If you want to be pedantic, your typical outlet will supply 120V.
If a 15-20A outlet can't handle 12A current - then it's defective and should be repaired. You're generally only going to trip the breaker if something else is also plugged in to the same circuit and is drawing a significant amount of current.
Definitely, more EVSEs should be installed.
Actually, a 15A breaker may or may not trip at 15.1A. There is quite a bit of fudge room in the spec. You can pull quite a bit more than 15A on a 15A breaker for a short period of time.
Google for "Circuit Breaker Characteristic Trip Curves" for what may or may not trip a breaker.
Some interesting facts:
It is possible to pull between 95-115% of the rated current of a breaker basically indefinitely without it ever tripping.
It is possible to pull 150-240% of the rated current of a breaker for 60 seconds before it trips.
It is possible to pull 300-600% of the rated current of a breaker for 10 seconds before it trips.
It is possible to pull 900-2000% of the rated current of a breaker for 1 second before it trips.
Peak production from solar occurs at 12 noon, peak demand occurs at 6PM.
If you're going to be an condescending asshole, you might as well get your facts correct.
Peak production for solar in the summer generally occurs at 1 PM, not 12 PM (during non-daylight savings time the peak is at 12 PM).
Peak demand for the year is generally between 3-5 PM, not 6 PM and typically around 4:30 PM.
At 4:30 PM solar output is starting to drop, but is still producing significant power since many utility scale plants use tracking systems which allow production to remain very flat for a few hours around solar noon. Fixed pitch solar can easily be biased towards mid-late afternoon peaks by aiming farther west rather than south which most systems aim for in order to maximize energy production instead of aiming to match production to demand.
It would not take much storage for your typical home PV system to shift load to the utility peak - probably no more than 5-10 kWh of storage for your typical house.
People say lots of things on the internet, does not mean it's true.
And if you want to see what the pack looks like after a less severe incident with a trailer hitch, look here:
Easy to see that the bottom of the pack is aluminum, not steel from that picture (look at the size of the welds and how the aluminum shredded around the impact point) While steel would be stronger than aluminum, the weight of steel is just way too high to justify using it over aluminum.
Just a couple corrections:
1. The battery is protected by 1/4" aluminum, not steel.
2. There is no "intumescent goo" around the cells that people have found, even though Tesla has a patent on it. The cells themselves sure don't release anything non-flammable when they overheat.
The big issue is making enough batteries for millions of EVs, and that will take some planning for the necessary expansion.
Luckily all the big manufacturers have been building battery plants - the problem is that automobile manufacturers haven't been building good enough cars around those proposed battery packs to fully utilize those factories.
A few examples:
Nissan / AESC: Finished a large battery plant earlier this year in Tennessee thanks to DOE loan. Currently only supplies batteries for the Nissan LEAF (24 kWh battery pack), which sells about 1,600 / month or 20,000 / year in the USA. Maximum capacity of the plant when fully ramped up is claimed to be around 150,000 / year or over 12,000 / month.
LG Chem: Finished a large battery plant last year in Michigan thanks to DOE loan. Unfortunately, has been sitting idle for some time, though is finally starting to produce batteries for the Chevrolet Volt (16.5 kWh battery pack). Maximum capacity of the plant is claimed to be around 60,000 / year, currently the Volt is selling about 1,600 / month or 20,000 / year in the USA.
A123: Finished a large battery plant in 2010 in Michigan thanks to DOE loan. Capable of 30,000 battery packs/year. Unfortunately a very large bad bad of batteries delivered to Fisker and Fisker's demise also lead to A123's demise whose assets were bought out. Still operating, and delivering batteries for the Chevrolet Spark EV (20 kWh battery pack). Unfortunately the Spark EV is a low volume vehicle so far only available in a few markets. Launched late June, only sold 130 through July (August sales numbers should be out soon).
Anyway - my point is that there is plenty of supply out there for lithium batteries right now - there are more plants than just the ones mentioned here - both in the USA and abroad. The competition is tough (see A123's bankruptcy and others, too) so despite low interest loans manufacturers are going under. What's needed is a few more plug-ins with a bit more appear - either more utility or lower price.
Both Nissan / GM / Tesla have shown that the public will buy electric cars if they are good products and priced right.
Nissan says they are actually selling all the LEAFs they can make and are currently capacity constrained after a big price drop for the '13 model - they are apparently being conservative in ramping up production capability. Inventory levels support their claims. If Nissan could get at least 25% more range into the car (and perhaps a more neutral package) without increasing the price, I think they could easily sell quite a few more EVs.
GM needed to drop the price of the Volt - they finally did so for the '14 model and they are saying as a result August will be their best sales result yet. Inventory levels support their claims. If GM could get the Volt drivetrain into a slightly roomier vehicle without sacrificing much efficiency and keeping the price down, I think they could easily sell quite a few more PHEVs.
Tesla has finally worked through most of the backlog of their USA orders (there's only so many people who can afford $70k+ cars) and are starting to ship product to Europe. They are expecting to stay at maximum capacity for the foreseeable future (over 2,000 Model Ss / month).
While large format NiMH batteries are patent encumbered, large format Lithium batteries (the kind used in all EVs today except for Tesla) are not.
I believe that Toyota is the only manufacturer who currently uses large format NiMH batteries, but only in their hybrids. The referenced wikipedia article suggests Panasonic/Cobasys worked out an agreement as long as Toyota only used those NiMH batteries in hybrids and not in a plug-in vehicle.
Note that the large format NiMH battery patents are due to expire in 2014.
Not sure how much of this matters - Lithium batteries are superior to NiMH batteries now in just about every way.
Great comment. Also, the water intake issue affects more than just San Onofre - it affects all of the state's power plants sucking water from the ocean.
I hate linking to UT San Diego, but it's the only good article I could fine on the subject. Note the date of the article (May 4, 2010):
Large hydro is not considered "renewable" due to the large impacts on the river - you'll see that it's broken out on the CAISO web site which shows current state of the grid and where energy is currently coming from:
They also have a Renewables Watch page for historical data.
With all the talk of Santa Ana Winds I think there's an opportunity to build some of these wind farms in SoCal.
There's quite a bit of wind and solar plants being built right now to accomate the renewable energy mandate in California.
The utilities in the state have until 2020 to increase renewable energy production to 33% of total energy production and they aren't half-way there yet.
He felt ultimately it was a political move to shut it down.
Utility companies never do anything except for reasons of profit. They simply felt that it would be more cost effective to mothball the plant rather than to try to fix it. The shareholders agreed - their stock price jumped upon the news hitting the wire.
He also wouldn't be surprised if the decision were reversed, when people realize what the shutdown would do to electricity rates (double them).
While SONGS provided an important chunk of power while running (about 1GW) it's only a small fraction of generation capacity in the state. It certainly won't double rates and if the utilties try to pass on any of the cost of mothballing the plant to the rate-payers, you can be sure that the customers will be in an uproar then.
now planning to deploy a stack of S3700 and S3500 drives.
Yep, these are the only drives I'd recommend for enterprise use - or any other use where you want to be sure that losing power will not corrupt the data on the disk thanks to actual power-loss protection.
Intel's pricing with the S3500 places it very competitively in the market - even for desktop/laptop use I would have a hard time not recommending it over other drives unless you don't care about reliability and really need maximum random write performance or really need the lowest cost.
The latest Prius gets 4.6 and 4.9 l/100km hwy/city, while a Jetta diesel gets 3.6/5.2 hwy/city
Where are you pulling those numbers from? At least here in the USA, in real life, on the highway at speeds of 60-80 mph, the Prius and Jetta diesel are very similar in fuel economy, despite diesel having a ~20% advantage in energy density per gallon.
Or a diesel.
While diesels are good for constant speed long-distance travel, they still blow for city use where fuel economy plummets and tailpipe emissions are high.
A hybrid with an atkinson cycle engine will match a diesel in long-distance travel efficiency while providing far superior city fuel economy and emissions. Not to mention that hybrids can easily be converted to a plug-in hybrid either drastically reducing or eliminating gasoline usage for most of your local driving while still being very fuel efficient for long trips.