Ev Car Quotes

[I] threw open the door to find Rob sit­ting on the low stool in front of my book­case, sur­round­ed by card­board box­es. He was seal­ing the last one up with tape and string. There were eight box­es - eight box­es of my books bound up and ready for the base­ment! "He looked up and said, 'Hel­lo, dar­ling. Don't mind the mess, the care­tak­er said he'd help me car­ry these down to the base­ment.' He nod­ded to­wards my book­shelves and said, 'Don't they look won­der­ful?' "Well, there were no words! I was too ap­palled to speak. Sid­ney, ev­ery sin­gle shelf - where my books had stood - was filled with ath­let­ic tro­phies: sil­ver cups, gold cups, blue rosettes, red rib­bons. There were awards for ev­ery game that could pos­si­bly be played with a wood­en ob­ject: crick­et bats, squash rac­quets, ten­nis rac­quets, oars, golf clubs, ping-​pong bats, bows and ar­rows, snook­er cues, lacrosse sticks, hock­ey sticks and po­lo mal­lets. There were stat­ues for ev­ery­thing a man could jump over, ei­ther by him­self or on a horse. Next came the framed cer­tificates - for shoot­ing the most birds on such and such a date, for First Place in run­ning races, for Last Man Stand­ing in some filthy tug of war against Scot­land. "All I could do was scream, 'How dare you! What have you DONE?! Put my books back!' "Well, that's how it start­ed. Even­tu­al­ly, I said some­thing to the ef­fect that I could nev­er mar­ry a man whose idea of bliss was to strike out at lit­tle balls and lit­tle birds. Rob coun­tered with re­marks about damned blue­stock­ings and shrews. And it all de­gen­er­at­ed from there - the on­ly thought we prob­ably had in com­mon was, What the hell have we talked about for the last four months? What, in­deed? He huffed and puffed and snort­ed and left. And I un­packed my books.

Humanity needs a new transportation system - a new system of moving people and resources. We need greater efficiency with a good bit of joy built in. And Mayflower-Plymouth is providing that.

Ne mîne li hîvya çi kesa da bhên o te dil xush biken o jîyana te bashte biken.. Shertanê li ser çi kesan neke ko dê hên o te rizgar ken. Tu xodanê peyva dest pêkê o pêngava dest pêkê be, o destê xo bgre harîkarîya xo bike o bizane xodê harî wî kesî diket yê harî xo diket. Eger te ew kes ne dît te dil xush biket, tu bxo xo dil xush bike. Eger te ew kes ne dît bu te shemalkekê helket, li êkê dî ne gerhe shemalkên te bi vemrînît. Neçe bîyabanê o li gûlên ciwan bi gerhe, tu hîç tshtekî li bîyabanê nabînî ji blî strî o dehlîya. Tu bitnê dishêy wê jîyanê bu xo avakey ya di hzr û xeyalên te da. Kes na hêt o xewnêt te o hez o hîvîyên te bikete rastî, evca ji xew rabe o kar bike bu hîvîyên xo. Serê xo bilind ke o eger tarî bi ser te da hat li rûnahîyê bi gerhe o bizane heyv ya li hîvya te. Çi dergeha li xo ne gre , çûnkî de her rojek hêt pêdvî wî dergehî bî. Torre ne be demê kesek axftneka ne ciwan di bêjît te o bizane ew kesatîya xo pênase diket ne ya te. Bawerîyê bi xo o bê hîvî nebe, beref xewnên xo ve here . Çi car rêka xo ne ber de, eger rêk çenda dirêj bît, xo dana çîya bît, xo bihêz bike o geshbîn be. Ya çoy ji bîr ke, o bizane di gel helatna rojeka nî, delîvên nî dihên o pshtî zvstana dijwar dê bûhar hêt o gûl dê vebn. Ev gerdûne xodê yê bu te çêkrî, supasîya wî bike ko tu day saxlem. Di gel xodê be o dê ew te parêzît o xewnên te di gel wî de bine rastî.

As they grow, wind and solar and EVs will need “big shovels” to meet their increasing call on mined minerals and land itself. It is estimated that an onshore wind turbine requires fifteen hundred tons of iron, twenty-five hundred tons of concrete, and forty-five tons of plastic. About half a million pounds of raw materials have to be mined and processed to make a battery for an electric car.

In those days Palestinians were not allowed to drive in this vicinity. In fact, Palestinians were prohibited from using cars in roads close to settlements, army bases or offices of the Civil Administration. The headquarters in the north-western side of Jerusalem seemed to be the source of all evil – the magnet of brutality: the closer you lived to it, the less normal your life became, to the point of it being unbearable. This monstrous headquarters on the hill truly reflected the cynicism and inhumanity of the administration. This was a location that had to be visited frequently but could not be reached easily. You could not get there by car. Nor could you easily walk there. There was no footpath to the Civil Administration, since there was no paved way, and the only passable route was dangerously close to the Pisgat Ze’ev and Neve Yaakov settlements. ‘A Palestinian who walked in this way endangered his life, as soldiers and settlers who would notice him could have harmed him,’ warned a report from B’Tselem at the time

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity. More realistically? The American grid is powered by 40 percent natural gas and 19 percent coal. This more traditional electricity-generation profile extends the “carbon break-even” point of the Tesla out to 55,000 miles. If anything, this overstates how green-friendly an electric vehicle might be. Most cars—EVs included—are driven during the day. That means they charge at night, when solar-generated electricity cannot be part of the fuel mix.*

Over the past five years, electric cars enjoyed better efficiency compared to their petrol-powered counterparts. This drove down running costs of electric cars amounting to a measly 20 cents on the dollar cost of running vehicles powered by gasoline in Europe and the United States.

By 1912, global sales of electric vehicles peaked at 30,000 cars which would have spelled good news to electric car manufacturers had they not been faced with the threat of petrol-powered cars.

Most Americans and Canadians (& earthlings) can save thousands annually with smarter energy choices. That's a lot of bucket list vacations, while providing far better for your own future and living a richer life today.

Electric car fires are very difficult to extinguish.

Chinese leaders plan to shift support for EVs by encouraging the installation of charging stations. According to the China EV Charging Infrastructure Promotion Association, China already had 1.174 million charging stations at the end of 2019, operated by eight new Chinese charging companies.19 China also has battery-swapping stations, where drivers can replace discharged batteries on certain brands of cars.

In 2015, China surpassed the United States in electric car sales, both on an annual basis and in cumulative EV sales.

General Motors did try, spending a billion dollars to develop the two-seater electric EV1. Introduced in 1996, the vehicle was not exactly compelling—owing to its shape, it became known as the “Egg on Wheels”—and its range was limited. Aside from a handful of aficionados, the EV1 failed to gain traction and ended up in the junkyard. The battery just wasn’t good enough. Moreover, how many people really wanted a gasoline-free car when gasoline was at that time only $1.30 a gallon?

That year, after years of discussion, the European Union adopted new standards that require a steep decline in CO2 emissions, averaged over the entire fleet, for cars sold in Europe. They were to go into effect in 2020 and 2021. “The only way to make this target is with zero emission vehicles” as a growing share of new car sales, said a senior executive at a major European company. Failure to meet these new standards could cost European automakers as much as $40 billion in fines. Given the half-decade lead time to bring on wholly new models, it meant starting to pivot to EVs right away.

In 2019, EVs were less than 3 percent of new car sales in the United States. Some 189 zip codes—0.2 percent of the 43,000 in the country—represent 25 percent of EV sales, and all are in California. The main driver is government policy, as it is around the world.

Today, more than a hundred Chinese-made EV models are on sale in China. The development of electric vehicles meets three major objectives for Beijing. The first is to reduce the often-choking air pollution (although the gains will be somewhat mitigated by the amount of electricity produced by coal). Secondly, electric cars promote energy security. “China’s oil demands are increasing day by day,” Wan warned. With overall auto ownership growing rapidly, Beijing counts on electric cars to dampen the continuing increase in oil imports.

The third reason is global competitiveness. As a latecomer to auto production, China would have a hard time catching up and becoming a major competitor in the global market for conventional cars. But the electric car is a new game, and there are no big established EV players. Rapid growth of the national EV industry would deliver not only jobs domestically but also the platform to become a formidable exporter and a major force in the global auto industry.

In 2019, almost a million EVs were sold in China—4 percent of new car sales there and more than half of all the EVs sold in the world.

Actions Summary The following list of new institutions, policies and actions is my best effort at envisaging what is required for Australia to survive the climate emergency. • A National Target and Plan for 95% or more of electricity to be supplied by renewables by 2030. • State plans to electrify all transport, beginning with the swift retirement of non-electric buses and including a plan for 50% of all new car sales to be EVs by 2030. • Implement planned changes to how we work and live so as to minimise unnecessary travel. • A plan for clean hydrogen to replace bunker fuel in shipping. • A plan for the adoption of e-fuels for aviation, with an aim to have all domestic flights running on e-fuel by 2030. • A National Commission for Climate Adaptation, with a Coastal Defence Fund and a Commission for Primary Production operating under its umbrella. • A National Initiative on Drawdown Innovation to provide leadership in early stage research and fund some on-ground projects. • The Federal Government to help convene a Global Working Group on Geoengineering.

Smelting aluminum is power intensive. Forging silicon is power intensive. Alloying them is power intensive. The frame for an EV requires roughly quintuple the energy input of a traditional car. That’s one of a score of inconveniently non-environmentally friendly details Tesla leaves out of its advertising.

Less touted, but more important, than the physical separation of the battery from the car was Better Place’s innovation of the economic separation of battery ownership and car ownership. EV advocates are quick to note that technology improvements in batteries will one day eliminate the range problem. What they often miss, however, is that these very same improvement will destroy the resale value of used electric cars with older batteries. Since resale value ranks high among concerns for mass-market buyers, this has all the makings of a deal breaker.

Electric vehicles will likely be scrapped if their very expensive battery fails out of warranty.

Energy costs also play a role and are illustrative of the challenge presented by the move to EVs. The widespread assumption is that energy costs are lower for EVs, but that is not true for many current EV owners. That is because many homeowners are subject to tiered electricity rates—the more you use, the higher the cost per kWh of electricity. The extra electricity for the car pushes many homeowners into a higher tier. They often end up paying more for electricity than they would have for gasoline. Electric utilities and their regulators originally embraced tiered rates in many states as a way of motivating energy-efficient behavior. When people pay higher rates for using more electricity, they buy more efficient refrigerators and turn off lights. But adding at-home charging is penalized by that pricing logic. The solution is for electric utilities to adopt new rate structures to accommodate and support the introduction of EVs. It is in their interest to do so because EV charging provides them a mechanism for managing their electricity loads more easily and cheaply. But it represents a radical departure for many utilities and their regulators, and thus it will happen only gradually.

In 2018, there were 867 cars for every thousand people in the United States, 520 in the European Union. Compare that to the 339 in Russia, the 208 in Brazil, the 160 in China—and just 37 in India. In other words, the world’s auto population will grow substantially as incomes rise and the number of people increases from today’s 7.8 billion to 9.5 or 10 billion. In “Rivalry,” IHS Markit’s planning scenario, the world’s auto fleet grows from its current level of just over 1.4 billion to over 2 billion by 2050. Of that 2 billion, about 610 million are electric vehicles—almost a third of the total. The fleet simply does not turn over quickly. Annual new-car sales represent only about 6–7 percent of the total fleet. Most of the fleet is composed of vehicles that have been purchased over the preceding dozen years—in the United States, cars on average remain on the road for 11.8 years. But EVs catch up. By 2050, in this scenario, some 51 percent of total new car sales are EVs.

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