In a move that may give electric cars a literal and figurative boost forward, five battery-recharging stations have been established on California’s Highway 101, which will give certain electric cars enough juice to drive all the way from San Francisco to Los Angeles with one less-than-one-hour stop to recharge. But there’s a catch: At the moment, only Tesla Roadsters can charge at the stations [The New York Times].
One of the biggest concerns regarding all-electric cars is the limited driving range provided by a fully charged battery. The Tesla Roadster, for example, can go about 250 miles before pooping out, inspiring the new term “range anxiety”–the fear of running out of juice far from your home recharging station. This project is meant to demonstrate that ubiquitous availability of fast-charging stations could make that point moot [The New York Times].
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The Department of Energy is handing out nearly $8 billion in loans today, and $465 million of the funds will go to Tesla Motors to produce its Model S electric sedan, the company’s first attempt at a mass-market car. The company already manufactures the Roadster, a high-performance electric sports car. Nissan and Ford Motor Company will receive the other loans; they’ll get $1.6 billion and $5.9 billion, respectively, to help produce fuel-efficient cars.
Nissan will use the funds updating a plant in Tennessee to produce the company’s upcoming electric sedan, and Ford’s loan will help expedite production of cars that go farther on less fuel. Tesla was perhaps the wild card in the funding equation because it is a small startup. The company has delivered slightly more than 500 Roadsters to customers, and the government loan will help pay for a Southern California manufacturing plant for the Model S sedan, due in 2011. A second plant in the Bay Area will make battery packs and electric drivetrains [The New York Times].
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The electric car under development at General Motors has been heralded as a potential savior of both the American car industry and the environment, but in aftermath of the automaker’s bankruptcy filing many questions are being raised about the Chevy Volt’s future. GM executives swear that the cutting edge vehicle is still on track to reach auto dealerships late next year: GM executive Jon Lauckner says that the bankruptcy filing “has no bearing on the Volt, quite frankly…. We’re not anticipating any changes. November 2010 remains our date with destiny” [Wired.com]. Lauckner added that engineers have already begun assembly of the pre-production Volts that will be used to test handling and durability, and for crash tests. But some outside experts wonder whether bankruptcy courts will permit the expensive Volt program to continue.
The Volt could revolutionize driving for many commuters, allowing them to cruise to and from work without ever stopping by a gas station to fill up. Different than traditional hybrid or plug-in hybrid vehicles, the Volt can go 40 miles on a single charge on the electric engine and then a smaller, gasoline-powered combustion engine generates electricity for the motor, acting as a range extender [GreenBiz.com]. GM has said that the Volt should be able to drive 400 miles on a full charge and a full tank. The car is expected to sell for around $40,000.
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The dream of hydrogen fuel cell cars has just been put back in the garage. U.S. Energy Secretary Steven Chu announced yesterday that his department is cutting all funding for hydrogen car research, saying that it won’t be a feasible technology anytime soon. “We asked ourselves, ‘Is it likely in the next 10 or 15, 20 years that we will covert to a hydrogen car economy?’ The answer, we felt, was ‘no,’” Chu said [CNET]. While innovative new cars are a high priority, Chu declared that his department will focus on efforts that may pay off sooner, like plug-in electric cars.
Cars powered by hydrogen fuel cells have been a staple of clean energy dreams, as they’d produce only a trickle of water as a waste product, instead of sooty exhaust and carbon dioxide gas. The retreat from cars powered by fuel cells counters Mr. Bush’s prediction in 2003 that “the first car driven by a child born today could be powered by hydrogen, and pollution-free.” The Energy Department will continue to pay for research into stationary fuel cells, which Dr. Chu said could be used like batteries on the power grid and do not require compact storage of hydrogen [The New York Times].
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The fast growing plant switchgrass has been heralded as the next generation of biofuel stock: Unlike fertilizer-dependent corn, researchers say it’s highly efficient to grow the grass and process it into ethanol. But a new study suggests that there’s an even better use for switchgrass and other plants. Rather than turning them into ethanol to fill the gas tanks of cars, plants should be burned in power plants to generate “bioelectricity,” which can power electric cars.
Using a sophisticated computer analysis, researchers found that a small sport utility vehicle could do 9,000 highway miles (14,484 km) on the energy produced from an acre of switchgrass converted into ethanol. But converting that biomass into electricity allowed a battery-powered SUV to get 14,000 miles (22,531 km) on the highway…. “One of the driving factors that lead to this result is that the electric motor is much more efficient than the internal combustion engine,” said the lead author of the study, Elliott Campbell [Reuters].
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General Motors and Segway have unveiled the prototype of their new collaborative effort: a tiny electric vehicle that the companies say could, maybe, one day, revolutionize urban transportation. The two-seated, two-wheeled pod is called PUMA, which stands for Personal Urban Mobility and Accessibility. G.M. executive Larry Burns says the PUMA is part of the company’s effort to remake itself as a purveyor of fuel-efficient vehicles. If Hummer took GM to the large-vehicle extreme, Burns said, the PUMA takes GM to the other [AP].
The companies will show off the PUMA at the New York International Auto Show this week, but say there’s a lot of work to be done before it will show up on city streets. “This is a prototype, not a product,” said [James] Norrod of Segway. “We have not made a decision to commercialize it” [The New York Times blog]. But if all goes well, the PUMA could eventually be sold for between one-fourth and one-third the price of a traditional car, G.M. executives say.
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The Silicon Valley startup that’s seeking to revolutionize the automobile industry has unveiled the prototype for its all-electric sedan, which the company, Tesla Motors, describes as the first mass market all-electric car. But the cars won’t be rolling off the assembly line any time soon–because the company hasn’t built the assembly lines yet. Tesla couldn’t build a factory for the sedan, called the Model S, until it rounded up more money, which became more difficult over the last year as the economic climate worsened.
Elon Musk, Tesla’s founder, says he hopes the first cars will be delivered to customers in 2011. The company plans to produce 20,000 cars a year. However, Tesla has yet to secure finance for the project. It says it is confident of negotiating a $350 million US government loan from the $25 billion bailout package approved by the Department of Energy last year. The government fund is intended primarily to help struggling carmakers to make more fuel-efficient cars [Times Online].
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Researchers may have found a way to drastically increase the performance of the lithium ion batteries that power everything from electric cars to laptops. By reconfiguring the battery to allow lithium ions to rush in and out about 100 times faster than before, researchers say they’ve created a prototype that provides fast bursts of power and also, crucially, recharges in seconds. A prototype of a battery made with the new technique could be charged in less than 20 seconds compared to the six minutes it took to charge cells made in the standard way [Australian Broadcasting Corporation].
Lithium ion batteries are capable of storing a great deal of energy, and have therefore been selected for use in electric cars like the Tesla Roadster (which uses 6,831 individual cells) and the Chevy Volt. But getting the lithium ions in and out is a drawn-out affair. This phenomenon explains why some electric vehicles (the rip-roaring $109,000 Tesla Roadster with its massive battery pack excluded) can reach high speeds, but they suffer from poor acceleration compared with the propulsive force unleashed by the rapid succession of mini explosions in an internal combustion engine. The slow exchange of ions also means lithium ion batteries recharge slowly—just think of how long you have to charge your tiny cell phone [Scientific American].
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The governors of Washington, Oregon, and California are considering plans for a “green freeway” that would see alternative fueling stations implemented along Interstate 5 from Canada to Mexico. As the plan stands, motorists eventually would be able to pull off at I-5 rest stops for more than a cup of coffee and roadside relief: They also would be able to charge, or swap out, their electric-vehicle batteries or fill their tanks with biodiesel, ethanol, hydrogen or compressed natural gas [The Seattle Times].
Opponents to the plan say it would compete with private businesses, but Jeff Doyle from Washington’s Department of Transportation said the state wouldn’t want alternative-fuel stations to disrupt rest-area traffic, so contract companies would have to provide small, low-profile setups. Doyle added that rest-stop fueling sites would be self-service and likely to have little or no on-site staffing [The Seattle Times]. While the plan is facing many rounds of approval before it can become a reality, it does fit into the new administration’s push for green jobs and it would most likely qualify for stimulus money that would get the project going [EcoGeek].
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To kick off the second week of his administration and signal his commitment to environmental and energy issues, President Barack Obama today asked the Environmental Protection Agency to consider allowing states to set their own strict standards for auto emissions. He also ordered the Department of Transportation to develop national standards for fuel efficiency. The moves are aimed at reversing decisions by [the] Bush administration, which he said had stood in the way of bold action by California and other states to limit greenhouse gas emissions from automobiles. “The days of Washington dragging its heels are over,” Obama said [Washington Post].
In 2007, the EPA administrator denied requests from California and 13 other states for waivers allowing them to set stricter standards for vehicles’ carbon dioxide emissions, despite the fact that the agency’s own staff scientists recommended granting the waivers. During a signing ceremony in the East Room at the White House, Obama made it clear that he sees a pressing need to address the United States’ dependence on foreign oil and the planet-wide threat of global warming caused by greenhouse gas emissions. “Year after year, decade after decade, we’ve chosen delay over decisive action. Rigid ideology has overruled sound science. Special interests have overshadowed common sense” [ABC News], he said.
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The U.S. auto industry may be floundering in part because it failed to embrace fuel-efficient and alternative fuel cars, but U.S. companies can still position themselves to lead the way in the next phase of automobile manufacturing, a group of battery makers is arguing. Fourteen companies have announced that they’re teaming up and will seek $1 billion in federal aid to build a large-scale factory that produces lithium-ion batteries, which would be used in plug-in electric cars. Many experts believe battery technology and manufacturing capacity could become as strategically important as oil is today. Auto makers, including General Motors Corp. and Ford Motor Co., say they plan to roll out plug-in electric cars by 2010 [The Wall Street Journal].
The consortium, which calls itself the National Alliance for Advanced Transportation Battery Cell Manufacture, is modeled after a group formed in 1987 by computer-chip manufacturing companies that were struggling to compete with Japanese chip makers. The situation is similar now, experts say, as Asian companies dominate the battery market. “A small, fragmented (U.S.) battery industry will not long survive in the face of determined Asian competition,” Ralph Brodd, a consultant to battery manufacturers, said…. “(Other) countries understand that he who makes the batteries will one day make the cars,” he said [Reuters].
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Earlier this month, the much-hyped electric car company Tesla Motors admitted that the hard financial times were taking a toll, and scaled back its goals to mass-produce flashy electric sports cars and sedans in the next few years. In that announcement, company founder (and space entrepreneur) Elon Musk revealed that the company would cut staff, close a Detroit office, and postpone production of its next generation vehicle, the Model S. Now the company has acknowledged that it was forced to cut almost 25 percent of its workforce, and analysts are wondering about its future.
The company is reportedly reeling because a number of investors withdrew their support or demanded tougher terms as financial markets collapsed over the past month. The company restructuring means that the Model S, a four-door sedan, won’t be ready until 2011, and the startup could lose its first-mover advantage: By 2010, everyone from General Motors to Toyota Motor, Nissan Motor, and Daimler expects to launch their own electrified vehicles. James N. Hall, who runs the auto consulting firm 2953 Analytics, sees trouble ahead. “If the market wants [electric cars] in the number Tesla is talking about,” he says, “a larger auto company will bury them on cost” [BusinessWeek].
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Chrysler, the smallest of Detroit’s Big Three automakers, surprised the industry this week by revealing three new electric vehicles, the first of which it plans to begin shipping to dealers in late 2010. In unveiling a minivan, a Jeep Wrangler and a sports car, Chrysler’s executives spelled out plans for a future in which most, if not all, automobiles would use electric motors for propulsion — essentially sounding the death knell for the internal-combustion engine [Los Angeles Times].
The car company has struggled financially over the past decade, so the ambitious plan surprised analysts, many of whom thought Chrysler lacked the size and financial resources to develop an electric car on its own [The New York Times]. By announcing that its first electric models will hit showrooms in 2010, Chrysler puts itself in direct competition with General Motors, which has a similar timeline for its electric car, the Chevy Volt, which was unveiled last week. Nissan is also working on several electric cars of its own.
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