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Investors' Growing Appetite for Oil Evades Market Limits
2008-06-06, Washington Post
http://www.washingtonpost.com/wp-dyn/content/article/2008/06/05/AR20080605043...

Hedge funds and big Wall Street banks are taking advantage of loopholes in federal trading limits to buy massive amounts of oil contracts, ... helping to push oil prices to record highs. The federal agency that oversees oil trading, the Commodity Futures Trading Commission, has exempted these firms from rules that limit speculative buying. The CFTC has also waived regulations over the past decade on U.S. investors who trade commodities on some overseas markets, freeing those investors to accumulate large quantities of the future oil supply by making purchases on lightly regulated foreign exchanges. Over the past five years, investors have become such a force on commodity markets that their appetite for oil contracts has been equal to China's increase in demand over the same period, said Michael Masters, a hedge fund manager who testified before Congress on the subject last month. The commodity markets, he added, were never intended for such large financial players. Commodities have become especially enticing to investors as the credit crisis has roiled other investment opportunities such as stocks and debt-related securities. The recent flood of investment money has transformed the markets for oil, as well as uranium, wheat, cotton and other goods, into a volatile realm that some insiders call the Wild West of Wall Street. Michael Greenberger, a professor at the University of Maryland and former CFTC commissioner, said there were loopholes the agency could close without much effort. "There's smoke here, and the CFTC hasn't wanted to look if there's a fire," he said. "But these are dark markets. They don't even know who's doing the trading."

Note: For revealing reports on financial corruption and criminality from major media sources, click here.

Cars that make hybrids look like gas guzzlers
2007-03-04, San Francisco Chronicle (San Francisco's leading newspaper)
http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2007/03/04/ING44OD4AS1.DTL

Toyota Prius owners tend to be a proud lot since they drive the fuel-efficient hybrid gas-electric car that's ... one of the hottest-selling vehicles in America. A few, however, felt that good was not good enough. They've made "improvements" even though the modifications voided parts of their warranties. Why? Five words: one hundred miles per gallon. "We took the hybrid car to its logical conclusion," [Felix] Kramer says, by adding more batteries and the ability to recharge by plugging into a regular electrical socket at night. Compared with the Prius' fuel efficiency of 50 mpg, plug-in hybrids use half as much gasoline by running more on cleaner, cheaper, domestic electricity. These trendsetters monkeyed with the car ... to make a point: If they could make a plug-in hybrid, the major car companies could, too. Kramer ... and a cadre of volunteers formed the California Cars Initiative (online at calcars.org). They added inexpensive lead-acid batteries ... giving the car over 100 mpg in local driving and 50 to 80 mpg on the highway. The cost of conversion is about $5,000 for a do-it-yourselfer. Several small companies like EnergyCS ... started doing small numbers of conversions for fleets and government agencies using longer-lasting, more energy-dense lithium-ion batteries. Kramer hired EnergyCS to convert his Prius and reported on a typical day of driving. Compared with driving his Prius before the conversion, he ... spewed out two-thirds less greenhouse gases at a total cost of $1.76 for electricity and gasoline, instead of the $3.17 it would have required on gasoline alone. People want plug-in hybrids but can't get them. Dealers don't sell them yet, and the few conversion services cater to fleets.

Note: For a video and educational package to guide those who want to build a 100 mpg car, see www.eaa-phev.org. For why the car companies with their massive budgets haven't developed cars like this, click here.

Cheap solar power poised to undercut oil and gas by half
2007-02-18, The Telegraph (One of the U.K.'s leading newspapers)
http://www.telegraph.co.uk/money/main.jhtml?xml=/money/2007/02/19/ccview19.xml

Within five years, solar power will be cheap enough to compete with carbon-generated electricity. In a decade, the cost may have fallen so dramatically that solar cells could undercut oil, gas, coal and nuclear power by up to half. Anil Sethi, the chief executive of the Swiss start-up company Flisom, says he looks forward to the day - not so far off - when entire cities in America and Europe generate their heating, lighting and air-conditioning needs from solar films on buildings with enough left over to feed a surplus back into the grid. The secret? A piece of dark polymer foil, as thin a sheet of paper. It is so light it can be stuck to the sides of buildings. It can be mass-produced in cheap rolls like packaging - in any colour. The "tipping point" will arrive when the capital cost of solar power falls below $1 (51p) per watt, roughly the cost of carbon power. The best options today vary from $3 to $4 per watt - down from $100 in the late 1970s. Mr Sethi believes his product will cut the cost to 80 cents per watt within five years, and 50 cents in a decade. "We don't need subsidies, we just need governments to get out of the way and do no harm," he said. Solar use [has] increased dramatically in Japan and above all Germany, where Berlin's green energy law passed in 2004 forces the grid to buy surplus electricity from households at a fat premium. The tipping point in Germany and Japan came once households [understood] that they could undercut their unloved utilities. Credit Lyonnais believes the rest of the world will soon join the stampede. Needless to say, electricity utilities are watching the solar revolution with horror.

Note: Why is this inspiring, important news getting so little press coverage? And why not more solar subsidies? For a possible answer, click here. And for an amazing new energy source not yet reported in the major media which could make even solar energy obsolete, click here.

Coming in out of the cold: Cold fusion, for real
2005-06-06, Christian Science Monitor
http://www.christiansciencemonitor.com/2005/0606/p25s01-stss.html

A very reputable, very careful group of scientists at the University of Los Angeles ... has initiated a fusion reaction using a laboratory device that's not much bigger than a breadbox, and works at roughly room temperature. This time, it looks like the real thing. The whole trick with fusion is you've got to get protons close enough together for the strong force to overcome their electrical repulsion and merge them together into a nucleus. Instead of using high temperatures and incredible densities to ram protons together, the scientists at UCLA cleverly used the structure of an unusual crystal. Crystals are fascinating things; the atoms inside are all lined up in a tightly ordered lattice, which creates the beautiful structure we associate with crystals. Stressing the bonds between the atoms of some crystals causes electrons to build up on one side, creating a charge difference over the body of the crystal. Instead of using intense heat or pressure to get nuclei close enough together to fuse, this new experiment used a very powerful electric field to slam atoms together. This experiment has been repeated successfully and other scientists have reviewed the results. For the time being, don't expect fusion to become a readily available energy option. The current cold fusion apparatus still takes much more energy to start up than you get back out. But it really may not be long until we have the first nuclear fusion-powered devices in common use.

Note: If the above link fails, click here. Why wasn't this widely reported? For a possible answer, click here.

Fans of GM Electric Car Fight the Crusher
2005-03-10, Washington Post
http://www.washingtonpost.com/ac2/wp-dyn/A21991-2005Mar9

What's at stake, they say, is no less than the future of automotive technology, a practical solution for driving fast and fun with no direct pollution whatsoever. GM agrees that the car in question, called the EV1, was a rousing feat of engineering that could go from zero to 60 miles per hour in under eight seconds with no harmful emissions. The market just wasn't big enough, the company says, for a car that traveled 140 miles or less on a charge before you had to plug it in like a toaster. Some 800 drivers once leased EV1s, mostly in California. After the last lease ran out in August, GM reclaimed every one of the cars, donating a few to universities and car museums but crushing many of the rest. Enthusiasts discovered a stash of about 77 surviving EV1s behind a GM training center in Burbank and last month decided to take a stand. Mobilized through Internet sites and word of mouth, nearly 100 people pledged $24,000 each for a chance to buy the cars from GM. On Feb. 16 the group set up a street-side outpost of folding chairs that they have staffed ever since in rotating shifts, through long nights and torrential rains, trying to draw attention to their cause. GM refuses to budge. Toyota is aware of a growing fad among do-it-yourselfers who put a new battery in their Prius so it can be plugged in at home and then travel about 20 miles on electric power alone.

Note: Why would GM simply crush cars for which people are willing to pay $24,000? For a possible answer to this important question, click here. To learn how to convert a Toyota Prius to get 100 mpg, click here.

Air Force pursuing antimatter weapons
2004-10-04, San Francisco Chronicle (San Francisco's leading newspaper)
http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2004/10/04/MNGM393GPK1.DTL

The U.S. Air Force is quietly spending millions of dollars investigating ways to use a radical power source -- antimatter, the eerie "mirror" of ordinary matter -- in future weapons. The most powerful potential energy source presently thought to be available to humanity, antimatter is a term normally heard in science-fiction films. But antimatter itself isn't fiction. During the Cold War, the Air Force funded numerous scientific studies of the basic physics of antimatter. Following an initial inquiry from The Chronicle this summer, the Air Force forbade its employees from publicly discussing the antimatter research program. Still, details on the program appear in numerous Air Force documents distributed over the Internet prior to the ban. It almost defies belief, the amount of explosive force available in a speck of antimatter. One millionth of a gram of positrons contain as much energy as 37.8 kilograms (83 pounds) of TNT. A simple calculation, then, shows that about 50-millionths of a gram could generate a blast equal to the explosion ... in Oklahoma City in 1995. Officials at Eglin Air Force Base initially agreed enthusiastically to try to arrange an interview with ... Kenneth Edwards, director of the "revolutionary munitions" team at the Munitions Directorate at Eglin. "We're all very excited about this technology," spokesman Rex Swenson [said] in late July. But Swenson backed out in August after he was overruled by higher officials in the Air Force and Pentagon. Reached by phone in late September, Edwards repeatedly declined to be interviewed. His superiors gave him "strict instructions not to give any interviews personally. "I'm sorry about that -- this (antimatter) project is sort of my grandchild."

A Battle to Preserve a Visionary’s Bold Failure
2009-05-05, New York Times
http://www.nytimes.com/2009/05/05/science/05tesla.html

In 1901, Nikola Tesla began work on a global system of giant towers meant to relay through the air not only news, stock reports and even pictures but also, unbeknown to investors such as J. Pierpont Morgan, free electricity for one and all. It was the inventor’s biggest project, and his most audacious. The first tower rose on rural Long Island and, by 1903, stood more than 18 stories tall. Tesla, who lived from 1856 to 1943, made bitter enemies who dismissed some of his claims as exaggerated, helping tarnish his reputation in his lifetime. Today, his work tends to be poorly known among scientists, though some call him an intuitive genius far ahead of his peers. He was widely celebrated for his inventions of motors and power distribution systems that used the form of electricity known as alternating current, which beat out direct current (and Thomas Edison) to electrify the world. Around 1900 ... inventors around the world were racing for what was considered the next big thing — wireless communication. [Tesla's] own plan was to turn alternating current into electromagnetic waves that flashed from antennas to distant receivers. The scale of his vision was gargantuan. Investors, given Tesla’s electrical achievements, paid heed. The biggest was J. Pierpont Morgan, a top financier. He sank $150,000 (today more than $3 million) into Tesla’s global wireless venture. But Morgan was [eventually] disenchanted. Margaret Cheney, a Tesla biographer, observed that Tesla had seriously misjudged his wealthy patron, a man deeply committed to the profit motive. “The prospect of beaming electricity to penniless Zulus or Pygmies,” she wrote, must have left the financier less than enthusiastic.

Note: This article underplays a number of things about Tesla. Morgan stopped funding him primarily because he eventually realized that there would be no way to charge for the electricity Tesla was generating. If successful, electricity would be available virtually for free to those supplied by his tower. Tesla was then shunned by the power elite and his rightful claim as inventor of the radio (not Marconi) was erased in the history books. As stated on the PBS website, "It wasn't until 1943 — a few months after Tesla's death — that the U.S. Supreme Court upheld Tesla's radio patent number 645,576." For more on this amazing man, click here and here.

Torture tests say battery power's hardly nerdy
2009-03-30, Boston Globe
http://www.boston.com/business/technology/articles/2009/03/30/torture_tests_s...

Bill Dubé gets giddy when he talks about batteries and speed. After all, his 500-horsepower Killacycle electric motorcycle goes from 0 to 60 miles per hour in under a second. He claims it is the fastest electric vehicle on the planet. In October, the Killacycle traveled a quarter mile in 7.89 seconds, topping out at 174 mph, a record. Dubé, 56, an engineer and Rhode Island native whose day job is designing air chemistry instruments at the University of Colorado, is the bike's designer, owner, and builder. He is out to prove that electric vehicles do not have to be "nerd-mobiles." At the heart of electric vehicles like the Killacycle are the batteries. A123 Systems Inc., based in Watertown, sponsors the Killacycle and provides its battery. Dubé read about A123's lithium-ion battery technology in 2003 and decided to approach company officials. He thought drag racing was a great way to torture-test the company's innovative battery cells. "I told them I'll take the battery cells out to the drag strip and set a world record," he said. Electric-vehicle racing hit the start line about 15 years ago, when pioneers like Dubé began building the machines. "Bill is quite amazing and does pretty good promoting electric-vehicle racing in general," said Mike Willmon, president of the National Electric Drag Racing Association, based in Santa Rosa, Calif. The mission of the group, whose membership stands at 100, is to increase public awareness about the performance side of electric vehicles.

Note: Why such a weak title for this amazing bike? Why not a title like "Electric motorcycle goes 0 to 60 in one second"? Could it be the media doesn't want us to know things like this? For lots more suggesting this may be the case, click here. And for more on this amazing motorcyle and an unassuming electric car that does the quarter mile in under 12 seconds, click here.

Legislators taking hard look at oil trading
2008-11-26, San Francisco Chronicle (San Francisco's leading newspaper)
http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/11/26/BU70149LTD.DTL

For a few months this summer, the oil market speculator ... helped push oil prices steadily higher, shattering records that had lasted for decades. As oil topped $145 per barrel, Congress started looking for ways to rein the speculators in. Then oil prices plunged, and interest in the issue fizzled. But that may soon change. "This will remain an issue," said Sen. Byron Dorgan, D-N.D., who introduced oil market legislation this year. "Because when the price of oil has gone from $50 to $147 and back, it's clear to me and everyone else that this has nothing to do with supply and demand. It has to do with speculation." Among possible changes, Congress may try to assert more authority over unregulated oil swaps that don't take place on any formal market. Many factors helped shove prices higher, including the growth of China's economy and the decline of the American dollar. But oil kept rising even as gasoline sales fell in the United States, the world's largest oil consumer. That wouldn't have happened if supply and demand really were driving the market, many analysts say. "The entire move from $70 (per barrel) to $147 was people fleeing the dollar and looking at oil as an asset class," said Amy Myers Jaffe, an energy research fellow at Rice University's Baker Institute. "It was speculators, so when they exited the market, we went right back to $70." Speculators are investors who trade in oil or other commodities strictly as a financial investment. They include hedge funds and investment banks as well as retirement funds.

Note: For lots more reports on corporate corruption from reliable sources, click here.

Students increase fuel-efficiency
2008-06-22, San Francisco Chronicle (San Francisco's leading newspaper)
http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/06/20/MTTF114KJO.DTL

What we drive in the future may not be designed in Detroit, or Tokyo or Stuttgart, but on the college campuses of North America. Teams of students from 17 colleges and universities in the United States and Canada have spent the last three years taking apart models of a Chevrolet Equinox, and re-designing and re-fitting the crossover SUV to get better fuel efficiency than the engineers and designers at General Motors have been able to achieve. It's called Challenge X. So what did these college teams come up with? They came up with bio-diesel, ethanol, hydrogen, hybrid electric, plug-in electric - with most of the teams using two of these energy sources together. The team from Penn State created an Equinox that runs on three fuels: bio-diesel, hydrogen and electric hybrid power. "The way it's designed, it's always burning hydrogen and bio-diesel together, and the hybrid motor turns on and off," explained Nate Simmons. The team from San Diego State created a bio-diesel electric hybrid, and transformed the transmission from automatic to manual for even better gas mileage. They were able to boost the EPA rating for the conventional Equinox from a rating of 23 miles per gallon highway up into the low 30s. "We set out to produce the most powerful vehicle in the competition," said faculty advisor James Burns. This year's winner was Mississippi State University, for its bio-diesel hybrid electric design. The MSU vehicle is powered by a 1.9-liter GM direct injection turbo-diesel engine, fueled by bio-diesel (B20). It won for achieving a whopping 38 percent increase in fuel economy over the production-model Equinox.

Note: College and even high school students have been beating car manufacturers for years, yet the media seem to largely ignore this. For striking examples, click here and here.

Turning physics on its ear
2008-02-04, Toronto Star (Toronto's leading newspaper)
http://www.thestar.com/Business/article/300042

Thane Heins is nervous and hopeful. In four days the Ottawa-area native will travel to Boston where he'll demonstrate an invention that appears ... to operate as a perpetual motion machine. The audience, esteemed Massachusetts Institute of Technology professor Markus Zahn, could either deflate Heins' heretical claims or add momentum to a 20-year obsession. Zahn is a leading expert on electromagnetic and electronic systems. In a rare move for any reputable academic, he has agreed to give Heins' creation an open-minded look rather than greet it with outright dismissal. The invention ... could moderately improve the efficiency of induction motors, used in everything from electric cars to ceiling fans. At best it means a way of tapping the mysterious powers of electromagnetic fields to produce more work out of less effort, seemingly creating electricity from nothing. Heins has modified his test so the effects observed are difficult to deny. He holds a permanent magnet a few centimetres away from the driveshaft of an electric motor, and the magnetic field it creates causes the motor to accelerate. Contacted by phone a few hours after the test, Zahn is genuinely stumped – and surprised. He said the magnet shouldn't cause acceleration. "It's an unusual phenomenon I wouldn't have predicted in advance. But I saw it. It's real. To my mind this is unexpected and new," he [said]. "There are an infinite number of induction machines in people's homes and everywhere around the world. If you could make them more efficient, cumulatively, it could make a big difference."

Note: For a treasure trove of reports on new energy breakthroughs from reliable, verifiable sources, click here.

A way to squeeze oil and gas from just about anything
2007-12-00, Popular Science magazine
http://www.popsci.com/popsci/flat/bown/2007/innovator_2.html

Everything that goes into Frank Pringle’s recycling machine — a piece of tire, a rock, a plastic cup — turns to oil and natural gas seconds later. “I’ve been told the oil companies might try to assassinate me,” Pringle says without sarcasm. The machine is a microwave emitter that extracts the petroleum and gas hidden inside everyday objects. Every hour, the first commercial version will turn 10 tons of auto waste — tires, plastic, vinyl — into enough natural gas to produce 17 million BTUs of energy (it will use 956,000 of those BTUs to keep itself running). Pringle created the machine about 10 years ago after he drove by a massive tire fire and thought about the energy being released. He went home and threw bits of a tire in a microwave emitter he’d been working with for another project. It turned to what looked like ash, but a few hours later, he returned and found a black puddle on the floor of the unheated workshop. Somehow, he’d struck oil. Or rather, he had extracted it. Petroleum is composed of strings of hydrocarbon molecules. When microwaves hit the tire, they crack the molecular chains and break it into its component parts: carbon black (an ash-like raw material) and hydrocarbon gases, which can be burned or condensed into liquid fuel. If the process worked on tires, he thought, it should work on anything with hydrocarbons. The trick was in finding the optimum microwave frequency for each material. In 2004 he teamed up with engineer pal Hawk Hogan to take the machine commercial. Their first order is under construction in Rockford, Illinois. It’s a $5.1-million microwave machine the size of small bus called the Hawk, bound for an auto-recycler in Long Island, New York. Oil companies are looking to the machines to gasify petroleum trapped in shale.

Note: For many exciting breakthroughs in new energy technologies, click here.

The 50% MPG Gain That Detroit Won't Touch
2007-08-26, Washington Post
http://www.washingtonpost.com/wp-dyn/content/article/2007/08/23/AR20070823016...

Gerald Rowley keeps his dreams in his garage. There ... he stores an aging Mazda 626 sedan [specially outfitted with a] one-gallon steel box in the trunk connected to fuel lines leading to a gasoline vaporizing device under the hood. The steel box holds one gallon of regular unleaded gasoline. The device beneath the hood is called the VFS, Vaporizing Fuel System. I came here to drive Rowley's VFS-equipped car. For years, I had spurned the invitations of homespun inventors worldwide to travel to distant points to witness first-hand machines that could deliver 100 miles per gallon or 200 miles per gallon. The claims sounded too incredible to believe -- ridiculous, in fact. If such devices really worked, really did what their inventors said they did, why would they still be sitting on shelves in anonymous workshops -- ignored by the driving public and all of the vehicle manufacturers who serve them? What automobile manufacturer in its right mind, especially with rising concerns about future oil availability and with gasoline prices escalating worldwide, would not jump at the opportunity to acquire a device that delivered 100 miles per gallon? Rowley's patented device is nothing new. It's just the latest iteration of an idea already developed by others -- the notion that you could get more miles per gallon out of a traditional gasoline engine if you pre-heated the fuel to about 350 degrees Fahrenheit, thus turning it into a vapor before it enters the combustion chamber. Vaporized fuel, when properly mixed with air, burns more efficiently, saves fuel and emits fewer tailpipe pollutants than traditional fuel-air mixtures in which gasoline is sprayed into a combustion chamber in tiny droplets and then mixed with air before burning. All car companies know this.

Note: Why won't the car manufacturers develop this amazing, proven technology? For a possible answer, click here. And for a treasure trove of exciting reports on new energy developments, click here.

Bribes offered to scientists
2007-02-03, Sydney Morning Herald (Australia's leading newspaper)
http://www.smh.com.au/news/environment/bribes-offered-to-scientists/2007/02/0...

Scientists and economists have been offered $10,000 each by a lobby group funded by one of the world's largest oil companies to undermine the UN climate change report. Letters sent by the American Enterprise Institute, an ExxonMobil-funded think tank with close links to the Bush Administration, offered the payments for articles that emphasise the shortcomings of the report. Travel expenses and additional payments were also offered. The institute has received more than $1.6 million from ExxonMobil - which yesterday announced a $50 billion annual profit, the biggest ever by a US company - and more than 20 of its staff have worked as consultants to the Bush Administration. A former head of ExxonMobil, Lee Raymond, is the vice-chairman of the institute's board of trustees.

Note: Why wasn't this important story covered by any major media in the U.S.? For an answer, click here.

Vehicle mileage estimates get real
2006-12-12, Los Angeles Times
http://www.latimes.com/business/la-fi-fuel12dec12,0,1026595.story

That 55-mile-per-gallon hybrid car you've been eyeing may end up being a 44-mpg hybrid. The federal Environmental Protection Agency announced a new system Monday for evaluating fuel economy that will lower mileage estimates for most vehicles. On average, vehicles rated under the 2008 method will post a 12% drop in city gasoline mileage and an 8% decline in highway mileage. With the new testing requirements, the EPA is attempting to come up with estimates that more closely reflect the real-world mileage motorists can expect when they purchase a vehicle. Under the current system ... actual mileage is often far lower than the posted EPA ratings. Hybrids will be hit harder because the new test eliminates some of the all-electric driving that helped them produce impressive results. A recent study ... found that the average mileage for passenger cars and light trucks was about 14% less than EPA estimates. The mileage for gas-electric hybrids probably will be 20% to 30% lower than present estimates for city driving and 10% to 20% lower on the highway. These vehicles quickly lose their all-electric advantage when operated in cold weather or quickly accelerated. The new EPA mileage estimates won't harm automakers' ability to meet federal rules requiring an industrywide average fuel economy of 27.5 miles per gallon for cars and 21 mpg for sport utility vehicles, pickup trucks and vans.

Note: The government could easily mandate higher gas mileage, but has not significantly raised the bar in almost 20 years. Why? The current average mileage for all cars is less than the mileage of the 1908 Model T. With all of the incredibly technological advances in other fields, how is this possible? For more on this vital topic, click here and here. Toyota came out with a hybrid that got 100 mpg in 2002. For what happened to it, click here. And to learn how a Toyota Prius can be converted to get 100 miles per gallon, click here.

Advanced vehicles demonstrate zero oil-consumption, reduced emissions
2005-05-18, Boston Globe
http://www.boston.com/cars/news/2005/may/0518_tourdesol.html

Carmakers such as Toyota and Honda can't seem to make hybrid vehicles fast enough to keep up with public interest. Interest in this new technology is growing, and one group is highlighting these technical marvels in a yearly event called the Tour de Sol. Top prize for the Monte-Carlo Rally went to a modified Honda Insight driven by Brian Hardegen, of Pepperell, who broke the 100-mile-per-gallon barrier over a 150-mile range. The car actually got 107 miles-per gallon. St. Mark's High School in Southboro, and North Haven Community School, North Haven, ME, demonstrated true zero-oil consumption and true zero climate-change emissions with their modified electric Ford pick-up and Volkswagen bus. More than 60 hybrid, electric and biofueled vehicles from throughout the US and Canada demonstrated that we have the technology today to power our transportation system with zero-oil consumption and zero climate-change emissions.

Note: If the above link fails, click here. If high school students can do it, why aren't the car companies seriously developing these technologies? And why are car manufacturers not able to keep up with demand on hybrid vehicles? For more, click here.

Halliburton operates in Iran despite sanctions
2005-03-07, MSNBC News
http://www.msnbc.msn.com/id/7119752

in January, Halliburton won a contract to drill at a huge Iranian gas field called Pars, which an Iranian government spokesman said "served the interests" of Iran. "I am baffled that any American company would want to have employees operating in Iran," says Sen. Susan Collins, R-Maine. "I would think they'd be ashamed." Halliburton says the operation — videotaped by NBC News — is entirely legal. It's run by a subsidiary called "Halliburton Products and Services Limited," based outside the U.S. In fact, the law allows foreign subsidiaries of U.S. corporations to do business in Iran under strict conditions. Other U.S. oil services companies, like Weatherford and Baker Hughes, also are in Iran. And foreign subsidiaries of NBC's parent company, General Electric, have sold equipment to Iran. For Halliburton to have done this legally, the foreign subsidiary operating in Iran must be independent of the main operation in Texas. Yet, when an NBC producer approached managers in Iran, he was sent to company officials in Dubai. But they said only Halliburton headquarters in Houston could talk about operations in Iran.

Warming Up to Cold Fusion
2004-11-21, Washington Post
http://www.washingtonpost.com/wp-dyn/articles/A54964-2004Nov16.html

Peter Hagelstein is trying to revive hope for a future of clean, inexhaustible, inexpensive energy. Fifteen years after the scientific embarrassment of the century ... a panel of scientists gathered. The panel's charge was simple: to determine whether [cold fusion] had even a prayer of a chance at working. The Department of Energy went to great lengths to cloak the meeting from public view. No announcement, no reporters. None of the names of the people attending that day was disclosed. Since 1989, hundreds of scientists working in dozens of labs around the world have claimed ... results. Supporters point to the written literature -- more than 3,000 papers -- as proof of the effect. But the most credible cold fusion advocates concede that the vast majority of those papers are of poor quality. "Brilliant," "genius" and "reclusive" were words used to describe [SRI scientist Peter] Hagelstein 20 years ago, when he rose to prominence as one of the young scientists behind President Ronald Reagan's plans to build a missile shield in outer space. Hagelstein [now] describes the mainstream scientific community as "mafias" that promote and publish their friends' work, unwilling to accept new ideas. As Hagelstein explains it, leading physicists came out swiftly and prematurely against cold fusion. Hagelstein says his acceptance of cold fusion was by no means immediate. It took several years before he was convinced. [Now] Hagelstein says, he has seen enough cold fusion data to convince him that the science is clearly real. The field's acceptance, he maintains, will be simply a matter of the scientific community's looking at the improved experimental results in the future and coming to understand them.

Note: If the above link fails, click here. Why all the secrecy around this important topic? To learn why the power elite don't want cheap energy, click here.

Tsunami bomb - NZ's devastating war secret
1999-09-25, New Zealand Herald (New Zealand's leading newspaper)
http://www.nzherald.co.nz/section/story.cfm?c_id=1&objectid=14727

Top-secret wartime experiments were conducted off the coast of Auckland to perfect a tidal wave bomb, declassified files reveal. United States defence chiefs said that if the project had been completed before the end of the war it could have played a role as effective as that of the atom bomb. Details of the tsunami bomb, known as Project Seal, are contained in 53-year-old documents released by the Ministry of Foreign Affairs and Trade. Papers stamped "top secret" show the US and British military were eager for Seal to be developed in the post-war years too. The experiments involved laying a pattern of explosives underwater to create a tsunami. It is unclear what happened to Project Seal once the final report was forwarded to Wellington Defence Headquarters late in the 1940s. The bomb was never tested on a full scale. "Whether it could ever be resurrected ... Under some circumstances I think it could be devastating."

Chrysler drops three electric vehicles despite having touted them to get billions in government bailout cash
2009-11-09, USA Today
http://content.usatoday.com/communities/driveon/post/2009/11/620001133/1

If you believed all the talk from Chrysler about how our tax dollars would help finance its fast-track electric-vehicle future, you're in for a big disappointment. Chrysler has disbanded the engineering team that was trying to bring three electric models to market as a rush job. Chrysler [had] cited its devotion to electric vehicles as one of the key reasons why the Obama administration and Congress needed to give it $12.5 billion in bailout money. The change of heart on electric vehicles has come under Fiat. At a marathon presentation of Chrysler's five-year strategy, CEO Sergio Marchionne talked about just about everything on Chrysler's plate ... except its earlier electric-car plans. With the group's disbanding, Chrysler's electric plans will be melded into Fiat's. Marchionne is apparently no fan of electric power. He says electrics will only make up 1% or 2% of Fiat sales by 2014 and that he doesn't put a lot of faith in the technology until battery developments are pushed forward. As a result, Chrysler won't have an electric car on sale as soon as next year, such as the Dodge Circuit sports car concept it had unveiled. The change has come so fast that Chrysler's website has been still featuring pictures of the electric vehicles. As late as August, Chrysler took $70 million in grants from the U.S. Department of Energy to develop a test fleet of 220 hybrid pickup trucks and minivans, vehicles now scrapped in the sweeping turnaround plan for Chrysler.

Note: For reports from reliable sources on promising new developments in electric automobile technologies, click here.

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