line and bus services; extend the Purple Line metro to Westwood; extend the Gold Line 11.7km; extend the Crenshaw Line north to West Hollywood; and build a 6.1km downtown light rail line. The measure will also provide $US 29.9bn towards rail and bus operations, and $US 1.9bn for regional rail.
California’s other big transit wins include Measure RR in the San Francisco Bay area, which will authorise $US 3.5bn in bonds for Bay Area Rapid Transit rehabilitation and modernisation. It required a cumulative two-thirds vote in San Francisco, Alameda and Contra Costa counties for passage and received 70% approval. (1)
Figure 1. Bay Area Rapid Transit (2)
BART’s Focus on Material Conservation, Energy Savings and Sustainability
BART’s infrastructure requires the train cars to be extremely lightweight. To meet this requirement, most of the exterior of the new train cars will be constructed out of aluminum. Aluminum is abundant, doesn’t rust, and when properly finished, reflects heat and light, keeping the train cars cool. It is lightweight but strong, yet fairly easy to work with, reducing the energy investment during the manufacturing process. Additionally, aluminum is easily and readily recyclable, making it very low impact when the train cars are eventually retired and dismantled. (2)
Federal Investment in Rapid Transit and Transportation Infrastructure Lagging
Yet, despite the public’s continued desire to see greater investment in transit, historically transit has received only a small minority of funding at the federal level. Currently, only 20 percent of available federal transportation funds are invested in transit and just 1 percent of funds are invested in biking and walking infrastructure. Meanwhile, 80 percent of federal transportation dollars continue to be spent on roads.
“While many localities recognize the need to invest in transit, biking, and pedestrian solutions that can bring our transportation system into the 21st century, federal officials remain woefully behind the curve,” said Olivieri. “While it is great to see such widespread support of transit at the local level, the need for these measures speaks volumes about how out of sync federal decision makers are with the wants and needs of the American people,” he added.
The nation currently faces an $86 billion transit maintenance repair backlog, while data from the Federal Highway Administration’s National Bridge Inventory show that despite the large discrepancy at the federal level between investment in transit and spending on roads, the nation’s road system is in similarly bad shape. To date, more than 58,000 bridges remain structurally deficient.
“Despite the fact that roads receive 80 percent of available federal transportation dollars, both transit and roads continue to face enormous repair and maintenance backlogs,” said Lauren Aragon, Transportation Fellow at U.S. PIRG. “While the overall level of funding is important, how states spend the limited federal funding they receive can have even greater consequences but states continue to funnel road funding into new and wider highway projects, leaving the existing system to crumble. We need to fix what we have already built first,” she added. (3)
Figure 2. Typical image of steel bridge in disrepair (4)
Harvard Business Review Reports on Crumbling American Infrastructure
Bridges are crumbling, buses are past their prime, roads badly need repair, airports look shabby, trains can’t reach high speeds, and traffic congestion plagues every city. How could an advanced country, once the model for the world’s most modern transportation innovations, slip so badly?
The glory years were decades ago. Since then, other countries surpassed the U.S. in ease of getting around, which has implications for businesses and quality of life. For example, Japan just celebrated the 50thanniversary of its famed bullet train network, the Shinkansen. Those trains routinely operate at speeds of 150 to 200 miles per hour, and in 2012, the average deviation from schedule was a miniscule 36 seconds. Fifty years later, the U.S. doesn’t have anything like that. Amtrak’s “high-speed” Acela between Washington, D.C., and Boston can get up to full speed of 150 mph only for a short stretch in Rhode Island and Massachusetts, because it is plagued by curves in tracks laid over a century ago and aging components, such as some electric overhead wiring dating to the early 1900s.
Numerous problems plague businesses and consumers: Goods are delayed at clogged ports. Delayed or cancelled flights cost the U.S. economy an estimated $30-40 billion per year – not to mention ill will of disgruntled passengers. The average American wastes 38 hours a year stuck in traffic. This amounts to 5.5 billion hours in lost U.S. productivity annually, 2.9 gallons of wasted fuel, and a public health cost of pollution of about $15 billion per year, according to Harvard School of Public Health researchers. The average family of four spends as much as 19% of its household budget on transportation. But inequality also kicks in: the poor can’t afford cars, yet are concentrated in places without access to public transportation. To top it all, federal funding for highways, with a portion for mass transit, is about to run out. (4)
(1) Nearly 70% of US transit ballot measures pass; http://www.railjournal.com/index.php/north-america/nearly-70-of-us-transit-ballot-measures-pass.html
(2) BART – New Train Car Project; http://www.bart.gov/about/projects/cars/sustainability
(3) BILLIONS IN TRANSIT BALLOT INITIATIVES GET GREEN LIGHT; http://www.uspirg.org/news/usp/billions-transit-ballot-initiatives-get-green-light
(4) What It Will Take to Fix America’s Crumbling Infrastructure; https://hbr.org/2015/05/what-it-will-take-to-fix-americas-crumbling-infrastructure
Figure 1: Chart showing recent drop in Diesel Car sales, AID Newsletter
“[…] Germany’s Bundesrat has passed a resolution to ban the internal combustion engine starting in 2030,Germany’s Spiegel Magazin writes. Higher taxes may hasten the ICE’s departure.
An across-the-aisle Bundesrat resolution calls on the EU Commission in Brussels to pass directives assuring that “latest in 2030, only zero-emission passenger vehicles will be approved” for use on EU roads. Germany’s Bundesrat is a legislative body representing the sixteen states of Germany. On its own, the resolution has no legislative effect. EU type approval is regulated on the EU level. However, German regulations traditionally have shaped EU and UNECE regulations.
EU automakers will be alarmed that the resolution, as quoted by der Spiegel, calls on the EU Commission to “review the current practices of taxation and dues with regard to a stimulation of emission-free mobility.”
- “Stimulation of emission-free mobility” can mean incentives to buy EVs. Lavish subsidies doled out by EU states have barely moved the needle so far.
- A “review the current practices of taxation and dues” is an unambiguously broad hint to end the tax advantages enjoyed by diesel in many EU member states. The lower price of diesel fuel, paired with its higher mileage per liter, are the reason that half of the cars on Europe’s roads are diesel-driven. Higher taxes would fuel diesel’s demise. […]
With diesel already on its tipping point in Europe, higher taxes and increased prices at the pump would be the beginning of the fuel’s end. As evidenced at the Paris auto show, the EU auto industry seems to be ready to switch to electric power, and politicians just signaled their willingness to force the switch to zero-emission, if necessary. Environmentalists undoubtedly will applaud this move, and the sooner diesel is stopped from poisoning our lungs with cancer-causing nitrous oxide, the better. Cult-like supporters of electric carmaker Tesla will register the developments with trepidation.
When EU carmakers are forced by law to produce the 13+ million electric cars the region would need per year, the upstart carmaker would lose its USP, and end up as roadkill. Maybe even earlier. Prompted by a recent accident on a German Autobahn, experts of Germany’s transport ministry declared Tesla’s autopilot a “considerable traffic hazard,” Der Spiegel wrote yesterday.Transport Minister Dobrindt so far stands between removing Germany’s 3,000 Tesla cars from the road, the magazine writes. Actually, until the report surfaced, the minister’s plan was to subsidize Autopilot research in Germany’s inner cities. “Let’s hope no Tesla accident happens,” the minister’s bureaucrats told Der Spiegel. It happened, but no-one died.”
Via Forbes: http://bit.ly/2e8HSQf
You’ve heard the good news on climate: after a century or more of continuous rise, U.S. CO2 emissions have finally begun to decline, due largely to changes in the energy sector. According to the Energy Information Agency (EIA), energy-related CO2 emissions in 2015 were 12% below their 2005 levels. The EIA says this is “because of the decreased use of coal and the increased use of natural gas for electricity generation.”
Is the EIA right in making natural gas the hero of the CO2 story? Hardly. Sure, coal-to-gas switching is real. But take a look at this graph showing the contributors to declining carbon emissions. Natural gas displacement of coal accounts for only about a third of the decrease in CO2 emissions.
By far the biggest driver of the declining emissions is energy efficiency. Americans…
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Is Climate Change an Urban Legend?
By Willis Eschenbach – Re-Blogged From http://www.WattsUpWithThat.com
So we were sitting around the fire at the fish camp on the Colombia a few days ago, and a man said “Did you hear about the scientific study into meat preservatives?” We admitted our ignorance, and he started in. The story was like this:
“A few years ago there was a study done by some University, I can’t remember which one, but it was a major one. What they did was to examine the corpses of people who had died in Siberia, and those that had died in Washington State. Now of course the people in Siberia weren’t eating meat preservatives during their lives, and the Washington people were eating them. And when they dug up the graves and looked at the bodies, guess what they found?”
Urban Legend: The Killer In The Back Seat SOURCE
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An interesting chart from Anthony B. Sanders at davidstockmanscontracorner.com:
The August jobs report was filled with some interest factoids, like there are now 9.93 million government workers than there are manufacturing workers.
That is a ratio of 1.81 government workers for every manufacturing worker.
Such was not always the case. But a variety of factors such as labor cost differentials, EPA regulations and taxes had led to manufacturing jobs to be sent overseas.
Now a 1.81 government to manufacturing employment ratio is called OVERHEAD. And you wonder why high paying manufacturing jobs are fleeing to other countries?
When we think of using electricity one of the prevalent uses is to provide a heat source. We see this in our everyday lives as ranges and ovens, microwaves, kettles, hot water tanks, baseboard heaters, as well as other applications. So how about reversing the process and capturing heat and directly converting to electricity, is this possible? As it happens there is a classification of materials which have a property called a thermoelectric effect.
Boosting energy efficiency is an important element of the transition to a sustainable energy system. There are big savings to be made. For example, less than half the energy content of diesel is actually used to power a diesel truck. The rest is lost, mostly in the form of heat. Many industrial processes also deal with the problem of excessive waste heat.
That’s why many research teams are working to develop thermoelectric materials – materials that can convert waste heat into energy. But it’s no easy task. To efficiently convert heat to electricity, the materials need to be good at conducting electricity, but at the same time poor at conducting heat. For many materials, that’s a contradiction in terms.
“One particular challenge is creating thermoelectric materials that are so stable that they work well at high temperatures,” says Anders Palmqvist, professor of materials chemistry, who is conducting research on thermoelectric materials. (1)
Image 1: The enlarged illustration (in the circle) shows a 2D electron gas on the surface of a zinc oxide semiconductor. When exposed to a temperature difference, the 2D region exhibits a significantly higher thermoelectric performance compared to that of bulk zinc oxide. The bottom figure shows that the electronic density of states distribution is quantized for 2D and continuous for 3D materials. Credit: Shimizu et al. ©2016 PNAS
The thermoelectric effect is not as efficient as converting electricity to heat, which is generally 100% efficient. However, with waste energy streams even a small conversion rate may return a significant flow of usable electricity which would normally go up a stack or out a tailpipe.
The large amount of waste heat produced by power plants and automobile engines can be converted into electricity due to the thermoelectric effect, a physics effect that converts temperature differences into electrical energy. Now in a new study, researchers have confirmed theoretical predictions that two-dimensional (2D) materials—those that are as thin as a single nanometer—exhibit a significantly higher thermoelectric effect than three-dimensional (3D) materials, which are typically used for these applications.
The study, which is published in a recent issue of the Proceedings of the National Academy of Sciences by Sunao Shimizu et al., could provide a way to improve the recycling of waste heat into useful energy.
Previous research has predicted that 2D materials should have better thermoelectric properties than 3D materials because the electrons in 2D materials are more tightly confined in a much smaller space. This confinement effect changes the way that the electrons can arrange themselves. In 3D materials, this arrangement (called the density of states distribution) is continuous, but in 2D materials, this distribution becomes quantized—only certain values are allowed. At certain densities, the quantization means that less energy is required to move electrons around, which in turn increases the efficiency with which the material can convert heat into electrical energy. (2)
I am so happy to see those nag messages disappear from my computer, you know the ones reminding you that your period of time to upgrade to Windows 10 will expire on July 31? Now that we are in August one less thing popping up that bothers me.
The question being do I upgrade or not? And friends and family who look to me for advice on such issues want to know what I am doing and why. Intuitively I felt that upgrading was unwise likely do to past experiences with O/S upgrades and backward compatibility of existing hardware and external devices.
For example, I own an older Nikon digital camera, Coolpix 995, which is a newer version of my first digital camera, a Coolpix 990. Getting software that works for this camera for versions of Windows newer than XP has currently been a challenge. Driver’s are not available for Windows Vista, 7 and definitely not for Window’s 10. So such is likely for any devices I currently own.
Also, I like to buy used equipment at bargain prices. I have learned through my own experience that electronic equipment has a short shelf life and prices drop quickly as newer versions of equipment enter the market. By creating obsolescence in software, hardware becomes prematurely unusable due to compatibility issues. When this occurs the current solution is usually to discard the item and buy a new replacement.
Another thing besides compatibility and premature obsolescence is extra work and other unknown issues which will inevitably arise from the upgrade. I have an ‘Elitebook’ HP 8530 W laptop computer with Window’s 7 for my business and personal use, which I purchased for a bargain on Ebay. I have spent a lot of time setting it up to work properly, I have no need to upgrade the software.
Let someone else figure it all out, then maybe in a couple of years I will buy a more powerful model at a lower price with Windows 10 or the current version already installed. So I did not upgrade, and I am okay with that.
Much of our efforts to reduce carbon emissions involves fairly complicated and advanced technologies. Whether it’s solar panels, batteries, flywheels, or fuel cells, these technologies have typically required public support to bring them to scale at a reasonable price, along with significant regulatory or legal reforms to accommodate these new ways of doing old things, […]
To recommend policies to boost this capital market financing for energy retrofits, UC Berkeley and UCLA Law are today releasing a new report “Powering the Savings:How California Can Tap the Energy Efficiency Potential in Existing Commercial Buildings.” The report is the 17th in the two law schools’ Climate Change and Business Research Initiative, generously supported by Bank of America since 2009.
The report describes ways that California could unlock more private investment in energy efficiency retrofits, particularly in commercial buildings. This financing will flow if there’s a predictable, long-term, measured and verified amount of savings that can be directly traced to energy efficiency measures. New software and methodologies can now more accurately perform this task. They establish a building’s energy performance baseline, calibrating for a variety of factors, such as weather, building use, and occupancy changes. That calibrated or “dynamic” baseline can then form the basis for calculating the energy savings that occur due specifically to efficiency improvements.
But the state currently lacks a uniform, state-sanctioned methodology and technology standard, so utilities are reluctant to base efficiency incentives or programs without regulatory approval to use these new methods. The report therefore recommends that energy regulators encourage utilities to develop aggressive projects based on these emerging metering technologies that can ultimately inform a standard measurement process and catalyze “pay-for-performance” energy efficiency financing, with utilities able to procure energy efficiency savings just like they were a traditional generation resource. […]