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April 2008
The Las Vegas Electric Vehicle Association (LVEVA) will meet on the third Saturday of each month during 2008. Meetings will be held at the Clark County Library on 1401 E. Flamingo Road from 10:15 AM to 12:15 PM. Members will be displaying their own electric cars and answering questions before and after the meeting.
Calendar
April 19 Monthly Meeting
April 19 Summerlin Earth Faire Exhibit
April 22 UNLV Earth Day Exhibit
May 17 Monthly Meeting
June 21 Monthly Meeting
July 5 Boulder City Damboree Parade
July 19 Monthly Meeting
August 16 Monthly Meeting
September 20 Monthly Meeting
October 18 Monthly Meeting
October 18 Poker Run EV Road Rally
November 15 Monthly Meeting
December 6 Boulder City Christmas Parade
December 20 Monthly Meeting
LVEVA Board of Directors:
Richard Furniss, President
Lloyd Reece, Vice President
Bill Kuehl, Secretary/Treasurer
Al Sawyer, Jan Himber , Al D’Inzillo, Stan Hanel
Newsletter Editors and Contributors:
Richard Furniss, Bill Kuehl, Al Sawyer, P.E.,
Jan Himber, Brent Singleton, Kent Singleton, Stan Hanel
WATTS HAPPENING
is published monthly by the
Las Vegas Electric Vehicle Association,
a chapter of the Electric Auto Association
Las Vegas Electric Vehicle Association web site
http://www.lveva.org
Electric Auto Association web site
http://www.eaaev.org
Electric Auto Association
Membership Renewals
323 Los Altos Drive
Aptos, CA 95003-5248
Current EVents contact:
At http://www.eaaev.org/eaaboard.html
Ron Freund
Chairman, CE Publication
Address Correspondence to:
LVEVA
2816 W. El Campo Grande Avenue
No. Las Vegas, NV 89031
Call for Information:
Richard Furniss (702) 453-6196
Jan Himber for Al Sawyer (702) 642-4000
Bill Kuehl (702) 636-0304 Stan Hanel (702) 405-0506
Contents:
-- EAA Special Announcement- California’s ZEV Mandate Pushed Back Again
-- More Battery Manufacturers Jump on Lithium Bandwagon
-- Worldwide Lithium Mining Industry Demand And Supply
-- Lithium-ion Battery Suppliers in Nevada
-- LVEVA Earth Day Demonstrations for April 2008
-- LVEVA to join with Las Vegas Region Clean Cities Coalition to Promote Charging Stations
-- LVEVA Announces 1st Annual “Poker Run” EV and Hybrid Race on Saturday, October 18th!
-- NEDRA Power of DC at Hagerstown Raceway, Maryland from May 31 to June 1, 2008
-- EV Repairs and Service
-- EVs and EV Parts for Sale
EAA Special Announcement—California’s ZEV Mandate Pushed Back Again
Editors Note: On March 27, 2008, the California Air Resources Board (CARB) voted to cut by half the number of Zero Emission Vehicles (ZEV) that the state government had mandated auto manufacturers to deliver to California to help with air pollution and clean air problems throughout the state.
Before Thursday's action, six of the largest car manufacturers had been mandated to market 25,000 zero-emission vehicles in the state of California between 2012 and 2014 to comply with air quality regulations. The vote reduced that number to 7,500 fuel-cell cars, or 12,500 electric cars.
The Zero Emission Vehicle program requirements have been relaxed repeatedly since it was first adopted in 1990. Initially, the regulations called for 10 percent of all car sales in California (about 100,000 of the 10 million cars sold in California annually during the 1990s) to be electric vehicles by 2004. In 2003, that figure was scaled back to 25,000 or 2.5%.
The new target of 7,500 to 12,500 zero-emission vehicles that regulators voted to mandate will be less than 1% of all vehicles sold in California at this time. As a compromise agreement, it was still three times the number that CARB staff members had initially proposed for this revision.
The hearing lasted nearly eight hours. More than 65 people testified, many imploring regulators not to bow to the wishes of the auto industry.
Mary Nichols, Chairwoman of the California Air Resources Board, felt the decisions were a realistic compromise with the auto industry. She pointed to the board's decision to also mandate more than 58,000 Plug-in Hybrid Vehicles between 2012 and 2014, citing examples of the Toyota Prius Plug-In Hybrid Electric Vehicle (PHEV) promoted by California’s CalCars Initiative.
"I don't think that's a step backward in the real world," Nichols said.
However, a spokesman for GM said after the vote that the fuel-cell requirement is unrealistic until a viable network of fueling stations is in place.
"We can get the engineering right," said Dave Barthmuss, "but without an adequate fueling infrastructure, we're going to be very limited where we can put these vehicles."
CARB regulators said carmakers will have to spend about $1 billion annually over three years to comply with the new rules.
During the month of March, the Electric Auto Association (EAA) campaigned hard to urge its member chapters to advocate to the CARB board members the benefits of electric car technology and recent battery technology advances:
On March 27th, the California Air Resources Board (CARB) is scheduled to vote on a change to their Zero Emissions Vehicle (ZEV) program that could delay production EVs another decade. The Electric Auto Association urges you to take action to make California aware that you want production EVs from the major automakers, back on the roads. We have set up a website to help. The ZEV goals were once 2% in 1998, 3% in 2001, and 10% in 2003, but later the program was put off a decade.
Now as the end of that decade draws near, CARB staff proposes to delay another decade. Staff calls for 840 vehicles per year (0.04%) in 2012 through 2014. The old 1998 target is fifty times what is now being proposed for 16 years later. In 2015 CARB proposes only 0.4%. The 2012 goals do not even approach the number of vehicles previously shown to be possible.
The EAA does not normally use email except for membership reminders. Because of urgent upcoming decision that may affect EVs to years to come, we are sending this email to ask that you join a low-traffic mailing list that the EAA will use to alert you to developments where your emails, letters, faxes, phone calls, etc. could make a big difference. Participation is optional, but please do consider joining and help us advocate for EVs in important battles, such the one that will be decided on 3/27.
For further information about what you can do to let California know you want a meaningful ZEV program, please visit:
http://www.eaaev.org/action/
This page also has details on how to join our EV-advocacy mailing list to get future notices.
Sincerely,
Ron Freund
Director
Electric Auto Association
Editors Note: To view an informative video on Plug-In Electric Hybrid Vehicles (PHEV) and Felix Kramer’s CalCars Initiative, visit this link to Public Broadcasting System station KQED: http://www.siliconvalley.com/news/ci_8726167
More Battery Companies Jump on Lithium Bandwagon
2007 was a promising year for the evolution of new battery technologies. Two major conferences attended by worldwide developers were held at the 23rd annual EVS-23 Symposium in Anaheim, California on December 3, 2007, and at the 48th Battery Symposium in Japan at the Fukuoka International Congress Center from November 13 to 15, 2007. A large number of papers, technical tracks, and exhibits focused on the development of battery storage technologies for use in electric vehicles (EVs) as well as the accompanying need for increased safety during battery operation. Announcements of new materials sparked interest by participants hoping to answer customer demands for larger energy capacity.
The Lithium-Ion (Li-ion) family of rechargeable batteries are composed of four parts- anode, cathode, electrolyte, and separator. Early Li-ion rechargeable batteries used in consumer equipment such as mobile phones and notebook PCs commonly used lithium cobalt oxide (LiCoO2) for the cathode, graphite for the anode, polyethylene (PE) for the separator, and a mixture of lithium hexafluorophoshate (LiPF6) with an organic solvent like ethylene carbonate (EC) or diethyl carbonate (DEC) for the electrolyte.
However, cathodes made with LiCoO2 compounds were found to cause problems over several years of use. The most troublesome failure mode was rapid heating of the cathode to temperatures above 200 degrees Celcius where internal shorts in the battery cell could develop and oxygen would also be generated. The oxygen could react with the ionized electrolyte to ignite the battery and cause it to explode. This embarassing product design flaw forced major product recalls by laptop manufacturers, including Apple Computer, Sony and Dell Computers, during 2006. As a result, Li-ion rechargeable batteries for safety-critical automotive applications must be made from more stable and robust material compounds.
LiFePO4 Cathodes
A number of papers at both conferences discussed the use of Lithium Iron Phosphate (LiFePO4) as a cathode material promising improved safety. LiFePO4 has excellent thermal stability and does not give off oxygen, even at 300 degrees Celsius or higher. As a material, it is more available and cheaper than LiCoO2 compounds, making it more readily available for both consumer applications and for larger format EV battery cells.
When it was first discovered and researched, the LiFePO4 compound was found to have low electrical conductivity compared to LiCoO2. However, recent research has found that by integrating carbon into the packaging of the compound, high rates of current discharge become possible. This discovery has opened up application markets for power tools and light electric vehicles (LEV) that are already in production using LiFePO4 technology.
At the Japanese symposium, GS Yuasa Corp of Japan presented the characteristics of a LiFePO4 battery they are developing that uses methanol to implement carbon support for a LiFePO4 cathode with a graphite anode. Volumetric energy density was 156 Watt-hours per liter with a current capacity of 4 Amp-hours. High-current discharge characteristics showed that a prototyped battery cell maintained 98% of capacity for both 40 Amp (10C) and 4 Amp (1C) discharge rates. Recharge capacity remained at 96% after 200 charge/discharge cycles at 45 degrees Celsius. This capacity retention was at least 10% higher than a comparable Lithium-Manganese-Oxide (LiMn2O4) cathode prototype cell being developed by the company.
During the process, methanol is pressurized at 450 degrees Celsius to implement carbon integration for the LiFePO4 cathode. Methanol is a relatively inexpensive chemical agent and requires no special catalysts for processing.
Lithium Titanate (Li4Ti5O12) for Battery Cell Anodes
At both conferences, several papers were presented on the use of Lithium Titanate (Li4Ti5O12) in the anodes of Lithium-ion family batteries for increased safety.
Carbon-based materials such as graphite are the most common material used in Li-ion battery cell anodes. Carbon materials form a protective film called the Solid Electrolyte Interface (SEI) on the anode surface. When well-formed and stable, the SEI prevents Lithium from “educing” or combining with the anode graphite material.
However, repeated charge/discharge cycles can cause SEI degeneration and peeling, allowing Lithium to educe onto the anode, consuming Lithium from the electrolyte and the cathode, eventually changing the composition of the cathode material over time. Additionally, carbon materials can expand by close to 30% during charge/discharge cycles, eventually deteriorating the carbon material, itself. This characteristic is not a problem for consumer products with a product life of about two years but is a serious concern for Electric Vehicles that hope to offer a battery pack service life of 10 years or more.
Lithium Titanate (Li4Ti5O12) does not form an SEI film on the anode surface and the expansion of the material during charge/discharge cycles is only about 3%. During the Japanese Symposium, Hitachi Maxell Ltd. of Japan presented results on high speed charge/discharge characteristics of their Li4Ti5O12 battery cell prototype. One drawback of this technology is that battery cells made with this technology will have an average voltage per cell that is 2 volts lower during discharge, with resulting lower volumetric energy density.
Lithium Manganese (LiMn2O4) for Cathodes
Researcher Mo-Hua Yang with Taiwan’s Industrial Technology Research Institute (ITRI) presented a talk about his group’s development of Lithium Manganese (LiMn2O4) chemistries that can be integrated with Lithium-ion battery cell cathodes for EV applications. His research group has created a 3.2 Volt battery cell with a capacity of 8 Amp-hours that fits within a package measuring 112mm long x 69mm wide x 39mm high. The addition of this chemistry to the cathode of the battery cell increases its lifetime significantly. Short circuit tests did not produce a fire or explosion, even when the battery was tested at a discharge rate of 50C. This battery cell is currently being tested in conjunction with the U.S. Freedom Car Initiative.
At EVS-23, Veselin Manev of Altairnano in Reno, Nevada presented its company’s Li4Ti5O12 Lithium Titanate battery cell technology that also integrates this chemistry with the negative cathode of the battery cell. The company claimed a battery cell lifespan of 20,000 cycles to 80% Depth of Discharge (DoD) and a 15-year life. The internal resistance of the chemistry is only 2.5 milli-ohms, providing an excellent source for high current and power discharge for an EV upon acceleration. The battery cell can be discharged down to a low threshold voltage of 1.5 Volts. The battery cell also has a potential self-discharge rate of 20% per month when inactive.
Combined Lithium Manganese and Lithium Titanate Chemistries in Same Battery Cell
At EVS-23, Researcher Paul Nelson from Argonne National Labs presented a Manganese Lithium Titanate nano-scale battery technology (LiMn2O4Li4Ti5O12) that showed good promise in combining the benefits of both Lithium Titanate and Lithium Manganese compounds to provide high power discharge capabilities for EVs. Manganese is integrated with the anode material while Titanate is integrated with the cathode. He claimed that this cell chemistry would have superior longevity (15 years), safety, and internal resistance compared to Lithium Iron Phosphate chemistries. He tested the cells for 2000 cycles at 100% Depth of Discharge (DOD) with continued battery operation beyond this benchmark. He also claimed that his testing showed these battery cells could discharge 98% of capacity and then be successfully recharged during normal operation with an overall battery efficiency of 97% for EV applications. As shown in the previous paragraph, however, the battery cell form factor has a lower voltage rating than comparable Lithium Iron Phosphate battery cells (2.5 Volts vs. 3.3 Volts). More cells will be needed for a given EV application as compared to LiFePO4. This battery will be produced by EnerDel, Inc. at: http://www.enerdel.com
Higher Capacity and Safety with Lithium Vanadium Oxide (LVO) Anodes
Samsung SDI Co. Ltd. of Korea and Samsung Yokohama Research Institute Co. Ltd. of Japan jointly announced a new anode material using Lithium Vanadium Oxide (Li1.1V0.9O2) or “LVO” that showed promise of improved safety and capacity for Li-ion battery cells. The two companies presented a prototype battery cell in an 18650 form factor for notebook computer applications measuring 18 mm in diameter by 65 mm long. The anode contained a mixture of 30% LVO and 70% graphite. When used with an LiCoO2 cathode, the battery cell achieved a current capacity of 3,080 milliAmp-hours with a cutoff voltage of 3 volts and a volumetric energy density of 695 Watt-hours per liter. Testing of charge/discharge cycle characteristics featured lower temperature operation, with discharge capacity at 90% at a temperature of -10 degrees Celsius and the retention of 80% capacity after 500 cycles. Energy density could be boosted by using a vapor deposition process to implement Lithium metal film on the anode. Expansion of the anode material during charge/discharge cycles was about 23%, somewhat less than the 30% of conventional graphite-only anodes.
Electrolyte Fire Retardancy
Both conferences presented papers on how to make battery electrolytes less flammable by using organic solvents with alkykl fluorides, ionic solutions and other techniques. GS Yuasa improved electrolyte fire retardancy and self-extinguishment by adding carbonic acid ester, phosphate ester and alkyl fluorides, enhancing safety without degrading Li-ion rechargeable battery characteristics.
Researchers mixed Ethyl Carbonate (EC), dimethyl carbonate (DMC) and ethyl-methyl carbonate (EMC) at 1:1:1 and dissolved LiPF6 into the solution to create the electrolyte. Flame retardancy appeared when carbonic acid ester, phosphate ester and alkyl fluorides were added to this mixture at 10% mass to 20% mass. Cells with TFEC (Di(2,2,2-trifluoroethyl) carbonate or (CF3CH2O)2C=O), a carbonic acid ester, achieved an energy density of 141.6 Wh/kg, or about the same as conventional electrolyte. TFEP (Tris(2,2,2-trifluoroethyl) phosphate or (CF3CH2()3P=O), a phosphate ester, exhibited flame retardancy at only 10% mass.
The Mitsubishi Chemical Group Science & Technology Research Center Inc. of Japan demonstrated that EC plays a major role in the generation of CO2 and other substances at high temperatures in Li-ion rechargeable batteries using LiNixCoyAl1-x-yO2 in the cathode for high capacity. The group tried to identify the gas source by switching the carbon atoms in EC and DEC from 12C to 13C, revealing the CO2 is generated by EC (52%), DEC (11%) and the cathode (37%), but not by the anode. The Carbon Oxide (CO) sources are EC (64%) and electrodes (36%), with DEC contributing almost none at all. Based on these results, the company concluded that lowering the ratio of Ethyl Carbonate (EC) would reduce gas generation.
New Separator Technologies
The National Institute of Advanced Industrial Science & Technology (NAIST) of Japan and Japan Vilene Co Ltd of Japan reported on a non-woven separator with high heat resistance made of a composite of Polyethylene (PE), polypropylene (PP), and Silicon Oxide (SiO2). While conventional separators made of PE and PP shrank 37.5% when held for 20 minutes at 160 degrees Celsius, the new material shrank only 3%, indicating outstanding safety to prevent overheating of Li-ion rechargeable batteries.
At EVS-23, Dr. Patrick Brent of Exxon-Mobil demonstrated a Lithium-ion battery separator that the company sells to battery manufacturers. The company’s Polyethylene (PE) separator is combined with a fibrous network composed of stacked lamella crystals to create a film that is 7 to 30 microns thick. The film is resistant to higher operating temperatures but if the polymer does start to melt, it can trigger a battery alarm circuit that shuts down battery operation before a fire or explosion can begin to occur.
Worldwide Lithium Mining Industry Supply and Demand
Editors’ Note: Reprinted Courtesy of LiFeBATT USA at: www.lifebatt.com
From the chart above, it can be seen that Lithium is between 20 to 100 times more abundant than Lead and Nickel. However, Lithium is more reactive than either metal and is not usually found in its free state, often combined with other elements. By contrast, Lead being less reactive, is more often found in its free state and is easier to extract and purify. The heavy metals Cadmium and Mercury, whose use is now deprecated because of toxicity, are 1000 times less commonly available than Lithium.
Subsurface brines have become the dominant raw material for lithium carbonate production as compared with mining and processing costs for hard-rock cores.
Until 2004, the United States demand for Lithium-based products was not large and the country imported most of its Lithium materials from South America, particularly Chile and Argentina, to be used as ore concentrates for the production of ceramic and glass products.
With the growth in demand for Lithium-family batteries worldwide and the demand for lithium carbonate compounds, many countries with Lithium deposits are now taking a fresh look at how to mine these natural resources and turn these mining operations into profitable ventures. In 2004, Chile dominated the world market (77% of worldwide production) with two brine operations while Argentina supplied about 22% of worldwide production from one large brine operation.
In July 2004, China announced plans to establish the world’s largest lithium production base in Qinghai province, located in the northwestern part of the country. Construction of this facility was to have been completed at the end of 2004, with a projected annual output of 40,000 tons of Lithium material to be produced every year after. Qinghai Province has rich Lithium resources comprising 96% of China’s total supply and 64% of the world’s currently estimated total supply. Since that announcement, many suppliers of Lithium-based batteries and materials have started appearing within the Chinese economy as well as creating export markets for Lithium to the rest of the world.
Other countries with large Lithium reserves being mined for worldwide production include Australia, Russia, Canada, Brazil, Portugal and Zimbabwe.
The only domestic brine mining source for lithium carbonate materials within the U.S. until 2004 was from the Chemetall Foote Corporation, located near Silver Peak in the Clayton Valley of Esmeralda County, Nevada. Some lithium ore deposits have also been mined from the North Carolina “tin-spudomene” belt in the past.
Other states with small deposits of Lithium include Arizona, South Dakota, southwestern California, New Mexico, Colorado, Wyoming, Utah and New England. Recycling efforts to reclaim Lithium materials from depleted Lithium battery products have been established in the U.S. and could lead to a profitable business model.
As of 2004, however, the U.S. had not yet set aside reserves of Lithium, even though the country is projected to be importing more than 50% of its Lithium materials from outside the country during 2005 and beyond.
Lithium-Ion Battery Suppliers in State of Nevada
With the recent success of Lithium-Ion battery usage for transportation applications, several companies have emerged in the state of Nevada’s friendly business environment to promote the sale of EV-scale Lithium-family battery modules and systems. Because Lithium-family batteries must be electrically regulated to insure that the battery pack cells do not exceed their maximum or minimum operational voltage ranges, these companies also provide Battery Monitoring Systems, Chargers, and other related equipment to support their product offerings.
Readily available Lithium materials and finished battery cells imported from mainland China, Taiwan, South Korea, Singapore, Japan, Canada, and Europe have spurred the rapid growth of a new manufacturing industry. Distributors for these new manufacturers are now actively pursuing applications where these companies can engineer higher power Li-ion battery system applications that can replace Lead-Acid (PbA) battery technologies worldwide. Electric motor and electric vehicle applications are large target markets where these companies can move a lot of battery cells.
Several new start-up companies have opened sales offices or R & D facilities in the state of Nevada:
1. Altairnano Technologies
Corporate Headquarters
204 Edison Way
Reno, NV 89502-2306
Tel: +1-7775-856-2500
Web site: http://www.altairnano.com
Contact web page: http://www.altairnano.com/contact.php
2. Foxx Power Battery Company
Las Vegas Division:
8010 W. Sahara, Suite 160
Las Vegas, NV 89117
(702) 460-9066
Web site: http://www.foxxpower.com
3. IOT Energy
IOT Energy
6925 Speedway Drive, Suite C112
Las Vegas, NV 89115
Cell: (702) 481-9731
4. K2 Energy Solutions, Inc. (formerly Peak Batteries)
K2 Energy Solutions, Inc.
1125 American Pacific Dr.
Suite C
Henderson, NV 89074
Tel: (702) 478-3590
Fax: (702) 558-0180
Email: info@peakbattery.com
Web site: http://www.peakbattery.com
5. LiFeBatt USA
Sales and Distribution Office:
Address: 8329 Lost Pines Court, Las Vegas, Nevada 89128
Company Tel: (702) 804-2642
Company Fax: (702) 804-0643
Web site: http://www.lifebatt.com
Contact web page: http://www.lifebatt.com/contactus.html
6. Valence Technologies
Research and Development Center
1889 E. Maule, Suite A
Las Vegas, Nevada 89119
Main Number: 702-558-1000
Fax Number: 702-558-1001
Web site: http://www.valence.com
Contact Web Page: http://www.valence.com/contact/index.html
The barriers to entry are challenging for these new start-up companies that provide value-added systems integration, applications engineering and distribution channels for their worldwide battery cell manufacturers. However, the number of industries applications where these technologies can take hold by replacing lead-acid battery usage is very large. This opens the door to the emergence of a very dynamic worldwide industry but also may lead to some uncertainty for potential consumers. Similar to the booming IBM Personal Computer “clone” industry that surged worldwide during the 1980s, small start-up companies that have the infrastructure to import battery cells from worldwide factories, package them in hardware modules, add battery monitoring systems with matched charging systems, and create product lines around different industry applications can swiftly explore these new potential markets.
However, while the personal computer clone industry did launch the booming PC revolution that spawned worldwide economic growth during the 1980s and 1990s, many of the original start-up companies are no longer in existence.
Caveat Emptor
Let the buyer beware when comparing Lithium-ion battery distributors, both in terms of each company’s underlying product technology and its business model. The cost per kilowatt-hour of a battery module system should be considered but also weighed against the verifiable consistency of battery cell yield by the manufacturer, the average battery cell cycle life, discharge/recharge performance over time, company warranty guarantees, responsiveness of company applications engineering staff, ongoing technical support after a purchase, financial backing of the battery company through its initial growth period, and battery company management staff experience.
Regarding company technology evaluation:
1. The source of the Lithium Iron Phosphate battery materials (anode, cathode, electrolyte, separator, packaging, etc.) and the finished cell manufacturing process technology should be evaluated when considering the relative merits of the battery cell technology underlying the entire battery module system. Can the source of the raw materials and the processing technology be documented to show consistent yield and performance reliability from one cell to the next? This is not easily discernible by the end user through visual inspection or short term cycle testing. A buyer should seek out trusted certification sources who are able to objectively benchmark and compare the product offerings of one LiFePO4 battery cell manufacturing company to another.
2. When packaging the individual cells into larger scale modules, how good is the module workmanship and consistency of component quality at this level? Internal visual inspection and instrumented testing of battery module workmanship by the user can determine consistency from one module to the next.
3. How well are the Battery Monitoring System (BMS) and Charger matched to the battery pack module? Were all the system components designed and built from the ground up as one interconnected system or packaged together by integrating “off the shelf” components from different third party vendors? What happens if one of these third party vendor components becomes unavailable? Is that component easy to replace or re-design by the system manufacturer?
4. Is the battery system design safe for the application where it is providing power? Does the application design need to include “shut down” relays, circuit breakers, additional monitoring instrumentation or other safety interlock devices?
5. How good is product documentation and follow-up technical support from the company before, during, and after a battery system sale? Are the company engineers easy to contact, timely in their response and effective in their communications when solving end user application problems?
Regarding company business model:
1. Is the battery company on solid financial footing that will carry it through two or three years of initial growth and allow it to support its battery module warranty commitments? If the company is publicly traded and publishes financial reports, how much debt is it currently carrying?
2. Can the company provide liability guarantees to the end user in case of an accident due to product malfunction?
3. What has been the documented product development and delivery history of the company to date?
These are all considerations that every early adopter explores with the advent of any new technology. Consumers also use the same methodologies to buy a new car or house. They are wise to “do their homework” and learn as much as they can about the products and companies behind them when considering their purchase options to try to determine the true comparative value of a product over time.
LVEVA to Participate in Earth Day Exhibitions During the month of April 2008
Las Vegas Electric Vehicle Association members will be presenting examples of electric car technology at Earth Day celebrations during the month of April 2008. Two events are planned.
The Fifth Annual Summerlin Earth Faire will be held on Saturday, April 19th from 10 AM to 4 PM at Summerlin Centre Community Park. The park is located on Town Center Drive between Desert Inn and Sahara roads. The event will be held on the park’s soccer field surrounded by over 75 portable tents with educational displays from eco-friendly organizations. During 2007, the Summerlin Earth Faire attracted 8,500 visitors to the one-day event.
On Wednesday, April 23rd, LVEVA members will exhibit their electric cars to grammar school children who will be attending field trips to the University of Nevada Las Vegas campus from 9 AM to 2 PM. The campus is located on South Maryland Parkway, between Flamingo Road and Tropicana Boulevard.
The LVEVA invites the general public to attend and learn more about the revolutionary technologies that will be changing the future of commercial transportation.
For more information, please contact Stan Hanel at: stanhanel@aol.com
LVEVA to join with Las Vegas Region Clean Cities Coalition to Promote Charging Stations
For several years, the LVEVA has hoped to encourage the formation of a network of publicly accessible outlets that could be used as electric vehicle recharging stations throughout the Las Vegas Valley region. As gasoline prices continue to rise with the increased price of crude oil imports exceeding $105 a barrel, this concept is once again gaining interest from local Las Vegas Valley governments and utility district fleet managers. The announcement of the intent to manufacture Plug-In Hybrid Electric Vehicles (PHEVs) by General Motors, Toyota, Chrysler and Ford have also sparked interest in the commercial benefits of building a regional network of publicly accessible electric vehicle power outlets for recharging electric vehicle battery packs.
Las Vegas Sun editor Brian Greenspun recently wrote an editorial praising the efforts of Shai Agassi in Israel to establish an infrastructure for electric vehicles through a joint development effort by the government in conjunction with auto manufacturers Renault and Nissan to wean that country away from its dependence on oil imports as well as helping decrease gasoline burning effects of global warming and CO2 emissions. An important part of this effort would be to establish a network of publicly accessible charging stations throughout the state of Israel. These recharging stations could provide electricity free to users or use a magnetic card payment system.
LVEVA members Richard Furniss and Stan Hanel recently contacted Dan Hyde, who is a fleet manager for the City of Las Vegas. Dan is also actively serving as Executive Director of the Las Vegas Region Clean Cities Coalition (LVRCCC) and has been the head of the Citizens Advisory Committee (CAC) for the Clark County Regional Transportation Commission (RTC). These organizations provide policy suggestions and transportation administration for the greater southern Nevada area, including Las Vegas, Henderson, Boulder City, and North Las Vegas.
In late February, a conference call was arranged between Dan Hyde, Richard Furniss and Stan Hanel through a recommendation by Gail Lucas, one of the original founding members of the Las Vegas Electric Auto Association (LVEAA). The LVEAA was a predecessor organization to the LVEVA that was started at the Desert Research Institute during the 1990s. Gail has also served on the Citizens Advisory Committee (CAC) to the Regional Transportation Commission (RTC) with Dan Hyde for several years.
LVEVA President Richard Furniss is an employee for fleet maintenance operations at the Las Vegas Valley Water District (LVVWD) and two of his supervisors and managers are also members of the Las Vegas Region Clean Cities Coalition (LVRCCC). The LVVWD is considering the install of electric vehicle charging stations for its employees in parking garages within the utility’s office campuses. The City of Las Vegas, under Dan Hyde’s guidance, is also looking into this type of installation for its employees. However, the next step beyond private access charging stations is to implement more public access charging stations within the greater Las Vegas Valley region.
The LVEVA has already created an informal network of charging stations among its members who live and work in Las Vegas, North Las Vegas, Henderson and Boulder City areas. LVEVA President Richard Furniss has installed a weatherproof external charging station at his residential home that is identical to the outlets used in Recreational Vehicle (RV) camp grounds. He has found that the best and easiest electrical outlet to install is a weatherproof, standard 110 VAC outlet equipped with a Ground Fault Interrupt (GFI) circuit that can quickly open the connection between the charger and battery pack, in case of excess current draw. This type of installation can be routinely performed by any certified electrician in compliance with the National Electrical Code (NEC) without any need for special connectors or additional safety certification.
The conference call was very productive with several ideas cultivated for potential projects and proposals that hope to promote region-wide cooperation between city governments, the gaming industry, and commercial retailers to help grow an electrical charging station infrastructure throughout Clark County. Some of these ideas will be carried forward to the next LVRCCC conference later this year, as well as the AFVI conference and exposition in May 2008.
During the telephone conversation, Dan Hyde invited the Las Vegas Electric Vehicle Association (LVEVA) to become a member organization of the Las Vegas Region Clean Cities Coalition (LVRCCC).
Continued suggestions and proposals from the general public as well as from other LVEVA members are welcome and encouraged. We hope this ongoing program will be just one part of a larger movement to make southern Nevada a model for clean energy usage in our citizens’ daily lives. It will also help encourage better regional gasoline consumption as well as improving the quality of the air we breathe.
For more information about the Las Vegas Region Clean Cities Coalition (LVRCCC), visit: http://www.lasvegascleancities.org/
The Las Vegas Region Clean Cities Coalition is actually a regional chapter of a national Energy Efficiency and Renewable Energy (EERE) program initiated by the U.S. Department of Energy: http://www.eere.energy.gov/cleancities/progs/coordinators.php
One part of the overall focus on air quality and energy efficiency are the Alternative Fuel Vehicle (AFV) programs that encourage the exploration of all different forms of alternative fuels, not just electric-powered vehicles. The LVRCCC will be helping sponsor an international Alternative Fuel Vehicle Institute (AFVI) conference and exposition in Las Vegas from May 11 to 14, 2008 at the Rio Hotel and Casino:
Alternative Fuels & Vehicles National Conference + Expo 2008
Las Vegas, NV
May 11-14, 2008
www.afvi.org
The AFVI has engaged in the training and education of Alternative Fuel Vehicle coordinators within the Clean Cities Coalition program. More information about the AFVI can be found at the organization’s web site: http://www.afvi.org/cccm.html
“Clean Cities Coalition Management
An effective and successful Clean Cities Coalition has several components in place that support its market development efforts. Some of those components include:
- · official organizational structure
- · committed, knowledgeable Board of Directors
- · five-year strategic plan
- · one-year operating plan and budget
- · fund raising plan
- · legislative and regulatory program
- · communications and outreach program
- · infrastructure development plan
- · vehicle marketing assistance plan
- · effective grant writing
- · appealing stakeholder meetings
- · effective media and public relations
- Since 1998, AFVi’s management team has provided these and other services for the Las Vegas Regional Clean Cities Coalition (LVRCC). The organization currently has more than 7,000 alternative fuel vehicles on the road and more than 30 publicly accessible alternative fueling stations.
If your coalition needs assistance in any of these areas, please e-mail us at customerservice@afvi.org or call us at 702-254-4180.”
LVEVA members Brent and Kent Singleton are involved with the Utah Clean Cities Coalition (UCCC) in the Salt Lake City region where Brent works as an intern for the program. Two years ago, Brent and Kent also started a new chapter of the Electric Auto Association (EAA) called the Utah EV Coalition that hopes to bring together several like-minded clean energy organizations to focus on green transportation initiatives.
LVEVA Announces First Annual “Poker Run” EV and Hybrid EV race on October 18, 2008!
During the March 2008 LVEVA meeting, President Richard Furniss proposed the institution of the first annual “Poker Run” road rally race for EVs and hybrid EVs to be staged after the LVEVA monthly meeting on Saturday, October 18th at 12 noon.
At that time, EV and hybrid EV competitors would be given a map of an 18-mile course that would wind through the city of Las Vegas and nearby Henderson. Each vehicle would have two team members that would include one driver and one navigator.
The EV and hybrid EV teams would depart from the meeting location at the Flamingo Public Library parking lot and follow the designated route on the map while obeying all traffic rules and speed limits. Along the route, each driving team must stop at five different stations along the route to pick up a playing card from a waiting dealer’s poker deck.
The LVEVA Poker Run will finish at the Carl’s Jr. restaurant on the corner of Desert Inn and Maryland Parkway. Once all the competitors have completed the road rally, they will gather to show their five-card poker hands. The EV team with the highest poker hand will be declared the winner.
Any EV or hybrid EV owners interested in participating in this Event should contact Richard Furniss, Bill Kuehl, Lloyd Reece or Stan Hanel to become entered onto the Poker Run roster.
NEDRA Power of DC at Hagerstown, Maryland from May 31 to June 1, 2008
Editor’s Note: Chip Gribben, webmaster for the National Electric Drag Racing Association (NEDRA), announced that he will be organizing the annual “Power of DC” EV exposition and NEDRA drag racing event at Hagerstown, Maryland.
From EV Discussion List on Friday, February 29th, 2008:
“The Eighth Annual Power of DC will be held in Hagerstown, Maryland on
Saturday May 31 to Sunday June 1.
This will be our eighth year and want to make it our biggest event EVer.
On Saturday morning we will have the EV AutoCross. After lunch we
will have the ScooterCross and "possibly" a Range Rally, open to EVs,
hybrids and plug-in hybrids in the afternoon. We are also planning a
Show-n-Shine.
On Sunday, the NEDRA drag racing will be at Mason-Dixon Dragway
starting at 10:30 am.
The event is sanctioned by NEDRA and sponsored in part by the
Electric Vehicle Association of Washington DC.
Check out the Power of DC website (http://www.powerofdc.com) for
updates and an upcoming story in the next issue of Current Events.
There is still a lot to plan for. If anyone is interested in racing,
attending, helping out or sponsoring, just let me know.”
Chip Gribben
Power of DC
http://www.powerofdc.com
futurev@radix.net
301-490-0657
cell 240-687-1678
NEDRA Webmaster
http://www.nedra.com
pr@nedra.com
Editors Note: This additional challenge was issued by NEDRA President Shawn Lawless for the Power of DC Event:
Date: Sat, 15 Mar 2008 01:44:05 -0400
From: Chip Gribben <futurev@radix.net>
Subject: [EVDL] Lawless Industries $500 Motorcycle Challenge
To: ev@lists.sjsu.edu
Cc: NEDRA@yahoogroups.com
Message-ID: <D776D21A-0089-40AA-8795-B9A8F2F8AFC4@radix.net>
Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed
“$500 is up for grabs for the quickest electric motorcycle ET in the
1/8 mile at the NEDRA Power of DC June 1. Lawless Industries is
sponsoring the challenge.
The challenge is open to electric motorcycles of any voltage and
battery type. The quickest ET get's the cash.”
Chip Gribben
NEDRA Power of DC
http://www.powerofdc.com
pr@nedra.com
EV Repairs and Service
Western Petroleum Station
2051 E. Sahara (corner of Eastern Avenue and Sahara)
Las Vegas, NV 89104
Contact: Jim Johnson
Telephone: (702) 457-2675
Web site: http://storefront.dexonline.com/jims-texaco
EV Parts and Kits for Sale:
OKA NEV ZEV Parts and Kits for Sale: www.okaauto.com
OKA NEV ZEV KIT cars in stock now for immediate delivery prices start at $5,000 FOB Las Vegas.
We also have 4844 ALLTRAX Controllers(48V 400 A DC for Series motor) in stock (more than we need) $550 list, $375.00 NET.
Miro Kefurt
OKA AUTO USA : www.okaauto.com
Distributor: MIROX Corporation
5015 W. Sahara Ave. #125-130
Las Vegas, Nevada 89146
USA
Tel: (702) 683-8292
E-mail: okaauto@aol.com
GrassrootsEV.com
Las Vegas Office
“Electric Vehicles and Everything for Them”
Contact: Jon Hallquist
Tel: (702) 277-7544
Email: jon@grassrootsev.com
Web site: http://www.grassrootsev.com
For Sale: Chrome "Electric" Emblems for EV's
Mike Chancey - Posted 06/25/00
Location: Kansas City, Missouri
Checked: 07/13/03
Chrome "Electric" car emblems, just like the OEM factory lettering. Okay, so you own a beautiful electric vehicle, but does the world know? Show them with these profession quality "ELECTRIC" emblems. Fabricated from weather resistant thermoplastic, these signs feature a bright chrome like finish on the letter faces with a subtle matte black background. They mount easily with the self adhesive HighTack backing. Simply peel off the protective cover, and press the sign into place. Each sign is approximately 1.25" in height and 7" in length. Only $6.00Each or four for $20.00, plus $1.75 shipping and handling per order. Discounts for larger orders available. Send check or money order to:
Mike Chancey, 1700 East 80th Street, Kansas City, MO 64131, or order online.
EVs For Sale:
Electrans 3-wheel Futurista ETV
Range of 55 miles
Top speed of 45 mph.
Department of Transportation (DOT) approval to license this vehicle through the DMV
List price is $13,995
Contact: ElecTrans
Address: 5450 South Cameron #101, Las Vegas, NV 89118
Tel: (702) 889-2146
Web site: www.futurista.biz
For Sale: Electric 1985 Pontiac “Fiero” --Record-Holding Race Car
This 1985 Pontiac “Fiero” Conversion currently holds four National Electric Drag Racing Association (NEDRA) Class Records.
1. Class MC/F (Modified Conversion 97-120 volts)
2. Class MC/E (Modified Conversion 121-144 volts)
3. Class MC/D (Modified Conversion 145-168 volts)
4. Class MC/C (Modified Conversion 169-192 volts)
The 1985 Pontiac Fiero has been converted with:
1. A new Netgain Warp-9 Electric DC Motor coupled to a 5-speed manual transmission.
2. A DCP T-REX 1000 Water-cooled Controller with an Input Voltage Range of 96 to 336 Volts
and Motor Current Rating at 1000 Amps.
3. The Battery System is at 192 Volts. The battery pack consists of sixteen 12-volt sealed ODYSSEY
PC-680 batteries with the capability of increasing battery pack capacity and voltages to compete in the NEDRA MC/B Class (Modified Conversion 193-240 volts) or to a maximum capacity of 336-volts to compete in the MC/A Class (Modified Conversion 241 volts and higher).
4. Tires are B.F. Goodrich G-Force T/A Drag Radials P215/60 R14 that connect the Electric Motor torque to the road for “no slip” acceleration.
5. Battery Charger is a 120- to 240-volt Variable Transformer with a heavy-duty full bridge rectifier.
Additional cables and connectors are installed for Dump Charging from a DC battery pack.
Asking Price: $10,000 or Best Offer.
Contact: William Kuehl
Address: 4504 W. Alexander Road, North Las Vegas, Nevada 89032
Telephone: 702-636-0304
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