After seeing former Vice President Al Gore’s climate change documentary, “An Inconvenient Truth,” in 2006, Scott and Julie Brusaw wanted to do their part to help the planet. Yet they hesitated at the idea of getting solar panels.
“I pictured them on our roof and knew I wouldn’t like the look of them,” admits Julie.
Plus, the solar panels would have to be taken down anytime the roof needed to be repaired. And they’d be a pain to clean. Julie wasn’t about to climb onto the roof. She worried that Scott would fall and hurt himself if he did.
They also worried the panels would be hampered by weather troubles. The couple lives in Idaho. Every winter, wouldn’t the panels get buried under snow?
Glancing down their long driveway one day, Julie mused, “Couldn’t solar panels be on driveways and roads instead of roofs?”
“Scott laughed and said they’d be crushed, so I let the idea go,” she recalls.
But Scott couldn’t. As a kid, he’d loved playing with slot cars. Maybe the idea of electric roadways could work in real life?
A week later, the electrical engineer was thinking about how to design a protective case that could protect solar panels from the weight of cars and trucks.
“I come up with dreams, ideas, concepts and designs,” says Julie, a former counselor retired from private practice. “Scott makes them tangible and real.”
Neither of them had built a tech company from the ground up. People cautioned that their idea would never get off the ground, but Julie and Scott had a feeling they were onto something.
In 2009, their start-up company, Solar Roadways, won a contract from the U.S. Department of Transportation. A 12-foot-by-12-foot prototype was created. Next came a 108-panel parking lot on Julie and Scott’s property and a 30-panel pilot project — a pedestrian plaza — in Sandpoint, Idaho. (Another is slated for Baltimore’s Inner Harbor this spring and will be open to the public.) Civil engineering labs continue to test samples for traction, load stress and impact resistance.
The idea has come a lot farther than Julie’s initial brainstorm of solar panels on roads. “Our panels have solar cells for energy collection, heating elements to prevent snow and ice accumulation and LEDs to illuminate roads lines and provide graphics,” says Scott. They have the potential to charge in-transit electric vehicles, welcome energy from other renewable sources into the nation’s power grid and create an “intelligent road” that can actually steer, accelerate and brake autonomous vehicles.
“Imagine getting into your car and telling it to take you to the store,” says Julie. “You could take a nap while the road guides your vehicle to the store, finds a parking spot, and wakes you up.”
So far, Solar Roadways has interest from all 50 states and virtually every country in the world. Eventually, Julie and Scott hope to have manufacturing facilities throughout the globe as well.
They want to sell panels not only for roads and driveways, but for patios, bike paths, playgrounds, sidewalks, pool decks and parking lots.
The possibilities of the panels are only limited by the imagination: Flexible parking lot lines could shrink to fit motorcycles or widen to fit RVs. Handicapped spots could be created dynamically instead of dedicated by the use of paint. LED lights could illuminate lots for nighttime safety.
And imagine airport runways built with solar panels — Scott and Julie have. “We don’t know if actual runways are possible,” acknowledges Scott, “but we expect that by keeping surfaces snow and ice-free and eliminating most of the plowing needs for airports, Solar Roadways could greatly reduce flight delays due to snowy, icy conditions.”
Scott estimates there are nearly 33,000 miles of impervious surfaces in the U.S. Transform them into solar facades, and they could generate three times the electricity the nation needs. Greenhouses gases could be slashed by 75 percent.
“We honestly believe Solar Roadways is the most viable plan to help halt climate change before it’s too late,” says Julie. “We want to make this world a safer and greener place.”
Tag: Transportation
How Does Clean Energy Help Us Grow?
The foundation for a low carbon energy future, involving not only power sources like wind and solar, but also such wide-ranging industries as lighting and transportation, continues to strengthen. Renewables and clean technology are scaling up faster than expected, with advancing technology and significant cost declines drawing investors and accelerating growth. What’s more, substantial economic benefits have become more obvious, perhaps most significantly in the expansion of infrastructure and local jobs.
Goldman Sachs has been instrumental as both an investor and financier in clean energy development. Since setting our initial target in 2012 to deploy $40 billion over 10 years in the clean energy space, we have invested and financed $54 billion and expanded our goal to $150 billion in capital by 2025. This will ensure that we continue to play a key role, leveraging capital markets to aid in the global transition to greater energy security and sustainable economic growth.
The impact of our investment and expertise has been visible and substantial. From 2012 through May 2016, when we reached the initial $40 billion target, we helped 89 companies and projects scale up clean energy and renewables in 29 countries, helping facilitate 31 gigawatts of renewable electricity generation — enough to power 5.5 million U.S. homes. Our investments and financings have also fueled the broader clean tech ecosystem: the development of electric cars, smart grids and manufacturing capacity for solar components and advanced biofuels.
Together, these companies and projects have helped to employ tens of thousands of people and have had a significant positive economic impact on local communities. What’s more, they are helping to avoid millions of metric tons of greenhouse gas emissions per year.
[ph]
Clean Energy Impact Report
Clean tech and renewables are growing and are resulting in significant benefits, from reduced environmental impact to economic development in markets worldwide. What are the benefits of our own commitment to the clean energy space? We recently issued a report that gauged the impacts of our investments and financings across the globe. After conducting our analysis, here’s what we found.
The Three Drivers of a Low Carbon Future
Technology, capital and policy — all have a leading role to play in increasing energy security, reducing negative impacts and moving the global economy to a more sustainable energy system. Kyung-Ah Park, head of Goldman Sachs’ Environmental Markets Group, sees rapid technology innovation and convergence, catalyzed by capital and policy, driving a broader shift to a low carbon economy.
[ph]
This article is paid for by Goldman Sachs.
The Solar Highway of the Future
Off Interstate 85 along the Alabama-Georgia border, an area of asphalt the size of two SUVs parked nose-to-nose is soaking up the sun. But unlike traditional blacktop, it’s capturing solar energy and using it to power a nearby information booth and electric car-charging station.
This bright idea to cover a roadway with solar tiles stems from the notion that highways should be dual purpose.
“Roads are an extremely underutilized resource right now. They’re just asphalt that takes us from Point A to Point B,” says Anna Cullen, director of external relations for The Ray, the Atlanta-based project that installed the tiles. “We don’t have anything in our lives today that is just one purpose. A road should be the same.”
Solar roads have already been installed in the Netherlands and France. Georgia’s patch is the first in the United States.
But cost is a significant roadblock. The tiles — which are thankfully skid resistant — are composed of expensive materials imported from France. Plus, they must be laid on top of existing pavement, which is labor intensive.
MORE: Building the Future: Sustainable Infrastructure
And there’s the question of whether the tiles will generate as much energy as is projected. In Sandpoint, Idaho, a company called Solar Roadways paved a town square with hexagonal solar panels that were meant to generate electricity for nearby restrooms and a fountain. The multi-million-dollar project collects just a fraction of the energy it intended — only enough to operate a hairdryer.
“Aside from road dust, particularly black tire dust and diesel exhaust, which will quickly cover a portion of each panel, the continuous traffic covering panels will reduce their solar output,” Stanford University Engineering Professor Mark Jacobson told National Geographic last year.
If successful, however, Georgia’s project could become the model for the entire United States, where hundreds of thousands of roadways are in need of repair.
Homepage photo courtesy of The Ray.
10 Infrastructure Projects We’d Like to See Get Off the Ground
In his victory speech, Donald J. Trump vowed to “rebuild our highways, bridges, tunnels, airports, schools, hospitals.” The investment is long overdue: The American Society of Civil Engineers, in its most recent national assessment, rated the country’s infrastructure as a D-plus, just above failing. The group estimates that, by 2025, the nation will need a $1.44 trillion boost over current funding levels to meet growing needs.
Since 2009, when Barack Obama doled out roughly $800 billion in a stimulus package, that money’s been hard to come by, largely blocked by partisanship. But advocates hope the election of Trump, who made his fortune in real estate, could launch a building boom. The Republican president, so used to seeing his name on gilded skyscrapers, hotels, casinos and golf courses, could cut a deal with congressional Democrats, who view public-works projects as an engine for job growth.
Assuming Trump can indeed pass a bill, we at NationSwell have a few ideas for him to consider. A big, beautiful wall’s not one of them; instead, here’s the top 10 shovel-worthy alternatives we’d like the new administration to undertake.
[ph][ph][ph][ph][ph][ph][ph][ph][ph][ph]
[ph][ph][ph][ph][ph][ph][ph][ph][ph][ph]
Continue reading “10 Infrastructure Projects We’d Like to See Get Off the Ground”
The Strange Bedfellows Working to Save the Honeybee, Why Uber Is Getting in the Business of Public Transit and More
A Swarm of Controversy, WIRED
Can environmentalists and Big Agriculture come together to save honeybees? It’s a question Jerry Hayes, a former hive inspector turned Monsanto scientist, asks constantly. As conservationists blame Hayes’s company for colony collapse, he asks humans to learn something from the bees: how to cooperate for the hive’s sake.
Welcome to Uberville, The Verge
An experiment in an Orlando suburb could change the face of public transit. As part of a contract between Altamonte Springs, Fla. and Uber, local government subsidizes intra-city rides with the startup and fronts additional funds when connecting with mass transit. Critics argue that the plan isn’t accessible to low-income and disabled riders, but Altamonte officials say the deal was the only affordable way to connect the suburb’s sprawl.
Chicago Tackles Youth Unemployment As It Wrestles with Its Consequences, Chicago Tribune
Applying for a first job in Chicago can feel “like trying to go across Lake Michigan,” insiders say. Rap sheets or typo-laden résumés can ward off employers, and inaccessible transit through high-crime areas can discourage adolescents — disconnecting 41 percent of the Second City’s 18–24 year olds from work or school. Fortunately, a bevy of groups are helping this vulnerable group land work.
The Surprisingly Simple Way to Improve Child Development, A State Protects Its Residents From Contaminated Water and More
To Help Kids Thrive, Coach Their Parents, New York Times
When it comes to nurturing healthy, successful children, the focus is usually on improving education and nutrition. But research proves it’s much more basic than that; coaching parents to create loving, stable environments at home has the biggest impact of all.
The Flint of California, Politico
The poisonous drinking water in Flint, Mich., dominates the news headlines, but contamination is a problem numerous low-income communities face. With a landmark bill, California law now protects citizens’ need of H20, declaring that everyone has the right to “safe, clean, affordable and accessible water adequate for human consumption, cooking and sanitary purposes.”
How to Clean Up the Dirtiest Vehicles on the Road, CityLab
Individuals can lessen their carbon footprint by opting to drive a Prius or Tesla instead of a gas-guzzling SUV. But to really reduce the greenhouse gas created by transportation in the U.S., those pumping out the most emissions — buses and medium- and heavy-duty trucks — must green up.
MORE: This Engineer Co-Founded Tesla. Here’s His Next Electric Idea
The Surprising, Eco-Friendly Place to Store Data Servers, Safer Ways to Care for the Sick and More
Why Data Farms Are Heading Underwater, CityLab
According to an animated Walt Disney classic, everything’s better, down where it’s wetter. That’s exactly what computer giant Microsoft learned when it submerged a data farm under the sea. Cold ocean temperatures eliminates the need for massive, energy-sucking cooling systems, which land-based servers require.
Hospitals Focus on Doing No Harm, The New York Times
When one hears that an estimated 98,000 and 440,000 people die because of preventable errors at hospitals, it’s easy to think that doctors are breaking their promise to do no harm. In response, healthcare facilities nationwide are implementing new procedures — from the somewhat common sense (practicing consistent hand washing) to the more complex, like immediate monitoring for symptoms of sepsis and changing hospital culture.
Here’s How Houston Boosted Mass Transit Ridership by Improving Service Without Spending a Dime, Vox
Thanks to overcrowding, late arrivals and seemingly constant price hikes, it’s no wonder that subways and buses get a bad rap. In the highway-riddled city of Houston, transit officials found a way to boost ridership: by emphasizing frequency over geographic scope. More importantly, however, was their discovery of a mass transit strategy that can be replicated coast to coast, at no cost.
The Incredible Device That’s Revolutionizing How We Get to Work
Embedded within a sleek red disk that resembles a miniature flying saucer, it consists of three computers, 12 sensors, a 350-watt motor and a 48-volt lithium battery and can be attached to the back wheel of any bike with rear brakes. And if the device’s creators are right, this 26-inch wheel could change the future of urban transportation.
The Copenhagen Wheel, as the hack is known, transforms your ordinary two-wheeler into a electric-powered bike that can travel faster (up to 20 miles per hour) and farther (up to 31 miles per charge) than casual pedal-pushing will move you. Assaf Biderman, the wheel’s lead designer, says the add-ons will make bicycle transportation a more attractive option for commuters, unclogging streets, saving gasoline and cutting emissions in the process.
Biderman starts with a disclaimer: “I’m not a bike geek who wanted to put a motor on a bicycle.” His background is in physics, and as an associate director of Massachusetts Institute of Technology’s SENSEable City Lab, which focuses on how digital technology, sensors and handheld devices can transform urban areas, his vision is about changing the way cities function. Along with a team of a dozen MIT undergrads, he found that bikes were a preferred form of urban transit — as long as the trip was under nine miles long. (That distance varies by city: San Francisco, for instance, may deter bikers because of the hilly terrain.) To lengthen that distance, Biderman built the first prototypes of the Copenhagen Wheel, timed with the 2009 United Nations Summit on Climate Change hosted by Denmark — a predecessor to this year’s more successful summit in Paris.
In the years since then, Biderman’s inbox piled up with messages. In late 2012, he discovered that 14,000 emails were sent to the MIT lab from people who wanted to buy a Copenhagen Wheel. Shortly after, Biderman founded Superpedestrian, a robotics company in Cambridge, Mass., that is ramping up production capabilities for the Wheel.
An electric bike, perhaps surprisingly, is a very old idea. Around 1868, a Boston inventor named Sylvester Roper attached a coal-fired steam engine to a frame, a vehicle that could “out speed any horse in the world.” (In 1896, after swiftly pedaling through Charles River Park, Roper died of an apparent heart attack.)
Why did Roper’s bike never take off? When his invention debuted, just after the close of the Civil War, cities were still compact places, essentially big villages that obviated the need for long-distance travel. Around the same time that Roper’s bike coughed into motion, cities started growing skyward and spilled outward into suburbs. At that point, the electric bike may have been useful to those within the city, but the emergence of subways in 1904 and Ford’s Model T in 1908 both usurped the limelight. Cities, for the next century, built their infrastructure to accommodate the car.
Today, rural and suburban areas are declining. The world’s population is once again becoming concentrated in urban pockets. “Cities have been a focal point for centuries, but they are becoming even more so with urbanization of the developing world,” Biderman says. “We are building cities at the fastest rate in history.” That means more and more residents needing to travel daily from a metro area’s outer ring to the city center. Just ask any motorist in Los Angeles or Washington, D.C., if they could imagine dealing with ever-increasing traffic, and you can see why Superpedestrian is readying for tens of thousands of orders.
“You don’t need to be a scientist to realize this is unmanageable,” Biderman says. But he predicts that once people start buying the Copenhagen Wheel, infrastructure for bikes will follow, in the same way that highways were paved once every family had a vehicle.
Biderman adds that the difference in today’s cities, compared to a century ago, is not simply a matter of how congested the streets are. The success of Superpedestrian is also reliant on our technological connectedness. “The relationship between people and the place they live is mediated by machines: creating feedback loops, measuring how things change in real time, and analyzing the data,” he says. The Copenhagen Wheel’s computer system quickly learns how a biker rides, then imitates her pedaling — an experience Biderman has described as “seamless.” “People report that it feels so natural, and they feel so strong,” he says. “The best way to describe it is feeling like Popeye. You pop the spinach, and you’re Superman.”
Today, people live farther away from where they work than ever before. “The car enabled us to do that, but people want to switch out. They want an alternative,” Biderman says. Cities won’t be shrinking, but with Superpedestrian, bikes can take us farther.
MORE: Tomorrow’s Energy-Saving Neighborhood Is Being Built Today in Texas
Correction, 1/11/2016: A previous version of this article said that the Copenhagen Wheel can be attached to the back wheel of any bike; in fact, the device works only on bikes with rear brakes.
5 Recent, Big Transit Moves in America That Are Worth Talking About
Over the past year we’ve reported on stories about the global rise of startups like Uber and Lyft to the feasibility of driverless cars in the near future. While cities nationwide continue to innovate new ways of revitalizing transit and technology brings transportation into a new realm of possibility, CityLab’s Eric Jaffe takes a look back at some of the most recent highlights:
Self-driving car takes on the city
Last April, Google’s famed autonomous car progressed from driving on simple highways to the twists and turns of city streets. In late May, the company also unveiled a compact version of its self-driving car with a goal on the horizon of testing it in California. With such progress in one short year, Google is on track to bring those cars to a city near you.
U.S. embraces high-speed rail
Super fast trains made a splash this year after California’s state budget made room to break ground on its longstanding plan for high-speed rail between Los Angeles and San Francisco, receiving 25 percent of California’s cap-and-trade revenue each year moving forward. Some reports estimate between $3 and $5 million in funding annually. The state also announced a winning bid and set a groundbreaking date next month on Jan. 5, 2015. That’s a big commitment to moving forward. But elsewhere in the country, high-speed rail projects have gained traction including a Dallas to Houston line and the beginning of construction on the Miami to Orlando route.
Say Aloha to driverless transit
The Honolulu Authority for Rapid Transportation is blazing the trail in the U.S. for the first wide-scale urban transit system that is automated. While driverless transit has popped up in cities throughout the world, Honolulu is the first American city to begin soliciting bids for nine stations, including designs for one at its airport. The concept, as experts point out, enables trains to run closer together and provides many safety advantages.
Bicycles go electric
Municipalities have made major advances on enhancing roads to include safe bike paths, and in Cambridge, Mass., a bike company has made strides on creating a new type of bike that could transform the industry. The Cambridge-based mobility company Superpedestrian developed and began taking pre-orders on its Copenhagen Wheel, which turns existing bikes into electric-power bicycles. As CityLab reports, experts estimate the product has the potential to put the U.S. as one of the world’s top e-bike markets within the next two decades.
New York’s “Vision Zero” safety plan
The Big Apple took a page out of Sweden’s playbook earlier this year when Mayor Bill de Blasio announced Vision Zero, a plan to bring the city’s traffic-related death and injury statistics down to zero. The city has rolled out several regulations as a part of the plan, including reducing speed limits to 25 miles an hour. San Francisco is also pushing a similar strategy.
MORE: New York City Looks to Stockholm for a Traffic Blueprint
America’s 10 Best Bike Lanes
It was just seven short years ago that that New York City created the United States’s first protected bike lane. Since them, as part of an effort to get more cyclists on the road, more communities across the country have embraced safer bike lanes.
Currently, there are 183 projects throughout the U.S., according to PeopleForBikes, an advocacy group based in Colorado. The organization recently mapped out the best projects and designs cropping up; as protected bike lanes become the norm, smaller cities should take note of these standout designs.
“Last year there were only a handful of cities building protected bike lanes. It was really the cool cities — the innovative, creative leaders,”says Martha Roskowski, head of the Green Lane Project program. “Now, we’re seeing a lot of other cities are getting on-board and implementing them.”
Among the top is San Francisco’s Polk Street, which is distinguished by its separation from cars and opposite flow of traffic, according to Martha Roskowski, who heads PeopleForBike’s Green Lane Project program.
Here are the top 10 projects, according to PeopleForBikes:
- Polk Street, San Francisco
- 2nd Avenue, Seattle
- Riverside Drive, Memphis, Tenn.
- Rosemead Boulevard, Temple City, Calif.
- Furness Drive, Austin, Texas
- Broadway, Seattle
- SW Multnomah Boulevard, Portland, Ore.
- Penn Avenue, Pittsburgh
- King Street, Honolulu
- Broadway, Chicago
While many Dutch and European bike lanes are uniform design, Roskowski notes that American projects have taken on distinct characteristics based on each city. Chicago and Seattle have prioritized low-cost strategies, while San Francisco bike lanes are focused more on aesthetic. But each design has its benefits. For example, the cheaper model, she adds, helps cities get more residents to adapt the model.
“As you get more people riding, it builds support to go back and do more robust facilities,” Roskowski tells Fast Company. “The big jump in ridership happens when you really make those connections — point A to point B — and people can get where they want to go.”