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Showing posts with label Academics. Show all posts
Showing posts with label Academics. Show all posts

Tuesday, March 4, 2008

Why are the different types (full, mid, and light) and brands (Toyota, Ford, General Motors, and Honda) so important and what contributes to that?

Your question is a great technical question
that people tend to get very emotional about.
So again, the future depends on who and what
regular people buy.

Kind of like brands of clothes regardless if they are made from
organic cotton or chemicals,
brands and stores and prices usually mean more.

HOW DIGITAL IS YOUR HYBRID?
So now that you understand that our world's future
is becoming more digital and that we've powered
the industrial revolution with chemical power such
as coal, oil and gas, it's easy to see the difference
between the types of hybrids and brands.

The level of digitization depends on Research & Development
in the largest business in the world for the most amount.
For example, Toyota spends 10 times Apple on R&D,
but according to a recent survey in Tokyo among 20 years olds,
most don't want a car because they want iPods and digital things.

From light to full, there are R&D costs and technologies that
depend on patents. So if Toyota has 650 patents for the Prius
mostly on the transmission, tranaxle, generator, braker, powerplant
called the Hybrid Synergy Drive, it means that Ford for example
has to make a different hybrid OR pay Toyota for licensing.

Another example, is that oil companies have the R&D patents
on some high voltage digital batteries for cars so car companies
are rumored to have to pay oil companies when people buy hybrids.

Unfortunately, how digital (light, mild or full) depends on
- costs (R&D, patents, licensing, legal)
- what and how many patents you control
- who is working for you in terms of engineers

SUMMARY
The Hybrid Synergy Drive is VERY IMPORTANT to Toyota
because they paid billions to R&D it before everyone else,
so guess what, Toyota has the most FULL hybrids on the road.
Toyota had to build a $1,000,000,000.00 factory just to make
the computer that controls the electricity in the hybrid which
is about the same amount of R&D money that GM spent
on making and killing the now million dollar EV-1 digital car.

The emotional part of R&D is pride!

Honda engineers are never allowed to work for another automaker,
so if Toyota comes up with a full hybrid, Honda will try to pursue
another idea in R&D.

WHO PAYS FOR THE RACE?
Think of types of hybrids and brands like a race
where everybody wants to wear a different color
and drive a different type of technology.

Unfortunately, the consumer has to pay
for all these different choices, failures,
and dirty secrets that costs billions.

Why or why not?

From the same student below: Why or why not?

This part of the question has to do with
how the global variables will change over time.
FUTURE ENERGY
An extreme case would be oil running out.
Many people are working on this problem
because many experts believe that oil will
be gone in cheap large amounts in a century.
So some companies are making synthetic oil,
oil from plants, oil from gases and other things.
HYBRID FLEXIBILITY
The interesting thing about hybrids is that they
are compatible with any kind of chemical fuel:
- biodiesel hybrids (buses and semi trucks)
- diesel eletric hybrids (many trains)
- gasoline electric hybrids (most cars)
- air electric hybrids (trains and cars)
- hydrogen electric hybrids (e.g. Honda clarity)
- natural gas electric hybrids (buildings, houses, washing machines)
- nuclear electric hybrids (most advanced submarines)
- natural gas steam (water) hybrids (most power generation)
and I could go on and on because hybrids can
DIGITIZE any chemical technology and make
it BETTER, FASTER and/or MORE EFFICIENT!
CHEMICAL OR DIGITAL SOCIETY
So if oil runs out and we maintain a chemical society
and do not convert to a purely digital society powered
by futuristic technologies like crystals and string theory,
hybrids will always be more efficient than chemical engines.
HYBRID CONS
The down side is additional costs, although those costs
are going down everyday, while the chemical (gas-powered)
costs of building an engine have dropped about as far as
they can go for now. So hybrids will continue to threaten
chemical technologies if consumers pay the small extra.
SUMMARY
The hybrid is compatible with every gas-powered technology,
costs a bit more, and is in between the chemical and digital world.
If we choose a digital future, hybrids could overtake gas-powered
and then electrics overtake hybrids as our chemicals run out.
If we choose a chemical future, we'll continue to have wars
over natural resources and we may just end civilization
before we can burn up all the things we dig up.
Hybrids are compatible with
BOTH
a chemical and/or digital society!

Do you think that hybrid car levels will ever meet or exceed the number of gas-powered ones?

Kids are getting smarter and doing research reports earlier and earlier.
From the 7th grade, I received the following question about hybrids:

Q) Do you think that hybrid car levels will ever meet or exceed the number of gas-powered ones?

First of all, let's discuss the UNITED STATES market for NEW automobiles.

U.S. COMPARED TO WORLDWIDE

Globally, NEW car and light truck sales usually run about 60 million units,

with 16 to 20 in the U.S. with the rest almost equally divided between

Asia and Europe. Because U.S. consumers (customers) are the most

high profile in the world, the U.S. market is the world's most important.

U.S. CONSUMER BEHAVIOR

There are many things that have changed the U.S. consumer recently.

2008 is forecasted to be one of the worst years in a long time due to

several factors including problems on Wall St, gasoline prices and

of course, a looming recession. These are huge factors that have

nothing to do with the kind of automotive technologies avail,

and according to February data, almost every automaker except

Honda had a drop in sales. Almost all large vehicles were down,

and only the sub-compacts like the Honda Fit spiked upward.

WHAT DRIVES SALES?

There is one variable that appears to be more correlated with

hybrid sales than the others: gasoline prices. Now remember

that the rest of the world uses liters and we use gallons.

So MPG is the consumer side of the equation and U.S. hybrids tend

to look very strong compared to miles per liter or liters per 100km.

HYBRID SALES

Toyota dominates hybrid sales and over the past 10 years

hybrids have followed the typical bell curve upwards.

From 1999 to 2007 hybrids sales grew from 17 to about 350,000.

In my 174 page master's thesis researched from 2004 to 2007,

I identified 100s of hybrids being prepared for showrooms

and forecasted the hybrid market. Experts ranged from

20% to 80% of the overal NEW car market by 2012 to 2020.

FORECAST

My forecast was based on plotting the first several years of U.S. hybrid sales

against Geoffrey Moore's Technology Adoption Life Cycle in Crossing the Chasm.

It's a bell curve and what really drives a technology from something new to

the mainstream is the average buyers. Those that may not understand the

details of how hybrids work and just want a car that gets better mileage.

Under the assumption that the first nine years made up 16% of the area under

Moore's curve, I forecasted that there was 84% of the curve left for Prius and

current generation hybrids. Simple math resulted in a 2.5 million unit market

and at $20,000 per car, it's a $50 billion or $50,000,000,000.00 opportunity.

SUMMARY

To forecast "car levels" we need to look at more than just new car sales

and the current generation of hybrids. How do we count electric cars,

plug-in hybrids, alternative fuel vehicles, etc? If you define "gas-powered ones"

as all the cars like diesel, biodiesel, E85, gasoline-hybrids, flex-hybrids, hydrogen hybrids,

then I would say that hybrids cannot exceed the number of "gas-powered ones."

There are millions of older cars on the road and when and how they are recycled

is up to other factors, usually smog laws driven by politics that has nothing to

do with hybrids being 90% cleaner than most cars.

What I can say for sure is that digital car levels

WILL exceed gas-powered cars in the longer term future.

In the short-term, fuel efficient cars will increase the most

and in the mid-term, hybrids, plug-ins and alternatives

and in the long-term vehicle that have powertrains

controlled by computers. Gas-powered cars have

computer controlled engines, but not

digital transmissions for hybrids, plug-ins and electrics.

CLOSING

The future will converge towards digital just like

the LP became the digital CD that died for the iPod

the tube became the digital transistor that enabled personal computers and flat screens, etc.

According to Jim Press who ran Toyota America to the top,

the automobile industry is the world's biggest and buys

more computers than the computer industry.

Tuesday, February 19, 2008

Supply and Demand for Automotive Talent

Here is a quick Literature review for a project I'm working on that will survey the landscape for doctoral students in America studying advanced automotive technologies. This is to test a hypothesis that exacerbated demand by consumer behavior, energy, environment and other macro-forces will NOT be met by the pace of researchers coming out of schools qualified to work on systems engineering to design tomorrow's digital vehicles. Geography will play a major role, including nationalism. In the war between Detroit and imports, Japan is pursuing an in-house strategy while the Big 3 follow an out-sourcing strategy. If the automobile industry moves towards a built to order direct model, such as Dell assembling computers after they are sold, the R&D strategies for the world's largest business may become the most influential key success factors.




Automotive Education at the Doctoral Level



Running Head: DOCTORAL AUTOMOTIVE






A Survey of Automotive Education at the Doctoral Level in American Universities

John E. Acheson

Community College of Southern Nevada






A Survey of Automotive Education at the Doctoral Level in American Universities


Automotive research is the world’s largest Research and Development (R&D) effort. In Natural Capitalism, Hawken and Lovins (1999) emphasized that automotive transportation is the world’s largest industry. In a Washington D.C. speech at a National Press Club Luncheon, Jim Press (2006), the highest ranking non-Japanese executive to ever earn a seat on Toyota’s Board of Directors, added

It’s the largest manufacturing industry in the nation…responsible for one out of every 10 American jobs and generates nearly 4% of the nation’s GDP. The U.S. auto industry spends more than $15 billion ($22.7 million per day) on Research & Development, more than any other manufacturing industry. We buy more metals, plastics, rubber and textiles than any other business including more computer chips than even the computer industry!

American doctoral students researching automotive technologies are studied in this paper. It is hypothesized that the supply of this primary R&D input, human resources, will be strained in coming decades. As macro-forces including consumer behaviors, governmental policies, energy economics and environmental issues exacerbate demand for automotive R&D, the author investigates if the number of graduates will keep up. The following literature review reveals geography as a key variable in the location, direction and careers of RnD doctoral graduates.


Where does the manpower come from? It’s widely known that college graduates supply the majority of human resources for R&D efforts. According to Landis & Svestka (1983), engineers are an important national resource in which the supply and demand of manpower ensures economic growth: demand is driven by economics, supply is simply linked to an appropriate number of graduates.


In an article that researched American higher education, Folger (1972) studied the relationship between the supply of college graduates and manpower. He concluded that shortages and surpluses occur frequently in America and found weak links between the number of graduates and job openings. In other words, supply rarely responds to demand. Folger’s work supports the hypothesis that there could be a growing shortage of automotive engineering graduates because demand is increasing while supply grows slowly.


One of the gaps in supply and demand is geography. Cassola (2007) believes that graduates choose to stay in the same states as their schools even though the advanced manufacturing degrees he studied were “hot commodities.” M.E. (2007) described geographical ties at Clemson: the proximity of industry and academia is an important part of Clemson University’s International Center for Automotive Research’s vision to be “the premier automotive and motorsports research and educational facility in the world”. It’s no surprise that the center is located 45 minutes away from campus, centered in one of America’s leading automotive industry research clusters. Michelin’s donation of tire machinery is a concrete example of the importance of geography (M.E., 2007). In a study testing the hypothesis of American workplace attitudes at a Ford’s River Rouge Plant, Southworth & Stepan-Norris (2003) found that “geographic separation shaped class-based identity.”


In the auto industry, national identity appears to be an instrumental R&D variable. The national origin of the R&D armies in the trade war between Detroit and Japan could play a very significant role in business survival. According to author Hughes (2006), automaker supply chains are highly nationalistic. The majority of American automakers rely on thousands of supply chains linked to R&D centers based in the United States. In other words, R&D efforts are often outsourced to suppliers.


Acheson’s (2006) research shows that leading Japanese automakers maintain advanced R&D facilities in their home countries. Unlike American rivals, Toyota performs R&D in-house usually in Japan. To help build the electronic brain that controls electricity for the one million Toyota hybrids on the road like the iconic Prius, Toyota invested $1 billion a secret factory tucked into the hills North of Nagoya. Takeshi Yaegashi known as the “father of the hybrid” stayed with a single automaker from college grad to industry changing technology. His work cleaning up smog devices started decades before his ground-breaking hybrid R&D (Fairley, 2004). 30 year careers at the same company, may give Japanese automakers a competitive advantage in advanced automotive technologies. At Honda, Sato (2006) made clear that all Honda employees were hired for life: forbidden to work for any other automaker, even after retirement.


The literature review reveals that geography could be one of the most important variables in studying the supply and demand of human resources for the world’s largest R&D effort. These findings suggest that the study could evolve into a model that predicts a gap in the supply of doctoral graduates vs. demand for automotive R&D manpower.


References

Acheson, J. (2006). The Hybrid Phenomenon. Copyrighted masters thesis, San Francisco State University, San Francisco.

Cassola, J. (2007). More than spinning their wheels. Techniques: Connecting education and careers. 66, 16-18.

Southworth, C. & Stepan-Norris, J. (2003), The geography of class in an industrial American city: Connections between workplace and neighborhood politics. Social Problems, 50, 319-348.

Folger, J.K. (1972). The job market for college graduates. The Journal of Higher Education, 43, 203-222.

Hawken, P. & Lovins A. & Lovins, L.H. (1999), Natural Capitalism (Boston, New York, London: Little Brown and Company), 22.

Hughes, K.H. (2006), Are the wheels coming off the American auto industry? Chronicle of Higher Education. 52.

Landis, F. & Svestka, J.A. (1983). The demand for engineers –- projections through 1987. Management Science Quarterly, 29, 455-464.

M.E. (2007). Parking garage at Clemson’s University’s automotive research center. University Business. 10, 20.

Press, J. (2006). Toyota North American Press Room: Speeches, July 18, 2006, retrieved from http://pressroom.toyota.com/Releases/View?id=TYT2006071879732, accessed August 15, 2006.

Sato, M. (2006). The Honda Myth, New York: Vertical, Inc.

Saturday, February 9, 2008

Dear Director of Stanford's Global Climate & Energy Project


John

Acheson, MBA


9353 W Twain Ave, Las Vegas, NV 89147 | (415) 290-7767 | (702) 476-3293


johnmba@sbcglobal.net | http://johnacheson.blogspot.com/ | http://www.linkedin.com/in/johnmba


February 9, 2008

Prof. Lynn Orr, Ph.D., Project Director

Global Climate & Energy Project (GCEP)

Jerry Yang & Akiko Yamazaki Environment & Energy Building — 4230
473 Via Ortega
Stanford, CA 94305

Dear Dr. Orr:

Thank you for the email announcing your Five-year Anniversary Special Event. Congratulations on such relevant and timely research. I am very interested in attending the event, but have relocated to Nevada from San Francisco and won’t be able to make it.

I’m writing to thank you for your publically available information, and ask a few questions. At your GCEP website under [Research], I am grateful for the reports “Advanced Transportation” and “Batteries for Electric Vehicles” as well as at the Presentations available at the Advanced Transportation Workshop summary under [Events].

It’s great to see interdisciplinary research bringing together energy and transportation. Are you integrating the ground-breaking research over at Terman? Have you considered Dr. Yi Cui’s recent breakthrough in Lithium? How will the new CarLab’s mission to “radically rethink the automobile” fit into your GCEP vision?

The reason I’m asking these questions, is because I cited your center (see Statement of Purpose) as a research example of the many projects that have taken place between automakers and Stanford over the years. Toyota’s massive contribution to GCEP intrigues me and I’m very curious about their expectations and research requests from GCEP.

I have been so impressed with the timely world-class automotive related research at Stanford’s that I recently applied to the Management Science & Engineering’s doctoral program to pursue the dream to continue my Master’s research.

I would like to thank you again for your team’s hard work and inspiration!

Sincerely,

John Acheson

Enclosure Stanford Statement of Purpose

Wednesday, February 6, 2008

Line Graph and Pie Chart

Figure 3.1 Auto Theft in America














Source:
Department of Justice, 2000


Figure 3.2 Diversity in American Colleges












Source: Department of Education, National Center for Educational Statistics, 1997



Technical Communications 1

Friday, December 21, 2007

Stanford Statement of Purpose

This statement of purpose headlined an extensive application to
Stanford's Management Science & Engineering doctoral program
that's reported to accept half of all applicants and half of those
are international students.

I come from the lowest socioeconomic quartile and submitted
a 174 page master's thesis, several transcripts including a
3.60 overall MBA GPA as well as long VITA and published
article title The Hybrid Phenomenon!

In my gut, this application ranked in the top half of all
and definitely in the top quartile of American applicants
from the lower socioeconomic quartile that don't have
the resources to buy or attend test prep courses and
materials and have to work part time jobs while earning
GPAs that may appear lower than rival upper class applicants.

This is one of the best pieces I've written in 20 years,
full of passion, research, facts, qualifications and specific
doctoral research interests that fit the MS&E program.


Statement of Purpose by John Acheson

CarLab changed everything! We were still anxious about the thought of leaving the West Coast to continue my master’s research. Over a year ago, I had to decline an interview from McKinsey’s auto research group out of Chicago because my wife and I couldn’t relocate. Two months ago, after sending my thesis to the only Automotive Engineering PhD program in the United States, I was flattered and surprised to get an email back from the faculty at Clemson. “Please, go ahead and apply.” It was completely unexpected because I didn’t have an engineering degree…

After mulling it over, I politely declined due to geography and was about to put the three year doctoral search on the shelf again... But my wife urged, “Your thesis topic is in season right now!” She reminded me that I had gotten published this year and next year would be too late. She was right, and I continued to search for the right program…

There were only a few other labs in the country, mostly around motor city. But Detroit was still studying the century long run of the internal combustion engine, and most replies I got back from professors described research on improving yesteryear’s technologies. Who was studying the automobile’s future, particularly out West?

UC Davis pioneered plug-in hybrids but lacked any doctoral offering in management. I had heard about a UCLA professor doing a hybrid engine project, a master’s racing lab in Colorado and a teacher tinkering on hybrids in Washington but I couldn’t find any groundbreaking research here in the West. Research like Dr. Cui’s recent Lithium breakthrough that will revolutionize hybrid and electric car batteries! [[1]]

I had looked at both MS&E and the GSB a few years ago. But coming from the lowest socioeconomic quartile, I’ve always assumed Stanford was out of reach. When Stanford announced plans to build a “state-of-the-art facility for vehicle research on campus,” [[2]] I couldn’t believe it! I took another look, visited the campus again, and realized that the future was happening right now in the Bay Area. With CleanTech booming in the valley, it dawned on me that Stanford could help jump start the next-generation automobile. So I started digging and was pleasantly surprised to find several automotive and related research projects (see Why Stanford?). Wow! Here was a place for my master’s research and MS&E fit my MBA major and specialty.

That’s when the news about Terman announcing CarLab hit me! Like an epiphany, I felt like a first-time home buyer that walks into that perfect house: the one you dream about for years. For me, it was the address “Quonset Hut.” [[3]] Suddenly, it seemed like I had found a place. CarLab’s research mission tapped into my passion and changed my thoughts of Stanford from an ivory tower to friendly lab. SOE now felt like a dream home: world-class multidisciplinary research, perfect geography and a family home.

I’m writing this statement to apply to the doctoral program in Management Science and Engineering at Stanford’s Terman School. My areas of interest (automotive technology, entrepreneurship, strategy, energy economics) build on my master’s research. My thesis (see The Hybrid Phenomenon master’s project)[[4]] studied oil/fuels, environment, culture, markets, consumers, technology and global impact on the automotive industry.


Why Stanford?

Joining the Stanford automotive network and CleanTech community are the most important purposes. Terman brings together vibrant innovative research that studies the future. Collaboration with Volkswagen to form CarLab is a perfect example.

Stanford’s CarLab will be the only automotive research lab in an American university poised to lead the digital future of the automobile. There’s no competition. I’ve contacted research faculty at Clemson and several schools in Michigan. I’ve visited Claremont, UCLA, USC, UC San Diego, UC Irvine, Santa Clara and Cal; U.C. Davis has an excellent transportation program but lacks business, entrepreneurship, management and strategy. I’ve collected brochures from MIT, Yale and other East Coast doctoral programs, just in case I had to replace the automotive dream with a research name.

CarLab is both. Professor Chris Gerdes explains "The mission of CarLab is to radically rethink the automobile.” CarLab “will engage the Stanford community and generate research and teaching opportunities.”[[5]]

Dean Jim Plummer is looking “forward to the state-of-the-art facility for vehicle research, where students can help develop the next several generations of automotive transportation” with an “initial focus on vehicle safety and environmental performance.”[[6]]

Stanford’s long history of auto industry research backs up the CarLab mission:

· Volkswagen and CarLab are creating a $5.75 automotive research and teaching program[[7]]

· General Motors (GM) R&D established a major Collaborative Research Lab in Work Systems with Stanford University.[[8]] Along with the NSF, GM and MS&E’s Center for Work, Technology & Organization collaborate on auto industry research for two of MS&E’s main research projects & grants.[[9]] GM is also a partner of the SOE’s Alliance for Innovative Manufacturing[[10]] as well as being one of the current MS&E industry affiliates[[11]]

· GM, Honda R&D, Nissan and Toyota are members and supporters of the Stanford Global Supply Management Forum, another MS&E research group[[12]]

· BMW, Daimler, Ford, GM, Honda, Nissan, Volkswagen, Volvo have all been design affiliates and members of the ME Design Industrial Affiliates Teaching Program[[13]]

· Over 25 years ago, Toyota hired Stanford Research Institute for a feasibility study to look into building its first United States factory.[[14]] Today Toyota runs 15 factories in North America while investing $50 million into Stanford’s Global Climate & Energy Project[[15]]

I would like to join Stanford, Terman and MS&E to “radically rethink the automobile.” The desire to study how the auto industry and its global users can overcome a climate, economic and energy crisis defines my purpose.

Dissertation Interests

Conducting research at Stanford’s world-class auto network is an opportunity to study big interdisciplinary problems. As the impact of transportation challenges mankind on a global level across our largest systems, digital is the common theme. Stanford’s position in software and innovation makes Terman researchers poised to lead a potential CleanTech automotive revolution. I want to help model this scenario.

The auto industry is America’s largest manufacturing industry. The business hires more than 1 in 10 employees in our economy. Automakers spend more on R&D than any other company. Worldwide, the most powerful industrialized countries all rely on car-making for global economic success. Cars and trucks enable growth and success while driving the largest infrastructure man has ever built.[[16]]

But the impact of the fleet is massive. Millions are injured or die each year from accidents and smog related deaths alone. Running the fleet consumes more than half of the world’s oil and produces over 50% of the emissions in many large cities. Alternative fuels are exacerbating the demand for feed stocks. With billions of first time buyers coming online in the next decades, the fleet is projected to grow two or three times: straining economics, energy, health, infrastructure and the environment.[[17]]

Our global fleet (all the world’s cars & trucks) is accelerating towards the end of our non-renewable resources while increasing societal costs and global emissions.

I would like to learn how to model the fleet and some of its systems, to measure costs and impact, while studying the digitization of the automobile as the leading answer to this global challenge. I applaud CarLab’s mission to “radically rethink the automobile” and would immediately take this challenge to heart!

Research and Passion

My master’s culminating experience best summarizes my academic excellence and teaching potential (see CV), research potential (see thesis), intellectual independence and vitality (see thesis Preface), ability to communicate research (see The Hybrid Phenomenon article) and passion for automotive technology:

During a three year period that included moving four times, a 700 mile commute, a graduate assistantship, volunteering and more, my research abilities blossomed. I…

· drove, rode, attended, talked, watched, listened and participated

· analyzed, interviewed, read, researched, wrote and edited 1,000+ pages

· distilled a 174 page MBA research project that included 186 footnotes, 24 references, seven tables, 24 figures and four appendices that summarized events, captured ten primary interviews and listed hundreds of hybrids

· earned an A+ and co-published a derivative article after graduation

I also worked part-time, ran businesses, joined academic honor societies and gave back to my alma mater’s community. Driven by curiosity and passion, three years of multiple drafts changed me from grad student to researcher to writer.

My passion for mobility started on a Big Wheel; I’ve been interested in transportation technology every since. From trikes to bikes to go-karts to mini-bikes to motorcycles to automobiles to hybrids including life without a car, I’ve gone from driver to owner to thinker to researcher to concerned citizen about the impact of mobility on mankind.

Accepting my application to the doctoral program in Management Science and Engineering can let my master’s research bloom as Stanford’s CarLab takes root. There has never been a better time and place to learn the multidisciplinary research skills and technical knowledge required to study a “brighter future”[[18]] for the automobile at MS&E’s “interface of engineering, business and public policy.”[[19]]



[[1]] Stanford Report, “Stanford’s nanowire battery holds ten times the charge of existing ones,” Stanford News Service, December 18, 2007. Available: http://news-service.stanford.edu/news/2008/january9/nanowire-010908.html.

[[2]] S. Keyes, “Volkswagen to Contribute $5.75 million to Stanford University,” Volkswagen of America, Inc. Official Online Newsroom, November 15, 2007. Available: http://www.media.vw.com/article_display.cfm?article_id=10248.

[[3]] Stanford Report, “Stanford, Volkswagen team up to create automotive research lab,” Stanford News Service, November 28, 2007. Available: http://news-service.stanford.edu/news/2007/november28/volks-112807.html.

[[4]] J. Acheson, “The Hybrid Phenomenon.” M.B.A. thesis San Francisco State University, 2006.

[[5]] See Footnote 1.

[[6]] See Footnote 1.

[[7]] See Footnote 1 and 3.

[[8]] Stanford University, “MS&E | about us: Graduate Student Handbook 2007 - 2008,” Department of Management Science & Engineering, pg. 7. Available: http://www.stanford.edu/dept/MSandE/academics/phd.html.

[[9]] E. Pate-Cornell and Y. Ye, “MS&E | corporate: Industry Affiliates Program - PPT presentation,” Department of Management Science & Engineering. Available: http://www.stanford.edu/dept/MSandE/affiliates/index.html.

[[10]] Stanford University, “MS&E | Industry Partners,” Alliance for Innovative Manufacturing. Available: http://www.stanford.edu/dept/MSandE/affiliates/members.html.

[[11]] Stanford University, “MS&E | corporate,” Department of Management Science & Engineering. Available: http://www.stanford.edu/dept/MSandE/affiliates/members.html.

[[12]] Stanford University, “Global Supply Chain Management Forum - Members & Affiliates,” Graduate School of Business. Available: http://www.gsb.stanford.edu/scforum/members/index.html.

[[13]] K. Burns, “Design Industrial Affiliates Teaching Program - A Sampling of Design Affiliates, Past and Present,” Stanford University Department of Mechanical Engineering. Available: http://design.stanford.edu/industrial.html.

[[14]] Sato, Masaaki, The Honda Myth, New York: Vertical, Inc., 2006, pg. 252.

[[15]] Stanford University, “About Us - Sponsors,” Global Climate and Energy Project. Available: http://www.stanford.edu/dept/MSandE/affiliates/members.html.

[[16]] See Footnote 2.

[[17]] See Footnote 2.

[[18]] Stanford University, “Stanford Engineering - Imagine a brighter future,” School of Engineering. Available: http://soe.stanford.edu/about/index.html.

[[19]] Stanford University, “MS&E | about us,” Department of Management Science & Engineering. Available: http://www.stanford.edu/dept/MSandE/about/vision-mission.html.

Tuesday, December 12, 2006

APPENDIX B: INTERVIEWS

The research included the following ten interviews. Two different sets of questions were asked to professionals and hybrid owners. Four professionals were interviewed from different industries to give a rounded view. The second set of interviews with six hybrid owners took place in late 2006.


List of Interviews:
B1. Professionals Interview Template
B2. Management Consultant (Booz Allen Hamilton)
B3. Sales Consultant (San Francisco Honda)
B4. Research Engineer (Chevron)
B5. General Manager (Yellow Cab Cooperative of San Francisco)
B6. Consumers Interview Template
B7. David Simoni (Civic owner)
B8. James Acheson (Insight owner)
B9. Dr. Sanjit Sengupta (Prius owner)
B10. L.L. (Prius owner)
B11. Susan (Lexus SUV owner)
B12. Dr. Norma Carr-Ruffino (Prius owner)


The interviews were conducted via email, telephone and in person. The names of the participants remained confidential or disclosed with permission. The relevant content was weaved into the text as “oral history” and cited as “interview with author.”

APPENDIX B1: PROFESSIONALS INTERVIEW TEMPLATE



San Francisco State University
John Acheson



895: Interview Questions





1. Where are you from?
2. What is your profession?
3. Do you own a hybrid electric vehicle?
4. Can you give your definition of a hybrid electric vehicle?
5. What do you think about hybrids?
6. What do you think is motivating consumers to buy hybrids?
7. What do you think are some unmet needs of hybrid consumers?
8. What do you think is causing the shortage of hybrids?
9. What companies do you think will lead hybrid manufacturing?
10. What strategic moves would you make to lead hybrid manufacturing?
11. What do you think are the key factors for success in making hybrids?
12. How do you think making hybrids can achieve above average profits?
13. Could you name some companies that have strong hybrid producing strategies?
14. What are some strengths and weaknesses among the companies you mentioned?
15. How do you feel about those companies’ prices and costs?
16. What strategic issues do those companies face?
17. How do you think the hybrid niche will evolve?
18. How do you think hybrids will affect the global automobile industry?
19. What do you think about the technology required to make hybrids?
20. What technologies do you think will come from hybrids?
21. What do you think would be the most competitive hybrid strategy?
22. How do you think automakers can lower the costs of making hybrids?
23. How do you think automakers can increase hybrid quality and performance?
24. What do you think are some issues that the automobile industry is facing?


APPENDIX B6: CONSUMERS INTERVIEW TEMPLATE

San Francisco State University
Master of Business Administration
John Acheson
1471 Jackson St Apt 4
San Francisco, CA 94109
(415) 290-7767
johnmba@sbcglobal.net

895: INTERVIEW QUESTIONS

The author, John Acheson, will interview five to ten “content experts” to “report oral history”[186] in a research project titled “The Hybrid Phenomenon.” Paraphrasing or direct quotes will appear in the body of the text with footnotes. The outcome of this project will be a research report to be filed in the graduate office of San Francisco State University’s College of Business.


1. What do you do for a living?
2. Why do you think hybrids have become so popular?
3. Could you tell your story about why you decided to buy a hybrid?
4. How did the supply and demand of oil affect your decision?
5. How did environmental considerations such as emissions, smog and air pollution affect your decision?
6. How did political tensions over oil, war and the Middle East affect your decision?
7. How did education, knowledge and intelligence about hybrids affect your decision?
8. How did the influence of popular culture affect your decision?
9. How did the price of gas affect your decision?
10. Did other costs and benefits such as taxes, parking and tolls matter?
11. How did the different hybrid technologies affect your decision?
12. How did the strengths and weaknesses of the different car companies affect your decision?


The following closing questions will be asked on a voluntary basis:

• How would you like your identity to be acknowledged (i.e. name, occupation, “consumer,” “hybrid driver,” anonymous etc.) in the report?
• Would like to a final copy of the report? (If so, please provide an email address that can accept a large PDF electronic document.)


[186] Mary Richards, SFSU IRB Human Subjects Protection Office, key phrases “content experts,” “reporting” and “oral history” provided and approved as protocols that DO NOT involve Human Subjects, via phone conversation on October 17, 2006.

Friday, December 17, 2004

Pollution Poker

Pollution Poker: Carbon Trading Responds to the Kyoto Protocol


John Acheson

San Francisco State University


Abstract

Throughout civilization, it has been free to pollute greenhouse gases into the atmosphere, but on February 16, 2005, organizations agreed to start paying to have their “garbage taken out.” The Kyoto Protocol called for 55 industrialized nations of the 127 that ratified the agreement. Starting in 2008 through 2012, most developed countries have agreed to reduce emissions levels over 5% below global levels in 1990. Carbon Dioxide has been targeted as the leading cause of global warming and has grown over 150% in the past 200 years. The United States has released more greenhouse gases than any other country in the world, but decided not to ratify the Kyoto Protocol as early as 2001. With the U.S. uninterested, the instrument, originally drawn up in 1997, did not have enough polluters signed on. The plan stalled, until Russia moved to sign on November 4, 2004. On February 16, 2004, eight years after the historic meeting in Kyoto, Japan and 90 days following Russia’s President Vladimir Putin’s historical signing, the agreement will come into full force. For the first time in the history, businesses have initiated investment into a new market for “carbon credits” that give industrialized countries the right to pollute. This paper examined the carbon trading industry at its infancy: a critical time of growth from start-up to mainstream. With the Protocol expected to jump start activity in early 2005, there was already a tremendous growth of carbon trading around the world. The case writer focused on the key players and global opportunities, as well as some of the broader mechanisms for implementation.


Introduction


“For strategic reasons, some companies have chosen to be quiet about their efforts
under the Kyoto Protocol’s more stringent emissions regulations
(Packard and Reinhardt, 2000).”


Carbon credits allow companies to pollute. Firms who pollute can buy, sell and trade for the right to pollute in a manner similar to stock market trades. Polluters from 55 developed nations must buy credits or invest in projects that will reduce emissions or pursue a combination of socially responsible activities such as trading credits with a partner from a developing country. Clean projects such as renewable energy and forestation in designated areas, can generate additional credits. From virtually nothing, a new commodities market sparked by the Protocol created trading platforms that could grow to an estimated hundreds of billions of dollars. Firms in gross polluting countries such as Japan have been buying credits even before the Protocol went into effect. Activity has grown in anticipation of 2008 and is expected to grow throughout 2012, the treaty’s commitment period.

Macro Forces


The most significant forces that influenced the carbon trading market were political and economical. Internationally, different countries polluted at significantly different levels, and some guidelines created a feeling of discrimination. Annex B countries included developed nations including 15 EU states, US, Canada, Hungary, Japan and others. Those developed countries were mandated to reduce emissions to specific targets (See Table 1).
Table 1
Countries included in Annex B to the Kyoto Protocol and their emissions targets
Country Target (1990** - 2008/2012)
EU-15*, Bulgaria, Czech Republic, Estonia, Latvia,Liechtenstein, Lithuania, Monaco, Romania,Slovakia,Slovenia, Switzerland -8%
US*** -7%
Canada, Hungary, Japan, Poland -6%
Croatia -5%
New Zealand, Russian Federation, Ukraine 0
Norway +1%
Australia +8%
Iceland +10%
(United Nations Framework Convention on Climate Change)

Policy tensions became an issue when the President of the United States refused to sign the Protocol. He stated that it would impact the U.S. economy negatively. In an article release two days after Russia signed, White house officials including James Connaughton, chairman of the White House Council on Environmental Quality defended Bush’s position in terms of protecting the $400 billion and 5 million jobs that the Kyoto Protocol would cost the U.S. (Heilprin , 2004). President Bush also complained that the Protocol was not fair. Since smaller countries were relieved from its impacts, Bush argued that the brunt of responsibility fell on developed countries.
In terms of the economic impact, business had every right to claim that the Kyoto Protocol was unfair. No matter what, it would raise prices and impact the bottom line. But, as consumerism shifted towards a more socially responsible stance in many industries, for example increased demand for clean hybrid automobiles and renewable energies, U.S. firms have joined the efforts and have volunteered to reduce emissions. The argument was that it helped stakeholders, and in fact stockholders have a new metric (carbon credits) from which to analyze firms. In the short run, there is no doubt that the impact of the Kyoto Protocol would raise the costs of doing business for several industries, including many politically charged ones such as steel and aluminum as well as the majority of manufacturing and energy production.
With energy prices reeling from an all time high in 2004, political and economic forces from the Kyoto Protocol would raise the world’s costs of doing business starting in 2005. The U.S. policy against the Protocol has left firms to pursue carbon trading on their own, or fall behind other developed countries like Japan.

Policy


Two extreme views toward the Kyoto Protocol (KP) emerged during 2004: one of support and one of skepticism and resistance. Having invested millions into projects geared towards buying credits or funding projects in developing countries, Japan was one of the highest polluting developed countries that took a pro-KP stance into 2005. But the U.S. held steady to economical reasoning and firmly believed that the KP would hurt. Other developed countries including many European members, admitted that there would be economic impact, but moved forward with projects under KP guidelines.

United States

The leading opponent to the Kyoto Protocol emphasized negative economic impact, while scientists and environmentalists got caught up in another argument. Most agreed that the impact would significantly raise the costs of doing business, so politicians successfully shifted debates towards the causes of global warming. Although scientists and environmentalists disagreed on the evidence that pollution caused global warming, the policy effectively steered the argument towards science and away from economics.
As the largest polluter in the world (36% of global emissions), there’s no doubt the impact of the Kyoto Protocol would hit the U.S. quite hard. Environmentalists pointed the finger at bad science and a poor social responsible political stance In light of the scientific debate, a fiscal policy could be blamed for the holdout policies. Politicians have focused on the potential rise in the costs of business and jobs. Still recovering from terrorist attacks and having experienced an expensive oil war financed by a tremendous deficit, most analysts agreed that the Kyoto Protocol would simply hurt the American economy.
Japan

Japan was one of the leading polluters on the list of Kyoto’s developed nations. The country supported ratification and invested into carbon trading activity faster than any other country. As a first-mover in carbon credits, Japan already amassed billions in carbon resources. Most of Japan’s large multinationals aligned with financial and governmental institutions to create intermediaries that had already purchased large quantities of carbon credits. The organizations had cut many deals from other markets, key players and exchanges. In addition, entities were already pooling and setting aside cash to fund future carbon trading activities. Japan’s policy seemed quite practical, with a common goal of meeting the Kyoto Protocol with a vision that aligned stakeholders from all sectors of society.
And Japan wanted to take polluting a step further. The government hoped to get consumers involved. The country’s Environment Ministry called for a plan that added customers to the carbon trading value chain. A proposed policy included new “carbon taxes.” Additional costs passed to consumers were proposed on fossil fuels, energy and electricity. For example, an oil tax added to the pump price for gasoline, or an additional tax on utilities. The rise in monthly expenses for a typical Japanese household was estimated at $30 at 100 yen per U.S. dollar (Japan Times, November 11, 2004).
Japan, home to some of the world’s largest manufacturing and polluting industries acted fast to meet Kyoto Protocol requirements. And by proposing to get consumers involved, Japan’s policy making generated a new tactic that brought the end-user into the carbon trading value chain. The pro-KP stance suggested that pollution was everyone’s problem, not just business.


Carbon Trading Industry


The goal of the carbon trading industry is to reduce global warming by providing the right to buy, sell and trade pollution. Exchanges allow companies in any country and industry to trade carbon and currency. Direct deals are another way to conduct business between organizations to generate carbon reductions. The industry allows global cooperation.
Credit trading grew around the world in 2004. Even the U.S. traded credits along with coalitions of Asian governments and Europeans. The Japanese were first-movers, as several large firms pooled millions in investment dollars to manage funds that would buy credits from Community Development Mechanism (CDM) partners.
Internal trading was also been instituted by large multinational players with multiple business units in different countries. BP Amoco announced voluntary goals to cutback carbon dioxide emissions; it setup a program that required business units to trade greenhouse gas levels in-house (Packard and Reinhardt, 2000).

Markets

The market for carbon credits was estimated at $200 million at the end of 2004, and projected to grow to $10 billion by 2007 by energy consultant, Point Carbon (Carr and Coulter, November 8, 2004). The EU has announced allowances over 2 billion tons worth 20 billion euros for 2005 (Ibid). The price per ton for the right to pollute carbon ranged from $1 in the U.S. to $11 in Europe. Growth reported by an emissions broker in London was reported at 140,000 credits in August, 1 million in September and 1.7 million tons in October (Ibid). In the United States, trading grew from 400,000 in September to October to over 1.7 million credits while the price jumped over 70% to $1.72 per ton (Carr and Coulter, 2004; Gibson, 2004).
“We are putting a price on pollution,” said Richard Sandor,
creator of U.S. Treasury futures at the Chicago Board of Trade
(Appelbaum, November 2004).


Even though the U.S. did not ratify the Protocol, volunteers lined up to join the Chicago Climate Exchange (CCX). Founded by financial futures pioneer, Sandor, the trading platform attracted 70 members including Baxter Healthcare, Ford, IBM, and the city of Chicago. The members have pledged to reduce carbon by 1% per year through 2006, and the exchange put a lower price on the U.S. version of the new global commodity. In its first nine months of operations, members exchanged over one million tons of carbon valued at several million dollars by the close of 2005 (Appelbaum, November 2004).
The CCX is viewed as a pilot program and its early success showed that members drove volume even before the Kyoto Protocol went into effect. The activity suggested that the U.S. market had acted on its own, and firms have adopted social responsibility voluntarily. It was not clear if the actions were driven by anticipation of U.S. ratification or environmental concerns.
By 2005, Sandor had looked to the EU to expand his platform and negotiated with London’s International Petroleum Exchange. He attracted E.CON, Royal Dutch/Shell Group, Britain’s largest steelmaker and other interested firms (Carr and Coulter, November 8, 2004).

Key Players

Several industries have been affected by the Kyoto Protocol. With interconnected global supply chains, the cost of doing business has increased across a variety of businesses. Japan’s proposed policy that added the customer to the carbon value chain implied that the effects of the Protocol would probably reach further than expected. Some of the key players that have conducted carbon trading by the end of 2004 have been profiled here.
Buyers.

• Japan, Netherlands, Europe, U.S. and the World Bank

Sellers.

• Latin America: Argentina, Brazil, Chile, Colombia, Panama, Costa Rica and Peru
• Eastern Europe: Austria, Romania
• Asia: Phillipines, China (world’s 2nd largest polluter), India

Major Industries.

• Automakers: GM, Ford
• Energy companies: Exxon-Mobil, BP, Shell, Matsushita Electric Industrial Co.
• Manufacturers: Factories that created emissions i.e. steelmakers
• Financial: The World Bank, Mitsui & Co.

Exchanges and futures markets have also created a new group of carbon credit management opportunities. Brokers, commodities traders, equity managers, and bankers were some of the human resources thrown at defending the Protocol. For example, some entities have avoided use of the carbon exchanges and have traded carbon credits directly: firms in developed countries have privately bought carbon credits from groups of projects in developing countries.

Brokers and Consultants.

For conducting deals between a CDM and multinational, several consultants and brokers have conducted large transactions in the tune of millions of credits. Cantor Fitzgerald, L.P.’s subsidiary, CO2e.com exemplified one such brokerage:

CO2e.com has offices in London, Toronto, Tokyo and the USA, together with local representation in many other countries through agency agreements. The company brokers greenhouse gas emissions allowances and credits globally, plus many other environmental commodities and instruments in different jurisdictions across the world. CO2e.com has brokered tens of millions of tonnes greenhouse gas offsets and has become a globally recognized market leader (Kendrik and Messina).



Opportunities


There were two areas of opportunities in the growing billion dollar business of carbon trading: financial trading opportunities and projects that reduce or eliminate carbon in developing countries. Carbon trading exchanges have been discussed earlier. For this section, strategies for foreign direct investment (FDI) was the focus. Under CDM guidelines, developed countries invested billions of dollars into projects in the developing world. Most were energy projects in Latin America that replaced existing power plants with cleaner alternatives.

Clean Development Mechanism
CDM has been the largest opportunity for key players that want to get involved in projects that satisfy the Kyoto Protocol. The requirements call for sustainable projects in developing countries. For example, sugar cane waste fired energy plants in Brazil and reforestation projects more commonly know as “sinks” in South East Asia. Forests or sinks were the only projects that cleaned the environment. Producers that have received CDM status had little problem selling their credits to international buyers from around the developed world.
CDM proposals grew fast in 2004. According to Canada’s CDM & JIO Office, there were several opportunities created by the Kyoto Protocol (Canada’s Clean Development Mechanism & Joint Implementation Office, 2004). CDM project guidelines were reported as follows:
• Increasing energy efficiency
• Renewable energy
• Electricity production
• Oil and gas production
• Alternative fuels and gases
• Waste management
• Afforestation and reforestation (Canada’s Clean Development Mechanism & Joint Implementation Office, 2004)

The Asian Development Bank described the following criteria for CDM projects in Asia:

A project should meet three essential requirements to qualify as a CDM project: reduce emissions below the level in the absence of the project, be located in a developing member country (DMC) of the Asian Development Bank (ADB), and provide benefits that contribute to sustainable development in the DMC (Asian Development Bank, 2004).

In Latin America, some examples of planned activity and projects underway included:

• Peru: 19 projects with investments planned at $935 million dollars including the replacement of coal and diesel fired power plants with hydroelectric
• Columbia: 15 projects including a wind energy plant
• Brazil: thermoelectricity powered on plant carbon from reforestation
• Mexico: 4 hydroelectric dams (Lasso, 2004)


Innovation

Some manufacturers responded to the Kyoto Protocol with new technology. Toyota for example, researched and developed Hybrid Electric Vehicle technology pushed by the first KP meeting. The R&D successfully became a consumer product called the Prius automobile. Toyota utilized socially responsibility and technology in designing the Prius that produced 90% less emissions than typical cars. It won “Car of the Year” in both America and Europe, and the prestigious Economist award:
The Economist recognized the following leader for launching new markets and revolutionising the way business is done:

Energy and the Environment, Prius hybrid automobile: Takeshi Uchiyamada, Director, Toyota Motor Corporation. Acting under a Toyota directive to create the lowest emissions vehicle possible, Uchiyamada in 1994 became leader of a project dubbed G21, for Global 21st Century. Toyota gave Uchiyamada a free hand in the design of a new automobile, unbound by traditional restraints such as component sharing, marketing considerations and project hierarchy. Uchiyamada's team initially developed an automobile that employed both an internal combustion engine and electric motor, working alternately or together, engaged with a clutch. Later, some 80 research engineers (working to meet a deadline of the 1997 Kyoto Conference on global warming) reviewed multiple engine designs to develop what eventually would become a full-production vehicle. By 2002, Prius sales had topped 100,000 units worldwide (Evenson, September 14, 2004).

Future


From energy producers, to manufacturers, and even consumers in Japan, carbon trading will impact value chains all over the world. The economic jolt will increase FDI flows. With the costs of doing business projected to rise 10-30%, the Kyoto Protocol could be a contributing factor that increases global prices starting in 2005. In the U.S. most operations are linked to international suppliers and interdependence could also create an upturn in costs. Combined with the currency crisis and sensitive policy issues, the United States of America may be poised for inflation and/or a recession at the same time the Kyoto Protocol goes into effect.
On the other hand, the developing world and the environment are enjoying the attention. CDMs will create jobs and economic growth; they will build clean projects that can provide developing countries with a new model for society. Sustainable living combined with high technology might become a reality in Latin American and South East Asia. Electronic carbon trading exchanges are using this new model to add social responsibility to global value chains.
With the fossil fuel model for industrialization waning, the Kyoto Protocol might come to define the physical turning point from the industrial age to the information age. As oil and other banked energies run critically low within a century, the world’s power might in fact become de-centralized. At the same time knowledge is being networked virtually. This new world could run on information and not oil. If knowledge becomes a natural resource and continues to flow freely into developing nations, global villages may become a reality.
The Kyoto Protocol is hurting the world’s developed nations, but it’s already stimulating the developing world. More importantly, the globalization of socially responsible values in the private and public sectors, and across multiple industries and country lines, might be argued as the largest macro force that has ever pushed Earth’s environment towards sustainability.
References

Appelbaum, A. (2004, November). What’s your carbon worth? Ask Richard Sandor [Electronic version]. Fast Company, Issue 88, November, Page 38.

Clean development mechanism facility (2004). Retrieved November 9, 2004 from Asian Development Bank’s Web site: http://www.adb.org/Documents/Brochures/Clean_Devt_Mech_Facility/default.asp

Carr, M. and Coulter, R. (2004, November 8). E.ON wins, hydro loses as EU prepares pollution limit. Bloomberg.com. Retrieved November 8, 2004, from http://quote.bloomberg.com/apps/news?pid=nifea&&sid=aJZ1u3ANcKA4

Editorial (2004, November 11). Rationale for a carbon tax Japan Times via LexisNexis Retrieved online on November 11, 2004.

Evenson, L. (2004). The Economist celebrates new routes to innovation at the 3rd annual Innovation Awards and Summit in San Francisco. The Economist, September 2004. Retrieved November 9, 2004, from Business Wire, Factiva,
http://0-global.factiva.com.opac.sfsu.edu/en/eSrch/ss_hl.asp

Gibson, K. (2004, November 17). Chicago climate exchange bears fruit in Europe. Retrieved November 18, 2004, from MarketWatch.com, Inc.

Heilprin J., (2004, November 13). Bush stands by rejection of Kyoto treaty. Washington Dateline. Retrieved November 14, 2004, from Associated Press, http://abcnews.go.com/Politics/wireStory?id=232031&CMP=OTC-RSSFeeds0312

Kendrick, T. and Messina, D. CO2e combines Kyoto Protocol and European Union Emissions Trading Provision for another landmark transaction to reduce greenhouse gas emissions. Retrieved online.

Lasso, M. A. (2004, November 24). Is Latin American really a carbon market pioneer? Inter Press Service News Agency, Retrieved November 24, 2004, from http://www.ipsnews.net/new_nota.asp?idnews=26417

Packard, K. O. and Reinhardt, F. (2000, July 1). What every executive needs to know about global warming. Harvard Business Review.

Canada’s Clean Development Mechanism & Joint Implementation Office, Question and Answers (2004). What type of projects qualify under the CDM and JI? Retrieved November 9, 2004 from http://www.dfait-maeci.gc.ca/cdm-ji/q_a-en.asp

United Nations Framework Convention on Climate Change: Essential Background, Kyoto Protocol. (n.d.) Retrieved December 15, 2004, from http://unfccc.int/essential_background/kyoto_protocol/items/3145.php

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