Artful Dodger
"Neko no me"
@Prunesquallor said:
Lol, I could totally see Teslabot scanin'n'baggin' all nite long at the WaWa...
Cheers!
Lol, I could totally see Teslabot scanin'n'baggin' all nite long at the WaWa...
Cheers!
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Tesla, TSLA & the Investment World: the Perpetual Investors' Roundtable
- Thread starter AudubonB
- Start date
How many of us have given test drives to complete strangers just to show off how great our Teslas are? Do the newer 3/Y owners do this as well?
Complete strangers has questions which happened multiple times when I owned the cars, but you show off FSDB or do test drives with friends and family. I don't have that many friends or family, but at least 10 friends/family members have sat in my car who had questions and saw FSDB in action over the course of 3 years I had the car. Multiply that by 400k/quarter and we are now talking about millions of people who are sitting in Tesla.
Back in 2017, barely anyone sat in a Tesla because delivery numbers were small.
wait, I thought you were Canadian. How do you know what a Wawa is???Lol, I could totally see Teslabot scanin'n'baggin' all nite long at the WaWa...
dhanson865
Well-Known Member
7 years ago today the first successful orbital class drone ship landing (paving way to the first orbital class reuse)
Starship should be launching orbitally soon and be doing it's version of this dance.
Starship should be launching orbitally soon and be doing it's version of this dance.
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Wow, an article that has nothing negative to say about Tesla. Don't remember seeing one in the recent past.
Australia Is Quitting Coal in Record Time Thanks to Tesla
Australia Is Quitting Coal in Record Time Thanks to Tesla
Tesla Advances Plans for Drive-in Movie Theatre Diner as More Building Permits Now Submitted
Tesla Advances Plans for Drive-in Movie Theatre Diner as More Building Permits Now Submitted
Elon Musk's idea of a futuristic diner and drive-in theater conceived for Hollywood is getting closer to being realized. Tesla has applied for building permits, hinting that construction will begin soon.www.tesmanian.com
"The proposed project will include the construction of a restaurant/diner with two levels:
- approximately 3,800 square feet enclosed lower level and a 5,500 square feet outdoor seating and enclosed food preparation area;
- electric vehicle charging station which will have 34 spaces with chargers, 29 of the 34 charging stations will be Superchargers and the remaining 5 will be Level 2 chargers."
TLDR: The Tesla drive in / supercharger restaurant moves closer to fruition.
Bet TSLA
Active Member
People like different things. I much prefer never having to interact with checkout people. I choose self-checkout every time. Given a choice, I'll use a store that has self-checkout rather than one which doesn't. So is there anything relevant about this discussion other than indicating the obvious?
Bet TSLA
Active Member
My favorite time (of the hundreds of drives I've given), was in my Model S at an EV event. The guy said he was over 90yo, and he used to race. He had a great time. One of the very few that when I told him to stop the car and then punch it, he actually did so, and whooped at the result!
I suspect he went right out and bought one.
My two favorite things about owning a Tesla: letting newbies drive my car; and getting software updates that made my old car new again.
Waymo dodges heavy traffic routes while FSDb doesn't give a F.
Tes La Ferrari
Active Member
Giga Mexico Hiring begins:
www.tesmanian.com
TLDR: "Tesla Giga Mexico will be built and put into operation in record time. The new factory will provide 35,000 direct and indirect jobs in the region. In fact, the company has already begun recruiting for its construction."
Tesla Giga Mexico Begins Recruitment
Tesla Giga Mexico will be built and put into operation in record time. The new factory will provide 35,000 direct and indirect jobs in the region. The company began recruiting for the construction of Giga Mexico.
www.tesmanian.com
TLDR: "Tesla Giga Mexico will be built and put into operation in record time. The new factory will provide 35,000 direct and indirect jobs in the region. In fact, the company has already begun recruiting for its construction."
Buckminster
Well-Known Member
Some nice updates:
Sounds like a big V12? update could be inbound.
Threads of the day:
Tesla Restaurant
Universal Basic Income (UBI) is coming
Sounds like a big V12? update could be inbound.
Threads of the day:
Tesla Restaurant
Universal Basic Income (UBI) is coming
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petit_bateau
Active Member
It is Sunday so I'll pop this here as well as on the shipping thread
(Tesla Cargo Ship)
===========================
I just pulled out some of my previous calculations and refreshed some of the sums a bit. For those who are unaware a useful acronym is a 'teu' which is a typical twenty foot container (twenty foot equivalent unit) and that is a unit that is used in a lot of logistics calculations irrespective of whether rail, road, or sea.
I used an Emma Maersk E class vessel (approx 14,700 teu) rather than one of the newer EEE class (18,000 teu) since I had previously run the numbers for the E.
www.marinelink.com
Firstly let's just put the solar container vessel to bed shall we, at least for long distance commercial cargo carrying via transoceranic routes. An E class has an 81MW main engine, or 100MW of total generation capacity if you counnt the other auxiliary engines. I think the actual shaft power at economic voage speeds (18kts) is approx 40MW. The full 100 MW will be to run ship services and attain the 25kts max speed. Anyway in contrast If you carpet a Emma Maersk with solar over the full oblong of the vessel from stem to stern, you can get a peak power of 5MW at 1,000 W/m2 insolation and 25% efficiency. Clearly flat solar won't achieve 25%, but in any case one can't get 1,000W/m2 for the whole 24h/d x 365d/yr and realworld capacity factors are more like 14%, yielding an annual average of 0.8MW continuous (24h/d), which is 2% of the 40MW required for economic cruising.
On the required battery to do a transoceanic run numbers are beginning to become more hopeful, so I withdraw some of my previous remarks. A useful typical voyage is Rotterdam (EU) to Norfolk (USA) which is 6,283 km long. It is neither the longest such voyage nor the shortest, but it is a good typical one. At economic speeds (i.e. 40MW) this takes 190 hours (8 days), and is 7,111 MWh of voyage energy (excluding auxiliaries). We must be careful to use realworld battery densities / volumes including all the physical space for install, coling, maintenance, cabling, etc. The latest Tesla Megapacks are 3.9 MWh of LFP each and are a fully stuffed volume of 42m3 each, and in contrast a standard twenty foot container is 38m3 volume. So for practical purposes we can use 3.9MW/teu as a representative volume for sketching out the required amount of the vessel.
Here is a typical picture of one of these container vessels
View attachment 926516
Which can be simplified to this drawing, which shows very crudely where stuff goes.
View attachment 926518
By inspection of photos we can observe that approximately one third of the containers are deck cargo, and two thirds internal hold cargo and we know that there are just under 15,000 in total.
Returning to the battery volume required for the 7.1 GWh of battery we get 1,800 teu of battery assuming 100% efficient energy delivery and running down from 100% to 0% in SoC terms for Rotterdam-Norfolk. This translates to 12% of the equivalent cargo volume which would result in approximately the following space allocation if it were to be done. So we can see that from a naval architecture perspective these things are beginning to seem achievable.
View attachment 926524
I previously did some calculations for the Asia-Europe run and figured out that there approximately 100 of these vessels serving that route on about 19 days Shanghai to Hamburg using the fast steaming speed ogf 24 kts. The route really takes a month as there are several port stops at both ends. So there are about 2 movements/day of such a vessel at either terminal port (50 vessels in each direction, one month in one direction) and that in turn gives an insght into the energy requirements to recharge these batteries at the terminal ports. In other words 7GWh recharge in 24h for one vessel, or 14GWh supply to cater for two vessels - and that is just the Asia-Europe liner service. That concerts to 0.3 GW feed per vessel. So assume a very large seabord terminal port (such as Rotterdam, Hamburg, etc) is working half a dozen such vessels each day to servivce all the various liner runs (Asia, USA, LatAm, etc) that would be about a steady 1-2GW supply for the port, which is of the order of magnitude that makes sense. The shore power cables are going to require cooling mind you, but we are just as careful with other ship/shore connections so that is not unrerasonable.
So overall from a shipbuilding perspective, a fleet replacement persective, a port handling perspective, and overall economics perspective it does after all become tantalisingly possible.
Mind you, the sums for intercontinental rail look equally competitive.
So overall my personal suspicion becomes that methanol and ammonia fuels for shipping purposes are going to be very limited bridge-fuel transitions/distractions, and probably won't be needed at all. Which knocks yet another crutch out from the hydrogen economy arguments.
(Tesla Cargo Ship)
===========================
I just pulled out some of my previous calculations and refreshed some of the sums a bit. For those who are unaware a useful acronym is a 'teu' which is a typical twenty foot container (twenty foot equivalent unit) and that is a unit that is used in a lot of logistics calculations irrespective of whether rail, road, or sea.
I used an Emma Maersk E class vessel (approx 14,700 teu) rather than one of the newer EEE class (18,000 teu) since I had previously run the numbers for the E.
Maersk & New Containership Economics 101
Capacity management is firmly on the minds of Maersk executives as the largest container ships in the world steam into service. Photographs of Maersk Line’s 18…
www.marinelink.com
Firstly let's just put the solar container vessel to bed shall we, at least for long distance commercial cargo carrying via transoceranic routes. An E class has an 81MW main engine, or 100MW of total generation capacity if you counnt the other auxiliary engines. I think the actual shaft power at economic voage speeds (18kts) is approx 40MW. The full 100 MW will be to run ship services and attain the 25kts max speed. Anyway in contrast If you carpet a Emma Maersk with solar over the full oblong of the vessel from stem to stern, you can get a peak power of 5MW at 1,000 W/m2 insolation and 25% efficiency. Clearly flat solar won't achieve 25%, but in any case one can't get 1,000W/m2 for the whole 24h/d x 365d/yr and realworld capacity factors are more like 14%, yielding an annual average of 0.8MW continuous (24h/d), which is 2% of the 40MW required for economic cruising.
On the required battery to do a transoceanic run numbers are beginning to become more hopeful, so I withdraw some of my previous remarks. A useful typical voyage is Rotterdam (EU) to Norfolk (USA) which is 6,283 km long. It is neither the longest such voyage nor the shortest, but it is a good typical one. At economic speeds (i.e. 40MW) this takes 190 hours (8 days), and is 7,111 MWh of voyage energy (excluding auxiliaries). We must be careful to use realworld battery densities / volumes including all the physical space for install, coling, maintenance, cabling, etc. The latest Tesla Megapacks are 3.9 MWh of LFP each and are a fully stuffed volume of 42m3 each, and in contrast a standard twenty foot container is 38m3 volume. So for practical purposes we can use 3.9MW/teu as a representative volume for sketching out the required amount of the vessel.
Here is a typical picture of one of these container vessels
View attachment 926516
Which can be simplified to this drawing, which shows very crudely where stuff goes.
View attachment 926518
By inspection of photos we can observe that approximately one third of the containers are deck cargo, and two thirds internal hold cargo and we know that there are just under 15,000 in total.
Returning to the battery volume required for the 7.1 GWh of battery we get 1,800 teu of battery assuming 100% efficient energy delivery and running down from 100% to 0% in SoC terms for Rotterdam-Norfolk. This translates to 12% of the equivalent cargo volume which would result in approximately the following space allocation if it were to be done. So we can see that from a naval architecture perspective these things are beginning to seem achievable.
View attachment 926524
I previously did some calculations for the Asia-Europe run and figured out that there approximately 100 of these vessels serving that route on about 19 days Shanghai to Hamburg using the fast steaming speed ogf 24 kts. The route really takes a month as there are several port stops at both ends. So there are about 2 movements/day of such a vessel at either terminal port (50 vessels in each direction, one month in one direction) and that in turn gives an insght into the energy requirements to recharge these batteries at the terminal ports. In other words 7GWh recharge in 24h for one vessel, or 14GWh supply to cater for two vessels - and that is just the Asia-Europe liner service. That concerts to 0.3 GW feed per vessel. So assume a very large seabord terminal port (such as Rotterdam, Hamburg, etc) is working half a dozen such vessels each day to servivce all the various liner runs (Asia, USA, LatAm, etc) that would be about a steady 1-2GW supply for the port, which is of the order of magnitude that makes sense. The shore power cables are going to require cooling mind you, but we are just as careful with other ship/shore connections so that is not unrerasonable.
So overall from a shipbuilding perspective, a fleet replacement persective, a port handling perspective, and overall economics perspective it does after all become tantalisingly possible.
Mind you, the sums for intercontinental rail look equally competitive.
So overall my personal suspicion becomes that methanol and ammonia fuels for shipping purposes are going to be very limited bridge-fuel transitions/distractions, and probably won't be needed at all. Which knocks yet another crutch out from the hydrogen economy arguments.
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The new self check-out process at some of Amazon food stores is amazing: scan your credit card, walk into the store, pick up the items you want and walk out, that's it. I even tested putting back some items and they were not charged as expected. Now this is exactly like automated telephone switching.
Carl Raymond
Active Member
Since it is the weekend, I will reply here.It is Sunday so I'll pop this here as well as on the shipping thread
(Tesla Cargo Ship)
===========================
I just pulled out some of my previous calculations and refreshed some of the sums a bit. For those who are unaware a useful acronym is a 'teu' which is a typical twenty foot container (twenty foot equivalent unit) and that is a unit that is used in a lot of logistics calculations irrespective of whether rail, road, or sea.
I used an Emma Maersk E class vessel (approx 14,700 teu) rather than one of the newer EEE class (18,000 teu) since I had previously run the numbers for the E.
Maersk & New Containership Economics 101
Capacity management is firmly on the minds of Maersk executives as the largest container ships in the world steam into service. Photographs of Maersk Line’s 18…
Firstly let's just put the solar container vessel to bed shall we, at least for long distance commercial cargo carrying via transoceranic routes. An E class has an 81MW main engine, or 100MW of total generation capacity if you counnt the other auxiliary engines. I think the actual shaft power at economic voage speeds (18kts) is approx 40MW. The full 100 MW will be to run ship services and attain the 25kts max speed. Anyway in contrast If you carpet a Emma Maersk with solar over the full oblong of the vessel from stem to stern, you can get a peak power of 5MW at 1,000 W/m2 insolation and 25% efficiency. Clearly flat solar won't achieve 25%, but in any case one can't get 1,000W/m2 for the whole 24h/d x 365d/yr and realworld capacity factors are more like 14%, yielding an annual average of 0.8MW continuous (24h/d), which is 2% of the 40MW required for economic cruising.
On the required battery to do a transoceanic run numbers are beginning to become more hopeful, so I withdraw some of my previous remarks. A useful typical voyage is Rotterdam (EU) to Norfolk (USA) which is 6,283 km long. It is neither the longest such voyage nor the shortest, but it is a good typical one. At economic speeds (i.e. 40MW) this takes 190 hours (8 days), and is 7,111 MWh of voyage energy (excluding auxiliaries). We must be careful to use realworld battery densities / volumes including all the physical space for install, coling, maintenance, cabling, etc. The latest Tesla Megapacks are 3.9 MWh of LFP each and are a fully stuffed volume of 42m3 each, and in contrast a standard twenty foot container is 38m3 volume. So for practical purposes we can use 3.9MW/teu as a representative volume for sketching out the required amount of the vessel.
Here is a typical picture of one of these container vessels
View attachment 926531
View attachment 926516
Which can be simplified to this drawing, which shows very crudely where stuff goes.
View attachment 926532
View attachment 926518
By inspection of photos we can observe that approximately one third of the containers are deck cargo, and two thirds internal hold cargo and we know that there are just under 15,000 in total.
Returning to the battery volume required for the 7.1 GWh of battery we get 1,800 teu of battery assuming 100% efficient energy delivery and running down from 100% to 0% in SoC terms for Rotterdam-Norfolk. This translates to 12% of the equivalent cargo volume which would result in approximately the following space allocation if it were to be done. So we can see that from a naval architecture perspective these things are beginning to seem achievable.
View attachment 926530
View attachment 926524
I previously did some calculations for the Asia-Europe run and figured out that there approximately 100 of these vessels serving that route on about 19 days Shanghai to Hamburg using the fast steaming speed ogf 24 kts. The route really takes a month as there are several port stops at both ends. So there are about 2 movements/day of such a vessel at either terminal port (50 vessels in each direction, one month in one direction) and that in turn gives an insght into the energy requirements to recharge these batteries at the terminal ports. In other words 7GWh recharge in 24h for one vessel, or 14GWh supply to cater for two vessels - and that is just the Asia-Europe liner service. That concerts to 0.3 GW feed per vessel. So assume a very large seabord terminal port (such as Rotterdam, Hamburg, etc) is working half a dozen such vessels each day to servivce all the various liner runs (Asia, USA, LatAm, etc) that would be about a steady 1-2GW supply for the port, which is of the order of magnitude that makes sense. The shore power cables are going to require cooling mind you, but we are just as careful with other ship/shore connections so that is not unrerasonable.
So overall from a shipbuilding perspective, a fleet replacement persective, a port handling perspective, and overall economics perspective it does after all become tantalisingly possible.
Mind you, the sums for intercontinental rail look equally competitive.
So overall my personal suspicion becomes that methanol and ammonia fuels for shipping purposes are going to be very limited bridge-fuel transitions/distractions, and probably won't be needed at all. Which knocks yet another crutch out from the hydrogen economy arguments.
Wind is one option that is also being considered.
So a ship could be some kind of wind / battery / synthetic fuel hybrid, synthetic fuel could simply power a generator.
Battery power is most useful for motoring in and out of port. For a conventional yacht manoeuvring is easier under motor with the sails down. I assume that this extends to these modern wind powered ships.
The advantage of the hybrid approach is a lot less fuel is need if the route has reliable trade winds, which many shipping routes have.
With this approach they could pick the battery size that resulted in the best ROI.
,
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Prior to COVID19 I use to take my X to environmental related events and car shows just to show as many people as possible what the future looks like. Got a lot of positive and negative feedback. But at least people got to see that EVs are real. Since there were so few in my area at the time that was all I expected. Now I can’t go anywhere here without seeing multiple Teslas and even a rare MachE or other EV.
Artful Dodger
"Neko no me"
Tesla to build new Megafactory in Shanghai to produce Megapack energy storage system - CnEVPost
Folks, you need to be aware that the new CATL 80GWh/yr battery factory is nearing completion just 3 km South of Giga Shanghai. If 40 GWh/yr is allocated to Megapack production, and Shanghai also adds another plant to produce 1 million Model 2 cars each with a 40KWh pack, that's the entire annual CATL production allocation, delivered just up the road from this new battery plant:
This new CATL factory could be operational as soon as July, based on Wu Wa's comments on staffing:
Let's do it again, do it again, in Texas and Germany! (Genehmigungen could take 7-10 years, but yeah!) ...
Cheers to the Longs!
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I remember it was like being a kid at Christmas when I got the update that added autopresenting doors to my Sig X. I just kept walking up to my car to have it magically open the door for me. Yes it got tiring later on when it did it every time I walked by it but that early enjoyment will never be forgotten. And further updates fixed the issue of opening in my garage. Teslas are amazing technology. I feel sorry for the haters. They are missing a lot by not driving the future today.
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