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GreenBiz

Sports sustainability gurus share their all-star plays | GreenBiz

Back in 2008, when the US Tennis Association launched an ambitious effort to lower the environmental impact of its mammoth US Open event, it turned out to be nearly impossible to find a vendor to supply enough recycled paper napkins, greener plates, cups and flatware. Niche suppliers existed, to be sure, but few were big enough to handle the two-week long event’s 700,000 guests.

In the world of greener sports events, those take-what-you-can-get early days are long gone. At the Green Sports Alliance’s third annual summit in Brooklyn this week, visitors could sample a dizzying array of recycled, recyclable, carbon neutral or compostable alternatives from vendors on hand, including bamboo plates, plant starch utensils, sugar-cane clamshells and even bioplastic sushi containers.

Tennis ball recycling at the US Open (Credit: US Open)

After holding its previous two summits in the green-friendly Pacific Northwest, the GSA shifted its summit to New York City this year.

“This is where the big leagues are,” Darby Hoover, NRDC senior resource specialist, told me. She meant that literally. The four largest pro leagues are headquartered within a few blocks of each other in midtown Manhattan: Major League Baseball (MLB), the National Basketball Association (NBA), the National Football League (NFL) and the National Hockey League (NHL).

From 11 teams and venues in 2011, when it debuted nationally, the alliance now boasts 180 from 16 pro and college leagues, along with concert-promoter and venue-giant AEG.“Competition absolutely raises the bar,” said Bob Nutting, Pittsburgh Pirates‘ chairman of the board. “There are a lot of competitive personalities in sports. Say you’re No. 3 in [recycling] diversion rates in the Major League. You can be sure we want to move to No. 2 or No. 1.”

The growing cadre of green-focused teams means that it’s rare these days to run into shortages of eco-supplies or services. Venue-focused efforts are de rigueur. Building LEED certified facilities, deploying aggressive recycling and food waste composting, installing low water bathrooms and high-efficiency lighting retrofits, along with renewable energy commitments and on-site installations, have all become standard operating procedure.

Job done? Hardly. That’s the easy stuff. It saves money by cutting waste, energy and resource use, said a senior sustainability executive who oversees scores of sporting venues and asked not to be named. But deep skepticism persists. There’s still an assumption that these are costly steps, although the industry has overcome the assumption that such options are impossible.

That’s mirrored in the share of teams that haven’t yet come on board. In baseball, for instance, 17 of 30 teams are GSA members. Just 12 of 32 NFL teams and a mere seven of 32 NBA teams are on board. Penetration into college level sports remains even thinner.

Click for full image (Credit: EPA)

To help the eco-laggards get with the game, here are seven tips from team owners and sustainability gurus.

Play the long game. “Everyone loves sustainability when it goes perfectly,” said Nutting. “In Pittsburgh, when I took over the team, it was in a losing cycle. So I got some unpleasant letters saying that we were valuing green priorities more than on-field experience.” The team fixed that in two ways. First, by winning: the Pirates are neck-and-neck with the St. Louis Cardinals to win their first divisional title in 21 years. And second, “by sticking to the priority through thick and thin.”

Moderate the message. Now in its sixth year of promoting green programs, the USTA is finding that less messaging can be more effective. “In the first year, we used the PA system with constant announcements and signage everywhere to remind visitors to recycle,” said Lauren Kittelstad Tracy, USTA’s senior manager of strategic initiatives. A survey revealed that it was too much. “Our guests know that recycling is important,” she said. “It’s more important to make it easy for them to do so than to remind them to do it.”

Tap into “jewel” events. Playoffs, championships and all-star games are emerging as high-visibility stages that leagues can use to extend the visibility of their green efforts into communities, the media and other franchises. Baseball has made its All-Star Games a prime focus for these efforts in recent years. At the 2013 game, the MLB deployed green teams to roam up and down the stadium, like vendors, to collect cups, cans and plastic. The effort helped achieve record rates of waste diverted from land fills, said Paul Hanlon, director of facility operations, MLB. To cut food waste, the event pushed beyond composting, by donating unsold foods to a charity.

Localize efforts, geographically and digitally. Asked if a fear of offending conservative voters might slow green initiatives in conservative areas, panels agreed hesitatingly. “If we put those messages [about carbon reduction] on Chevy’s Facebook [page], we get a ton of negative messages from deniers,” said David Tulauskas, director of sustainability at General Motors, which sponsors IndyCar driver Simona de Silvestro. “On Twitter, there’s not so much of a problem, though.” Meanwhile, at Circuit of the Americas (COTA) racetrack near Austin, Tex., Formula One and other race events must be conducted under strict carbon emission and other eco rules set out as city law, explained Edgar Farrera, COTA’s director of sustainability.

Solar panel installation at St. Louis Cardinals’ Busch Stadium (Credit: Microgrid Solar)

Do more with sponsorship. Progress is slow in linking sponsorships to sustainability goals, said Justin Zeulner, senior director of sustainability and public affairs for the Portland Trail Blazers. Globally, some $14 billion in sponsorship funding is poured into sports deals, ranging from players’ shoe contracts to venue-naming rights. Yet while venues are working hard to green their operations, the link with sponsors is weak at best. There’s a disconnect between the strategic decision to sponsor a venue which is made at a very high level, GM’s Tulauskas explained, based on a given market age, gender mix, ethnicity, geography and other demographic factors. But the sustainability messaging happens locally, only once the agreement has been set, he added.

Put an (athlete’s) face on green goals. As yet, there is no Michael Jordan of sports sustainability. This is a problem, said Greg Busch, executive vice president of GMR Marketing, an event promotional agency, because as successful as any team may be in pushing greener practices, a celebrity athlete can reach a broader audience. “The athletes give you a face and a voice. That allows you to really communicate with kids, moms, fans in general,” he explained. Athletes remain apprehensive because green is such a broad platform, unlike many products or charities they commonly back.

Resources. As part of the event, the EPA announced its Green Sports Resource Directory, thick with advice on greening efforts, as well as a scorecard of leading efforts. NRDC debuted a guide focused on college efforts. The report, “Collegiate Game Changer,” complements the NRDC’s reference work for pro teams, “Game Changer,” published in November.

Image of astroturf by narokzaad via Shutterstock. Photo of solar panels atop the St. Louis Cardinals’ Busch Stadium via Microgrid Solar.

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Check out the original story at:
http://www.greenbiz.com/blog/2013/08/29/pro-sports-sustainability-gurus-share-their-all-star-plays

GreenBiz

How SAP and cities are boosting innovation through open data | GreenBiz

Listening to a couple of coders gush over the virtues of gamification, location-based mobile services and open data standards, I might have mistaken the techies for sneaker-wearing pitchmen at a Silicon Valley hackathon.

But this was midtown Manhattan. Instead of B-school dropouts, the geeks in question were actually silver-haired civil servants in charge of the IT operations for Boston and Edmonton. Though centuries old, each of the cities is racing towards decidedly cutting-edge goals of opening up access to municipal data for their residents and businesses to use and commercialize.

“Successful cities of the future aren’t necessarily the most efficient. It’s about engagement and citizen empowerment,” said Bill Oates, chief information officer for the City of Boston. “Our innovation is on people, to help constituents connect with the city.”

The CIOs were brought together by SAP to mark the U.S. launch of the software giant’s Urban Matters program, which aims to help municipal governments “deliver better-run cities” by opening up data streams for citizens and business to tap into.

As this software space matures, big companies also are exploring opportunities to integrate city data feeds into current and future services.

GM is grooming its OnStar unit to become the software hub for transportation services such as RelayRides’ peer-to-peer car sharing service. The automaker recently issued protocols that will let third-party developers integrate the data beginning to flow from cities — such as road construction information, or parking data — into future OnStar services.

In the world of smart buildings, Johnson Controls is likewise eyeing the opportunities emerging by tapping into huge, public pools of data on the performance of buildings in Philadelphia, New York, San Francisco, Washington D.C. and other cities.

Back in Boston, SAP technology is powering the city’s Boston About Results website and accompanyingCitizen Insights iPhone app. Citizen Insights collects, analyzes and shares performance measures across scores of city departments from tree planting requests to fire response times.

By digitizing and opening up their data flows, most cities are trying to evolve into “better versions of themselves” rather than presume to compete with Silicon Valley, said Bruce Katz, vice president and director of the Brookings Metropolitan Policy Program at the Brookings Institution.

Boston and Edmonton are pushing to lead a growing contest among cities aiming to boost their competitiveness by opening access to city data streams. Fighting to transform decades-old bureaucratic processes that tended to lock up key city information — such as property records or tax rolls — in hard-to-access formats, the goal is first to digitize as much information as possible.

As these programs grow more ambitious, cities face an outsized data challenge in scaling up these efforts. With centuries’ worth of property records or historical budget information, cities are typically sitting on mountains of data that are a challenge to digitize, standardize and make accessible.

Cities need “additional investment to deal with the analytics…of taking tens of thousands of data sets and looking inside them,” said Theresa Pardo of the Center for Technology in Government at the University of Albany (State University of New York, SUNY). “A lot of cities still have their records in paper form.”

Pardo’s center recently released a white paper, The Dynamics of Opening Government Data. The paper offers practical advice for government managers pursuing open data initiatives.

Edmonton started its open data efforts with a dozen public datasets in 2010. Today, “We have 257… San Francisco has 250,” said Chris Moore, the City of Edmonton’s CIO. Moore is pleased to be edging out one of the U.S.’s most wired metropolises.

Digitizing the information sequestered in city offices is just the beginning of the battle. Making those data streams publicly accessible and easily useable is essential for developers to build new services and businesses.

In Edmonton, for instance, the city transportation department recognized an appetite for access to information on road closures, resurfacings and the like. When the dataset went live earlier this year, it quickly became the city’s most popular feed. “After it was released, an Edmontonian created an app called YEG Constriction,” Moore told IT World Canada.

As Edmonton’s efforts unfold, Moore’s IT team hopes to stay at the front of city efforts by exploring gamification and the immersive 3D web as ways to boost public interaction with the data. For instance, the city is readying a Facebook game around traffic and safety, Moore said.

Behind all the enthusiasm for data transparency are bottom-line benefits that please city bean counters. The shift towards open data standards can deliver a big bang for the buck at a time when cities face rising demands for data services, yet have fewer resources with which to develop them.

In Edmonton, the city hosted Apps4Edmonton.ca, a contest to develop apps for city residents and businesses. “For around $50,000 we developed dozens of apps,” says Moore. Were the applications developed conventionally, he speculated, the cost of a single study of the business case would have exceeded that figure.

Code sharing between cities can further compound these savings. Boston’s New Urban Mechanics initiative encourages public collaboration to develop innovative civic services, explained Oates, the city’s CIO. Among the program’s most popular apps is Street Bump, an iPhone app that helps detect and report potholes. As a result of these efforts, nearly every pothole complaint in Boston is resolved in two days or less. A couple of years ago, less than half were completed that quickly.

Now, Boston is extending and sharing its New Urban Mechanics platform with dozensof other cities and towns, where apps can be adapted or further customized.

To be sure, cities aren’t going to threaten Silicon Valley’s software titans anytime soon. But the afamiliar, infectious air of competitive innovation is developing in municipal software circles. Earlier this month, Emily Badger at The Atlantic Cities rounded up the best open data releases of 2012. From listings of green roofs in Chicago to bikeshares in Boston, the apps are promising examples of how smart software can transform existing, static city data into dynamic, interactive tools that promise to make cities greener and more efficient.

While incremental, the boom in city data apps highlights how metropolises are best positioned to push ahead with effective innovation. “Cities are a lot more pragmatic than state or national governments,” said Brooking’s Katz.

Illustration of key opening file folder provided by Artgraphics via Shutterstock.

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Check out the original story here: http://www.greenbiz.com/blog/2013/01/03/how-sap-cities-boosting-innovation-data

GreenBiz

How to jump-start the vehicle-based smart grid | GreenBiz

The triple tragedy that struck Japan in March 2011 is already remaking global energy markets. In the wake of earthquake, tsunami and nuclear disaster, public outrage over the meltdown delayed or derailed nuclear energy’s promised renaissance in many markets.

Yet if Japan’s tragedy hastened the demise of one energy technology, it may have jumpstarted another. In the year since, as Japan struggled to cope with crippling shortages of electric capacity, a handful of automakers have brought to market appliances that convert electric vehicle batteries into systems that can provide backup power to homes and help support the teetering grid.

In April, Mitsubishi Motors unveiled a portable adaptor, the MiEV power Box. For roughly $1,800, the appliance lets owners of MiEV electric cars plug in, and draw up to 1.5 kilowatts. A month later, Nissan followed suit with its Leaf to Home, a $7,000 device that, drawing power from a Leaf EV, can power a typical Japanese home for up to two days. Toyota too is demonstrating a similar system linked to its plug-in Prius hybrid in 10 homes and plans to launch a commercial version next year, if all goes well.

For the thousands of Americans suffering through power problems this summer—due to a punishing heat wave and storms in the mid-Atlantic—the appeal of these technologies is surely tantalizing. The case for EVs would sure seem more compelling if consumers knew the Chevy Volt or Nissan Leaf in their garage could also power their homes during an outage.

In fact, vehicle to grid, or V2G, has emerged as a sort of holy green grail. All manner of energy gurus — from Google.org to Rocky Mountain Institute-founder Amory Lovins to the DOE to Wired magazine — have recognized V2G as a grand solution to many of the problems that bedevil our grid and transportation fleet.

The promised benefits go well beyond household backup. As consumers buy more EVs, the combined stock of batteries offers utilities a low-cost path to grid-scale storage—why pay for grid batteries, if utilities can “borrow” EVs to perform the same trick? In turn, cheaper storage capacity paves the way for more solar panels and windmills by making it easier to store their notoriously variable output. And since utilities today pay for the sorts of storage services EVs might deliver, V2G systems could earn cash payments for EV owners, thereby lowering the cost of EVs and boosting their sales.

Yet despite Japan’s new systems, a comprehensive V2G solution remains years off. “[They are] a good first step, but they essentially turn the car into an expensive backup generator. There’s still a big leap to V2G,” says Ted Hesser, Energy Smart Technologies analyst at Bloomberg New Energy Finance.

In Japan, those new systems can support the grid indirectly, by feeding power back to the households and reducing their pull from the grid. But for now, they cannot link to the grid: by regulation, they’re strictly vehicle-to-home, or V2H, Ali Izadinajafabadi, a Tokyo-based analyst for Bloomberg New Energy Finance wrote in an email.

To make the leap from V2H to V2G will require navigating a thicket of barriers, including funding investment needs, upgrades to grid software, and creating cooperation between industry players who, so far, haven’t been eager to play.

The first of these barriers is a simple lack of standardization for two-way EV connections. It took big automakers years to agree on technical standards on how one-way charging plugs would be built. The effort didn’t account for two-way flow of power. Already dogged by high-costs and reliability concerns over EVs, carmakers are wary of imperiling warranty terms, or adding to the material and engineering costs to create two-way plugs that might not ever be used.

“It’s not that it can’t be done,” says Mark Duvall, Director of Transportation Research at EPRI, the utility industry’s policy research arm. “The automakers, utilities and the others involved have had a lot of other challenges to solve first.”

The Japan solution, Duvall explains, cleverly works around this barrier by offloading the technology necessary to manage the power flow out of the car into a standalone device. Both the Nissan and Mitsubishi systems tap into the EV batteries through high-power, 440-volt direct-current connections, which remain rare in the U.S.

Then there’s the closely related problem of the lack of a smart grid. For V2G networks to deliver grid-scale benefits, they will have to be connected into advanced systems able to communicate to vast numbers of EVs, in real time, to orchestrate hundreds of small power sources so that they behave as a single sizeable resource that can be tapped by grid mangers such as PJM. Those systems are taking shape, “But they’re not there yet,” says Bloomberg’s Hesser.

Another scale problem: there aren’t yet enough EVs on the market to make big V2G plays of interest to utilities. Sales have been steady, but slow. Pike Research recently postponed until 2018 the year in which it projects EVs will hit 1 million in the U.S. Until they reach a critical number, they’re too thinly dispersed, and too few in number to provide megawatt-scale storage and other power services that interest utilities, adds Hesser.

Lastly, however appealing they look on paper, the economics of V2G networks remain less than compelling for EV owners, especially if early systems run as high as Nissan’s $7,000 unit in Japan.

Last year, NRG Energy unveiled a pilot program called eV2g. Targeting commercial fleets, the company estimates that each vehicle would net $440 per year, Erica Gieswrites in Forbes.com.

A 2010 study by CMU looked at consumer (not fleet) V2G. The researchers used market information on the value of the sorts of near-, medium-, and long-term energy storage services V2G networks could provide and estimated the total annual value for an individual EV owner at not more than $250.

These guesses also underestimate the costs utilities face to market these programs as well. “You have to convince consumers to adopt this very new way of owning a vehicle,” says Hesser. As we’ve seen with EVs, “That takes a massive amount of marketing and education.”

What then will it take to get V2G off the ground here? Progress will continue, to be sure. Writing in the New York Times Wheels blog, green car guru Jim Motavalli reports that Nissan and Mitsubishi are both evaluating the option of adapting their V2H systems to the U.S. Meanwhile, pilot scale V2G efforts, run by the DOE, NRG and others are ongoing — but they involve only tens or hundreds of vehicles.

Such projects won’t get to commercial scale anytime soon. For V2G to link up millions of vehicles, and fulfill its green promise, Hesser believes the industry will have to push the technology, rather than wait for consumers to pull it. “For V2G to work, it means lining up the interests of vehicle owners, carmakers, smart grid players,” he says. “There’s just too many players for this to happen anytime soon on its own.”

He likens the challenge to the conundrum facing energy-efficient appliances. In that market, the value of energy savings were too low, or spread out, to motivate consumers. So the DOE stepped in to establish efficiency and technology standards that have delivered huge aggregate energy savings.

Specialized commercial fleets also show early V2G promise. An MIT study cited by CleanTechnica.com suggests that fleets may offer a sweeter spot for V2G deployments, at least early on. Trucks or buses, after all, require bigger battery packs. And because they park in the same area, they offer big battery capacity in a single location, making them easier to orchestrate. The study estimates earnings potential of up to $1,700 per truck.

Very high prices for energy could jump start V2G, too. Consider Nuvve — to date, the leading commercial scale V2G effort in the world. Started in 2011, the company is based in Denmark where, importantly, electricity rates are roughly four times higher than in the U.S. Plus, a third of electric power comes from variable renewable sources such as wind, so storage services are paid at a high rate.

Based on business plans mapped out by Zachary Shahan at CleanTechnica.com, EV owners in Nuvve’s network will be able to rake in up to $10,000 from V2G services over a vehicle’s lifetime.Finally, there’s the hard-to-price appeal of backup for blackouts. The U.S., luckily, hasn’t faced power problems as dire as Japan’s. But if blackouts multiply, necessity may spur V2G invention here too.

GreenBiz

Procter & Gamble bets on Good Housekeeping green seal | GreenBiz

Procter & Gamble has been cautious in its treatment of green certifications. “There are a lot of seals out there,” said Chris Guay, a regulatory fellow at the consumer products giant.

However, one green seal not only caught its attention, but also offered the credibility the global packaged goods giant was looking for. With $83 billion in sales last year, P&G has now qualified two products under Good Housekeeping’s green seal: Tide Coldwater Laundry Detergent and Pampers Cruisers diapers for toddlers.

Good Housekeeping launched its Green Seal two-and-a-half years ago into a marketplace growing crowded with eco products, and where consumers faced a dizzying array of green certifications.

The history and iron-clad guarantee of the magazine’s century-old Good Housekeeping seal gave the new mark instant cachet. But how has the seal fared over the last 36 months?

I got the opportunity to catch up on Good Housekeeping’s green seal efforts, as well as the evolution of eco-labeling, last week at a luncheon and tour of the magazine’s in-house testing labs. I spoke with the program’s head, along with executives representing some of the latest products to earn the green mark.

The verdict? A couple of years on, the seal has matured, broadening the number of products and categories Good Housekeeping’s white-coated scientists have scrutinize, trialed, and dismantled to identified the greenest.

Still, despite the mark’s rigor, its potential impact remains narrow. By definition, the seal is awarded only to products advertised in the magazine and which pass eco-criteria above and beyond standards set by the magazine’s more familiar product seal.

And the mark is playing in a field that has arguably been tougher to crack than many brands first anticipated. “It’s proven tough for eco labels, marks, and certifications in the U.S. They aren’t as popular here compared with Europe,” said Michael S. Brown, co-founder of Brown and Wilmanns Environmental, which advised Good Housekeeping on the seal. “It’s a really hard road for an eco label to climb into consumer consciousness in any serious way.”

P&G, for instance, places a high priority on the reputation of potential partners. In the green seal space, there are relatively few long-serving, proven seals. “We don’t want to put our name on just any green seal,” said Guay of P&G. “Once it’s on your product, then you’re joined at the hip.”

“Apart from Good Housekeeping, the only ones that consumers broadly know are Energy Star, the ‘organic’ label, and maybe one or two others,” Brown said in a telephone interview. “And of those that are known, it’s because there’s been a huge amount of marketing of just the labels themselves.” The recession and uncertain economy, too, have chilled early enthusiasm for green products.

In the face of these headwinds, the green seal’s steady progress deserves credit. “Consumers have reason to be very cynical about promises and claims. People are inundated with product claims that demand so much research,” said Miriam Arond, the director of Good Housekeeping Research Institute. “They’re hungry for guidance.”

Next page: Making a complicated message simple

“We have taken this slow and steady,” she added, emphasizing the quality of certifications over their number. “Companies are frustrated. They’re making environmental advances, but it’s such a complicated story for them to tell consumers. For them, the Green Good Houskeeping Seal sends a simple, clear message.”

Guay of P&G echoed that point. Because the Green Good Housekeeping Seal evaluates not just the product but broader corporate sustainability practices, he said, “As a company, you can’t be accused of picking high points here and ignoring the low points there.”

The seal’s message is built on a century-old tradition established by the original Good Housekeeping Seal, which debuted in 1909. It was a time of perilous product practices. In 1904, Upton Sinclair’s The Jungle documented terrifying conditions in Chicago’s slaughterhouses, and crystalized public outrage over the lack of food standards or product safety liability.

Against this backdrop, Good Housekeeping made an unprecedented promise: if any product bearing the mark proved defective, the magazine would replace it or refund its price. More than a century later, the seal survives. It has even entered our language as shorthand, routinely used to explain similar authentication efforts: “It’s the Good Housekeeping seal of approval.”

Products for the green seal program must go through a multi-step process. Once the Good Housekeeping Institute approves a product for advertising, it can then be submitted for a conventional seal of quality. If granted, the product can then apply for a separate Green Good Housekeeping Seal.

At this stage, the product is put through a deeper evaluation based on life cycle assessment (LCA) practices. Detailed here, the process looks at a wide range of factors, from upstream variables such as raw materials, manufacturing, and supply chain, to down stream issues, including, packaging and product use, explained Michael.

Next page: Persuading wary corporate customers

Good Housekeeping’s long focus on quality has drawn brands, like P&G, that have eschewed other green labeling efforts.

For Benjamin Moore, the certification process proved a tough challenge, which has triggered deeper changes. “We had never been through anything quite like this process,” said Carl Minchew, director of product development. Benjamin Moore’s Natura line of interior paints was awarded a Green Good Housekeeping Seal in May 2012.

“We’re looking at other places and other ways of improving our products based on this input,” he added. “Maybe that’s a side intent of the process.”

Minchew is right on the money, responded Arond. “The goal is to get companies to raise the bar,” she said. The standards have been designed to be a stretch from the outset, and will be upgraded as practices change. “What’s green today may not be a stand out two years ago,” she added. “The standards will have to shift to raise the bar.”

By that measure, perhaps the greatest long-term impact of Good Housekeeping green seal will be how it trickles down into the magazine’s more familiar seal. Methods from the green seal are changing the way the institute evaluates all of its products.

Arond recounted a brand of mascara she declined to identify. “It performed great. But we’ve gotten to learn a lot more about product chemistry and just weren’t comfortable with the ingredients,” she explained. “Women liked it. But we couldn’t recommend it in the magazine.”

When launched in 2009, the Green Good Housekeeping Seal initially included only beauty and cleaning products. In 2011, it extended the standard to include appliances and paper products. Earlier this year, rules for paints and coatings were added.

Here’s the current roster of products granted the Good Green Housekeeping Seal. Note that products are certified for two years, after which they must reapply.

The links below go directly to product pages. For deeper detail on the specific green virtues singled out by Good Housekeeping’s labs, check out the detailed summary of current awardees at this link.

* Benjamin Moore Natura, indoor household pain;

* Bissell Little Green, steam-powered stain and spot remover;

* Miele S5 and S6, vacuum cleaners;

* Physician’s Formula Organic Wear 100% Natural Tinted, moisturizer;

* Proctor & Gamble Pampers Cruisers, toddler diapers;

* Proctor & Gamble Tide Cold Water, laundry detergent;

* Scott Naturals, bath tissue; and

* TENA Super Plus women’s underwear and Serenity overnight pads, incontinence protection.

GreenBiz

Recyclebank’s iPhone app aims to ease London traffic congestion | GreenBiz

Recyclebank's iPhone app aims to ease London traffic congestion

In an era of rising congestion and shrinking budgets, big cities face a major challenge making the most out of aging transportation networks. Some, such as London and Singapore, have opted to use a stick: congestion fees to nudge commuters out of their cars, onto subways, buses, bikes or even their feet. Yet congestion fees can be politically unpopular. Similar efforts in New York City have failed.

But what if city planners could use a carrot, instead, to induce different commuting behaviors? That’s the vision behind re:route, a new program being rolled out by Transport for London (TfL) and developed by New York-based Recyclebank, a pioneer in the field of using incentives to spur greener behaviors.

Announced this week, re:route is an iPhone-based app that encourages Londoners to walk and cycle more by awarding points for each trip they re-route away from conventional alternatives. The credits can be redeemed for valuable rewards, from food perks to products, at participating retailers.

For London, the goal is to reward switches that improve public health, reduce pollution and ease congestion. “By virtue of human nature, people tend to respond more immediately to a positive signal than they do to a negative one based on penalties,” said Ian Yolles, chief sustainability officer at Recyclebank, in a phone interview last week.

Part of a broader effort by TfL known as Get Ahead of the Games, the launch of re:route is timed in advance of the summer Olympics. (Read more about the greening of the Games here.) With 350,000 visitors inbound, TfL hopes to lure Londoners out of the city’s overtaxed subways and taxis and onto bicycles and footpaths. Last week, the city’s taxi organization announced that 40 percent of drivers would quit the streets during the Olympics in anticipation of potentially paralyzing gridlock. Many city streets will be closed for official use only.

TfL’s goals with re:route reach past the Olympics though. As part of a multidecadal, city-wide effort to lower greenhouse gas emissions and improve public health, TfL has set out a long-term goal of boosting cycling by 400 percent by 2025, compared with 2000. TfL also wants to boost the share of trips done on foot above its 24 percent share.

For Recyclebank, re:route is a first step into the urban transportation market, a bid to help cities devise new solutions to help ease the large and growing problem of congestion, spur the use of public transport and enhance public health.

Recyclebank iPhone appBy marrying available technology — mobile phones, apps, GPS, transport schedules and online maps — “we can create greater efficiencies in cities, catalyze citizen engagement and drive behavior change for public benefit,” Yolles said. “We’re launching this in London, but it would be easy to reskin the front end to use in New York, Chicago, Washington or San Francisco.”

Here’s how re:route works: After downloading the free iPhone app and signing up for a free Recyclebank account, a user enters a starting point and destination. The app will show different options, including walking, cycling (using either one’s own bike or a bike share) and public transportation. Upon arrival, re:route uses GPS to sense the end of the commute and rewards the user with five Recyclebank points. Users also see the calories they’ve burned, and CO2 they’ve saved compared to other transport modes.

One of the appealing features of the program is that it encourages small-scale incremental shifts. Rather than substitute an entire subway commute with a bike ride, for instance, re:route is built to exploit “switchpoints”: spots along a regular commute where a user could exit and switch modes. “So perhaps you exit the tube a stop or two early and walk or bike the remainder,” Yolles said. This increases exercise, reduces congestion and can shake up force-of-habit commuting behaviors.

Recyclebank worked hard to simplify what the user sees. Recyclebank teamed up with R/GA, a digital advertising agency with deep experience in building mobile interactive media. R/GA helped Nike develop their Nike+ GPS running app, which tracks, shares and rewards runners’ efforts. “We thought that was interesting because it’s also focused on behavior change,” Yolles said.

Behind the scenes, the complexity is much greater. The app relies on information provided by TfL’s journey planner, which serves up relevant data about location, travel distance and trip time, and helps calculate travel options. “TfL’s choice to develop and open that data to developers has made all of this possible,” explained Yolles. TfL hopes to use the data to guide future plans. As users and trips multiply, the resulting database can help TfL refine or augment existing transportation infrastructure.

Back on the London’s streets, users will find the program is geared to generate meaningful rewards quickly. By joining, participants earn 75 points. For each trip that is rerouted to a greener option, five points are added. A back of the envelope calculation shows that if a participant modifies each commute, five days a week, 50 weeks a year, the annual tally will hit 2,500 points, though it would be easy to boost that figure significantly with addition trips during the day.

At this rate, the rewards initially offered under the program are easily achievable, and include both useful and mildly indulgent offers. A quick sampling: For 75 points, participants can get £5 off a £25 tab for food, wine or booze at Marks & Spencer. For 100 points, they can score half off a Champneys Town & City Spas treatment, or get a free bar of soap at LushFree. Recyclebank predicts participants will be able to earn up to £250 worth of credits per year using re:route.

To tap users’ competitive impulses, the app awards achievement badges for accumulated savings, and makes it easy to share results through Facebook and email.

It remains to be seen just how much re:route can influence the tide of London’s commuting crowds. With a population of 7.6 million, plus another million commuting to and from the city each day, Recyclebank hopes to attract more than 100,000 users near term, with the ultimate goal of “motivating and tracking” half a million journeys per week.

Bikeworldtravel / Shutterstock.com

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Visit the original article here at  Recyclebank’s iPhone app aims to ease London traffic congestion | GreenBiz.com.

GreenBiz

Seven lessons learned from driving 24 million EV miles | GreenBiz

In the world of electric vehicles, nothing attracts as much speculation or disagreement as the debate over exactly how EV drivers behave. Do they need 100 miles of range or will 30 miles do? How many public recharge stations do they need? Do energy prices influence charging? And so on.

The answers to these questions could have huge implications for the success of EVs. If drivers are satisfied with lower-range cars, fewer recharge points and overnight recharging, then the overall challenge of electrifying the nation’s fleet could be resolved at lower costs and more quickly — with greater economic and environmental benefits.

The best way to answer these questions, of course, is to watch EV drivers and to learn what they’re actually doing.  To assist in that process, the Department of Energy commissioned an industry collaboration — involving a wide range of carmakers, utilities, retailers, government entities and technology providers — to help identify current and potential barriers to EV adoption.

Dubbed the EV Project, the program began in late 2010; gathering data from EV drivers willing to share that information. And last week, the EV Project announced it had amassed an unprecedented volume of behavioral data drawn from more than 24 million miles of EV driving.

The DOE awarded management of the project to ECOtality, which manufactures EV charging units and related software. Chevrolet Volt and the Nissan LEAF are project partners, too. Qualifying Volt and LEAF drivers also receive a residential charger and installation at little or no cost to themselves.

“We’re beginning to really see how people are using chargers,” said Colin Read, vice president of corporate development for ECOtality. I spoke with Read while he was in New York City.

So far, the EV Project is tracking some 4,600 vehicles. And including public sites the EV Project is also monitoring 6,200 charging stations, made up mostly of the Type II chargers that operate at 240 volts.

Geographically, the project is tracking EV behavior in 18 markets, including the “Birkenstock Belt”— those eco-conscious parts of West Coast: Washington, Oregon and California — plus sites in Arizona, Texas, as well as Tennessee, where Nissan builds the LEAF. “We picked regions with very little in common on purpose. We’re seeking a diversity of driver experience,” Read said.

The EV Project is also buying EVs from dealer lots, much like regular consumers do, to understand the overall buying experience. “We call it the ‘Noah’s Ark of EV programs,’ because we buy a pair of every EV on the market,” Read joked. The project does make some exceptions, however, with the most costly models, where just one car is enough.

So, what are some of the project’s early lessons?

  1. The current EV driving distance is modest. According to a pool of EV drivers, made up most of LEAF drivers, average daily mileage is running at 27.7 miles. That distance is very much in line with the overall, rule-of-thumb estimates that most Americans drive less than 40 miles per day.
  2. There’s range anxiety, but not the sort most expected. Project data is showing a curious quirk. There’s been a collective worry that ‘range anxiety’ stifles demand for EV. But data from a small but growing pool of Volt drivers reveals that its drivers work hard to stay in all-battery mode — rather than routinely taking advantage of the extended range provided by the Volt’s gas engine. To stay within the Volt’s 40-mile battery range and not use any gasoline, “[Volt drivers] are being very disciplined,” Read said. “They want to drive all-electric, so we’re seeing them plug in more frequently than LEAF drivers.”
  3. Recharge times are fairly short. Given these relatively low daily-driving distances, the amount of time EVs are actively drawing power to recharge is averaging about 1.5 hours. The average amount of time the car is plugged in (although not necessarily drawing power) is 8.5 hours. And the bulk of cars are reportedly plugged in during a window that spans 8pm to 8am. The upshot? “Drivers don’t need to recharge continuously overnight,” Read said. This data suggests the transmission grid may be better prepared to handle large volumes of EVs than originally thought.
  4. Price signals work. The EV Project looked at San Diego, where utility San Diego Gas & Electric runs one of the nation’s most sophisticated time-of-day consumer pricing programs. And according to the Project, there’s a strong demand there for low-cost, late-night power. SDG&E sells power at four tiers: full price, half price, one-quarter price and, from midnight till early morning, one-sixth of the full price. “We see almost no charging until midnight, when prices fall to their lowest,” Read said. This has implications for grid use: “The knock that the grid will need more capacity to handle a lot of EVs isn’t true; if we can shift charging to night, it will actually balance out the grid.”
  5. Topping off is habitual, but maybe not necessary. The EV Project data shows that daytime charging rises from 9am to 4pm. “People plug in when they’re at work, regardless of whether they need the charge,” Read said. At the moment, because the daytime chargers are free, this behavior may not be reflecting real-world conditions. “People recharge more out of convenience than out of fear,” Read notes. “If the charger is available and free, they’ll plug in.” But higher prices for daytime pricing are inevitable, he adds, and that change will likely drive down demand for daytime plug time.
  6. Installation costs must fall. ECOtality is also tracking installation costs and procedures in its test markets. The costs to permit and install a home charger vary widely and must come down, Read said. Installation costs can run as high as $1,400, and “this has made us rethink the design of the installation process and charging device,” he said. Earlier chargers had to be hard-wired into the wall — but now they can be plugged into a heavy-duty 240V wall plug, like those used for clothes dryers or ovens.
  7. It’s too early to judge true demand. Read’s final point: criticism of EVs in some industry and political circles is premature and unjustified. Critics have been pointing out that the LEAF and Volt fell short of sales targets in 2011, with a total volume of just over 17,000 vehicles. But Read points out that Toyota’s Prius sold just 5,000 units in 2000 – the year when first-generation hybrid cars such as the Prius and the Honda Insight were first sold. “We’re about to see a more real-world test of demand,” he said, with the arrival of Toyota’s plug-in Prius hybrid and the debut of Ford’s battery-powered Focus EV.

Keep an eye on the EV Project’s progress at http://www.theevproject.com/documents.php.

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Image of concept alternative electric vehicle by AlexRoz via Shutterstock. 

Check out the original article here: http://www.greenbiz.com/blog/2012/04/30/how-evs-are-changing-driver-behavior-7-lessons-24-million-miles

GreenBiz

How Best Buy makes money recycling America’s electronics | GreenBiz

Retailing giant Best Buy (NYSE: BBY) has seen its recycling take-back program grow from a costly gamble into a fast-growing business that’s making a little bit of money. “It’s profitable. But just barely,” said Leo Raudys, senior director of environmental sustainability at Best Buy. “People still don’t believe it.”

The skepticism comes from the fact that the program is not only free to consumers, but they can also drop off just about any kind of junk that runs or ran on electricity. A dead tube TV? Check. The cell phone you dunked? Of course. That leaky washing machine? Yep. Best Buy takes appliances, too.

So how does the company cover its costs and a bit more? I had the chance to catch up with Raudys last week during the Sustainability Operations Summit in New York City, where he spoke on a panel titled “Successfully Tackling Waste.” Afterward, Raudys talked about how Best Buy turned the potentially thorny problem of collecting recycling into a self-subsidizing operation.

At its launch in 2009, the chain required consumers to buy a $10 store card to drop off recycling. But last November, Best Buy dropped that fee.

Today, the program generates two streams of revenue. First, Best Buy takes a cut from its recycling partners. When truckloads of old TVs, PCs and dryers go to its processing partners, the plastic, gold, lead, nickel and other materials recovered from the dismantled waste is sold to be remade into new materials. And while volatile, the prices for all of these commodities have generally been heading up over the past few years, raising the share that comes back to Best Buy. A very small percentage of the waste, Raudys estimates, ends up recovered and refurbished.

Secondly, Best Buy collects revenues from its partners: big, well-known electronics brands. “25 states have rules requiring that manufacturers recycle some share of what they sell every year,” Raudys said. “Our network can deliver efficiencies that [the electronics makers] can’t match, so they buy access to it.”

Best Buy has also been able improve its margins by steadily lowering the costs of collecting and transporting the consumer waste by improving workflows and boosting volumes, he said. Higher volumes of waste let Best Buy win more competitive rates from its recycling partners as well.

But does Best Buy see any extra sales from customers lured in by the recycling service? After all, when faced with roughly similar prices for a flat panel TV from a number of retailers, many customers would opt for the vendor who can take away the old set. The benefit of the program remains unclear, however. Raudys explained it’s difficult to identify sales that happened because of the recycling policy. “We see this as a service to our customers,” he said.

It could have been a costly, unsustainable service, though. “The program was projected to cost $5 million to $10 million in the first year,” Raudys said. “We didn’t know what we were getting into.” If costs stayed that high, he said, the program might’ve been scrapped.

The program’s most tangible overhead costs are labor and storage space, to process the waste at its stores. There’s also the cost to truck pallets to recycling sites. Less visible costs for Best Buy include auditing the processes of its recycling partners. Raudys said the company hires third-party inspectors to enforce a corporate recycling policy that aims to match or exceed state and federal guidelines. To avoid the export of hazardous materials to low-income countries, Best Buy’s program includes physical inspection of shipping containers and paper auditing.

E-waste handling practices remain a controversial challenge. Scrutiny of e-waste practices increased in the wake of embarrassing revelations — most famously a 2008 investigation by CBS’ 60 Minutes program — that exposed recyclers who were sending e-waste to be dumped or processed in primitive, dangerous methods.

Experts say the problem has improved but still persists. “At least half of the e-waste collected in the U.S. for so-called recycling is exported to Asia and Africa where it is often smashed, burned, dumped or processed in conditions that endanger the health of workers,” said Jim Puckett, executive director of Basel Action Network, an e-waste watchdog group.

Three partners handle Best Buy’s e-waste. In the western U.S. materials go to Electronic Recyclers International (ERI) in Fresno, California. In the Midwest, old gear flows to Regency Technologiesin Cleveland, Ohio — and in the East, E Structors in Baltimore, Maryland handles the e-waste. Appliance recycling is done by Regency and Jaco Environmental in Snohomish, Washington.

Puckett would like to see all of Best Buy’s e-waste handlers meet the e-Stewards certification, a program co-developed by BAN and other environmental groups. “Only e-Stewards is consistent with international agreements barring export of hazardous e-waste to developing countries and forbids using municipal landfills or incineration for hazardous e-waste,” he said.

Of Best Buy’s three e-waste handlers, only ERI is currently e-Steward certified. But all three meet the R2 code, an industry-backed standard.

In the absence of federal or state regulations for e-waste, Best Buy’s take-back program is one of only a small number of options available. Just 25 states have e-waste rules, although Best Buy accepts recycling nationwide. “There are many places in the country where there are no alternatives,” according to Puckett.

The program’s growth, meanwhile, suggests there’s a big need. Since the program began, Raudys said, Best Buy has collected half-a-billion pounds of recycling, including both appliances and e-waste. And given that the volume of recycling is growing by 10-15 percent per year, Best Buy is likely to hit its goal of 1 billion pounds of consumer goods soon. Last year, some four million customers dropped off nearly 86-million pounds of electronics and 73-million pounds of appliances for recycling (see table, below).

Best Buy’s global recycling operations

Best Buy’s efforts come against a backdrop of intensifying efforts to improve e-waste recycling nationwide. Last week,Staples announced a deal with HP to take back all sizes of computers, monitors, desktop printer/scanner/copier devices, handheld electronics and various other retired gizmos.

The number of recycling drop-off locations for consumers nationwide grew to nearly 7,500 from just over 5,000 in 2011, according to the First Annual Report  of the eCycling Leadership Initiative (ELI), a program created by theConsumer Electronics Association, a consortium of major electronics manufacturers and retailers.

ELI participants arranged for the recycling of 460 million pounds of consumer electronics last year, a 53 percent increase over the 300 million pounds recycled in 2010. And the group is aiming to drive that figure to annual rate of 1 billion pounds by 2016.

Photo of Best Buy store sign by Lynn Watson via Shutterstock.

GreenBiz

Cheap natural gas drives manufacturers, energy companies to shift gears | GreenBiz

Last week, Joe Nocera reminded me of how disconnected and angry the debate over fracking — the process of injecting fluids into deep, dense rock formations to fracture them and release natural gas — has grown. At The New York Times Energy for Tomorrow conference, Nocera moderated a series of panels that were focused on a broad variety of energy issues, but repeatedly returned to the hot button issue of fracking.

In a rhetorical question, he asked if the tradeoff in environmental harm and public health one we just have to accept. The answer is no, of course. But, as Nocera added, the fact is that fracking is already happening in a very big way. For those not following this issue, he’s an op-ed columnist for the Times who supports fracking as an innovation that, done responsibly, can lead to game-changing new supplies of energy, job growth and economic expansion.

Nocera’s position crystalizes much of the debate around this energy technology. His writing has drawn ire, especially in greater New York City and its hinterlands, where proposals to drill for natural gas in the city’s upstate watershed have sparked enough protest to turn the Hudson Valley into the epicenter of national anti-fracking efforts.

There’s good reason for alarm. ProPublica, a nonprofit investigative journalism entity has — in my opinion — amassed the best work documenting the environmental harm done by fracking. Here are just a few of the key environmental harms associated with the practice:

These issues make a strong case against the practice, and explain why Nocera’s “develop responsibly” position is controversial. The mixed reactions to his endorsement of the practice highlight the schisms dividing interest groups, coming between neighbors who are fighting over whether to frack or not and between national environmental groups who disagree about the environmental pluses and minuses of the practice.

For example, Nocera draws some of his analysis from work done by the Environmental Defense Fund, which is also pushing for tightly regulated fracking. Nocera’s approach has drawn heavy fire from climate activists such as Bill McKibben, a writer and scholar who backs a moratorium, arguing the risks of fracking are simply too high, as well as from Joseph Romm, a former Clinton-era energy official and now an influential climate commentator at Climate Progress.

Putting aside the fight over whether fracking should extend into new areas, Nocera’s talk drew my attention to a facet of fracking that gets less attention. Away from the main boxing ring where the issue is being fought out, large-scale industrial investment is rapidly reorganizing based on the long-term promise of low-cost gas. In short, industry is betting that fracking is here to say. Here’s where fracking already is impacting industry:

Power generation

The fracking binge has already altered the outlook for the U.S. power and manufacturing sectors. More than the rise of renewables, cheap natural gas has paved the way for the retirement of more than 100 coal-fired powered plants, too aged to meet federal clean air rules.

Efforts to build new coal plants are constrained too. Because natural gas power plants are cheaper to build and fuel, the natural gas boom has radically lowered the count of new coal-fired plants being proposed. According to data tracked by the National Energy Technology Lab and Sierra Club, plans for more than 160 coal plants have been shelved in recent years, partly due to natural gas’ cost advantage, as well as soft growth of demand for power.

“Natural gas has done more than other legislative initiative to push coal out of the equation,” said panelist Michael Levi, a senior fellow for energy and the environment at the center for foreign aaffairs, and by my reckoning, one the smartest observers out there on this issue.

Manufacturing

Cheap natural gas is rewriting the rules for other manufacturers too. Less than a decade ago, natural-gas-reliant manufacturers were decamping from the U.S., transplanting operations to the Arabian Gulf, Latin America and other gas-rich regions.

Now many are returning. Makers of chemicals, fertilizer and pharmaceuticals, all of which use natural gas as both an energy source and a raw material are returning stateside, lured by natural gas for under $2.50 per thousand cubic feet, less than fifth of the price in Europe or East Asia.

As Jim Motavalli reports in The New York Times, Nucor, which uses natural gas to make steel, is building a $750-million facility in Louisiana, just eight years after shutting down a similar plant in the same state and shipping it to Trinidad, to tap the island’s recently-developed natural gas supplies.

The cost advantage provided by cheap natural gas is even sharper for companies that use methane as a raw material — to make plastics, for example. Kevin Swift, chief economist at the American Chemistry Council, tells the Times that because European chemicals companies use oil-based raw materials derived to make plastics, the U.S. has a 50-to-1 advantage. “‘Shale gas’ is really driving this,” he says. “A million [British thermal units] of natural gas that might cost $11 in Europe and $14 in South Korea is $2.25 in the U.S. Partly because of that, chemical producers have plans to expand ethylene capacity in the U.S. by more than 25 percent between now and 2017.”

Add up the impact of investments like these and high rates of shale gas recovery could result in a million new manufacturing jobs by 2025, according to a 2011 PricewaterhouseCoopers study cited by Motavalli.

Transportation

Compared to current petroleum prices, natural gas costs $1.50 per gallon equivalent, nearly two-thirds less than current pump prices for gasoline or diesel. Large fleets of heavy-duty vehicles — from buses to garbage trucks to delivery vehicles — have been among the earliest converts. One-quarter to a half of Navistar’s new vehicle sales in these markets opt for natural gas.

Long-distance highway trucking may be the next to switch. Speaking with the Times, Navistar chief executive Dan Ustian, predicts that natural gas could capture up to a fifth of sales of highway tractor-trailers within a year.

The need for on-road refueling infrastructure remains a constraint. There simply aren’t many publicly accessible natural gas refueling sites. The count is under 1,000, less than 1 percent the number of gas stations. Last month, GE and natural gas producer Chesapeake Energy inked a joint venture to build 250 natural gas refueling points around the country.

Policy

Industry is clearly digging in even as environmental opposition gains momentum. Complicating the politics of this debate is that fracking is an intensely regional issue. State-level cultural perceptions of energy vary, for instance. Some families in Texas welcome gas rigs in their backyards, while some landowners in New York are suing to prevent nearby drilling.

Geology is different everywhere too, of course. So what was done safely in Oklahoma may not be replicable in Pennsylvania. “Local conditions matter significantly,” said Mark Brownstein, a panelist at the Times event and chief counsel for the Environmental Defense Fund’s energy program.

These polarizations have driven the debate to unproductive levels of ire, the panelists at the NYT event argued. “This is the perfectly dysfunctional fight,” said Levi, from the Council on Foreign Affairs. “There are environmentalists who believe this cannot be done safely. And there are those in the industry who say regulations will destroy their business.” The loudest voices amount to an all-or-nothing proposition, Levi added, which makes the process of brokering a solution to the fracking question very difficult.

There is a web of substantial existing regulation covering fracking, Brownstein explained, including the Clean Air Act, and the Clean Water Act. “The fundamental question is whether they are sufficient,” he said, and how to improve them if not. Another weak link he pointed to is variations in state level rules and enforcement of well construction, where one poorly built well, after all, can do enormous environmental damage.

Indeed, pointing to these weakest links, Levi made a case for the role of federal regulation. If one state underinvests or underenforces, a single disaster could stir up a far-reaching political backlash that could ultimately slow or halt development.

Some state-level policies, such as Texas’ tough disclosure rules on what frackers inject into the ground, can be cut and pasted to other state or national rules. New York State’s rules are also shaping up to be a benchmark in this respect. And some rules, such as the “Halliburton exception,” which excluded fracking from Clean Water Act standards for what is injected into wells, can only be fixed by an act of Congress.

With the scale of fracking rising, the stakes to get regulation right are growing — and making the fight harder to resolve. Some in the industry are beginning to welcome tougher regulation, recognizing that it could help level the playing field. If tougher regulations could ensure fracking can be done safely, but added 10 or 20 percent to unit cost of gas, the fuel remains cheap, Levi pointed out. “If I were a fracker, I’d rather have 20 cents extra charge” than the environmental and political risks facing the energy today, he said.

Check out Nocera, Levi, Brownstein and others here at The New York Times Energy for Tomorrow conference.

GreenBiz

What’s keeping electric vehicles from the mainstream? | GreenBiz

Advancements in electric-vehicle technologies have made them increasingly viable for consumers, fleets and car-sharing services, but they’re still not mainstream alternatives to conventional gasoline-powered cars.

One key missing link is more infrastructure and support services, but investors are wary to plunk down the cash for these pieces until there are more EVs on the roads. It’s a classic chicken-or-egg problem. Which should come first: EVs or infrastructure, like charging stations?

This question took center stage last week at GreenBiz’s VERGE DC event. The thesis behind VERGE — the convergence of energy, information, technology and transportation — fits the long-term vision for EV expansion, yet so far EVs haven’t integrated well with other networks, said the panel’s moderator, Beth Lowery, a principal with GreenOrder and a former General Motors executive.

To help explore how, where, and when the EV ecosystem is evolving, Lowery spoke with:

NRG is betting big by building the only privately funded EV recharging network in the country, including the largest network of “fast” chargers, which use high-voltage DC current to slash recharge times drastically. In Dallas, Houston and elsewhere in Texas, NRG is partnering with Walgreens and other retailers to install recharging hubs.

And in California, the company announced Friday that will spend approximately $100 million to build, own and operate a comprehensive EV charging network, including at least 200 publicly available fast-charging stations. (The deal is part of a settlement with the state’s public utilities commission over a dispute during California’s energy crisis more than a decade ago.)

Instead of range anxiety, “EV drivers should have full range confidence,” Banskota said.

Meanwhile, Eaton has seen growing convergence in the commercial vehicle space, where it has been developing hybrid and EV technologies, Wirtz said. The trend has yielded hybrid systems not yet seen in passenger vehicles, such as diesel electric hybrids and hydraulic-hybrids, which recover braking energy as mechanical energy.

“We’re trying to imagine what the world will look like when 75 percent of vehicles are EVs,” he said.

For Greenlots, convergence means using the data cloud to better integrate EVs, homes and renewable-energy sources into the grid. “In Germany, we’re taking wind power and matching that with EV battery storage,” Mahabir said. “In the U.S., utilities don’t yet know when EV drivers are going recharge.”  That lack of transparency can unnecessarily tax the grid.

Another challenge includes a lack of public understanding about EVs, even five years after their rebirth. When NRG surveys consumers if they’d buy EVs, Banskota recounted, typically around a third are inclined. “But after we show them how it works, where they can recharge, and the cost benefits, that share doubles,” he said. “Education is critical.”

Despite the press coverage they’ve attracted, EVs are so rare — just 17,000 GM Volts and Nissan Leafs have been sold so far — that few drivers have had hands-on experience. Getting the public to have more direct experience with EVs can be a game changer, Wirtz said. “First-time EV drivers always find the experience exhilarating,” he said, because the driving experience is so quiet, powerful and smooth.

In terms of policy, Mahabir believes that support should be focused on the battery problem. “Korea, Japan, and China are investing billions in batteries, and we need to do the same” he said.

Eaton’s Wirtz concurred: If the industry can get batteries right, charging networks will follow.  That means lowering battery prices, boosting their capacity, and shrinking their charging times. For EV adoption, we’ll see a “top up” strategy where, everywhere you go, drivers will want plug in — that’s different from gas driving, where folks are comfortable letting their tank get near to empty, Wirtz said.

“People talk about this being a chicken and egg problem,” he added. “We firmly believe if you get the battery price down, the infrastructure will come.”

Banskota replied that the lifetime cost of ownership of EVs is something consumers don’t yet understand properly. The Nissan Leaf, for example, is already the lowest-cost vehicle in terms of lifetime costs, including maintenance, fuel and sticker price. “EVs are already competitive,” he said.

One way to help lower EVs’ costs and drive adoption would be to standardize chargers, Wirtz said. “We’ve identified 11 protocols for vehicles to communicate to recharging points,” he said. That creates costly complexity and deters economies of scale.

Another barrier: EVs don’t necessarily fit well into legacy car retail channels, Mahabir pointed out. Dealers don’t love the financial impact of EVs on their profits, since battery-powered cars are relatively expensive, leaving a thinner margins. What’s more: EVs need less maintenance, which hurts shop income.

In terms of federal incentives, the focus ought to be on early-stage research and development, said NRG’s Banskota, in order to drive progress in the basic battery science.

Locally, giving EVs access to HOV lanes and preferential parking are low-cost ways for cities to stir interest in EVs. “It would provide a huge boost for EV owners,” Banskota said.

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View the original story at: http://www.greenbiz.com/blog/2012/03/23/whats-keeping-electric-vehicles-mainstream

GreenBiz

Making cities sustainability centerpieces | GreenBiz

At the heart of GreenBiz’s VERGE initiative is the thesis that the coming together of economic and technological factors is driving innovation. During a lunch session as part of the VERGE DC event, we focused on how cities are emerging as hothouses where these dynamics are unfolding most quickly.

Increasingly, the 21st century is likely to be dominated by cities, with dense gatherings of capital, technology and skills where public and private players can collaborate at high speeds. In a physical sense, cities are where technologies—energy, information, building, and transportation—are hybridizing most quickly and most productively, driving economic growth, creating jobs, and spurring competitiveness.

To spark this roundtable discussion, we looked to a recent report exploring these trends. Titled “Citystates: How cities are vital to the future of sustainability,” and produced by SustainAbility in partnership with GreenBiz and sponsored by Ford Motor Company, the report lays out seven characteristics, or states, that drive growth-nurturing synergies between cities and business. Click here for a PDF of the report.

As an overview of its analysis, SustainAbility shared a video:

Citystates from SustainAbility on Vimeo.

The Seven States

The report defines seven characteristics that SustainAbility concludes can help cities and business thrive symbiotically. Here’s how co-authors, Chris Guenther and Mohammed Al-Shawaf describe these “citystates” and the opportunities they open to businesses:

1. The Connected City: Growing technological sophistication and traditional social connectivity provide opportunities for greater awareness, trust and collaboration among stakeholders. How can business both bolster and create value from this essential connectivity?
2. The Decisive City: Cities often have the urgency and accountability to act decisively. For example, cities lead state and national efforts in the areas of climate change mitigation and adaptation. How might companies improve their own decisiveness, and/or leverage that of cities, to drive sustainability?
3. The Adaptive City: Cities are among the most adaptable structures in society. How can business grow more adaptive while collaborating with cities on their mutual survival?
4. The Collaborative/Competitive City: The healthy tension between peer-to-peer collaboration and economic and brand competition among cities has potential to drive precompetitive sustainable innovation and rapid diffusion of solutions. How might industries exploit this tension in their own parallel drive for sustainability and competitiveness?
5. The Visceral City: Urban living is shaped by numerous real and potential feedback loops. As urbanization progresses and its impacts become more pressing. How can companies beneficially tap into these feedbacks to drive both value creation and sustainable development?
6. The Personal City. The influence of shared identity and values — in cities and elsewhere — is a particularly powerful driver of individual and collective action. How can businesses connect with citizen-consumers’ values to drive demand for more sustainable products and services?
7. The Experimental City: Cities are inherently creative, experimental social systems. This opens up links between R&D and low barriers to entry for nontraditional actors. How can business embrace the growing democratization of innovation and leverage cities as laboratories to test and scale sustainability solutions?

In the discussion that followed this presentation, it became clear that companies and cities face an increasingly co-dependent future. Businesses are agile, quick to innovate and develop sustainability technologies. Cities meanwhile, face pressing needs to improve urban environments, and to boost the efficiency and sophistication of city services.

Given the right mix of markets, public policy, and economic potential, businesses can help cities tackle problems ranging from transportation congestion to water treatment, and from energy efficiency to building and infrastructure upgrades.

Compelling as this vision is, participants shared many examples of the fundamental limitations that slow down city programs, or that stymie public-private interaction—budget, manpower, politics, and the like.

Here are some key ideas that caught my attention. We covered more in the 90-minute session than I’ve captured below, so I hope participants will weigh in below, via comments, to share other ideas and reactions, as well as expand the discussion.

Racing to beat election cycles. The long-term, multidecadal nature of many city sustainability plans can be stymied by the relatively short-term tenures of elected officials. City leaders face pressure to institutionalize programs before elected leaders move on. The private sector can help by helping to cement successful practices into city operations.

Private-sector’s bully pulpit. City leaders emphasized that private-sector leadership on sustainability and climate issues can help sway politicians and bureaucracies who remain shy or averse to tackling these topics. Indeed, where “environmentalism” can be a politically tainted phrase in some circles, “sustainability” has positive connotations that can catalyze change. “I consider urban sustainability the third wave of the environmental movement,” said a city leader, adding: “Our future is one of Manifest Density.”

Open-source efficiency. Nonprivate, noncopyrighted software projects, such as those pioneered by Code for America, can be more cost-effective laboratories to develop, test and trial software services. By sharing code between cities, services can evolve faster and deliver effective solutions for a tiny fraction of the cost of using conventional contracting methods. The lower cost and quicker deployment, in turn, makes it easier to experiment with a greater variety of ideas, and to explore even small-scale initiatives.

Sensing cities. The falling cost of hardware, especially the growing smarts of sensor networks, promise substantial gains. Lost-cost monitoring of public infrastructure such as storm water systems can help identify problems and lower damage, by sending repair crews to the right place, sooner.

Un-silo information and expertise. It’s a problem within any large organization: siloed expertise and misaligned interests can stymie public-private interactions too. For example, moving a Zip Car a block close to highly-trafficked area might benefit the city, commuters and the company. But getting all the parties involved—company execs, transportation department managers, and property owners—can make otherwise easy fixes hard to execute.

Tour de Sustainability? Just as cities have developed walking tours of historical sites, they should also offer sustainability walks: paths that could take residents, visitors, and students on a journey to see green buildings, storm water features, grid infrastructure, white roofs, and the like. Given that sustainability can be an abstract idea for non-experts, such tours could normalize sustainability, inspire and educate.

Cultivating failure. The private sector has developed a tolerance for failure, some even appreciate the lessons unsuccessful efforts can teach. Yet in the public sector and especially among elected leaders, failure is deeply feared. This can lead to bad projects being pushed past failure, at great cost. Is it possible to cultivate a more experimental, failure-tolerant culture in the public sector?

Image courtesy of RATOCA via Shutterstock.

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Check out the original post here: http://www.greenbiz.com/blog/2012/03/22/why-cities-are-hotbeds-innovation