Lyft plans to electrify all of its cars by 2030

June 17, 2020 by  
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Lyft plans to electrify all of its cars by 2030 Katie Fehrenbacher Wed, 06/17/2020 – 10:00 In an unprecedented move, the ride-hailing company Lyft revealed Wednesday it plans to electrify every car on its platform — those owned by Lyft and rented to drivers as well as cars owned by drivers — by 2030. The decade-long goal could result in millions of electric vehicles purchased for ride-hailing operations, encourage greater electric vehicle charging deployments and motivate stronger city, state and federal policies that could make EVs more economical. Lyft said its electric vehicle transition would remove more than 16 million tons of greenhouse gases from the atmosphere by 2030, equivalent to taking 3 million traditional cars off the roads.  On a media call Wednesday, Lyft Chief Policy Officer Anthony Foxx (former Secretary of Transportation under President Barack Obama) described the announcement as “a big deal.” Lyft co-founder and President John Zimmer said, “It’s on us to lead. We’re looking at bold opportunities. We intend to push hard and lean into this.” Lyft has been exploring how to make its vehicle fleet more sustainable for a couple of years. But the new EV goal is a huge step for the company, which is in fierce competition with Uber and has been positioning itself as the friendlier ride-hailing choice.  Two years ago, Lyft launched a program to buy carbon offsets for all of the rides organized on its network. Lyft followed that up by launching “green mode” on its app. That feature lets riders in certain cities request a ride in an electric car, and drivers can rent electric vehicles through Lyft’s Express Drive program. In addition, Lyft operates bikes, e-bikes and e-scooters in certain regions and integrates its app with public transit data.  The new electric vehicle target, however, is a game-changing move that could transform the company and could provide environmental leadership to the rest of the ride-hailing industry. Lyft says in its release that “Lyft is willing to go first, but others need to follow if we want to hit mass-market electrification.” Media Source Courtesy of Media Authorship GreenBiz Collage Close Authorship The move won’t be easy. Lyft recently announced a first-quarter loss of $85.2 million on quarterly revenue of $955.7 million, and said it plans to cut $300 million in expenses by the fourth quarter. While EVs can be cheaper to operate, compared to gasoline costs, high battery costs still can make many EVs more expensive than traditional cars. Many regions also still lack adequate public charging infrastructure. Shelter-in-place directives adopted to combat spread of the COVID-19 pandemic have battered ride-hailing companies as riders have stayed inside and avoided rides. But as states nationwide — and cities around the world — have started to open up for business, ride-hailing services have started to pick up.  Lyft says that the COVID-19 crisis forced the company to “rethink our priorities and focus on cost-effective investments. COVID-19 presented us with a choice to ‘hunker down or ‘grow back better’ by accelerating the transition to EVs. We are choosing to ‘grow back better’ by making sustainability an integral part of our path to profitability,” said the company in a statement. Light-duty electric vehicles, such as the General Motor’s Bolt or the Nissan LEAF, are being adopted by some public and commercial fleets for administrative work and are helping companies and cities cut fuel costs. These vehicles are particularly attractive in states such as California that have strong policies in place to incentivize EVs.  But ride-hailing companies face a unique challenge when it comes to electrifying their fleets. Most cars on their network are owned by drivers, many of whom already operate on low margins.  Lyft will need to take a systemic approach to try to make electric vehicles more attractive to its drivers, including influencing state policies, providing incentives and encouraging infrastructure providers to build out EV chargers for drivers.  All of the initial projects will be in the United States. Media Source Courtesy of Media Authorship Lyft Close Authorship Charging networks could be the biggest hurdle for the EV goal. A couple of years back in Washington, D.C., a lack of charging infrastructure flummoxed taxi drivers that agreed to adopt electric taxis. Like taxi drivers, ride-hailing drivers will have various needs for when they’d want to charge a vehicle, whether at home or at a ride-hailing charging depot, depending on where they live and their preferred routes. While the pandemic and recession likely will dampen sales of passenger EVs in the short term, electric vehicles are still expected to grow substantially over the next two decades. The researchers at Bloomberg New Energy Finance predict there will be 500 models of EVs available by 2022, and 28 percent of new vehicle sales globally will be electric by 2030. That percentage is supposed to grow to 58 percent of new sales by 2040.  Aggressive policies around the world are helping spur this electric transition. California’s clean air regulators (the California Air Resources Board, or CARB) are in the process of implementing a first-of-its-kind clean miles standard that requires the ride-hailing companies to have a certain portion of the miles driven through their platforms be with zero-emission vehicles.  Under the bill SB 1014, Lyft and Uber are required to submit electrification plans at the beginning of 2022, with the program beginning in 2023. In the first phase of the legislation, CARB established that the carbon emissions of Lyft and Uber’s vehicle fleet per passenger mile are over 50 percent higher than regular cars that drive on the roads. That’s largely because ride-hailing drivers travel around looking for passengers (called dead-head miles) for about 40 percent of their time. The Union of Concerned Scientists (UCS) put out a report earlier this year that found that ride-hailing trips are 69 percent more polluting than the trips they replace. UCS’s Don Anair, the lead author on the report, said in an interview with GreenBiz: “It’s very clear that steps need to be taken to reduce climate emissions from ride hailing. Electrification is one of the largest steps to address these emissions.” Lyft says it plans to join The Climate Group’s EV100 group, which asks members to make commitments to electrify 100 percent of their fleets. Lyft is already a member of the RE100 group, which has pledged to use 100 percent clean energy by 2030.  Updated: This article was updated June 17 with information from Lyft’s media call. Topics Transportation & Mobility Ride Hailing Electric Vehicles Featured in featured block (1 article with image touted on the front page or elsewhere) On Duration 0 Sponsored Article Off Electrify America and Lyft partnered to bring chargers to Lyft EV drivers in Denver. Courtesy of Electrify America Close Authorship

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Lyft plans to electrify all of its cars by 2030

How Perdue, Smithfield and Silver Fern Farms are reducing packaging waste

June 17, 2020 by  
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How Perdue, Smithfield and Silver Fern Farms are reducing packaging waste Heather Clancy Wed, 06/17/2020 – 02:00 Food companies have a dual responsibility when it comes to waste reduction aspirations: optimizing their operations to minimize food waste while reducing the amount of other materials — especially the waste associated with packaging — sent to landfill. The aspiration for a growing number of them is “zero waste.” But meat companies that raise animals such as poultry, pigs, cattle and other livestock for protein also must take into account something else few widget, gadget or electronics makers need to worry about — how to manage water and materials contaminated by organic, biological waste. This work continues amid the COVID-19 pandemic that has rocked the meat supply chain and forced closures of facilities across the United States, according to the executives interviewed for this article. It also has complicated matters, as procedures around the expanded use of personal protective equipment were embraced to protect the health of workers and consumers. More precautions have meant more PPE, which usually has come in contact with biological matter that causes management challenges for recycling facilities. “The one thing that is difficult — and it’s difficult for all companies but especially, I think, in the protein industry — there’s just certain materials you can’t recycle or reuse,” said Steve Levitsky, vice president of sustainability for well-known chicken purveyor Perdue Farms. Another vivid example: plastic that has been used to wrap meat, which cannot be sent to traditional facilities without first being decontaminated. “That’s the one material that we have not found the perfect solution for at this point, whether it be at a plant or at your home,” he said. That’s why the recent GreenCircle zero waste certification for Perdue’s harvest operation (industry parlance for a slaughter and processing facility) in Lewiston, North Carolina is noteworthy. The designation indicates that 100 percent of the waste stream at the facility is reused, recycled or incinerated for energy. That includes packaging scraps, chicken litter (which includes bird excrement, feathers and materials used for bedding), oils and personal protective equipment worn by the workers. For this particular facility, that translated into 8.3 million pounds of waste diverted during 2019, according to the company’s press release about the achievement. The zero waste certifications granted by some other certification bodies allow for up to 10 percent of waste to go to landfill — and still earn that label, Levitsky said. “We wanted to make sure if we go through this process …  it’s rigorous enough and that people feel when we say ‘zero waste to landfill’ that we’re doing every effort to get to that higher standard,” he said.  Perdue’s corporate-level waste goal calls for it to divert 90 percent of solid waste from landfills by 2022; it plans to have five more facilities certified by the end of 2022 (of about 20 meat production operations in total). The one thing that is difficult — and it’s difficult for all companies but especially, I think, in the protein industry — there’s just certain materials you can’t recycle or reuse. Some measures Perdue uses to divert waste in Lewiston include composting for all the organic matter such as litter or shells from the hatchery and food waste from the cafeteria; refurbishing end-of-life equipment by sending things such as engines back to the original manufacturer; sorting of plastics, cardboard, metals and glass; turning spent grain into animal feed or feed additives; and sending some organic matter to an anaerobic digester for energy applications. A GreenCircle certification isn’t simply a matter of filling out a survey. It requires on-site auditing not just of the company hoping to earn the recognition but also of all third-party waste management organizations hired to reduce waste, said Tad Radzinski, certification officer at GreenCircle. (When GreenBiz spoke with him in early May, his team was sorting out how to accomplish this using virtual tools.) “The one thing we always do is push for continuous improvement,” he said. Perdue made changes over the past year about how to handle damage or broken pallets, based on information gathering during the GreenCircle auditing process, Levitsky said. Specifically, it discovered that the company it was sending them to wasn’t remanufacturing them as Perdue believed and instead was sending certain damaged ones to landfill. Using that knowledge, the Lewiston team now sorts those materials into its waste-to-energy dumpster. Media Source Courtesy of Media Authorship Perdue Farms Close Authorship Generally speaking, zero waste strategies for animal protein companies don’t cover the meat, organs or bones of the slaughtered animals. Finding partners that can use those items is embedded into the core business strategy. Smithfield Foods, the world’s largest pork processor, for example, created the Smithfield BioScience division in 2017 to come up with solutions for using meat production by-products such as mucosa, glands and skin for medical applications.  From a corporate perspective, Smithfield’s commitment is to reduce overall solid waste sent to landfills by 75 percent by 2025. In the U.S., it plans to certify at least three-quarters of its facilities as zero waste by that time frame. (It has 35 of them.)  The designation calls for it to recycle or reuse at least 50 percent of the waste at a given facility. So far, Smithfield has certified 30 percent of its U.S. sites including its largest facility in Vernon, California, according to the company’s 2019 sustainability report released this week. The site required a proprietary solution for treating peptone waste associated with its production of heparin, used for pharmaceutical, nutraceutical and medical device applications. The packaging conundrum One of the most difficult processes for any animal protein company is reducing the impact of packaging while complying with health considerations and the requirements of recycling organizations.  “Packaging is one valuable component within our supply chain where we are focused on reducing waste,” said John Meyer, senior director of environmental affairs for Smithfield Farms, in responses emailed for this article. “Smithfield has partnered with packaging suppliers to ideate, research and test emerging recyclable and sustainable product materials for future development and implementation.” Three examples of ideas that already have found their way into practice:  It changed the packages for its Prime Fresh line of pre-sliced delicatessen meats to look like the bags a consumer would receive from someone cutting them on the spot; these packets use about 31 percent less plastic than traditional offerings. It’s using product trays for the Pure Frame plant-based products made from 50 percent recycled materials. Its Omaha facility moved away from paper labels to printed film, saving more than four tons of waste annually. Silver Fern Farms, a New Zealand meat purveyor that specializes in beef, lamb and venison, permanently has removed close to 80 tons of plastic from its supply chain annually through a combination of measures, according to Matt Luxton, director of U.S. sales for the company. Silver Fern is New Zealand’s largest red meat producer; it started exporting to supermarkets in Connecticut, New Jersey and New York in 2019.  One of the biggest changes was the shift to “consumer-ready” packaging that includes pre-trimmed portions, a process intended to help minimize food waste both at the retail point of sale (where meat is traditionally butchered and repackaged) and with consumers concerned about portion control.  “We have done a lot of research into what a consumer wants and what volume meals they are consuming,” Luxton said. Silver Fern is also using vacuum-sealed packaging that extends the shelf life of the meat for an additional 25 days, while maintaining health and hygiene standards, and it also has eliminated some plastic liners and opted for thinner gauge plastics for export. While the company is studying ways of using recycled plastics, it hasn’t been able to find a material that duplicates the shelf life it can achieve with options already available, Luxton said. Perdue also has been studying ways to package chicken in recyclable trays, an idea it borrowed from Coleman Natural, an organic meat company it acquired in 2011. While the idea works well for the organic brand, cost considerations kept the company from introducing it for the broader Perdue product lines.  “The problem with it is it’s more than double the cost of a foam tray,” Levitsky said. “And to put that cost into a conventional chicken product just would not be feasible … We’re trying to drive that cost down and are looking at other companies that can maybe produce that tray. But right now, the price is just so high for those recyclable trays that we have not done it.” Pull Quote The one thing that is difficult — and it’s difficult for all companies but especially, I think, in the protein industry — there’s just certain materials you can’t recycle or reuse. We have done a lot of research into what a consumer wants and what volume meals they are consuming. Topics Food Systems Circular Economy Packaging Zero Waste Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off Courtesy of Smithfield Farms Close Authorship

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How Perdue, Smithfield and Silver Fern Farms are reducing packaging waste

Risk, doubt, and the burden of proof in the climate debate

May 16, 2020 by  
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Risk, doubt, and the burden of proof in the climate debate Barbara Freese Sat, 05/16/2020 – 14:20 Excerpted from ” Industrial-Strength Denial: Eight Stories of Corporations Defending the Indefensible, from the Slave Trade to Climate Change ” by Barbara Freese, published by the University of California Press. © 2020 by the Regents of the University of California. The above is an affiliate link and we may get a small commission if you purchase from the site. The Hubris of Denial: Risk, Doubt, and the Burden of Proof There are many reasons why the risks of climate change would not fully register in the human mind. In addition to the denial-provoking gravity of the threat, climate change is not the type of risk our minds evolved to detect. It is gradual, and it derives largely from the familiar and widespread practice of burning fossil fuels. It is something we all contribute to and cannot just blame on enemy evildoers. And it manifests as natural phenomena like heat waves, droughts, fires, storms and floods; we need experts, assessing global data and long-term trends, to tell us if what is happening is truly unusual. As such, climate change just does not provoke the sense of threat we would get from a stalking tiger, a hostile attacker or an eerie and unrecognizably novel situation. All these factors surely make it easier for climate deniers to internally deny the risk and to convince others to do the same. But what exactly are they still denying? The Heartland Institute has for years hosted conferences where climate deniers talk to each other and the media (events known to critics as “denial-paloozas”). At one such event in 2014, speaker Christopher Monckton surveyed the room and declared that everyone there agreed that humanity’s “emissions of CO2 and other greenhouse gases have contributed to the measured global warming since 1950.” His point was to make it clear that “we are not climate change deniers.” Monckton also predicted additional CO2-emission-driven warming in the decades ahead, though less than the consensus predictions. (He undermined his bid to appear reasonable, though, when he went on to berate the media for ignoring facts that “go against the climate Communist party line.”) What continues to define these people as “deniers” in my book is their unshaken belief that climate change is simply no big deal and there is no reason to go out of our way to prevent more of it. “There is no need to reduce carbon dioxide emissions and no point in attempting to do so,” as one recent Heartland document succinctly put it. One reason people might be confused about how much climate deniers actually accept about the science is the vitriolic rhetoric of so many of them. Only two years before this conference, Heartland had issued its press release saying that manmade global warming was a “fringe” view (held by mass murderers, etc.) and that still believing in it was “more than a little nutty.” After this conference, in 2016, Heartland’s science director gave a speech titled “Man-Caused Global Warming: The Greatest Scam in World History” (rather than one called, say, “Man-Caused Global Warming: We Agree We’re Causing It But Predict Less Warming Than Others Do.”) [node:field-gbz-pull-quote:0] Charles Koch is among the deniers who accept that our CO2 emissions are causing global warming, but he is confident the climate is “changing in a mild and manageable way.” It is worth noting here that evidence from psychological studies suggests that the experience of power promotes “illusory control” — that is, a belief among power holders that they can control outcomes that are actually beyond their influence. Contrast Charles Koch’s view with that of one of the pioneers of climate science, Columbia’s Dr. Wallace Broecker. He is winner of the President’s National Medal of Science for, among other things, shedding light on the abrupt climate changes of earth’s distant past. The “paleoclimate,” he says, shows that the “Earth tends to over-respond. . . . The Earth system has amplifiers and feedbacks that mushroom small impacts into large responses.” He does not view climate change as mild and manageable. On the contrary, he says, “The climate system is an angry beast and we are poking it with sticks.” It is worth pausing here to appreciate the breathtaking hubris of this now-dominant strain of climate denial. These deniers accept that humanity’s pollution has disrupted a fundamental, complex and awesomely powerful planetary system with a history of violent shifts, yet they express complete confidence that the global changes we are inadvertently unleashing will be harmless, even beneficial. It is a bit like a pregnant woman who, after learning that a drug she is consuming causes sometimes devastating chromosomal changes, especially as it accumulates in the body, continues to consume it in ever greater quantities, somehow confident her baby will only benefit from the resulting genetic mutations. Maintaining such wholly unfounded confidence (and selling it to others) requires spinning every uncertainty your way by keeping the burden of proof perpetually on those pointing to a climate threat. Sometimes this spin is explicit, like when the Global Climate Coalition argued in 1996 that “the scientific community has not yet met the ‘burden of proof ’ that greenhouse gas emissions are likely to cause serious climatic impacts.” More often, it is implicitly built into the conversation, as it was in so many other public debates, like those over leaded gas, ozone and tobacco. And because there is no discussion of who should initially bear the burden of proof, there is also no discussion of whether to revisit the question and shift that burden once the evidence reaches a certain point. Whoever does not bear the burden of proof gets the benefit of the doubt and thus has an incentive to exaggerate or manufacture doubt. The tobacco industry responded to this incentive (“doubt is our product”) as do climate deniers. A recent analysis of decades of ExxonMobil’s climate change communications by Harvard science historians Geoffrey Supran and Naomi Oreskes found that while 80 percent or more of the company’s internal documents and peer-reviewed papers acknowledged that climate change is real and human-caused, only 12 percent of its paid “advertorials” aimed at the general news-reading public did so. Instead, 81 percent of these ads raised doubts. [node:field-gbz-pull-quote:1] Oil and gas executives were recently reminded of the value of raising scientific doubt by Rick (“win ugly or lose pretty”) Berman, who explained in his secretly taped 2014 presentation that “people get overwhelmed by the science and [think] ‘I don’t know who to believe.’ But, if you got enough on your side you get people into a position of paralysis about the issue. . . . You get in people’s mind a tie. They don’t know who is right. And you get all ties because the tie basically insures the status quo. . . . I’ll take a tie any day if I’m trying to preserve the status quo.” Imagine how different the climate debate would be if — after decades of analysis and mountains of data pointing to extreme danger — we now finally shifted the burden of proof and started demanding that climate deniers prove the safety of continued pollution. Where is the proof that we can safely raise atmospheric CO2 to levels not seen on earth for millions of years, since long before humans existed, when the earth was much warmer and seas far higher? What is your alternative explanation for the melting ice, shifting ecosystems, growing extremes and other evidence of warming? Show us the sophisticated computer models that accurately simulate the climate system, that factor in ongoing pollution, and that still show a stable future climate with no significant risk of catastrophic changes. Demonstrate precisely how we can be confident that pushing CO2 levels higher will not trigger the feedback systems that in Earth’s past have repeatedly amplified small changes into extreme planetary transformations. Those urging us to heedlessly continue down our current polluting path would need to show evidence of virtually complete scientific consensus, including assurances from all the major scientific academies and relevant scientific societies throughout the world, that pushing CO2 concentrations ever higher was safe. (We would not, however, insist on agreement from all scientists, even those who were the most financially and ideologically invested in the opposite conclusion, because that would be ridiculous.) And wherever there was a gap in our knowledge — about exactly how our complex climate and life on earth would react to these unprecedented changes — that uncertainty would not make us feel safer. We would understand that it increases risk because what we don’t know can hurt us. Pull Quote Maintaining such wholly unfounded confidence (and selling it to others) requires spinning every uncertainty your way by keeping the burden of proof perpetually on those pointing to a climate threat. Whoever does not bear the burden of proof gets the benefit of the doubt and thus has an incentive to exaggerate or manufacture doubt. Topics Risk & Resilience Books Risk Disaster Recovery Collective Insight GreenBiz Reads Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off Shutterstock Anya Douglas Close Authorship

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Risk, doubt, and the burden of proof in the climate debate

13 sustainability podcasts that will keep your earbuds plugged in

February 25, 2020 by  
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Looking for solutions to some of the biggest problems of our time? So are these podcasts.

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13 sustainability podcasts that will keep your earbuds plugged in

Meet the urban planner responsible for San Francisco’s car-free Market Street

February 18, 2020 by  
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Downtown San Francisco is putting pedestrians first by turning the 2-mile Market Street, a major hub for the city, into a completely car-free space. Inhabitat spoke with an urban planner of the esteemed Perkins and Will for more details about the groundbreaking, pedestrian-friendly project. While the complete redesign is expected to extend into the rest of the year, January 29 marked the official ban of cars on the thoroughfare. The structural transformation will include a restriction of public cars, but it will also implement newer two-way streets, intersection safety improvements and extensions for the Muni (the city’s public transit system). Buses, as well as a fleet of vintage streetcars, will also be able to operate along the street. Related: Perkins and Will designs modular, affordable housing for the homeless Inhabitat caught up with urban planner and developer Geeti Silwal from the San Francisco branch of design firm Perkins and Will . Silwal was an integral part of the design and development of the Market Street project. Her initial design created the vision and laid the foundation for the car-free initiative, taking close to a decade to finally come to pass. Inhabitat: The plan to make San Francisco’s Market Street car-free was 10 years in the making. Can you talk a bit about how this project began? Silwal: The project was initiated primarily to take advantage of the fact that Market Street needed to replace its aging utility that would need to be dug up soon. The city agencies took this opportunity to reimagine the role and identity of the city’s premiere boulevard. Working with six key city and county agencies, Perkins and Will led a team of urban designers, transportation planners, infrastructure engineers, public realm strategists, streetscape designers and wayfinding experts to lead this exploration. We started in 2011 meeting three demanding — and sometimes competing — objectives: placemaking, enhancing transit experience and improving infrastructure. In order to meet these objectives, we expanded the scope of the study to include Mission Street to help relieve the demands on Market Street. We analyzed: What if Market Street offered seamless transit transfers and relied on Mission Street to provide safe, pleasant, dedicated and buffered bike lanes? What if we minimized space dedicated to private vehicles to provide more space for pedestrians and bicyclists ? What is the right bike infrastructure to invite the 8- to 80-year-olds to ride on Market Street? Would this achieve our shared vision of Market Street as a destination to socialize and enjoy street life and to interact with public art , nature and each other?  We saw this as a once-in-a-lifetime opportunity to create a beautiful street befitting the world-class city it represented. Prioritizing and structuring the street for people and public life over movement of private vehicles was a fundamental goal that the entire team got behind. Inhabitat: How do you feel now that this vision has come to life? Silwal: It’s gratifying. If you were to walk Market Street today and compare it to walking it the week before it went car-free , you’d notice a dramatic difference. Market Street now feels peaceful, safe and comfortable — it really feels like a completely different place. There has been a positive response from the media and people in general. We’ve heard many people say, “I took transit and it was so fast and so much better!” or “I biked Market Street and it feels as though I am in Amsterdam.” And this is only the beginning. More improvements will happen in the next few years as the future phases of the Better Market Street project unfold. Inhabitat: What do you think banning cars on some of San Francisco’s streets means for the rest of the country? Are there many other environmentally minded cities following suit? Silwal: The Better Market Street project was inspired by several cities in Europe, which have streets prioritized for pedestrians, cyclists and transit. There are many examples outside of Europe as well. I come from India, and in my home city, Shimla, the main streets in the mall and lower mall area are closed to traffic and are for pedestrian use only. We need to embrace the qualities of these streets that put ‘people first’. Market Street’s new image will be instrumental in inspiring other cities to rethink their streets. It will take strong political will, persistent public agency collaboration, community support and individual behavioral change to think beyond cars. Inhabitat: What about the design do you think was most integral to the environmental benefits of the project? Silwal: By not enabling private vehicles, people are encouraged to use low-carbon modes of transportation and subsequently, greenhouse gas emissions are dramatically reduced. By making Market Street safe, inviting, comfortable and efficient for pedestrians, cyclists and public transit users, people are more likely to take these modes of transit. Related: Car-free Sundays are the norm in Colombia’s capital city, Bogotá Inhabitat: We love your motto — Designing urban centers with the fundamental organizing principle of ‘people first’ creates more humane, inclusive and socially connected cities . What is important about putting pedestrians first in the fight against climate change? Silwal: We’re in a climate crisis , and we need to base our urban planning around it. Transportation is the biggest contributor to greenhouse gas emissions. By prioritizing cars, we have structured our streets to promote that. If we design streets for the low-carbon modes, we will have a different outcome. I would say that ‘pedestrians first’ is fundamentally about a ‘people first’ approach. Designing cities that allow the majority of people to navigate their city on foot, bike or transit will result in a huge reduction in carbon emissions. Providing an efficient, enjoyable and a robust network of transit system reduces single-occupancy car trips.  We know that climate change impacts will have a more severe effect on the most vulnerable population of our cities. Planning for physical and social connectedness is an important criterion in dealing with climate change. Social connectedness that is about face-to-face interaction enables people to know, understand and empathize more with their fellow beings. It facilitates social resilience. A resilient city is better prepared to fight climate change. Inhabitat: Can you talk about safety, which was the other big concern before Market Street’s car ban went into effect? Silwal: Market Street has always been a popular street for the cyclist community, but it is also infamous for 20 times more collisions than similar streets in the state. Reducing conflict among pedestrians, cyclists and drivers was a key goal for this project. This change will make it much safer for commuting pedestrians and cyclists. Further enhancements to the bike infrastructure will be rolled out in future phases of the Better Market Street project that will have a dedicated and buffered environment for cyclists — making it even safer. Inhabitat: What’s next for you? Can we look forward to any other exciting sustainability projects in the future? Silwal: Through our urban design practice, Perkins and Will is continually planning, advocating and proposing for pedestrian/bike-prioritized connectivity in existing environments and new developments. Mission Rock is a project along San Francisco’s eastern waterfront on the Giants’ 25-acre surface parking lot. Mission Rock’s Shared Public Way will offer a new street prioritized for pedestrians, with limited vehicle movement. The Shared Public Way at Mission Rock will be a dynamic space with street rooms, stormwater gardens and tree groves that will create a lively and unique environment. These design elements serve as cues to differentiate pedestrian-dedicated areas from the shared pedestrian/vehicular zone. Vehicles on the Shared Public Way will be limited to one-way travel for drop-off, pickup and deliveries only. Besides streets, Perkins and Will is currently engaged in the Living Community Challenge (LCC) pilot project in the city of Sacramento called the Sacramento Valley Station Master Plan. “LCC is a certification program that guides the design and construction of buildings and neighborhoods to be socially just, culturally rich and ecologically restorative. LCC projects aim to have a net-positive impact in seven petals: place, water, energy, health & happiness, materials, equity and beauty.” This project plans to be a regenerative project. It plans to be a net-positive carbon, net-positive water and net-positive energy community around the regional intermodal mobility hub in Sacramento. We are privileged to work in an industry that lays the foundation for smarter, sustainable design that has a positive impact on the places and people that inhabit it. + Perkins and Will Images via Perkins and Will

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Meet the urban planner responsible for San Francisco’s car-free Market Street

16 must-see environmental documentaries

December 23, 2019 by  
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From animals facing extinction to pollution to global warming, the world is changing — quickly. Some days you may feel like you’re the only one concerned with what is happening to the planet. But there are a host of scientists, environmentalists, authors, journalists, adventurers and Hollywood actors that share your mindset and went through the effort of getting it to the screen. Here are some top environmental documentaries to watch if you’re looking for a show that keeps sustainability in focus. Before the Flood, 2016 Produced by Leonardo DiCaprio in conjunction with National Geographic, Before the Flood follows DiCaprio as he talks with world leaders, politicians, scientists and religious figures to better understand the thinking around the climate crisis . Related: Attenborough Effect inspires people to drastically reduce single-use plastics Chasing Coral, 2017 Coral is a barometer for the health of the planet . As a measure of this health, coral is showing that the earth is sick. This documentary follows scientists, divers and photographers underwater, where they investigate the reasons behind the detrimental disappearance of healthy coral around the globe. Cowspiracy: The Sustainability Secret, 2014 In a world where many people either deny climate change or talk in generalizations about the causes and solutions, this documentary puts a fine point on the pervasive damage that agriculture has on the planet, connecting it to global warming, water use , deforestation and ocean dead zones. An Inconvenient Sequel: Truth to Power, 2017 No list of environmental documentaries would be complete without mentioning the climate change film that added fuel to the conversation, An Inconvenient Truth , which features Former American Vice President Al Gore’s efforts to inform and inspire climate policies around the globe. The story continues with An Inconvenient Sequel , following Gore on his environmental campaign, sharing poignant personal and public moments with activists across the planet. The True Cost, 2015 The True Cost exposes another major contributor of pollution, waste and consumption — the fast fashion industry. This is a first-hand account of the human cost of clothing manufacturing, exposing low-wages and poor treatment of workers. It also highlights toxins added to the soil and waterways via plant growth (such as cotton) and throughout the manufacturing process (such as dyes). Director Andrew Morgan connects all of this to the driving force of the media, culture, societal norms and consumerism. Chasing Ice, 2012 This award-winning film pulls together years of time-lapse photography to document the planet’s rapidly melting glaciers . More Than Honey, 2012 In light of mass colony collapse, this documentary seeks to provide a better understanding of the importance of honey bees while looking for answers as to what is causing the decline in bee populations. A Plastic Ocean, 2016 Adventurers Craig Leeson and Tanya Streeter team up with an international team of scientists and researchers to reveal the astonishing amount of plastic waste consuming the ocean and coastlines, endangering animals and polluting the food chain. The images and reporting cover 20 locations over the course of four years. Just Eat It: A Food Waste Story, 2014 This film uncovers the nasty truth behind food waste , from farms to retail consumption. The lens follows filmmakers Grant Baldwin and Jenny Rustemeyer as they vow to sustain themselves for six months without buying groceries, instead relying on food that would otherwise be thrown out. The Story of Stuff, 2007 The Story of Stuff appears to be a playful, 20-minute video that is actually a dart thrown directly into the bullseye of consumerism and capitalism. This powerful animation cuts straight to the point of the damaging effects of manufacturing, material sourcing, convenience and quick disposal of the “stuff” in our lives. Explained, 2018 This docuseries , a Netflix original, highlights a range of topics, many of which pertain to the environment. Look for episodes titled, “The Future of Meat,” and “The World’s Water Crisis” to get started. Tomorrow, 2015 Where many documentaries are fatalistic, Tomorrow aims to focus on the positive. From French filmmakers Cyril Dion and Mélanie Laurent, Tomorrow is a mostly uplifting journey around the planet, discovering people and communities focused on solutions through agriculture, energy , economy, education and government policy. Tapped, 2009 Plastic is a well-known environmental issue. In Tapped , directors Stephanie Soechtig and Jason Lindsey aim directly at the bottled water industry as a major contributor to the problem. They explore the financial and environmental impact of the industry, including material sources, manufacturing, and post-consumer waste. No Impact Man, 2009 Following the journey of author Colin Beavan, No Impact Man provides a look inside his dedication to going green. The cameras follow Beavan as he disconnects from all modern conveniences including electricity, gas-powered transportation, shipped food and public waste disposal in an effort to experience a life without environment impact. What begins as a journey about minimalism leads to a discovery about happiness, relationships and balance. How to Change the World, 2015 Drawing from archived video from 1971, this film tells the story of the passionate pioneers that founded Greenpeace and somewhat unintentionally gave birth to the green movement. Patrimonio, 2018 It’s happening all over the world — corporations moving into small communities and changing their ways of life. Patrimonio is an example of one community forever driven toward change as a resort and housing development, packaged commercially as a holistic yoga retreat, moves into town. Images via

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16 must-see environmental documentaries

Climate change and the media: More news is good news

September 17, 2019 by  
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For the media, climate change is morphing from a controversy to a crisis.

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Climate change and the media: More news is good news

As the world warms, the call for climate-friendly cooling heats up

September 17, 2019 by  
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The next phase of The Climate Group’s EP100 initiative stresses need for more energy-efficient air conditioners, especially in emerging economies.

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As the world warms, the call for climate-friendly cooling heats up

Save the environment by pooping less, says Bolsonaro

August 20, 2019 by  
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Brazilian president Jair Bolsonaro recently suggested that people could save the environment if their bowels moved less frequently. His intestinal initiative could be accomplished by eating less food, he told one reporter. “You talk about environmental pollution,” Bolsonaro said. “It’s enough to poop every other day. That will be better for the whole world.” Meanwhile, he continues to face widespread backlash for the immense deforestation occurring in the Amazon since he took office. Bolsonaro, the South American country’s 38th president, has been in power since January. In that time, he’s voiced many unusual and far-right views about environmental issues. For example, Bolsonaro commented that only “ vegans , who eat only plants,” care about the environment. Related: Deforestation and climate change combined may split Amazon in two When the National Institute for Space Research released shocking data on rampant forest clearing in the Amazon , Bolsonaro accused the agency of data manipulation and fired the institute’s director. The institute had found more than 870 square miles of forests were cleared in July — 278 percent more than what was cleared in the same time frame last year. Bolsonaro said of the data, “We cannot accept sensationalism or the disclosure of inaccurate numbers that cause great damage to Brazil’s image.” It’s doubtful that the president’s new “waste” campaign will catch on. Defecation is notoriously hard to schedule, and people’s bowels march to the beats of their own drummers. According to Healthline , bowels might want to move three times per day, three times a week or anywhere in between. Eating less, as Brazil’s president suggested, may or may not lead to fewer bathroom visits; what you eat is also key. Those aiming for constipation should cut down on fiber, caffeine, alcohol and liquids in general. Aging, a sedentary lifestyle, stress and certain medications can also aid the quest to put it off till tomorrow, although this strange request “for the whole world” isn’t advised. The world waits in suspense to hear what Bolsonaro will say (or do) next. But consult your doctor before following the president’s gastrointestinal advice. Via AFP , Newsweek and PJ Media Image via Filios Sazeides

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Save the environment by pooping less, says Bolsonaro

Curvaceous bicycle bridge brings new life to Copenhagens harbor

August 20, 2019 by  
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Copenhagen has once again cemented its title as the best bicycle city in the world with the completion of the Lille Langebro cycle and pedestrian bridge. Spanning 160 meters across Copenhagen’s Inner Harbor, the opening bridge is the work of London-headquartered architecture practice WilkinsonEyre , which won the bid in a design competition hosted by Danish client Realdania By & Byg. In addition to revitalizing the once-deserted harbor area, the Lille Langebro bridge also pays homage to the neighborhood’s historical context with its elegantly curving shape that evokes the great arc of ramparts and moat of Christianshavn. Designed solely for bicycle and pedestrian use, the Lille Langebro bridge is split into five spans with two 28-meter parts on either side of the 48-meter main section. Pedestrians are allotted a 3-meter-wide zone, while a 4-meter-wide zone is dedicated for cyclists . This zone is also divided into two lanes for two-way traffic. The bridge features a curved profile emphasized by the steel ribbon-like edges that rise like wings on either side. Related: This all-weather bicycle highway could fulfill the dreams of bike commuters everywhere To accommodate maritime traffic, the bridge is engineered to open and features a midspan higher than the quaysides. When closed, the flowing lines of the bridge are uninterrupted from end-to-end thanks to the hidden opening mechanisms created in collaboration with engineer BuroHappold. “We are delighted to have worked with Realdania to design a distinctive new bridge for the people of Copenhagen that will improve the urban spaces and promenades along the waterfront and strengthen the cycling culture in the city while also being safe and accessible to everyone,” said Simon Roberts, associate director at WilkinsonEyre. The bridge, which connects to the new BLOX building that houses the Danish Architecture Center and other public spaces, is part of a continued effort to revitalize a part of the Copenhagen waterfront that had been deserted for decades. + WilkinsonEyre Photography by Rasmus Hjortshøj via WilkinsonEyre

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Curvaceous bicycle bridge brings new life to Copenhagens harbor

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