Curt Long

Last week, Apple called out the Environmental Protection Agency’s plan to rollback the Obama-era Clean Power Plan. The company cited both the obvious environmental impact of such a move, along with potential economic fallout.

It turns out Apple’s got quite a bit invested in the latter.The company announced today that its global facilities are now 100-percent run by renewable energy.

The move is in line with the company’s 2015 plan to push toward 100-percent renewable energy, a list that includes all of Apple’s data centers as of 2014. As of today, the company’s officially adding retail stores, offices and co-located facilities to that list, covering 43 countries, including the US, China, UK and India.

The addition of nine manufacturing partners, meanwhile, brings the total number up to 23 suppliers promising to produce their products entirely with clean energy. How the companies involved actually hit these numbers is, unsurprisingly, somewhat more complex.

“Where feasible, we produce our own renewable energy by building our own renewable energy facilities, including solar arrays, wind farms, biogas fuel cells, and micro-hydro generation systems,” the company writes in its 2017 Environmental Responsibility Report. “Where it’s not feasible to build our own generation, we sign long-term renewable energy purchase contracts, supporting new, local projects that meet our robust renewable energy sourcing principles.”

The push toward renewable energy has included some creative solutions, including 300 solar rooftops in Japan and 800 in Singapore. The company says it’s currently running 25 renewable energy projects globally, with 15 more in the process of being built. That will bump green energy capability from 626 megawatts to 1.4 gigawatts, by its count — and the finally tally doesn’t appear to include carbon offsets, unlike some of the competition.

It’s easy to see how a rollback of the Clean Power Plan could ultimately have an adverse effect on the company’s bottom line.

“We’re committed to leaving the world better than we found it. After years of hard work we’re proud to have reached this significant milestone,” Tim Cook said in a release tied to the news. “We’re going to keep pushing the boundaries of what is possible with the materials in our products, the way we recycle them, our facilities and our work with suppliers to establish new creative and forward-looking sources of renewable energy because we know the future depends on it.”

Logistics may not be the most exciting application of autonomous vehicles, but it’s definitely one of the most important. And the marine shipping industry — one of the oldest industries in the world, you can imagine — is ready for it. Or at least two major Norwegian shipping companies are: they’re building an autonomous shipping venture called Massterly from the ground up.

“Massterly” isn’t just a pun on mass; “Maritime Autonomous Surface Ship” is the term Wilhelmson and Kongsberg coined to describe the self-captaining boats that will ply the seas of tomorrow.

These companies, with “a combined 360 years of experience” as their video put it, are trying to get the jump on the next phase of shipping, starting with creating the world’s first fully electric and autonomous container ship, the Yara Birkeland. It’s a modest vessel by shipping terms — 250 feet long and capable of carrying 120 containers according to the concept — but will be capable of loading, navigating and unloading without a crew

(One assumes there will be some people on board or nearby to intervene if anything goes wrong, of course. Why else would there be railings up front?)

Each has major radar and lidar units, visible light and IR cameras, satellite connectivity and so on.

Control centers will be on land, where the ships will be administered much like air traffic, and ships can be taken over for manual intervention if necessary.

At first there will be limited trials, naturally: the Yara Birkeland will stay within 12 nautical miles of the Norwegian coast, shuttling between Larvik, Brevik and Herøya. It’ll only be going 6 knots — so don’t expect it to make any overnight deliveries.

“As a world-leading maritime nation, Norway has taken a position at the forefront in developing autonomous ships,” said Wilhelmson group CEO Thomas Wilhelmson in a press release. “We take the next step on this journey by establishing infrastructure and services to design and operate vessels, as well as advanced logistics solutions associated with maritime autonomous operations. Massterly will reduce costs at all levels and be applicable to all companies that have a transport need.”

The Yara Birkeland is expected to be seaworthy by 2020, though Massterly should be operating as a company by the end of the year.

The Clean Power Plan is shaping up to be the latest Obama-era legislation on the Trump administration chopping block. In fact, Environmental Protection Agency head Scott Pruitt has been quite open in his intentions to kill the plan focused on cutting greenhouse gas emissions.

Apple is among the first — but likely not the last — of companies to voice opposition to the matter. This week, the company filed a statement with the EPA noting concerns over the potential fallout from rolling back the policy. The note cites both environmental and, likely more importantly in the eyes of the administration, financial consequences.

As the company notes, it’s already made major investments in clean energy, pushing toward 100-percent renewable energy in the US and making similar promises for its work abroad. It’s easy to see how a reversal of a key climate focused initiative would have adverse effects on Apple’s bottom line, in addition to all of the clear negative impact on the, you know, environment.

“As a large consumer of electricity who has successfully pursued a clean energy strategy, we believe the Clean Power Plan codifies and enhances positive long-term trends in the electricity market,” Apple Global Energy Lead Robert Redlinger writes in the statement. “The Clean Power Plan provides a national framework enabling states to ensure that renewable generation resources and more traditional forms of electricity generation are used in an integrated manner to support a reliable and resilient electricity grid.”

Pruitt, meanwhile, has suggested that the Clean Power Plan was an overreach on the part of his predecessors, while Trump has prioritized coal, oil and gas in his own rhetoric. Apple’s statement will be reviewed by the EPA during its approval process.

Dandelion, a clean energy startup that was originally incubated inside Google parent Alphabet, has raised $4.5 million in funding to build out its business — a geothermal heating and cooling system for homes that claims it will drastically reduce its customers’ bills — it claims to cut bills in half (notwithstanding the upfront costs, more on that below) — while also being significantly more friendly for the environment compared to conventional systems that use gas and fossil fuels.

The company opened for business first in Upstate New York — a market with extreme cold and hot spells — where it says it has started to install systems in people’s homes, and it’s going to use the funding to help work through what it says is a waitlist of “thousands” of customers nationally.

“We have been overwhelmed with demand and support from homeowners across the country,” said Kathy Hannun, cofounder and CEO of Dandelion, in a statement. “This round will help us ramp up operations to serve these customers and launch our new and improved 2018 offering.”

The funding was led by New Enterprise Associates, with participation also from new investors BoxGroup, Daniel Yates, and Ground Up, and previous investors Borealis Ventures, Collaborative Fund, and ZhenFund, the Chinese-based VC associated with Sequoia in China. It brings the total raised by Dandelion to $6.5 million, including a seed round it announced when first spinning out in July of last year.

The impressive list of backers — and the fact that Dandelion was originally incubated at Alphabet X, the company’s “moonshot” factory — underscores a couple of trends worth pointing out.

The first is the double maxim that everything is now a “tech” challenge, and that the interests of the tech world touch everything. As legacy businesses continue to try to update their systems or become more responsive to some of the challenges of running their legacy operations, a company like Dandelion becomes a direct threat, or a potential, strategic acquisition target.

The second is the ongoing interest among tech investors and tech companies to expand their horizons and explore companies and ideas that might prove to be disruptive in the same way that tech has been, further down the line; or whose solutions could prove to be a helpful boost to their more direct tech interests — for example by becoming acquirers of data systems to run these services better, or by making the cost of electricity to run other services (like internet, or maybe, these days, bitcoin mining) less expensive. (Dandelion is already proving its role in that wider ecosystem: just earlier this month, it acquired Geo-Connections, a geothermal SaaS startup.)

“Over the next decade, homeowners across America will replace their expensive, conventional home heating systems with Dandelion geothermal,” said Yates in a statement. “I’m thrilled to be part of the team that will lead this transition.” Yates — who had founded the energy efficiency startup Opower, which went public and then was acquired by Oracle — is joining the board as an executive director with this round.

In the case of Dandelion, its challenge and opportunity has been in the world of legacy energy services. Built largely on fossil fuel systems and centralised operation models — you have large plants and generators located in one place that distribute their energy to smaller stations, which distribute to individuals — the idea behind Dandelion has been to build a heating and cooling system that is significantly more decentralised: it operates directly from a person’s home — or more specifically, underneath it — leveraging the ground’s natural state of being 50°F, in order to work.

One big issue with scaling up geothermal energy solutions prior to Dandelion has been the up-front installation costs, both from a financial and practical point of view. As Hannun has described it:

The process of installing ground loops in homeowners’ yards has typically been messy and intrusive, using wide drills that are designed to dig water wells at depths of over 1,000 feet. These machines are unnecessarily large and slow for installing a system that needs only a few 4” diameter holes at depths of a few hundred feet. So we decided to try to design a better drill that could reduce the time, mess and hassle of installing these pipes, which could in turn reduce the final cost of a system to homeowners.

The company’s solution has been to build a system that bores a much smaller hole (a few inches is all that’s needed) at a much shallower depth of hundreds of feet — making the installation something that can be done in less than a day.

So far, the company’s upfront costs might prove to be too much of a gating factor for the majority of homeowners. Installations run between $20,000 and $25,000 in upfront costs alone. For those willing to take the plunge — or dig into the challenge, as the case may be — over twenty years, the company has claimed that savings can be about $35,000.

The company also tells me that homeowners are buying a lot of these using financing and will save around 20 percent annually if they finance. (The savings percentage comes after a tax credit, a spokesperson said. “Here is a real example from one of our homeowners. He needed a 4-ton system, which is the size most homes require. He formerly spent $2,621 on fuel oil annually (832 gallons over the year at $3.15/gallon). To run geothermal, he requires $803 in additional electricity costs. With Dandelion pricing, starting at $115/mo, geothermal heating costs for his home are $1,380 + $803 = $2,183. This is about 20% savings annually for heating alone. His air conditioning will also be over twice as efficient with geothermal than it was with conventional a/c.”)

The savings in terms of using clean versus dirty energy, of course, come from the start.

Geely’s Lynk & Co is one of the more interesting young automotive brands, with an approach to sales and marketing that more closely resembles modern gadget and lifestyle brand go-to-market strategy than traditional automaker sales. The Lynk & Co 01 SUV, designed to sit somewhere between Geely’s line on one end and Volvo’s vehicles on the other, debuted last year; now the company is revealing its 02, a more compact crossover SUV, again designed with mobility, connectivity, and the potential for shared use in mind.

The 02 was designed and engineered in Sweden, Lynk & Co says, by a team of international talent. It has a sportier look and feel when compared to the 01, but also clearly shares design traits with the original Lynk & CO. vehicle. The car is intended to capitalize on the rapidly growing crossover SUV model, which is particularly strong in Europe, where Lynk & Co is also finally revealing its market rollout plans after initially kicking off sales in China in 2017.

Lynk & Co will aim to start European sales of its vehicles in 2020, and will skip the traditional dealer model to launch what it’s calling “Offline Stores,” which sound in practice a lot like Tesla’s global showrooms: “Small, sociable brand boutiques in urban districts.” The automaker will also sell online via its Lynkco.com site, which is a trademark of its conception (again something seemingly derived from the Tesla playbook) and it’ll also have a rolling pop-up shop that can make visits to spots that won’t have a permanent Offline Store boutique.

Another bit of news from Lynk & Co this morning: They’re creating a design collaboration with online commerce platform Tictail. This will be a line of both clothing and home good that will be designed by Tictail’s designer community and sold via its platform, and it’s going to be called “The City Dweller Series.” It’s a bit heavyhanded, but it fits overall with Lynk & Co’s strategy of positioning itself as the brand of connected young professionals.

The vastness that makes the Amazon rainforest so diverse and fertile also makes it extremely difficult to protect. Rainforest Connection is a project started back in 2014 that used solar-powered second-hand phones as listening stations that could alert authorities to sounds of illegal logging. And applying machine learning has supercharged the network’s capabilities.

The original idea is still in play: modern smartphones are powerful and versatile tools, and work well as wireless sound detectors. But as founder Topher White explained in an interview, the approach is limited to what you can get the phones to detect.

Originally, he said, the phones just listened for certain harmonics indicating, for example, a chainsaw. But bringing machine learning into the mix wrings much more out of the audio stream.

“Now we’re talking about detecting species, gunshots, voices, things that are more subtle,” he said. “And these models can improve over time. We can go back into years of recordings to figure out what patterns we can pull out of this. We’re turning this into a big data problem.”

White said he realized early on that the phones couldn’t do that kind of calculation, though — even if their efficiency-focused CPUs could do it, the effort would probably drain the battery. So he began working with Google’s TensorFlow platform to perform the training and integration of new data in the cloud.

Google also helped produce a nice little documentary about one situation where Guardians could help native populations deter loggers and poachers:

That’s in the Amazon, obviously, but Rainforest Connection has also set up stations in Cameroon and Sumatra, with others on the way.

Machine learning models are particularly good at finding patterns in noisy data that sound logical but defy easy identification through other means.

For instance, White said, “We should be able to detect animals that don’t make sounds. Jaguars might not always be vocalizing, but the animals around them are, birds and things.” The presence of a big cat then, might be easier to detect by listening for alarmed bird calls than for its near-silent movement through the forest.

The listening stations can be placed as far as 25 kilometers (about 15 miles) from the nearest cell tower. And because a device can detect chainsaws a kilometer away and some species half a kilometer away, it’s not like they need to be on every tree.

But, as you may know, the Amazon is rather a big forest. He wants more people to get involved, especially students. White partnered with Google to launch a pilot program where kids can build their own “Guardian,” as the augmented phone kits are called. When I talked with him it was moments before one such workshop in LA.

“We’ve already done three schools and I think a couple hundred students, plus three more in about half an hour,” he told me. “And all these devices will be deployed in the Amazon over the next three weeks. On Earth day they’ll be able to see them, and download the app to stream the sounds. It’s to show these kids that what they do can have an immediate effect.”

“An important part is making it inclusive, proving these things can be built by anyone in the world, and showing how anyone can access the data and do something cool with it. You don’t need to be a data scientist to do it,” he continued.

Getting more people involved is the key to the project, and to that end Rainforest Connection is working on a few new tricks. One is an app you’ll be able to download this summer “where people can put their phone on their windowsill and get alerts when there’s a species in the back yard.”

The other is a more public API; currently only partners like companies and researchers can access it. But with a little help, all the streams from the many online Guardians will be available for anyone to listen to, monitor and analyze. But that’s all contingent on having money.

“If we want to keep this program going, we need to find some funding,” White said. “We’re looking at grants and at corporate sponsorship — it’s a great way to get kids involved too, in both technology and ecology.”

Donations help, but partnerships with hardware makers and local businesses are more valuable. Want to join up? You can get at Rainforest Connection here.

Nissan is hoping to achieve a target of selling 1 million electrified vehicles across its portfolio by its fiscal 2022, the automaker announced today. The target is part of its overarching strategic mid-term plan leading up to 2022. To be included in the sales total, models sold by Nissan need to either be pure electric or e-POWER vehicles (Nissan’s hybrid system that delivers the performance benefits of a fully electric powertrain with the range and refuelling benefits of an internal combustion engine).

The overall strategy to help get Nissan to that milestone also includes the release of eight new purely electric vehicle, to follow the LEAF, and a multi brand launch of EVs specific to China. There’s also a new electric mini-car coming to Japan, and a plan to electrify all new Infiniti vehicles by 2021.

Alongside its EV targets, Nissan is also looking to build out its autonomous driving portfolio, with specific goals to ramp up its ProPILOT advanced driver assistance system sales by 2022. Nissan says it’s also aiming to sell 1 million models per year equipped with ProPILOT (which is similar to Tesla’s Autopilot) by that time. ProPILOT should grow more capable, too, with automated multilane driving and destination picking hopefully rolling out in the next couple of years.

Despite being a necessity for life, clean, drinkable water can be extremely hard to come by in some places where war has destroyed infrastructure or climate change has dried up rivers and aquifers. The Water Abundance XPRIZE is up for grabs to teams that can suck fresh water straight out of the air, and it just announced its five finalists.

The requirements for the program are steep enough to sound almost like science fiction: the device must extract “a minimum of 2,000 liters of water per day from the atmosphere using 100 percent renewable energy, at a cost of no more than 2 cents per liter.” Is that even possible?!

For a million bucks, people will try anything. But only five teams have made it to the finals, taking equal shares of a $250,000 “milestone prize” to further their work. There isn’t a lot of technical info on them yet, but here they are, in alphabetical order:

Hydro Harvest: This Australian team based out of the University of Newcastle is “going back to basics,” probably smart if you want to keep costs down. The team has worked together before on an emission-free engine that turns waste heat into electricity.

JMCC Wing: This Hawaiian team’s leader has been working on solar and wind power for many years, so it’s no surprise their solution involves the “marriage” of a super-high-efficiency, scalable wind energy harvester with a commercial water condenser. The bigger the generator, the cheaper the energy.

Skydra: Very little information is available for this Chicago team, except that they have created “a hybrid solution that utilizes both natural and engineered systems.”

The Veragon & Thinair: Alphabetically this collaboration comes on both sides of U, but I’m putting it here. U.K. collaboration has developed a material that “rapidly enhances the process of water condensation,” and are planning not only to produce fresh water but also to pack it with minerals.

Uravu: Out of Hyderabad in India, this team is also going back to basics with a solar-powered solution that doesn’t appear to actually use solar cells — the rays of the sun and design of the device do it all. The water probably comes out pretty warm, though.

The first round of testing took place in January, and round 2 comes in July, at which point the teams’ business plans are also due. In August there should be an announcement of the $1 million grand prize winner. Good luck to all involved and regardless of who takes home the prize, here’s hoping this tech gets deployed to good purpose where it’s needed.

Ford detailed a bunch of its roadmap for the next few years at a special media event today, and one of the key takeaways is that it’s going all-in on hybrids with its SUV lineup. Ford estimates that SUVs could make up as much as half the entire U.S. industry retail market by 2020, and that’s why it’s shifting $7 billion in investment capital from its cars business over to the SUV segment. By 2020, Ford also aims to have high-performance SUVs in market, including five with hybrid powertrains and one fully battery electric model.

These will include brand new versions of the Ford Escape and Ford Explorer that are coming next year, and two entirely new off-road SUVs, including a new Bronco, and a small SUV that has yet to be named. There’s also that “performance battery electric utility” that will make up part of its overall SUV lineup, which is set for a 2020 release and will spearhead a plan to release six electric vehicle models by 2022.

With this big hybrid push on the SUV side, Ford expects to go from second to first-place in the U.S. hybrid vehicles market by sales, surpassing current leader Toyota by 2021, thanks also to the forthcoming hybrid Mustang and F-150.

Automaker Volkswagen’s ramping up for its big EV push, with $25 billion in committed battery supplies and plans to outfit 16 factories to build electric cars by the end of 2022, up from three with that capacity in the VW stable right now.

Thus far, Volkswagen’s focus is on battery suppliers in Europe and China, its two largest markets, and likely the two that will be most important for battery electric vehicle production for the next decade. The automaker still intends to lock down a North American battery supplier deal shortly, however, according to Bloomberg, and ultimately intends to buy about $60 billion in batteries for EVs in total, with a goal of producing as many as 3 million electric cars per year by 2025.

Volkswagen is gearing up to launch its MEB platform, which will prove the base of its I.D. line of electric cars, as well as the underpinning of electric models from other brands in the larger Volkswagen Group. The MEB platform is designed to be relatively fixed in its configuration, so that it can be produced at scale affordably with little customization model to model, but also allowing for designs ranging from light compacts, to sedans and SUVs to be built on top.

Tesla’s Model 3 is making progress heading out to customers (though not as much as either Tesla or those on the waiting list would like) and as a result, we got a chance to spend some time in one of the new production models that just rolled off the line. The Model 3 is a much more affordable car from Tesla than either its Model S or Model X, and it hopes to one day achieve true mass market success.

Tesla managed to amass somewhere around 500,000 pre-orders for the car, so it’s definitely a hotly anticipated item. This is the kind of enthusiasm generally reserved not for vehicles, but for high demand consumer electronics. Make no mistake, however: The Model 3 is a car first, and a gadget second, and probably the most fun you can buy on four wheels on real roads at this price point.

As equipped, the Model 3 we test drove had a retail price of around $57,500, which includes all the upgrade options, Autopilot and longer driving range thanks to an enhanced battery pack. It also includes a panorama-style all glass roof and leather-appointed seating. For the time being, the extended range option is the only choice for new Model 3 buyers (the basic model will be available once there’s more production volume), so at the very least your starting price is going to be $44,000 for now.

That puts the car in a class with other entry level luxury vehicles like the BMW 530e hybrid, for instance, so it’s not exactly an ‘affordable’ car in the traditional sense. But it’s still potentially going to be able to net you some tax incentives, and it’s about half the price of a similarly appointed Model S or Model X.

And while driving the Model S and Model X is definitely a different experience, there’s a lot more similarity between driving one of those and driving the Model 3 than you might expect.

The all-electric rear-wheel drive powertrain, which provides instant acceleration that feels like more power than you have any right to expect from this kind of car. To me, its acceleration felt more manageable than the truly awesome amount of power present on the Tesla Model X P100D I tested out last month – but still truly thrilling measured on any scale.

In fact, the most fun I had with the Model 3 while testing the car was in driving it up and down a windy road with a few clear straightaways in a sleepy Northern California rural town. The roadway was empty save for me and the Model 3, and I got the chance to see how it did getting up to 60 from a stop start, and how it handles those curves. Bottom line: It’s quick to achieve speed, and it hugs the road like it’s glued to the thing (the bottom-heavy design thanks to the battery pack helps), so you can really take the corners in stride.

On the highway, the quick acceleration helps when you’re dealing with tricky merges, and of course the Model 3 has Autopilot on board, which works just as it does in other vehicles in Tesla’s lineup. It’s a godsend in California traffic, and likely just as effective anywhere you’re stuck with stop-and-go freeway or highway driving.

Driving is where the Tesla Model 3 excels the most, which is why I wanted to lead with that in this review – this is a driver’s car, built not just for people who know they love to drive, but also for people who might not be aware of how much fun it can be, especially if you’ve never had the pleasure of using a vehicle with an electric powertrain before. Cars including the BMW i3, the Chevrolet Bolt, the Tesla Model S and Model X, and now the Model 3 have all ruined me for internal combustion engine cars: One you’ve gone electric, you can’t really go back.

The Model 3 also does as much as possible to draw focus to the driving experience. In large part, this is due to the spare cockpit design, which moves all instrumentation and information display to the single, 16-inch touchscreen panel mounted in the center of the dash. This screen is occupied on the left third by key information relevant to the driver (and indeed sits just in your peripheral view while looking straight out the windshield) and the remaining two-thirds is taken up by information display about routing, media, car settings and more.

It’s a bit of a mixed blessing in terms of a vehicle interface: On the one hand, it’s terrific to have an unobstructed view of the road – it’s as pure as driving experience as rolling down the track in the soapbox derby car of your youth, and it really leaves you feeling connected to the road itself. The effect is aided by the lack of any obvious vents, since the dash has one full-length break that handles all of the air circulation by pitting two air foils against one another to direct air very precisely where you want it to go.

The steering wheel is still there, of course, and it features a stock-mounted lever for putting the car into drive, reverse and park, and for controlling Autopilot if enabled. The wheel also has two multipurpose, multidirectional controllers both right and left of center. The left controls volume and track skipping, as well as play/pause for media by default. The right doesn’t do anything by default right now, but Tesla is considering using it for managing speed when Autopilot is engaged (currently handled via touchscreen).

Those two controls are contextually variable, so they can control the angle of your rear view mirrors when you’re adjusting those via the center screen, for instance. Tesla left them unlabeled by design because they wanted them to be flexible, and in general it seems like a good idea, if it still needs a bit of working out in terms of how it works in practice.

The Model 3’s biggest weakness, overall, is the touchscreen interface. It’s actually an excellent touchscreen, with very responsive scrolling and touch detection, smooth animations and zero missed taps during my usage. The problem is that there’s a lot to wade through to find just what you’re looking for, and it doesn’t do enough to simplify and declutter the experience for use specifically while driving.

I actually got used to a lot of the system’s quirks quicker than I thought I would, but it’s still definitely something where I would’ve appreciated a few physical controls for specific functions, including windshield wipers, even if it spoiled the cockpit’s otherwise excellent minimalist design.

That’s actually the only real issue I had with the Model 3 during testing, and it was not negative enough that it would prevent me from buying one of these, were I in the market for a new car, with available funds and availability of stock on Tesla’s end. This is easily the most fun car I’ve driven in this price range that I can recall, and while occasionally clunky, the touchscreen didn’t impede my enjoyment or my ability to drive the vehicle safely at any time during testing.

Other reviewers have noted some problems with body panel fit and finish on their review cars; Tesla said mine was freshly entered into the press fleet, so that might be why I didn’t notice any of said problems, but I genuinely didn’t see any of those flaws even if they existed. Tesla’s biggest issue with this vehicle is that it can’t make enough to come anywhere close to satisfying demand. The Model 3 is finally in more showrooms across the country, but it’s still going to take a while to satisfy existing orders, let alone to begin filling new ones.

The bottom line is that if you need a car in the next few years or so but you’re happy to wait (potentially) that long, it might be worth putting up a down payment to save your spot in line. The Model 3 is a solid piece of eccentric joy in a market filled with staid and boring choices.

Tesla is putting its new electric Semi to work, with its first run as a “production” vehicle — for a familiar client. Tesla itself is the customer, as the trucks were equipped with trailers loaded up with battery packs fresh from the Gigafactory assembly line, heading to the Tesla Fremont car factory in California.

Elon Musk shared an image of the trucks at work, with both the matte black version and the silver one with the aero hood, which presumably are the same they showed off at the official unveil (they’re the same color, at least). The trucks had full-size trailers attached, which is not what they’ve been equipped with during previous sightings.

The trip from the Gigafactory to the Fremont factory is around a four-and-a-half hour journey, covering around 260 to 270 miles. It’s not exactly a long haul, but it could be something that’s still very useful to a large number of customers, and it’s a trip that Tesla itself has to make regularly with its own transport fleet for this very purpose.

Tesla calls this a “production” run, but its target for actually producing these still seems to be 2019, with a likely delivery time frame more like 2020. Still, this cargo run should provide valuable info to the company as it moves ahead, especially now that it has a sizable backlog of customer pre-orders to deal with.

Renault’s EZ-GO is less concept car than a full transportation service concept design. The vehicle revealed at the Geneva Motor Show this week is a fully autonomous electric car that can’t travel fast, but that does fit as many as six passengers through a big, almost garage-like door that opens up to load people and goods easily.

The EZ-GO is designed for use in urban transportation scenarios, getting people around smoothly while managing the driving itself. The concept car is designed to be able to navigate city spaces more effectively with full four-wheel steering, and it’s intended to wrk on a shared service platform, through which you hail it to your location. You can also pick one up at designated stations, so it’s a bit like a cross between an Uber and a bus.

Passengers can actually stand up inside the cabin and walk out at full height thanks to the high-rise door, and there are windows all around giving you a pretty unencumbered view inside the car. It’s designed as a shared use asset, so the idea was to make it a community vehicle in all regards.

Basically, the EZ-GO is a vision of what a transportation system might look like in the future when urban residents are looking to fill in the gaps between public transit, taxis, Ubers and personal vehicles. The hope for the price point of rides in the car is to get it to above public transit but well below private hire vehicles.

It’s definitely a priority for cities to do more shared use vehicles, but getting there, and getting users comfortable with the idea, will still take some work. Renault still hopes to make this car a reality on roads by 2022, or some version that incorporates the basic principles of the concept they showed today.