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Energy, I think a huge Governement contract will happen some day. Especially under the Obama administration with Climate change being one of his top priorities.
The key is a solution that doesn't cost much and has huge benefits. Sounds like GNPG to me.
I think Las Vegas is extremely happy they use GNPG's products.
Here is proof 4 months ago from the City stating they are happy with GNPG:
Las Vegas Reports Decrease in Emissions Using XenTx™
Posted: Tue, June 16, 2009
The City of Las Vegas, a Clean Cities Coalition Member, reported an 18% decrease in Nitrous Oxide (NOx) emissions through its use of XenTx™ Diesel Fuel Treatment with CleanBoost Technology in all of its approximately 1,500 city-operated diesel-powered vehicles. The city reported that using the product also increased fuel efficiency throughout their vehicles and improved air quality. XenTx™ CleanBoost-LE has received its mark of registration from the Environmental Protection Agency, one of only four diesel fuel additives to do so while surpassing the strict emissions standards of Texas and California.
Las Vegas—in collaboration with its diesel fuel supplier, Haycock Petroleum Company—pre-treats all diesel fuel with XenTx™ Diesel Fuel Treatment prior to delivery to the city’s central fueling facilities. Dan Hyde, Fleet Manager for the City of Las Vegas, stated, “NOx emissions were reduced 18 percent after using the XenTx™ Diesel Fuel Treatment in all of our biodiesel-powered vehicles. It also increased fuel efficiency by 3% according to certified testing at independent labs using the industry standard J-1321 Joint TMC/SAE Test Procedure.” Mr. Hyde continued, “Simply adding XenTx™ Diesel Fuel Treament to our fuel supply is an easy and cost-effective means of reducing emissions, improving fuel efficiency and cleaning the air in our community.”
Thanks to Green Planet Group’s XenTx™ products, cities around the country are able to switch to alternative fuels like biodiesel—something many were previously unable to do. “We are happy to work with Clean Cities Coordinators around the country. There are many fleets around the country that would like to switch to biodiesel, but are concerned about the increased NOx emissions,” said Green Planet Group’s VP of Sales, Charles Yerkes. “Our product gives fleet managers a tool to reduce emissions today without any additional cost.”
Green Planet Group is currently engaged in providing innovative solutions to conserve energy usage, particularly for petroleum-based fuels. The company as developed unique products that are sold to industrial, commercial and retail customers. Its XenTx™ products feature breakthrough technology that reduces overall friction and mechanical wear, resulting in greater fuel economy and less air pollution (EPA Registration Numbers: 201920002 and 20190003).
If you go to this website:
http://www.catf.us/
And look at the newscast on the left with Kristine Johnson on the WCBS news video, you will see a segment on the news that GNPG could easilly fill.
GNPG is a no brainer investment when people find out about us.
Someone mentioned China as a market. Here is a report that came out today indicating it could be a Trillion dollar market for Green companies.
CaN CHINA GROW GREEN? eXCLUSIVE INTERVIEW WITH eLLEN g. cARBERRY OF THE cHINA GREENTECH INITIATIVE by marisha Wojciechowska-Shibuya: (MaximsNewsNetwork)
UNITED NATIONS - / MaximsNews Network / 02 November 2009 - Although the occasional onlooker does not instinctively think of China as a green player, the first China Greentech Report recently launched by the China Greentech Initiative states that China could be a $500 billion to $1 trillion a year market for environmentally sustainable green technologies. The Initiative is an open source commercial collaboration of over 80 of the world’s leading green technology companies, entrepreneurs, investors, NGOs and policy advisors, of the likes of PricewaterhouseCoopers, the American Chamber of Commerce in Shanghai, Philips, Clean Air Task Force, KPCB China, General Electric, IBM, BP, etc. The Report itself examines 125 greentech solutions, both existing and emerging, across seven sectors to provide a view of each solution's potential environmental impact as well as commercialization opportunities in China. Considering that massive private sector investment will be required to hold climate to a 2 degrees Celsius increase or for supplying clean freshwater to scores of households for instance, China’s policy environment holds key to unlocking the world’s green market potential. The China Greentech Report 2009 provides the first broad in-depth analysis of this new frontier.
-Ellen G. Carberry is managing director of the China Greentech Initiative.
Marisha Wojciechowska-Shibuya: What are the main headline grabbing findings of the China Greentech 2009 report?
Ellen G. Carberry: We analyzed solutions that meet the needs of China and estimate that the total potential addressable market opportunity for green technologies in China could be up to US$ 1 trillion, roughly comparable to 15% of China’s forecasted GDP in the year 2013. Addressable market size estimates the total revenues greentech solutions could potentially achieve if they were attractive to adopters vis-à-vis conventional alternatives. This is not meant to be an annual forecast for solutions, but rather an estimate of what the market could be under specific conditions.
Marisha Wojciechowska-Shibuya: One of the assertions in the report is that ‘China will become environmentally sustainable out of necessity’. What makes you so sure of this?
Ellen G. Carberry: First of all, the continued need for growth in the nation. More and more people out will migrate from rural areas and into the cities and, despite the economic engine running at 8% annual growth in recent years, that is not sufficient for creating jobs at the required pace in the urban areas. So part of it is the necessity to keep employing more and more people. Part of it is that the sheer size of the urbanization is so significant – it is the largest transformation of people from rural to urban ever done – which requires a very significant demand for resources. And part of it is an energy security issue. All of these market forces together create a necessity for China to be environmentally sustainable.
M W-S: What do you mean by energy security?
Ellen G. Carberry: To keep the economic engine producing at this rate, whether or not there is any energy efficiency savings or other sources of energy, the sheer amount of energy required is significant. If you look at charts that graphically show the point at which China entered into the World Trade Organization, somewhere around 2001-2002, the use of energy, the use of petroleum, the use of coal, all these metrics have soared over the last eight years. So coupled with this accelerated growth and urbanization, greater amounts of resources are required. And the government has modeled that if they go along on their current course, in 40 or 50 years the world might run out of energy enough to supply their economic engine.
So the need for alternative energy and the need for greater energy efficiency are things that are required – and in the forecasted macro economic plans, the Chinese Central Government knows that they will have to find other ways to achieve energy security. I think – and I by no means am speaking for anyone here – that there is a desire for the nation to be more independent when in terms of sourcing the energy required. For instance, wind power is in their control, and solar power is in their control. The report shows that in the areas of wind and solar, the natural environmental capacity is actually better in China than in many other places. In the solar area, the most capacity is in Japan and Germany these days, but if you measure it in terms of sun-hours, China has actually a higher capacity for producing solar if they want to. Same story if you look at the amount of wind capacity. I am talking strictly in terms of the natural environment. So if you look at this on a comparison basis, China has vast tracts of land, which are not necessarily used productively to generate solar power and wind power It all becomes quite feasible and doable for China.
Ellen G. Carberry: What we found from doing the work in the past nine months is that the government is acting in a very progressive way, and we say this in the report, whereby the government is actually a positive driver. So if you look in the regulatory section of the report, you will see that the sheer number of laws and incentives have all been very steadily building upon each other in a very cohesive system and that the policy mechanisms and drivers are causing a green transformation. China’s stimulus plan is understood to be one of the largest green stimulus plan in the world. So it is not just the size of the stimulus but the number of things that are happening, and all quite quickly.
Press conference for The China Greentech Report 2009, at the World Economic Forum, Dalian, China, Septebmer 10, 2009 Photo © China Greentech Initiative
Marisha Wojciechowska-Shibuya: One of the seven sectors studied in the report is ‘clean water’. The report mentions that China’s water scarcity, due to pollution and depletion of groundwater costs an estimated 47 billion yuan (US$21.8 billion) to their economy. According to your research, what are the most promising clean water technology solutions for China’s massive water scarcity and water pollution problems?
Ellen G. Carberry: In addressing China’s increasingly pressing water scarcity and pollution issues, based on research and analysis, The China Greentech Initiative prioritized 12 solutions. Evidence suggests that high unit environmental impact potential tends to lead toward high commercialization potential. For example, Primary Treatment and Improved Irrigation solutions have the highest environmental impact and two of the largest estimated addressable markets. This is due to their role in removing the highest percentage of pollution from the water in the treatment process and to their ability to significantly conserve water in irrigation, which presents an area of great improvement potential in China.
Marisha Wojciechowska-Shibuya: What are the primary challenges facing the clean water industry in China and how can these challenges be overcome?
Ellen G. Carberry: A wide range of challenges exists across market, technology, financing and regulation which have, to various extents, threatened the sustainability of China’s long term water resource. For example, low water tariffs have led to massive waste and less than responsible consumption behaviors. Due to the lack of profit margins, the water markets are not sufficiently developed. Often, although some of the most advanced technologies exist, they are either unsuitable for China’s development profile, or outside the cost range of Chinese buyers, thus unviable. Regulation serves as somewhat the last resort, however, there has appeared poor regulatory planning, coordination and enforcement. Possible solutions are for the government to raise the water tariff, enforce quality benchmarking, and gradually cultivate effective market dynamics to enable the required stakeholders to collaborate and cooperate.
Marisha Wojciechowska-Shibuya: With China’s massive greentech market potential, scores of private foreign investments are probably knocking on China’s doors. What is the current size and share of private foreign investment in China’s greentech market? Are all greentech sectors open to foreign investment in China? Which greentech sectors are private investments most attracted to at this point?
Ellen G. Carberry: We did not measure that exactly. We did not look at all players coming into the China greentech market and measure how much is private foreign versus private local, versus state.
Not all greentech sectors are open to foreign investment in China. If you look in the report at the Solutions chapter, it shows you clearly the solutions that were evaluated for each of the seven sectors. Each solution was evaluated based on four dimensions: environmental impact, size of the addressable market, the readiness of the solution (ie: whether it is commercially ripe), and openness of the market to private investment. All 125 solutions are portrayed graphically and clearly according to these four parameters. So what you see is that some sectors are more open, some less open, which actually would be the case in any country.
If you look for instance at green building solutions (ie: materials, urban planning to minimize water and energy use), that sector is much more open as is generally the case around the world. The private developers need an enormous amount of solutions that have to be integrated to create a building, such as the construction people, the materials, etc. – in sum it is a sector which is inherently commercial throughout and therefore it is open. Other sectors, such as the production of power or the monitoring and the pricing of the water supply, tend to be closely related to a nation’s national security and thus tend to be less open markets.
In the energy production sector, conventional energy has typically been quite state-controlled (except for a brief period in the 90s); in the renewable energy area, they opened up the wind power industry to foreigners four years ago through a series of strong local conditions, and foreigners came in under those conditions, adhered to them, however, to some extent, due to the nascent nature of the industry and lack of transparency in the procurement process, for instance, there remains impediments for foreign producers to compete with local Chinese producers, and execute especially at local government level. That is something that has been well documented. And there has been no formal communication as to why this has happened and of course there has been a lot of ‘to do’ about why all of a sudden foreigners cannot participate in this procurement process. Although one can surmise. It is energy production. It happens to come from wind instead of coal, but it is still energy production and something that they hold close to the nation’s well-being, which the nation wants to hold and control. It is actually the same for many other nations too. It may be that to get the wind business going four years ago that they might have said they could benefit from foreign participation. So it could be that though they had very strict requirements about how much you could participate, now while there is nothing on the books and none of these laws have changed, the practice has changed, which is causing everybody concern.
On the other hand if you look at water, which is also an asset of the nation, the water sector is not controlled. It is more open to foreigners. But there are numerous people who think that may change also not too far from now. So people are concerned about that area, because they can participate now, but once there is a certain amount of knowledge and skill capability transferred through joint ventures and private-public partnerships, there is a worry that they will then say that we know what we need to know so we do not need the foreign components anymore, so why don’t we close this sector. But this is what happens all over the world; it is not specific to China.
So in the report, for each of the 125 solutions, we show specifically on a comparative basis how open and closed each one is.
The other thing that we feel is that in the area of energy efficiency for instance, Japan is eight times more energy efficient and the USA is four times more efficient. So China has not only a poor rate of energy efficiency but also 70% of the energy is used by the industrial base, whereas in other nations it is more balanced with the commercial and residential uses. This is probably reflective of the fact that there are still huge amounts of people living in rural areas and that it is an industrial base which is not an advanced manufacturing technology industrial base, hence more labour intensive than high-tech. So the industrial base is highly energy-intensive, soaking up 70% of the nation’s energy resources. And now, state-run enterprises (ie: textiles, pulp & paper, etc.) have been given the mandate to improve their energy efficiency by 20% in the next five years.
Without any comment on good or bad, we evaluated the markets so that foreign parties can know where the government is saying ‘we want you to be involved’, so that they can go and focus on the right areas.
Marisha Wojciechowska-Shibuya: Does China have the capacity to also become an innovator of green technologies?
Ellen G. Carberry: At the very end of the report we make a comment on this to say that this remains unknown. Nobody knows the answer to that question. Clearly, they are trying to be innovative about green industrial transformation because they are a very strong command and control system that knows how to do macro-economic planning. This whole combination of bodies of laws, policies and principles is all moving the nation through this, much faster perhaps then anywhere else. On the other hand, the labs and the collaboration between universities and venture capital and private enterprise, is that all working as well as in the Silicon Valley to produce new innovative high-tech solutions? Absolutely not. Will they in the future? No one knows. There is a significant intent though. So we remain cautiously optimistic for that to be possible but there is no real proof of that yet.
Marisha Wojciechowska-Shibuya: Assuming China really has the will and the capacity to leapfrog western industrial development models to build an environmentally-sustainable economy, what will be the implication for national economies worldwide?
Ellen G. Carberry: Here is what I think: I think global competition is a good thing. Open markets lead to competition, lead to better solutions, and lead to better outcomes at the end of the day. State-controlled enterprises do not have to innovate because they are protected from competition. So generally speaking market competition is a good thing. And ultimately the solutions we need do not even exist today; what we will be using for our energy 30 years from now or how our homes and buildings will be designed, all these things will change significantly in our lifetime. And competition fuels this shift. And the size of China’s internal needs is significant. And China needs to supply these things to its massive domestic market (ie: it will need to build 12 New York Cities in the next 20 years). And the problem with buildings is that you lock in that water-energy intensity for about 100 years. So if we consider that there will be that much urbanization, we certainly must hope that it will be built upon a much greener platform. Let’s hope that they convert to a cleaner transportation system. Therefore, for its own needs and its own people, there is a huge amount of solutions that need to be applied. For the global suppliers to bring their solutions into China, they need to be very practical solutions where the cost-differential of a green solution has to be quite small. Otherwise people will not replace. So that is going to force innovation. Many solutions that will come will be better than the old and affordable, so people will start replacing them. A good example of that are the solar water heaters which are most widely purchased and installed on Chinese rooftops. And once you have created a good solution for the Chinese market, you can export it anywhere in the world. So it might not be the most innovative things that come out of China, but it may be the most practical things that come out.
Marisha Wojciechowska-Shibuya: Which promising signs of China’s commitment to environmental sustainability should the world be watching for next?
Ellen G. Carberry: The work they are doing on carbon may well be the most promising and interesting thing to watch. For instance, in this current five-year plan the focus is on energy-efficiency and the State mandated the 20% improvement in energy efficiency which works out to be worth Germany’s total energy production annually. So when they get through this five-year plan, this will indeed be a significant achievement. Now we are reading that they might limit carbon next (ie: how much carbon can be emitted). I do not have any idea what they are thinking about yet, but I can imagine that this is something that would again happen through a top-down command and control of the industrial sector that is state-owned, to cap emissions. In the water sector, SO2 and BOD targets have been implemented and now the NOx targets are coming next.
A copy of the China Greentech Report 2009 can be downloaded at www.china-greentech.com
Everyone has experienced it: getting hit right in the face by a cloud of acrid diesel smoke. Perhaps you were standing on a street corner when a bus or truck whizzed by. Or maybe you were standing at a bus stop or stuck behind a dump truck grinding up a hill. But breathing diesel exhaust isn't just unpleasant. It is hazardous to your health. In fact, health research indicates that the portion of the exhaust you can't see may be the most dangerous of all. Asthma attacks, respiratory disease, heart attacks, and even premature death – all of these are among the most serious public health problems linked to emissions from the nation's fleet of diesel vehicles. The good news is that the technology exists right now to clean up emissions from these engines, so that most of the adverse health impacts can be prevented.
Today in the U.S. more than 13 million diesel vehicles help to build our cities and towns, transport our food and goods, and take us to and from work. More than three quarters of all Americans live near intersections, bus stops, highways, bus and truck depots, or construction sites with heavy equipment – all of which are concentrated sources of diesel exhaust. In rural areas, those who live near heavy diesel agricultural equipment suffer their share of exposure to diesel as well.
The U.S. Environmental Protection Agency has issued important regulations that will require dramatic reductions in emissions from new diesel vehicles starting in 2007 – but only the new ones. These regulations, to be phased in over the next quarter century, apply only to new engines. What about the diesels on the road today? The lifespan of the average diesel vehicle is nearly 30 years. Many diesels are driven over a million miles. Because of this longevity, we will be left with the legacy of pollution from dirty diesel vehicles for decades to come. That is, unless we take action to reduce emissions from vehicles currently on the road. We don't have to wait. Control technologies exist right now that can significantly reduce deadly fine particle emissions from diesel vehicles, in some cases by upwards of 90 percent.
American know-how, witnessed by the success of the manufacturers of engines, control devices, and fuel refiners in developing innovative solutions for reducing diesel exhaust, provides a lifesaving opportunity we can seize today. Pollution from dirty diesels on the road now can be dramatically reduced using a combination of cleaner fuels, retrofit emission controls, rebuilt engines, engine repowerings, and accelerated purchase of new, cleaner vehicles. Unlike so many other vexing environmental issues, these affordable solutions present a highly unusual opportunity to actually address a major risk to public health and the environment. In fact, we could virtually eliminate this problem if diesel manufacturers, fleet owners, environmentalists, concerned citizens, and government regulators make the commitment to work together.
What are the health impacts of these dirty diesel vehicles? What benefits will we realize if we act now to clean them up? The Clean Air Task Force commissioned Abt Associates, an highly-respected consulting firm that U.S. EPA and other agencies rely upon to assess the benefits of national air quality policies, to quantify for the first time the health impacts of fine particle air pollution from America's diesel fleet. Using this information, we were able to estimate the expected benefits – in lives saved – from an aggressive but feasible program to clean up dirty diesel buses, trucks, and heavy equipment across the U.S.
An Aggressive Program to Reduce Diesel Emissions Could
Save About 100,000 Lives between Now and the Year 2030
This report summarizes the findings of the Abt Associates study. It then reviews the degree to which diesel vehicles increase the level of fine particle pollution in the air we breathe, and recommends reduction measures that will save thousands of lives each year. Key findings include:
Reducing diesel fine particle emissions 50 percent by 2010, 75 percent by 2015, and 85 percent by 2020 would save nearly 100,000 lives between now and 2030. These are additional lives saved above and beyond the projected impact of EPA's new engine regulations.
Fine particle pollution from diesels shortens the lives of nearly 21,000 people each year. This includes almost 3,000 early deaths from lung cancer.
Tens of thousands of Americans suffer each year from asthma attacks (over 400,000), heart attacks (27,000), and respiratory problems associated with fine particles from diesel vehicles. These illnesses result in thousands of emergency room visits, hospitalizations, and lost work days. Together with the toll of premature deaths, the health damages from diesel fine particles will total $139 billion in 2010.
Nationally, diesel exhaust poses a cancer risk that is 7.5 times higher than the combined total cancer risk from all other air toxics.
In the U.S., the average lifetime nationwide cancer risk due to diesel exhaust is over 350 times greater than the level U.S. EPA considers to be "acceptable" (i.e., one cancer per million persons over 70 years).
Residents from more than two-thirds of all U.S. counties face a cancer risk from diesel exhaust greater than 100 deaths per million population. People living in eleven urban counties face diesel cancer risks greater than 1,000 in a million – one thousand times the level EPA says is acceptable.
People who live in metropolitan areas with a high concentration of diesel vehicles and traffic feel their impacts most acutely. The risk of lung cancer from diesel exhaust for people living in urban areas is three times that for those living in rural areas.
The vast majority of the deaths due to dirty diesels could be avoided by an aggressive program over the next 15 years to require cleanup of the nation's existing diesel fleet. Practical, affordable solutions are available that can achieve substantial reductions in diesel risk. The only thing that stands between us and dramatically healthier air is the political will to require these reductions and the funding to make it a reality.
National Annual Diesel Fine Particle
Health Impacts
Annual Cases in the U.S., 2010
Premature Deaths 21,000
Lung Cancer Deaths 3,000
Hospital Admissions 15,000
Emergency Room Visits for Asthma 15,000
Non-fatal Heart Attacks 27,000
Asthma Attacks 410,000
Chronic Bronchitis 12,000
Work Loss Days 2,400,000
Restricted Activity Days 14,000,000
What We Must Do to Protect Public Health from Today's Dirty Diesels.
Although the EPA has mandated the phase-in of cleaner new engines and fuels beginning in 2007 for highway vehicles and heavy equipment, EPA has limited authority to mandate emissions controls on the fleet of existing diesel vehicles. To date, EPA has adopted a "voluntary" approach. Nevertheless, in order to meet the new ambient air quality standards for fine particles, states and cities must require controls to reduce diesel emissions. Diesel cleanup is also an important next step in areas that are having difficulty meeting existing and new ambient air quality standards for ozone such as Houston and Dallas, Texas.
States can enact legislation requiring diesel cleanup as some, such as California and Texas, have already begun to do. States should also consider measures to require early engine retirement and speed fleet turnover. For vehicles like long-haul trucks, ships, and locomotives that are engaged in interstate transport, federal regulations, federal legislation, or both may be needed. Funding for such initiatives may pose a challenge for public fleets (school buses, transit vehicles, garbage trucks, etc.), so support for expanded state and federal funding to help the cleanup of fleets owned by cash-strapped states and cities will be necessary. Local and state budget writers will need a strong commitment to come up with the necessary appropriations or bonds to fund the local share.
Particle filters combined with the use of Ultra Low Sulfur Diesel (ULSD) fuel have been found to reduce diesel particles and particle-bound toxics from diesel exhaust by up to 90 percent. Under the new engine rules, ULSD will be available for highway vehicles nationwide starting in 2006. It is already available in cities in 21 states. Not all vehicles can be retrofitted with a particle filter, but there are a variety of options available for the cleanup of every vehicle regardless of make or model year.
Cities and states should:
Establish ambitious goals for reducing risk to their citizens by cleaning up existing diesels;
Identify priority geographic areas and diesel "hotspots" for immediate attention;
Adopt a package of options for reducing diesel exhaust including:
Retrofits accomplished by replacing mufflers with an optimal mix of filters or oxidation catalysts depending on vehicle age and type;
Requiring Ultra Low Sulfur Diesel and cleaner alternative fuels;
Closed crankcase ventilation systems to eliminate engine exhaust from penetrating the cabin of vehicles such as school and transit buses;
Engine rebuild and replacement requirements;
Truck stop electrification programs to give long-haul truckers a way to power their rigs overnight without running their engines;
Contract specifications requiring cleanup of trucks and construction equipment used in public works projects.
Adopt diesel cleanup measures as federally-enforceable requirements in State Implementation Plans (SIPs) for the attainment of the fine particle and ozone air quality standards;
Create and fund programs, such as California's "Carl Moyer" and the Texas Emission Reduction Plan (TERP) program, which provide funding for diesel equipment owners to replace or rebuild high-polluting diesel engines;
Adopt and enforce anti-idling ordinances and legislation.
The Federal government should:
Pass legislation providing funding for the cleanup of municipal and state fleet vehicles;
Explore regulatory options for reducing emissions from existing interstate fleets such as long-haul trucks, shipping, and locomotives;
Retain and enforce the tighter new engine and cleaner fuel standards for highway and non-road diesels.
People, please read this PDF file written by the Clean Air task Force. With Green Planets product reducing soot by 80 percent in their test analysis GNPG is a perfect fit. These people could be Green Planets biggest ally if they knew about Green Planet. They hit the mark right on the head with Diesels impact on our lives. How we canno't live in an industrial country without the benefits of Diesel powered machinery making our food, delivering our goods, generating our power, moving our world etc etc, yet the same conveniences are killing us with the pollution it causes.
I urge you to read the article here and we need to put the Clean Air Task Force in touch with Green Planet.
http://www.catf.us/publications/reports/Diesel_in_America_Technical_Paper.pdf
Breathing diesel exhaust is an altogether too-familiar experience in America–and unfortunately an unpleasant one. Today there are approximately 13 million diesels at work in the U.S. helping to build our cities and landscape, transport food and goods and takes us to and from work. However, more than three quarters of the U.S. population lives in cities near intersections, bus stops, highways, bus and truck depots, heavy industry and construction sites–all concentrated emissions sources. Rural areas with their agriculture and industry suffer their share of health effects from agricultural, construction and industrial diesel emissions too. The following report describes the methodology and results of a Clean Air Task Force analysis of death and disease from diesel in the U.S. each year, a more detailed companion to Diesel and Health in America: The Lingering Threat .
Diesel engine exhaust contains a number of a potent carcinogens–particulate matter (largely elemental and organic carbon soot) coated in gaseous organic substances such as formaldehyde and PAH (a group of super-toxic gases that attach themselves to particles), shown to result in adverse birth outcomes in polish children and respiratory irritants such as acrolein. Other effects of living with diesel exhaust-laden air in our communities are elevated asthma attacks, emergency room visits, hospitalizations, heart attacks, strokes and untimely deaths. In children, particulate matter has also been associated with crib death. A 2004 study showed that particles and nitrogen dioxide have chronic adverse effects on lung development 10-18 year olds leading to deficits in lung function as the children reached adulthood. What's more, diesel engines also release other gases such as carbon monoxide and nitrogen oxides that form ground level ozone. Results of the California Children's Health Study suggest that ozone is associated with birth defects and new diagnoses of asthma.
Soot from diesels also has an impact on the environment. Black carbon absorbs heat in the atmosphere and is a major cause of–and potential solution to-- climate warming. For all these reasons �and more–diesel exhaust is perhaps the most damaging source of air pollution in the U.S. today.
But given today's technology there is no need for diesels on the road today to leave clouds of acrid black smoke in their wake. While the burning sensation from breathing diesel exhaust is familiar, the serious consequences of breathing diesel exhaust are less well-understood by the public. Here, for the first time, we present estimates of health damages from diesels for counties all over America. For the risk in your state or county see Clean Air Task Force's interactive web site.
Medical studies have consistently demonstrated that diesel exhaust poses a serious health threat. For example EPA estimates that the new rules for highway diesels (e.g. trucks, buses) and nonroad diesels (e.g. construction and agriculture equipment) will save over 19,000 lives annually by 2030 by strict emissions requirements for new engines, the benefits of which will begin to phase in 2007 over the period of a quarter of a century. What about the diesels which are on the road today? Statistics tell us that the average lifespan of a heavy duty diesel engine is 29 years. Because emissions control requirements are lacking for diesel engines on the road today, they will leave a legacy of polluting our roadways and communities for decades.
I think we see alot of news now that Dr Choate is actively onboard.
Maybe Senator Ken Bennet, Green Planets Board member, will take an active role as well in getting Green Planets products noticed.
A Director since 2007, Mr. Bennett is currently the Secretary of State for Arizona and previously was an Arizona State Senator from 1998 through 2006 and President of the Senate during the last four of those years. Bennett also has been President of Bennett Oil Co. a regional fuel distribution company in Prescott, Ariz., since 1984.
Arizona State Senator- District 1, 1999-2007
President of the Senate - 2003-2007
Vice Chairman Finance Committee
Other Committees: Appropriations, Education, Family Services
Added nearly $400 million to education to meet incoming student growth and fully fund inflation.
Focused education dollars into the classroom through increasing teachers salaries, smaller classroom sizes and K-3 reading programs.
Cut taxes by $170 million - mostly in vehicle license fees and income taxes.
Funded $80 million for construction of a new state mental hospital. Over $60 million additional funding for various programs including seriously mentally ill, behavioral health medications, domestic violence shelters, juvenile detention facilities and treating substance abuse.
HMO reform and accountability - strengthened patients rights and expanded access to quality care.
Passed lobbyist gift ban prohibiting elected officials from accepting tickets to sporting and entertainment events.
Wife: Jeanne Tenney Bennett
Children: Ryan, Dana, and Clif.
COMMUNITY / CIVIC
Arizona State Board of Education 1992 - present
Board President 1996 Vice President 1994, 1995, 1997
Education Leaders Council - Washington DC 1995 - present
Arizona State Charter Schools Board 1994 - 1996
Governor’s Task Force - Education Reform 1991 - 1992
Prescott City Councilman 1985 - 1989 Vice-Mayor 1988
Boy Scouts of America
Eagle Scout 1973 Scoutmaster 1993 - 1996
Prescott Chamber of Commerce Board of Directors 1991 - 1993
Prescott Economic Development Comm. Board of Directors 1987 - 1990
Yavapai College Alumni Association - Founding Member 1989
Coach - AYSA/AYSO Soccer 1989 - 1994
Coach - Prescott Little League 1989 - 1992
EDUCATION
Graduated: Prescott High School 1977 National Honor Society
Attended: Yavapai College 1978, 1981 President’s Scholarship
Church Service: Volunteer Missionary 1978 - 1980 Southern Japan
Graduated: Arizona State University 1984
Bachelor of Science Degree in Accounting
EMPLOYMENT
CEO - GeoBioEnergy
CEO - Bennett’s Oil Company 1984 - 2006
Dr. Pat Choate, is a prominent economist, best-selling author, former vice presidential candidate and noted intellectual property expert. Dr. Choate is currently director of the Manufacturing Policy Project, a Washington, DC-based policy institute.
Pat Choate is the author of eight books, and has had a distinguished career in economics, government and business. During his career, Dr. Choate was Tennessee's first Commissioner of Economic and Community Development, he held several positions in the federal government, and he served on several Presidential and Congressional Commissions. Dr. Choate co-founded the Congressional Economic Leadership Institute (CELI) in 1986, a non-partisan organization that briefed Congress weekly on key economic issues, and served as its chair or co-chair for 18 years. During the 1980s, he was vice president of policy for TRW, Inc., and in 1991, he formed the Manufacturing Policy Project.
In 1996, Dr. Choate ran for Vice President on the Reform Party ticket with Ross Perot and drew almost 9% of the popular vote. Dr. Choate hosted two weekly radio programs, "The Week Ahead" from 1994 to 1996 and "The Pat Choate Show" from 1997 to 2000. Dr. Choate holds a B.A. from the University of Texas at Arlington and both a Master's and a Ph.D. Degree in Economics from the University of Oklahoma. On September 8, 2009, Vintage will release his ninth book, Saving Capitalism: Keeping America Strong, which makes six game-changing recommendations on how to confront the present economic crisis.
Pat Choate - a political economist, think tank strategist, policy analyst, and author - studies U.S. competitiveness and public policy. He directs a Washington-based policy institute, the Manufacturing Policy Project, and teaches Advanced Issues Management at George Washington University's Graduate School of Political Management. Pat Choate also co-hosts the nationally syndicated weekly radio program "The Week Ahead."
Dr. Choate has held several positions in the U.S. Department of Commerce, the Office of Management and Budget, and in the governments of Tennessee and Oklahoma.
Between 1981 and 1990, he was employed by TRW - initially as its Senior Policy Analyst for Economics and then as the multinational conglomerate's Vice president for Policy Analysis. Pat Chaote has served on several national commissions, including two Presidential Commissions that analyzed federally funded training programs. In 1990, he was the vice-chairman of a Defense Science Board review of foreign ownership of key defense technologies.
Pat is the author of more than 200 articles, monographs, professional papers, and reports on U.S. competitiveness, trade, education, training, technology, politics, and public policy.
His best-selling book, Agents of Influence brought international attention to the role of politics in global economic competitiveness. The High Flex Society, highlighted the decline of American competitiveness, and America in Ruins documented the decay of the U.S. infrastructure. He co-authored Thinking Strategically, a guide on how to think about the future, Being Number One: Rebuilding the U.S. Economy which identified basic problems in the American manufacturing and service sectors, and Save Your Job, Save Our Country: Why NAFTA Must Be Stopped Now, a critical analysis of the North American Free Trade Agreement.
In May of 1996 Dr. Choate became Chairman of the populist radio network, UNW (United Broadcasting Network) and began to host a nightly show with newsmakers debating and discussing the issues of the day. The show will be carried over 300 markets nationally. Beginning in July, Pat will be heard nightly on his newsmaker hour where he will discuss the issues of the day with guests in the news and the call in audience.
Pat Choate holds a Ph.D. in economics from the University of Oklahoma. In 1994, Dr. Choate was named Arthur Barto Adams Alumni Fellow of the University of Oklahoma in recognition of his continuing scholarship and work.
There we go, now we should be getting the media attention we deserve. Dr Pat Choate is exactly the type of media man with political influence this company needs. I am happy to see he decided to take a marketing position for Green Planets products to his Government contacts.
Pat Choate (born 27 April 1941) is an economist who is perhaps most known for being the 1996 Reform Party Vice President candidate, the running-mate of H. Ross Perot. Though excluded by the two major parties from the Presidential debates, the Perot/Choate ticket drew almost 9 percent of the popular vote. Following the 1996 election, the Federal Election Commission certified the Reform Party as a national political party eligible for federal campaign matching funds, a historic first.
Contents [hide]
1 Career
2 Bibliography
3 References
4 External links
[edit] Career
Pat Choate is the Director of the Manufacturing Policy Project, which studies long-term U.S. economic policy. He previously worked as Director of Research and Planning for the Oklahoma Industrial Development Commission; as Tennessee’s first Commissioner of Economic and Community Development; as the Director of the Appalachian and then Southern Regional Offices of the U.S. Department of Commerce’s Economic Development Administration (EDA); as Director of the EDA Office of Economic Research; as the Senior Economist in the Office of Management and Budget’s Trade Reorganization Project; as a Fellow at the Battelle Institute’s Academy for Contemporary Problems and as Vice President of Public Policy at TRW, Inc. He has served on several Presidential and Congressional commissions on education, infrastructure and national security.
He was a co-founder of the Congressional Economic Leadership Institute (CELI) in 1986 and served as its Chair or Co-Chair for 18 years. Pat Choate and his wife live near Washington, Virginia. He has a B.A. from the University of Texas at Arlington and an M.A. and Ph.D. from the University of Oklahoma, all in economics. In 1994, the University of Oklahoma named him the Arthur Barto Adams Alumni Fellow in recognition of his continuing scholarship. He has taught a course called Advanced Issues Management at George Washington University's Graduate School of Political Management. He is known for work on development economics, including infrastructure and intellectual property, and his strong stance against unfettered globalism. Choate serves on the board of directors of the Federation for American Immigration Reform, the largest and oldest immigration reform organization in the U.S. He is also on the Board of Directors for the American Innovators for Patent Reform. [1]
He is married to Kay Casey and has one grown stepson.
He hosted a weekly radio show called The Week Ahead from 1994 to 1996 and the Pat Choate Show from 1997 to 2000.
[edit] Bibliography
He has authored and co-authored dozens of reports and several books, including:
Agents of Influence ISBN 0-671-74339-2
The High Flex Society with Juyne Linger
America in Ruins with Susan Walters
Thinking Strategically with Susan Walters
Being Number One: Rebuilding the U.S. Economy with Gail Garfield Schwartz
Save Your Job, Save Our Country: Why NAFTA Must Be Stopped Now with Ross Perot
Hot Property: The Stealing of Ideas in an Age of Globalization ISBN 0-375-40212-8
Dangerous Business: The Risks of Globalization to America (Alfred A. Knopf, Inc. August 2008)
Ali, are you able to post some pictures, facts, information and charts regarding GNPG on this board the same way alot of other companies have their message boards?
I think it may be beneficial to new people if there was a point they could do their Due Dilligence in one spot and ask/answer questions.
Some of these IHUB boards, the moderators have done a beautiful job giving plenty of information about their respective companies.
There is a huge environmental problem here in the United States regarding pollution, smog and soot. The market for Green Planet is in the Billions no doubt. However across the world in developing nations it is ten times worse. Hermon, your comments about South Korea are so true, not only there but many Indian Cities, Mexican Cities most of China and southeast Asia, basically our biggest growing continents are going to be having tremendous pollution problems. Los Angeles and Mexico city are nothing compared to many of Chinas developing cities.
When those cities and countries find out about Green Planets "clean in a bottle" or their refineries are mandated to use a formula like Green planets to clean up their fuels, the sky is the limit for GNPG.
Like I said all along, when people know about Green Planet this will take care of itself. It really is a no brainer.
Las Vegas Reports Decrease in Emissions Using XenTx™
Posted: Tue, June 16, 2009
The City of Las Vegas, a Clean Cities Coalition Member, reported an 18% decrease in Nitrous Oxide (NOx) emissions through its use of XenTx™ Diesel Fuel Treatment with CleanBoost Technology in all of its approximately 1,500 city-operated diesel-powered vehicles. The city reported that using the product also increased fuel efficiency throughout their vehicles and improved air quality. XenTx™ CleanBoost-LE has received its mark of registration from the Environmental Protection Agency, one of only four diesel fuel additives to do so while surpassing the strict emissions standards of Texas and California.
Las Vegas—in collaboration with its diesel fuel supplier, Haycock Petroleum Company—pre-treats all diesel fuel with XenTx™ Diesel Fuel Treatment prior to delivery to the city’s central fueling facilities. Dan Hyde, Fleet Manager for the City of Las Vegas, stated, “NOx emissions were reduced 18 percent after using the XenTx™ Diesel Fuel Treatment in all of our biodiesel-powered vehicles. It also increased fuel efficiency by 3% according to certified testing at independent labs using the industry standard J-1321 Joint TMC/SAE Test Procedure.” Mr. Hyde continued, “Simply adding XenTx™ Diesel Fuel Treament to our fuel supply is an easy and cost-effective means of reducing emissions, improving fuel efficiency and cleaning the air in our community.”
Thanks to Green Planet Group’s XenTx™ products, cities around the country are able to switch to alternative fuels like biodiesel—something many were previously unable to do. “We are happy to work with Clean Cities Coordinators around the country. There are many fleets around the country that would like to switch to biodiesel, but are concerned about the increased NOx emissions,” said Green Planet Group’s VP of Sales, Charles Yerkes. “Our product gives fleet managers a tool to reduce emissions today without any additional cost.”
Green Planet Group is currently engaged in providing innovative solutions to conserve energy usage, particularly for petroleum-based fuels. The company as developed unique products that are sold to industrial, commercial and retail customers. Its XenTx™ products feature breakthrough technology that reduces overall friction and mechanical wear, resulting in greater fuel economy and less air pollution (EPA Registration Numbers: 201920002 and 20190003).
Green Planet Group Helping Cities Breathe Easier
Posted: Tue, June 16, 2009
Green Planet Group has announced that its wholly owned subsidiary, White Sands, LLC, is establishing XenTx™ products as an innovative way to help major metropolitan areas reduce smog and other harmful diesel emissions produces by municipal fleets. The news comes at a critical time for cities nationwide.
“Over the past few years, the U.S. Department of Energy has progressively expanded the number of Clean Cities Coalitions around the country in order to reduce both foreign oil dependence and vehicle emissions through the deployment of alternative fuels and additives,” notes Edmond Lonergan, CEO of Green Planet Group. “We are reaching out to the participating cities through these programs to demonstrate how they can immediately start reducing their emissions and improve fuel economy of their fleets.”
XenTx™ products are currently being used by Las Vegas, Tucson and several other cities. Interest in these products has been building quickly, leading to numerous calls from other Clean Cities Coalitions who are now asking for help. Green Planet Group expects a number of participating cities to announce significant improvements to air quality in the very near future. According to Tucson Clean Cities Coordinator, Colleen Crowninshield, “The Clean Cities program has long worked with partners such as White Sands to offer real benefits to our fleets in helping America reduce dependence on foreign oil while cleaning our environment, and we are proud to be working with them towards a better future for our children, grandchildren and future generations to come.”
Green Planet Group is currently engaged in providing innovative solutions to conserve energy usage, particularly for petroleum-based fuels. The Company has developed unique products that are sold to industrial, commercial and retail customers. Its XenTx™ products feature breakthrough technology that reduces overall friction and mechanical wear, resulting in greater fuel economy and less air pollution. XenTx™ has received its mark of registration from the Environmental Protection Agency, one of only four diesel fuel additives to do so while surpassing the strict emissions standards of Texas and California (EPA Registration Numbers: 201920002 and 201920003).
Producers like GNPG are what allow diesel makers to pass the low sulfur emission standards.
In 2000, EPA moved forward on schedule with its rule to make heavy-duty trucks and buses run cleaner, and the Highway Diesel Rule (the "2007 Highway Rule"), was finalized in January 2001. Beginning with the 2007 model year, the harmful pollution from heavy-duty highway vehicles will be reduced by more than 90 percent. Read more about ULSD.
Sulfur in diesel fuel must be lowered to enable modern pollution-control technology to be effective on these trucks and buses. EPA will require a 97 percent reduction in the sulfur content of highway diesel fuel from its current level of 500 parts per million (low sulfur diesel, or LSD) to 15 parts per million (ultra-low sulfurdiesel, or ULSD). Refiners began producingthe cleaner-burning diesel fuel, ULSD, for use in highway vehicles beginning June 1, 2006.
ULSD enables advanced pollution control technology for cars, trucks, and buses so that engine manufacturers can meet the 2007 emission standards. Engine manufacturers have the flexibility to meet the new standards through a phase-in approach between 2007 and 2010. The program also includes various flexible approaches, including additional time for some refiners and special provisions for small refiners.
Once this action is fully implemented:
2.6 million tons of smog-causing nitrogen oxide emissions will be reduced each year.
Soot or particulate matter will be reduced by 110,000 tons a year.
An estimated 8,300 premature deaths, 5,500 cases of chronic bronchitis and 17,600 cases of acute bronchitis in children will be prevented annually.
An estimated 360,000 asthma attacks and 386,000 cases of respiratory symptoms in asthmatic children will also be avoided every year.
1.5 million lost work days, 7,100 hospital visits and 2,400 emergency room visits for asthma will be prevented.
Health benefits will include the annual prevention of:
8,300 premature deaths
5,500 cases of chronic bronchitis
17,600 cases of acute bronchitis in children
360,000 cases of respiratory symptoms in asthmatic children
1.5 million lost work days
7,100 hospital visits
2,400 emergency room visits for asthma
Smog causes a range of health problems related to breathing, including chest pain, coughing, and shortness of breath. Soot is deposited deep in the lungs and causes premature death, increased emergency room visits, and increased respiratory symptoms and disease. With both smog and soot, children and the elderly are most at risk. Smog and soot also adversely affect the environment in various ways, including crop damage, acid rain, and visibility impairment.
This is one article out of thousands around the country. Green Planets Clean boost would solve all these issues in minutes if people knew about them.
Remember page 10 of this test data shows an 80 percent decrease in black soot from diesel vehicles after application.
http://www.greenplanetgroup.com/resources/dyn/files/135627/_fn/XentxPresentation.pdf
AIR POLLUTION PINNED ON CONSTRUCTION REPORT: DIESEL FUMES JEOPARDIZE SCV RESIDENTS.
Byline: ALEX DOBUZINSKIS Staff Writer
SANTA CLARITASanta Clarita, city (1990 pop. 110,642), Los Angeles co., S Calif., suburb 30 mi (48 km) NW of downtown Los Angeles, on the Santa Clara River; inc. 1987. Situated in the Santa Clara valley and nearby canyons, Santa Clarita includes the former towns of Canyon Country,
..... Click the link for more information. -- Construction equipment spewing diesel fumes fumes
odorous gases and other volatile materials; inhalation of irritating fumes causes coughing and, if sufficiently severe, irreversible pulmonary edema. has hurt air quality in the Santa Clarita ValleyThe Santa Clarita Valley is the valley of the Santa Clara River in Southern California. It stretches through Los Angeles County and Ventura County. Its main population center is the city of Santa Clarita. The valley was part of the 48,612-acre (19,672.
..... Click the link for more information., making it one of the worst areas in Southern CaliforniaSouthern California, also colloquially known as SoCal, is the southern portion of the U.S. state of California. Centered on the cities of Los Angeles and San Diego, Southern California is home to nearly 24 million people and is the nation's second most populated region,
..... Click the link for more information. for the problem, according toaccording to
prep.
1. As stated or indicated by; on the authority of: according to historians.
2. In keeping with: according to instructions.
3.
..... Click the link for more information. a report from a scientific group.
With the valley growing quickly, residential and commercial construction is a constant and black plumes of smoke over grading sites are common.
The kinds of diesel engines employed at construction sites are among the most polluting machinery in use these days, now that the trucking industry has cleaned shop.
``We have the tools to combat this situation,'' said report author Don Anair of the Union of Concerned Scientists The Union of Concerned Scientists (UCS) is a nonprofit advocacy group based in Cambridge, Massachusetts, United States. The UCS membership includes many private citizens in addition to professional scientists. . ``There's existing technology today that's currently available and can be used on (diesel) equipment.''
The Union of Concerned Scientists put Santa Clarita in the top 10 percent of ``construction risk zones'' for the local air basin, which comprises most of Los Angeles Los Angeles (lôs ăn`jələs, lŏs, ăn`jəlēz'), city (1990 pop. 3,485,398), seat of Los Angeles co., S Calif.; inc. 1850. , San Bernardino, Riverside and Orange counties.
The report, which was issued last week, estimated that construction-related equipment contributes to 1,100 premature deaths a year in the state. That includes deaths related to respiratory problems and cardiovascular conditions.
Emissions from construction equipment cause more than 700 premature deaths a year in the Southern California air basin that includes Santa Clarita, according to the report.
Mark Grey, director of environmental affairs for the Building Industry Association, disputed the report's findings -- but not having read the whole report he didn't go into detail.
``The document was clearly designed solely to grab media headlines, and it won't withstand close scrutiny and objective review,'' he said. ``They're just basically rehashing old information.''
Santa Clarita had 3,100 acres under construction last year, which was high for its population, Anair said. Those factors combined put Santa Clarita in the report's top ``construction risk zones.''
The California Air Resources Board California Air Resources Board (CARB) is the "clean air agency" of the state of California in the United States. Established originally in 1967, it is a part of the California Environmental Protection Agency, an organization which reports directly to the California is formulating new regulations that would apply to existing construction equipment instead of just newly bought equipment, which would be a first in the nation.
The agency estimates there are up to 180,000 pieces of construction equipment in the state. Construction equipment is expensive -- sometimes costing more than $1 million per piece of machinery -- and it can last for decades.
Those factors make construction companies reluctant to buy new, lower-polluting machines.
``Construction equipment is really kind of the final frontier for cleaning up diesel emissions,'' said Tudor Van Hampton, an editor with a publication called the Engineering News- Record.
``Now that the trucking industry has cleaned up their emissions so much, construction equipment is the next target,'' he said.
Particulate matter from diesel exhaust causes respiratory and cardiovascular problems by penetrating deep into the lungs and getting into the blood stream.
It also contributes to smog and elevated cancer risk.
The state Air Resources Board estimates the construction industry would be on the hook Adj. 1. on the hook - caught in a difficult or dangerous situation; "there I was back on the hook"
dangerous, unsafe - involving or causing danger or risk; liable to hurt or harm; "a dangerous criminal"; "a dangerous bridge"; "unemployment reached dangerous for more than $3 billion over 11 years to make the kinds of equipment purchases and retrofits needed to comply with new regulations the agency is proposing.
Meanwhile, the report from the Massachusetts-based Union of Concerned Scientists pegs the loss of life and productivity associated with construction equipment to $5.9 billion for the South Coast Air Quality Management DistrictThe South Coast Air Quality Management District (SCAQMD), formed in 1976, is the air pollution agency responsible mainly for regulating stationary sources of air pollution for most of Los Angeles, San Bernardino, Riverside County, and all of Orange county.
..... Click the link for more information.. Santa Clarita is in the district.
``I think they're on to something here,'' AQMDAQMD Air Quality Management District
AQMD Action Quake Map Depot
..... Click the link for more information. spokesman Sam Atwood said. ``Construction equipment definitely is a significant cause of air pollution, particularly when a lot of pollution is diesel soot.''
alex.dobuzinskis@dailynews.com
(661) 257-5253
Did you know that for the Quarter ending June 30, 2008, this company had a net profit of $167,517.
Folks, before getting so bent out of shape the share price is down a penny in a day, really examine the underlying fundamentals here.
That profitable quarter was only when we had 1.8 million in sales for the quarter. Now we are on track to making 70 million this year. We are teetering on significant net profits , I would wait till things unfold.
For the three months ended
June 30,
2008 2007
(Unaudited) (Unaudited )
Revenue:
Sales, net of returns and allowances $ 1,836,421 $ 666,724
Cost of sales 726,776 293,176
Gross Profit 1,109,645 373,547
Operating Expenses:
Selling, general and administrative 681,703 728,871
Depreciation and amortization 61,966 58,183
Research and development - 52,481
Total Operating Expenses 743,669 839,534
Income/(loss) From Operations 365,976 (465,986 )
Other Income and (Expense):
Other income 375 –
Interest expense (198,834 ) (266,822 )
Income/(loss) before provision for income taxes 167,517 (732,808 )
Provision for/(Benefit of) income taxes – –
Net income/(loss) $ 167,517 $ (732,808 )
With comments like those, you appear to have wanted a quick run in a day or two. How about the company? What other company do you know of at this price level has even half these qualities?
Lonergan continued, "In an era with cleaner and less toxic alternatives, most municipalities have failed to act to protect our children from exposure to these dangerous pollutants on their trips to and from school. I commend L&M Bus for taking the initiative to reduce these emissions and keep the children safe while riding on their buses."
Some of the other New York Metropolitan Transit School Bus companies testing the XenTx fuel additive include Pride Transportation Services, Inc and WE Transport, Inc. For additional information on this critical health issue, please see "Diesel Exhaust and Air Pollution," American Lung Association, April 2000 and April 2004.
Resident, your right on flying under the radar. Even after the volume spike, no one still knows about Green Planet yet. If this board is a barometer, we still only have 5 or 6 people here.
When this board starts getting several hundred posts an hour thats when we know people know about Green Planet.
I think after the commercials start airing we will see that.
Our Board Member Dr Pat Choate who has wrote numerous books, spoke at numerous Universities and regularly appears on Lou Dobbs and CNN is a major asset for us. This man could make this company overnight if he decided to take take a more active role.
He is extremely smart, well respected , well connected and a man capable of running the country non the less running a company.
Senator Ken Bennett is another huge asset Green Planet has. How many companies have a state senator on their board? Non the less Over the Counter companies?
Here are the upcoming commercials for Green planets XenTx:
Carbon offsets could be a huge market for buyers of Green Planets Products. If certain diesel emissions are reduced over 80 percent like their data points to here on page 10:
http://www.greenplanetgroup.com/resources/dyn/files/135627/_fn/XentxPresentation.pdf
Large trucking companies or transport companies, agricultural, private public entities etc etc could benefit greatly on the fuel cost savings but may be able to sell their carbon offsets as well. Here are the spot prices for carbon offsets currently:
http://www.carboncatalog.org/providers/
Not a bad market.
If a large trucking company uses 1 million gallons of diesel a day "which is 3 million dollars at 3 dollars a gallon" and they start using Xentx in which their fuel consumption decreases by just 4 percent they could save 120,000 dollars a day in fuel costs. The increase in oil/filter/engine life plus the significant reduction in soot and pollution are also large benefits. Not to mention the potential to maybe sell the carbon credits to a less efficient company not using Green Planets products.
A carbon offset is a financial instrument aimed at a reduction in greenhouse gas emissions. Carbon offsets are measured in metric tons of carbon dioxide-equivalent (CO2e) and may represent six primary categories of greenhouse gases. [1] One carbon offset represents the reduction of one metric ton of carbon dioxide or its equivalent in other greenhouse gases.
Organizations that are unable to meet their emissions quota can offset their emissions by buying CDM-approved Certified Emissions Reductions.
Offsets may be cheaper or more convenient alternatives to reducing one's own fossil-fuel consumption.
What if we trade 1 times revenues like many companies on the AMEX do. Revenues are looking to be 70 million this year. Think about it.
You sure are negative. Have you read any of the facts that were posted? You sound like your trying to bash this lower.
As of last quarter there are a total of 120 million shares issued and outstanding. I believe 50 million are floating.
Revenues are on target for 70 million this year. If margins were very low , lets say 5 percent that is still 3.5 million profit. 32 multiples are not uncommon in this industry you can do the math.
I think on the product side margins may be 60 to 80 percent.
However you try to bash it, the facts show this company is significantly undervalued.
Here is the EPA approval letter for Green planets Product:
http://www.greenplanetgroup.com/resources/dyn/files/145304/_fn/white_sands_letter2.pdf
If only this company would start marketing itself it is a no brainer for success.
There are only 4 companies in the country that the EPA approved for their emmission reduction products. That alone is a company making event.
With over 100 million barrels a month in diesel being burned in this country, our market is virtualy unlimited.
http://www.ftc.gov/ftc/oilgas/archive/070502.htm
DIESEL – FUEL OF THE FUTURE?
Current Gasoline Market Conditions
The last three months have not been an easy time for U.S. motorists. Gasoline prices have risen substantially since the end of January. From a low of $2.17 per gallon on January 29, the U.S. average climbed 80 cents to $2.97 on April 30, as reported in the weekly survey by the Energy Information Administration (“EIA”), with the biggest weekly jump (12.2 cents per gallon) between February 26 and March 5. Prices were up in every region for the week that ended April 30, with the Midwest experiencing the greatest jump (15 cents per gallon). Similarly, diesel prices rose by 40 cents per gallon between January 29 and April 30, to a national average of $2.81 per gallon.
Crude oil prices also have increased since late January. The crude settlement price on the New York Mercantile Exchange rose from $51.13 per barrel on January 22 to $64.40 on May 1. Price increases at the pump also were driven in part by an unusually large number of refinery and other supply problems, including a massive explosion and fire on February 16 at Valero’s refinery in McKee, Texas, and a fire on April 27 at a refinery tank farm in Wynnewood, Oklahoma, that burned for several days. The McKee refinery, which restarted to about 50 percent of capacity in mid-April, is not expected to resume full production until late this year. Bloomberg News reported that the Wynnewood operation was expected to restart soon. The EIA reported on April 20 that these and other problems have resulted in reductions of gasoline inventories to levels well below normal for this time of year. Finally, on May 1, terminals in many of the major population centers on the East and West Coasts and in the Midwest were required to start dispensing summer-grade reformulated gasoline, which is more expensive to produce than conventional gasoline. This combination of circumstances could lead to even higher prices later this year as the summer driving season reaches its high point.
Changes in Diesel Fuel and Automotive Technology
Is a diesel-powered car in your future? Don’t be so quick to answer that until you know about the newest developments in diesel fuel and automotive technology. Diesel-fueled automobiles and light trucks have traditionally been only a niche market in the United States. In 2005, diesel vehicles made up just 3.2 percent of the U.S. automobile and light truck market. Although diesel returns better mileage than gasoline – typically 20 to 40 percent more – it also puts more pollutants into the air than does gasoline, in the form of particulate matter and nitrogen dioxide (a contributor to smog). In the early 1980s, U.S. automakers sold diesel cars, but they were slow and loud and produced smoky emissions, and sales were minimal. Since then, U.S. car manufacturers have stayed away from diesel. In recent years, however, Europeans have turned to diesel-powered automobiles in large numbers. Almost half of the new cars sold in Europe are diesel. The higher-quality diesel mandated in Europe has resulted in new engine technology that produces higher mileage and lower pollution than traditional gasoline engines achieve.
Now change is coming to the United States. Since October 2006, new regulations from the Environmental Protection Agency (“EPA”) have resulted in a reduction of 97 percent in sulfur from diesel fuel, all the way down from 500 million parts per million (“ppm”) to 15 ppm. As of last October, 80 percent of highway diesel fuel sold in the United States must meet this new ultra-low-sulfur standard, and that number will rise to 100 percent by the year 2010. This ultra-low-sulfur fuel will cut overall emissions in the current fleet of diesel-powered cars by 10 percent. And with engines designed to run with the new fuel being put in service during the 2007 model year, overall emissions will be cut by up to 95 percent from the levels produced by older-technology engines.
Automakers are gearing up to take advantage of this opportunity to design and sell new diesel-powered cars in the United States. Because of their familiarity with low-sulfur diesel, European companies will be the first beneficiaries of this new fuel, but U.S. automakers are not far behind. By 2008, all major automobile producers expect to have a large number of new diesel-powered cars for sale in the United States. There are a number of reasons why the manufacturers expect consumers to gravitate toward diesel. In addition to the greater mileage, diesel-powered engines produce more torque and have greater acceleration than gasoline-powered engines. Diesel-powered cars typically have a higher resale value than their gasoline-fueled counterparts, and they also have greater longevity. With proper maintenance, a diesel engine should last more than 250,000 miles. Diesel engines also have the potential to use biodiesel, which is expected to be a growing renewable source of energy produced from domestic resources.
These changes have not come without a cost. New technology diesel engines may cost $2,000 more than a comparable gasoline engine. Diesel fuel is no longer a lower-quality fuel produced just as a byproduct of gasoline refining, and ultra-low-sulfur diesel fuel requires many sophisticated processing steps and higher-quality components similar to those needed for low-polluting gasoline. The Department of Energy’s Energy Information Administration estimated in 2001 that refineries would invest between $6 billion and $9 billion to meet the new standards, and that the added cost would be between 4.7 and 7.3 cents per gallon (at a time when fuel costs were significantly lower). Meanwhile, demand for diesel has been growing both in Europe and in the United States. Diesel consumption in the United States increased from 88.6 million to 97.6 million barrels per month between 2004 and 2006, and imports of diesel into the United States grew from 1 million to 2.04 million barrels per month between those years. Higher quality and stronger demand have tended to make diesel more expensive at retail, relative to the price of gasoline.
In addition to the automotive benefits from the switch to ultra-low sulfur diesel, consumers as a whole can also expect substantial health benefits. Particulate emissions can be inhaled and cause lung damage, and also are linked to heart attacks and premature deaths. Some have argued that the adoption of ultra-low-sulfur diesel, with its dramatic reduction in such emissions, is the most important advance in public health coming from improved fuels since the phase-out of leaded gasoline in the early 1990s. The EPA expects that the switch to ultra-low-sulfur diesel will result in annual savings of $150 billion in health care and welfare-related costs, and will reduce premature deaths by 20,000 per year.
The promise of ultra-low-sulfur diesel is great: greater mileage, less pollution, better cars, and health benefits on top. Maybe a diesel car is in your future.
Energy Wave, excellent post. People should all contact their City mayor and Congressmen and mention Green Planets Soot reducing Diesel additive Clean Boost. Anything that reduces soot in our diesel vehicles by over 80 percent needs to be a requirement. All our kids are growing up with asthma and other respiratory problems which could be prevented.
Since fuel efficiency is increased 5 to 10 percent it would pay for itself anyways, why not breath easier and at the same time save money?
Look at the test data here on page 10:
http://www.greenplanetgroup.com/resources/dyn/files/135627/_fn/XentxPresentation.pdf
The Mesilla valley contract shows Fuel economy went from 48.5 Gallons per hour to 45.1 Gallons per hour. That is a 7 percent increase in Fuel economy. At 3 dollars a gallon of gas or diesel for every 100 gallons a person burns they are saving 21 dollars.
Horsepower increased from 393 to 419, that's an increase in raw power by 6.9 percent. Any kid in the neighborhood in their car would love an extra 6.9 percent in power for just 18 dollars of an oil additive. Any adult would love the fuel reduction caveat, especially as prices continue to climb.
Look at the soot reduction. Diesel soot went from 98 parts per million to just 10 parts per million, that is over an 86 percent reduction in that black soot that comes out of those diesel trucks ahead of us every day. To me, something this effective for our environment should not be an option, it should be a requirement.
The metal wear in the engine went from 30 parts per million to 10 parts per million. That is a 66 percent reduction in engine wear. Does that mean our engines will last 66 percent longer? Time will tell.
And finally look at the oil and filter life. This alone pays for itself in less then one oil change. Baseline oil and filter lasted 236 hours before Xentx. After Xentx it lasted 393 hours before changing. That is a whopping 40 percent increase in oil and filter life.
News with L and M bus a few minutes ago is a smart step in the right direction for them and great news for us. Diesel emmissions are a real problem in this country and the world for that matter. I was reading the documented reduction studies posted on Green Planets website here:
http://www.greenplanetgroup.com/resources/dyn/files/135627/_fn/XentxPresentation.pdf
and I have to wonder why most of the business's out there are not using Green Planets product. The product is amazing. The data is pointing at 5 to 10 percent better fuel economy and in Diesel engines soot reduction over 80 percent. No wonder the EPA approved the product. I think it will only be a matter of time before most transportation companies are required to use some form of Green Planets products.
Edmond Lonergan, President and CEO of Green Planet Group, stated, “99% of our nation’s 600,000 school buses run on diesel fuel, which places millions of children at risk each day from the hazardous health effects of diesel emissions. These emissions have been directly linked to such serious health problems as asthma, bronchitis, pneumonia, retarded lung development, increased emergency room visits for respiratory illness, as well as cancer. XenTx™ is one of only four diesel additives to surpass the strict emissions standards of Texas and California and is EPA Registered.”
Lonergan continued, “In an era with cleaner and less toxic alternatives, most municipalities have failed to act to protect our children from exposure to these dangerous pollutants on their trips to and from school. I commend L&M Bus for taking the initiative to reduce these emissions and keep the children safe while riding on their buses.”
Some of the other New York Metropolitan Transit School Bus companies testing the XenTx fuel additive include Pride Transportation Services, Inc and WE Transport, Inc. For additional information on this critical health issue, please see “Diesel Exhaust and Air Pollution,” American Lung Association, April 2000 and April 2004.
Green Planet Group, Inc. (OTCBB:GNPG - News) is based in Scottsdale, Arizona and engages in ongoing research and development to create products and services that enhance our environment. The Company's revenues are currently derived from the production and distribution of fuel-based energy conservation and clean-air products, as well as through the placement of members of the growing ranks of the unemployed into meaningful “green collar” careers. For additional information, please visit www.greenplanetgroup.com.
This is what "emerging growth" means. The revenues and income are turning positive to the point the whole companies picture is becoming positive.
Most of us know when the tipping point happens, this is where stocks take off.
This company has been way undervalued for some time. It is finally waking up. I havn't seen a better opportunity on the over the counter market yet.
It looks like GNPG generates 70 million in revenues a year. On the last quarterly report ended June 30th, the cash and equivalents were $1,841,857.
This is very strong and positive for significant future growth. When I evaluate a company I look at revenues, cash on hand, industry, history , management and opportunity for future growth.
*Revenues look absolutely fantastic here.
*Cash looks very strong from last quarters filing.
*The industry is very strong. Everyone thinks Green nowadays and any company that can save people money by polluting less to me is a win win situation.
*The history looks solid on the business end and the stock chart looks like it has had several large runs in the past.
*Management seems very stable from the beginning and focused. Ed Lonergan seems dedicated from the beginning of inception and very competent from his proven growth , his conference calls and his periodic news updates. 2 of his board members " Senator Ken Bennet" and "World Renown economist Pat Choate" probably would not be there if this wasn't something very special.
*Opportunity for growth is limitless in the green sector. I think we have barely tapped the surface of Greening our planet. Like I said, saving people money by using less fuel and polluting less is a win win situation for everyone.
One of the most important details Green planet has is that they are a fully reporting SEC compliant company. Many companies claim big revenues, but they are on the grey sheets in which nothing is easilly verified. The fully reporting status we have helps me sleep better at night.
I think this goes much higher and long overdue.
GNPG conference call 4 pm today. 712-432-0075, access code 466825 .
GNPG conference call 4 pm today. 712-432-0075, access code 466825 . You won't want to miss it.
Bob, last year a certain Transit Authority "Chicago" was evaluating Emtas Diesel additive as it was one of 4 EPA approved formulas after George Bushes 2008 environmental emmissions legislation went into effect.
A contract with a city larger then 3 Million people could make a company of this size overnight.
Today I called Rubenstein and their info hinted at what we waited for all last year back when it was 45 cents. They would not elaborate , but did say the stock was going to "take care of itself". That's all I have info wise. I hope you didn't sell all your position.
This board should not be so quiet. ERFW I think is a blue chip listed on the OTC. I think we are going to see some AMAZING things from this company soon.
Is everyone in the "real" Blue Chips? lol
ceoa1 is just bitter he lost money here because he didn't see the forest through the trees. He actually had the nerve to question my Value analysis. He doesn't know me.
EMHD is a true undervalued company which I think will turn sharply higher when people find out about it.
Did everyone notice the SHARP debt reduction, just after a SINGLE quarter? I predict this one will be one of the bigger movers of 2009. My opinion, but im a pretty good judge
I like EMHD , short term and long term. The balance sheet is tilting toward being a successful company.
The recent catalysts are shareholders are waiting for the outcome of some large scale tests which could make the company.
I smell VALUE.
EMHD
EMHD should be an alert. Balance sheet shaped up nicely and we await results from several pending contracts with majors.
This is the little company that will. The deal with Mckelvey is only the beginning in my opinion. Cood resources is in full force and the new Staffing firm could provide the instant cash liquidity needed to fill the lubricant manufacturing turn around period.
Ed Lonergan has a successful career in building companies and he has made tremendous moves in EMHD. 2 quarters ago we made 1 cent a share in earnings. Although there was an extraordinary item on the balance sheet responsible for that, I believe we will see net profits this quarter as well.
In this market, EMHD is not a bad bet, IMO.