California Dreamin'

All right everybody, it's time I leveled with my readers for just a bit. One of the main constructive criticisms I've gotten on this blog is that it's not very personal - there's not enough David-ness about it. I will admit this is true, it's mostly not my style to actually blog about my personal life and way easier to geek out about news, culture, or current events. Guilty! I also worry about the long-term consequences of having a LOT of personal information permanent published to the web. As many folks have discovered, your Facebook, Twitter, Blogspot, and many other profiles leave an indelible residue online even long after you've closed your accounts. Countless hapless people today are in lawsuits over termination from their jobs due to some of the less-than-professional behavior they've posted to the Interwebs. So let's just say I try to err on the side of caution, with some exceptions, and not reveal anything I wouldn't in a job interview or conversation with a stranger in the grocery store. 


Now for a change of pace! Time to get fucking personal for a second. I've been gearing up for a move to California this August for several months now. Part of my motivation for doing so is career-related - I'll just leave it at that :). 


I started looking fiendishly for jobs last year in the run-up to my graduation from UW for two reasons: 1) I wanted to gain a year or two of solid career experience before going back to grad school; 2) I simply didn't know how else to support myself independently. I wasn't comfortable with doing some of the things many of my friends had done post-graduation. Travel the world for a year? Sure, who wouldn't love to do that? I had just studied abroad for six months of '09 in Spain and I honestly didn't want to leave :D But after graduation, when the premise of "academics" (using the term loosely) is gone? How would I justify that to my parents, or to my depleted bank account? In some respects, I regretting rushing into the career world with such intensity and wish I had been more thoughtful about the choice I ended up making. Just because a company wants recent college grads and sounds good in its offer letter doesn't mean it's the right fit. This doesn't mean that my company is a bad company, just perhaps not the right fit at this point in my life. Bottom line: I'm starting to realize I want a bit more excitement and, frankly, danger,  in my life than any 9-5 career-oriented job can give me.


At 23, I have already accomplished a full-time, salaried, managerial position at a major facilities corporation. Sometimes I lose sight of the fact that I'm still young and have many more years of working drudgery ahead of me. Many of the people I meet in a professional context are flabbergasted when they realize my age, as if stunned to see that I've made it to the level of being their perceived equal so quickly. "How did you become a Safety Manager?" (at 23) is one of my favorite questions I could be asked, and there is a long and juicy story behind it for those who are interested. My point is that I've already achieved a lot of what I had intended to when I first entered the career world after graduation last year. So there is no real rush to that next promotion, or even a "lateral move" to another company. Many people who are in their late 20s or even 30s are still waiting tables, temping, "interning", or otherwise indulging in the life stage that's coming to be known as "adultolescence". 


Which brings me to California...Ah, yes - magical, sunny, clusterfuck California! Matt and I are looking at California not just because of its weather and for a change of pace - it's the chance to have the freedom and yes, perhaps just a bit of "edginess" that life in Seattle seems to have exhausted itself of. Our friends are intimate and well-established, we have good jobs and a great apartment in a great neighborhood. Everything is pretty much as it should be for we future members of the bourgeoisie :) Perhaps we are already there!

We now have our sights set on San Francisco...wow, let's take a second to let that sink in. SAN FRANCISCO!!! First, San Francisco is almost impossible not to love. It's an intimidatingly gorgeous place filled with exciting, walkable, unique neighborhoods. I want nothing more than to simply be a part of it in this time and place in the world. It is also very expensive, but not nearly as bad as I first thought. A decent two-bedroom apartment in a good area can be had for about $2,000. With Matt and our future roommate (shoutout to my favorite Jewbaby, Rachael Mammen!), this is very do-able even if I were to get a temp/admin job or work as a server. Hell, I could work at a Trader Joes and still afford $700/month! Part of my motivation is to establish in-state residency for when I begin grad school in fall of 2012. My hope is to get into a Masters of Urban Planning program at either UC Berkeley, UCLA, or USC, though I'll also be applying to Hunter College, Columbia, Harvard, UTexas at Austin, and several programs in Europe. I've already taken the GRE's and am working on letters of rec, and I'll be finishing up applications this fall.  California is probably the place cursed with some of the worst urban planning systems in the world, yet also some of its most innovative centers of knowledge. The upscale foodie-industrial complex of San Francisco/Berkeley and the decayed suburbia of the Inland Empire might as well be on different planets. Both have something to offer in terms of unique planning challenges.  Fingers crossed! But grad school won't start until a year from when we move in August. So the way I see it, I have a year to establish residency, work, and make connections. Matt is just returning from interviews this weekend, so he could conceivably move within the next few weeks, in which case I would hold out in Seattle until our lease is up in August. I already have contacts at several very good temp agencies who will be getting my call soon :) And then the next chapter begins!

Looking East from Castro towards the Mission

View from Buena Vista Park in the Haight

Alcatraz - view from Telegraph Hill

Sunset on the Golden Gate

North Beach sunset

Coit Tower

 
Needless to say, California and its opportunities, its culture, its problems have been on my mind a lot lately. I came across this documentary via GOOD magazine. GOOD  has been an invaluable resource to me on California because the whole magazine is pretty much like a place-based Bible circumscribed to fit my interests. They have sections on urban planning, politics, culture, the environment, and economy that seem to predict my interests before I even think of them! They also have great resources on up-and-coming non-profits, movements, and the sorts of under-the-radar issues that end up defining the mainstream news media agenda when it finally pulls its head out of its ass. 


I found this short documentary on California's economic woes and opportunities via the GOOD website. It's a Dutch-produced short film tracking people of varying economic and social backgrounds and how they are tackling life's challenges post-recession in the city of Los Angeles. Subjects include homeless (formerly lower-middle class) families living out of their RV's, ex-gang members, immigrants, and new bohemians in Silver Lake and Los Feliz. Some of the hipsters / bohemians featured around the 39:00 mark really struck a chord with me. The subject is an architect who starts an urban communal farm in the middle of the city. She has much to say about "the way forward" out of California's mess, even giving a shout-out to bike infrastructure, food systems, and other topics my fellow CEPsters would find intriguing. Very interesting stuff, the video is about 40 mins long, I highly recommend you check it out and post your thoughts!

Here's the intro:

"California is a strong brand, the state of new beginnings, dreams and movie stars, of surfers and a wonderful climate. But the Golden State is bankrupt and the city of Los Angeles is running out of cash. Public services are being cut and unemployment keeps rising. At the same time, optimism, entrepreneurship and the belief in the power of America are stronger than ever.
In Los Angeles, we meet five people who are going through a transformation in their lives during this crisis. Justin and Christine lost their jobs and are now living in a van with their two young sons. Charles has gotten out of prison after fourteen years. Mizuko prepares her children for the future by making them at ease in virtual reality. Laura has taken advantage of the crisis by buying land cheaply and starting an urban farm and artists collective Fallen Fruit maps the abundant free 'public fruit' available in the city. Who are the pioneers who are reinventing the new America and how do they see the future?"

Via: GOOD

New Electric Bike Models to Make Waves in California Bike Share System

Last week I described a bike-sharing pilot project that will put 10,000 bikes on the streets of the San Francisco Bay Area by 2012. An unintended consequence of bike-sharing systems, both in California and elsewhere, is that they may well end up being a boon for an electric bike industry surging across North America.

San Francisco's green neighbor to the north, Sacramento, is now experimenting with a four-week trial of a bike sharing system using the innovative BionX electric bike as a featured model. The bike features a battery, electric motor and handlebar control panel, all connected with sophisticated energy-management software. The electric motor system can even be custom-installed on non-electric Trek and Diamant bikes.

Forgive me, but this picture of a corporate doucher should have been a headline for Stuff White People Like

The testing period of Sacramento's bike sharing program will be among employees at the California division of the EPA, hardly a tepid audience for bike sharing. Adding to Sacramento's unsung appeal as a bicycling capital is its rate of bicycle commuting that is among the highest in the country.

If this Sacramento bike sharing project goes smoothly, it could easily lay the groundwork for other smaller and medium-sized cities to get their bike sharing systems up and running. I'm talking to you, Portland :). The ability to step onto a bike and pedal (or not) around the city for pocket change is all the more enticing with electric bikes thrown into the fray.

Another model that will hopefully join the bike-sharing menu is this badass piece of machinery right here, the M55 Beast Hybrid. This powerhouse of a bike can reach speeds of 40 mph, as good as any vespa or scooter, and can go for 75 miles on a single charge. Upon further investigation, the bike is made of carbon-fiber and titanium alloys, which probably means that like the Tesla Roadster, it is a beautiful unicorn of a machine that mere mortals will never get their hands on. Sadness....

Via: Inhabitat

Five Reasons Electric Cars Could Fail in the US

With the Chevy Volt and Nissan Leaf set to take over very soon a small chunk of the new car market, it's worth asking whether we can expect this to be a brief fad (a la Delorean) or a lasting consumer trend. The Ford Focus electric is slated to be released next year, and the very same question could be asked of that model as well.

Clearly, many key stakeholders are heavily invested in making sure that electric vehicles are successfully launched as a mainstay of the US car market. General Electric has announced it will buy 25,000 EV's for its company fleet in 2015 as part of its long-term corporate strategy. A number that large can hardly be written off as mere environmental lip service. Nearly half of these vehicles are expected to be the Chevy Volt, due to its dual electric-hybrid engine that is not fully dependent on an electric charge.

The City of Houston, Texas, long a bastion of the oil industry and its defenders, will be the first city in the US to have a privately-funded electric vehicle charging network. By the end of next year, Houston is expected to have between 50 and 150 charging stations throughout the city, operated by NRG Energy. The chargers will be Level 2 and 3, meaning that vehicles can be fully charged in as little as a half-hour, surpassing a major stumbling block of Level 1 "electric highway" efforts we have seen in California and Washington. Talks are underway to even expand the network into San Antonio and Austin. It may be the most ironic development yet if Texas, and not liberal California or New York, were to be the most EV-prepared state in the country.

Despite these positive developments, there are several reasons to question whether EVs really are here to stay or are just a passing trend.

Here's five reasons from The Infrastructurist for why EV's are not ready to take off in America:

1. Money

The Leaf has a sticker price of $32,780, and the Volt starts even higher, at $41,000. Of course those numbers go down $7,500 with a federal subsidy (or, as George Will puts it, “bribe”) on EV purchases. But that’s still a lot to ask for cars whose similarly sized competitors ask less than twenty grand. Complicating the picture is that gas prices are (somewhat) stable at the moment—and it sure doesn’t look like the gas tax will go up either.

2. Time

For most people, buying a plug-in also means buying a new plug. That’s because achieving a full charge with standard 120-volt sockets found in most homes will take 20 hours — clearly too long to make the morning commute. Upgrading to a 240-volt charger will cut that time to roughly 8 hours, or a typical night at home. But that can run you another two grand. There’s currently a federal subsidy for these, too, but it’s set to expire December 31, and Congress may not renew it. (And, if we did all buy EVs and charge them at once, apparently the power grid would totally fail.)

3. Range Anxiety

Far and away the biggest concern of potential electric buyers is range anxiety, or the fear of running out of power far from home. Public charging stations are few and far between at present. While people commute less than 40 miles to work on average—well within the range of most electrics—the distance one can travel in a fully charged EV varies based on factors like speed, road conditions, and air conditioning or heat use. In three typical scenarios, Popular Mechanics recently found that the Volt goes only on an average of 33 miles on its electricity (before switching over to an auxiliary gasoline engine).

4. Misinformation

Part of the fear of range anxiety stems from misinformation: A recent survey by the Electric Power Research Institutefound that 38% of people believe the maximum range of battery electrics to be 50 miles, when in fact it’s often double. The same survey found that 35% of people consider electrics “less reliable” and 20%  consider them less safe than gasoline cars — “misperceptions,” says environmental writer Jim Motavalli, that “are definitely going to color your attitude toward EVs.”

5. Man’s Inexorable Reluctance to Change

One leading authority, when asked about the future of automobiles, said that the limitations of battery power simply make gasoline motors “more promising.” That was Thomas Edison, speaking to the New York World in 1895. Although electric cars have been discussed since Edison’s day (some early American car manufacturers even preferred them), the gasoline engine won out, and its position has only grown stronger over time. Today EVs must fight not only battery power but also a deeply ingrained national habit. As the manger of electrics for BMW North America recently told USA Today, when it comes to electric cars, people “need a little more convincing.”

 Via: The Infrastructurist, Inhabitat

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.

America's First "Electric Highway" Takes Shape Along Highway 101 in California

Commuters between San Francisco and Los Angeles, along Highway 101, will no longer have to worry about the lack of electric vehicle charging infrastructure along this key California artery. 


While innovators like Shai Agassi of Better Place are still testing large-scale electric charging networks in a few prototype locations, Solar City, a Foster City, CA startup, has already created approximately 2,500 charging stations across the US, five of which are arrayed along the famously picturesque Highway 101, in what is now being dubbed "the Electric Highway." 

According to a story on the green technology blog Inhabitat, SolarCity's charging stations along Highway 101 are each located at Rabobank locations, one of their key patrons. Part of the reason Solar City's efforts have not garnered more public attention is because their stations, for the moment, are only compatible with the Tesla Roadster. The Roadster is a gorgeous driving machine whose starting price tops $100,000, making it in many ways a status symbol of the environmentally-conscious elite. The charging stations also have limited practicality, taking up to 3 hours to fully charge up a Roadster, though thankfully for Roadster owners, the vehicle's battery has a 300-mile range, meaning that intermittent stops along the Electric Highway need not be anywhere near three hours long. 

Three of the five charging stations - the Salinas, Atascadero, and San Luis Obispo locations - along the Electric Highway are solar-powered, offering a challenge to up-and-coming charging station providers to ensure, for publicity's sake, that their stations draw their electric energy from renewable sources. Currently Solar City has been offering its charging station services for free, although that may change as soon as it adopts a universal electric plug that any electric vehicle can use. As soon as that becomes a reality, the idea of "electric highways" and "green commuting corridors" may become the new status quo of transportation planning.

SF Bay's Electric Vehicle Charging Network Receives a Huge Dose of Funding

According to a recent New York Times article, the San Francisco-based venture capital firm Better Place has committed an additional $350 million to research and development for its network of charging stations for electric vehicles, such as the network under development for the Bay Area. This new investment brings Better Place's total investment in the charging station networks to nearly $1.4 billion, in addition to $200 million in federal stimulus funding earmarked specifically for California. Of this amount, $700 million has already been allocated. This funding will complete research and development on project sites in Israel and Denmark, where the Better Place charging stations are scheduled to become publicly available in early 2011. 


The Israeli-born entrepreneur and chief executive of Better Place, Shai Agassi, has framed his massive investment in the Bay Area charging network in terms of innovation and economic competitiveness:

“We’ve demonstrated that our network is deployable,” Mr. Agassi said. “We’re ready for a big breakthrough, and there is not one country that doesn’t need to get off oil.”

Often compared to early efforts by Google and Microsoft to change the world of personal computing, Better Place faces major operational hurdles to enacting its electric charging networks, most especially in the heavily auto-oriented United States. If Agassi's investments in California and other innovative regions are successful, 

"consumers would buy electric vehicles made by the big automakers but get the batteries from Better Place and pay a fee according to the distance they drive. The blueprint calls for thousands of conventional charge points, as well as switching stations where a robotic device could replace a battery in less time than it takes to fill a tank of gas. These stations are needed because batteries have a range of only about 100 miles...and recharging takes up to five hours. Changing batteries en route would make long journeys more convenient."

Major questions still remain about the source of the vehicle charging networks' electricity. If the source is a renewable fuel, such as solar, hydropower, or wind energy, the charging network has great potential for reducing the carbon emissions from personal vehicle use. However, if the source is a conventional fossil fuel, as is more likely in most countries, the net carbon savings of these electric vehicles - regardless of how commercially popular they may become - could be negligible. Furthermore, the lithium ion batteries powering new models like the Nissan Leaf and Chevy Volt themselves have large carbon footprints involved in the mining and manufacture of their components. The impacts of these supply chain processes is still in need of intensive investigation.

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).