Visiting Las Vegas NM

 

Hotel Castaneda - a mission style Harvey House built in 1898

We travelled portions of the Santa Fe Trail.  Along the route we stopped at Las Vegas NM. It is the county seat of San Miguel County, New Mexico. Las Vegas was established in 1835 and prospered as a stop on the Santa Fe Trail. The Atchison, Topeka and Santa Fe Railroad arrived at Las Vegas from the North on July 4, 1879. During the railroad era Las Vegas boomed, quickly becoming one of the largest cities in the American Southwest. Turn-of-the-century Las Vegas featured all the modern amenities, including an electric street railway, the "Duncan Opera House" at the northeast corner of 6th Street and Douglas Avenue, a Carnegie library, the Castañeda Hotel (a major Harvey House)...... [per Wikipedia]. 

Click for:  Harvey Houses in the old west

Hotel Castaneda

G at Hotel Castaneda

The train rolls right past the hotel and the station is next door.  This is an Amtrak station on the Southwest Chief route. 

Amtrak Station as viewed from the Castaneda Hotel

Las Vegas has numerous historic structures (mostly railroad-era houses and commercial buildings), with over 900 listed on the National Register of Historic Places. 

We were unable to visit The City of Las Vegas Museum & Rough Rider Memorial on Grand Avenue. It was dedicated in 1940, is free and open to the public. It houses a memorial collection of artifacts, archives and photographs from the Rough Riders and mementos about the 1898 Cuban Campaign of the Spanish–American War, with information on over 200 members of the original regiment, RRR Association documents, etc. "The museum illuminates the history of Las Vegas, its connection to the Rough Riders, the Santa Fe Trail and the development of New Mexico. It features collections of local Native American pottery, household items, costumes, ranching and farming equipment, agricultural and mercantile operations, and home life." [Wikipedia]. 

Click for:  Rough-rider-museum

The museum also has a YouTube Channel:    Rough Rider Museum YouTube Channel

At the corner of Grand and Douglas

The El Fidel Hotel

Continuing on to Colorado.............

(c) N. Retzke 2022

LT Organic Farm Waukee, IA

 

On our most recent trek, we made a stop in Waukee, IA.  While on an earlier trek we noticed the L.T. Organic Farm Restaurant and decided we wanted to stop in the future.  This was the opportunity for a late lunch.

It is a bit early in the season for the farm, but the restaurant was functioning.

G at LT Organic Restaurant

Serving

Our server explained the functioning of the farm and restaurant, their philosophy about food and also explained the meal.

It was delicious and G said it was the best meal of the trek.  We ordered a cheesecake portion "to go". 

For more about this establishment, visit their website.

Click for:  LT Organic Farm and Restaurant

The restaurant has interesting murals.  Here are two:

"Stress is good for immune health"

(C) N. Retzke 2022

What a difference a year makes

 

2,000 mile trek

We completed a 2,015 mile trek.  We left the cactus flowers behind, encountered snow and deer in the Raton Pass at 7,834 feet elevation.  I'll post some additional photos in a later blog entry.

Cactus Flower - Tucson

On to Trinidad, CO where we encountered more snow and deer attempting to cross the interstate! I took over driving at the Trinidad lookout point.

Scenic stop, Trinidad, CO

"Colorful Colorado" includes the guard rails.

Colorful Colorado - Trinidad

Early Morning - at Lake Michigan

Early Sunworshippers at Warren Dunes State Park

Observations

It seems that because of higher gasoline prices, some trekkers are hunkering down.  Some of the campgrounds were very full.  We made reservations and were never turned away. Some people exhibited keen interest in our Roadtrek 210P.  I had to inform them that this model is no longer manufactured.  However, there are used Chevy based Roadtreks available:

Roadtrek International Chapter FMCA "For Sale"

One year later, gas prices are significantly higher.  Last year this trek cost us $371.02 for gasoline.  In 2022 the gas cost for the same trek is $529.80. 

That's the equivalent of dropping from 15.54 MPG for this trip to 10.88 MPG.  We encountered some disgruntled people on the trek.  I don't understand.  About 51% of the voters decided to elect a guy with mush for brains.  Why should the other 49% be upset?  Oh, it was different when Trump was elected and the other minority created a Russian hoax and attempted to impeach him.  LOL. 

This morning at breakfast, the gentleman at the table next to us was wearing this hat.  There are some really angry people out there.  I'd say, it might be prudent to remove those "Biden-Harris" bumper stickers.  But as the saying goes "You can't fix stupid":

Demanding Reparations from Biden Voters

We arrived in Michigan and the nighttime temperature was 45F and it rained and rained!  We aren't in Arizona anymore, Toto!  We pulled out the electric blanket and turned on the heat.

The sun did come out and the prediction for today was a high of 90F.  LOL.  In fact, prior to leaving AZ, the "heat index" in DuPage County, IL was 104F.  Actually less comfortable than Arizona.

Today the forecast has been revised: high of 70F and sunny.  Tomorrow 83F, sunny and partly cloudy. Low tonight 60F.  

Trip Summary:

• Average gas price, per gallon: $4.37
• Highest gasoline price, per gallon: $5.049
• Lowest gasoline price, per gallon: $3.969 at Alda, NE.
• Total Miles: 2,015.
• Trip: 15.54 MPG (see Notes 1 and 2).
• Peak speed: 80MPH (short downhill stretch)
• Interstate speeds: 65-75 MPH (we did whatever prevailing traffic was doing).

Note:  

1. I used 88 Octane for 700 miles.  This probably contributed to enhanced mileage; it is well known that ethanol in gasoline reduces the MPG.  I did this because there are portions out west where one can choose 86 or 88 octane.  87 is recommended for the Chevy 6.8L engine so I bumped up to 88. Alternately, I could have alternated 86 and 88 at fill-ups. That would have blended to 87 octane in the tank.
2. Here's an older chart based upon U.S. Department of Energy data. It provides a rough idea of the drop in fuel efficiency at higher speeds. My highway speed is usually about 70 MPH (lower in 65 MPH speed zones, etc.).  I do my best to minimize idle time, which simply wastes fuel:

(c) N. Retzke 2022

Solar and Potential Savings in a Class B RV

 

Financial benefits of solar on a 210P

Is there a financial incentive? At the AZ resort, electricity is $13.00 basic service charge monthly + $0.07612 for the first 500kWh, then $0.09337 for each kWh in the range 501-1000. To this are added Arizona assessments, environmental compliance charges, a utility ‘power supply’ charge, a PPFAC charge and taxes.  Typical energy charges adding all of these is about $0.1495 per kWh.

I’ve monitored the AC power used to simply power the coach, keep the AGM batteries charged and a vent fan running. The cost for that amount of electricity is about $51.67 each month.  Using solar and a good battery may reduce my 120VAC power bill by about $310 each season in AZ. If the batteries run well for 7 years, that’s a possible $2,170 in electric bills I won’t pay. 

The other six months of the year, at our “lily pad” in MI the cost per kWh is currently $0.14. That’s a cost of $290.30 to charge batteries, power the 12VDC coach, etc. for six months.  

Add the possible AZ and MI savings, and I may save $600.30 each year, or $4,202 over the projected life span of the coach battery. 

These are approximate numbers taken with intermittent readings prior to replacing the AGM batteries with LiFePO4.

Of course, to this add any 120VAC consumed.  I don't have a "full-solar" installation. At present the Tripp-lite charger/inverter is "Off" and I use AC for the Cool-Cat air conditioner/heat pump, the refrigerator 120V heater and microwave/convection oven. 

If more solar were available, I could probably run the refrigerator off 12VDC during daylight hours, increasing the savings from solar. However, "full solar" existence isn't practical in my opinion.  The Cool-Cat heat pump requires 1,227 watts when the compressor is running and cooling.  To that add electricity for the refrigerator, etc. as well as battery charging current to be stored for overnight use.  I'd need a lot of batteries and a lot of solar panels.  The roof of the 210P has space for at most 200W of panels.  I can add portable panels to the capacity of the controller and more batteries but living off the grid is not my goal.

Why? I won't park a Roadtrek in full sun in Arizona when the ambient reaches 100F in the shade. That's a recipe for a human BBQ.  

This season a couple moved into the resort after a trial at boondocking in nearby Quartzite.  Their several months-long experiment occurred with peak temperatures only about 80F.  They related their experienced and told us that they made the decision to get a site in the resort. They decided the resort fees were worth it as this provided unlimited running water, sufficient power for air conditioning, easy tank dump, etc.  Oh, and a bar & grill, swimming pools and internet access, too. 

Measuring AC Power consumed

I have two methods. One is the Power Protection Device at the 30A connector.  It includes an ammeter display. It is useful for roughly monitoring the amperes being consumed @ 120VAC.

AC Amperes with Cool-Cat AC running, Tripp-lite charging, refrigerator on AC

The other device I use is a Kill-a-Watt meter.  This can be used to determine the amperes and watts consumed on 120VAC circuits, or for individual appliances.  It is accurate and precise. It allows a variety of measurements and price calculations at any entered cost per kW. It will calculate the power consumed at any entered price per KWh and it will totalize this cost.  Here's an example of an instantaneous ammeter reading:

Kill-a-Watt indicates Coach 120VAC at 10.23A. Measurement 
with Cool-Cat air conditioner running, Tripp-lite not charging and
minimal appliances powered up

Measuring the Solar Power Available

The MPPT controller has calculations and historical data available. Data is accumulated and stored monthly. Some of the statistics available:

• Power generated
• Charge Ah same day
• Max charge power
• Max battery volt
• Running days total
• Battery full charge times
• Battery charge Ah total
• Generation amount kWh

Initial Observation

How is the LiFePO4 battery and charger doing?  So far, very well. I keep the coach powered up on solar with the vent fan running. The Tripp-Lite charger/inverter not being used. This is an experiment.  Every day the coach battery is fully recharged after a few hours in the morning sun.  Of course, this is AZ with a lot of sun.  On the other hand, this is a small 50W solar panel which is showing its age. Power output has decreased and peaks at about 85% of rated. 

It is premature to call this a success, or the LiFePO4 battery superior to the AGM batteries. For one thing, this trial has been a little over a month in duration and we are stationary. For another, I did install the coach battery in the outside compartment. It is a well-known fact that the battery management system (BMS) of a LiFePO4 battery will not allow it to be charged if the battery temperature falls below 32F. G and I have trekked and camped overnight in temperatures as low as 5F. As a consequence I did install low-wattage 12VDC and 120VAC compartment heaters.  We’ll see how that works. 

There are some LiFePO4 batteries which incorporate 12VDC heaters in the battery.  I could have chosen this type.  However, I am concerned about how much energy those heaters may use when off the grid or while the Roadtrek is stored in cold weather and not plugged into shore power. I decided two 12VDC and a 120VAC heater and solar power were a better solution, in my circumstances.  I also installed an automatic low-voltage disconnect for the battery.  The BMS will disconnect and prevent the battery from completely discharging, but LiFePO4 batteries are best disconnected at a higher voltage threshold if maximum cycles and life are to be achieved. Ergo the automatic disconnect. 

Increasing the solar Available

My plans will increase the amount of solar for the Roadtrek.  There are limitations because of the available roof space.  I have no such limitations in AZ under the shelter, so I can add even more kW on my shelter roof. 

Background Information

It was time to replace the coach batteries in my 2013 210P.  I attended the FMCA Convention in Tucson in March, and I used that opportunity to visit with battery suppliers and manufacturers in the exhibit hall. There was a battery seminar scheduled, but an issue prevented the presenter from being there so that seminar was cancelled.

I had to choose:  AGMs or LiFePO4. To assist in making that choice I wanted to review the latest technology and I didn’t want to overspend on Lithium-ion if I went that route.

My Roadtrek is relatively new, but the first set of AGM batteries were ruined when the Roadtrek control panel “Inverter OFF-ON” switch failed to open when I put it in the “OFF” position.  Sitting in storage in that condition for a couple of weeks completely depleted the AGM batteries, ruining them. After that experience I turned off the inverter function when I store the Roadtrek.  I did this by changing the Tripp-lite mode switch to “Charge Only”.

When the first set of AGM batteries failed I replaced them with similar batteries and installed a 50W solar panel and 180W desulfating solar controller to keep them charged.

LiFePO4 Today

LiFePO4 technology continues to evolve. I’m currently aware of two different cell construction techniques. I investigated different constructions and manufacturers.

Prices for a 100Ah battery range from about $350 to $950 each, plus shipping and tax.  Why is that?  There are differing cell qualities.  There may also be large mark-ups by some sellers.  I determined that there is no standard for determining cell quality in China, where many or most of the “internals” in these batteries are manufactured.  As a consequence, it is important to purchase from a reputable manufacturer. It is possible to overpay, if one assumes the higher the price the better the quality.  On the other hand, there is a lower price threshold below which it would be better to avoid.

A Decision in favor of LiFePO4

I continued my research and decided upon a  LiFePO4 battery from a quality manufacturer.  Delivered and with state sales tax the price was   $624.93.  It arrived on April 1, 2022.

I'll run some of the solar numbers later in this post. However, I concluded the LiFePO4 would be more reliable and therefore more likely to achieve the solar performance I wanted.  Solar panels are only a  portion of the system.  Energy storage is also very important.

The was shipped 30% charged, which is normal for this manufacturer.  I promptly charged it using a 10A charger which was compatible with the specifications for this Lithium-ion battery.

A new MPPT solar controller

I had determined that my solar controller with a de-sulfating mode was not ideal for the Lithium-Ion battery. It was ideal for AGM batteries.  I replaced the solar controller with an MPPT type; it had a user mode with custom settings which were ideal per the battery manufacturer’s specification.  I installed that, entered the proper settings and have since allowed it to charge the coach battery and run basic appliances off the grid (lights, fan, etc.).  I’m satisfied with the initial performance.

I’m currently in southwest Arizona with the Roadtrek on my winter site. It is parked under a shelter, which is why I used a portable solar panel. The panel is currently on the shelter roof. The ambient may be 60F at night but can reach 90F during the day. We do get some morning sun loading in the front of the Roadtrek. I run the vent fan most of the day unless I am using the Cool-Cat heat pump/AC.

(c) N. Retzke 2022

Springtime in the Desert

 

Saguaro Cactus in Bloom - Saguaro National Park

With the arrival of 85F daytime peaks, or higher, the desert is blooming.  Birds are also mating and so there are a lot of activity.  I think the best times for wildlife viewing are at dawn or shortly thereafter.

Early morning the air is cool at 60F and the wildlife activity for the day is just beginning.  We see doves, raptors, woodpeckers and a variety of smaller birds in the National Park.  The larger birds pick a saguaro to perch on, while the smaller perch in Palo Verde's and shrubs.

On the other hand, the pollen count is quite high as Palo Verde's and a variety of shrubs and cacti are in bloom.

In the area, on the ground we see rabbits, lizards, and occasionally coyote and javelinas.  These generally avoid humans, so to see them one must be alert and stealthy. 

There is also a lot in bloom at the resort, and hummingbirds, too!

G and blooms in the resort

(c) N. Retzke 2022

Solar Installation

 

Solar Panels don't work when the Roadtrek is under cover.

Solar system upgrade

Shortly after I purchased the Roadtrek I installed a portable solar panel and controller.  I decided to use a portable panel because when camping in the summer I prefer a shady location.  Solar panels don't work well in full shade, but the Roadtrek is far more comfortable when parked that way. 

I installed the panel to keep the coach batteries charged when off the grid and in particular when storing the Roadtrek.  Our boondocking experiences are short, so I don't need a lot of solar energy, preferring the Onan generator to run the AC appliances and Cool Cat heat pump.

Our winter "lily pad" is in Arizona and it can get quite warm, even in winter.  Particularly if we are parked in full sun.  When at the site in the photo above, the solar panel is on the roof overhead and so it is providing electricity most of the day, while the Roadtrek is in the shade.

When we are camping and park in the shade, the interior of the Roadtrek is generally whatever the ambient temperature is.  If it is 78F, then the interior is 78F because we ventilate it. Of course, when trekking full shade is not always available.  So, we are sometimes in partial shade and at other times in full sun.  The benefits of rooftop solar is reduced because of the shade. Ergo the portable solar panel.

An opportunity for change

In recent years the quality of flexible Monocrystalline solar panels, their price and warranties have improved. We also have the benefit of the experiences of early adaptors who have experimented with a variety of mounting approaches and panels.

When I decided to replace the AGM coach batteries with Lithium-ion LiFePO4, I also had the opportunity for other improvements which included expanding the solar systems.

Of course, one of the challenges of a Class B is living with the space limitations of the interior and exterior compartments.  I wasn't willing to use a lot of interior real estate to house batteries, the solar controller, wiring and etc. 

Ultimately, I decided to mount the LiFePO4 battery in the outside compartment, install 12VDC and 120VAC heaters to warm the battery when the compartment temperature falls below 40F.  I mounted the components and routed the wiring via a variety of nooks and crannies. 

I've posted recently about the selection process and heaters, so I won't repeat that here.  This post will focus on some of the other installation details.

Currently, the Roadtrek is under a shelter with limited space above. Furthermore, it was 96F yesterday, and today it is a balmy 91F in the shade.  In this weather I won't be mounting the rooftop solar until we get to our lily pad in Michigan.

Instead, I concentrated on installing everything to support the portable solar panel, with some preparation for the rooftop solar.

Solar wiring and controller

Solar MPPT Controller, battery voltage 13.3V

I reviewed the available locations, the paths for the wiring of the heaters, the availability of 120VAC and so on.  I decided to install the MPPT solar charge controller on available wall space adjacent to the TV in the rear of the coach. I installed a bulkhead fitting beneath the controller for plugging-in the portable solar panel. A second connector will be installed for the rooftop panel. There is also a 65A connector for the controller 12VDC output.  I want to easily disconnect the controller if necessary for maintenance purposes.

Bulkhead connector for solar panel wiring

A matching connector was installed in the exterior compartment. This is where I plug-in the portable solar panel. I included a MC4 adapter. What remained to do was to route the solar cables to connect these bulkheads. I did come up with an approach to simultaneously use both rooftop and portable panels, if that is desired to collect more solar energy.

Connector for portable solar panel

The solar cable was routed from the exterior compartment, into the coach electrical compartment at the rear of the Roadtrek, and from there into the compartment adjacent to the interior fresh water tank. It was terminated on a fuse and terminal block and from there it was routed behind the fabric panel to the armoire and to the interior electrical bulkhead.   I wanted to install a fuse and terminal blocks to provide access for future maintenance. 

Solar cable exiting exterior compartment and upward into coach electrical compartment

Portable solar panel cable in electrical compartment

I routed the solar panel wiring from the electrical compartment to the terminal blocks installed adjacent to the interior fresh water tank.  I removed the 12VDC wiring cover in the armoire. and pushed a solid 14AWG behind the fabric side panel, from the armoire to the fresh water tank compartment.  I then used that to fish very flexible 18AWG.   The 18AWG would be used to pull the solar cable through.

I soldered and taped the solar cables to the 18AWG so they could be pulled. Solder is a superior strength connection and smaller in diameter than a butt slice connector.  This approach was necessary because the wiring was a tight fit.

Solar cable prepared for pulling

To give myself sufficient space to grab the wires in the wall I temporarily removed the fresh water tank fill line and pulled the solar wire through.

  

Solar cable at fresh water tank

To do the pull I removed the wiring cover inside the armoire and disconnected the cable for the power seat, at the UP-DOWN switch. This permitted me to move that cable out of the way.

  

Power seat switch electrical connector in armoire

I then pulled the solar cable into the armoire and connected it to the bulkhead connector.

 

Solar cable into armoire.

    

Bulkhead cable connected to solar cable

   

Front of solar bulkhead connector on armoire below MPPT controller

The mid-point of the solar cables were terminated in the compartment adjacent to the interior fresh water tank. This for maintenance purposes, and I did install a fuse on the solar panel positive.

Solar terminated adjacent to interior fresh water tank

I then put the armoire interior wiring cover back in place. 

      

Interior of armoire

I terminated the12VDC power at the MPPT controller and powered it up. I then entered the necessary battery parameters.  Prior to connecting the MPPT controller to the bulkhead solar connector I plugged-in the solar panel and checked the polarity at the bulkhead connector. Satisfied it was proper I plugged in the solar cable at the controller.

Operational MPPT controller, 12VDC power and solar panel connected

     

Portable solar panel

  (c) 2022 N. Retzke

Notes:

1. This is not a how-to-do-it post.  I'm providing it as-is and it is not a recommendation or a procedure manual.
2. I'll be installing a rooftop panel when I'm at my summer lily pad location.