Mars rover airless tires for your bike

March 18, 2021 by  
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Tang, memory foam, cordless tools, invisible dental braces — space research is a gift that keeps on giving. Now, the SMART Tire Company has unveiled a new eco-friendly consumer airless bicycle tire derived from space science and technology. What’s good enough for rovers on Mars and the moon can certainly handle the roads and bike trails of Earth. The SMART Tire Company and NASA partnered to develop airless shape memory alloy (SMA) tire technology for bicyclists . The new METL tire is made from NiTinol+, an advanced, lightweight material that’s both elastic and strong. Best of all, its perfect memory shape keeps it from going flat. Related: The Great American Rail-Trail to offer bike access from coast to coast Plus, these are some highly attractive wheels made of silver, gold and metallic blue. “Cyclists will not be able to wait for these very cool-looking, space-age METL™ tires that don’t go flat,” Earl Cole, former Survivor champion and CEO of The SMART Tire Company, said in a press release. “The unique combination of these advanced materials, coupled with a next generation, eco-friendly design make for a revolutionary product.” SMAs are a whole new material. Because they are able to undergo phase transitions at the molecular level, they boast 30 times the recoverable strain of regular steel . They are also eco-friendly. They last so much longer than ordinary bike tires, so they will reduce rubber waste. SMART is planning to establish METL tires as the leading high-tech component for road, mountain, gravel and e-bikes. Cole founded the SMART Tire Company LLC in 2020 along with Brian Yennie, a blockchain engineer. Calvin Young, a cycling enthusiast and former NASA engineering intern, and NASA inventors Dr. Santo Padula and Colin Creager were also instrumental in developing the technology . “Shape memory alloys look extremely promising in revolutionizing the entire terrestrial tire industry,” Padula said, “and that’s just the tip of the iceberg.” + SMART Tire Company Images via SMART Tire Company

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Mars rover airless tires for your bike

The ‘order of planning’ determines transit priorities. What if we inverted it to prioritize people?

November 12, 2020 by  
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The ‘order of planning’ determines transit priorities. What if we inverted it to prioritize people? Alan Hoffman Thu, 11/12/2020 – 00:01 Are your transportation plans letting you down? Regions everywhere have adopted ambitious goals for their long-range plans, from climate change to land use to reductions in automotive dependency. Yet even with decades of spending on creating new transit and bicycle infrastructure, many cities still struggle to see the kinds of changes in their travel and growth patterns that point toward resilience and sustainability. COVID-19 has highlighted these issues, upending travel patterns and choices with what may be permanent reductions in office commuting, as well as big impacts on transit and shared ride services. At the same time, COVID-19 has created a once-in-a-generation opportunity to rethink our use of public space, much of which has been dedicated to automotive movement (roads) and storage (parking). Transportation planning can lead to better outcomes by focusing on three parallel strategies: Identify what solutions look like Invert the order of planning Update your computerized planning models 1. Identifying solutions Too often, transportation projects are pushed through with no clear sense of whether they will be able to solve the problems for which they are intended. Planners and politicians jump to efficiency and expansion before effectiveness can be established. Once planners learn how to produce a desired solution, then they can engage in value engineering by asking how they can achieve desired results more efficiently. A perfect example of this is Curitiba, Brazil, famed as one of the innovators of Bus Rapid Transit (BRT). Curitiba didn’t set out to develop a BRT system. What it did was identify, up-front, what its ideal transit network should look like. In its case, it was a subway (metro) system with five arms radiating out of downtown and a set of concentric ring routes surrounding the center. Curitiba’s “solution” to creating an effective transit network was based on five major corridors radiating from downtown and a set of concentric rings linking major transfer stations (“integration terminals”). Subways are incredibly expensive to build. So Curitiba’s leaders asked themselves how they could replicate the functionality of their ideal network as quickly as possible with available resources. They decided to create their ideal subway system on the surface, running extra-long buses along dedicated transitways in the centers of their major roads. Enclosed stations with level boarding were spaced every 500 meters (three to a mile). Major integration terminals, about every 1.2 to 1.9 miles apart, serve surface subway lines, an extensive regional express network, and local buses. They also feature government services, recreation centers, shops and eateries. This transit corridor in Curitiba features a dedicated center-running busway with auto traffic and parking relegated to the sides of the boulevard and to parallel roads. Besides moving passenger loads normally associated with rail systems, the strategy was tied to a land use plan that placed most of the region’s denser land uses within one block of surface subway lines. Use of transit for commuting rose from about 7 percent in the early 1970s to over 70 percent by the 2000s. As a look at the skyline of Curitba reveals, the city literally and conspicuously developed around its transit network. By restricting high densities to “surface subway” corridors, Curitiba literally grew around its transit system. Besides preserving more land for single-family homes, this strategy reduced the impacts of new growth substantially. 2. Invert the order of planning The order of planning reflects the priority assigned to different modes as solutions to your goals. It is fair to say that most regional strategies today embrace the importance of modes such as transit and bicycling, yet this is rarely reflected in the order of planning. Most cities begin or center their transportation planning by focusing on optimizing their automotive systems: expanding capacity; improving signaling; building new roads, often dictated by where road congestion is at its worst. The logic is impeccable: the auto is the primary mover of people, and too many new transit and bicycle projects have shifted only a relatively small number of trips, highlighting popular preferences. Once the automotive system is optimized, transit planning is then asked to fit around the automobile. In most places, transit either shares the right of way with cars or is delayed by traffic signals and cross traffic. In some cases, corridors are identified which could support rail or BRT infrastructure. Pedestrian circulation is then asked to fit around car traffic and transit. Finally, the bicycle is asked to fit around everything else. This bicycle lane along an 50 mph expressway in California puts cyclists at great risk from distracted drivers. The alternative is to engage in Advanced Urban Visioning, a process that identifies what optimized or ideal systems look like, much as Curitiba did decades ago. You get there by inverting the order of planning. You begin with transit, allowing an ideal network to emerge from a detailed analysis of urban form (how your region is laid out) and trip patterns. An optimized transit system focuses on three key dimensions: network structure (how you connect places); system performance (how long it takes to get from origins to destinations); and customer experience (essentially, what a person feels and perceives while moving through the system). The goal is to connect more people more directly to more likely destinations in less time, with an experience that makes them feel good about their choice of transit. The transit network at this point is still diagrammatic, a set of nodes and links more than a set of physical routes. Even so, it likely looks little like your current transit plan. This aerial of central San Diego shows many principal nodes of the zone and the likely connections between and among them. The rapid transit map, meanwhile, looks little like this network. Why does transit go first? To begin with, transit often requires heavy infrastructure, be it tracks, transitways, bus lanes, stations or garages. Stations, in particular, need to be located where they will do the most good; even short distances in the wrong direction can make a big difference in public uptake of transit. Second, transit otherwise takes up relatively little urban space when compared to the car. For example, two-lane busways in Australia move as many people during the peak hour as a 20-lane freeway would move. Third, transit, when well-matched to a region, significantly can shape how that city grows, as access to a useful transit network becomes highly valued. Transit, when well-matched to a region, significantly can shape how that city grows, as access to a useful transit network becomes highly valued. Getting from an idealized transit network to an actual plan happens through a staging plan that focuses on “colonizing” whatever existing road infrastructure is needed, and specifying new infrastructure where necessary to meet strategic goals. In practice, this means identifying locations where new transitways, surface or grade-separated (free of cross-traffic or pedestrian crossings), can meet performance and connectivity goals. Planners also need to devise routes that minimize travel time and transfers for core commuting trips. Transit at this stage is free to take space from the auto, where warranted, to meet performance goals subject to expected demand. Brisbane, Australia’s, Busway system includes many grade-separations (bridges and tunnels) so that buses can operate unimpeded by traffic. Once an optimized transit plan is identified, the next step in Advanced Urban Visioning is to develop an idealized bicycle network. Drawing on the lessons of the Netherlands, perhaps the global leader when it comes to effective bicycle infrastructure, this network is designed and optimized to provide a coherent, direct, safe, and easy-to-use set of separated bikeways designed to minimize conflicts with moving vehicles and pedestrians. This approach is a far cry from the piecemeal incrementalism of many cities. It also gives the bicycle priority over cars when allocating space in public rights of way. Amsterdam and other Dutch cities have some of the best-developed bicycle infrastructure in the world, providing cyclists with an extensive network of separated bike lanes. The third step in Advanced Urban Visioning is to use major transit nodes to create new “people space”: walking paths; public plazas; parklands; and open space trail networks. These may colonize land occupied with motor vehicles. These new spaces and parklands also may be used to organize transit-oriented development; the combination of optimized transit and bicycle networks; and park access can increase the value of such development. In this example, from a conceptual plan developed for San Diego, a strategic investment zone (SIZ), supporting high-density residential and commercial uses, wraps around a linear park and two proposed community parks. The proposed underground transit and surface parks together add significant value to the SIZ, some of which may be captured through an Infrastructure Finance District mechanism to help fund much of the project. Only after transit, bicycles and pedestrians are accommodated is it time to optimize the automotive realm. But something happens when these alternative modes are optimized to the point that they are easy, convenient and time-competitive with driving: large numbers of people shift from personal vehicles to these other travel modes. a result, the auto is no longer needed to move large numbers of people to denser nodes, and investments in roadways and parking shift to other projects. The power of Advanced Urban Visioning is that it gives you clear targets to aim at so that actual projects can stage their way to the ultimate vision, creating synergies that amplify the impacts of each successive stage. It turns the planning process into a strategic process, and helps avoid expensive projects that are appealing on one level but ultimately unable to deliver the results we need from our investments in infrastructure. San Diego Connected, a conceptual plan developed at the request of the Hillcrest business community, demonstrates Advanced Urban Visioning in action, combining bicycle, transit, pedestrian and automotive improvements that optimize their potential contribution to the region. Advanced Urban Visioning doesn’t conflict with government-required planning processes; it precedes them. For example, the AUV process may identify the need for specialized infrastructure in a corridor, while the Alternatives Analysis process can be used to determine the time-frame where such infrastructure becomes necessary given its role in a network. 3. Update your models For Advanced Urban Visioning to make its greatest contribution to regions, analysis tools need to measure and properly account for truly optimized systems. Most regional agencies maintain detailed regional travel models, computer simulations of how people get around and the tradeoffs they make when considering modes. Many of these models work against Advanced Urban Visioning. The models are designed generally to test responsiveness to modest or incremental changes in a transportation network, but they are much weaker at understanding consumer response to very different networks or systems. Regions can sharpen the ability of their models to project use of alternative modes by committing to a range of improvements: Incorporate market segmentation. Not all people share the same values. Market segmentation can help identify who is most likely to respond to different dimensions of service. Better understand walking. Some models include measures as of quality of the walking environment. For example, shopping mall developers have long known that the same customer who would balk at walking more than 492 feet to get from their parked car to a mall entrance will happily walk 1,312 feet once inside to get to their destination. Likewise, people are not willing to walk as far at the destination end of a trip as they are at the origin end, yet most models don’t account for this difference. Better measure walking distance. Not only do most models not account for differences in people’s disposition to walk to access transit, they don’t even bother to measure the actual distances. Better account for station environment and micro-location. We know from market research that many people are far more willing to use transit if it involves waiting at a well-designed station, as opposed to a more typical bus stop on the side of a busy road. Incorporate comparative door-to-door travel times. No model I am aware of includes comparative door-to-door travel time (alternative mode vs. driving), yet research continually has demonstrated the importance of overall trip time to potential users of competing modes. Conclusion Advanced Urban Visioning offers a powerful tool for regions that are serious about achieving a major transformation in their sustainability and resilience. By clarifying what optimal transportation networks look like for a region, it can give planners and the public a better idea of what is possible. It inverts the traditional order of planning, ensuring that each mode can make the greatest possible contribution toward achieving future goals. Pull Quote Transit, when well-matched to a region, significantly can shape how that city grows, as access to a useful transit network becomes highly valued. Topics Cities Transportation & Mobility Urban Planning Public Transit Meeting of the Minds Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off New York City subway Photo by Wynand van Poortvliet on Unsplash. Close Authorship

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The ‘order of planning’ determines transit priorities. What if we inverted it to prioritize people?

The ‘order of planning’ determines transit priorities. What if we inverted it to prioritize people?

November 12, 2020 by  
Filed under Business, Eco, Green

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The ‘order of planning’ determines transit priorities. What if we inverted it to prioritize people? Alan Hoffman Thu, 11/12/2020 – 00:01 Are your transportation plans letting you down? Regions everywhere have adopted ambitious goals for their long-range plans, from climate change to land use to reductions in automotive dependency. Yet even with decades of spending on creating new transit and bicycle infrastructure, many cities still struggle to see the kinds of changes in their travel and growth patterns that point toward resilience and sustainability. COVID-19 has highlighted these issues, upending travel patterns and choices with what may be permanent reductions in office commuting, as well as big impacts on transit and shared ride services. At the same time, COVID-19 has created a once-in-a-generation opportunity to rethink our use of public space, much of which has been dedicated to automotive movement (roads) and storage (parking). Transportation planning can lead to better outcomes by focusing on three parallel strategies: Identify what solutions look like Invert the order of planning Update your computerized planning models 1. Identifying solutions Too often, transportation projects are pushed through with no clear sense of whether they will be able to solve the problems for which they are intended. Planners and politicians jump to efficiency and expansion before effectiveness can be established. Once planners learn how to produce a desired solution, then they can engage in value engineering by asking how they can achieve desired results more efficiently. A perfect example of this is Curitiba, Brazil, famed as one of the innovators of Bus Rapid Transit (BRT). Curitiba didn’t set out to develop a BRT system. What it did was identify, up-front, what its ideal transit network should look like. In its case, it was a subway (metro) system with five arms radiating out of downtown and a set of concentric ring routes surrounding the center. Curitiba’s “solution” to creating an effective transit network was based on five major corridors radiating from downtown and a set of concentric rings linking major transfer stations (“integration terminals”). Subways are incredibly expensive to build. So Curitiba’s leaders asked themselves how they could replicate the functionality of their ideal network as quickly as possible with available resources. They decided to create their ideal subway system on the surface, running extra-long buses along dedicated transitways in the centers of their major roads. Enclosed stations with level boarding were spaced every 500 meters (three to a mile). Major integration terminals, about every 1.2 to 1.9 miles apart, serve surface subway lines, an extensive regional express network, and local buses. They also feature government services, recreation centers, shops and eateries. This transit corridor in Curitiba features a dedicated center-running busway with auto traffic and parking relegated to the sides of the boulevard and to parallel roads. Besides moving passenger loads normally associated with rail systems, the strategy was tied to a land use plan that placed most of the region’s denser land uses within one block of surface subway lines. Use of transit for commuting rose from about 7 percent in the early 1970s to over 70 percent by the 2000s. As a look at the skyline of Curitba reveals, the city literally and conspicuously developed around its transit network. By restricting high densities to “surface subway” corridors, Curitiba literally grew around its transit system. Besides preserving more land for single-family homes, this strategy reduced the impacts of new growth substantially. 2. Invert the order of planning The order of planning reflects the priority assigned to different modes as solutions to your goals. It is fair to say that most regional strategies today embrace the importance of modes such as transit and bicycling, yet this is rarely reflected in the order of planning. Most cities begin or center their transportation planning by focusing on optimizing their automotive systems: expanding capacity; improving signaling; building new roads, often dictated by where road congestion is at its worst. The logic is impeccable: the auto is the primary mover of people, and too many new transit and bicycle projects have shifted only a relatively small number of trips, highlighting popular preferences. Once the automotive system is optimized, transit planning is then asked to fit around the automobile. In most places, transit either shares the right of way with cars or is delayed by traffic signals and cross traffic. In some cases, corridors are identified which could support rail or BRT infrastructure. Pedestrian circulation is then asked to fit around car traffic and transit. Finally, the bicycle is asked to fit around everything else. This bicycle lane along an 50 mph expressway in California puts cyclists at great risk from distracted drivers. The alternative is to engage in Advanced Urban Visioning, a process that identifies what optimized or ideal systems look like, much as Curitiba did decades ago. You get there by inverting the order of planning. You begin with transit, allowing an ideal network to emerge from a detailed analysis of urban form (how your region is laid out) and trip patterns. An optimized transit system focuses on three key dimensions: network structure (how you connect places); system performance (how long it takes to get from origins to destinations); and customer experience (essentially, what a person feels and perceives while moving through the system). The goal is to connect more people more directly to more likely destinations in less time, with an experience that makes them feel good about their choice of transit. The transit network at this point is still diagrammatic, a set of nodes and links more than a set of physical routes. Even so, it likely looks little like your current transit plan. This aerial of central San Diego shows many principal nodes of the zone and the likely connections between and among them. The rapid transit map, meanwhile, looks little like this network. Why does transit go first? To begin with, transit often requires heavy infrastructure, be it tracks, transitways, bus lanes, stations or garages. Stations, in particular, need to be located where they will do the most good; even short distances in the wrong direction can make a big difference in public uptake of transit. Second, transit otherwise takes up relatively little urban space when compared to the car. For example, two-lane busways in Australia move as many people during the peak hour as a 20-lane freeway would move. Third, transit, when well-matched to a region, significantly can shape how that city grows, as access to a useful transit network becomes highly valued. Transit, when well-matched to a region, significantly can shape how that city grows, as access to a useful transit network becomes highly valued. Getting from an idealized transit network to an actual plan happens through a staging plan that focuses on “colonizing” whatever existing road infrastructure is needed, and specifying new infrastructure where necessary to meet strategic goals. In practice, this means identifying locations where new transitways, surface or grade-separated (free of cross-traffic or pedestrian crossings), can meet performance and connectivity goals. Planners also need to devise routes that minimize travel time and transfers for core commuting trips. Transit at this stage is free to take space from the auto, where warranted, to meet performance goals subject to expected demand. Brisbane, Australia’s, Busway system includes many grade-separations (bridges and tunnels) so that buses can operate unimpeded by traffic. Once an optimized transit plan is identified, the next step in Advanced Urban Visioning is to develop an idealized bicycle network. Drawing on the lessons of the Netherlands, perhaps the global leader when it comes to effective bicycle infrastructure, this network is designed and optimized to provide a coherent, direct, safe, and easy-to-use set of separated bikeways designed to minimize conflicts with moving vehicles and pedestrians. This approach is a far cry from the piecemeal incrementalism of many cities. It also gives the bicycle priority over cars when allocating space in public rights of way. Amsterdam and other Dutch cities have some of the best-developed bicycle infrastructure in the world, providing cyclists with an extensive network of separated bike lanes. The third step in Advanced Urban Visioning is to use major transit nodes to create new “people space”: walking paths; public plazas; parklands; and open space trail networks. These may colonize land occupied with motor vehicles. These new spaces and parklands also may be used to organize transit-oriented development; the combination of optimized transit and bicycle networks; and park access can increase the value of such development. In this example, from a conceptual plan developed for San Diego, a strategic investment zone (SIZ), supporting high-density residential and commercial uses, wraps around a linear park and two proposed community parks. The proposed underground transit and surface parks together add significant value to the SIZ, some of which may be captured through an Infrastructure Finance District mechanism to help fund much of the project. Only after transit, bicycles and pedestrians are accommodated is it time to optimize the automotive realm. But something happens when these alternative modes are optimized to the point that they are easy, convenient and time-competitive with driving: large numbers of people shift from personal vehicles to these other travel modes. a result, the auto is no longer needed to move large numbers of people to denser nodes, and investments in roadways and parking shift to other projects. The power of Advanced Urban Visioning is that it gives you clear targets to aim at so that actual projects can stage their way to the ultimate vision, creating synergies that amplify the impacts of each successive stage. It turns the planning process into a strategic process, and helps avoid expensive projects that are appealing on one level but ultimately unable to deliver the results we need from our investments in infrastructure. San Diego Connected, a conceptual plan developed at the request of the Hillcrest business community, demonstrates Advanced Urban Visioning in action, combining bicycle, transit, pedestrian and automotive improvements that optimize their potential contribution to the region. Advanced Urban Visioning doesn’t conflict with government-required planning processes; it precedes them. For example, the AUV process may identify the need for specialized infrastructure in a corridor, while the Alternatives Analysis process can be used to determine the time-frame where such infrastructure becomes necessary given its role in a network. 3. Update your models For Advanced Urban Visioning to make its greatest contribution to regions, analysis tools need to measure and properly account for truly optimized systems. Most regional agencies maintain detailed regional travel models, computer simulations of how people get around and the tradeoffs they make when considering modes. Many of these models work against Advanced Urban Visioning. The models are designed generally to test responsiveness to modest or incremental changes in a transportation network, but they are much weaker at understanding consumer response to very different networks or systems. Regions can sharpen the ability of their models to project use of alternative modes by committing to a range of improvements: Incorporate market segmentation. Not all people share the same values. Market segmentation can help identify who is most likely to respond to different dimensions of service. Better understand walking. Some models include measures as of quality of the walking environment. For example, shopping mall developers have long known that the same customer who would balk at walking more than 492 feet to get from their parked car to a mall entrance will happily walk 1,312 feet once inside to get to their destination. Likewise, people are not willing to walk as far at the destination end of a trip as they are at the origin end, yet most models don’t account for this difference. Better measure walking distance. Not only do most models not account for differences in people’s disposition to walk to access transit, they don’t even bother to measure the actual distances. Better account for station environment and micro-location. We know from market research that many people are far more willing to use transit if it involves waiting at a well-designed station, as opposed to a more typical bus stop on the side of a busy road. Incorporate comparative door-to-door travel times. No model I am aware of includes comparative door-to-door travel time (alternative mode vs. driving), yet research continually has demonstrated the importance of overall trip time to potential users of competing modes. Conclusion Advanced Urban Visioning offers a powerful tool for regions that are serious about achieving a major transformation in their sustainability and resilience. By clarifying what optimal transportation networks look like for a region, it can give planners and the public a better idea of what is possible. It inverts the traditional order of planning, ensuring that each mode can make the greatest possible contribution toward achieving future goals. Pull Quote Transit, when well-matched to a region, significantly can shape how that city grows, as access to a useful transit network becomes highly valued. Topics Cities Transportation & Mobility Urban Planning Public Transit Meeting of the Minds Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off New York City subway Photo by Wynand van Poortvliet on Unsplash. Close Authorship

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The ‘order of planning’ determines transit priorities. What if we inverted it to prioritize people?

A zero-waste, self-sustaining home of the future

March 12, 2020 by  
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Designed by Shanghai-based firm YANG Design , the Green Concept House is a futuristic concept that envisions a residence where sustainable technologies are embedded into the living spaces to create a zero-waste, 100% self-sustaining home. The design features several high-tech systems that use spare household energy to provide water, lighting and energy for growing plants throughout the home, essentially becoming a living greenhouse. House Vision is an annual event that invites architects to create futuristic residential designs that incorporate innovative technologies. This year, against the backdrop of the Bird’s Nest stadium in Beijing’s Olympic Park, 10 dwellings were unveiled, one of which was the incredible Green Concept House by Yang Design. Related: A greenhouse is transformed into an experimental living space in Taiwan Like the other full-scale home prototypes, the Green Concept House was a collaboration between architects and leading global companies that specialize in the various fields of technology, such as energy, vehicles, logistics and artificial intelligence. The 1,600-square-foot structure is a powerhouse of futuristic tech that merges organic food production into the house in order to create a living space that is 100% self-sustaining. Several compact garden pockets in every corner of the layout would allow homeowners to care for almost any type of plant using spare household energy (from solar and wind power generation ) to provide water and light for the gardens. The setup would permit residents to closely monitor their home gardens, including fruits, vegetables and herbs, via an app on their phones. For example, the app would sound an alarm when one of the plants is in need of specific care. Another notification would alert homeowners when a specific fruit or veggie is ready to be picked. Using this full-circle system, homeowners will not only be able to grow their own organic fare but will also be able to lead zero-waste lifestyles . + YANG Design Via ArchDaily Images via YANG Design

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A zero-waste, self-sustaining home of the future

Calamus unveils worlds safest e-bike at CES 2020

February 6, 2020 by  
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India-based startup  Calamus  recently unveiled the Calamus One Ultrabike, an electric bicycle that they claim is “the world’s safest and most advanced” of its kind. Integrated with elements typically only seen on motor vehicles, the innovative e-bicycle combines safety features and high-end tech into a sleek and beautifully designed package. The Ultrabike was exhibited at the CES 2020 show and is available on Indiegogo for pre-order. Crafted to evoke continuity, the Ultrabike uses 6000 series aircraft-grade aluminum with automotive-grade paint for both the lightweight bike frame and handlebar, which is also part of a one-piece stem and handle design. To emphasize the design’s seamless flow, the removable battery was integrated into the down tube of the frame while all of the  bicycle cables — from the hydraulic brakes to the electrical and electronic cables — have been routed inside the frame. The internally routed cables also make the entire bike weatherproof and improve aerodynamics. Promising a range of nearly 45 miles on a single charge, the Ultrabike is powered by 250w/750w Ultra-drive mid-motors from Bafang and driven by Gates’ carbon belt CDX system for a smooth riding experience. For an improved user experience, each bike will also be equipped with sensors that track motor, battery, and component health to provide real-time diagnoses viewable via a 5-inch TFT LCD touchscreen. A high-performance chip stores and analyzes riding patterns to provide auto gear shifts, while an inbuilt GPS chip offers added functionality. Related: Propella’s lightweight electric bike rides like a regular bike For safety, the designers have added  LED  turn indicators into the handlebars as well as built-in ultrasonic sensors with haptic feedback for blind spot assistance. Security is enhanced with the addition of an ultra-fast biometric scanner for locking and unlocking the bike, geo-tracking and fencing with a ‘Find My Ride’ feature in the case of theft, anti-theft fasteners, an anti-theft alarm, and a patent-pending smart lock that can be accessed using a mobile app to lock and unlock the bike. The Calamus One Ultrabike can be pre-ordered on  Indiegogo . + Calamus Images via Calamus

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Calamus unveils worlds safest e-bike at CES 2020

People for Bikes is making cycling safer with Ride Spot

April 22, 2019 by  
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People for Bikes is doing its part to make  cycling safe. The non-profit organization now has two networking projects to help keep cyclists safe across the country: a city ratings database and a guide on the best city biking routes called Ride Spot. With safety being a top priority, People for Bikes  works diligently to urge cities to make it safer for people to ride bikes, whether for commuting or just for enjoying the ride. The non-profit’s database ranks cities based on cycling safety and community. Per the ratings map, the best place to ride a bike is Fort Collins, Colorado. Some of the worst places for cyclists, meanwhile, include cities in North Dakota, Missouri, Louisiana and Hawaii. Fortunately, People for Bikes is currently lobbying for these areas to pass  legislation  that promotes road safety. Related: How to make American cities bike-friendly The company has also started a program called Ride Spot , which features the best bike routes based on location. The routes are user-generated with help from local cyclists and owners of bike shops. People can use the app to find the safest routes in cities all across the United States. The company strongly encourages bike shops to contribute data to its platform, as they often know which areas of town feature the best routes. In addition to showing routes, the app also connects users with each other. In fact, cyclists can use the program to share stories about their daily commutes and new routes they have discovered as well as upload photos of their journeys. As more people get involved, Ride Spot could become a viable place for riders to share information on safe and recreational urban  cycling . People for Bikes hopes its new initiative will address three major issues many beginning cyclists face: knowing the safest routes, connecting with other riders and getting past the intimidation factor. + People for Bikes Via TreeHugger Image via Pexels

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People for Bikes is making cycling safer with Ride Spot

We love electric scooters but is the Bird trend actually bad for the environment?

September 18, 2018 by  
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The debut of electric scooter programs in cities such as Austin, Washington D.C. and San Diego has been making headlines with promises of cleaner air , but is this really the case? Between LimeBike, Waybots, Spin and Bird, which has been newly introduced to the Los Angeles area, there is a plethora of companies jumping on the trend of promoting eco-friendly scooters to city planners and residents. With public transportation methods significantly improving in environmental efficiency — and the majority of distances traveled by scooter being walkable distances — the carbon footprint might not be as small as scooter-share programs are claiming. “Today, 40 percent of car trips are less than two miles long,” said Travis VanderZanden , founder and chief executive of Bird. “Our goal is to replace as many of those trips as possible, so we can get cars off the road and curb traffic and greenhouse gas emissions.” The scooters are the latest trend to enter the app-based mobility market, which has passengers whimsically racing through city streets at a $1 rental price, plus 15 cents for every minute after. Related: Paris launches electric scooter sharing program with Coup and Gogoro While Bird is assuming that half of its scooter rides are replacing mile-long car trips, Phil Lasley, who has been studying traffic, bicycle and pedestrian issues for the Texas A&M Transportation Institute said , “We honestly don’t know yet.” According to his evaluations, it is possible that the scooters are replacing short drives but with quantities still uncertain. He said there are many other aspects to consider. “Are these trips taking away from other bicycle trips? Are they taking away from transit? Are they taking away from walking?” Lasley asked. For instance, a mile-long trip to the office means that the 15-mph vehicle would charge for a minimum of 4 minutes plus extra for time in traffic. This exceeds the average public transportation fares for cities such as Austin and L.A., where the average full-fare ticket only costs $1.25 to $1.50 and can get you a lot farther. City bike-share programs are available at comparable rates to those of public transportation, as seen with L.A.’s new bicycle advertising campaign . The green transit platform is promoting the city’s carbon-free single rides at the same cost as a bus or metro ticket, while daily users of a monthly plan are seeing fractions of a dollar for their commute cycles. It goes without saying that owners of bikes, non-motorized scooters and skateboards are at a monetary and ecological advantage in comparison to those using electric scooters. Related: Gogoro revs up Smartscooter expansion with $300 million in new funding From an economic standpoint, Bird and LimeBike rides might be behind compared to alternatives such as buses, trains and bikes. But according to a Bird press release on its Austin launch, “Riders were able to prevent 445,334 pounds of carbon emissions.” LimeBike similarly claimed an estimated 8,500-pound reduction in carbon dioxide emissions in Austin in just two weeks. “With the launch of Lime-S, we are expanding the range of affordable, space-efficient and environmentally friendly mobility options available to D.C. residents,” said Jason Starr, a LimeBike executive for the company’s Washington D.C. division, back in March. With competing green vehicles focusing on both affordability and environmental friendliness, many people are looking to “space-efficien[cy]” to account for the hype of electric scooters. The space efficiency feature makes electric scooters fun to ride and easy to park anywhere, but it also means that chargers are driving long distances to pick up the scooters one by one. Each morning, electric scooters are dropped off en-mass at various hubs throughout the city. From there, riders can take the vehicles and drop them off wherever they wish within the city. Scooters now litter random sidewalks, storefronts and restaurant walkways — rarely in a collective group. At night they are “captured” (in the case of Birds) by the company’s chargers, who are individual citizens signed up to make money by collecting, powering and redistributing the scooters to the hubs each morning. Each scooter has a price tag on it, with those more difficult to collect scoring the charger a higher paycheck. The higher valuations on the remote scooters means that chargers are likely to drive farther to and from the stranded scooters, consuming more gas and emitting more carbon dioxide in the process. Similarly, morning commuters who wake up to find an empty dropping pad might eagerly run back to their reliable, personal vehicles instead of public transportation, because they are in a time-crunch. Whether these factors are being taken into account by the companies in their statistics is unclear. Related: Lyft is making all their rides carbon neutral Their popularity is as much their undoing as it is their achievement according to Haje Jan Kamps, portfolio director at venture capital firm Bolt. The entrepreneur recently published a piece on TechCrunch about the business models e-scooter companies would need to adopt in order to succeed. “They are currently in a massive scaling mode and so the only concern they have, really, is to get as many scooters on the roads as possible and as many rides as possible for each individual scooter,” Hamps said. “There is a real risk that some of the things like reusability or recyclability might be first on the chopping block.” The scooters are estimated to have a two-year life span , meaning they could end up in landfills at the end of their short life-cycle. This is something that Lasley agreed with. “It appears that these services are being heavily used,” he said, adding that the more popular they become, the more waste they will create. While we want to love the fun idea of electric scooters , it is clear that some things need to be improved. For these new companies, a learning and improvement process is to be expected. We are eager to see where these companies are headed in terms of creating a more eco-friendly product. Via Austin Monitor , The Washington Post ( 1 , 2 ) and  Chester Energy and Policy Images via Elvert Barnes ( 1 , 2 ), Luis Tamayo and Tim Evanson

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We love electric scooters but is the Bird trend actually bad for the environment?

Mountain Heroes cyclist aims for world record to fight climate change

August 6, 2018 by  
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Michael Strasser, famous cyclist and the first cyclist to join the  UN Environment’s  Mountain Heroes campaign, has now been cycling for nearly two weeks. His goal? Establishing a new world record by cycling from Alaska to Patagonia through the longest overland route. But the 14,300-mile and nearly 610,000-vertical-foot  Ice2Ice expedition is not just about immense feats of strength and stamina. Strasser also seeks to demonstrate how personal transportation choices can mitigate climate change. Originally an architect, Strasser began his expedition on July 23. The Austrian cyclist is now crossing Canada and has been updating followers and contributors on his journey in real time. His candid memos are paired with a live tracking map that includes the time spent cycling as well as distance and elevation details. He wrote, “Yesterday, for example, that damned smoke was back in the morning for the first two hours,” referring to a forest fire that had broken out close to his trail. “And then, while I was still angry about the very rough roads, a little black bear appeared on the side of the road and put a smile on my lips.” The cyclist hopes to inspire action in order to protect mountain ecosystems , which provide freshwater around the world and are home to a diverse array of plants and animals. Related: Former businessman bicycles down the Thames River to stop plastic pollution A rise in pollution and the impacts of climate change have put stress on these delicate mountain ecosystems. The glaciers through which Strasser is traveling have been reduced by nearly a third since the 1960s, displaying a visible amount of loss in ice and snow cover. Along with the fragile biological diversity in these areas, the retreating glaciers serve as one of the Earth’s most reliable sources of fresh drinking water. Climate change is disproportionately affecting these mountainous regions, along with high elevation zones such as the Arctic and Antarctica. “It would mean a lot to me if I could motivate every single person who follows me to sometimes take a bike instead of their car,” Strasser said. “If my attempt is to bike 23,000 kilometers and 185,000 vertical meters, then everyone can manage one or the other kilometer in their daily life too. I think if all of us contribute something even small, something big can come of it.” + Ice2Ice + UN Environment Images via Michael Strasser

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Mountain Heroes cyclist aims for world record to fight climate change

How to make American cities bike-friendly

June 19, 2018 by  
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If you live in a city, riding a bike can be a great option to get you where you need to go. More and more people are opting for bicycles instead of cars, but most American cities are lagging behind when it comes to offering safe roads for bicyclists. Many cities ban cyclists from riding on the sidewalk and expect them to share the road with passing cars. What can we do to encourage American cities to be more bicycle-friendly? America’s best cycling cities Not all cities fall short when it comes to bike-friendly roads — some of the best cycling cities in the world are right here at home. Atlanta took some of its unused urban railways and created “The BeltLine,”  a 22-mile-long loop for pedestrians and bicyclists. City planners are extending it another five miles in the coming year, and more than a million people have used it since its opening. Chicago has dedicated bike routes to help keep cyclists safe and out of the way of passing drivers. Baltimore has an electric-assisted bike-sharing program to make it easier for riders to navigate the sometimes-hilly terrain. Related: San Francisco bike shop lets you trade in car for e-bike Moving away from car dependence Most people don’t think twice about hopping in a car and driving to work, even if work is only a few miles down the road. We need to change our underlying infrastructure to move away from car-dependent transportation. That’s not to say we all need to stop driving our cars — people who commute long distances, carry cargo or transport other passengers will find it difficult or impossible to do these things on a bicycle. Infrastructure changes give cities more control over traffic — both vehicles and bicycles — and allow them to separate or prioritize one or the other, depending on the conditions. Just adding bike lanes to the sides of existing roads isn’t enough — nor is expecting bicyclists to share the road with nothing to separate them from motorized vehicles. Related: 6 cycling accessories every bike commuter needs Separating cars and bikes When it comes down to it, a bicycle is never going to win in a fight with a car. In 2015, more than 800 cyclists were killed in accidents with vehicles. That’s more than two accidents every single day. The easiest way to prevent these collisions is to keep cars and bikes separate. Bike lanes with planters or plastic bollards provide a barrier between cyclists and drivers and may help keep people safe. Cities can install a temporary setup for a reasonable amount of money to study how well it works, and if it turns out to be a good option for the city, city planners and officials can move forward from there. Learn from cycling cities When transitioning American cities to be safer for cyclists, planners can turn to cities around the world for inspiration.  Europe has great ideas when it comes to making cities more cycling-friendly. For the Netherlands recently opened an 11-mile cycling highway that connects the cities of Arnhem and Nijmegen. This is a “fast path” for bicycling commuters between the two cities. There are slower roadside paths as well for intercity travel. It isn’t just the infrastructure that the Netherlands has changed — it’s the “ psychology of the commute .” By giving cyclists a direct and convenient route that keeps them separate from cars, it has allowed more people to ride bikes. The bicycling highway has even encouraged people to reconsider transportation for their regional trips. Cycling is one of the best things we can do to help reduce our carbon footprint , so it’s important to make crowded cities safer for people who choose to leave their cars at home and opt to use bicycles. It’s better for your health and better for the environment, as long as we can keep cyclists safe during their daily commutes. City planners should stop thinking about cars and start focusing on public transportation and cycling as the primary forms of transportation for their citizens. Via  Atlanta ,  Biz Journals ,  Pedestrian and Bicycle Information Center ,  Wired  and  CityLab Images via Vishal Banik , Paul Krueger (1 , 2) , Daniel Lobo  and Jonny Kennaugh

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How to make American cities bike-friendly

Renovated Adobe headquarters channels design giants creative energy

March 5, 2018 by  
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When it came time to renovate creative software powerhouse Adobe’s headquarters in San Jose, it was abundantly clear that creativity and color would be central to the renovation. The firm tapped Gensler for the artful 143,000-square-foot redesign that’s sensitive to the environment and pays homage to the San Jose community. An artistic approach was applied throughout the building that’s furnished with locally made decor, emphasizes open and collaborative working environments, and offers a dazzling array of perks. Completed last year, Adobe’s newly renovated headquarters features new open workspaces, gathering areas, outdoor work areas, creative conference rooms, and amenities. The building houses 2,500 employees who have access to impressive perks that include a free onsite wellness center with fitness classes, meditation room, massage area, numerous and diverse eating options, on-site auto maintenance, dry cleaning, bicycle repair and rental, and open workspaces that embrace the indoor-outdoor experience. Natural light, outdoor access, and indoor greenery like the community garden and green wall highlight healthy working environments. Related: Adobe’s 410 Townsend is a Collaborative LEED Silver Office in San Francisco Adobe, which moved its headquarters to San Jose in 1994, is now the largest tech firm in the downtown core. To celebrate the community and the city’s agricultural past, the Adobe headquarters is decorated with locally made rugs, furniture, and decor. The building’s Palettes cafe takes inspiration from the region’s orchard history with its green design and A-shaped art installation built of locally sourced orchard crates. Bright splashes of color and art installation point to the firm’s creative and innovative spirit. + Gensler Via ArchDaily Images © Emily Hagopian Photography

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Renovated Adobe headquarters channels design giants creative energy

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