CEP Senior Project Night!

Last Thursday I had the opportunity to relive some of my academic glory days in the little hippie conservatory of ideas known as CEP, or Community, Environment, & Planning, the undergraduate urban planning program at UW.

As an academic major, I'm not aware of any program that even scratches the surface of what CEP can offer its students. It's a completely unique interdisciplinary program that allows you to customize your education around a series of core seminars that focus on, you guessed it - community, environment, and planning. But that's not all -:) it's also the only major I've ever heard of that is almost completely student-governed.

Everything from student admissions to graduation ceremonies and colloquia are 100% run by the students themselves. Nothing can really prepare you for your "admissions interview", a graded discussion with current CEP students, but that's just part of the magic of it all. At the end of the day, it's your Individual Study Plan (ISP) that's your ticket to admission. In it you articulate your vision not just for coursework, but for study abroad, volunteer opportunities, community engagement, and the course of life you envision for yourself. You are a citizen first, a student second. It's basically the academic vision of gemeinschaft. As far as I know, the only academic programs that come close are at Evergreen State and UC-Santa Cruz - but right here in the middle of the best school in the Northwest - count me as a proud alumnus!

One of the best descriptions I've heard of the program is that it's like a major in direct, participatory democracy. Every Friday we would have what we CEPsters call "governance," a several hour-long forum on the structure and content of the major, share student news, career connections, and community events, collaborate with subcommittees (and you thought I was kidding), and host guest speakers. Granted, many of us CEPsters are of the granola crowd - or perhaps the Critical Mass crowd - so we weren't exactly talking about Robert's Rules of Order, here...let's just say our dialogues sometimes got out of hand. You can only debate your own graduation requirements for so long without getting truly tedious. There were many cases, however, when the ability to truly take charge of your education in a program like CEP was without equal.

Our professors liked to say that their often hands-off approach to the direction of their seminars (as opposed to a "sage on the stage" approach), was a method of incubating organic student discussions. Often times what this meant was that the professors may only be speaking up to 10% of the class time, the rest is all student input. With a very engaged group who has done the readings, this approach can work marvelously. Otherwise, it's a recipe for disaster.

The crowning jewel of the CEP education is the Senior Project. Together with the several project-based classes and required internship, this is where the pedal meets the metal. In my experience, a program like CEP is either a very good fit for you or a very bad one, with very little in between. You either need a lot of direction in charting your uncertain academic course, or you simply need the time, space, and resources to make your plans a reality.

Senior Project Night is the final showcase for the graduating seniors' projects that many have spent thousands of hours working on. My own Senior Project is, in fact, the origin of this very blog. It's the catalytic experience that awakened so many of my interests in green fleets, electric cars, bikes, transportation planning, and so much more. So much time is spent on these projects, in such a tight-knit environment (there are 80 students in the program) that your project teams often become like family. I'm a firm believer that if you want to envision the trajectory of a CEPster, you need look no further than their Senior Project. So one year out from my own departure from the CEP universe, I was thrilled to be able to see this year's round of projects.

Here's a few of my favorites of this year's projects!

Roosevelt: A Living District

Cristina Haworth and Jenn Robinson-Jahns

With current forms of urbanism placing undue burden on environmental systems worldwide and eroding traditional community bonds, there is an urgent need for new methods and theories of citybuilding, methods that not only promote the development of functioning, healthy, and liveable cities, but also help create cities that exist in harmony with the surrounding environment and serve as ecologically restorative forces.  This project explores the concepts of the International Living Building Institute’s Living Buildingsand Living Cities design contests, using a literature review and case study framework to apply the ideas to a site slated for redevelopment within the Roosevelt neighborhood of Seattle, Washington and envisioning it as a Living City in 2035.  A contextualizing paper identifies a few of the components critical to the establishment of a Living City, including the concept of a Living Building and existing examples; the expansion of the concept to the neighborhood and city scales; and initial applications of the Living Cities concept. This work also introduces a few of the key components to Living Buildings and Living Cities: technology that can provide a decentralized and sophisticated power grid, eco-districts that create economies of scale, and systems for the on-site treatment and recycling of waste. We then use site analysis to identify the strengths and weaknesses of the Roosevelt neighborhood, including renovation and re-use opportunities, potential opportunities to use natural systems processes such as solar or water circulation patterns, and connections to the surrounding community.  Within this context, we visually apply the concepts introduced to the Roosevelt site in order to envision it as a thriving Living City and provide a hypothetical representation of what is possible for the future of the area within this framework.  It is our hope that this work will serve as a catalyst for conversation within the Roosevelt Neighborhood Association and challenge its members to think about urban systems and what may be possible within the urban framework in a new way.

Best Practices of the BIM Modeler

Justin Jameson

A BIM is a digital representation of physical and functional characteristics of a facility. As such it serves as a shared knowledge resource for information about a facility forming a reliable basis for decisions during its lifecycle from inception onward. (National Institute of Building Sciences 2011)

One of the challenges in a design group is creating unambiguous construction documents. In order to avoid such ambiguity, designers may establish a methodology for local best practices. Unfortunately in some cases best practices are established by routine and are often not documented. With the advances in technology the best practices procedures of the past are quickly becoming obsolete, while the procedures of the best practices of the future are becoming much more complex. Therefore the need for documentation of the best practice procedures becomes imperative. In this project I confront these problems in the case of a local design group. Specifically, the challenge was to document the local standard Building Information Modeling (BIM) practice and submit a Quality Management System (QMS) report. Utilizing the information gathered from the QMS report, I created a manual of standard practice which is now available as reference for all employees. I completed this project using multiple methods in multiple phases. Phase 1: building the information foundation; I conducted online research exploring what Building Information Modeling (BIM) is. I also reviewed other districts’ best practice manuals for traditional drafting. Phase 2: analyze and compile; throughout the review process I analyzed the information which I considered to be current best practices. Analysis consisted of referencing how the suggested practice complied with the National CAD Standard and the A/E/C CAD standard. Phase 3: the committee; to ensure that the QMS report was accurate and useful to the design group I organized a multidisciplinary committee of practicing professionals. The committee reviewed my initial information, then provided input about the BIM process. Phase X: refining the process; the final phase of the project is intended to repeat. In this phase the committee will periodically review the document; as procedures become more defined the document will be updated and become more defined as well. The outcome of the project is a documented best practice manual for BIM users.

Bridging the Gap: Increasing social sustainability through a community-university farm partnership

          Michelle Venetucci Harvey

The UW Student Farm membership base has grown exponentially over the past three years, and involved students have quickly exceeded the capacity of the current farm space. Furthermore, the UW Farm’s presence on the University of Washington campus has become firmly entrenched in the University identity over the past two years, and student farmers want to extend their connection to the larger community of Seattle and address issues of food justice. In order to accomplish our goals of expansion and social sustainability, I participated in a farm expansion process for the past two years. After identifying an expansion space at the Center for Urban Horticulture, we decided to partner with the existing Seattle Youth Garden Works (SYGW) farm in order to create a community connection and share resources. I became the liaison to SYGW and helped build a partnership through meetings, communication, and collaborative writing sessions for organizational documents. After doing background research on nonprofit partnership models and youth empowerment theory, I wrote an organizational document for future UW Farmers and participated in SYGW youth recruiting and a mentorship program in order to gain some perspective of the SYGW program itself. I also participated in the discussion and creation of a legitimate governance structure for the UW Farm, which will increase the farm's legitimacy and ability to work with partner organizations. Ideally, this project and partnership will help both the UW Farm and SYGW become more financially and socially sustainable through shared resources and workforces. The established governance structure as well as partnership document will help maintain institutional memory for this expansion project and transition leadership to future UW Farmers.  

Congratulations and best of luck to this year's CEP Seniors! You guys rock my world!

My Senior Thesis - The Real Deal!

Green My Fleet - An Analysis of Puget Sound Clean Air's

View more documents from dperl88.

Great Local Press for Co-Ops and CEP!

One of my favorite aspects of CEP, the Community, Environment, and Planning program at the University of Washington, was its emphasis on project-based learning. I have told many of my friends and colleagues this before, but I will reiterate: without CEP's focus on applied learning and planning education in the field, I would not have landed the job that I have or gotten nearly as much out of my UW education. By working on Evergreen Fleets for a full year as my Senior Project, I learned how project management, networking, and interdisciplinary knowledge could be brought together in real time. But of course, Evergreen Fleets was not the only amazing project to spring forth out of CEP in 2010. Many of my fellow students created incredible works in fields as diverse as bicycle commuting, education, urban gardening, co-operative business, transportation, and student activism on campus. Today's post shines a light on one of the most successful and innovative projects to come out of CEP in many years.

Last year, it seemed like the idea of forming co-ops had swept across CEP by storm and were more popular than ever as a way of putting diverse projects into action. A piece in Crosscut, the top online local news site, by UW Communications student Shane Clyburn, focuses on the efforts of CEPsters in the growth of co-ops in the Seattle area. In particular, the intersection between CEP, co-ops, and larger institutions like HFS and UW could be the way forward in promoting environmental sustainability and social justice from the ground up. The UW Student Food Co-op, founded by CEP students Matt Steele and Michelle Harvey, is mentioned as an exemplar of what is to come!

Seattle is a vibrant place for cooperative businesses. The city is home to large and successful co-ops such as REI, PCC Natural Markets, and Group Health, plus credit unions such as BECU and SMCU. The fact that the UW, the largest organization in the city, doesn’t address this at all shows a great disconnect between the institution and the city it serves.

This past weekend was the second annual SLICE conference. Standing for Strengthening Local Independent Cooperatives Everywhere, SLICE brought many to Seattle to discuss the growing cooperative movement and what should be done to strengthen existing co-ops and incubate new ones. City Council President Richard Conlin spoke briefly about Seattle’s co-op scene and voiced his support for the movement.

Students at the UW are forming a cooperative cafe to provide healthy food at an affordable price for students. They will be working with local farmers and other co-ops in the area to supply the café. The co-op will also provide an educational opportunity for its members about cooperative business models and sustainable food systems.

The UW could get behind this movement and offer classes in cooperative economics and cooperative business. The opportunities for students to find internships and develop relationships with co-ops in Seattle is tremendous. The university should take the initiative and become a leader in fostering cooperatives in Seattle and beyond.

Promising New Research on Cellulosic Ethanol

Cellulosic ethanol is one of the most promising developments in the bio-fuel arena that large fleets have the potential to cultivate. Unlike other bio-fuels, such as corn or soy-based ethanol, which according to a recent EPA report may in fact create larger carbon footprints than conventional petroleum gasoline, cellulosic ethanol has the potential to yield up to 200% more biodiesel oil than soy-based alternatives. One of the least-developed bio-fuels, cellulosic ethanol is derived from algae in a process that extracts biodiesel from the fats in the algae material. See the diagram below for a more detailed explanation of the extraction process:

This makes cellulosic ethanol one of the most carbon-efficient fuel options on the market apart from the more unlikely hydrogen fuel-cell options. According to Evergreen Fleets, cellulosic ethanol represents an 85% reduction in net carbon emissions per gallon than conventional petroleum gasoline. Unfortunately, the algae-growing operations necessary to produce commercially viable quantities of cellulosic ethanol have not been established to a sufficient scale for fleets to purchase large amounts of this new fuel.

Current research at Sandia National Laboraties (begun in 2007) has focused on breeding the optimal strains of algae that have the highest fat ratios. According to Ali Kriscenski at Inhabitat, "the biggest challenge is to make algae biocrude within a fraction of the time that nature’s biomass decomposition occurs and to do it economically, for less than $60 a barrel."

Most university research has focused on creating apparatuses that will do exactly that: create a pressure-cooker environment to extract fats from the algae and convert it to biodiesel in an economical timeframe.

One such project at the University of Illinois at Champaign-Urbana, titled "BioGrow", uses old computer parts to create such a vessel for algae production. Using an Apple G4 CPU tower, PVC pipes, acrylic panels, an Apple iMac CRT, and high density foam for insulation, graduate students modified the old computer to allow the iMac CRT to turn on different light spectrums and to adjust the temperature. The makeshift tank contains a water pump that aerates the algae for a faster energy conversion process. The byproducts can be used for feedstock, fertilizer and high-end pharmaceuticals because algae is so rich in protein and nutrients. In addition, this method helps alleviate the problem of electronic waste, which often leach toxic heavy metals into the soil and groundwater when they end up in landfills.

Another group of scientists at Stanford University attempted a slightly different method by inserting electrodes directly into algae pools, attempting to intercept the electron flow that occurs during the natural process of photosynthesis. This method is a type of photosynthetic electrolysis that produces no emissions other than oxygen, distinguishing it from the more mainstream production method of cellulosic ethanol. However, this experiment was not able to produce enough energy per algae cell to be commercially viable for mass production.

At the University of Michigan, researchers have also been experimenting with a pressure-cooker apparatus that will reduce the time and money needed to convert algae into biodiesel. According to Sarah Parsons (also of Inhabitat),

"The pressure cooker works by heating microalgae up to about 300 degrees, forming an algae soup. The high temperatures combined with the pressure breaks the plants down, releasing the native oil and causing proteins and carbohydrates to decompose, adding to the fuel yield. Cooking the “soup” for 30 minutes to an hour yields a crude bio-oil, which can then be converted to fuel."

This process has the advantage of eliminating the need for high-oil content strains of algae, allowing microscopic and less-oily species of algae to be used and removing the need for drying out the algae outdoors. An indoor production mechanism of cellulosic ethanol, rather than drying out algae in vast outdoor pools, has the potential to be widely cultivated, assuming reasonable installation costs, even by individual fleets themselves.

So what does the future look like for cellulosic ethanol? Sapphire Energy, a San Diego-based energy startup, has pioneered the first cellulosic ethanol-powered vehicle, the aptly-named Algaeus.

Claiming to reach fuel efficiencies of 150 miles per gallon on a fuel blend of 5% cellulosic ethanol, the company outfitted a plug-in hybrid Toyota Prius to run across the country on 25 gallons alone! The possible fuel economies of future cellulosic ethanol vehicles is staggering if you imagine how efficient the models would be if, instead of a 5% blend, an E85 or B40 blend were produced, as has already been manufactured for corn and soy-based biodiesel.






Via: Inhabitat, Discovery News

Aircraft as Fleet Components - Bio-diesel Capable Helicopter Launched in Australia

Helicopters and other aircraft have not yet been incorporated into green fleet modernization schemes, simply because most public agencies that have participated in programs like Evergreen Fleets do not have aircraft as a fleet component.

However, many large institutions such as port authorities, airports, major corporations (hello, Boeing!) and hospitals do have to take the fuel expenses of their aircraft into account when attempting to reduce their emissions. I had not even considered the impact of aircraft on overall greenhouse gas emissions earlier during this project, simply because of the magnitude of the private car fleet on the equation.

According to Tree Hugger, many passenger airlines have experimented with bio-fuel capable aircraft, although helicopters have not experienced similar attention.

"Australia-based Delta Helicopters is developing what it says is the first biofuel-capable diesel helicopter in the world. Dubbed the D2, Delta claims that the helicopter will use significantly less fuel while getting 30-40% more range per gallon than standard engines." (Inhabitat)

The D2 helicopter would also burn about 70% less fuel per hour than turbine aviation engines. There's just one catch: you have to build the helicopter yourself!

Delta plans to sell the D2 as a DIY kit for farmers in remote areas who already have diesel for use in farm machinery. When fully constructed, the helicopter is worth approximately $200,000.

Whether these helicopters can be re-tooled so that they can be manufactured en masse (or at least constructed in urban industrial settings) remains to be seen. Regardless, this is an important indication that we need to look at the big picture - all forms of transportation by air, land, and sea - when diving into green fleet modernization.

Plastic Waste Output as a Component of Sustainable Purchasing

One of the major shortcomings with current green fleet modernization is its lack of focus on the total environmental impacts (or "carbon footprint" if we wanna get really technical) of its operations from a lifecycle analysis standpoint.

In other words, how can we calculate the energy savings or emissions reductions that take place apart from the emissions created by vehicles themselves? After all, vehicles not only produce emissions from the fuel they burn, but require a series of maintenance products that consume a variety of plastics and hazardous wastes with significant environmental impacts of their own. Even recycling plastic or paper products creates harmful emissions that are seldom included in lifecycle analysis. This recognition has led to the development of "Sustainable Purchasing" policies in many cities including Seattle, which attempt to procure maintenance and supply products from the most environmentally-friendly source. However, green fleet modernization schemes like Evergreen Fleets have yet to incorporate sustainable purchasing into their official Best Practices.

This story from Inhabitat examined an interesting project recently completed by students at Northeastern University, under guidance of Professor Yiannis Levendis. Their plastic waste compactor converts plastic into electric energy without harmful emissions of traditional recycling. Over 20 years in development, this type of compactor could be very useful as a new Best Practice to incorporate in green fleet modernization.

Photo Credit: Mary Knox Merrill

Via: Physorg

Green Fleet Modernization as a Strategy to Fight Climate Change

This paper was the final for Community, Environment, and Planning 302 - Environmental Response, a class that focused on climate change and corresponding policy responses. Areas of study included climatology, restoration ecology, environmental and social justice, food security, urban agriculture, economics, marketing, and environmental policy. My final paper frames green fleet modernization as a policy response to climate change.

Exercise 2   literature review

View more documents from dperl88.

Green My Fleet: Final Report to City of Issaquah

Green My Fleet: An analysis of a collaborative effort between Evergreen Fleets and the City of Issaquah.

By David Perlmutter and Julia Wilson

Please read the final report that we submitted to the City of Issaquah in December 2009.

Green My Fleet

View more presentations from dperl88.

CEP Senior Project Presentation

Please check out the presentation I made at the Community, Environment, and Planning Senior Project Night on May 6th, 2010. Special thanks to David Fujimoto of the City of Issaquah for reviewing this final presentation!

CEP Senior Project Presentation

View more presentations from dperl88.

CEP 460 Presentation

This is the presentation I gave to the City of Issaquah in December 2009 to MaryJoe deBeck (Resource Conservation Coordinator), David Fujimoto (Resource Conservation Manager), Kelly Kussman (Fleets Supervisor), Brad Liljequist (Engineering Project Manager), and Ava Freisinger (Mayor). This project evaluated the Evergreen Fleets program using both quantitative and qualitative methods using the City of Issaquah as a case study.

CEP 460 presentation

View more presentations from dperl88.

City of Seattle Announces Plans to Become America's First "Carbon-Neutral" City

The Seattle City Council has released a proposal to make the City of Seattle "carbon neutral" by 2030, according to a recent story in The Stranger. This proposal, first suggested by Alex Steffen (the president of the local think tank WorldChanging) has generated a great deal of controversy over whether this significant of a carbon reduction scheme is even feasible, how carbon neutrality will be defined, and how the carbon neutrality scheme would be administered.

Council members Richard Conlin and Mike O'Brien were the main sponsors of this proposal, announced as one of the City's top legislative priorities of 2010. The proposal materialized in print form on a public forum called Ideas for Seattle, a blog started by the mayoral campaign of Mike McGinn.

Despite the McGinn campaign's initial receptivity to the idea (the forum's 4th most popular), now that Mayor McGinn has been sworn into office his response to carbon neutrality has been more lukewarm.

“Let’s be very clear,” he said in The Stranger. “I support carbon neutrality as a goal. But we’ve been down this path of politicians setting ambitious goals and not following through before”—a reference to his predecessor Greg Nickels’ vow to reduce emissions below 1990 levels, in line with the Kyoto Protocols, by 2012.

McGinn continues,

“We have a goal of reducing greenhouse gas emissions, but we’re building a bigger 520, we’re building an auto-only facility on our waterfront, we’re not funding the bike master plan. The question isn’t what the goals should be. The question should be, how do you get there? … If we want to spend a year or two setting up a new goal and creating a work plan to do it while we’re taking actions that accomplish the opposite, that’s not what I think we should be doing.”

Part of the problem in implementing any carbon neutrality scheme stems from criticism that the City will not be able to meet its goal of adhering to its Kyoto Protocol targets by 2012. The City, and former Mayor Greg Nickels in particular, has been the environmental vanguard of American cities in encouraging other municipalities to reduce their emissions through informal, voluntary agreements set through the US Mayors Conference on Climate Change. In this conference, over 1,000 US cities have agreed to cut their emissions to 7% below 1990 levels by 2012. Seattle successfully achieved this milestone in October 2007, although whether this emissions reduction can be maintained is being called into question.

According to a recent article in The Seattle Times, most gains from 1990 to 2005 came from cutting pollution associated with residential, commercial and industrial energy use, the study found. Seattle City Light is responsible for most of these emissions reductions (about 60%), through investments it made in carbon offsets for alternative energy projects and selling its stake in ownership of a coal-fired power plant in Centralia.

However, emission from the transportation sector increased 3% during this period, even as total vehicle miles traveled (VMT) per capita decline 2%. Emissions from the transportation sector are expected to spike between 2007 and 2012, and this increase will put Seattle behind its (currently already achieved) Kyoto goal 700,000 tons of carbon annually, according to a City report. Clearly, achieving the City's Kyoto targets as well as carbon neutrality will take a large investment in alternative fuel vehicles, reduced VMTs by city drivers, and an expanded infrastructure car-pooling, car-sharing, walking, bicycling and public transit to make the latter a reality. Evergreen Fleets, whose certifications criteria Seattle could easily supersede within the next several years, was designed partly with carbon neutrality in mind through achieving the former.

There is also significant debate as to what a working definition of carbon neutrality would look like. Scientists have already established that in order to prevent the most catastrophic effects of global warming, we must avoid reaching an atmospheric concentration of CO2 of 350ppm. Some estimates show that we have already passed this threshold and are approaching 380ppm globally. This threshold is the scientific basis of the Kyoto Protocol's goal of reducing emissions 80% by 2050, informally called the "80 by 50 rule".

The Kyoto Protocol currently has been signed by mostly the world's most developed countries, of course with the notable exception of the United States. The dilemma is that even if the world's developed countries and the US meet the 80 by 50 goal, developing countries could still increase their emissions to levels more commensurate with their population sizes and put the world well over the important 350ppm threshold. If richer nations do not help rapidly growing poor nations reduce their emissions - and this is by no means a given - then the 80 by 50 goal will lose its effectiveness and make the entire Kyoto regime an international joke.

What this means is that we may have to define carbon neutrality in a way that squares the 350ppm threshold with our own disproportionate responsibility for global greenhouse gas emissions, as the United States produces the largest share of emissions of any country on earth. Taking this element of social equity into account would mean that we would need to take responsibility for emissions reductions that amount to greater than our total emissions. We would, in this sense, become carbon negative and not just carbon neutral. One Swedish study suggests that we would need to become substantially carbon negative through a combination of two processes: reducing our own emissions to nearly zero, already an extremely expensive proposition; and funding green infrastructure in developing countries to simultaneously reduce their emissions even as their populations grow tremendously. This could be put into practice through a global cap-and-trade system, although it would have to have much stronger enforcement mechanisms than Kyoto, which currently has no means of getting any of its members near the 80 by 50 goal.

In addition, there is an emerging debate about how to calculate the City's total carbon emissions under such a policy. Would all emissions created by City residents be the measure, even if the emissions take place outside of the City, such as through travel? Would the measure be limited to just activities within the City limits? How would the life cycle costs of production and consumption of commercial products be calculated for the City's progress? What about the emissions of a port that ships goods all over the world? There are no easy answers to these questions because no other city has been forced to make these decisions.

Solar-Powered Electric Vehicle Charging Stations Taking Off

Electric vehicles have long been an environmentalist's holy grail - they are clean, produce no emissions, futuristic, and are generally silent. Numerous environmental activists, from Elizabeth Kolbert to Al Gore to Jeremy Rifkin, have advocated a total manufacturing shift to producing electric and fuel-cell vehicles as a means of cutting our total emissions and protecting against global warming.


However, the source of these vehicle's electricity is rarely considered, despite its enormous weight on the overall carbon footprint of implementing any viable electric vehicles charging grid. Conventional fossil fuel sources, logically, have a much greater carboon footprint than renewable sources of energy such as wind, solar, or geothermal. Unfortunately, more than 70% of the electricity generated in the United States comes from fossil fuel sources, including coal (48%), natural gas (21%), and petroleum (1%). Nuclear energy (19%) and hydropower (6%) are less harmful to the environment but still carry significant local impacts. Truly "renewable" sources of energy account for just 3% of our generated electricity, according to the US Department of Energy. 

Several startup firms have taken that message seriously and have made major steps to create networks of electric vehicle charging stations that are truly carbon-neutral.


The E-Move Charging Station prototype, designed in Bozen, Denmark, by Valentin Runggaldier, charges vehicles through solar energy absorbed by eight solar panels on its roof. According to Inhabitat, 

"no word on how long the filling stations require to charge different devices, but unless people have the capacity to wait all day while a plug-in car is charged, the stations might be best suited for smaller devices."

The City of Chicago's Fleet Department used the ChargePoint technology created by Coulomb Technologies and adapted it to use solar power. By independently creating its own power source, the solar powered charging station does not draw upon the rest of the city's electric grid and does not cost the Fleet Department's electric bill. The only obstacle for wider adaptation of this type of solar-power charging station is the cost, which must be below what it would cost to use conventional electric sources to be practical. 

New York City just opened its first ever solar-power charging station within the last six months, through a partnership with the sustainable energy company Beautiful Earth Group.

In order to promote more of this type of synergy between the solar energy and electric vehicle sectors, certification regimes like Evergreen Fleets play a crucial role in promoting renewable-based electric grids over conventional ones.

Proliferation of Private Electric Vehicle Initiatives Shows Need for More Government Leadership

Amidst the current proliferation of electric vehicle initiatives, funded privately through venture capital, is an astonishing lack of government leadership of green fleets policy nationwide.


The State of California already has Better Place, Solar City, and Coulomb Technologies competing to provide residents with an electric vehicle charging station network. So far, however, Coulomb Technologies is the only firm of the three to explicitly provide resources to form partnerships with local governments, for both city planners and fleet managers. Coulomb has provided distinct resources for each set of stakeholders in the process, a key concern that has not received enough attention in earlier enterprises. Coulomb has begun to operate electric vehicle charging stations in San Jose, CA, out of streetlamps. With fierce competition coming from Better Place and Solar City, it should be interesting to see which of these firms has the most successful implementation of electric charging grids. As California is the nation's largest commercial market, success here means a great deal of transferrability to other regions and will attract significant international attention as well.

Currently (as of March 2010) Evergreen Fleets remains the only regional Green Fleets certification regime in the United States to follow the conceptual model of LEED, with set benchmarks for emissions reduction and alternative fuel investment. Evergreen Fleets is a pilot project of the Puget Sound Clean Cities Coalition, one of over 70 similar programs in metro areas throughout the US that are administered by the US Department of Energy's Clean Cities Program. However, due to limited national and state funding, similar programs are difficult to coordinate and maintain in many areas. Evergreen Fleets, for instance, has no full-time staff or even a dedicated office, like the LEED program. Important national initiatives like Obama's stimulus package are an important first step in spurring innovation, as their $200 million grant to Better Place has shown. Without adequate regulatory enforcement at the state and local, however, there is no guarantee that this investment is publicly accountable or even financially sound.

Further, while it is true that the venture capital and startup sectors have far more innovative capacity to offer in terms of green fleet solutions than any public agency initiative, public agencies play an important role in shaping the commercial markets by their sheer size and visibility alone. By creating economies of scale, public agencies can make certain vehicle technologies more affordable (and therefore more successful) simply by increasing the demand for them. 

Instead of blindly "recommending" that candidate agencies invest in electric vehicles and awarding points for those that do, Evergreen Fleets (and any certification regimes that emerge elsewhere) should specify in greater detail which applications of this technology are most appropriate and for whom.

New Commitments to Electric Vehicle Charging Networks

Municipal and private fleets may have more reason to investigate electric vehicles soon to arrive on commercial markets, thanks in large part to new agreements in several key regions to build vast networks of charging stations for electric vehicles.

Israel, home to the electric charging station empresario Shai Agassi, has already built several hundred charging stations capable of swapping the lithium-ion batteries from electric vehicles in as little as 45 seconds. The batteries are expected to have a life of 7,000 charges, far more than the 150,000 miles of an average car's lifespan.

The State of Hawaii has also committed to officially endorsing Mr. Agassi's first round of electric charging stations.

Both Israel and Hawaii, as well as other demonstrations in Denmark, demonstrate how the network of charging stations could be ideal for communities with shorter vehicle trips and high gas prices. On Hawaii, for instance, drivers rarely make trips than 100 miles, due to the islands' confining geography. The one characteristic these areas share in common is that they are each considered "island economies" with above average energy prices, making them ideal testing grounds for electric vehicles. Once these charging station networks become established locally and increase their market share, the supply of charging stations will have increased sufficiently to become more affordable for larger regions with lower energy prices.

For fleets looking to reduce the environmental impacts, regardless of where they are located, the "island economy" narrative is a fitting metaphor. Fleets are, due to their size (for larger cities, many thousands of vehicles) have a disproportionate influence on local commercial vehicle markets. If large fleets were able to commit to significant number of these electric fueling stations, they could easily create an economy of scale, reducing the overall price and making the purchase of these stations more affordable for private consumers.

This "island economy" approach is a contrast to Evergreen Fleets' Best Practices, which tend to focus on purchasing and retrofitting existing vehicles. Often this approach leads to the manufacture of new vehicles or equipment, which adds to the fleet's overall carbon footprint yet is not calculated against the fleets as an environmental externality in Evergreen Fleets certification. A new focus on green vehicle infrastructure over vehicle purchasing, as Agassi's partnerships demonstrate, may be a more effective method for making electric vehicles widely practical and available, thereby reducing fleet emissions.

SF Bay Area to Build the Nation's First Electric Vehicle Charging Network

Electric vehicles have been identified as a crucial technology for reducing the carbon footprint of our nation's fleets, above all because they produce no greenhouse gas emissions.

Evergreen Fleets has defined electric vehicles as the preferred option for "neighborhood vehicles" (NEVs) designed for short trips in their Best Practices section, due to the current market shortage of vehicles capable of traveling on freeways. This market shortage is poised to dramatically change in the coming months, as the Nissan Leaf (fully electric) and the Chevy Volt (plug-in hybrid-electric) are introduced as affordable, freeway-capable models.

However, even when new plug-in hybrid and fully electric models are introduced to the market, the question of the availability of an adequate charging infrastructure remains.

According to a recent EPA study, the Chevy Volt would only achieve a fuel efficiency of 48 miles per gallon, assuming its electric battery has been fully charged. The fully-electric battery has a range of 40 miles, after which a gas-electric generator kicks in for the remaining 300 miles until the vehicle needs to be refueled. While the vehicle is in its fully electric mode, its fuel efficiency approaches 100 miles per gallon.  After the initial 40 mile range of fully electric power, the vehicle's efficiency drops dramatically, bringing its aggregate fuel efficiency to the figure of 48 m.p.g. cited above. While the 40-mile range of fully-electric power covers the average commuting distance for over 75% of Americans, to be truly practical, an inter-metropolitan network of electric charging stations outside of the home must be created to facilitate this vehicle's optimal fuel efficiency range.

This is even more  true of the Nissan Leaf, whose fully electric range is only 100 miles and lacks a gas-electric powertrain - when the Leaf runs out of electric charge, the driver has no choice but to pull over and search for the nearest charging station. An 8 hour charge is needed for the Leaf, suggesting that to be truly effective and convenient for drivers it must be charged periodically throughout the day.

A Bay Area venture capital firm, Better Place, in November 2008 committed to a $1 billion investment for the first electric vehicle charging network in the United States. The Mayors of San Francisco, Oakland, and San Jose each threw their support behind the network partnership. The network is anticipated to become operational in 2012.

In response to the regional plans for this electric vehicle charging network, the City of San Francisco recently announced a change to its building code that would require new buildings to have an outlet for charging electric vehicles. As a New York Times article pointed out, there is serious concern among public utilities that the rapidly expanding demand for electricity due to the charging of electric vehicles could overwhelm local electric grids if vehicles like the Nissan Leaf become widely popular. City officials anticipate having 60 charging stations operational within San Francisco by the end of 2010 and more than 1,000 throughout the Bay Area by 2011. In addition to venture capital funding, large portions of this network will be funded by a $200 million subsidy from Obama's stimulus package.

Two key concerns over the introduction of this electric vehicle charging grid are 1) the true reductions of greenhouse gas emissions, which depend on the electricity's source and 2) the popularity of electric vehicles in regions outside of the relatively wealthy Bay Area (a 240watt home charging kit for an electric vehicle can run up to $1,500).