It looks like France is getting really serious about curbing emissions and supporting electric cars by building a network of charging stations throughout the country.
The government will make the installation of charging sockets obligatory in office parking lots by 2015, and new apartment blocks with parking lots will have to include charging stations starting in 2012.
A group of public and private fleet operators has already identified a need to purchase 50,000 electric vehicles through 2015, Environment Minister Jean-Louis Borloo told a press conference, and the government reckons that by pooling purchasing there is potential to reach a fleet of 100,000 vehicles by that date.
The plan involves setting up a battery manufacturing factory at a Renault SA facility at Flins, west of Paris, at a cost of €625 million, of which €125 million will be contributed by the French state’s strategic investment fund.
The plant will have an annual production capacity of 100,000 batteries and will supply other French electric vehicle manufacturers, including PSA Peugeot-Citroen.
New research on how to get Americans cycling points to a very blunt conclusion: you can increase the amount of cyclists by improving cycling for women. Things like physically separated bike lanes instead of just painted lines can make a huge difference in the enjoyability of cycling and the safety of it.
Women are considered an “indicator species†for bike-friendly cities for several reasons. First, studies across disciplines as disparate as criminology and child rearing have shown that women are more averse to risk than men. In the cycling arena, that risk aversion translates into increased demand for safe bike infrastructure as a prerequisite for riding. Women also do most of the child care and household shopping, which means these bike routes need to be organized around practical urban destinations to make a difference.
“Despite our hope that gender roles don’t exist, they still do,†says Jennifer Dill, a transportation and planning researcher at Portland State University. Addressing women’s concerns about safety and utility “will go a long way†toward increasing the number of people on two wheels, Dill explains.
So far few cities have taken on the challenge. In the U.S., most cycling facilities consist of on-street bike lanes, which require riding in vehicle-clogged traffic, notes John Pucher, a professor of urban planning at Rutgers University and longtime bike scholar. And when cities do install traffic-protected off-street bike paths, they are almost always along rivers and parks rather than along routes leading “to the supermarket, the school, the day care center,†Pucher says.
Although researchers have long examined the bike infrastructure in Europe, they have only just started to do so for the U.S. In a study conducted last year, Dill examined the effect of different types of bike facilities on cycling. The project, which used GPS positioning to record individual cycling trips in Portland, compared the shortest route with the path cyclists actually took to their destination. Women were less likely than men to try on-street bike lanes and more likely to go out of their way to use “bike boulevards,†quiet residential streets with special traffic-calming features for bicycles. “Women diverted from the shortest routes more often,†Dill says.
Cycling is so awesome that in Sao Paulo bicycles are faster than helicopters:
Currently 55% of the citizens in central Copenhagen ride a bicycle daily and the number is 37% for Greater Copenhagen. While in many other countries anybody who cycles to work is often considered a ‘bicycle commuter’, most of the 500,000 people who cycle to work or education in Copenhagen don’t fit into the Danish version of this statistical category.
A ‘commuter’ is loosely categorised as someone who travels more than 10 km to work. The City of Copenhagen and the surrounding towns are aiming to increase the trips by bike on the new routes. There is an efficient network of public transport throughout the region but just as any train passenger or motorist knows, it feels much quicker and is much quicker if you don’t have to stop all the time. The same principle applies to cycling to work and it is the key to the development of this new net of superhighways.
Just like anywhere, there are many people who cycle longer distances but the focus for the new plan is the ‘middle ground’ – the zone between 7 and 15 km from the city centre.
Formula 1 is a popular international racing league that eschews anything to do with alternative fuels and engines. Formula Zero, on the other hand, is built on the idea that cars of the future will use carbon neutral engines – thus zero carbon output. This is a great idea for a racing league, so start your engines sport racers!
Hydrogen fuel cells power the racers’ electric engines, which can go 0 to 60 (100 km/h) in 5 seconds and up to 75 mph (120 km/h). Of course, winning isn’t everything … the Dutch team Greenchoice Forze claims 70% renewable materials in their car’s bodywork (such as natural flax fibers and bio-based resin) and offsets its carbon footprint with a green energy provider.
“There is no better way to educate the engineers of tomorrow than to give them an opportunty to get hands-on experience with these technologies and to prove their capbilities in a competition,†says Eiso Vaandrager, one of the original organizers and enthusiasts of zero-emissions racing. “Students interested in starting their team for the next season should contact Formula Zero now.â€
Cars have been dominating the USA (and all of North America) for decades now, and we know all too well what makes a good city for cars. Now climate change and other factors are forcing North Americans to address the problems of their oil-guzzling death machines running amok through cities. The solution is rather simple: apply what we know about car commuters to create more bicycle commuters.
Why do these measures matter? Because parking helps make commuters—a lesson long ago learned with cars. Studies in New York found that a surprisingly large percentage of vehicles coming into lower Manhattan were government employees or others who had an assured parking spot. Other studies have shown the presence of a guaranteed parking spot at home—required in new residential developments—is what turns a New Yorker into a car commuter.
On the flip side, people would be much less likely to drive into Manhattan if they knew their expensive car was likely to be stolen, vandalized, or taken away by police. And yet this is what was being asked of bicycle commuters, save those lucky few who work in a handful of buildings that provide indoor bicycle parking. Surveys have shown that the leading deterrent to potential bicycle commuters is lack of a safe, secure parking spot on the other end. (In England, for example, it’s been estimated that a bicycle is stolen every 71 seconds.)
A number of American cities are now waking up to the fact that providing bicycle parking makes sense. Philadelphia, for example, recently amended its zoning requirements to mandate that certain new developments provide bicycle parking; Pittsburgh’s planning department is weighing requiring one bicycle parking space for every 20,000 square feet of development* (admittedly modest compared with the not-uncommon car equation of one parking space per 250 square feet); even the car-centric enclave of Orange County, Calif., is getting in on the act, with Santa Ana’s City Council unanimously passing a bill requiring proportional bicycle parking when car parking is provided. In Chicago, Los Angeles, and other cities, pilot projects are investigating turning car-parking meters—once semireliable bike-parking spots, now rendered obsolete by “smart meter” payment systems—into bike parking infrastructure.
