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Author Topic: Electric Vehicles  (Read 11068 times)

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AGelbert

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Re: Electric Vehicles
« Reply #555 on: June 20, 2019, 12:11:49 pm »
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June 19th, 2019 by Nicolas Zart


Associated article:


Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Off Road electric ⚡ Skateboard
« Reply #556 on: June 20, 2019, 05:56:24 pm »
Check Out this COOL Off Road Electric ⚡ Skateboard

Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Re: Electric Vehicles
« Reply #557 on: June 23, 2019, 03:58:34 pm »
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The author’s EV and one of his PV systems

Electric Vehicles, Renewables, & The Changing World Dynamic

June 22nd, 2019 by Robert Dee

Electric Vehicles — Thinking People’s Cars

What’s the ROI (return on investment) for filling a gas car? None, zero! You pay from the moment you sign on the dotted line — engine repairs, routine maintenance, gas, gas, and gas. Did I mention gas? Automakers love you, auto dealers love you, repair shops love you, and the fossil fuel industry loves you. Why not? You’re constantly at their doors with your wallet open.

Many studies showing the cost of owning an electric vehicle (EV) as opposed to a fossil fuel vehicle (FFV) are distorted and biased toward FFVs, as we’ve simply been programmed to think from a FFV perspective. This is by design, just like the skillful manipulation that has people pulling up to the pump without thinking about what’s going on and how devastating it is to them and the environment. The technological advantages and power of EVs when combined with renewables should not be underestimated or overlooked when we compare different propulsion systems.

You can never drive a gas car for the cost of driving an EV. You will always be tethered to the pump, but you will always have the option of paying very little to nothing for the energy to drive an EV. An unfair comparison? When we list the benefits of driving both cars, automakers are quick to point out how fast a gas car can be refilled, so if that’s a benefit of gas cars then surely being able to charge an EV from your own power is a benefit of electric cars. Combining EVs and renewables forms a bond that gas cars can not compete with and as technology improves, as it has done and will keep on doing, this will only get better. As charging rates continue to go up, the line between filling a gas car and charging an EV will vanish, and we are already starting to seeing this.

The Hidden Costs of Owning Fossil Fuel Vehicles

I’ve written at length about the crippling pollution and cost of the ICE (internal combustion engine):

Full article:

https://cleantechnica.com/2019/06/22/electric-vehicles-renewables-the-changing-world-dynamic/
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AGelbert

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How Should Electric Car Drivers Pay For Using Roads?

June 24th, 2019 by Steve Hanley

America’s transportation infrastructure of roads, bridges, and tunnels costs a lot of money to build and maintain. For decades, motorists have paid state and federal taxes on gasoline and diesel fuel and that revenue was supposed to be set aside to pay for building roads and keeping them in good repair.

That’s the theory, anyway. In reality, politicians hate leaving large pools of money lying around unspent and so those funds are often tapped for other purposes. Also, since raising taxes is dangerous for any politician who wants to get reelected, Congress and state legislatures have been reluctant to raise the tax on fuels to keep up with inflation.

Taxes on fuels seem like an appropriate way to pay for roads. Those who drive more miles or drive heavier vehicles burn more fuel and so pay more to use the roads. That makes perfect sense. But fuel taxes actually cover less than half of the total cost.

Which leads into a discussion of how much electric car drivers should pay to support America’s transportation infrastructure. If states impose an annual flat fee, that is unfair to those who drive few miles. Even if it were possible to levy a tax on the electricity they use to recharge their batteries, why should EV drivers pay 100% of the cost of roads when drivers of conventional cars pay less than half that cost?

‘Tis a conundrum. A significant backlash against electric car drivers is evident in many parts of the country as legislatures pick arbitrary numbers out of the air to impose as annual surcharges on EVs. Illinois recently considered a flat $1,000 per year fee for every electric car, a proposal that was clearly punitive.

Utah has quietly begun addressing this issue in a novel way. Its Department of Transportation is asking EV drivers to participate in a voluntary program. Starting in January, instead of paying an annual registration fee they will report their actual mileage and pay 1.5 cents to the state for every mile driven, not to exceed the annual registration fee that those who don’t participate in the program pay.

It’s all about gathering data. Even though only 2% of the cars registered in Utah today are electric, “We know that the gas tax will be eroded over time and we’re just trying to be ahead of the game,” says Teri Newell, UDOT deputy director, according to the Deseret News.

Newell says the program is an attempt to charge people for how much they use the roads. “That’s really the fairest way to do it. The gas tax used to be a good way to replicate that, but now we need to start thinking about moving on to something different. It’s anybody’s guess at what point they fully are into the market and it becomes a bigger issue, so we just want to be ready.”

There is already talk of applying the program to all vehicles, which makes perfect sense assuming people actually report their mileage accurately. If the reporting is done digitally, that raises privacy issues.

If one spouse suspects the other of cheating, will those mileage records be subject to subpoena during the divorce to prove Person A was actually at the No Tell Motel instead of bowling on a certain night? Will police use the data to track criminals? Will Mark Zuckerberg sell the data to Russian hackers?

Then there is the issue of how to assess different classes of vehicles. Should someone driving a Hyundai Accent be expected to pay the same as the driver of a Ford Expedition? And what of the existing state fuel taxes? Will they remain for out of state drivers who use Utah roads?

The program is being partially funded by a $1.25 million federal grant to study how it works over the next five years. “It’s kind of an unknown for a lot of people right now and so we want to venture into it slowly and make sure we understand all the issues with it before we move into something like [applying it to all vehicles],” Newell says.

Everybody wants someone else to pay for our roads. Charging motorists a fee for every mile driven is one way to spread the pain equitably as the existing gas tax model will break down completely as more electric cars take to the streets. How long will it be before every new car automatically reports on where we go and when and how fast to the government? Maybe connected cars won’t be quite the nirvana we were hoping for.

https://cleantechnica.com/2019/06/24/how-should-electric-car-drivers-pay-for-using-roads/

Agelbert COMMENT: A TAX on FUEL has always been the wrong approach to road maintenance.

What's the right approach?

That's easy, IF the State governments use the cost of maintaining roads as the basis for how much a vehicle must pay (I won't hold my breath waiting for those 🦕🦖 hydrocarbon hellspawn babying 😈 Bureaucrats to do that.).

While it is true that winter frost heaves, summer high heat on asphalt, flood erosion, etc. gradually damage roads, making it logical to bill everybody, (more or less equally 😉) for using them, over 90% (at least - if you don't believe me, check out why bike paths in Vermont rarely need resurfacing!) of the damage to roads is from TRUCKS.

Most people are not aware of it, but trucks are the main cause of required highway maintenace, even with all those wheels some of them have to distribute the road killing loads they carry routinely.

All you have to do is tax each and every thing out there that has wheels, and uses roads, (you Farm Equipment folks lucked out!) by WEIGHT PER WHEEL, PERIOD.

In a sane world, the weight per wheel of any vehicle is what would be the criteria for determining how much wear and tear a vehicle visits on a highway. Anything below a certain threshold weight should not be taxed (i.e. lightweight EVs, riding lawn mowers, cargo bikes, skate boards, wheelchairs 😀, etc.).

The nit pickers might weigh in and claim that tires can be narrow and thin or huge and wide, so the proper criteria should be the pressure per square (insert area measuring unit here) exerted on the road surface.

Yeah, that would be fine. Let's do it.

 Right, they won't do it because THEN the people doing the lion's share of damage (i.e. mostly gas guzzler heavy vehicles) would have to actually pay for ruining the roads.

AND, most EVs would not have to pay a nickel! 😀

Trump and his Republican Fascist Friends (see below) would not like that.
Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Re: Electric Vehicles
« Reply #559 on: June 25, 2019, 03:49:23 pm »
Agelbert NOTE: Don't miss the fascinating demonstration of counter-rotating propeller efficiency shown here. It turns out that, because electric motors are only one third as heavy as hydrocarbon fueled engines (with the same amount of power), putting two electric in-line motors with counter-rotating propellers in the fuselage, instead of two separate motors on the wings, makes aircraft far more efficient. So, in the future (if we have a future, of course), expect large, electric powered aircraft to NOT have any engine pods on the wings. ✨👍

⚡ Electroflight | Fully Charged
956,306 views


fullychargedshow

Published on Jul 7, 2016

This remarkable project is still in its early stages but is clearly something we'll be following on Fully Charged.
A fully electric 300+mph racing plane.
« Last Edit: June 25, 2019, 06:32:24 pm by AGelbert »
Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Re: Electric Vehicles
« Reply #560 on: June 26, 2019, 03:57:41 pm »
Electric ⚡ Vehicles in India



June 26, 2019


Did you know that India is home to 22 of the world’s top 30 polluted cities, and four in 10 children in India's capital city of New Dehli suffer from a respiratory illness?

Transportation is a major cause of air pollution, and RMI is helping India shift to a shared, clean, affordable, and connected transportation system. The program is designed to reduce India’s energy demand by 64% and CO2 emissions by 37% by 2030. We have partnered with the Indian government since 2017 to conduct workshops and public analysis on the country’s path toward new mobility—while also working with subnational actors and cities to test on-the-ground solutions. Most recently, RMI worked with NITI Aayog (the Indian government think tank) to analyze the recently released FAME II (Faster Adoption and Manufacturing of Electric Vehicles) policy and make recommendations to the government and industry for continued actions moving forward.

If FAME II and other measures are successful:


Learn more:

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AGelbert

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H55 ⚡ Electric Flight Trainer
« Reply #561 on: June 26, 2019, 11:09:06 pm »
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June 26th, 2019 by Nicolas Zart

H55 ⚡ Electric Flight Trainer © H55/ Anna Pizzolante (from H55 media kit)


Associated article:


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JUNE 27, 2019

Schwarzenegger is “kicking gas” and taking names in EV-advocacy short

Arnold Schwarzenegger plays a smarmy used-car salesman in a new short for the electric vehicle advocacy group Veloz.


Electric-vehicle marketing, ads, and advocacy can often be completely lacking in one thing: humor.

Sometimes a little bit of the farcical can go a long way to help point out the strengths of EVs—or in this case, how out of touch old-fashioned used-car dealers might be in not choosing to embrace the electric side.

Enter the Governator. Arnold Schwarzenegger, who always had a thing for Hummer—a brand that GM only last week suggested was back on the table for a potential (electric) comeback. The long-environmentally-conscious Schwarzenegger previously drove a hydrogen-fueled Hummer H2, which gave way to a fully electric Mercedes-Benz G-Class conversion done by Austria’s Kreisel Electric and, later, a Hummer H1 converted to electric.

Arnold Schwarzenegger introduces the Kreisel Hummer H1 electric conversion


In the video short (or PSA, you might call it), Schwarzenegger, in disguise as dealer Howard Kleiner, wearing a flower-print shirt and ponytail, encounters a series of what are said to be real used-car shoppers considering electric cars.

This is the debut of “Kicking Gas,” a video-short series from the non-profit organization Veloz, which aims to “accelerate the shift to electric cars through public-private collaboration, public engagement and policy education innovation.”

Schwarzenegger’s appearance includes some extra jabs about Hummer. At one point he is revving the V-8 of the vehicle—which is spewing smoke and does not seem to have a functional emissions system—and asks, “Can a battery-powered car do this?”

As governor, Schwarzenegger is known on the environmental front for enacting a series of environmental regulations aimed at reducing greenhouse-gas emissions. He reinstated Mary Nichols to the top post at the California Air Resources Board, which she currently holds but had also held starting in 1979, under Jerry Brown’s original governorship.

Tell us what you think. Is this just a viral video with the Governator? Or will the laughs—and having Arnold in it—help put electric vehicles on the map?

https://www.greencarreports.com/news/1123818_schwarzenegger-is-kicking-gas-and-taking-names-in-ev-advocacy-short
Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Electrify America Is Ready for Primetime
« Reply #564 on: June 30, 2019, 12:04:29 pm »
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June 29th, 2019 by Jennifer Sensiba 

Photo by Jennifer Sensiba

Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Re: Electric Vehicles
« Reply #565 on: July 02, 2019, 05:34:39 pm »
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Do Tesla [TSLA] 🦕Analysts Consistently Manipulate TSLA Downward?

July 2nd, 2019 by Zachary Shahan

There’s an interesting thing that happens every quarter. Once solid estimates for Tesla’s quarterly production and delivery numbers are in, short sellers and critics jump to the next quarter and typically claim that delivery will fall off tremendously because pent-up consumer demand has been exhausted and sustainable new demand is going to be much more limited.

This is actually not a new phenomenon. It was going on back when the Model S was the only Tesla on the market, and also back when the Model S and Model X were the only Tesla vehicles for sale. It’s now the case for the Model 3, with such critics (some of them the same ones from the early Model S days) continually arguing that the Model 3’s sales are going to be very, very bad next quarter … until they end up being good and those critics have to shift and jump to the following quarter.

But that’s just part 1 of this story, which I’d say has 3 parts.

Analysts who subscribe to this simple, renewable methodology (some of whom have been doing so for years) will of course forecast big drops in the Tesla [TSLA] stock price while running this narrative. (Full disclosure: I’m long TSLA.) They will highlight lack of demand in the coming quarter, or “weakening demand,” until they are proven wrong. A little while after they are proven wrong, they skip that quarter’s old and incorrect narrative and tell the same story about following quarters. However, this seems to be an important part of the story that gets less attention: instead of adjusting their 6-month forecast for the price of a TSLA share (which would be logical if demand ended up being much higher than you previously thought), many of these analysts just shift the goal posts forward in time. In other words, they simply assume their “doom & gloom” story about Tesla demand was not wrong, just slightly premature. (The point when it gets hard to believe this is their honest, genuine forecast is when they’ve been running on this cycle for several quarters or years.)

The third part of this game is the part that I find particularly irritating. Despite all the talk of lack of demand, or dwindling demand, analysts end up having sales forecasts at the end of the quarter that defy those previous arguments. For months, the talk of the town regarding Tesla was that demand was dropping. Now, Q2 delivery numbers are expected to be around Tesla’s all-time high (Q4 2018), ~90,000. If all the people saying Tesla demand had dropped off had stuck with that argument, their estimates should have settled around 70,000 or so for Q2! Instead, the Factset average is approximately 91,000. Have they also significantly increased their price targets for TSLA over that time? Haha — stupid question. 😀

There’s an important point why that last part matters so much. Market reactions to a stock often depend on how much the final results different from “market expectations.” If the market said this week it expects ~70,000 deliveries in Q2 and Tesla reports ~90,000 deliveries, the stock price would spike. Instead, they’re saying that they expect far more deliveries than they expected 1–6 months ago, but they’ve slowly shifted to this view and not many have adjusted their stock price forecast accordingly. If they weren’t allowed to change their analyses from 6 months ago, or 3 months ago, they should be expecting far fewer deliveries than we’ll surely see recorded. Nonetheless, the Tesla stock price is lower than it was 6 months ago! My guess is that it will drop again after Q2 delivery figures come out because those figures probably won’t beat expectations, expectations that were previously absurdly low but are now conveniently high. Does that make sense?


A Tesla Motors Club forum member, Madodel, had a good summary of the past few years of “insight” from many Tesla analysts: “Well they said 3+ years ago that Tesla couldn’t build the Model X. Then they said that Tesla couldn’t sell the Model X. Yet TSLA continued to produce and sell the unbuildable/unsellable. Now if Tesla misses the self imposed goal by one car then all the ‘superior’ stock analysts will declare doom for Tesla. Bankwuptsy imminent and TSLA SP down to $0. I wish someone sold bets on all of them rotting in hell. I think that is a safe bet.” Excellent summary. The only thing is that it misses some of these people also saying Tesla couldn’t build or sell the Model S and then saying it couldn’t build or sell the Model 3.

I wrote this piece up before seeing the video below, but I just watched it and it is, logically, on the same topic. Since the video also highlights an article of mine, I’m obligated to share it. 😉 One extra note Ale makes in the video that I think is important is that despite consistently negative and pessimistic CNBC reporting about Tesla demand and sales (based on “Wall Street expectations”), Tesla had year-over-year delivery growth of 85% in Q2 2018, 219% in Q3 2018, 203% in Q4 2018, 110% in Q1 2019, and according to the Wall Street estimates they reference would have 131% year-over-year growth in Q2 2019. Just referencing 2019, “not such a good first half for Tesla” was the CNBC host’s key takeaway. Seriously.


There’s more “good” stuff in there (like CNBC seemingly inflating Wall Street’s Tesla delivery forecast quite significantly). I recommend watching it.

https://cleantechnica.com/2019/07/02/do-tsla-analysts-consistently-manipulate-tsla-downward/

Agelbert COMMENT: Do Tesla [TSLA] 🦕Analysts Consistently Manipulate TSLA Downward?

Below please find, a similar question with the same answer:

Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Is Peter Diamandis, the Serial Entrepreneur and Futurist, Right That the Era of Internal Combustion Engines is Ending?
lenrosen4 Jul 7th, 2019

July 7, 2019 – In a recent email blast, Peter Diamandis predicted that internal combustion engine automobiles reached peak production in 2018 and will begin to decline going forward. He is convinced that going forward it will be all about electric vehicles (EVs) and autonomous ride-sharing. To support his contention Diamandis cites a forecasted oil demand peak coming as early as 2021 based on Bloomberg New Energy Finance predictions. How Diamandis sees the switch to EVs happening is an interesting discussion which I have edited to share with readers here.

Currently, EVs displace the need for 350,000 barrels of oil each day. But over the long term, EVs are projected to disrupt demand by as much as 58,000,000 barrels per day — a figure that will steadily rise as EV costs plummet. EVs are set to win by sheer economic advantage, becoming the foundation for autonomous ride-sharing fleets in the future. As this happens, it will become uneconomical and societally unacceptable to continue to drive a gas-guzzling car.

The ⚡ EV Competitive Advantage

This year, EVs are expected to surpass a 2.73% market share in the United States. They have already reached 5.4% in China. While this might seem small, growth is accelerating at an unprecedented rate, as the American EV market share projects to double every two years until 2025 and beyond. As explained by energy expert, science fiction writer, and engineer Ramez Naam,Their growth rate is phenomenal. It took 20 years to sell the first million electric cars. It took 18 months to sell the next million. It took 4 months to sell the fifth million. That is the pace of this change. This is growing twice as fast as solar.” 👍 Stumping forecasters again, the surge is being driven by pure economics. While personal vehicles currently cost $0.80 US per mile, autonomous electric vehicles are expected to undercut this to only $0.35 per mile.

And even though EVs have been more expensive than gas and diesel-powered cars, EVs are turning out to be far cheaper to operate and maintain. The yearly cost to operate an EV today in the U.S. stands at about $485, less than half the $1,117 cost to operate a gas-powered vehicle. As battery prices continue to plummet, the upfront costs of EVs will decline until purchasing one will be a foregone conclusion.

The Growing Worldwide ⚡ EV Race

Investment in EVs is booming today with auto manufacturers worldwide locked in an EV race.

Volkswagen is set to spend $50 billion on EVs in the next five years. Nissan is charging ahead with a vision to integrate its EVs into a broader consumer ecosystem through the company’s Intelligent Mobility strategy. And GM has pledged to go all-electric in the near future as it strives to release 20 new electric models in the next 4 years.

Beyond the car, ⚡ EVs are disrupting large-scale shipping operations.

N-GEN electric Workhorse Group van

Last year, UPS ordered 950 N-GEN electric Workhorse Group vans, which can travel up to 100 miles on a single charge. At a cost of just $6 per 100 miles traveled, this ⚡ trucking alternative promises astounding economic savings. While UPS currently operates 300 electric and 700 hybrid-electric vehicles, it aims to have 25% of its vehicles operating on alternative fuel by 2020. The company’s recent pre-order of 125 Tesla electric semi-trucks demonstrates yet another step towards this ambitious goal. The ⚡ Tesla Semi today is expected to be 20% cheaper on a per mile basis to operate than 🦕 fossil fuel-powered trucks and points to the extraordinary scale of the EV takeover, from compact cars to large-scale transit.

Electric ⚡ Autonomy

Over the coming decade, market and environmental forces will lead to consumer adoption of EVs. And likely, the adoption of EVs will heavily feature autonomous fleets. And while personal EV adoption will continue to proliferate, the aggregate mileage of EVs will rise exponentially faster as autonomous electric ride-sharing fleets become commonplace.

McKinsey & Company, the global management consulting firm, predicts that one in ten cars sold could be a shared vehicle by 2030. Numerous leading car-share operators already employ EVs, such as Daimler’s Car2Go and BMW’s DriveNow programs. Meanwhile, most autonomous vehicle developers have included EV models in various of their testing phases.

A University of Texas study looked at autonomous taxis and determined at a cost of $0.75 per mile, over 39% of miles would be covered by these vehicles. And at half that price, $0.375 per mile, autonomous taxis would see coverage grow to 75% of total miles. Explains Ramez Naam, “the way that most people will first encounter an electric vehicle [won’t be a result of] buying one for themselves. These vehicles are [going to be] rapidly deployed mostly as electric taxis.”

Apple recently hired Tesla’s VP of Engineering, Michael Schwekutsch, indicating Apple’s intentions to wholly integrate EVs into its plans to develop autonomous vehicle technology. Just last year, Apple cars drove in autonomous mode for 80,000 miles, while drivers took back control of the vehicle for 1.1 miles driven on average. Increasingly competitive, driver intervention rates now stand nearly neck and neck with Mercedes-Benz’s human intervention rate of 1.5 miles, and Toyota’s somewhat higher reported average of 2.5 miles.

Another competitor, GM, covered 450,000 miles in the U.S. last year with its cutting-edge fleet of third-generation all-electric Chevrolet Bolt vehicles. The company currently operates Cruise Anywhere, an employee-only ride-hailing service in San Francisco, and has even partnered with DoorDash to leverage its vehicles for food delivery in the future.

One of the more salient figures in today’s EV surge, Tesla’s Elon Musk recently announced the company’s aspiration to release a fully autonomous robo-taxi fleet next year.

And one of the earliest players, Alphabet subsidiary Waymo, has risen far above any competitors in terms of miles driven and low human intervention rates. With 600 Waymo vehicles on the road, the company has driven over 16 million kilometers (10 million miles) in the U.S., not to mention an additional 12.8 million simulated kilometers (8 million miles) driven each day. Waymo vehicles at current rates require manual intervention only once every 17,700 kilometers (11,000 miles), vastly superior to the competition.

In December 2018, the company launched its Waymo One service, transporting more than 1,000 pre-vetted riders in the Phoenix area. Earlier this year, Waymo announced a strategic partnership with Jaguar Land Rover to release the I-Pace, a fully electric autonomous SUV. The plan is to release 20,000 vehicles by 2020.

Final Thoughts

As electric vehicles improve in performance and witness a drop in overall operating costs, forward-thinking individuals, companies, and investors are rapidly transitioning to all-electric transport. With the help of increased battery technology efficiency, tomorrow’s EVs will see a unit price drop that will make these vehicles more affordable while providing huge environmental benefits.

As 5G and next-generation cellular networks make autonomous vehicles a reality, it will lead to a growth in driverless EV fleets, with partnerships between EV manufacturers, autonomous driving companies, and ride-sharing services becoming increasingly vital.

The disruption to our existing car world will be significant as plummeting prices, and increasing convenience will tip in favor of EVs and cars-as-a-service. Private ownership of internal combustion engine cars will become a thing of the past.

Editor’s Note
The lack of mention of hydrogen as a fuel, and hydrogen-fuel-cell technology and their use to power vehicles seems to be an oversight on the part of Diamandis. Particularly in rural areas, where a minimal charging infrastructure and long-distance commutes will require alternatives to EVs, there will remain a need for hydrogen zero-emission technology or even a few diesel and gasoline-powered vehicles.


Peter Diamandis sees autonomous EV fleets rapidly ending the age of internal combustion engine technology. For the vast majority of humans living in cities, this scenario seems increasingly likely.


https://www.21stcentech.com/peter-diamandis-era-internal-combustion-engines-ending/
Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

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The Tesla ⚡ Model 3 Is Hugely Popular: Let's Look At The Numbers
JUL 22, 2019 at 9:14AM

By: Steven Loveday

SNIPPET:

It seems just about everyone wants to get their hands on a Tesla Model 3. Simply saying that the Tesla Model 3 is more popular than all other EVs wouldn't really make for an article. Plus, most of the world is already well aware of this fact. This is especially true for people who follow the segment. Whether or not you're a Tesla fan doesn't change the reality that its cars — and more specifically, the Model 3 — have gained an incredible amount of interest and popularity across the globe.

Full article:

https://insideevs.com/news/361125/tesla-model-3-most-desirable-ev-globally/
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AGelbert

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Re: Electric Vehicles
« Reply #568 on: July 30, 2019, 06:26:43 pm »


By Bengt Halvorson   JULY 30, 2019  9 COMMENTS

Electric ⚡ Ford F-150





Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

AGelbert

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Re: Electric Vehicles
« Reply #569 on: July 31, 2019, 07:05:21 pm »
Agelbert NOTE: Nice demonstration, but I say they should market that ⚡ ELECTRIC F-!5O NOW!

Watch as Linda Zhang, chief engineer of the Ford F-150, shows the capability of a prototype all-electric F-150 by towing 10 double-decker rail cars and 42 2019-model year F-150s, weighing more than 1 million pounds.1


1 The F-150 prototype is towing far beyond a production truck’s capacity in a one-time short event demonstration. Never tow beyond a vehicle’s towing capacities. Always consult the Owner’s Manual.
Hope deferred maketh the heart sick: but when the desire cometh, it is a tree of life. Pr. 13:12

 

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