How 16 ships create as much pollution as all the cars in the world, Daily Mail Online, world of cars.#World #of #cars

How 16 ships create as much pollution as all the cars in the world

Updated: 22:13 GMT, 21 November 2009

Eco expert: Fred Pearce is an environmental consultant to New Scientist magazine

Last week it was revealed that 54 oil tankers are anchored off the coast of Britain, refusing to unload their fuel until prices have risen.

But that is not the only scandal in the shipping world. Today award-winning science writer Fred Pearce – environmental consultant to New Scientist and author of Confessions Of An Eco Sinner – reveals that the super-ships that keep the West in everything from Christmas gifts to computers pump out killer chemicals linked to thousands of deaths because of the filthy fuel they use.

We’ve all noticed it. The filthy black smoke kicked out by funnels on cross-Channel ferries, cruise liners, container ships, oil tankers and even tugboats.

It looks foul, and leaves a brown haze across ports and shipping lanes. But what hasn’t been clear until now is that it is also a major killer, probably causing thousands of deaths in Britain alone.

As ships get bigger, the pollution is getting worse. The most staggering statistic of all is that just 16 of the world’s largest ships can produce as much lung-clogging sulphur pollution as all the world’s cars.

Because of their colossal engines, each as heavy as a small ship, these super-vessels use as much fuel as small power stations.

But, unlike power stations or cars, they can burn the cheapest, filthiest, high-sulphur fuel: the thick residues left behind in refineries after the lighter liquids have been taken. The stuff nobody on land is allowed to use.

Thanks to decisions taken in London by the body that polices world shipping, this pollution could kill as many as a million more people in the coming decade – even though a simple change in the rules could stop it.

There are now an estimated 100,000 ships on the seas, and the fleet is growing fast as goods are ferried in vast quantities from Asian industrial powerhouses to consumers in Europe and North America.

The recession has barely dented the trade. This Christmas, most of our presents will have come by super-ship from the Far East; ships such as the Emma Maersk and her seven sisters Evelyn, Eugen, Estelle, Ebba, Eleonora, Elly and Edith Maersk.

Each is a quarter of a mile long and can carry up to 14,000 full-size containers on their regular routes from China to Europe.

Waiting game: Tankers moored off Devon waiting for oil prices to rise even further

Emma – dubbed SS Santa by the media – brought Christmas presents to Europe in October and is now en route from Algeciras in Spain to Yantian in southern China, carrying containers full of our waste paper, plastic and electronics for recycling.

But it burns marine heavy fuel, or ‘bunker fuel’, which leaves behind a trail of potentially lethal chemicals: sulphur and smoke that have been linked to breathing problems, inflammation, cancer and heart disease.

James Corbett, of the University of Delaware, is an authority on ship emissions. He calculates a worldwide death toll of about 64,000 a year, of which 27,000 are in Europe. Britain is one of the worst-hit countries, with about 2,000 deaths from funnel fumes. Corbett predicts the global figure will rise to 87,000 deaths a year by 2012.

Part of the blame for this international scandal lies close to home.

In London, on the south bank of the Thames looking across at the Houses of Parliament, is the International Maritime Organisation, the UN body that polices the world’s shipping.

For decades, the IMO has rebuffed calls to clean up ship pollution. As a result, while it has long since been illegal to belch black, sulphur-laden smoke from power-station chimneys or lorry exhausts, shipping has kept its licence to pollute.

For 31 years, the IMO has operated a policy agreed by the 169 governments that make up the organisation which allows most ships to burn bunker fuel.

Christian Eyde Moller, boss of the DK shipping company in Rotterdam, recently described this as ‘just waste oil, basically what is left over after all the cleaner fuels have been extracted from crude oil. It’s tar, the same as asphalt. It’s the cheapest and dirtiest fuel in the world’.

Bunker fuel is also thick with sulphur. IMO rules allow ships to burn fuel containing up to 4.5 per cent sulphur. That is 4,500 times more than is allowed in car fuel in

the European Union. The sulphur comes out of ship funnels as tiny particles, and it is these that get deep into lungs.

Thanks to the IMO’s rules, the largest ships can each emit as much as 5,000 tons of sulphur in a year – the same as 50million typical cars, each emitting an average of 100 grams of sulphur a year.

With an estimated 800million cars driving around the planet, that means 16 super-ships can emit as much sulphur as the world fleet of cars.

A year ago, the IMO belatedly decided to clean up its act. It said shipping fuel should not contain more than 3.5 per cent sulphur by 2012 and eventually must come down to 0.5 per cent. This lower figure could halve the deaths, says Corbett.

It should not be hard to do. There is no reason ship engines cannot run on clean fuel, like cars. But, away from a handful of low-sulphur zones, including the English Channel and North Sea, the IMO gave shipping lines a staggering 12 years to make the switch. And, even then, it will depend on a final ‘feasibility review’ in 2018.

In the meantime, according to Corbett’s figures, nearly one million more people will die.

Smoke and sulphur are not the only threats from ships’ funnels. Every year they are also belching out almost one billion tons of carbon dioxide. Ships are as big a contributor to global warming as aircraft – but have had much less attention from environmentalists.

Both international shipping and aviation are exempt from the Kyoto Protocol rules on cutting carbon emissions. But green pressure is having its effect on airlines. Ahead of next month’s Copenhagen climate talks, airlines have promised to cut emissions by 50 per cent by 2050.

But shipping companies are keeping their heads down. A meeting of the IMO in July threw out proposals from the British Chamber of Shipping, among others, to set up a

carbon-trading scheme to encourage emissions reductions.

Amazingly, they pleaded poverty. Two-thirds of the world’s ships are registered in developing countries such as Panama. These are just flags of convenience, to evade tougher rules on safety and pay for sailors.

But at the IMO, governments successfully argued that ships from developing countries should not have to cut carbon emissions. IMO secretary-general Efthimios Mitropoulos insisted: ‘We are heavily and consistently engaged in the fight to protect and preserve our environment.’ Yet without limits, carbon emissions from shipping could triple by 2050.

The failure brought calls for the IMO to be stripped of its powers to control the world’s ships. Colin Whybrow, of Greenwave, a British charity set up to campaign for cleaner shipping, says: ‘The IMO is drinking in the last-chance saloon.’

Burning low-sulphur fuel won’t cut carbon emissions from ships. But there are other ways. More efficient engines could reduce emissions by 30 per cent, according to British marine consultant Robin Meech.

Cutting speed could reduce emissions by as much again. And there are even wackier ways, such as putting up giant kites to harness the wind as in the days of sailing ships.

However you look at it, the super-ships are rogues on the high seas, operating under pollution standards long since banished on land; warming the planet and killing its inhabitants. Santa’s sleigh, they are not.

  • Robert Pedersen, of Maersk, said: ‘The sulphur content varies according to where you get your fuel. Our average sulphur content is, I believe, 2.5 per cent. It’s rather rare you get anything close to 4.5 per cent.’ He added that ‘the sulphur issue is one for the whole industry’ and that there would be a ‘huge cost implication’ to switch to cleaner fuel.

World s Cheapest New Car, Tata Nano, Gets Diesel Option #compare #car #insurance

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World’s Cheapest New Car, Tata Nano, Gets Diesel Option

2012 Tata Nano

Diesel may be taking a while to catch on in the U.S, but in India the diesel market has exploded in recent years.

It’s no surprise that automakers have been making the most of this, and the latest to do so is Tata, whose Nano–the world’s cheapest new car–is soon to get its own diesel option.

According to CarDekho (via Autoblog ), the car will make its official debut at the 2014 Indian Auto Expo and could hit Indian roads as soon as February.

For Tata, it can’t be too soon.

Sales of the Nano, despite its incredibly low pricing, have been disappointing. It’s thought that the bargain-basement nature of the car–necessitated by pricing that begins at just $2,400 for the cheapest model–is actually off-putting to aspirational Indian buyers, who prefer to spend a little more and not drive around in a car seen merely as a stepping-stone from a scooter.

While pricing of the diesel has not yet been announced, the real benefit for Indian buyers will be in fuel costs.

At current exchange rates, one gallon of gasoline costs as much as $4.72 in India. But diesel costs just $3.62 per gallon, making diesel cars significantly cheaper to fuel.

Throw in expected economy of up to 94 mpg on local test cycles–a standard gasoline Nano gets 59 mpg–and the difference becomes even greater.

However, the Nano’s diesel won’t be quite as sophisticated as the units we’re getting used to in the U.S.

For one, it has half the cylinders we’ve come to expect of typical diesels. Actually, that’s not strictly true–Volkswagen’s XL1 also features a twin-cylinder diesel. and the Nano shares its capacity too at 800cc. The Nano even has a tiny turbocharger to help it to a predicted 45 horsepower, seven more than the gasoline variant.

Performance will be leisurely, though the importance of high speeds on India’s roads–crowded, dangerous and frequently populated by everything from pedestrians to sacred animals–is questionable.

And we’re not so sure about its emissions, either. While the Nano will certainly do well with regards to reducing fuel use, we suspect there’s a limit to just how clean its little engine can be when powering such basic, inexpensive transport. High-tech emissions-reducing equipment costs a whole lot of money.

It’s instrumental of the push towards more fuel-efficient engines though, and illustrative of what can be achieved when really paring back weight and downsizing power units.

Not that downsizing is the only plan–Tata is also said to be planning Nano hatchback and sedan variants, powered by Fiat-sourced units with up to 100 horsepower.

Those may finally be the cars to appeal to more image-led Indian buyers–though the Nano diesel will undoubtedly remain the economy champion in the range.


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From our blog

Wednesday, 25 November, 2015

Are you one of the thousands of travellers to Thailand each year? Whether you’re a back packer, there on business or an ex – pat, you will have at some point encountered the Thai roads!With streets littered with Tuk-Tuks, Taxis, Cars and Mopeds, each with a seeming disregard for speed or safety, these roads can seem pretty daunting! (Unless of course, you know how to navigate them!) Most people choose to travel by local transport over car or moped hire, so we thought we’d bring you a collection of 10 facts about Driving in Thailand to dispel the myths and hopefully change your mind about renting a vehicle in tis beautiful [Read More]

Tuesday, 3 November, 2015

Here at Car Hire Centre,  we usually focus on telling you where to rent a car and how to safely drive in different countries. Well today, scrap that, we are going to tell you all about some of the Top 10 Dangerous Roads in the world for a little white-knuckle fun!10.Trans-Siberian Highway, RussiaLength: 11,000kmWhy So Dangerous?The road starts off in the west as any other motorway, paved and maintained, relatively uneventful. However the further east you head, the more you will see the road deteriorate down to uneven, unpaved nothingness. The threat with this road lies in its surroundings, in winter you are [Read More]

10 Fastest Cars in the World #used #cars #indianapolis

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Hold onto your butts: These are the 10 fastest cars in the world

“How fast can it go?”

There are many ways to measure automotive excellence, but top speed is the one everybody secretly cares about the most. Aldous Huxley was right about speed being the only truly modern sensation. He left out the part about how much fun it is.

These 10 cars are more than just fun, though, they’re the fastest production cars in the world. The emphasis here is on “production;” racers and one-off custom jobs need not apply. We also tried to limit the selections to cars whose claimed top speeds have been generally recognized as legitimate by the automotive media and sanctioning groups.

There are also some cars on the horizon that appear ready to knock some names off this list. SSC still hopes to reclaim the title of world’s fastest car with its 1,350-horsepower Tuatara. and Koenigsegg claims a top speed of over 270 mph for its One:1 .

For now, though, these are the fastest cars that can legally sport a license plate.

Hennessey Venom GT (270 mph)

This combination of a Lotus Elise chassis and 1,244-hp 7.0-liter twin-turbocharged V8, and you have the fastest production car in the world. Depending on your definition of “fastest” and “production car,” that is.

Hennessey recorded a 270.4-mph run at the Kennedy Space Center last year, but only in one direction. To be considered legitimate, record attempts usually require one run in each direction. An average is then taken to account for wind conditions.

Because of its hand-built nature, there’s also some debate about whether the Venom GT qualifies as a production car. While it can claim the highest recorded speed, Hennessey’s monster isn’t recognized as the world’s fastest car by the Guinness Book of World Records.

Bugatti Veyron Super Sport (268 mph)

When Volkswagen purchased the Bugatti brand, it had one goal: build the fastest production car in the world. The original Veyron achieved that goal, and with a price tag of $1.7 million and a quad-turbocharged W16 engine producing 1,000 hp, it also boasted the most superlatives of any production car.

Yet the Veyron was soon dethroned by the SSC Ultimate Aero, so Bugatti came back with the Veyron Super Sport. This Veyron-plus has 1,200 hp, and numerous aerodynamic changes meant to help gain a few extra miles per hour.

With a top speed of 268 mph recorded at Volkswagen’s Ehra-Lessein test track, the Veyron Super Sport is still recognized as the world’s fastest production car by Guinness. The related Veyron Grand Sport Vitesse is also the world’s fastest open-topped car. with a top speed of 254 mph.

SSC Ultimate Aero (256 mph)

Briefly, the might of the Volkswagen Group and the prestige of the Bugatti name were bested by a car company no one had ever heard of.

Shelby SuperCars (SSC) has nothing to do with Carroll Shelby of Cobra fame, but for a moment its Ultimate Aero was the fastest production car in the world. It hit 256 mph in 2007, beating the non-Super Sport version of the Veyron.

Helping it achieve that velocity is a 6.3-liter twin-turbocharged V8 with 1,287 hp. There are no electronic driver aids to help control that power either, creating a purer driving experience for those with talent, and a scenario for certain death for those without it.

Koenigsegg CCR (242 mph)

Swedish supercar builder Koenigsegg briefly held the “world’s fastest” title before being bested by the original Bugatti Veyron. Its CCR reached 242 mph at Italy’s Nardo Ring in 2005.

The CCR was essentially an earlier generation of the cars Koenigsegg is building today. It featured a 4.7-liter V8 of the company’s own design, a carbon-fiber body, and not much in the way of electronic aids.

Despite its impressive stats, the CCR’s moment in the spotlight was as brief as its claim on the world. It was soon supplanted by the CCX, and then by the current Agera. Koenigsegg says the Agera-based One:1 will top out at over 270 mph, but no one has tried it yet.

McLaren F1 (241 mph)

The F1 is more than just a former world’s-fastest car. With its carbon-fiber body, gold-lined engine bay, 6.1-liter BMW M V12, and center driver’s seat, it just might be the coolest car ever made.

Years before it attempted to take on Ferrari and Porsche with the MP4-12C, McLaren was known only as a successful race team in Formula 1 and the defunct Can-Am series. Yet its first road car wasn’t exactly an amateur effort.

McLaren intended to make the F1 the ultimate road-going supercar, but its design was informed by the company’s racing experience. The F1 even went on to a fairly successful racing career in its own right, winning the 24 Hours of Le Mans in 1995.

Aston Martin One-77 (220 mph)

The One-77 is the most extreme road-going Aston ever, and the fastest. It may share a front-engined layout with “regular” Astons, but the One-77 is a completely different animal.

Only 77 examples were made, and each sports a 7.30-liter V12 producing 750 hp. Like the chassis, it’s based on an engine used in lesser Aston production models, but it’s both lighter and more ferocious.

Aside from its performance and jaw-dropping good looks, the most remarkable thing about the One-77 may be that Aston was able to create a hypercar without making many compromises.

While it matches race-inspired mid-engined designs for performance, the One-77 still has the look and feel of something much more luxurious and well-rounded. It is, after all, the only front-engined car on this list.

The One-77 proves that incredibly fast cars don’t have to focus solely on performance. Its character is almost as special as its 220 mph top speed and limited production run.

Jaguar XJ220 (217 mph)

The XJ220 lost six cylinders and two driven wheels on the way to production, but it still managed to claim the title of fastest production car in 1992.

The original concept version featured a V12 engine and all-wheel drive, but the production model had to make due with a twin-turbocharged V6, and rear-wheel drive. Still, that was enough to get the XJ220 to 217 mph at Nardo, once engineers removed the rev limiter.

However, it wasn’t enough to solidify in the car’s place in history. Buyers weren’t as impressed by the production version as they were with the concept, and a weak early ‘90s economy tanked sales. Sometimes being the fastest just isn’t enough.

McLaren P1 (217 mph)

McLaren’s successor to the F1 isn’t as fast, but it’s much more high tech. Its 903-hp hybrid powertrain seamlessly blends electric and turbocharged V8 power, making the P1 one of the most capable performance cars ever made.

During the car’s press junket, McLaren said it emphasized the driving experience over outright top speed. Maybe the company didn’t think it could compete with Bugatti, or maybe it just thought organ-shredding lateral grip was a better way to torture customers than stratospheric speeds.

With a claimed lap time of around six minutes. the P1 also excels at a performance metric that’s almost become more important than top speed: the Nürburgring.

Ferrari LaFerrari (217 mph)

Along withe P1 and the Porsche 918 Spyder. the Ferrari LaFerrari is part of a trio of hybrid supercars that showed the world that performance cars don’t have to be (too) inefficient.

The Ferrari matches the McLaren for top speed and cleverness. Its 6.3-liter V12 is joined to a hybrid system modeled on the Kinetic Energy Recovery Systems (KERS) used in Ferrari’s Formula One cars. Not only does the LaFerrari give its driver 950 hp to play with. it also provides the instantaneous response of electric motors to get things going.

Ferrari Enzo (217 mph)

That the current LaFerrari isn’t any faster than the Enzo that appeared a decade before it could be viewed as proof of lack of progress. Or maybe it’s just an indication of how good the Enzo really was.

The Enzo looks positively ancient next to the LaFerrari, but it was state of the supercar art a decade ago. It was the first of Ferrari’s flagship hypercars to incorporate Formula 1-style tech, and when it launched it was also the fastest and most powerful production Ferrari to date.

Named after Ferrari’s founder, the Enzo’s mechanicals and styling set the tone for a generation of Ferrari road cars, and may also represent an important point in supercar development.

With relatively few electronic aids, the Enzo was tricky to drive. A string of crash photos and Youtube videos attested to that. Subsequent Ferraris have included more driver aids, making the Enzo among the last of the analog cars from Maranello.

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World Hyundai, in the Matteson Auto Mall. has become the most talked about Hyundai dealer in Chicago. Our great customer service and competitive Hyundai pricing policy means our customers are satisfied with how they were treated and what they paid for their vehicle. From the moment you enter our Hyundai dealership, you can tell that you are not in a “typical” new car dealership. Our friendly Hyundai staff and no pressure environment have become the standard for all Chicago Hyundai dealers and has allowed us to become one the top Hyundai dealers in the Chicago and Northwest Indiana areas. World Hyundai is conveniently located in the Matteson Auto Mall at I-57 and Lincoln Highway, we are also a favorite Hyundai dealer of the neighbors in Matteson, Mokena, and Joliet.

We thank you for visiting our Hyundai dealer website.  If at any point, you have any questions about our new Hyundai inventory, used vehicles, Hyundai Service or Parts Departments, or even Hyundai accessories, please feel free to contact us  any time.  Our dedicated team members will be happy to assist you.

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Welcome to Philadelphia s top-ranked Erivan K. Haub School of Business. MBA Program. Our uniquely flexible graduate business program is focused on you and your career, combining strategic leadership skills with relevant functional expertise. By integrating creative thinking, effective communication, project management, and technology applications into a relevant business context, this program provides the foundation you need to effectively succeed and distinguish yourself in your field, your organization, and your industry.

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Saint Joseph s University offers you the flexibility of an evening program at our convenient Philadelphia Main Campus location. We also offer a Fully Online program with no residency requirement. You can choose to customize your schedule by blending online and on campus options. You can also expect the same tuition rate for on campus and online courses. What s more, our staff, faculty, and students are united in the Jesuit ideal of cura personalis, care for the whole person, and are dedicated to helping you succeed in the classroom as well as in life.

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Journalism Graduate Schools Colleges and Universities #world, #newspapers, #magazines


Journalism Graduate Schools

World-Newspapers Journalism Schools

Top 10 Journalism Schools

  • Columbia University, Graduate School of Journalism
  • New York University, Arthur L. Carter Journalism Institute
  • Northwestern University, Medill School of Journalism
  • Stanford University, Department of Communication
  • Syracuse University, Newhouse School of Public Communication
  • UC Berkeley Graduate School of Journalism
  • University of Maryland, Philip Merrill College of Journalism
  • University of Missouri-Columbia, Missouri School of Journalism
  • University of North Carolina at Chapel Hill, School of Journalism and Mass Communication
  • University of Wisconsin – Madison, School of Journalism and Mass Communication
  • Other Top US Journalism Schools

  • American University, School of Communications
  • Auburn University, Communication and Journalism Department
  • Ball State University, Department of Journalism
  • Bowling Green State University, Department of Journalism
  • California State University, Chico, Journalism Department
  • City University of New York, CUNY Graduate School of Journalism
  • Eastern Illinois University, Journalism Department
  • Florida International University, School of Journalism Mass Communications
  • Howard University, School of Communications
  • Iowa State University, Greenlee School of Journalism and Communication
  • Ithaca College, Department of Journalism
  • Kent State University, School of Journalism Mass Communications
  • Louisiana State University, Manship School of Mass Communications
  • Michigan State University, College of Communication Arts Sciences
  • New York Film Academy, Broadcast Journalism School at the New York Film Academy
  • Ohio University, E.W. Scripps School of Journalism
  • Queens University of Charlotte, Masters in Communication Degree
  • San Francisco State University, Journalism Department
  • San Jose State University, School of Journalism Mass Communications
  • University of Colorado at Boulder, School of Journalism and Mass Communication
  • University of Dayton, Department of Communication
  • University of Florida, College of Journalism Communications
  • University of Georgia, Grady College of Journalism
  • University of Illinois, College of Media
  • University of Kansas, School of Journalism Mass Communications
  • University of Miami, School of Communication
  • University of Montana, School of Journalism
  • University of Nevada at Reno, Donals W. Reynolds School of Journalism
  • University of Oklahoma’s Gaylord College of Journalism and Mass Communications
  • University of Southern California, Annenberg School of Communications
  • University of Wisconsin – Milwaukee, Department of Journalism and Mass Communication
  • University of Wisconsin – Oshkosh, Department of Journalism
  • University of Wisconsin at River Falls, Department of Journalism
  • Walter Cronkite School of Journalism Mass Communication
  • Washington and Lee University, Department of Journalism and Mass Communication


  • Home – World Landscape Architecture #world #landscape #architect


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