You have power.   

Your access to energy would have cracked human credulity for most of our species’ time on earth. For millennia, we elbowed away the margins of night with the smoking glow of wood, grass or buffalo chips. Just 200 years ago, whale oil and candles lit the homes of a slowly industrializing world—for those who could afford them. For those who couldn’t, wood remained the main source of light, heat and cooking, along with the coal that drovthat industrialization. Now, in an eye-blink of human history, we have become the beneficiaries of a world in frenzied motion.   

The energy we use never stops moving. It hurtles from point to point at velocities approaching the speed of light. It slowly plows the oceans in ships big enough to dwarf the fever-dreams of Pharaohs. It is explosive coal dust shot into a furnace, feeding flames five stories high hot enough to melt platinum. It is water roaring 600 feet down a pipe, turning a generator the width of a small house 100 times per minute. It is mazes of pipes and conduits, steam and heat, toxic and explosive chemicals, all combining to refine Jurassic sunlight into jet fuel and gasoline. It is today’s sunlight knocking electrons out of their orbits and into batteries and wires. It is the fission of a single uranium atom unleashing enough energy to make a grain of sand visibly jump, triggered by a neutron moving 1.4 miles per second in reactor spaces unimaginably dense with such reactions. This frenzied motion never stops, only occasionally slows, and makes our world—food, music, lighting, medicine, communications, trade, everythingpossible. 

As Americans, how does all this shake out? What drives our nation’s energy system today, and what will that system look like tomorrow? And what kind of future do we face as the consequences of this vast, and amazingly productive disruption become clearer? These are the kinds of questions this continuing series of short essays will try and provide some answers to.   

We are Metropolitan Energy Center. Part of our mission is to present the best information available on energy, its principles, power and drawbacks, whether it’s heating your house or powering your car. We’ll be covering a lot of ground–from the grid to the feedlot, and from alternative fuels to solar technology. We’ll touch directly on the projects we pursue and probe larger questions of energy policy. We hope that in the process we can hold your interest, provide food for thought, and perhaps puncture a few myths about what new technologies can and can’t do.   

Things are already moving fast, and we hope you’ll hop on board for this excursion.

To the casual observer, battery-electric vehicles (BEVs) appear nestled comfortably on the upslope of a growth curve that would turn other industries green – with envy, in this case.  From a global grand total of about 20,000 EVs of all makes on the road in 2010, by 2019, the total number of plug-in hybrid (PHEV) and full electric autos on the road worldwide rose to 7.2 million.  That’s an almost a 360-fold increase in less than a decade.

The biggest surprise to date has been the number of surprises to date.  Who imagined that an automotive startup – the first such large-scale attempt since Kaiser-Frazier back in 1947 – would flat-out pound legacy OEMs in the US in any market segment?  In 2019, Tesla’s three all-electric models outsold GM’s EV/PHEV Bolt and Volt combined by nearly nine to one.  Also in 2019, the California upstart commanded more than 78% of US BEV market share.

Who imagined that battery costs would continue to collapse at the rate we’ve seen through 2019?  In 2010, battery costs per kwh averaged about $1,100 – in 2019, they hit a new low of $156.  Who imagined that price parity between EVs and conventional ICE models could arrive in some market segments by as soon as 2022, 2023, or 2025?  What year, of course, depends on whether the crystal ball you’re consulting belongs to Deloitte, Roskill or Carnegie Mellon University.

It’s this last bit – predicting the crossover– that we want to take a look at today.  Not surprisingly, it’s complicated.  Total cost of ownership for an EV can be substantially lower than for an ICE car.  With simple drive trains, EVs have fewer points of failure, and electricity is cheaper than gasoline in most industrialized nations.  Tax incentives and rebates can substantially sweeten the pot.  But in the words of a recent Automotive News article, mass EV adoption is “inevitable, yet elusive.”

Multiple factors are in play.  Infrastructure buildout is slower than it could be.  Manufacturers may increase their margins once EVs hit a tipping point, given the substantial sunk costs they’ve already incurred.  Moving the needle on consumer acceptance is still difficult.  Though we’re expecting the arrival of multiple EV models by multiple OEMs by 2023, 14 different brands didn’t offer a single EV option as recently as the end of 2018.  And there’s still a rough $6,000 – $9,000 gap between EV models and their ICE counterparts in non-luxury categories.  In the end, it may be mandates that do the heavy lifting.  For all of the reasons above, and given Americans’ aversion to mandates, IHS Markit projects 40% of EU cars will be hybrid or pure EV by 2031, compared with 20% of the American passenger fleet.

Above and beyond the usual suspects, there’s one you might not have suspected – reliability.  At least in the US, drivers are holding onto their cars longer than ever, thanks in part to better quality.  By this July, the average age of an American car was a record 11.9 years, and per IHS, one in four cars on the road in the United States are more than 16 years old.  This is something of a tribute to improved automotive quality:  as noted in the article linked above, “Back in the ’90s, one-quarter of cars parked at the grocery store were not Ford Mavericks and Chevy Vegas. Nowadays, that beige 2002 Corolla is still ubiquitous.”

With COVID driving economic worries for consumers, auto purchases may be viewed as more discretionary than ever, particularly when it comes to buying a new car.   At the same time, until the pandemic is under control, road trips (vs. flying) and commuting by car (not public transit) may keep long-term auto demand simmering, even as our wheels continue to gray.  How all of the preceding will drive EV acceptance in the next few years is hard to forecast, but we’ll be watching closely.

Since January, there’s been a lot of discussion, analysis and 151-proof worry about the COVID virus – understandably.  Viral impacts have produced (in less than six months) the biggest economic implosion since the 1930s, public health lockdowns spanning the planet, and a global death toll of (at this writing) 434,388, with nearly 116,000 of those confirmed deaths in the United States.

As you’d expect, there has also been a certain amount of silver-lining searching.  It’s only natural – as human beings, we look for the lesson, or what we could have done differently or what we might gain in times like these.  And with cars off the road and factories closing down, citizens of cities as remote from one another as Los Angeles, Beijing and New Delhi looked out the window and realized something truly strange was happening – the air was cleaner than it had been in years, even decades.  This four-minute clip from CBS has visuals that I won’t try to convey via keyboard.  For many, the spectacle of suddenly invisible (a.k.a. “normal”) air was startling.

With that kind of obvious impact, the next Big Question didn’t take long to surface:  if substantially shutting down Normal looks like this, what kind of impact is it having on the climate?  The early returns are in, and the answer is – not much.  NOAA reports globally averaged CO2 content of 417.07 ppm (parts per million) for May – up from 414.65 ppm in May 2019 and 411.24 ppm in May 2018.  There’s science behind this lack of change.  Earth, in effect, breathes – this was Charles Keeling’s great discovery in the late 1950s.  Atmospheric CO2 content rises and falls each year, bottoming out in October as most of Earth’s landmass hasn’t yet released carbon dioxide before the northern winter, and peaking in May before northern hemisphere forests have really begun to reabsorb it.  This means that COVID’s clean air aftereffects hit just as seasonal CO2 growth approached its peak.

Early estimates are that pandemic shutdowns led to an 8% drop in anthropogenic CO2 output, and that it would take 20-30% reductions for at least six months to put a dent in atmospheric readings.  As climatologist Katherine Hayhoe notes, imagine all the carbon we’ve put into the atmosphere as a pile of bricks.  We’ve been piling them up for about 250 years, more or less, and cutting a slice from latest brick dropped on top of the pile doesn’t make that much of a difference.  And we’re already seeing a rapid rebound in human CO2 output; “Things have happened very quickly”, in the words of one climatologist tracking current conditions as economic activity ramps back up again.

So if even something as disastrous as COVID can’t substantially alter the pace at which CO2 continues to pile up in the planet’s atmosphere, what will?  And if all the efforts made to clean up our energy act to date haven’t materially changed things, what can?  It would be easy to throw up our hands and assume that this spring’s lack of substantive results represents something permanent.

It doesn’t.

We are at an inflection point in how we produce and use energy and the pace of change is only accelerating.  Coal, the dirtiest source of electricity, is dying in multiple major economies.  June 10th marked 61 straight days that the United Kingdom didn’t generate one kilowatt from coal.  COVID has cut demand, so that and an unusually sunny May are part of the story, but the UK’s power grid has fundamentally changed.  A kilowatt of electricity cost as much as 600 grams of CO2 in 2012 – this spring, as little as 125.  And this took place even as the country’s population grew from 64.5 million in 2012 to 68.9 million this year.  In the US, electric output from all renewables surpassed electricity from coal for the first time since the 1880s, and coal has essentially collapsed as a utility fuel – from a peak in 2008 at around 23 quads (Quadrillion BTUs), it’s now producing around 12 quads, as the graph at the link above powerfully illustrates.

And it isn’t just a question of generating electricity.  Large-scale battery storage, a long-time dream of clean power advocates, is expanding rapidly.  15 small-scale 9.95 MWh systems will support peak generation while smoothing out price spikes in Texas, and the state symbolized by the oil rig is already the nation’s leading wind generator.  In California, PG&E is negotiating 1.7 GWh of storage with the state – more than ten times the power of the Texas sites mentioned above.  Perhaps the single most striking change is the cost of solar energy;  between 1980 and 2012, the cost of solar modules fell by a stunning 97%, and those costs keep dropping, just as solar cell efficiencies climb to as high as 47% in some experimental designs.  Underpinning all of this is a simple, unignorable fact – renewables are now less expensive than fossil energy sources.  Markets are responding – unevenly in some locations, swiftly in others but responding all the same.

The task that remains is immense.  There is considerable doubt whether the goal of limiting further warming to 1.5 degrees C to avoid the worst of potential climate damage can be reached.  There isn’t all that much time left.  Lofty pledges of zero-emission goals by companies and countries by 2050 are fine, but we’ve already used up 1.5% of the time remaining between 2020 and 2050 to achieve those goals.  And yet, for the first time, there now appear to be enough tools on the bench – technological and economic – to let us get started on meaningful work.

So, when we talk about someone employed in “clean energy”, what does that cover?  Like “manufacturing”, many things. The Bureau of Labor Statistics (BLS) defines and tracks employment by sector, but it’s not the most user-friendly resource.  So, while BLS notes that there were nearly 6,000 wind turbine service techs employed in May of 2020, it divides them among five different industries, ranging from utility construction to consulting to local government.  Sadly, a BLS plan to categorize and track clean energy jobs begun in 2010 was abandoned in 2013 during a federal budget shutdown, and has never resumed.

More generally, clean energy jobs fall into four broad categories – energy efficiency (home upgrades or commercial building retrofits); renewables (solar, wind, biogas, or geothermal energy); grid and storage (electrical engineering, battery tech, and charging stations); and cleaner vehicles and fuels (hybrid and electric vehicle manufacturing or biofuel production).  Altogether, more than 3.3 million Americans work in one of these fields, and it’s worth noting that energy efficiency alone employed more than twice as many people as all fossil energy sectors combined.

Like nearly everybody else, clean energy workers have taken a hit in this economy.  About 147,000 jobs were eliminated in March, and April totals nearly tripled that.  More than 590,000 jobs in the sector evaporated by April 30th, two months ahead of projections by BW Research.  The same analysts now expect around ¼ of all green energy jobs to be gone by June 30th, some 850,000 in all.

Under the circumstances, this isn’t surprising.  Homeowners are unlikely to invite insulation crews into their homes in the midst of a pandemic.  Financial chaos means that banks are less likely to lend on large-scale clean energy deployments.  Cities facing budgets collapsing under tax shortfalls are going to emphasize essential services before clean energy buildouts.  And utilities are facing tumbling energy demand.  IEA estimates that from February through April, global demand for energy dropped 6%, the equivalent of all of India.  American energy demand is set to drop 9%, according to the same report.

Whatever the course of economic contraction and recovery, there are certain irreducible advantages to jobs in these industries.  To begin with, they tend to be site-specific.  Many renewable energy jobs are unlikely to be outsourced – those building and maintaining a thermal solar plant in Arizona, for example, are going to build and maintain it in that location for its useful life.  The same holds true for energy efficiency professionals – the homes and buildings in the United States aren’t going to offshore themselves.

Many skilled green energy jobs pay relatively well, can boost stressed economies and don’t require four-year degrees.  Wind turbine techs, for example, exemplify this beneficial clustering.  Wind turbines require regular service and maintenance, and wind farms are located largely in rural areas in the Midwest and southern Plains.  Technicians tend to live in smaller cities or towns near these sites, supporting the local tax base.  Median income for a turbine technician in 2019 was $52,910, which could go a long way in Russell County, Kansas or Alliance, Nebraska.  And training for the field takes one or two years, depending on program and specialization. Median income for solar installers was lower, but in 2019 stood at $44,890 per year, and for insulation crews, median income in 2019 was $44,180,

The issue, at least for now, is that the three specific categories mentioned above don’t employ very many Americans – about 75,000 in all in 2018 and 2019, according to BLS.  But broaden the focus, and green energy’s economic becomes clearer – and bigger.  Wind energy’s total economic footprint alone is already substantial.  In 2018, 530 plants in 43 states produced components – blades, nacelles, turbines, gearing and digital control systems. Outsourcing of some of this manufacturing is possible, but given the size and weight of components as turbines grow taller, is likely to remain largely here at home.  Moreover, the Department of Energy estimates as many as 600,000 jobs in all subsectors of wind energy in less than 30 years.

This kind of job generation potential is what makes remaking America’s energy system so important to inclusive economic recovery.  Utilities, states and cities are already beginning to implement plans to change how we generate and distribute energy in a carbon-constrained world.  These efforts have been patchy and slow, and to date unlikely to meet even minimal Paris Agreement standards.  But under the right circumstances, policy changes, like technological changes, can happen quickly.  Emphasizing the very real benefits of more clean energy jobs may help speed that vital process.

Carnage in the conventional energy sector has drawn a lot of attention in the past few weeks.  But the collapse of recent months was presaged by mediocre performance stretching back literally years.  Total returns for the Standard & Poor Energy Sector for 2019, including dividends, were a paltry 6%.  And for the entire decade of 2010-2019, the same sector was up 34%, by far the worst performance of the 11 sectors S&P tracks.  The fracking revolution, it turns out, created a world awash in oil and gas, but didn’t do much to help the industry that created it.

Which brings us to a related question – if oil & gas are in trouble from COVID-19 and from a decade of overproduction and low prices, what has the ongoing turmoil done to alternative fuels?  In particular, since KC Clean Cities operates in the biofueled, beating heart of the Midwest, what’s happened to biodiesel and (particularly) ethanol?

A bit of backstory:   more than 95% of vehicle gasoline sold in the US is a 10% ethanol blend.  There are several reasons for this.  Until about 15 years ago, a compound known as MTBE (methyl tertiary-butyl ether) was blended with gasoline to add oxygen.  As a result, gasoline burned cleaner, and cut smog-forming chemicals and toxins like benzene in exhaust.  But there were problems – MTBE leaked into groundwater from gas station tanks, creating water quality problems.  Moreover, it’s listed as a potential carcinogen.  Enter ethanol, exit MTBE with the Energy Policy Act of 2005.

Like MTBE, ethanol adds oxygen to gasoline and cuts smog-forming emissions.  Unlike MTBE, it’s also a way for America to deal with its massive agricultural surpluses by distilling a value-added product from corn. (It’s worth noting that ethanol now accounts for 40% of all the corn we grow.)

With the Energy Independence & Security Act of 2007, Congress created a mandate that steadily increasing amounts of renewables would be blended into America’s fuel supply – 36 billion gallons by 2022.  This is the Renewable Fuels Standard, which has been hotly debated over the last few years in Washington and elsewhere.

So far so good.  Refineries and fuel importers had a choice – they could blend steadily increasing amounts of renewable fuels.  Or, if they didn’t want to, they could use RINs – Renewable Inventory Numbers – attached to each gallon of renewable fuel produced.  Pecos Pete’s refinery has already hit their required volume of ethanol blended with gasoline for the year, but they keep on blending.  Why?  Because Brownsville Bob’s refinery hasn’t blended any ethanol into their gasoline.  However, Bob can stay in compliance by buying RINs from Pecos Pete, with the price set by the RIN market.

There’s also been a safety valve built into the system, called the Small Refinery Exemption or SRE.  “Small” is relative, but refineries with less than 75,000 barrels per day as of 2006 qualify, and can petition EPA to be excused from renewable fuel blending.  And this is where the fur begins to fly.  Between 2016 and 2018, the EPA granted a total of 85 small refinery exemptions, a big jump that removed a total of 4 billion gallons of mandated demand from the market.  This has been a sore spot with farmers, but hardly the only one.  The ongoing trade war with China has dried up what was a major market for ethanol, corn and distiller’s grain, a byproduct of the ethanol production process used as animal feed.  Allowing year-round sales of E-15 – that is, gasoline that is 15% ethanol by volume hasn’t made much of a dent, since relatively few gas stations sell it even though all light-duty gasoline vehicles 2001 or newer are approved to use E15.

And now, COVID.  Just as Texas and Oklahoma oil producers and refineries don’t have any place left to store their crude and refined products as consumer demand collapses, ethanol producers are running out of storage.  Federal Reserve research shows US ethanol production down nearly 50% since the beginning of 2020.  73 out of 200 total plants nationwide are shut down, while another 71 are on reduced production schedules.  At least two dozen ethanol plants are now producing alcohol for hand sanitizer, but at low volume, much of which will be donated anyway.

For the time being, the sector seems to be shaking its way into stasis.  Whatever shape the ethanol industry takes in 2021 and beyond will depend for now on what the virus does– and how we respond – in 2020.

For additional details on why this matters, please check out our guest blog posting by David VanderGriend of the Urban Air Institute.  Fuel blending standards can sound arcane, and the details of ethanol and corn and agriculture seem like something taking place in distant, rural counties.  They’re not.  They impact the lives of residents of metro Kansas City every day, and at the fundamental level of our own health.

As we all shift our routines in an effort to stay safe and healthy in light of the COVID-19 pandemic, Metropolitan Energy Center is exploring ways to adjust to the new normal. We want you to know we share the collective confusion and frustration of our friends, neighbors, and colleagues. Please remember we are all in this together. Be patient, be kind. And if you need us, we’ll be here, because we have been for over 35 years.

What We’re Doing

As the situation evolves, we are continually adjusting our response. At this time, our dedicated staff are working from home, in consideration of the CDC recommendations and in compliance with the KC Metro stay-at-home order, effective Tuesday, March 25. We are finding innovative ways to support our communities and continue our technical support for regional alternative fuels and energy efficiency advancements.

Staff can best be reached by email, though phone calls are still welcome and will be routed to the appropriate staff as soon as possible on the day the calls are received.

For scheduled meetings and events:

  • All in-person meetings and events for the next 8 weeks are postponed, moved online, or cancelled.
  • Scheduled conference calls will go on and will now offer a web connection in case you are unable to join through a phone connection.

For projects and project deliverables:

  • Staff are conducting a COVID-19 risk assessment for all ongoing projects. If you are involved in a project and believe restrictions due to the crisis present a risk to you meeting your objectives, please notify your MEC staff contact immediately.

Hidden Costs and Silver Linings

This pandemic is something new for nearly all of us. Some Americans—those 75 and older—will remember the polio epidemic of the 1940s and 1950s. But for most of us, this means making changes in the ways we work, live and travel that we’ve never experienced before.

If there’s any sort of silver lining to this situation, it’s that finding new ways to work and move in the next months may lead to longer-term solutions that can improve health outcomes for everyone. COVID-19 is a respiratory illness, and good respiratory health is critical—now, in dealing with this disease, and for our community’s overall health in the future. MEC has worked for decades to cut toxic emissions with energy efficiency, cleaner fuels, intelligent transportation and building systems, and a cleaner, more efficient freight network. This work continues, with our diverse community and stakeholders in mind, and is more critical today than at any other point in history.

What You Can Do

#StayHomeKC. On March 21, elected officials in Jackson, Johnson and Wyandotte counties and the city of Kansas City, Missouri, announced a 30-day stay-at-home order. Other counties in the region have enacted various restrictions to help slow the spread of COVID-19. State and local guidelines are changing rapidly as more cases are confirmed.

For the latest information, check your local health department or city/county websites.

If you should venture away from home, please remember: exhaust irritates lungs. For the sake of those experiencing respiratory difficulty, turn off your engine if you will be waiting for a friend carpooling with you, for car-side delivery service, etc.

Take advantage of your reduced commute time to get outdoors more. Biking, walking and hiking can be done alone, with your pets, or in small groups adhering to social distancing practices.

Some outdoor volunteering opportunities may continue, in small groups adhering to social distancing practices, especially orgs doing wildland management, gardening and cultivation, tree planting, and the like. Carefully evaluate your host’s safety and health policies and practices before signing up. Due to the stay-at-home order, many of these events may be cancelled as well, so contact your host to confirm before showing up.

If you’re a volunteer and miss in-person group volunteering events, stay engaged through GlobalGiving. GlobalGiving’s virtual skilled volunteering platform, GlobalGivingTime, can match you with interesting opportunities from vetted nonprofits around the world, from the convenience of your desk.

Stay Informed

Metro KC officials are keeping PrepareMetroKC.org updated as new information becomes available.

As you know, this situation is continually shifting. We will monitor developments to adhere to federal, state and local advisories, and support the region’s efforts to protect the health and safety of the public.

You’ve seen them, even if you weren’t really looking. A Tesla zipping along I-435, a Leaf silently moving across the grocery store parking lot, a Bolt gliding by the gas station as you filled up. Electric cars are increasingly part of America’s automotive landscape, though still a small percentage of what’s on the road today.

So, ever wonder what it would be like to drive one? Well, here’s your chance.

Metropolitan Energy Center, with generous support from Evergy, is rolling out the Electric Car Experience. It’s a zero-pressure way for you to drive multiple makes and models of all-electric cars and plug-in hybrids.  Stay in town?  Hit the highway?  Your choice.  And all done without sales staff, and with volunteers who own and drive their own electric cars.

The Electric Car Experience is coming POSTONED to United Methodist Church of the Resurrection in Leawood at 13720 Roe in Leawood, from 10:00 to 4:00. COR has kindly offered the use of their space as part of their commitment to a more sustainable world. We’ll have our EV fleet in the parking lot just south of the sanctuary.  All you’ll need to do is follow the signs.

Consider this blog entry a placeholder.  All registrations to test drive (or just ride along, if you prefer) will be done online and hosted by Evergy.  Watch this space for further details in the next few weeks!

If you own an EV or PHEV, and would be willing to volunteer, we’d love to have you along for the ride. Please visit https://metroenergy.org/ev-owner-signup/ to learn more and sign up for this exciting outreach event.

DECISIONS, DECISIONS
– As mentioned, buying a car is a big financial decision, and we can’t presume to dictate what meets your needs. Admittedly, efficient is good, more efficient is better, and we’re all in favor of zero-emission options here at MEC (yes, we’re somewhat biased). Even setting aside the positive environmental impact moving away from petroleum creates, we believe that the case for electric vehicles is solid in terms of dollars and cents alone.  Your savings on fuel and maintenance over the lifetime of the vehicle can easily total thousands or tens of thousands of dollars.

But in the end, the choice to switch from gasoline or diesel to an EV or PHEV needs to be a choice that works for you. What this closing installment aims to do is to connect you with resources that can help you run the numbers, check the tech, and learn from the experiences of others.

GETTING STICKY – Remember the last time you were at a car dealership? Remember the stickers on the rear windows of every car – the black & light blue stickers, with the MPG totals?

Sample gasoline vehicle fuel economy label

Yeah, those. All light-duty cars and trucks sold in the US get those numbers from federal laboratories, whatever their fuel. In the case of BEV and PHEV models, you’ll notice a substantial difference between a sticker for a conventional car, particularly when it comes to MPG and fuel costs:

Sample electric vehicle fuel economy label

Handy in and of itself, this sticker is only the tip of the iceberg.  There is plenty of information from federal agencies and laboratories available to prospective owners of any car or truck, powered by any fuel.

Let’s begin with the most popular and comprehensive federal site.  Fuel Economy.gov is jointly supported by the Department of Energy and the EPA.  Once on the homepage, click on the tab labeled “Advanced Cars And Fuels”.  The pop-up that results has no fewer than 47 different linked categories for everything from diesel to hydrogen.

Within these categories, there’s plenty to do. If you’d like to compare EV model to EV model, or compare a Tesla with a Ford F-150, the interface is simple and intuitive. You can find estimates for five-year fuel costs, gallons or kilowatt-hours per 100 miles and even gas tank size. Simple or detailed driving cost calculators, information on tax credits, personal online fuel efficiency tracking (for the slightly obsessive), and plenty more tools are ready to use. The same site also hosts the Fuel Economy Guide, updated every year.  The 2020 edition is now up and ready for free download.

A DIGRESSION IN THE NAME OF FULL DISCLOSURE – Once again, there’s no free lunch. There’s no tailpipe, but most electric cars have a smokestack – the power plant they plugged into. However, the Alternative Fuels Data Center has a calculator that shows how much carbon an average EV puts out in a year.  You can use it to compare EVs with hybrid, PHEV and gasoline options. It’s quite broad, and based on state averages. Even so, it’s fascinating to compare EVs in Missouri (coal-heavy) and Kansas (wind-rich) with their petroleum cousins– to say nothing of the yawning gulf between both states and California.

OWNER INPUT AND WEBSITES GALORE – There are lots of websites and owners’ groups out there. This country abounds in organizations devoted to everything from Hendrix to Hummers to hummingbirds, so it’s no surprise that there is plenty of information available on EVs and PHEVs.

 

THINKING LOCALLY
There is a very active group of EV enthusiasts right here in town.  Members of the Mid-America Electric Auto Association would love to field your questions. Feel free to drop in at their monthly meetings (2nd Sundays at 1:00 at the Johnson County Main Library), or through their Yahoo user group. MAEAA members know all about Kansas City weather – icy winters and blazing summers.  They’re quite familiar with how weather impacts the performance of BEVs and PHEVs.  Actually, it impacts the performance of all vehicles, but that’s a subject for another time.

ONLINE
InsideEVs is great at keeping up with tax credits and incentives, and their monthly sales scorecard is, if not formally approved by the industry, solidly based on monthly sales totals from all manufacturers. It’s also a good site for additional details on charging, financing and other, wonkier topics. Their charts on range, cost and incentives cover all available models and are regularly updated.

Green Car Reports A bit broader in scope, this site covers just about everything faintly green in the auto world. Monthly updates on the best deals available, even for efficient conventional cars are handy.  The “First Drives” series covers new cars on the block, and their daily news updates are useful.

Midwest Evolve Hosted by a consortium of Clean Cities coalitions around the Midwest, ME covers a lot of ground. Their website has plenty of user-friendly breakdowns on EV and PHEV how-to, auto show and test drive events, plus an excellent combination blog/news site.

Electric Auto Association One of the oldest EV organizations out there, the EAA has been promoting electric cars since 1967, when going electric was a 100% DIY proposition. Their website is a bottomless pit of information, particularly their EV Links page. Much of their content leans technical , but there’s plenty applicable to those of us who are still in the “just looking” stage.

These are a few of the  many EV sites out there, whether run by clubs, non-profit organizations or businesses. We cannot vouch for 100% accuracy in what you may find there.  This is especially true in online comments sections, which have an unfortunate tendency to resemble . . . online comments sections.