100% efficiency – it is possible !

Yes – 100% efficient use of natural gas in home combined heat and power is possible.

This article is based on a few basic facts. First, the burner on a gas stove is typically rated at 12,000 BTU per hour and it is therefore safe to burn natural gas at this rate inside a dwelling. It would certainly be safe at 3000 BTU per hour – that would be like a stove burner on low flame. Second, an internal combustion engine burning natural gas is capable of a nominal heat rate of 10,000 BTU per KWH. 1 KWH per hour, or 1000 watts, would, at 746 watts = 1 HP, require 1.34 HP. Third, natural gas typically costs 78 cents a therm and one therm = 100,000 BTU. At our postulated heat rate of 10,000 BTU per KWH we can therefore generate electricity for 7.8 cents a KWH. The average utility rate in California is 15 cents so it makes money even without the waste heat recovery. If you run an engine at an output of 300 watts you therefore use the 3000 BTU per hour of natural gas and, since it safely exhausts into the living space, all the heat energy of the natural gas is recovered. The exhaust heats the dwelling, the heat from the cylinder fins heats the dwelling, as do the losses to the lube oil and the generator losses. What energy is not manifested as electricity heats the house and therefore we achieve 100% use of thermal energy. Obviously it makes sense to generate your own electricity in the winter.

That could be accomplished by using a Briggs and Stratton engine to drive an 1800 (nominal) RPM induction motor. The induction motor will act as a generator if connected to the line and driven faster than its synchronous speed of 1800 RPM. If, for example, it produces ½ horsepower at 1725, it will generate ½ horsepower at 1875. Since the Briggs is loaded to a mere 0.3 HP and running at half its rated speed – it will last for a year or two at 8 hours a day. That especially if we use a heavy duty ball bearing version.

Control, while it does require a microprocessor, is simple. The pipe and jet size is adjusted to permit 3000 BTU per hour – that is all the flow you get at the 10 inches of water household gas pressure. The motor is energized, brings the engine up to speed, the gas solenoid is energized, and the throttle is preset to a learned position by a servo. The engine starts and the throttle position is then continuously adjusted for maximum AC power. No need for MAP, MAF or throttle position sensors. You simply take the gas tank off the Briggs, drill out the jet, and clamp the ¼ inch automotive vacuum hose that supplies the gas to the suction tube. If desired – idle could be implemented by use of a second solenoid that supplied less gas – enough to idle with the motor off line. The microprocessor would also get data from CH4 and CO sensors and shut off the gas if these toxins accumulate.

The best engine might be an ancient Briggs and Stratton, they can be run slow, built in to your coffee table and – on a cold winter night when there is nothing on TV – you can switch it on, have a glass of wine, and watch the single rocker arm work. It would have a better muffler to produce a more soothing sound – and that would be the sound of 100% efficiency !

Posted in Uncategorized | Leave a comment

Of Swimming Pools and Teapots

I was originally going to focus on transportation energy but the meltdown in Japan suggests a few comments on nuclear power. In my view, the problem with nuclear power is a lack of passive safely. Let’s say that you live in a suburb and have a house with a swimming pool. You also own a metal teapot. One fine hypothetical day a government agent shows up, he tells you that a new regulation now requires you to store a small pellet containing spent fuel at your home. This pellet must be kept under water or it will kill you. The government agent informs you that the pellet, held in a small heavy container, can simply be dropped in the deep end of your pool. The pellet is the equivalent of a 200 watt heating element but that will not heat the pool much, a few hundredths of a degree perhaps. His other suggestion is to keep it your teapot and fill that with water. You express a concern that 200 watts will cause the water in the teapot to boil, be turned completely to steam and then, with the shield gone, the radiation will kill you. The agent mumbles something about defense in depth and explains that two pipes will be welded into the side of the teapot and a teapot cooling pump and heat exchanger will be installed. He goes on to say that a circuit breaker, protective relay, battery, charger, bearing temperature monitors, net positive suction head instrumentation, and a computer with an LCD screen will provide state of the art monitoring and control. Unconvinced, you point out that the pump motor is a single point of failure. The agent tells you not to worry and that, just for you, he will install a second set of pipes in the teapot connected to a second teapot cooling pump, heat exchanger, and a complete duplicate power and control system. You, knowing that a system failure is deadly, are still not convinced and question the agent on the result of an extended power failure that would completely discharge the batteries. The agent offers independent diesel generators supplying emergency power to each train. He waits, hoping you now agree, but you object again. You ask what happens if one of the pipes should break. The agent offers to add two, redundant, high capacity pumps, with separate power and control systems. These, he claims, will provide sufficient volume to keep that tea pot full in the event of any single pipe shear. They will be supplied from a 100 gallon tank that he will install in the yard. You could then want more information about seismic safety, duplicate tanks and pipes and so on without end. It becomes apparent, especially given the events in Japan, that none of these systems, in spite of their complexity and putative redundancy are as safe as the simple, passively safe, swimming pool alternative. If you add redundant systems you add more things that can fail and you are simply betting the odds that systems will not fail together in some deadly combination. While those odds are good and such a failure is not likely, the probability is still not zero. What can go wrong will, given enough time and trials, eventually and certainly, go wrong.

The problem with nuclear power then is the engineering implementation and a complex “defense in depth” that never gets deep enough. In Japan, and probably everywhere else, even the damn spent fuel pool is not passively safe. You need to have a pump running, then a backup pump and so forth. Ultimately the day comes when they all fail. The design criteria should be such that the operators can decide to take the weekend off on Friday night, shut off all the power, open every breaker, and go home. Monday they should be able to come back and start the plant up. You get there by heat sinking (like a transistor heat sink) the reactor vessel and the spent fuel pool. They are thermally connected to the air or a man made lake using a massive piece of aluminum or a steel ingot adequately sized to reject the decay heat. In the case of the reactor the heat sink would be rated at 2% of the thermal megawatt rating and during the hours it took to get down to that level you would vent steam into a very large containment, it would condense on the walls, run back down, and collect in a sump. You just need a few redundant pressure relief valves and an adequate water volume to accomplish that. The obvious penalty is a 2% loss of thermal power – but that is a small price to pay. An accident is still possible, even a swimming pool could be hit by a meteorite, but if you get the odds of a serious accident down to once per century world wide that is probably good enough. One could then have a global fund of 100 billion or so to clean up the result and build a pyramid, like the Egyptian example, over what wreckage is left.

Passive safety would make nuclear technology insurable and a reasonable investment but we would eventually, someday, experience the worst case accident. That sounds horrible but all energy production has risks. Even if you happily load up a truck with solar panels and feel all green about that, the risk of that truck wiping out a school bus is not zero. People get killed working in the solar supply chain. Large numbers of people die mining coal. Coal requires the continuous transportation of tons of matter and that transportation kills more people than any nuclear reactor. You are much more likely to die from a collision with a coal truck than a nuclear meltdown. With fossil fuel the death and destruction over decades is greater. It is a just chronic slow loss. A few miners here, a truck driver next week, a pollution lung cancer over there, a radiation induced cancer here, but no one party loses enough to have society take notice. One person dying now and then does not make the paper. Notice that I did mention radiation. Coal is radioactive and burning coal produces, just in the fly ash, 100 times the radiation of a nuclear power plant in producing the equivalent energy.

The Japanese accident is reassuring in a sense. I could have been sitting a mile from the plant, have been there since the earthquake, and still be alive. That in spite of three reactor meltdowns, a couple of fuel pools on fire, and the failure of all engineered safety systems in six units. If I had some ordinary sandbags between me and the plant I probably would not have picked up more than a few millirem of radiation. We blithely kill 40,000 people a year on highways so if we kill 20 every hundred years generating electricity using fission as a heat source that would seem to be a tolerable risk. Few people are actually killed in nuclear accidents. Nobody died at Three Mile Island and, so far, very few have died as a result of the Japanese accident. More would die in trucking accidents serving the erection of the equivalent solar generation. Given that we could build a new generation of passively safe plants I think it is just a matter of computing the risks of supply and operations of all energy technologies. We find a number that applies to each. One billion in total damage each year for 30 years is not an improvement over 30 billion once every 30 years. If you paid the billion a year as a premium the insurance company gets interest so they can pay the postulated meltdown claim and have money left over. We just need to engineer out more risk and achieve a higher level of passive safety.

Posted in Uncategorized | Tagged , , , | 2 Comments

Energy, Control Moment Gyros, and One Wheel

We know that oil is a finite resource. The DOE claims that, globally, 1.4 trillion barrels remain, approximately 40 years supply at current rates of use. Consider that the rate of production will decline long before the supply is exhausted and it becomes apparent that we need to find a replacement for the 20 million barrels (840 million gallons) of liquid fuel that we in the US consume every day. That means we need to do more than just talk and write articles using the phrase “Addicted to Oil”. I have developed (read previous posts below) the idea that the adaptation of liquid biofuel as a replacement for petroleum is constrained by the availability of land and photosynthetic capacity. Unconventional petroleum, as produced from shale and tar, is restricted by cost, energy requirement, and environmental damage. The end of cheap and unrestricted petroleum use, and that end is coming, will therefore require an order of magnitude increase in energy efficiency. We can probably grow and mine 84 million barrels a day.

I proposed a powered glider as one means to that end. Now – it is a fact that at the rated best glide speed the parasite drag of the glider is equal to the induced drag. If you did not need lift – the drag and required horsepower could therefore be cut in half. Removing the wings and cutting the tail off about where the N is, placing a suitable tapered fairing on the back, and riding on the one wheel would get us down to about .8HP at 55 MPH. Having one wheel means the lowest possible drag due to wheel openings and suspension components.

The drag issues are apparent in this picture of a high efficiency, diesel hybrid concept vehicle built by Volkswagen. The car is open on the bottom and runs without wheel covers on the front wheels to facilitate steering. These openings and the underbody airflow cause drag. Any four wheeled vehicle is obviously compromised by its topology. The shape is dictated, not by the pursuit of low drag, but by the need to place wheels at the corners. In addition wheel alignment is never perfect – there is always some scrubbing as one wheel goes in a slightly different direction. The shape offering minimum drag would approximate a double ended bullet of optimum fineness ratio. It would have an exact shape as determined by the goal of maintaining laminar flow over as much of its surface as possible. One wheel with very small clearance gaps would project about 4 inches out the bottom. The glider with the wings removed comes close to this ideal.

While the presence of four wheels on today’s cars is arguably the reason for our much discussed “Addiction To Oil”, it is not immediately clear how one would balance, control, and stop a unicycle. The answer lies in placement of mass, control moment gyroscopes, and a digital control system using accelerometers and gyro sensors. Braking performance and fore and aft balance would be achieved by placing the center of gravity at the axle of the single wheel, thus avoiding unwanted pitching moments while accelerating or braking. When the rider mounted, servos would adjust the position of the counter balancing batteries to achieve the desired CG point. Fore and aft or pitch control would be maintained by a system similar to that used in the Segway. This application would in fact be easier. The Segway has a high center of gravity, and one can perform experiments showing that it is much more difficult to balance a yardstick while holding it vertically on the tip of a finger than it is to balance it horizontally across that same finger.

We also need to devise a means for keeping it upright. Balancing the mass and the use of the propulsion wheel to maintain pitch (as is done in the Segway) would be all that is required if we had two wheels – but we just have one. While the main wheel would provide gyroscopic stability in forward travel in the manner of a bicycle we also need stability while stopped and inching forward. For that – I propose the use of control moment and stabilizing gyroscopes. One control moment gyro, arranged like a top, would keep it upright while another, the steer gyro, would be on the axis of the drive wheel and placed above it.

As the animation below demonstrates, the control moment gyro would use the principle of precession to change the heading of the vehicle; it would point it where you want to go. You could actually do a 180 while otherwise motionless.

At speed lateral control and cornering is effected by the rider shifting weight, rotating his seat left or right about a longitudinal axis pivot – and the moment caused by that shift would be amplified by the lateral, single gymbal, Control Moment Gyro. The control moment gyro, usually applied in spacecraft, operates by using a change in the rotors angular momentum to produce a torque on the mounts of the device that changes the vehicle attitude. The technology requires very little power and large torques can be developed with very little electrical input – it easily beats the efficiency of power steering.

The result of a successful implementation of a one wheel, one person, vehicle would be efficiency sufficient to get 1000 MPG at moderate, suburban, surface street, commuting speeds – nominally 40 MPH. Note that 40 MPH is much better than 55. Aerodynamic drag increases with the square of the velocity. If we had 6 pounds of drag at 55 MPH, and that is nominally what we would have based on our assessment of the parasite drag of the glider fuselage, we would have 3.17 pounds at 40 MPH. That 186 foot pounds per second is a mere .338 horsepower or 252 watts and would burn .162 pounds of fossil fuel per hour. That works out to 1481 MPG. I would observe that a cyclist cruising along during the Tour de France is producing 250 watts and is perhaps capable of 400 for short bursts. If we were satisfied with using fossil fuel power to simply replace, or maybe increase by a small multiple, our natural power level we could probably easily grow the required energy. We could certainly transport ourselves and keep the rain off using 1000 watts and that would, at least as far as transportation, end that Addiction to Oil we keep talking about. We can grow enough to feed 2 horsepower – 200 gets much more difficult. Rail, the humble passenger train, can achieve a similar passenger miles per gallon as the single wheeled conveyance described here and is a complementary way forward to the future. I plan on building a model scale version of the autonomous unicycle and further exploring this concept.

Posted in Uncategorized | Tagged , , , | 2 Comments

Wings and Energy

In pursuit of a high efficiency conveyance that may offer a means of personal travel on biofuel, small aircraft offer hope. Cars have an irreducible and high drag level due to air flowing under the vehicle and around the myriad suspension components. Energy is wasted by flexing rubber tires. Automobiles need a heavy structure to withstand repeated high G impacts with potholes as well as braking and cornering forces. Consider this glider:

The data states that the lift to drag ratio at it’s gross weight of 415 pounds is 37. This is achieved at a cruise speed of 80 FPS (55 MPH). OK – Divide 415/37 and you get 11.22 pounds of drag. Multiply that by 80 and you get 897.3 foot pounds per second. Divide that by 550 and the result, the horsepower required for level flight, is 1.63. You can cruise at 55 mph on less than 2 horsepower ! An internal combustion engine can achieve an SFC (specific fuel consumption) of .48 pounds per horsepower hour so this craft would consume .78 pounds to travel an hour (55 miles). Gasoline is 6 pounds per gallon so the vehicle would get 421 MPG!!!

NASA should focus on this technology rather than rockets. I just Googled up a reconditioned 1.2 HP 4 cycle weedeater, the price is a $78. Consider one of these engines on each wing in a hybrid configuration with a 1 HP brushless electric motor assisting during takeoff and climb, 2.2 horsepower per side. That total of 4.4, minus the 1.63 drag HP, leaves 2.77 available to climb. That is 1523 foot pounds per second and would hoist 415 pounds at 220 feet per minute. That is slow, a Cessna 150 will give you around 700, but you have to give up something for fuel efficiency. Note that these numbers are without consideration of propeller efficiency, the cooling and profile drag of the weedeater engines, or the weight of components and fuel. I am sure however that if NASA threw a couple of billion into R&D we could get a 60MPH and 300 MPG personal conveyance with a range of 400 miles and this exercise illustrates the possibility. At this level of efficiency you don’t have to worry about starving the world if you want to run it on ethanol. Since launch and recovery takes place at about 30 MPH – a strip of grass is fine. Perhaps, given an extra billion, NASA could develop a roof launch and recovery system that would mount on a condo.

Then – you could think outside the box and conceivably get cooling thrust instead of drag especially on a short commute. The .78 pounds of fuel to travel 55 miles to work represents about 15,000 BTU and about 1/3 of that, 5000 BTU, would be rejected into the engine water jacket if a water cooled engine were used. It requires 970 BTU per pound to boil water so one could cool the engine for an hour by boiling 5.15 pounds of water. This steam, superheated by exhaust heat, is then ejected rearward by a nozzle and produces thrust – think Stanley Steamer!! We might eject the .0014 pounds of steam per second at 300 feet per second. To get the (admitedly small) steam rocket thrust one first finds impulse by multiplying mass x the change in velocity and since both the mass and impulse are referenced to one second the result will be a thrust of .013 pounds – instead of drag. While there is an offsetting induced drag penalty created by the need to carry the water – I am sure NASA could optimize the system given the usual billion dollars. A rule of thumb holds that light aircraft cooling drag equals 10% of the engine horsepower.

Some may argue that this is far fetched and that all we need are electric cars that use no liquid fuel. Energy density is a key to efficacy in transportation however and nothing compares to, or can replace, liquid hydrocarbons. Consider the performance of a battery vs. gasoline without the weight of the tank for the liquid fuel or the case and copper conductors for the battery. We will contemplate just the yield of the chemistry of storage and combustion respectively. Energy density is given in MJ/KG ( Megajoules per kilogram), with a joule defined as the energy needed to produce one watt of power for one second. The value for gasoline is 46 and for a Lithium Air Battery it is 3.6. 20 gallons of gas weighs 120 pounds while a battery of equal energy capacity would therefore weigh 1533 pounds. Not very good when you consider the impact of weight on vehicle dynamics whether they fly or roll. The extant “rule of thumb” on automotive battery cost is $500 per KWH. One KWH equals 3413 BTU and one gallon of gasoline is therefore about 35 KWH. Only about 35% of that energy is recovered as propulsion however so you realize 12.25 KWH per gallon and your 20 gallon tank holds 245 KWH. That means that the battery that stores the energy equivalent of a typical gas tank costs $122,500 and that is just the cost of the tank – not the energy to charge the battery. That is mind boggling and prohibitive, especially when the weight turns that 5 passenger car into a two seater. This computation also assumes 100% conversion of battery energy to propulsion and actually that would be closer to 90% – so the battery would actually cost more. Recharging is problematic. That $122K battery that replaces the $50 stamped steel gas tank and holds 245KWH takes a long time to recharge. A dryer plug rated at 240V and 30A is usually the highest capacity household circuit. That is 7.2KW, ergo 7.2KWH per hour, so the “tank” takes 34 hours to fill ! While a high capacity dedicated service could charge it in about 10 hours – that still makes it kind of hard to “gas up” on those long interstate trips to see grandma. Electric vehicles simply can’t offer the practicality and value we have come to associate with automobiles. We need to continue to use liquid fuel but attain an order of magnitude reduction in consumption per mile traveled. Personal wings can offer that.

Posted in Uncategorized | Leave a comment

Carbon

Recently, I made a few posts on Facebook discussing a New York Times article titled “If not now, when”. The piece was another of the endless demands that we end our oil addiction. These sorts of comments seem to become more frequent anytime the price of gas spikes or there is a hint of trouble in the Middle East. Of course the words “End Oil Addiction” are very easy to say but the suggested action is enormously difficult to accomplish. As we observed during the BP disaster, fossil fuel, millions of years of stored solar energy, just spews out of a pipe that has one end in a reservoir and the other where we can watch it. It gushes at a rate of millions of BTU’s per second, 5,800,000 BTU a barrel. There is no known technology that will produce liquid fuel in this volume. Nobody can stand up and say if we build a plant of design Y, that uses feedstock X, we can make an oil substitute for $200 a barrel. This article suggests a gasoline tax, probably because that would discourage consumption and allow some nascent alternative technology an opportunity to compete with oil. The usual alternative is biofuel, something we grow that ultimately uses contemporary solar energy and photosynthesis to produce liquid fuel. Vegetable oil and algae are often suggested.

It is undoubtedly true that thermal depolymerization or other arcane chemistry can be used to make diesel fuel out of almost any organic matter, and you can just press oil out of certain species of algae; the big problem is the photosynthetic capacity of the earth and scale. The USA burns 20 million barrels of oil a day and, at 42 gallons a barrel, that is 840 million gallons. We can estimate the practicality of producing this through photosynthesis by looking at fuel ethanol production in Brazil. In 2007 Brazil cultivated 8.4 million acres to produce 13 million gallons of sugar cane ethanol per day. Corrected for energy content, that is the same as 9.2 million gallons of oil. Sugar cane has a relatively high photosynthetic efficiency and this data suggests that the use of photosynthetic fuel would require 767 million acres to produce that 840 million gallons of crude equivalent. These are alarming numbers when you consider that we have only 470 million acres of arable land under cultivation in the US ! Taking another example, an analysis of a proposed Hawaiian palm oil plantation resulted in an expected yield of 600 gallons of biodiesel per acre per year. An area the size of Arizona, 72,726,400 acres, suitably irrigated and planted with palm oil (considered an efficient biofuel producer), would therefore produce 119.6 million gallons a day. We would need 7 Arizona’s, 509 million acres, to produce our fuel requirement using palm oil biodiesel (and a switch to diesel vehicles). It is clear that we don’t have the water and arable land to grow liquid fuel in fossil replacement quantities.

Getting down to sustaining life, it takes about 1.1 daily gallons of fuel to feed each of the 300 million of us or 330 million gallons a day. Once Saudi Arabia and other old oil fields start to decline and we all switch to solar powered trikes we can live until our share of global production drops to 330 million gallons a day – then we starve. There is no way we go cold turkey on oil regardless of the dreams of pundits and politicans. Oil is food and you can’t kick the food habit.

The fundamental problem is overshoot. We have exceeded the population that can be organically supported without finite supplies of diesel fuel and petroleum derived agricultural chemicals. In the absence of some technological advance we therefore will not be able to end the addiction without population control. At some point we will be like the natives of Easter Island, we will be burning the last few barrels of oil, just as they cut down the last trees, and then, since we have not found alternatives, we will starve. We like to use the word “sustainable” a lot, it makes us sound like we know something, but we are really talking about sustaining human life. A few billion people stop eating without oil. Organic agriculture might feed two billion of us.

Another way of looking at this is found in the fact that population grows exponentially and our vaunted economic system, capitalism, requires exponential growth to function. This requires an exponential growth of energy supply and liquid fuel but we certainly don’t have an exponentially increasing supply of petroleum or arable land. Exponential growth is insidious. Most people have a $15 scientific calculator with an e^x key. I have a TI-36. Consider a thought experiment in which we can support 2 billion bacteria in a 55 gallon drum full of water and nutrients. We put 100 bacteria in the drum and, since bacteria divide fast, lets say growth factor per hour is 1.5. Enter 1.5 on the calculator, press the e^x key (this is the 2nd function of LN), and you get 4.48. Multiply by the 100 bacteria and, after the first hour, you have 448. Hardly any compared to the capacity of the barrel so lets come back in eight hours. Multiply 1.5 X 8 and you get 12, use the e^x key and you get 162755, and that multiplied by the initial 100 is 16.3 million bacteria. This is nothing really because, after all, that drum holds 2 billion so we decide to check again at the 12 hour point. Now we have a problem, that number has grown to 6.5 billion bacteria and we need to scramble to find more drums so we can feed them all. We only need four drums however and there is still plenty of room in the yard. We come back in 24 hours and, damn, there are 4.31 X 10^17th critters and we would need 215 million drums. We can see that at some point after 12 hours we could not keep up with the hourly increment in drums and the incremental requirements of this exponential growth are very difficult to satisfy. While humans don’t reproduce at a 1.5 factor per hour our numbers and energy consumption do grow exponentially, each increment gets harder to service, and we are at the 12 hour point in the model above. We are in overshoot.

Economists like a 3.5% growth rate. If the GDP is 100 units we can use the TI 36 as above to calculate that it will be 201.4 units, or nominally double, in 20 years. This requires about double the energy, about 170 million barrels a day of global oil consumption. Twenty years after that we need 340 million and we can see that, like the bacterial example, we rapidly need an impossible annual increment in oil production as time passes. This is especially alarming when you realize that we don’t even have one doubling in oil production left. A baby born in 1973, during the first oil crisis, rode home from the hospital in a car powered by gasoline. In 2013, 40 years later and after a billion words about “foreign oil”, he drives a car powered by gasoline. It is certain however, that a child born in 2013 will not burn gasoline at the age of 40 and he will face an enormous and brutal transition to some other way of life, if he lives.

Consider that the DOE reports that there are 1.4 trillion barrels of proven reserves in the world. BP recently stated that production will reach 102 million barrels a day or 37.2 billion barrels a year. Divide and you get 37.6 years. Not much time when you consider all we do it write articles, do nothing, and have no apparent solution. Note well that we will not be producing 102 million barrels a day 35 years from now. The oil is in porous rock, not a tank in Cushing, Oklahoma. Oil production peaks, and then inexorably declines. The maximum US production occurred in 1971. In spite of Alaska, the Gulf of Mexico, enhanced oil recovery, the Bakken shale and all the rest – the maximum flow rate occurred in 1971. This is a prototype for the earth, we are at maximum now, and production will decline, economies will collapse, and ultimately we will not eat.

I believe that the answer to the original question “If not now, when ?” is “Probably never, but certainly not until we figure out how”. I believe that a few new rules would help.

1) Repeal “Be Fruitful and Multiply” or use a new, under unity, coefficient. The old biblical injunction is no longer operative. The planet will support 2 billion people if we are going to eat and enjoy the per capita energy consumption of an advanced society.

2) Create new, local, and organic agricultural methods. We can’t ship eggs in from 800 miles away and we need to make agriculture much less oil intensive.

3) Stop wasting 65% of the energy in natural gas used for electric generation. Live in a commune or apartment, in the middle of a 40 acre farm, where a natural gas engine generates electricity and the waste heat is used for space heating and hot water. We need 85% efficiency in this process. Incorporate methane from agricultural and farm animal waste in the fuel source for this engine. Solar and wind should also be used if supported by local conditions. We do have a significant endowment of natural gas – so lets not waste it.

4) Electrified railroad tracks should go everywhere. The energy in the 600 gallons per acre per year of biodiesel production discussed above represents a mere 0.3% of insolation. Solar panels don’t need water and get close to 20%. Electric trains therefore rule. Any train, steel wheels on steel track, offers a large improvement in efficiency, a multiple of about 5 over cars and trucks and, due to its diesel electric topology and the fact that it runs on precisely located tracks, also allows third rail use of solar, wind and other renewables.

5) All busses must be electric and free to ride. While the idea of buying say, a Nissan Leaf, and having to recharge every 100 miles may limit acceptance of electric cars – a 50 mile bus route is just great. At a terminal a robotic fork lift replaces the battery, that takes about two minutes, and the bus is ready to repeat the route. Local gasoline taxes fund the bus service and the “free” ride encourages use. An app for your phone tells you where the bus is so you can walk out as it arrives. No waiting. Electric power means the bus runs on any energy source from nuclear to solar to natural gas. No oil is required.

Posted in Uncategorized | Leave a comment

Startup post

Here – I will deliver my opinions on politics and energy. I believe in robust government and I support big, powerful, unions. I believe that middle class wages are the ultimate source of economic growth. I believe that, while trade is great, if the only trading advantage is cheap labor – we need to protect our labor. I therefore believe in tariffs on China. As far as social issues – I support gay marriage – but not the repeal of DADT. A gay person has a right to marry but not to bunk and shower with me. More later as this is just a software test.

Posted in Uncategorized | 1 Comment