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18 October 2010

Sustainable Cities & Green Business

I'm walking on sunshine today as Newcastle upon Tyne has be rated "most sustainable city in the UK" by Forum for the Future. Not just civic pride in the city I live in, but because, with my councillor hat on, I'm second in command of all things green at the City Council. This is the second year in a row we have topped the rankings; the first city to do it twice.

But my pride is tempered with slight bemusement as we still think we're just getting started. While we are doing a huge amount of exciting stuff, Newcastle doesn't look 'green' per se - we still have gridlock during rush hour, a motorway slashes through the city centre and renewable energy is conspicuous by its absence. Much of this will change as we plan to get a few hundred solar PV panels going up on suitable council houses in the next year or so, and we're desperately trying to unlock the cycling-pit-of-doom which is our city centre.

So, going from the specific to the general, what does sustainable urbanism offer green business and vice versa? As with mobile telecommunications, the population density of a city gives a brilliant test bed for emerging technologies and business services. Electric and hydrogen vehicle infrastructure will appear in city centres long before suburbia and rural. District heating systems depend on large 'anchor tenants' to make the system economically viable. Specialist green retail is also more likely to survive in a big city. The main downside is the density of buildings makes renewable energy difficult.Retrofitting urban buildings is going to be very big business very soon.

And what can businesses offer cities as part of their Corporate Civic Responsibility (to coin a phrase)? Locating in the city centre will help preserve the vitality of the urban core - and improve the quality of life of employees. Conversely, telecommuting will help resurrect local services in residential areas. While this might sound like a contradictory message, the two can be synergistic - smaller central office with hot-desking and employees working from home. Proper green travel planning will cut private car journeys by encouraging public transport, cycling and walking schemes. Even wildlife areas can be built into the city centre - there are bee hives on the roof of Fenwick's department store on Newcastle's Northumberland Street (don't get me started on bee facts).

By chance I'm off to Stockholm tomorrow to the European Green Capitals conference - the host city having won the European accolade. Blogging and tweeting will depend on my access to t'internet, but I hope to share what I learn.

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29 September 2010

It's the economy, stupid

Back in the early 1980s, I persuaded my parents to part with the princely sum of £399.00 for a BBC Micro Model B. My initial reaction was to feel a bit let down - all that white-heat-of-technology talk around home computers and the best thing this one could do was putting you in charge of a crudely realised kingdom with a river, fields and mountains (at least until Elite came out, but that's another matter...). At today's prices, that £399.00 could buy you four, yes, four, iPhone 4 handsets, each with about a million times more processing capability and a cornucopia of sci-fi type technology (video, maps, access to vast stores of information) that the 11 year old me would never have dreamed of.

So what has this got to do with green business? Well it demonstrates a number of basic economic principles - new technology starts off expensive until a mixture of economy of scale and innovation makes it accessible to all. But reading some accounts, you would think that renewables, to take an example, were exempt from this rule. "They're too expensive" we keep hearing. Only because they are the exception, rather than the rule. Already, with demand increasing and manufacturing shifting to China and India, prices of solar panels and wind turbines are starting to drop.

By the way, I'm not saying that offshoring manufacturing is a good or bad thing per se, just that once again, in the economic world we live in, that's what happens and we shouldn't be surprised if it does.

Demand also derives technology improvements and recently we have seen breakthroughs in dye-based solar PV technology which could deliver lower costs, higher efficiency and lower carbon footprint. Likewise, electric vehicles are currently expensive, but that's because the extraordinarily lean supply chains that supply conventional vehicle manufacturers have not been built for electric vehicles yet. One manufacturer told me that an extra 1000 vehicles a year would cut his bill of material costs by 40%. 45% of the cost of an electric vehicle is the battery, so, given the innovations in mobile phone battery technology, we will eventually see massive improvements there.

The flip side of this is true too. I once sat through a presentation on a new biodiesel plant for the North East of England. I asked whether it would take waste oils as well as rape seed oil, but the presenter said that to make the economics of the plant would only stack up if they produced pharma-grade glycerol as a by-product so they needed to be very tight on the quality of raw materials. His company later went bust, allegedly because putting that amount of high grade glycerol on the market depressed the price. More supply, same demand = lower prices. Welcome to the real world.

I also have little patience for those who complain that environmental legislation or corporate social responsibility will cost business or the economy money. Hold on, what's a cost? It's an income for someone else in the economy - it's not lost. Environmental legislation protects the world we live in and creates new markets. What's not to like?

Whether or not you like the economy we live in, we live in it and that's a fact. If you run, or want to run, a green business, you'll quickly find you're not exempt.

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22 January 2010

Better Place EV Battery Swap

While doing some background research on new low carbon business opportunities for The Green Executive, I came across a demonstration video for Better Place's automatic electric vehicle battery swap technology. The idea is that instead of having to wait a long time to charge your batteries, you simply swap your depleted battery pack for a charged one. This condenses recharge hours into a couple of minutes (it's slightly sped up in the video).

The business model will mean EV owners don't actually own the batteries, rather that they purchase a power service instead - a neat example of a product service system. It is exactly this sort of innovation which will thrive in a low carbon economy.

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13 January 2010

Smart Grids for Idiots

This morning I was reading the usual batch of letters to my local paper on how terrible renewable energy is, how global warming is a myth, blah blah blah - the usual reheated zombie arguments. And this morning the old myth that renewables need 100% backup from fossil fuels reared its ugly head once again.

After reading The Solar Economy during the summer, I've become fascinated with how a solar powered economy would work in practice. I got an hint of how this works when I visited EAE Ltd this summer. They use power from their wind turbine directly by day and then at night use it to charge their electric forklift truck. This is a very simple form of energy management that spreads the peak of consumption across 24 hours - using the forklift battery to capture renewable energy when it is available for use during the day.

A smart grid would do this on a much larger scale. The grid would link lots of generators, large and small, using a range of generation technology - microhydro, solar PV, wind, biomass CHP etc - with lots of users - commercial, residential and electric vehicle owners. Some of those users would also have storage facilities - most notably electric vehicle owners. The smart bit of the grid would control the balance between generation, storage and use and manage the flow of money between them. When supply exceeded demand, the price per unit would drop and the storage facilities would charge up. When demand exceeded supply, those owners of storage facilities could opt to sell energy back to the grid at a premium. This optimisation of supply and demand would lower peak demand, so any backup required would only have to cover a much lower essential demand.

There are interesting proposals for how this could work in practice. You could be driving your electric car and the energy management system would advise you to charge up in the next hour at a certain charging point (identified by GPS) as prices were low. Later you could be sat at your desk at work and receive a text from your car outside advising you to sell some of its stored energy while prices were high, leaving enough charge to get home. Some estimate that, by selling such services to the grid, electric vehicles could become a source of income rather than a drain on your resources.

Smart!

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11 September 2009

Brrrm, brrrm (or not as the case may be...)


On Wednesday I was in Bedford at the Low Carbon Vehicle exhibition as part of the work we're doing with Innovation Scout to identify business opportunities in the low carbon economy. There was a real buzz about the place and some extraordinary vehicles including a hydrogen powered Morgan, and, getting most attention, the £87,000 electric sportscar, the Tesla. According to the nice lady on the stand, they've sold 1200 of these worldwide and are moving into profit.

I was working unfortunately and couldn't get a test drive. We were picking experts' brains to spot gaps in the market - OK if you're going to have electric cars, who is going to maintain them? Who provides the breakdown service? Who trains the emergency services in not getting an electric shock when they attend a road traffic accident involving an electric vehicle? While some experts could let this kind of idea flow freely, it was interesting how many found it difficult to think around their area of expertise. The conclusion was that there were dozens of opportunities around any one emerging technology for anyone with entrepreneurial spirit and, importantly, an inquisitive mind. Many of these are essential enabling products and services for the core product (the car).

Yesterday I interviewed Vic Morgan, founder of the Ethical Superstore for the Green Executive (my second book). His view is that if you take an ethical/green stance, you have to overcompensate with commercial attitude. He finds it easier to employ people with a passion for commerce and then interest them in the ethics later rather than the other way around.

Both these insights chime with the first secret of the Three Secrets of Green Business:

"Treat the environmental agenda as an opportunity, not a threat. Grasp it with both hands but, whatever you do, don’t forget you are still running a business."

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4 September 2009

Has hydrogen had its day?

I've been doing some research into the current stage of the hydrogen economy for Innovation Scout. Back in the late 90s and early 00s, hydrogen was the fuel of future - and on Teesside, where I was working in that period, it was held up as the saviour of the chemical industry. In fact, any project that might get in the way of the march of hydrogen was simply brushed aside (including one of mine, but I'm not bitter. Well, not much).

But then what? Some major motor manufacturers brought forward concept cars and there were a number of fuel cell systems installed in buildings and road signs. But not much more has progressed as technical and economic issues have hindered the commercialisation of the technology. President Obama's Energy Secretary Steven Chu pulled the plug on hydrogen research and everybody seems to be focussed on the electric vehicle. Honda alone seems to have stuck with the hydrogen model with its FCX Clarity model (lauded by the Top Gear petrolheads) and there the open-source Riversimple hydrogen car was launched this summer. The latter will be leased in cities where the hydrogen infrastructure is provided by industrial gas giant BOC.

So there may be life in hydrogen yet, the only question is, with huge distribution networks required for both, can it compete with the upsurge in interest in electric vehicles? Looks like a classic battle along the lines of Betamax/VHS and, like that videotape war, it will probably won on entrepreneurial ability rather than technical prowess.

BTW, if you are interested in the current state of affairs in the electric car industry, check out this interesting BBC Radio 4 programme which includes an interview with Shai Agassi who is launching a distributed network of charging points and automatic battery exchanges.

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15 July 2009

Low carbon strategies - but are they too little, too late?

The UK Government is launching a raft of strategies today: Low Carbon Transition Plan, a Renewable Energy Strategy and the Low Carbon Industrial Strategy. I'll be reviewing them and posting a summary later in the week.

In the meantime, wind turbine manufacturer Vesta is closing its UK plant to concentrate production in China, Denmark and Germany (the latter two having feed-in legislation for renewable energy). The Government claims that the UK will have a booming low carbon sector look a bit flimsy if they're going to let this happen. Yesterday I interviewed Roy Stanley, Chairman of the Tanfield Group which owns the world's oldest electric vehicle manufacturer, Smith's (first model 1935, would you believe?). What struck me about our conversation was how a relatively modest increase in orders would drive down the supply chain costs very quickly and make the vehicles much more competitive on capital costs (they are cheaper on through life costs already). Tax breaks and public sector procurement could make this happen very quickly and create a snowball effect.

So, I'd like to see a bit less strategy and quite a lot more action. Tax breaks, public procurement and feed-in legislation would go a long way to creating sustainable markets for the low carbon industry and then we'd see a boom. We shall wait and see...

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29 May 2009

Mitsubishi i MiEV hits the UK

This week I got to drive one of the first two Mitsubishi i MiEV plug-in electric cars in the UK. Like most electric passenger vehicles it is a sharp mover and a sharp stopper too as the regenerative braking kicks in, charging the batteries again.

According to Mitsubishi, its range is 100 miles on a full charge and its carbon emissions are about 30% of a petrol equivalent (presumably using the carbon intensity of Japanese electricity as a guide). A quick charge will take it to 80% of battery capacity in 30 minutes, but a full standard charge takes 7 hours.

This is quite a breakthrough - an electric car that you could imagine being seen (but not heard) in. The range would be a bit limiting for me - I'd like to see an extra 50 miles there as I often do a 80-100 mile round trip to clients on Teesside and I would want a bit of headroom in case of traffic problems etc. Tesla, makers of the impressive electric sports car, are working on a 300 mile saloon, which would be brilliant.

It is clear that electric cars are starting to evolve quickly and it will be very interesting to see how quickly they become a mainstream choice.

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20 April 2009

Electric cars are NOT zero emissions...

... unless you can guarantee the electricity comes from a 100% renewable source.

It frustrates me that much of the recent press coverage describes electric vehicles as zero-carbon as they are obviously not - their carbon performance should be rated as the average emissions from the mains electricity of that particular country. "Zero-emissions" is just greenwash and it should stop now before the inevitable backlash.

My second frustration is trying to get an accurate estimation of what those emissions are. Just this weekend I have seen quotes suggesting that they are roughly the same as the petrol equivalent, that they are 40% more efficient and in one case (the Tesla sports car) just 25% of a small petrol sports car. Not all of these can be right.

We need a proper method of calculating these emissions and we need it now.

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