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Wednesday, August 30, 2023

Ford is retiring these three gas models to make way for new electric vehicles - Electrek

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Three gas-powered Ford models are out as the Blue Oval brand makes way for new electric vehicles. The move comes as the American automaker looks ahead toward its next-generation EV platform set to spawn a new generation of Ford EVs.

Although Ford has run into some hurdles surrounding its EV rollout, the automaker is accelerating the development of its second-generation models.

Ford’s CEO Jim Farley confirmed in February that the automaker was developing its own in-house EV platform to house its next generation of electric vehicles. The new EV architecture will support a new full-size electric pickup and three-row SUV.

Project T3 (for “Trust The Truck), as it’s being called, is a tribute to the team developing an electric truck for the digital age. It’s a truck that’s fully capable of towing, hauling, exporting power, and new innovations.

The new electric truck will be “like the Millennium Falcon – with a back porch attached,” according to Farley. It will be built at Ford’s new nearly six-square-mile BlueOval City complex in Tennessee.

Meanwhile, Ford is retooling its Oakville assembly plant in Ontario, converting it into an EV and battery pack manufacturing hub.

Ford-gas-models-EVs
Ford F-150 Lightning (Source: Ford)

Once complete, the complex will be Ford’s first high-volume facility transformation in North America. The company plans to ship battery cells and arrays from the BlueOval City hub to the upgraded facility to streamline production.

To make way for the new generation of Ford EVs, the company plans to discontinue three classic gas-powered models.

Ford-gas-model-EVs
Ford electric Explorer (Source: Ford)

Ford discontinuing three gas models to allow for new EVs

The time has come for the gas-powered Ford Escape, Edge, and Transit Connect to ride off into the sunset, according to Automotive News, as the Blue Oval brand makes way for a new generation of EVs.

The news comes after the last Ford Fiesta rolled off the assembly line last month after 47 years and eight generations. Ford ended Fiesta production to make room at its Cologne, Germany, plant to build the new electric Explorer.

Ford-gas-model-EVs
Ford electric Explorer (Source: Ford)

Ford unveiled the fully electric Explorer SUV in March, with a starting price under $50,000 (€45,000). However, it was only released in Europe.

During Ford’s Capital Market Day, Farley detailed a new three-row electric SUV (possibly the US spec electric Explorer) destined to arrive with up to 350 miles range and a spacious interior.

The brand expects the new electric SUV and EV pickup to help boost its share in key markets.

Ford-gas-models-EVs
Ford Mustang Mach-E (Source: Ford News Europe)

Ford already offers the F-150 Lightning, Mustang Mach-E, and E-Transit electric van in the US, but the company has run into challenges this year.

Farley announced during its Q2 earnings, “The near-term pace of EV adoption will be a little slower than expected,” pushing back the company’s 600,000 run rate goal until next year. The automaker also delayed the electric Explorer launch in Europe until next summer.

Meanwhile, Farley added the slowdown “is going to benefit early movers like Ford.” The company believes its second-generation products will greatly enhance profitability while streamlining production.

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Electric Vehicle Charging Can Be Confusing. Here's What to Know. - The New York Times

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Many carmakers and charging companies are switching to the Tesla plug for electric vehicles. Why are they doing that, and what will it mean?

With a push from Congress, automakers and charging companies are planning to install tens of thousands of fast chargers on American highways capable of refueling electric cars in half an hour or less.

That’s good news for anyone who owns an electric car or is thinking about buying one. But it’s also confusing because of a debate about what kind of plugs those new chargers and cars will use now and in the future.

Ford Motor, General Motors, Mercedes-Benz and other automakers plan to abandon the plugs their electric cars use today for those designed by Tesla. But they won’t begin selling cars with the Tesla plugs until 2025.

Until then, cars like the Ford Mustang Mach-E or Chevrolet Bolt will come with technology that may eventually become obsolete, the equivalent of Betamax videocassette recorders.

There are two main kinds of plugs. The most widely used was developed by Tesla, which dominates the electric car business, and, so far, works only with the company’s cars. It’s known as the North American Charging Standard.

Cars made by most other manufacturers use a plug known as the Combined Charging System. Any electric car charger that is funded in part by the federal government under the Bipartisan Infrastructure Law has to be able to charge cars that use the CCS plug.

Many established automakers are switching from CCS to the North American plug, which will allow their owners to use a portion of Tesla’s network of fast chargers — 12,000 — and feel more confident about finding a place to refuel. Tesla has roughly 20,000 fast chargers in the United States, or about two-thirds of such chargers.

The established manufacturers will offer adapters that allow Tesla chargers to deliver power to cars with CCS receptacles in early 2024. Then, in 2025, new cars sold by the automakers will use Tesla plugs without adapters.

With so many big automakers switching to the Tesla standard, CCS’s days might be numbered in the United States. Of course, cars built for CCS plugs will stay on the road for years, which means that charging stations will need adapters or offer both kinds of plugs for the foreseeable future.

Established carmakers are switching to Tesla’s system mainly because it is more widespread than what they are using today and appears to work better.

Tesla’s charging network is often found in locations that don’t have CCS chargers. Many auto experts and drivers also say Tesla chargers are more reliable, and the company’s plug is smaller, lighter and easier to handle than the CCS plug.

In addition, Tesla has designed its system so that drivers can plug into one of its chargers and walk away. The chargers recognize each Tesla car and bill its owner’s credit card automatically.

The performance of the charging networks operated by other companies is notoriously uneven. Charging procedures vary. Some chargers require drivers to plug in and then open an app on their phones. Others want customers to open an app first. Some chargers accept credit cards, but others don’t.

Drivers of electric cars that are not Teslas often complain about broken or finnicky chargers — complaints validated by independent studies.

It matters a lot.

Perhaps Tesla’s biggest advantage is that it has been at this for a long time. It has secured choice locations at popular shopping centers and along busy highways.

As a result, newer charging companies are often at a disadvantage. Many of them have had to place some chargers in areas that lack restrooms or restaurants. Stopping at some chargers, in empty parking lots, can feel unsafe.

In July, BMW, G.M., Honda and four other automakers announced that they would jointly install 30,000 chargers in the United States and Canada. These chargers will have both plugs.

Two maps comparing the number and location of electric vehicle chargers showing that Tesla’s chargers are in more locations and outnumber all the other car companies combined.

Tesla fast charging stations

20,500 plugs in 1,900 stations

Number of plugs

per charging station

75

10

Interstate

highways

All other fast charging stations

11,400 plugs in 5,400 stations

Tesla fast charging stations

20,500 plugs in 1,900 stations

Number of plugs

per charging station

75

10

Interstate

highways

All other fast charging stations

11,400 plugs in 5,400 stations

Notes: Only publicly available DC Fast chargers are shown. Figures are rounded to the nearest one hundred.

Source: U.S. Department of Energy

By Karl Russell

Yes, these plugs can charge any electric car, including Teslas if drivers are carrying adapters, which often come with their cars.

But the reverse is not true — the vast majority of Tesla chargers can charge only Teslas. Elon Musk, the Tesla chief executive, said in February that he intended to open his company’s charging network to cars made by other automakers. As of late August, only about a dozen of the company’s U.S. charging stations, all in California, New York or Texas, were available to other cars.

CCS technology is not dominated by one company. While Tesla has promised to hand oversight of its plug to an independent body, the company and Mr. Musk have often been confrontational when dealing with other businesses and government agencies. That’s why some auto experts believe that established automakers could regret relying on Tesla.

While charging companies that offer CCS plugs have struggled to offer reliable and easy-to-use services, there are many of them. Several, including EVgo and Electrify America, operate nationwide and compete with one another on price and service. Tesla is more insulated from competition, though that will change as more companies offer chargers with the plugs its cars use.

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Monday, August 28, 2023

Power lines didn’t start deadly Lahaina inferno, Hawaiian Electric says - Honolulu Star-Advertiser

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Hawaiian Electric acknowledged that its power lines apparently started an Aug. 8 morning fire in Lahaina but contends the town was leveled by a different fire that began in the afternoon, hours after the company’s equipment had been “de-energized.”

In a news release Sunday night, the company provided its first detailed account of the events of Aug. 8, while also disputing accusations in Maui County’s lawsuit filed Thursday that blamed the state’s major electrical utility for causing the deadliest U.S. wildfire in over a century.

Maui County has described the afternoon fire as a “flareup” of the earlier blaze, but Hawaiian Electric describes it as a separate fire that was not the company’s fault.

“We were surprised and disappointed that the County of Maui rushed to court even before completing its own investigation,” Shelee Kimura, president and CEO of Hawaiian Electric, said in the news release. “We believe the complaint is factually and legally irresponsible. … Unfortunately, the county’s lawsuit may leave us no choice in the legal system but to show its responsibility for what happened that day.”

The Lahaina fire killed at least 115 people, with hundreds more unaccounted for, destroyed over 2,200 buildings, mostly residences, and damaged another roughly 500 structures.

According to the company’s account: “Several important facts are clear about the events on Aug. 8:

>> “A fire at 6:30 a.m. (the “Morning Fire”) appears to have been caused by power lines that fell in high winds.

>> “The Maui County Fire Department responded to this fire, reported it was ‘100% contained,’ left the scene and later declared it had been ‘extinguished.’

>> “At about 3 p.m., a time when all of Hawaiian Electric’s power lines in West Maui had been de-energized for more than six hours, a second fire (the “Afternoon Fire”) began in the same area.

>> “The cause of the devastating Afternoon Fire has not been determined.”

The company says it has informed the Bureau of Alcohol, Tobacco, Firearms and Explosives, which is investigating the catastrophic fire’s origins, of the availability of records that “conclusively establish” that Hawaiian Electric power lines to Lahaina were not energized when the afternoon fire broke out.

Jim Kelly, a Hawaiian Electric vice president and spokesperson, declined to answer the Honolulu Star-Advertiser’s follow-up questions and said the company would not comment beyond the news release.

Those questions include exactly when and how the company’s power lines in West Maui became “de- energized”; when did the company discover that the downed lines were not live; and whether company representatives had contacted the Maui Emergency Management Agency or other county officials to let them know that downed lines were de-energized.

During the disaster and for days after, Hawaiian Electric repeatedly warned the public of the dangers of live downed power lines.

A company news release sent at 3:30 p.m. Aug. 8 said, “With the forecast of continued high winds, if you see a downed power line, assume it is energized and dangerous. Stay away from downed power lines — at least 30 feet or more (at least two car lengths).”

Hawaiian Electric’s account runs counter to Maui County’s lawsuit allegations that the utility is liable for damage from three Aug. 8 wildfires, including the Lahaina inferno.

Maui County contends that Hawaiian Electric acted negligently by not cutting electricity to the grid in response to a National Weather Service forecast for wind gusts up to 60 mph and a “red flag” warning of high fire risk due to dry brush conditions.

The county further alleges that fallen live power lines ignited the disaster they say was a flare-up.

“Had (Hawaiian Electric) heeded the NWS warnings and de-energized their power lines during the predicted high-wind gusts, this destruction could have been avoided,” the county’s complaint said.

The county’s lawsuit also alleges that the utility, which operates as Maui Electric Co. on the Valley Isle, failed to sufficiently maintain its equipment.

The lawsuit says “negligent” Hawaiian Electric operations caused fires in Lahaina, Kula and Olinda on Aug. 8, and seeks payment for damage to public property, lost revenue and expenses for emergency response and recovery.

But the besieged utility Sunday night defended itself with its account of the events of Aug. 8.

“The small Morning Fire, seen in videos taken by local residents, began more than eight hours earlier (than the afternoon fire). Those videos show that power lines had fallen to the ground in high winds near the intersection of Lahainaluna Road and Ho‘okahua Street at approximately 6:30 a.m. A small fire that can be seen by the downed lines spread into the field across the street from the Intermediate School,” the company said.

The company relates that the Maui Fire Department responded and declared the fire was “100% contained” at 9 a.m. And Hawaiian Electric notes that Maui Fire Chief Brad Ventura later described the fire as “extinguished” when firefighters left at 2 p.m. to fight other wildfires.

The New York Times reported last week that, in a statement Tuesday, Ventura changed the county’s description of the early fire’s status, now calling it “extinguished,” with no smoke or heat, and that crews left the scene at 2 p.m.

The company states that the power was off when Hawaiian Electric crew members called 911 shortly before 3 p.m. to report a small fire about 75 yards away from Lahainaluna Road in a field near the intermediate school.

“By the time the Maui County Fire Department arrived back on the scene, it was not able to contain the afternoon fire and it spread out of control toward Lahaina,” the company said in Sunday’s release.

“The records conclusively establish that Hawaiian Electric power lines to Lahaina were not energized when the Afternoon Fire broke out shortly before 3 p.m. on Aug. 8, in a field near Lahaina Intermediate School. Power had been out for more than six hours by that time. There was no electricity flowing through the wires in the area or anywhere else on the West Maui coast,” the company said.

Hawaiian Electric’s first public account of Aug. 8 comes as the utility is being inundated with lawsuits, all blaming the utility’s equipment for sparking the fires.

In addition to the Maui County filing, there have been at least 10 lawsuits, mostly on behalf of the families of people who died or who have lost property.

A class-action lawsuit representing investors in publicly held parent company Hawaiian Electric Industries Inc. was also filed last week.

The company’s stock has plummeted 74% from Aug. 7.

“Hawaii has thrived on the collective strength and unity of our community, and we need to embrace that spirit now more than ever. There are important lessons to be learned from this tragedy by all of us collectively, and we are resolved to figure out what we need to do to keep our communities safe as climate issues rapidly intensify here and around the globe,” Kimura said.

Lahaina Fires Update ReleaseFINAL082723 by Honolulu Star-Advertiser on Scribd

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Sunday, August 27, 2023

Your next new car might have to be electric, or at least a hybrid under new N.J. rules - NJ.com

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If you find yourself at a New Jersey dealership in a few years looking for a new car, chances are you’ll not only have to consider your favorite color, the cup holder size or sound system. Just how exactly that vehicle gets from point A to B will be additionally important.

New Jersey on Monday began to accept feedback from residents about a new rule that would require all new cars sold to be electric starting in 2035. Advocates are pushing for the regulation to be adopted this year — allowing for the requirements to ramp up starting in 2026 instead of 2027 — but Gov. Phil Murphy’s administration has not committed to that timeline.

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Saturday, August 26, 2023

Europe hits roadblocks in the race to switch to electric cars - The Guardian

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European countries are struggling to persuade people to switch from combustion engine cars to electric ones, experts warn.

Europe sells 10 times more electric cars today than it did just six years ago, according to the International Energy Agency, but its fleet is cleaning up too slowly to meet its climate goals. Governments across the continent are struggling with the price-tag of electric vehicles, which can cost several thousand euros more upfront than comparable ones that burn fossil fuels.

“What we have learned is that it’s not enough just to incentivise electric vehicle purchase and ownership,” said Julia Poliscanova, an analyst at campaign group Transport and Environment. “You also have to disincentivise the purchase of conventional cars at the same time.”

The EU’s move to cleaner cars is part of its promise to cut planet-heating pollution 65% from 1990 levels by the end of the decade, and hit net zero by 2045. But even as it has slashed emissions in its power sector, putting up wind turbines and shutting down coal plants, emissions from road transport have risen steadily in the background.

Transport was the “problem child” of climate protection, said Christian Hochfeld, head of Agora Verkehrswende, a clean transport thinktank in Germany. Because most alternatives to cars took time and money to build, the full switch to electric vehicles was “the most critical issue” for reducing emissions in the next decade, he said.

The EU plans to bring car emissions down by 55% from 2021 levels by the end of the decade, and to zero by 2035. But customers are put off by the high upfront price of electric cars, even if they pay off in the future through lower running costs.

To help counter this, countries across Europe offer customers financial incentives to buy cleaner cars. According to the European Automobile Manufacturers’ Association (ACEA), 21 of the 27 EU member states offer tax breaks when buying a low-carbon car, while 20 offer money to help with the purchase.

Romania offers as much as €11,500 to people buying an electric vehicle. Belgium has incentives for company cars, which form the bulk of its new car sales and serve as a pipeline to the secondhand market that more people can afford. Italy and Spain contribute to the cost of infrastructure to charge electric vehicles. France offers a €5,000 purchase bonus and exempts electric vehicles from penalties based on weight.

“It’s not perfect, but what the French are doing is really going in the right direction,” said Poliscanova.

In a bid to persuade poorer households to use electric cars, France has announced plans for a social leasing scheme that would let “those who need it most” rent an electric car for €100 a month. The government is particularly wary of green policies that raise costs for poorer households after an attempt to raise fuel taxes in 2018 sparked widespread riots and gave rise to the “yellow vest” protest movement.

French president Emmanuel Macron, who trumpeted the scheme before elections last year, is yet to set out a concrete plan of how it will work. But the political signal had already encouraged some French carmakers to move towards small and cheap electric cars, instead of heavy and expensive ones, said Poliscanova.

In Germany, meanwhile, the government has cut subsidies for electric vehicles as the number of people buying them has soared.

“It’s not sustainable to put out subsidies as high as we did in the past,” said Hochfeld, “and it’s also not socially fair because everyone in Germany – every taxpayer – pays for this transition, even if they don’t have a car.”

Germany is Europe’s biggest polluter and car market. While it taxes car ownership and provides an exemption for electric vehicles, it does not tax car acquisition, the point at which consumers decide whether to buy the vehicle.

It would be fairer to tax vehicles at the point of purchase and subsidise electric vehicles through that, said Hochfeld.

“Why should a nurse pay for the electric vehicle of a dentist … who’s able to buy a big SUV with subsidies? That’s not fair. But if the lawyer buying a combustion engine car would pay for the dentist who buys an electric vehicle? I would say that’s OK.”

Marc LĂŒers, managing director of online marketplace Carwow, said that the German car market had “flipped” since the war in Ukraine, with demand for electric cars in particular suffering from rising inflation and falling subsidies.

Apart from the price of the vehicle, he added, “the two largest concerns of electric vehicle-buyers in Germany are charging infrastructure and the price of electricity”.

Just seven EU countries offer incentives for charging infrastructure, according to the ACEA.

To boost uptake of electric cars, the quantity of different policies mattered as well as the quality, said Gracia BrĂŒckmann, an energy researcher at the University of Berne.

In Norway, for instance, where 9 in 10 new cars sold are electric or hybrids, the government provided a range of incentives for electric vehicles as early as the 1990s, which it later phased out. As well as tax breaks, the government offered free parking, access to ferries and the right to drive in bus lanes.

This helped governments find the right fit for each person, said BrĂŒckmann. “The more policies you have in place, the lower your car fleet’s total emissions gets over time.”

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Friday, August 25, 2023

Cheapest Electric Cars for 2023 & 2024 - Autoweek

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Price: $42,785
EPA-rated range: Up to 266 miles

The Hyundai Ioniq 5 is one of the best electric vehicles on sale right now. It pairs fun, boxy, retro looks to a wonderful chassis and a nice interior, delivering a supremely smooth driving experience. Best of all, you get up to 266 miles of range per charge, so long as you're not launching out of every corner.

Though it might seem expensive when compared to other cars on this list, rest assured, we'd recommend the Ioniq 5 over EVs far more expensive. It's just that good.

The Ioniq 5 is leading Hyundai's EV charge

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Maui County sues Hawaiian Electric over wildfires, citing negligence - CBS News

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Maui County sued Hawaiian Electric Company on Thursday over the fires that devastated Lahaina, saying the utility negligently failed to shut off power despite exceptionally high winds and dry conditions.

Witness accounts and video indicated that sparks from power lines ignited fires as utility poles snapped in the winds, which were driven by a passing hurricane. The Aug. 8 fires have killed at least 115 people, making them the deadliest in the U.S. in more than a century. Hundreds more remain missing.

Hawaii Electric said in a statement it is "very disappointed that Maui County chose this litigious path while the investigation is still unfolding."

The FBI and Maui County police are still trying to determine how many people remain unaccounted for in the fires. The FBI said Tuesday there were 1,000 to 1,100 names on a tentative, unconfirmed list.

Maui County officials said Thursday that 46 of the victims have so far been identified. They include 7-year-old Tony Takafua, the first confirmed child victim of the fires.

Dozens Killed In Maui Wildfire Leaving The Town Of Lahaina Devastated
In an aerial view, burned cars and homes are seen a neighborhood that was destroyed by a wildfire in Lahaina, Hawaii. Aug. 17, 2023. Getty Images

In a news release announcing the lawsuit, Maui County officials said the wildfires destroyed more than 2,200 structures and caused at least $5.5 billion in damage.

The lawsuit said the destruction could have been avoided and that the utility had a duty "to properly maintain and repair the electric transmission lines, and other equipment including utility poles associated with their transmission of electricity, and to keep vegetation properly trimmed and maintained so as to prevent contact with overhead power lines and other electric equipment."

The utility knew that high winds "would topple power poles, knock down power lines, and ignite vegetation," the lawsuit said. "Defendants also knew that if their overhead electrical equipment ignited a fire, it would spread at a critically rapid rate."

A drought in the region had left plants, including invasive grasses, dangerously dry. As Hurricane Dora passed roughly 500 miles south of Hawaii, strong winds toppled at least 30 power poles in West Maui. Video shot by a Lahaina resident shows a downed power line setting dry grasses alight. Firefighters initially contained that fire, but then left to attend to other calls, and residents said the fire later reignited and raced toward downtown Lahaina.

With downed power lines, police or utility crews blocking some roads, traffic ground to a standstill along Lahaina's Front Street. A number of residents jumped into the water off Maui as they tried to escape the flaming debris and overheated black smoke enveloping downtown.

Dozens of searchers in snorkel gear this week have been combing a 4-mile stretch of water for signs of anyone who might have perished. Crews are also painstakingly searching for remains among the ashes of destroyed businesses and multistory residential buildings.

"Our primary focus in the wake of this unimaginable tragedy has been to do everything we can to support not just the people of Maui, but also Maui County," Hawaiian Electric's statement said.

Hawaiian Electric is a for-profit, investor-owned, publicly traded utility that serves 95% of Hawaii's electric customers. It is also facing several lawsuits from Lahaina residents as well as one from some of its own investors, who accused it of fraud in a federal lawsuit Thursday, saying it failed to disclose that its wildfire prevention and safety measures were inadequate.

Maui County's lawsuit notes other utilities, such as Southern California Edison Company, Pacific Gas & Electric, and San Diego Gas & Electric, have procedures for shutting off power during bad windstorms and said the "severe and catastrophic losses ... could have easily been prevented" if Hawaiian Electric had a similar shutoff plan.

The county said it is seeking compensation for damage to public property and resources in Lahaina as well as nearby Kula.

Other utilities have been found liable for devastating fires recently.

In June, a jury in Oregon found the electric utility PacifiCorp responsible for causing devastating fires during Labor Day weekend in 2020, ordering the company to pay tens of millions of dollars to 17 homeowners who sued and finding it liable for broader damages that could push the total award into the billions.

Pacific Gas & Electric declared bankruptcy and pleaded guilty to 84 counts of manslaughter after its neglected equipment caused a fire in the Sierra Nevada foothills in 2018 that killed 85 people, destroyed nearly 19,000 homes, businesses and other buildings, and virtually razed the town of Paradise, California.

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Thursday, August 24, 2023

Maui government files lawsuit, accuses Hawaiian electric company of causing Lahaina wildfires - CNN

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CNN  — 

Maui County filed a lawsuit Thursday against Hawaiian Electric Company and its subsidiaries, alleging that the utility company’s negligence caused the devastating wildfires that burned thousands of acres of land in the state and killed more than 100 people earlier this month.

The lawsuit alleges that the electric company, known as HECO, “inexcusably kept their power lines energized” in early August, despite the fact that the National Weather Service issued a High Wind Watch and a Fire Warning. The warnings cautioned that strong winds could knock down power lines and ignite a fire that would spread quickly due to dry conditions, the lawsuit indicated.

“The fire was a direct and legal result of the negligence, carelessness, and recklessness, and/or unlawfulness” of HECO, the lawsuit states.

Maui County is seeking damages from HECO that may total tens or hundreds of millions of dollars, according to John Fiske, an attorney representing the county in the lawsuit.

“Our primary focus in the wake of this unimaginable tragedy has been to do everything we can to support not just the people of Maui, but also Maui County. We are very disappointed that Maui County chose this litigious path while the investigation is still unfolding,” a spokesperson from Hawaiian Electric told CNN in a statement.

This is the first time an entity of the Hawaiian government has formally accused the utility company of playing a role in the deadliest US fire in more than a century.

HECO is also the subject of a proposed class-action lawsuit filed earlier this month that accused the electric company of choosing not to “deenergize their power lines after they knew some poles and lines had fallen and were in contact with the vegetation or the ground.”

Jim Kelly, Hawaiian Electric’s vice president, told CNN that Hawaiian Electric does not have a formal shut-off program in place, and precautionary shut-offs have to be arranged with first responders. “Electricity powers the pumps that provide the water needed for firefighting,” he said.

Hawaiian Electric Company is a for-profit company that serves 95% of Hawaii’s customer base and trades on the New York Stock Exchange.

This isn’t the first time a utility company has been blamed for its alleged role in a powerful wildfire in recent years. In California, Pacific Gas and Electric has reached settlements valued at $25.5 billion, including $1 billion in settlements with cities and counties and $11 billion in settlements with insurance companies, after the company pleaded guilty for its role in the deadly 2018 Camp Fire.

The Hawaiian wildfires, which began on August 8, burned over 2,000 acres in Lahaina, and hundreds of acres in Kula and Olinda on the island of Maui.

The resulting destruction of homes, businesses, infrastructure and loss of tourism may result in up to $6 billion in economic losses, according to an estimate from Moody’s RMS.

Fiske told CNN that the community would need to partner with the government in order to recover from the fire’s devastation.

“The expectations here are going to be looking forward towards recovery and rebuilding,” he said.

- CNN’s Anna-Maja Rappard, Natasha Chen and Paradise Afshar contributed to reporting.

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Wednesday, August 23, 2023

I travelled the UK and Ireland in an electric car, and what a shocker: nothing went wrong - The Guardian

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When my son suggested a road trip this summer around the UK and Ireland, I wasn’t sure. He wanted to go from our home in Brighton to Manchester, Edinburgh, Belfast, Dublin, Dingle on Ireland’s west coast, Rosslare on Ireland’s east coast, and Cardiff. We worked out a route and looked at booking hotels, a treehouse, a campervan and a lighthouse; we’d visit friends and family; and we’d explore the capital cities of four nations – it sounded amazing. The only problem was that we’d be doing it in our electric car and it holds less than 100 miles’ worth of charge.

I’m a convert, but even I was affected by the fearmongering that haunts the electric vehicle market. A relentless campaign in the rightwing media against government plans to ban the sale of new petrol and diesel cars in 2030 reflects the views of an increasingly desperate fossil fuels lobby, and I had read story after story about a lack of working chargers in the UK. I took out a second breakdown policy when I realised that mine covered only one callout in any 28-day period. I expected an adventure, and to come back with tales to tell, like running out of charge halfway up a mountain, or making friends for life with a random farmer as the car took all night to charge on their three-point socket.

But, sorry, I have no such tales. This isn’t that kind of article – it all went boringly well. My son had plotted our course on the Zap-Map app, which maps all the chargers across the UK and Ireland, choosing stops that had a backup charger down the road. It was this careful planning that meant I soon stopped anxiously watching the number of miles left on the dashboard display and started to enjoy the drive. We played games, set the world to rights, made up daft songs and laughed at each other’s bad jokes. We did see a lot of service stations and industrial estates, but we never needed any of the backups.

EV charger on lamp-post, Twickenham, England

Sometimes the chargers were at pubs where we could have lunch. Sometimes they were in town centre car parks, and we could take a look around or grab a coffee for the 20 minutes or so it would take to recharge. Twice we had to wait about 20 minutes for someone who was already at the point we wanted to use, but that was as dramatic as it got. We generally had to stick to main arteries, but once we got to the north of England even these offered beautiful scenery. And that’s in a car with a lower range than most – vehicles sold now can usually run for at least 200 miles.

I was also expecting to find problems associated with the sheer number of different charger providers across the five nations, with connection failures or malfunctioning apps, for example. But I either used my debit card or downloaded an app that worked smoothly every time.

The journey did take longer than it would have in a petrol car – we stopped about every hour and a half. But we weren’t in a hurry, and had made sure we had no deadlines to meet. I tend to get tired quite quickly when I’m driving, but on this trip, despite being the only driver, I found myself feeling rested when I arrived at each destination, rather than dazed and exhausted after staring at a motorway for hours without let-up.

When I first got an electric car three years ago, I did worry about charging, and once hired a petrol car to drive to Dorset for a festival. I found it noisy and smelly, it had no acceleration to speak of and I felt uncomfortable driving it. I was relieved to hand it back. My seven-year-old Nissan Leaf is powerful, it has never broken down and it is and quiet. When I go to the beach or into town, I can leave it as long as I want on a free-parking lamp-post charger, spending the money I would have paid for parking on a few extra miles of charge. For a full tank, I leave it on a local lamp-post overnight, many of which now have allocated bays to prevent ICEing (being blocked by a car with an internal combustion engine). Brighton is quite well served, but I like to think it’s at the forefront of widespread adoption rather than being an exception. Local provision has to be a gradual process, to be approached by councils delicately – my neighbours would be entitled to be upset if 10 of their parking spaces were suddenly taken over by EV-only bays that largely sat empty.

You may or may not be ready to go electric. For me, it was a change, but that’s all it was. All I’d like to suggest is: consider how an electric car could work for you – don’t let the petrol lobby make the decision for you. There may not be sufficient chargers yet in your area – or you just may not have noticed them, and many more are appearing all the time. The cars are still too expensive – as is electricity at the moment, but overall it may turn out to be cheaper than you expected. And – just possibly – more fun.

  • Charlotte Naughton is joint production editor of Guardian Opinion

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86% of New US Electric Utility Generation Capacity Coming from Non-Fossil Fuels in 2023 - CleanTechnica

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In 2023, Non-Fossil Fuel Sources Will Account for 86% of New Electric Utility Generation Capacity in the United States

Amid the transition to an electrified transportation sector, efforts to decarbonize the U.S. power grid are evident in the planned additions and retirement of utility-scale electricity generating capacity. For 2023, added capacity will come primarily from solar (52%) and wind (13%), while batteries for stored energy will provide 17% of the new capacity.

Natural gas is the only fossil fuel type contributing to new capacity and will account for 14% of the total. In contrast, nearly 100% of the capacity being retired is based on fossil fuel, led by coal (62%) and natural gas (36%). A total of 56.1 gigawatts (GW) of new capacity is being added and 14.5 GW of current capacity are being retired for a net gain of 41.6 GW in capacity.

Notes:

  • Net summer capacity.
  • Utility-scale electricity capacity is measured for electric power plants with at least one megawatt of total electricity generation capacity.
  • “Other” on the ADDITIONS chart includes biomass, petroleum liquids, conventional hydroelectric, geothermal, and landfill gas.
  • “Other” on the RETIREMENTS chart includes landfill gas, conventional hydroelectric, and wood/wood waste biomass.

Fact #1304 Dataset

Courtesy of U.S. DOE’s Vehicle Technologies Office. Source: U.S. Energy Information Administration, Electric Power Monthly, February 2023, Tables 6.5 and 6.6.

 


I don't like paywalls. You don't like paywalls. Who likes paywalls? Here at CleanTechnica, we implemented a limited paywall for a while, but it always felt wrong — and it was always tough to decide what we should put behind there. In theory, your most exclusive and best content goes behind a paywall. But then fewer people read it! We just don't like paywalls, and so we've decided to ditch ours. Unfortunately, the media business is still a tough, cut-throat business with tiny margins. It's a never-ending Olympic challenge to stay above water or even perhaps — gasp — grow. So ...

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Monday, August 21, 2023

How gas station economics will change in the electric vehicle charging future - CNBC

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As electric vehicles proliferate, some gas stations are making expensive overhauls to add EV charging stations. 

In most cases, they aren't scrapping traditional liquid fuel pumps. But select locations, including an RS Automotive in Takoma Park, Md., and a Shell station in Fulham, England, have made a full switch.

Location, cost, power requirements and conversion time are among the multiple considerations that factor into a gas station's decision to convert all or a portion of their existing infrastructure to allow for EV charging. 

"Figuring out how to do this on an active site can be complex and challenging," said Neha Palmer, chief executive of TeraWatt Infrastructure, which is developing a network of electric vehicle charging centers for fleet operations across California, Arizona, and New Mexico. "How do you sequence the construction when you have vehicles that might want to fuel there?" 

Here's what gas station owners need to know about the EV charging trend and their future.

The EV fast-charging model

Locations like office complexes, hospitals and hotels typically offer a slower charging option, since people generally stay put for hours at a time. Gas stations, however, are investing in Level 3 chargers, which are more powerful and generally charge a car in 20 to 30 minutes. 

While slower charging stations are often free to motorists, that's not generally true for fast charging stations, given ongoing operational expenses such as electricity and extra fees charged by utilities in commercial settings, said Seth Cutler, chief operating officer of EV Connect, whose software tools help companies build charging station networks.

Big oil company franchisers and car dealers are on board

For large oil giants, adding EV chargers is both a defensive and offensive play. 

Gas station numbers have been decreasing at a sharp rate in the past three decades and the trend is expected to continue in the coming years, according to Shubhendra Anand, vice president of research and strategy at Market Research Future. In fact, at least a quarter of service stations globally are at risk of closure by 2035 without significant business model tweaks, according to consulting firm BCG.

The Biden administration has a stated goal of having 500,000 electric vehicle chargers nationally where EVs make up at least 50% of new car sales by 2030. By current administration estimates, there are more than three million EVs and more than 130,000 public chargers nationwide.

The European oil majors are among the energy sector leaders in the global EV charging push.

Shell has EV-charging-only mobility hubs in China and the Netherlands, in addition to the Fulham location. The company intends to own more than 70,000 public EV charge points worldwide by 2025, and 200,000 by 2030, according to an email statement from Barbara Stoyko, senior vice president of mobility for Shell Americas.

BP also sees the need for mixed-use hybrid refueling and EV charging stations, according to Sujay Sharma, chief executive of BP's electric vehicle charging business in the U.S. "Today's gas stations are well positioned to adopt EV charging due to locations in high-demand areas, in addition to their existing convenience offerings including restrooms, food and beverage," Sharma stated in an email. 

Franchise car dealers are also increasingly getting on board, thanks to pushes from automakers like GM and Ford.

As of late last year, 65% of Ford's dealers had opted into the EV certification program (a little under 2,000, according to data shared by Ford), as it has started to make the role of car dealers central to the EV transition process. 

The National Automobile Dealers Association said in a May release that franchise owners will spend an estimated $5.5 billion on EV infrastructure across OEM brands, with per store costs ranging from $100,000 to over $1 million. 

Upfront costs can be jaw-dropping, incentives help

Adding EV charging capabilities is not a one-two decision that owners should take lightly. Indeed, the return on investment could be seven to 10 years on average, according to an estimate provided by Yair Nechmad, co-founder and chief executive of Nayax, a global commerce enablement and payments platform, which offers its services to gas stations.

The hardware and software for fast charging can run between $50,000 for one charger and $500,000 for multiple fast chargers and dispensers, said Michael Hughes, chief revenue officer of ChargePoint Holdings, a technology company that makes EV charging hardware and software to help drivers find local charging stations and amenities. The infrastructure, meanwhile, which includes the cost of breaking ground, running power, permits and contractors, generally costs about twice that, he said.

That makes it advisable to incur all the infrastructure changes upfront, even if a gas station only intends to make a few chargers available at the onset, said Rohan Puri, chief executive of Stable Auto Corporation, which helps make charging stations more profitable for companies that own and operate them. His advice: "Put in as much power as you think you're going to need in 10 years."

There are numerous federal, state and utility-based incentives for commercial businesses to purchase and install fast chargers. This includes the U.S. Department of Transportation's Federal Highway Administration NEVI Formula Program, which provides generous funding to states to strategically deploy EV charging stations. 

Gas station owners can search for information on incentive programs they may qualify for.

Location is a key factor, gas station franchise concerns

Even with incentives, there can be barriers to entry, location being a major factor. According to the U.S. Department of Energy, 80 percent of EV charging happens at home, which makes adding EV charging less appealing for in-town gas stations, Hughes said. Local gas stations also don't generally have amenities to keep people entertained while they are charging their vehicles.

Real estate can also be prohibitive. A traditional gas station may have two islands with four pumps each for liquid fuel; the same utilization rate would require about 40 charging stations, Hughes said.

By contrast, gas stations along major highways between highly traveled destinations can be ideal for electric charging hubs. These locations tend to have multiple amenities, offering people the opportunity to grab a cup of coffee, get a quick bite to eat, stretch their legs or walk the dog while they charge their vehicle, Hughes said.

Convenience stores like Sheetz, Wawa, Royal Farms and Buc-ee's that double as gas station operators are also starting to add electric chargers at certain locations, said Albert Gore, executive director of The Zero Emission Transportation Association, a federal coalition that advocates for EVs, and who is a former Tesla and SolarCity executive. It can't be "a place that you're just going to run in and buy a Snickers," Gore said.

While there can be a first-mover advantage for gas stations, some owners, like Blake Smith, founder of SQRL Holdings, a gas station and convenience store operator, are taking it slow. His company operates more than 150 convenience store gas station locations and offers electric charging in select locations in Florida. By contrast, the company hasn't installed any EV charges in Arkansas, where it has more than 60 stations.

"I would never recoup my investment," he said, adding that a move to all electric charging could be decades away. "We're not flipping a switch to where gas vehicles are getting off the road and it will be EV-only."

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Sunday, August 20, 2023

Electric cars are breaking sales records, but here’s why they’re not replacing gas cars anytime soon - CNN

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More shoppers are choosing electric vehicles so far this year than ever, according to vehicle sales data from Cox Automotive.

While EV sales have been growing healthily for the past couple of years, that trend has accelerated this year. US consumers bought nearly 300,000 new battery-electric vehicles (BEVs) in the second quarter – a new record, according to Cox.

Not only is that more than 48% higher than last year, it’s more EVs than were sold in all of 2019. That’s not even counting sales of plug-in hybrid electric vehicles (PHEVs), which can run on gas or electricity and a battery that can be recharged with either a charging cable or a generator powered by the engine.

Cox Automotive now predicts sales of fully electric vehicles in the US will break the 1 million vehicle barrier in 2023 for the first time ever. More than 557,000 BEVs have already been sold so far this year through the end of the second quarter.

Experts say EV sales are being propelled by a number of compounding factors, such as price cuts, a wider variety of available vehicles and more government and manufacturing investments.

“It’s just this perfect storm of all these things coming together,” said Stephanie Valdez-Streaty, the director of industry insights at Cox Automotive.

The Inflation Reduction Act is also driving sales growth, Valdez-Streaty told CNN.

Through the IRA, the federal government began offering tax credits of up to $7,500 on EVs at the beginning of the year, partially based on where the cars and their electrical components were sourced and assembled. Only 18 EV models out of the 97 on the market currently qualify for this tax credit, according to the Alliance for Automotive Innovation, a nonprofit trade association.

This year’s top-selling EVs – the Tesla Model 3, Tesla Model Y, Chevrolet Bolt, Rivian R1T and Volkswagen ID.4 – qualify for at least some of the IRA tax credit, Valdez-Streaty said.

The electric vehicle market is entering into a transition period, she said. More than half of consumers were considering buying a new or used BEV within the next year, according to a Cox Automotive survey released in June. Just 38% of consumers said the same in 2021.

“We’ve had early adopters, and now it’s like, how do we start to increase sales? How do we convert those considerers into buyers?” Valdez-Streaty said.

The US Energy Information Administration’s sales projections forecast that translating buyer interest into an EV-majority market will take several decades.

Assuming that the current laws and regulations remain unchanged, the annual percentage of newly purchased BEVs and PHEVs flattens at roughly 17-19% from 2035 through at least 2050, according to EIA projections. And while consumer interest in EVs is sensitive to the price of gasoline, the agency predicts an EV market share of less than 30% under even a scenario with oil prices as high as $190 per barrel in 2022 dollars.

Price is the biggest barrier for consumers, Valdez-Streaty said. Despite sharp price cuts by Tesla and Ford this year, going electric still means paying a premium over the average gas-powered model. The average electric vehicle price in July was $53,469, according to Kelley Blue Book, versus an average price of $48,334 across all vehicles.

In Cox’s consumer survey, the second biggest concern for EV considerers after price was a lack of access to charging stations.

Battery ranges have improved in recent years – the number of electric models with a range of at least 300 miles increased from 13 in 2021 to 51 in 2023, according to the US Department of Energy.

But the number of charging stations still lags behind what is needed to support a wider-scale adoption of electric vehicles.  At the end of Q1 2023, there were roughly 134,000 charging stations and 3.34 million EVs on the road across the country, according to the Alliance for Automotive Innovation’s most recent Electric Vehicle Quarterly Report. To meet a charger-to-car ratio of 7:1 — which the California Energy Commission concluded would be needed to support the state’s goal of 5 million EVs on the road by 2030 — the entire country would have to set up two and a half times the current number of available chargers, the AAI report said.

Geographic disparities are also pervasive, the report said. Nearly 30% of all the country’s public charging infrastructure is in California.

The market share of new EVs is also much higher in California, according to AAI state sales data. The Golden State – along with the District of Columbia – is the only market where electric vehicles made up more than a fifth of all light-duty vehicle sales in March, the most recent month available.

Making sure the charging infrastructure is in place and operational will be important to support EV sales growth going forward, Valdez-Streaty said. So will state and national incentives.

Last year, the California Air Resources Board voted to ban sales of new gas-powered cars by 2035. At least 17 other states have agreed to follow California’s lead.

“It’ll be interesting to see over the next few years how sales start to increase with those states following the CARB regulations,” Valdez-Streaty said.

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Electric Cars Are the Future. But Renting One? Good Luck. - The New York Times

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This carless New Yorker was determined to rent an electric vehicle for environmental reasons. But from booking to driving, there’s a learning curve.

As a carless New Yorker, I sometimes get a little smug about my carbon footprint. I regularly bike, use public transit and when I do need a car for the occasional getaway, I rent.

But that all changed this summer, when I booked a car to drop off my daughter at sleepaway camp in New Hampshire. The audio selection I chose for the return drive? “The Climate Book,” by Greta Thunberg, the Swedish environmental activist.

The vibe of this annual summer road trip, traditionally a celebration of parental freedom, soon turned somber. There I was, driving down I-91, listening to endless tales of human suffering wrought by the burning of fossil fuels that were currently powering my rental car.

If I needed more convincing, a week after drop-off, catastrophic flooding in Vermont came dangerously close to the camp. (Other camps in the area fared worse.)

That was it. I would be picking up my daughter in an electric vehicle.

E.V.s are not a perfect solution — the manufacturing of their batteries can involve pollution and questionable labor practices. However, they are far better for the environment than gas-powered cars.

But was renting an electric vehicle possible? And would I, someone still flummoxed by a car’s Bluetooth, be able to hack it?

A basic Google search (“E.V. Rental NYC”) confirmed the first question, at least. Hertz was one of the top results. A spokeswoman said the company was “seeing solid growth in E.V. rentals,” and that 3,750 plug-in cars were available for rent in the New York City area.

But for the date I needed, those thousands of Hertz E.V.s didn’t seem to be available. Kennedy Airport had some options, but getting a car there would have added about five hours of subway schlepping to my trip. Similar searches using Avis and Enterprise proved unsuccessful.

I chalked up the inconvenience to the possibility that commercial rental car companies were still catching up to a moment where E.V.s have become the fastest-growing segment in the auto industry. This year, nearly 300,000 new electric cars were sold in the United States between April 1 and June 30, an increase of about 48 percent from the same time period in 2022, according to Cox Automotive, a market research firm.

By 2030, there could be 30 to 42 million passenger electric vehicles on American roads, requiring 174,000 and 211,000 public fast-chargers, according to a study by the National Renewable Energy Laboratory. That’s roughly six times the number of public fast-chargers out there now.

Until charging infrastructure has expanded, renters might be gun-shy about trying out E.V.s. But I was determined. UFODrive, a European company with locations in Brooklyn and Manhattan, ended up being my best option. It had an electric car — within walking distance of my home — on the date I needed.

I needed to download an app to lock, unlock and start the car.Salvador Espinoza for The New York Times

The reservation process involved downloading an app, which controlled everything from payments to turning the car on. It takes you through a vetting process, then asks you the mileage you are expecting to cover, which affects the price, and for a refundable $750 deposit.

On a Friday evening, having just binged a round of E.V. how-to videos, I showed up at a garage near Columbus Circle. Minutes later, I was staring at a gleaming, white Tesla Model 3.

Suddenly, I remembered nothing. I started to sweat.

First things first, I thought: Charge the phone. I looked around for the USB port. Nada. What kind of high-tech car was this? I couldn’t go anywhere if my phone wouldn’t charge.

This was when the parking lot attendant, watching me in benevolent amusement, leaned inside to help. He placed my phone on a slanted, wireless charging surface to the right of the steering wheel.

“What else do I need to know,” I asked him. “And is everyone this stressed?”

All first-time electric car renters are, he said. He quickly explained how to use the app to lock, unlock and turn the car on.

I thanked the attendant profusely and coaxed the vehicle out into the streets.

Immediately, my biggest issue was the footwork involving the accelerator (known in olden times as the gas pedal). Whereas releasing a gas pedal gradually slows a car down, releasing this car’s accelerator kicks in an energy-saving process for the battery. When you’re new to it, it also makes the car jerk to an almost-stop.

Before I’d even left Manhattan, I began worrying about having enough battery.Salvador Espinoza for The New York Times

I’d become the city’s worst taxi driver.

I headed to Harlem to pick up my 18-year-old son, whom I had enlisted as my co-pilot. But as I pulled up, I realized I’d forgotten to ask the garage attendant how to turn the car off.

This was when my range anxiety (a common fear among rookie E.V. drivers of being stranded with nowhere to charge) started. I was losing precious battery juice — and I hadn’t even left Manhattan. Would we make it to the supercharger?

The goal was to get to Brattleboro, Vt., where we would spend the night and visit a Tesla supercharging hub in the morning. My (very) rough calculations had us arriving with about 40 percent of our battery left. But once we were on the highway (and my foot had figured out how to nuance the accelerator for a smoother ride), I noticed the battery level was dropping fast.

It was not unlike watching it drop on my iPhone, except for the fact that I was driving in a very expensive metal box, on a dark, desolate highway. By the time we reached the hotel, the battery icon had turned a scary yellow color signaling we had dropped to 20 percent or under.

It was 10 p.m., but I still hadn’t figured out how to power the thing down. I got out of the car and tried locking it with the app; thankfully, the car turned off.

The next morning, when we pulled up to one of 16 superchargers, a man standing next to his car in the lot squinted at us.

“It’s his way of greeting the other Teslareans,” my son joked. But the guy looked concerned. He eventually let us know that one typically backs into a spot, to better access the charging cable. Cool, cool. We turned our car around and, after watching a quick how-to video on my phone, waited for about 30 minutes until we had 98 percent power.

Leaving Brattleboro with a full charge was crucial; we would soon be entering rural New Hampshire — the land that cellular companies forgot. There was a smattering of regular chargers in the area, but they would have required a detour plus several hours to fully charge.

The helpful Squinting Teslarean told me that he and his family were on their annual summer road trip to Vermont, and that they depended on the Brattleboro hub as their last big stop before venturing into the beyond. I feared I would need all the battery power possible.

But we were delivered safely at the camp and arrived with plenty of battery power left. (My 14-year-old daughter, who had no idea she was getting picked up in a Tesla, greeted me by calling me a poseur.)

Tesla’s built-in GPS.Salvador Espinoza for The New York Times

My next worry — whether my daughter’s oversize trunk would fit in the car — also abated. We put a day bag and a shower caddy in the “frunk,” the small storage area at the front of the car.

We stopped again in Brattleboro to charge, sitting under a tree while the 30 minutes ticked by. That charge got us all the way back to Midtown Manhattan, with about 20 percent to spare.

The bill: $320 for 24 hours, including charging. Before the trip, I had priced out a gas car at Dollar Car Rental: The “pay later” option would have been $332, not including gas.

I returned the E.V. and walked home, relieved not to have crashed or been stranded. And perhaps feeling a tad smug, once again, about that carbon footprint.

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