Gearless in Great Britain: Fast charger in action

Robert Llewellyn is a Brit with a keen interest in electric cars who is one of those leasing a Mitsubishi iMiev this year. He's got a great weekly video podcast, Gearless, chronicling his experiences. This week, Quick Charge. Using the same Japanese device I visited in Vacaville last week.

He uses quaint British time-measurement terms. "A cuppa and bacon bun" is how long it takes to fill up. I wish he'd been more specific, using standard quantitative terms (like minutes,) giving us the state of charge he arrived with and left with.

Anyway, Robert is wowed by how quickly the car charges. We can see that the charger delivered 345 volts at 70 amps, which is actually on the slow side for fast chargers. Check it out:

Fast charger comes to Voltageville: A Glimpse at the Future

In 2001 I began driving an electric car, obtaining the last of the ZEV mandate-required EVs. As I got turned on to the benefits and technological readiness of electric cars, the writing was on the wall and EVs began to disappear from California's roads. I got enthused just as the automakers, CARB, the feds, and major environmental organizations ended their various flirtations with EVs.

The notion of the plug-in hybrid revived the hope of plugging in. I made my peace with the notion of a transition vehicle, with a plug and an engine. GM announced the Volt.

Then a couple of years ago Carlos Ghosn had some sort of epiphany and announced Nissan's belief in the inevitable electrification of cars, and Nissan's intention to lead the transition. He defied conventional thinking by moving directly toward the commercialization of all-electric cars. Hundreds of thousands of Nissan all-electric cars would be manufactured in Asia, America and Europe within a very few years.

I was thrilled. Consumers would soon begin to have a choice of vehicle types that include real electric cars. The marketplace, rather than bureaucrats and academics, would decide whether EVs have a place.

Government and industry began to plan for the rollout of plug-in cars with a plan to roll out public charging infrastructure. Level II charging stations are great for opportunity charging while shopping or working and should be widely diffused. But there wasn't much discussion about faster charging options, as it entails additional obstacles of cost and lack of standards and a presumption that cars wouldn't be fast-charge enabled. Although I knew it was technically feasible, it seemed we would have to wait. Although fast charging stations could enable long distance EV driving and are one way to meet the needs of urban purchasers of EVs who don't have parking with access to electricity, it is logically not a matter of first priority.

But just as I was pleasantly surprised to find Nissan's LEAF in the offing, so too fast charging is going to appear more rapidly than expected. The DOE grant to the Etec EV Project will put 260 Level III chargers in the ground in the next two years. Nissan's LEAF will initially appear with a fast charge connector, something that will surely be a purchase option in the future. (And is some compensation for the slow 3.3kW Level II charger in the first cars.) The iMiev, should Mitsubishi do an American release, also has a fast charge connector. And Th!nk announced intentions to enable fast-charging in its cars in an agreement with Aerovironment.

Once again, I celebrate that consumers will have options as we work our way toward the best solutions for quick charging. Better Place has pushed its proposed solution to the range dilemna - battery swap stations. One car maker, Renault, is making cars to spec, and BP has demonstrated the battery swap device in Japan. Swapping out an empty pack for a full one is enticing. It's proven to be enticing to the tune of hundreds of millions of dollars. If swap stations can be commercialized and the batteries can be charged at Level II speeds and below, they too might offer benefits and be part of the clean transportation quilt. But essentially off the shelf Level III fast charge stations, capable of delivering near-to-full charges in under 30 minutes, can be put in service within months. A Level III fast charger can be installed for about $100,000, compared to millions for a hydrogen station and perhaps $1 million for a battery swap station.

Which finally brings me to the fast charger I saw the other day in Vacaville, CA. Installed by PG&E with funding from the State, it sits beneath a solar PV array amongst a handful of Level II chargers, including small paddles for RAV4 EVs, AVCONs for RangerEVs, and aTesla charge station. The fast charger uses a Japanese connector (an American standard remains under consideration) which was easy to handle. I wish I had gotten a photo of the complete line-up of chargers under the solar array, because it is evidence of real-world solutions, available now, to make plug-in cars and renewable electricity a reality quickly.

Billion Dollars a Day

VoteVets.org has a campaign to highlight the true cost of our oil addiction. Yet another argument for plug-in cars.

Guerrilla charging: theft or public service?

So you've finally got your electric car. You're going out of town for a few days and recall a few spots at the airport parking lot that have a regular 110-volt electric outlet on the wall. Do you plug in your Tesla (or Nissan LEAF or Chevy Volt)? Are you "stealing" power?

Solar Dave thinks you are. And he is taunting the authorities in Denver to fine the owner of the Tesla he found plugged in at the airport. He raises a question that should be settled quickly. And he points out one place where public charging solutions will be easier and cheaper to install than I first thought.

First let's dispel the notion that there are any serious financial implications for the garage. Solar Dave writes: "My first thought was, “hey that is not fair” and that is why is (sic) costs so much to park at DIA." As if. John Voelker at GreenCarReports.com ran the numbers and found that if the Tesla arrived on empty and slowly, completely refilled the battery over the next few days, it would cost $4.50. Parking costs the driver $18 per day. And if I want to get nit-picky, I'd point out that the garage doesn't incur the expense for cleaning up after the electric car's leaking oil nor the electricity to power the fans to exhaust the exhaust.

When we consider the question of public access to electricity for plug-in cars, we have to consider the social benefit. If plugging in at the airport (or work or some parking garage or mall) allows you take your electric car rather than a gasoline car, we all benefit from reduced emissions and petroleum consumption. These shared benefits are great enough to establish "rules of the road" that encourage access to power for cars. This is not new, actually. In our far northern states, one often finds free power available in parking lots to plug in engine block warmers. Given the low cost of the electricity and the social benefits, we should encourage a positive attitude about granting access to power for plug-in cars. If solar advocates such as Solar Dave don't get it, we've got our work cut out for us.

Dave inadvertently does point us toward a good policy as public infrastructure is installed this year. Airport long-term parking is one place where fast charging, even conventional Level II 240-volt 30 amp service, is faster than necessary. The cost to install 110-volt 20-amp outlets would likely be 10% the cost of purchasing and installing chargers (J1772-compliant EVSEs, in the parlance of the industry). Installing parking spaces with 110-volt power for plug-ins at airport long-term parking should be considered by metropolitan areas as they roll out public charging infrastructure.

"Transmission Losses:" Nigeria's oil pipeline sabotaged

Shell has shut three flow stations after its oil pipeline in the Niger Delta was sabotaged.

Recent attacks have resulted in $1bn a month in lost revenue.

[Source: bbc.com]

Tesla IPO: Taking the dream for a ride

For a couple of years now, the dream ride has been in a Tesla Roadster. You strap in, feel the instantaneous surge of power, maneuver the curves above Palo Alto on electrons.

The next ride won't be the Tesla S Sedan, it will be Tesla the stock.

Tesla Motors has filed an IPO plan with the SEC to raise $100,000,000 in a public offering.

Tesla will stop production of the Roadster in 2011. The electric sedan is meant to appear in 2012.

"Transmission Losses:" West African pirates

West Africa's burgeoning oil industry has a pirate problem.

On Jan. 5 Nigerian pirates stormed a Panamanian-flagged Ukrainian tanker, the Westaf, anchored off Lagos, Nigeria's commercial capital, according to the Sovfracht Maritime Bulletin published in Kiev.

They robbed the crew, shooting and wounding the captain and six of his men. The Westhaf, built in 1986, is used as a floating storage and processing terminal.

28 attacks were logged in 2009 compared with 40 a year earlier. But shipping sources suggested that there were another 30 attacks last year that went unreported. Most were related to the oil industry.

In the Niger Delta, the pirates in armed speedboats attack tankers and work with militants in the delta's swamplands who steal around 150,000 barrels a day from oil installations or pipelines, around 5 percent of Nigeria's daily production.

The poorly equipped government forces are now receiving support from the US Navy. The US Africa Command, inaugurated in 2008, will undoubtedly play a major role to enable safe passage of this increasingly vital oil. The cost of this protection will, of course, be borne by American taxpayers. By 2015 the region is expected to be supplying 25 percent of U.S. oil imports.

[Source: UPI.com]

Wired blogger takes on Nissan LEAF

Darryl Siry blogs over at Wired's Autopia. He's pretty plugged in, having worked at Tesla and consulted for CODA. He's a bit surprised, as are all of us, that Nissan has emerged as the first big automaker to manufacture a mass-produced electric car.

In his recent post, "In Race to Market, Nissan’s Electric Car Takes Shortcuts," Siry makes the point that CEO Carlos Ghosn's enthusiasm and charisma alone couldn't be enough to get such a job done so quickly. He writes that the urgency of the project "appears to have driven the company to take some shortcuts."

Sounds ominous. Ultimately, I'm not sure what he's actually getting at. Because Siry makes only two points. Neither of certain significance.

First, he suggests Nissan overstates the range of the LEAF. The 100 mile range cited by Nissan uses "a number tied to the most optimistic benchmark, the LA4 cycle." I don't doubt that this is true. The LEAF pack has fewer kWh than my RAV4 EV, but could be almost as heavy. Until we get final specs on weight, and drive the car around a bit, we won't know to what extent people will need to handicap official range numbers as they do EPA gasoline mileage ratings. Big surprise, your actual mileage may vary. Buyer beware!

Second, and the point on which the article devotes most attention, is whether Nissan is "cutting corners" by forgoing an active thermal management (HVAC) system for the batteries. Instead Nissan is relying on air circulation with a fan.

Now I don't know whether something about lithium, regardless of chemistry or packaging, will prove to require an active system. But I do know, interestingly and perhaps relevantly, that the electric car that has probably driven more miles than any other model, the Toyota RAV4 EV, does not have batteries with an active system. A fan circulates air. The Honda EV+ used the same Panasonic EV-95 NiMH battery modules with an active system, and those packs didn't last as long. Many EV+ packs were exchanged during their brief time on the road. At least with NiMH, Toyota's passive system worked out better in the real world. Of course the cooling system may have had nothing to do with the the difference in performance of the same batteries in two Japanese EVs, but we'll never know.

Siry notes the different approach being taken by GM for the Volt. They reverted to the T-shaped tunnel configuration for the battery used in the EV1. (How did that work out?)

I may be approaching this too simply, but the tunnel has never made sense to me. It eliminates the possibility of a fifth passenger seat. And I find it makes me feel confined. The batteries, too, enshrouded on three sides, require, apparently, an active thermal management system.

The RAV, on the other hand, suspends the batteries below the vehicle. There is minimal loss in cabin space and a large surface below helping dissipate heat, which is an issue with NiMH, too. And we find that the LEAF's battery pack, too, will be located under the floorboard. Maybe that's the key. Keep the batteries low and spread them wide.

I don't know, of course, but I'm willing to give Nissan the benefit of the doubt.

I'm giving Tesla and CODA and GM the benefit of the doubt, too.

"Transmission Losses": Tanker truck explodes, closes LI Expressway

A tanker truck clipped a car.
The tanker flipped over and burst into flames "creating a fireball seen for miles."
The driver was killed.
The Long Island Expressway was closed for hours in both directions.
A typical tanker truck holds between 5000 and 9000 gallons of gasoline.

"Transmission Losses": 450,000 gallons of oil spill in Texas

Two vessels collided in Port Arthur, Texas.
As much as 450,000 gallons of crude oil spilled.
Some nearby residents have been evacuated from the area because of hydrogen sulfide that was emanating from the oil.

[Source: RawStory.com]

More EVs, Faster Charging

It's official, the Cadillac Converj is to be the second extended-range electric vehicle after the Volt. I may be most interested affordable electric cars, but this makes sense to me. I only wish GM had the smarts back in the day to have rebranded the EV1 as a Caddy and continued limited run production.

[Source: Detroit News]

Volvo might be getting serious about EVs. They showed a prototype Electric C30. The car was described by EV Goddess Chelsea Sexton as "überpragmatic." An electric offering could be fit nicely into the historical perceptions of the benefits of the brand.

[Source: Wired Autopia]

Coulomb is getting ready to enter the Level III charging arena. Commonly dubbed a "fast charge," Level III is higher voltage and a considerable investment, around $60,000 (including installation) for their 480-volt, 125-amp offering. With the DOE investment in some fast chargers as part of infrastructure development in the five Nissan/Etec Leaf target regions, Level III is happening faster than might have been expected.

Fast charging will extend the range of pure EVs when deployed by freeways. More importantly, it is one of the ways to make EVs accessible to those without access to power where they park in urban centers. Whether there is a business model to make this successful remains an open question. The first Level III chargers deployed by Etec will offer free juice. I'd like to see a ten year commitment to free charging, underwritten by participating automakers and government.

[Source: Autobloggreen.com]

Mitsubishi is doubling down on the iMiev. Demand is outstripping the supply for the electric jellybean. Almost 2000 were delivered to corporate customers in Japan last year. Production targets have been upped to 8500 units for 2010. By 2013 they intend to make 30,000 units annually. The really good news is they have a target price of about $22,000 after the production hike. I suspect they'll find plenty of government and corporate buyers at the early higher price point as they strive to project greenness and meet emission targets.

[Source: Autobloggreen.com]

News from Detroit

BMW has recognized that they simply teed up GM and Nissan to benefit from the MINI E experience. Today they announced officially that MINI E "pioneers" will be able to extend their leases until 2011. At that point the ActiveE, an electric Series 1 Beemer, is projected to be available, however only as yet another "electric vehicle test program," as they put it in their wordy press release. Will MINI E drivers be so loyal to BMW they'll forgo the opportunity to actually purchase a plug-in car?

Over at GM, Bob Lutz says an all-electric Volt would be "technologically trivial." No word on when.

Toyota titillates with its plug-in Prius test program (600 vehicles worldwide over the next few years) as well as an all-electric 50-mile range "small, urban commuter BEV" and a plug-in hybrid concept small car. But they still want us to believe that their fuel cell vehicles will hit showrooms in 2015. This despite the fact that they project placing in service a mere 100 or so such cars over the next three years.

And Toyota's press release continues their "blame the consumer" rewrite of history regarding the RAV4 EV (about 800 of which, including mine, remain on the road.)

The RAV4 EV and e-com programs were short lived due to lack of commitment from the market; the consumer and the consumer's environmental mind set were not ready to commit to battery electric vehicles at that time.

Audi, too, continues to tantalize with its E-tron. They say the car will go on sale in 2012. At the moment the concept car has four wheel motors, always a red flag to me. If I remember correctly, Mitsubishi's iMiev had wheel motors when it was a concept, but reverted to a more mainstream drivetrain with commercialization. When and if Audi becomes serious, I suspect we'll see a more conventional approach to electric drive.

It's official - Think to set up shop in Indiana

Th!nk CEO Richard Canny and Indiana Governor Mitch Daniels slapped a "Made In Indiana" sticker on a Th!nk City this morning in Elkhart. According to Th!ink's press release, cars will begin to be sold stateside before the end of the year, although US assembly won't begin until 2011. Getting cars into the hands of consumers in a way that gets noticed sooner rather than later will be essential if the brand is establish itself here.

The company has announced its intention to invest $43 million in the Elkhart facility, and has been offered $3 million in tax credits and a small job training grant by Indiana. Th!nk has an active application before the US DOE under the $25-billion Advanced Technology Vehicle Manufacturing loan program that has benefitted Tesla and Fisker. A lot may hinge on that application.

Elkhart IN to welcome Think

The Elkhart IN City Council took the first step tonight toward creating a tax abatement for Th!nk North America to open a plant to assemble the Th!nk City all-electric two-seater. A formal announcement will be made tomorrow at the site with Republican Governor Mitch Daniels and Th!nk representatives. No word yet on how quickly we'll see cars rolling off the line.

[Source: Fox28.com]

Plug-in Mercedes in 2012?

Mercedes-Benz's S-Class sedan will offer a plug-in hybrid version when it hits the showrooms, reportedly in 2012, according to Autocar.co.uk. The German automaker's R&D chief Thomas Weber says they are not presently considering an all electric version. However Mercedes' intention is to roll out plug-in hybrid versions of all its models eventually.

Jay Leno drives the Volt

"Electricity has always been the best way to power a car. They knew that since the turn of the last century." - Jay Leno

Source: Autobloggreen and NBC

Flawed PHEV report has legs

There has never been a shortage of stories in the press denigrating plug-in electric cars. Why? Because people naturally, logically believe electric cars are a good idea. Special interests who preferred to maintain the internal combustion status quo (read oil and auto companies) have long needed to plant seeds of doubt. Via paid consultants, close relationships with universities, a pliant press more apt to reprint a press release than analyze it, and print and television advertising, their negative message has been successfully imparted.

We've seen it all in the press: electric cars are more polluting, less safe, require too much water, will electrocute rescuers after a crash, will spontaneously explode, and will kill the blind. It takes a sustained effort to sow confusion about the obvious benefits of electric cars. Little would have been gained by attempting to expand the reach of gasoline to laptops or refrigerators, so we've long been subjected to a decades-long preemptive assault on electric cars. As electric cars seek a place in the market, expect more such stories.

This week saw the sophisticated version with the release of a National Academies of Sciences study, sponsored by the U.S. Department of Energy. The press release headline blares: "PLUG-IN HYBRID VEHICLE COSTS LIKELY TO REMAIN HIGH, BENEFITS MODEST FOR DECADES." The report highlights battery cost in 2010 leading to a $18,000 premium for some initial PHEVs, and suggests no lower cost is unlikely to be achieved with economies of scale. Dubious presumptions about PHEV usage lead the authors to minimize any potential petroleum and emissions reductions. Many reports, including presentations at CARB in September 2009, see much more positive indicators on the battery front, and the NRDC/EPRI study that led to the "more polluting" story cited above, actually points to significant emissions reductions with PHEVs. [update: Felix Kramer has published a detailed debunking, as has the Electrification Coalition.]

If you read to the end of the press release, you find out more about who actually issued the report. It was something called the "Committee on Assessment of Resource Needs for Development of Fuel Cell and Hydrogen Technology & Potential Impacts of Plug-In Hybrid Electric Vehicles" within the "Board on Energy & Environmental Systems" of the "Division on Engineering and Physical Sciences" of the National Academies of Science. An odd-sounding committee, really, albeit imbued with gravitas. According to the Committee Membership Information, the group contains at least three retired oil and auto company people, academics who do hydrogen research, consultants with oil company ties and one who has served on the National Hydrogen Foundation board and another the retired Vice President Hydrogen Systems for Chevron Technology Ventures, and a venture capitalist immersed in hydrogen. And, of course, a professional environmentalist, a Union of Concerned Scientist scientist, whose work has focused on fuel cells. Stacked deck?

The message from those attempting to derail the inevitable plug on vehicles is always the same - we've got to keep trying everything. Nothing's ready yet. We can't choose winners.

According to the report, a portfolio approach toward reducing U.S. dependence on oil is necessary for long-term success. This should include increasing the fuel efficiency of conventional vehicles and pursuing research, development, and demonstration into alternative strategies, including the use of biofuels, electric vehicles, and hydrogen fuel cell vehicles.

CNN picked up the story questioning whether plug-ins pencil out for consumers.

Friday's Washington Post editorializes ignorantly against government support of plug-ins, based it would seem solely upon this report.

One of the many smaller media outlets and blogs to pick up the story got the message. The author of Don’t Believe the Hype About the Plug-In Car, opined:

There’s always the hope that a genius at the Massachusetts Institute of Technology or another top school will invent the gizmo that changes everything. But this isn’t Hollywood and technological advances are likely to be incremental. That means no immediate miracles and oil will continue to be a vital part of the economy for the foreseeable future.

In fact it doesn't take a miracle. It takes a clarity of purpose, a willingness to pay attention to the science, and the guts to aim high. We need a focused effort at transportation electrification to work in parallel with the move toward renewable energy.

Yet another CARB ZEV meeting

The California Air Resources Board (CARB) met on Thursday to discuss the Zero Emission Vehicle regulation and the revisions staff was tasked with exploring for 2015 and beyond. Plug In America President Dan Davids offered testimony applauding CARB's achievements, but faulted the agency for skewed priorities and reliance on unreliable information and projections. Mr. Davids said CARB's resource allocation has favored fuel cells and hydrogen over plug-in electric by 75% to 25%, based on conversations with Legislative Director Jay Friedland. Chair Mary Nichols said that isn't true. CARB staffer Elise Keddie said Friedland had taken back his assertion regarding a 75/25 split. Friedland sent an email immediately for the record clarifying the conversation with Ms. Keddie and indicating he stood by Plug In America's analysis. He is awaiting a response.

The representative from Honda, the most consistently pro-fuel cell automaker, said FCVs are "not yet ready for mass production" and that much work needs to be done "before even slight volume increases." The Nissan rep touted the imminent LEAF, although without the enthusiasm of the Nissan employees I've met over the recent months. Sierra Club, NRDC, UCS and Friends of the Earth each raised serious questions about the direction of the ZEV regulation, signaling a renewed interest in plug-in electric vehicles for the near-term GHG reduction benefit that could be achieved.

CARB's policies do not appear poised to utilize the historic opportunity offered as plug-in electric vehicles are achieving commercialization. Given their professed "technology neutrality," one might expect to see the state agency newly responsible for greenhouse gas reduction policy to aggressively support the zero emission vehicle technology arriving in the market soonest. Yet much of the white paper simply reaffirms CARB's intention to focus on hydrogen and fuel cell vehicles, despite their own belief that even pre-commercialization of fuel cell vehicles remains over five years away. CARB's continued unbalanced allocation of resources is reflected on its website homepage and in the white paper itself (for example, 658 words are devoted to hydrogen infrastructure; 109 to BEV infrastructure.)

Despite CARB's preference for H2/FCVs, its policies have helped bring major manufacturers back to California with plug-in electric cars. CARB ought to recognize that near-term commercialization of plug-in electric cars is happening. The greater near term carbon reduction benefit of plug-in electrics should not be sacrificed to projections of cost and consumer preferences decades hence.

Two new EV initiatives

Two items caught my attention this week.

Plug In America has a new ally with the announcement of the creation of the Electrification Coalition. The goal of this high-powered group of corporate executives is nothing less than the complete transformation of our transportation sector, one in which electricity plays the dominant role where possible. Quoting from their website: "electrification is the best path to the fuel diversity that is indispensable to improving the nation’s economic strength, environmental health, and national security." Along with one large automaker (Nissan), infrastructure providers and utilities, FedEx is among the founding members.

Comprehensive does not begin to describe Electrification Roadmap, the report they have issued. Download it.

Bowing to the burgeoning electric vehicle industry in both countries, President Obama and President Hu Jin Tao announced the formation of the U.S.-China Electric Vehicles Initiative. The Initiative is meant to work on joint standards and provide for data sharing as cars roll out in both countries. Public awareness and engagement is one area of specific attention.

With corporate execs and world leaders coming on board, can the cars be far behind?

Reva to bring new electric car to Iceland

Reva, the Indian electric car company best known for the G-Whiz in England, has signed a deal to bring their new product to Iceland with sales beginning within a year. The NXG and NXR, revealed at the Frankfurt Motor Show recently, have a Th!nk City-like footprint, 100 mile range and 65 mph top speed.

Electricity is a more renewable resource than ice in Iceland. This provided hydrogen utopians with the world's best-case scenario for transitioning to a hydrogen economy. Yet after a decade of hydrogen hype and fuel cell fever stoked by car and oil companies, few cars have arrived. None for sale. At one time there were 16 hydrogen cars in Reykjavik. As of July, that was down to 12.

"In the past years, teams from all the big car manufacturing companies visited us and said they intended to market fuel cell-powered hydrogen cars shortly after 2010," said Bragi Arnason, a professor of chemistry at the University of Iceland in Reykjavik.

Three hydrogen busses once served regular Reykjavik routes. "The bus project has now been terminated; we are waiting for the next generation to be built," Arnason said.

Now Mitsubishi's iMiev and Reva are poised to begin the viable zero-emission transition in Iceland.

[Sources: autobloggreen.com and eenews.net]

Nissan sketches electric commercial vehicle; envisions electric ambulance

Nissan has released an official sketch of an electric urban delivery vehicle that looks closer to viable than many EV concepts that have appeared at auto shows over the last few months. It is a somewhat stylized take on the NV200 light commercial gasoline van Nissan sells in Japan and Europe.

The press release from Nissan highlights the potential use as an ambulance which could drive directly into a hospital. One time when I took a friend to an emergency room in my Th!nk City I realized hospital emergency areas would be designed differently if EV ambulances existed. How absurd that critical care cases are transported through a plume of toxins between the ambulance and medical attention. Significant moments wasted because the internal combustion vehicle can't drive directly into the hospital.

Yet another benefit of EVs. Yet another market.

[Source: AutoBlogGreen.com]

Al Gore plugs electric cars on Daily Show

Al Gore has probably been presumed to be a long-time booster of electric cars, but it hasn't always been so. Like many, he couldn't see past the dirty, coal-produced power many plug-ins would utilize, despite the environmental benefits. Now he's sees a EVs a'comin'.

The Daily Show With Jon Stewart	Mon - Thurs 11p / 10c
Exclusive - Al Gore Extended Interview Pt. 2
www.thedailyshow.com
Daily Show Full Episodes Political Humor Health Care Crisis

GM CEO: FCVs 10X more expensive than electric

GM CEO Fritz Henderson sat down with reporters and editors from the Washington Post yesterday. No real news on the Volt, but his comments on Fuel Cell Vehicles should cause a stir. Anyone at CARB in Sacramento paying attention?

Post: Is GM pulling back on its hydrogen car?

Henderson: "Are we putting resources into it? Not as much. . . . We spent through the mid part of this decade a reasonably high portion of our research and our development money on hydrogen fuel cells. We put 100 vehicles into the market. Consumers have tested them . . . We've learned a lot. The vehicles work. The issue is always cost, 100 percent cost. [He put the cost of the vehicles at upwards of $400,000.]

"It's still a ways away from commercialization. No question."

[Source: Washington Post]

GM reveals electric car production number in 2010....for India

GM recently entered into a 50/50 partnership with Reva, the Indian electric car company, to produce an electric version of the Chevrolet Spark. Reva has been selling small EVs in India and England for the past few years.

According to a report in the Business Standard of India, GM plans to sell 4000 electric Sparks in India in 2010. That's about 10% of the total number of gas-powered Sparks GM will sell this year in India.

For GM India, our investment into this project can be covered if we can sell (the electric version) between 10-15 per cent of all the Spark vehicles sold in India,” GM India Vice-President (Sales & Marketing) Ankush Arora said.

Self-fulfilled prophesy: Toyota FT-EV II concept

Toyota is always saying consumers just don't want an electric car. Range is too short and too much is different about EVs, Toyota contends.

If merely plugging in is too much change, do they expect people to take seriously an EV that requires an entirely different way of piloting the vehicle?

Why, really, are they showing a concept electric car with less than half the range of Toyota's own decade-old RAV4 EV?

Is it too much to suggest that fifty-mile range and "joystick-like controls that feature a steam-punk design motif" is meant to confirm the negative notions about electric cars Toyota wants consumers to believe?

Yanquetino gets it right in his comment on the autobloggreen.com story:

Translation: "EVs are punishment cars."

Conservatives pledge on electric car plugs

Tom McGhie, Financial Mail reports:

The political battle for the electric car vote stepped up a gear last week when the Conservative Party pledged that owners of battery-powered cars would be guaranteed an overnight charging point.

Source: thisismoney.co.uk

Toyota/Fuji Heavy EV Rumors

Toyota is knocking plug-in cars at CARB and in the press and touting impossible to deliver near-term hydrogen fuel cell commercialization. But it may have a Plan B. "Toyota Motor Corp is considering working with affiliate Fuji Heavy Industries Ltd to develop its electric vehicles," according to Mainichi newspaper as reported by Reuters. Fuji Heavy makes Subaru, which began limited sales of the Plug-in Stella in Japan in June. Toyota owns 16% of Fuji.

Neither Fuji nor Toyota commented, but the Tokyo stock market saw Fuji Heavy's shares up 4.4%.

Citing an unidentified source, the paper said engineers working on electric cars at Fuji Heavy would merge with Toyota's electric car team. Fuji Heavy would shift its battery procurement in the future to Panasonic EV Energy, a battery joint venture between Toyota and Panasonic Corp.

Toyota may not want plug-in electrics to challenge gas-only hybrids, but it could be seeing data on real world Plug-in Stella performance that suggests plug-in cars are ready for prime time.

Source: Reuters

Toyota reveals all you need to know about fuel cell cars

Much has been made of late of Toyota and other automakers claims they will commercialize hydrogen fuel cell vehicles in 2015.

Of course, we've heard these promises/predictions before. An SAE Research Report in 2001 stated that "several automakers have pledged the introduction of fuel cell vehicles, including buses, by 2003-2005." DaimlerChrysler, for example, predicted the industry would be selling 100,000 fuel cell vehicles (FCVs) by 2004. In 2007 GM spokesman Scott Fosgard told the Seattle Post-Intelligencer that by 2012 there will be about 10,000 hydrogen vehicles on the market from a variety of companies. I don't think so.

But Toyota's announcement itself should sow seeds of doubt. According to Green Car Congress:

During his presentation at the recent California Air Resources Board (ARB) ZEV Technology Symposium, Tatsuaki Yokoyama, from Toyota Motor Engineering & Manufacturing North America, said that Toyota aimed to reduce the cost of fuel cell vehicles to 1/10 of the current level by design and materials improvement by commercialization in 2015.

Toyota aims to chop the present-day cost of fuel cell vehicles by 90%. In 5 years.

Nissan's big number: 20,000

Nissan will start taking orders for the upcoming all-electric LEAF next Spring. And they are building to meet expected initial orders for 20,000 cars, according to an Automotive News report picked up by AutoBlogGreen. The report states that Nissan will launch the Leaf next year in the states of Tennessee and Oregon, along with San Diego, CA; Seattle, WA; and the Phoenix/Tucson region in Arizona. The Bay Area, or at least Sonoma County, should be on that list, and I'll assume it was an oversight. Once the Smyrna Tennessee plant is up and running, in 2012, Nissan foresees production of 150,000 electric cars a year. Game changing.

[Source: AutoBlogGreen]

FoxNews called out on misinformation about plug-in cars

Media Matters for America is watching FoxNews so you don't have to. The media watchdog is pointing out misleading reports about the government loans secured by Tesla and Fisker recently aired on the "fair and balanced" network.

In reports on FoxNews.com, America's Newsroom, and Your World, Fox News repeatedly advanced misinformation about Department of Energy loans recently granted to Fisker Automotive and Tesla Motors to support development of fuel-efficient vehicles, suggesting that those funds would be ill-spent. The false or misleading claims include: that the loans will be used to build cars that cost $89,000 and $109,000; that the loans will finance foreign manufacturing; and that Fisker and Tesla are European companies.

Here's one of the FoxNews stories:



See the full report here.

BMW considers extending MINI-E leases

The MINI-E program is going well enough that BMW is considering allowing leases extensions, Richard Steinberg the program manager said at CARB's ZEV Technology Symposium today.

Iceland Prez pops hydrogen bubble; Looking to electric cars

The last, best hope of hydrogen and fuel cell for vehicles is down for the count. After grand ambitions and lofty rhetoric, reality has set in. Iceland was to be the test platform. But ten fuel cell cars and a Shell filling station do not a transformation make.

EVs represent a faster way forward according to Iceland's President Ólafur Ragnar Grímsson. Iceland to working with Mitsubishi to bring iMIEVs in large numbers, and cooperating with other Nordic countries to create a unified market for EVs. Read Jim Motavalli's informative blogpost about his conversation with the President.

Coolest charging station in the world

Norwegian EV activist Leif Egge has become the inaugural user of the first floating recharge station I've heard about. Stena Line is now offering car charging on its Scandanavian ferries. Leif got wine, a good night's sleep and a full charge.

Read his full post here on his excellent website electricaid.org. If you want to get a sense of the international appeal of electric cars, check out the members. Sign up while your there.

Obama announces $2.4 billion for EV projects

President Obama today announced $2.4 billion for battery and electric car manufacturing and deployment efforts. Green Car Congress has the full rundown of recipients.

Congratulations to San Francisco City College for the $500,000 it will receive for educational programs for secondary students; service personnel, and technicians in partnership with Chabot College; Central Shops; Pat’s Garage; and Perfect Sky Inc.

Toyota's First Electric Car?

Huh? Autocar.co.uk is reporting:

"Toyota's iQ-based electric car, due to be launched in 2010, will get its own body style to create a stand-alone model which will become Toyota’s first all-electric car" (emphasis added.)

I'm pretty sure I just stepped out of my 2002 Toyota RAV4 EV. With 69,000 miles on the original battery, it still gets over 100 miles per charge.

Toyota still wishing away it's own achievement. What's that about?

I'll be happy to see Toyota release a car with a plug, but I'm not holding my breath.

[Source: Autocar.co.uk)

Toyota whines about Ontario plug-in rebates

Toyota has a go-slow policy on plug-in electrics. Despite having produced the RAV4 EV - the most useful, robust, and long-lived electric car - Toyota wants to milk its non-grid connected hybrid technology as long as possible before moving on to the next big thing. Ontario has announced a $10,000 rebate for plug-in electrics, and Toyota wouldn't benefit as they delay general release of their own plug-ins. Crying foul, they claim the rebate is back-door support for GM's Volt. Of course, Nissan and Mitsubishi, which have announced plug-in electric cars, will also be able to take advantage.

Toyota was all for policies that benefited its hybrids in California to the exclusion of most other car companies when they got the California legislature to limit HOV access to hybrids that achieve 45 mpg.

Toyota should stop whining and delaying. Were it to release a plug-in hybrid or electric car, it too could benefit from the forward-looking policies Ontario has enacted.

[Source: Leader-Post]

What’s up with the BMW MINI E?

The BMW Mini E has hit the streets. Barely one year ago, word surfaced that an electric Mini was in the works. In June about 500 cars were placed in consumer and fleet hands in Los Angeles and New York and New Jersey for what BMW calls a "field trial."

Like all the automakers, BMW dabbled in concept electric cars over the years. They produced a small fleet for the Munich Olympics in 1972. Although BMW didn’t sell enough cars in California to be obligated under the Zero Emission Vehicle mandate during the ‘90s, during the past few years it was clear the German automaker would cross the threshold. While its competitors, including Mercedes, were united in their promotion of gaseous hydrogen fuel cell vehicles, BMW developed a liquid hydrogen internal combustion program. You’ve probably heard of it, the Hydrogen 7. Based on the $75,000 – 125,000 7 Series, this million dollar mechanical marvel was advertised as “ready for the world when the world is ready.” More money was probably spent advertising the car than went into the electric Mini program. (see the ad here.) Part of a green full court press has included placing the car with celebrities for a short while. Their stories have appeared in the autobloggreen.com website. The VIP treatment includes, I’ve heard, the rather un-green diesel flat-bedding of the cars overnight for refueling.

Why, if millions are being poured into a few dozen Hydrogen ICE cars and their promotion, should BMW rather suddenly decide to produce 500 electric Minis? The answer lies back with California’s ZEV mandate. The simplicity of the original mandate, a percentage of zero tailpipe emission cars, is long dead and buried. The rules and regulations now are byzantine, a kludge upon a patchwork altered every few years. BMW found that the quickest and cheapest way to get the credits that it will need to accumulate is, of course, to build electric cars. And they found a way to game the system as so many automakers have done before. BMW would get the biggest bang for the buck by placing electric cars by June 30, so there has been a mad scramble to get the last cars out the door as I type. The ZEV program shouldn’t be doling out credits for cars on the road for merely one year. CARB was scammed when the EV-1s were destroyed after a few years. This time they actually got notice of the carmaker's intention. It is past the time for R & D for electric cars. The ZEV program is meant to commercialize ZEVs. As with the NEV fiasco, credit-building schemes are taking precedence over production zero emission vehicles on the road. The complexities of the ZEV program have been counterproductive. BMW is playing by the rules, and one can't blame the corporation for doing what corporations do. It's the rules that stink. Join Plug In America's call on CARB to close the loophole that allows full credit for part-time electric cars here.

Of course, that an electric vehicle program of this size could be slapped together in a year to 18 months is simply more evidence that EVs are ready for prime time. BMW turned to AC PropuIsion for the best electric drive components on the market. The car is essentially a high-end conversion. As with many conversions, space is sacrificed for the battery box. In the case of the electric Mini, that means no backseat. In all regards save the placement of the batteries, the car is certainly good enough to put into production. As with the RAV4 EV, this isn’t the best platform for an EV – it’s too heavy and could be more aerodynamic. But once again we’ve got a 100+ mile range EV that could compete in the market. I drove the car from LA to San Francisco recently. It’s fun and peppy, a sweet ride.

While one has got to celebrate another 500 EVs on the road, even temporarily, the way BMW handled the program and its consumer “pioneers” makes one doubt BMW has any intention of launching a real EV program any time soon. Delivery of vehicles was delayed about 6 months and many cars are being delivered without the appropriate chargers or cordsets. The Mini E team was said to have little familiarity with electric cars, and the enthusiastic dealer sales people had their energy challenged by consumers’ frustrated eagerness and corporate indifference. Pioneers’ inquiries about the applicability of the federal $7500 tax credit continue to be stonewalled. Accountants have suggested BMW could transfer the tax credit, which would have the effect of bringing down the steep $850/month the Mini E is costing its “pioneers.” One logical explanation has these vehicles qualifying for a federal R & D credit permitting them to deduct the full cost of the cars and therefore not eligible for the $7500 tax credit only Tesla purchasers can today use. Only BMW knows and they’re not saying.

As BMW was hustling to get the cars on the road by the June 30th deadline, placing increasing numbers with fleets for a mere $10 a month, at least one enthusiastic “pioneer” was turned away less than 24 hours before he was scheduled to pick up his car. Jeff U’Ren drove a Panasonic Lead Acid EV-1 for a few years. After having that car snatched back and destroyed, he was anxious to get back in an EV. After passing the detailed and time-consuming screening for potential drivers, once again he’d be getting a 100 mile range 2 seater. But his repeated inquiries about the $7500 tax credit and general outspokenness on behalf of the prospective “pioneers” on the Mini E Facebook page seem to have caused BMW corporate to reconsider his “suitability” to participate in the program.

Almost bizarrely, the day after Mr. U’Ren was told not to go to the dealer to pick up his assigned car, and long before any data has been accumulated from the EV test fleet, BMW announced it would launch the BMW City in 2012, a 3-door hatchback pure electric car with 100 mile range. As reported in Car & Driver “According to BMW chairman and CEO Norbert Reithofer, the City is designed specifically for the U.S. market to meet California’s Zero-Emission-Vehicle (ZEV) requirements that call for large-volume manufacturers to sell ZEVs by 2012.”

Oregon incentives to shift from hybrids to plug-ins

Oregon's House has passed a bill to end the $1500 tax credit for conventional hybrid vehicles on the last day of 2009. After that point only plug-in vehicles qualify. House Bill 2180, which passed overwhelmingly,

Creates specific tax credit for purchasers of plug-in hybrid electric vehicles and related equipment.

Limits tax credits for gasoline-electric hybrid vehicles that are not designed for electric plug-in charging to vehicles purchased before January 1, 2010.

Source: StatesmanJournal.com

More pooh from Toyota

Toyota pushed its innovative "21st century" car development into full gear in the early 1990s under company chairman Eiji Toyoda.

"Developing a commercial electric vehicle at that time posed a slew of challenges," the official said. "That is the case even today."

...a battery pack's ability to hold a charge and its durability vary by temperature and driving conditions, the automaker points out.

Full story "Future of 'green' cars begins with the hybrid" in Japan's leading newspaper, The Asahi Shimbun.

Toyota pooh-poohs the plug

In the wake of Secretary Chu's defunding hydrogen and fuel cell vehicles, Toyota continues its assault on the inevitable plug. They don't want to be rushed into it. Automakers the world round have had 100 years to suck every ounce of profit possible from the internal combustion engine, and Toyota intends to get at least a few decades out of its lead in gasoline-only hybrid vehicles. Somehow battery plug-in cars within thousands of dollars of cost competitiveness "enter the world of Star Trek" according to Bill Reinert, who nonetheless trumpets hydrogen fuel cell cars only a few hundred thousand each from any semblance of marketability.

Irv Miller of Toyota says of plug-ins "this dog won't hunt." Yet he cites the example of his own wife as one for whom it could work.

See the NY Times Wheels blog for more.

Plug-in cars: Moving Forward

I write a column for the Electric Auto Association newsletter, Current EVents. Here's my June column.

The trajectory remains clear, and the pace has quickened. Plug-in cars are inevitable. Nissan appears intent on opening up a market for mid-price range electric cars within two years. Mitsubishi has begun to manufacture the iMiev in the thousands for the Japanese market. GM may be in bankruptcy but remains unwavering in its commitment to have the Volt in some showrooms by November 2010. The other carmakers domestic and foreign have less firm but well press-released plans for plug-ins. The open question is what forces will drive the process and therefore at what pace. Veteran automakers, oil companies, and federal and state governments have been both the prime movers and obstacles to plug-in cars in the past and they remain so today. GM waxed hot and cold on the EV1. California’s ZEV mandate put EVs into consumers’ hands, only to be eviscerated by automaker and oil lobbying, federal intervention, and CARB’s capitulation to well-funded hydrogen hype.

However, the power relationships have shifted somewhat. In the past industry ultimately called the shots. Today the federal government holds the cards. The taxpayer is financing the American automakers’ survival and their future. Will we get our money’s worth?

President Obama has stated a commitment to 1 million plug-in cars by 2015. Policies and incentives are in place that could get us there. The federal consumer tax credit awaits major automaker cars that can claim them. It’s far from a slam dunk. Automakers and major environmental organizations stood behind the President as he unveiled a new national regime of higher CAFE and greenhouse gas emission standards. The plan calls for 39 mpg for cars and 30 mpg for light trucks and SUVs by 2016; no automaker lawsuits; and California subscribes to the national program through 2016. Rulemaking will determine the extent to which this new regime will promote plug-in cars beyond the initial tens of thousands that seem slated to appear from the majors beginning with MY 2011. I suspect without some explicit direction from the top, prodded from those of us below, the automakers will do everything to achieve the requirements with conventional vehicles, eschewing the greater near term cost and long-term benefit of transitioning toward plug-in electric drive components and batteries. Toyota, the automaker arguably best positioned and most experienced in the ways of electric drive, has scarcely hidden its intention to go slow on plug-ins while touting small incremental mileage gains on the gasoline-only Prius and the green glitz of an optional solar roof.

Energy Secretary Chu’s decision to defund hydrogen fuel cell vehicle programs was an unexpected and welcome decision. It hasn’t led to an immediate abandonment by the automakers of this long over-subsidized initiative, but it will help put a stopper in the drain on resources accelerated under President Bush. As high officials of CalEPA and CARB got wind of Chu’s analysis of H2 and FCVs, they reportedly went to DC and lobbied furiously if unsuccessfully to pull him back. California hasn’t blinked in its commitment to Schwarznegger’s pet project, the hydrogen highway. “Energy” companies are poised to receive the lion’s share of $50 million dollars to install a few more H2 filling stations. Despite this ongoing investment and years of institutional neglect of plug-in technology, more than ten times the number of electric cars are driving around than FCVs and more than twenty times the number of EV charging stations exist in California.

The National Hydrogen Association (members include Chevron, GM, Shell, Toyota, Honda, CARB and UC Davis), the California Hydrogen Business Council, and the US Fuel Cell Council are not happy with Chu’s cuts. But their dreams haven’t yet been sunk. In addition to the California funds there is federal stimulus money, $41 million by mid-April, being doled out to their projects, many of zero environmental benefit. Such as the $1.1 million Anheuser-Bush will receive and $1.3 million FedEx will get to replace grid-connected zero emission battery forklifts with fuel cell forklifts. The total for fuel cell forklifts this round is $10.8 million, resulting in a net emissions and petroleum increase as grid electricity is replaced with non-renewable hydrogen hauled in diesel trucks.

On the federal level the signs are that biofuels will get great and sympathetic attention. Secretary Chu is a big advocate, having brought in hundreds of millions of oil company dollars for biofuel research to the universities with which he has been affiliated. Under Obama’s plan flex-fuel vehicles will continue to garner enhanced credits despite decreased mileage and fuel unavailability. The politics of ethanol and the dream that our greenhouse gas, particulate and petroleum problems can me mitigated away incrementally with fundamentally unchanged vehicles makes the push for electric drive more difficult.

The push for hydrogen fuel cell and ethanol vehicles is essentially driven by the corporations with an interest. It is consumers who are driving the demand for plug-in cars. Although the future of plug-in cars looks brighter than ever, our work is cut out for us. No plug, no deal!

Volvo PHEV in 2012

The web is filled with news of Volvo's partnership with Swedish energy company Vattenfall to bring a plug-in hybrid to market in 2012. Big news: it's a diesel plug-in hybrid.

Left Lane
Jalopnik
Wall St Journal (subscription required.)

Snarky CNBC report on "obsessed" Mini E driver

The first consumer with a Mini E lease, Peter Trepp, was interviewed on CNBC. The vroom- obsessed anchor concludes with an erroneous and unprofessional "gotcha" about coal. The report exudes such bias, you may want to let CNBC know how you feel here.

Still pimping for hydrogen

Secretary Chu may have acted on the science, but the Terminator hasn't gotten the termination memo.

Reporter: Are you satisfied with the number of hydrogen stations and vehicles we have today?

Schwarzenegger: I wouldn't be here if I was. I'm hungry! I want more cars, more stations, and not just in California. I think Washington has to get with it. . . We will find the partners and we will build the stations. We always march forwards.

Electric car agitation in Norway

In Norway, the effort to find a means to get financing so Th!nk can fulfill existing orders for thousands of vehicles took to the streets on Tuesday. A 50-electric car parade took the issue right to the Trade and Industry Department in downtown Oslo. A concrete proposal for a Guarantee Institute for Electric Vehicles was presented to the government.

ElectricAid, Norstart and Bellona, along with politicians from the left and the right and the Green Party, Greenpeace and the Norwegian Environmental Union demonstrated support for a loan guarantee program. An answer should be forthcoming shortly.

They broke it, we own it

Looks like GM's imminent bankruptcy will result in the US government holding a 70% stake.

NY Times

First Electric Mini Delivered!

Peter Trepp in Southern California is the first consumer to take delivery of their electric Mini. The USA Today story begins:

"Peter Trepp just can't keep his foot off the accelerator of his new Mini E."

Peter blogs about his electric Mini at www.petersminie.blogspot.com/.

Toyota spokesman on PHEVs at EVS

You can smell the PHEV procrastination. Asked by the reporter when the plug-in Prius on display will be available in Norway, he replies:

"This is the first demonstration program. We have a small number of vehicles in Paris, France and in the UK and we're involved in gathering some data to understand how consumers actually use these vehicles...We will start much bigger scale demonstration... 100 vehicles in Strassbourg, and it's intended a 3 year trial to understand how consumers react, how they use the vehicle, to gather information and this will enable us to decide the best way to configure the vehicle and then we can make decisions about marketing. No decision about introduction of plug-in hybrid vehicle. The whole reason is we have to do the trial to better understand consumer requirements..."

[Source: Electricaid/Norstart]

Chu speaks on hydrogen and fuel cells

Sounding a lot like Joe Romm in Who Killed the Electric Car.

TR: The hydrogen fuel-cell program has been scaled back in the proposed budget, and the emphasis has been changed from transportation to buildings.

SC: That's right.

TR: It used to be thought, five to eight years ago, that hydrogen was the great answer for the future of transportation. The mood has shifted. What have we learned from this?

SC: I think, well, among some people it hasn't really shifted [laughs]. I think there was great enthusiasm in some quarters, but I always was somewhat skeptical of it because, right now, the way we get hydrogen primarily is from reforming [natural] gas. That's not an ideal source of hydrogen. You're giving away some of the energy content of natural gas, which is a very valuable fuel. So that's one problem. The other problem is, if it's for transportation, we don't have a good storage mechanism yet. Compressed hydrogen is the best mechanism [but it requires] a large volume. We haven't figured out how to store it with high density. What else? The fuel cells aren't there yet, and the distribution infrastructure isn't there yet. So you have four things that have to happen all at once. And so it always looked like it was going to be [a technology for] the distant future. In order to get significant deployment, you need four significant technological breakthroughs. That makes it unlikely.

From an interview with Kevin Bullis of Technology Review, here.

Tom Hanks on his electric car

Tom Hanks' letter to the editor of the New Yorker about his electric car, a Toyota RAV4 EV.

RE: THE ROAD AHEAD
A letter in response to Peter J. Boyer’s article (April 27, 2009)

MAY 18, 2009
Peter J. Boyer, in his otherwise spot-on piece about the car industry, assumes that I once leased G.M.’s sadly fated EV1 electric car and, like other drivers of that twin-seat rocket of a vehicle, watched the emission-free car be wrested from my garage, towed away, and busted up into pieces of metal, glass, and rubber smaller than razor blades (“The Road Ahead,” April 27th). Luckily, I did not. The source of Boyer’s slight inaccuracy may have been the documentary film “Who Killed the Electric Car?,” which used a clip of a visit I made to the “Late Show with David Letterman,” during which I claimed to be saving America one electric car at a time. However, by the time I began shopping for an all-electric car, in 2003, the EV1 had already been yanked from showrooms as if the car had never existed. Instead, I found what was purported to be the very last electric car available for sale in the state of California—a Toyota EV. It had four doors, a rear hatch, room for my family, including a dog in the back, power windows, A/C, a great sound system, and the fastest, most effective windshield defroster known to mankind. When the car companies collectively, and, to some, diabolically, decided to take these cars back, the electric vehicles disappeared. But not mine. I have the pink slip. I own that car, and it is still driven every day, albeit by one of my crack staff of employees. My electric car recently crossed fifty thousand miles on the odometer with its original battery but without so much as a splash of gasoline.

Tom Hanks
Los Angeles, Calif.

Source: The New Yorker

Minneapolis gets EV Ready

Minneapolis will be getting 18 electric cars from Ford, and stimulus funding will be used to install charging points, as reported in the Twin Cities downtownjournal.com

Electric Minis only weeks away from delivery

Four hundred fifty electric Minis will hit the road in the next few weeks in California, New York and New Jersey. The leasees, who will have the car for one year, are chomping at the bit. Bill Nye the science guy will put aside his gas-guzzling Prius for twelve months. Ex-EV1 drivers will be among those taking advantage of their first opportunity to get back in an electric car. Ken Bensinger reports on a gathering in LA.

Chu kills fed fuel cell funding

The New York Times reports:

Cars powered by hydrogen fuel cells, once hailed by President George W. Bush as a pollution-free solution for reducing the nation’s dependence on foreign oil, will not be practical over the next 10 to 20 years, the energy secretary said Thursday, and the government will cut off funds for the vehicles’ development.

It's about time. Gotta wonder what they're thinking about their pet project now in Sacramento. California does seems determined to be the last supporter of hydrogen and fuel cells left standing. There's still time to reallocate AB118 money being flushed away on a few hydrogen stations. CEC, CARB, anyone listening?

Source: NY Times

Report shows bioelectricity yields more miles per acre than ethanol

It has been suggested before that it just might be more efficient to turn crops into electricity than biofuel, and here's a study that proves that to be the case.

According to the study co-sponsored by the Carnegie Institution for Science, "Bioelectricity was the clear winner in the transportation-miles-per-acre comparison, regardless of whether the energy was produced from corn or from switchgrass, a cellulose-based energy crop. "

"The internal combustion engine just isn't very efficient, especially when compared to electric vehicles,” says Elliott Campbell, lead author and professor at UC Merced. “Even the best ethanol-producing technologies with hybrid vehicles aren't enough to overcome this."

“Some approaches to bioenergy can make climate change worse, but other limited approaches can help fight climate change,” says Campbell. “For these beneficial approaches, we could do more to fight climate change by making electricity than making ethanol.”

And it's all here in this cool graphic. Click it to see it larger.











[Source: Carnegie Institution for Science]

Oil makes us impotent

“I had a surprising call this week,” the author Richard North Patterson told the audience that had gathered last weekend as part of the PEN World Voices Festival of International Literature. It was former President Bill Clinton. Mr. Patterson’s new novel, “Eclipse,” is based on the case of the Nigerian writer and activist Ken Saro-Wiwa, and Mr. Clinton spoke of a phone call he had made 14 years ago to Gen. Sani Abacha of Nigeria, asking him to spare Mr. Saro-Wiwa from the hangman.

Mr. Clinton said General Abacha “was very polite,” but “he was cold,” Mr. Patterson related. “Clinton took away from that, among other things, that oil and the need for oil on behalf of the West and other places made Abacha, in his mind, impervious.”

The event’s moderator, the Nigerian novelist Okey Ndibe, added an unexpected epilogue. A friend in the Abacha cabinet said the general later boasted: “All these pro-democracy activists run to America and expect America to save them. But the U.S. president himself is calling me ‘sir.’ He is scared of me.”

Source: New York Times