The Bay Bridge in San Francisco was closed for nearly a week due to the collapse of a steel beam and two tie rods. During the closure, the ridership on the Bay Area Rapid Transit (BART) system increased dramatically to record levels. So, now BART is studying ridership data and feedback from new and infrequent riders, in hopes of attracting them to take public transit on a regular basis.
On Wednesday, the first full day of the emergency bridge closure, BART began an online survey aimed at finding out more about those reasons. The survey will close at the end of business Tuesday, Nov. 3, so if you used BART during the bridge closure, there’s still time to submit your feedback.
Around 1,500 people responded to the survey, which was posted on the homepage of BART’s website and promoted through social web channels including @SFBART on Twitter, the SFBART blog and Facebook fan page. Although anyone could take the survey, analysis will focus on the responses from first-time or infrequent riders.
Preliminary Results
Suggestions given in verbatim, open-ended comments for what would get people to ride BART more frequently included: expanding service, improving parking availability at stations, making machines easier to use, ensuring announcements and signage are clear, keeping trains clean and providing more police presence. BART will dig deeper into the statistical data from questions about trip origins, destinations and frequency.
Carbon Savings
Getting more people out of their cars and onto trains is good not only for BART, but also for reducing environmental impacts of highway congestion, he said. For example, during the first two full days of the bridge closure on Wednesday and Thursday, BART estimated that riders took 163,000 extra BART trips. If they had driven vehicles for those trips, the trips would have resulted in about 1.8 million pounds of CO2 emissions.
Technology has been cited as one possible solution for increasing ridership amongst choice riders (choice riders are those that have multiple alternatives to travel). Studies of the OneBusAway system, for example, have shown that real-time information about city bus arrivals/departures, can increase the number of rides that people take (though it’s yet unclear whether OneBusAway increases rides amongst choice riders). The BART webpage also links to a variety of iPhone and other mobile phone apps for the BART.
A fantastic article from Scientific American exploring the intrinsic relationships between water and energy in modern society. The article was written by Michael E. Webber, an assistant professor in Mechanical Engineering at the University of Texas, Austin and the associate director of the Center for International Energy and Environmental Policy. A few highlights from the article (my headings):
Water and Energy
Water and energy are the two most fundamental ingredients of modern civilization. Without water, people die. Without energy, we cannot grow food, run computers, or power homes, schools or offices. As the world’s population grows in number and affluence, the demands for both resources are increasing faster than ever.
Woefully underappreciated, however, is the reality that each of these precious commodities might soon cripple our use of the other. We consume massive quantities of water to generate energy, and we consume massive quantities of energy to deliver clean water. Many people are concerned about the perils of peak oil—running out of cheap oil. A few are voicing concerns about peak water. But almost no one is addressing the tension between the two: water restrictions are hampering solutions for generating more energy, and energy problems, particularly rising prices, are curtailing efforts to supply more clean water.
The Cost of Storing, Treating and Delivering Water
The earth holds about eight million cubic miles of freshwater—tens of thousands of times more than humans’ annual consumption. Unfortunately, most of it is imprisoned in underground reservoirs and in permanent ice and snow cover; relatively little is stored in easily accessible and replenishable lakes and rivers.
Furthermore, the available water is often not clean or not located close to population centers. Phoenix gets a large share of its freshwater via a 336-mile aqueduct from, of course, the Colorado River. Municipal supplies are also often contaminated by industry, agriculture and wastewater effluents. According to the World Health Organization, approximately 2.4 billion people live in highly water-stressed areas. Two primary solutions—shipping in water over long distances or cleaning nearby but dirty supplies—both require large amounts of energy, which is soaring in price.
We use a lot of energy to move and treat water, sometimes across vast distances. The California Aqueduct, which transports snowmelt across two mountain ranges to the thirsty coastal cities, is the biggest electricity consumer in the state. As convenient resources become tapped out, proviÂders must dig deeper and reach farther. Countries that have large populations but isolated water sources are considering daunting megaprojects. China, for example, wants to transport water from three river basins in the water-rich south over thousands of miles to the water-poor north, consuming vast energy supplies. Old-guard investors such as T. Boone Pickens who made their billions from oil and natural gas are now putting their money into water, including one project to pipe it across Texas. Cities such as El Paso are also trying to develop desalination plants positioned above salty aquifers, which require remarkable amounts of energy—and money.
In addition, local municipalities have to clean incoming water and treat outgoing water, which together consume about 3 percent of the nation’s electricity. Health standards typically get stricter with time, too, so the degree of energy that needs to be spent per gallon will only increase.
Water and Power Generation
Nationwide, the two greatest users of freshwater are agriculture and power plants. Thermal power plants—those that consume coal, oil, natural gas or uranium—generate more than 90 percent of U.S. electricity, and they are water hogs. The sheer amount required to cool the plants impacts the available supply to everyone else. And although a considerable portion of the water is eventually returned to the source (some evaporates), when it is emitted it is at a different temperature and has a different biological content than the source, threatening the environment. Whether this effluent should be processed is contentious; the Supreme Court is set to hear a consolidation of cases about the Environmental Protection Agency’s requirements that power plants retrofit their systems to minimize impact on local water supplies and aquatic life.
Cars and Water
Plug-in vehicles are particularly appealing because it is easier to manage the emissions from 1,500 power plants than from hundreds of millions of tailpipes. The electrical infrastructure is already in place. But the power sector swallows water. Compared with producing gasoline for a car, generating electricity for a plug-in hybrid-electric or all-electric vehicle withdraws 10 times as much water and consumes up to three times as much water per mile, according to studies done at the University of Texas at Austin.
Biofuels are worse. Recent analyses indicate that the entire production cycle—from growing irrigated crops on a farm to pumping biofuel into a car—can consume 20 or more times as much water for every mile traveled than the production of gasoline. When scaling up to the 2.7 trillion miles that U.S. passenger vehicles travel a year, water could well become a limiting factor. Municipalities are already fighting over water supplies with the booming biofuels industry: citizens in the Illinois towns of Champaign and Urbana recently opposed a local ethanol plant’s petition to withdraw two million gallons a day from the local aquifer to produce 100 million gallons of ethanol a year. Resistance will grow as ranchers’ wells run dry.
Warning: There is No Replacement for Water
Regardless of which energy source the U.S., or the world, might favor, water is ultimately more important than oil because it is more immediately crucial for life, and there is no substitute. And it seems we are approaching an era of peak water—the lack of cheap water. The situation should already be considered a crisis, but the public has not grasped the urgency.
What will it take for us to make the leap for water and, better yet, to consider both issues as one? When the projections for declining oil production are overlaid with the increasing demand for water, the risks become severe. Because water is increasingly energy-intensive to produce, we will likely be relying on fossil fuels for pumping water from deeper aquifers or for moving it through longer pipelines. Any peak in oil production could force a peak in water production. Peak oil might cause some human suffering, but peak water would have more extreme consequences: millions already die every year from limited access to freshwater, and the number could grow by an order of magnitude.
V2Green is a local Seattle greentech company started, in part, by UW grad Seth Bridges (left in photo above). V2Green is based on a rather clever idea, it provides electrical grids the opportunity to store and draw power from plug-in electrical vehicles.
V2Green technology enables the flow of energy between electric vehicles and the grid to be adaptively managed, balancing real-time grid conditions with the need to charge individual vehicles.
The benefits are clear. Smart charging allows the existing grid to support electric transportation. Utilities, eager to increase their use of renewable energy and encourage off-peak charging, are expected to offer vehicle owners economic rebates. The resulting lower cost of ‘electric fuel’ will drive plug-in vehicle sales and encourage auto makers to further their investments in clean-energy transportation.
Ultimately, V2Green solutions support a reduction in fossil fuel consumption—decreasing the greenhouse gas emissions that cause climate change and diminishing the nation’s dependence on foreign oil.
These notes are from a talk given by Seth Bridges to an embedded systems class at the University of Washington on February 23rd, 2009.
Opening Slides
Is an electric vehicle any different than any other appliance that you would have in your house? On the face of it, maybe not. However, you don’t use the vehicle while it is plugged in–if you are, you’re probably doing something wrong. Air conditioners, pool pumps, refrigerators–even if you turn them all on–does the system fall over? No, it doesn’t. So, what happens when we plug in one more thing.
The average vehicle gets 4 miles / kWh. For the year, it’s about 3,000 kWh / yr (for 12,000 miles / yr). The average household is 10,000 kWh / year. So, is this a problem? Well, maybe no. Especially if you are charging at night; the problem is, however, if you plug in during the day or even at 4pm when you get back from work.
CA gives people $250 a year for installing a system that allows the utility to remotely control A/C. The rebate program is driven by Southern California Edison (link). How much would people expect to receive for taking part in GridPoint. Shows iPhone application. You need a way to opt-out, most certainly.
Grid 101: Reducing Peak Demand
One of the big things you have to think about is peak demand. If you plug in your car, you draw 10-15 amps. GM and Ford are saying that plug-in cars will have substantial charging requirements, something that makes them look like an air conditioner. The cost to run a coal plan, 2 cents per kw/hr. Natural gas 8-10 cents kw/hr. At the maximum peak demand, it can cost upwards of $10,000 per kw/hr. Last summer, CA hit 50 GW on August 11th (or thereabouts) and their capacity is 56GW. They were within 10% of maximum. This is why utilities are scared of thousands, or even millions, of plug-in cars. They can’t build that infrastructure fast enough. Our system allows utilities to control load on the electric grid by adjusting charge rate on PHEV vehicles. Eventually we will send power back into the grid from the vehicle battery system in order to minimize excessive loads on the power grid.
Grid 101: Real-time balance
Generally, there is no storage in the grid–that is why every moment they are balancing supply and demand. It’s really expensive to take a gas turbine to move it off its most efficient point; every time you take it down or modify it, you are wasting natural gas. If we can somehow save energy and match load via plug-in vehicle batteries, it would be a tremendous benefit. There is a lot of inefficiencies in the system to just provide real-time balance–there are systems on standby, long-term standby, etc.
Grid 101: Renewables Integration
Due to emerging state/federal regulations, 15-20% of all new generation will have to be renewable. This sounds pretty good; everyone likes wind and solar. However, these resources are variable. A 1MW wind turbine won’t put out 1MW all day, you can predict these things in aggregate but it’s challenging. If you have a cloud that moves over a 1MW solar farm and you lose around 1MW off the grid, that’s a big problem. If you could, for example, take your cars or water heaters to schedule load and charge only when wind and solar are pushing out more electricity, that would be most efficient. Is this feasible?
Opportunity: Manage Your Load
The Tesla requires 80 amps at 240. You need special box in your house to charge it. The neighborhoods that have Priuses will likely upgrade to Teslas (or cars like that). Power draw of everyday appliances: water heater is 4kW, TV is 150 watts, pool pump is 1-2kW. As long as you can drive your car, you’re not going to care when you drive it. The Chevy Volt is talking about 16volt battery pack, which they will probably use only 10 so they get long lifetime. It costs a lot of money for a charge cycle. Lithium Ion is about $2 per Wh–for the car though, people already have an incentive to buy batteries.
The technology that is in more sophisticated drive trains can absolutely drive 20kW right out the door. GM and Ford though don’t want this to mess up warranties–the 100,000 mile warranties.
Challenge: Manage Your Load
It takes lots of communication. Today, we have 130 cars. We get to most of them by using Verizon and AT&t, cellular modem contracts. It costs a lot of money to send data on that network, this won’t scale. Some of our customers have their own networks, like 100-200 bytes a day to the house. What does it cost to push a byte out, that has been an increasing point of pain. How do you send less bytes? How do you send bytes more cheaply? Unlike a water heater, the car gets up and goes away. At the end of the day, between the hours of 10-6, I will have X amounts of MW. This is about machine learning and predictive analytics. The better you are at this, the more money you can make.
V2Green Connectivity Module
Shows embedded system picture. Now on 3rd version of hardware. This piece of hardware communicates with cars (Priuses, etc.). It does the normalization. It might be serial port or CANN bus. Has GPS and data logging. Provides high grade energy monitoring. AC power supply, it can pull from vehicle or pull from wall. Uses everyday components. Atmel and 64 Mbit external flash. Lots of data logging. Up to 2/samples per second. Flexible communications daughtercard to support wifi, internal cellular, zigbee.
Open Source: Key Software Building Blocks
They use open source software but don’t release their software so they choose carefully.
FreeRTOS: simple, small preemtive scheduler (highly recommends it)
IwIP: a lightweight TCP/IP stack
axTLS: memory efficient TLS1 implementation
greenMeter is an app for the iPhone and iPod Touch that can compute your vehicle’s power and fuel usage characteristics, and help evaluate your driving style to increase efficiency, reduce fuel consumption and cost, and lower your environmental impact. Based on the gMeter vehicle performance app, greenMeter uses the device’s internal accelerometer to measure forward acceleration and compute engine power, fuel economy, fuel cost, carbon footprint, and oil (barrels) consumption.
One has to wonder how accurate the iPhone’s accelerometer is in order to correctly track fuel efficiency. The New York Times explains:
Getting accurate results depends largely on the accuracy of the variables you tap in before using the program. Some are easy, like the per-gallon cost of fuel (diesel or gas), weather conditions and the vehicle’s total weight, which means factoring in your own as well as that of any passengers. (The car’s weight is usually listed in the owner’s manual).
Other required variables are not so easy to produce. Drag coefficient? Rolling resistance? Those numbers are rarely on the tip of the tongue of any but the most passionate driving enthusiasts.
One major hang-up with using such an application on the iPhone is that it must be explicitly started every time you begin a trip. This is a limitation of the iPhone itself–processes aren’t allowed to execute in the background. Ideally, an application such as this could run in the background (as a very low priority process) until “vehicle travel” was detected. Otherwise, how many of us would remember (or would be diligent enough) to start this application every time we get in our cars? For UbiGreen 2.0, We are currently working on using the iPhone/Android’s internal accelerometer to automatically disambiguate transportation modes (e.g., bus vs. train) as well as to see if we can accurately detect the car door that a person enters/exits.
This blog recently looked at Honda’s Ecological Drive Assist System (EcoAssist), Ford also has their own innovations in this space—the SmartGauge with EcoGuide—on its upcoming Fusion and Milan hybrids. Like EcoAssist, the SmartGauge with EcoGuide is meant to help drivers maximize their fuel efficiency.
If you fast forward to 3:25 in this YouTube video (below), you’ll see the “Efficiency Leaves” visualization which abstractly indicates your efficiency level of driving (and uses both positive reinforcement and punishment). From the video:
Efficiency Leaves: This is one of the most innovated and fun features of the vehicle. As you drive more and more efficiently, this area of the display grows leaves on a vine. If you have been driving inefficiently, the number of leaves will drop off. Some people really want the numbers, so we have another form of the display and that is a fuel efficiency histogram. The history graph actually tells you your fuel economy in miles/gallon over the last 10 minutes (i.e., each bin is 10 minutes)
In UbiGreen, we also found that although many users appreciated abstract visualizations to describe performance, some also wanted hard numbers.
More information about SmartGauge with EcoGuide can be found in Ford’s Press Release (headers inserted):
The Motivation
“The main question hybrid drivers had was, ‘How do I know I’m getting the most out of my hybrid?’ †said Jeff Greenberg, Ford senior technical leader. “We needed to create a system that better communicates with drivers and gives them the tools to maximize fuel efficiency. That’s what SmartGauge with EcoGuide does.â€
The Designers
Ford collaborated with IDEO and Smart Design, two world leaders in helping consumers connect with technology, to develop the instrument cluster. Job One was properly integrating the driver with the cluster’s science and technology.
The Design
The driver is immediately engaged by the SmartGauge displays, on either side of the center-mounted analog speedometer, with a special greeting that combines illumination and graphics. EcoGuide then uses a multi-layered approach to coach the driver to maximum fuel efficiency. A tutorial mode built into the display that helps the driver learn about the instrument cluster and the hybrid in a whimsical way that does not overpower. The real-time system feedback allows drivers to assess or modify their driving habits to achieve maximum fuel economy. A shutdown screen reviews important information from the latest trip, including fuel economy performance and comparative data from previous days.
The Content
Drivers can choose one of four data screens to choose the information level displayed during their drives. They are:
* Inform: Fuel level and battery charge status
* Enlighten: Adds electric vehicle mode indicator and tachometer
* Engage: Adds engine output power and battery output power
* Empower: Adds power to wheels, engine pull-up threshold and accessory power consumption
All levels can show instant fuel economy, fuel economy history, odometer, engine coolant temperature, what gear the car is in and trip data (trip fuel economy, time-elapsed fuel economy and miles to empty). The engine coolant temperature indicator turns green when engine conditions are warm enough to allow engine pull-down.
Long-term fuel efficiency can be displayed in two ways – either as a traditional chart or using an innovative display that shows “growing leaves and vines†on the right side of the cluster. The more efficient a customer is, the more lush and beautiful the leaves and vines, creating a visual reward for the driver’s efforts.
The Evaluation
Extensive customer research was completed to ensure the instrument cluster is as driver-friendly as possible. Prototype testing was done in Ford’s Virtual Text Track Experiment (VIRTTEX) simulator, the industry’s largest driver distraction laboratory operated by an automaker. Test drivers were able to safely interact with the new technology as engineers gathered data and helped refine SmartGauge, aiding drivers in making informed decisions without being distracting or overwhelming.
“When you’re driving, you have a second or so to look at your display,†Greenberg said. “A dense display isn’t going to work. SmartGauge with EcoGuide is designed to minimize distraction caused by multiple displays. We did a lot of work to eliminate extraneous movement and create a smooth, fluid display.â€
The instantaneous fuel economy gauge, for example, can be shown or hidden at each of the EcoGuide levels to suit the needs of individual drivers. “We did a lot of research and modified our designs along the way to make SmartGauge with EcoGuide unobtrusive, using subtle cues to relay information,†Greenberg said.
The brainstorming sessions with the IDEO team proved invaluable. “We received more than 100 ideas about information to display – that was our input to our studies with VIRTTEX,†he added. “In VIRTTEX, for example, we learned that you can’t overlay multiple levels of information. One of our design goals then became to geographically separate the information so it can be better understood while driving.â€
The user interface is smooth and polished, with no lag in between screens and the interface proved far easier to use than we expected. The twin 4.3″ TFT LCD screens that flank the center, traditional speedometer run at 800×480 pixels, which is basically high definition resolution, and are incredibly easy on the eyes. The screens are manipulated using steering wheel mounted buttons and the myriad options are easy to navigate. The gauges are completely reconfigurable, but you can pick predefined packs of gauges ranging from super simple fuel and temp all the way up to NORAD command central level, graphing fuel economy in real time and reporting specs on your last trip, power draw from accessories, and output from the gas engine and hybrid engine independently.
From a research perspective, it would be great to study how users react to these in-dashboard visualization systems. Although unrealistic, it would be great to run a longitudinal controlled studied where a set of drivers have the realtime feedback system and another set (the control group) do not. Other studies could look at the importance of real-time feedback vs. historical feedback, etc. Of course, the Toyota Prius has long had a feedback display in their vehicles to give driver’s a better understanding of how the hybrid technology is working–this has encouraged a community of hypermilers to get 30-50% fuel efficiency gains over the standard user.
American Honda Motor Co., Inc., today announced that a new interactive, driver-focused fuel economy enhancement technology named the Ecological Drive Assist System (Eco Assistâ„¢) will debut on the new Honda Insight in spring 2009. Eco Assist combines multiple functions: the driver-activated ECON mode that optimizes control of the continuously variable transmission, engine and related powertrain components to conserve fuel; and a feedback function that uses speedometer background color to provide real-time guidance on environmentally responsible driving. An economy scoring function further provides feedback about current driving techniques, as well as feedback on cumulative, long-term driving style.
Activated by a green “ECON” button on the instrument panel, ECON mode optimizes control of the transmission, engine and other powertrain elements to conserve fuel. ECON mode also adjusts air conditioner operation, increases the potential for engaging the idle stop feature sooner and increase battery charging during regenerative braking.
The guidance function uses the speedometer background’s color-changing, three-dimensional appearance to indicate fuel efficiency in real time. Fuel-saving activities like smooth acceleration and braking make the meter glow green. Somewhat less efficient driving makes the meter glow blue-green. Aggressive starts and stops that consume extra fuel make the meter glow blue. By observing the speedometer background’s response to driving practices and seeking to achieve a consistently green color, drivers can receive assistance in developing driving habits that typically enhance fuel economy.
The scoring function provides feedback about current driving practices, as well as cumulative, long-term feedback tracking progress. Located in the center of the instrument panel of the all-new Insight, the Multi-Information Display offers drivers a selection of informational displays, including the scoring function, in which the number of ‘leaves’ displayed indicates the level of environmentally responsible driving performance. When the ignition switch is on, the display scores driving practices in real time. When the ignition switch is turned off, the ‘leaves’ in the top line of the display score driving in the just completed cycle (startup to shutdown), while a horizontal bar in the lower part of the display scores cumulative lifetime performance.
What’s interesting here is the visualization design: first, they are using an ambient display–the speedometer’s background color changes based on fuel efficiency; second, they are applying “scoring” mechanisms both to abstract some of the complexity in measuring efficient behaviors as well as, I’m guessing, to allow for competition and gaming principles to motivate behavior; third, the scoring function changes an abstract “leaf-based” interface.
It’s also interesting that Honda designed the system to be optional–the system must be turned on by pressing a button (e.g., opt-in). Carrie Armel quoted research at BECC2008 about how opt-out systems have much better participation than opt-in. Why? For a number of reasons, but primarily because it takes action to opt-in to something and no action to stick with the default, the default also tends to reflect a social norm, people procrastinate, and, finally, people value things more that they have than they don’t have. I’m curious, then, what detrimental effect Honda feels like the ECON mode has on the driving experience (Honda must think it has some negative effect or they wouldn’t provide a button to turn it on/off)? And, how segment of their market do they expect to use the ECON button? Isn’t the primary buyer of a Honda Insight interested in green behavior? For those who are not so environmentally-motivated, how can user comfort and expectation be balanced alongside environmentally friendly driving behavior?
sustain is a blog dedicated to the environment, human behavior, technology and the relationship between all three. subscribe to the rss or atom feed.
Author
jon froehlich is a phd candidate in
computer science at the university of washington.
his research focuses on building and studying technology that promotes healthier lifestyles and proenvironmental behaviors.