3Degree’s Dave Meyer on the future of the Low Carbon Fuel Standard in America

November 20, 2020 by  
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3Degree’s Dave Meyer on the future of the Low Carbon Fuel Standard in America This video is sponsored by 3Degrees. “Transportation is the single largest contributor to GHG emissions in California, so if we are going to meet the targets generally that California has set, addressing these emissions from transportation is going to have to be a big part of that.”   Katie Fehrenbacher, Senior Analyst, Transportation, Greenbiz, interviewed Dave Meyer, Director, LCFS Programs, 3Degrees, during VERGE 20, which took place 10/26-10/30/20. View archived videos from the conference here: https://www.greenbiz.com/topics/verge-20-archive . YanniGuo Fri, 11/20/2020 – 11:24 Featured Off

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3Degree’s Dave Meyer on the future of the Low Carbon Fuel Standard in America

Earth911 Podcast: Talking Carbon Offsets With Cool Effect’s Blake Lawrence

November 18, 2020 by  
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Carbon emissions continue to accumulate, affecting the world’s weather patterns … The post Earth911 Podcast: Talking Carbon Offsets With Cool Effect’s Blake Lawrence appeared first on Earth 911.

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Earth911 Podcast: Talking Carbon Offsets With Cool Effect’s Blake Lawrence

This is the moment to reimagine public transportation

September 29, 2020 by  
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This is the moment to reimagine public transportation Amanda Eaken Tue, 09/29/2020 – 00:21 Back in April, the city of Seattle temporarily closed off nearly 20 miles of streets to most vehicular traffic in order to let residents bike, walk, jog and skate at a safe social distance during the height of the city’s COVID-19 pandemic. Seattle’s Stay Healthy Streets program was designed to encourage people to travel to essential services and small local businesses — or just to get outside for exercise or fun — at a time when many people felt anxious about doing so. While wildfires ravaging the West Coast and smoke clouding the air across Seattle create yet another barrier to getting outside, these hazy skies also underscore the importance of defending our air quality, right now and for years to come. Then, in early May, something unexpected happened: the temporary closure of these streets became permanent . Mayor Jenny Durkan — one of 25 mayors nationwide participating in the Bloomberg Philanthropies American Cities Climate Challenge  — announced that the program’s popularity and success had convinced her to extend it beyond the end of Washington Gov. Jay Inslee’s stay-at-home order. In explaining the rationale for the decision, the head of Seattle’s Department of Transportation described the impact of Stay Healthy Streets as “transformative,” adding that it had revealed a need “to continue to build out a transportation system that enables people of all ages and abilities to bike and walk across the city.”  If governments are serious about listening and responding to the needs of communities of color, they’ll make the improvement and expansion of our transit systems a top priority. These days, as wildfires ravage the West Coast and smoke clouds Seattle’s air, residents face yet another barrier to getting outside. These toxic, hazy skies underscore the importance of defending our air quality, right now and for years to come. And we’re not starting from scratch: For years, Seattle’s transportation department and others in city leadership have been working to reduce the health-harming pollution from cars, trucks and other sources. Seattle’s Stay Healthy Streets program is the latest in those efforts: In addition to being safe places to walk and ride, these streets are free of polluting cars. Beyond Seattle and wildfires in the west, the COVID-19 crisis has compelled cities all over the world to reconsider — and, in many cases, to reimagine — their previously held ideas about our transportation systems. First and foremost, it has forced them to acknowledge that bus drivers, subway conductors and other mass-transit personnel are essential workers , every bit as crucial to the continued functioning of society as the people who work at our hospitals, grocery stores, restaurants and pharmacies. Indeed, in New York City, public transportation is how most essential workers have been getting to their jobs during the pandemic. And for millions of residents who don’t have access to a car, including a disproportionate number of low-income people and people of color, it’s their primary means of getting around, pandemic or no pandemic. But our current crisis has forced us to admit something else, too: Transportation policy isn’t just about getting people from point A to point B. Rather, it’s inextricably connected to public health, racial and economic justice, climate action and civil society in ways that haven’t always been fully acknowledged, but that are becoming clearer every day. One surprising example? In San Francisco, a professional cellist gave impromptu performances from his doorstep, creating a magical experience for neighbors and people walking by — an experience that was only audible due to the reduction in car traffic.  Seattle’s decision to turn its streets into pedestrian- and bike-friendly zones is just one example of how cities are recognizing that transportation is about regional accessibility just as much if not more than mobility. In doing so, they’re putting themselves on a path towards a healthier, more equitable future. Here are three ways we can reimagine our city transportation systems.  1. Streets aren’t just for cars  Seattle was just one of many cities around the world to open up its streets as it (mostly) closed down for everyday business. From megacities such as London , Paris , and New York to Climate Challenge participants such as Austin and San Jose , officials have discovered the many and compounding benefits that come from redefining thoroughfares to promote walking, cycling and other emissions-free forms of transportation. Adding safe places to walk and bike to our urban landscapes invites people out of their automobiles, resulting in cleaner air and fewer planet-warming greenhouse gases in our atmosphere. But it does more than that: It improves public health by promoting exercise, and fosters community by beautifying our neighborhoods and making people excited to get out of the house and be around one another (while still practicing social distancing and mask-wearing, of course!). It also addresses inequities inherent in public safety: People of color and members of underserved communities are more likely to become victims of automobile traffic violence. In addition, “slow streets” programs in many cities are helping residents rethink what streets are for.  2. Our public transit infrastructure needs — and deserves — investment For decades, America’s public transit systems have languished in the shadow of a $98 billion backlog in deferred maintenance and replacement. These are the very same public transit systems that kept some of our biggest cities from collapsing entirely during the height of the COVID-19 crisis by transporting essential workers to their jobs and allowing people without access to a car to visit their doctors, buy food and obtain medicine. While we’re lauding efforts by cities to get more people moving around on foot or bicycles, we also should be pressuring local, state and national leaders to fill this backlog and update our mass transit infrastructure. And we need to be clear that “updating,” in this instance, doesn’t simply mean replacing the hardware — installing new tracks or buying new buses. Public officials must make investments that prioritize the needs of riders most affected by this crisis by reimagining public safety and promoting public health, affordable housing and economic opportunity in historically marginalized communities. COVID and post-COVID recovery plans need to make this a priority, and the congressional champions of infrastructure bills such as the INVEST in America Act and the Moving Forward Act need to fight hard for adequate funding and a holistic, equitable approach to spending. Which brings us to:  3. Access to safe, effective transit is very much a racial justice issue  Recent incidents of police brutality against people of color, and the mass protests that have occurred in their wake, have led to a long-overdue national discussion of how systemic racism and the legacy of white supremacy continue to permeate our public policy. For many Black and brown residents, transportation already means public transportation: the buses; subways; and light-rail lines on which they rely daily for getting to work, school or essential services. When we neglect these systems, we’re neglecting these communities and in our common humanity, neglecting ourselves. Any efforts to remedy and redress the inequities borne of institutional racism are incomplete if they don’t acknowledge that mobility is a right, and that hampering people’s mobility — be it direct through poor planning, gentrification, redlining or underfunding or indirect through an act of omission — is an unacceptable violation of that right. If governments are serious about listening and responding to the needs of communities of color, they’ll make the improvement and expansion of our transit systems a top priority. We’re living through several pivotal moments in American history at once. In responding to the simultaneous crises we currently face, we have a responsibility to not just return to the status quo, but to boldly and intentionally improve public health, racial equity and climate resiliency. Reimagining our transportation systems is the critical first step to shaping a more just future.  Pull Quote If governments are serious about listening and responding to the needs of communities of color, they’ll make the improvement and expansion of our transit systems a top priority. Topics Transportation & Mobility Equity & Inclusion NRDC Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off In May, some closures that started with Seattle Healthy Streets became permanent. Shutterstock VDB Photos Close Authorship

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An idea for solving the plastics crisis

September 15, 2020 by  
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An idea for solving the plastics crisis Sara Kingman Tue, 09/15/2020 – 01:30 A major problem with behavior-change programs in the waste industry is that they rely on consumers being taught to feel the guilt of plastic in the ocean, and the harm to turtles and whales. They’ve tried to condition people to believe that if we buy so-called “zero waste kits,” choose zucchini and cucumbers without plastic shrink-wrap and champion our favorite reusable metal straws, these choices alone somehow will drive a reduction in single-use plastics. While these steps can provide some benefit — and the strategy of creating consumer guilt shouldn’t be entirely discredited — this narrative is misguided. Ultimately, it never will address the root of the issue. Instead, savvy leaders in architecture, engineering and construction (AEC) are focusing more attention on the plastics industry — and by extension, the oil industry. First, those producers and their trade groups for decades have driven misleading, consumer-centric campaigns that redirect societal blame and attention away from the pollution they create. The classic examples include “sustainability” statements made by plastics industry leaders promoting recycling . These campaigns insinuate: “If consumers recycle correctly, the waste problem will be solved and the Great Pacific Garbage Patch will disappear.” This is plainly false propaganda, evident first by the astounding fact that a mere 8.4 percent of America’s plastic waste is actually recycled . Regardless whether designers of the built environment are involved in the policies of overseas plastics recycling, we create structures in which plastics are fixed in place and the spaces that plastics move through. As a society and as AEC professionals, we can’t continue allowing the plastics industry and oil producers to govern our approach to sustainability. Plastics are the problem — and recycling is not the solution. So how can more professionals in building design and construction make a difference? First, admit that recycling is broken. For the past decade, American consumers and businesses have relied on China to accept our immeasurable wave of plastic waste. The U.S. was not sending clean, recyclable material but rather plastics covered in food remains, which turned into mold in the transportation process and became excessively difficult to process upon arrival. Inevitably, by 2018 China instituted a strict contamination allowance under the National Sword policy, which effectively meant Americans no longer could export plastic waste to China. No one blames China for this decision — U.S. leaders should have had the foresight and environmental consciousness to realize the process relied on for the previous decade was not only unsustainable, it also wasn’t even a cost-effective solution for the long term. Now is the time to look domestically and reframe U.S. waste management — and quickly, because in the meantime America’s plastic waste is being landfilled and burned at an alarming rate, both domestically and abroad. Second, consider the AEC industry’s potentially powerful role in this. Regardless whether designers of the built environment are involved in the policies of overseas plastics recycling, we create structures in which plastics are fixed in place and the spaces that plastics move through. Clearly, we can have a significant impact. For example, building designers should: Create sustainable purchasing policies for clients, to be enforced throughout the lifetime of a building’s operations, governing the behaviors of all tenants. These would ensure single-use materials, and especially single-use plastic purchases, are minimized throughout the building’s lifetime. The policy facilitates the best opportunities to allow occupants to act in an environmentally conscious manner. Specify Red List -free building materials . This eliminates all toxic and socially harmful materials, simultaneously decreasing reliance on petrochemicals. Keep in mind, even if plastic building products are retained in situ for 60 years, at end-of-life they are still being landfilled. It’s unhealthy, and we don’t need and shouldn’t foster use of these materials in any buildings. Advocate for improvements to building materials and assemblies. More AEC leaders need to ask vendors and manufacturers to improve their products by decoupling from petrochemical-based ingredients. Many would be glad to comply. It’s time to face down this challenge. It is the responsibility of designers of the built environment to operate beyond our traditionally defined boundaries and insist our buildings meet the highest standards possible. It is also our responsibility to be educators and help show those around us how to ensure a healthy and sustainable world for future generations. The problem is not consumer choices or their commitment to recycling correctly — the problem is plastics, period. Without doubt or hesitation, we need action today by the AEC industry to stop the cycle of pollution from this endemic industry. Pull Quote Regardless whether designers of the built environment are involved in the policies of overseas plastics recycling, we create structures in which plastics are fixed in place and the spaces that plastics move through. Topics Circular Economy Buildings Plastic Procurement Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off

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An idea for solving the plastics crisis

Policy for a Circular Economy: Part 2

September 15, 2020 by  
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Policy for a Circular Economy: Part 2 How should diverse corporate stakeholders —such as brands and packaging producers — help shape the U.S. policy landscape around plastics, recycling and solid waste management? This two part policy session, organized in collaboration with the The Recycling Partnership, will focus on the role that brand and packaging producers can play in forging a stronger policy environment in the U.S. to create more circular outcomes. The steady growth of public attention around plastics and packaging has led to a revitalized policy focus in the U.S. on recycling and solid waste management in 2020. Historically, brands and packaging producers have played an antagonistic role in the U.S. packaging policy landscape. However, the emergence of a circular economy opportunity and the urgency of science-based action are creating the conditions for value chain engagement and collective participation in the policymaking process. Speakers Elizabeth Biser, VP Policy & Public Affairs, The Recycling Partnership Nicole Collier, Director of Policy & Public Affairs, Nestlé Dylan de Thomas, VP of Industry Collaboration, The Recycling Partnership Missy Owens, Director, Government Relations, Federal & Diplomatic, Coca-Cola  Holly Secon Mon, 09/14/2020 – 23:59 Featured Off

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Financing Circularity

September 15, 2020 by  
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Financing Circularity What new strategies are enabling companies and sectors to finance circularity at scale? The circular economy offers significant value and new growth opportunities. In the plastic value chain alone, research shows that compared with business-as-usual, a circular economy has the potential to reduce the annual volume of plastics entering our oceans by 80 percent, reduce greenhouse gas emissions by 25 percent, generate savings of $200 billion per year, and create 700,000 additional jobs by 2040. The circular economy can create value in similar ways across other sectors of the economy. As we look for ways to recover from the economic shock of the pandemic, the circular economy presents a pathway to build back better. Through the capital markets, investors can help build a more resilient economy that addresses global challenges, creates jobs, and benefits society. Speakers Rob Opsomer, Executive Lead, Systemic Initiatives, Ellen MacArthur Foundation Audrey Choi, Chief Marketing Officer & Chief Sustainability Officer, Morgan Stanley Holly Secon Mon, 09/14/2020 – 23:35 Featured Off

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Financing Circularity

New sparks for the electric vehicle industry

August 25, 2020 by  
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New sparks for the electric vehicle industry Zoé Bezpalko Tue, 08/25/2020 – 01:45 Thinking back to the beginning of 2020 can seem like a lifetime ago. Before the pandemic took root on a global level, the transportation industry was already in the midst of a great and exciting transition. The move to electric vehicles (EVs) was intensifying.  Take General Motors, for example. In early March, the company announced it would have 20 new EVs by 2023. It also is tackling ambitious innovations with its Ultium battery and propulsion system that could enable a GM-estimated range up to 400 miles or more on a full charge with 0 to 60 mile-per-hour acceleration as low as three seconds.  And then COVID-19 hit. Sales for all vehicles plummeted. But new consumer revelations were (and are) occurring on a daily basis — and it is good news for the EV market. People are appreciating how skies can be clearer and bluer with fewer cars on the road. We’re learning the value of our time and resources with lessons in how to shop more efficiently with fewer trips. With a growing unease in taking public transportation, the demand for electric bikes and cars is also skyrocketing.  While governmental incentives for the EV market in the United States are minimal, the private sector is jumping on board to continue the momentum and meet the new consumer demand.  In June, Lyft announced that every vehicle on its platform will be electric by 2030. Despite a setback in the construction of its factory during the shutdown, Rivian will debut its electric pickup truck and electric SUV next summer. The company is also on track to manufacture more than 100,000 electric vans for Amazon. And GM isn’t shying away from its announcement and commitment to EVs, stating in May that it is continuing at full speed. But there is still much more that needs to change and be done. The present and future opportunities for EVs What can be done to propel the EV industry even further despite the current global climate with COVID-19? Like anything in today’s landscape, it’s complicated — but it’s possible to achieve new inroads. Let’s be honest. EV design and manufacturing comes with an entirely different set of challenges, even without a global pandemic as a backdrop. From EV design to manufacturing and battery optimization and production, we must address needed changes head-on for a radical, new approach to design and manufacturing. Battery changes Of course, not every company can be GM and create its own battery system. That’s why there is a need for greater openness in battery design and production — and what is actually inside the “black box” battery pack provided by manufacturers. If we can tap into the battery itself, we can further innovate for more efficiency. Battery packs contain components such as cooling, sensors and battery management systems that, if more open, could allow engineers and designers to optimize storage and layout for energy efficiency. With the development of integrated digital design tools, the hope is that addressing both the battery and the car’s geometry in one combined design process will lead to greater efficiency for both.  Manufacturing changes Even before COVID-19, automotive manufacturers and suppliers already were looking at new ways to modernize factories for better performance and reduced energy consumption. Last fall, Porsche opened a new, innovative factory to manufacture its first fully electric sports car, the Taycan. The zero-impact facility is the largest built since the company was founded 70 years ago, and it is also one of the first in the world to begin use of driverless transport systems within the factory. It’s a great example of not only the acceleration of EV availability in the market, but a better way to approach manufacturing, too. COVID-19 and its disruptive impacts on the global supply chain have accelerated how manufacturers and OEMs are looking at their production for more resilience. When factories shut down, it was a chance to step back and think of embedding sustainability throughout operations, in the factory layout itself, or leveraging more additive and local manufacturing. That also means greater opportunity to bring EV manufacturing and production more into the fold and mainstream. EV design changes On the vehicle design side, there are still untapped opportunities to improve battery range, especially through lightweighting and friction reduction. Frictions can be reduced by employing computational fluid dynamics software for simulation. And using generative design , designers can look at an incredible array of options to reduce the overall weight of the car.  Imagine taking an EV design and inputting the parameters to optimize such as geometry, materials, mechanical properties or even the manufacturing process. With generative design, the design team can explore the generated solutions and prioritize and choose what is most important for their goals. What’s more, the power of generative design truly shines when coupled with additive manufacturing to reduce waste in production. It even can solve some supply chain challenges for parts availability. GM has been putting generative design to the test, especially for lightweighting. Its very first proof-of-concept project was for a small, yet important, component — the seat bracket where seat belts are fastened. With parameters based on required connection points, strength and mass, the software returned more than 150 valid design options. The team quickly identified the new seat bracket with a unique, unimaginable style, which is 40 percent lighter, 20 percent stronger and consolidates eight components into one 3D-printed part.  Driving forward If 2020 has taught us anything, it’s that we are all much more resilient than we thought possible. This global pandemic is offering us an opportunity to reflect on a future we want — one that is not only more sustainable, but also more equitable for all. We are embracing change as never before. As we all adapt to our new reality, industries also follow suit. Change and adaptability always has been endemic to the EV industry. We have made huge strides already. Now it’s time to keep driving forward. Pull Quote EV design and manufacturing comes with an entirely different set of challenges, even without a global pandemic as a backdrop. Topics Transportation & Mobility Design & Packaging COVID-19 Electric Vehicles Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off Porsche’s zero-impact factory designed to manufacture electric vehicles. Image courtesy of Porsche.

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New sparks for the electric vehicle industry

New sparks for the electric vehicle industry

August 25, 2020 by  
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New sparks for the electric vehicle industry Zoé Bezpalko Tue, 08/25/2020 – 01:45 Thinking back to the beginning of 2020 can seem like a lifetime ago. Before the pandemic took root on a global level, the transportation industry was already in the midst of a great and exciting transition. The move to electric vehicles (EVs) was intensifying.  Take General Motors, for example. In early March, the company announced it would have 20 new EVs by 2023. It also is tackling ambitious innovations with its Ultium battery and propulsion system that could enable a GM-estimated range up to 400 miles or more on a full charge with 0 to 60 mile-per-hour acceleration as low as three seconds.  And then COVID-19 hit. Sales for all vehicles plummeted. But new consumer revelations were (and are) occurring on a daily basis — and it is good news for the EV market. People are appreciating how skies can be clearer and bluer with fewer cars on the road. We’re learning the value of our time and resources with lessons in how to shop more efficiently with fewer trips. With a growing unease in taking public transportation, the demand for electric bikes and cars is also skyrocketing.  While governmental incentives for the EV market in the United States are minimal, the private sector is jumping on board to continue the momentum and meet the new consumer demand.  In June, Lyft announced that every vehicle on its platform will be electric by 2030. Despite a setback in the construction of its factory during the shutdown, Rivian will debut its electric pickup truck and electric SUV next summer. The company is also on track to manufacture more than 100,000 electric vans for Amazon. And GM isn’t shying away from its announcement and commitment to EVs, stating in May that it is continuing at full speed. But there is still much more that needs to change and be done. The present and future opportunities for EVs What can be done to propel the EV industry even further despite the current global climate with COVID-19? Like anything in today’s landscape, it’s complicated — but it’s possible to achieve new inroads. Let’s be honest. EV design and manufacturing comes with an entirely different set of challenges, even without a global pandemic as a backdrop. From EV design to manufacturing and battery optimization and production, we must address needed changes head-on for a radical, new approach to design and manufacturing. Battery changes Of course, not every company can be GM and create its own battery system. That’s why there is a need for greater openness in battery design and production — and what is actually inside the “black box” battery pack provided by manufacturers. If we can tap into the battery itself, we can further innovate for more efficiency. Battery packs contain components such as cooling, sensors and battery management systems that, if more open, could allow engineers and designers to optimize storage and layout for energy efficiency. With the development of integrated digital design tools, the hope is that addressing both the battery and the car’s geometry in one combined design process will lead to greater efficiency for both.  Manufacturing changes Even before COVID-19, automotive manufacturers and suppliers already were looking at new ways to modernize factories for better performance and reduced energy consumption. Last fall, Porsche opened a new, innovative factory to manufacture its first fully electric sports car, the Taycan. The zero-impact facility is the largest built since the company was founded 70 years ago, and it is also one of the first in the world to begin use of driverless transport systems within the factory. It’s a great example of not only the acceleration of EV availability in the market, but a better way to approach manufacturing, too. COVID-19 and its disruptive impacts on the global supply chain have accelerated how manufacturers and OEMs are looking at their production for more resilience. When factories shut down, it was a chance to step back and think of embedding sustainability throughout operations, in the factory layout itself, or leveraging more additive and local manufacturing. That also means greater opportunity to bring EV manufacturing and production more into the fold and mainstream. EV design changes On the vehicle design side, there are still untapped opportunities to improve battery range, especially through lightweighting and friction reduction. Frictions can be reduced by employing computational fluid dynamics software for simulation. And using generative design , designers can look at an incredible array of options to reduce the overall weight of the car.  Imagine taking an EV design and inputting the parameters to optimize such as geometry, materials, mechanical properties or even the manufacturing process. With generative design, the design team can explore the generated solutions and prioritize and choose what is most important for their goals. What’s more, the power of generative design truly shines when coupled with additive manufacturing to reduce waste in production. It even can solve some supply chain challenges for parts availability. GM has been putting generative design to the test, especially for lightweighting. Its very first proof-of-concept project was for a small, yet important, component — the seat bracket where seat belts are fastened. With parameters based on required connection points, strength and mass, the software returned more than 150 valid design options. The team quickly identified the new seat bracket with a unique, unimaginable style, which is 40 percent lighter, 20 percent stronger and consolidates eight components into one 3D-printed part.  Driving forward If 2020 has taught us anything, it’s that we are all much more resilient than we thought possible. This global pandemic is offering us an opportunity to reflect on a future we want — one that is not only more sustainable, but also more equitable for all. We are embracing change as never before. As we all adapt to our new reality, industries also follow suit. Change and adaptability always has been endemic to the EV industry. We have made huge strides already. Now it’s time to keep driving forward. Pull Quote EV design and manufacturing comes with an entirely different set of challenges, even without a global pandemic as a backdrop. Topics Transportation & Mobility Design & Packaging COVID-19 Electric Vehicles Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off Porsche’s zero-impact factory designed to manufacture electric vehicles. Image courtesy of Porsche.

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New sparks for the electric vehicle industry

Arrivals zero-emissions buses are designed for social distancing

June 23, 2020 by  
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U.K. startup Arrival has unveiled the Arrival Bus, an eye-catching electric bus crafted to not only improve public perception of public transportation but to also respond to health concerns in the coronavirus era. Engineered for flexibility and worldwide adoption, the Arrival Bus features wraparound digital screens for easy identification and flexible seating so that passenger capacity can be controlled to follow social distancing rules. The sleek design concept also allows for the installation of plexiglass dividers between passengers and no-touch stop requests via a smartphone app. Founded in 2015, Arrival champions itself as a producer of electric commercial vehicles designed to help cities meet their net-zero emissions targets worldwide. In addition to the new Arrival Bus design, the startup recently unveiled designs for its electric delivery vans. Although there are no Arrival products currently on the road yet, the company plans to deploy 1,000 Microfactories — low-footprint automotive production facilities with Arrival assembly technology — around the world by 2026 to build all of the electric vehicles in its portfolio.  Related: Designers propose sustainable housing in response to COVID-19 lifestyle changes “We are very excited to bring the Arrival Bus to markets around the world and make the passenger experience of bus travel a positive one,” said Ben Jardine, chief of product for Arrival Bus. “By working in partnership with businesses to develop the entire ecosystem around our vehicles, we are supporting their goals of making public transport appealing whilst achieving carbon neutrality.” Arrival plans to create an integrated public transportation ecosystem that not only includes buses but also cars for sharing, taxis, delivery robots and charging infrastructure. Arrival expects to deploy the Arrival Bus in upcoming months. The electric vehicles will be built in local Microfactories using modular construction for flexibility. The use of an aluminum chassis with integrated mechanical parts will also streamline the production process, while the minimalist interior design will make the vehicle easy to clean. + Arrival Images via Arrival

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Arrivals zero-emissions buses are designed for social distancing

Good, Better, Best: Reducing Your Transportation Carbon Footprint

May 7, 2020 by  
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This is the first in a series of five articles … The post Good, Better, Best: Reducing Your Transportation Carbon Footprint appeared first on Earth911.com.

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Good, Better, Best: Reducing Your Transportation Carbon Footprint

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