#Vehicles Lighting Market demands

[mariacallous]

On May 14, Washington slapped new tariffs on China in what looks at first glance like the latest round of a familiar trade spat. The White House imposed duties of 25 to 50 percent on a range of industrial, medical, and clean tech goods—including semiconductors, solar cells, batteries, steel, aluminum, graphite, magnets, syringes, and ship-to-shore cranes. Strikingly, the latest measures also include a whopping 100 percent tariff on electric vehicles, effectively shutting the U.S. market to Chinese-made EVs.

Seen from Washington, these measures also look like a political move as U.S. President Joe Biden courts blue-collar voters in industrial swing states such as Michigan and Pennsylvania ahead of the November presidential election. It’s unlikely, however, that Beijing shares this benign interpretation. Seen from China, the tariffs look like a serious escalation of the U.S.-China contest and are probably raising alarm bells. Here’s why.

1. Washington is playing the long game. Stories of how China has become the world leader in EV manufacturing and is flooding the world with cheap vehicles have flourished over recent months. At the global level, there certainly is something to this analysis. Chinese exports of EVs jumped by a whopping 80 percent last year, propelling China to the top of the global ranking of car exporters. Yet this does not apply to the United States, where China supplied just 2 percent of EVs sold last year. (U.S. consumers appear to have a distinct preference for South Korean, Japanese, and European EV imports.) In other words, a 100 percent tariff on a few thousand cars will not hit Chinese firms hard.

A closer look at the list of targeted sectors suggests that batteries, not cars, will be the real pain point for China. The U.S. market is important for Chinese battery firms, which supply around 70 percent of the lithium-ion batteries used in the United States. For China’s battery sector, this means that the impact of the latest U.S. tariffs will likely be huge: The usual rule of thumb is that a 1 percentage point increase in tariffs entails a 2 percent drop in trade. With tariffs rising from 7.5 percent to 25 percent, the rule suggests that Chinese battery firms’ U.S. sales could drop by around one-third—or by $5 billion when one includes the entire battery supply chain. With Chinese battery-makers already seeing their profits plummet amid softening global demand, this is certainly bad news for Beijing.

Crucially, batteries are also an area where the U.S. government is investing huge amounts of public funds, in particular through the Inflation Reduction Act, which seeks to boost U.S. domestic production of clean tech goods. Seen in this light, the latest U.S. tariffs are preemptive measures to protect a nascent clean tech industry and make sure that there is domestic demand for future U.S. production. This suggests that the United States is playing the long game here, with little chance the tariffs will be lifted anytime soon. On the contrary—the U.S. clean tech market could well be closed to Chinese firms from here on out.

2. The White House is trying to force Europe to come on board and impose similar tariffs on China. Biden is probably seeking to score electoral brownie points with a 100 percent tariff on EVs, making former President Donald Trump’s proposal for 60 percent on U.S. imports from China look almost feeble. (Not to be outdone, Trump just announced that he would apply a 200 percent tariff on Chinese-branded cars made in Mexico.) Yet the reality is that Biden’s tariffs will not prove game-changing in the short term: Their implementation will be phased in over two years, and supply chain adjustments typically take time. In short, the measures are unlikely to fuel a U.S. industrial boom in time for the November elections.

What will happen before the election, though, is the conclusion in June or July of the European Union’s ongoing anti-subsidy investigation into China’s EV makers. Rumors abound of a possible tariff of 20 to 30 percent on Chinese EVs. Such a prospect is probably unnerving for Beijing; the EU is the biggest export market for China’s EVs, absorbing around 40 percent of Chinese shipments. The United States hopes that its 100 percent tariff on EVs will compel the EU to not only follow Washington’s example in imposing a tariff on Chinese EVs but perhaps also consider a higher one. This bold strategy could well work. Europe is unlikely to enjoy having its arm twisted by Washington, but the bloc will also worry that Chinese EV makers could double down on their push to dominate the EU market now that they have lost access to the U.S. one.

Chinese EVs look set to be a key topic when G-7 leaders meet for their annual summit in June. The United States will probably try to cajole Germany, which has long been dovish vis à vis China, into supporting sharply higher tariffs. German Chancellor Olaf Scholz has pointed to the fact that European auto manufacturers “sell a great many vehicles that are produced in Europe to China”—hinting at German fears that China could retaliate against EVs and internal combustion engine cars imported from the EU.

3. The tariffs are a serious escalation from Washington’s previous de-risking strategy. In recent years, U.S. de-risking has focused on reducing the United States’ reliance on China for crucial goods and curbing Beijing’s access to dual-use technology in a bid to avoid fueling the country’s military advances. To implement this strategy, Washington has so far relied on two main tools from its economic statecraft kit: financial sanctions (for instance, on firms linked to the People’s Liberation Army) and export controls (notably on semiconductors, which are dual-use goods found in most military equipment).

Washington is slowly realizing that these two tools are imperfect. China’s massive sanctions-proofing efforts mean that sanctions do not always deal a blow to Chinese firms, which may no longer be using the U.S. dollar (China now settles around half of its cross-border trade in renminbi) or Western financial channels such as SWIFT, the global payments system. Washington also understands that export controls on clean tech would not curb China’s ambitions in the field, as Chinese firms already have all the tech they need. This leaves only one option for U.S. economic statecraft: tariffs that leverage one of the country’s greatest economic assets—access to its market.

This is why the latest U.S. tariffs are likely raising red flags in Beijing. The United States is now severing access to its market in clean tech and other areas that China sees as crucial for its plans to become the world’s future economic superpower. If the EU plays ball, this approach would expose a central flaw in Beijing’s industrial strategy: What if the world’s two biggest markets—the United States and the EU—become no-go areas for Chinese firms dependent on exporting their vast production, leaving them with piles of unused goods? Few other markets are available for Chinese clean tech exports—outside Europe, North America, and East Asia, most countries lack the infrastructure for large-scale EV adoption, for example. This prospect may well keep Beijing’s planners up at night, with no easy solution in sight.

The question now is whether and how Beijing will react. Serious retaliation is unlikely, since the United States exports far less to China than vice versa. Given its current economic woes, China also has little interest in further weakening its economy—for example, by imposing export bans on critical raw materials, rare earths, or other crucial goods for Western economies.

As the latest skirmish in the battle for economic dominance between Washington and Beijing, the new U.S. tariffs raise a number of bigger questions: Will Washington succeed in its efforts to create a domestic ecosystem for clean tech? Will the United States and Europe manage to cooperate—or go their own ways in their economic relations with China? Will the United States continue to curb Chinese access to the U.S. market for the purposes of de-risking—and if so, in which sectors? There is probably only one certainty in the U.S.-China economic war: The conflict will continue well after the November elections, whatever their outcome.

[crionn]

🗡 : altus concept + lore guide !! ( by rain ft. kaz )

visual concept : the entire region is seemingly stuck in the 19th century architecture wise, france, and, in a lot of ways, it mirrors real life france of that time. stained glass windows, churches running down streets, cobbled walkways fit for horse and carriage, markets and dimly lit bakeries attached to living apartments on top floors, along with there being no modern vehicles. altus is under nightfall at all times, specifically under a blood moon, painting the sky under a constant dark, red hue.

portal : notre dame d’amiens, somme, hauts de france. while not exactly hidden from the human population, it is near impossible to access altus from this portal unless one is a vampire themselves. vampires will access this portal with their portal manipulation, usually within one of the empty doorways of the building.

ruling house : currently under astérisque rule, with the crimson moon clan acting as a decoy, leading figure of the state.

heir : non applicable.

sigil : an illustration of the asterisque rose.

motto : when moonlight rises, when daylight falls.

the city of altus : altus is a realm nestled between the dense forest lands of asterres and the mountainous range of (name here). the main hub of the city resembles that of paris in the 19th century. the capital of altus, noirère, is based on what is known in the human realm as the seine. it's first inhabitants gave it this named based on the mirror image of the seine itself, calling it the region of the black river (rivière noire), thus birthing the name noirére; an amalgamation of the two french words. although the first inhabitants of altus were indeed french, it has since become a haven for all vampires, leading to it's "globalisation". the main inhabitants of the city of noirére belong to the crimson moon clan, save for those of the asterisque clan sitting at the vampire council's leading seats. those of the asterisque clan are generally not welcome at the city of noirére, and are expected to live within asterres in a secluded community. although humanoid in appearance, the people of altus are vampires through and through, with some showing their true appearance under certain circumstances. whilst those of the crimson moon clan are generally off putting in appearance, those of the asterisque clan are uncanny, scary. although ran by a government, the region of altus is heavily ingrained with religion and faith of the moon.

locations : the vampire council's headquarters : conseil des vampyr (notre-dame de paris), an array of churches littered among streets, the citadel (for those who devote their lives to the old teachings of altus, based on the citadel, game of thrones), large, open markets, many, many theater houses, musée de nous (an extremely large exhibition space for the arts, resembling the once standing crystal palace, london) and asterres.

jobs : sittings on the vampire council (including various titles), noblemen, priests, bards, artists, musicians, stage actors, opera singers, market place merchants, doctors (currently in high demand!!) the common folk.

mythology : faith in the moon, and the moon alone.

noirére, a society : although noirére remains in constant nightfall, flora and fauna grow much like on earth, if not more. astérisque flowers are a plant that is native to altus, and appears as the nations national symbol, blue in color, emitting a light hue.

society within noirére can be described as something rather old fashioned. despite vampires being able to lead ordinary lives within their own world, they are heavily controlled by the vampire council that watches their every move. there is a rather sharp difference in the classes, upper class being nobility, and everyone else falling below it. everyone however, is entitled to an education within altus, and most are encouraged to take interest in the arts.

culture within noirére is rich and dense, particularly in music, art, and dance. most in altus grow up with the inclination to compose, perform, and write classical music, along with creating artistic masterpieces some would think impossible to fathom, and performing theatre. most wear clothing that takes direct inspiration from 19th century clothing, but instead incredibly modern; think blouses, tight fitted pants, boots, dresses and adorned hair without countless underlayers and effort. as most vampires have no access to human blood within noirére, they eat to rely on energy. their food consumption can be heavily related to parisian food; wine, bread, cheeses, steak, fish, soups, etc. the population of altus worship their moon, and find comfort in the red light it emits, mostly due to the fact that it powers vampires themselves. for most, religion is passive more than anything, despite a few that pledge their lives to such a thing, and the loudest voices leave the more lasting impressions.

out of all of the realms, inhabitants of altus are known to step into the human world more often than others, and this is simply based on their need for human blood consumption. this however, is heavily monitored by the vampire council, and as of recent years, there has been a ban on human blood altogether. this isn't to say that altuins haven't found a way around this, no matter how dangerous it may be.

asterres, a society : astérisque moon vampires have a rocky reputation within altus. while revered for their beauty and rarity, they are also distrusted and feared due to previous incidents. most, excluding members of the council, live in a small isolated community on the outskirts of noirére, within the dense forests of asterres, marked by tall wrought-iron gates. crimson moon vampires are discouraged from entering. despite outward appearances, the community of asterisque vampires live within a self-sufficient, safe, and nature based community. they are incredibly more religious than their crimson moon alters, and dedicate their lives to the hopes that one day, the blue moon will shine once more. walkways are simply desire paths between grassy lands, candle lit lamp posts dust them, and asterisque flowers are at a near constant bloom; a meadow hugging every corner. buildings, white in color (thought to repel red moonlight), are nestled between large trees and an abundance of foliage. there is no money system, instead, inhabitants share and barter with one another. whilst seemingly warm and inviting, those who live within asterres are odd, and off putting, inducing the feeling that all will be well as long as you don't slip up.

more info TBA !!!

[justinspoliticalcorner]

Michael Serazio at Vox:

For most of advertising history, “red” or “blue” as partisan loyalty signaled more your taste for Coke or Pepsi than your identity as Republican or Democrat. Mass markets, by definition, necessitated selling to both sides of the aisle. As with so much else, the presidency of Donald Trump — built upon a self-conceived human brand — radically upended those norms. Post-2016 election, one Adweek column thundered, “Brands cannot expect to play Switzerland as the rest of the world picks a side.” Consumer culture suddenly became the vehicle for political expression, with Madison Avenue giving voice to countless causes. The staid “corporate social responsibility” morphed into the more muscular “brand purpose,” which beget impassioned activism. Social justice became “trendy;” politics, the means to signal commercial “integrity.”

Today, just as during the Trump presidency, controversial issues abound, protesters convulse public spaces, and a divisive election looms. The world is picking sides — on abortion and Gaza and Trump’s trials. And from brand-land? By and large, the sound of silence. That’s because, despite prior pretense, advertising follows, not leads; it needs markets, not morality. That silence, therefore, says much about our sociopolitical moment: As culture warriors find themselves on the defensive, brands, wary from the backlash against Bud Light’s use of a trans influencer, no longer show interest in advancing their causes. Indeed, today’s primary “cause” — and, arguably, election issue — is lower on the hierarchy of needs: cost of living. That makes for a more practical, less symbolic battleground for commercial content. In 2024, whatever else might happen, the revolution will not be advertised.

During the Trump years, advertising evolved a bit like journalism: It went from ostensible objectivity and pitching its product across allegiances to satisfying partisan preferences and selling to niches. As society polarized and fragmented and everything got politicized — the NFL, safety pins, low-flow toilets — neutrality came across as craven delusion.

This fundamentally shifted the logic and basis of consumer choice. Previously, we thought, “If I’m going to buy paper towels, are they useful? Are they inexpensive?” one marketing executive explained to me. By 2020, “societal issues [had] become brand attributes ... in terms of product purchases.” The question became: How “woke” are your paper towels? If the ads of the 2010s felt like they were talking back to Trump, you're not mistaken. Like other domains of cultural production — journalism, the popular arts, academia — brand-land leans left. For many such news topics invoked commercially — race, guns, the environment — creative professionals couldn’t conceive of there being “two sides” to the story.

[...] Brand-land was arguably taking its cues from market demand: One poll found nearly three-quarters of consumers wanted retail companies to stand up for their political beliefs and another found two-thirds would switch from a brand if those didn’t align with their own. At times, those consumers themselves took the initiative on activism. Much like today’s protesters clamoring for Israel divestment, a #GrabYourWallet boycott of Trump-aligned products and companies went viral. The personal has, of course, long been political, but during the 45th presidency, the civic became commercial as never before. Then, just as quickly as it had stormed the barricades, Madison Avenue abandoned them.

[...] Again, commercial communication follows, not leads. Advertising’s activist retreat mirrors a reversal in public sentiment, perhaps a post-pandemic fatigue. One poll finds just 20 percent of Americans are now interested in corporations taking a stand on political issues or current events, and fewer than 30 percent want to hear brands opine on international conflict. Curiously, among the least supported issues (for brand engagement, at least) are many that defined the commercial battlegrounds of the Trump years: police reform, immigration, LGBTQ+ rights, and abortion.

[...]

Perhaps there’s another type of issue that’s more pressing to Americans right now, one that retail companies can uniquely speak to because, historically, that was their primary messaging domain: How much are we paying and for what? After all, rising prices are arguably the defining political issue of the Biden era. That doesn’t allow for sexy, flashy branding — or even the moral, culture war invocations of the Trump years — but it’s top of mind when you have to pay 15 bucks for a sandwich or salad at lunch. In turn, that assumed attentiveness to price and utility treats the consumer as pragmatic rather than performative: someone concerned for what a product costs and does rather than how it might reflect their sociopolitical identity. It also suggests that virtue-signal shopping is a luxury less affordable during inflationary times. Unstated by Pritchard but surely informing his caution is Bud Light’s reported billion-dollar sales slide, attributed to a transphobic boycott following a fleeting partnership with social media star Dylan Mulvaney in early 2023. When that backlash exploded, Anheuser-Busch’s CEO defensively walked back any pretense of activism: “We never intended to be part of a discussion that divides people."

There had, of course, been brand politics flops before. Starbucks nudged customers and baristas to, awkwardly, “Race Together” by striking up conversations about police-exonerated killings of Black men. Pepsi similarly pissed off the entire internet with its quasi-Black Lives Matter spot attaching the soda, visually and conceptually, to street protests in a way that’s unimaginable now, given the campus unrest of recent months. The Bud Light kerfuffle, though, had more of a financial and cultural impact on the brand because it represented a real mismatch of target audience and their perceived politics. Starbucks and Pepsi fans likely didn’t find anti-racist causes wrong, just the messaging heavy-handed and poorly executed.  And post-Mulvaney, the influencer marketplace — an estimated $20 billion-plus industry — is increasingly scrutinized for risky content that might alienate one side or the other.

[...] Under Trump, brands had appointed themselves vessels for progress, most especially on matters of cultural identity like race, sex, and immigration. In the years since, corporations have backpedaled to more of that “Switzerland” neutrality, reflecting a broader retreat from DEI ambitions across both law and norms.

A trend that was dominant in the late 2010s and early 2020s, the “woke” capital movement that many brands had in their ace has begun to fall apart, owing to the ongoing inflation issue and the backlash over Dylan Mulvaney being in a single Bud Light ad.

[onlineauto385]

Online Auto Appraisal

In today's digital age, the world of automotive appraisal has seen a significant shift towards online platforms. Gone are the days of relying solely on physical inspections or local expertise; now, prospective car buyers and sellers can access a wealth of information and appraisal services with just a few clicks. Online auto appraisal services have emerged as a convenient and efficient way to determine the value of a vehicle, whether you're buying, selling, or simply curious about your car's worth. This article explores the benefits, processes, and considerations involved in online auto appraisals, shedding light on why this modern approach has gained traction in the automotive industry.

The Evolution of Auto Appraisal

Traditional methods of auto appraisal often involved visiting multiple dealerships, consulting with local experts, or relying on printed guides like the Kelley Blue Book. While these methods provided valuable insights, they were often time-consuming and limited in scope. Enter online auto appraisals, which leverage technology to streamline the valuation process. These services utilize algorithms, databases, and market trends to provide quick and accurate estimates, transforming how consumers and professionals alike approach vehicle valuation.

How Online Auto Appraisals Work

Online auto appraisals typically begin with the user inputting specific details about the vehicle in question. This information may include the make, model, year, mileage, condition, and any additional features or upgrades. Advanced platforms may also consider geographic location and market demand to tailor their valuation. Once the data is submitted, sophisticated algorithms analyze comparable vehicles, recent sales data, and market trends to generate a valuation range. This process combines statistical analysis with real-time market insights, providing users with a comprehensive understanding of their vehicle's current market value.

Benefits of Using Online Auto Appraisals

Convenience: Perhaps the most significant advantage of online auto appraisals is their convenience. Users can access valuation tools from the comfort of their homes or offices, eliminating the need for in-person inspections or appointments.

Speed: Unlike traditional methods that may take days or weeks, online appraisals deliver results almost instantaneously. This speed is particularly valuable for individuals navigating time-sensitive transactions or contemplating multiple vehicle options.

Accuracy: Leveraging vast databases and analytical tools, online appraisals offer highly accurate valuation estimates. Factors such as regional market variations and vehicle condition are meticulously factored into the appraisal, ensuring reliability and transparency.

Comparative Analysis: Online platforms often provide comparative analysis, allowing users to compare their vehicle's value against similar models in their area or across the nation. This feature empowers informed decision-making and enhances negotiation leverage.

Cost-Effective: Many online appraisal services are either free or offered at a nominal fee, making them a cost-effective alternative to traditional appraisal methods that may involve consultation fees or travel expenses.

Considerations Before Using Online Auto Appraisals

While online auto appraisals offer numerous benefits, it's essential to consider a few factors before relying solely on their valuation:

Condition Assessment: Online appraisals rely on user-provided data. Ensuring an accurate description of the vehicle's condition and any relevant details is crucial to receiving an accurate valuation.

Market Variability: Market conditions can fluctuate, impacting vehicle valuations. While online platforms strive for accuracy, understanding regional trends and demand shifts can provide additional context.

Supplementary Inspections: For high-value transactions or unique vehicles, supplementary inspections by certified professionals may be advisable to validate online appraisal findings.

Conclusion

In conclusion, online auto appraisals represent a transformative tool in the realm of vehicle valuation, offering convenience, speed, and accuracy unparalleled by traditional methods. Whether you're buying, selling, or simply curious about your vehicle's worth, these platforms provide invaluable insights into the dynamic automotive market. By harnessing the power of technology and data analytics, online auto appraisals empower consumers and industry professionals alike to make informed decisions with confidence. As the digital landscape continues to evolve, the role of online appraisals in shaping the automotive industry's future is poised to expand, further enhancing transparency and efficiency in vehicle transactions.

#carsales #cars #carsforsale #usedcars #cardealership #carsofinstagram #car #cardealer #dealership #autosales #nashville #tennessee #countrymusic #nashvilletn #musiccity #music #country #singer #love #songwriter #tn #franklintn

[bnkbgvbzbuf876986387nogj]

Doubling battery capacity is one way to increase the range of an electric vehicle (see also the Mini E, which sacrifices its rear seat for a larger battery and gets 104 miles), but this option is far from sustainable since it also doubles the amount of energy needed to manufacture the battery. It also doubles the costs, of course. The battery of the $ 109,000 Tesla Roadster sells for $ 30,000, as much as an entire Nissan or Mitsubishi vehicle.

Nobody has investigated how much energy it takes to produce a Tesla Roadster battery, or any other EV battery for that matter, but you can get an idea of it using an online tool from Carnegie Mellon University. Corresponding to these data, $ 30,000 of economic activity in the storage battery sector (including the production of li-ion batteries) equals an energy consumption of 23,222 kWh - that’s almost 6 years of electricity consumption by an average British household. The battery has to be replaced after a maximum of 7 years.

These figures suggest that the embodied energy of the battery - not considered in any research paper that investigates the ecological advantages of electric cars - makes up for a substantial amount of the total energy cost of an electric automobile. At the advertised energy use of 21 kWh per 100 miles, 23,222 kWh would take the Tesla 109,938 miles (176,929 km) far. That’s almost 30,000 km (18,600 miles) per year, or 80 km (51 miles) per day. The low “fuel” costs are only half the story if the “fuel tank” itself is that energy-intensive.

Miracle battery

Today, just like 100 years ago, EV proponents are divided on the question of how to market electric vehicles. Some keep emphasizing the fact that most people never drive further than 30 miles per day - therefore the current batteries are well suited to perform their task. Most cars will be charged overnight, battery-swapping stations and fast-charging will do the rest.

Others, however, keep hoping for a revolutionary storage technology that will eventually give EV’s a similar range to that of gasoline cars. This belief is supported by press releases like this: “Nanowire battery can hold 10 times the charge of lithium-ion”. It is interesting to note that the arrival of such a miracle battery has been “just around the corner” for over 100 years now:

“A large number of people interested in stored power are looking forward to a revolution in the generating power of storage batteries, and it is the opinion of many that the long-looked-for, light weight, high capacity battery will soon be discovered.” (source, 1901).

“The demand for a proper automobile storage battery is so crying that it soon must result in the appearance of the desired accumulator [battery]. Everywhere in the history of industrial progress, invention has followed close in the wake of necessity” (Electrical Review, 1901).

Edison himself promised a radical improvement to the lead-acid battery at the turn of the 20th century. It took almost a decade before the Edison battery appeared on the market, and even though it had some advantages over the others, it was very expensive (the price of a gasoline powered Ford Model-T) and far from revolutionary.

The promise of a miracle storage technology reared its head again in the 1960s and 1970s, when electric cars went through a short revival:

“The consensus among EV proponents and major battery manufacturers is that a high-energy, high power-density battery - a true breakthrough in electrochemistry - could be accomplished in just 5 years” (Machine Design, 1974).

The range of most electric (concept) cars in the 1960s and 1970s was considerably lower than that of early 1900 electrics. This was because they were still making use of similar lead-acid batteries, while the cars themselves were already much heavier and more powerful.

Realistic electric vehicles - scenario 1

The miracle battery might one day arrive, but history teaches us not to count on it. What would definitely yield results, on the other hand, is to use existing technology and downsize the car. There are two ways to do this, as was briefly noted above. The first is to go back to early 20th century electric vehicles and equip them with modern batteries. This would extend their range spectacularly, as much as a (not yet existing) nanowire battery could.

If you were to put the lithium-ion battery of the Nissan Leaf in the 1908 Fritchle, the vehicle would have a range of about 644 km (400 miles). If you put a lithium-ion battery with the same weight of the Fritchle-battery inside, you get about 700 miles (1,127 km) range. Add to this the fact that we now also have lighter and more efficient motors (and other vehicle parts) and the range will become even greater.

Even with the headlights and the heating on, driving home over windy hills and muddy roads, such a car would give a safe and comfortable range, similar to that of today’s gasoline vehicles. Moreover, it would consume less energy: the Fritchle used around 7 kWh/100 km, the Nissan Leaf at least 15 kWh/100 km.

A better range is much more than a convenience for the driver. It would also mean that we need fewer charging and battery swapping stations, which would greatly lower the costs and the embodied energy of the required infrastructure. In short, slower EV’s would make EV’s a whole lot more likely. Interestingly, we don’t even have to streamline them. Early electrics had style, and at low speeds aerodynamics is not an important factor in energy consumption.

Realistic electric vehicles - scenario 2

Of course, slow vehicles with the appearance of a horse carriage will not appeal to everybody. But there is another way. We could also downsize the electric car by designing much lighter and fuel efficient vehicles. This is shown by a concept EV like the Trev. This vehicle’s performance is comparable to that of the Nissan Leaf or the Mitsubishi i-MiEV: it has a top speed of 120 km/h (74.5 mph) and it accelerates from 0 to 100 km/h (60 mph) in less than 10 seconds.

However, its battery is almost 5 times lighter (45 kg or 99 pounds) and the vehicle itself (including the battery) weighs only 300 kg (660 pounds). In spite of its higher performance, it consumes as much energy as the Fritchle: 6.2 kWh/100 km, half the fuel consumption of the Nissan. Yet, the range of the Trev is similar to that of the Nissan or the Fritchle: 150 km or 93 miles. The reason is of course that if you design a much lighter vehicle, it will also have a much smaller battery that consequently holds less energy. With gasoline powered automobiles, the potential of weight reduction is much larger.

Nevertheless, a vehicle like the Trev would have almost as much benefits as a Fritchle with a 2010 battery. It would still require an elaborate charging infrastructure, but because of its much smaller battery it would seriously relieve the problem of peak demand: fast-charging could become a realistic option without the need to build hundreds of new power plants. It would also have the substantial advantage of holding a battery that is much less energy-intensive to produce.

We cannot have it all

Of course, there are many more possibilities than the two scenario’s outlined here. It would not kill us to drive at speeds of 20 mph, on the contrary, but there is so much potential in downsizing the automobile that we don’t have to go all the way back to the early 1900s to get a decent range.

We could tune them up a bit so that they could get 60 km/h or 40 mph (only sligthly faster than the 1911 Babcock Electric Roadster pictured above) and accelerate just fast enough to leave a crime scene or flee from a mad elephant.

At 60 km/h or 40 mph a trip of 600 kilometres or 400 miles would take 10 hours, instead of 5 hours at a common motorway speed. This does not sound like the end of the world. It’s definitely a whole lot faster than going by foot (120 hours) or by bike (30 hours). We could also equip the Trev with a somewhat larger battery so that it gets a better mileage at the expense of a somewhat lower speed. Or, yet another possibility: keep the Trev like it is but limit its speed to that of the Fritchle.

If we want more speed, we have to sacrifice range. If we want more range, we have to sacrifice speed. If we want to keep the (energy) costs of the charging infrastructure within reasonable limits, we have to sacrifice speed or size. The lesson to be learned here, is that we cannot have it all: range, speed and size. And yet, that’s what we are trying to do.

[wheelsgoroundincircles]

Packard Patricia pickup

Chris Coleman

Former Test Driver & Mechanic at Automotive Industry (2007–2008

What were the original reasons for Chevrolet coming out with the El Camino?

The El Camino, and other similar vehicles, like the Ford Ranchero, Subaru BRAT, Dodge Rampage and others, were designed to offer car-like comfort, performance and convenience, with the cargo capability of a light truck. Three of the forerunners to this were the Packard Patrician pickup, the Chevrolet Cameo and the Dodge Sweptline pickups.

1957 Dodge Sweptline with tailfins

Chevrolet Cameo Fleetside

The El Camino was based on the full-sized Impala originally, and was enormous. The low ground clearance and hefty weight made it a poor choice as a pickup. Most owners purchased them for styling reasons, especially with the cat eye taillights and horizontal tail fins.

1959 Chevrolet El Camino

Later, Chevrolet downsized the El Camino and based it on the Chevelle/Malibu, where it remained until it was discontinued.

1968 El Camino SS

With nothing in the rear, other than an empty bed, it was difficult to make it competitive as a muscle car, since the weight distribution was heavily biased towards the front.

Also, the bed used curved sheet metal in many places, to accommodate the rounded body panels, and this wasn’t a good fit with common pickup cargo, like plywood, hay bales and crates.

With the passenger compartment realistically holding two people, it was worthless as a family car, while a station wagon version of the Chevelle would be perfect. These things made it an odd fit with a very limited customer base.

Holden Ute, from Australia

Paradoxically, in Australia, cars like these, called Utes (short for utility) were and are extremely popular. Australia has a more rural environment and remote ranches and homes, which make this type of vehicle perfect for them. However in a more suburban setting, like the U.S., the El Camino was always an odd choice.

1972 Ford Ranchero - Based on the Torino

Dodge Rampage

Dodge Rampage, built on the K-car platform

Subaru Baja

Today, no one makes a ute for the American market, but that doesn’t mean these may not resurface from time to time. As kids grow up and nests are emptied, we may once again see a demand for the ubiquitous El Camino, Ford Ranchero and others.

[villagerain]

@steeleidolon --

It is as public as a public venue can be -- more or less. Not precisely the highest class of bars, End of the Line resides in the sliver between the transit station and the corkscrew tunnel vehicle access, and serves grounders who may need to wait for the train until last call as much as it serves Plate-dwellers looking for a taste of the underbelly without the grime of Wall Market.

It may as well be a speakeasy lifted from fifty years ago and deposited three hundred meters above the ground. Nicotine-stained brick and amber lights, wrought iron cup-stools, plush leather benches worn to a patina, a dark hardwood bar, real wood and brass in an age of synthetics, all paint a picture of run-down opulence.

And then there's the karaoke setup. Kunsel descends to whistles, the odd catcall, a tossed-crumpled gil note (with a phone number, it looks like), and then jeers as he cedes the stage and the microphone to an unsteady salaryman who is ruddy-faced and eager for the next song. Must be a regular. It's early yet as these places go and the crowd isn't that large.

Kunsel is mostly out of regs, not that over-knee boots and fitted trousers are terribly uncommon. The hug of long-sleeved mesh and angle-patterned dark fabric draw attention away from the lambent gleam of eyes in the dark. Not to say he did not bring the other half of his uniform--it's within sight in the clear-paneled gun cabinet behind the bar. Swords and coat, right next to someone's shotgun. Maybe the barkeep's. Maybe not.

Playing by the rules and all.

Kunsel helps himself to a perch on a stool right nearby with an air of sprezzatura he may not feel at the eerily familiar face.

"Oof. Why are you looking at me in that tone of voice?" He manages wry as he orders something strong and citrus-forward. Maybe he'll even get to finish it. "Was it that bad?"

A Turk outside of uniform is still a Turk. Balto has eschewed the usual suit jacket and white shirt for a satin, navy blue shirt buttoned up to his collarbone and white slacks, but he is not here without purpose. That delineation between profession and personal does not exist for him anymore. The higher you climb, the older you get, the smaller the view out that window becomes. 

SOLDIER First Class, Kunsel. Newly promoted. Not his usual type, but that hardly matters. 

Balto keeps his head bowed, providing his undivided attention as his companion’s rich baritenor shares space with the warmth from old-fashioned, power hungry incandescents and exposed brickwork walls. 

He's already nursing a drink by the time Kunsel snakes his way back through the rounded tables with their glossy, vinyl black marble finish. The ball of ice in his glass bobs on its amber bed as he sets it down and leans against the bartop on one elbow with his body angled towards Kunsel.

"You could benefit from vocal training." There's something resembling a grin on his face, more in his eyes than the line of his mouth as he meets Kunsel’s gaze over the top of his glasses. "It wasn't bad, objectively speaking."

Good enough to impress the crowd, although the reception of most any performance always improves with a pretty face.  

“I can’t complain anyway.” If not for a direct invitation to attend, he’d be sitting out in the cold on the rooftop right about now, half-asleep with a headset on. Good to know the brutal honesty approach isn’t a total wash. “So, why the change of heart?”

Balto breaks eye contact briefly to glance at the bartender as she slides an eye wateringly bright, orange cocktail across the way.

“Sector Eight Cocktail.” She looks between the two men beneath a fringe of brown bangs, guessing at their association perhaps, before the curiosity drowns somewhere in the need to address the demands of the bar’s other patrons. Attractive in the conventional sense, despite the fake lashes and dramatic winged liner. Balto catches her attention before she can turn away by wiggling his fingers ‘hello.’ 

“Hey pretty miss, I’ll have one too, please.”

[earaercircular]

The EU gives final green light to removable batteries in mobile phones from 2027 on.

The regulation also establishes a calendar for the recycling of batteries from different devices

The European Council has given the green light last Monday to the new regulation[1] that will make it easier for consumers to change portable batteries in mobile phones and other electronic devices from 2027[2] on, for which date they must be easily removable by users. With this, the Twenty-seven support the provisional political agreement reached last December with the European Parliament on new rules for the design, production and waste management of all types of batteries sold in the EU. The regulation will be signed by the European Council and the European Parliament before it is published in the Official Gazette of the EU and enters into force 20 days later.

This standard aims to create a circular economy for batteries by addressing all stages of the life cycle of these products, from design to production and waste treatment. This initiative is of great importance, since the demand for batteries is expected to increase tenfold in 2030.

The regulation establishes that portable batteries incorporated into devices must be removable and replaceable by the end user by 2027 at the latest, allowing sufficient time for operators to adapt the design of their products to this requirement.

“Batteries are key to the decarbonisation process and the EU shift towards zero emission modes of transport. At the same time, end-of-life batteries contain many valuable resources[3] and we need to be able to reuse those critical raw materials instead of relying on third countries for supplies. The new standards will promote the competitiveness of the European industry and guarantee that the new batteries are sustainable and contribute to the ecological transition”, said Teresa Ribera, third vice president of the Spanish Government and minister for the Ecological Transition and the Demographic Challenge, at the meeting of Ministers of Energy and Environment held in Valladolid.

The regulation will apply to all batteries, including all waste portable batteries; from electric vehicles; from industrial devices; permitting to start, light-up and ignite (SLI), mainly used for vehicles and machinery, and for light means of transportation, such as electric bicycles, electric mopeds and electric scooters.

Circular economy

The new rules aim to promote a circular economy by regulating batteries throughout their life cycle. Therefore, the regulation sets requirements for end of life, including targets and obligations for collection, as well as for material recovery and extended producer responsibility.

The regulation establishes targets for producers to collect portable battery waste (63% by the end of 2027 and 73% by the end of 2030), and introduces a specific collection target for used batteries for light means of transport (51 % by the end of 2028 and 61% by the end of 2031). In addition, there is a target for the recovery of lithium from used batteries (50% by the end of 2027 and 80% by the end of 2031). The latter can be modified by delegation of authority depending on the market and technological advances and the availability of lithium. It also includes mandatory minimum levels of recycled content for industrial batteries, SLI and electric vehicles (16% for cobalt, 85% for lead, 6% for lithium and 6% for nickel.

Finally, the regulation introduces labelling and information requirements, among other things, on battery components and recycled content, and an electronic 'passport' and QR code. In order to give Member States and economic players on the market enough time to prepare, the labelling requirements will have to be applicable from 2026 and the QR code from 2027.

Source

Redacción, La UE da luz verde definitiva a las baterías extraíbles en los teléfonos móviles a partir de 2027, El País, 10-7-2023, https://elpais.com/economia/2023-07-10/la-ue-da-luz-verde-definitiva-a-las-baterias-extraibles-en-los-telefonos-moviles-a-partir-de-2027.html

[1] https://www.europarl.europa.eu/news/en/press-room/20230609IPR96210/making-batteries-more-sustainable-more-durable-and-better-performing

[2] Removable batteries and single charger for the mobile, the difficult dream of the EU. Brussels wants the 'smartphones' to reopen from behind and a universal connection, but collides with the opposition of the manufacturers. https://elpais.com/economia/2022-05-09/baterias-extraibles-y-cargador-unico-para-el-movil-el-dificil-sueno-de-la-ue.html

[3] The three bites of planned obsolescence to the environment. Designing to shorten product life generates more e-waste, but also higher emissions due to increased material extraction and factory activity. https://elpais.com/retina/2020/03/09/tendencias/1583740212_343832.html

[allthebrazilianpolitics]

Brazil starts to tap its rare earth reserves

A rare earth mining project nearing completion in the midwestern state of Goiás has the potential to kickstart the development of a rare earth industry in Brazil, market participants said

The Mineração Serra Verde project, owned by energy transition-focused private equity firm Denham Capital, is in the final stages of commissioning and is scheduled to launch ionic clay rare earth production by the end of this year.

Planned phase 1 output is large by industry standards, at around 5,000 tonnes per year of rare earth oxides contained in concentrate. Importantly, this will include both the light rare earths neodymium and praseodymium and the heavy rare earths dysprosium and terbium, which are all needed for high-performance neodymium iron boron (NdFeB) magnets for the engines of electric vehicles (EVs).

Neodymium and praseodymium are used in the largest amount in NdFeB magnets, but trace quantities of dysprosium and terbium are critical for maintaining the performance of these magnets at high temperatures inside an EV engine.

Global production of heavy rare earth ores is concentrated in Myanmar, and supply is frequently disrupted. This is accelerating the search for new sources of supply to meet growing demand from the automotive sector.

Continue reading.

[awesome-casuallyfamouscollector]

Ford Exits Brazil as China's Largest EV Maker Buys Factory for EV Production

Ford Exits Brazil as China's Largest EV Maker Buys Factory for EV Production

P.S. This is not a surprise. The development strategy of China's auto industry was already published in 2017 and 2018, but everyone in the West pretended that this information did not apply to them! The big three American legacy automakers, who are passionate about big gasoline guzzlers, do not know how to correctly and efficiently produce reliable subcompact and compact cars, compact SUVs and small or medium-sized pickups at affordable price. Ford is actually having serious problems in Europe as well...

Secondly, legacy OEMs are absolutely unprepared for the competitive battle in the electric car market. They couldn't even imagine that such a global market for electric cars would emerge at all. They all hoped that Tesla would go bankrupt and that Chinese EV manufacturers would not be able to develop cheap LFP batteries for light passenger car and light utility vehicle industry for export outside of China.

Thirdly, US customs barriers, high taxes and anti-EV propaganda will not save the three obsolete American ICE vehicle manufacturers from losing global car market share and profits, because almost NOBODY buys and never will buy the huge American ICE pickup trucks and SUVs outside the US borders. There is practically no demand for such inefficient and huge ICE vehicles...

[mariacallous]

All roads lead to Phoenix. On the gravy train of greenfield investment riding on the back of Inflation Reduction Act legislative incentives in the United States, no county ranks higher than Arizona’s Maricopa. The county leads the nation in foreign direct investment, with Taiwan Semiconductor Manufacturing Corp. (TSMC), Intel, LG Energy, and others expanding their footprint in the Grand Canyon State. But Phoenix is neither the next Rome nor the next Detroit. The reasons boil down to workers and water.

First, the labor. America’s skilled worker shortage has been well documented since before the Trump-era immigration slump and pandemic border closures. Especially in the tech industry—the United States’ most productive, high-wage, and globally dominant sector—a huge deficit in homegrown engineering talent and endlessly bungled immigration policies have left Big Tech with no choice but to outsource more jobs abroad.

Arizona dangled its low taxes and sunshine, but TSMC has had to fly in Taiwanese technicians to jump-start production at the 4 nanometer chip plant that was meant to be completed by 2024, but has been delayed until 2025 at the earliest.

The salvage operation calls into question whether the more advanced and miniaturized 3 nanometer plant—scheduled to open in 2026 will stay on course. (With two-thirds of its customer base—including Apple, AMD, Qualcomm, Broadcom, Nvidia, Marvell, Analog Devices, and Intel—in the United States, it’s no wonder TSMC wants to speed things up.)

From electric vehicles to gaming consoles, the forecasted demand for the company’s industry-leading chips is projected to rise long into the future—and its market share is already north of 50 percent. Given the geopolitical risks it faces in Asia, a well-trained U.S. workforce could give it the comfort to establish the United States as a quasi-second headquarters. After all, Morris Chang, the company’s founder, had a long first career with Texas Instruments.

But the next slowdown they may face is Arizona’s dwindling water supply. In just the past year, Scottsdale cut off water to Rio Verde Foothills, an upscale unincorporated suburb on its fringes, due to the region’s ongoing megadrought and its curtailed allocation of Colorado River water. This was followed by Phoenix freezing new construction permits for homes that rely on groundwater.

Forced to find other sources, industry players have stepped up buying water rights from farmers, essentially bribing them to stop growing food that would serve the region’s fast-growing population. Then there are the backroom deals involved in an Israeli company receiving the green light for a $5.5 billion project to desalinate water from Mexico’s Sea of Cortez and pipe it 200 miles uphill through deserts and natural preserves to Phoenix.

Water risk brings political risk for companies. Especially in Europe, governments are carefully weighing the short-term benefits of corporate investment versus the climate stress it exacerbates. They have good reason to be suspicious: Firms such as Microsoft have been notoriously inconsistent in reporting their water consumption, and promises to replenish consumed water haven’t been delivered on. And even if data centers are becoming more efficient, growing demand just means more of them. Some European provinces have blocked data center development, pushing them to locations with high heat risk.

Europe’s regulatory stringency has long been off-putting to foreign investors, which is what makes European officials so weary of Washington’s aggressive Inflation Reduction Act, CHIPS and Science Act and Infrastructure Investment and Jobs Act.

But to fulfill its promise of putting the United States on a path toward sustainable industrial self-sufficiency, these policies need to better align investment with resources, matching companies to geographies that best suit their needs. It would be better to direct capital allocation to climate resilient regions than to throw good money after potentially stranded assets.

If any company ought to know better on all these matters, it’s TSMC. In Taiwan itself, the industry’s huge energy and water consumption are a source of controversy and difficulty. Not only have droughts on the island occasionally slowed production, but the company’s own water consumption rose 70 percent from 2015-19.

Furthermore, Taiwan knows that its real special sauce is precisely the technically skilled workforce that the United States lacks. Yet TSMC has doubled down on Phoenix, a place without a reliable long-term water supply for industry, little in the way of renewable energy, and a construction freeze that will make it challenging to house all the workers it needs to import.

With all the uncertainty over both water and workers, this begs the question of whether the semiconductor company the entire world is courting would have been better off establishing its U.S. beachhead in the upper Midwest or northeast instead? Ohio, upstate New York, and Michigan rank high in greenfield corporate investments, resilience to climate shocks, and are abundant in quality universities and technical institutes.

Amid accelerating climate change and an intensifying war for global talent, how can those devising U.S. industrial policy better select the appropriate locations to steer investment to?

States with higher climate resilience than Arizona are starting to flex for greater investment. According to recent data, Illinois has climbed to second place nationally for corporate expansion and relocation projects. The greater Chicago area and state as a whole are touting their tax benefits, underpriced real estate, growth potential, and grants to prepare businesses to cope with climate change.

Other parts of the Great Lakes region, such as Michigan and Ohio, are also regaining confidence in their industrial revival, pitching heavily for both domestic and foreign commercial investment while emphasizing their affordability and climate adaptation plans.

Just over the border, Canada has been wildly successful in poaching foreign skilled workers unable to secure or maintain green card status in the United States while also investing heavily in economic diversification—all with the benefit of nearly unlimited natural resources and energy supplies. While Canada hasn’t yet rolled out Inflation Reduction Act-style tax breaks to lure investors, it abounds in critical minerals for EV batteries (nickel, cobalt, lithium and rare earths such as neodymium, praseodymium, and niobium) as well as hydropower.

The more that climate change warps the United States, the more grateful it should be that its most natural and staunch ally occupies the most climate resilient real estate on the North American continent, even taking into account the raging wildfires of this summer. But rather than covet Canada the way China does Russia—as a vast and depopulated resource bounty—the United States and Canada should cooperate far more proactively on a continental scale industrial policy that would bring about true self-sufficiency from the Arctic to the Caribbean.

This is where geopolitical interests, economic competition, and climate adaptation converge. As Canada’s population surges by up to 1 million new permanent migrants annually, a more unified North American system would be more self-sufficient in crucial commodities and industries, less vulnerable to supply chain disruptions abroad, and avoid unnecessary carbon emissions from excessive inter-continental trade. Thirty years after the NAFTA agreement, it seems more sensible than ever to graduate toward a more formal, autarkic North American Union.

One can easily imagine Greenland joining one day—the country already enjoys autonomy from its colonizer (Denmark) and is now pushing for complete independence, driven partly by the desire to control more of the riches that climate change has revealed it to possess.

Meanwhile, in Taipei, there are far more complex geopolitical consequences to consider. TSMC has long been considered Taiwan’s “silicon shield,” a leader of industry so important that a conflict that took it offline would be a major own-goal for China. But it is precisely the combination of the China threat, environmental stress, and pandemic-era supply chain disruptions that convinced TSMC’s customers that its home nation represents too large a concentration risk.

Now TSMC and its rivals are expanding production from Japan to the United States, Europe, and India. This globally diversified set of chip manufacturers is easier for China to exploit as countries more susceptible to Chinese pressure become less rigid in compliance with U.S.-led export controls over advanced technologies.

At the same time, if the United States no longer depends on Taiwan itself for the majority of its semiconductor supply in just five to seven years, will it be as willing to defend Taiwan militarily? This, not Ukraine, is what Beijing is watching for as it pursues its own “Made in China” quest for self-sufficiency.

Industrial policy is back in vogue as a national security and economic strategy. But to get it right requires aligning investment into industry and infrastructure with the geographies of resources and resilience. The countries that build climate adaptation into their strategies will be the ones that build back better.

[wytfut]

Wedding Car

Another little adventure came up last night, that I participated in...

thru the years, our 1936 Ford, has been involved with a few weddings. 

Buddy Mark Hutchins texted and wanted to know if our car was available for a wedding.  A friend of his knew Mark was a car guy, and would probably know of someone, who’d have an old cool looking vehicle....

And he did... us. 

I like doing weddings. 

Many folks have old treasured cars. For good memories, investments, activities, a hobby to keep busy. 

Unless you are very rich, the investment sort of reasoning, is usually a loss, or if you are very lucky with your purchases. The vehicles that are in my range will not create any high profits. And most total restorations and/or modified have sunk so much money into the vehicle they will never get their money back. Extremely hi dollar vehicles on the other hand will create profits, but the market has to demand it with each individual vehicle. 

For example currently, the early 2000′s Ford GTs are commanding huge profits. And because of that, those very same Ford GT’s are coming out “for sale” by the truck load....   this could eventually flood the market value down. 

People who usually do car hobby this way, do not have emotional attachments to their vehicle. 

Car show guys are hard to figure, but make sense on the surface. I don’t really want to get into any depth here,  Other than an observation....  These owners are to an extent, slaves to their cars, only to show them and particapate in Car Club events (usually more shows). 

I’ve done car shows. Usually just because someone asked. I don’t do them regular by any means, and if I do one, I prefer something like a show and shine like “Culvers” every friday night. No hoopla, not huge amounts of folks, or cars. Just show up, look at everyone elses, maybe talk to a few folks about their cars,  and leave. 

What I like about wedding parties.... it gives another purpose to your collectible. At car shows, my Pop loved folks looking at his car, and talking about the “36″. He’d even go so far and let them sit in it if asked. 

Now when I do show, I’ll let them even sit in the rumble seat. Yes, it does indeed create wear and tear, but how many folks can actually say they sat in a rumble seat. I know Pop would just love this attitude I’ve taken. As do all of his grandsons.

Our “36″ is not a museum piece. Or better than new. Sometimes I don’t feel its good enough to show. I call it “crispy”. It has a great look from 10′. Up close you are going to see missing upholstery, deep chips in paint, spider webbing, and daily scratches and rubs. Believe me, I have no idea where they all come from, but between Pops age at the end, myself, and my Pop’s grandsons all drivers.... stuff is going to happen. Maybe someday down the road, we’ll paint the old girl again and fix the issues. 

Its been restored twice in the time we’ve had it. Its on its 3rd engine in the same amount of time. 

Wedding parties, love this car. It has a “class” look to it. Vintage. Not very common (1936 are orphan a little bit, and I don’t know why... marketing?)  And it cleans up nicely. 

Ellenore and her new Husband Jax, just adored our ride last nite. We even had a side trip to under the front doors of the State Capital, for some extra photos. I don’t know photography, but the lighting there was beautiful. All and any colors just popped.

Elle actually wanted to ride in the rumble seat, but didn’t .... “my vanity, wont allow my hair to get messed up in the back seat” .....   made me laugh.

We all hopped in the cab. Its a small cab, but it can be done, and has been done many times before.  

I had cleaned the cab before the wedding, and was very sure it was good to go. Unfortunately Elle’s dress caught some grease (I didn’t even think about it) off the top of the transmission (bottom of the stick). And somehow got some on her finger.  She took it all in stride, and grease on her dress apparently was on a hidden side, as I kept looking for it, although I saw in when she was in the car. 

The “36″ can be notorious for giving me fits at the wrong time, but performed flawlessly. The past few years not so much though. 

I noted to myself for future reference.... got to get brake lites fixed again (switch issue), clutch is due for adjustment, and so are the mechanical brakes. 

The “36″ was far from “wedding ready” when Mark called/texted. I had taken the starter button out of it AGAIN, last August. Since I had converted the “36″ to 12 volt (I had honestly not noticed this) it started eating the starter buttons on the floor. I finally figured it out last summer that the huge amps of 12 volt were basically blasting the starter buttons. 

With my back in such poor shape during this time... I never got back to reassembly. Because of that, it was filthy... just nasty (building is far from air tight. Laying on the floor of a 1936 Ford coupe is not pain free.

I put a call out to all of my Pop’s  grandsons.... and 2 responded immediately. Brennan said he’d get it back together, and Devin said he’d get her all cleaned up. 

As I had envisioned using a solenoid between battery and starter button worked perfectly. Brennen did a wonderful job of installing. Then I sat and watch Devin polish the old girl all up.... 

This was a couple weeks ago....    I do have a good crew to lean on. These guys got it done.... 

I’ve been thinking, (I know, I need to quit doing that), about organizing (like I have nothing else to do) a wedding car group. Other folks with same thoughts about being involved with weddings. Elle told me that none of the wedding shops had any sources for wedding cars, and even called a few automotive shops. 

I don’t understand why this is so....  

well if I get time... maybe I’ll pursue this....

[sagarg889]

Sirens Market Research by Key players, Type and Application, Future Growth Forecast 2022 to 2032

In 2022, the global sirens market is expected to be worth US$ 170.1 million. The siren market is expected to reach US$ 244.0 million by 2032, growing at a 3.7% CAGR.

The use of sirens is expected to increase, whether for announcements or on emergency vehicles such as ambulances, police cars, and fire trucks. A siren is a loud warning system that alerts people to potentially dangerous situations as they happen.

Rapidly increasing threats and accidents have resulted in more casualties and missed business opportunities in developing economies. Demand for sirens is expected to rise during the forecast period as more people use security solutions.

As a result of rising threats and accidents in developing economies, the number of victims and lost business opportunities has rapidly increased. Adopting security solutions, such as sirens, is an effective way to deal with these challenges. Long-range sirens are used in mining and industrial applications, whereas motorised sirens are used in home security. Hand-operated sirens are used when there is no power or when a backup is required.

Some additional features of sirens include a solar panel upgrade system to keep the batteries charged and a number of digital communication methods, including Ethernet, satellite, IP, fiber optic and others. Sirens have conformal coatings on their electronics, which help protect them against harsh environments. Some of the systems are made in such a way that they can be expanded or scaled depending on future capabilities.

Omni-directional sirens can be used in areas of high noise levels and those with large population densities as they provide a greater area of coverage. Sirens have external controls with triggers, which can be customized according to needs. The lightening types of sirens include bulb revolving, LED flashing and xenon lamp strobe. The loud speakers in sirens are adopted from latest piezoelectric ceramic technology.

Get a Sample Copy of this Report @ https://www.futuremarketinsights.com/reports/sample/rep-gb-4274

Other sirens are hydraulic or air driven and mostly find applications in plants and factories. Lithium batteries have replaced alkaline batteries in sirens now, since lithium batteries need not be replaced for several years. Modern sirens use latest technologies and find applications in civil defense, emergency vehicles, security systems and others. Typically, sirens are made of stainless steel, aluminum or UV stabilized polycarbonate to avoid corrosion and are equipped with protection cages. An LED flashing siren has a light source with a semi-permanent lifespan and it is used in places where bulb replacement is a problem.

Region-wise Outlook

In the global sirens market, the dominant share is held by the U.S., India, China, Japan, Australia, Germany, Singapore and the UAE. This can be attributed to the demand for security solutions in developed as well as developing economies.

The regional analysis includes:

North America (U.S., Canada)

Latin America (Mexico. Brazil)

Western Europe (Germany, Italy, France, U.K, Spain)

Eastern Europe (Poland, Russia)

Asia-Pacific (China, India, ASEAN, Australia & New Zealand)

Japan

The Middle East and Africa (GCC Countries, S. Africa, Northern Africa)

The report is a compilation of first-hand information, qualitative and quantitative assessment by industry analysts, inputs from industry experts and industry participants across the value chain. The report provides in-depth analysis of parent market trends, macro-economic indicators and governing factors along with market attractiveness as per segments. The report also maps the qualitative impact of various market factors on market segments and geographies.

Market Participants

Some of the key market participants identified in the global siren market are Acoustic Technology Inc., Sentry Siren Inc., MA Safety Signal Co. Ltd, Whelen Engineering Co. Inc., Federal Signal Corporation, B & M Siren Manufacturing Co., Projects Unlimited Inc., Phoenix Contact, Mallory Sonalert Products and Qlight USA Inc.

Rising population and rapid urbanization have led to an increase in demand for security solutions. The need for implementation of security has paved way for the use of electronic equipment on a large scale globally, which in turn has created opportunities for the global sirens market. As these products are durable with a high voltage capacity and easy to install, they find high selling propositions. Characteristics and properties of electronic and pneumatic equipment play a vital role in security solutions, thereby driving the global sirens market with a rise in diverse end-user applications, such as industrial warning systems, community warning systems, campus alert systems and military mass warning systems.

Report Highlights:

Detailed overview of parent market

Changing market dynamics in the industry

In-depth Polishing / Lapping Film market segmentation

Historical, current and projected market size in terms of volume and value

Recent industry trends and developments

Competitive landscape

Strategies of key players and products offered

Potential and niche segments, geographical regions exhibiting promising growth

A neutral perspective on market performance

Must-have information for market players to sustain and enhance their market footprint.

Browse Detailed Summary of Research Report with TOC @ https://www.futuremarketinsights.com/reports/sirens-market

Key Segments

Product Type:

Electronic

Electro-mechanical

Rotating

Single/dual toned

Omnidirectional

By Application:

Civil defense

Industrial signaling

Emergency vehicles

Home/vehicle safety

Security/warning systems

Military use

Others

By Installation Type:

Wall mounting

Self-standing

Water proof connector

By Regions:

North America

Europe

Asia Pacific

Latin America

MEA

[tritonmarketresearch]

Aluminum Market: Products, Applications & Beyond

Aluminum is a versatile element with several beneficial properties, such as a high strength-to-weight ratio, corrosion resistance, recyclability, electrical & thermal conductivity, longer lifecycle, and non-toxic nature. As a result, it witnesses high demand from industries like automotive & transportation, electronics, building & construction, foil & packaging, and others. The high applicability of the metal is expected to drive the global aluminum market at a CAGR of 5.24% in the forecast period from 2023 to 2030.

Aluminum – Mining Into Key Products:

Triton Market Research’s report covers bauxite, alumina, primary aluminum, and other products as part of its segment analysis.

Bauxite is anticipated to grow with a CAGR of 5.67% in the product segment over the forecast years.

Bauxite is the primary ore of aluminum. It is a sedimentary rock composed of aluminum-bearing minerals, and is usually mined by surface mining techniques. It is found in several locations across the world, including India, Brazil, Australia, Russia, and China, among others. Australia is the world’s largest bauxite-producing nation, with a production value of over 100 million metric tons in 2022.

Moreover, leading market players Rio Tinto and Alcoa Corporation operate their bauxite mines in the country. These factors are expected to propel Australia’s growth in the Asia-Pacific aluminum market, with an anticipated CAGR of 4.38% over the projected period.

Alumina is expected to grow with a CAGR of 5.42% in the product segment during 2023-2030.

Alumina or aluminum oxide is obtained by chemically processing the bauxite ore using the Bayer process. It possesses excellent dielectric properties, high stiffness & strength, thermal conductivity, wear resistance, and other such favorable characteristics, making it a preferable material for a range of applications.

Hydrolysis of aluminum oxide results in the production of high-purity alumina, a uniform fine powder characterized by a minimum purity level of 99.99%. Its chemical stability, low-temperature sensitivity, and high electrical insulation make HPA an ideal choice for manufacturing LED lights and electric vehicles. The growth of these industries is expected to contribute to the progress of the global HPA market.

EVs Spike Sustainability Trend

As per the estimates from the International Energy Agency, nearly 2 million electric vehicles were sold globally in the first quarter of 2022, with a whopping 75% increase from the preceding year. Aluminum has emerged as the preferred choice for auto manufacturers in this new era of electromobility. Automotive & transportation leads the industry vertical segment in the studied market, garnering $40792.89 million in 2022.

In May 2021, RusAl collaborated with leading rolled aluminum products manufacturer Gränges AB to develop alloys for automotive applications. Automakers are increasingly substituting stainless steel with aluminum in their products owing to the latter’s low weight, higher impact absorption capacity, and better driving range.  

Also, electric vehicles have a considerably lower carbon footprint compared to their traditional counterparts. With the growing need for lowering emissions and raising awareness of energy conservation, governments worldwide are encouraging the use of EVs, which is expected to propel the demand for aluminum over the forecast period.

The Netherlands is one of the leading countries in Europe in terms of EV adoption. The Dutch government has set an ambitious goal that only zero-emission passenger cars (such as battery-operated EVs, hydrogen FCEVs, and plug-in hybrid EVs) will be sold in the nation by 2030. Further, according to the Canadian government, the country’s aluminum producers have some of the lowest CO2 footprints in the world.

Alcoa Corporation and Rio Tinto partnered to form ELYSIS, headquartered in Montréal, Canada. In 2021, it successfully produced carbon-free aluminum at its Industrial Research and Development Center in Saguenay. The company is heralding the beginning of a new era for the global aluminum market with its ELYSIS™ technology, which eliminates all direct GHG emissions from the smelting process, and is the first technology ever to emit oxygen as a byproduct.

Wrapping Up

Aluminum is among the most widely used metals in the world today, and is anticipated to underpin the global transition to a low-carbon economy. Moreover, it is 100% recyclable and can retain its properties & quality post the recycling process.

Reprocessing the metal is a more energy-efficient option compared to extracting the element from an ore, causing less environmental damage. As a result, the demand for aluminum in the sustainable energy sector has thus increased. The efforts to combat climate change are thus expected to bolster the aluminum market’s growth over the forecast period.

[industryanalysis]

ADAS Sensor Market Growth, Demand & Opportunities

Bosch claims that its fourth-generation long-range radar (LRR) for automobiles has a detection range of up to 250 meters, while Continental’s fifth-generation LRR is claimed to have a range of 300 meters. Many more automotive technology companies are bringing innovations in their radar, light detection and ranging (LiDAR), ultrasonic, and camera sensors considering the rising demand for autonomous vehicles. This is because autonomous vehicles require advanced driver assistance systems (ADAS) to drive on their own, which, in turn, require all these kinds of sensors to function.

For More Insights:-https://www.psmarketresearch.com/market-analysis/adas-sensor-market

Market Segmentation by Application

•Adaptive Cruise Control (ACC) System

•Automatic Emergency Braking (AEB) System

•Blind Spot Detection (BSD) System

•Lane Keeping Assistance System (LKAS)

•Adaptive Front Light (AFL) System

•Cross Traffic Alert (CTA) System

•Driver Monitoring System (DMS)

•Intelligent Park Assist (IPA) System

•Night Vision System (NVS)

•Others

[mathewmartin1]

Lithium - The Essential Metal Fueling Modern Innovation and Sustainability

Lithium is a remarkable metal known for its critical role in powering technologies that have transformed modern life. From smartphones to electric cars, lithium is at the heart of countless innovations, making it one of the most sought-after elements in today's global market. Known for its light weight and unique properties, lithium is fueling the shift toward greener energy sources, especially with the rise in demand for lithium-ion batteries. This article explores everything about lithium—its unique properties, applications, extraction, and the way it shapes our sustainable future.

The Discovery and Rise of Lithium

Lithium was first discovered in 1817 by Swedish chemist Johan August Arfvedson. Named after the Greek word "lithos," meaning stone, lithium was identified within a mineral rather than a plant, distinguishing it from other alkali metals. However, it wasn’t until the 20th century that lithium’s commercial potential was truly understood. Today, lithium is indispensable in various industries, largely due to its high electrochemical potential and low atomic mass, which make it an ideal choice for energy storage.

Why Is Lithium So Important?

The importance of lithium lies in its versatility. Here are some of the primary reasons why lithium is crucial in modern industries:

Energy Storage: Lithium-ion batteries are widely used in electronics, powering everything from smartphones to electric vehicles (EVs).

Medical Use: Lithium compounds are used in treating bipolar disorder and depression.

Alloys and Glass Production: Lithium improves the durability and temperature resistance of certain alloys and glass.

This wide range of applications underscores lithium's significance and its expanding role in promoting technological and environmental advancement.

Lithium's Unique Properties

Lithium is the lightest metal on the periodic table and has several unique features that make it ideal for various applications:

High Energy Density: Lithium has a high electrochemical potential, allowing lithium-ion batteries to store more energy in a smaller space.

Low Density: Lithium is much lighter than other metals, making it ideal for applications where weight is a consideration.

Reactivity: Lithium’s reactivity enables it to release energy quickly, a property especially useful in power storage systems.

These properties have positioned lithium as a game-changer in energy storage solutions.

The Role of Lithium in Green Technology

As the world strives to reduce carbon emissions and shift toward cleaner energy, lithium is front and center in these efforts. Lithium-ion batteries, specifically, are crucial for renewable energy systems like wind and solar, where efficient energy storage is key. Furthermore, electric vehicles (EVs) have surged in popularity as a sustainable alternative to gasoline-powered cars, creating an ever-growing demand for lithium batteries. This demand reflects the commitment to a greener planet and a sustainable future.

Applications of Lithium Across Industries

Lithium plays a vital role in many industries beyond just battery technology. Here’s a closer look at some of its key applications:

Battery Technology: Powering everything from smartphones to electric vehicles.

Pharmaceuticals: Used in psychiatric medications for stabilizing mood disorders.

Aerospace: Used in high-strength alloys for aircraft construction due to its lightweight nature.

Glass and Ceramics: Improves the strength and heat resistance of glass.

In each of these applications, lithium provides distinct advantages that make it the material of choice.

How is Lithium Extracted?

The extraction of lithium is a complex process that mainly takes place in areas rich in lithium resources, such as Chile, Argentina, and Australia. There are two primary methods:

Brine Extraction: Commonly used in South America, where lithium-rich saltwater brine is pumped to the surface and allowed to evaporate. Lithium is then extracted from the remaining salts.

Hard Rock Mining: Primarily done in Australia, where lithium is extracted from spodumene, a lithium-containing mineral.

Both methods have environmental impacts, such as water depletion and landscape disruption. However, research is ongoing to develop more sustainable extraction processes to minimize these effects.

The Environmental Impact of Lithium Mining

While lithium is essential for green technology, its extraction has raised environmental concerns. Lithium extraction, especially through brine extraction, often occurs in areas with scarce water resources, such as the Atacama Desert in Chile. This has led to concerns over water depletion and ecosystem disruption. As the demand for lithium continues to grow, addressing these environmental challenges will be crucial for sustainable development.

Lithium's Role in Electric Vehicles

Electric vehicles (EVs) rely heavily on lithium-ion batteries due to their energy efficiency and long lifespan. With governments worldwide pushing for increased EV adoption, the demand for lithium continues to soar. Industry experts predict that by 2030, the EV industry alone will require five times more lithium than today. This trend highlights lithium as a key player in the future of sustainable transportation.

Challenges in Meeting Lithium Demand

The rising demand for lithium brings with it several challenges. The primary issues are:

Resource Scarcity: Lithium reserves are concentrated in only a few countries.

Environmental Impact: Mining and extraction can lead to ecosystem damage.

Cost and Supply Chain: Meeting global demand requires significant investment in extraction and supply infrastructure.

These challenges make it imperative to develop alternative technologies or methods to recycle lithium to ensure a stable supply.

Recycling Lithium: An Emerging Solution

With the growing demand and limited supply of lithium, recycling has become a promising solution. By recovering lithium from used batteries, recycling can reduce the need for new lithium mining. Although still in its early stages, lithium recycling technology is advancing, offering hope for a more sustainable lithium supply chain. Experts in the industry foresee recycled lithium playing a critical role in meeting future demand, especially in countries with limited lithium resources.

Global Lithium Reserves and Production

As of recent reports, the world's largest lithium reserves are found in:

Chile: Approximately 9.2 million metric tons

Australia: Around 4.7 million metric tons

Argentina: Close to 1.9 million metric tons

These reserves are projected to meet current demand, but with rising usage in technology and transportation, even these vast resources may face strain.

The Future of Lithium in a Renewable World

Lithium’s role is only expected to grow as renewable energy sources become more widespread. As energy storage technologies evolve, lithium-based batteries will likely remain central due to their efficiency and power. Innovations in lithium battery technology could increase energy storage capacity, reduce costs, and further drive the adoption of renewable energy systems worldwide.

Frequently Asked Questions

What is lithium used for? Lithium is primarily used in batteries for electronics, electric vehicles, and renewable energy storage. It's also used in pharmaceuticals, glass, and ceramics.

Why is lithium essential for electric vehicles? Lithium's light weight and high energy density make it ideal for batteries in electric vehicles, providing long-lasting and efficient power.

What are the environmental impacts of lithium mining? Lithium mining, especially in water-scarce areas, can lead to water depletion and ecosystem damage. Efforts are being made to develop more sustainable extraction processes.

Can lithium be recycled? Yes, lithium can be recycled, especially from used batteries. Recycling is seen as a potential solution to reduce dependency on lithium mining.

Where are the largest lithium reserves? The largest lithium reserves are located in Chile, Australia, and Argentina, with these countries supplying a significant portion of the global demand.

How does lithium contribute to renewable energy? Lithium-ion batteries are crucial for storing energy from renewable sources like solar and wind, supporting a more sustainable energy grid.

Conclusion

Lithium has become indispensable in today’s technology-driven world, especially as society moves toward a more sustainable and energy-efficient future. From its essential role in powering electric vehicles to its significance in renewable energy systems, lithium is central to the ongoing technological revolution. While challenges like environmental impact and resource scarcity exist, ongoing research into sustainable extraction and recycling methods holds promise for a future where lithium continues to support green innovation. As the demand for lithium grows, its impact on the modern world will only become more profound.