Category: Environment

Post #1997: Fixing a resin-cased watch with a broken lug

 

If you are reading this, you probably have a resin(plastic)-cased wristwatch with a broken lug.  The lug being the place where the watch band attaches to the watch case.

The question you need to ask yourself is, how much effort do you want to go to, to fix a cheap resin-case watch?

In my case, I was so irked by the thought of tossing a functioning wristwatch into the trash that I started small and just kept ramping it up until I finally got a repair that stuck.

What finally worked, for me was to glue the steel watch band to the steel case back, using a thin patch of baking soda and superglue that spanned the watch back and the first links of the metal watch band.  In effect, I bypassed the resin case and broken lug entirely.

Edit 9/1/2024:  This repair is not waterproof.  Which, in hindsight, should not be a surprise, as regular superglue isn’t waterproof.  After about a month, the repair separated cleanly from the underlying stainless steel following several hours of outdoor exercise in the Virginia summer heat.

The obvious solution would be to use dishwasher-safe super glue, but that’s too thick.  Neither one I tried would soak into the baking soda.

So I redid the repair using the same regular liquid superglue as I used the first time. 

I wear the watch every day, and the second repair is holding up fine as of 11/19/2024.  Based on that, I’m going to claim that this makes a permanent repair, as long as you don’t get it soaking wet. 

The original post continues below. 

Ultimately, I chose this method because superglue has a reputation for adhering well to stainless steel.  I’m not sure how well it would adhere to a plastic (resin) strap.  But I wouldn’t rule it out.  If nothing else, the mix’s adhesion to stainless was way above my expectations.I’d be willing to try the same repair with a resin strap.  Certainly if the alternative is to throw the watch away.

You can’t see the repair when wearing the watch (a Casio A158WA).

And you don’t want to see it, when you take the watch off.

Despite the looks, the watch is still comfortably wearable, and the repair seems to be holding up well.

But the reality is that nothing else even came close to working.

Plus, it’s cheap and easy.  My only cash expense was for a new battery, because it seemed prudent to change the watch battery before doing this.  Once I figured out what to do, the repair itself took just a few minutes.

If that’s success, what were the failures?

Source:  WalMart. 

The best way to understand why I ended up with this expedient repair is to see what didn’t work.  In particular, these four approaches failed:

A drop of superglue on the lug takes essentially zero effort, but was a total fail.  Couldn’t even get the watch back onto my wrist before that gave way.

A drop of two-part liquid epoxy on the lug, ditto.  The act of buckling the clasp broke that free.

A small amount of JB Quik (two-part epoxy paste), applied between watch body and watch band, failed after a few hours.  It didn’t stick well to either the plastic case or the stainless watch band.

A larger amount of of two-part epoxy paste (JB Weld’s Quik Weld), applied as a patch across the stainless watch back and stainless watchband, held for almost a day.  But the JB Weld adhered poorly to the stainless steel, e.g., it was easily removed with a knife.

Why did this repair work?

To summarize the failures:

  • Glues don’t stick well to plastics, no matter what anybody tells you.
  • If you try to fix the lug itself, the surface area you’re working with is tiny, so there’s little area for the glue to adhere to anyway.
  • The resulting piece of hardened glue/epoxy is so tiny that it has little physical strength.

All of which told me that I needed to:

  • Glue to some surface where I could get some adhesion.
  • Glue to a much larger surface.
  • Use a much larger patch, so that it has some physical strength.

The breakthrough was in realizing that a) this was a $20 watch, b) the battery lasts seven to ten years, and so c) there was really nothing to stop me from literally gluing the watch band to the watch back.  Basically, just take the plastic case and plastic lug out of the equation entirely.

I chose superglue because it has a good reputation for sticking to stainless steel.

But I also needed a physically strong patch, because it needs to keep the watch band rigidly attached to the watch.  That way, the broken lug simply doesn’t matter.   All the force between watch and watch band is transmitted through the glue patch.

That suggested trying the baking soda and superglue hack.  I had always thought that was just internet-based nonsense, but in fact, there’s some good chemistry behind it (reference).  Assuming that reference is correct, the baking soda isn’t merely a filler, it actually cures the superglue in a completely different fashion from what would normally happen.  The result is stronger than superglue alone, and has better adherence to whatever you’re trying to glue to.

Instructions, such as they are.

In any case, the repair was simple.  In concept.  The tricky step is wetting the powder with the glue, which turns out to be a timed test, as the superglue sets rapidly under these conditions.  If you try this, and read nothing else, read the paragraph below on wetting your baking soda with superglue.

  • Scrub the watch back and the watch band to remove dirt and oils.  Dry them.
  • Gently re-attach the watch band to the watch, using the broken lug.  This doesn’t have to be physically strong, it just has to look OK.  The repair itself is concealed on the back of the watch.
  • Set that face-down in a position that approximates the curve of the wrist.  (Because one or two links of the watch band will end up rigidly attached to the watch case, if this repair holds.)
  • Lay and sculpt your baking soda.  Spoon on and smooth out a bit of baking soda, being sure to cover a large area of both the watch back and the watch band, and making it thick enough that it will have some physical strength.  And yet, not too thick, or it’ll be uncomfortable to wear.  I was shooting for something about as thick as the pad portion of a band-aid.
  • Wet your baking soda with superglue.   Slowly drip on liquid (not gel) superglue until the baking soda is saturated.  I used most of a one-gram tube of Ace Hardware Future Glue liquid super glue.  See below for greater detail.
  • Dust a little more baking soda on, to cure any liquid glue remaining on the surface.
  • Let it sit for five minutes or so.
  • Clean up any excess glue using a sharp knife.
  • Use a bit of sandpaper to smooth out the surface that will touch the wrist.

In hindsight, cleanup would have been a lot easier if I’d taped over the parts where I didn’t want glue to stick.  But it wasn’t hard to remove the excess glue with a knife.

I don’t know if this baking-soda-and-superglue patch will stick to a resin band.  But it should be easy enough to try it and find out.

Wet your baking soda with superglue, some details. 

The tricky step in this repair turned out to be wetting the baking soda.  It’s a timed test, because the baking soda/super glue mix sets up fast.  And it’s critical to wet the baking soda patch thoroughly with superglue, because where you don’t, it won’t stick.  For sure, you need to get the full depth of the patch wet with superglue, all the way down to the substrate (e.g., stainless steel, in this case).

On the plus side, you’ll be done with it before you know it.  Because it behooves you to move fast.   Once I figured that out, I essentially paved the top of the baking-soda patch with closely-spaced drops of superglue.

I can tell you from experience that you pretty much can’t go back and fix any mistakes.  So if you (e.g.) get too little glue on a spot, by the time you go back to re-wet it, the top will already have skimmed over with hardened superglue, and you’re out of luck.  For a couple of “dry pockets”, I ended up using the tip of a knife to pierce the thinnest part of the dried layer of the superglue, then added fresh superglue.

Separately, in the end, I wish I’d done more (or, really, anything) to prevent adhesion of excess glue and excess glue/baking soda mix.  I wish I had used some tape, or light oil, or similar.  As it was, I ended up using the tip of a sharp pocket knife to scrape off excess glue and glue/soda mix.  FWIW, that’s a task that you should do as soon as feasible, e.g., before the mixture has had hours to cure.

An irrational repair?

To be clear, this is a cheap watch.  I could replace this watch — literally a more-recently manufactured clone of the unchanged model — for about $20.

But I like this watch.  It’s lightweight.  The only material that touches skin is stainless steel.  The quartz works are guaranteed accurate to within 30 seconds a month (or about twice as accurate as the best mechanical watches.)  This particular watch only gains seven seconds a month.  This makes the watch low maintenance, in that it stays within a minute of true time as long as I set it twice a year for the change in daylight savings time.  It’s waterproof enough that I can scrub the schmutz off of it.

And it’s simple.  Unlike any other digital watch I have owned, I can use all of its functions without reading the manual.

It has some faults.  The LED back-light is comically dreadful.  And the clasp is insecure in several ways.  And, as I now know, the plastic case is a potential failure point.  But Casio does not put this works into a metal case.

Anyway, I already own it.  And I hate tossing stuff that’s still (mostly) working.

Once I made my mind up to try to fix it, I was just too stubborn to give up.

Boiled down

How much effort are you willing to go through, in order to keep wearing a cheap plastic-bodied watch with a broken lug?

If you already own baking soda and liquid (not gel) superglue, it will take you just a few minutes to try this repair.

The big surprise was how strong and adhesive the super-glue-and-baking-soda patch is.  Before this, I had assumed that was all internet hype.  But, in fact, there’s good science behind it. And in this instance, it worked better than JB Weld epoxy, which is high praise indeed.

And when you get right down to it, what have you got to lose?  If it doesn’t work, then you are left with a broken wristwatch.  Which is what you already have.

 

Post #1995: The Green New Deal. Like getting underwear for Christmas.

 

I heard that the presumptive Democratic candidate for President had co-sponsored the Green New Deal legislation, back when she was a U.S. Senator.

And now, she’s being pilloried for that, by the usual suspects.

So I got kind of excited.  As in, cool, maybe somebody in the Federal government has a well-thought-out plan for dealing with climate change.  How did I ever miss this dramatic step forward in Federal climate policy?

Unfortunately, instead of doing the normal thing and reading what people say about the Green New Deal, I actually read the Green New Deal legislation.

Only, there was no legislation.  It was a resolution, not a piece of legislation.  That is, an expression of some noble sentiment.  It’s the kind of document that starts off with a bunch of “whereas” paragraphs. So you know it doesn’t really serve any serious purpose.

Here’s a Google link to the Green New Deal resolution, as-introduced in the U.S. House of Representatives in 2019 (link).  Turns out, the 2019 Green New Deal resolution had about 80 co-sponsors.

It has been re-introduced in various forms since that time. I can only assume that (now) Vice-President Harris was one of many co-sponsors of one of the later, re-introduced version of it.  She was not a cosponsor of the 2019 House version, as she was a Senator.  Presumably, she was a cosponsor of a similar resolution in the Senate, at some point.

I checked out the 2023 version, and at least the first couple of pages were every bit as breathtakingly overblown as the original.  So I’d say it’s fair game just to quote the original.

There’s no there, there.

It’s an empty shell.  You may or may not consider it a nice-looking shell.  But it’s empty.

As soon as I started reading it, I realized there’s no there, there.  In the main, it’s platitudes, strung together, seasoned with grievance.  And it ends up being everything but the kitchen sink.

It’s not properly “a manifesto”, that is, a mere declaration of goals.  And least it didn’t sit that way to me, because a lot of those goals were given specific timelines.

But that’s it.  No details.  No hint of how to pay for it.  No hint of where to start.

Worse, to me, it seemed to call for miracles.  That is, things that appear to me to be absolutely technically infeasible, now, at least, no matter how much money you throw at them.  For example, converting the U.S. electrical grid to 100% renewable energy within ten years.  I’m pretty sure that no informed person thinks that’s possible.  I could be wrong.  I will eventually look to see if anyone has seriously asked and answered that question.

(Do I hear a voice complaining that Vermont’s grid is already there?  See Post #1952).

Edit: I stand corrected.  Maybe.  Turns out, the National Renewable Energy Labs studied what it would take to make the grid carbon-free (not the same as 100% renewable, due to nuclear power), in response to the Biden Administration’s bills investing in clean energy.  Near as I can tell, they consider it feasible to have a carbon-free electrical grid by 2035.  That’s not so different from what the Green New Deal calls for. The cost appears to be well under $1T.  Call it under $100B a year for a decade.

But, if you read the detail, you see phrases like ” Nuclear capacity more than doubles”,” … the potentially important role of several technologies that have not yet been deployed at scale, …”, and so on.  I think they also assume, in some scenarios, a more-than-doubling of electrical transmission capacity. 

If there were just one cutting-edge assumption, that would be one thing.  But I think if you look at everything that has to come together, my take on it is that, yeah, you could do it, maybe.  The notion that we’d have double our current nuclear generation capacity, on-line, in ten years, seems particularly far-fetched. 

But the point is, NREL is a serious source, and they have a serious analysis that says it could be done. And they say it would cost well under a trillion dollars.   Call it $100B a year for ten years, and done.

Plus, apparently the Biden Adminstration has a stated goal of a carbon-free grid by 2035.  So the Green New Deal isn’t the only place where that’s been called for.

And it kind-of calls for miracles routinely.  It’s full of little-bitty (/s) one-off items.  Like this one:

 (E) upgrading all existing buildings in the
5 United States and building new buildings to
6 achieve maximum energy efficiency, water effi-
7 ciency, safety, affordability, comfort, and dura-
8 bility, including through electrification;

All?  Sure, we’ll just upgrade all the buildings in the U.S. Just by-the-by.  I don’t see any problems with that.  (/s)

Or, even better:

 (O) providing all people of the United
13 States with—
14 (i) high-quality health care;
15 (ii) affordable, safe, and adequate
16 housing;
17 (iii) economic security; and
18 (iv) clean water, clean air, healthy and
19 affordable food, and access to nature.

So let’s create national health insurance and a government-guaranteed annual income (?).  As an afterthought?  While we’re at it?

OK, in fairness, they did lean on the Depression-era New Deal when they thought up a name for it.  That said, it’s not clear why you need to guarantee affordable food, if you provide economic security.  But I don’t think that logic is the strong suit of this document.  Or I don’t understand the cant.

Finally, there’s this:

 (E) to promote justice and equity by stop-
23 ping current, preventing future, and repairing
24 historic oppression of indigenous peoples, com-
25 munities of color, migrant communities,
1 deindustrialized communities, depopulated rural
2 communities, the poor, low-income workers,
3 women, the elderly, the unhoused, people with
4 disabilities, and youth (referred to in this reso-
5 lution as ‘‘frontline and vulnerable commu-
6 nities’’);

Those are all noble sentiments.  But a) do they really think that there’s not enough on our plate just trying to deal with climate change, and b) how, exactly, do they propose to do that?

But my negative reaction to that closing paragraph may be leaning a bit too hard on the green part of Green New Deal.   That’s where my focus is.  So to me, the purely non-environmental parts of the document often come across as just so much extra baggage.  Just something else to be objected to.  But that’s at least in part a product of my bent, and clearly not the intent of the drafter(s).

The fact that this document is so heavily laden with such items tells me exactly what this is:  It’s a feel-good document.  That’s it.  The Green New Deal is not and never was any sort of practical plan for moving the U.S. forward in terms of climate policy.  

Not that I can see.

But Democrats can say they’re for it, and Republicans can say the opposite.  So it gives us yet another meaningless thing to squabble over, without accomplishing anything.  As if we didn’t have enough meaningful things to fight over.

Conclusion

Sometimes, the Christmas present looks better before you tear off the wrapping paper.  The tree of knowledge is not necessarily the tree of happiness.

Before I read it, I could at least imagine that somebody in the Democratic side of the Legislative branch of government had a plan for dealing with climate change.  Now I’m sure that nobody on Capitol Hill does.

I was hoping for a shiny new bike.  I got underwear.

On a more serious note, anyone who treats the Green New Deal as a blueprint for anything — e.g., a way to address climate change, a way to create millions of jobs, or whatnot — is being just being dishonest.  It is no such thing.

The next time I hear somebody tout the Green New Deal as “a plan for creating millions of high-paying jobs”, I’m going to mark that person down as an outright liar.

Because this isn’t a plan for anything.  It’s an expression of some noble sentiments, some of which you may agree with, some of which you may not.  Amalgamated into a document.

If that’s the extent of thinking, of the only major U.S. party that even admits that climate change is real, we are in some deep, deep shit.

Addendum:  Clean Up Your Own Damned Mess.

So, put up or shut up.  What’s my plan?

1  Whereas Adults of all races, creeds, national origins, sexual orientation, and economic status realize that cleaning up after yourself is a necessary part of being an Adult.

2  Whereas the exhaust gasses from fossil-fuel combustion are making a mess of the earth, via global warming and climate change, in ways that will be fairly important to future Americans, such as (say) being able to eat, and having a coastline that stays in roughly the same place …

3  Be it resolved that the Federal government’s response to climate change is to require all Americans act like adults and clean up their own damned mess. And to use all tools at our disposal to encourage other nations to do the same.

4  To enforce this new CUYODM policy, the Federal government will:

4.1  Solicit bids for industrial-scale removal and sequestration (permanent removal from the biosphere) of atmospheric carbon.

4.2 Use those bids to find the market-determined price of carbon removal, per ton.

4.3  Impose a tax on fossil fuels and other sources of greenhouse gasses, per ton of carbon content-equivalent, in that market-determined amount, so that each new sale of fossil fuels automatically generates enough funds to clean up the mess that combustion of those fuels will create.

4.4  Dedicate the resulting funds exclusively for paying for actual removal of carbon from the atmosphere.

4.5  Sequester any unspent funds until such time as carbon-capture-and-sequestration capacity increases to the point where all such funds are used.

4.6 Re-bid additional rounds of carbon capture at five year intervals, and adjust the amount of the carbon tax accordingly, until the U.S. has put in place adequate capacity to clean up all of the mess that we are creating.  (That is, carbon-neutrality.)  Any natural, provable carbon sinks, within the U.S. shall be included in the net-carbon-neutrality calculation.

4.7  Anybody who wants to extract and burn fossil fuels in the U.S. is free to do so.  As long as they pay enough to clean up the mess that creates.

Commentary:

When you step back from it, much of the history of U.S. environmental policy is just a case of asking that you clean up your own mess, rather than dump it in a public space.

There was a time, in the U.S.A., where anybody was free to dump pretty much anything, in any river or lake, or into the air.  I can recall, for example, that as a child, I attended a Catholic grade school that incinerated its own trash, on site.   This was private, industrial-scale garbage burning, in the middle of a large city (Philadelphia).  That was, apparently, a completely normal thing for the 1960s.

But, collectively, that any-mess-you-care-to-make policy led to such bad outcomes (reference Cuyahoga River fire), that we got the Clean Air and Clean Water acts, passed with bipartisan support.  The EPA, as I think I recall, was created under President Nixon.

In any case, if it’s not feasible to create that much carbon sequestration, at least we’d know that, and could quit pussyfooting around this issue.  If we literally can’t pull it back out of the atmosphere, the only real option, in the long run, is not to burn so damned much of it in the first place.

Post #1994: East Coast forest fire smoke. Again?

 

Update 7/26/2024:  Well, this is a puzzler.  Maybe I have mistaken some massive local fire for a plume of remote wildfire smoke. 

As of 2 PM today, it’s back, and worse.  Very strong smell of smoke, PM 2.5 readings in excess of 100 (in whatever units that is) in my yard, and the haze is visible when I look down the street. 

And yet, official AQI readings for my area don’t show anything out-of-line.  There are no reported wildfires near my home. I don’t hear any fire trucks.

In any case, the only thing I’m sure of is that the air in my neighborhood is smoky.  By sight, by smell, and confirmed by a reasonably-accurate PM 2.5 meter.  Either a house is burning down somewhere upwind of Vienna, VA, or we’re back to breathing forest fire smoke.  We’ve had more than enough rain in the past few days to suppress any sort of local massive wildfires.

I have no idea why the only coverage I can find, of this most recent forest fire smoke plume, is in the New York Times.  Perhaps I have mistaken some local source of smoke for a national issue.  But a PM 2.5 reading of 100, visible haze, and noticeable smell all add up to some materially unhealthful air.

Original post follows:

Yep.

Yesterday afternoon, I noticed that it smelled like burning wood outside.

As did my wife.

Uh, notice the smell, that is.

I then went through a routine of checking my local Air Quality Index (AQI), which was in fact unhealthy due to high levels of PM 2.5 (particulates).

Then went to the map (above, from the NY Times), to see that, sure enough, I was smelling some “light” smoke from forest fires in the Pacific Northwest.

Maybe I never much noticed this in years gone by.  Maybe.  But the trend for U.S. annual wildfires is clearly pointing up.

Source:  National Interagency Fire Center.

Normally, I’d blather on about global warming.  And, for sure, increased incidence of forest fires is a likely outcome of that.  And yet, I think we’re still waaay too early in the game for this to be driven by climate change. 

And, indirectly, the U.S. EPA seems to agree.  While they show the same trend that I showed above, they attribute it to cyclical climate factors that have led to a drying-out of U.S. western forest lands (reference EPA).  (I read “cyclical” to mean that those factors are expected to reverse.)  Though, obviously a general warming trend doesn’t help, even if the U.S. has seen only a slight degree of warming so far.

I’d say that the (sketchy) Canadian wildfire data seems to back that up.  To a degree.  If you include the period just prior to that shown above, the Canadian data show no strong upward trend.  At least, not  if you exclude that record 2023 season.

Source:  Natural Resources Canada.

In any case, I invite you to fill in your favorite rationale for this strong recent upward trend in U.S. wildfires, as long as you find some way to blame the libs/eco-freaks for it.  Including those wily Canadians.

Here’s the odd thing from this most recent experience:  These smoke plumes appear to have highly variable density at ground level.  Even after traveling across the country.

I really shouldn’t have been able to smell “light” smoke, from 3000 miles away.  But at that time, my PM 2.5 meter showed almost three times the particulate level outside, as did various on-line AQI sites.

I believe that these smoke plumes have that much small-scale variability in them, even after crossing the country.  They are a lumpy amalgamation of smoke, not a uniformly-dispersed smoke.  This is among the many things that makes predictions of daily smoke hazards, from remote forest fires, difficult.  My AQI forecast seems nowhere near as accurate as (say) the rain or temperature forecast, during wildfire season.

It was just last year that the air in New York was orange, for several days running, from Canadian forest fire smoke. And was merely hazardous to breathe, for a few more.  Both the data and my hazy recollection say that this is a new phenomenon.

No matter how you slice it, and no matter whom you blame for it, poor air quality from remote wildfire smoke appears to be the East Coast summertime normal now.

Post #1989: What fraction of U.S. gasoline consumption is for lawn mowing?

 

I should preface this by stating that I drive an EV and heat my house with a ground-source heat pump.  So I’m hardly against substituting electricity for direct combustion of fossil fuels.

But the data are what they are.

Best guess is that all types of lawn-care type activities, both residential and commercial, including mowing, leaf blowing, and so on, together account for as much as 2% of U.S. gasoline consumption.  Residential (non-commercial) yard care of all sorts accounts for maybe 0.6% of U.S. gasoline consumption.

Since C02 production is directly proportional to gasoline use, that means residential lawn mowing is rounding error in terms of global warming impact.

For the average American, using an electric lawn mower in no material way offsets the global warming impact of driving an SUV, truck, or car.  Choice of car is more than 100 times as important as your choice of lawn mower.

I hope nobody is surprised by that, despite the ludicrous estimates of the environmental impact of lawn mowing that can be found on the internet.

Source:  Saint Philip Neri and the chicken, 16th century, as quoted by Pope Francis.

Study: On Twitter, false news travels faster than true stories

Massachusetts Institute of Technology, 2018

“A lie can travel half way around the world while the truth is putting on its shoes.”

Often attributed to Mark Twain, circa 1900.

Falsehood flies, and the Truth comes limping after it.

Jonathan Swift, 1710

Lawn mowers, yet again.

The point of this post is to estimate what fraction of U.S. gasoline use is attributable to lawn mowers. 

Each gallon of gas burned creates roughly the same 20 pounds or so of C02.  Therefore (ignoring NOx, nitrogen oxides), the fraction of gasoline consumption attributable to lawn-mowing will tell me the contribution that gasoline-based lawn mowing makes to global warming, relative to gasoline-driven passenger vehicles, in the U.S.

In other words, residential lawn mowing’s share of gasoline burned is lawn mower’s share of C02 released.  And that shows how U.S. gas lawn mowers (in aggregate) compare to our passenger vehicles (in aggregate), in contributing the world’s warming.

In previous posts, I showed how a modern (overhead-valve) lawn mower engine stacks up against a typical car, in terms of pollution per hour (Post #1775 and related posts).   (Pollution being defined in various traditional ways (e.g, particulates, nitrogen oxides.)  In round numbers, an hour of mowing produces roughly the same pollution as an hour of driving a typical car.  

While “pollution” as used above includes particulates and smog-forming emissions, it doesn’t include C02 at all.  Yet, while most smog-forming emissions are relatively short-lived, the increase in atmospheric C02 from fossil-fuel combustion is a nearly-permanent addition to atmospheric greenhouse gasses, in the context of a human lifespan.  (As in, like, forever — here’s a little something published in Nature Climate Change to brighten your day REFERENCE).  Most of it will still be affecting climate 300 years from now.  A good chunk of it — say a quarter — will still be warming the climate millenia from now.

(Separately, the big shocker to me was finding out that gas in gas cans is major source of pollution. Per my actual test, old plastic gas cans (“Blitz cans”) are ridiculously permeable to gasoline, and gas stored in old plastic cans is a large source of smog-forming gasoline vapor.  This, apparently, is why the California Air Resources Board (CARB) has such stringent standards for gas cans.  And why, until recently, “CARB-compliant gas can” was synonymous with “awkward to use”.)

Post #1773: Gas vs. electric mowing, part 3: Why do all gas cans suck?

For the estimate above, I did my own number-crunching, with clear documentation as to sources of data and details of calculation, because estimates on the internet are all over the map.  The plausible estimates were mostly published by state governments.  The ludicrous ones appear to come from fanatical but innumerate environmentalists.

And, of course, it’s the ludicrous ones that get recirculated the most.  You might think that’s something unique to the internet, but per the quotes above, the internet merely speeds up and amps up long-noticed aspect of human nature.  Lies are juicer than the truth, and propagate accordingly, seemingly regardless of the medium of propagation.

In any case, to validate my prior estimate (an hour of mowing is like an hour of driving), I decided to look at estimates of the fraction of U.S. gasoline consumption that goes to lawn care.

And — no big surprise — those estimates seem to have the somewhat the same bullshit nonsense level as the estimates of the pollution generated by an hour of mowing.  So I thought I’d take an hour this morning and try to separate fact from fiction, on this question.

Some calculations, and some citations, regarding the fraction of U.S. gasoline use attributable to lawn mowing.

Crude per-household use calculation, lawn mowers: 0.6%.

Source:  OFF-HIGHWAY AND PUBLIC-USE GASOLINE CONSUMPTION ESTIMATION MODELS USED IN THE FEDERAL HIGHWAY ADMINISTRATION Final Report for the 2014 Model Revisions and Recalibrations,Publication Number – FHWA-PL-17-012 June 2015

The U.S. consumes about 136 billion gallons of gasoline per year, of which 91% is for light cars and trucks (Cite:  US Energy Information Agency).

The U.S. has about 130M households (Cite: U.S. Census Bureau, via Federal Reserve Bank of St. Louis).

Ergo, by the magic of long division, average annual U.S. gasoline consumption works out to be a nice round (136B/130M =~) 1000 gallons per household.

(Separately, this squares with survey-based estimates showing about 650 gallons of gasoline consumed annually per licensed U.S. driver (CITE), and, based on harder statistics, about 230M licensed drivers (CITE).  (That is, 650 x 230M drivers /130M households =~ 1150 gallons of gas per year, per household).

I use about 2 gallons of gas per year, mowing my large suburban lawn, using a mower with a modern overhead-valve Honda engine.  I’m guessing that’s an upper bound for per-household use, as my yard is larger than average.

This suggests that gasoline use, attributable to household lawn mowing, accounts for somewhere around (2/1000 =~) 0.2% of total U.S. gasoline use. 

But, per the EPA graphic above, households only account for about a third of all gasoline use, for all types of lawn care (e.g., mowing, leaf blowing, snow blowing, and so on).  So total U.S. gasoline consumption for lawn care, of all types, by all sources, would therefore be about 0.6% of all U.S. gasoline consumption.

EPA, 2015:  2.7B gallons for all lawn care activities, residential and commercial, about 2% of total U.S. gasoline consumption. 

Separately, the same EPA source (for the graphic, above, Table 42) directly estimates 0.9B gallons of gas used for residential lawn care activities annually, and a further 1.8B used for all types of commercial lawn care, for a total of about 2.7B gallons of gasoline use for all types of lawn-care type activities.  This would therefore amount to (2.7B for lawn care/137B total =~) 2% of total U.S. gasoline consumption.

U.S. Department of Energy (2011):  Mowers alone, residential and commercial, 1%.

” Mowers consume 1.2 billion gallons of gasoline annually, about 1% of U.S. motor gasoline consumption.”

Source:  Clean Cities Guide to Alternative Fuel Commercial Lawn
Equipment, U.S. DOE, 2011.

Conclusion

Source:  RC groups.com

I’d say that’s more than enough research to get a usable answer.

Almost all gasoline in the U.S. is used for private on-road light vehicles (cars, trucks, SUVs).  Per the EPA cite above, 91% of it.

From the perspective of global warming, that’s the problem.

The amount of gas used by household lawn mowing is regrettable, but it’s rounding error in the big picture.

Buying an electric lawn mower in no way expiates the sin of driving a gas-guzzling car.  Or, really, any car, for that matter.

Keep your eye on the ball.  Despite what you may read on the internet.

Addendum:  Lawn services that do residences are classified as what, exactly?

I never did find a direct answer to this via the U.S. EPA.  By looking at the earliest versions of their work, I infer that the original split between residential and commercial yard work is by ownership of the equipment.  Initially, it was referred to as “privately owned” versus commercial equipment.

The upshot is that if a commercial service cuts somebody’s yard, the EPA likely counts that as commercial use.  So to get apples to apples, I likely need to move some part of the EPA’s commercial use back to the residential sector.  That is, if I really intend to assess the impact of mowing one’s yard / having one’s yard mown, relative to the impact of cars.

This will increase my initially-cited estimate of 0.6% of using gasoline being used for mowing. But, by how much?

Best I can tell, something like three-quarters to four-fifths of Americans mow their own lawn.  (You know what I mean: Of those who have a lawn … e.g., CITE).  But that really ought be to weighted by lawn area, as it’s almost certainly true that the larger the private lawn, the more likely it is to be cut by a professional.  I did not find that information anywhere, so …

If I stick with the lower cited number and pretend that only three-quarters of residential lawn mowing is done by individuals (that is, using privately-owned mowing equipment), because three-quarters of people with lawns mow their own,  I need to adjust the initial 0.6% upward to 0.8%. (The EPA residential sector estimate omits about a quarter of U.S. residential lawn mowing, because a quarter of private lawns are commercially mown.)

The conclusion is unchanged.  In the U.S., gasoline used in lawn care is trivial compared to the gasoline used by passenger vehicles.

Post #1986: Chevy Bolt six-month review.

 

In a nutshell:  It’s a fine car.

But if I ever run out of windshield wiper fluid, I’m going to have to buy another car.  That’s because, even with buying it used, and driving it almost daily for half a year now — I’ve never opened the hood.  Why should I?  This, by itself, sets it apart from every gas or hybrid car I’ve ever owned,

To me, the Chevy Bolt is like an electric toothbrush. It makes reassuring noises when I turn it on.  It does what its supposed to do, better than any other practical alternative.  When I’m done, I plug it in.  And the next day, it’s ready to use again.

Beyond that, I don’t give it another thought.  Which, to me, is exactly how a car should be.

It has enough range to be able to drive an hour or two out of town.  And, more importantly, drive back again.  All without having to do a fast-recharge on the road.  Which, as I have noted in earlier blog posts, is a hassle.

It’s surprisingly efficient, despite its relatively tall profile.  I get just under 5 miles / kilowatt-hour as driven, running the AC.   It seems to get roughly the same mileage city or highway.  But I’m an easy-going driver, and we have no super-speed (e.g., 80 MPH) highways around here.  (At least, not legally.)

In terms of carbon emissions per mile, it’s equivalent to a gasoline-powered vehicle getting about 155 MPG.  So it’s a real step up, in terms of efficiency, from a Prius or other efficient hybrid.  (All that is based on where I charge it (Virginia), where grid electricity is delivered at an average of about 0.65 pounds C02/KWH.)

In terms of the lifetime carbon footprint of the car, including creation, use, and recycling, it’s still carbon-sparing compared to (say) a Prius hybrid.  But the advantage isn’t as large as the fuel-only comparison above, owing to the energy-intensive nature of making lithium-ion batteries.  You spend a few years “paying back” the C02 used to make the battery.  After that, it’s all gravy.

And, FWIW, I think there’s still a lot of uncertainty over the eventual recycling of those big lithium-ion batteries when this car is eventually scrapped.  Everybody seems to think this is (eventually going to be) a non-issue, but I am not yet convinced that’s true. Sure ain’t true now, around here.

I’ve beaten that drum before, in this blog.

It’s zippy at low speed, but I now realize this is a generic fault with all direct-drive EVs.  It’s a little too torque-ey for its own good, really.  But as I now understand it (thanks to Watch Wes Work), manufacturers have to make them over-torqued, at low speed, in order for direct-drive electric cars to have adequate torque at high speed.

But if you like zipping around, a Bolt will do that, for sure.

Biggest shortcomings?

Well, it’s short.   It’s a hatchback, which I like.  But it’s about a foot and a half shorter than a Prius, bumper-to-bumper.  And the Prius is hardly a large car.

This has a few implications.  First, you are limited in what you can carry with the hatchback closed.  If I bring home eight-foot-long 2x4s from the hardware store, I have to run the up through the opening between the front seats.  That’s pretty ugly.  Second, it has a tight suspension, which I suspect is due to the high weight (4300 pounds), in a relatively small footprint.  When combined with the short bumper-to-bumper length, makes for a fairly choppy ride under the wrong road conditions.   If it were a sailboat, I’d say it hobby-horses.  That is, rocks front-to-back, excessively, on just the right kind of rough road surface.

The second consequence of that is luggage space is small with the back seats up.  By eye, I’d have been hard-pressed to take my family of four on a week’s vacation, with this car, unless we packed really lightly.  Whereas I did that with both a Prius and a Mazda 5 — not exactly large vehicles in either case — with no problems.

Overall, the ride is a bit more “jiggly” than I would prefer.

But that may be because overall, I’m a bit more “jiggly” than I would prefer.

It also has a surprisingly wide turning radius, given that it’s basically a small car.  Noticeably wider than any other cars I’ve owned recently, including a Prius.

In addition, it creeps me out when I look at my dashboard, and see that my car knows who I’ve been talking to on my phone.   Particularly because, as I understand it, Chevy retains the right to (and does) pull any and all data it wants to off my car.  Which, given that it has a built-in GPS, means not just (e.g.,) driving performance data, but location data as well.  Plus anything it can cadge off your phone.  In any case, it creeps me out so much that at I’ve taken Android Auto off my phone, and I’ve erased the Bluetooth connection between car and phone from my car’s memory.  I went so far as to buy the parts to replace the car’s phone antenna with a dummy load, but I have not gone so far as to replace it.  Among other things, it seems that Chevy’s OnStar connection has multiple antennas connected to it, and is extremely difficult to disable without disabling other, necessary functions of the vehicle.

In other words, this car connects to Skynet and you can’t effectively opt out of that.  I assume all modern cars sold in the U.S. are now about the same, in disregarding any notion of privacy.  But I’m old enough that this bothers me.

Finally, it didn’t come with either a jack or a spare tire, both of which I’ve fixed through the magic of Ebay and a couple-hundred bucks.

Beyond that, no complaints.  It gets me from A to B efficiently, safely, and comfortably.  I push the gas pedal and the car goes.  I push the brake, and it stops.  AC cools the interior well.  Heat does the reverse.  The weight makes it stable on the road.  And it feels extremely solid and safe.  No rattles.

Decent radio.

It’s all I need: An efficient urban grocery-getter.  But with the option of taking longer trips if you want, due to an EPA range of 250 miles, and a real-world range (for me) of more than 300 miles.

And it ain’t getting much better any time soon.  Assuming I understand the physics of it, it’s unlikely that electric cars are going to get more efficient than this.  The batteries may get lighter and have more capacity, but cars will still be getting 5 miles per KWH decades from now.  If cars still exist at that point.

Motivated buyer

So I took the plunge and bought one.  In January 2024 I bought a 2020 Chevy Bolt with 5,000 miles on it, for just under $19,000, all-in (including taxes, tags, fees).  (Shout out to Kingstowne Motorcars, as that was the easiest and least stressful car purchase I’ve ever had.)

My Bolt came off three years’ lease in Vermont, and was shipped to a warmer climate for resale. All the used Bolts for sale around here were, similarly, Bolts from northern states that had been shipped south for resale as used cars.

It seemed like a reasonable deal, for a low-mileage late-model used car.

But the icing on the cake is the $4000 Federal tax credit.  Uncle Sam will give me $4000 of my tax money back, because I bought this US-made EV.  Used, no less.  At least, that’s the theory.  Assuming I can keep my income low enough this year.

Net of tax credit, I will have bought a 3-year-old car with 5000 miles on it for under $15,000, all in.

Before you get bent out of shape about that tax credit, realize that Uncle Sam has been providing similar tax credits for decades now.  So if you’re angry about the current set of time-limited EV subsidies, you’re late to the party.  Uncle Sam offered a similar tax subsidy for purchasing a hybrid — back in the mid-2000’s — when hybrids were the brand-new fuel-saving technology.  The current EV (and PHEV) subsidies have Biden’s Buy-American twist to them (cars have to have adequate U.S. content to qualify), plus some fairly socialist caps on the income you can have, and still qualify for the tax credit.  But aside from those details, the current EV tax credits are just the most recent in a long line of subsidies aimed at improving U.S. transportation efficiency and reducing domestic use of fossil fuels.

Which, if you understand the long-term consequences of global warming, for the U.S. and the world, is a good thing.  Depending on how much it costs, relative to other polices to curb emissions.  This may be too little too late.  Certainly, with a Republican takeover of the Federal government shaping up for November,  it probably is too late.

Arguably, offering incentives to switch to more efficient modes of private transport is better than doing nothing.  Unarguably, it’s miles ahead of making things worse by encouraging use of fossil fuels. Which, unless I’ve missed something, seems to be all the Republicans have to offer in this area. 

Maybe I need to do a post on the big-league god-awful things that are projected to happen to the U.S.A. under unabated global warming.  This century.  In order, I’d put a) loss of the Great Plains as a crop-growing area, followed by b) loss of considerable coastal real estate, with no hope of ever again having a stable shoreline for … the next millennium or so.

Let me rank those 1 and 2, with the shutdown of the Gulf Stream (the thermohaline ocean circulation) a pretty good third.  When that happens, that ought to give the U.S. East Coast about 4′ of sea level rise in a matter of months.  That should set off a pretty spectacular scramble.

This is why I’m bothering with an EV in the first place.  The U.S. will bear high economic and human costs by the end of this century, under unabated build up of atmospheric C02.  Costs that could have been avoided by relative cheap actions taken now.  I could not, in good conscience, not avail myself of a good deal on an EV, rather than drive a hybrid.

But as a nation, seems like the Republican Party is psyched to roll back any progress we’ve made in terms of reducing fossil fuel use.  Just as they did the last time they took the White House, so that’s not a surprise.  The upshot is that instead of doing the cheap, forward-looking thing — moving to a low-carbon-emissions economy, and throw our weight around internationally to see that others do the same — looks like we’re just going to let our descendants pay for it.  And hope the country stays glued together without the food surpluses generated by growing crops in the U.S. Midwest.

As a geezer with some money, I’m supposed to be flying all over the world, taking ocean cruises, touring the U.S. in a motor home.  Because why not?  I’ll be dead before anything but the slightest impacts of global warming are being felt in the U.S.  A catastrophic forest fire here, maybe some Cat-5 hurricanes there.  No biggie.

But then there’s this:

The climate is a common good, belonging to all and meant for all. At the global level, it is a complex system linked to many of the essential conditions for human life. A very solid scientific consensus indicates that we are presently witnessing a disturbing warming of the climatic system. In recent decades this warming has been accompanied by a constant rise in the sea level and, it would appear, by an increase of extreme weather events, even if a scientifically determinable cause cannot be assigned to each particular phenomenon. Humanity is called to recognize the need for changes of lifestyle, production and consumption, in order to combat this warming or at least the human causes which produce or aggravate it.

Source:  The Pope.  (ENCYCLICAL LETTER LAUDATO SI’ OF THE HOLY FATHER FRANCIS ON CARE FOR OUR COMMON HOME, published May 24, 2015

I’m not sure the Catholic church is the greatest source for environmentalism, but the Pope gets global warming.  Once the interiors of the continents (ours and others) dry out and no longer reliably produce food, a whole lot of the poorest people on the planet are going to starve to death.  So he called on Catholics to give the same moral weight to stopping global warming as to, say, the banning of abortion.

As if.

On a less helpful note, did anybody ever both to check on in the coal miners that Trump said he was going to help?  That was from, what, the 2016 election cycle?

Accountability is easy enough.  Here’s coal mining employment from the St. Louis Federal Reserve Bank (FRED).

Hmm.  It’s almost as if coal mining industry employment was determined by economic trends, or something.  And any promise from a politician’s lips, to resurrect U.S. Coal, is just nonsense.  Although, to be honest, I can’t recall what policies whatsisname tried to get enacted, after he was elected, that were actually aimed at helping coal miners. I mean, they aren’t rich people.

Sure, Trump killed the Obama clean power plan, and pulled the U.S. out of the (completely voluntary, set-your-own-targets) Paris climate agreement.  That, as part of rolling back any recent progress in weaning the American economy off fossil fuels. Thus attempting to drive the U.S. economy with eyes firmly fixed on the rear-view mirror.

In any case, as you can see above, the answer to my question is no.  No, as far as the numbers go, Trump didn’t come to the aid of the coal miners.  Unsurprisingly, destroying existing policy isn’t the same as taking positive steps to improve anything.  The coal industry included.  In any case, if any actual targeted pro-coal policies were enacted during that  era, they don’t seem to have done much for the U.S. coal-industry employment.

OK, forget about coal.  Ludicrous Republican promises to revive failed and now must be forgotten.  (Failed because, among other things, natural gas is now a cheaper and more flexible fuel for electrical generation.)  Voters never seem to remember anything, anyway.  So take the place of Coal as a symbol of backward-looking policy, now it’s drill baby drill.

Luckily, this is self-limiting, in that if the world does nothing about C02 emissions, there likely won’t be anything resembling the U.S.A. a century from now.  What’s left of our current territory will resemble Australia, with settlement along the coasts, and a dry continental interior.  Except that, unlike current-day Australia, the coasts will be creeping unstoppably land-ward at an ever-accelerating rate.

(It’s not even hard to grasp why the soil in the middles of continents is predicted to dry out, as the world warms.  Take a wet sponge, sit it on a table, and it will eventually dry out.  Warm up that sponge, and it dries out faster.  For any given initial moisture level, the warmer sponge is the dryer sponge.  Now substitute “U.S. Midwest topsoil” for sponge, and you’ll get the gist of why the Great Plains are going to revert toward being the Great American Desert.  As average temperatures rise, the climate (and mean soil moisture levels) that you see in west Texas and Mexico will simply move north and become the climate of the U.S. Midwest.  Truly not rocket science.  Interestingly, the atmosphere will hold more water as it warms, and there will therefore be more precipitation on net.  But that precipitation will move northward as well, owing to expansion of the Hadley cell(s), the big chunks of global atmospheric circulation that are rooted by the rise of hot air at the equator.  Canada will remain well-watered.  The U.S., not so much.)

My only point being that people who think we can just keep on consuming fossil fuels at our current rate, and generations from now Americans will live much as we live today … that’s a fantasy.

We can clean up our own mess, at modest cost, or our descendants will live with some extremely expensive consequences.  That’s the reality of it.  And that’s exactly how I see the whole issue of C02-driven global warming.  We now know that C02 emissions are making a mess of the Earth.  It’s just a case of being willing to clean up you own mess, like an adult, rather than leave your mess for others to clean up, like a child.

So that’s why I bought a Bolt.  It’s not a lefty-liberal thing to do.  It’s the efficient thing to do.  It makes less mess than a gas-powered car.  So, in the end, I’m just trying to act like an adult, socially speaking.

End of rant.

Conclusion.

As I was driving my car, it occurred to me that, per mile, my car produces about one-tenth of the C02 per mile that my father’s cars did. (He was partial to V8 Ford products, and drove Mercuries for most of my childhood.)  Fifteen MPG isn’t a bad guess for a late-1960s V8 sedan.  Versus over 150 MPG-equivalent, for this vehicle.

That’s the sort of carbon-efficiency improvement we now need, across-the-board, to get the current runaway atmospheric C02 level under control. 

So in the end, it doesn’t really much matter whether or not the Bolt is the car of my dreams.  It’s the car that fit my needs to a T.  The fact that I like driving it, and that it was about as cheap as any low-mileage used car, those are just a bonus.  It was a no-brainer to go with an efficient small EV.

If nothing else, cars last a long time.  The purchase decision you make today means that the world is gifted with that car for its full usable service life.  Given the high quality of modern vehicles, that can easily be two decade.  I sincerely hope that 20 years from now, gas-powered cars are viewed as ridiculously old-fashioned.  And not in a good way.  Whereas I’m pretty sure that if this Bolt is still running at that point, it’ll fit right in with the then-current U.S. car fleet.  Assuming the U.S. car fleet still exists.

The other day, almost unprompted, my next-door-neighbor (who is also an economist) said something like “capitalism will survive, even if the U.S. doesn’t”.

So I’m not the only one having thoughts like that these days.

I can’t solve this problem, but at least I can make some minimal effort to avoid contributing to it more than necessary.

Hence, an EV was the only realistic choice for me.  It’s just gravy that the Bolt is working out so well.

YMMV.

Post G24-010: Growing ginger in Virginia? This needs a rethink.

 

Update 6/25/2024:

The standard advice for growing ginger runs something like this:  Ginger is a tropical plant with a ten-month growing season in its native climate.  Therefore, if you are in a temperate, non-tropical climate, you should start your ginger plants ten months before your expected first fall frost. 

Which, in my climate (Virginia, USDA zone 7) means starting ginger in … January?  And then growing your ginger as a house plant for some months, until it can survive outside?

Yep, that’s the standard advice.  I did that, as shown below.  And I think that’s bad advice. Continue reading Post G24-010: Growing ginger in Virginia? This needs a rethink.

Post #1960: The U.S. is resolving the chaos in the EV charging market. Slowly.

 

This post started off as planning for a road trip from Vienna VA to a town in rural upstate New York.  The catch being that I planned to take my Chevy Bolt EV.

If you look at the map above, it seems like it should be easy.  There appear to be EV charging stations all over my planned route.  But the more I looked at the details, the less I understood.  And the more I realized that most of those chargers pictured above are useless to me. Continue reading Post #1960: The U.S. is resolving the chaos in the EV charging market. Slowly.