Rasmussen – Trump edging out Biden 48% to 47%

Also see video “The Best Is Yet To Come.”

“The latest national telephone and online survey finds Trump edging Biden 48% to 47% among Likely U.S. Voters.”


The post Rasmussen – Trump edging out Biden 48% to 47% appeared first on Ice Age Now.

via Ice Age Now


October 28, 2020 at 05:16PM

The #ExxonKnew Lie Spreads to Motor City

Guest “No schist Sherlock” by David Middleton

Exclusive: GM, Ford knew about climate change 50 years ago
Maxine Joselow, E&E News reporter Published: Monday, October 26, 2020


E&E News obtained hundreds of pages of documents on GM’s corporate history from the General Motors Heritage Center and Wayne State University in Detroit. Documents on Ford’s climate research were unearthed by the Center for International Environmental Law. The Climate Investigations Center provided additional material on both manufacturers.

The investigation reveals striking parallels between two of the country’s biggest automakers and Exxon Mobil Corp., one of the world’s largest publicly traded oil and gas companies. Exxon privately knew about climate change in the late 1970s but publicly denied the scientific consensus for decades, according to 2015 reporting by InsideClimate News and the Los Angeles Times that spawned the hashtag #ExxonKnew and fueled a wave of climate litigation against the oil major.


E&E News

The E&E “journalist” has a 2016 BA in English… She probably didn’t take much in the way of science courses, and certainly not in the 1970’s.

Note to Ms. Joselow: Everyone “knew about climate change 50 years ago”


On the influence of changes in the CO2 concentration in air on the radiation balance of the Earth’s surface and on the climate

F. Möller

The numerical value of a temperature change under the influence of a CO2 change as calculated by Plass is valid only for a dry atmosphere. Overlapping of the absorption bands of CO2 and H2O in the range around 15 μ essentially diminishes the temperature changes. New calculations give ΔT = + 1.5° when the CO2 content increases from 300 to 600 ppm. Cloudiness diminishes the radiation effects but not the temperature changes because under cloudy skies larger temperature changes are needed in order to compensate for an equal change in the downward long-wave radiation. The increase in the water vapor content of the atmosphere with rising temperature causes a self-amplification effect which results in almost arbitrary temperature changes, e.g. for constant relative humidity ΔT = +10° in the above mentioned case. It is shown, however, that the changed radiation conditions are not necessarily compensated for by a temperature change. The effect of an increase in CO2 from 300 to 330 ppm can be compensated for completely by a change in the water vapor content of 3 per cent or by a change in the cloudiness of 1 per cent of its value without the occurrence of temperature changes at all.Thus the theory that climatic variations are effected by variations in the CO2 content becomes very questionable.


In this case, we must distinguish between the assumptions that the water vapor content (in cm l.e.) remains unchanged in spite of heating (cooling) of the atmosphere and that it increases (decreases).  Constant absolute humidity means that the relative humidity (f) decreases from 75 to 70.34 per cent with a 1° or lowered by 4.66 per cent per deg.  According to the above-mentioned calculations, an increase in CO2 from 300 to 600 ppm gives us a temperature change ΔT = +1.5° for Δf = -4.66 per cent per deg, and a temperature change ΔT = +9.6° for Δf = 0.


We recognize that for Δf = 0.8 per cent per deg the temperature change becomes infinite.  Very small variations effect a reversal of sign or huge amplifications.

It is not too difficult to infer from these numbers that the variation in the radiation budget from a changed CO2 concentration can be compensated for completely without any variation in the surface temperature when the cloudiness is increased by +0.006 or the water vapor content is decreased by -0.07 cm l.e.


These are variations in the cloudiness by 1 per cent of its value or in the water vapor content by 3 per cent of its value. No meteorologist or climatologist would dare to determine the mean cloudiness or mean water content of the atmosphere with such accuracy; much less can a change of this order of magnitude be proved or its existence denied.  Because of these values the entire theory of climatic changes by CO2 variations is becoming questionable.

Möller, F. (1963), On the influence of changes in the CO2 concentration in air on the radiation balance of the Earth’s surface and on the climate. J. Geophys. Res., 68(13), 3877–3886, doi:10.1029/JZ068i013p03877.


The atmosphere’s blanketing effect over the earth’s surface has been compared to the functioning of a greenhouse.  Short-wave sunlight passes as easily through the glass of the greenhouse as through the atmosphere.  Because glass is opaque to the long-wave radiation from the warm interior of the greenhouse, it hinders the escape of energy.

As a planet, the earth is not warming or cooling appreciably on the average, because it loses as much radiant energy as it gains.

Kolenkow, Robert J., Reid A. Bryson, Douglas B. Carter, R. Keith Julian, Robert A. Muller, Theodore M. Oberlander, Robert P. Sharp & M. Gordon Wolman. Physical geography today : a portrait of a planet.  Del Mar, Calif. : CRM Books, [1974]. p. 64.


FORECASTING THE FUTURE. We can now try to decide if we are now in an interglacial stage, with other glacials to follow, or if the world has finally emerged from the Cenozoic Ice Age. According to the Milankovitch theory, fluctuations of radiation of the type shown in Fig. 16-18 must continue and therefore future glacial stages will continue. According to the theory just described, as long as the North and South Poles retain their present thermally isolated locations, the polar latitudes will be frigid; and as the Arctic Ocean keeps oscillating between ice-free and ice-covered states, glacial-interglacial climates will continue.

Finally, regardless of which theory one subscribes to, as long as we see no fundamental change in the late Cenozoic climate trend, and the presence of ice on Greenland and Antarctica indicates that no change has occurred, we can expect that the fluctuations of the past million years will continue.

Donn, William L. Meteorology. 4th Edition. McGraw-Hill 1975. pp 463-464


Science News, March 1, 1975


Suggestion that changing carbon dioxide content of the atmosphere could be a major factor in climate change dates from 1861, when it was proposed by British physicist John Tyndall.


Unfortunately we cannot estimate accurately changes of past CO2 content of either atmosphere or oceans, nor is there any firm quantitative basis for estimating the the magnitude of drop in carbon dioxide content necessary to trigger glaciation.  Moreover the entire concept of an atmospheric greenhouse effect is controversial, for the rate of ocean-atmosphere equalization is uncertain.

Dott, Robert H. & Roger L. Batten. Evolution of the Earth. McGraw-Hill, Inc. Second Edition 1976. p. 441.

Get the picture yet?

Everyone (scientists) knew that CO2 was a “greenhouse gas.” Everyone (scientists) knew that, all other factors held equal, an increase in the concentration of atmospheric CO2 would cause the bulk atmosphere to become somewhat warmer than it otherwise would be. Everyone (scientists) knew that Earth doesn’t allow for all other factors to be held equal. No one knew how sensitive the Earth’s climate was to atmospheric CO2. To this day, no one knows. Every sentient being should know that the benefits of fossil fuels to the well-being of the world have far outweighed any harm that ~1-2 °C of warming may have caused… Particularly since that warming began at the end of the Little Ice Age, the coldest climatic period of the Holocene Epoch. There’s more evidence that the warming and CO2 fertilization have been, on the whole, extremely beneficial than harmful.

Let this sink in

This graph appears as Figure 3 in nearly every bogus climate lawsuit filed against oil companies over the past couple of years:

What #ExxonKnew in 1977.

Here’s the same graph with HadCRUT4 NH overlaid on it:

#ExxonKnew that the models were wrong.

HadCRUT4 tracks the bottom of the uncertainty range (just like modern climate models) and it is barely exceeding the “approximate range of undisturbed climate in past few centuries.”

Now, process this

According to IPCC AR4, all of the warming since about 1975 can only be explained by anthropogenic forcing. Natural forcing alone (as the IPCC understands it) would have led to the climate being cooler now, than when “the Ice Age Cometh”…

The Climatariat tell us that temperature observations have followed the black curve and that the blue curve is what the temperatures would have done if we just agreed to freeze in the dark for the sake of Polar Bears. Modified after IPCC AR4

How could I possibly end a post about Detroit Motor City without a song from the great Motor City Madman?

via Watts Up With That?


October 28, 2020 at 04:36PM

Money For Nothing – EV Buses

Prime Minister Justin Trudeau recently announced the Canadian Infrastructure Bank’s (CIB) new plan to “invest” $10 billion, allegedly to “create jobs and strengthen economic growth”. This plan, he said, would create 60,000 jobs across Canada.

According to the backgrounder that accompanied the Prime Minister’s announcement, the bank’s spending will “accelerate adoption of modern zero-emission bus fleets and reduce greenhouse gases and operating costs over the long term.”

“Financing challenges often limit the development and expansion of clean transit systems. The CIB will address financial barriers faced by bus owners, such as transit authorities, municipalities or school bus operators due to high up-front capital costs of zero-emission buses (ZEBs) and associated charging infrastructure.”

The government’s goal is to have 5,000 zero-emission school and transit buses in Canada over the next five years.

As a generalization, it is difficult to imagine a more wasteful or cost-ineffective way for the federal government to spend money on trying to reduce emissions.

The announcement did not provide any estimate of how much money will be given to subsidize each transit or school bus or to pay for the costs of recharging stations. It also offered no estimate of the quantity of emissions that would be reduced.

According to Statistics Canada, there are about 67,000 motor coaches, school buses and transit buses in Canada, and they consume 784.6 million litres of diesel fuel per year. That equates to about 2.1 megatonnes (Mt) of carbon dioxide equivalent emissions. Canada produced 728 Mt of emissions in 2018. Switching from diesel-powered vehicles to electric vehicles would, according to studies by the U.S. National Renewable Energy Laboratory (NREL), reduce net bus emissions by about one third. 

So, the actual net reduction in emissions if Canada replaced its entire fleet of diesel buses with electric buses would be 0.7 Mt, or about one one-thousandth of Canada’s emissions. Converting just 5,000 buses would reduce fuel consumption by 19.3 million litres, or 0.16 Mt. The cost per megatonne of emissions avoided is hundreds of times higher than any other measure yet considered.

That is just the beginning of the bad news about this particular plan. The Trudeau government may not have noticed, but the management and operation of transit systems and other bus services are usually the responsibility of local governments, and local governments fall within the jurisdictions of the provinces under Canada’s constitution. Surely the judgment as to how to spend funds on transit should be left to the responsible governments.

The underlying presumption appears to be that there is a compelling need to further subsidize the ways that Canadians commute to and from work. Yet, according to Statistics Canada, 80 per cent of Canadians commute by car, even in the largest cities. The effect of the coronavirus has been to reduce further the number of people who want to travel in crowded transit vehicles and, it strongly appears, to initiate a substantial, possibly permanent, shift of working patterns to more stay-at-home. 

Investing a billion and a half dollars to reducing emissions from transit is a completely misdirected expenditure.

Nowhere in the world do electric vehicles operate without extremely large government subsidies. The typical ZEB costs $1.2 million or more, three to four times the cost of new diesel powered buses. In some of the cities where electric buses have been introduced as experiments, like Belo Horizonte, Brazil, or Albuquerque, New Mexico, they have had serious operational problems getting up hills with full passenger loads. They get typically around 225 miles per charge in warm weather. One can only imagine how many charges they would need in Canadian winter weather conditions, how broadly dispersed the recharging stations will need to be, or what will be the infrastructure problems associated with locating the recharging stations. The charging stations are expensive – about U.S. $50,000 for a standard depot-based one and two to three times that for longer bus routes, not counting construction costs.

Many of the studies that have been done of the economic viability of electric bus systems assume that the large subsidies currently in place in many countries will continue indefinitely and that there will be major continuing declines in the cost of batteries and recharging systems, so that by the latter part of this decade electric buses will be competitive with diesel-powered alternatives. If that really were true, one wonders by which rationale one would rush ahead now to buy non-economic vehicles that have little or no environmental benefit. Why not, instead, wait a few years?

Someone should ask Trudeau.

About the Author

Robert Lyman is an economist with 27 years’ experience as an analyst, policy advisor and manager in the Canadian federal government, primarily in the areas of energy, transportation, and environmental policy. He was also a diplomat for 10 years. Subsequently he has worked as a private consultant conducting policy research and analysis on energy and transportation issues as a principal for Entrans policy research group. He is a frequent contributor of articles and reports for friends of science, a Calgary-based independent organization concerned about climate change-related issues. He resides in Ottawa, Canada. Full bio.




OCTOBER 28, 2020 


The Sun is the main driver of climate change. Not you. Not carbon dioxide.