deicer

Very interesting how progress had taken all the breakers, switches and dials and turned it into a more simplified interface on just the front screens.

https://www.epa.gov/greenvehicles/electric-vehicle-myths Electric Vehicle Myths Sign up for E-Updates On this page: Myth #1: Electric vehicles are worse for the climate than gasoline cars because of power plant emissions. Myth #2: Electric vehicles are worse for the climate than gasoline cars because of battery manufacturing. Myth #3: The increase in electric vehicles entering the market will collapse the U.S. power grid. Myth #4: There is nowhere to charge. Myth #5: Electric vehicles don’t have enough range to handle daily travel demands. Myth #6: Electric vehicles only come as sedans. Myth #7: Electric vehicles are not as safe as comparable gasoline vehicles. Myth #1: Electric vehicles are worse for the climate than gasoline cars because of power plant emissions. FACT: Electric vehicles typically have a smaller carbon footprint than gasoline cars, even when accounting for the electricity used for charging. Electric vehicles (EVs) have no tailpipe emissions. Generating the electricity used to charge EVs, however, may create carbon pollution. The amount varies widely based on how local power is generated, e.g., using coal or natural gas, which emit carbon pollution, versus renewable resources like wind or solar, which do not. Even accounting for these electricity emissions, research shows that an EV is typically responsible for lower levels of greenhouse gases (GHGs) than an average new gasoline car. To the extent that more renewable energy sources like wind and solar are used to generate electricity, the total GHGs associated with EVs could be even lower. (In 2020, renewables became the second-most prevalent U.S. electricity source.1 ) Learn more about electricity production in your area by visiting EPA’s Power Profiler interactive web page. By simply inputting your zip code, you can find the energy mix in your region. EPA and Department of Energy's (DOE’s) Beyond Tailpipe Emissions Calculator can help you estimate the greenhouse gas emissions associated with charging and driving an EV or a plug-in hybrid electric vehicle (PHEV) where you live. You can select an EV or PHEV model and type in your zip code to see the CO2 emissions and how they stack up against those associated with a gasoline car. Myth #2: Electric vehicles are worse for the climate than gasoline cars because of battery manufacturing. FACT: The greenhouse gas emissions associated with an electric vehicle over its lifetime are typically lower than those from an average gasoline-powered vehicle, even when accounting for manufacturing. Some studies have shown that making a typical EV can create more carbon pollution than making a gasoline car. This is because of the additional energy required to manufacture an EV’s battery. Still, over the lifetime of the vehicle, total GHG emissions associated with manufacturing, charging, and driving an EV are typically lower than the total GHGs associated with a gasoline car. That’s because EVs have zero tailpipe emissions and are typically responsible for significantly fewer GHGs during operation (see Myth 1 above). For example, researchers at Argonne National Laboratory estimated emissions for both a gasoline car and an EV with a 300-mile electric range. In their estimates, while GHG emissions from EV manufacturing and end-of-life are higher (shown in orange below), total GHGs for the EV are still lower than those for the gasoline car. Estimates shown2 from GREET 2 2021 are intended to be illustrative only. Estimates represent model year 2020. Emissions will vary based on assumptions about the specific vehicles being compared, EV battery size and chemistry, vehicle lifetimes, and the electricity grid used to recharge the EV, among other factors. Above, the blue bar represents emissions associated with the battery. The orange bars encompass the rest of the vehicle manufacturing (e.g., extracting materials, manufacturing and assembling other parts, and vehicle assembly) and end-of-life (recycling or disposal). The gray bars represent upstream emissions associated with producing gasoline or electricity (U.S. mix), and the yellow bar shows tailpipe emissions during vehicle operations. Recycling EV batteries can reduce the emissions associated with making an EV by reducing the need for new materials. While some challenges exist today, research is ongoing to improve the process and rate of EV battery recycling. For more information on EV battery development and recycling, visit: U.S. Department of Energy’s ReCell Center National Blueprint for Lithium Batteries, 2021-2030 (pdf) (June 2021, report published by the Federal Consortium for Advanced Batteries) Myth #3: The increase in electric vehicles entering the market will collapse the U.S. power grid. FACT: Electric vehicles have charging strategies that can prevent overloading the grid, and, in some cases, support grid reliability. It is true that the increasing number of electric vehicles (EVs) on the road will lead to increased electricity demand. Yet, how that impacts the grid will depend on several factors, such as the power level and time of day when vehicles are charged, and the potential for vehicle-to-grid (V2G) charging 3 among others. EVs can be charged at off-peak times, such as overnight, when rates are often cheaper. Even with a mix of charging times (so not all nighttime charging), research indicates that sufficient capacity will exist to cover EVs entering the market in the coming years.4 And further down the road, when renewables make up a larger part of our energy mix in many regions, switching to more daytime charging (when some renewables like solar generate energy) with some energy storage capability should allow the grid to handle increases in EV charging.5 California leads the country with more than 1 million electric vehicles and EV charging currently makes up less than 1% of the state’s grid total load, even during peak hours.6 Vehicle-to-grid (V2G) charging allows EVs to act as a power source that may help with grid reliability by pushing energy back to the grid from an EV battery. This is done by allowing EVs to charge when electricity demand is low and drawing on them when that demand is high. Long term, higher electricity demand from EV growth may drive the need for upgrades to transmission and distribution infrastructure. Planning for this possibility is underway. The Department of Energy’s (DOE) Build a Better Grid Initiative, launched as part of the Bipartisan Infrastructure Law, will provide over $13 billion towards improving the reliability and efficiency of the grid over the next decade. Visit DOE’s Bipartisan Infrastructure Programs and search “grid infrastructure” to see where the initial investments will be made. Myth #4: There is nowhere to charge. FACT: Electric vehicles can be plugged into the same type of outlet as your toaster! When you need to charge while on the road, you’ll find over 51,000 stations in the U.S. available to the public. Many people can meet their driving needs by plugging in only at home. Most EVs can be charged with a standard 120 Volt (Level 1) outlet. To charge the vehicle more quickly, you can install a dedicated 240 Volt (Level 2) outlet or charging system. And for those who live in apartments or condominiums, EV charging stations are becoming a more common building amenity. Access to EV charging will increase significantly in the coming years as a result of government initiatives put in place as part of the Bipartisan Infrastructure Law, including an investment of up to $7.5 billion to build out a national network of electric vehicle chargers along highways, and in communities and neighborhoods. In February 2023, the White House announced major progress toward a made-in-America national network of EV chargers. Interested in seeing how many chargers may be needed in your area? Use DOE’s EV Pro Lite Tool to get an estimate on charging needs in your state or metropolitan area as EV adoption grows. For up-to-date information on EV charging locations, visit DOE’s Alternative Fuel Data Center. Myth #5: Electric vehicles don’t have enough range to handle daily travel demands. FACT: Electric vehicle range is more than enough for typical daily use in the U.S. EVs have sufficient range to cover a typical household’s daily travel, which is approximately 50 miles on average per day.7 The majority of households (roughly 85%) travel under 100 miles on a typical day. Most EV models go above 200 miles on a fully-charged battery, with nearly all new models traveling more than 100 miles on a single charge. And automakers have announced plans to release even more long-range models in the coming years. Range estimates for specific EVs are available from the Find A Car tool on www.fueleconomy.gov—click on the car you are interested in, and check out the “EPA Fuel Economy” line in the table. How you drive your vehicle and the driving conditions, including hot and cold weather, also affect the range of an EV; for instance, researchers found on average range could decrease about 40% due to cold temperatures and the use of heat.8 Myth #6: Electric vehicles only come as sedans. FACT: Electric vehicles now come in a variety of shapes and sizes. EVs and PHEVs are now available in many vehicle classes, extending beyond small sedan/compact models. There are currently more than 50 PHEV and EV models on the market. More models are being released in the coming years, so vehicle class options are likely to expand. Myth #7: Electric vehicles are not as safe as comparable gasoline vehicles. FACT: Electric vehicles must meet the same safety standards as conventional vehicles. All light duty cars and trucks sold in the United States must meet the Federal Motor Vehicle Safety Standards. To meet these standards, vehicles must undergo an extensive, long-established testing process, regardless of whether the vehicle operates on gasoline or electricity. Separately, EV battery packs must meet their own testing standards. Moreover, EVs are designed with additional safety features that shut down the electrical system when they detect a collision or short circuit.

Watched it last night, it is good, but rambles a bit.

Revised safety briefings...

So it's gone from a 4-8 hour inspection, to a continuing grounding. Is this going to turn into another regulatory issue like the MCAS?

Even using existing infrastructure, they could do much better with passenger rail traffic. https://thebigstorypodcast.ca/2024/01/12/why-are-canadas-passenger-trains-so-slow/

But... That will hurt the bottom line and executive bonuses.

The quote from Scheer brings up Alberta's problems. So as a politician, it isn't personal commentary. Even Alberta acknowledges they are behind in modernizing. https://www.alberta.ca/modernizing-albertas-electricity-system As cold snap strains Alberta grid, province’s energy debate with Ottawa back in focus - The Globe and Mail https://www.nationalobserver.com/2023/10/03/opinion/alberta-must-modernize-its-electricity-system All while Saskatchewan had no problems and even provided power to Alberta. https://www.cbc.ca/news/canada/saskatchewan/saskpower-says-alberta-s-power-grid-issues-not-a-concern-in-sask-amid-frigid-temperatures-1.7084024 https://regina.ctvnews.ca/saskatchewan-provides-power-to-alberta-during-shortage-1.6725352

Full article for context. And what does Alberta's lack of foresight and planning have to do with Saskatchewan? https://www.cbc.ca/news/canada/saskatoon/electric-cars-best-vehicle-frigid-temperatures-advocates-say-1.7082131 Electric cars 'the best vehicle' in frigid temperatures, Sask. advocates say Sask. may be in a deep freeze, but EV drivers say they stay toasty warm With the federal government planning to phase out sales of new gas-powered vehicles during the next decade, many drivers question how they will fare on cold Prairie days like this week's. But two electric car enthusiasts who chatted with host Leisha Grebinski on CBC's Blue Sky this week say they love driving their vehicles in the winter. "It heats up faster than any gas car I've ever had. It's more reliable," said Tyler Krause, who sits on the board for the Saskatchewan Electric Vehicle Association and founded the Tesla Owners Club of Saskatchewan. "You know, there's no starting of the car. It's always just kind of on, right? It's like a phone, basically, or a computer on wheels." The major downside in winter is the loss of driving range in really frigid temperatures, Krause said. His Tesla Model 3 can generally travel 500 kilometres on a single charge in the summer, but on cold winter days that decreases to around 300 kilometres, he said. With the charging infrastructure that has come online in the last few years in the province, that's still enough to feel confident leaving town, he said. Matthew Pointer, a founder of the Saskatchewan Electric Vehicle Association who also drives a Tesla Model 3, said he finds his electric vehicle to be a much better driving experience in the winter than a gas car. "I believe that an electric is the best vehicle in these temperatures, just because it's a simpler car. It's taking care of itself even if I'm not thinking about it," he said. "I can leave my vehicle unplugged overnight to –40, fire up the app on my phone, preheat the car, heated steering wheel, heated seats.… Basically I hop in the car, everything is defrosted, toasty warm and away I go." Both Pointer and Krause acknowledged that battery-electric vehicles like theirs won't work for all drivers in the province, including anyone who has to travel long distances regularly — particularly in areas of the province with very little charging infrastructure, like northern Saskatchewan. But plug-in hybrid vehicles, which are included in the federal government's mandates, are a good option, Krause said. They can be driven like a gas vehicle, but still give drivers some of the benefits of going electric, such as lower fuel costs. Fuel savings vary from car to car, but Krause said that for a car with an average-size battery (about 70 kilowatt-hour), charging from zero to 100 per cent will cost about $10 when charged at home at an electricity rate of about 14 cents/kWh. Pointer said the cost savings of driving an electric vehicle for five years are "insane." He and Krause have both calculated they have saved between $25,000 and $30,000 over five years in fuel and maintenance. The upfront cost of longer-range electric vehicles can still be a barrier, they acknowledged. One thing they'd like to see more of in Saskatchewan is small towns with charging stations. Since a charging session takes longer than a fill-up at a gas station, towns should consider the benefits of having visitors wandering the downtown while they wait, he said. "Reinvigorate your main street by putting an electric vehicle charger to encourage business in your restaurants, local shops and recreational activity areas," Pointer said.

Hey Kip!!! Love the way you shovel your driveway

The difference is investing in a proper network and maintaining it. Riding the MAGLEV from downtown Shanghai to the airport is pretty cool at 430kph! Unfortunately, they have dialed it back since I rode it to a max of 300kph.

Some 747 bills were even higher. This article is generic and the price chart is roughly accurate. Different airports and airlines negotiate their own deals. https://www.aircharter.com/private-jet-de-icing/ Further to that, here is the list of GTAA costs including the fee charged for every arrival to support the CDF. Actual deicing cost added afterwards. https://cdn.torontopearson.com/-/media/project/pearson/content/corporate/partnering/pdfs/2024-aeronautical-fees.pdf

Good illustration of the size difference!

Kip... Found that picture of you from years ago.......

https://www.thedrive.com/the-war-zone/x-59-supersonic-test-jet-rolled-out-at-skunk-works X-59 Supersonic Test Jet Rolled Out At Skunk Works A high-profile ceremony saw the completed X-59 formally unveiled at Palmdale, with a first flight now due before the end of the year.