After Disaster Hit Japan, Electric Cars Stepped Up
WITH deep-tread tires and ample ground clearance, a rugged 4-wheel-drive Hummer or Jeep might seem the best choice for navigating through the wrecked cities of northeastern Japan. The areas pummeled by the earthquake and tsunami in March would surely be inhospitable for anelectric vehicle.
Yet in the days and weeks after the horrific one-two punch of natural disasters, wispy battery-electric cars — engineered for lightness and equipped with tires designed for minimal rolling resistance — proved their mettle.
These welterweight sedans, including models from Mitsubishi and Nissan, turned out to be the vehicles that got through — not because of any special ability to claw their way over mountains of debris, but because they were able to “refuel” at common electrical outlets.
With oil refineries out of commission and clogged roadways slowing deliveries, finding gasoline had become a challenge. Shortages were so acute that Japan’s Self-Defense Forces had to truck in gasoline; donations of diesel fuel were accepted from China.
Yet in Sendai, about 250 miles northeast of Tokyo, and other cities ravaged by the earthquake, electricity returned within days. Taking stock of the situation, the president of Mitsubishi Motors, Osamu Masuko, offered dozens of his company’s egg-shaped i-MiEV (pronounced “eye-meeve”) electric cars to affected cities.
Despite their image as light-duty runabouts best suited for trips to a nearby shopping mall, the electric vehicles were immediately put to use. They were pressed into service ferrying supplies to refugee centers, schools and hospitals, and taking doctors, city workers and volunteers on their rounds.
While the i-MiEVs could not help out with tasks like hauling building materials or towing stranded vehicles, the assistance from Mitsubishi was much appreciated. In all, 89 i-MiEVs went to the recovery effort, including 34 to Miyagi Prefecture, 33 to Fukushima Prefecture and 18 to Iwate Prefecture.
“There was almost no gas at the time, so I was extremely thankful when I heard about the offer,” said Tetsuo Ishii, a division chief in the environmental department in Sendai, which also got four Nissan Leaf electric cars. “If we hadn’t received the cars, it would have been very difficult to do what we needed to.”
Mr. Ishii and other officials in Sendai assigned the cars strategically. Two were used to bring food and supplies to the 23 remaining refugee centers in the city, while two others served doctors. Education officials have been using another two vehicles to inspect schools for structural damage. Others helped deliver supplies to kindergartens around the city or were loaned to volunteer groups.
Once the most pressing needs are met, the city may use the cars to help in the cleanup of damaged homes, as fuel shortages still limit the availability of trucks. For now, though, the cars are driven an average of 30 to 45 miles each day, about half the distance that they can be driven on a full charge.
“One charge is perfect for us, because it allows us to drive around during the day with no trouble,” Mr. Ishii said. “We’re not that big of a city.”
Most of the cars, he said, returned each night to city hall, where they were recharged at 200-volt outlets. Fast-charging stations, which replenish batteries to 80 percent of capacity within 30 minutes, are used where available. Standard 100-volt outlets can also be used, but the recharge then takes more than 12 hours.
Slightly over five feet high and less than five feet wide, the i-MiEV is cozy, to say the least, and at just 2,400 pounds it is relatively light. Its battery, the size of a tatami mat and weighing about 400 pounds, is under the floor, which helps give the car a lower center of gravity.
The cars’ unexpected sturdiness and utility has pleased Mr. Masuko, who, like other automobile executives, has been battling skeptics who see electric vehicles as expensive and impractical.
“I am most impressed when I hear the words, ‘I felt electric vehicles were unreliable at first, but now, the vehicles are being integrated into daily life,’ ” he wrote in an e-mail. “I am so glad I heard that our electric vehicles are contributing to the recovery of the affected areas.”
WITH deep-tread tires and ample ground clearance, a rugged 4-wheel-drive Hummer or Jeep might seem the best choice for navigating through the wrecked cities of northeastern Japan. The areas pummeled by the earthquake and tsunami in March would surely be inhospitable for anelectric vehicle.
Yet in the days and weeks after the horrific one-two punch of natural disasters, wispy battery-electric cars — engineered for lightness and equipped with tires designed for minimal rolling resistance — proved their mettle.
These welterweight sedans, including models from Mitsubishi and Nissan, turned out to be the vehicles that got through — not because of any special ability to claw their way over mountains of debris, but because they were able to “refuel” at common electrical outlets.
With oil refineries out of commission and clogged roadways slowing deliveries, finding gasoline had become a challenge. Shortages were so acute that Japan’s Self-Defense Forces had to truck in gasoline; donations of diesel fuel were accepted from China.
Yet in Sendai, about 250 miles northeast of Tokyo, and other cities ravaged by the earthquake, electricity returned within days. Taking stock of the situation, the president of Mitsubishi Motors, Osamu Masuko, offered dozens of his company’s egg-shaped i-MiEV (pronounced “eye-meeve”) electric cars to affected cities.
Despite their image as light-duty runabouts best suited for trips to a nearby shopping mall, the electric vehicles were immediately put to use. They were pressed into service ferrying supplies to refugee centers, schools and hospitals, and taking doctors, city workers and volunteers on their rounds.
While the i-MiEVs could not help out with tasks like hauling building materials or towing stranded vehicles, the assistance from Mitsubishi was much appreciated. In all, 89 i-MiEVs went to the recovery effort, including 34 to Miyagi Prefecture, 33 to Fukushima Prefecture and 18 to Iwate Prefecture.
“There was almost no gas at the time, so I was extremely thankful when I heard about the offer,” said Tetsuo Ishii, a division chief in the environmental department in Sendai, which also got four Nissan Leaf electric cars. “If we hadn’t received the cars, it would have been very difficult to do what we needed to.”
Mr. Ishii and other officials in Sendai assigned the cars strategically. Two were used to bring food and supplies to the 23 remaining refugee centers in the city, while two others served doctors. Education officials have been using another two vehicles to inspect schools for structural damage. Others helped deliver supplies to kindergartens around the city or were loaned to volunteer groups.
Once the most pressing needs are met, the city may use the cars to help in the cleanup of damaged homes, as fuel shortages still limit the availability of trucks. For now, though, the cars are driven an average of 30 to 45 miles each day, about half the distance that they can be driven on a full charge.
“One charge is perfect for us, because it allows us to drive around during the day with no trouble,” Mr. Ishii said. “We’re not that big of a city.”
Most of the cars, he said, returned each night to city hall, where they were recharged at 200-volt outlets. Fast-charging stations, which replenish batteries to 80 percent of capacity within 30 minutes, are used where available. Standard 100-volt outlets can also be used, but the recharge then takes more than 12 hours.
Slightly over five feet high and less than five feet wide, the i-MiEV is cozy, to say the least, and at just 2,400 pounds it is relatively light. Its battery, the size of a tatami mat and weighing about 400 pounds, is under the floor, which helps give the car a lower center of gravity.
The cars’ unexpected sturdiness and utility has pleased Mr. Masuko, who, like other automobile executives, has been battling skeptics who see electric vehicles as expensive and impractical.
“I am most impressed when I hear the words, ‘I felt electric vehicles were unreliable at first, but now, the vehicles are being integrated into daily life,’ ” he wrote in an e-mail. “I am so glad I heard that our electric vehicles are contributing to the recovery of the affected areas.”
http://www.nytimes.com/2011/05/08/automobiles/08JAPAN.html?ref=japan
Related articles
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- After Disaster Hit Japan, Electric Cars Stepped Up – NYTimes.com (sheffnersweb.net)
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Natural disasters?
Floods, earthquakes, landslides: 2011 is a year of disasters. The Guardian’s Bill McKibben asks: are we to blame?
At least since Noah, and likely long before, we’ve stared in horror at catastrophe and tried to suss out deeper meaning – it was but weeks ago that the Tokyo governor, Shintaro Ishihara, declared that the earthquake/tsunami/ reactor tripleheader was “divine punishment” for excess consumerism. This line of reasoning usually fails to persuade these days (why are Las Vegas and Dubai unscathed by anything except the housing meltdown?) but it’s persistent. We need some explanation for why our stable world is suddenly cracked in half or under water. Still, over time we’ve become less superstitious, since science can explain these cataclysms. Angry gods or plate tectonics? We’re definitely moving towards natural explanation of crises.
Which is odd, because the physical world is moving in the other direction.
The Holocene – the 10,000 years through which we have just come – was by all accounts a period of calm and stability on Earth. Temperatures and sea levels were relatively stable. Hence it was an excellent time to build a civilisation, especially the modern kind that comes with lots of stuff: roads, buildings, container ports, nuclear reactors. Yes, we had disasters throughout those millennia, some of them (Krakatoa, say) simply enormous. Hurricanes blew, earthquakes rocked. But they were, by definition, rare, taking us by surprise – freaks, outliers, traumas that persisted in our collective history precisely because they were so unusual.
We’re now moving into a new geological epoch, one scientists are calling the Anthropocene – a world remade by man, most obvious in his emissions of carbon dioxide. That CO2 traps heat near the planet that would otherwise have radiated back to space – there is, simply, more energy in our atmosphere than there used to be. And that energy expresses itself in many ways: ice melts, water heats, clouds gather. 2010 was the warmest year on record, and according to insurers – the people we task with totting up disasters – it demonstrated the unprecedented mayhem this new heat causes. Global warming was “the only plausible explanation”, the giant reinsurer Munich Re explained in December, of 2010′s catastrophes, the drought, heatwave and fires across Russia, and the mega-floods in Pakistan, Australia, Brazil and elsewhere were at least plausibly connected to the general heating. They were, that is to say, not precisely “natural disasters”, but something more complex; the human thumb was on the scale.
We still have plenty of purely natural disasters – though scientists can posit reasons climate change might make the world more seismically active, tectonic and volcanic forces seem beyond our reach; the great wave that broke over Sendai really did come out of the blue. But even inJapan, of course, the disaster was not entirely “natural”. The subsequent fallout was… fallout, the invisible plume streaming from one of our highest-tech marvels, a complex reduced in minutes into something almost elemental, a kind of utility-owned volcano.
In a sense Ishihara was correct when he decried “selfish greed”. It is consumerism that has flooded the atmosphere with CO2: the constant getting and spending, where $1 spent liberates roughly 1lb of carbon. We are remaking the world, and quickly; we are stumbling into a new way of thinking about disaster, where neither God nor nature, but man is to blame.
That changes the valence of catastrophe. Since warm air holds more water vapour than cold, the atmosphere is nearly 5% moister than it was just a few decades ago. That loads the dice for great floods of the kind suddenly so common. I lived through one in my small mountain town in Vermont two summers ago: the biggest thunderstorm in our history dropped buckets of rain in a matter of hours. Our town is almost entirely intact forest; it should have been able to hold whatever nature threw at it. But that rain fell on a different planet from the one the forest had grown up on; every road washed out, and the governor had to visit by helicopter. But at least we had the solace (or self-lacerating realisation) that we’d helped cause this deep change. Americans burn more carbon per capita than just about anyone; what do you say to a Pakistani farmer watching the swollen Indus wash away his life’s work? And since global warming seems to take first aim at the poorest places that have done the least to cause it, this is a question we may be asking ourselves a good deal in the decades to come.
Not every natural disaster is unnatural now, and we may be able to fool ourselves a little longer. But these days it’s the climate deniers who act like the pious of yore, unable to accept the truth. I was surprised, and impressed, to read a poll of Americans taken recently. By healthy majorities, this most religious of western citizenries said natural disasters were more likely to be a sign of climate change than of God’s displeasure.
Which is good news, because for the first time in human history we can prevent a great deal of unnecessary cataclysm in the years ahead. Not all of it – there will always be earthquakes and hurricanes. But every bit of carbon we keep out of the atmosphere is that much less extra energy we add to the system. It’s that much less disaster waiting to happen.
http://www.guardian.co.uk/world/2011/apr/02/natural-disasters-floods-earthquakes-landslides
Related Articles
- Stefan And Erika Svanstrom, Honeymoon Couple, Survive Six Natural Disasters (huffingtonpost.com)
- Natural disasters? (guardian.co.uk)
- KSU Researcher Says Natural Disasters Haven’t Worsened (manhattanmatters2011.wordpress.com)
- Natural disasters? Or Divine Retribution ? (talesfromthelou.wordpress.com)
Canterbury earthquakes : unseen impacts…
Here I begin a series of insights about the quake and its consequences, seen and unseen.
TODAY STOP PRESS: A magnitude 4 earthquake rattled parts of Christchurch this afternoon. The quake, which struck at 4.16pm at a depth of 9 kilometres, was centred 20km west of Christchurch. There were no initial reports of damage.
COMMENT: I have just returned from a very brief time in Christchurch where I witnessed first-hand the damage causesd by the first earthquake, followed by the second series of after-shocks. The city, still dealing from this quakes, is trying to come to terms with the reality.
From The Press, Christchurch: Rebuilding Lyttelton’s port will be one of the most complex post-quake tasks, its chief executive says.
Up to 20 staff were working on the rebuilding project.
“We’re in the process of still working through what our damage and rebuild costs will be,” he said.
The September 4 quake did more than shake the core piling and wharf restraint systems.
Some ships were turned away from Lyttelton during the quake period, but since then it had “been handling all the cargo” as planned, Davie said.
Most of the port facilities are on reclaimed land, including the container and coal-working areas and the fuel-tank farm.
Davie said hundreds of wharf piles, some buried 30 metres to 40m deep, were being assessed.
“You’ve got to try and model what has happened to them and what stresses they’re under and to what extent they’re damaged,” Davie said.
“Once you’ve done all that measurement, you then have to redesign what you would rebuild, and [assess] what the cost of that is.”
http://www.stuff.co.nz/the-press/news/4638771/Big-task-ahead-for-port
Part of general series:
Tropical Cyclone Yasi – Factfile
The category five storm is the worst cyclone to ever hit Australia. Here are some facts about the massive weather system:
Size: 310 miles wide
Speed: 18mph
Winds: up to 186mph
Storm surge: up to 20ft high
Rainfall: 27 inches
Eye: measures 20 miles wide
Expected to hit at 10pm local time (1200 GMT) close to the town of Innisfail
Area on high alert: 400-mile stretch of coast from Cairns to Mackay
Homes at risk of flooding: more than 10,000
Number of people likely to be affected: 350,000
Number of people evacuated from the cyclone’s path: 30,000
The last large cyclone to hit Queensland was Cyclone Larry in 2006. Larry was a category four storm. It destroyed hundreds of homes in Innisfail and caused $1.5bn worth of damage. One person was killed. Cyclone Yasi is twice the size of Larry.
The worst most deadly cyclone to hit Australia was Cyclone Tracy, which devastated the Northern Territory capital of Darwin in 1974, killing 71 people.


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