Others are saying that it rarely freezes where most people live.
That is not true. The most populous region in Norway is around Oslo. There are about 2M people living within commuting distance to Oslo. This region usually sees a few weeks each winter with temperatures around -10 to -20C throughout the day, with a more common winter temperature of -5 to 0C. Winter is roughly end of december to early/mid march.
I have been corrected. Still on average temperatures are fairly high. Coldest average temp I found was -10C in bergen.
Bergen is one of the mildest climates in all of norway. I lived in Bergen for 10 years, it was hardly ever any show in winter. Oslo is colder but still reasonable. In the interior it can get a lot colder, but less people live there as well.
Oh and ask the Norwegians what the battery life is in those vehicles with the harsh winters. I live in Wisconsin and our winters make batteries have short lives.
I haven't seen any data that shows reduced life (as in wear-out time, capacity does certainly get reduced) of BEV batteries in norwegian climate. I actually think this is more an issue in really hot climates, heat kills the cells, cold just reduces performance temporarily.
We do tend to see 20-40% less range on BEVs in winter. However the most range degradation comes for short trips as a lot of energy is spent heating the car, so on longer trips where the range is more critical the degradation drops. Still BEVs that can reliably do more than 350km (220 miles) on a charge in winter are few and far between.
Of course Norway isn't as cold as Wisconsin I think. Admittably I have only been there once (A cold experience at -40C, a temperature I never see here). but statistics seems to support that your winters are way colder than norwegian winters (At least on the cost where most people lives) , so your experiences may certanly differ from mine.
So the bulk isn't actually a subsidy, it's them not collecting taxes. And the emissions taxes are directly to offset the externalized costs of running a fossil car, so actually just a part of the TCO that some countries allow you to pass on to other people.
Tax exemptions are subsidies in my book. If you want to use different words, that's up to you.
There are carbon taxes on fuel that I did not include in the above list, but avoiding those are certanly an added benefit to BEV buyers. (1l of gasoline costs ~USD 1.5-2 in norway. 80% of that is taxes) . In the larger scheme of things fuel costs are likely among the lesser benefit the BEVs get here. For an average driver this benefit amounts to ~USD 1-2000 annually. Most drivers spend more on tolls than on fuel.
Absolutely, but unless your country starts out with high car taxes it will be very hard for others to replicate these results. It is much more popular to give a tax exemption than to give a tax hike. The reason Norway got here is that we have historically had very very high car taxes, then essentially dropped them all for BEVs.
A history note: The reason that was done was to support Think! a now defunct norwegian BEV startup from a time when there were much less EVs than today.
The BEV exemption on toll roads have not effectively been ended yet. Over the next few years it will however be reduced to a 50% discount. The schedule varies by region as there will be individual decision pr. toll road. F.ex in Oslo the discount will be changed from 100% to 75% in june. Most toll roads still have 100% discount, but yes it will change.
Large EV sales in norway are due to subsidies to the tune of the equivalent of USD~10-30000 pr. car:
* Goods (including cars) normally carry a 25% VAT. BEVs are exempted. (Easily worth USD 10-20000) * Non BEV cars additionally carry taxes calculated from emissions and weight. Additional taxes for cars tend to range from the USD equivalent of USD 2000 to many tens of thousands for large performance cars. * There are a lot of toll roads in norway. Many car drivers can spend the equivalent of USD 3000 annually on tolls. BEVs are expempted from tolls. (This benefit will likely be reduced shortly, but a 50% saving has been assured) * Many cities have free parking for BEVs (Also likely to be a reduced benefit going forward)
For usability: Most roads are limited to 80km/h and most drivers do not drive excessively long distances. 15000 km annually is the average. The parts of norway where very long driving distances are common (Northern Norway) BEV penetration is very low. Winter range of BEVs can drop a bit on the coldest days but norway is mostly temperate. Subzero temperatures usually only occur 30-60 days pr. year in most populated areaes. (Though it varies greatly, but so does BEV adoption)
Note that the high numbers of EV sales in march is significantly due to that Tesla delivered ~5000 cars in. Tesla tends to deliver cars towards the end of the quarter, and Q1 saw the first availability of model 3 which had a large pent up demand, so do not expect next month to repeat this number.
Actually you do need a battery breakthrough. Current battery technology (lowest Co content available) would need 5-10x our current worldwide cobalt production if it were to be used in all personal cars alone, more if we were to use batteries for buses heavy transport, boats etc.
To get battery production to scale we need essentially zero cobalt use or another tenfold reduction, but that would arguably mean the same thing: A completely new type of battery. Current zero Cobalt types of batteries is getting phased out due to too low energy density. (I.e. LiFePO4 and LiMn2O4.)
Scaling up Cobalt production will take way too long. Cobalt is unfortunately not terribly abdundant and is mostly mined as a side product in copper and nickel mines.
By the current rates we will start to hit a supply crunch of cobalt on around 2021-22
Not many EVs up north though. Distances are too long. Most EVs in norway are clustered ariound the bigger cities both because driving distances are less and because they are excempt from road tolls which are common in the urban centres. The temperatures in these areas are more modereate, though there is little evidence that EVs suffer hugely in the cold. 20-30% reduced range seem to be the norm, but keep in mind that snowy roads and winter tires also degrade range so it is not just about the cold. Also the effect is less on longer drives as the battery comes up to working temperature.
Well, no they are hugely popular due to beeing excempt from VAT and tax, they are allowed to drive in the bus lane, are allowed free parking in public parking spaces and are exempt from toll charges. For somone who drives 20000 miles annually including through Oslo on a daily basis a tesla model S can be cheaper than a skoda octavia here. The cost of energy (Wether it is gasoline or electricity) is very minor compared to other charges
You are missing the point. Even if they do not care about traffic signals you are practically just as unlikely to get his as if they were. (I agree it is a psychological difference, but that is all there is)
Cyclists and pedestrians have less speed and more awareness of their physical size so they are able to negotiate through an intersection efficiently without traffic lights and without getting in each others way.
Actually it looks like a manufacturing managers decision. Somone writes code that depend on that manufacturing needs to inject and track unique keys for each device. Manufacturing sees this and realizes they actually need to earn their keep and set up infrastructure to support product requirements, instantly balks, and force through a security hole they neither understand or care about.
Crystaline aluminum oxide (AL2O3) to be precise. This material is called ruby if it is red, or sapphire in most other colors (Provided it is of gem quality, otherwise it is just corundum regardless of color)
It is pretty much only diamond that can scratch sapphire.
Have you ever tried to ride with a good set of studded bicycle tires? Spinning or breaking traction really is no problem as they grip every bit as good as a studded car tire (Directly related to tire pressure), but are subject to much less sideways loading due to significantly less speed and mass.
Regarding lights, you obviously need to get a light to see by, not just a marker. Such lights are readily available and not at all a speciality item any more. (more often the problem lies in the opposite end: That lights are too powerful without enough thought to the light distribution, but light solving these issues are also easily available)
Bikes are not unstable at low speeds. It is hard to balance with NO speed (But you can just put a foot down), as long as you have any speed at all stability is good. Braking power is as good as your traction, which is very good with good studded tires. Compared to cars bikes have comparable contact area in relation to mass (Pretty much given by tire pressure)
I ride safely throughout winter and here we have ice and snow for 4-5 months every year with temperatures as low as -25C
Ice is handled by studded tires Darkness is handled by lights If you can dress up to do any outdoors activity in winter you can also dress to ride a bike.
Generally fast chargers will not be in constant use. Hence it is acceptable to build a battery pack in the charging station, which can charge at a more reasonable speed off the grid and be capable of delivering high current at a presumably much much less than 100% duty cycle.
Generally fast chargers will not be in constant use. Hence it is acceptable to build a battery pack in the charging station, which can charge at a more reasonable speed off the grid and be capable of delivering high current at a presumably http://www.siemens.com/innovat...
Keep in mind most EV charging can be done overnight at household outlets, only a few very long journeys will need topping up during the day, so it is reasonable that the number of fast charging outlets will be much less than current gas pumps even when EVs reach near complete market penetration, thus the number of installations will be small enough that costs will not be onerous.
why so much complexity to decode a standardized protocol.
Just to be clear. This is no security breach this is just a very complicated way to set up a demodulator. All that happens is that this guy pulls out the bits from the on-air datastream. Any reasonably configurable 2.4GHz band RF device capable of 1Mbit GFSK would be able to do this.
BLE uses AES to encrypt the channel, so to compromise security you need to extract the key. You either need to compromise the initial key exchange, or you need to perform a successful side channel attack. Both options are certanly viable technically. However in practice. BLE devices pair once at the start of their life and never again limiting the practical scope of a key extractioppn by key exchange comprtomise. Side channel attacks require physical access and as BLE devices tend to be in physical control of their user this is also a bit challenging.
Slashdot Mirror
Whine? I am not complaining. I am quite in favor of subidizing EVs to accellerate their adoption.
Sure, we just happen to have a 60 year head start on raising taxes on cars ;-)
Others are saying that it rarely freezes where most people live.
That is not true. The most populous region in Norway is around Oslo. There are about 2M people living within commuting distance to Oslo. This region usually sees a few weeks each winter with temperatures around -10 to -20C throughout the day, with a more common winter temperature of -5 to 0C. Winter is roughly end of december to early/mid march.
I have been corrected. Still on average temperatures are fairly high. Coldest average temp I found was -10C in bergen.
Bergen is one of the mildest climates in all of norway. I lived in Bergen for 10 years, it was hardly ever any show in winter. Oslo is colder but still reasonable. In the interior it can get a lot colder, but less people live there as well.
Oh and ask the Norwegians what the battery life is in those vehicles with the harsh winters. I live in Wisconsin and our winters make batteries have short lives.
I haven't seen any data that shows reduced life (as in wear-out time, capacity does certainly get reduced) of BEV batteries in norwegian climate. I actually think this is more an issue in really hot climates, heat kills the cells, cold just reduces performance temporarily.
We do tend to see 20-40% less range on BEVs in winter. However the most range degradation comes for short trips as a lot of energy is spent heating the car, so on longer trips where the range is more critical the degradation drops. Still BEVs that can reliably do more than 350km (220 miles) on a charge in winter are few and far between.
Of course Norway isn't as cold as Wisconsin I think. Admittably I have only been there once (A cold experience at -40C, a temperature I never see here). but statistics seems to support that your winters are way colder than norwegian winters (At least on the cost where most people lives) , so your experiences may certanly differ from mine.
So the bulk isn't actually a subsidy, it's them not collecting taxes. And the emissions taxes are directly to offset the externalized costs of running a fossil car, so actually just a part of the TCO that some countries allow you to pass on to other people.
Tax exemptions are subsidies in my book. If you want to use different words, that's up to you.
There are carbon taxes on fuel that I did not include in the above list, but avoiding those are certanly an added benefit to BEV buyers. (1l of gasoline costs ~USD 1.5-2 in norway. 80% of that is taxes) . In the larger scheme of things fuel costs are likely among the lesser benefit the BEVs get here. For an average driver this benefit amounts to ~USD 1-2000 annually. Most drivers spend more on tolls than on fuel.
Norway is not a socialist country.
Absolutely, but unless your country starts out with high car taxes it will be very hard for others to replicate these results. It is much more popular to give a tax exemption than to give a tax hike. The reason Norway got here is that we have historically had very very high car taxes, then essentially dropped them all for BEVs.
A history note: The reason that was done was to support Think! a now defunct norwegian BEV startup from a time when there were much less EVs than today.
The BEV exemption on toll roads have not effectively been ended yet. Over the next few years it will however be reduced to a 50% discount. The schedule varies by region as there will be individual decision pr. toll road. F.ex in Oslo the discount will be changed from 100% to 75% in june. Most toll roads still have 100% discount, but yes it will change.
Large EV sales in norway are due to subsidies to the tune of the equivalent of USD~10-30000 pr. car:
* Goods (including cars) normally carry a 25% VAT. BEVs are exempted. (Easily worth USD 10-20000)
* Non BEV cars additionally carry taxes calculated from emissions and weight. Additional taxes for cars tend to range from the USD equivalent of USD 2000 to many tens of thousands for large performance cars.
* There are a lot of toll roads in norway. Many car drivers can spend the equivalent of USD 3000 annually on tolls. BEVs are expempted from tolls. (This benefit will likely be reduced shortly, but a 50% saving has been assured)
* Many cities have free parking for BEVs (Also likely to be a reduced benefit going forward)
For usability: Most roads are limited to 80km/h and most drivers do not drive excessively long distances. 15000 km annually is the average.
The parts of norway where very long driving distances are common (Northern Norway) BEV penetration is very low.
Winter range of BEVs can drop a bit on the coldest days but norway is mostly temperate. Subzero temperatures usually only occur 30-60 days pr. year in most populated areaes. (Though it varies greatly, but so does BEV adoption)
Note that the high numbers of EV sales in march is significantly due to that Tesla delivered ~5000 cars in. Tesla tends to deliver cars towards the end of the quarter, and Q1 saw the first availability of model 3 which had a large pent up demand, so do not expect next month to repeat this number.
Actually you do need a battery breakthrough. Current battery technology (lowest Co content available) would need 5-10x our current worldwide cobalt production if it were to be used in all personal cars alone, more if we were to use batteries for buses heavy transport, boats etc.
To get battery production to scale we need essentially zero cobalt use or another tenfold reduction, but that would arguably mean the same thing: A completely new type of battery. Current zero Cobalt types of batteries is getting phased out due to too low energy density. (I.e. LiFePO4 and LiMn2O4.)
Scaling up Cobalt production will take way too long. Cobalt is unfortunately not terribly abdundant and is mostly mined as a side product in copper and nickel mines.
By the current rates we will start to hit a supply crunch of cobalt on around 2021-22
The usual source of alpha emissions affecting memory in semiconductor devices come from the capsule of the device itself.
Safety != Security
Safety is keeping the world unharmed by your device
Security is keeping the device unharmed by the world (Or rather the attackers inhabiting it)
Not many EVs up north though. Distances are too long. Most EVs in norway are clustered ariound the bigger cities both because driving distances are less and because they are excempt from road tolls which are common in the urban centres. The temperatures in these areas are more modereate, though there is little evidence that EVs suffer hugely in the cold. 20-30% reduced range seem to be the norm, but keep in mind that snowy roads and winter tires also degrade range so it is not just about the cold. Also the effect is less on longer drives as the battery comes up to working temperature.
Well, no they are hugely popular due to beeing excempt from VAT and tax, they are allowed to drive in the bus lane, are allowed free parking in public parking spaces and are exempt from toll charges. For somone who drives 20000 miles annually including through Oslo on a daily basis a tesla model S can be cheaper than a skoda octavia here. The cost of energy (Wether it is gasoline or electricity) is very minor compared to other charges
Yes, coats are a lousy fuel, they constantly tangle up the turbopumps.
You are missing the point. Even if they do not care about traffic signals you are practically just as unlikely to get his as if they were. (I agree it is a psychological difference, but that is all there is)
Cyclists and pedestrians have less speed and more awareness of their physical size so they are able to negotiate through an intersection efficiently without traffic lights and without getting in each others way.
Volvo V60 twin engine is a diesel electric chargeable hybrid. Like a lot of hybrids it might not be sold in the US though.
Actually it looks like a manufacturing managers decision. Somone writes code that depend on that manufacturing needs to inject and track unique keys for each device. Manufacturing sees this and realizes they actually need to earn their keep and set up infrastructure to support product requirements, instantly balks, and force through a security hole they neither understand or care about.
Crystaline aluminum oxide (AL2O3) to be precise. This material is called ruby if it is red, or sapphire in most other colors (Provided it is of gem quality, otherwise it is just corundum regardless of color)
It is pretty much only diamond that can scratch sapphire.
Have you ever tried to ride with a good set of studded bicycle tires? Spinning or breaking traction really is no problem as they grip every bit as good as a studded car tire (Directly related to tire pressure), but are subject to much less sideways loading due to significantly less speed and mass.
Regarding lights, you obviously need to get a light to see by, not just a marker. Such lights are readily available and not at all a speciality item any more. (more often the problem lies in the opposite end: That lights are too powerful without enough thought to the light distribution, but light solving these issues are also easily available)
Bikes are not unstable at low speeds. It is hard to balance with NO speed (But you can just put a foot down), as long as you have any speed at all stability is good. Braking power is as good as your traction, which is very good with good studded tires. Compared to cars bikes have comparable contact area in relation to mass (Pretty much given by tire pressure)
I ride safely throughout winter and here we have ice and snow for 4-5 months every year with temperatures as low as -25C
Ice is handled by studded tires
Darkness is handled by lights
If you can dress up to do any outdoors activity in winter you can also dress to ride a bike.
Really, weather is not a problem.
Mangled my own text. Sorry.
Generally fast chargers will not be in constant use. Hence it is acceptable to build a battery pack in the charging station, which can charge at a more reasonable speed off the grid and be capable of delivering high current at a presumably much much less than 100% duty cycle.
This was done here: http://www.siemens.com/innovat...
(Apparantly slashdot chokes on the much much less than sign)
Generally fast chargers will not be in constant use. Hence it is acceptable to build a battery pack in the charging station, which can charge at a more reasonable speed off the grid and be capable of delivering high current at a presumably http://www.siemens.com/innovat...
Keep in mind most EV charging can be done overnight at household outlets, only a few very long journeys will need topping up during the day, so it is reasonable that the number of fast charging outlets will be much less than current gas pumps even when EVs reach near complete market penetration, thus the number of installations will be small enough that costs will not be onerous.
why so much complexity to decode a standardized protocol.
Just to be clear. This is no security breach this is just a very complicated way to set up a demodulator. All that happens is that this guy pulls out the bits from the on-air datastream. Any reasonably configurable 2.4GHz band RF device capable of 1Mbit GFSK would be able to do this.
BLE uses AES to encrypt the channel, so to compromise security you need to extract the key. You either need to compromise the initial key exchange, or you need to perform a successful side channel attack. Both options are certanly viable technically. However in practice. BLE devices pair once at the start of their life and never again limiting the practical scope of a key extractioppn by key exchange comprtomise. Side channel attacks require physical access and as BLE devices tend to be in physical control of their user this is also a bit challenging.