[EVDL] Letterkenny.ie's Doherty wins Fluence EV for a green-themed ‘selfie’

[brucedp5 via EV]

http://www.carandtravel.eu/?p=16097
Donegal winner of Renault electric car
16 Dec 2015

[image  
http://www.carandtravel.eu/wp-content/uploads/2015/12/Image-3.jpg
(Doherty & Fluence)  Lawrence Harrigan (Dealer Principal, Highland Renault),
Shona Dubois (GIY Magazine), Conor Dixon (Renault), and Noel Doherty
]

A Co Donegal man has won a Renault Fluence ZE electric car in a green-themed
‘selfie’ competition, writes Brian Byrne.

Noel Doherty from Letterkenny is a keen gardner and has been involved with
the Grow It Yourself movement for five years.

This Renault promotion is part of a fundraising campaign for the GROW
headquarters in Waterford, a new home of GIY where people can learn about
the GIY lifestyle by growing, cooking and eating home-grown food and it will
also include a grow school, cookery school, café, farm shop and food
gardens.

The aim is to help over 500,000 people to live a healthier and more
sustainable lifestyle in the coming five years ...
[© carandtravel.eu]
...
http://www.growhq.org/
GROW HQ - Grow. Cook. Eat.
This can be an educational project of real interest to thousands of people
not just in Waterford, but spread as a message throughout the country, going
back to ...
https://www.facebook.com/GIYInternational/
...
https://en.wikipedia.org/wiki/Letterkenny
Letterkenny (Irish: Leitir Ceanainn, meaning "Hillside of the O'Cannons"),
known as the Cathedral Town, is the largest and most populous urban
settlement in ...
County‎: ‎County Donegal  Country‎: ‎Ireland  Province‎: ‎Ulster
...
https://en.wikipedia.org/wiki/Donegal
Donegal or Donegal Town ( ... DUN-i-gawl; Irish: Dún na nGall, meaning "fort
of the foreigners") is a town in County Donegal, ...



http://evworld.com/article.cfm?storyid=2085
Short, Sad Life of Renault's Fluence Z.E.
Jan 20, 2014 ... the company stopped producing the five-passenger, electric
sedan - maximum range of 113 miles - last November 2013 ...  fixed battery
model ... was sold ... in Europe ...
...
http://www.carbuyer.co.uk/reviews/renault/fluence/saloon-2012-2013/review
Renault Fluence ZE saloon (2012-2013) review | Owners' rating 4.3/5
Dec 20, 2013 - The Renault Fluence ZE is a full electric vehicle and
four-door saloon that offers the practicality and usability of a standard
family car, ...




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Re: [EVDL] EVLN: 3000km Bridgestone World Solar Challenge

[jerry freedomev via EV]

    Hi Lee, Alan and All,   I even have the 
Sunrise crash video  to prove it.      It isn't that hard 
to build an all composite EV's that can do that if one is good at composites, 
especially with today's batteries that are less than 50% of the weight of 
NiMH's, reducing rolling drag.
   Jerry Dycus

  From: Lee Hart via EV <ev@lists.evdl.org>
 To: Alan Arrison <bigg...@verizon.net>; Electric Vehicle Discussion List 
<ev@lists.evdl.org> 
 Sent: Monday, December 21, 2015 12:27 AM
 Subject: Re: [EVDL] EVLN: 3000km Bridgestone World Solar Challenge
   
Alan Arrison via EV wrote:
> There is simply no way a viable, fully enclosed, highway capable,
> electric vehicle ( that can pass safety tests ) can do anywhere near
> 55wh per mile.

"Well now, I wouldn't say that..." (catchphrase of Richard Q. Peavey 
character, from The Great Gildersleeve).

James Worden's 1996 Solectria "Sunrise" was a full-size 4-passenger 
sedan, built from the ground up to be an especially efficient EV. He 
drove it on many occasions from 200-400 miles on a charge. The results 
were verified in several American Tour de Sol competitions, and in 
demonstration drives between Boston and NYC at freeway speeds. The 
Sunrise had a 25 KWH pack of Ovonic nimh batteries, so going 400 miles 
on a charge meant 62.5 watthours per mile.

The Sunrise was successfully crash-tested, and met the DOT and NHTSA 
standards at the time.

And this was 20 years ago. I'm sure that today's batteries and 
technological advances can do even better.

I'm still working to build a kit-car version of the Sunrise; but it's 
been slow going due to lack of funds. A paradoxical side effect of the 
big automaker's EVs is that it's like pulling teeth to get people 
interested in conversions or kit cars.

-- 
The prime instinct of children at play is to build and to create.
They will make things of whatever materials are at hand, and use the
whole force of dream and fancy to create something out of nothing.
    -- Alfred P. Morgan
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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Re: [EVDL] 1. Re: EVLN: 3000km Bridgestone World Solar Challenge

[Lawrence Rhodes via EV]

It could if it weighs 500 lbs including passenger.?
So, not likely
 
Again.  Wrong.  Stella Lux at 840 pounds has a range of 1000 KM and on a sunny 
day maybe a bit more.   400 miles at night with a 15kw battery pack carrying 
600 pounds of passengers.  That is 37.5 wh per mile.  Some of this is from the 
..16 CD and some from the very skinny tires made especially for these cars.  
Any way Stella lux did 689 miles on it's best day of  the race.  This is 
remarkable and the way cars should be made in the future.  That future couldn't 
come too soon for me.  Lawrence Rhodes
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[EVDL] EVLN: Economists are from Mars, Electric Vehicles are from Venus

[brucedp5 via EV]

'The two sides will have to recognize where the other is coming from'

http://www.theenergycollective.com/jamesbushnell/2301833/economists-are-mars-electric-cars-are-venus
Economists are from Mars, Electric Cars are from Venus
December 16, 2015  James Bushnell

[images  
https://energyathaas.files.wordpress.com/2015/12/screenshot-2015-12-13-16-03-50.png
Optimal EV Subsidies by County

https://energyathaas.files.wordpress.com/2015/12/screenshot-2015-12-13-17-02-10.png
A CO2 Abatement Plan for California, circa 2011
]

I work at UC Davis, a University with at least two (that I know about)
centers devoted to research “aimed at developing a sustainable market for
plug-in vehicles.” I run into a lot of researchers and environmental
advocates who are completely dedicated to the mission of accelerating the
deployment of electric vehicles. They view electrifying a large share of the
transportation fleet as one key piece of the climate policy puzzle.

I am also an economist.   The research coming out of the economics community
has pretty consistently demonstrated that electric vehicles currently have
marginal (at best) environmental benefits. I run into a lot of economists
who are perplexed at the hostility these findings have generated from
pockets of the environmental community.

I have followed and pondered these clashes for some time now, in part for
the entertainment value, but also because of what this conflict reveals
about how the different disciplines think about climate policy.

As the Paris climate summit concludes, the spotlight has been on goals such
as limiting warming to 2 or even 1.5 degrees Celsius, and how the agreed-to
actions fall short of the necessary steps to achieve them.  There has been
much less focus on where targets like 2 degrees Celsius come from, and what
the costs of achieving them would be.   A lot of the policies being
discussed for meeting goals like an 80% reduction in carbon emissions carry
price tags well in excess of the EPA’s official “social cost of carbon,” one
measure of the environmental damages caused by CO2 emissions.   It is quite
likely that these different perspectives, about how to frame the climate
change problem, will define the sides of the next generation of climate
policy debate (if and when we get past the current opposition based upon a
rejection of climate science).

Optimal EV Subsidies by County (from Mansur, et al.)

To be clear, the research on EVs is not (for most places) claiming that
electric cars yield no environmental benefit. The point of papers like
Mansur, et. al, and Archsmith, Kendall, and Rapson  is that these benefits
are for the moment dwarfed by the size of public and private funds directed
at EVs. Some have criticized aspects of the study methodologies (for example
a lack of full life cycle analysis), but later work has largely addressed
those complaints and not changed the conclusion that the benefits of EVs are
substantially below the level of public subsidy they currently enjoy. Not
only that, but Severin Borenstein and Lucas Davis point out that EV tax
credits are about the most regressive of green energy subsidies currently
available.

Another common, and more thought provoking, reaction I’ve seen is the view
that the current environmental benefits of EVs are almost irrelevant. The
grid will have to be substantially less carbon intensive in the future, and
therefore it will be. The question is, what if it’s not? It seems likely
that California will have a very low carbon power sector in 15 years, but
I’m not so sure about the trajectory elsewhere. This argument also raises
the question of sequencing. Why are we putting so much public money into EVs
before the grid is cleaned up and not after?

This kind of argument comes up a lot when discussing some of the more
controversial (i.e., expensive) policies directed at CO2 emissions
mitigation.   Economists will write papers pointing to programs with an
implied cost per ton of CO2 reductions in the range of hundreds of dollars
per ton. One reaction to such findings is to point out that we need to do
this expensive stuff and the cheap stuff or else we just aren’t going to
have enough emissions reductions.   Since we need to do all of it, it’s no
great tragedy to do the expensive stuff now.

It seems to me that this view represents what was once captured in the
“wedges” concept and is now articulated as a carbon budget. Environmental
economists call it a quantity mechanism or target. The underlying
implication is that we have to do all the policies necessary to reach the
mitigation target, or we are completely screwed. So we need to identify the
ways (wedges) that reduce emissions and get them done, no matter what the
costs may be.

A CO2 Abatement Plan for California, circa 2011, from Williams, et al.

According to this viewpoint we shouldn’t quibble over whether program X
costs $100 or $200 a ton if we’re going to have to do it all to get the
abatement numbers to add up.   Sure, it may 

[EVDL] EVLN: Hong_Kong.cn e-parking shock> 2/3 of public EVSE iced

[brucedp5 via EV]

http://www.scmp.com/news/hong-kong/health-environment/article/1891706/electric-shock-two-thirds-public-charging-outlets
Hong Kong parking shock: Two-thirds of public charging outlets in car parks
taken up by petrol vehicles
16 December, 2015  Naomi Ng

[images  / Dickson Lee
http://cdn4.scmp.com/sites/default/files/styles/980w/public/2015/12/15/2faeb4eb85d406e0c987405d167e2bad.jpg?itok=6yanzSXI
Eric Tang Chi-chung at Star Ferry car park

http://www.scmp.com/sites/default/files/styles/486w/public/2015/12/16/scmp_11dec15_ns_car7_dl_00368a_54572025.jpg?itok=YqZHlV4m
Electric car charging stations at Star Ferry Car Park in Central
]

Setback for government's green initiative as Post investigation finds
two-thirds of public charging spots are occupied by petrol cars

At least two-thirds of public charging spots for electric vehicles in
government car parks have been occupied by petrol cars, posing a setback to
the government's green initiative, a Post investigation has found.

The government said electric vehicles (EV) were given priority for parking
spaces that are equipped with charging outlets during non-peak hours, but
there are no enforcement rules in place to prevent petrol cars from
occupying the space.

In three of the nine government car parks equipped with public charging
facilities on Hong Kong Island, two-thirds of the EV-enabled spaces were
occupied by petrol cars last Friday afternoon.

"I get really frustrated when I see internal combustion engine cars blocking
the space. We really need the charging facilities when we don't have them at
home or at work," said Eric Tang Chi-chung, a Tesla owner.

Traffic cones with "EV priority" signs are placed in front of some spaces
with faster chargers, but they are often put aside by petrol car drivers,
according to staff at City Hall car park.

"I can only tell them they shouldn't park there or give out warning letters,
but we can't really do anything. It's not illegal," said a worker with
Wilson Parking, which manages several government car parks.

Unlike parking in a handicapped spot - illegal without a permit - staff are
not required to clamp cars and issue fines.

With the lack of home charging capability, EV drivers rely on public
charging facilities which are already struggling to keep pace with demand.

Hong Kong boasts one of the lowest EV-to-charger ratios in the world, with
just more than two cars sharing a charger, according to figures from the
Environmental Protection Department.

By comparison, there are around nine cars per charger in Japan and six in
Norway.

A government spokesman said the utilisation of public chargers had been low,
with an average of about 150 charges per month per car park, as found in a
survey in May.

But in the past five months alone, there has been an increase of 1,400 EVs
on the road, bringing the number to more than 3,500.

Chargers in government car parks account for a quarter of the 1,200 chargers
around town, including in shopping malls and commercial buildings.

EV owner Kendrick Shih said he had never seen a similar situation in
commercial car parks such as at Cyberport and Repulse Bay, as parking spaces
are designated as "EV only", with security teams enforcing strict rules.

"The current set-up is outdated already," said Tang. "The government should
be fair to EV owners who are supporting their campaign of trying to clean up
pollution."
[© 2015 South China Morning Post]
...
http://www.scmp.com/news/hong-kong/health-environment/article/1885096/electric-cars-rise-hong-kong-building-management?page=all
Electric cars on the rise in Hong Kong but building management are failing
to plug a home-charging gap
...
http://www.scmp.com/lifestyle/article/1724889/chinese-tesla-owner-turns-power-line-illegal-personal-charging-station
Chinese Tesla owner turns power line into illegal personal charging station




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[EVDL] EVLN: 'The Brothers Grimsby' will star bulletproof Tesla-S (v)

[brucedp5 via EV]

http://www.autoblog.com/2015/12/15/brothers-grimsby-star-bulletproof-tesla-model-s/
'The Brothers Grimsby' will star bulletproof Tesla Model S
Dec 15th 2015  Danny King

[video
https://www.youtube.com/watch?v=S-xWokFJztY
News Source: YouTube/Jimmy Kimmel Live
]

Aston Martin Has Nothing On This Car

A stock Tesla Model S can't really deflect gun fire, but we can see what
this would look like thanks to the magic of movies. The all-electric sedan
will be, at least in a theatrical sense, bulletproof. All for the sake of a
gag.

The movie in question is the upcoming The Brothers Grimsby, which stars
English comedian Sacha Baron Cohen (famous for playing Ali G and Borat)
playing a hapless kidult. The premise is that two orphaned brothers are
separated at childhood, and while one becomes a feared assassin, the Cohen
character turns out to be a mutton-chopped hooligan. How silly is he? Well,
one of the comedy riffs involves the rather dim Cohen opening the window of
the "bulletproof" Tesla to tease opposing gunmen. We'll see what Rotten
Tomatoes has to say about that (and the film in general, but that's another
story).

Exposure for high-end vehicles in the movies is nothing new, and has been
prominently practiced in the long-running James Bond series of spy flicks
for the past 50-odd years. There are other examples as well. 2003's The
Italian Job certainly made a good case for driving Mini Coopers (the newer,
BMW-owned versions) fast and around lots of obstacles. More recently, the
2011 Tom Cruise, uh, vehicle, Mission: Impossible – Ghost Protocol featured
a prototype version of what would become the BMW i8 plug-in hybrid. And
what, of course, could have had a bigger role in the worldwide popularity of
the Jaguar XK-E Hearse than 1971's Harold and Maude or the Fisker Karma in
Paranoia? On second thought, don't answer those.

Keep an eye out for The Brothers Grimsby and that bulletproof (and
oh-so-Bond-like right-hand-drive) Model S in cinemas next March. For now,
you can take a look at the slightly NSFW trailer above.
[© autoblog.com]
...
https://en.wikipedia.org/wiki/The_Brothers_Grimsby
The Brothers Grimsby




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[EVDL] EVLN: Digging into an EV Battery Backwards Compatibility Fix

[brucedp5 via EV]

http://cleantechnica.com/2015/12/16/battery-backwards-compatibility-key-unlocking-brand-value/
Battery Backwards Compatibility: The Key To Unlocking Brand Value
December 16th, 2015  Kyle Field

[image  / Shutterstock
http://c1cleantechnicacom.wpengine.netdna-cdn.com/files/2015/12/shutterstock_189327485-570x428.jpg
(12V battery)
]

To go forward, we must first go backwards.

Hmm… counterintuitive to the core. But this is in fact where it all starts.
Rewinding the tape takes us to a conversation I had the other night with
fellow EV enthusiast, energy aficionado, and CleanTechnica reader Ted Kidd.
We started talking about energy efficiency of houses, bounced off of the
electricity vs energy debate, touched on electric vehicles for a bit, and
wobbled through a bit more energy efficiency discussion. As minutes turned
into hours and one dropped call turned into two (or maybe it was just one?)
and our discussion flowed back to EVs, the conversation struck gold. At
least it felt that way to me.

Digging into EVs, I started unpacking the drawbacks to current EVs and
there’s basically one big one that’s holding up the whole game and that’s
range. Fix that and EVs can get bigger. Fix that and people don’t have an
excuse for range anxiety. Fix that and the current generation of EVs can
turn into 1 million mile cars. Fix that… and gas goes away. It becomes
obsolete. It ceases to have value.

So that’s what I did. I fixed it.

As I was verbally unpacking this idea, it slammed into me just how much of a
game-changer it is. But first, the idea. My wife and I have 2 EVs. They are
gap EVs, temporary EVs. We know they won’t meet our needs long term and in
fact will lose functionality over time as their batteries degrade. What
occurred to me was that if current EV manufacturers guaranteed to support
backwards-compatible battery pack upgrades for a given form factor for, say,
the next 20 years… that would greatly increase our satisfaction with the
cars.

They would no longer be range-limited, deteriorating EVs. They would no
longer just be “first-gen EVs,” but could go on to live long, happy lives
with ranges that would carry them far beyond their current lifespan. We know
the current battery technology that they are using will last 8–10 years but
will also get worse between now and then. At that point, they will barely be
limping by… just getting us to work and back… and that’s about it. No room
to play, to get groceries, or to go shopping on a whim.

By providing a guarantee to support the current batteries for a fixed
duration of time, manufacturers would effectively be increasing consumer
satisfaction with their current cars. They would also instantly increase the
value of all their EVs that are out on the road today. It would also
instantly increase the value of all cars that are out on lease, as many more
drivers would be incentivized to purchase the car at the end of the lease
instead of giving it back (a trend which is all too common with the current
generation of EVs).

Obviously, all of the EVs on dealer lots and elsewhere in the supply chain
would increase in value as well. Today, they are 100-mile-range EVs, but
consumers know that they can just upgrade to a 300-mile-range pack in 10
years and 400 in 20 years so now it’s a fully functioning, long-range EV
that actually increases in value over its life. Yes, this requires capital,
but why buy a new car when spending a few thousand bucks on a new pack gets
you most of the same value as a totally new car for $30,000?

Net — guaranteeing backwards compatibility of battery packs by battery form
factor will increase the value of the entire brand while increasing consumer
satisfaction. Sounds like a bit of a win if you ask me.

On top of just financial gains, this establishes the brand as the go-to
brand for EVs that people can trust. EVs people can buy and know they will
be able to use for decades to come. It dispenses with the temporary brand
identity that auto manufacturers seem so happy to create with the current
fleet of range-limited EVs that are out on the road today. It shifts the
perception of the brand from a disposable car/brand to a brand that has deep
roots. A brand that’s committed. A brand that’s going to be around.

I don’t think this is just a pipe dream — this is something consumers
desperately want. They don’t know they want it yet (for the most part), but
they do. I’m curious to hear what you (yes, you!) have to say about this.
Would a backwards compatibility guarantee get you into an EV today? Is this
a game changer? Which EV manufacturer will realize this and adopt the idea
first?
[© cleantechnica.com]




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Re: [EVDL] EVLN: 3000km Bridgestone World Solar Challenge

[dovepa via EV]

It could if it weighs 500 lbs including passenger. 
So, not likely


Sent from my Verizon Wireless 4G LTE smartphone Original message 
From: Alan Arrison via EV <ev@lists.evdl.org> Date: 12/20/2015  9:28 PM 
 (GMT-06:00) To: ev@lists.evdl.org Subject: Re: [EVDL] EVLN: 3000km Bridgestone 
World Solar Challenge 
There is simply no way a viable, fully enclosed, highway capable, 
electric vehicle ( that can pass safety tests ) can do anywhere near 
55wh per mile.


On 12/20/2015 2:47 PM, Lawrence Rhodes via EV wrote:
> This is the view from the LOSER zone. The real news is the Dutch and Japanese 
> teams and Tesla's sponsorship of the Cruiser Class.  The Class that will 
> spawn the practical cars of the future.  The range of these vehicles is 1000 
> KM.  Remarkable for vehicles that only have a 15kw battery pack.  Average 
> speed is 55mph. Energy usage of these machines is 55wh per mile. Lawrence 
> Rhodes
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Re: [EVDL] EVLN: Economists are from Mars, Electric Vehicles are from Venus

[Chris Tromley via EV]

discussion-list.413529.n4.nabble.com/EVLN-Economists-are-from-Mars-Electric-Vehicles-are-from-Venus-tp4679277.html
> Sent from the Electric Vehicle Discussion List mailing list archive at
> Nabble.com.
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