And welcome, this is the first in a series on many web browsers. We're going to be looking at using Netcat, talk about more of that in a moment, to set up a web server. And you may be thinking, oh, I've seen this before, blah, blah, blah, well, hopefully in this series I'm going to show you some things you haven't seen before. And I'm also in this first video going to touch on some problems you might have if you've tried this before and it didn't work. So first off, there are three different programs that we're looking at that are very similar. We have Netcat, which is also sometimes on your system as NC. We have NCAT, which is a very similar program but technically different. And then we also have the lightweight NC or the lightweight version of Netcat that's built in the busy box, which is a very stripped down version. And although they work a lot alike, there are some differences that if you were unaware of may cause problems and make this little technique not work for you. So let's quickly look at them. So actually let me make my shell full screen here and I'm going to split the screen. Now I have all three installed on my system right now. I have Busybox and Busybox is a program that I've talked about a lot in the past. If you have a very lightweight Linux device such as a router, modem, or even your cell phone, there's a good chance there's Busybox on there. Some systems might have Toybox, which is a program that's kind of like Busybox. I'm not going to go into the details of that. But Busybox you can get running on pretty much anything. It has, it fully compiled with all its tools built in. It has I think over 200 tools and it's around one megabyte. So it's great for these lightweight systems and you can strip it down a whole lot. And so we definitely want to make sure this works because the whole point of this series is lightweight web servers. So maybe you're going to want to use this on something like a router or modem or some lightweight device. Now that being said, the full version of Busybox has an actual web server built in and use that before you use this or really use any web server, whether it's Python's built in web server, Apache or any of the others. This is kind of like a, I have no other options. I want to set up a web server and all I have is Netcat because it's on pretty much everything. And so it's for these series are for when you're in a pinch or just to understand it better and have some fun with it. Anyway, I've talked enough. Let's move into the actual tutorial. So real quick, if I man Netcat and down here I man NC, you'll see it's the same program once just linking NC is just linking to Netcat, most likely. So you can see that they have the same same man file because the same program they even referred to it as NC inside here. Let me quit out of that. Now let me man NCAT. And for years, I didn't realize there was a difference between these two. And as you can see, the man files different, it is a different program, a lot of the same commands, but a lot of different commands as well. And if we go down the bomb, I believe this is made by the same people who make NMAP, which is a port scanner you've probably used before. Yeah, you can see right here that it's made by those same people. And I think somewhere either in here or on their website I read today, they refer to it as NC or sorry, Ncat as Netcat for the modern day or something along those lines. So anyway, now let's also look at Busybox, so I'm going to type in Busybox and I'm going to type in NC and hit enter. And you can see its help file here is very limited, but it has enough to do what we need to do today. But one of the things that you may have experienced that you may have tried that this creating a web server didn't work. So let's give an example of that. Let me go ahead and close this here and move this back up here. So on top screen here, I have my shell where I'm going to be running my server. And I have a web browser down here. I have it in private mode to make sure I'm not cashing anything and cheating. And oops, I just accidentally grabbed that. Let's try that again. Okay, so you could do something like this. We can say netcat-l for listen-p for port and give it a port. It's got to be a port that you have permission to use. So a lot of times lower ports, regular users don't have access to. And it also has to be a port that's not being used. So I'm just using 8000 in my case. So use whatever port that you have available. And of course, web servers normally run on port 80.  But if you run it on port 80, then the user doesn't have to type in what port because it's going to default to port 80 in their web browser. Anyway, then we do dash C and we can give it a command. And inside these single quotes, we have two commands. They're both echo commands. So we're echoing out this part right here. Now since netcat is running as a web server, you've got to give it the web server headers. So normally when you run a web server like Apache, for example, and you pass out HTML files, Apache automatically puts these headers in. We're going to have to put this in here. And basically we're saying, you know, this is an HTTP server version, 200 is your code saying you've connected successfully, OK. Then we've got new line character. And then we're just giving it the date and then two more new line characters here. And then we can pass it our HTML. In this case, we're just going to pass it a paragraph tag saying, how are you today? So if I hit enter and I run this, so it's running now, I can go down to my web browser and I can type in the IP address. But since I'm on the same machine, I can just type in local host and I'm going to give it the port of 8,000. Again, if you're running it on port 80, you don't have to give it a port. I'm going to go ahead and hit enter. And that didn't work. Did I type something wrong? The answer is yes, I did type something wrong. Yes, that's kind of my point that this can get confusing because there's different programs. That command works with NCAT, but not netcat. So I'm going to hit enter here. I'm going to refresh down here. And you can see I got my HTML output down here. So again, that command is NCAT-L for listen-P for port and give a port and then dash C for a command you want to run and pass the text to the client. So that doesn't work with netcat. It doesn't work with busybox because busybox doesn't even have the dash C option. Netcat doesn't. Not sure why it doesn't work in netcat. I feel like it may have for me in the past, but doesn't now. So I'm going to show you a way that works with all three. And that way is by, and I'm going to copy and paste code in this just because there's a lot to type. So here I'm saying that same little part that's up here in this string. I'm saying echo out this. And again, we're passing it that this is a HTTP server, code 200 saying that you've connected successfully OK. And then we're giving it some new line characters here. And then we're saying, echo, how are you today inside paragraph tags? And we're putting that around in curly braces here, saying that we want to pass all the output. And we're going to pipe that, pipe that into netcat-L for local or listen. That means listen-P8000 and we'll hit Enter. And again, it's waiting. And if I refresh down here, you can see that it gave me the output here. Actually, let's go ahead and stop that and refresh it so you can see since it was the same message, we'll change the message up here. We'll say it, we'll say, let us say films by Chris. And we will refresh that. And you can see we got the output on the web server here. This is the information from the web browser, the web browser, the web browser sends this information, netcat reads it, and then responds with this information here. And to do it again, but this time we'll change it to ncat. And we'll change the message. We'll say, let us say hello from ncat. So we can see a difference. We'll refresh our page down here. And it says hello from ncat. So it works with netcat, ncat. And now let's check it with busybox. So we'll just pass it to busybox and see. Let's actually change the message so that we know from busybox and we'll refresh it. And you can see that it works. So using this technique works on all three of them. So it's a little more universal then. And I've seen a number of ways to do this. And this is the one that I know works with all three. So again, curly braces. And inside the curly braces, we're going to say echo-e. We're going to give it our HTTP header. We're going to echo out our paragraph or whatever HTML we have in here. And we're going to pass it to our client using netcat. We're going to pipe it into whatever netcat or ncat or NC that we are using. Now, you can do the same thing and pass it files, which we're going to get into the next video, because I don't want this video to get too long. We're going to be looking at in the next video, not only passing it HTML this way. We're going to pass HTML files. And then we're also going to pass it command output. And then after that, we'll get into embedding images and sounds and that sort of thing into our web page. So that's it. I think you're watching. Again, this is part of a series. It's the first in the series. There'll be a link hopefully at the end of this video or in the description of this video to the full playlist. So be sure to come back for the next video where we get a little more in depth on this.  But we're going to start passing it more things and it's going to get more interesting. I promise, I promise. This first video is the most boring out of the videos in this series. So I do thank you for watching. As always, please visit filmsbychrist.com. That's Chris of the K. There's a link in the description. Visit there, visit my Patreon page, patreon.com. Ford slash Metal X 1000. And as always, I hope that you have a great day.


Optical remote sensing sensors play a crucial role in international landscape and heritage documentation, contributing to digital 3D mapping, conservation and research through continuous development of new sensors, data capture methodologies, and multi-resolution 3D representations. This article was authored by Fabio Riemondino.


In this lecture I want to tell you about confidence intervals. We actually can use two ways to calculate confidence intervals. Now although most people use the term correctly, there's a slight little twist to it. Have a proper look at the definition.


Good morning. I'm Mark Plachon. Welcome to a discussion group on transportation and mobility and what's happening in autonomous, connected, electric and shared transportation. We have an amazing, exciting, super expert panel. So I won't spend too much time introducing this, but it feels, I mean, one, I think it's really appropriate to have a mobility panel at an energy conference. Mobility, of course, uses, I don't know, 30-odd percent of our energy. And as we're sitting here today, our friends in Washington are figuring out how many trillion dollars they want to spend fighting wars and keeping the Straits of Hormuz open so we can bring more oil in to run the cars that pretty soon won't need it. And that's an important part of changing the game. So the question is, who's got a calculator out? How many kilowatt hours of solar energy can you put in for the price of $100 million drone? At 30 cents a watt, right? You can put in 300 megawatts. You can basically put in a power plant equivalent with the price of one drone. So and the drones are disposable and solar plants last 50 years. So I'd love to see us sort of think about it that way. Of course, if you go fight a trillion, it's 20 million watts, 20 gigawatts, okay? I think we should do more of those. Who wants to do that? A dollar-a-watt utility scale. Yeah, exactly. Five dollars, yeah. Long time ago. Cool. All right, we solved that problem. So this week's been a little crazy. I've been at multiple mobility events kind of all over the place. So I got to tell you, I was actually, we were both at events some of the same places this week. I was speaking at an event at Dearborn Inn, which is Ford in Detroit, and I had 100 consultants to the auto industry and tier one suppliers to the auto industry. So I asked them my usual startup question, how many of you came here in an autonomous electric car? Of course, none. How many of you own an electric car? Yeah, it's about 50% here. In that 100 person group in Detroit, there was zero. I raised my hand. I raised my hand. You did, yes, but you weren't a Detroiter. Zero percent of the advisors and consultants to the auto industry even had a present-day car, much less a future car. And then I did the same thing at the big event over in the East Bay on Wednesday, and they had about 75% electric people because it was self-selected. It's kind of interesting. But then I went to an event, TechCrunch had a mobility event in the city, and they asked the question, who came in an autonomous electric car? And guess what? Breakthrough. There was one person who came in a cruise. Autonomous electric car. Now, the safety driver's still there. That's fine. It's gonna take a little while to get the safety drivers out. But we're gonna ask that question every few months, every year, and pretty soon more and more of you will be coming in an autonomous electric car that drops you off and goes off and does something else. So we're at the beginning of huge change, and it's pretty darned exciting. So we have a panel, and the order we're gonna go, I think, is Sarah, who's the market development guru at EVGO, is gonna talk a little more about the infrastructure problems and challenges and the charging network issues that they're dealing with. They're kind of the leaders in fast charging, high-power charging. Austin's gonna talk about the regulatory and policy side. He's the executive director of the UC Davis energy environment and economy or something like that. He's the guru on all things policy, and I think that's super important here to get these things rolled out. And then Regina collects all the data from the cities on how mobility services are working and massages that data and sells it back to everybody who needs it to either regulate, manage, grow, or serve those new mobility services. So it's a super important role in developing the data that allows all this to sort of get there. And we're gonna do really short presentations. They'll introduce what they do a little more and talk about those topics briefly, and then we're gonna open it up at the microphone and have Q&A and discussion and try to get a little friction going and a little heat and get some action. And Sarah, I think you're up. You can sit there and do it, or if you want to get up and move around, that's fine. I'll get up. Oh, I had one other factoid I'll throw out there, because those of us that are working on electrification and transportation, everybody's always asked, how much energy do you need? And do we have enough energy in the grid and all those kind of questions? But there was there was one question I didn't know the answer to. But we found that this week, the city of Shenzhen in China has pretty far electrified their whole transportation system. They have 16,000 electric buses. In Shenzhen, 36% of the entire electric load goes to transportation. 36% more than a third of all the energy used, and that's a big manufacturing city goes to transportation. So transportation that's electrified is is a opportunity and a challenge for the grid. But first we electrify the transportation, then then you clean up the grid. And they're doing a good job of that. We need to get there. All right. Hello. I am Sarah Oppison. This mic is a little tall for me. I lead public policy efforts at EVGO. We're the largest provider of fast charging infrastructure for electric vehicles. And this is actually my first time at Stanford. I live in Oakland, but my first time here. And I'm pleased so far because I got to drive in charge my car across the street. And then I saw an electric shuttle. So not a bad start.  And also talk about some trends that we're seeing in the space here in California, but with kind of a national outlook. And I guess, can I see a show of hands? Again, how many people I don't want to just say own, but maybe also lease an electric car? Or drive one? Okay. And how many people have been in an electric ride share or car sharing vehicle, like an Uber or Lyft or a gig or a, okay, quite a lot. So we have a very educated population here. And I'm guessing that many of you then, if you have any of you, you've probably heard of EVGO. As I mentioned, we're the largest provider of public fast charging infrastructure and we're headquartered in LA. I'm based in Oakland, as I mentioned, and we're in about 34 states have about 1100 chargers, 250 or so more going in the ground. So by the end of the summer, this will say about 1350. And we're in 66 metropolitan markets. But while we're national, over half of our charging infrastructure is in California, and 75% of the electricity that we delivered. So the gigawatt hours that were charged on our network happened in California. So California really has an outsized impact just because of the really great public policy that we have here that encourages people to drive electric cars. And how many people feel like they understand the difference between level one, level two, and level three charging? Because when I started, I did not. Okay, so again, we have a very educated group here. I think the way that I would just phrase this for the other two thirds or so who aren't as familiar, which is very okay, is that as one of my co worker says it's not different strokes for difference but folks but different speeds for different needs, which I thought was very clever. But essentially level one is I go to my in-laws house in Alameda, and we're having a kid's birthday party. And then I go to the extension cord in their garage and I plug in.  Yeah, about 15, right? So that's not really a lot. It takes me about eight miles to get there. So not not quite a lot. But if you're somebody that has a garage at home, level one is perfect because you can do your commute and you can come home and you can plug in so it's it works in a lot of situations. Level two is what I used here across the street. So I get on my bolt about 25 miles added to my battery an hour or so just depending on the level of charge. And if I have to split that with somebody else who's plugged in. But I think longer dwell locations is how I like to think of this. So for example, as somebody who lives in an apartment, I'm very reliant on public charging. So now I only go to movie theaters where I can plug in my car because otherwise why go to that theater, you know, it's a waste can't get my electricity. So if I go to see an Avengers movie, which is a three hour movie, I get 75 miles, which is great. But I think level two is better for places you're going to be maybe four to eight hours or so a lot of they're very common at workplaces, for example. And I also like to plan my hikes around different state parks or what have you that have level two chargers. Again, these are things that you do once you have an EV you set up, you know, scrolling your phone late at night reading the New York Times or what have you you go on plug share and you plan out your life. It's it's a lot of fun. Level three is DC fast charging. That's primarily what we do. Though we do have about 1000 level two chargers as well. But fast charging is for short dwell time. So I was looking again, because this is what I like to do for fun at all the chargers we have in this area. And it's a lot of grocery stores, a lot of retail centers, because basically, you want to put a fast charger where you're going to be an hour or less. So and and I as somebody who doesn't have access to charging at home, I use fast chargers primarily for my needs because that's my fueling source. But we cite a lot at in addition to retail locations, also sometimes public parks. We have a few sites that we've opened there and other places where somebody can grab a bite to eat or shop and then come back in there. Their car has has added additional mileage. So because we're at an energy conference, I also wanted to mention some of the grid benefits of electric vehicles. And as Mark was saying, he's he's been on the conference circuit. I have to a lot. I was in road map this week, which is the one of the biggest EV conferences in the country and in Portland. And we were talking a lot about rates and grid benefits of electric vehicles. Something that's really interesting is that ride share and fleet drivers, which were about one third of the 75 million electric vehicle miles charged on our network. Last year, they without price signals are often charging during peak solar, which is really great when we think about how to manage the duck curve. And again, you can't really go to an energy conference in California without talking about the duck curve. But we sent this when we put together this data, we sent it to the Kaiso and they're they're very excited about this. But this is again without price signals today to those drivers. And how that happens is because ride share drivers in particular are wanting to drive during rush hour, because that's when a lot of people are out and hailing rides, they don't want to charge them, which is usually through the peak. So they're charging often and you can see it's not perfect toward the end of the day, but they're charging often during peak solar. I should also mention here that in addition to this, we did announce that our network went 100% renewable energy at the beginning of this year for California and then in May for the rest of us moving forward. The other thing too, this is an ICC study that came out and we're commissioning our own study with UCLA on this topic as well. But we have been focusing a lot on putting in fast chargers and high density areas where you have a lot of residents of multi-unit dwellings through a legacy arrangement that Eviko had with the CPUC. We tried to do a lot of level two make readies at apartments and found a lot of challenges with that dealing with anything from condo associations to for me, I can't ever charge at home because my parking is on an elevator shaft. So I call my car. It's very high tech in German and then it moves around and you can see I can't really plug in cords to a wall there. So there's a lot of reasons not just dealing with electricity why installing in multi-unit dwellings can be really challenging. So another compliment to actual installations at multi-unit dwellings is these fast chargers where several drivers from the community can charge on that charger throughout the day in addition to whoever is commuting or driving through. And I think last one thing that we talk about a lot in California and just generally across the country is there's a lot of discussions about equity. How can we make sure that we're not just enabling residents of detached or homes with garages, single family homes to have electric vehicles. How can we make sure that if you can't lease or purchase an EV maybe you can hail an electric car and get the exposure that way. So we have a really large focus on investing in low income communities and disadvantaged communities. So 55% of our sites under construction right now are in low income communities which often match well with that ride share profile or also the multi-unit dwelling residents that were often targeting for our charging. Here's just a couple of pictures. People get really excited when I tell them that Chevron stations people you know because we're that's a transition in the energy world but other than that happy to take questions once we get to the Q&A. Thanks. Hopefully not too distracting. I have no slides. I had slides earlier this week in a talk and I'm trying to hold myself to one PowerPoint per week because that's my new PowerPoint diet. Nobody has ever come up to me and said oh man I wish you'd had more slides. So it's also a bad habit of mine. I love graphs maybe more than I should and so I would if I have them I would be checking them up there. I will happily talk through some of the data I'm going to refer to you know during and after this if anybody has more questions or wants to go into it. So this is really just an amazing panel to get to be on. I'm several colleagues that I've really valued working with and I actually just met Mark earlier this week in Detroit at a different event. We had never crossed paths before and then now two and two in a week so the transportation world is maybe smaller than any of us like to think. I didn't ask for permission but I'm going to tell the rest of the story of his remarks where he asked who there was driving electric vehicle and sort of looked at this audience of Detroit automakers and parts manufacturers and consultants and saw that none of them had it and said something I'm going to paraphrase that just immediately won me over. He said well how are you guys going to build the future of transportation if you're not even participating in it. Unapologetic so that's just great right and I mean it is something that we should be asking that why aren't we seeing more from the companies that have built our auto fleet so far but that's you know maybe neither here nor there. I'm actually going to talk today about the policy environment that these new technologies that we're talking about automation, electric vehicles, mobility as a service, the policy environment that they're entering and what sort of keeps me up at night about where these technologies might go and then I'll end with a couple of the techniques and policies that cities especially in states as well are thinking about to try to avoid some of the unintended consequences that the research community is now identifying. So it's tough to envision these consequences of technologies like automation because they're not really out there yet right so we're just seeing demonstrations we're seeing a few business models that are starting to get on to the road with safety drivers for the most part. We don't really see yet what this electric automated vehicle that Mark talked about really looks like so we have to sort of do some creative thinking, some analysis and use that to try to tell us well what are these technologies actually going to look like in the future and then what do we foresee as unintended consequences and if those look problematic what can we potentially do right now to help head those unintended consequences off and it's extra tough because in the research community most of us really recognize the value of these things so we're not saying oh no don't do it we're not like oh don't deploy these vehicles don't deploy these technologies. The right question though is how do we both encourage them and foster a positive market for these technologies but also steer them to provide the benefits and avoid the negative unintended consequences of which there are quite a few and I'll talk about I'm talking about an example of that and then one other aspect of this that we're always thinking about the role of policy is to help enhance choice and transportation so too often we think about policies restricting choice as saying no you can't do that or you'll pay to do that but the environment we exist in today largely is really a car monoculture there's not really a choice outside of driving yourself every day in most of the United States there's a few cities where you really have a robust set of transportation options but in most places if you want to do anything other than own and drive your own personal vehicle it's just prohibitively difficult and in many cases prohibitively expensive so I'll be thinking about the role of policy as enhancing choices and then steering towards steering towards benefits so we have a lot of research out there that shows this huge range of possible impacts and you might think well we know that these vehicles are going to be electric so they're clearly reduced emissions we don't I don't think we know that yet I think there's a lot of reasons to think that automated vehicles could be electric and plenty of reasons to think that they might not be electric right so automated electric vehicles take time to recharge even if it's getting faster and if you're if you own a fleet of automated vehicles and you're renting this out for people to take trips in you're going to want to have that fleet of probably very expensive vehicles operating as as rapidly as possible and we also might see a shift towards larger and larger vehicles some of the demonstration models out there for potential automated vehicles look more like mobile living rooms than anything else and those larger vehicles might prove more challenging or more expensive to electrify than some of the sort of smaller vehicles that we sort of assumed might be the early outcomes of these automated vehicles right but why would we actually go to that the policy environment right now doesn't favor smaller vehicles really in in any way so why would we expect that that that the automakers will build tiny little vehicles and try to get people into those when we know that many and maybe most Americans vastly prefer to ride around in a large a large comfortable vehicle so we can't just assume that the thing that we want to happen from a energy from an emissions from an environment perspective is the natural outcome so we see we've done you know years and years now research looking at what are all the possible impacts we're all the possible energy implications of these automation technologies and it depends completely on the business model and how these technologies evolve my colleague so I was previously with the department of energy in the national renewable energy lab and we did analyses that have continued that show an enormous range of possible impacts on energy use so so big that we don't even not know the impact we don't even know the sign of the impact we don't know is this going to increase energy use or is this going to decrease energy use but one of the I could talk about one or two sort of big picture fork points that really seem to influence where this goes from energy perspective so probably the biggest one is do people own a self-driving car themselves and keep it in their driveway so that it takes them to work every day or takes them to their destination every day and potentially you know goes and parks somewhere or drives around circling waiting for that waiting to pick them up or do people subscribe to shared mobility as a service models where rather than own the vehicle themselves they're just using a vehicle maybe in combination with microtransit and transit and other modes as sort of an integrated service and in that case you probably reduce your total travel demand you might increase your mobility and access but reduce your need to drive every day so that really looks like a big bifurcation point and right now we just I don't think we know which way that market is going to go we see right now a lot of the vehicles are being talked about as being sold into big fleets but automakers will certainly want to produce and sell the vehicle that people want to buy and so if you have more and more people owning these vehicles then they don't mind living further and further from work I woke up in Davis this morning so I took a train and then a lift to get here it's two and a half hours I wouldn't want to do it every day but if it was in my comfortable mobile living room then maybe I wouldn't mind doing that so much and we already as you know in the Bay Area see so-called super commuters who are forced to do that and drive their own vehicle so we know that this is a real possible outcome so when we're trying to figure out okay so which business model there is going to win out we started new research now looking at the costs because that's going to underpin a lot of these choices right people buy and large make their decisions if not only based on cost at least very largely based on cost so as a bit of context right now if you want to own and operate your own vehicle just the normal thing you own a car you drive a car cost something like 50 cents a mile and that's including all of the things that you spend on your car you bought it you might have an auto loan I might lease it you pay for fuel you pay for maintenance you pay for insurance you pay to park you pay for tolls all these things together it depends a little bit on the vehicle something like 50 cents a mile just a reference point if you instead use a service like Lyft or Uber to get around it averages something like two dollars and 50 cents a mile so about five times as expensive per mile it's a lot more and yet we've still even with that price seen the so-called transportation network companies grow to really a substantial share you know approaching one percent of all trips which may not sound like a lot but that's getting to be about as many about same percentages as all bus rides in the United States so we've seen with it this much higher cost because of the convenience and the access and the preference for avoiding paying for expensive parking and all these other great things about those services it's already become a super important mode so what happens when you take that driver cost out so we have some early analysis that really makes it look like the cost of that service whether it's your own vehicle that you own or a vehicle that you subscribe to could drop down well under 50 cents a mile and could be a much cheaper form of travel which sounds great there's nothing wrong intrinsically with the idea of more travel but more vmt in a policy environment that doesn't more vehicle miles travel in a policy environment that doesn't capture the externalities like emissions and like the cost of traffic looks like a potential disaster so if you just basically drop this technology which reduces costs so dramatically into its existing policy environment you expect some of these really challenging unexpected unintended consequences that we're that we're trying to look at so cities are really thinking about this now I think cities are really the most promising agent of change to try to take this stuff on we're seeing a bunch of policies I'll mention six categories of policies really briefly two of which we're hearing about from our from our other speakers and then four others that I'm happy to talk about in a little bit more detail so one is infrastructure Robin Chase who founded Zipcar and is really active and a great big thinker on this likes to say infrastructure is destiny right so we tend to adapt our transportation system to the infrastructure we built so if cities go out and produce electric vehicle charging infrastructure they fund it they make sure it's cited well then it can support an electric vehicle transition another sort of piece of infrastructure that's maybe even more fundamental is just gathering managing and analyzing the data to understand how these new mobility modes are actually affecting the city right now and into the future and we'll hear much more from Regina who's a world expert on on those topics we also see that cities are considering policies that would help preferentially enable the kinds of business models that improve their transportation system rather than causing challenges so trying to incentivize pooling and shared use of mobility modes where you actually put more than one rider in a vehicle that wouldn't have been traveling together so that can be done through preferential access to curbs where you say you're allowed to use this curb if you have this pooled model or via pricing mechanisms so saying well we're going to set our fees for riding in Uber and Lyft based on whether or not you're pooling and try to come up with a good way to price differentiate those those modes cities are grappling with how transit how the future of transit intersects with these modes right now we don't know whether Uber and Lyft in the future are going to supplant and replace transit to the detriment of equity and other benefits whether it's going to enhance transit by letting people get to and from stations or whether it's going to become transit whether transit agencies will actually use these services to provide some of their some of their actual service all three of those things are possibilities right now and happening to different extents in different markets and then lastly cities are looking now at well if we've got a congested and a polluted center city region like we do pretty much the whole bay area like we do in New York City and Washington DC and many of our other major cities and increasingly even in cities like Sacramento maybe we have to say if you're going to drive in a single occupant vehicle down to the downtown you have to pay for that privilege London does that right now so does Singapore and some parts of Sweden so this obviously creates challenges around equity you can't just say hey pay to get access and just figure it out because that would impact the people who can least afford it but there are ways to figure this out and say well maybe we can use that money we raise and reinvest in transit reinvest in bicycling and pedestrian infrastructure to help make sure that everybody can get access to these center city regions so cities are looking at lots of great and appealing policies none of them are going to be easy the ones that have the most potential appeal and benefit from a policy analysis perspective are always the ones that are going to be the hardest politically so we're going to have a really tough road but it's really encouraging to see that so many cities are looking at these technologies recognizing the opportunity and then also being clear eyed about the potential front and the consequences so thank you very much and I look forward to the discussion to be here all these slides are getting set up here to be back and now I'm the CEO and co-founder of Populous and what we are building is a data platform to help cities and public agencies really steer progress towards these positive outcomes that we all want with mobility as a service so I'm going to focus my slides on really providing a framework for thinking about shared mobility as a service and how we're transitioning towards really a paradigm of transportation as an object that you own in the form of a car to transportation as a bundle of services that you purchase and may include a variety of options including cars, bikes, or trains so what we've really seen over the last almost 20 years now is a really rapid transition towards a variety of models that deliver mobility as a service from early models of car sharing such as zip car and city car share Uber and Lyft really transformed the space by delivering rides instead of offering you a car that you would borrow and typically had to pick up and drop off at the same point there are new models of car sharing that also were introduced that were free-floating and a little bit more flexible where you could pick up a vehicle in one location and drop it off in another location in a city and then in 2017 and 2018 in particular we saw the rapid rise of micro mobility or shared bikes and scooters primarily scooters that have kind of taken the world by storm so out of curiosity how many of you guys have ridden in a shared electric vehicle what was that number again a shared electric vehicle so in an Uber or a Lyft and how many of you have tried a shared scooter so almost the same number so it's pretty fascinating I think there are probably in many dense urban areas almost as many people who have used a small electric vehicle like a bike or a scooter as have ridden in a shared car that's electric so the adoption of new mobility services is rapidly accelerating we produced a report called the micro mobility revolution last July in the midst of the scooter craze and what we were finding is that adoption of electric scooters was actually on a very steep trajectory as fast if not faster in growth than right hailing services before them and there are a number of factors that have led to that growth one is that believe it or not smartphone adoption when Uber and Lyft were introduced was about 35% in the United States and GPS enabled smartphone adoption is over 80% in most major metros where these services were introduced traffic in many major cities is getting worse and it's actually faster to bike or scooter trips that are three miles or less which is the sweet spot for small shared electric mobility and then finally there have been large amounts of venture capital dollars that have been poured into accelerating the micro mobility revolution and so we're seeing scooters in over at least 180 cities in the world and that's in basically one year so one key question in this mobility as a service paradigm is who owns the consumer and I'd like to suggest that there are kind of two key models that have emerged an older model that actually a company that I left Stanford to join called ride scout which became movable through an acquisition by Daimler was really focused on integrating different mobility services shared cars shared bikes transit all into one third party app so Google Maps it could be an example of this their apps like transit and city mapper that aggregate multiple options but most of them don't actually deliver the services themselves they really just present the information and maybe allow you to book and pay for those services through one app on your phone but what we've seen I think in particular over the last 18 months is more and more consolidation by mobility operators themselves who want to own that consumer and so they are becoming full-stack providers as I like to describe it you have uber which purchased a bike sharing company called jump and now is starting to integrate transit into their solution you've lift which also purchased a bike share company called motivate which is in most of the major U.S. cities in the United States including New York City bike what was called Ford bike in San Francisco Bay Area and others and are trying to integrate bundle those services themselves bird just in the last week bought a company called scoot which offers mopeds and then Lyme introduced car sharing so these are two key models I think that there was a third model which is that cities would own that consumer my personal take is that a lot of the experiments that cities were developing to try to integrate and develop apps that they themselves delivered to their citizens most of those didn't really pan out they didn't see a lot of great adoption by users and so that is a third model we haven't really seen it emerge as particularly successful yet so Austin provided great overview of the key issues around energy and how did the different lovers towards shared autonomous and electric mobility how can they shape whether or not we see really positive energy and emissions outcomes or negative ones and one of the things that I was really focused on as a researcher here at Stanford was understanding what are the behavioral impacts of these new mobility services so I produced a number of reports that took representative data in major metros where I asked people for that last Uber lift trip what would you have done otherwise and so looking at some of the key stats one thing that's very interesting is two years ago I produced a report that showed that approximately 35% of people in the Bay Area were using services like Uber and Lyft now that number is probably well over 50% this is based on data from the end of last year and that number is high in most major US metros of those individuals in the Bay Area 21% have gotten rid of decided not to purchase a car or never had a car to begin with so one of the key lovers of shared mobility services is getting people to get rid of their own vehicles that they own and we're seeing that happen in many major metros and the numbers are quite high here in the Bay Area however another key behavioral impact is what people are making their trips in so there's the issue of who owns the vehicle but if there are as many miles on the road because you've given up a vehicle but you're making just as many trips in an Uber or Lyft you're still going to see lots of impact in terms of traffic miles energy use and potentially emissions depending on what those vehicles are powered by so another key question is what are people substituting these trips for and are they generating new trips and what my research previously had shown is that over 60% of trips nationally would have been made by biking, walking, public transit or wouldn't have been made at all so that's a pretty large number and with that sort of behavioral change we would likely see more vehicle miles on the road more energy use and potentially more emissions so cities are incredibly important and the public sector as a whole in order to steer progress towards public goals private sector companies for which I network for one aren't motivated by public goals they're not measured by those public goals and so cities really need access to data and information in order to ensure that we are making progress towards energy goals environmental goals equity goals and then also to ensure that we're seeing efficient forms of transportation by way of reducing traffic so cities now in the United States and around the world are starting to say to new ability service providers that are arriving you need to give me data show me the data and so they're starting to ask for real-time data from these mobility services today we're seeing that happen at a very rapid scale with dockless bikes and scooters so that they can monitor those fleets a very common policy in many major U.S. cities is to cap the number of vehicles so if you're a scooter operator and you arrive in Chicago Chicago might say bird, lime, Uber, Lyft you each get 250 scooters that's pretty standard policy today but if you had a certain utilization rate of say four rides per day we'll let you increase your fleet next month they're also starting to make more data-driven policies so the flexible vehicle cap by way of measuring utilization and then also putting in place requirements around the equitable distribution of those vehicles and a lot of this is really a sandbox for everything that's to come so that includes expanding to ride-hailing services car sharing services autonomous vehicles delivery robots pogo sticks whatever arrives on their streets in the future so our platform ingests data securely and aggregates it and anonymizes it to deliver it to cities to make informed decisions one key example is identifying parking hot spots so we work with Arlington County just outside of DC as well as 40 other cities to help them use this data to identify potential parking areas in our platform they can design, communicate and monitor new parking infrastructure and again this is for bikes and scooters but we also are the only platform that does this for cars as well so here you can see a city of Arlington has designed parking hot spots for scooters and then they've communicated that to operators and those operators including lime, bird and spin now tell their users here's the designated parking spot please use it some cities are also using in addition to carrots they're using sticks so they're finding operators if they have no parking areas one example is Arlington is home to the Pentagon don't really want a lot of scooters in the Pentagon and so there are also means to disincentivize people from using particular areas but really the key opportunity with data is that infrastructure is destiny if we make space for more sustainable modes including electric vehicles and smaller electric vehicles and bikes then more people will use them we're seeing that happen in major cities now that they've accessed a bike and scooter data they're actually carving out space including parking so here's a parking spot near a transit center on street they've removed one car from and put in place 15 bikes and scooters and so there are these designated areas that are popping up in cities around the world now that they know that there are lots of people who actually are really attracted to using these small micromobility devices and are making space for them to operate safely and efficiently and sustainably so I think that there are a lot of huge opportunities in the road ahead as I mentioned a lot of cities are thinking about bikes and scooters as a sandbox to plan for the future here in Seattle we are ingesting real-time data from car sharing fleets to help them manage efficient curbside management and price for that space and pricing is one of a number of policy lovers that cities can use to make sure that we're steering this transformation towards our positive energy and climate goals thank you very much fantastic thank you all that was awesome anybody that has a question there's a microphone right up here in the middle aisle if you want to instigate and provoke something in interesting discussion please come on up okay so I was wondering if any of you are involved in assemblymen filtering finally in directionally got money to really study EV usage in the state and how to get the state prepared for that as we go forward are any of you involved in that effort and helping with the studies that are going to evolve out of that I've been following that bill and then the language in the budget a little bit it doesn't so the study I think you're talking about it leaves it up to the CalEPA or probably the air resources board to decide how to conduct that study so UC Davis works with them on a lot of different topics and we'll certainly be discussing how to go about that so for everyone else so there was a bill that's gone through a couple of iterations led by assemblymen filtering San Francisco looking at how to study transitions to a fully electric like duty fleet in California so are there pathways to get to where every single vehicle sold some of the bills had a 2040 timeframe written into them which is pretty soon to get to all electric sales and that is now looking like it's the language in the budget will be turned into a study via the probably the air resources board to figure it out well what would that actually look like so it's definitely something we're watching closely that's studies for the future is my personal favorite topic and my absolute top so we're looking at it but I don't think we know you know it's not even signed by the governor yet right so it'll depend on right he had to go about it in an indirect way because of Frazier and the transportation committee so anything you guys can do to help incentivize the state or help push legislation because there are trying there are people who are trying from that that level down thanks thanks hi I'm Angela Chong from every have a quick clarifying question for Regina and then one for Sarah how do you differentiate between shared like e-bikes and rented rentals of e-bikes just a clarifying question the difference so I think we tend to use the term shared for fleets that are permitted with shared bikes that operators like bird and lime are deploying they tend to be under a permit model where individuals use an app and they're distributed across the city the city knows they're distributed across the city whereas I think the vast majority of rental so let's say tourist oriented bike share rental tends to be picked up and dropped off in the same location okay thank you and Sarah I was wondering have you approach large like conconference like McDonald's or even public libraries every city has practically a library about installing the fast charging or even level two charging infrastructure at all of their locations and if so what are some of the pendants barriers sure so we have MSAs or master service agreements with a lot of major retailers and restaurant chains etc and basically the way that we approach it is when we're going into a new market so we go to them and we say hey you've worked with us in this state let's go here next because the rates make sense the utility rates which is something that I could talk about for another three hours but if anyone wants to get wonky with me later happy to talk offline but uh you know how do we what public funding is available how well is the utility staff to handle these things like that so we do a lot of market selection and we work with a lot of those those companies and across multiple geographies so examples of that would be you know Whole Foods Walmart I think we actually do have a site at a public library nearby here but we're not really doing level two for our public installations at public properties what we have found is that they frankly just take a lot longer to get done so we we partner with a lot of cities maybe 25 or 26 cities or so in California we've worked directly with on whether it's a we're actually we're having a ribbon cutting on Saturday in Richmond at Civic Center there that would be a really great example of a project that we got done there but we work a lot with cities those projects happen they sometimes take longer just because of the number of stakeholders that you have to involve but really we work with private or public partners have you approached like chains like McDonald's and what are some of the impediments of having a fast charger at every McDonald's yeah so drive through chargers yeah no I think there are some we I mean I don't I mean McDonald's I don't I don't think we have any chargers at at McDonald's but I think we have chargers at other retail locations for example I think one of the impediments is I wouldn't even phrase it that way because I think the impediment is how do you get somebody interested in citing a charger there right and actually a great study from UC Davis shows that there is incremental revenue that's driven to the cash register when somebody has a charger and again take me I live in an apartment I'm one of those people so I really only go to places now and spend my dollars in places that I can charge my car because I'm just trying to get any miles I can get because I can't charge at home right so you really do change your behavior a lot so a lot of providers that we work with are very motivated by the the driving the argument of fast chargers drive revenue to the cash register right because if you're only there for an hour you can turn over the parking spot very quickly with a fast charger so that's that's definitely one of the benefits thank you hi this was a great panel I'm Jane from health improvement program and I am the manager of environmental behavior change my trainings in behavioral science and I'm really impressed with how we can help people just continue to make these changes couple things one is city of Palo Alto just recently created a whole program for multi-unit dwellings and charging and so you might connect with them they just they're just about to release it in our department we teach classes on electric vehicles we have a climate change class coming up and I also do something called active transportation counseling so I'm wondering to Regina when you mentioned all this use of uber and Lyft I'm so concerned that those are mostly gas cards a lot of times so how do we incentivize people to not use so many of those gas cars and try to get some of our EV owners to you know volunteer their cars in those services and also how are you using behavioral science to help people change behavior yeah that's a great question and I bet Austin can weigh in on this as well but there is a skinner bill in California which is looking at how we incentivize more EV and more energy efficient modes into fleets so that's uber and Lyft it's basically an uber and Lyft efficiency bill and they can also count some of these newer services because they've acquired bike share and started scooter share they can use those as credits towards improving the efficiency of their rides it's a complex bill and the analysis I think will also be quite complex but it is addressing that very issue of ensuring that we have as many trips as possible in the most carbon efficient mode whether it's a bike or scooter or an EV so that's happening on the policy side which is great and I hope we see more of that elsewhere outside of California and then on the behavior side you know I think that people tend to gravitate towards what's convenient and easy to use I think one of the really exciting things about the introduction of scooters is that people seem to like them and are starting to demand more bike lanes in their cities in you know Europe I think most people cite you know Amsterdam as the bike capital of the world and there was a revolution that occurred when I think it was originally when cars were introduced there were a lot of children who were dying on streets that were being hit by cars and that was there's a huge campaign to redesign their cities to prioritize pedestrians and biking most other countries didn't have that transformational moment and for us in the US it seems to be the introduction of scooters so I'm really optimistic about that and I'll just add to the the bill that Regina is referencing that was signed last year is SB 1014 and that bill requires the transportation networking companies to submit greenhouse gas reduction plans and there's a stakeholder process that that's being run by the air resources board to implement that we partner with Lyft actually in Atlanta and Seattle they have their and now Portland too they have their green mode product where essentially through their express drive program they can lease vehicles to EV or to drivers that want to drive EVs and then they help them with the charging as part of that and another really important partner that we have is Maven so Maven is GM's car sharing program and what they do is they lease vehicles too to any member of the gig economy and you can drive for any app so it doesn't have to just be a specific you know if you're renting from left you have to you know drive on Lyft but if you're renting from Maven you can drive for Instacart, Grubhub any gig economy job and we work with them in a number of different cities across the country and they're a commonly used platform for Uber and Lyft drivers beautiful and I know the air board has given a grant low carbon fuel standards grant that has helped us give EV classes for free with partnering with the city so the air board's doing some good stuff thank you so much thanks there I mean pre-call Institute of Energy Stanford University and thank you everybody and it's a great panel so the question is to Sarah EV Gold basically I really like the graphic you show here describe how the EV can help on the dark curve and when we produce solar energy and but this is the best scenario let everybody think about the worst case which is we have 5 million electrical vehicle by 2030 everybody charge when they back home or maybe in Stanford campus because after 4 p.m it's half price if you charge EV here okay then 5 million EV charge in the late afternoon okay at level two which is 6 kilowatt 6 kilowatt 5 million which is 30 gigawatt load the peak load today for California is 30 is 29 gigawatt which is add extra burden on the capacity of the grid because if we think about another case which is ramping curve from 6 p.m to 9 p.m California predict which is a 13 gigawatt ramping events have been 3 hours right so my question is how the you know the charging network company can work with the utility to design the incentive to the drivers to charge at the right time right location or by the way we'll only have a charger point here I want to see more EV goals well and I think too I will just say that different speeds for different needs so if there's a site here in Stanford that it makes sense for somebody to charge for an hour or less you know we happy to put an EV go charger here but I would say having a level two charger here I think makes a lot of sense because I would have had to move my car already walk over there in my heels and come back so I think there's you know different speeds for different needs longer dual times good for level two but I in regards to your question so the way that this is being discussed right now there's a lot of discussion on vehicle vehicle to grid integration and the discussion is very different for level two and DC fast so level two is there's a lot of rates that the utilities are designing EV rates there's also a lot of discussion about managed charging which maybe I can let Austin talk a little bit about from the level two side but basically if somebody's going to be plugged in for a really long time or if people are going to get home and then plug in their cars how do they make sure that not everybody's charging during peak and that can be problematic so there's a number of discussions on that happening at the CPC and many other places there's this big omnibus transportation proceeding happening I think they just named it drive or something I don't know all the names of these things sound alike but they're coming out with a study on that in October and there's going to be a big stakeholder process for fast charging I think a lot of it comes down to rate design as well so TOU rates we don't have them everywhere but also I think what we try to do is balance consumer experience with grid benefits because we can't tell somebody if they want to plug in at six o'clock and they're commuting home and running on empty like oh can you wait a few hours just sit here and wait a few hours you know that's a fuel security issue and that will turn people off from EVs so whatever price signals that we're discussing internally we talk about how do we balance the consumer side of that as well but I think it's very different for level 2 and DC fast and there's certainly a lot of attention here on the space in this space I agree I have maybe a quiz question I think we'll drive this home actually so this is and it's based on as far as I know unpublished data so there's no reason anybody in this room would know the answer and I certainly would have gotten this wrong when I first would have if you'd ask me three weeks ago so of the 24 hours in the day what do you think is the most common time for people to start charging an electric vehicle 5 p.m. 6 p.m. and other guesses sensible guesses so this includes home charging this includes people charging when they get to work all level one and level two together most common time I still haven't heard the right answer 8 a.m. so 8 a.m. when people get to work is another good guess there's little peaks at all these times still not right 8 p.m. so why 8 p.m. this is getting closer so why else maybe 8 p.m. who else is in PG&E territory so night does turn out to be most common and 8 p.m. is getting close but it's not quite right so what changes at 8 p.m. yeah so midnight is actually turns out to be the right answer and that shocked me so I would have guessed more like 6 p.m. when people get home or 8 p.m. because at 8 p.m. the rates drop for most people so depending on what rate what program you're on your rates may drop at 7 or 8 p.m. it varies by utility and by rate structure so you'd say well people would want to start charging at 8 but that's not what they do they set their car to charge itself overnight and then plug it in and the default setting is midnight that's a problem it's not a problem right now when you have a couple hundred thousand vehicles it's going to be a problem right so the right way to do it is to say okay if you just want to have a charge overnight then the utility can tell me when it's actually the best to use that and I'll get a discount for that and these are the sorts of things that PUC is figuring out so the good news is people are being price responsive the bad news is they're doing it in a very dumb way and it's enabled by the poor state of our technology and there's no good rate structures so yeah I think we can get there but it's going to take better rate structures better technology none of these things are big leaps it's just to have to get it right thank you thanks Hi I'm Jenelle London with Kultura a non-profit working to phase out gasoline vehicles as quickly as possible and I have a question about signage so for the people who already have an EV they have an app and they can find where are the charging stations very easily the people that you know 90 percent of people in the California who don't have an EV are making a decision and having a perception about whether there's enough charging to get an EV and they're not seeing any signage and I will say even if you do own an EV and it's nighttime and you decide you're going to charge at the BART station and your app tells you kind of generally where there might be a charger it's darn hard to find the thing so I wonder what is there anything in the works to mandate freeway exit signs I mean this is more again for perception because people who don't own EVs yet don't realize you mainly charge at home but to give them that comfort level that perception that charging is everywhere is there any progress towards highway exit signs or wayfinding signs in cities or even like a bright pink thing that sticks up above the charger when you're at that BART station at night trying to find the darn thing do you want to talk about states and I can talk about signage sure go well I guess I can say from our perspective something that we started to do at a lot of our stations is point out where they're gonna be so it'll say EV go charger here and then people can drive around the other thing too is that there are several states that through their department of transportation you can submit an additional application to just like on those signs that say I guess I'll pick your favorite fast food McDonald's right there's there's a sign that says like diesel gas and then now they're putting EV signs so I think we're definitely getting there something that I there you go something that I think that I always encourage people to do when they're thinking about getting an electric vehicle is plug share which I know is an app too and in different signage but plug share is sort of like the yelp for EV charging and what I do again this is because I you know I'm a geek on this stuff but when I go travel places that have a lot lower EV penetration like North Carolina which is where I grew up I just look on my phone on plug share at what chargers are around and you realize there are so many more than you ever thought right so I think that that comfort is there but I think that's a good point people aren't always looking at the apps but DOTs are working on it I don't think there's state mandates necessarily but there's ways to apply depending on the state I actually think we have further to go than that and I think that we're actually I think signs are actually this is so we're now in Austin's hunch territory so this but I'll talk a little bit about why I think this so I think that signs are actually the wrong way to go there are highway ones we've got standard signs now that's great except it's a lot harder to find that than a gas station right when you get off you see the big gas station sign and I don't think the right way to go is to put up huge signs that just but I agree with you completely that it's a problem if you we looked at so some of our researchers in the plug and hybrid electric vehicle center surveyed people between 2014 and 2017 an awareness of the presence of a charging station have you seen an electric vehicle charging station had not budged in those three years while we nearly doubled the amount of infrastructure available so there's awareness is a huge problem I think the the the key is in the app space and while I love and appreciate plug share it relies on crowdsourcing in a way that I don't think scales so to me the answer is let's just actually get the data out there in in in publicly available API as application programming interfaces where any app can go and grab the data and recombine it however they want so we're seeing some progress so Google Maps finally added a reasonably high quality database of ev charging stations that now pulls from ev go and and and charge point and some of the other major providers but it doesn't yet tell you is it in use it doesn't tell you how much is it cost it doesn't tell you I think it does tell you if it's in use okay I know they were gonna add that so they add it I think so okay so they're adding in more and more of the data that you'd want but it doesn't yet let you for example make a reservation so the way it should work in the future is I just tell Google Maps where I want to go and it knows my state of charge and it tells me where I can stop to charge that's close by to a Starbucks or a Pete's because it knows I like Pete's better and then it makes a reservation for me at the time I'm gonna get there and none of the stuff is rocket science like apps do this in others other areas all the time and then it doesn't just have an address it has an actual lat-lawn that that shows me exactly where the station is all of this can happen if we get it so that the data is available and in a standard format this is like maybe the one thing if I could wave one one would be let's get EV infrastructure in a standard format from all providers available so we don't have to rely on plug-share which is people going and saying oh I went and it was broken and I love that people do that and the EV community is wonderful because people are looking out for each other but it doesn't scale because not everybody will do that so that's my that's my rant yeah I'm gonna suggest that that problem you know needs to be solved as you say the awareness is terrible but remember the only company selling a car where they really wanted to sell it was Tesla all the others begrudgingly had a ZEV car and didn't want anybody to buy it so they designed it to be ugly and then they hit it in the back and didn't train their salesmen now that the Jaguar is coming out the Porsche is coming out the Audi is coming out and a lot of other 48 new battery electric models are coming out that the car companies do want to sell they will finally start to train their sales forces they will put signage in the dealerships and the real issue is as you're saying you need awareness that this car is going to work for me and that's a decision you make at the point of purchasing or leasing or or deciding what to buy and so a lot of that education burden I think will fortunately be carried by the guys who want to sell those things and and yeah governments should be involved and non-profits should be involved but the only way to really do it at scale is that the auto companies just do it yeah I think they will yeah everything you guys are saying is right I'm still concerned about the 90% that aren't even considering an EV because they haven't seen those exit signs and I don't care if they're written on paper plates for now just stick them up there somebody needs to do a study let's see if it changes the mentality of people who aren't even thinking about EVs you know when there's an electric pickup truck an F-150 Ford will make sure you know where the chargers are I hope so yeah thank you thanks and we're running out of time here folks we've kept you 10 minutes longer I wish we had more time for questions all right why don't we take one last question and I'm happy to stick around too if people want to talk yeah okay thank you for this great panel this is Xiaoxiao from Global Energy Interconnection Development and Cooperation Organization short for GYACO a non-profit dedicated to promoting power interconnection and clean energy developments recently I have been talking with the local utilities and for them their common sense is that the development of electric electric vehicle has put a huge pressure to the power infrastructure especially the system operation so what they propose that in the future instead of having faster charging stations at all the houses and some random places what they propose is to have clustered battery changing stations so people driving their cars to the changing station to change for a new battery so for all the vehicles they don't own a battery actually the batteries are owned by some companies or utilities so they just go there to change like what they do now for the gasoline so they go there and to refuel it what they propose is that by this way the utility could better manage the waveform like instead of having more and more severe dark curves that's what they do this is a you know this suggesting battery swapping for vehicles is a business model that's already burned a couple of billion dollars and gone down in flames literal flames? I don't think literal in this case no money burning flames so the challenge was getting a lot of car companies to share the same kind of battery design the same kind of batteries it's kind of a non-starter for consumer cars fleets commercial fleets may go that way but fast charging improvements have gone so well that battery swapping is sort of actually I actually think weirdly we will see it with scooters first there's a lot of conversation about this for electric bikes and scooters because there are so many of them and there are smaller batteries and I think we'll see that before we'll see it for cars I agree there's also a big design issue now because we've the new designs for vehicles integrate the battery into the vehicle structure it's a feature it gets you low center of gravity and it gives you very good space efficiency but that makes it impossible to swap so unless you really back out of that and that's been a huge reason why you can now have 250 mile vehicles instead of 150 mile vehicles it's even part of the crash protection part of the car now thank you all thank you thank you


what's better one take down here welcome back to another video for the NHL Stanley Cup playoffs for 2021 I'm really excited about this because the first round was phenomenal and today we're going to be focusing on the second round and sharing my thoughts and predictions of who I think is going to advance what the outcomes of each match is going to be now unlike previous years where the first round comes to a complete end to be for the second round starts that was not the case this year the second round has already started as I'm recording this video now so far it's already been amazing hockey so let's just get right into the second round up first we have the Boston Bruins versus New York Islanders both of these picks from the previous rounds I did guess correctly that they would advance and that makes me very excited because these two here I think it's going to be very interesting but in my opinion it could at times be very one-sided of course Boston already has one win against the Islanders for this round so who knows what will happen moving forward Boston eliminating the Washington capitals is something that I predicted just because I wanted to give Boston a little push and in between Boston and Washington I thought Boston would advance now the underdog the Islanders versus the Pittsburgh penguins I predicted the Islanders because they have been on fire this past season and previous seasons and I think they have a really good potential making it to the finals this year this one Boston versus Islanders both teams have amazing players in my opinion favorite player on Boston right now is Taylor Hall I think he's phenomenal I don't know at the end of the year if he's going to stay there or not but he is phenomenal and he is helping out the team on the other hand the Islanders my favorite player is Pazio and if you guys know me I absolutely love Pazio so for this one here the prediction I'm honestly say it's going to be going to the Islanders and I think it's going to be three four boil down right to the last game which I think is going to be very exciting of course Boston already has one win but I think this whole series is going to go to New York Islanders and I think it's going to go down to the final game the next series is the Colorado Avalanche versus the Vegas Golden Knights both of these picks were once again correct for my previous round my previous video and that was exciting to see now with these two teams facing each other I honestly feel once again it could go either way but Vegas is somebody that's in my opinion they have a lot of great players but the Avalanche have been phenomenal in the first game it was seven one for this series so with the Colorado Avalanche just dominating the first game I think I know how it's going to go and I honestly am going to make a pretty easy and simple prediction for this one I think Colorado is going to win I think it's going to be either 4-0 clean sweep for the Avalanche which is something that they did in the previous round I think it was 4-0 against St. Louis I can't remember off the top of my head even though it just happens but I think either Colorado is going to win 4-0 against Vegas and move to the third round or it's going to be something like 4-1 I don't think Vegas is going to win too many just because they got embarrassed in the first game they just were demolished and I thought that was crazy I was really looking forward to see Vegas advance and really go for it this year but I think the Colorado Avalanche are a team that definitely can do it they have a lot of great players and I can't wait to see what actually happens but I'm rooting for Colorado Avalanche so I think right now my prediction is going to be either 4-0 or 4-1 for the Colorado Avalanche hopefully a clean sweep that'd be exciting to see but we'll see what happens next up we have Tampa Bay Lightning versus Carolina Hurricanes now in the first round I did predict of the Hurricanes were going to advance unfortunately the Panthers did not beat Tampa Bay and Tampa Bay did advance Tampa Bay is a dominant team they won the cup last year they've won the cup in the past they have a lot of key players and a lot of star players and a lot of my favorite players are as part of their team however I really want to see what Carolina can do moving forward and I want to see what happens now Tampa Bay already has one win in this series unfortunately but I want to give it to Carolina Hurricanes I want to give them the benefit of the doubt that they can outlast and beats the Tampa Bay Lightning which I think would be phenomenal so my prediction even though Tampa Bay already has one win so far I'm going to say Carolina Hurricanes I'm going to say it's going to be 4-2 for the Carolina Hurricanes I think after losing the first game there's a lot of players on that team that I absolutely love and ones that I think can improve and do better and they better if they want to win but I'm going to say 4-2 for the Carolina Hurricanes because I want to see the Tampa Bay Lightning get eliminated I want to see another team win and take the cup this year instead of one that's always a dominant team and the next series is the Montreal Canadiens versus the Winnipeg Jets this one here was very exciting in the first round the Winnipeg Jets clean swept the Edmonton Oilers which is not something I predicted I wanted to see the Oilers advance but once again it seemed like they choked during the playoffs someone that's a team that was phenomenal in the regular season doesn't do so hot in the playoffs which does suck so in the future I'm going to predict right now the Connor McDavid he's going to be traded or he's going to sign with a new team once his contract expires and I think that's something that I can realistically see happening just because the team itself is just not doing so hot make it to the playoffs and get eliminated very very quick it was a clean sweep 4-0 for Winnipeg Jets which is not something I see now on the other hand Montreal Canadiens in the first rounds in the early first rounds they looked like they were going to be eliminated Toronto was doing phenomenal and then John Tavares did get injured and is still injured and then the Montreal Canadiens ended up tying the series and then taking the series from Toronto which is something I didn't expect I did not predict I do not like Montreal whatsoever you guys know this but they did win in the first round and beat out Toronto now what is going to happen between the Montreal Canadiens and Winnipeg Jets I think because the clean sweep that the Winnipeg Jets did against the Oilers I think they're going to be very rough and they're going to be expecting a lot more and they're going to be very very on point with everything they do on the ice but the Montreal Canadiens for tying the series right down to the last game and then winning and advancing to the second round that is very impressive as well and I think a lot of the players are very excited to make a very big impact in the playoffs this year but I'm going to just go based on my personal opinions that the fact that I just do not like the Montreal Canadiens I am going to have to predict Winnipeg Jets are going to win this series and I'm going to say it's going to be 4-2 for the Winnipeg Jets now do I see the Winnipeg Jets winning the cup this year absolutely not I just don't want to see Montreal advance and get any closer to the cup than they already are so these are my predictions as of right now for the second round of the NHL playoffs yes the NHL playoffs second round has already started and there's three games already down and today it's going to be very exciting with the NHL hockey of what else is going to happen but I think the whole series itself is going to be very exciting especially the Islanders and Boston Bruins that one I honestly could see going either way same with the Colorado Avalanche and Vegas I could see that going either way even though the Colorado just dominated the first game who knows it's the playoffs anything can happen comment down below what you guys think is going to happen and who is going to win and your predictions on the second round of the NHL playoffs and also who you think is going to take the cup this year my prediction right now is going to be the Colorado Avalanche but again who knows what will happen thank you for watching this video I'll see you guys in the next one please take care peace


We continue with Chapter 14, Sharing Perception with the Holy Spirit. What do you want? Light or darkness, knowledge or ignorance are yours, but not both. Opposites must be brought together, not kept apart, for their separation is only in your mind, and they are reconciled by union as you are. In union everything that is not real must disappear, for truth is union. As darkness disappears in light, so ignorance fades away when knowledge dawns. Perception is the medium by which ignorance is brought to knowledge, yet the perception must be without deceit, for otherwise it becomes the messenger of ignorance, rather than a helper in the search for truth. The search for truth is but the honest searching out of everything that interferes with truth. Truth is, it can neither be lost nor sought nor found. It is there, wherever you are, being within you. Yet it can be recognized or unrecognized, real or false to you. If you hide it, it becomes unreal to you because you hid it and surrounded it with fear.  Yet you cannot know this, for by hiding truth and fear, you see no reason to believe that the more you look at fear, the less you see it, and the clearer what it conceals becomes. It is not possible to convince the unknowing that they know. From their point of view, it is not true. Yet it is true because God knows it. These are clearly opposite viewpoints on what the quote unknowing are. To God unknowing is impossible. It is therefore not a point of view at all, but merely a belief in something that does not exist. It is only this belief that the unknowing have, and by it they are wrong about themselves. They have defined themselves as they were not created. Their creation was not a point of view, but rather a certainty. Uncertainty brought to certainty does not retain any conviction of reality. Our emphasis has been on bringing what is undesirable to the desirable, what you do not want to what you do. You will realize that salvation must come to you this way. If you consider what dissociation is. Dissociation is a distorted process of thinking whereby two systems of belief which cannot coexist are both maintained. If they are brought together, their joint acceptance becomes impossible. But if one is kept in darkness from the other, their separation seems to keep them both alive and equal in their reality. Their joining thus becomes the source of fear for if they meet acceptance must be withdrawn from one of them. You cannot have them both for each denies the other. Apart this fact is lost from sight for each in a separate place can be endowed with firm belief. Bring them together and the fact of their complete incompatibility is instantly apparent. One will go because the other is seen in the same place. Light cannot enter darkness when a mind believes in darkness and will not let it go. Truth does not struggle against ignorance and love does not attack fear. What needs no protection does not defend itself. Defense is of your making. God knows it not. The Holy Spirit uses defenses on behalf of truth only because you made them against it. His perception of them according to his purpose merely changes them into a call for what you have attacked with them. Defenses like everything you made must be gently turned to your own good. Translated by the Holy Spirit from means of self-destruction to means of preservation and release. His task is mighty, but the power of God is with him. Therefore to him it is so easy that it was accomplished the instant it was given him for you. Do not delay in your return to peace by wondering how he can fulfill what God has given him to do. Leave that to him who knows.  You are merely asked to do the little he suggests you do, trusting him only to the small extent of believing that if he asks it, you can do it. You will see how easily all that he asks can be accomplished. The Holy Spirit asks of you but this. Bring to him every secret you have locked away from him. Open every door to him and bid him enter the darkness and lightened it away. At your request he enters gladly. He brings the light to darkness if you make the darkness open to him. But what you hide he cannot look upon. He sees for you and unless you look with him he cannot see. The vision of Christ is not for him alone but for him with you. Bring therefore all your dark and secret thoughts to him and look upon them with him. He holds light and you darkness. They cannot coexist when both of you together look on them. His judgment must prevail and he will give it to you as you join your perception to his. Joining with him in seeing is the way in which you learn to share with him the interpretation of perception that leads to knowledge. You cannot see alone. Sharing perception with him whom God has given you teaches you how to recognize what you see. It is the recognition that nothing you see means anything alone. Seeing with him will show you that all meaning including yours comes not from double vision but from the gentle fusing of everything into one meaning, one emotion and one purpose. God has one purpose which he shares with you. The single vision which the Holy Spirit offers you will bring this oneness to your mind with clarity and brightness so intense you could not wish for all the world not to accept what God would have you have. Behold your will accepting it as his with all his love as yours. All honor to you through him and through him unto God. And from the workbook review three lessons 91 to 110 introduction. Our next review begins today. We will review two recent lessons every day for ten successive days of practicing. We will observe a special format for these practice periods that you are urged to follow just as closely as you can. We understand of course that it may be impossible for you to undertake what is suggested here as optimal each day and every hour of the day. Learning will not be hampered when you miss a practice period because it is impossible at the appointed time. Nor is it necessary that you make excessive efforts to be sure that you catch up in terms of numbers. Rituals are not our aim and would defeat our goal. But learning will be hampered when you skip a practice period because you are unwilling to devote the time to it that you are asked to give. Do not deceive yourself in this. Unwillingness can be most carefully concealed behind a cloak of situations you cannot control. Learn to distinguish situations that are poorly suited to your practicing from those that you establish to uphold a camouflage for your unwillingness. Those practice periods that you have lost because you did not want to do them for whatever reason should be done as soon as you have changed your mind about your goal. You are unwilling to cooperate in practicing salvation only if it interferes with goals you hold more dear. When you withdraw the value given them, allow your practice periods to be replacements for your litanies to them. They gave you nothing. But your practicing can offer everything to you and so accept their offering and be at peace. The format you should use for these reviews is this. Devote five minutes twice a day or longer if you would prefer it to considering the thoughts that are assigned. Read over the ideas and comments that are written down for each day's exercise. And then begin to think about them while letting your mind relate them to your needs, your seeming problems, and all your concerns. Place the ideas within your mind and let it use them as it chooses. Give it faith that it will use them wisely, being helped in its decisions by the one who gave the thoughts to you. What can you trust but what is in your mind? Have faith in these reviews. The means the Holy Spirit uses will not fail. The wisdom of your mind will come to your assistance. Give direction at the outset. Then lean back in quiet faith and let the mind employ the thoughts you gave as they were given you for it to use. You have been given them in perfect trust, in perfect confidence that you would use them well, in perfect faith that you would see their messages and use them for yourself. Offer them to your mind and that same trust and confidence and faith. It will not fail. It is the Holy Spirit's chosen means for your salvation. Since it has his trust, his means must surely merit yours as well. We emphasize the benefits to you if you devote the first five minutes of the day to your reviews and also give the last five minutes of your waking day to them. If this cannot be done, at least try to divide them so you undertake one in the morning and the other in the hour just before you go to sleep. The exercises to be done throughout the day are equally important and perhaps of even greater value. You have been inclined to practice only at appointed times and then go on your way to other things without applying what you learned to them. As a result, you have gained little reinforcement and have not given your learning a fair chance to prove how great are its potential gifts to you. Here is another chance to use it well. In these reviews, we stress the need to let your learning not lie idly by between your longer practice periods. Attempt to give your daily two ideas a brief but serious review each hour. Use one on the hour and the other one a half an hour later. You need not give more than just a moment to each one. Repeat it and allow your mind to rest a little time in silence and in peace. Then turn to other things but try to keep the thought with you and let it serve to help you keep your peace throughout the day as well. If you are shaken, think of it again. These practice periods are planned to help you form the habit of applying what you learn each day to everything you do. Do not repeat the thought and lay it down. Its usefulness is limitless to you. And it is meant to serve you in all ways, all times, in places and whenever you need help of any kind. Try then to take it with you in the business of the day and make it holy, worthy of God's Son, acceptable to God and to yourself. Each day's review assignments will conclude with a restatement of the thought to use each hour and the one to be applied on each half hour as well. Forget them not. This second chance with each of these ideas will bring such large advances that we come from these reviews with learning gains so great, we will continue on more solid ground with firmer footsteps and with stronger faith. Do not forget how little you have learned. Do not forget how much you can learn now. Do not forget your father's need of you as you review these thoughts he gave to you. Lesson 111 For morning and evening review Miracles are seen in light. I cannot see in darkness. Let the light of holiness and truth light up my mind and let me see the innocence within. Miracles are seen in light and light and strength are one. I see through strength the gift of God to me. My weakness is the dark. His gift dispels by giving me his strength to take his place. On the hour, miracles are seen in light. On the half hour, miracles are seen in light and light and strength are one. Miracles are seen in light.