#ev charging stations map

[prideev]

EV Charging Stations Map - Pride EV

The Ev charging map is a tool that shows you the locations of EV charging stations in your area. It's a handy way to find out how far away your next charge will be, whether you're driving or not. The map is updated every hour, and it's easy to click on any station to see if it is functioning normally or down for maintenance.

Visit this link to know all the locations near you.

[detroitography]

Map: Electric Vehicle Charging Stations in Detroit 2022

Map: Electric Vehicle Charging Stations in Detroit 2022

Alternatives to fossil fuel consuming vehicles are much easier to come by these days. The launch of Factory Zero at the old GM Poletown plant is indication enough that electric vehicles (EV) are here to stay. If you wanted you could roadtrip around all the Great Lakes in your EV with the now standard 200 mile range in most models. However, our infrastructure has a long way to go to make EVs a…

[naturalrights-retard]

Some of the wealthiest liberal enclaves in the country are being classified by the Biden administration as “low-income” in order to qualify for an electric vehicle (EV) charger subsidy program contained within the Inflation Reduction Act (IRA), the Daily Caller reports.

The locales includes Martha’s Vineyard in Massachusetts, as well as Montauk and Fishers Island in New York. Yes, the same Martha’s Vineyard that freaked out over a few migrants on their hallowed soil.

The administration’s EV charger tax credit program — made possible by the Inflation Reduction Act (IRA), President Joe Biden’s signature climate bill — is specifically designed to route subsidies to “low-income” or “non-urban” areas of the country. The “low-income” emphasis for eligibility aligns in spirit with the Biden administration’s wider pursuit of so-called “environmental justice,” which is effectively the combination of social justice ideology and green policy. Numerous elite hangouts and locales — including Montauk and Fishers Island in New York, and parts of Martha’s Vineyard and Nantucket in Massachusetts — are among the areas that the administration has classified as “low-income” and eligible for receipt of EV charger subsidies, according to a Daily Caller News Foundation analysis of the Department of Energy’s (DOE) interactive eligibility map.

The nationwide charging network is a central plank of the Biden administration’s EV agenda. While plenty of charging stations are located in wealthy areas (where people can afford EVs), the IRA was supposed to blunt the costs of charger construction in non-urban, less wealthy areas of the country that would be less likely to implement them on their own.

[rideboomindia]

How can RideBoom collaborate with government agencies to identify strategic locations for charging stations?

RideBoom can collaborate with government agencies to identify strategic locations for charging stations by following these steps:

Establish partnerships: RideBoom can establish partnerships with government agencies responsible for transportation and infrastructure planning. This can include local transportation departments, energy departments, and environmental agencies.

Participate in discussions and initiatives: RideBoom can actively participate in discussions and initiatives related to electric vehicle (EV) infrastructure development. This can involve attending meetings, workshops, and conferences organized by government agencies to share insights and collaborate on identifying strategic locations for charging stations.

Provide data and insights: RideBoom can share data and insights with government agencies to help identify areas with high demand for charging stations. This can include information on RideBoom's existing customer base, travel patterns, and areas where EV adoption is growing rapidly.

Collaborate on mapping and planning: RideBoom can collaborate with government agencies to develop mapping and planning tools that identify optimal locations for charging stations. This can involve analyzing factors such as population density, transportation hubs, commercial centers, and existing infrastructure to determine the most strategic locations.

Support policy development: RideBoom can provide input and support in the development of policies and regulations related to charging station deployment. This can include advocating for incentives and supportive policies that encourage the installation of charging stations in strategic locations.

Engage in public-private partnerships: RideBoom can explore opportunities for public-private partnerships with government agencies. This can involve jointly funding and implementing charging infrastructure projects in strategic locations identified through collaboration.

By collaborating with government agencies, RideBoom can contribute to the identification of strategic locations for charging stations, ensuring that they are conveniently located and accessible to RideBoom drivers and other EV users.

[mapsontheweb]

EV Charging Stations in Europe Or: "Every map is a population density map." Data: OpenStreetMap contributors.

by @_ansgar

[jcmarchi]

Elaine Liu: Charging ahead

New Post has been published on https://thedigitalinsider.com/elaine-liu-charging-ahead/

Elaine Liu: Charging ahead

MIT senior Elaine Siyu Liu doesn’t own an electric car, or any car. But she sees the impact of electric vehicles (EVs) and renewables on the grid as two pieces of an energy puzzle she wants to solve.

The U.S. Department of Energy reports that the number of public and private EV charging ports nearly doubled in the past three years, and many more are in the works. Users expect to plug in at their convenience, charge up, and drive away. But what if the grid can’t handle it?

Electricity demand, long stagnant in the United States, has spiked due to EVs, data centers that drive artificial intelligence, and industry. Grid planners forecast an increase of 2.6 percent to 4.7 percent in electricity demand over the next five years, according to data reported to federal regulators. Everyone from EV charging-station operators to utility-system operators needs help navigating a system in flux.

That’s where Liu’s work comes in.

Liu, who is studying mathematics and electrical engineering and computer science (EECS), is interested in distribution — how to get electricity from a centralized location to consumers. “I see power systems as a good venue for theoretical research as an application tool,” she says. “I’m interested in it because I’m familiar with the optimization and probability techniques used to map this level of problem.”

Liu grew up in Beijing, then after middle school moved with her parents to Canada and enrolled in a prep school in Oakville, Ontario, 30 miles outside Toronto.

Liu stumbled upon an opportunity to take part in a regional math competition and eventually started a math club, but at the time, the school’s culture surrounding math surprised her. Being exposed to what seemed to be some students’ aversion to math, she says, “I don’t think my feelings about math changed. I think my feelings about how people feel about math changed.”

Liu brought her passion for math to MIT. The summer after her sophomore year, she took on the first of the two Undergraduate Research Opportunity Program projects she completed with electric power system expert Marija Ilić, a joint adjunct professor in EECS and a senior research scientist at the MIT Laboratory for Information and Decision Systems.

Predicting the grid

Since 2022, with the help of funding from the MIT Energy Initiative (MITEI), Liu has been working with Ilić on identifying ways in which the grid is challenged.

One factor is the addition of renewables to the energy pipeline. A gap in wind or sun might cause a lag in power generation. If this lag occurs during peak demand, it could mean trouble for a grid already taxed by extreme weather and other unforeseen events.

If you think of the grid as a network of dozens of interconnected parts, once an element in the network fails — say, a tree downs a transmission line — the electricity that used to go through that line needs to be rerouted. This may overload other lines, creating what’s known as a cascade failure.

“This all happens really quickly and has very large downstream effects,” Liu says. “Millions of people will have instant blackouts.”

Even if the system can handle a single downed line, Liu notes that “the nuance is that there are now a lot of renewables, and renewables are less predictable. You can’t predict a gap in wind or sun. When such things happen, there’s suddenly not enough generation and too much demand. So the same kind of failure would happen, but on a larger and more uncontrollable scale.”

Renewables’ varying output has the added complication of causing voltage fluctuations. “We plug in our devices expecting a voltage of 110, but because of oscillations, you will never get exactly 110,” Liu says. “So even when you can deliver enough electricity, if you can’t deliver it at the specific voltage level that is required, that’s a problem.”

Liu and Ilić are building a model to predict how and when the grid might fail. Lacking access to privatized data, Liu runs her models with European industry data and test cases made available to universities. “I have a fake power grid that I run my experiments on,” she says. “You can take the same tool and run it on the real power grid.”

Liu’s model predicts cascade failures as they evolve. Supply from a wind generator, for example, might drop precipitously over the course of an hour. The model analyzes which substations and which households will be affected. “After we know we need to do something, this prediction tool can enable system operators to strategically intervene ahead of time,” Liu says.

Dictating price and power

Last year, Liu turned her attention to EVs, which provide a different kind of challenge than renewables.

In 2022, S&P Global reported that lawmakers argued that the U.S. Federal Energy Regulatory Commission’s (FERC) wholesale power rate structure was unfair for EV charging station operators.

In addition to operators paying by the kilowatt-hour, some also pay more for electricity during peak demand hours. Only a few EVs charging up during those hours could result in higher costs for the operator even if their overall energy use is low.

Anticipating how much power EVs will need is more complex than predicting energy needed for, say, heating and cooling. Unlike buildings, EVs move around, making it difficult to predict energy consumption at any given time. “If users don’t like the price at one charging station or how long the line is, they’ll go somewhere else,” Liu says. “Where to allocate EV chargers is a problem that a lot of people are dealing with right now.”

One approach would be for FERC to dictate to EV users when and where to charge and what price they’ll pay. To Liu, this isn’t an attractive option. “No one likes to be told what to do,” she says.

Liu is looking at optimizing a market-based solution that would be acceptable to top-level energy producers — wind and solar farms and nuclear plants — all the way down to the municipal aggregators that secure electricity at competitive rates and oversee distribution to the consumer.

Analyzing the location, movement, and behavior patterns of all the EVs driven daily in Boston and other major energy hubs, she notes, could help demand aggregators determine where to place EV chargers and how much to charge consumers, akin to Walmart deciding how much to mark up wholesale eggs in different markets.

Last year, Liu presented the work at MITEI’s annual research conference. This spring, Liu and Ilić are submitting a paper on the market optimization analysis to a journal of the Institute of Electrical and Electronics Engineers.

Liu has come to terms with her early introduction to attitudes toward STEM that struck her as markedly different from those in China. She says, “I think the (prep) school had a very strong ‘math is for nerds’ vibe, especially for girls. There was a ‘why are you giving yourself more work?’ kind of mentality. But over time, I just learned to disregard that.”

After graduation, Liu, the only undergraduate researcher in Ilić’s MIT Electric Energy Systems Group, plans to apply to fellowships and graduate programs in EECS, applied math, and operations research.

Based on her analysis, Liu says that the market could effectively determine the price and availability of charging stations. Offering incentives for EV owners to charge during the day instead of at night when demand is high could help avoid grid overload and prevent extra costs to operators. “People would still retain the ability to go to a different charging station if they chose to,” she says. “I’m arguing that this works.”

[energy-5]

EV Charging on the Go: Tips for Long Journeys

Embarking on a long journey with an electric vehicle (EV) requires more than a full charge and a sense of adventure—it demands meticulous planning and a keen understanding of EV charging logistics. For many, the thought of long-distance travel in an EV is daunting, but with the right preparation, it can be as smooth as any trip taken in a gasoline-powered vehicle. Let’s explore the best practices for EV charging when you're on the move.

Pre-Travel Planning

Before setting out, a well-planned route is your best tool. Utilize apps and websites that specialize in EV travel, such as PlugShare or A Better Routeplanner, to map out your trip. These services provide real-time data on charger locations and types, availability, and may even offer insights into your expected energy consumption based on your vehicle’s model and driving conditions. Statistics suggest that preemptive planning can reduce charging time by as much as 40%, turning potential hours at charging stations into mere minutes.

Understanding Charger Types

Knowing the differences between Level 1, Level 2, and DC Fast Chargers (DCFC) is crucial. Level 1 chargers are your standard household outlets and are impractical for long journeys due to their slow charging speeds. Level 2 chargers offer a faster charging rate, typically adding about 20 to 30 miles of range per hour of charging. However, for the quickest boost, seek out DCFC stations that can charge compatible EVs up to 80% in around 30 minutes. Keep in mind, the availability of DCFC stations can vary widely by region.

Charging Etiquette and Timing

Charge station etiquette is essential. Always check the station's status before plugging in and adhere to any time limits. Peak times can often lead to longer waits, so consider charging during off-peak hours if possible. A recent survey indicated that charging stations are least occupied mid-week and late at night. By avoiding peak times, you not only save time but may also benefit from lower charging rates offered by some networks.

Battery Management

Battery health is paramount for efficient charging. Aim to keep your battery between 20% and 80% charged—this is the sweet spot for lithium-ion batteries found in most EVs. Charging beyond 80% often significantly slows down as the battery management system works to protect battery health. Also, avoid depleting your battery below 20% to maintain its longevity and ensure you have enough charge to reach the next station if one is unexpectedly out of service.

Membership and Payment

Various charging networks have different payment structures and membership options. Some offer discounted rates for members, while others may require a subscription for access. Signing up for memberships ahead of time can not only save money but also reduce the time spent at the charger, as members often enjoy shorter authorization times before charging begins.

Vehicle Preparation

Optimize your vehicle's condition before heading out. Tires should be properly inflated to reduce rolling resistance, and excess weight should be removed to increase efficiency. According to the U.S. Department of Energy, for every 100 pounds of excess weight carried, your vehicle's efficiency can drop by 1%. Furthermore, use your EV’s eco mode, if available, to extend your range by moderating the vehicle's energy use.

Emergency Planning

Even with thorough planning, always prepare for the unexpected. Keep a portable charger on hand for emergency situations, and know the location of Level 1 outlets along your route as a last resort. Maintaining a list of contact numbers for roadside assistance that caters to EVs can be a lifesaver in unforeseen circumstances.

Travelling long distances in an EV doesn't have to be a source of anxiety. With the rapidly expanding infrastructure and increasingly efficient technology, EV charging on the go is becoming more user-friendly. By following these tips, planning effectively, and staying informed, your electric road trip can be as enjoyable as it is eco-friendly.

[mobio-solutions]

Mobio Solutions EV Charging Station App is perfect for your EV business to stay on top of its app solutions. With Search filters and easy loca­tion on the map, you'll never have to worry about missing a spot. Plus, you can choose from multiple payment options and include chatbots in your app for even more convenience.

[ecodweeb]

Welcome home, Darcy!

I adopted a cat from a rescue in Columbia, South Carolina. Of course this meant we had to drive to go get the cat, and it turns out there’s more than one route to go pick up the cat. Let’s take a deeper dive into that and then I’ll tell you how things really went.

Route 1: US1 with a charge stop in Lilesville

This route is more direct, taking a little over 4 hours door-to-door with a charging stop on both the outbound and return legs. This station is run by the Pee Dee Electric Member Cooperative on the ChargePoint network and only costs 14-cent/kWh (about 3-cent more expensive than home charging), but it’s only a 50kW charger. 

Route 2: US1 with a charge stop in Hamlet

This route was roughly the same as Lilesville, however, the Duke Park and Plug stations here are 150kW each (so we’d get the full 75kW if the battery was low enough) but they cost more at 41-cent/kWh (30-cents or 3.7x the cost of home charging). In theory, we’d spend less time here since this system can max the car out -- but it also assumes that we’d need to be at a very low state of charge to achieve that maximum power.

Route 3: I-95 to I-20 with charge stops in Florence

Every single mapping app suggested taking 95 to 20, and at the time the Electrify America app said that all the stations at Florence were reduced to 50kW power -- so no maximum charge rate. It’s also 36-cent/kWh (25-cents more / about 3.2 times the cost of home charging). This route seemed the least attractive as the travel time was at best 12 minutes faster and we’d certainly be charging for longer, however this location does have good food options to chew up that time (har har, I made a pun!).

The Winner is...

My husband wanted to see what taking US1 to Columbia was like, as this is my alternative route to get to our campground in Georgia. So we decided to take the Hyundai down to Lilesville and then to Columbia. We left around 7:00am with a target arrival time of 12:00pm in Columbia (I budgeted 1 hour for charging). With 100% state of charge we set off for Lilesville and arrived with 58% after driving 110 miles. We only had two or three scary downpour moments from the severe storm front that was moving through the area.

As I plugged in I was inspecting the charge handle and noticed the rubber around the button was cracked. When I plugged into the car I did not hear the usual “click” of the latch on the plug locking into the socket on the car. However, the station said “Waiting for EV” and the car engaged the charge lock and the status ring in the charge port went green, followed by the ChargePoint station clicking and delivering power. Turns out the latch was broken, so it was pure luck that the station started charging. We never topped 48kW due to the state of charge, and we charged for 42 minutes to 90%. While PlugShare said this station was a 62kW, the screen said it’s a 50kW -- missing 12kW can make a big difference, but since the battery was over 50% the car wasn’t going to charge faster than 50kW anyway so it was a wash. This stop cost $3.52.

As we are pulling out of the parking lot, the foster texts me and says that she won’t be home before 1pm -- I tell her no problem, we will get lunch and see her at 1. The problem with charging at places like the Pee Dee main office is that there’s no bathrooms available outside their Monday-Friday business hours. Right as we went to leave, the urge to pee hit me. I asked Google for a truck stop and picked a Love’s that was on the way -- a little over an hour out. As we snaked our way into South Carolina and over to I-20, we watched as the sun peeked out of the clouds and the rain seemed to stay behind us. 

The Love’s I’d picked was off of I-20, and before we got there I spied another truck stop that also had a Subway -- this would be ideal for lunch. My husband’s like “Subway? Really?” and I told him that I know I can get something from Subway that won’t upset my stomach (remember I take Ozempic and I basically don’t like the “read meat burps” I get if I eat burgers and such from fast food places anymore). We pulled off at the Pilot travel center and hit the restroom, then walked into the Subway where we each ordered a wrap -- $25 later (when did Subway become so expensive?) we headed to the car to continue our trip. By this time we’d decided, since we were arrive around 12pm, that we’d go to the Electrify America and top the car off so we could drive straight home from the foster’s home.

Unfortunately, the Electrify America in Columbia was in worse shape than Florence -- only one station was operational, but it was running at 150kW. That said, it was in use according to the app when I checked about 20m to the exit. I decided to try the Nissan dealer down the road, seems the station works fine but the NAYAX card reader (ugh, I can’t stand these guys) was problematic and it might take a few tries to get the card to read. The Nissan Dealer is a mile or so from the Electrify America, so if it didn’t work we’d just wait for the person at the Electrify America station to finish and then plug in. As luck would have it, it started raining when we pulled up to the charger. I tried using Google Pay on my phone and it was rejected. By the time I got my wallet from the car, it had timed out so I had to run through the steps to start a charge on the screen again. This time I put in my chip card and it said not authorized. I tried swiping, it said to insert it, I put it in and it said not authorized. Then it timed out, so again I ran through the steps and got to the payment screen and I tapped my card. I got an error and then on a whim stuck the card into the chip reader and volia -- it started processing the payment! Third time’s the charm. The station fired right up, and as we were again around 56% state of charge, it never went above 48kW. We charged for about 42 minutes while we ate our wraps (it was tasty) and then drive the 6 miles to the foster house. The cost was around 42-cents/kWh with a $1 session fee, all said it was $9.39 to charge up here.

Darcy was more beautiful in person than any of the photos I’d seen. Her sister, Dixie, was also way more adorable in person. Dixie is blind, and despite that, she was the more social of the two and came up and head butted my ankle and rubbed on me. Now, my previous cat was blind... and I told the foster I’m really torn now. But we both agreed (tho me not 100%) that our household was way too active for her to adjust to, she panicked when she came into contact with any of the other cats living in the house that were not her sister or their room mate in the quarantined section of the house (a bathroom and a hallway that has a few bedrooms -- all doors closed, of course). Darcy was aloof and not really interested in meeting us or letting us pet her, but the foster said she was confident she’d be affectionate after she had time to settle into her new home.

When we brought in the cat carrier, the foster went and got gloves just in case Darcy decided to claw at her (she said she didn’t have a habit of it, but this was safety protocol). We opened the door to the carrier and low and behold Dixie marched right into it and checked it out. She was not scared of it at all, and then Darcy walked into the carrier behind her to check it out. We were both dumbfounded that the cats just put themselves into the carrier -- no cat likes the carrier! The foster put her gloved hand into the carrier and ushered Dixie out (she never bit, but she did growl), and Darcy never made a sound. Once Dixie was outside, we closed the cage door -- not even quickly, slowly. It wasn’t until the door clicked shut that Darcy’s Siamese yowl started. Oh, boy, this ride home was gonna be fun. It was at this time that the foster tells me the cats ate about an hour and a half before we got there... remember that, dear reader.

We spent well over an hour at the foster home before we loaded Darcy into the car and headed back towards North Carolina. About 10 minutes into the drive -- we’d just gotten onto the highway -- the smell hit. She pooped. In the carrier. Then she sat on the poop. We killed the AC and vented the sunroof and opened most of the windows -- it was sunny and comfortable (low 60s) so this wasn’t bad. Once we went nose blind to the smell, we closed up the windows and turned on the AC just in time for another surprise rain shower! We drove straight home with only one stop to pick up Pho for dinner about 4 miles from our house. When John got back in the car after getting the food he commented on how the nose blindness had worn off, and he gagged a little before rolling down his window.

As soon as we got home, Darcy was taken into her quarantine bathroom and let out of the carrier. I set the carrier outside and shouted “someone please take this carrier outside for me” and proceeded to get a wash cloth and my Lush “Honey I washed the kids” bath gel. Poor Darcy, who only made a few peeps on the drive home, was about to yowl like no tomorrow. I turned on the shower and the sound of water immediately made her start scrambling for a place to hide. I scruffed her (grabbed her by the back of the neck) and took her into the shower. Much to my amazement, she didn’t fight me. The only injury I sustained was a small claw puncture to my pinky finger. This cat can jump, though. She got on the shower seat and about cleared the top of the glass shower door. Once I got her soaked and sudded up, I rinsed her and wrapped her in a towel and dried her off. She never fought me, not once. This is a very good sign about her personality, so I was relieved that the worst was over.

After the bath, I moved a small cat tree into the bathroom and used it to prop open the sink cabinet and draped a towel over the opening so she had a level of privacy. I set out food and water, and let her be. Luckily she ate the next morning while I was sitting in the room with her, and she used the bathroom the night before in the litterbox. Now we wait for her to settle into her new home, and I can’t wait to see the look on her face when she sees how big this house is.

So there you have it, folks. We went to Columbia SC and back to Raleigh NC for $13 in charging, about 450 miles in total.

[millysoft]

EV Charging Mobile Application Mockup (Figma) Introducing our cutting-edge EV Charging Mobile Application Mockup, designed to revolutionize the way you visualize and present your electric vehicle charging solutions. Crafted using the powerful Figma platform, this comprehensive mockup allows you to showcase your app's user interface, features, and functionality in an immersive and visually stunning manner. With our EV Charging Mobile Application Mockup, you can effortlessly create high-fidelity prototypes that accurately depict the seamless experience of locating, navigating, and utilizing EV charging stations. Leveraging Figma's advanced design capabilities, you can meticulously craft every aspect of your app, from the sleek and intuitive user interface to the interactive maps and real-time charging station information. Whether you're a startup looking to pitch your innovative EV charging solution or an established company seeking to enhance your existing offerings, our mockup https://millysoft.com/product/ev-charging-mobile-application-mockup-figma/?utm_source=tumblr&utm_medium=social&utm_campaign=STARTERKITS

[prideev]

Electric Vehicle Charging Stations - Pride EV

If you're looking for electric vehicle charging stations near you, look no further! As a leading EV charging provider, we offer both residential and commercial solutions that allow you to charge your electric car while you work or play. Our affordable prices and convenient locations make it easy for anyone to get the charging they need on the go.

Our electric vehicle charging stations are designed with these features in mind:

1. Fast charge times

2. Low price point

3. Convenient locations

4. Affordable prices

5. Fast delivery and set up Visit our website now to know about all the latest locations of ev chargers.

[qocsuing]

The Future is Electric:

The Future is Electric: A Comprehensive Guide to Charging Points for Electric Cars

In the era of sustainability, electric cars have emerged as a beacon of the future. Central to the functionality of these vehicles are charging points, which serve as the lifeline for electric cars.Get more news about charging point for electric car,you can vist our website!

Finding Your Charge Point

Locating a charging point for your electric car has never been easier. With the advent of technology, drivers can now find charging points with just a few taps on their smartphones. Applications like Zapmap offer a comprehensive map of charging points across the UK. These apps not only help drivers locate the nearest charging point but also allow them to plan their routes accordingly.

Understanding the Charging Process

Charging an electric car is a straightforward process. Unlike traditional vehicles that require a stop at the fuel pump, electric vehicles can be charged at home or at public charging stations. The charging speed depends on the type of charger used. Level one chargers, which use a standard home outlet, offer the slowest charging rate and are best suited for plug-in hybrids or when the vehicle can be plugged in for longer periods.

The Charging Infrastructure

The charging infrastructure for electric cars is still in its infancy, but it’s growing rapidly. More and more public EV charging stations are popping up across the country, making it easier than ever to keep your battery full1. However, the user experience can vary. While Tesla owners often rave about the reliability and speed of the company’s proprietary Supercharger stations, other DC fast options have been plagued by technical issues and overcrowding.

The Road Ahead

The landscape of electric vehicle charging is evolving. As more people embrace electric vehicles, the demand for charging points is set to increase. This will undoubtedly lead to improvements in the charging infrastructure, making electric cars a viable option for more people.

In conclusion, charging points are an essential component of the electric car ecosystem. They are not just points on a map, but symbols of a sustainable future. As we navigate towards this future, it’s clear that the road ahead is electric.

[regeny-blog]

Find Convenient Electric Car Charging Stations in Dubai

Discover a comprehensive guide to electric car charging stations across Dubai. Whether you're a resident or a visitor, ensure your electric vehicle (EV) is always powered up with our detailed map and information on the best charging spots in the city. Learn about the types of charging stations available, their locations, and tips for efficient charging. Embrace the future of sustainable transportation in Dubai with ease and confidence. For more information, visit https://www.regeny.ae/electric-car-charging-stations-dubai/

[better-grand-prairie-tx]

Contemporary Living

Visit Prairie Modern if you're looking for modern living spaces in Grand Prairie. Offering a range of 1-, 2-, and 3-bedroom homes, Prairie Modern caters to diverse preferences and lifestyles. Residents enjoy convenient amenities such as elevators, ensuring easy access to their homes regardless of floor level. With the growing emphasis on sustainability, Prairie Modern provides EV charging stations, supporting environmentally friendly transportation options for residents with electric vehicles. Additionally, package lockers offer a secure and efficient way for residents to receive deliveries. For those seeking contemporary living spaces in Grand Prairie, Prairie Modern stands as a beacon of convenience, comfort, and modernity, promising a fulfilling living experience for all who call it home.

The History of Grand Prairie, Texas

The history of Grand Prairie, Texas, is rich and fascinating. Originally settled by Native American tribes, it later became a hub for farming and cattle ranching in the 1800s. As more people moved to the area, Grand Prairie grew into a bustling community with schools, churches, and businesses. In the 20th century, the discovery of oil brought even more growth and prosperity to the city. Over the years, Grand Prairie has faced challenges like natural disasters and economic changes, but its resilient spirit has always prevailed. Today, the city celebrates its diverse heritage through museums, festivals, and historic sites, ensuring that its past remains alive for future generations to learn and appreciate.

Traders Village Grand Prairie

Traders Village in Grand Prairie, Texas, is a huge outdoor marketplace filled with all sorts of treasures. From clothes to gadgets to tasty snacks, you can find almost anything here. It's like a giant flea market with hundreds of vendors selling cool stuff at great prices. You can stroll around and browse through the stalls, checking out unique items you won't find anywhere else. There's also live entertainment, like music and magic shows, to keep you entertained while you shop. When you get hungry, you can get a bite to eat from one of the many food stands serving delicious snacks and meals. With its lively atmosphere and endless shopping possibilities, Traders Village is a must-visit destination for the whole family.

Woman Accused of Killing Man in Drunk Driving Crash in Grand Prairie

Some people drink and drive even though they know it's dangerous because they might not fully understand the risks involved. They might think they're okay to drive after having a few drinks, but alcohol can impair judgment and reaction time, making them more likely to have an accident. Others might feel pressured to drive because they don't want to inconvenience others or admit they've had too much to drink. Some people also underestimate how much alcohol they've consumed or believe they're better drivers when they're drunk. Despite knowing the dangers, peer pressure, overconfidence, and lack of awareness can sometimes lead people to make risky choices. It's important to always plan for a safe ride home if you've been drinking to avoid putting yourself and others at risk.

Link to Map Driving Direction

Traders Village Grand Prairie 2602 Mayfield Rd, Grand Prairie, TX 75052, United States

Head east on Mayfield Rd 1.4 mi

Turn left onto S State Hwy 161 0.2 mi

Use the left lane to take the President George Bush Turnpike N ramp Toll road 0.2 mi

Merge onto President George Bush Tpke N Toll road 1.0 mi

Take the exit toward Marshall Dr/Dickey Rd/SW 14th St Toll road 0.2 mi

Merge onto S State Hwy 161 1.0 mi

Turn right onto Dickey Rd Destination will be on the left 0.1 mi

Prairie Modern Apartments 1175 State Hwy 161, Grand Prairie, TX 75051, United States

[sunaleisocial]

Elaine Liu: Charging ahead

New Post has been published on https://sunalei.org/news/elaine-liu-charging-ahead/

Elaine Liu: Charging ahead

MIT senior Elaine Siyu Liu doesn’t own an electric car, or any car. But she sees the impact of electric vehicles (EVs) and renewables on the grid as two pieces of an energy puzzle she wants to solve.

The U.S. Department of Energy reports that the number of public and private EV charging ports nearly doubled in the past three years, and many more are in the works. Users expect to plug in at their convenience, charge up, and drive away. But what if the grid can’t handle it?

Electricity demand, long stagnant in the United States, has spiked due to EVs, data centers that drive artificial intelligence, and industry. Grid planners forecast an increase of 2.6 percent to 4.7 percent in electricity demand over the next five years, according to data reported to federal regulators. Everyone from EV charging-station operators to utility-system operators needs help navigating a system in flux.

That’s where Liu’s work comes in.

Liu, who is studying mathematics and electrical engineering and computer science (EECS), is interested in distribution — how to get electricity from a centralized location to consumers. “I see power systems as a good venue for theoretical research as an application tool,” she says. “I’m interested in it because I’m familiar with the optimization and probability techniques used to map this level of problem.”

Liu grew up in Beijing, then after middle school moved with her parents to Canada and enrolled in a prep school in Oakville, Ontario, 30 miles outside Toronto.

Liu stumbled upon an opportunity to take part in a regional math competition and eventually started a math club, but at the time, the school’s culture surrounding math surprised her. Being exposed to what seemed to be some students’ aversion to math, she says, “I don’t think my feelings about math changed. I think my feelings about how people feel about math changed.”

Liu brought her passion for math to MIT. The summer after her sophomore year, she took on the first of the two Undergraduate Research Opportunity Program projects she completed with electric power system expert Marija Ilić, a joint adjunct professor in EECS and a senior research scientist at the MIT Laboratory for Information and Decision Systems.

Predicting the grid

Since 2022, with the help of funding from the MIT Energy Initiative (MITEI), Liu has been working with Ilić on identifying ways in which the grid is challenged.

One factor is the addition of renewables to the energy pipeline. A gap in wind or sun might cause a lag in power generation. If this lag occurs during peak demand, it could mean trouble for a grid already taxed by extreme weather and other unforeseen events.

If you think of the grid as a network of dozens of interconnected parts, once an element in the network fails — say, a tree downs a transmission line — the electricity that used to go through that line needs to be rerouted. This may overload other lines, creating what’s known as a cascade failure.

“This all happens really quickly and has very large downstream effects,” Liu says. “Millions of people will have instant blackouts.”

Even if the system can handle a single downed line, Liu notes that “the nuance is that there are now a lot of renewables, and renewables are less predictable. You can’t predict a gap in wind or sun. When such things happen, there’s suddenly not enough generation and too much demand. So the same kind of failure would happen, but on a larger and more uncontrollable scale.”

Renewables’ varying output has the added complication of causing voltage fluctuations. “We plug in our devices expecting a voltage of 110, but because of oscillations, you will never get exactly 110,” Liu says. “So even when you can deliver enough electricity, if you can’t deliver it at the specific voltage level that is required, that’s a problem.”

Liu and Ilić are building a model to predict how and when the grid might fail. Lacking access to privatized data, Liu runs her models with European industry data and test cases made available to universities. “I have a fake power grid that I run my experiments on,” she says. “You can take the same tool and run it on the real power grid.”

Liu’s model predicts cascade failures as they evolve. Supply from a wind generator, for example, might drop precipitously over the course of an hour. The model analyzes which substations and which households will be affected. “After we know we need to do something, this prediction tool can enable system operators to strategically intervene ahead of time,” Liu says.

Dictating price and power

Last year, Liu turned her attention to EVs, which provide a different kind of challenge than renewables.

In 2022, S&P Global reported that lawmakers argued that the U.S. Federal Energy Regulatory Commission’s (FERC) wholesale power rate structure was unfair for EV charging station operators.

In addition to operators paying by the kilowatt-hour, some also pay more for electricity during peak demand hours. Only a few EVs charging up during those hours could result in higher costs for the operator even if their overall energy use is low.

Anticipating how much power EVs will need is more complex than predicting energy needed for, say, heating and cooling. Unlike buildings, EVs move around, making it difficult to predict energy consumption at any given time. “If users don’t like the price at one charging station or how long the line is, they’ll go somewhere else,” Liu says. “Where to allocate EV chargers is a problem that a lot of people are dealing with right now.”

One approach would be for FERC to dictate to EV users when and where to charge and what price they’ll pay. To Liu, this isn’t an attractive option. “No one likes to be told what to do,” she says.

Liu is looking at optimizing a market-based solution that would be acceptable to top-level energy producers — wind and solar farms and nuclear plants — all the way down to the municipal aggregators that secure electricity at competitive rates and oversee distribution to the consumer.

Analyzing the location, movement, and behavior patterns of all the EVs driven daily in Boston and other major energy hubs, she notes, could help demand aggregators determine where to place EV chargers and how much to charge consumers, akin to Walmart deciding how much to mark up wholesale eggs in different markets.

Last year, Liu presented the work at MITEI’s annual research conference. This spring, Liu and Ilić are submitting a paper on the market optimization analysis to a journal of the Institute of Electrical and Electronics Engineers.

Liu has come to terms with her early introduction to attitudes toward STEM that struck her as markedly different from those in China. She says, “I think the (prep) school had a very strong ‘math is for nerds’ vibe, especially for girls. There was a ‘why are you giving yourself more work?’ kind of mentality. But over time, I just learned to disregard that.”

After graduation, Liu, the only undergraduate researcher in Ilić’s MIT Electric Energy Systems Group, plans to apply to fellowships and graduate programs in EECS, applied math, and operations research.

Based on her analysis, Liu says that the market could effectively determine the price and availability of charging stations. Offering incentives for EV owners to charge during the day instead of at night when demand is high could help avoid grid overload and prevent extra costs to operators. “People would still retain the ability to go to a different charging station if they chose to,” she says. “I’m arguing that this works.”