Project EVIE Blog


EVS IN DRAG

0.25 MILES, 7.956 SECONDS, 159.85 MPH, 390 VOLTS – AND 0.000 EMISSIONS! Meet the “Current Eliminator V” – the world’s fastest all-electric drag racing car.

The record was conferred on owner/driver Dennis Berube by the National Electric Drag Racing Association (NEDRA), a chapter of the Electric Auto Association (EAA).

Created in 1997, NEDRA “exists to increase public awareness of electric vehicle performance” and “encourage advances in EV technology” by “organizing and sanctioning safe, silent and exciting electric vehicle drag racing events.”

NEDRA holds several EV drag racing competitions each year at various Raceways, Speedways, and Dragways across the USA. The family-friendly events usually take place during the summer, and witness EV’s race off against one another as well as against contemporary high-performance and classic ‘muscle cars’.

There’s a multitude of different voltage divisions and racing classes, depending on whether the car’s been modified for racing, if it’s a production-line EV or a conversion, and whether it’s ‘street legal’ or not. One such class is the ‘Drag Motorcycle’ class, which includes the ‘Killacycle’ driven by Scotty Pollacheck.

Officially the world’s “quickest and most powerful” electric motorcycle, this beast can unleash 0-60 mph in less than a second (0.97 s) – that’s almost 3G’s of acceleration (3 times free-fall), and 500 horsepower – thanks partly to an electric motor’s natural capacity for instant torque. The Killacycle has cleared a 1/4 mile drag course in 7.864 seconds, reaching speeds of up to 169 mph along the way.

Other notable NEDRA regulars include the ‘TRON’, ‘Smoke Screen’, ‘Maniac Mazda’, ‘White Zombie’, and ‘Quick and Dirty’. Learn more at www.Nedra.com.



GET EV, GET EDUCATED

A SIX-DAY ELECTRIC VEHICLE CONVERSION WORKSHOP, is one of a number of EV-specific workshops on offer this spring at South Seattle Community College, in partnership with the Seattle Electric Vehicle Association.

The “intensive, hands-on” class will guide students though “the complete process of converting a vehicle from a gasoline engine to electric power.” By the end of it, “the group will have completed one running electric car conversion capable of highway speeds, with a 30-60 mile range on one charge.” The 51-hour long course costs $899.

There is also a two-day ELECTRIC BICYCLE CONVERSION class, which guides students through the process of electrifying a normal bike. It costs $99. Other EV-specific workshops include an introduction to AC motors, an overview of EV batteries, and EV safety.

If you’re from the Seattle area, and this interests you, find out more at www.LearnAtSouth.org. And if you’re not from the Pac-Northwest, well, dig around your own local colleges and technical schools – I’m sure there’s many more EV classes out there!



PEAK OIL: WHEN THERE’S NO MORE MILKSHAKE LEFT TO DRINK

THE WORLD WILL FACE OIL SHORTAGES AND PRICE SPIKES BY AS SOON AS 2015, was the message that English entrepreneur Richard Branson gave to UK government officials and business leaders this week. ROCKETING ENERGY DEMAND BY INDUSTRIALIZING NATIONS, AND THE INABILITY TO SIGNIFICANTLY INCREASE PRODUCTION CAPACITIES, will be the major causes of this “oil crunch”.

These are the central conclusions of a major report funded by the UK Industry Taskforce of Peak Oil and Energy Security, a group of 6 companies headed by Sir Branson, billionnaire owner of the Virgin Group.

The 5 other companies on the Task Force – Arup, Foster + Partners, Scottish and Southern Energy, Solarcentury, and Stagecoach Group – do represent construction, design, engineering and utility interests that could stand to profit from investment in alternative energies, leading some to raise questions about the report’s motivations and objectivity.

However Branson’s involvement has lent the report more legitimacy, in my opinion. Branson’s rail, airline, and travel businesses are all immediately sensitive to oil price fluctuations. It is therefore in Branson’s best interests to know exactly when peak oil will occur, so that his Virgin-brand companies can plan accordingly. And the same can be said for Stagecoach Group, UK’s leading bus operator. There is no reason why these two companies would want to prematurely forecast peak oil when, if anything, it’s in their interests that oil last as long as and for as cheap as possible.

The debate over when – if ever – global oil consumption will outpace oil production, is a highly polarized one. Oil giants BP, ExxonMobil, and OPEC, have all insisted that peak oil is a myth – that newfound and unconventional oil reserves, as well as improved mining technology will keep production capacity on par with demand for many decades to come, and that oil demand will eventually decline before supplies do.

However some oil companies have broken ranks and come out with more anxious appraisals of peak oil. The CEO of Petrobas, Brazil’s state-owned oil company, warned last December that oil production would peak sometime in 2010. While Total’s CEO said production capacities will need to rise to over 100 million barrels/day within the next few years to meet growing demand, and that without major initiatives and investment, this will not happen.

By even the most cautious estimates, energy demand will rise by 45% in 2030 and will double by 2050. Current oil production is at 85 million barrels/day. According to the International Energy Agency (IEA), production capacity will reach 105 million barrels/day in 2030.

However the IEA’s figures, which the US and UK governments rely on for planning, came under criticism last year when an insider told the UK’s Guardian newspaper that they were intentionally innacurate, as a result of political pressure principally from the US, fearing the repercussions a looming peak oil deadline might have on its already-volatile stock market.

“The IEA in 2005 was predicting that oil supplies could rise as high as 120m barrels a day by 2030, although it was forced to reduce this gradually to 116m and then 105m last year,” said the IEA source. “The 120m figure always was nonsense but even today’s number is much higher than can be justified and the IEA knows this.”

A group of Swedish scientists reviewed the IEA’s World Energy Outlook in 2008 and in a peer-reviewed article argued that the IEA’s outlook was indeed “unnattainable”, and that production levels would be, at most, 75 million barrels/day in 2030.

While these criticims, and the Task Force’s report’s findings give further evidence for an impending peak oil crisis, the answer remains inconclusive. Researchers are inhibited by a lack of transparency of oil companies’ data, and there is uncertainty over the effectiveness and efficiency of tapping ‘unconventional’ oil reserves.

Thus we have Branson on the one hand, urging governments to “act” and not “let the oil crunch catch us out in the way that the credit crunch did”. While on the other we have interests such as Khalid al-Falih’s, CEO of Saudi Aramco, who posits that “The concern about peak oil is behind us”.

The question of when peak oil will occur, however, strikes me – a layman admittedly – as a scientific question that we should with some accuracy be able to study and answer. Yet a respect for, and belief in, objective scientific arguments, data and discourse is lacking in the current debate, as it is perceived that political and economic motivations determine facts, instead of facts shaping political and economic motivations. Until this intellectual laziness is overcome, the debate will continue to devolve around short-term interests.



FREE CARS

Freedom and cars, together at last.


(Matt Vance, reporting from Paris)

The French government is going one step further towards the abolition of private property, putting forth a plan that will allow Parisians to drive a zero-emissions electric car whenever they want, without ever having to buy one.

Yep, the city of Paris wants to do to electric cars what they did to bicycles in their rent-a-bike Vélib’ system. And, applying the same logic from one to the other, the program will be called Autolib’ – a clever portmanteau of liberté and automobile (just as Vélib is a contraction of liberté and vélo).

There have long been rumors of such an initiative, yet it became official last summer when an intergovernmental council was formed for Greater Paris to oversee the scheme’s implementation. (While the creation of intergovernmental councils in France is always a sure mark of a plan’s permanence, it also paradoxically signifies a plan’s delay of action – before the intergovernmental council was created, the scheduled launch date for Autolib’ was mid-2010, now it’s September 2011 and counting).

Once in operation, drivers will be able to pick up either a two-seat or a four-seat 100% electric car – without reservation – by merely swiping their credit card into a reader. Rates will likely be around $6-$9 per half-hour, and users can drop off their car at any rental location. Unlike the Vélib’ system however, which anybody can walk up to and use, those wishing to mosy around in an Autolib’ will need to register in advance with a valid driver’s license, and sign up for a monthly subscription fee between $22 and $29. Yep – it’s not quite as liberté as you might expect form the French.

The city’s plan calls for up to 700 Autolib’ stands to be built within Paris’ periphery – 500 curbside stations, and 200 in parking lots – and another 700 to be built in the city’s surrounding suburbs – making a total of around 4,000 all-electric Autolib’s in circulation.

An artist's rendering

There’s no news yet as to which electric car will staff the Autolib’ fleet. Daimler, Renault, and Peugot Citroen have all expressed interest in the project, yet there’s also the possibility that a new car will be specially-designed for the program. Obviously, there are certain major hurdles any car that’s used will have to overcome – vandalism, theft, long recharging times, durability among them.

While Paris’ Vélib’ system has been a massive success, it has also been a huge headache for JCDecaux – its parent company – to maintain, with thousands of bikes going missing, or being returned broken beyond repair ever year.

Ouch.

Of course it hasn’t helped matters that French privacy law dictates that a merchant cannot keep a customer’s credit card and personal information once a transaction is finished, making offenders rather hard to book.

Proponents of the Autolib’ initiative, Paris’ mayor Bertrand Delanoë perhaps the strongest among them, it being one of his campaign pledges, argue that the scheme will not only improve traffic congestion – as fewer people will own cars – but will reduce CO2 emissions by up to 22,000 tons a year. “It will revolutionize transport,” said Delanoë, revealing both his impassioned committment to Autolib’, as well as his natural French propensity for things revolutionary.

Yet in a move that almost seems uncanny, many French environmentalists – close political allies of Delanoë among them – are critical of Autolib’s green credentials. Autolib’, they argue, will increase traffic congestion, and might encourage people to go for drives “on a whim” that would otherwise not. “Encouraging the public to use any type of car instead of taking bikes or public transportation is a mistake,” according to Denis Baupin, a prominent Green Party leader, who prefers traditional rental schemes in which cars must be reserved ahead of time and returned to the same location.

Only time will tell whether the French can realize this ambitious feat of engineering, and if Autolib’ will end up like its kindred Vélib – with its kinks, but overall successful and enjoyed by many – or more like those automated rent-a-toilets you see on street corners – seemed like a good idea at the time…


First there was Vélib’, now Autolib’, and next… Sarkozy: “I’m going to launch PrimeMinister-lib’ – I can change mine whenever I want!”