Bird, a leader in the electric scooter market, is relaunching in some cities with not only a strict regimen of protective cleaning, but with an exciting new feature that makes it faster than ever to grab and use a scooter. Now, welcome Quick Start.
If your key stays in your pocket when you enter and start your car, you already get the hang of it. Rather than having to scan a QR code on the scooter with your phone, now you just walk near it and press the Start button that appears on your phone. Then, off you go.
“Our product, design and development teams are continually striving to innovate and push the industry forward for the benefit of our community,” said Scott Rushforth, Chief Vehicle Officer at Bird. “Quick Start is the latest industry-first feature to emerge from this collaboration, and it’s one that we believe will deliver riders a more magical micromobility experience.”
Safety During COVID-19 Restrictions
If you’re concerned about the safety of using a shared scooter now, here are the steps Bird is taking to ensure their scooters are clean and ready to go:
They have set clear guidelines for deep cleaning and sanitizing the scooters
They thoroughly sanitize each vehicle every time they are recharged or serviced with CDC-approved disinfectant products
They perform regular spot cleanings in the field on surfaces such as bells, throttles and handlebars
Technicians use face masks, hand sanitizer, nitrile gloves, protective goggles and disinfectant sprays and wipes, and are required to wash their hands regularly and dispose of gloves after each use
And riders are coming back as shelter-in-place restrictions lift. Interestingly, they are taking longer rides, too.
“Over the past month, we’ve seen sustained increases in trip duration of more than 50%,” said Ryan Fujiu, Chief Product Officer at Bird. “We’re seeing strong indications that it may be a much longer-term trend related to things like public transit concerns, nearly a thousand miles of new open streets and a spike in the construction of protected cycling infrastructure.”
Perhaps riders are using the scooters instead of taking the bus. Or maybe people are just happy to get out of their houses again.
If we believe the growing scientific consensus, we must reduce our CO2 emissions by at least half in the next decade to hold global warming to 1.5 to 2 degrees Celsius. Warming above that is considered to be catastrophic. Since the largest (but by no means only) source of these emissions is transportation, moving to an all-electric vehicle fleet, powered by sustainably generated electricity, is urgent and necessary.
That message is about as welcome as the cancer warning on a pack of smokes. And similarly, not often heeded, either.
But how do we get people to buy EVs? As long as customers have a wide choice of gasoline-powered vehicles, only early adopters and climate activists are snapping up what companies have provided. It’s like the dollar coin—regardless of whether you put an abolitionist, an historic Native-American, or a president on it, it has been a nonstarter as long as folks could use the good old paper bill (or today, their debit card).
It’s also like selling cereal—the “good for you” Bran Flakes may attract a certain health-conscious (or constipated) clientele, but it’s not where the action is. Captain Crunch with Crunchberries, filled with sugar and marketed breathlessly to children, is the volume seller.
For a century, car marketing has evoked emotion to sell cars, and has built its products to reflect customer demand, which in turn, is fueled by massive marketing and advertising campaigns. Although there have always been compact, fuel-sipping vehicles that practical people bought because they couldn’t afford more, the action has been on style and performance, from fins to V8 engines and today, to loads of high tech features.
So far, only Tesla has been the brand to offer an exciting EV experience in all of its cars. It works because first of all, they sell ONLY EVs and secondly, they have made them attractive and powerful. In contrast, Nissan’s LEAF, while certainly practical and environmentally conscious, is too close to automotive bran flakes. GM’s excellent Bolt EV is another fine car, without the range limitations of the LEAF, but for $40,000, one could also bring home a 3-Series BMW. Not sexy.
Using the climate crisis as a marketing tool, then, clearly isn’t working. And in a consumer-driven economy we can’t force people to buy EVs if they don’t want them. Which brings us to Ford’s upcoming Mustang Mach-E crossover.
Ford’s EV history has up to now featured the lackluster battery-powered Focus and a few hybrid and plug-in hybrids, including the attractive midsize Fusion sedans and European-design C-Max. Now, with Tesla as an inspiration, Ford has decided to blend their most iconic model with the most up-to-date tech in today’s most popular body configuration to create a real Tesla competitor.
I attended a compelling online presentation by Mark Kaufman, Global Director, Electrification at Ford, yesterday, in which he outlined the plans the company has for its EVs going forward, with an emphasis on the exciting new Mustang, which will be sold alongside its gas-powered coupe stable mates.
The Mustang was an instant hit when it debuted in April 1964. Based on the tried-and-true platform from the popular but dowdy compact Falcon, it hit a sweet spot and sold half a million copies in its first year. Surely Ford’s leaders are savoring another blockbuster like that with the Mach-E. As Kaufman said, it is the only EV with the soul of a Mustang (sounds like a great advertising pitch, doesn’t it?).
The Mustang has always been a coupe, fastback, or convertible, so making it a five-passenger crossover is a nod to what’s hot today. Also, Kaufman stated that while many people love their Mustangs, when the kids come along their beloved cars are simply too small. So, it all makes sense.
Admitting that global catastrophe is not a compelling sales tool for most people, the planners at Ford will offer a GT version of the Mach-E that puts out 600 horsepower and can run from 0-60 in the mid three-second range. No climate leader has ever said that was important to them, but for the mass of car enthusiasts, especially of American iron, that’s extremely attractive (and very much a page out of Tesla’s gameplan). Kaufman mentioned an “Unbridled” setting that sounds a lot like Tesla’s “ludicrous” mode.
The arguments against buying an EV often center around the whole charging/range anxiety problem, so Ford is giving the regular, rear-wheel-drive model a 300-mile range (230 for the muscular all-wheel-drive GT). The company will promote installation of home chargers that can put in 30 miles of range in an hour. DC fast charging allows 61 miles of range in 10 minutes or 40-45 minutes to 80 percent. They have also built out the FordPass Charging Network, which isn’t new charging stations but combines four existing networks with one payment setup, for ease and efficiency. They’ve designed a slick phone app to track the process as well. Once again, Tesla is the model for a unified network, although they built their own equipment.
What else? Ford flaunts its more than a century of car sales and service, with virtually all service done by more than 3,000 dealers nationwide, of which 2,100 or more are certified to work on EVs. Tesla can’t match that. Also, the new shopping experience targets millennials with online reservations for shopping and service.
I am eager to test this exciting new product. However, I wonder how we can get the fleet electrified in 10 years. Nobody expects it to be 100 percent electric by 2030, but I’d like to see half of the cars be EVs by then. Kaufman said, reasonably, that most predictions are based on past performance and that this won’t work here, but he also said he expected a third of cars to be EVs by 2030. That’s why Ford has plans for an electric F-150 pickup (America’s best-seller for decades) and an electric Transit van, as well.
To speed the conversion of the vehicle fleet to electric, Ford and other companies must not only provide thrilling EVs, but solid mass market EVs soon. That means we need all-electric Honda Accords and Toyota RAV4s. Buyers need to start viewing gas cars as old and out of style. Certainly the auto industry, which created the whole idea of planned obsolescence, can make fuel-burning vehicles obsolete, can’t they?
I’ve loved Minis since they arrived in the U.S. in late 2001 as 2002 models. Cute, fun, and cheeky, they are longtime favorites.
Now I’m an EV guy, so I don’t drive gas cars anymore. But the day is saved, because Mini has finally released an all-electric model–the Mini Cooper SE. It’s everything I’ve always wanted, except for one thing.
My wife says she will part with her professional-grade six-burner Viking gas cooktop over her dead body. I don’t want that, so I have decided not to fight that battle in the war for a cleaner world and home.
Why even talk about replacing it? Well, as part of the effort to reduce CO2, there’s a movement towards all-electric homes, and to stop burning natural gas in home furnaces, hot water heaters, dryers, and stoves. And the star of the kitchen for electric is induction cooking.
Unlike the flat spiral burners on the electric stove you had growing up (or still have), induction “burners” use electromagnetic energy to transfer energy directly to the pan, which makes them more efficient and flexible. You do need to use the right kind of pan or pot, though–it has to have iron in or on it–aluminum, glass, and copper won’t work.
With no hope of replacing my wife’s otherwise awesome range, for my recent birthday, I requested a single-unit electric induction burner, and yesterday I opened the box, set it up, and we cooked dinner together to test it.
The box arrived a few days ago, but I left it sitting there in our entryway to lose any contagion it might have collected on its journey–and because I was busy until the weekend.
I opened the box and set up the unit in an open spot in my kitchen. Sadly, this area is usually where the dirty dishes go, so I’ll have to put my new toy away after using it (until, I hope, it proves its daily usefulness and gains a permanent spot in our crowded kitchen).
I read through all of the instructions for the China-built appliance, which were, to my surprise and delight, clearly written in understandable English. The slim booklet began with the lawyer-generated copy: a long list of things to avoid (immersion in water, moving it when it’s on, letting children play with it, etc.) Then came a short section on the basic use of the controls. With only a few buttons and a small display, it’s pretty foolproof.
For our first project, we chose a nice bag of cranberry beans (not cranberries). It was one of the items we grabbed quickly when shopping several weeks ago, when it looked like the stores would be picked clean. The beans looked like something that would last awhile if we needed them to. It turns out that Bob’s Red Mill is a long-established, quality operation.
We got out my wife’s shiny new stock pot–which she told me was induction-ready–so it was the pot’s first outing, as well.
I chose the Duxtop induction burner because it was recommended and the $162 price seemed reasonable. And it looked easy to use. The only big decision you have to make is whether to cook in power mode (by watts) or in temperature mode. Each has its use.
We decided to cook the beans based on power level. To prepare them, we turned on the unit and pushed the “Boil” button, which sets it up for full blast (level 10), and sets a 10-minute timer. When it buzzed, we didn’t have a boil yet, but with a reset a few minutes later we did.
Then, we added some extra goodies, including garlic, shallots, a carrot, rosemary, and a couple of bay leaves. We also dropped in a Parmesan cheese rind for flavor–it’s the vegetarian (not vegan) equivalent of a ham hock.
With a new appliance, you need to learn how to translate the settings into what you want. The recipe said to “simmer” the beans, so I tried the Simmer settings, from .05 to 2.0 (there are 20 settings–1 to 10, divided in half). I moved it up to 2.5, the lowest “Low” setting, and although there were a few tiny bubbles (we didn’t want boiling), it seemed pretty still. The only sound was the fan in back of the unit keeping it cool.
The kitchen started smelling very good! I thought that the simmering needed a boost, so I tried moving it up to 3.0 and 3.5 with little apparent change. But, after quickly checking a YouTube video on the difference between simmering and boiling (it’s significant), I tried a thermometer, and darned if that 2.5 setting didn’t have my beans at the right simmering temperature, around 175 degrees (boiling is 212). I think that maybe cooking looks a little different when you’re using induction, but time will tell.
My wife thought that having a dial with unlimited levels/degrees would be better, since the levels are stepped and the temperature range is in 20’s — 120, 140, 160, etc. We’ll see how that shakes out over time.
Once the beans were done, we added a little turkey sausage and some fresh French bread in bowls and sat down to enjoy our handiwork.
I look forward to doing more with my new cooktop. It was easy to use and certainly to clean–just wipe off the surface. It does remain a bit hot after cooking, but not for very long, and anything near it wasn’t affected at all. That’s because induction heats just the pot–not the air around it–so it’s less intrusive. I was able to carefully touch the top after just a few minutes.
We used the cooktop during the afternoon, when the sun was up, so I figure we cooked with the sunshine that was hitting my solar panels today. It’s a good feeling.
The Himalayas are visible in India for the first time in 30 years.
I have spent the last seven weeks working from home—sheltering in place to avoid catching or spreading COVID-19.
As I’ve stayed home, the world has suffered greatly, and people have gotten sick and died. That’s very upsetting. But one thing has improved substantially–air quality. From a sparklingly clear Los Angeles to India, where the Himalayas are visible for the first time in 30 years (see above), it’s been an exciting peek at what we can do if we set our minds to it. We need to get through this crisis now, but for the future, we must reduce our CO2 levels significantly–by 50 percent in the next 10 years and be carbon neutral by 2050. EVs and sustainably-generated power are a big part of that solution.
With that in mind, I have decided, after 28 years of automotive testing and writing, that I will now test and review only pure, all-electric vehicles. It completes the move away from testing gasoline-only cars that I made after my Climate Reality Leadership Training in August of 2018.
As I mentioned in that story, I believe that in the post-COVID-19 world, we will need to continue to find alternatives to driving and cleaner ways to move around. Public transit will likely take a while to feel safe again, especially before a COVID-19 vaccine is found and administered. More people may discover they like working at home, and their companies may find it’s a good arrangement for them, too. Carsharing and ridesharing services will rebound when they seem safe, too. In cities, we need more bicycle-friendly roads and infrastructure. And as automakers bring out more pure EVs and the charging infrastructure is built out, we must move away from hybrids and PHEVs entirely–maybe even from cars themselves.
Although I will be testing, reviewing, and writing about only all-electric cars, there are still many hybrid and plug-in hybrid vehicles that are better for the environment than gasoline-only vehicles. If an EV won’t work for you (and they don’t yet, for everyone), please consider them over a gas-only vehicle. But if you can drive an EV–do it!
Today is the 50th anniversary of the first Earth Day. I’ve been hearing about it for months, and, like most people, was preparing to go out and celebrate. With our current COVID-19-induced state of social distancing and staying at home, much of the festivity has moved online, but still, I’m not that excited.
You’d expect that as a trained Climate Reality Leader who spent three inspiring days in Los Angeles with Al Gore in August of 2018, I’d be thrilled at this milestone. But it’s not that I don’t care. It’s just that in 2020, every day has to be Earth Day. And what’s really a shame is that if we had taken what we learned on April 22, 1970 and done more together to fix the problem in the 20th century, we wouldn’t be in the dilemma we are in today.
I was around for the first Earth Day. As a high school senior, I was a little aware of issues like smog in LA and rivers in Ohio that were catching fire. My teachers made sure I read Silent Spring, or at least knew who Rachel Carson was and what she was talking about.
The sixties were a decade of protest, starting with civil rights marches in the south and later in the decade, many young people protested the Vietnam war with huge marches and peaceful demonstrations.
What many people may not know today is that Earth Day was conceived as a giant “teach-in,” where on college campuses across the country, students and other interested people would learn about what was then called “ecology”—the beginning of the climate action movement. We were worried about air and water pollution, and the effects of DDT. We read about the overpopulation problem. We read about powerful oil and coal companies ruining the natural environment. We were worried about the loss of species.
I heard about Earth Day at school, and I recall someone handing out black armbands to wear. I also remember my shame when the mean tough kid made me take mine off in my conservative Scottsdale, Arizona high school. I moved back to California a month later.
What came from this “Woodstock” of climate events was a need and desire in many people—including me — to start caring for the Earth. Earth Day focused attention on our environmental predicament. Many of the climate organizations we know today come out of that time.
Commemorating the start of something is worthwhile, I guess. We celebrate the birth of the United States on the Fourth of July—Independence Day. We celebrate our birthdays and our wedding anniversaries. We commemorate sad things, too, like the death of a hero or events like September 11, 2001 or Pearl Harbor.
But in the case of Earth Day, we have to think, “Has it been 50 years already?” We are so behind now that we can’t just commemorate a holiday, buy a cool t-shirt, and move on. We have to be working on climate action every single day—we don’t have time to waste. If we truly take action, then maybe on the 60th Anniversary of Earth Day, if we’ve dropped our CO2 emissions by 50%, updated our electrical grid and EV charging network, taken natural gas out of many of our homes and buildings (especially all new ones), and done lots of other things to clean up our act, then we can raise a glass and toast the event. And then the next day, get back to work!
Gig Car Share is adding 75 brand new Priuses to its Bay Area fleet, and I got to help out. On March 3rd, I drove a spanking new car from Concord into downtown Berkeley.
I drove my Fiat 500e EV to Buchanan Field, Concord’s local airport. In a large blue hangar, I found a cluster of cars, waiting to be dispatched.
I used my Gig app to select the car that Rebecca and Mike assigned to me.
Dressed in Gig’s black livery with the handy blue rack and side signage, the midsize Priusis a real step up from the subcompact Prius C the fleet has used so far. But Toyota doesn’t sell the C anymore, so it was the best choice.
This Prius, with 0 miles on the odometer, was sparkling clean inside, and I was very comfortable as I piloted the car along the street and onto the freeway. The screen shows you how efficiently you’re driving and whether the car is using electricity from the battery, gas, or both. There’s a prominent sticker on the passenger side of the dash that encourages drivers to keep the car clean. The FM radio sounded clear and strong, and I noticed an occasional beep that kept me in the lane, which will aid in preventing accidents.
I decided to cruise through downtown Berkeley and find a parking spot near the BART station. This will not only make it easy for me to retrace my steps but also put the car in a high demand location. I circled the block and found a nice spot on Oxford Street, right across from the UC Berkeley campus.
As I turned off the car, I saw that the first trip for this car was fuel efficient:
I stepped out and popped open the app. Then I locked the car and completed the rental.
The app and the car worked flawlessly, and I found out later that the car was rented by someone just 11 minutes after I parked it. I walked to BART, took a Lyft from the station to my car, and drove home.
Since I was a child, I’ve brushed my teeth dutifully with Crest, UltraBrite, Colgate, or some other commercial toothpaste in a tube. When the tube was empty, we just threw it out–and still did, until I heard about Bite toothpaste bits.
For the last few months, twice a day, morning and night, instead of squeezing a plastic tube, I’ve reached into a reusable glass jar and pulled out a little minty pellet. After a few gentle chews, it becomes foamy toothpaste. After my normal dental hygiene ritual, it leaves a fresh feeling with no chemical aftertaste.
The point of this exercise is to eliminate the plastic tube. We are creating a vast sea of plastic with all the packaging we use now, and this is one small way of making a difference. The old-school glass jar comes with your first order, and you simply refill it when it gets nearly empty.
The new bits come in what looks like a little plastic bag, but it’s made from vegetable cellulose, which can go right into your little green bin or back yard for composting.
The packaging for the bag is a reusable, recyclable little box. Bite sends only by slow delivery, so the little package is part of your normal mail delivery, and doesn’t require a separate gas or diesel delivery truck. They have thought this through.
The mouthfeel is a little less foamy than normal toothpaste, but you get used to it. I was initially concerned that it might not clean as well, but it seems to do just as effective a job as the regular brands.
If you look at cost, the little things are a little more expensive than Colgate, but it’s one of the sacrifices we make to clean up the planet, like driving electric cars before they are as convenient or cheap as gas ones. I expect costs will come down with volume, but for now, my mouth is happy and I’m glad to be part of this plastic-reducing effort.
The Ioniq liftback is offered in three versions—all electrified, but to varying degrees. It’s either all-electric, a plug-in hybrid, or a hybrid.
I recently spent a week with the hybrid version. For 2020, in a midcycle freshening, all Ioniq models receive new mesh grilles (or in the case of the EV, a new pattern on the closed panel). It looks a bit more upscale and refined. As the hybrid and plug-in versions are direct competitors with the Toyota Prius, this only makes a stronger case for choosing the Hyundai if you’re cool to the Prius’ extreme styling.
Pure EVs are great when you have easy access to charging, but when you don’t, I recommend driving a hybrid.
If you’ve been in the city lately, you’ve probably noticed people zipping around on electric scooters (e-scooters). They’re great for quick trips, being faster than walking and requiring no parking space. But, there are issues with scooters, including battery range, rider safety, damage, theft, and longevity. Bird’s latest model, the Bird Two, aims to address these, both for riders and for making running an e-scooter fleet more profitable.
On January 30th, Scoot, owned by Bird, debuted the Bird Two in San Francisco. Scoot plans to transition all of its existing scooters to the new, improved model. San Francisco will be the first city to have 1,000 of these scooters on the street.
“With each new generation of electric vehicle we bring to San Francisco, fewer San Franciscans have a need to get in a car. Bird Two continues this trend with industry-leading performance, range, and safety features, allowing our riders to replace even more of their car trips with micromobility,” said Michael Keating, Founder of Scoot, and Senior Vice President for Cities at Bird.
Bird’s new battery management system can handle extreme weather, so the battery holds a charge for greater range and lasts longer. Although San Francisco’s temperatures are moderate most of the time, it still provides an advantage, and keeps the scooters in service more of the time because they spend less time charging. With the new e-scooter’s greater range, riders can feel more confident about riding to farther destinations. And the new model’s sensors and self-diagnosis system send alerts to the fleet operator of dangerous humidity changes in the battery encasement.
The Bird Two’s sleek design has fewer exposed screws, so there’s less chance of an injury while handling the scooter. New puncture-resistant tires mean safer travel and less maintenance time in the shop for the scooters. Of course, be sure to wear your helmet while you’re riding!
Scooter Longevity and Reliability
We’ve heard stories of how scooters suffer from vandalism and theft. The Bird Two has self-reporting damage sensors, as found in new cars, so Scoot mechanics can fix scooters fast and get them back out on the street. An industrial-grade anti-tipping kickstand helps keep the Bird Two upright when it’s parked, reducing damage from being dropped on the pavement. And with anti-theft encryption, riders are protected from malicious software hacks.
The Bottom Line
The e-scooters have come a long way, and with these upgrades, the Bird Two is safer and more pleasant to use. And with its durability and higher quality, it can stay in the fleet long enough to keep the business case viable while taking cars off the road. And that’s the real point, isn’t it?