Drinkable water right from a tap in your home is a relatively new and amazing thing. Just when you thought water delivery systems couldn’t get any better a company has converted pipes into energy generators. Their new pipes can capture energy from water as it flows to its destination to provide a small amount of energy for communities.
“We have a project in Riverside, California, where they’re using it to power streetlights at night,” Semler says. “During the day, when electricity prices are high, they can use it to offset some of their operating costs.”
In Portland, one of the city’s main pipelines now uses Lucid’s pipes to make power that’s sent into the grid. Though the system can’t generate enough energy for an entire city, the pipes can power individual buildings like a school or library, or help offset a city’s total energy bill. Unlike wind or solar power, the system can generate electricity at any time of day, regardless of weather, since the pipes always have water flowing through them.
The way we get around in North America is changing from a work-home orientation to a node based network with multiple destinations. At first cars were used to fulfil this but as traffic worsens we need to rethink how we all get around. The solution, of course, is to kick the addiction to owning cars.
This raises bigger questions about the role of TOD in shared transport networks. One of the reasons services like Uber and Lyft, not to mention autonomous cars, make some planners nervous is because they don’t have a fixed node associated with them. So how do we continue to plan around them and for them? What is their relationship to transit? And, by extension, to transit-oriented development?
To answer these questions we need to re-think what transit is, just as we’re re-thinking what TOD is. If a chain of autonomous vehicles with vehicle-to-vehicle communications operate in a train-set type format, is that functioning just as transit would? Is that more or less efficient than the current local bus systems in some cities? I know this scares some people to talk about, and the answer often seems to be some sort of litmus test as to whether or not you really support public transportation, but I think to have an honest conversation we have to get rid of the sacred cows.
In Toronto there is a crack smoking mayor who believes that streetcars and light rail are an urban blight. The evidence that rail-based transit is an economic boom to cities in North America continues to grow and more cities on the continent are benefiting from political decision (not made while smoking crack). It’s nice to see rail transit making a resurgence in cities that have invested billions into inefficient auto infrastructure.
Within prime walking distance from streetcar stops, commercial permits in neighborhood areas got roughly 20% more frequent for every 100’ closer to stops. Crucially, distance to streetcar stops was a stronger predictor of commercial permit frequency than distance to pre-existing commercial areas. Residential permits were more common overall, but declined in frequency near stops, in almost a mirror image of the trend found for commercial permits.
The suburbs are designed for cars as opposed to people and this is a problem that has surprising side effects from personal health issues to an increase in violent deaths. So how do we modify the suburbs to stop these side effects? In this TED talk, Jeff Speck explores what can be done.
How do we solve the problem of the suburbs? Urbanist Jeff Speck shows how we can free ourselves from dependence on the car — which he calls “a gas-belching, time-wasting, life-threatening prosthetic device” — by making our cities more walkable and more pleasant for more people.
Bixi is a bike sharing program that started in Montreal but the concept exists in cities around the world. In Montreal where there are more bicycle commuters every year,researchers at McGill University surveyed cyclists before and after Bixi began. They were able to identify the types of cyclists that ride and their commitment to commuting via bicycle.
The study found that cycling demographics are changing rapidly. In a 2008 Montreal study, conducted before Bixi and the growth of bike paths, 65 percent were men and 35 percent women. But in 2013, the study included 60 percent men and 40 percent women.
The age of cyclists also is dropping. The average age of the 2013 cyclists was 37.3 years old, compared with 42 years old in a 2008 study. But the study also showed cyclists’ income skews high. In 2008, 13 percent of cyclists had a household income of $100,000 or more. In the 2013, one-quarter of the respondents’ household income was above $100,000.
Based on the results, the researchers said a one-size-fits-all approach might not be the right way to encourage more cycling. Emphasizing health benefits, for instance, works best with first-time and returning cyclists, but doesn’t affect the most committed cyclists who ride for different reasons.
Read more at Forbes.