Manifesting a greener destiny

Earlier today my traveling companion Pete sent over a Tom Friedman piece that discusses the US Navy and Marines’ adoption of greener fuels. His forward inspired me to dig a little deeper:

Contributing to a broad federal government initiative to use 7.5% renewable energy by 2013, the Department of Defense has plans to increase the total use of renewable energy to 25% from renewable sources by 2025.

The DoD is the single largest energy user in the United States— responsible for nearly 80% of the government’s total use—consuming 1.2% of the total energy required in the country. The vast majority of the approximately 889 trillion BTUs that were consumed by the DoD in 2008 fueled aircraft, vehicles and ships.

Friedman reports that the Secretary of the Navy has set a goal for the Navy to use alternative energy sources to provide 50 percent of the energy for all its war-fighting ships, planes, vehicles and shore installations by 2020.

On April 22, Earth Day, the Navy flew a F/A-18 Super Hornet fighter jet powered by a 50-50 blend of conventional jet fuel and camelina aviation biofuel made from pressed mustard seeds. It flew at Mach 1.2 and has since been tested on biofuels at Mach 1.7 — without a hiccup…

In October, the Navy launched the U.S.S. Makin Island amphibious assault ship, which is propelled by a hybrid gas turbine/electric motor. On its maiden voyage from Mississippi to San Diego, said Mabus, it saved $2 million in fuel…

In addition, the Navy has tested its RCB-X combat boat on a 50-50 blend of algae and diesel, and it has tested its SH-60 helicopter on a similar biofuel blend.

When it comes to performance, Friedman notes that the Navy and Marines will use only “third generation” biofuels with enough energy density to kick forward operating troops into high gear.

Behind the lines the Army, Navy and Air Force have ordered thousands of battery-powered, electric cars and light trucks to provide on-base transport.

Another “E”-model: Porsche to release plug-in 918 Spyder

From http://www.csmonitor.com/Money/new-economy/2010/0728/Porsche-918-Spyder-will-come-with-an-electric-plug

On Wednesday, Porsche announced it would go ahead with development of a plug-in Porsche 918 Spyder to be built in Germany. The car will be based on the 500-horsepower V8 concept car Porsche showed off at the Geneva Motor Show this spring.

Using its combustion engine and electric motor in racing mode, that two-seater, midengine Spyder had a top speed of 198 miles per hour and could go 0 to 60 in under 3.2 seconds. In economy driving mode, it was capable of 113 miles to the gallon.

The company said it decided to move forward with development because of the “overwhelming response” to its concept car.

The new plug-in Spyder will be built in a limited edition, reflecting the expectation that, while it’s a very flashy car, it will be too expensive for the masses.

The Future of Electric Vehicles in NYC

July 2010

By Sam Lissner and Peter Rose

Hybrids like the Toyota Prius have sold well in the tri-state area, but plug-in electric vehicles (EVs) are only beginning to hit local showrooms. In the coming months automakers will unveil a new generation of electric cars that are specifically designed to eliminate oil-dependence and tailpipe pollution. With Nissan, Chevrolet, BMW, Tesla, Ford and Mitsubishi preparing to release their EV models, consumers in the tri-state area will soon find themselves with competitively-priced options to go electric and good reason to do so. But despite the many benefits of purchasing an electric car, the City of New York needs to incentivize investment in charging infrastructure before electricity can be a practical alternative to gasoline.

PlaNYC 2030, Mayor Michael Bloomberg’s sustainability plan for New York City, reported that transportation accounts for 22 percent of the city’s greenhouse gas emissions. As part of his plan to reduce citywide GHG emissions by 30 percent, the Mayor has set a goal of reducing transportation-related emissions 50 percent by 2030. In addition to phasing in hybrid busses and taxis, Bloomberg has cited the significant role that non-polluting EVs can play to limit future emissions. A “well-to-wheels” emissions study commissioned by the Mayor’s Office found that conventional gas vehicles emit three times as much CO2 per mile than EVs that are powered by the NYC grid (40 of local electricity is generated by nuclear and hydroelectric power plants). Because of the New York State Renewable Portfolio Standard (RPS), a state initiative to increase local production of renewable energy, electric vehicles will be increasingly powered by clean sources of electricity.

Despite the benefits of electrified transportation, it will be impractical to own and drive an electric car in New York City until carmakers and city officials address the range problem. Gas stations offer quick fueling service and flexibility to drivers of traditional automobiles. By contrast, the range of an electric vehicle is limited to the energy that can be stored in its battery. Technologies are improving, but today’s most advanced battery packs only store enough energy to fuel about 100 miles of driving, and require 3 to 6 hours to fully charge. Although a 100 percent charged battery should be enough to fuel most people’s daily driving, the range problem makes long trips unfeasible, and could be a game changer for suburban commuters whose drive times depend on unpredictable traffic.

Most homes are already equipped with outlets that will work perfectly for plugging in overnight, but charging an EV would currently be impossible for the 55 percent of New Yorkers without guaranteed parking spots, and for millions of suburban drivers who would need to charge their EVs during the workday. To help consumers realize the benefits of switching to electric vehicles, local utilities and municipalities will need to deploy infrastructure that enables drivers to charge their cars on-the-go.

It is vital that local leaders incentivize investment in smart meters and electric charging infrastructure across the tri-state area, but especially in New York City parking garages. In Vancouver, for example, policymakers updated a building code that requires 20 percent of new parking be equipped with outlets or charge points, and that electrical rooms be large enough to handle hardware upgrades that would to provide charging at all of the spots. A similar program in New York City would ensure that new development is EV-friendly. The City could also provide financing to help landowners upgrade their existing parking spaces to charge EVs. Mayor Bloomberg’s study concluded that wiring a commercial parking spot for EV charging costs between $2000 and $3500, which could be offset by a range of financial incentives including loan guarantees, tax breaks and small grants for EV infrastructure upgrades.

Although outlets in parking lots would make operating an electric car more viable for short range driving, they would not allow EV owners to take long uninterrupted trips. New Yorkers en route to Long Island for a weekend or holiday would never be amenable to stopping for hours of battery charging. To accommodate trips that are longer than 100 miles, municipal leaders would have to adopt one of the technologies that has been developed to solve the range problem. Better Place, an electric vehicles service company in Palo Alto, has developed robotic battery-swap stations that remove depleted batteries and replace them with fully charged units. Coulomb Technologies and Aker Wade are among a host of companies that are developing “fast-charging” portals that can charge a depleted battery in about 15 minutes. Government entities in Houston, Orlando, Detroit and Massachusetts are among cities and states in the United States that have already partnered with utilities and companies that will rewire select parking garages and install public charging stations. But leaders in the New York metropolitan area have yet to commit substantial political and financial support that would encourage the deployment of smart meters and various range technologies.

Worldwide demand for EVs is already robust, and large-scale production of a range of plug-in electric vehicle models will commence this year. We New Yorkers pride ourselves as being ahead of the curve, but to maintain that edge our leaders must set a strong example by investing in infrastructure that makes the city EV-friendly.

The Holocaust Survivor Responsibility Act

A bill introduced by California Assemblyman Bob Blumenfield would require contractors bidding on the proposed high-speed rail connection between San Francisco and Los Angeles to disclose whether they transported Concentration Camp inmates during the Holocaust.

http://articles.latimes.com/2010/jun/30/local/la-me-holocaust-20100630

WSJ – On Electric Cars

This article poses some questions that Pete and I have tackled in a forthcoming article (to be published on this site very soon!)

http://online.wsj.com/article/SB10001424052748703834604575365244247963772.html

Next great american automaker?

Electric car maker Tesla Motors plans to begin selling stock the week of June 28 and expects to raise $185 million from its highly anticipated IPO.

http://www.huffingtonpost.com/2010/06/15/tesla-to-raise-185-millio_n_612495.html

Monetizing Vélib’ trips

Having recently spent a week in Paris, I thought it would be fitting to post about the city’s troubled yet wildly popular bike sharing program, Vélib’. Throughout the Paris city center, 20,000 public bicycles are parked at over 1,500 stations. Users, who either purchase trips “per ride” or buy weekly, monthly or annual subscriptions to the service, can pickup a bike anywhere in the city and drop it off at any available parking space. Across the city, commuters, shoppers, wanderers and tourists use the Vélib’ to shuttle to and from their destinations; it is impossible to miss the gray shared bikes and the rows of parking spots that are spaced about every 300 meters.

A bike station in Paris. Link

Vélib’ was conceived to democratize the bicycle as an alternative means of public transport, and was also seen as a way to improve local quality of life by making transportation more efficient and encouraging physical exercise. The bike stations were initially rolled out in 2007 when JCDecaux, a French advertising company, won a competitive tender to build and manage the system. The initial deal stipulated that JCDecaux would build and operate Vélib’ in exchange for 50% ownership of approximately 5,000m² of advertising space across Paris. Although the billboards are lucrative, high rates of vandalism and theft sent maintenance costs through the roof. The business model was unsustainable and JCDecaux forced the City of Paris to renegotiate its terms in 2009. Whereas the city government was once the sole recipient of revenue generated by Vélib’ subscriptions and use, JCDecaux is now eligible to receive up to 42% of the fees based on a sliding scale that measures the quality and distribution of available bikes.

That said, JCDecaux has missed out on opportunities to monetize the 100,000 Vélib’ trips that are taken each day. Rather than print “Vélib” on the bikes, JCDecaux ought to be selling the space that covers its bicycle spokes to advertisers.

A Vélib’ bike docked in Paris. Notice the multicolored “Vélib” printed on the gray piece that covers the back wheel. Link

An example of the possibilities. Link

This month, the city council is set to vote on a plan to increase the 273 miles of dedicated bike lanes to 435, in addition to adding thousands more bikes in the city center and suburbs. The scale of upgrading the city’s biking infrastructure is massive and stands to make a lasting impact on the cityscape and the way of life in metropolitan Paris. The government hopes that its newly crafted deal with JCDecaux will ensure that bikes are available in better and cleaner working condition throughout the system. Although I am certainly in favor of providing incentives to operate the program efficiently, JCDecaux could monetize the bikes on the road and make a substantial impact on the economics of Vélib’.

Race to Unveil EV Charging Infrastructure

GoGet, an Australian car-sharing provider, has just unveiled Sydney’s first public EV charging station. Installed by telecommunications company, Visionstream, and managed by a subsidiary of Coulomb technologies called ChargePoint, the station will be used to charge a plug-in prius model that can be used by local GoGet subscribers. More Info

Shale natural gas and transportation

The ability to economically extract methane gas from shale rock formations should hasten US federal government support for development of domestic shale natural gas resources. Natural gas from shalet could be used to power electric vehicles (EVs) or fuel compressed natural gas (CNG) vehicles that displace gasoline in automobiles, and limit the external costs of liquid petroleum dependence.

The advent of “horizontal drilling” allows operators to access shallow, wide gas deposits that were previously uneconomical to drill, and has already made a tremendous impact on US energy security. Natural gas companies have used the technique across Texas and Louisiana (there is a horizontal well that runs underneath the Dallas/Ft. Worth Airport), and are only beginning to drill in the fruitful Marcellus Shale rock formation, which underlies the Appalachian basin.

The Marcellus Shale that underlies Ohio, West Virginia, Pennsylvania and New York is estimated to hold 490 Tcf of natural gas – enough to satisfy total US demand for many decades. The reservoir’s proximity to important East Coast population centers could enable rapid gas distribution to power plants that provide electricity to charge EVs, and could also be used to refuel CNG automobiles.

Horizontal drilling is accompanied by a process called hydraulic fracturing, which uses hydraulic pressure to fracture rock and release methane gas deposits. The fluid is mostly water and sand, but field operators also blend a proprietary cocktail of additives. Although industry officials insist that “fracking fluid” additives do limited damage to the environment, many experts fear that chemicals could end up in the water table.

The federal government has yet to sanction a study on the environmental consequences of drilling shale natural gas because the Safe Drinking Water Act of 2007 exempts hydraulic fracturing fluids from U.S. Environmental Protection Agency review. The exemption has allowed field operators to use proprietary chemical formulas without federal government oversight and accountability. Although some states have supported increased shale drilling, the New York Times recently reported that New York State environmental officials will impose tough restrictions on drilling for shale natural gas in the Catskill watershed.

State authorities that move to stall the development of local shale reserves usually point to the limited amount of information that has been published about specific fracking fluid additives. Although evidence suggests that hydraulic fracturing need not have adverse environmental impacts, the lack of transparency is restraining development of a natural gas reservoirs that could help make transportation on the east coast drastically more sustainable.

Although Nissan, Chevrolet, BMW, Tesla, Ford and Mitsubishi have announced their intent to offer plug-in electric vehicles across the US, many utilities have expressed concern about their ability to satisfy peak demand if EVs are plugged in and drawing electricity. As a result, automakers will start by releasing EV models in certain cities with special utility partnerships.

The availability of natural gas from the Marcellus and other shale formations could provide a resource cushion to help local utilities manage the demand that would be generated by widespread adoption of electric vehicles. It could also be used to fuel CNG vehicles that are less polluting and less expensive than gasoline, and is already being used to fuel some cars and trucks in the United States.

To spur development of the vital shale natural gas resources in a safe and environmentally friendly way, Congress should close the regulatory loophole in the Safe Drinking Water Act and mandate that the EPA monitor and authorize the use of specific fracking fluid additives. In 2009, Senator Bob Casey (D-Pa.) and Congresswoman Diana Degette (D-Colo.) introduced the “Fracturing Responsibility and Awareness of Chemicals” (FRAC) Act that would have done just that—but the twin bill has yet to reach the House or Senate floor for a vote.

By closing the loophole and making shale drilling more transparent, the US government could enable sustainable transportation options that reduce the cost of treating respiratory illnesses that are linked to tailpipe emissions. It could also help reduce US national dependence on imported oil – a costly and unsustainable debit to the Current Account.

Ray Lahood funds bus rapid transit (BRT)

Surveys suggest that commuters are more willing to take buses if the travel-time is more consistent. By dedicating lanes for buses, transit authorities around the world have implemented bus systems that perform like metro lines: buses are unimpeded by traffic signals and congestion, and offer reliable service.

In October 2008, the Greater Cleveland Regional Transit Authority unveiled the HealthLine bus rapid transit (BRT) route, which runs in dedicated lanes along Euclid Ave. at regular intervals. The HealthLine drastically reduces the time it takes to travel downtown, and ridership is up 47 percent over the old No. 6 line along Euclid, formerly the most heavily used line in the Cleveland system.

The bus network in Curitiba, Brazil is a paradigmatic BRT system. Since the 1970s, around 70 percent of Curitiba’s commuters have used the BRT to travel to work. It is one of the most heavily used, low-cost, transit systems in the world, and helps keep streets free of congestion and air pollution.

The development of regional and city BRT systems and infrastructure in the US could also displace gasoline as fuel for transportation. Although the US Federal Transit Administration (FTA) provides small grants for bus-related capital projects, this week (May 3) Transportation Secretary Ray LaHood announced that $775 million in federal funds will be made available for transit providers to improve the nation’s bus systems. The grants will be announced in summer 2010, and are an important step by the Obama Administration toward making mass transit more convenient and reducing US dependence on imported oil.