Two Years with My Chevrolet Bolt EV!

by Steve Schaefer

2-year-horizontal

Today marks two years of my life spent with my Bolt EV. It’s been a great ride, so far since that rainy January 8, 2017 when I took delivery (below).

img_7467

At this juncture, the three things that stand out for me are:

  1. It’s done exactly what I wanted, with virtually no problems
  2. Time has flown
  3. I really do love my car

As a longtime automotive writer (27 years), I approached Bolt ownership as a very long-term test. I remembered my wonderful three-month test of a Fiat 500e in the first quarter of 2016, and assumed that I’d take an analytical approach once my new car arrived.

What I’ve found is that unlike the standard week-long evaluation, living with a car for years makes it really “yours.” I now have to deal with dust on the dashboard, used kleenexes in the cupholder, and the light gray and white leather seats need cleaning. But as an EV, the car has needed exactly zero maintenance. I’m planning to take it in soon for belated tire rotation and a general inspection.

The main reason to have an electric car of my own was to truly experience life with one. I assumed that if I was going to prescribe switching to EVs to my readers, I had better “walk the walk” and not just “talk the talk.” It’s easy to have a car for a week and give it a glowing report. But this was meant to be a long-term relationship.

I leased my Kinetic Blue Bolt for three years at 10K miles a year, assuming that there’d be better choices down the line and also that that number of miles made sense with my periodic testing. As it turns out, I hit 20,000 miles on December 27 on my way home from work. Perfect.

20K

I’ve tested 34 hybrid, plug-in hybrid, electric, and fuel-cell vehicles since my Bolt arrived. I always use my car as a comparison vehicle. Is it as easy to drive? How are the seats? How much range is available? How does the regenerative braking work? Especially these last two questions are crucial for electric vehicles.

Regarding range, my Bolt’s EPA 238 miles of range eliminates most of the problems that early LEAF drivers experienced, with around 80 miles available. I only experienced a couple of times where I couldn’t use my car and instead opted for an alternative. In one case, I had to attend a chamber music workshop last summer that was 300 miles away, with few charging stations of any kind on the way. I opted for a gasoline-powered test car.

Recently, I drove my car for a few days without a recharge and I found myself with 50 miles range. Based on that, I chose to go to a nearer destination than I originally intended because I wasn’t sure I’d be able to charge up where I was headed and make it home. Oddly, it was at a shopping center that had NO charging stations. Seemed odd, since they are often located there. Easy access to charging is still an issue for EV drivers, although it is improving, and many more stations are coming. I normally can do fine charging at work or at home.

Regenerative braking is the way that hybrids like the Toyota Prius get all of their power, since they have no plugs. For EVs, it’s a way to extend range, and also enables one-pedal driving. When I put my Bolt into “L” mode (instead of “D”) using the shift lever, I can press down on the accelerator to move forward and release it to slow down. With the Bolt, you can literally come to a complete stop in this mode. I’ve honed my skills to where I can see a red light ahead and ease off on the pedal and arrive right at the line without touching the brake pedal. You can imagine how long my brake pads should last!

Some cars have adjustable amounts of regeneration, and some release the regen at a few miles per hour, necessitating the brake. But my Bolt lets me stop on a dime.

One requirement for getting an EV was I had to be able to travel the 85 miles to my granddaughters and back without having to charge. With 238 miles, this is no sweat, but I’ve noticed that in colder winter weather, my car’s range goes down a bit. It’s now closer to 200, and that means it’s a little dicier. On Christmas day, I arrived at my family destination with about a half battery of charge left. Just to be safe, I plugged into my son’s household current (level 1 – 120 volts) and partially refilled the battery overnight.

During the two years, most of my charging has happened at work, at the row of ChargePoint chargers. It takes a couple to several hours to fill the battery, depending on how much it’s depleted. I sometimes just skip charging, since there’s plenty there, but it’s nice to keep it topped up. Starting in April, I’ll charge at home using my new solar panels.

I’ve gotten the official 238 miles of charge that the EPA gives the Bolt, but in colder temperatures, and if I’ve driven on the freeway a lot, it averages more like 200 or so, which is normally plenty. Right now, it’s saying about 185 or 190 when it’s “full,” so I’m going to have my dealer check it when they look over the car at it’s “two year inspection.” Of course, there will be no oil change or radiator flush (there aren’t any). They’ll rotate the tires, which is an overdue service (at no charge).

The Bolt has cost me zero dollars and time in maintenance. The electricity I’ve bought at work costs less than half the price of gasoline. I’ve also saved half off my bridge tolls by getting my stickers to drive in the carpool lane alone ($22/year). Just before the new year, I stuck new red ones over the original white ones, so I can continue saving time and money. The stickers last until January 1, 2022.

With my own EV, I’ve participated in a bunch of electric car events, including a couple I hosted at my office for National Drive Electric Week. These events give prospective owners a chance to sample EVs without salespeople or pressure. We usually let the people ride in and sometimes, even drive our cars so they can understand how great EVs are. I’ll be doing more company things this year, looking toward the first annual Drive Electric Earth Day events.

Some people tell me that they’re waiting for an EV that looks like a “regular car” before they’ll consider one. I agree that the Bolt is proportioned like the Nissan LEAF hatchback–the pioneer–and the odd-looking BMW i-3. As for me, I really like the way the Bolt looks, and my affection for it has grown over the years. When I see another one drive by, I holler, “Bolty!”

But manufacturers have a whole fleet of new EVs coming in the next few years that will make choosing an EV easy. The Hyundai Kona small crossover EV should be on sale now. I’ve driven the gas version and seen the EV at the auto show, and it’s the kind of small, usable car I like. It’s compact, but unlike the Bolt, it’s a crossover, not a tall hatchback (a fine but important distinction) and with an EPA-rated 258 miles of range and a lower price than the Bolt, it should make a big impact.

The Tesla Model 3 has been the big EV star in 2018, selling a whopping 145,846 cars, which dwarfs EV sales by the other companies and is a big number for almost any  model. Maybe it’s the Tesla magic, or the fact that it looks like an attractive sedan. It’s more expensive than a Bolt, but that doesn’t seem to have prevented it from proliferating.

My car’s hatchback configuration has proven to be exactly what I need to carry my musical gear. An upright bass slides right in. I even found a way to carry the big bass plus two bass guitars, an amplifier, and my cords, cables, stands, etc. When not hauling gear, there is plenty of room for two adults in the back (and room for a kid in the middle, if necessary).

The low window line up front gives the Bolt a spacious feel, as does my car’s light gray and white interior. I chose the brighter dash, seats, and doors when I placed my order without knowing exactly what it would look like. The car I saw at the auto show that year had the black and dark gray interior, which I believe is the standard one. The only downside is the tendency of the light gray upper dash panel to reflect in the windshield, but with polarized sunglasses, it’s never a worry.

img_7518

Electric cars have great torque, and my little car can really take off when I step on it. I rarely push it, as it’s a waste of battery charge, but accelerating up an on ramp is fun. The 6.3-second zero-to-60 time is equivalent to a sporty Volkswagen GTI. With 900+ pounds of battery below the floor, the Bolt boasts a low center of gravity, which means stability in curves.

I now have a year to enjoy the Bolt before it’s time to turn it in. What should I do? I know there are lots of new cars on the way from VW, Mercedes-Benz, Audi, BMW, Volvo, and others. The Hyundai Kona and Kia Niro crossovers are compelling (and affordable), as is the third-generation Kia Soul (if you like boxes). GM may have another all-electric available in a year–the concept images look impressive. The MINI EV is due by year’s end, too. Further upscale, the all-new Mercedes EQC–the first of the brand’s new EQ lineup of electrics–was introduced today at the Consumer Electronics Show (CES) in Las Vegas.

Should I see what kind of a deal I can get to just buy the Bolt? I have time to think about it.

I never expected to drive a Chevrolet, frankly. Although my family had Chevys when I was growing up, including a few Corvairs, I always owned old VWs and new Hondas and Toyotas. Domestic vehicles didn’t have high quality years ago, although I did try the first year Saturn. The good news is, today the domestic brands have quality parity with the leaders. Other than a couple of minor electric glitches (that didn’t affect driving) and one loose plastic clip in the rear cargo area, the Bolt has been rock solid.

Yes, the interior isn’t luxurious, but I still appreciate it’s flowing design every day. The 10.2-inch center screen is great to work with. Apple CarPlay is sublime, as is the Bose sound in my upgraded audio system. The seats, which some buyers complained about, work fine for me.

I’ll continue to write about my Bolt this year, and as 2019 winds down, I’ll share my thoughts about the future with you. Please continue to check here for stories about going green. You can read all of my EV stories at www.cleanfleetreport.com.

 

 

Advertisements

Refrigerator Water Filters – NOT Recyclable?

By Steve Schaefer

 

water filter-3

On January 1st, I finally got around to changing the water filter in my Kenmore refrigerator. As I set the old one down on the kitchen counter, I wondered how I could recycle it. After, all, it’s an 11.5-inch long blue plastic tube, and why should it end up in a landfill?

I looked over the printed materials that came with the replacement filter, and studied every inch of the filter itself and found nothing about recycling. So, I went onto Google. There I was offered information on a recycling program that was started in 2014. A ha! I found a mention of a kit you could use to bag up the filter and send it in.

But clicking the link to order the kit, I got a message that contained this:

“The Whirlpool Water Filter Recycling Program has ended and is no longer available.”

Great.

I saw an email link to everydropwater.com and sent of a request for more information. I received a prompt email reply from Heather, an e-Solutions Specialist, who thanked me for contacting them (they “appreciated hearing from me”).

However, she explained that “the filter recycle program was rarely used, therefore it was shut down.”

She apologized for the inconvenience.

What next? I tried Waste Management, my local garbage and recycling company.

I got a reply from LaKeisha in Customer Service. The gist of her message, other than apologizing for being unable to help me, was that Waste Management doesn’t recycle refrigerator filters. She then said:

“We truly appreciate your business and allowing us to meet your waste service needs.”

Sadly, they didn’t.

I emailed the sustainability group at my office–volunteers who think about these issues. I also checked online some more. One post suggested opening the filter (somehow), then putting the contents in your garden (is this a good idea?) and then washing the plastic case and placing it in your normal recycling bin, if your company accepts it. I’ll figured I could try that, but if it’s this difficult to recycle these filters, then it’s no surprise that few folks bother to do it.

I attempted to open the plastic case using a big wrench from my toolbox but it didn’t budge. I decided not to proceed with trying to saw it open. For now, I’m keeping the filter around while I plan my next step.

I’ll explore this issue further and will report back any findings. If you have any suggestions, please send them to me at sdsauto53@gmail.com.

2018 in Review – Going Greener!

By Steve Schaefer

20K

My Bolt EV hit 20,000 miles of trouble-free driving.

For me, 2018 was a busy year for auto writing, and also for climate action.

In a normal year, I’d have 52 week-long test drives, a bunch of short tests at the annual Western Automotive Journalists event, and maybe catch a few more at some manufacturer’s event, too.

This year, I tested only 28 cars for a week each instead of 52. I did have some quick sample drives at the WAJ event–mostly EVs. The biggest change has been my moving away from gasoline-only cars over the last couple of years, and stopping my testing of them entirely in September.

When I wasn’t testing a car, I was driving my own all-electric Chevrolet Bolt EV. My Bolt EV just turned over 20,000 miles, and with 10K/year on my lease, that’s perfect. Its two-year anniversary is January 8th. Maybe I’ll take it to the dealership for a check-up, since it’s never been back!

Why the the complete end of ICE cars? That’s because on August 28-30, I attended Al Gore’s three-day Climate Reality Leadership Training in Los Angeles, where I became a Climate Reality Leader. As an electric car advocate and now, a climate activist, I have to put my efforts towards guiding people to what’s most important for the long-term health of the planet. And, I want to explore and provide guidance about all the great new EVs that are coming in the next few years. We know that petroleum-fueled cars will not disappear overnight, but there are lots of other fine journalists who can take care of reviewing them.

Most of my auto writing, since it’s green cars only, is happily housed these days on www.cleanfleetreport.com, but I also run stories regularly in my original venue, the San Leandro Times (my first story appeared on February 8, 1992), as well as monthly in the Tri-City Voice out of Fremont, California.

Steve Goes Green may have been home to fewer car reviews in 2018, but it has featured some new material on “going green” in other ways. Some stories came from attending talks at Acterra, a Palo Alto based organization that’s educating people and acting to fight climate change. See recent stories, such as Teaching Kids about Climate Change with Green Ninja and Ertharin Cousin – We Need a Food System for Human and Planetary Health.

Of the 28 cars I tested this year, only seven had no electric motor, and they were all in the first 2/3 of the year. Naturally, with the limitation I’ve set, I can’t and won’t review everything, but that’s OK. Many of the best, most efficient gas-burners are featured on Clean Fleet Report, so it’s worth checking them out there.

IMG_3758

The most unusual EV this year was a 1967 MGB GT that a work colleague spent a year convering into a pure EV. The most exciting EV was the Jaguar i-Pace, which was an all-new crossover from a brand that’s looking toward the future. I expect lots of new models and electrified versions of current cars to appear in the next couple of years.

In September, I planned and hosted the second National Drive Electric Week (NDEW) event at my company. I also attended the Acterra NDEW event and it was very busy! I let people drive my Bolt EV there, and I hope that experience led some of them to go out and get their own EVs.

The NDEW event is an important way for people to learn about EVs directly from owners, not salespeople, and it’s fun for us EV owners to collaborate and share stories. In 2019, the first ever DEED (Drive Electric Earth Day) will take place, presented by the same folks who do the NDEW, and I plan to participate at work and elsewhere.

In October, I attended one day of the three-day VERGE conference in Oakland, which is put on annually by GreenBiz as a coming together of green businesses. There are lots of them, and my busy day generated three stories (two published, one on deck). Here’s a general article on the day itself, and another on what GM is doing to purchase clean power for its plants. I look forward to attending events in 2019 and writing more of those kinds of articles.

Clean Fleet Report gave me lots of quick news assignments over the year–26 were published–which brought my annual story total to around what I’m used to. These are quick takes based on press releases and other information. See my story on a new VW-based electric Meyers Manx. I also contributed stories on different subjects from personal journalist experiences, such as my visit to the Manheim Auto Auction.

In November and December, I spoke with four solar companies, and a few weeks ago, signed up for solar panels on my roof! They’ll go on in April, and when they do, I’ll start charging my car at home. I’ll report more about my solar adventure right here.

2019 will have more EVs and more ways to go green! I plan to learn more about the way our food system affects the climate–from reading, studying, and interviewing folks, and also by slowly changing how I eat.

Happy New Year, and thanks for reading!

Teaching Kids about Climate Change with Green Ninja

by Steve Schaefer

Eugene Cordero portrait

Eugene Cordero, Ph.D. is a climate scientist who teaches in the Department of Meteorology and Climate Science at San Jose State University. Dr. Cordero believes that youth education is a key factor in the efforts to mitigate global warming and adapt to a future of climate change.

Cordero spoke on November 14th to an attentive audience at the Acterra Fall Lecture Series at the Foster Art and Wilderness Foundation in Palo Alto.

Besides his teaching, Cordero has worked for the last few years to create the Green Ninja program for middle school science students. It was recently approved by the State of California and will be on the list that California’s approximately 1,000 school districts can choose from for their science education curriculum.

The Green Ninja videos have been enjoyed on YouTube for years. They combine scientific information about climate change with humor and silliness. This is how you get attention from young people today.

Dr. Cordero began his career researching the ozone hole. After his work concluded, he moved into the realm of climate science. His involvement with the ozone crisis impressed him with how scientists recommended a solution—replacing the chemicals that caused the ozone depletion—and turned back the dire consequences of losing the protection of the ozone layer.

“Without this change, people would be getting sunburns in five minutes by 2050,” he said. Today, the ozone layer is recovering.

In his presentation, Cordero explained basic climate change science before delving into the Green Ninja content. He presented a bar chart showing the now familiar rapid temperature rise over the last 100 years, especially in the last 30. He showed images of large glaciers from 100 years ago that are lakes today. He talked about the massive storms we are getting now and the billions of dollars in damage they leave in their wake.

Limiting the Earth’s average temperature rise to 2 degrees Celsius is the target, Cordero said, although the recent, frightening IPCC report from the U.N. proposes 1.5 degrees. In any case, there are many actions we need to take right now.

Cordero listed essential areas we associate with making change—inspiration, knowledge, and leadership—but said we’re missing a key piece—education. He has devoted his work to interacting directly with his students and creating a way to scale up to teaching thousands of students through his Green Ninja program.

Cordero collaborated with Laura Stec on a book, Cool Cuisine, that shows how you can reduce your carbon footprint by eating foods that have less environmental impact. For example, the energy to produce a serving of beef is around five times that of chicken. Eating vegetables instead is a small fraction of that. This research helped Cordero focus on stories for a younger audience, which is where Green Ninja came from.

The Green Ninja project started out with videos, games and events. Then, Cordero ran two case studies with middle school kids and university students. After the research was over, he surveyed the participants and found that effective changes in behavior came down to three important attitudes:

  • Climate change is personal
  • Climate change is fixable
  • It’s important to take action

The three things that the participants were most likely to do now to reduce their carbon footprint were:

  • Drive a hybrid vehicle
  • Eat a vegetarian diet
  • Buy energy-efficient appliances

Based on this research, Cordero began his educational programs. Sticking with threes, Cordero found three factors that led students, after they were out of school, to make steps to lower their carbon footprint. They:

  • Felt a personal connection to the issue
  • Felt a sense of empowerment
  • Had an empathy for the environment

The Green Ninja program is designed to support those factors, and is based on the Next Generation Science Standards, which have a direct connection to climate change, especially in California. And that’s where the program is going to be available first.

The original Green Ninja videos were specially designed to make science interesting and engaging. For example, see the classic Styrofoam Man, a six-minute live action saga that’s corny, slapstick comedy, but with a message. The Green Ninja show videos in the program are cartoons, like this one.

Green Ninja

“Climate change is a depressing subject,” said Cordero. “Humor helps to connect to young people.”

The program targets 6th, 7th, and 8th graders, and focuses on each student’s own story, environmental solutions, as well as data and technology. There’s a lot of hands-on activity, where kids bring home what they learn at school and show their families how to make positive changes. This is very empowering.

The Green Ninja materials give Cordero a chance to scale up his work at San Jose State. He hopes that a lot of schools will take up his program soon. You can reach him at eugene@greenninja.org

 

Acterra’s mission is to bring people together to create local solutions for a healthy planet.

Scoop Carpool App Does the Job

by Steve Schaefer

scoop-logo

Driving an electric car saves burning gas. But sharing a car takes one or more vehicles off the road entirely! So, with Scoop, convenience meets climate-consciousness with one easy-to-use app.

Scoop is a casual carpooling app that you can download onto your phone in a minute. Much as you might call Uber or Lyft to get a ride somewhere, with Scoop you can join a carpool, saving (or earning) money and doing something good for the environment at the same time.

I needed a ride home from work today, because I had driven a test car in and had returned it. So, I decided to try the Scoop app. My friend at work told me how well it had worked for her, but I normally drive test vehicles or my own Chevrolet Bolt EV. But today, the golden opportunity presented itself.

I had already downloaded the app, so Scooop knew where I worked and my home address. Since my signup, I received daily invites to set up a morning or afternoon ride. After a few days, they stepped it up to say a particular person was looking for a ride or a rider. Interesting way to get you to engage.

This morning, knowing I was ready, I touched the app icon on my phone, and it opened up. First, I had to indicate whether I needed a ride or wanted to provide one. Then, I needed to specify the time. Scoop suggests you make it as big a window as possible, so you have the best chance of attracting a driver who can get to you in time. I set up for 4:40 – 5:10 p.m.–a half hour.

Then, it asked me for credit card information, so they could easily bill (or credit) my account. That was no problem.

You need to sign up for morning commutes by 9 p.m. the evening before, and afternoon rides by 3 p.m. I signed up at 9:54 this morning for this afternoon and waited to hear.

At precisely 2 p.m. I received a notification that I was scheduled for an afternoon trip and had to let them know by 3 if I wanted to cancel. That was a good sign. But a little after 3 p.m., I got a text saying I hadn’t been assigned a carpool, but they would add me to the Shortlist, and they had notified drivers of my availability and would notify me by 4:40. Hmmm. This might leave me without a way home–or mean I’d have to call Lyft and pay big bucks.

But–shortly after, I got the word–I had a ride! Lawrence, who works at a company a few miles away, would come pick me up in his blue BMW at 5:10 p.m.. Great!

I got down to the front of my building just after 5 and waited around. I checked the app, clicking on “Details,” and it showed a little car representing Lawrence in front of his office building.

IMG_3438

The time counted down from 10 minutes to 5 minutes to 1 minute, and then it said “Trip Underway.” However, it really wasn’t because Lawrence’s car hadn’t moved. I waited a little longer, and began to wonder when I’d get home.

Then, my phone rang. Lawrence had been tied up in a meeting and was on his way. And he did appear about 20 minutes later. I was able to track his car as it made its way along, like the Lyft app. Here it’s halfway there.

IMG_3441

The Scoop app has buttons for phone or texting, so I could have reached out to Lawrence if I needed to, but as a first-timer, I was just watching to see how it worked.

I was Lawrence’s only rider, and slipped into the front passenger seat, stashing my briefcase in the back seat, along with his.

Turns out my driver was a friendly 32-year-old man working in the real estate division of his company. We had a very pleasant discussion about our jobs, outside interests, the rising price of housing in the Bay Area, and it seemed that before I knew it, we were pulling up in front of my house. It was a very pleasant experience.

Normally, the ride would cost $7.00–which doesn’t seem like much. I believe that I had one free credit for signing up, so it may have been a free ride.

A little later, I received a brief survey, which I filled out on my phone. I recommended Lawrence and then made him a favorite, so perhaps we’ll meet again. I normally drive, but I might try taking people with me. The money would be nice, but the best part is that I’d be taking people out of their own (likely gasoline) vehicles, and would have a chance to make some new friends in the process.

Scoop was founded by Jon and Rob Sadow in 2015. Their goal was to bring commuters together in carpools they love, since “80% of Americans drive alone to work, wasting valuable minutes every morning.” Their long, scrolling page of smiling (youthful) employees on their website includes 10 dogs, such as this one.

Boston

Now, you can carpool without any hassle, anytime you want. If you ride, you pay a little, and if you drive, you earn a little. It’s easy.

 

David Hochschild — California and the Dawn of the Clean Energy Era


David Hochschild

On Wednesday, October 24, David Hochschild, a commissioner on the California Energy Commission, delivered some hopeful news about the progress California is making to reduce climate pollution. His talk, sponsored by Acterra, took place at the Foster Art and Wilderness Foundation in Palo Alto and was titled, “Sunrise from the West—California and the Dawn of the Clean Energy Era.”

Hochschild was appointed by Governor Jerry Brown to the California Energy Commission in February 2013 in the environmental position. A longtime solar energy advocate, he worked with San Francisco Mayor Willie Brown to put solar panels on public buildings, and cofounded the Vote Solar Initiative, an organization advocating for local, state, and federal solar policies. He served as executive director of a national consortium of leading solar manufacturers and worked for five years at Solaria, a solar company in Silicon Valley.

Hochschild’s goal now is to “bring light in dark times,” when the national government is going in the opposite direction from what we need for clean energy development. He believes that California can show the rest of the country—and the world—how it’s done.

First, he showed how predictions of the growth of solar and wind were way too low. While the line on the graph for the prediction of solar implementation barely moves up, the actual installed solar generating capacity jets up at a steep angle.

On a different graph, going down in exactly the opposite direction, is the line representing the value of the top four coal companies. They have lost 99 percent of their value in recent years.

“It’s the beginning of the end of an era,” said Hochschild.

Hochschild disparaged the long history of subsidies to the oil industry—which are still going strong with no end date. Meanwhile, the much smaller subsidies for solar have short time spans.

“This causes a tilted playing field,” said Hochschild. “We’re wasting money propping up the oil industry.”

California’s economy has grown, as has its population, but the state’s emissions have gone down, except in one area—transportation. But with the passage of SB 100 with Governor Brown’s signature in September, the state is on track to reach 100 percent clean energy by 2045.

Hochschild explained that the 100 percent number represents “clean” energy, which is still being defined, but would not include nuclear. To get there, we will need to have diversity in the portfolio, including wind, solar, hydroelectric, geothermal, and others.

“For years, skeptics have said that moving to clean sources of energy would ruin the economy, drive up unemployment, and raise energy rates, but it hasn’t,” he said.

California actually leads the rest of the U.S. in renewables installed but has had 46 percent economic growth while over the same period the U.S. has seen 35 percent.

“Because we set energy standards, we use half the energy that the U.S. uses,” said Hochschild. “These old arguments are just wrong.”

Hochschild said that as a large market, California can affect manufacturers’ decisions on what to build. For example, our standards on the energy efficiency of TV sets saves consumers $1 billion a year, but the effect is magnified because companies choose to incorporate those standards into their products for everyone.

Three light bulbs

One easy way to save energy is to switch to LED light bulbs from traditional incandescents, which are being phased out. Starting on January 1, 2018, stores in California were permitted to sell the incandescent bulbs they had in stock but couldn’t order more. As it is, customers are embracing LED bulbs, which cost a little more (prices have been dropping) but last 20 to 25 years and use 80 percent less energy than incandescent bulbs.

Newer LED bulbs are available in a soft white and other shades, so they feel more familiar, emitting a warm glow. The compact fluorescent bulbs, which tended to have a harsh light quality, have faded away now that LEDs have taken over.

Topaz Solar Farm

Topaz Solar Farm in California

Hochschild displayed images of large solar farms in the California desert that are producing vast amounts of electricity. The technology is improving so fast, he said, that they were able to incorporate improvements into the panels and the installation process mid-project.

The major computer and software companies, such as Google and Facebook, are all signing on for 100 percent renewable energy. Hochschild showed an aerial view of Apple’s massive donut-shaped campus, covered with 17 MW of solar panels.

The list goes on. California has the world’s second-largest lithium-ion battery plant (behind Tesla’s giant Gigafactory in Nevada). California leads the nation in energy from biomass, too.

Block Island

Block Island Offshore Wind Farm in Rhode Island

Offshore wind farms are developing—we saw the Block Island offshore wind farm in Rhode Island – the first one in the U.S. Offshore farms are easier to construct in the East, Hochschild explained, because the Atlantic shoreline is shallow, while the Pacific’s drops off. However, there is a new way of creating offshore wind energy in the Pacific Ocean by installing floating platforms for the windmills, tethered down to the sea floor. There are some significant benefits.

“Offshore wind installations out at sea are not only invisible from land, but more important–the wind blows more of the time out there—60 percent versus 35 percent on land,” said Hochschild. “And because it blows at different times of the day from the times when the sun is shining, it can offset times when solar panels aren’t generating electricity,” he added.

Offshore windmills are more expensive to install, but with greater capacity, they catch up by generating more energy.

Regarding employment, there are 86,400 solar workers in California. That’s more than the workers in every other energy industry. And, it’s growing, as solar installations are increasing, reaching about a million in California.

Hochschild believes that the best plan for clean energy would be to electrify all services and run them off a clean grid as we reduce use of natural gas. He talked about how much natural gas is used in homes today for furnaces, stoves, water heaters, and some dryers. But some new homes are being built without gas lines at all.

“It saves $3,000 right away by not having to run the gas pipes,” he said.

The good news continued. One hundred percent renewable energy will power the state’s high-speed rail system, when it’s built. California institutions have taken $6 trillion out of investments in fossil fuels.

Hochschild compared the fossil fuel industry methods now to the tobacco industry in the 1950’s. Service personnel during World War II were given cigarettes as part of their rations, building lifelong habits. Advertisements showed celebrities like Marilyn Monroe smoking, and even a doctor. Hosts smoked on TV. About half of the population were cigarette customers then.

“The industry was selling cigarettes and also doubt about the health risks,” he said, comparing it to the way fossil fuels are denying climate change today. “But with rigorous campaigns and limitations, such as placing warnings on the packs, removing cigarette ads from TV, raising the age to buy cigarettes, and increasing taxes, smoking is at about 15 percent now, and is heading down. We need to do the same thing with the fossil fuels industry.”

Electric vehicles are part of California’s plan to reduce CO2, and the state adopted the Zero Emission Vehicle Action Program in 2013. In January, Governor Brown signed Executive Order B-48-18, which sets goals of building 200 hydrogen fueling stations and 250,000 electric vehicle charging stations for 1.5 million EVs by 2025. The goal is 5 million EVs a year by 2030, which means that 40 percent of new vehicles would have to be EVs by then.

Per the ZEV Action Program’s website, in 2017, 5 percent of vehicles sold in California were EVs. There are now about 474,000 EVs in California, so there’s a long way to go to meet the goals, but sales are increasing, and Hochschild thinks it will accelerate.

“100 percent clean energy is solvable—but it’s not a silver bullet—it’s silver buckshot,” Hochschild said. “It is a combined effort of developing clean energy sources, increasing battery storage, lowering demand, and creating a regional grid,” he added. He also said that it’s likely that the first 80 percent of the way will be easier, while the last 20 percent could be more challenging.

So, although things look dire, California is leading the way, and will be doing a lot more in the future.

Acterra is a San Francisco Bay Area 501(c)(3) nonprofit based in Palo Alto that brings people together to create local solutions for a healthy planet.

National Drive Electric Week 2018

2018-NDEW-group-4000

Since 2011, a national electric car event has been held every year. Originally called National Plug In Day, it later expanded to become National Drive Electric Week. It’s actually nine days long, as it includes weekends on both ends.

This year, I participated in two events. First, I hosted one at work for fellow employees, and later, I attended another, larger event, where I let people drive my 2017 Chevrolet Bolt EV to experience electric motoring firsthand.

Marketo Event, San Mateo, CA

Marketo hosted its second annual National Drive Electric Week event on Thursday, September 13th. The weather cooperated, and the event went off without a hitch, although attendance was lower than anticipated. It’s understandable, though—people are working!

NDEW Marketo Bolt

Me with my Chevrolet Bolt EV–now an NDEW show veteran.

Display cars included three Tesla Model 3s, a Tesla Model X, my freshly washed Chevrolet Bolt EV, a Nissan LEAF, a Volkswagen e-Golf, a BMW i3, and a Chevrolet Volt. One of the Model 3s was available for rides.

Allyson Gaarder from the Clean Vehicle Rebate Project showed attendees how they could receive California rebates for buying a variety of electric cars.

Vehicle owners gave attendees a tour of their cars and enjoyed talking with each other about the pleasures of electric motoring.

Nissan supplied some swag, including water bottles, mini backbacks, pens, and tiny fans that attach to your phone. Attendees received a red token good for a $5 discount at the adjacent food trucks.

Acterra Event, Palo Alto, CA

On the last Sunday of Summer, Acterra, the Palo Alto environmental nonprofit, hosted its third annual National Drive Electric Week event. Acterra’s mission is to bring people together to create local solutions for a healthy planet, and they always put on a great show.

IMG_3033

Nissan brought a fleet of LEAFs for show and driving.

EV enthusiasts shared their favorite electric rides with eager attendees. Booths provided information about rebates, vehicle charging, and a solar energy vendor presented solar options. Allyson was there with her booth and California rebate information. Event sponsor Nissan brought a small fleet of new LEAFs for show and drives.

I watched the parking lot fill with Chevrolet Bolt EVs, BMW i3s, Nissan LEAFs, Tesla Model 3s, and even a low, sleek Fisker Karma. One guy brought his now rare Honda Fit Electric, and there was at least one tiny Chevy Spark EV and a cute little Fiat 500e.

This was a popular event. Altogether there were 70 vehicles, representing 15 makes and models. More than 260 people registered and vehicle owners and fleets conducted more than 520 rides or drives!

The beauty of these events, which Acterra hosts year-round, is the chance to learn about and sample multiple EVs in the same location, away from aggressive salespeople. With EVs, the owners are often more knowledgeable about the cars than a typical dealership employee, and they can certainly talk about day-to-day life with a plug-in vehicle.

This event is both a car show and a ride-and-drive. Although it’s a little annoying to have to to readjust my seat and mirror settings when the day’s over, and having strangers drive your car can be a little nerve wracking, I like to let attendees get a personal feel for what driving an electric car is like.

IMG_3040

Luckily, all the people who took the wheel of my car were competent, responsible motorists, so I didn’t have any worry the entire afternoon. With high demand, I was busy non-stop.

In most cases, I took the people for a ride around the short test loop, and then had them drive it. I felt it would make them more comfortable, and it let me explain the features first. Luckily, the Bolt itself is pretty straightforward and controls are where you expect them.

People were surprised at the Bolt’s spacious interior, especially the generous headroom. One 6-4 gentleman pulled the seat all the way back and then forward a little! My drivers were also impressed with the video camera rear-view mirror, which gives a wider, clearer view than a regular mirror.

When driving, my guests were fascinated by the low or high brake regeneration. If the transmission lever is in “D,” when you lift your foot off the accelerator, you keep rolling along, like with a normal automatic. In “L” mode, as you lift up your foot, the electricity flow is reduced, slowing the car. This lets you do “one-pedal driving.” It’s a wonderful way to maintain extra control of your car while generating extra battery power and saving your brake pads.

At 4 p.m., we assembled inside the Acterra offices for the official launch of the newly renamed Karl Knapp Go EV program. Knapp, a beloved Stanford science professor of Civil and Environmental Engineering, promoted electrified cars and motorcycles for many years, and has been an inspiration to many. We had some food and drinks and watched a short video about Karl. Sadly, Professor Knapp is ill and was unable to attend.

After the reception, I gave three more people rides, so I was one of the last to leave. It’s fun to share your EV, and I hope all of my drivers will go out and get their own! Electric cars are the future, and soon there will be many more choices.

National Drive Electric Week is presented by Plug In America, the Sierra Club, and the Electric Auto Association. Sponsors include the Nissan LEAF (Platinum), Clipper Creek (Silver), and eMotorWerks (California Regional).