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Give it up, will ya. For the last time , there is no interest by the EPA in this technology, and HLNT has done NOTHING (as per HS) to get them interested. All such work is being done by CARB, and only for specific engine models. If approved, it's permitted to sell it in CA for that model only. There is NO national retriction against selling. The minute that the management decided to start selling on future value rather than internal ROI I knew it would be an uphill battle, especially in a shaky, insecure economy. If they had started leasing units to get a foot in the door they would have a nice, steady cash flow now. Greed got the best of them, like us, and everyone has lost.
I sent an email last week to JF asking these questions without reply. Do you think it's time for someone here to ask the SEC to ask JF "What's the legal relationship between J3 and GTGP?"
At this point what do we have to lose, except the last 5% of money I I had invested last year. If we're being played, I'd rather find out now.
Excuse me but this is a list of "Recipients" of the complaint, and HLNT is only listed as an involved party. It is clear to me that HLNT is not a "creditor", and any other assumption such as what has been made is a dis-service to the Ihub readers, and to HS especially. Let's not misconstrue the facts, intentionally or not.
I copied this directly from the referenced URL, which now is the front page for hyimpact.com. AS far as I know, this has been unedited since the beginnings of the company. Outside the mispelling of the word "gases", does anyone see the obvious error in equating "evaporation" with "electrolysis". This omission of fact is unbelievable especially since it has lasted so long.
Does anyone at HLNT/AHS read their own BS. Here is the text...
With the Wildcat Hydrogen Booster, your product line will result in greater performance, greater fuel economy, and reduction of harmful gasses released into the atmosphere. Sound too good to be true? Please continue reading.
Producing Hydrogen is the easy part.
A basic search for hydrogen on the internet will bring up hundreds of people showing how they use household items to make hydrogen generators in their back yard. Mason jars with switch plates and so on. In fifteen minutes or less I could teach anyone how to generate their own gas. Better than that, go to your local pharmacy and buy a vaporizer, plug it in and presto! You are releasing hydrogen. Production of Hydrogen is only the first step. A baker needs eggs to make a birthday cake but the eggs are not visible in final product. The key is controlling the release of Hydrogen at levels that each individual engine requires to maximize efficiency; that is what the Wildcat Hydrogen Injection System is all about.
I wonder if adding Brown's gas would improve the performance/mileage of NASCAR rides?
But now he denies (by not responding to a direct question) that ever said it!!
When I asked Mr. Coats what was the source of funds for the PWC payment, he simply responded "the joint venture". On its face, it's a nebulous comment, but if we assume that the funds were equally split as per the agreement, that would indicate that funds were available from both parties, indicating a possible positive cash flow to both under the same agreement. More interpretation of his response is needed here....
Casa
You should put your name on this mailing list. CA is where the technology is being demanded. The following applies to water craft.....the demands are strictest in the country....that's why everyone is leaving. Bob
Alternative Control of Emissions (ACE) plan from Hornblower for
complying with the Commercial Harbor Craft Regulation has been
posted and is available for public review and comment.
For detailed information regarding Hornblower’s ACE plan and the
public comment process, please see link below.
http://www.arb.ca.gov/ports/marinevess/harborcraft/hcace.htm
Please note that the first 30-day public comment period for
Hornblower’s ACE Plan starts on January 31st, 2013, ends on March
1st, 2013.
If you have any questions, please contact Kirk Rosenkranz at
916.327.7843 or krosenkr@arb.ca.gov, or Zhenlei Wang at
916.322.1049 or zwang@arb.ca.gov.
Background: The CHC regulation was adopted in November 2007 and
became effective in January 2009. Commercial harbor craft
includes crew and supply vessels, commercial fishing vessels,
ferries,excursion vessels, pilot boats, tow boats, tug boats,
barges,dredges, and work boats. The CHC regulation requires
existing Tier 1 and earlier auxiliary and propulsion engines on
in-use ferries, excursion vessels, tugboats, towboats, crew and
supply vessels, barges, and dredges to meet United States
Environmental Protection Agency Tier 2 or Tier 3 marine engine
standards in effect at the time compliance is required. This
regulation is part of ARB’s ongoing effort to reduce diesel
particulate matter in communities located near ports. Additional
information on the regulation is available at the following
link:
http://www.arb.ca.gov/ports/marinevess/harborcraft.htm
======================================================================
You are subscribed to the harborcraft mailing list. To UNSUBSCRIBE:
Please go to http://www.arb.ca.gov/listserv/listserv.php and enter
your email address and click on the button "Display Email Lists."
To unsubscribe, please click inside the appropriate box to uncheck it
and go to the bottom of the screen to submit your request. You will
receive an automatic email message confirming that you have
successfully unsubscribed. Also, please read our listserve disclaimer
at http://www.arb.ca.gov/listserv/disclaim.htm .
The energy challenge facing California is real. Every Californian
needs to take immediate action to reduce energy consumption. For
a list of simple ways you can reduce demand and cut your energy
costs, see our website at www.arb.ca.gov.
======================================================================
I'm still waiting to see proof that BBDA is the actual recipient of the wealth that is being generated. Too many unknowns about this company and the intent of the CEO.
It wll be between the 3rd and 4th quarters...IMDs.
The word is out that Brian has purchase a 30 sec spot during the Superbowl...IMDs.
If HLNT goes to the greys, AHS can buy the 000 stock with its JV money plus unannounced revenues leaving us all still waiting for "good" news.
...and to what extent is the GTGP license exclusive??
Something of interest...
EPA Clean Diesel News: 1/24/13
On January 24, 2013, the US Green Building Council announced that a Clean Construction Pilot Credit can be used toward Leadership in Energy and Environmental Design (LEED) certification.
Applicants who earn this credit will reduce the release of diesel emissions during the construction phase of a green building project, minimizing the health impacts to on-site workers and in adjacent communities.
The LEED Pilot Credit Library is designed to test new and revised LEED credit language, alternative compliance paths, and new or innovative green building technologies and concepts.
The Clean Construction Pilot Credit includes:
Pollution standards for on-road and nonroad equipment;
Idling limits;
Staging area requirements; and
Data gathering.
A three year transition period allows for newer, cleaner equipment to penetrate the marketplace.
--------------------------------------------------------------------------------
www.epa.gov/cleandiesel
E-mail: cleandiesel@epa.gov
You are subscribed to EPA Clean Diesel News. To unsubscribe, send a blank email to: epa_clean_diesel_news-unsubscribe@lists.epa.gov
What is GTGP's agreement with EMHI? Is there a time constraint? Sounds like EMHI is dealing directly with S-Corp. Is GTGP still in the mix at this point?
Here it is, patent number 8,336,508,
Abstract...
A system for use with a combustion engine having an air intake, sensors and an engine control module, comprising a hydrogen cell capable of turning water into hydrogen and oxygen gases and a controller electrically connected to the sensors, the engine control module and the hydrogen cell, wherein the controller is programmed to ratiometrically skew one or more signal inputs to the engine control module to control the engine in response to predetermined signal levels, wherein the controller is programmed to activate the hydrogen cell in response to predetermined signal levels, wherein the hydrogen cell is fluidly connected to the engine through the air intake, and wherein the controller is programmed to cause the engine control module to reduce the rate of fuel flow to the engine and to activate the hydrogen cell simultaneously.
If you are waiting for an EPA response of any type, it ain't gonna happen. I have posted this (partial) email from Mr. Southern before, and several from EPA bigwigs who say no one in the EPA has interest in this technology, as opposed to the DOT.
Mr. R****:
Basically, I do not care if you are an investor or if you are not. The basic difference is the duty I owe to an investor is very different from the lack of duty to a non-investor. There are only so many hours in a day, and my time is valuable. Thus, I invest it as I see my responsibilities, not as anyone else does.
I do not want your log in information and will delete it if sent. I require independent verification of your status as one who can get a higher priority for my time than others.
That having been said, this is not 1984 and I am not George Orwell. I will not police the thoughts of others. There is no one on I-Hub, Raging Bull, Silicon Investor, or any myriad of other sites that speaks for this company. We do not post on these sites and do not police them. Statements of this company come directly from this company. As posters on those sites like to remain anonymous, the only way I would be able to communicate with them would be to actually post on I-Hub. This, I will not do.
Now then, that having been said, if you truly believe in doing due diligence, perhaps you can ferret out why it is that the EPA apparently is not actively testing hydrogen while the US Dept of Transportation boasts of many successful applications for the enhancement of diesel engines by the use of hydrogen? The two are diametrically opposite on the same points. If you truly investigate hydrogen you will learn that the EPA is presently using test procedures which do not include hydrogen as a variable. If you do indeed talk to the EPA gurus you will also learn that they are not totally opposed to the use, they are just waiting for someone to come along and show WHY it works. They require that you show the science behind any change to their testing procedures. Bob, that takes R&D money, not just that it does. As we are a small company, we must dedicate our R&D dollars where they will do the most good. At the moment that is in further development of a product that can and does save money.
I personally have a unit on my 2009 Honda Accord. When I turn it on, my mileage goes from 23 mpg to 29 mpg. I do not know what the science is. What I do know is that I am getting more economy. I did not change anything under the hood at all. I did not mess with the ECM, I did not adjust the timing. I simply am allowing a bit of Brown's gas to travel through the air intake and whala, I am saving gas money. At 3.49 a gallon, I am happy about that. You should be happy for me also, I think.
H.C. Southern
When you get to San Diego, lets go fishing on the Royal Polaris...90 feet of diesel-powered boat.
It doesn't take a genious to see that Hollywood accounting techniques by HTI/AHS could leave very little equity for the HTI shareholders. In fact, it could even show a loss, depending on the salaries and other variable expenses claimed in the normal course of doing business.
If the EPA adopts the policies of CARB (see below), the whole industry may be in trouble. On the other hand, if HTI plays it's cards correctly (and quickly), and if the patents are successful, they might be able to get an exemption! Good luck with that.
SALES OF AFTERMARKET PARTS FOR DIESEL ENGINES.
ARB has issued a regulatory advisory that clarifies that our
aftermarket parts exemption and diesel emission control strategy
(DECS) verification programs are distinct, and that products with
an aftermarket parts exemption are not eligible for subsequent
conversion to verified DECS after installation as of March 1,
2013. New products sold under one form of approval must remain
identified as such and cannot be subsequently modified. This
prohibition will simplify the marketplace, reduce the risk and
inconvenience to end-users, and uphold the significance and value
of verification. Please see the advisory posted on the following
ARB website:
http://www.arb.ca.gov/msprog/mailouts/msc1301/msc1301.pdf
This is a reprint of earlier comments from a HTI exec. It confirms my communications with many EPA supervisors about their interests in HHO (none) and their exposure to it by private companies (none).
HTI exec comments...
"That having been said, this is not 1984 and I am not George Orwell. I will not police the thoughts of others. There is no one on I-Hub, Raging Bull, Silicon Investor, or any myriad of other sites that speaks for this company. We do not post on these sites and do not police them. Statements of this company come directly from this company. As posters on those sites like to remain anonymous, the only way I would be able to communicate with them would be to actually post on I-Hub. This, I will not do."
"Now then, that having been said, if you truly believe in doing due diligence, perhaps you can ferret out why it is that the EPA apparently is not actively testing hydrogen while the US Dept of Transportation boasts of many successful applications for the enhancement of diesel engines by the use of hydrogen? The two are diametrically opposite on the same points. If you truly investigate hydrogen you will learn that the EPA is presently using test procedures which do not include hydrogen as a variable. If you do indeed talk to the EPA gurus you will also learn that they are not totally opposed to the use, they are just waiting for someone to come along and show WHY it works. They require that you show the science behind any change to their testing procedures. Bob, that takes R&D money, not just that it does. As we are a small company, we must dedicate our R&D dollars where they will do the most good. At the moment that is in further development of a product that can and does save money."
Since I am limited to 1 post/day, I can not comment on "replies".
The patents pending were filed "privately", so searching is a waste of time. You have to know the application number in order to gain access, so all this bs about DD is just that...BS.
Here is a quote from the legal dept...in reference to another patent I found in the search process..
Bob:
You piqued my interest and I actually spent the past half hour reading the referenced patent. There are a couple of points to be made. First, our patents are still in the pending stage and if you search without the pending number, you will not find them. This is because we chose to keep them private until they are through the review process and issued. Second, without giving away any sensitive information, I can tell you that these guys are not even close. They have an interesting idea but their system is just not where ours is. Truly, it is just a level of sophistication.
Let me give you an analogy: The patent you reference is sort of like throwing a rock at the moon while our system is closer to having an AMRAAM missile go after and destroy an incoming ICBM in flight. Truly, it is the intelligent control system that makes the difference. But it does not stop there, the gas generator itself is very different as well. Apples to oranges for sure.
I wish these guys well, but to compete in his market they really need to start thinking outside of the box.
END
Although the referenced patent may be un-sophisticated, the company has CARB approval for a large variety of diesel vehicles, which may be more valuable (at least in CA) than a patent.
At least they have taken the time to submit their hardware for testing. CARB and the EPA, however are primarily interested in making sure any add-on does not increase pollution, and any "certification" will reflect that, not mileage improvement or exhaust effects, which sounds contrary to the goal of the "EPA".
Unless there is a way the EPA cn make money on this technology, or increase the number of EPA employees to regulate the industry, they have absolutely no interest, and have stated this to me in prior emails.
If you knew Walmart (like I do), and they saw a successful product with great potential, they would check the IP rights, try to negotiate a price based on actual costs of production, rather than market demand, and if conditions are not met, find one of many manufacturers in the world that already are producing items of similar technology, and have them on the shelves in 3 months.
That's why you hear nada from Chad and Co. They recognize the vulnerability of the product. Premature (pre-contract) PRs before the cash starts flowing would only provide impetus for the already existing competitors with CARB approval.
Be careful what you wish for.
You won't find the info you want here because it doesn't exist, sort of like the million dollar cars in the driveway. The only relevant patent re: the technology is #7,430,991. Unfortunately, it is not the IP of anyone in the HLNT group. However the owners have assured me that they would be very amenable to a license at a very reasonable fee. They have neither the marketing skills, contacts, or the funds to proceed, even though the technology is tested and proven. It seems like a natural match at a cheap price. I hope someone at HTI/AHS is reading this. Of course, I'm sure that one of the many NDA's here will communicate it as well.
GeTtinG Paid (someday soon I hope)
Well that was certainly germain to the EPA question.
I was the first on this board to correctly assess the situation re: the MSE fallout (post 79296), but my statements were based on a conversation I had with a close observer of GTGP, Merdi, and the ongoing discussions. The proof of the pudding as to the inadvisability of concluding the agreement was when Merdi officials refused to sign a legally binding "statement of health" of the MSE operation, just like CEOs today are legally bound by their auditors' conclusions (remember EXXON?). This was the red flag that unsealed the deal.
Now, Jim has the option to "cherry pick" the carcass that is MSE if he desires. We have avoided a disaster, but the future of GTGP is still a big WHat NOW?
These same questions have been asked repeatedly on this board for the past 2 years. The fact that there haven't been any answers is answer(s) enough. Even if it (testing) were being done (and it isn't), it would have NO BEARING on the marketability of HY-whatever. The EPA has expressed NO INTEREST in this technology, and CARB has approved 2 competitors for applications that are motor-specific. Very limited market, but for those companies, a big step forward.
There was probably a "drop dead" clause in the original agreement.
The exposure of Jim to unforeseen liabilities necessitated this action. GTGP still has the licenses to the Solucorp technology and new monies are coming for future cleanups. Just another bump-in-the-road, as Obama would put it. Our investments are actually safer and Jim is back in FL.
This also explains the lack of any formal reporting to the SEC, since the escape clause was still in effect for either side.
Let the cherry-picking begin. Or perhaps Jim will license the "new and improved" version of MBS.
I am confident that the acquisition of MSE was a step in the right direction....but I suspect that as Jim was able to more accurately gauge the financial health, he found some landmines that were hidden before. That, plus the probable lack of cooperation of those authorized to "sign off" on the from the other side, threw up a red flag that Jim couldn't ignore. Thus the eventual fallout, thank goodness.
I suspect, that being the businessman that he is, Jim will cherry-pick the now bankrupt company for what will turn a profit, and leave the "hypersonic" end of the business to die on the vine.
We will be then be getting the "benefits" of an acquisition at a fraction of the cost. Or will it be a fraction of Jim's cost...very confusing.
Is there new stuff out on EDGAR that wasn't there before?
I am sorry for your loss, but you made a tough decision that you Know was the correct one. I hate to think of what will occur when we are removed from such decisions in the near future.
"Private and confidential emails" is an oxymoron. There is no such thing, even if claimed in the email.
Any dealers/AHS people should look into this. The rebate program the EPA has set up for diesel school buses. This is teh way to the EPA's heart (and wallet).
http://www.epa.gov/cleandiesel/dera-rebate.htm
Here is the text of the email I received:
EPA Clean Diesel News: 11/6/12
EPA's National Clean Diesel Campaign (NCDC) will begin accepting applications for a new rebate program on November 13, 2012. An important change in the Diesel Emissions Reduction Act (DERA) reauthorization was to allow EPA to award rebates. This first year of rebates will be a pilot program focusing on the replacement of older school buses in both public and private fleets. The total funding for this opportunity will be approximately $2 million. To learn more about the rebate program, applicant eligibility and selection process, please visit www.epa.gov/cleandiesel/dera-rebate.htm.
EPA will collect rebate applications from November 13 to December 14, 2012. Applicants may submit only one application for up to five buses, and applications may be downloaded from www.epa.gov/cleandiesel/dera-rebate.htm. Completed application packages should be emailed to cleandieselrebate@epa.gov with the subject line "DERA School Bus Rebate Application." A full informational guide about the rebate program and application process is available online at http://epa.gov/cleandiesel/documents/420r12029.pdf
EPA will offer a webinar to interested applicants on November 15, 2012, at 2pm EST. The link for the webinar is https://epa.connectsolutions.com/schoolbusrebates/. EPA will use a conference call line as well: 866-299-3188, code: 3327333#.
Questions about the rebate program should be sent to cleandieselrebate@epa.gov.
--------------------------------------------------------------------------------
www.epa.gov/cleandiesel
E-mail: cleandiesel@epa.gov
You are subscribed to EPA Clean Diesel News. To unsubscribe, send a blank email to: epa_clean_diesel_news-unsubscribe@lists.epa.gov
Where are all the NDAs? Not delivering anymore. Hello penny!
This indicates to me that Lee Black has very good communicative skills and is able to make friends and influence people. He could have a PhD in nuclear engineering and I would be less impressed.
They raise sheep in Montana...it always mountain time.
Copy of the "Contact page on the MSE website:
You may contact key people below or for general information call us at 406-494-7100 or email contact@mse-ta.com.
MSE Technology Applications Inc.
200 Technology Way
P.O. Box 4078
Butte, MT 59701
ph: 406 494 7100
fax: 406 494 7230
...Support Information
Owner: Jim Fallacaro
jim.fallacaro@mse-ta.com
globaltechnologiesgroup@mse-ta.com
globaltechnologyholdings@mse-ta.com
I'm a believer.
Quote from Brianna re: lack of Melatonin in Zero KU...
Ah, I'm glad you asked! Our Koma Zero contains no Melatonin because we designed that one to be sold in countries that have a ban on products with exogeneous Melatonin (of which, there are many including Canada and Europe). It can also be used by people who shouldn't consume exogeneous Melatonin for health reasons.
Why is it not up to date? What has changed? How do we know that Bebevco is not purchasing its inventory from DLR? If DLR skims off the top, the margins are lower for BBDA.