Archive for » February 10th, 2012«

Plan puts Royal Oak on highway to safer bike, feet travel

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Harper Motors celebrates 100 years with highway outing reenactment; family … – Times

One hundred years ago, Harvey Mitchell Harper packaged his family and their effects into a Model T automobile and combined a fable that would be told and retold for years to come.

The Harper family gathering a car, in a center of winter, from Phoenix, Ariz., to Eureka with his sights set on starting a new Ford Motor Company store in a Wild West. Now his great-grandson and a store’s stream ubiquitous manager, Trevor Harper, is stability a legacy. He and his family devise to start a outing currently during Sanderson Ford in Glendale, Ariz., interlude in several cities along a route Harvey M. Harper took and finishing with a 100th anniversary jubilee during Harper Motors on Feb. 26.

”When we stop to consider about what a family-run dealership has gifted over a final 100 years, from recessions to mercantile successes and sundry domestic climates, we could not be some-more unapproachable to be partial of such an extraordinary story,” Trevor Harper pronounced in a statement. “My great-grandfather took an unimaginable possibility in 1912, make-up adult his family and carrying faith that his Ford automobile would lead them to success as he non-stop his Ford authorization in a winter of 1912.

”Our family will be evermore beholden for his foreknowledge and grateful for a understanding community, constant patron bottom and overworked employees that have authorised Harper Ford to grasp such a ancestral milestone,” he said.

One of a oldest Ford dealerships in a United States, a business

started in downtown Eureka and changed several times before it non-stop a U.S. Highway 101 Auto Center dual miles north of Eureka. Motorists can commend it by a selected carousel combined in 1992. According to Ford Motor Co., it’s a company’s 13th oldest dealership.

Trevor Harper pronounced a strange Model T used on a famous 40-day outing was sole by his great-grandfather, though a automobile he and his family are pushing was used in a 50th and 75th anniversary trips done by his grandfather, Harvey Gilbert Harper, and father, Harvey Daniel Harper.

Trevor Harper, his mother Wendy Harper and their 3 children — Morgan, 8, Marshall, 8 and Rose, 3 — will take a initial leg of a outing from Arizona to San Luis Obispo.

His cousins, Eric Harper and Kit Sheffield, will expostulate a automobile a rest of a way.

Trevor Harper pronounced his children are excited.

”They’re happy since they don’t have to go to school,” he said, adding that a family has taken lots of highway trips in a past.

Floyd Myers, who has been holding caring of a late Harvey Gilbert Harper’s endless collection of classical cars for about 35 years, is fasten a outing to make certain a automobile stays in tip condition. In credentials for this trip, Myers said, he rebuilt a car’s engine and put in new parts.

”You can’t only get in it and go like a complicated car; we had to use it each day,” he said.

Myers pronounced he and his family — his mother Mary and his daughter Tamara, afterwards 10 — also took a commemorative outing in 1987 to assistance with a car. This time around he is also holding his granddaughter Bella, 14.

”It was unequivocally relaxed; there wasn’t most traffic, not too many freeways,” he said, adding that a children couldn’t float in a automobile all a time since some of a roads were dangerous. When a roads got tough, a children would float in a outpost concomitant a car.

Myers pronounced it’s been a fun and engaging experience. The state of Arizona is coincidentally celebrating a 100th year as a state this year.

”When Harvey M. Harper bought a automobile in 1912, Arizona was not a state, it was a domain … that contingency of happened right after he left,” Myers said.

The Harper family is documenting their tour on Harper Motors’ Facebook page as they travel.

To review a full Harvey M. Harper story, go to www.harperford.com.

____________________________________________

Stops on a trip:

Feb. 13

Escondido, Calif.

San Diego Auto Museum

Feb. 15

Santa Monica, Calif.

Santa Monica Ford

Feb. 17

San Luis Obispo, Calif.

Cal Poly, College of Engineering

*Feb. 19

Hollister, Calif.

Tiffany Ford

*Feb. 20

San Mateo, Calif.

Veracom Ford

*Feb. 21

Santa Rosa, Calif.

Hansel Ford

Feb. 26

Eureka, Calif.

Harper Ford

Welcome behind celebration during unchanging hours, 11 a.m. to 5 p.m.

*Dates have not nonetheless been confirmed.

Source: Ford Motor Co.

_______________________________________

On a Web: The Harper family is documenting their tour on Harper Motors’ Facebook page as they travel.

To review a full Harvey M. Harper story, go to www.harperford.com.

________________________________________________

Donna Tam can be reached during 441-0532 or dtam@times-standard.com.


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UPDATED: Wreck claims one life, another injured


TMCNet:  UPDATED: Wreck claims one life, another injured


CULLMAN, Feb 09, 2012 (The Cullman Times – McClatchy-Tribune Information Services via COMTEX) –
A two-vehicle accident just west of Cullman late Wednesday afternoon took the life of a Cullman man and sent the driver of a separate vehicle to the hospital with injuries police said were not life-threatening.

The wreck occurred at approximately 4 p.m. Wednesday on U.S. Highway 278, about a mile west of Interstate 65.

Cullman County resident Dave Hollis was pronounced dead at the scene. He was driving a silver sedan; the driver of the other vehicle, a green Jeep, was transported by ambulance to Cullman Regional Medical Center for leg injuries.

Officers said the driver of the Jeep was able to move and to communicate with responders at the scene.

Cullman County Sheriff Mike Rainey, who assisted at the scene, said state troopers were still investigating what caused the accident, as well as the vehicles’ directions of travel and other factors.

Both accident victims were residents of Cullman County, said Rainey.

The wreck shut down both lanes along a two-mile section of Highway 278 for two hours, as responders with the sheriff’s office, state troopers and the Bethsadia Volunteer Fire Department worked the accident.

Check www.cullmantimes.com for updates as they become available.

–Benjamin Bullard can be reached by e-mail atbbullard@cullmantimes.com, or by telephone at 734-2131, ext. 270.

___ (c)2012 The Cullman Times (Cullman, Ala.) Visit The Cullman Times (Cullman,
Ala.) at www.cullmantimes.com Distributed by MCT Information Services

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Don’t let idle time on a highway be squandered time: Some tips

San Diego-based revisit navigator Saul Klein started travelling 22 years ago and estimates he has spent some-more than 17,500 hours – during slightest dual years – watchful around.

He depends among his watchful time station in confidence lines, checking in for flights and hotels, watchful to house or get off planes, and watchful for luggage and automobile let shuttles.

Yes, a time maybe could be improved spent. But strategies to revoke a volume of squandered time or take advantage of down time have “become aged and boring,” says Klein, a comparison clamp boss in a module growth industry.

“I used to examination a lot while travelling,” he says, “but not as many in new years.”

Klein and other travellers who find to improved use their down transport time competence wish to demeanour to some of a strategies employed by revisit navigator Jason Womack, a capability and opening confidant and author of a new book,Your Best Just Got Better: Work Smarter, Think Bigger, Make More.

Womack, who flew on 140 flights final year and trains for triathlons and long-distance races while travelling, is well-practiced during meaningful how to discharge squandered time during trips – so many so that he roughly welcomes moody delays and a time spent watchful around.

“The genuine pretence is to spin these pockets of time into opportunities to get genuine work done,” says Womack of Ojai, Calif. “Not usually does it assuage a highlight of a delays, though it allows we to sojourn productive. we call it doing what we have to do so that we can do what we wish to do later.”

Becoming a elite airline, hotel and automobile let patron is a initial step toward saving and maximizing time, he says. Such standing competence yield priority boarding for a flight, expedited check-in during a hotel and let automobile counter, and quicker use to solve a problem if something goes wrong.

If we can means a annual price or can use frequent-flier miles for one, Womack recommends an airline bar membership.

“You can have a quieter, calmer place to be a many prolific during an airport,” he says.

Here are some of Womack’s other tips.

Before departure:

- Become a make-up minimalist. Leave during home nonessential apparatus and garments we never wear while travelling. This will save time packing, unpacking and anticipating a things we need on a road. The notation we lapse from a trip, container your bag for a subsequent trip, and you’re prepared to go.

- Own transcribe items. Save time not carrying to remove and redo your bureau setup by carrying a transcribe set of energy chargers for phone, laptop and other tech devices. Also, have a transcribe set of toiletries.

- Charge it. Create a list of apparatus we transport with, and assign all of it a night before we leave home. Do a same thing in your hotel room a night before travelling home. Bring charging cords in carry-on.

- Master your gadgets. Learn all a advantages of your smartphones, laptops and tablets. Their apps and module can save on work-flow and transport time. Use apps that assistance find places to eat, yield directions or capacitate check-ins for flights.

- Anticipate problems. The pivotal to a successful outing isn’t usually being as prolific as possible, though staying healthy mentally. Reduce stress by withdrawal progressing than required for flights and meetings. If we uncover adult early, use a “bonus time” to work.

Finding a pharmacy can be time-consuming, so always transport with pain relievers, glue bandages and cold medicine.

- Make certain your channel is in your cellphone . This ensures easy entrance to phone and acknowledgment numbers for hotel, let automobile and flights.

- Manage receipts. Whether it’s a special briefcase cell or an pouch in a wallet or purse, emanate a complement for handling receipts. Don’t rubbish time doing your losses after a outing acid for receipts.

Travelling to and from airports:

- Use time wisely. Keep a list of people we need to call accessible and give them a ring while you’re in a taxi. Or use a float to brainstorm about a customer you’ll be assembly or to devise a destiny meeting. If you’re driving, reserve adult a podcast you’ve been definition to listen to.

At airports or on planes:

- Always be ready. Your transport time will be sprinkled with 15 mins or longer that will be squandered if we aren’t prepared. Bring stationery and stamps, and send someone a note or a thank-you card. If records “aren’t your thing,” lapse clients’ calls, rectify a assembly bulletin or locate adult on reading.

Take advantage of “bonus time” that comes from a moody check or a customer who’s late to a meeting. Use a time to respond to e-mails, make phone calls, examination materials for another assembly or project, endorse appointments or breeze business responses.

- Learn something new. Keep a folder of articles we wish to examination in your carry-on. Watch a video educational for a new module program. Get desirous and learn new ideas during a TED (Technology Entertainment and Design) website, www.ted.com, or by observation other educational or informational podcasts like it. If we examination or listen to something that competence seductiveness a customer or a colleague, impute them to it.

- Sit in an aisle seat. You can exit a craft quicker, get to a shower some-more fast and entrance apparatus in a beyond bin some-more easily.

At your destination:

- Make plans. Before we arrive during a hotel, do some Internet investigate or call a concierge to find out a best routes to your meetings, party venues and circuitously restaurants. Determine either it’s faster to drive, use open travel or travel to them.

- Use cellphone as a camera. Instead of acid for coop and paper, take a design of apparatus we wish to buy or check a prices for online, restaurants we wish to revisit or billboards of shows we wish to see.

Take a design of your hotel room number, so we don’t have to ramble around or lapse to a front desk.

Similarly, take a design of a automobile you’ve rented and a permit plate, so we can find it fast among other vehicles. In a parking garage, take a design of a building name or series and that of a space.


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Hit-and-run victim’s sister seeks help in finding suspect

By


WHO OWNS this car? This still frame image taken at 6:32 a.m. on Feb. 8 from a closed circuit television camera installed at the corner of Ayala Avenue and V. A. Rufino Street shows a blue car after it hit a former barangay captain from Batangas who was crossing the intersection. The driver fled and authorities are appealing for help in finding him. MAKATI TRAFFIC BUREAU

Do you know the owner of this car?

The family of a former barangay captain has appealed to the public to help them find the driver of a blue car—described as a 1992 Toyota—which struck the 54-year-old victim as he was crossing at the corner of Ayala Avenue and V. A. Rufino Street in Makati City on Wednesday morning.

Alexander Luistro, former barangay chair of Ayao-Iyao in Batangas province, sustained massive head injuries after he was thrown several meters away due to the impact.

He was rushed to Makati Medical Center where he remains unconscious at the intensive care unit after he was operated on for internal bleeding in the brain.

Edna Luistro Manlugon, his older sister, said that aside from his head injuries, the victim also broke a thigh bone. “The doctors said that if he survives the next 48 hours, he has better chances of surviving,” she added.

Case investigator PO2 Marte Caesar P. Bueno said the accident happened at around 6:30 a.m. on Wednesday on Ayala Avenue in front of the Standard Chartered Building near the corner of V. A. Rufino Street.

Luistro was with two other Ayao-Iyao residents, Leon and Josefina Ilagan, whom he was accompanying to a travel agency in Makati City.

“Luistro and his companions had alighted from a jeep in front of the Standard Chartered Building. Since it was still early and the underpass at the corner of Ayala and V. A. Rufino was still closed, they took the pedestrian lane in between the Standard Chartered Building and the LKG Tower,” Bueno said.’

The three were preparing to cross to the center island when a blue car running at about 80 kph hit Luistro with its right headlight.

Instead of stopping, the driver sped off toward Paseo de Roxas. Two men tried to give chase but failed to flag down a motorcycle.

The car was caught on closed circuit television cameras but its license plate was not distinguishable. Bueno said that anyone with any information about the vehicle should call the Makati Traffic Bureau at 8999007.


Recent Stories:

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Alexander Luistro
,

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,

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Myths And Facts About Electric Cars

CONSERVATIVE
MEDIA OUTLETS ARE CAMPAIGNING AGAINST THE ELECTRIC CAR BY:

Denying That EVs Reduce Carbon Dioxide Emissions

Downplaying EV Sales

Misleading About
EV Distance Range

Distorting Volt Safety

Feigning Concern About Battery Disposal

Spinning
Consumer Tax Credits

Fearmongering About The Electric Grid


Overstating
Subsidies For Volt

Conservative Media Pummel Emerging Industry With Misleading Claims

MYTH: Electric Cars Do Not Reduce
CO2 Emissions

  • Fox News’ Greg
    Gutfeld pronounced that “the whole reason for doing these foolish tiny cars is a
    lie” since electricity “comes from coal. In
    some cases, some studies uncover that these can furnish some-more wickedness than
    internal explosion engines.” [Fox News, The Five, 1/27/12, around Nexis]
  • Jonah
    Goldberg wrote in a Chicago Tribune op-ed: “The indicate is to revoke CO2
    emissions, right? But in some regions, we get a electricity from CO2-spewing
    coal. The some-more electricity pulled from a grid, a some-more spark is burned,
    essentially replacing unwashed oil with dirtier coal.” [Chicago Tribune, 8/10/10]
  • A Washington Times editorial pronounced that when a person
    uses an electric car, “instead of entrance out a tailpipe, a unwanted
    carbon-dioxide molecules are instead expelled during a appetite plant, that is
    generally coal-fired good outward their view.” [Washington Times, 1/17/12]

FACT:
Electric Vehicles Cause Substantially Fewer CO2
Emissions

Electric
Vehicles Emit Less CO2 Even If Coal Supplies The Power.
This draft from the
Department of Energy shows that, even though
coal is a source of scarcely half a nation’s electricity, all-electric
vehicles (EV) like a Nissan Leaf, and plug-in hybrid electric vehicles (PHEV)
like a Chevy Volt means on normal roughly reduction CO dioxide
emissions than required gasoline-powered vehicles:

Source: Department of Energy

In
states like Indiana that are heavily reliant on coal-fired power, hybrid cars means fewer
emissions than plug-in EVs, though EVs still means fewer emissions than
conventional gasoline powered cars. In areas where electric automobile sales are high,
EVs are significantly some-more environmentally accessible than a inhabitant average.
For example, a Los Angeles area is projected by Pike Research to have the
second tip electric automobile sales in a republic over a successive 5 years, and
carbon emissions for all-electric cars there are scarcely half that of the
national average:

Source: Department of Energy

[Department of Energy, 9/22/11] [Pike
Research, 2011]

Study:
In Every Scenario, Plug-In Hybrid Electric
Cars Reduce Greenhouse Gas Emissions
“Significantly.”
A 2007 investigate by a Natural Resources Defense Council and the
Electric Power Research Institute, that represents electric utilities,
examined 9 intensity scenarios to establish a impact of plug-in hybrid
electric automobile use by 2050. The investigate found that in any scenario
greenhouse gas emissions were “reduced significantly” — even if a electric
sector remained CO complete and PHEVs usually accounted for 20% of a market
in 2050. The investigate serve found that any segment of nation would yield
reductions in hothouse gas emissions if PHEVs were adopted. The investigate was a
“well-to-wheels” investigate that accounted for emissions during prolongation of
both electricity and gasoline. [EPRI and NRDC,
July
2007, around CFR]

U.S. Coal Use Is On The Decline. A Jan 24 Reuters
article shows that as electric automobile sales ramp up, spark use in a U.S. is
decreasing:

U.S.
energy-related CO2 emissions will be 7 percent revoke than their 2005 spin of
nearly 6 billion metric tons in 2020 as coal’s share of electricity production
continues a solid skirmish over a successive dual decades, according to new
government data.

[...]

“Over a successive 25 years, a projected
coal share of altogether electricity era falls to 39 percent, good below
the 49-percent share seen as recently as 2007, since of delayed expansion in
electricity demand, continued foe from healthy gas and renewable
plants, and a need to approve with new environmental regulations,” it
said.

The retirement of old, emasculate coal-fired
power plants will overtake new construction, and a news sum that gas-fired
plants – that are cheaper to build – will beget 13 percent some-more appetite in 2012
than they did final year. [Reuters, 1/24/12]

MYTH: 2011 Sales Show Americans Won’t Buy
Electric Cars

  • On The
    O’Reilly Factor
    , Fox News writer Monica Crowley said: “You know how
    many Chevy Volts they’ve sold? Like 3 since nobody, a) wants to expostulate a
    toaster oven for a car. Secondly, we don’t have a infrastructure in this
    country nonetheless to support mass electric cars.” [Fox News, The O'Reilly Factor,
    11/22/11]
  • Citing
    July sales numbers, Eric Bolling pronounced on Fox News that “The usually Volts sole are
    to a government.” Co-host Greg Gutfled sum that a sovereign taxation credit for
    purchasing EVs is “like forcing Americans to buy broccoli flavored ice cream.”
    [Fox News, The Five, 8/4/11]
  • Erin Burnett stated
    on her CNN show, “Despite all a advertising
    and a celebrities observant it’s cold to expostulate these cars, we looked during the
    numbers, and it usually doesn’t seem to be a truth. GM has sole 5,000 Volts.
    Nissan, 8,000 Leafs, reduction than one percent of those companies’ sum sales.”
    [CNN, Erin Burnett Out Front, 11/11/11, around Nexis]

FACT:
EV Sales Topped First-Year Hybrid Sales Despite Recession

EV Sales In
2011 Were Significantly Higher Than The First Year Hybrid Sales.
From a post by the
Rocky Mountain Institute:

Figures this week showed that a first
mass-produced electric cars in a United States, a Nissan Leaf and Chevrolet
Volt, had sum sales of 17,345 in 2011, a initial year in that they were
available. Compared with sales of 9,350 gas-electric accumulation in 2000, a first
year a Honda Insight and Toyota Prius were offering in a U.S.–where total
hybrid sales have now surfaced 2 million–17,000 competence seem like a decent start
for EVs. [Rocky Mountain Institute, 1/5/12]

Media Cherry-Picked Sales Data To
Paint Volt As A Failure.
Yahoo! Finance ran a square on December
27 patrician “The Worst Product Flops of 2011.” The essay enclosed a Volt on
the list, observant “Only 124 models were sole in Jul 2011,” though mentioning
any other sales data. [Yahoo! Finance, 12/27/11]

Gathered from news reports on GM’s
self-reported sales, a following draft shows that Jul was an outlier month,
and that Volt sales significantly augmenting in a latter months of 2011:

Chevy Volt Sales

Volt Sales Affected By Lack Of Supply. CNNMoney
reported:

GM executives pronounced on a company’s discussion call that Volt
sales have been compelled not by miss of demand, though by miss of supply.

Volt sales had
slowed to a drip during a summer months as GM temporarily close down the
Detroit bureau where a automobile is built. The month-long shut-down authorised GM to
revamp a bureau in sequence to boost a car’s prolongation volume. [CNNMoney, 12/1/11]

Volt And Leaf Were Not Available Nationwide
In 2011.
From
a Yale Environment 360 report:

But
much of a observant on a subject, and a attacks, unsuccessful to tell a full
story. Neither a Volt nor Leaf were accessible inhabitant in 2011, and both
were tormented by supply problems. Leaf business on a East Coast, who put down
early deposits, should be removing their cars in a entrance months, and Nissan
hopes to double prolongation and smoothness in 2012. The EV record is still a
novelty for impending buyers, though a required charging networks, though
still embryonic, are flourishing rapidly.

Yet while a vast electric automobile launches of 2011 unsuccessful to find as many buyers
as hoped, automakers and analysts still see augmenting success for electric
vehicles in a U.S. and in tellurian markets, including China, that will shortly be
the world’s largest. The future, they say, lies in new battery technologies
that will revoke a cost and boost a operation of EVs. And worse mileage
standards for U.S. automobile fleets, set to flog in over a successive decade, will give
the cars a vast boost. [Yale Environment 360, 1/25/12]

Pike
Research: 40% Are “Extremely Or Very Interested” In Purchasing An EV.
From a “Electric
Vehicle Consumer Survey” by Pike Research:

The consult found that, formed on Americans’
driving and invert patterns, PEVs should be a clever fit for a vast series of
consumers. Likewise, consult respondents indicated clever elemental interest
in PEVs, with 40% of participants observant that they would be intensely or very
interested in purchasing such a vehicle, presumption a cost were right. [Pike
Research, 1/5/2012]

EVs
Trying To Compete With Artificially Low Gasoline Prices.
As Washington Post
commentator Ezra Klein noted, “the cost we pay” for gasoline “is less
than a product’s loyal cost. A lot less, actually”:

Most of us would call a BP brief a tragedy.
Ask an economist what it is, however, and you’ll hear a opposite word:
“externality.” An externality is a cost that’s not paid by the
person, or people, regulating a good that creates a cost. The BP brief is going
to cost fishermen, it’s going to cost a gulf’s ecosystem, and it’s going to cost
the region’s tourism industry. But that cost won’t be paid by a people who
wanted that oil for their cars. It’ll tumble on taxpayers, on Gulf Coast
residents who need new jobs, on a tainted wildlife on a seafloor.

That means a gasoline you’re shopping during a pump
is — hang with me here — too cheap. The cost we compensate is reduction than the
product’s loyal cost. A lot less, actually. And it’s not usually catastrophic
spills and thespian disruptions in a Middle East that supplement to a price.
Gasoline has so many dark costs that there’s a lodge attention clinging to
tallying them up. At slightest a ones that can be tallied up.

Topping that list is atmosphere pollution, that we
breathe in possibly or not we drive. Then there’s meridian change, that is
difficult to slap a cost tab on since it involves such enigmatic calculations
as how many your grandchild’s meridian is worth. There’s trade overload and
accidents, that mistreat drivers and non-drivers alike. There’s a cost of basing
our transport economy on a apparatus that undergoes furious cost swings.

Some of a best work on this theme has
been finished by Ian Parry, a comparison associate during Resources for a Future. His
calculations — and some information from other sources and studies — advise that
adding all a quantifiable costs into a cost of oil would boost a cost
of any gallon by about $1.65. According to a Energy Information
Administration, a normal cost of a gallon of gas was $2.72 final week. It
should unequivocally be as high as $4.37.

That, however, is roughly positively an
underestimation. [The Washington Post, 6/13/10]

Electric
Car Market Hampered By Lack Of Comprehensive Climate Policy.
ClimateWire
reported:

[MIT]
Symposium participants generally resolved that a extensive sovereign routine to
limit CO emissions would be a many effective boost for electric vehicle
development, sensitive usually flourishing consumer purchases and relocating the
United States toward low-carbon or carbon-free era of electricity to
charge a cars.

But a outline pessimistically concludes: “The awaiting for
such a routine during a inhabitant spin is remote. More likely, is a hodge-podge of
state and sovereign law and targeted subsidies for favored
technologies.”

Leaving a matter to detached states “is perfect lunacy,”
but that is where a matter is headed, [Professor John] Deutch said.

“We need to continue assertive RD on these areas,”
he said. There was accord on that point, as well, during a symposium, although
the participants differed on how many supervision support should go to pure
research contra prolongation operations with stream technologies. [Scientific
American
, 1/14/11]

MYTH: Consumers Won’t Want Electric Cars Because Of Reduced Range

  • Writing
    for Forbes, Patrick J. Michaels of a Cato Institute claimed that “no
    one has figured out how to furnish a gentle electric automobile during an affordable
    (non-subsidized) cost that has adequate operation to be unsentimental for a many of
    us.” [Forbes, 8/19/11]
  • Fox
    Business researcher Gary Kaltbaum pronounced a open doesn’t wish to “buy an electric
    car where you’ve got to stop any 40 miles.” [Fox Business, Cavuto,
    12/19/11, around Nexis]
  • Author
    and motivational orator Larry Winget pronounced on Fox Business that “we still can’t
    make an electric automobile that can go some-more than 40 miles though a recharge.” [Fox
    Business, The Willis Report, 12/7/11, around Nexis]

FACT:
EV Range Is More Than Enough For Most Drivers

AutoObserver:
Studies Show 72% Of Drivers Travel Less Than 40 Miles A Day.
Edmunds AutoObserver
reported on Oct 21:

In
a phone talk with AutoObserver final week, Perry pronounced downright data
gleaned from a U.S. Department of Energy’s EV Project
and from a 7,500 Nissan Leaf EV (above) hatchbacks now on
U.S. roads creates it extravagantly transparent that “there’s no marketplace need”
for an EV that gets hundreds of miles between charges.

The
data shows that a customary Leaf motorist averages 37 miles a day in a car, and
that a customary outing length (distance between appetite on and appetite off)
is seven miles, Perry said. The commentary are unchanging with studies of
conventional-vehicle pushing patterns that found that 72 percent of American
drivers transport reduction than 40 miles a day, and 95 percent expostulate reduction than 100
miles a day. [AutoObserver, 10/21/11]

Survey:
Average Driver Travels 29 Miles Per Day.
According to a Federal Highway
Administration’s many new National Household Travel Survey, a average
driver travels 29 miles per day and a normal automobile outing length is 9.7
miles. [Department of Transportation, 2009]

All-Electric
Nissan Leaf Can Travel Over 70 Miles On A Charge.
In 2010, a EPA gave
the Nissan Leaf an central rating of 73 miles on a full charge. Tests by Consumer
Reports
yielded about 90 miles “in ideal conditions” and about 60 miles “on
cold days, with a heater running.” One exam by Nick Chambers of
PluginCars.com showed that a Leaf can transport adult to 116 miles on a charge.
[CNN Money, 11/24/10] [Consumer Reports, 9/30/11] [PluginCars.com, 10/21/10]

Mitsubishi
Electric Car Has Projected Range Of 62
Miles.
According
to a EPA, a 2012 Mitsubishi i-MiEV will transport 62 miles on a charge. The
range increases to 98 miles underneath certain conditions. [GreenCarReports.com, 7/6/11]

Plug-In
Hybrids Offer Extended Range.
Consumers who need to transport prolonged distances
have a choice of purchasing plug-in hybrid electric cars like a Chevy Volt
or a stirring Toyota Prius plug-in hybrid. From Hybridcars.com:

Plug-in accumulation yield a advantages of an
electric car, while progressing a same pushing operation as conventional
vehicles. Plug-in hybrid drivers transport in an all-electric mode for a vast
majority of common inner driving. When a battery’s electric assign is
depleted, a downsized gas engine is used to possibly recharge a batteries (as
the automobile moves), or as a primary source of thrust until recharging the
batteries around a plug.

Plug-in hybrid cars are also famous as plug-in
hybrid electric vehicles or PHEVs. Plug-in hybrid cars that use a gas engine
exclusively for recharging batteries–rather than directly powering a wheels–are
also called Extended-Range Electric Vehicles or E-REVs. [Hybridcars.com,
accessed 2/2/12]

There
Are Over 5,500 Electric Charging Stations.
According to a Department of Energy,
there are over 5,500 electric charging stations in a country. DOE provides a
map of open charging stations on a website. The Department of Energy is
investing $8.5 million to serve enhance charging
infrastructure. [Department of Energy, accessed 2/2/12] [Department of Energy, 9/8/11]

MYTH:
Volt Batteries Are Unsafe

  • In a new editorial, The
    Washington Post 
    said
    that “the Volt code is pang from news that some of a batteries
    burst into abandon after supervision highway tests.” [Media Matters1/5/12]
  • On The O’Reilly Factor, Lou
    Dobbs pronounced a Volt “doesn’t work” since “it doesn’t go fast
    and go distant on electricity. What happens is it catches glow … This is
    considered a disastrous when we’re perplexing to pierce an automobile.” O’Reilly
    then regularly pronounced that a Volts “catch fire” though mentioning
    that a glow usually happened during a pile-up test. [Media Matters, 1/27/12]
  • Neil Cavuto pronounced on his Fox Business uncover that
    the Volt is “a plug-in that blows up. The battery heats up. It’s killing
    people. It’s maiming them.” [Media Matters, 1/27/12]

FACT:
Investigators Concluded Volts Are Just As Safe As Conventional Cars

Battery
Fire Happened Weeks After Pole Crash Test And Rollover Test. 
From a National Highway
Traffic Safety Administration’s outline of a test:

During
an NCAP [New Car Assessment Program] ambiguous side stick impact exam conducted by
NHTSA in May 2011, a stick struck and misshapen a sill image underneath the
driver’s doorway during a plcae where there is a constructional member. The lateral
member replaced inward, pierced a HV battery enclosing and battery, and
caused a battery coolant leak. Thereafter, a Agency conducted a rollover test
(the rollover exam consists of 4 90-degree rotate-and-hold movements about
the vehicle’s longitudinal axis). In that test, a HV battery and electronics
were unprotected to coolant that leaked as a outcome of a crash. The automobile fire
that occurred 3 weeks after and a additional contrast NHTSA conducted are
discussed in a news patrician “2011 Chevrolet Volt Battery Fire Incident
Report” a duplicate of that is accessible in a open file. The report
indicates that invasion prompted coolant leakage, and successive rollover that
saturates electronic components, were a usually exam conditions that resulted
in a theme automobile HV battery fire. [NHTSA, 1/26/12]

CNN: “No Fires Were Reported In Cars That People Were
Actually Driving.”
 CNN’s
Erin Burnett finished transparent that fires had usually occurred in pile-up tests, not
real-life scenarios:

ERIN
BURNETT: Investigators did not find a reserve defect. They also upheld GM’s
fix, that reinforces a structure surrounding a battery. No fires were
reported in cars that people were indeed driving. This came from pile-up tests.
[CNN, Out Front with Erin Burnett, 1/20/12]

NHTSA Did Not Drain Battery After Crash, As GM Protocols
Require. 
From an
Associated Press report:

General Motors orator Greg
Martin pronounced a exam did not follow procedures grown by GM engineers for
handling a Volt after a crash. The engineers tested a Volt’s battery pack
for some-more than 300,000 hours to come adult with a procedures, that include
discharge and ordering of a battery pack, he said.

“Had those protocols been
followed after this test, this occurrence would not have occurred,” he said.

[...]

After a pile-up test, NHTSA
found a coolant trickle and changed a shop-worn Volt to a behind lot, where it was
exposed to a elements, pronounced Rob Peterson, a GM orator who specializes in
electric cars. Exposure to a continue caused a coolant to crystalize, and
that, sum with a remaining assign in a battery, were factors, he said.

NHTSA
did not empty a battery of appetite as called for underneath GM’s pile-up procedures.
But during a time, GM had not told a group of a protocols, Peterson said.
NHTSA customarily drains fuel from gasoline-powered cars after pile-up tests, he
said. [Associated Press, 11/11/11,
via MSNBC.com]

GM Knows Via OnStar About Any Crash Significant Enough To Compromise
The Battery. 
The Detroit
Free Press
 reported:

Chevrolet dealers have sold
about 6,000 Volts, all of that are versed with a OnStar emergency
notification system, pronounced GM orator Greg Martin.

“There have been no
reports of allied incidences in a field,” GM pronounced in a statement.
“With Onstar, GM knows in genuine time about any pile-up poignant adequate to
potentially concede battery integrity.”

Since
July, GM has implemented a routine with initial responders that includes
depowering of a battery after a serious crash. [Detroit Free Press11/26/11]

GM Provided A Fix To Volt Owners. Automotive News reported:

The group [NHTSA] pronounced that
modifications dictated to strengthen a Volt’s 435-pound lithium-ion battery
pack that General Motors announced on Jan. 5 should “reduce the
potential” of a container throwing glow in a days or weeks following a
crash.

[...]

Company
executives [at GM] contend a intentional repair will make a automobile “safer” by
reinforcing a steel surrounding a battery container to forestall it from being
punctured during a crash. It also will supplement a sensor to a battery container to
monitor coolant leaks.
GM is seeking a 8,000 Volt business to revisit their Chevy dealership to have
the work done. Dealers will be prepared to perform a work starting in February,
GM said. [Automotive News, 1/20/12]

NHTSA Concluded Investigation After Finding “No Discernible
Defect Trend.” 
Wired‘s
Autopia blog reported:

Federal regulators have closed
their review into a Chevrolet Volt, observant they are assured with the
steps General Motors has taken to strengthen a car’s lithium-ion battery and
minimize a risk of a glow in a days and weeks after a serious crash.

The National Highway Traffic
Safety Administration posted an
 explanation
and outline of a inquiry
 on
Friday and announced a end of the
 investigation
it launched Nov. 25
.

“The agency’s
investigation has resolved that no distinct forsake trend exists and that
the automobile modifications recently grown by General Motors revoke the
potential for battery invasion ensuing from side impacts,” a feds
said in a statement.

The matter adds, “Based
on a accessible data, NHTSA does not trust that Chevy Volts or other
electric vehicles poise a larger risk of glow than gasoline-powered
vehicles.”

The
findings absolve General Motors, that always argued the
 Chevrolet
Volt
 is safe, and
electric automobile advocates who argued that a exploration was many happening about very
little. [Wired,
Autopia, 1/20/12]

Around 250,000 Conventional Cars Catch Fire In Real-Life Every
Year.
 Brad
Plumer wrote on The Washington Post‘s
WonkBlog:

[E]lectric
cars have recently had to continue wild headlines over safety, after three
separate Volt batteries held glow in pile-up tests. On a technical merits,
this wasn’t a outrageous worry: The batteries held glow days or weeks after extreme
crash contrast in a laboratory, and even afterwards a fires usually pennyless out because
post-crash procedures weren’t followed. As MSNBC’s Dan Carney snarks,
“The doctrine here is to get out of a crashed automobile within a few days, and be
sure to spin off a lights when exiting.” There was also a little-noted
fact that, as supervision statistics show (PDF), some 250,000 gas-powered
vehicles locate glow in real-life settings any year. [Washington Post's
WonkBlog, 1/9/12]

MYTH: Batteries In Electric Cars
Are An Environmental Hazard

  • A FoxNews.com essay about a Chevy Volt claimed “the
    industry has not figured out how to dispose of 500 and pounds of highly
    hazardous lithum [sic] batteries per car.” [FoxNews.com, 1/9/12]
  • Columnist
    Rick Martinez wrote that “lithium and other toxic
    elements and chemicals are indispensable to make electric automobile batteries, that don’t
    last forever. Sooner or later, automobile batteries will transcend computers and
    televisions as a Earth’s many dire environmental ordering challenge.”
    [News
    Observer,
    3/9/11]
  • National
    Legal and Policy Center’s Mark Modica pronounced on Fox Business that “the lithium
    ion battery prolongation and ordering is a problem itself. There’s been studies
    that uncover that a Volt is not even as immature as an inner explosion engine
    because of a battery – a lithium battery issue.” [Fox Business, Cavuto,
    10/12/11, around Nexis]

FACT: Battery Recycling
Efforts Are Underway

EV Batteries
Are Not Toxic Like Conventional Lead-Acid Car Batteries.
 CNNMoney
reported:

We’ve all had to get absolved of spent lithium-ion
batteries from laptops and dungeon phones so it’s healthy to worry about a ones
in electric cars.

Won’t
those eventually have to be expected of, too? Are they usually going to sit
rotting in land fills fouling a environment?

Probably
not. First, a lithium-ion batteries used in electric cars are reduction dangerous
to a sourroundings than many other batteries to start with. That’s since they
don’t enclose vast amounts of poisonous singular earth metals. Second, all kinds of
batteries, vast and small, are customarily recycled and electric automobile batteries
can be, too. [CNNMoney, 12/20/10]

Recycling
Firms, Automakers Already Building Infrastructure To Handle EV Batteries.
The New York
Times
reported that companies concerned in
recycling wiring “have already begun spending income to build an infrastructure
to hoop a inundate of partly depleted battery packs” from electric cars. The
article serve stated:

Toyota Motor,
whose knowledge goes behind to 1998, shortly after a introduction of a RAV4
all-electric vehicle, has determined partnerships in Europe and a United
States to recycle batteries, including from a hybrid Prius. This year, it
began shipping some batteries from Prius models sole in a United States to
Japan to take advantage of a more-efficient recycling routine during home.

Honda Motor recycled scarcely 500
batteries during 2009 from a electric hybrid models it began offered in Japan
more than a decade ago. But it still is exploring ways to structure that part
of a business as it rolls out models like a Insight and a CR-Z.

General Motors and Nissan Motor,
whose Chevrolet Volt and
Nissan Leaf are newer to a market, are holding a opposite tack. They have
agreements with appetite companies to rise ways of reusing aged batteries,
perhaps for storing breeze or solar appetite during
peak generating times for after use.

  [...]

In the
United States, a Department of Energy has postulated $9.5 million to Toxco to
build a specialized recycling plant in Ohio for electric automobile batteries. It
is approaching to start operations successive year, doing batteries from a accumulation of
makes and models.  [New York Times, 8/30/11]

Greenwire: Certain Battery Components “Far Too Valuable To Send To
The Landfill.”
Greenwire reported in Sep 2009 that “though lithium
currently fetches really tiny on a open market, other components in
lithium-ion batteries, such as nickel and cobalt, will make a batteries far
too profitable to send to a landfill.” The
report also quoted Linda Gaines of a Argonne National Laboratory, who is
studying tellurian lithium supply:

Currently,
lithium is mined by usually one association in a United States from a brine
operation in a Nevada desert, and USGS information uncover that some-more than 85 percent of
the world’s lithium pot is in Bolivia, Chile and China.

Gaines’
research found that a volume of lithium indispensable for some forms of lithium-ion
batteries could be cut in half if those batteries are effectively recycled.

“If
we had a clever recycling module in a U.S., we could feasible be
self-sufficient,” Gaines said. “The ideal would be to take a whole
battery apart, purify adult a element and recycle them behind to
battery-grade.” [Greenwire, 9/14/09, around Scientific American]

EV Batteries Could Be
Used For Stationary Energy Storage.
Wired‘s Autopia blog reported in Nov 2010:

Energy storage is a flourishing industry,
and automakers see a approach for used packs, that could assistance make a grid more
efficient. Nissan expects approach in Japan to be so good by 2020 that it would
need 50,000 EV batteries to accommodate it. Automakers are assured they’ll find
buyers since a lithium-ion packs used in electric vehicles are approaching to
retain around 70 percent of their storage ability after 10 years. Although
that might not be adequate for a commuter who needs maximum range, it’s excellent for stationary
applications like backup appetite in a sanatorium or load-leveling during a substation.

“We design to see an wholly new industry
arise to use these batteries,” pronounced Paul Gustavsson, clamp boss for
business growth during Volvo. The association expects to sell its first electric cars in 2013. “Every
hospital has a outrageous battery backup in a basement. So do appetite plants,
military installations, some skyscrapers. There’s some fascinating business
opportunities there that are usually now being discovered.” [Wired, Autopia,
11/24/10]

MYTH: Electric Car Subsidies Only Benefit The Rich

  • In a
    recent editorial, The Washington Post argued opposite tax
    credits for EV consumers, in partial since “only upper-income consumers
    can means to buy an electric vehicle.” [Media Matters, 1/5/12]
  • In an
    article during FoxNews.com patrician “Electric Car Subsidies Transferring Wealth From
    Poor To The Rich?”, William La Jeunesse wrote that “billions in sovereign subsidies for electric vehicles are going those
    [sic] who need them a least: a 1 percent.” [FoxNews.com, 1/9/12]
  • Neil
    Monroe of The Daily Caller pronounced on Fox Business: “President Obama wants to give
    $10,000 per automobile to rich blue state electorate that should make Americans see red,”
    adding, “It is redistribution towards a wealthy. [Fox Business, Cavuto,
    11/3/11, around Nexis]
  • Fox Business’ Liz MacDonald said: “one percenters, are a usually ones
    who effectively can means these cars, so since not support, we know, taxation breaks
    for a tip brackets who can buy these cars?” [Fox Business, Cavuto,
    12/27/11, around Nexis]

FACT: Tax Incentives Make Advanced Technology
Accessible To Middle Class

Mitsubishi Electric Car Will Cost $21,625
After Tax Credit.
The
all-electric automobile from Mitsubishi, a i-MiEV, will cost $29,125 — or $21,625
after a $7,500 sovereign taxation credit. The taxation credit creates a cost of the
i-MiEV allied to a Toyota Camry, a tip offered automobile in a U.S. in 2011.
[Mitsubishi, accessed 1/24/12]

Nissan
Leaf Costs $27,700 After Tax Credit.
The 2011 Nissan Leaf, an all-electric
vehicle, costs $27,700 after a sovereign taxation credit. [AutoGuide, 1/3/12]

Electric Cars Cost About Five Times Less Than Conventional Vehicles To
Operate.
According to a Department of Energy, a required automobile costs
10 to 15 cents per mile in fuel to run, while an electric automobile costs 2 to 4
cents per mile for fuel, formed on a normal U.S. electricity price. A plug-in
hybrid electric automobile costs 2 to 4 cents per mile when using on
electricity, and 5 to 7 cents per mile when using on gasoline. [Department of
Energy, 10/3/11]

Study: Battery Costs Will “Decline Steeply As Production Volumes Increase.” From
an investigate of a electric automobile battery marketplace by a Boston Consulting Group,
a heading consulting firm:

Battery
costs will decrease steeply as prolongation volumes increase. Individual tools will
become reduction dear interjection to knowledge and scale effects. Equipment costs
will also drop, obscure depreciation. Higher levels of automation will further
trim costs by augmenting quality, shortening throw levels, and slicing labor
costs. However, some 25 percent of stream battery costs – radically a cost
of tender materials and standard, commoditized tools – are approaching to remain
relatively eccentric of prolongation volumes and to change over time.

The investigate also showed how continued
government squeeze incentives would “directly influence” a sum cost of
ownership (TCO) of EVs. According to a study, if a inducement programs
continue to 2020, consumers in Western nations could replenish a sum upfront
cost of electric cars in 1-5 years, rather than 9-15 years:

Source: Boston Consulting Group

[Boston Consulting Group, 1/7/10]

Tax Credits For Electric Vehicles Have Bipartisan
History.
As
the following outline from a Congressional Research Service shows, Presidents
George H.W. Bush and George W. Bush sealed legislation providing taxation incentives
for a squeeze of electric vehicles and other cars that revoke faith on
oil:

EPAct 1992 established
tax incentives for a squeeze of electric vehicles and “clean-fuel vehicles,”
including choice fuel and hybrid vehicles. The Energy Policy Act of 2005
(Section 1341) significantly stretched and extended a automobile purchase
incentives, substantiating taxation credits for a squeeze of fuel cell, hybrid,
alternative fuel, and modernized diesel vehicles.

[...]

The
Emergency Economic Stabilization Act of 2008 determined a taxation credit for the
purchase of plug-in vehicles, both pristine electric vehicles and plug-in hybrids
(i.e., gasoline/electric hybrid vehicles that can fuel on gasoline or be
recharged from a electric grid.) For newcomer vehicles, a credit is a
maximum of $7,500, depending on a vehicle’s battery capacity. After sales of
vehicles authorised for a credit surpass a sum of 250,000 for all
manufacturers, a credit is phased out. [Congressional Research Service, 2/4/10]

Tax Credits Contribute To Development Of
American Advanced Battery Industry And Jobs.
A Duke University investigate of a U.S.
value sequence for lithium-ion automobile batteries stated: “Largely as a outcome of
financial support by sovereign and state governments, a U.S. domestic
lithium-ion battery supply sequence is building really quickly.” The news also
said “U.S. prolongation ability has indeed grown really quickly, from usually two
relevant plants before a ARRA [American Recovery and Reinvestment Act]
funding, to 30 designed sites aiming to grasp a projected 20% of world
capacity by 2012, and 40% by 2015.” [Duke University Center on Globalization,
Governance Competitiveness, 10/5/10]

MYTH:
Electric Cars Are A Threat To The Grid

  • On his
    Fox Business show, Cavuto settled that electric automobile owners are “compromising our
    grid.” [Fox Business, Cavuto, 12/8/11, around Nexis]
  • Fox’s
    Eric Bolling suggested that if a “million” or dual million electric cars were on
    the road, we would have “no ability to assign these cars. The electric — the
    power grid right now is on a ear already.” [Fox Business, Happy Hour,
    7/19/09]
  • The
    National Legal and Policy Center’s Mark Modica suggested on Fox Business that
    the “electric grid isn’t prepared for” a volume of electric cars that advocates
    want on a road. [Fox Business, Cavuto, 10/12/11, around Nexis]

FACT: Studies
Show EVs Are Unlikely To Strain Grid, Particularly With Good Planning

Studies
Indicate That Plug-In Cars Won’t Strain The Grid.
GreenCarReports
noted:

A extensive and wide-ranging two-volume investigate from 2007,
Environmental Assessment of Plug-In Hybrid Vehicles, looked
at a impact of plug-in vehicles on a U.S. electrical grid. It also analyzed
the
“wells-to-wheels”
carbon emissions of plug-ins contra gasoline cars.

The investigate is good regarded, in partial since of a authors. It was
a corner bid by dual rather doubtful partners: a Electric Power Research
Institute (EPRI), that is a application industry’s investigate arm, and a Natural
Resources Defense Council (NRDC).

It looks during a consequences of drivers charging plug-in vehicles
at opposite times during a day. And it assumes a light rollout of electric
vehicles into a stream U.S. swift of 300 million vehicles. GM, for example,
will usually sell
10,000
Chevy Volts during all of 2011.

In practice, this means electric cars will usually levy marginal
increases on a electric grid. The bucket of one plug-in recharging (about 2
kilowatts) is roughly a same as that of 4 or 5 plasma radio sets.
Plasma TVs frequency brought worries about grid crashes.

[...]

Knowing
all this, a EPRI-NRDC investigate resolved — not surprisingly — that plug-in
vehicles won’t aria a grid. Two earlier, some-more singular studies from the
Pacific Northwest National Laboratory and Oak Ridge National Laboratory
concluded radically a same thing.
[GreenCarReports, 7/13/10, via
Discovery News]

Utilities
And Regulators Can Institute Policies To Smooth Demand.
A 2011 MIT investigate on
“The Future of a Electric Grid” stated:

The grade to that EVs poise a highlight to the
power grid depends on their inner invasion rate, as good as a appetite and
time during that they charge. If regulators and utilities reasonably influence
charging so that it mostly does not coincide with a complement rise demand, EVs
will urge complement bucket means and will not means bulky intrusion to
the bulk era and delivery system. Otherwise, integrating these loads
will need some-more investment in equipment. [Massachusetts Institute of
Technology, 2011]

Engineers
Are Developing New Software To Address Added Demand.
Good reported:

As
I explained in a prior column, some automakers with EVs in a tube are already operative on
the issue. Ford, for example, recently assimilated adult with Microsoft Hohm for an
in-vehicle charging complement in the  2011 electric Ford Focus. The system
will concede drivers to news automobile charging during off-peak hours, or times
when a grid has ability to spare.

Microsoft and Ford aren’t a usually companies operative on EV
charging software. Google is also operative on a height that will use something
called a automobile dispatch algorithm to
smooth out a electricity bucket on a grid. And a U.S. Department of
Energy’s Pacific Northwest National Laboratory is building a Smart Charger
Controller to automatically extract adult vehicles when electricity is cheapest and
the approach for appetite is lowest. [Good, 11/11/10]


Electric Cars Could Provide Backup
Power For The Electric Grid.
Miller-McCune reported in
October:

For 15 years, [Willett] Kempton, who leads a University of
Delaware’s
Center for Carbon-Free Power
Integration, has pushed a thought that fleets of electric vehicles — rather
than being another vast pull on a electric grid — could yield valuable
backup appetite on approach to utilities. This would revoke a need for dear new
generating plants, and assistance safeguard a arguable supply of electricity.

Utilities compensate any other billions of dollars a year for such
backup appetite by indiscriminate electricity markets, and Kempton believes that a
hefty cut of that cake could be paid to electric-vehicle owners instead.

Some attention analysts determine that a approach, famous as
“vehicle-to-grid,” could take off; a Dec 2010 news from a business
research organisation Global Data conservatively projected a tellurian marketplace for
vehicle-to-grid that would compensate $2.3 billion to electric automobile owners by 2012
– and $40 billion by 2020. [Miller-McCune, 10/31/11]

MYTH: Each Volt Cost Taxpayers
More Than $250,000 In Subsidies

  • In a CBS news brief,
    Ashley Morrison stated: “According to a new
    report, any automobile sole so distant has cost taxpayers as many as dual hundred and
    fifty thousand dollars.” [CBS, CBS Morning News, 12/22/11, around Nexis]
  • Fox News promoted a figure on Fox Friends, Special
    Report
    , and The Five (twice). Fox Business lonesome a figure in at
    least 9 segments. [Media
    Matters
    , 12/22/11] [Nexis search, 1/20/12]
  • Rush
    Limbaugh and numerous
    conservative blogs steady a figure.
    [RushLimbaugh.com, 1/11/12] [HumanEvents.com, 1/7/12]
    [Washington Examiner, 1/23/12] [National Review Online, 12/21/11] [MichelleMalkin.com, 12/21/11] [Hot Air, 12/21/11]

FACT:
Subsidy Estimate Was Based On Fuzzy Math

Estimate
Includes Subsidies For Supplier Companies And Subsidies That Haven’t Actually
Been Distributed.
The
source of a explain that any Volt costs taxpayers $250,000 in subsidies is
James Hohman of a Mackinac Center for Public Policy, a regressive think
tank that has perceived income from hoary fuel interests. The estimate, which
Hohman conceded was “simple math,” enclosed state and sovereign subsidies “via
tax credits and approach appropriation for not usually General Motors, though other companies
supplying tools for a vehicle.” It also enclosed subsidies that a companies
haven’t nonetheless received. Hohman divided that sum by 6,000 – a series of Volts
sold during a time. [Media Matters, 12/22/11]

Finance
Writer: “Fundamental Flaw” In The Estimate “Discredits The Entire Report.”
Writing for
TheStreet.com, Anton Wahlman – who pronounced he is “totally against to government
subsidies” — settled that “there is a elemental smirch behind a math in this
‘report’ that discredits a whole news true down to zero, in my view.”
From his post:

Here is a point: Why order whatever amount
– $1.5 billion or differently — by a series of Chevrolet Volts sole to date?
If he had finished this investigate one year from now, when we could be looking during 60,000
Volts made, as GM regularly has promised, a title series would be $25,000
per car– not $250,000. You would order a $1.5 billion by 60,000 instead of
6,000.

But since stop during a year from now? This
investment in automotive thrust record is meant to be polished and
influence generations of cars for decades. Some partial of GM’s Voltec
architecture and techniques will expostulate sales of approximately 60 million cars
over a successive 25 years or so, in any reasonable estimation.

[...]

The stupidity of a math used can be further
shown by seeking what a investigate would have yielded if it had been finished six
months ago or a year ago. Six months ago, 3,000 Volts had been sole and
therefore a pragmatic funding was $500,000 per automobile — half as many cars, twice
the funding per car. One year ago, a initial Volt was sole and therefore this
one automobile contingency have cost $1.5 billion, according to a logic by a people
who wrote a headlines around this study.

This is a approach it works in roughly any industry.
The initial iPad made substantially cost Apple $100 million or whatever. Does
that meant Apple mislaid $100 million reduction $500 on this iPad? Of march not. The
development cost for any product is created off opposite vast volumes, typically
multiple generations, where both hardware and program amass constantly.
[TheStreet.com, 12/22/11]


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