Tópicos não relacionados com casas ou imóveis
Tópico dos veículos elétricos (VE) 2
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AlarmesdoMeco
- 21 novembro 2018 editado
Colocado por: eu
Ora bem, felizmente não é preciso nenhum Einstein para fazer essa conta.
Segundo a minha calculadora, 1.9 milhões a dividir por 174 = 10,919 €
Portanto, volto a perguntar, onde foi buscar esses 330 mil euros ?
E a outra pergunta também continua por responder: porque será que os países mais avançados da Europa estão a avançar para a massificação dos postos de carregamento? Aliás, muitos desses países já têm uma vasta rede de postos!
Eles é que são os burros?
a calculadora enganou-me nas contas, ainda assim são 10.000€ por cada posto que sai do nosso bolso..
Ja respondo a questão no proximo post-
AlarmesdoMeco
- 21 novembro 2018
Colocado por: JoelM
Mostre lá onde a Fortum tem ligações ao estado ou ao petróleo, caso contrário tenho de lhe chamar de mentiroso!
O unico a falar da fortum foi o sr....eu nem vivo na noruega, mas leia seguir como é feito o financiamento da mobilidade elétrica no pais aonde vive
White Paper de 2017 feito international council of clean transport
The key sponsor of Norway’s charging infrastructure has been Enova (formerly known as Transnova), an agency funded through petroleum and natural gas sales that promotes greenhouse gas emissions reductions and energy efficiency improvements.
Transnova first began construction of charging infrastructure with an investment of €6 million in 2009 and has since steadily continued funding (Nobil, 2012).
In 2015 and 2016, the agency issued four calls for proposals, and most recently it has focused on the installation of fast charging stations on remote highways in northern Norway. In addition to this federal investment, many Norwegian cities and towns also have a long record of investing in charging stations; for example, Oslo budgeted €2 million for initial buildout of charging stations through 2011 (Nobil, 2012).Colocado por: AlarmesdoMeco
a calculadora enganou-me nas contas, ainda assim são 10.000€ por cada posto que sai do nosso bolso..
O IVA dos carregamentos que são feitos lá, paga isso em dois anos. No fundo, vão ser os utilizadores a pagar os postos.-
AlarmesdoMeco
- 21 novembro 2018 editado
Colocado por: eu
E a outra pergunta também continua por responder: porque será que os países mais avançados da Europa estão a avançar para a massificação dos postos de carregamento? Aliás, muitos desses países já têm uma vasta rede de postos!
Eles é que são os burros?
Todos os países teem de atingir as metas do carbono, e apos o acordo de paris os países tinham de arranjar maneira (custe o que custar) de descer os niveis de carbono, Na europa e Portugal apostou-se nos VE e na rede de carregamentos.
Quem quiser ler o estudo que faça bom proveito fica o link...( White Paper de 2017 of international council of clean transport )
https://www.theicct.org/sites/default/files/publications/EV-charging-best-practices_ICCT-white-paper_04102017_vF.pdf
A lenga-lenga do costume é estaElectric vehicles offer the potential to dramatically reduce local air pollution, climate change impacts, and oil use from the transport sector. Petroleum-fueled combustion vehicles have dominated the past century, but the recent growth of electric vehicles presents an opportunity to transform the transportation sector. With increased production volumes and battery cost reductions over the next 10 years, electric vehicles are projected to approach cost-competitiveness with conventional vehicles (Slowik
& Lutsey, 2017; UBS, 2017).
Many governments consider transportation electrification an important step toward climate, air quality, and energy independence goals. To help achieve these goals, governments have invested substantial funding to promote electric vehicles and the associated charging infrastructure. Although charging infrastructure is a major priority for governments seeking to accelerate electric vehicle adoption, specific relationships between charging infrastructure availability and increased electric vehicle sales have been elusive. Likewise, there are no universally accepted goals or standards for charging infrastructure density, either on a per-capita or per-vehicle basis.
The European Union has indicated that electric vehicles and charging infrastructure are a major transportation priority, and is considering extending its vehicle CO2 regulations to 2025 or 2030 to promote electric vehicles, among other policy approaches (Lutsey, 2017).
Em quase todos os estudos e em todos os países falam em FUNDOS GOVERNAMENTAIS...
CHINAThe number of charge points has expanded dramatically in China in the past few years, especially in the 88 designated pilot cities funded by the central government, led by Shanghai, Beijing, and Shenzhen. As part of the program, these cities are required to provide one charge point for every 8 electric vehicles, and charging stations should be no farther than 1 km from any point within the center area of the city (NDRC, 2015). The municipal governments in these cities have sometimes funded many of the local stations (typically called “charging piles”), often in collaboration with the national utility State Grid (Research in China, 2017). The State Grid is also working to construct fast charging plazas within cities and along major intercity corridors as part of a plan to build 120,000 fast charging stations and 500,000 total public stations by 2020 (NDRC, 2015; Xin, 2017). Furthermore, some automakers in China have constructed charging stations in the regions where they are headquartered to benefit drivers of their vehicles, although there still remain some issues with interoperability of stations between automaker brands (Yuan, 2016). China represents almost half of the global supply of electric vehicle charging infrastructure—a proportion likely to increase in the coming years, given the strong government support at many levels and high electric vehicle volume there.
JAPAOSince the introduction of modern electric vehicles in Japan in 2011, the government and the country’s major automakers have supported charging infrastructure, viewing it as a key requirement for increased electric vehicle sales.
In 2013, the government created the massive Next Generation Vehicle Charging Infrastructure Deployment Promotion Project to fund charging stations around cities and highway rest stations in 2013 and 2014 (CHAdeMO Association, 2016). The Development Bank of Japan partnered with Nissan, Toyota, Honda, Mitsubishi, and power company TEPCO to construct the Nippon Charge Service (NCS), a nationwide network of charging stations (including many fast charging stations) now operated as a private joint
venture. Almost 7,500 stations are now part of this network, with continued funding at least through 2018.
EuropaCharging infrastructure in Europe has been constructed by a combination of private charge point providers, power companies, automakers, and governments, primarily at the national and city levels. Many countries within the European Union have created funding schemes or public-private partnerships to increase charging infrastructure, sometimes targeting specific regions in order to create leading electric vehicle markets.
The European Union has also directed all member states to “ensure that recharging points accessible to the public are built up with adequate coverage, in order to enable electric vehicles to circulate at least in urban/suburban agglomerations and other densely populated areas” (European Parliament, 2014). In addition, the European Commission has supported more than a dozen electric vehicle infrastructure projects through the TEN-T/CEF-T program, with a focus on trans-European corridors and linking the projects operated by member states (TEN-T, 2016).
FRANÇABuilding on earlier goals to accelerate the shift to electric vehicles, the French government in 2017 has stated a goal of shifting all vehicle sales to electric by 2040. Promotional programs for charging infrastructure have been in place for several years in France. The primary program, operated by the French Environment and Energy Management Agency, distributes funding to municipalities and regional governments, helping to fund more than 12,000 charge points (Environment and Energy Management Agency, 2016). Recipients must commit to building at least 20 charge points and
offer free parking for charging vehicles. Currently, most charging stations are eligible for a 30% subsidy. The state-owned utility EDF has also taken a lead role in charging infrastructure, constructing the Corri-Door fast charging network with more than 200 locations across the country (Lefevre, 2016). The federal government’s strong role is evident in the large numbers of charging stations in France.
ALEMANHAGermany has sought to ramp up its charging infrastructure to match its electric mobility ambitions. Sales of electric vehicles had reached 100,000 by early 2017, and the German federal government has goals to reach 1 million by 2020 and 5 million by 2030. Despite these stated goals, the government did not widely support public charging infrastructure until recently. Beginning in 2009, the government supported more than 200 projects in eight “model regions” with €130 million, boosting charging infrastructure in areas such as Hamburg and Saxony (BMVBS, 2011). A few cities created their own programs to provide incentives for charging infrastructure; for example, Munich provided a 20% subsidy for private, public, and workplace charging stations (Mobility House, 2017). Most other early charging stations were built by power
companies and various private companies.
In early 2017, the government announced a major new nationwide program to promote electric vehicles, including €300 million earmarked for public charging infrastructure through 2020. Of this, €200 million is intended for the construction of 5,000 DC fast charging stations and the remaining €100 million for 10,000 Level 2 stations, with stations distributed across the country (BMVI, 2017). Businesses may apply for funding to cover 60% of the hardware and network connection costs of the stations, and grant recipients must conform to the Open Charge Point Protocol (see below). The scale of this project indicates a substantial commitment to electromobility in Germany, and
its results may hold lessons for other governments attempting to support charging infrastructure.
HOLANDAAs a global leader in electromobility, the Netherlands has been on the forefront of charging infrastructure for several years, and many of its cities already have a dense network of charging stations in place. The Netherlands has ambitions
to have electric vehicles reach 10% of new vehicles by 2020 and 50% by 2025, and to deploy a nationwide network of charging points to ensure they remain a frontrunner in electric mobility. Much of the early construction of charging infrastructure was initiated by ElaadNL, a foundation created by six power network operators in the country; this group continues to maintain and upgrade about 3,000 stations around the country (ElaadNL, 2016). The federal government also provided €16 million in incentives
for charging infrastructure through their 2011 “Electric Mobility Gets Up to Speed” program (Netherlands Enterprise Agency, 2011). More recently, the federal government consolidated various programs and began to promote charging stations through its “Green Deal,” including forming partnerships with businesses (Green Deal, 2016).
Regional and local governments in the Netherlands have shown similar ambition in promoting electric vehicle charging infrastructure. The province of Noord-Brabant began a smart charging trial project in 2014 with the installation of public smart charging stations in major cities, and has announced tenders for the installation of 2,000 new smart charging stations beginning in 2017 (Nederland Elektrisch, 2016). The city-operated Amsterdam Elektrisch program, in partnership with utility Nuon, will install curbside chargers on demand, ensuring that all residents have a place to charge an electric vehicle. A similar model has also been adopted by other cities such as Utrecht and The Hague (Gemeente Amsterdam, 2017). Several other provinces and municipalities offer incentives or trial programs for electric vehicle charging infrastructure, leading to the high number of charge points in the Netherlands today. Moreover, the Netherlands has become a leader in charging standardization and interoperability, as discussed below.
NORUEGANorway is the global leader in national electric vehicle sales share, with approximately 30% in 2016, and it seeks to shift to 100% electric vehicle sales by 2025. The country has a number of unique challenges relating to charging infrastructure, related to both its high density of electric vehicles and its cold climate. The government has been a key driver of charging infrastructure through the early stages of the electric vehicle market and will continue to invest in this area. The 2016 National Transport Plan states that “Power charging facilities or fuel supply for zero-emission vehicles should be so easily available that long distance driving is possible and unacceptable waiting times are avoided both in the city and for long-haul operations” (Norwegian National Rail Administration et al., 2016).
The key sponsor of Norway’s charging infrastructure has been Enova (formerly
known as Transnova), an agency funded through petroleum and natural gas sales that promotes greenhouse gas emissions reductions and energy efficiency improvements. Transnova first began construction of charging infrastructure with an investment of
€6 million in 2009 and has since steadily continued funding (Nobil, 2012). In 2015 and 2016, the agency issued four calls for proposals, and most recently it has focused on the installation of fast charging stations on remote highways in northern Norway. In addition to this federal investment, many Norwegian cities and towns also have a long record of investing in charging stations; for example, Oslo budgeted €2 million for initial buildout of charging stations through 2011 (Nobil, 2012).
REINO UNIDOThe government of the United Kingdom, through the Office of
Low Emission Vehicles (OLEV), operates a diverse set of programs to encourage the buildout of charging infrastructure in that country. In addition to support for domestic and workplace charge points, OLEV operates the On-street Residential Chargepoint Scheme, which provides funding to local authorities to install public Level 2 charging stations in residential areas for residents without private off-street parking (OLEV, 2016a). This program, designed to cover 75% of hardware costs for these stations, is also notable for its clear guidance for reducing costs and maximizing convenience for installers, drivers, and cities. At the same time, Highways England has plans to install charging infrastructure every 20 miles along the major road network as part of its Road Investment Strategy (Jones, 2015). With EU funding support, the electricity provider Ecotricity has installed at least one rapid charger in each of the United Kingdom’s Motorway Service Areas.
Local governments have also been involved in construction of charging infrastructure. Like Germany, specific cities and regions received special funding for trial projects in the Plugged-In Places program through 2014, which included matching funds to businesses that installed charging stations. This has resulted in eight popular regional charging networks with a total of more than 6,400 charge points installed, including Plugged-in Midlands, with almost 1,000 charge points covering East and West Midlands. This was followed by various national schemes that concentrated funding on DC fast charging.
In 2016, the U.K. government announced the Go Ultra Low Cities scheme, which awarded £40 million to a number of cities to roll out pioneering initiatives to assist them in becoming internationally outstanding examples for the promotion of ultralow-emission vehicles. Charging infrastructure is a key part of the initiatives, with funding made available for
rapid charging hubs, residential and car club charge points, and trials of various on-street charging initiatives. The program is expected to fund 750 stations in total (Go Ultra Low, 2016). Additionally, under the leadership of Transport for London and various private-sector partners, London has created the Source London network and plans to add 4,500 charge points by 2018 (Source London, 2016). Plans have also been announced to take forward legislative measures to ensure that sufficient charging infrastructure is available at Motorway Service Areas and can be required to be installed at large fuel retailers.
CANADACanada’s electric vehicle market, driven by early growth in Québec and British Columbia, reached cumulative sales of more than 30,000 electric vehicles in early 2017. The Canadian government is undergoing a broad zero-emission vehicle strategy to
set new goals for electrification and its associated policy and charging infrastructure.
Charging infrastructure in Canada has primarily been deployed through a number of provincial and local programs, and the federal government is becoming increasingly involved in the sector. The government is working to write a national zero-emission vehicle strategy and has already committed $182.5 million for electric vehicle charging and hydrogen fueling infrastructure through 2017 (Transport Canada, 2017). Québec, which has about half of the country’s electric vehicle stock, has been especially active: The Electric Circuit network, operated by public utility Hydro Québec, includes almost 1,000 stations as of July 2017, and it has expanded into Ontario (Electric Circuit, 2017). Three other charging networks are also active in the province, bringing the number of public charging stations available around 1,600. The province also provides support for charging at private homes, workplaces, and multi-unit dwellings, and is working with neighboring U.S. states to create cross-border fast charging corridors. Ontario and British Columbia have also invested substantially in public charging infrastructure, Ontario through its Ministry of Transport and British Columbia through its utility BC Hydro
ESTADOS UNIDOSThe U.S. electric vehicle market continues to grow, helped by a combination of federal and state consumer incentives and investment, zero-emission vehicle regulatory policy, and a series of state and local city promotion activities (Slowik & Lutsey, 2017). The California zero-emission vehicle policy, adopted by states representing nearly one-third
of the U.S. vehicle market, is expected to increase electric vehicles in the market from more than 600,000 in early 2017 to several million by 2025. To serve the early growth, much of the initial investment in charging infrastructure in the United States came from the American Recovery and Reinvestment Act of 2009, which provided federal funding through the EV Project and the U.S. Department of Transportation’s Transportation Investment Generating Economic Recovery program, among many infrastructure projects in the United States from 2010 to 2013. By the end of 2014, there were about 18,000 public Level 2 and DC fast electric charge points in the United States (U.S. DOE, 2017a). Since then, charging infrastructure has been deployed with funding and authority from many different federal, state, and local agencies and has increased to more than 27,000 charge points by the end of 2015, and to 36,000 charge points at the end of 2016 (U.S. DOE, 2017a). Almost all of these government-funded stations are operated by private networks.
As of 2016, one of the most promising developments for sustained investment in charging infrastructure consists of electric power utilities providing mutual benefits to all ratepayers through their investments in charging infrastructure. This new movement has been led
by major utility actions in California (see CPUC, 2017; Edison International, 2016; SDG&E, 2016). A number of utilities and public utility commissions in other states are following California’s lead, while in other states, utility commissions and stakeholder groups are considering the costs and long-term benefits of rate-based utility investment in charging infrastructure and other transportation electrification programs. As input to help guide charging deployment, California developed the EVI-Pro model, a tool that projects the number of home, workplace, and public charge points needed by 2025 in each county to correspond to the expected growth in the electric vehicle fleet (CEC & NREL, 2017).
As part of the settlement of the Volkswagen diesel scandal, VW will invest approximately $2 billion in charging infrastructure and other programs to support clean transportation across the United States for a 10-year period commencing in 2017, 40%
of which will be invested in projects in California. The first phase will result in several thousand charge points at more than 900 sites across the country, including local community charging and intercity fast charging corridors, with some stations capable of providing 350 kW DC charging (Electrify America, 2017). The settlement also establishes
an Environmental Mitigation Trust that allocates funds to the states and allows them to use up to 15% of their allocation for zero-emission vehicle fueling infrastructure.
Eu volto a repetir Mobilidade electrica
FUNDOS GOVERNAMENTAIS
FUNDOS GOVERNAMENTAIS
FUNDOS GOVERNAMENTAIS
COSTS OF ELECTRIC VEHICLE CHARGING INFRASTRUCTUREElectric vehicle charging infrastructure has seen substantial cost declines over the past several years due to new technological innovation and larger production scale, as with electric vehicle production. For example, since 2009, the city of Amsterdam has seen the costs of their curbside charging stations fall from approximately €12,000 to €2,000 per station.
Nonetheless, charging infrastructure also typically requires substantial installation costs and can also incur additional costs for land procurement, administration, and maintenance.
Figure 5 illustrates the approximate per-station costs of a number of major government programs to fund charging infrastructure, including administrative, installation, and siting costs. As seen in the figure, total costs per Level 2 station range from $5,000 to $15,000, whereas each DC fast charging station can cost $40,000 to $100,000. These wide ranges of values depend on the type of charging station (including its networking capabilities), the setting (urban versus rural, mounted on walls or on posts), and the administrative details of the program.
Governments have largely funded early electric vehicle charging infrastructure in order to advance low-emission transportation, often without an expectation of making back the investment or turning a profit.Queres mesmo falar de benefícios fiscais?
https://www.theguardian.com/environment/climate-consensus-97-per-cent/2018/jul/30/america-spends-over-20bn-per-year-on-fossil-fuel-subsidies-abolish-them-
AlarmesdoMeco
- 21 novembro 2018
Colocado por: marcopnsQueres mesmo falar de benefícios fiscais?
https://www.theguardian.com/environment/climate-consensus-97-per-cent/2018/jul/30/america-spends-over-20bn-per-year-on-fossil-fuel-subsidies-abolish-them
continue essa discussão aqui
https://forumdacasa.com/discussion/58081/1/clima-energia-e-politicas-publicas-maior-fraude-do-seculo-xxi/
(quando acabar de ler as 24 páginas responda no topico)-
AlarmesdoMeco
- 21 novembro 2018 editado
Colocado por: JoelM
exacto, então porque que afirmou que a fortum é financiada pelo petróleo?Colocado por: JoelM
Mostre lá onde a Fortum tem ligações ao estado ou ao petróleo, caso contrário tenho de lhe chamar de mentiroso!
A Fortum que é uma grande empresa operar em varios países e e´financiada pelo Governo..Industry stakeholders have also been broadly supportive, with electric utilities such as Fortum receiving government-sponsored grants that have helped the company become the largest operator of charging infrastructure in Norway.
fonte ingles : https://www.climatexchange.org.uk/media/2086/eu_case_studies_norway_transport.pdf- casadepalha
- 21 novembro 2018
O meco está a dar uma tanga e vocês ainda se dão ao trabalho de responder... Oh meco desligue o PC ou tlm que está a gastar electricidade.
Haja paciência...-
AlarmesdoMeco
- 21 novembro 2018 editado
A conversa da Fortum deu-me para descobrir este artigo...é uma conversa entre um responsável da FOrtrum
Voçes que andam de veiculo electrico leiam alguns pontos deste artigo de 2016 e comparem com o que oferece a Mobi.e (empresa financiada e suportada pelo governo)
É incomparar o incomparável simplesmente por falta de organização, método e planeamento.
https://chargedevs.com/features/6-ev-infrastructure-lessons-we-can-learn-from-norway/
1- linha 24/7And you also need to have a 24/7 skilled hotline to help out.”
2- tag/analisar as chamada dos clientesTo continually improve the customer experience, Charge & Drive emphasizes the importance of tagging all customer service calls that come in to the service hotline
.
3- pagamentos por SMSText message, or SMS, payments allow users to pay for products via a mobile phone.
4- salvar pagamentos na app por localizaçãoIt quickly launched payment options within its charge point locator app. Now, regular users can easily save their payment options
5- turistas podem usar cartao de credito na apptourists can input their credit cards into the same app that they use to find the charging stations.
6- Comportamento dos condutores em zonas com 1 estaçao vs 2 estações etc etcLooking at their session data, Charge & Drive noticed that locations with two or three charging stations had higher average usage rates than locations with just one station.
7- Postos de carregamento com boa qualidade de Hardwarebut until you’ve experienced the headaches of lower-quality hardware it’s hard to appreciate. The cost of repeated service calls to charging stations can quickly exceed any up-front savings on cheaper units.
We learned that we really need high quality and good designs,” said Syväri. “The reason is that low quality ends up driving costs up. Sending out a technician is extremely expensive, and the same is true for user interface designs. If the UI is bad, the customer calls the help center.”
8- Analise as avarias dos postos de carregamento (logs)As well as tagging customer service calls to see trends happening from the user’s perspective, Charge & Drive stresses the importance of good bookkeeping for any technical problems that arise with the chargers. The company keeps detailed fault logs of any issues experienced with the system, as well as communications between the chargers and the back end.
“There will always be challenges over time with any hardware,” said Syväri. “With good fault logs we are able to immediately go deep in analyzing the data to find what is wrong with the charger. It’s not always obvious what the problem is, but with more information you can send out technicians that already have a good idea of what the problem is. This reduces both system downtime and service costs.”
9- analise do modelo correcto de infra-estrutura de carregamentos a seguirNavigating the new EV industry is tricky for any company attempting to build a long-term business model. In the past few years we’ve seen many small companies come and go, and large corporations announce EV charging initiatives only to scale back the scope.
The good news is that as the infrastructure market develops, there are now great examples of some models that work well and some that don’t. It’s a good idea for any company in the market to examine these case studies, stay lean, and focus on what has proven to be a sustainable business.
10- preço por minuto é vantajoso sobre o KWH porque liberta o postoBecause it’s selling a service, Charge & Drive sets prices per minute and not per kWh. This has the added advantage of incentivizing drivers to use the chargers for only the minimum amount of time needed. “The charging rate gets slower over time, and eventually reaches zero when the EV is fully recharged,” explained Syväri. “So the motivation of the user to free up the charger is slowing over time with per kWh pricing. With minute-based pricing the cost per benefit is growing over time and the user will occupy that charger the absolute minimum amount of time needed. This means the average charging time drops, which increases the availability of the station. And, in fact, that availability is the largest benefit that the users want from the service.”
Syväri said that after the market begins to mature and queuing becomes an issue, the benefits of paying per minute become clearer to drivers and they’re eventually happy with that pricing model.
11- Fortrum cloud based softwareFortum zeroed in on a few different models that worked for them. It invests in chargers, installs, operates and offers end-user services. It also operates and maintains chargers owned by other companies. And, finally, it offers a cloud-based software-as-a-service system that others can use to operate their own chargers.
to have a good EV charging business, you really need to know how many charges a day you’re going to need to be profitable and have the ability to optimize that,” said Syväri. “So, you need to have a system which tells you this kind of basic information, and we offer that as well.”A Mobie era a rede de carga mais avançada do mundo... quando foi projectada em 2009-2010. Depois foi descontinuada com a desculpa da crise. Só agora, 2018 deu o passo que devia ter ocorrido em 2011 - o arranque da fase comercial.
Portugal perdeu a vantagem que tinha na mobilidade elétrica, perdeu a fábrica de baterias Nissan em Aveiro, 50 PCR ficaram 7 anos a apodrecer num armazém a espera de serem instalados. Salvou-se apenas a Efacec que aproveitou o empurrão,é um dos maiores fabricantes de PCR.
Fomos ultrapassados pela Noruega, Holanda, Alemanha, etc... mas estamos novamente a ganhar terreno. A indústria nacional podia ser lider mundial e vender tecnologia para todo o mundo, no entanto o nosso poder político aplicou um travão quando a maior parte do investimento estava feito e estava vencida a inercia inicial.
Esquanto se cortava na mobilidade elétrica, Portigal dava 200 milhoes de Euros em benefícios fiscais a exploração de petróleo no Algarve. Todas as empresas petrolíferas recebem largos milhoes de Euros de benefícios fiscais. Nos USA por exemplo sao só 40 Biliões por ano...
No preço da carga rapida haverá uma parcela destinada ao gestor da rede que é a Mobie, por isso, num futuro proximo a empresa publica deverá começar a apresentar lucros.
Agora na fase comercial, podemos escolher o fornecer de energia (ceme) com diferentes tarifários. A Prio e a Mobileletric cobram por tempo, a Galp, Edp, EVaz é por Kwh. Todas obrigam a debito directo e não faço ideia como irá funcionar a cobrança a estrageiros.
Há ainda o Opc que é o operador do posto, que também pode cobrar por tempo ou por kwh. A conta está incluida na factura do ceme.-
AlarmesdoMeco
- 22 novembro 2018
Com licença ----Orçamento opção 1 & opção 2 do estudo espanhol-
AlarmesdoMeco
- 22 novembro 2018
AquiO homem baralha-se entre 10.000 e 330.000€, é natural que não tenha pedalada para este debate.
No tópico dele nem sabe distinguir entre 'climático' e 'climatérico'.Portugal perdeu sobretudo, qual país terceiro-mundista, o controle sobre a exploração de um minério chave nesta industria, o lítio, em que tem a sorte de o ter em abundãncia... Mas nisto não agem apropriadamente nem sequer nos informam nem os políticos - que supostamente são eleitos para defender os interesses do povo e de Portugal- nem os jornalistas que preferem noticiar coisas mais importantes como os diversos incidentes nos centros de treinos das equipas de futebol...
Assim meus caros, não saímos da cepa torta, nem do naufragio que isto infelizmente pré-anuncia...Colocado por: marcopnsA Mobie era a rede de carga mais avançada do mundo... quando foi projectada em 2009-2010. Depois foi descontinuada com a desculpa da crise. Só agora, 2018 deu o passo que devia ter ocorrido em 2011 - o arranque da fase comercial.
Portugal perdeu a vantagem que tinha na mobilidade elétrica, perdeu a fábrica de baterias Nissan em Aveiro, 50 PCR ficaram 7 anos a apodrecer num armazém a espera de serem instalados. Salvou-se apenas a Efacec que aproveitou o empurrão,é um dos maiores fabricantes de PCR.
Fomos ultrapassados pela Noruega, Holanda, Alemanha, etc... mas estamos novamente a ganhar terreno. A indústria nacional podia ser lider mundial e vender tecnologia para todo o mundo, no entanto o nosso poder político aplicou um travão quando a maior parte do investimento estava feito e estava vencida a inercia inicial.
Esquanto se cortava na mobilidade elétrica, Portigal dava 200 milhoes de Euros em benefícios fiscais a exploração de petróleo no Algarve. Todas as empresas petrolíferas recebem largos milhoes de Euros de benefícios fiscais. Nos USA por exemplo sao só 40 Biliões por ano...
No preço da carga rapida haverá uma parcela destinada ao gestor da rede que é a Mobie, por isso, num futuro proximo a empresa publica deverá começar a apresentar lucros.
Agora na fase comercial, podemos escolher o fornecer de energia (ceme) com diferentes tarifários. A Prio e a Mobileletric cobram por tempo, a Galp, Edp, EVaz é por Kwh. Todas obrigam a debito directo e não faço ideia como irá funcionar a cobrança a estrageiros.
Há ainda o Opc que é o operador do posto, que também pode cobrar por tempo ou por kwh. A conta está incluida na factura do ceme.-
AlarmesdoMeco
- 22 novembro 2018
Colocado por: tostexO homem baralha-se entre 10.000 e 330.000€, é natural que não tenha pedalada para este debate.
No tópico dele nem sabe distinguir entre 'climático' e 'climatérico'.
Nao podem ver um estudo contra os VE que aclamam aos 7 ventos aqui-del-rei....olhem aqui o herege, mata, mata, esfola, esfola.
Ja encontrou o orçamento da instalação ou é de borla ?O que se está a discutir agora é completamente off-topic.
O que me interessa a mim, utilizador de VE diariamente, se o posto de carga é caro ou barato?
Por acaso quem anda de CI está preocupado quanto custa um posto de combustível ou se o empregado que lá es´ta é explorado ou não pelo patrão?O meu filho comprou em Julho um Plug-in em nome da empresa pelo que só na compra poupou 30%.
Desde que comprou o carro só meteu gasolina uma vez e não gastou 1€ em cargas . Vai todos os dias trabalhar para Lisboa onde tem um carregador junto ao escritório sempre disponível pois fica numa zona residencial e de manhã saem todos. E ainda tem um cartão da EMEL que pode estacionar em toda a Lisboa sem pagar. Foi um excelente negócio mas claro que não se pode aplicar a toda a gente.-
AlarmesdoMeco
- 22 novembro 2018 editado
Colocado por: CarvaiO meu filho comprou em Julho um Plug-in em nome da empresa pelo que só na compra poupou 30%.
Desde que comprou o carro só meteu gasolina uma vez e não gastou 1€ em cargas . Vai todos os dias trabalhar para Lisboa onde tem um carregador junto ao escritório sempre disponível pois fica numa zona residencial e de manhã saem todos. E ainda tem um cartão da EMEL que pode estacionar em toda a Lisboa sem pagar. Foi um excelente negócio mas claro que não se pode aplicar a toda a gente.
Tem o carro desde ontem..ou tem a noção daquilo que escreveu ?
Incrivel.. um carro desde julho com 1 deposito de gasolina e nem 1€ electrico.
Paga patrao...-
AlarmesdoMeco
- 22 novembro 2018 editado
Quando as baterias chegarem a 50 paus o kw acordem-me
O que valem aos VE sao os incentivos e as borlas do patraoColocado por: AlarmesdoMeco
Ja ouviu falar da divida tarifaria da electricidade ?...quem vai sofrer sao as gerações futuras..
Todos nos pagamos uma conta da luz desfazada da realidade...
Prefiro desligar-me dos combustiveis fosseis e usar a eletricidade, que para o mal e para o bem, ainda tem parte dela com fonte de energias renovaveis!
Mas isso sou eu!0.0797 seg. NEW-
