The electric cars deception.





01 March 2018


Oh my God!



Here is the document.


The water into the battery pack and other horror stories:

"

Fires related to Hurricane Sandy flood[edit]

In separate incidents during the storm and flooding caused by Hurricane Sandy on the night of October 29, 2012, one Toyota Prius Plug-in Hybrid and 16 Fisker Karmas caught fire while being parked at Port Newark-Elizabeth Marine Terminal. The vehicles were partially submerged by flash floods caused by the hurricane. In the case of the Toyota's incident, a Prius PHV burned and two other Priuses, a conventional hybrid and a plug-in, just smoldered. A Toyota spokeswoman said the fire “likely started because saltwater got into the electrical system.” She also clarified that the incident affected only three cars out of the 4,000 Toyotas that were at the terminal during the storm, including more than 2,128 plug-in or hybrid models. Fisker Automotive spokesman said that the Karmas were not charging at the time of the fire and there were no injuries.[50][51] After an investigation by Fisker engineers, witnessed by NHTSA representatives, the company said that the origin of the fire was "residual salt damage inside a Vehicle Control Unit submerged in seawater for several hours. Corrosion from the salt caused a short circuit in the unit, which led to a fire when the Karma's 12-Volt battery fed power into the circuit." The company explained that Sandy's heavy winds spread that fire to other Karmas parked nearby, and also 
ruled out the vehicles' lithium-ion battery packs as a cause of, or a contributing factor to, the fire."

Here is the document.


"

Explosion Upon Impact

The 27-year-old was driving her boss’s Model S battery-electric vehicle about 1 a.m. on November 3, when they appear to have swerved to avoid a car driving in the wrong direction, crashing into a tree and then a parking garage in Indianapolis. The car almost immediately exploded. Speckman, who was found to have a blood-alcohol level of 0.21 percent — nearly triple Indiana’s 0.08 percent limit — was killed by the crash, but 44 year-old Kevin McCarthy died as a result of the subsequent explosion and fire.
Emergency responders reported that when they arrive at the scene, individual batteries from the Tesla’s pack were popping out of the vehicle and exploding.
Analyst Dave Sullivan, himself an electric vehicle owner, said he wasn’t entirely surprised by what happened. “Like a gasoline vehicle, an EV’s energy source can be explosive when it gets into a serious enough accident,” said Sullivan, an analyst with AutoPacific. “I don’t know if there’s an answer to the explosive nature of lithium-ion when those batteries are disturbed.”
Here is the document.


So, for all these billions of electric cars to come, globally, we need more Nuclear Power?

"SUMMARIES
Limerick Nuclear Plant routinely releases radiation into our air and water.  Section 1 identifies the reality of issues involving Exelon Yearly Radiological Monitoring Report for Limerick Nuclear Power Plant.
Section 2 documents alarming skyrocketing cancer rates, especially in children, from 1985 when Limerick started operating to the late 1990s. Compelling links are identified between Limerick’s routine radiation releases and shocking cancer rates, including radiation in our children’s teeth and elevated cancer rates around other nuclear plants in the U.S. and other nations.    State data shows high rates of infant and neonatal mortality in the region around Limerick, far higher than the state average, and even higher than Philadelphia and Reading.
Radiation is not the only threat.  Limerick Nuclear Plant is a major air polluter under health based standards of the Clean Air Act.  Of greatest concern are dangerous PM-10 emissions from Limerick’s cooling towers.  Exelon, owner of Limerick, recently requested drastic increases.  For details on Limerick’s air pollution see Section 5.

Limerick is a serious threat to drinking water, both from the Schuylkill River and groundwater.   Exelon can reduce Limerick’s threat of a drinking water disaster for almost two million people from Pottstown to Philadelphia with filtration.  Unprecedented threats to water are identified in Sections 6 and 7."
It seems that Philadelphia, who has a lot of nuclear power with the superb Limerick, does not like it.

The Limerick's nuclear plant is not as good as the super high tec Fukushima's, though...


The Fukushima Daiichi nuclear disaster.

i Nuclear Power Plant in ŌkumaFukushima Prefecture, initiated primarily by the tsunami following the Tōhoku earthquake on 11 March 2011.[6] Immediately after the earthquake, the active reactors automatically shut down their sustained fission reactions. However, the tsunami disabled the emergency generators that would have provided power to control and operate the pumps necessary to cool the reactors. The insufficient cooling led to three nuclear meltdownshydrogen-air explosions, and the release of radioactive material in Units 1, 2, and 3 from 12 March to 15 March. Loss of cooling also caused the pool for storing spent fuel from Reactor 4 to overheat on 15 March due to the decay heat from the fuel rods.


Because, if you do not know it, this is the next big


Forbes


                             Surprise:


 "Nuclear Power Maximizes Environmental Benefits Of Electric Vehicles




As EVs become more popular, more power will be needed to charge their batteries. America needs diverse power generation sources, including nuclear, to meet this surge of electricity demand and to balance the risks and benefits of multiple energy sources. In any rational planning system, nuclear power deserves a future."


Because, just one country, U.K., estimates:


Mail online


"UK could need 20 more nuclear power stations if electric cars take over our roads and cause ‘massive strain’ on power network"

(Now this is The Surprise).


11/April/2018

The next Tesla "electric" car will have a Plasma petrol engine!

(Yes, I know, you cannot believe it!)

Article excerpt:




"Not what we were expecting"





21 May 2018


By  on May 21, 2018
(click on the title to navigate)
LG Chem Electric Vehicle Battery Production
As we hurl ourselves into the the glistening, unknown future, we are continuously confronted with new obstacles. While we’re good at coming up with solutions to new problems, there are plenty of important questions left hanging in the air as technology pushes us onward. Why do we keep working longer hours as more things become automated? How to we ensure that sentient machines do not decide to kill us? Why are there still so many people that use the speaker function on their phones in public places?

In the automotive realm, autonomous driving and battery technology are the golden geese of progress right now. While driving aids are becoming ever-more impressive, truly self-driving cars are a little further out than most manufacturers would like to admit. Meanwhile, electric automobiles are already here and tangible as hell. You could have one tomorrow if you wanted.

The issues associated with autonomous vehicles are beyond complex. In addition to deciding how to develop the technology effectively, a myriad of questions exist as to the legal ramifications of its implementation and how its very existence could change society. Electric cars are more straightforward, and the problems they face are predominantly logistics oriented. But they’re about to face a monumental hurdle in a few years. 

Cobalt is an essential part of rechargeable batteries and the vast majority is mined in one place — the Democratic Republic of the Congo (DRC). While China, Russia, Australia, and Zambia, also pull the element from the Earth’s crust, the Congo produces more than the rest of them combined. But even at its current rate, analysts don’t think it will be nearly enough to support EV production in the coming years.

Earlier estimates had cobalt shortages occurring sometime within in the next decade. Most automakers intend to expand their EV production exponentially over the coming years, resulting in a demand for cobalt that will multiply eightfold by 2026. By then, manufacturers will require over 300,000 metric tons of cobalt per year, according to Scientific American. The current global demand record for the blueish metal, set last year, was 100,000 metric tons. Car builders will be asking for thrice that, forcing them to compete with other industries that also need rechargeable batteries.

Estimates for the world’s total mining capacity for cobalt, in a best-case scenario, sits around 290,000 metric tons per annum by 2025. In other words, it probably isn’t going to be enough.

Worse still is that automakers are supposed to continue growing their battery powered fleets throughout the coming decade while other industries continue expanding their own battery production. Even the most conservative estimates have car companies requesting over 350,000 tons by 2030. But those are the old estimates. Bloomberg New Energy Finance (BNEF) recently revised its estimates, stating that Cobalt shortages are likely to appear earlier than previously forecast.

“The long lead time to bring on new mines and the concentration of cobalt reserves in the Democratic Republic of the Congo mean there is a real possibility of supply shocks in the early 2020s,” BNEF claimed.

With most mines already operating near capacity and a global shortage looming, cobalt prices have skyrocketed over the last few years. In some markets prices are currently at almost 300 percent of what they were in the start of 2016. “If capacity does not grow as planned, cobalt prices could continue to spike and there could be a major cobalt shortage,” said the analysts. “This would have serious implications on the electric vehicle market.”

Without new operations commencing by 2020 at a significant volume, shortages could begin by 2022. But that doesn’t address the ever-present political instability in the Congo or the widespread, and complicated, child labor issues associated with mining in the region. In 2016, Amnesty International charged itself with bringing companies to task that might use batteries with materials sourced from the DRC — including automakers. But the problem with that is, if they aren’t getting cobalt from the Congo, then they are probably won’t have any to put into their cars.

One possibly way to circumvent the issues is to produce batteries that use less cobalt. Chinese manufacturers, like BYD, intend to implement high-nickel/low-cobalt cells this year. The nickel-manganese-cobalt ratio not only lessens the need for cobalt, it also extends the lifespan of the battery — highly important for automotive applications. Likewise, recycling efforts could also reduce the need for mining raw materials. Unfortunately, even the new battery tech requires the use of cobalt and recycling is somewhat inefficient (and produces pollutants as a byproduct).

Many battery manufacturers are already doing everything they can to procure materials as a possible shortage approaches. Last month, LG Chem announced it has agreed to set up two new joint ventures with China’s Zhejiang Huayou Cobalt to secure metals as automakers get hungrier for batteries. 

The good news is that, with cobalt prices so incredibly high, investment in additional mines seem extremely likely. Data on the shortage is also speculative, despite being based on sound projections. Automakers could change their minds and pull back on EVs to avoid being confronted with a shortage. However, if electrification happens at the rates they predict, there will be no way to avoid it.
[Image: LG Chem]
(article exerpt)


Comment:


Imagine a world with billions of shining electric cars powered by infinite number of nuclear plants and cobalt a lot of cobalt on the surface of the earth, in a try to satisfy the hungry for cobalt electrics, all the underground cobalt on the surface:

“Cobalt and cobalt compounds that release cobalt ions in vivo.


Cobalt and cobalt compounds that release cobalt ions in vivo are being listed as reasonably anticipated to be a human carcinogen.
The listing for cobalt includes different types of cobalt compounds that release ions into the body.
It does not include vitamin B-12, because cobalt in this essential nutrient is bound to protein and does not release cobalt ions.
Cobalt is a naturally occurring element used to make metal alloys and other metal compounds, such as military and industrial equipment, and rechargeable batteries.
The highest exposure occurs in the workplace and from failed surgical implants.
The listing for this metal and its compounds is based largely on studies in experimental animals.”
(link)


22 May 2018

An youtube video is deleted here.  A new version is coming asap.

(No comments).


07 June 2018

"On March 28, 5 days after the crash, the battery reignited."

No comments!


18/December/2018

O.k., for the momment, let's forget everything about the electric cars nightmare and have some fun!

Hey, girl! .....May we have a drink, ...I mean.... you, me and your Tesla?





O.k., o.k, ...I see...definitely not...


24 January 2019



23 April 2019

Just the first page of the search: "Tesla on fire"



Lithium + time= dendrites is the answer?


27 October 2019


PhD's in deadly fire!




Do you, still, trust them?


12 June 2022
 
 Oh my God!
 
 
 For those who thought that these data are far from reality,
 
 










Article excerpt.




Emissions Analytics




"Gaining traction, losing tread Pollution from tire wear now 1,850 times worse than exhaust emissions

By some distance, the research Emissions Analytics published in early 2020 claiming that tire particulate wear emissions were 1,000 times worse than exhaust emissions generated the most feedback of any subject we have tackled so far – feedback that was a mixture of surprise and scepticism.

Of particular attention was whether such a rate of wear would mean that any tire could be spent within just a few thousand miles with legal driving, however aggressive.  Particularly vocal were the battery electric vehicle (BEV) community, sensitive to any suggestion that the added weight of these vehicles might lead to tire wear emissions that might confound the ‘zero emissions’ tag.  Such was the reaction, the story was translated into over 40 languages worldwide. 

Since that study, which was transparently designed to quantify the worst-case tire emissions under legal driving, Emissions Analytics has been testing and analysing tire wear emissions in more detail across a wider range of driving conditions, and has performed a detailed chemical analysis of hundreds of new tires.  Furthermore, we have worked with the National Physical Laboratory in the UK objectively to quantify the uncertainties in our measurements of chemical composition.
 
The headline conclusion we draw now is that, comparing real-world tailpipe particulate mass emissions to tire wear emissions, both in ‘normal’ driving, the latter is actually around 1,850 times greater than the former.  Yes, in normal driving the ratio is almost double the previous figure for aggressive driving.
 
Quoting such ratios, however, needs careful interpretation.  The fundamental trends that drive this ratio are: tailpipe particulate emissions are much lower on new cars, and tire wear emissions increase with vehicle mass and aggressiveness of driving style.  Tailpipe emissions are falling over time, as exhaust filters become more efficient and with the prospect of extending the measurement of particulates under the potential future Euro 7 regulation, while tire wear emissions are rising as vehicles become heavier and added power and torque is placed at the driver’s disposal.  On current trends, the ratio may well continue to increase.  
 
To measure tire wear mass emissions, Emissions Analytics uses high-precision scales to weigh all four wheels – tires and rims together, without detaching – over at least 1,000 miles on real roads.  This is coupled with a proprietary sampling system that collects particles at a fixed point immediately behind each tire, which are, via a sample line, drawn into a real-time detector measuring the size of distribution of particles by mass and number.  Typically, this measures particles from 10 microns down to 6 nanometres.  This combination allows the real-time signal to be calibrated to the mass loss, and, by using the size distribution, the proportion of the particles likely to be suspended in the air can be estimated.  All tire emissions figures quoted here are for the whole vehicle, combining wear from the four tires.
 
Tailpipe particles are measured, in similar real-world conditions, using a diffusion charger analyser for dynamic mass concentration and a condensing particle counter for number concentration, both coupled with a standard Portable Emissions Measurement System (PEMS) to measure total exhaust flow.  As a result, distance-specific mass and number emissions can be derived, which can then be compared to equivalent tire metrics.  A summary of the results is shown in the table and chart below. 

The comparison is best illustrated by way of a bar chart with a logarithmic vertical scale, as shown below. 

The aggressive legal driving is the result from 2020, which was derived from a Volkswagen Golf driven at legal road speeds on a track, with fast cornering and maximum permitted payload in the vehicle.  The normal driving results were averaged across 14 different brands of tire tested on a Mercedes C-Class driven with average dynamics on the road, with just the driver and no payload in the vehicle.  All of these tires were tested from new.  A smaller number of tires were then tested over their full lifetime in order to estimate the degree to which wear rates declined over time.
 
The tailpipe real-world emissions were measured across four gasoline mid-sized sports utility vehicles from 2019 and 2020 model years, driven on a mix of urban and motorway routes.  The payload was the driver and test equipment only.  For these vehicles, the relevant regulated limit value in Europe – which is the same limit in force for current vehicles – was 4.5 mg/km for mass and 6.0 x 10
11 #/km for number.
 
Quite remarkably, but as testament to the filtration efficiency of the latest gasoline particulate filters (GPFs), tailpipe mass emissions are now as low as 0.02 mg/km.  Gasoline vehicles were tested as they represent the majority of new passenger cars sold today.  Therefore, the mass wear from new tires is 16 times greater than the maximum permitted from the tailpipe, but 3,650 times greater than actual tailpipe emissions.  Taking the full-life average tire emissions, that premium falls to the 1,850 times mentioned earlier.  The excess emissions under aggressive driving should alert us to a risk with BEVs: greater vehicle mass and torque delivered can lead to rapidly increasing tire particulate emissions.  Half a tonne of battery weight can result in tire emissions that are almost 400 more times greater than real-world tailpipe emissions, everything else being equal.  Nevertheless, it is important to say that a gentle BEV driver, with the benefit of regenerative braking, can more than cancel out the tire wear emissions from the additional weight of their vehicle, to achieve lower tire wear than an internal combustion engine vehicle driven badly.  

An important difference between tire and tailpipe particle emissions is that most of the former is understood to go straight to soil and water, whereas most of the latter is suspended in air for a period, and therefore negatively affects air quality.  This is supported by Emissions Analytics’ results, which suggest around 11% of the mass of tire emissions is smaller than 2.5 microns in diameter (defining the common metric for fine particle dust, PM2.5, which can be airborne). Therefore, the airborne tire emissions are more likely to be around 8 mg/km as shown in the table above – this is still more than 400 times higher than tailpipe emissions.  
 
However, considering just tire mass emissions may underestimate the effect on air quality and the consequent human health effects.  The particulate number can be estimated, as shown in the second table.  When measuring particle number, the lower size cut-off is important – the smaller the particles get, the more volatile and harder to measure repeatably they become. Cutting off at 23 nm avoids these ‘semi-volatiles’, whereas 6 nm is a much more comprehensive range

This shows that 13.4 x 1011 #/km are in the size range between 6 nm and 23 nm, which represent 92% of all particles below the 10 micron upper limit that defines PM10.  Growing scientific evidence suggests that these ultrafine particles more easily enter the human bloodstream and lungs, and cross into the brain.  The 14.5 x 1011 #/km for the whole size range should also be compared to the maximum number permissible from the tailpipe of 6.0 x 1011 #/km at a 23 nm cut-off, and the actual real-world values from Emissions Analytics’ EQUA test programme of 0.9 x 1011 #/km for gasoline vehicles and 0.1 x 1011 #/km for diesels.  Therefore, tires create more than double the particle number emissions of the tailpipe, averaged across those two fuel types.  Put another way, tires may release an extra sixty billion particles for every kilometre driven.
 
While the body of research on the health of effects of ultrafine particles is growing, how bad these effects are is likely to depend on how toxic the particles are. Light-duty tires are typically made up of synthetic rubber, derived from crude oil, rather than natural rubber, together with various fillers and additives. In a recent newsletter, Emissions Analytics set out its initial findings from chemical analysis of the organic compounds in a range of tires using two-dimensional gas chromatography and time-of-flight mass spectrometry. This showed that there were hundreds of different compounds in each tire, with a significant proportion being aromatics, some of which are recognised carcinogens.
 
The next stage is then to take that chemical profile and study the toxicity of each.  Our research so far shows that the least toxic tires are one-third as toxic as the worst – this will be the subject of a future newsletter.  Therefore, tires not only vary significantly in wear rates, but also in chemical composition and toxicity.  This potentially points to an effective way to drive reductions in wear and toxicity through economic incentives and regulation

Bringing all these elements together, Emissions Analytics will be publishing the chemical composition and toxicity of hundreds of different tires in a subscription database that will be launched in mid-May 2022.  The aim is to bring transparency and insight to an area that has historically been under-researched, but which has now been thrown into the spotlight with ever-heavier vehicles and rapidly cleaning tailpipes." 


Up to now, pollution from the tires was ignored.

 

But an electric car is significantly heavier than an conventional car, so its tires pollute more, and, as you can see, this contributes 1850 times more to the pollution than the internal combustion engines!

 

Do you like to add, in the equation, the pollution from the production of the extra-mega-terra electricity quantities which are needed to feed them?

 

It seems to be a deception somewhere around here, isn’t it?