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Moving to Electric Buses Eliminates Emissions 

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Moving to Electric Buses Eliminates Emissions 

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Working with other transit agencies, manufacturers and utilities, we are accelerating the transition to a clean-energy future, not only in King County, but across North America.

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EARLIER this year, King County Executive Dow Constantine ordered 120 new all-electric buses for Metro Transit - the largest such purchase in the nation to date. Metro released a plan to transition to an entirely zero-emission bus fleet - powered by renewable electricity - no later than 2034. And Constantine secured an agreement to help Puget Sound Energy generate more clean wind electricity - meeting nearly all current county needs in PSE service territory with green energy by 2019. Next up is sourcing renewable electricity for the needs of our battery bus fleet as it grows.

A lot more needs to happen to make a successful jump to the next generation of transit powered by clean electricity. As the nation's fastest-growing transit agency, we challenged the electric-bus manufacturers to develop larger, articulated buses and longer-range buses, and to standardize charging stations.

Last week, we brought together transit agencies from across the nation and Canada along with utilities, regulators and other partners to meet these shared goals and chart a path to transit electrification.

There is much good news to share. The electric-bus industry is growing, making impressive technical strides.

If you want to ride the future today, we have battery buses operating on Routes 226 and 241 on the Eastside, serving some of the region's densest job centers including Microsoft and downtown Bellevue. With a range of 25 miles, these buses are quiet, clean and need only a 10 minute charge before returning to service.

We are continuing to test new models. By the middle of next year, riders in South King County will ride on six battery buses from three different manufacturers, all with an extended range of 140 miles. In addition, we will roll out four 60-foot articulated buses from two manufacturers. We've chosen South King County as a focus area for the first big wave of battery-bus deployment because we know these communities face disproportionate air pollution and health impacts, and so we want to bring the benefits of zero emissions buses there first.

While battery technology continues to evolve - a bus on a test track recently drove more than a thousand miles on a single charge - standardization of charging systems remains elusive. We can't be saddled with multiple, incompatible charging systems, so we're continuing to insist on a universal system that works with all battery bus types.

We are also working with our local utilities to plan charging infrastructure and make sure we have reliable backup for Metro and Sound Transit bases in case of a power outage. We need confidence that we'll be able to provide essential transportation services, no matter what.

Leading the nation in clean transit is nothing new for King County. Metro pushed the industry to innovate and became the first transit agency to aggressively adopt diesel-electric hybrid buses. We currently operate a fleet of 1,400 buses, mostly hybrids, electric trolleys and now battery-electric models.

Our investments in battery buses will spark new innovations. Our challenges will be resolved with new solutions. Working with other transit agencies, manufacturers and utilities, we are accelerating the transition to a clean-energy future, not only in King County, but across North America.

When it comes to leading the charge against climate pollution, you can either get on the bus or be left at the curb. When it comes to zero-emission transit, King County Metro is in the driver's seat.

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With some all-electric buses, Metro Transit rides into the future

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Working with other transit agencies, manufacturers and utilities, we are accelerating the transition to a clean-energy future, not only in King County, but across North America. Share story EARLIER this year, King County Executive Dow Constantine ordered 120 new all-electric buses for Metro Transit - the largest such purchase in the nation to date.

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Sweden is aiming for a zero waste society. This takes the country's recycling revolution one step further - from dumping rubbish in landfills, to recycling to reusing.

Everyday sustainability

It is early morning, and 31-year-old Daniel Silberstein collects his bike from the storeroom in his block of flats, but not before he has separated out his empty cartons and packaging into the containers in the shared basement. It is just some of the two tonnes of rubbish he and his fellow Swedes recycle per person each year.

'The thing about recycling is that it's quite mechanical', he says. 'It's basically just this thing you automatically do where you sort your rubbish - just another part of all the consumption we do in our daily lives', Silberstein says. He lives in a central Stockholm flat with his partner and daughter Charlie.

'A big part of it is thinking about what kind of environment our daughter is going to have in the future. I am a kid of the 1990s and not recycling is kind of abnormal for us, but for Charlie's generation it will hopefully go even further. She already thinks it's fun to push the cartons into the recycling station when I take her.'

Beyond recycling

The problem today is that many vital products are hard to dispose of. A new movement is gaining ground that seeks to ensure everything can be reused somehow.

Circular economy is an approach that involves using products that can be reused completely, a so-called cradle-to-cradle approach. In 2018 the Swedish government even established a special advisory group to help make circular economy a key part of government policy.
Read more about Delegationen för cirkulär ekonomi (the delegation for circular economy).

Changing behaviours

At the forefront of this movement is a startup that sprang out of Stockholm's buzzing design scene. Beteendelabbet, Swedish for 'behaviour lab', tries to find innovative solutions to sustainable living. Building on Sweden's industrial design heritage and recruiting from Stockholm's renowned design schools, the company has its sights set on transforming how Swedes live.

Ida Lemoine is the founder of Beteendelabbet: 'We think people need services that make it easy to do the right thing', she says. 'We need to make it possible for ourselves as consumers to share and reuse all kinds of gadgets, clothes and furniture, and even our workspaces and homes.'
Read more about Beteendelabbet.
Repairs, recycling and research

In 2017 the Swedish government reformed the tax system so that people could get cheaper repairs on used items, and Swedish clothing giant H&M operates a recycling scheme where customers get a discount upon handing in old clothes.

Meanwhile, researchers are working on finding new clothing materials that are less damaging to the environment.
Read more about H&M's recycling scheme.

Stepping up from recycling

'A good starting point is to look at how we can change our habits and everyday behaviour', Lemoine says. She and her team use the concept of 'nudging', making small changes to people's surrounding and lifestyle to help them live sustainably.

'The three things consumers can do that will make a huge difference are: to eat less meat, stop throwing stuff away and fly less. If we all do a bit of these three then we'll be well on our way', she says.

The pant system

Sweden has long had a can and bottle deposit system that gives people money back when they recycle - since 1984 for aluminium cans, and since 1994 for plastic bottles. Each year Swedes recycle 1.8 billion bottles and cans that would otherwise be thrown away using the so-called pant system. It even has its own verb in Swedish, panta.
Read more about the pant system in Sweden - or look at the video below.

Recycling in Sweden - key figures:

- 4,783,000 tonnes of household waste was managed in Sweden in 2017, which equals 473 kilos per person per year.

- 50% of the household waste was turned into energy.

- 1,850 million items are recycled in the pant system each year, i.e. where people get money back for empty cans and bottles.

- 85% of bottles and cans was recycled in 2017 - 90% is the government target.

- 69% of all packaging was recycled in 2017.

Sources: Swedish Waste Management Association, Swedish EPA

Doing the dirty work

Sweden's reuse revolution would not be possible without those who do the literal dirty work of handling Sweden's rubbish.

Weine Wiqvist, previously the head of the national Swedish Waste Management Association: 'The association works to facilitate circular activity', he says.

'This could mean for instance motivating and guiding citizens and consumers to change their behaviour to be more sustainable, but also making the infrastructure available that we need for people to do the necessary sorting for themselves.

'We need to transform everything from production to consumption and use of products, and then when the products finally end up as waste as well', Wiqvist says. 'In a circular economy products are used for longer and in smarter ways.'

The increased threat of climate change has also led Sweden to power everything from buses to apartment heating systems by burning rubbish in low-carbon incinerators and using food waste to make climate-friendly biogas fuel.

2020 food waste target

The Swedish Government's food waste target for 2020 is to use 50 per cent of food waste as natural fertiliser, with another 40 per cent being used to generate energy.

Towards the future

For Daniel Silberstein and Charlie, the future begins at home.

'Friends shouldn't throw rubbish on the ground', Charlie says, and her dad agrees:

'In the future we'll look at the old style of recycling the way we look at fossil fuels and landfill sites today. It will all seem crazy.'

Plastic is not fantastic

In 2019 nearly half* of the plastic on the Swedish market was recycled, here meaning either processed and made into new products or incinerated for energy recycling.

Source: Swedish EPA

*The 49% figure is calculated according to the method used for EU reporting.

Dominic Hinde

Dominic Hinde is a journalist, writer, translator and media academic based in Edinburgh and working as a lecturer in Digital Media and Communication at Queen Margaret University. His work broadly covers Europe and the environment, with a particular emphasis on Northern Europe and Scandinavia.

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Sweden is aiming for a zero waste society. This takes the country's recycling revolution one step further - from dumping rubbish in landfills, to recycling to reusing. It is early morning, and 31-year-old Daniel Silberstein collects his bike from the storeroom in his block of flats, but not before he has separated out his empty cartons and packaging into the containers in the shared basement.

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Make Streets More Green and Pedestrian-Friendly

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Make Streets More Green and Pedestrian-Friendly

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Shared street's slow down cars and encourage people to enjoy the outdoors
https://ny.curbed.com/2017/9/29/16387076/east-43rd-midtown-rezoning-shared-street

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Citi Bike Makes Transport More Convenient Than Ever

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Citi Bike Makes Transport More Convenient Than Ever

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Citi Bike: NYC's Official Bike Sharing System | Citi Bike NYC

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Experience the best way to get around Manhattan, Brooklyn, Queens & Jersey City with Citi Bike, New York's bike share system.

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New York's Hudson and East River energy potential has yet to be tapped into

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A Canadian company has designed a water turbine which can harvest energy in slow moving water.

"Waterotor" can work in currents as slow as 2 mph which means it could be used in almost any river, canal, or ocean current.

The company believe that "Waterotor" could be the solution for many of the world's 1.3 billion people that live without electricity.

You can make enquiries with the company via their website regarding cost and shipping.
Produced by Leon Siciliano

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This turbine can harvest green energy in water currents as slow as 2 mph

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A Canadian company has designed a water turbine which can harvest energy in slow moving water. "Waterotor" can work in currents as slow as 2 mph which means it could be used in almost any river, canal, or ocean current.

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White Roofs Reflect Sunlight and Can Lower Temperatures

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White Roofs Reflect Sunlight and Can Lower Temperatures

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EAST VILLAGE - Volunteers painted to the town white Monday as part of an initiative to reduce energy consumption. Twenty rooftops along East Fourth and East Third streets were busy being covered in a reflective white coating as a way to cut cooling costs and conserve electricity.

The project, a partnership between Borough President Scott Stringer and a host of local community groups, seeks to limit energy usage by painting rooftops white instead of the heat-attracting tar beaches that top many buildings.

"This is how we transform the city," Stringer said at an event with neighbors to describe the project's impact.

Roofs represent 12 percent of all surfaces citywide, Stringer said, noting that temperatures in the city would drop 2 percent if all rooftops were painted white.

Local affordable housing group the Cooper Square Mutual Housing Association - working in partnership with Go Green! Lower East Side, the White Roof Project and Fourth Arts Block - used its properties for the "model block" initiative.

With its dense population and abundance of roofs and blacktop, the Lower East Side has been identified as the hottest neighborhood in Manhattan, said White Roof Project executive director Heather James.

Additionally, the area's energy consumption puts more stress on the city than any other neighborhood in the entire state, she said.

"I'm glad that this movement can be said to have started on the Lower East Side," said Cooper Square Mutual Housing Association executive director Val Orselli, whose company manages 377 residential apartments.

Similar inititatives have been undertaken in East Harlem, Washington Heights and Inwood, officials said.

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East Village Roofs Painted White To Keep Cool and Save Money

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EAST VILLAGE - Volunteers painted to the town white Monday as part of an initiative to reduce energy consumption. Twenty rooftops along East Fourth and East Third streets were busy being covered in a reflective white coating as a way to cut cooling costs and conserve electricity.

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Zaragoza Citizen Card Enhances Community

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Zaragoza Citizen Card Enhances Community

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By tying multiple facets of live together and giving easy access, people are more willing to take advantage of their resources

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The Zaragoza Citizen Card is a crosswise instrument providing public Access wich keeps the people of Zaragoza digitally connected. This card is an all in one key to the city. With a high service integrated level, this card has led different urban actors and citizens to get involved in its developement, on the basis of collaborative design.

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http://www.architectmagazine.com/technology/the-university-of-british-columbias-brock-commons-takes-the-title-of-tallest-wood-tower_o

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"What the Danes and the Dutch do now is what people in most cities in the world did for decades," said Mikael Colville-Andersen, an urban design expert and chief executive of Copenhagenize Design Company, which releases the biennial index of bike-friendly cities.

Elsewhere in the Netherlands, more than a quarter of all trips are made by bicycle, and the federal government has been building up the country's bike infrastructure over the last decade, despite cuts in other sectors.

The yearly investment of roughly 500 million euros, or about $600 million, pays for itself, proponents say, by reducing health, social and other costs.

The increased infrastructure has led to an increase in people using their bikes daily and contributes to the reduction of road accidents for cars and bikes.

While promoting biking used to be an issue for more progressive political parties, recent successes have made it one of broad agreement in mainstream politics.

"All politicians now take cycling seriously," said Mark Wagenbuur, a well-known blogger and bike activist.

In a country where there are more bikes than people - 22.5 million vs. 18 million - daily usage has grown 11 percent in the last decade, mostly because of the introduction of electric bikes, which lengthens the time many older people can use two-wheel transportation.

Deadly bike accidents have decreased 21 percent over the last two decades, according to state figures. Much of that is attributed to less competition with motor vehicles - the more people ride, the safer it gets.

More important for the nation's bottom line, the country's preference for the bicycle could save its economy $23 billion each year, according to a recent study done at Utrecht University and published in the American Journal of Public Health. The study suggested that the Netherlands' vigorous cycling habits prevented 6,500 premature deaths each year.

"Biking saves medical costs since biking contributes to people's overall physical activity levels, and getting sufficient physical activity prevents against many noncommunicable diseases, including obesity, Type 2 diabetes, coronary heart disease and some types of cancers," Dr. Carlijn Kamphuis, the study's lead author, wrote in an email exchange.

Frans Jan van Rossem, Utrecht's head of bicycle programming, put it another way. "Our revenue is healthy people, less traffic and beautiful living," he said.

On Mr. van Rossem's watch, the city has expanded its bike network and made innovations that have brought the average number of daily bike trips to 125,000. The city estimates these are worth $300 million in socioeconomic benefits that include health care savings, reduced air pollution and increased productivity.

"It didn't fall from the cold blue sky," said Ms. van Hooijdonk, the vice mayor, whose yearly city budget includes an average $55 million for bike infrastructure projects and improvements.

Not everyone, though, thinks the battle is won. Milieudefensie, a crowd-funded group of environmentalists, took the federal government to court last month over air quality, which it says is far below that called for by the European Union.

Utrecht, like many other European cities, spent several postwar decades trying to make automobile use easier.

The effort included building a four-lane highway over centuries-old canals, making space for parked cars on its narrow cobblestone streets, and planning for a highway that was to cross the medieval city's cathedral square.

Decades later, the concept of progress looks quite different.

At Dafne Schippers, a new elementary school named for the Dutch sprinter, the green roof serves as an access ramp to a bicycle and pedestrian bridge that stretches 360 feet across the Amsterdam Rhine canal, a major water thoroughfare. Yet children playing recently during recess hardly seemed to notice the steady stream of cyclists.

A 15-minute ride from City Hall (which, like all other new buildings, has its own biking garage - this one for 1,650 bikes), a small start-up, Springlabs, is trying to perfect a device that tells bikers how hard to pedal to catch the next green light.

"Cities want to innovate," said Jan-Paul de Beer, the company's director. "They want to do new stuff to make the cycling experience even better."

His traffic control system, Flo, is being tested in Utrecht, in Eindhoven and soon in Antwerp, Belgium.

Finding bike parking in Utrecht's medieval downtown can be made easier by a smartphone app or a glance at the large digital street signs that show those garages with empty bike parking spots.

"These old cities weren't made for cars," Mr. Wagenbuur said.

Utrecht's cycling network includes nearly 250 miles of dedicated bike lanes. Large signs alert car drivers that they are merely guests on these roads and should limit their speed to less than 20 miles per hour.

Besides its sheer size, the Utrecht Central station biking garage boasts several innovations. Cyclists can check in and find their spot while riding their bikes. Sensors on the racks give real-time information, making finding a free spot during rush hour much easier.

The project's cost, $48 million, was paid not just by the municipality, but also by the region and the national train service, which recognizes that increasing the availability of bike parking leads to an increase in riders.

"Cycling is like a piece of magic: It only has advantages," said Ms. van Hooijdonk, who like the majority of Utrecht's residents commutes to work by bike.

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"What the Danes and the Dutch do now is what people in most cities in the world did for decades," said Mikael Colville-Andersen, an urban design expert and chief executive of Copenhagenize Design Company, which releases the biennial index of bike-friendly cities.

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What's Bigger Than a Block, But Smaller Than a Neighborhood?

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What's Bigger Than a Block, But Smaller Than a Neighborhood?

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A Superblock?

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In the latest attempt from a big city to move away from car hegemony, Barcelona has ambitious plans. Currently faced with excessive pollution and noise levels, the city has come up with a new mobility plan to reduce traffic by 21%. And it comes with something extra: freeing up nearly 60% of streets currently used by cars to turn them into so-called "citizen spaces". The plan is based around the idea of superilles (superblocks) - mini neighbourhoods around which traffic will flow, and in which spaces will be repurposed to "fill our city with life", as its tagline says.

This plan will start in the famous gridded neighbourhood of Eixample. That revolutionary design, engineered by Ildefons Cerdà in the late 19th century, had at its core the idea that the city should breathe and - for both ideological and public health reasons - planned for the population to be spread out equally, as well as providing green spaces within each block. Reality and urban development have, however, got the best of it, and as the grid lines became choked with cars, the city's pollution and noise levels have skyrocketed. What was once a design to make Barcelona healthier, now has to be dramatically rethought for the same reasons.

According to several studies, air pollution alone causes 3,500 premature deaths a year in Barcelona's metropolitan area (with a population of 3.2 million), as well as having severe effects on local ecosystems and agriculture. Barcelona and the 35 municipalities in its surrounding area have persistently failed to meet EU-established air quality targets.

A study from the local Environmental Epidemiology Agency determined that 1,200 deaths could be prevented in the city yearly just by reaching EU-mandated levels for nitrogen dioxide levels (this would mean a five-month rise in life expectancy). Add to that an estimated 18,700 fewer asthma attacks, 12,100 fewer cases of acute bronchitis and 600 fewer cardiovascular-related hospitalisations, and the problem becomes apparent for a city with a population of 1.6 million. Traffic is also the first cause for noise pollution in the city; 61% of its residents live with noise levels higher than those deemed healthy by legislation.

The council also cites road accidents ( 9,095 last year, 27 of which were fatal), sedentary lifestyles (one in five kids in Barcelona are overweight or at risk of reaching that state), and the lack of green spaces as reasons driving the plan. The city has only 6.6 sq metres of green space per inhabitant (with the figures standing at just 1.85 in Eixample and 3.15 in Gràcia), closer to Tokyo's three than to London's 27, or Amsterdam's staggering 87.5. The World Health Organisation suggests every city should have at least 9 sq metres per capita.

Barcelona's new plan consists of creating big superilles through a series of gradual interventions that will repurpose existing infrastructure, starting with traffic management through to changing road signs and bus routes. Superblocks will be smaller than neighbourhoods, but bigger than actual blocks. This will first be applied to Eixample neighbourhood and others like Sant Martí, which largely follows the same grid pattern.

In Eixample, a superblock will consist of nine existing blocks of the grid. Car, scooter, lorry and bus traffic will then be restricted to just the roads in the superblock perimeters, and they will only be allowed in the streets in between if they are residents or providing local businesses, and at a greatly reduced speed of 10km/h (typically the speed limit across the city is 50km/h, and 30km/h in specific areas).

The objectives are ambitious; by implementing these strategies at once, the city wants to reduce car use by 21% over the next two years and increase mobility by foot, bike and public transport. Superblocks will be complemented by the introduction of 300km of new cycling lanes (there are currently around 100km), as well as an orthogonal bus network that has already been put in place, whereby buses only navigate a series of main thoroughfares. This will ensure, says Salvador Rueda, director of the city's urban ecology agency and one of the drivers of the superblocks idea, that "anyone will be less than 300 metres from a bus stop at any time - and average waiting times will be of five minutes anywhere in the city [current averages stand at 14]". In addition, "it would be an equitable network in which one could go from any point A to point B with just one transfer in 95% of the cases. Like in a game of Battleship".

Our objective is for Barcelona to be a city in which to live

"It's no surprise that this concept was born here," said mobility city councillor Mercedes Vidal in the public presentation of the plan this month. "In a city as dense as ours, it's all the more necessary to re-conquer spaces." If all goes as planned, around seven of the 13.8 million sq metres now dedicated to motorised traffic will be freed up.

Private vehicles account for just 20% of total movements in the city today and yet they occupy 60% of roads. "We need to win the street back," says Janet Sanz, city councillor for ecology, urbanism and mobility, who emphasised the need to encourage social cohesion, coexistence and human exchanges. Recently, she remembered the spirit of Jane Jacobs and her activism for the right to the city on the 100th anniversary of the writer and urbanist's birth: "She proposed giving the street back to the neighbours. Today we work for that objective."

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A pedestrian-friendly street in the Gràcia neighbourhood. Photograph: BCNecologia

"This plan sums up the essence of urban ecology," Sanz adds. "Our objective is for Barcelona to be a city in which to live. Also, as a Mediterranean city, its residents spend a long time on the streets - those streets need to be second homes, or extensions of one's residence, at all times ... Public spaces need to be spaces to play, where green is not an anecdote - where the neighbourhood's history and local life have a presence."

"We want these public spaces to be areas where one can exercise all citizen rights: exchange, expression and participation, culture and knowledge, the right to leisure," Rueda says.

The entire process is being conducted in nine areas at a different pace, through what Sanz called "tactical urbanism" - a gradual trial and error method of sorts, with initial measures such as changing road signs - and with an initial budget of €10m (£7.9m). Now it is time to "go from theory to action", she says.

The superblocks idea was first outlined in 1987, after noise mapping revealed that levels were too high, and the first superblock was tested in 2003 in Gràcia. Many experiments, like car-free days, have also been conducted in districts like Sant Martí, which will act as the main guinea pig for superblocks. Its city councillor, Josep Maria Montaner, says it has been done in close consultation with groups of neighbours "and it will continue to be so. Neighbours need to experiment it and try the new spaces, little by little - and we hope many of the ideas for how to use them will come from them".

Rueda says superblocks go back to Cerdà's philosophy and take it to the next level, to the modern world, by making it live with and for the ecosystem. "We have, as a base [for the plan], Cerdà's Eixample, which was undermined by greed. What was green in the plan was slowly overtaken and built on. And then, when cars arrived, they slowly overtook more and more space ... We want to reclaim those green spaces and that can only be done through a drastic mobility change."

An Eixample superblock of about 400 x 400 metres, Rueda says, would be inhabited by between 5,000 and 6,000 people. That is "the same as many small towns. Everything we need to consider to face the challenges of this turn of a century - construction, economy, water, residues, metabolisms, social cohesion - should be captured in these superblocks."

"Every superblock is like a small city with its own character," the plan suggests. "Imagine what could be done. An Eixample intersection is as big as a Gràcia square," says Rueda, and he highlights that this new city structure will free up 160 intersections. "I'm already fantasising with neighbourhood-organised inflatable swimming pools in the summer," he jokes.
Follow Guardian Cities on Twitter and Facebook and join the discussion Guardian Cities is a member of the Habitat III Journalism Project. Read more about the project here Topics

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Superblocks to the rescue: Barcelona's plan to give streets back to residents

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In the latest attempt from a big city to move away from car hegemony, Barcelona has ambitious plans. Currently faced with excessive pollution and noise levels, the city has come up with a new mobility plan to reduce traffic by 21%.

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Educate Those at the Top, and the Rest Will Follow

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Educate Those at the Top, and the Rest Will Follow

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Mannheim, Germany is using fun and easy tactics to get its government employees to be more conscious

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Winner 2015 Category 2: City of Mannheim (Baden-Wuerttemberg) [subtitels]

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Climate Action Award for Local Government 2015 Category 2: Local Energy and Climate Action Management Outstanding commitment in local energy and climate action management, e.g. through energy controlling, climate friendly procurement, sensitization and involvement of employees, with the goal of reducing energy consumption.

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Increase traffic and make city more pedestrian friendly to promote green ways

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Make Buildings More Eco-Friendly With Green Roofs

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Make Buildings More Eco-Friendly With Green Roofs

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Even Chicago City Hall has one

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Converting Industrial Structures Into Useful Spaces

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Converting Industrial Structures Into Useful Spaces

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Like the High Line in New York

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Which Cities are Making the Biggest Changes? How?

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Which Cities are Making the Biggest Changes? How?

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European Sustainable Cities Platform | Transformative Action Award

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The European Sustainable Cities Platform was launched in 2016, following the 8th European Conference on Sustainable Cities & Towns in the Basque Country. Supported by the City of Aalborg, Denmark; the Basque Country, and ICLEI Europe, it focuses on the uptake of The Basque Declaration, which is the main outcome of the 8th European Conference on Sustainable Cities and Towns.