EV Digest 2550
Topics covered in this issue include:
1) Re: OT Low value resistors (was Fair Radio Charger ammeter replacement?)
by Lee Hart <[EMAIL PROTECTED]>
2) Re: With Friends Like These. . .
by "Prasad" <[EMAIL PROTECTED]>
3) OT: Mobile solar power
by "Shelton, John D. AW2" <[EMAIL PROTECTED]>
4) Re: OT Low value resistors (was Fair Radio Charger ammeter replacement?)
by Lee Hart <[EMAIL PROTECTED]>
5) Re: ZAP L.U.V. cost
by "John G. Lussmyer" <[EMAIL PROTECTED]>
6) Tradin Post Trucks
by "Shelton, John D. AW2" <[EMAIL PROTECTED]>
7) Re: EVs and power plants
by William Korthof <[EMAIL PROTECTED]>
8) Re: Tradin Post Trucks
by "BORTEL" <[EMAIL PROTECTED]>
9) RE: With Friends Like These. . .
by "Steve" <[EMAIL PROTECTED]>
10) Re: Truck (im)possibility
by Peter VanDerWal <[EMAIL PROTECTED]>
11) Re: Truck (im)possibility
by Peter VanDerWal <[EMAIL PROTECTED]>
12) Re: AC Drives (Sparrow?)
by Peter VanDerWal <[EMAIL PROTECTED]>
13) Re: AC Drives (Sparrow?)
by Peter VanDerWal <[EMAIL PROTECTED]>
14) Re: Tradin Post Trucks
by Peter VanDerWal <[EMAIL PROTECTED]>
15) ZAP cars.
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
16) EVLN(Car Wars: 100 EVs & hybrids on SF streets ask Got Air?)-long
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
17) SF EV Parking locations list - EV's in SF to get Solar juice
"S.F. to Cap Convention Center with Solar Cells"
by Danny Ames <[EMAIL PROTECTED]>
18) Re: Preliminary BB600 Report
by "David Roden (Akron OH USA)" <[EMAIL PROTECTED]>
19) EVLN(GM can't do it without bilking taxpayers)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
--- Begin Message ---
Walker, Lesley R wrote:
> What is the point of a zero-ohm resistor?
It is the strange consequence of mass production.
Most boards are automatically stuffed, i.e. a robot puts all the parts
on the printed circuit board. The robot can only handle one size part at
a time. So it stuffs all the parts of one size, then it has to stop,
change its "hand" for a different size part, and then continue stuffing.
Every time there is a change in part size, the robot loses time changing
its "hand".
When there were lots of single-sided PC boards with lots of jumper
wires, the robots had a "hand" for cutting, bending, and inserting
jumper wires, and it was worth the time to use it. Nowdays, almost all
boards are double-sided (or more), and jumper wires are rare. So, the
jumper wire might be (almost) free, but the time needed for the robot to
change hands, insert the jumper, then change hands again is expensive.
So, some genius invented the zero ohm resistor. It is an ordinary
resistor, but made with copper instead of carbon or some resistive
material. It costs the same as a resistor. While this is more expensive
than a jumper wire, it saves enough time for the assembly robot to pay
for itself (as long as there aren't too many jumpers).
--
Lee A. Hart Ring the bells that still can ring
814 8th Ave. N. Forget your perfect offering
Sartell, MN 56377 USA There is a crack in everything
leeahart_at_earthlink.net That's how the light gets in - Leonard Cohen
--- End Message ---
--- Begin Message ---
I agree with David. The small number of EVs in the neighbourhood will not load the
power plant considerably.
I just got an idea.....Is there any power distribution company that can generate
enough power locally for an EV
community (neighbourhood) to charge, say 10 EVs. This power could be derived from PVs,
or other non-conventional sources
(given that the loads are not very high). People (who advocate buying PZEVs, but
crticize 'true-to-heart' ZEVs) can then
shut their mouth......
Prasad
http://members.fortunecity.com/aquariangenius
_____________________________________________________________________
----- Original Message -----
From: "David Roden (Akron OH USA)" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Wednesday, January 22, 2003 5:11 AM
Subject: RE: With Friends Like These. . .
On 21 Jan 2003 at 13:03, Steve wrote:
> Doesn't Idle Capacity just refer to the *capability* of a plant to generate
> power during otherwise idle times?
Now, understand I'm not a power engineer ... but this is how I understand it
(wish I could remember where I read this).
Because overnight loads are very low, power plants loaf along at reduced
efficiency. This seems to have something to do with trading off efficiency
against the amount of fuel required to shut down and bring up a generator (I
told you I'm not an engineer!). The upshot is that anything that consumes
power at night ONLY is improving the plant's efficiency. (And anything that
adds power to the grid during the day, such as intertied PVs, also improves
it.)
The further contention is that a limited number of EVs (I don't know what
that number is) charged overnight would have a negligible effect on the
actual amount of fuel used and emissions released.
I apologize: my memory's vague, and I can't find a reference. Anybody here
know more about this? Can anyone support or refute it with authority?
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David Roden - Akron, Ohio, USA
1991 Solectria Force 144vac
1991 Ford Escort Green/EV 128vdc
1970 GE Elec-trak E15 36vdc
1974 Avco New Idea rider 36vdc
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--- End Message ---
--- Begin Message ---
I know this is OT and not the proper forum but all this talk about
power generation and other events in my life (mostly having to do with
service in the middle east) has me desperate to power my future EV (the
truck I'll convert) and my present EVs (A Black and Decker M600 [I think]
and Grasshog weed eater. Hey, it's a start ;-) with clean solar power. The
problem I have is since I'm in the military I move around a lot so I need a
portable solar array that can be installed in a rental house and removed
with little or no damage/remodeling. I also want to be able to expand it as
I can afford more panels. Is there such an animal? I'm sure we have a few
photovoltaic gurus on the list. I would have to buy the inverter and one
panel to start off with and add a panel or two every year. Keep in mind that
I currently can't access the internet, just e-mail. Yeah, I'm out to sea
again.
Thanks guys,
John Shelton
--- End Message ---
--- Begin Message ---
Otmar wrote:
> What gives me a kick are [zero ohm resistors] that have tolerance
> ratings. For example: Look up the P0.0BACT-ND from www.Digikey.com.
> It is rated at 5% and 1/4W. 5% of what?
They have a nominal resistance; it is not literall zero. Digikey specs
0.004 ohms +/5% for the 1/8w size, or 0.003 ohms +/-5% for the 1/4w
size. Note that they also give a peak current rating of 25 amps. This is
obviously pulsed, not continuous; P = (25a^2) x 0.003ohms = 1.875w.
> And how do you figure power dissipation on 1/4W?
Besides their wattage rating, resistors have a max voltage and max
current rating. For very high resistances, the voltage rating trumps the
wattage rating. And for very low resistances, the current rating trumps
the wattage rating.
For example, a typical 1/4w carbon film resistor also has a max voltage
rating of 250v and a max current rating of 0.5 amps. A 1meg resistor
thus can only dissipate P = (250v^2)/1meg = 0.0625w, not 0.25w. And a
0.5 ohm resistor can only dissipate P = (0.5a^2) x 0.5 = 0.125w, not
0.25w.
If you want some *really* useless parts, how about:
- infinite-ohm resistors (use as open circuits)
- DED (dark emitting diode)
- pre-tested fuses
- unmarked precision resistors
--
Lee A. Hart Ring the bells that still can ring
814 8th Ave. N. Forget your perfect offering
Sartell, MN 56377 USA There is a crack in everything
leeahart_at_earthlink.net That's how the light gets in - Leonard Cohen
--- End Message ---
--- Begin Message ---
At 04:24 PM 1/21/2003 -0600, Sam Uzi wrote:
on this site (techTV's best product choices from the recent CES)
http://www.techtv.com/news/ces2003/story/0,24195,3413910,00.html
they list the ZAP Light Utility Vehicle (the freeway-capable,
not-yet-available, 240 miles @ 70mph vehicle) as having a cost of
$25,000... maybe they aren't getting that sweet deal on the batteries,
after all
I was just chatting with a friend about the ZAP. He'd been talking to a
salesman(?) about it. Supposedly was told that their are 15 batteries, and
each costs $350.
Wonder how much BS was flowing?
--
John G. Lussmyer mailto:[EMAIL PROTECTED]
Dragons soar and Tigers prowl while I dream.... http://www.CasaDelGato.com
--- End Message ---
--- Begin Message ---
I recall that there are a couple Ford Ranger EV gliders for sale on
the Trading Post though I haven't checked lately. They are pretty cheap so
I'm wondering why they have been there so long. Is it because they are in
Canada or is it because they would be difficult to adapt to a DC system
(seems the most likely type of conversion most people would do)? Are
vehicles difficult to import from Canada?
John Shelton
--- End Message ---
--- Begin Message ---
I'm not quite as familiar with the national statistics, but
I do know that here in California, land of contrived power
shortages, we have roughly 58 GW of electric power
generation capacity, about 45-54 GW of which is from
"dispatchable" power sources (varying with the hydro
and biomass availability). The non-dispatchable sources
(wind and solar) peak at ~3-4 GW, and are usually fairly
coincidental with peak loads.
Over the years, our typical peak demand on hot summer
days is around 38-42 GW, and as high as 45 GW back
in the bad old days. Normal daytime load is 25-35 GW.
The off-peak load late at night averages 19-22 GW.
If you believe the myth that power plant capacity in CA
is "maxed out"...I've got some beautiful ocean front land
to sell you in Arizona. But if you want to find out more,
just go figure it out for yourself www.energy.ca.gov and
www.caiso.com Wholesale power prices took a nose
dive and stayed down ever since the Enron debacle
was stopped. We have a good solid 10 GW of surplus
capacity most days of the year, and at least 20 GW
of surplus capacity during off-peak hours every day.
California has over 20 million passenger vehicles, and
33 million residents.
The off-peak generation capacity is about enough to
power 20 million full function electric cars in the state.
Just about as noteworthy is the fact that power plants
in California account for a trivial share, 1% or so, of
criteria air pollutants. The vehicle fleet, on the other
hand, puts out around two thirds of the air pollution.
Refineries put out around 5% of air pollutants.
Simply put, California power plants already have the
capacity to support an all-electric vehicle fleet. And
in the worst case, if CA power plant emissions rose
50% to meet the power needs of vehicle charging,
that impact would be trivial and completely dwarfed
by the pollution savings from eliminated tailpipe,
gas station, and refinery pollution.
There's another twist that makes this even more
academic... California regulations set regional caps
on the amount of pollution that can be produced
from all stationary sources. The power companies
therefore have to get progressively cleaner in order
to produce more output. Interestingly, the technology
side is not a problem at all; the effectiveness of
SCR catalysts for natural gas power plants (and all
the other wiz-bang stuff) keeps getting better and
better every year. The Federal EPA also used to
have similar pollution caps, but under the current
administration, I wouldn't count on any of the rules
being enforced.
/wk
Not saying this is how things are done, but there is enough excess
capacity at night that you could pick the cleanest plant(s) to make
your electricity. During the day the system is often nearly maxed out
(witness California), so you can't really pick just the cleanest
power plants, you have to take what is available, dirty or not.
[snip]
Anyone have any data on how likely that could be? Is there any
consideration by the utilities for cleaning the generation of electricity
during off peak times? It seems one would probably have to take
photovoltaics out of the equation for generation of power in the evening but
that most other means could be factored in.
It would be nice to have some hard figures that we could use in the
"elsewhere emission" debates although I admit it would be hard to predict
them accurately.
--- End Message ---
--- Begin Message ---
If anyone is interested, there are a couple of cheap 94 S-10 gliders
available in Detroit. They were originally built as AC prototypes for (I
believe) GM. They have had the motor/controller removed. I have looked at
them and they are in good condition with very few miles. I think the company
is asking $1,500- each for them.
Dan Bortel
----- Original Message -----
From: "Shelton, John D. AW2" <[EMAIL PROTECTED]>
To: "Ev (E-mail)" <[EMAIL PROTECTED]>
Sent: Tuesday, January 21, 2003 11:04 PM
Subject: Tradin Post Trucks
> I recall that there are a couple Ford Ranger EV gliders for sale on
> the Trading Post though I haven't checked lately. They are pretty cheap so
> I'm wondering why they have been there so long. Is it because they are in
> Canada or is it because they would be difficult to adapt to a DC system
> (seems the most likely type of conversion most people would do)? Are
> vehicles difficult to import from Canada?
>
> John Shelton
>
--- End Message ---
--- Begin Message ---
> At 04:02 PM 1/21/03 -0800, you wrote:
> >Part of the problem is that it is difficult to come to a
> common agreement
> >on what a "zero emisson source" is.
>
> As I said in the beginning, when we are talking about ICE
> emissions, we
> ONLY include those produced at the tailpipe, not at the refinery,
> etc. This is the definition of the term, by commonly
> accepted usage. So
> if we are going to do apples to apples comparisons with EVs,
> we should not
> be including power plant emissions. Power plant and refinery
> emissions are
> separate issues, to be dealt with separately from vehicle emissions.
I have to disagree that emissions generated by power plants and refineries
are irrelevant in a fair comparison of the pollution caused by ICEs and EVs
since EVs require a much more refined source of energy than ICEs.
Assuming, for the sake of apples to apples comparison, ICEs and EVs both get
their energy from a petroleum source, it seems unreasonable to measure the
pollution generated from the burning of the fuel at the ICE and disregard
completely the pollution generated by the same fuel burned at the utility
company that produces the electricity the EV will eventually consume.
Of course, EVs *can* get their energy from cleaner sources whereas ICEs
cannot. Under certain conditions, as Lee Hart and BORTEL have described, I
now see those sources can even be effectively zero emission. However, until
we have some hard data that indicates those conditions prevail now and would
still after a significant percentage of the public are charging EVs, I feel
these additional 'elsewhere' emissions should not be categorically dismissed
as irrelevant. To do so would misstate what a ZEV infrastructure is capable
of doing and ultimately undermine efforts to promote it.
Steve
--- End Message ---
--- Begin Message ---
On Tue, 2003-01-21 at 18:09, Paul G wrote:
> Hey John,
>
> Your on a rock in a pond :-) The edges are kinda steep. One day you
> may want to haul a loaded truck and trailer across the ferry. Make
> sure you can haul it to a stop while descending the grades around the
> edges. Regen would be a great help here. Water cooling (motor and
> controller) would help. One of Victors 45kW motors is about 2 ADC 9"
> motors in continuous power handling. The peak power to weight ratio
> (provided you run at 336v) should be able to match the Red Beastie up
> to about 9200lbs (it ran a DCP 450 amp controller at 120v and weighed
> 5330lbs). I bet the water cooled system would allow for double the
> continuous rated power longer than an aircooled system, Victor likely
> could get the numbers.
>
According to Victor's website his biggest system (the WS14) can NOT
produce double it's continuous power under ANY circumstances. This is a
limitation of the controller. Maximum power output is only 78kw (the
same for all of his motors), the continuous output from the WS14 is
45kw.
78 Kw is simply not enough power to accelerate this much vehicle very
quickly and it can't handle accelerating up more than the gentlest of
slopes.
Victors system is nice, for the right vehicle. This isn't the right
vehicle.
For the same price(or less) you can get a double 9" DC setup with a 1200
amp Raptor controller. Continuous rated power will be roughly the same
(dual 9" has a slight edge) but Max power is almost twice what Victor's
can do, over three times his continuous rated power. Only down side is
no regen.
Still a marginal solution, but at least it can climb hills (for a short
time).
--- End Message ---
--- Begin Message ---
On Tue, 2003-01-21 at 18:16, John Lussmyer wrote:
> At 05:09 PM 1/21/2003 -0800, Paul G stated:
> >Buying a used electric Bus might be a way to get a deal on high power
> >drivetrain (either AC or DC).
>
> One question on that, aren't the motors in Electric Busses kinda HUGE and
> HEAVY?
>
And your point?
Victors WS14 weighs over 200lbs. Two 9" ADCs will weigh almost 300lbs.
A V8 weighs, what 600lbs?
Heavy vehicles need heavy motors.
--- End Message ---
--- Begin Message ---
> With my commute in my Sparrow, regen would probably make it MUCH easier on
> my pack. (The 1 mile downhill just before work would help a lot!)
> I've been tempted to figure out just how hard it would be to convert my
> Sparrow to AC....
>
Sounds like fun. If you do decide to do it I might be interested in
your old controller.
I want AC for my next project but I just can't afford it (even with
Victor being generous), especially since I already have a big GE motor.
--- End Message ---
--- Begin Message ---
On Tue, 2003-01-21 at 20:33, Victor Tikhonov wrote:
> John,
>
> The drives I have are too powerful for a Sparrow, but in general
> you will benefit from all the AC advantages if the system is sized
> properly, as any other vehicle would.
Huh? What about the WS12 or have you sold out of those? It's roughly
the same continous and power as the stock drive setup for a sparrow.
Quite a bit lower on Max power if you are running 156V, but max power is
what keeps burning out the drives in sparrows anyway.
--- End Message ---
--- Begin Message ---
On Wed, 2003-01-22 at 00:04, Shelton, John D. AW2 wrote:
> I recall that there are a couple Ford Ranger EV gliders for sale on
> the Trading Post though I haven't checked lately. They are pretty cheap so
> I'm wondering why they have been there so long. Is it because they are in
> Canada or is it because they would be difficult to adapt to a DC system
> (seems the most likely type of conversion most people would do)? Are
> vehicles difficult to import from Canada?
>
>
I would suspect it's because they are in Canada. $2,000 for a gutted
glider, plus $1,000(?) shipping possibly more since they can't drive
them on/off the truck, plus the hassles of getting them back into the
states, etc.
I only Paid $2,000 for a running 4Runner (though it's considerably
older) and I expect to get $1,000 or so back when I sell the V6.
--- End Message ---
--- Begin Message ---
http://www.zapworld.com/new-cars.htm
--- End Message ---
--- Begin Message ---
EVLN(Car Wars: 100 EVs & hybrids on SF streets ask Got Air?)-long
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.sfgate.com/chronicle/pictures/2003/01/20/ba_suv2.jpg
[image - EVs: Sparrow, Think City; hybrds: Prius ... convoy]
CAR WARS / Growing coalition challenges morality of SUVs
A convoy of alternative-fuel vehicles heads to the S.F.
anti-war rally. Chronicle photo by Michael Macor
...
http://www.sfgate.com/chronicle/pictures/2003/01/20/ba_suv1.jpg
[image - back of protestor's T says 'Got Air?']
CAR WARS / Growing coalition challenges morality of SUVs
Mary Dalton of Santa Cruz prepares anti-SUV signs on the
steps of Grace Cathedral before the weekend's peace rally.
Chronicle photo by Michael Macor
...
http://www.sfgate.com/cgi-bin/article.cgi?file=/chronicle/archive/2003/01/20/BA145030.DTL
CAR WARS Growing coalition challenges morality of SUVs
Julian Guthrie [EMAIL PROTECTED]
Chronicle Staff Writer Monday, January 20, 2003
Sue Thiemann, an otherwise mild-mannered Palo Alto resident
and Ivy League trained statistician, has slapped hundreds of
faux tickets on Bay Area "mega monsters."
Thiemann, who is 48 and married to a clinical psychologist,
skips the smaller SUVs, searching instead for Suburbans,
which she calls Subhumans, Land Cruisers, derided as Land
Bruisers and Excursions, mocked as Extinctions.
"I hate them for environmental reasons. I hate them for
safety reasons. Most of all, I hate them for the
self-centered, self-absorbed, moral-midget rudeness,"
Thiemann declared.
A mounting SUV backlash reaches from leafy West Coast
cul-de-sac to radical East Coast eco-terror groups, from
evangelicals asking "What Would Jesus Drive?" to columnists
linking trucks with terrorism.
But not everyone is jumping on the same wagon. Despite the
criticism, consumers are forking over truckloads of cash,
and SUV sales are stronger than ever.
General Motors sold more than 1.2 million SUVs last year,
setting an all- time record. GM's latest addition to the SUV
market, the three-ton all-terrain Hummer 2, added nearly $1
billion to the company's sales.
Ford last year sold more Explorer SUVs than Honda sold
Accord sedans, and Explorer sales were bumper-to-bumper with
the best-selling Toyota Camry.
"The backlash we're seeing is remarkable and more intense
than before, and some of the innuendos are just awful, but
sales are still strong and are not turning around," said
Michael Marsden, a professor at Eastern Kentucky University
who teaches an honors course on the automobile in American
culture.
"What a lot of protesters are missing is that Americans have
a deep psychological connection to the SUV. American
automotive life is about mobility and freedom. SUVs give you
freedom, in a psychological sense, one that isn't
necessarily rational, but is emotional."
There also is a practical connection, SUV drivers say.
Cristin Tuider, who lives in Santa Rosa and works at Sonoma
State University, owns a 1995 Toyota 4Runner. She uses it
for commuting, hauling and heading off-road. She is an
environmentalist and a peace activist.
"Rather than bashing SUV drivers and trying to create new
enemies, let's educate people as to alternatives to SUVs,"
said Tuider, who hopes to one day buy a hybrid car. "People
are so quick to judge. There are the SUV drivers who have
big families and can't fit everyone into small cars. There
are ways to be economical about gas while driving a truck or
SUV. People should take a step back and reason. I'm not the
enemy."
For better or worse, SUVs have become the most popular
vehicle on America's streets. High profit margins on sales
have lured even high-end carmakers such as Porsche, BMW and
Mercedes into the SUV market.
The ubiquity makes Marsden think of the SUV as the
modern-day Conestoga wagon, used by American settlers to
move families and freight cross country.
Conservationists and other critics have long asserted that
the SUV guzzles gas, hogs the road, endangers other drivers,
accelerates global warming and is more likely to be used for
latte runs than rugged road trips or family relocation.
Adding to that more familiar anti-SUV refrain are new and
unexpected voices and levels of dissent.
Earlier this month, a Ford truck dealership in Pennsylvania
was set on fire,
the alleged target of the radical Earth Liberation Front. A
posting on the group's Web site said the attack targeted
SUVs in an effort to "remove the profit motive from the
killing of the natural environment."
Last week, a group based in Hollywood and led by political
columnist Arianna Huffington began airing in-your-face
television ads that equate SUV driving with supporting
terrorism.
One ad begins, "I helped hijack an airplane. I helped blow
up a nightclub. So what if it gets 11 miles to the gallon. I
helped our enemies develop weapons of mass destruction. What
if I need to go off-road? I helped teach kids around the
world to hate America. I like to sit up high."
On Saturday, owners of more than 100 alternative fuel
vehicles joined bicyclists and pedestrians in creating a
side show to the anti-war rally. The group, calling
themselves Environmentalists Against the War, was composed
of organizations such as the Sierra Club, Greenpeace and
Working Assets.
Supporters carried signs reading, "If war is inevitable,
start drafting SUV drivers now." A Ford Explorer was
decorated with an oil drum, oil cans and slogans reading,
"Axle of Evil."
Even some carmakers have taken advantage of the sentiment,
positioning themselves as folks to SUVs. Ads for the aptly
named Mini Cooper promise "The SUV backlash officially
starts now."
Other organizations say they are witnessing a steady
increase in anti-SUV activism.
"We know that we're going up against the all-powerful
Detroit, but we feel we're making a difference," said John
Tagiuri, a founder of the group Earth on Empty, based in
Cambridge, Mass., which has ticketed more than 1 million
SUVs in 500 American cities. The tickets, which can be
downloaded from the Internet, enumerate the group's litany
of bad things about SUVs.
"We feel that if we galvanize a movement and keep a
discussion going, if we make it uncool to drive SUVs, then
we are doing our part in the fight," he said. "If we get one
person not to drive an SUV, we have made a difference."
A national, interfaith evangelical group has added another
twist to the SUV discourse. Rev. Jim Ball, executive
director of the Evangelical Environmental Network, which
launched the What Would Jesus Drive? campaign, wants
Americans to understand that transportation is a moral
choice.
"Transportation choices are the largest way we impact God's
creation in terms of pollution and environmental
degradation," Ball said. "Jesus taught us to love your
neighbor like yourself. I think it's a good idea to ask, 'If
Jesus were in my shoes, what would he do?' "
Ball and members of the interfaith organization recently met
with Detroit automakers to discuss their environmental
concerns. The carmakers appeared responsive, Ball said.
General Motors and Ford have said they plan to phase in
hybrid technology over the next several years and raise the
fuel economy of their SUVs by 25 percent.
The answer to what Jesus would drive is not easy, Ball
acknowledged. "In many things I do, I ask, 'If Jesus were in
my shoes, what would he do?' We believe Jesus is in our
hearts."
Others posit a more earthly response.
Marsden, the professor at Eastern Kentucky University,
pondered the question before responding, "I'd venture to say
that Jesus would drive a Suburban because he had 12
apostles."
E-mail Julian Guthrie at [EMAIL PROTECTED] Page B - 1
�2003 San Francisco Chronicle
===
http://www.sfgate.com/cgi-bin/article.cgi?file=/chronicle/archive/2003/01/21/ED239616.DTL
AUTO MORALS
Editor -- Your reluctance to report on the inability of a
large proportion of SUV owners to drive or park their
vehicles competently and safely is astonishing ("Car wars,"
Jan. 20). Even if the licensing laws permit them to drive
truck-sized SUVs, their incompetence is the cause of immense
problems, leading to congestion, delays, property damage and
anger on the part of many people, at an enormous cost to
society. And death. Must not forget death. But we wouldn't
want reality to intrude on the commercial influences of the
auto industry, would we?
-
=====
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor & RE newswires
. (originator of the above ASCII art)
=====
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Taken from http:
//www.ci.sf.ca.us/dpt/where.htm#rates
The city hopes to have more solar power. Like 20 megawatts.
I for one will be thrilled to say someday soon my EV car in SF gets
solar juice when thirsty.
Electric Vehicle chargers
now available
in twelve
Citywide garages!
Each garage has one inductive and one conductive
charger.
While charging is free, patrons must still pay posted
parking rates, which are given in the table below.
The garages are:
Civic Center
Ellis O'Farrell
Fifth & Mission
Golden Gateway
Japan Center
Lombard Street
Moscone Center
Performing Arts
Portsmouth Square
SF General Hospital
St. Mary's Square
Sutter Stockton
S.F. to Cap Convention Center with Solar Cells
Karen Gaudette
Contra Costa Times
San Francisco - In a city where
residents and tourists mourn the sun's frequent games
of hide-and-seek behind the fog,
San Francisco officials are looking skyward to
supplement the electricity
supply -- and cities from New York to Honolulu may follow
suit.
Mayor Willie Brown announced a
$7.4 million project Thursday to affix solar panels to
the roof of the city's mammoth
Moscone Convention Center, a year after voters passed
a $100 million bond measure to
install as many panels here as the rest of the nation
does in a year.
The upgrade will reduce the
building's electricity purchases and slash its power bill by
$639,000 annually, said the
city's Public Utilities Commission.
It's the first of many
photovoltaic panels planned for the rooftops of hospitals, schools
and other city- and county-owned
buildings as San Francisco strives to generate more
than 10 megawatts of electricity
each year, enough to power 7,500 homes and lower
its reliance on aging power
plants.
High electric rates and a desire
to cut fossil fuel pollution have prompted other cities
around the country to consider
major solar projects, said Adam Browning with the Vote
Solar Initiative, a nonprofit
group that helps cities cut pollution with renewable
energy.
"The Moscone Center project
itself couldn't be better. It is a gem which should make
city leaders across the country
salivate," he said. "It would be fiscally irresponsible not
to do a project like this."
Elsewhere in California,
homebuilders in San Diego are customizing houses with
solar-powered water heaters, and
city leaders are weighing a bond measure to support
solar expansion. The Santa Rita
Jail in Dublin boasts one of the world's largest solar
rooftop systems, and the Salinas
Valley Memorial Healthcare System is adding panels
that will power its offices and
provide a carport for workers.
Browning said his group is
discussing bond campaigns with interested parties in New
York and Hawaii, two states that
also pay among the nation's highest electric rates. But
he is quick to point out that
the Golden State also has room for improvement.
Sunny California gleans only 1
percent of its electricity from solar power, though 12
percent of its overall energy
portfolio comes from wind and other renewable sources,
according to the state energy
commission.
Gov. Gray Davis recently signed
a bill that requires the state to rely on renewable
sources for 20 percent of its
energy by 2017, a goal paired with generous rebates for
businesses and residents wanting
to hoist their own solar panels.
Though industry advocates note
that solar panels more than pay for themselves over
time, the start-up costs still
are prohibitive for many residents and businesses. However,
greater demand throughout the
world has boosted production and gradually is
lowering costs, said Ron
Pernick, co-founder of Clean Edge Inc., an Oakland-based
energy consulting firm.
Pernick said Sharp Corp., one of
the world's largest solar panel manufacturers,
doubled its output from 50
megawatts in 2000 to 100 megawatts in 2001 and is set to
double that again this year.
Previous advances already have
lowered the cost of producing solar energy to about
12 cents per kilowatt hour, from
as high as $3 per kilowatt hour a decade ago. That's
still more than the roughly 4.5
cents per kilowatt hour it costs to make electricity using
wind, but less than California's
investor-owned utilities charge residential customers
under 2001 rate hikes. The
ultimate goal, however, is to bring solar's cost even with
utility prices.
"We're not seeing as much
development (federally) as we are at the regional and state
and local level, so it's very
important that cities like San Francisco and states like
California lead the way,"
Pernick said.
http://www.powerlight.com/company/media/co_media_details.cfm?pr_id=68
Mayor Brown: I don't believe that trying to install 20
megawatts in one year is realistic. If we try to do
too much too
fast we will likely end up increasing the cost of
solar
installations.
http://www.rmi.org/sitepages/art7034.php
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On 21 Jan 2003 at 21:14, James Wolfe wrote:
> "The voltage threshold that ends the first level is set at 1.63 V/cell,
> i.e. 8.15 V per monoblock. (5 cells per monoblock) The voltage threshold is
> calculated from +10C and is adjusted according to the battery temperature
> with a negative coefficient..."
I'm taking my charging algorithm from the Saft document "Description of
Charge Mode for Low Maintenance STM Modules." This document recommends use
of a pilot counter to watch amp-hours in and out of the battery.
However, it does give the same threshold voltage as the other half of a
"whichever comes first" rule. I didn't mention that since we were talking
about percentage of overcharge, but you're right, temp-compensated voltage
threshold should be considered to charge them correctly. Note that the
compensation algorithm is asymetrical above and below 10 deg C!
>From the Charge Mode manual:
"Detection of end of phase
� using a temperature compensated threshold voltage threshold
Ue = f(T, L1, L2) as a bilinear function
for T > TR: Ue = Uo + L1 * (T-TR)
where T is the actual module temperature
for T < TR: Ue = Uo + L2 * (T-TR)
or
� using the pilot meter value (VP1)
the first of the two conditions reached ends phase I or P."
Your charging rates are actually the same ones I quoted. Saft states only
the C5 capacity.
It's never been entirely clear to me which Saft manual, this one or the
Technical Manual, is authoritative. Since the Charge Mode manual method
seems more detailed, that's the one I prefer. It's also the one which the
Brusa NLG4 charger's Saft firmware implements by default.
Thanks again for the comments. You are absolutely right that nicads are
much more tolerant of hard use than most lead batteries. And that's
probably a good thing, since the modules don't look very easy to service in
those TEVans.
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David Roden - Akron, Ohio, USA
1991 Solectria Force 144vac
1991 Ford Escort Green/EV 128vdc
1970 GE Elec-trak E15 36vdc
1974 Avco New Idea rider 36vdc
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EVLN(GM can't do it without bilking taxpayers)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.theglobeandmail.com/servlet/ArticleNews/PEstory/TGAM/20030121/RGEEM/Headlines/headdex/headdexBusiness_temp/46/46/59/
GM hybrids need aid: president
Government must offer incentives to encourage buyers
By GREG KEENAN AUTO INDUSTRY REPORTER
Tuesday, January 21, 2003 ? Page B4
TORONTO -- General Motors of Canada Ltd. is preparing to
bring several new high-tech hybrid vehicles to market, but
consumers will need government help to buy them, company
president Michael Grimaldi says.
"Because these new technologies add additional cost, we'll
need government to assist in building market acceptance with
incentives for the customer," Mr. Grimaldi said in a speech
to the Canadian Club in Toronto yesterday.
"General Motors intends to lead," he said. "But we can't do
it alone."
He would not say how many taxpayer dollars will be necessary
to encourage consumers to buy hybrid vehicles, which
generally combine a traditional internal combustion engine
with an electric motor or other drivetrain to provide
improved fuel economy.
"The question is, what is the consumer willing to pay?" he
told reporters, who pressed him after his speech to say how
much financial help would be needed.
There's a retail sales tax credit in Ontario that gives
consumers a $1,000 credit if they buy one of the existing
hybrid vehicles.
That amount is probably "not of the magnitude required" to
encourage more consumers to buy such vehicles, Mr. Grimaldi
said.
Across North America, GM Canada and parent General Motors
Corp. could sell one million hybrid vehicles over several
years beginning in 2004 if every customer selects that
option on a car, sport utility vehicle or pickup truck, he
said. "We have thousands of dollars of increased costs that
go into hybrid vehicles."
He cited the example of the EV1, an electric vehicle that GM
offered for lease in California at a rate that was heavily
subsidized by the auto maker. But it generated few sales and
GM eventually pulled it from the market.
One of the problems in bringing new technology to consumers
-- especially in the auto market -- is that people claim
during surveys that they're willing to pay more for
environmentally friendly vehicles, but they don't actually
do so when it comes time to put money on the table. In fact,
GM Canada has noted that prices for new vehicles have fallen
for each of the past five years in Canada, Mr. Grimaldi
said, which indicates strong consumer resistance to price
increases.
He would not reveal how much prices have fallen, but he said
the performance for GM Canada was roughly similar to that in
the United States, where overall prices fell by a little
more than 2 per cent last year and a staggering 3.3 per cent
in the fourth quarter alone.
"We don't see a lot of upward price flexibility."
GM Canada has been able to offset the deflation, he said, by
focusing heavily on cutting costs. That enabled GM Canada to
boost its market share, increase sales and improve its
profit last year, he said.
"Some of those dollars we're putting into new products.
We're [also] putting some of it on the bottom line."
Despite the aggressive moves to provide more environmentally
friendly vehicles, Mr. Grimaldi warned that the federal
government's requirement under the Kyoto Protocol that auto
makers reduce engine fuel consumption by 25 per cent by 2010
might force GM Canada not to offer some vehicles for sale
here.
If the requirement forced GM Canada to reduce the
performance and functionality of some vehicles, it might
mean they could no longer compete in the market and hence
would not be offered, he said.
The voluntary approach to meeting fuel consumption targets
in Canada has worked well, he said, and should be
continued.
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. http://geocities.com/brucedp/
. EV List Editor & RE newswires
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