I wrote elsewhere about the infrastructure problem, but I'll sum up a couple things. There's around 200,000 gas stations in the United States. If there were an equivalent number of chargers around, having a small battery would be fine. Eventually this will be the case, but you highlight an important factor: closed ecosystems. All these chargers should work for any make of EV car.

As it stands with now, the need for a subscription or specific car or unique payment method is ludicrous. All these chargers should be required to have card readers the same way you can pay at the pump in a gas station. Beyond this, they'd all need to adopt the same charging method so people don't need a bunch of adapters in their trunk.

That said, there could be regulations established to require newly built housing, apartment buildings included, to have electric vehicle charging infrastructure - and more than just a few plugs. Grants could be made available for retrofitting existing buildings. If these things came to fruition, we wouldn't need two hundred thousand charging stations all over the place. It's not out of the question to install an overnight charging spot for every person that has an electric car - it just costs money.

Basically every argument I've seen against low range electric cars is founded in a charging infrastructure problem. Going to a bigger battery in a larger vehicle has significant and more costly ramifications on other infrastructure. It's better to aim for smaller, lighter vehicles with infrastructure in mind.

That obviously isn't their position. They don't own the building they live in nor the business they work for.

The used market is different for EVs than a combustion vehicle. I looked for a BMW i3 a while back and was only finding them halfway across the continent. Maybe that's because people keep them for longer? Not sure that market has developed enough to know one way or another.

I understand what you mean about the average person getting it, and while that is important, I think the primary issue is the limited selection of small EVs on the market. As you point out, if foreign vehicles could be acquired without the steep cost, more people would drive them. As it stands, domestic automakers don't want to make anything but twenty foot long SUVs because of the huge profit margins on them.

As far as ebikes go, I am definitely on that boat. Don't have one myself - call me a traditionalist - but I wish more people would consider them. I agree that in higher temperatures, or humidity which I find worse, it's uncomfortable. Though the benefit of (maybe idealistically) not having a car payment and associated insurance go a long way to making that discomfort palatable.

Personally, I've got a trailer for my bike that I've been using to ride 10-15 minutes to the grocery stores and do errands. A time or two I have even gotten some lumber with it from the hardware store. I thought about a specific cargo bike a while back but decided not to have an entire bicycle for that sort of thing. The trailer is smaller anyway.

The safety factor of riding opposed to driving is the most important factor in my mind. It's dangerous to ride along the side of a multi lane road. Paint doesn't stop drivers from crossing into a 'bike lane'. Even a curb or those plastic bollards are insufficient in my mind. I ride nearly primarily on trails or the type of streets that are small enough not to have any painted lines. For busier routes I use the sidewalk or even the boulevard if there is one.

The more people getting on the ebike wagon could cause better riding options to be developed in the area. That's political though. Even if it doesn't, it's one more person taking a trip not in a car, making it a tiny bit safer.

Only one side of the street too.

There's an historic section of a nearby town which is popular for tourists. Thousands of people a day just walking around all over the place, going shop to shop and whatnot. The whole place has street parking on both sides, a centre turn lane, and 50km/h signage that gets ignored at every opportunity.

Used to be a tram line ran through the town that connected to the neighbouring cities, but oh no, must make room for the private automobile. Luckily some years ago they started charging for parking, and since Covid-19 a dozen spots were given to restaurants and the like for additional outdoor seating.

Such a shock when it turned out a few parking spaces could generate more revenue for businesses when you put people on them instead of cars.

Don't get me wrong, obviously people like yourself make these long ish trips regularly and you'd benefit either from more range or better infrastructure. If, like gas stations, there were two hundred thousand charging stations sprinkled through the country, less range in the car would be less of a concern.

I know someone from my college days that hung a 100' cord out her third story window to plug in her little EV. Nissan Leaf or something of that class. Worked like a charm for puttering around town.

I'm sure the data isn't perfect, but as far as the averages go, it's accurate for my driving patterns. Those trips you're taking nearly double your yearly mileage, so that would certainly change your average. Without them though, you wouldn't be too far off based on what you've described. I'm fortunate that I live near a train line for my regular trips out of town. Not an option for the vast majority unfortunately.

Another option a couple I know took was a hybrid. Most of the time they don't use the engine, but when they go see family or what have you, they've got the range they need without having to find a charger. Pretty convenient if you ask me.

Eventually we'll have charging stations all over, or maybe light rail, and going hundreds of miles in a day without a thought to battery depletion, but I doubt I'll be around to see it.

A 300 Mi charge would mean if you can't charge daily, you would be able to go a couple of days without having to do so.

Given most trips are less than 3 miles, if you had a 300 mile range vehicle, that's about three months of average driving, not a couple of days. My point was that people don't go on long drives the vast majority of time and don't more than fifty or so miles of range.

I'll use Tesla as the example here only because it's the prominent electric car brand. Directly from them:

A 120 volt outlet will supply 2 to 3 miles of range per hour of charge. If you charge overnight and drive less than 30 to 40 miles per day, this option should meet your typical charging needs.

They go one to say you can get a 10x improvement on the miles per hour when charging from a 240v outlet. Even accounting for installation of a new outlet to the garage or side of the house, this would be far cheaper than buying a vehicle with hundreds of miles of range and using a supercharger every other week.

Looks more like the US government's fault by allowing export of American jobs to a foreign power. But if you call Mystery Incorporated, you might be shocked to see corporate benefactors under the government's mask.

People largely don't vote. The informed voters are an even smaller slice of the pie chart. Even so, it seems most politicians can be bought for shockingly cheap.

Money would have to get out of politics, voting in any election big or small would need a paid holiday, voting itself would have to move off the first passed the post system, etcetera. There's so many steps to be taken in order to get out from under the corporate boot it's hard to keep track of them.

When the entire economic and political landscape has been turned into a casino, it's a steep climb to beat the house at its own game.

Sodium could easily replace lithium in EV applications if people would acknowledge that only 2% of trips are more than 50 miles. Though it's probably moreso the auto industry's fault that people have this assumption they need to prepare for a three hundred mile journey on a moments notice.

If manufacturers were putting out cars that had four figure price tags with double digit ranges, they would become the best selling vehicles within a decade and no one would care if it was sodium, lithium, or sawdust. Of course, there is less profit to be made from smaller vehicles and so the corporations won't bother.

While the labels give retailers the ability to increase prices suddenly, Gallino doubts companies like Walmart will take advantage of the technology in that way.

“To be honest, I don’t think that’s the underlying main driver of this,” Gallino said. “These are companies that tend to have a long-term relationship with their customers and I think the risk of frustrating them could be too risky, so I would be surprised if they try to do that.”

Rather than seeing an opportunity to use surge pricing, Gallino says retailers are likely drawn to electronic shelf tags to ensure consistency between online and in-store pricing.

This person must live on another planet.

Sure, the prices won't be changing every six seconds, but anyone with half a mind can see these tags won't be used only when stock or expiry are a factor. The prices will be up on the weekend to start. Then later it'll be changing through the day to get higher prices between 4:00-7:00 when people are getting off work.

The arguments of no longer needing people to do yet another menial task and increasing utility of labels for consumers both have merit, but this alien even says the primary factor:

“The bottom line ... is the calculation of the amount of labor that they’re going to save by incorporating this."

I was looking at the Volt a couple years ago but the only ones around were over 25k. Then I started looking for a BMW i3, but, like so many of the cheaper EVs, there's not many for sale. It's a shame these smaller vehicles, even a hybrid, aren't pumped out the factories left, right, and centre.

It'd be so much safer - and quieter - in the city if smaller cars were more pervasive.

It's almost like they knew in the sixties that they were in for some problems and have since been devising ever more complicated methods of disinforming the public in order to maintain their wealth. Does my head in sometimes.

Without knowing any examples of the vehicles that are for sale everywhere except, roughly, half the world, I can't really say much them. What I can say is that compared to the monstrous subsidies the oil and gas industry recieve, it does seem like those tariffs could be done away with. At least on the face of it, perhaps the issue is more intricate than that but I'm sure you grasp my meaning.

When 52% of all trips made are less than 3 miles and less than 2% are over fifty miles, I don't think battery swapping is something any individual needs on a regular basis.

I could get on board if manufacturers were making $10,000 sub 50 mile vehicles that were compatible with a swap station so you could switch to a larger battery for the weekend. This would have to be a standard adopted by all however, and even before that, they'd have to make small cars. Which they won't, because we all know they are too busy making trucks and SUVs.

Paywalls are a nuisance.

Article

SHIPPENSBURG, Pa. — On a 40-acre dirt and gravel lot, I climbed into the cabin of a 55,000-pound excavator. Construction crews use these hulking machines to dig trenches for laying pipes and wires or hollowing out building foundations. I took it out for a joyride.

When I switched on the motor, there was no ignition roar and no belch of diesel fumes from a tailpipe. This machine, powered by four batteries that each are big enough to run a small electric car, came to life silently.

The quiet didn’t last. The excavator’s giant treads trundled noisily over the gravel until I reached a good spot to dig. Then I grabbed hold of two joysticks and sank the bucket arm down into the dirt to scoop out as much earth as the claw could carry. I hit a big rock. The machine momentarily pitched forward, straining to loosen it from the ground — and then the electric motor heaved the boulder and a clod of dirt into the air in a puff of dust.

When they run on diesel, the biggest pieces of construction equipment can churn through 10 or more gallons of fuel per hour, emitting as much carbon and air pollution as several cars combined. Off-road equipment, including excavators, bulldozers, cranes and tractors, create about 3 percent of U.S. carbon emissions — roughly the same as the airline industry. Making these machines carbon-free would be almost as big a step toward halting climate change as taking all commercial planes out of the sky.

Workers on an assembly line for compactors at Volvo Construction Equipment plant on June 6 in Shippensburg, Pennsylvania. (Matt McClain/The Washington Post)

It won’t be easy. Electrifying off-road vehicles presents all the same challenges as replacing gas-powered cars with EVs, including worries about charging infrastructure, battery capacity and high upfront costs — plus the added challenge of digging, pushing and lifting heavy loads for hours at a time.

“They are more difficult because most of these vehicles don’t just propel themselves, they also do work,” said Kim Stelson, a mechanical engineering professor at the University of Minnesota who studies off-road vehicles. “But if we want to solve the overall problem [of climate change], we have to solve this one.”

Freddie Ryder welds parts at the Volvo Construction Equipment plant. Electric vehicles are broadening beyond commercial passenger vehicles. (Matt McClain/The Washington Post)

Despite the obstacles, electric machines are slowly starting to show up at farms and construction sites. John Deere plans to sell more than 20 models of electric and hybrid construction equipment and tractors by 2026. Construction giants Caterpillar and Komatsu are developing electric excavators and wheel loaders. Volvo Construction Equipment, which made the excavator I was driving, sells seven electric models. “Almost all the major companies are working on electric solutions,” Stelson said.

How are electric and diesel machines different?

Farm operator James St. Onge pushes cow feed with a Volvo electric loader at Molly Pitcher dairy farm on June 6 in Southampton Township, Pennsylvania. (Matt McClain/The Washington Post)

Volvo’s electric machines are very similar to its diesel machines, with the exception that their engines have been swapped out for batteries. The 55,000-pound electric excavator, for instance, has 264 kilowatt-hours of battery storage — the same as nine Mini Cooper EVs, or a little more than one electric Hummer.

I drove both the electric and diesel versions of the machine, and the differences between them mirrored the differences between EVs and gas-powered cars. The electric machine idled silently and its controls were slightly more responsive than the diesel one, since its electric motor can deliver power faster than a combustion engine — similar to the way an EV can accelerate faster than a gas-powered car. But both machines pulled dirt out of the ground with the same power.

A cow manure collection area that converts the waste material to methane at Molly Pitcher dairy farm. (Matt McClain/The Washington Post)

You can see the similarities on display on the assembly line at Volvo Construction Equipment’s North American headquarters in Shippensburg. Similar hulking, half-formed chassis move down the lines for both types of vehicles. But, halfway through, a huge hook hanging from the ceiling will either lower an engine or a battery pack into the machine for workers to install.

The electric machines are catching on slowly. Of the 60,000 pieces of construction equipment Volvo delivered to customers last year, 895 were electric according to the company’s annual report. The company said it aims to offer electric versions of more than a third of its models by 2030.

Where might you spot electric construction equipment?

An electric excavator outside Volvo Construction Equipment's customer center. (Matt McClain/The Washington Post)

Electric machines are good for a particular kind of job site. The machines need a place to charge — which could be the same level 1, 2 or 3 chargers that EVs plug into in buildings, parking lots or charging stations. And ideally, they wouldn’t have to move heavy loads for very long shifts.

“If you have a 24-hour, round-the-clock type of [work schedule], battery electrics aren’t very practical because you can’t stop to plug in for the four or five hours that it would take to recharge it,” said Ray Gallant, vice president of sustainability and productivity services at Volvo Construction Equipment.

Volvo says it often sells or leases electric machines for job sites where it pays to limit noise and air pollution. The Toronto Zoo used one of the company’s machines to avoid upsetting animals while repairing their enclosures. Cemeteries have bought excavators to quietly dig graves without disturbing mourners. Construction crews working on busy city streets use the machines to avoid annoying the neighbors or polluting their air.

At the Molly Pitcher dairy farm five miles down the road from Volvo Construction Equipment, farmers use an electric wheel loader to move feed, clean out barn floors and help lift and maintain pumps. The farmers say it’s better for the cattle to be around quieter machinery. Plus, they can charge the battery for free because the farm generates its own electricity using a device that converts manure into power.

“The more I can use that electricity, the more profitable we are,” said Keith Jones, the farm owner.

A Volvo electric loader battery system. (Matt McClain/The Washington Post)

On other job sites where electric vehicles aren’t practical, construction crews can cut their emissions by running their machines on greener fuels, such as renewable diesel made from crops or used cooking oil. California now requires all off-road equipment to run on renewable diesel.

“There, you’re getting up to a 70 percent carbon benefit relative to running a diesel fuel, so that could be a really key intermediate step,” said Tom Durbin, a faculty researcher at the Center for Environmental Research and Technology at the University of California, Riverside.

One day, crews could upgrade to machines that run on pure hydrogen, a fuel that creates zero carbon emissions — but those mainly exist as prototypes today.

By Nicolás Rivero

Ignoring that they shouldn't be getting any of these 'gifts', could you imagine being one of the others only recieving a few thousand a year. I'd be rather annoyed.

Not sure if this image from the DOT is actually of this specific shipment because I found this image from April when they moved the eighth part and it's less that half the weight. Here's a two minute video of it.

Do you live in a city or an are with a lower population? I strap the helmet on in the city or doing some speed, but when we're out visiting with family in the country or a small town, we usually go without it.

I've been using Shokz for a decade now. They've replaced a couple sets at no cost. I wear mine every day. Even for the occasional swim.

Listening to podcasts definitely gives longer battery life than listening to music. Though even the odd time I've drained the battery in a day, I charge it with a battery pack for fifteen minutes and it's charged again.

Not many products I'd say are worth every cent, but from the quality to the customer service, Shokz are great.

Similar reason as people moving from Spotify to Tidal. The creators get paid more per view on Nebula than on YouTube.

Besides, I imagine there's quite an overlap of people that watch the type of content that goes up on Nebula and the people that are willing to pay for the content.