The State of Electric Trucks in America

Photo Courtesy of Boulder Electric Vehicle
 By:  Christian Okolski


Large, medium-duty electric trucks are available to fleets in the United States, and most of them have been deployed over the last five years by seven different manufacturers.  However, now that arguably the most prominent and market-leading electric truck maker, Smith Electric Vehicleshas suspendedproduction, what is the state of this market?

The news about Smith is certainly a strike against the electric truck movement, but as reported by the Kansas City Business Journal, Smith CEO Bryan Hansel is optimistic that his company will reopen its Missouri factory as early as this summer.  Moreover, he notes that the factory will be retooled for better production and supply and expects the improvements to ensure profitability for Smith.  Hansel’s clarification does boost confidence in Smith’s ability to rebound, although his words should also come with some skepticism.  After all, Smith heavily publicized an initial public offering that never came to fruition back in 2012, plans to build a factory in Chicago that never progressed, and an order for 100 electric school buses that went unfulfilled, among other claims.

In New York, one of those other claims was the announcement back in 2011 that Smith would open a factory in the Bronx.  Despite featuring Smith and its anticipated Bronx factory in those “New NewYork” television commercials narrated by Robert De Niro, the factory still has not come.  However, Smith’s electric trucks do have a presence in New York and have been operated by local companiessuch as Down East Seafood and Duane Reade as well as large, international companies such as Frito Lay (PepsiCo) and Coca Cola.  In New York and nationally, though, demand for electric trucks is slim, and Smith has only made 439 sales in the United States.

The challenges facing the electric truck market are essentially the same as those facing electric cars.  The vehicles themselves are very expensive, the range of their batteries is limited, and the technology is new and unfamiliar.  Those challenges are even more difficult for electric truck makers to overcome, since the manufacturers are startups and small companies like Smith.

However, there is also great opportunity in the market.  Last year, Georgia Tech conducted a comprehensive study on the emissions and cost savings of electric trucks, concluding that in dense, urban areas, their total cost of ownership is roughly 20 percent cheaper than diesel counterparts.  Much of this savings comes from reduced fuel consumption and maintenance needs.  If one assumes that these trucks are leased and operated for a typical length of 5 years, that 20 percent savings should amount to a return on investment of about four years, which is not so bad.  As the cost of lithium-ion batteries falls and as electric truck manufacturers gain experience, streamline their operations, and reduce costs, the price of electric trucks is sure to come down.  As these prices approach those of diesel trucks, operational savings will drive a more and more compelling return on investment for electric trucks and greater demand from fleets.

The opportunities do not end with reduced vehicle prices though.  DC fast charging, for starters, allows electric trucks to spend less time charging their batteries and more time working for a fleet, and improved energy density in batteries will boost their range.  In fact, CleanTechnica recentlyreported on how Volkswagen is developing a battery that holds three to four times more energy thanthose on the market today.  Even vehicle-to-grid (V2G) technology, which allows an electric vehicle to send electricity back into the energy grid when hooked up to a charger, is being tested on electric trucks made by Boulder Electric Vehicle.  V2G alone will earn fleets money by allowing them to charge with electricity from the grid at low-cost, off-peak hours, and then sell it back to a utility at a higher price during peak hours.  These technologies all address the shortcomings of electric trucks and are not science fiction.  They are all either being used and tested or are under development.

Ultimately, several companies besides Smith are seeing the opportunities in the electric truck space.  Some known manufacturers currently include AMP Electric Vehicles (Workhorse)BalqonCorporationBoulder Electric VehicleElectric Vehicles International, and ZeroTruck. Whether or not these companies begin seeing higher demand for their electric trucks is unknown, but considering the great opportunities and technological improvements on the horizon, it is very plausible that theirmarket will grow.

Test Drive a Tesla Model S, It’s Easy!

Electric cars have been growing on American consumers since the Chevrolet Volt and Nissan LEAF were introduced to the U.S. auto market in late 2010.  However, while over 96,000 EVs were sold last year, total U.S. auto sales typically exceed one million vehicles each month.  It will take a few more years before EVs are considered mainstream, and batteries with longer range, better public charging infrastructure, and lower vehicle prices are often discussed as means to get them there.  In addition, though, consumers need to understand what EVs are like to drive and how they “feel”.

Enter the test drive.  Sure it can be a way for teenagers to have some fun and drive cars they cannot afford (alongside oft-disgruntled salespeople).  However, it is also a crucial step before making one of the largest purchases of one’s life and can greatly help introduce drivers to EVs.  Getting consumers behind the wheels of EVs is critical to helping them feel comfortable with a new technology by understanding that they are easy to drive, perform well, and offer the same amenities expected from other cars.

Just recently, I had the privilege of test driving a Tesla Model S.  Although I have driven EVs owned by friends and available to test out at auto shows, it was my first time actually going for a real test drive in an EV, and the experience was great.  The appointment was incredibly easy to set up, Tesla’s sales people were very friendly and informative both before and during the test drive, and actually driving the car was plenty of fun.

Many media outlets have raved about Model S.  For example, Consumer Reports just ranked it this year’s “Best Overall Car”, and it was Motor Trend’s latest “Car of the Year”.  Therefore, there is plenty of description on how it accelerates, handles, and rides, so I will not reiterate all the details.  However, I will shine some light on the process of the test drive itself.

As mentioned, the test drive was incredibly easy to set up.  After popping into the Tesla store at Roosevelt Field Mall in Garden City, NY, I simply approached a Tesla product specialist and requested a test drive.  After one or two minutes of providing basic contact information and confirming that I was at least 25 years of age, the appointment was set up for the following weekend.  That weekend, I simply showed up to the store at my assigned time, and immediately, a product specialist showed me to one of their Model S sedans that was available to drive.  After a quick tutorial of the car’s beautiful center console touchscreen and about 30 minutes of quiet, zero-emissions driving, I had enjoyed a fulfilling and thorough introduction to the Model S.

After my experience, it became clear that test driving an EV gives great exposure to these vehicles and a comprehensive understanding of how they are similar to all others and how they differ.  While I cannot speak to the experiences offered by other automakers just yet, I can confirm that Tesla’s hassle-free, no pressure style is a winner.  In New York, the start-up EV manufacturer has five stores located in Garden City, Manhattan, Mount Kisco, Syosset, and Westchester, and its website provides all of their locations.  For anyone interested in what it is like to drive the Tesla Model S (or just a quiet, zero-emissions EV in general), I strongly recommend stopping by the nearest Tesla store and taking one of their highly-acclaimed cars for a spin.  You can also set up a drive online.


Reusing Lithium-ion Batteries: From Electric Vehicles to Energy Storage


While or Green Car Reports may be some of the more obvious media outlets that cover electric vehicle news, Forbes provides great insight on topics related to energy, sustainability, and (yes, you guessed it) electric vehicles.  A recent Forbes editorial article discussed the issue of what is to be done with valuable lithium-ion batteries after they are removed from EVs that have reached their lifespans and are taken off the road.  As noted in a previous post on this blog, lithium-ion batteries are very valuable and make up roughly one third of a new EV’s cost, so reusing them may prove to be a lucrative venture.

For the most part, the Forbes article is a look into what “could be”, detailing the possibilities of how lithium-ion batteries may be repurposed, since they are still a relatively new technology.  In fact the EVs that use these large lithium-ion batteries have only really been on the market since the Chevy Volt and Nissan LEAF were introduced in late 2010.

One of two uses of these used batteries that the author highlights is to support the ability of small-scale solar energy users to go off the grid completely.  Since solar panels can only produce electricity during the day, homes that use them still need to be “grid-tied” and have a source of electricity at all times.  Therefore, most solar panels actually feed electricity into the grid, so that their owners simply get credits or payments from the utility company for their contribution.  This method works perfectly fine for homes near the grid, since the electricity bill is lowered by utility credits and the production of environmentally friendly, renewable energy is not hampered.  But what if you want to power a home in a remote, rural location with solar energy? What if there is not electrical grid to keep the power steady?

As the Forbes article points out, the average American home uses roughly the same amount of energy each day that can be stored in the battery of an average all-electric car, such as a Nissan LEAF.  Therefore, a used EV battery could easily store enough electricity produced from a home’s solar panels during the day and release it at night and in the morning, when the solar panels are not active.  This dynamic could enable solar energy, or any other renewable energy for that matter, to be a truly sustainable, clean source of power.

A second possible use for repurposed EV batteries is the stabilization of large, utility-scale renewable energy production.  Since the current electrical grid has been developed around fossil fuel energy production, which is very predictable and easy to control, the variations in energy production from renewable sources such as wind and solar can put significant stress on the grid.  Therefore, many renewable energy producers are taxed or fined for grid schedule “deviations”, whether they produce less or more power than what is needed by the utility.  In fact, it is not uncommon for renewable energy facilities to shut down, so that they don’t produce too much electricity, which is incredibly inefficient and wasteful.  Used EV batteries could easily solve this problem by storing excess energy during peak electricity production and releasing it when production is too low.

Think of a wind farm in Texas, for example.  When the wind is very strong at night and electricity demand is low, batteries can store all the clean renewable energy and release it during the day when air conditioners, computers, and all sorts of electronics need power but the wind is not as strong.  Not only would the batteries help a wind farm meet peoples’ energy needs, but it would also save the wind farm owner from having to pay deviation fines, improve the overall economics and return on investment of the wind farm, and lower electricity prices for consumers.

These possibilities for repurposing EV batteries are not just a novel idea.  They are being implemented and tested.  In fact, the Forbes article talks about a project in Japan, where a 400 kilowatt-hour array of used EV batteries is being charged by a solar farm and will be studied for three years.  Cleantechnica has also reported on this effort in Japan, as well as the efforts of automakers like BMW, Ford, and General Motors to study the feasibility and effectiveness of combining electricity storage from used EV batteries with electricity production.

Ultimately, as more and more EVs hit the roads and the demand for renewable energy grows, there will be a very compelling case for repurposing EV batteries once the vehicles reach their lifespan.  The problem of what to do with these used lithium-ion battery may prove not to be a problem at all, but rather, an opportunity and quite possibly a booming industry.



FedEx Brings Nissan’s Electric Delivery Van to the U.S.


Back in January, Nissan revealed that FedEx Express will begin trialing an all-electric delivery van in the United States.  After successful trials of the Nissan e-NV200 electric vans in Japan, Singapore, the U.K. and Brazil, FedEx will begin testing its zero-emission delivery vehicle in Washington, D.C.

Similar to Nissan’s LEAF sedan, the e-NV200 has a range of approximately 100 miles, so it will be used for short-range deliveries but during busy shifts, according to Green Car Reports.  In addition, FedEx hopes that the use of these electric vans will help the company reach sustainability goals under its EarthSmart Program, which supports its goal of boosting efficiency and reducing emissions through business solutions, workplace culture, and community outreach.

Americans may be familiar with FedEx’s initiative to use electric delivery vehicles, especially in densely populated urban areas, where the fuel savings and emissions reduction from electric vehicles is most valuable.  From New York City to San Francisco, the delivery company has been operating the easily-recognized Navistar eStar, a small electric truck that is larger than a van, but not quite as large as a medium-duty truck.  FedEx has even shown interest in using larger electric trucks, such as those built by Smith Electric Vehicles and AMP Electric Vehicles.

However, before fully embracing electric vehicles across its fleet, FedEx has been conducting its due diligence and testing how this new technology fits its operations as well as economic expectations.  Like for so many large companies, pilot projects, such as trials of the e-NV200 across Asia, Europe, Latin America, and now the United States, are a necessary first step toward wide-scale adoption.  In fact, last month the Wall Street Journal reported that FedEx will test hydrogen fuel-cell range extenders on its Smith Newton electric trucks as a part of its vetting of electric transportation technologies.

FedEx is not the only delivery company going green with electric vehicles.  Its two largest competitors, UPS and DHL, are also entering the fray.  Last year, UPS began receiving deliveries for an order of 100 all-electric step vans from Electric Vehicles International (EVI), a commercial EV manufacturer that offers a small, light-duty EV, electric step van, range-extended electric utility truck, and medium-duty electric truck.  UPS’s electric step vans were heavily subsidized to be used in California’s San Joaquin Valley, which suffers from some of the Country’s poorest air quality.

DHL, on the other hand, has pioneered electric delivery van adoption, beating FedEx to the punch by a considerable margin.  Back in 2011, DHL began using all-electric versions of the Ford Transit Connect in New York City as a part of its GoGreen Program.  Although Ford no longer offers the electric Transit Connect, DHL’s electric delivery vans are still being put to good use in the Big Apple.

Ultimately, FedEx’s Washington, D.C. trial of the Nissan e-NV200 is not a first crack at piloting a commercial electric vehicle.  As noted, it isn’t even the first time a large delivery company will be using an electric van in the U.S.  However, the scale at which FedEx has been deploying the e-NV200 is a good omen for its wide-scale adoption.  Trials across Europe, Asia, Latin America, and the U.S. indicate that FedEx is seriously considering the electric van’s integration into its global delivery fleet.  This possibility, combined with the fact that Nissan is arguably the global leader in electric vehicle production, could result in large purchase orders for the e-NV200 that Nissan would be able to fill.  Time will tell whether electric delivery vans are a boom, a bust, or somewhere in between for FedEx.

Pioneering the Electric Vehicle Industry, Tesla Plans a Battery ‘Gigafactory’

Back on February 26th, the official blog of Tesla Motors reported on the electric vehicle (EV) automaker’s plans to build a lithium-ion “Gigafactory” in the not-too-distant future.  In fact, Tesla expects its future battery facility to make, all on its own, more batteries in 2020 than those made by all lithium-ion producers combined in 2013.

In a presentation it released to the public, Tesla details its expectation that in 2020, the factory will serve the battery needs of up to 500,000 new EVs annually, producing a battery cell output of approximately 35 gigawatt hours and a pack output of approximately 50 gigawatt hours.  Moreover and most importantly , the factory is expected to reduce overall battery pack costs by more than 30 percent by as early as 2017.

This expected drop in battery cost is critical to the wide-scale adoption of Tesla’s first mass-market, affordable EV, which the company coincidentally expects to be released in 2017.  Automakers have been shy in disclosing how much of their EV production costs are attributable to lithium-ion batteries, but everyone who knows the industry, knows that they are incredibly expensive.  According to McKinsey & Company, batteries cost $500-$600 per kilowatt-hour, accounting for about a whopping one third of an EV’s retail price.  If Tesla can reduce battery costs by more than 30 percent, it will cut the cost of its cars by thousands of dollars and significantly boost demand for them.

A battery “Gigafactory,” has another huge benefit for Tesla, business diversification.  While the EV industry is a growing one with a promising future, it still faces risks.  High vehicle costs in the short-term are restricting EV adoption, and forecasts of future growth may fall short.  However, the global lithium-ion battery market presents a huge opportunity and is expected to surpass $25 billion in 2017.  If Tesla is smart (and able) they may design their factory so that it can produce batteries that may be sold to other automakers and other lithium-ion powered products.  Taking advantage of the multibillion dollar lithium-ion market will reduce risks for Tesla and greatly expand the company’s business opportunities.

To make its “Gigafactory” dream a reality, Tesla will invest $2 billion into the project and anticipates its partners to contribute an additional $2-3 billion.  It is also in the process of finalizing the factory’s siting, considering locations in Arizona, Nevada, New Mexico, and Texas.  Ultimately, Tesla is planning for the design, construction, and outfitting of its battery factory to continue over the next three years, before the facility begins production in early 2017.

Tesla’s evolution over the past few years has been nothing short of remarkable.  From introducing the Tesla Roadster and its first EV in 2008 to mass producing the Model S, 2013’s Motor Trend Car of the Year, Tesla has grown dramatically.  Now, as it plans to sell its second mass-produced vehicle, the Model X, introduce a mass-market EV, and build a massive battery factory in the next three years, Tesla is pioneering the Country’s path toward sustainable, electrified transportation.

Electric Vehicle Production Expected to Surge in 2014


Earlier this month, the Los Angeles Times reported on IHS Automotive’s expectation that global electric vehicle (EV) production will rise a whopping 67 percent this year, compared to only 3.6 percent for all automobiles.  In terms of number of vehicles, this surge would result in 403,000 EVs produced, up from 242,000 in 2013 an an increase of more than 160,000 units.  As a part of its forecast, IHS Automotive included both all-electric, battery EVs and plug-in hybrids.

It is important to realize that this expected production jump is a global one, and it will differ slightly across major world markets.  The Europe, Middle East, and Africa region, for example, is expected to see the greatest gains, accounting for 40 percent of increased production amidst more stringent air pollution regulations in Europe.  The United States and Asia, on the other hand, are expected to account for roughly 27 and 30 percent of increased production, respectively.

So what are the drivers of this increased production?  As noted, new air pollution restrictions in Europe are expected to have a significant effect, but IHS outlines some other key reasons.  For one, new EV models, such as the BMW i3 and i8, Audi A3 e-tron, Cadillac ELR, Porsche Panamera S E-Hybrid, and others, have either just recently been introduced or will be later this year.

Another major reason for IHS’s expectations is falling lithium-ion battery and EV prices.  As major battery makers, such as LG, Panasonic, and Samsung, go head to head, competing for lithium-ion battery market share, the prices of EVs have been falling as well.  Last year, some of the most popular nameplates, including the Nissan LEAF and Chevy Volt, showcased a true EV price war as greater competition continues to benefit consumers.

One more interesting observation is that China’s aggressive pro-EV policies and quotas will play a major role in boosting EV sales and use in order to mitigate major air pollution problems.   Not only will China continue to offer very high EV incentives in 2014, but it is also imposing adoption mandates.  The city of Beijing, for example, will be restricting new, gasoline-powered car sales while also deploying 20,000 EVs this year.

Ultimately, the factors influencing IHS’s predictions all lead to one thing, greater consumer demand for EVs.  Whether the drivers for greater EV production in 2014 are policy-related or price-related, they are going to result in more EVs on the roads, and as basic economics tells us, as demand goes up, so does supply.

If IHS’s forecast proves to be true, 2014 will see a great boost to the EV industry and the prospect for its future success.  More EVs being built will have long-term benefits, since as with most new high-tech industries, production requires streamlining and perfecting.  As production ramps up and automakers learn how to build EVs quicker and more efficiently, economies of scale are sure to go up, prices will continue to fall, and demand will continue to grow.  It is hard to understate how important efficient manufacturing truly is to the continued growth and maturity of the EV market and industry.

New York City’s Efforts to Stop Idling


Vehicle idling is a serious and often ignored problem. While it is unfortunate that so many drive inefficient and highly polluting vehicles to navigate New York City, it is even worse that tons of emissionsare released into the air by drivers who could simply turn off their engines while parked and not moving.

A 2009 study by the Environmental Defense Fund estimated that idling in New York City accounts for both at least a $28 million loss in wasted gasoline and diesel fuel, as well as a substantial amount of smog forming pollutants, including 940 tons of nitrous oxides, 2,200 tons of volatile organic compounds, 24 tons of particulate matter, and 6,400 tons of carbon monoxide. In fact, the yearly idling carbon dioxide emissions in NYC alone would require at least 20,000 acres of trees, or 23 central parks, to absorb them.These pollutants contribute heavily to high rates of asthma, respiratory problems, and premature deaths from poor air quality, among other health-related issues.

New York City’s Efforts to Stop Idling

New York City, along with other cities and states across the Country, has made some effort to curb this behavior idling. Since as far back as 1972, fines for this behavior have ranged from $250.00 to $2,000.00 for idling for longer than three minutes. Today, idling for as little as one minute in a school zone merits a citation. Newer legislation allows for Traffic Enforcement Officers, the Parks Department, and the Sanitation Department to also issue fines. Taxi licenses also now require education on anti-idling practices. Unfortunately, however, anti-idling enforcement is still a fairly low priority, mainly due to costs, for the New York City Police Department.

If you’re asking yourself why this easily avoided negative impact on air quality isn’t a higher priority to the City, you’d enjoy the company of George Pakenham, the leading figure in the film Idle Threat. Through this film, Pakenham’s simple and direct question to drivers he found idling was:

“Did you know that in the City of New York you can’t have your engine idling for more than three minutes?”

Interestingly enough, this was enough to get 80% of drivers he encountered to turn off their engines. Pakenham’s routine documentation of his encounters also showed that the NYPD was missing out on $350,000 worth of uncollected fines.

Are you a part of the 80% of those willing to change your idling habits now that you are more aware?

Why do drivers idle?

Usually, idling is a result of simply not being aware of the costs of wasted gas, the polluting of the city’s air, or the illegality of idling. The most popular reasons that the average driver invokes to rationalize idling are often outdated arguments in favor of proper vehicle maintenance. Modern vehicles are no longer at risk of damaging starters with routine starts and stops of the ignition. Also, newer vehicles use less gas if drivers turn off their cars when they expect to be motionless for more than 10 seconds. Finally, some drivers believe that letting their vehicles “warm up” is an effective way to save gas, when really the best way to warm up a car is by simply driving it.

Another reason for idling is climate control, especially for truck drivers who spend ample time inside their vehicles while parked, either waiting or sleeping. These drivers may not even be aware that emissions caused by idling are invading the insides of their cabins and making their daily work environments toxic.

Ambulances and other emergency vehicles often sit idling for extensive periods of time, even during non-emergencies, but their reasons to do so shouldn’t necessarily be suspect. There are medications that need to be climate controlled, and certain equipment needs to remain charged. Moreover, the last thing an emergency vehicle’s crew wants is a dead battery when it needs to respond to a crisis. These arguments defending emergency vehicle idling are understood, but the technology also exists to correct these issues the problem. Future ambulances may be powered by electric batteries or at least hybrid technology. If an emergency vehicle is still running a conventional powered ambulance or truck, installing auxiliary power units could readily keep cabins or medications cooled, as well as electric equipment running.

A place where the government can step in here is by building more electric charging stations at truck stops and ambulance-only parking for battery units that could power much of a truck or ambulance.

Review of Solutions

Idling is still a significant problem, because drivers don’t take it seriously enough. However, governments across the Country have passed anti-idling legislation, and citizens are becoming more aware of the dangers of idling. Below are some simple solutions that help reduce the “low hanging fruit” of emissions released while idling:

ß Stricter enforcement of idling practices

ß Raising awareness to increase the cultural stigma against idling, drive-thrus, and remote starters

ß Requiring anti-idling questions and lessons in drivers’ exams

ß The use of hybrid electric vehicles that shut off their engines when idle

ß The use of auxiliary power units that power equipment without use of conventional engines

ß The installation of electric charging stations in ambulance-only parking spaces and truck stops

Tesla Safety Investigations

This year, Tesla Motors has struggled with three battery fires induced by accidents, two of which include videos that have virally spread across the web. Tesla’s stocks suffered, advocates and media sources positioned against electric vehicles pounced, and bad publicity sprouted all over the net. The minimal attention paid to a testimonial from an actual driver in one of the accidents by some media outlets was near absurd.

Tesla is rebounding well. It’s provided strong customer support to the Tesla drivers involved in the high profile accidents. The company has issued software adjustments that push a Tesla to ride higher off the ground at highway speeds. Additionally, Elon Musk, Tesla’s Founder and CEO, welcomes any government investigations on his battery powered sports cars.

On November 27th, German regulators stepped forward and released a statement claiming no manufacturer defects could be found to be responsible for the accidents. In all three accidents drivers walked away safely from their vehicles, and it was concluded that the vehicle responded well for the speeds at which the accidents occurred. The passenger compartments suffered no damage, and were safe enough for drivers to collect personal belongings inside. Now, electric sports car fans across the world wait to hear from U.S. National Highway and Safety Administration’s Investigation. None could be more ready to hear the vehicles are officially cleared and perfectly safe than Elon Musk himself.

National Plug in Day 2013

At the end of September, Empire Clean Cities (ECC) was proud to host New York City’s National Plug in Day 2013 event at Madison Square Park. Like events across the country, it was supported by local electric and hybrid vehicle owners and supporters, with the goal of raising electric vehicle awareness within a community building celebration.

We were lucky enough to have the support of the NYC Department of Sanitation and the NYC Dept. of Parks and Recreation who each brought vehicles from their respective green fleets. Among the other displayed vehicles were two Nissan Leafs, A Mitsubishi I, a BMW ActiveE, a west coast exclusive Chevrolet Volt, an electric Ford Focus, a Tesla Model S, and a rare converted Hybrid Ford F-150. ECC would like to thank our participants who registered and brought vehicles for the display. We couldn’t have done it without you!


Each of the vehicles was parked in Madison Square Park, allowing thousands of New Yorkers and tourists passing by access to them. Children were seen exploring the inside of vehicles, packs of adults huddled around the hood of the Chevy Spark admiring its technology, and the Tesla Model S & BMW Active E proved to be big hits with the crowds. Many onlookers were seen taking photos – surely to prove to all of their friends and family how close they were to some of the coolest vehicles on the market!


We also had support from Hevo Power and CarCharing, who both took the opportunity to promote their respective charging stations. We was able to personally engage with individuals on the street about Mission Electric, provide them with information about electric vehicles, and generally enjoy ourselves with the community we aim to serve by bringing us all closer to a city with cleaner air and less traffic noise. ECC is looking forward to next year’s event, and we hope to see you there!

Vote and receive an hour of free electric driving

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