Suburban sprawl in numbers

A Sierra Club handout from the unimpressive NYC Green Festival shows a country that is sprawling in very uneven ways. On the one hand there are boom-towns exemplified by Charlotte: it’s population increase 63% between 1970 and 1990. That by itself is not out of line with a ~2% average population growth the US itself has experienced during the same time. But Charlotte’s “urbanized area” (a misnomer since this largely describes the expansion of suburbs) expanded by 129%. Kansas City showed a modest 16% increase in population but over triple that growth in area at 55%. Even Chicago which maintained its population more or less unchanged expanded by a quarter. Then there is Pittsburgh that managed to expand 30% in spite of a drop of 9% in population.

On the other side is Seattle with an almost perfectly balanced 41% population growth over 42% sprawl increase. (It’s a safe assumption that the miserable climate has deterred more people from moving to the Pacific Northwest.) A few cities even became more “dense” during these two decades: Las Vegas population grew threefold but it’s land area only doubled. Salt Lake City shows the same pattern.

These are the exceptions. US Department of Housing report cited claims that nationwide urban areas expand at about twice the rate of population growth. This is the great suburban flight all over again. (Strangely a survey for Pew Center found sprawl tied with crime as top local concern for most Americans– the same ones checking out of urban centers because of intractable problems such as crime.) Sierra Club attributes the problem to misguided government subsidies that encourage development at the fringe while robbing the urban cores of resources necessary for education, as well as haphazard planning at the state level. Cue in the usual refrain about investing in public transportation, mixed-use approach which blends residential areas with commercial ones and not encroaching on wildlife habitat for building the next subdivision. The New Urbanists have been beating this drum for a while without much success. If anything the housing bubble has aggravated the problem of the  Suburban Nation by making it more attractive to purchase property in what appeared to be the next up-and-coming regions such as Phoenix, Arizona. The report concludes with a somber reflection on the connection of sprawl to population but no viable solution aside from the same platitudes.

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Ford Motor Company and the long-anticipated rude awakening

According to CNN/Money, Ford Motor Company concedes that high gas prices are here to stay, and as a result the company will not be able to execute on its profitability plan by 2009 as forecasted earlier.  Readers maybe wondering why this is news. Detroit has been a single trick-pony for a long time. All three manufacturers had established businesses in light-to-heavy trucks and SUVs. These bet paid off handsomely through the 1990s and well into the first half of this decade with the exception of the brief recession following dot-com implosion. Meanwhile the passenger car market was ceded to foreign imports and there was virtually no interest in new fuel efficient alternatives. But such over-specialization is extremely dangerous: it is generally recognized that dependence on a single product line creates a major vulnerability. The technology parallel is MSFT, a perennial two-trick pony with operating systems and productivity software. The difference is MSFT has been very aggressively trying to diversity into online services, gaming consoles and automative computing, to name a few. Ford has been forging full speed ahead.

It’s not clear whether Ford management failed to see this coming or if the internal structure prevent action. A more charitable interpretation is that Ford did not hedge correctly on price of oil. The last decade of the 20th century showed a clear upward trend in price of crude and gasoline, with long periods when the price of the refined product seemingly “unhinged” from the price of the underlying commodity. Yet the fluctuations did not appreciably change lifestyles. There was no price elasticity, commentators argued, because the amount of fuel consumed is decided a long time in advance based on the commute and vehicle. Once individuals migrate to the exurbs and commit to 45 minutes of rush-hour driving with the 8000lb SUV, it’s difficult to respond to changes in pricing.

But the laws of economics were not permanently suspended. There is a price point where even existing owners may change their consumption pattern. More importantly before that point is reached another pressure appears: prospective car buyers will gravitate towards higher milage options. Ford CEO Alan Mulally says: “We saw a real change in the industry demand in pickups and SUV in the first two weeks of May. It seems to us we reached a tipping point.” This acknowledgment is an important first step but arrives about 5 years too late. Interesting enough Mulally was vice president at Boeing earlier, another company very vulnerable to oil prices and no easy way out: there is no such thing as a hybrid 747 although Virgin airlines grabbed headlines with a brief biodiesel experiment. Fortunately airlines unlike consumers have always factored efficiency into their purchasing decisions. Bringing this insight into Ford could be one of his main contributions. Meanwhile Ford remains unlikely to garner a “buy” recommendation any time soon.

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Clean coal, 2+2=5 and other delusions

The public relations salvo against global warming legislation is already underway, even before any concrete proposals were introduced in either the House or Senate. Washington Post notes that a group backed by the coal industry is spending $35M on a new ad campaign in primary and caucus states to spread the message that coal is a clean fuel. With the appropriately Orwellian name of Balanced Energy Choices (similar to how the campaigns against raising fuel economy standards used to be called  “Concerned/Anguished/Distraught Citizens for Vehicle Choice”) the TV spots use the catchy image of a power cable being plugged into a lump of coal. True enough considering that 50% of US power generation capacity comes from coal, and it is the one fuel that the world is not in any danger of running out anytime soon. The remainder is at best disingenuous: as the Post article points out, the definition of “clean” conveniently excludes carbon emissions.

Strangely the message has not made it very far online: Googling for clean coal will not return any top matches related to the slick campaign website and the commercial itself that praises the virtues of energy security. Not even a sponsored result. Instead the collective wisdom of the web responds with a balanced perspective on technologies such as IGCC that promise to extract comparable energy with a fraction of the emissions associated with directly burning the fuel. One of the hits points to an article from last year’s Sierra Club magazine and another one on the second page finds a blistering indictment of the concept from Washington Post op-ed side. That’s not exactly a success story, considering the commercial spots were produced by the same company responsible for the “what-happens-here-stays-here” themed advertising for Las Vegas.

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The future of diesel: still cloudy

Treehugger looks at the possibility of diesel becoming more popular in the US for mainstream automobiles. After a bad experiment in the 1970-80s, diesel cars were relegated to niche status with only a handful of manufacturers, most notably Volkswagen, continuing to produce them for passenger cars. Many diesel models manufactured for sale in Europe were never imported states-side and large trucks for commercial use remained the primary application owing to better fuel-economy, reliability and cost factors. As diesels progressed far beyond their bad reputation for noise and soot, environmentalists continued to gripe about this state of affairs.  Some continued to pin their hopes on a diesel revival for reducing carbon emissions and because these engines can be converted to run on biodiesel mixtures, including 100% blends of used vegetable oil. Occasional success story, no matter how far removed from the mundane world of passenger cars, such as Audi winning 24 hours of Lemans in 2006 with a diesel race car, kept these hopes alive.

But the current prospects are not good. California tightened emissions standards related to sulfur in diesel, which restricts the type of fuel that can be used legally. More importantly the price difference between gasoline and diesel inverted: it is now more expensive to buy diesel. This was an abrupt change.

“Over the past year, the average price of diesel in America has risen by 117%—twice as fast as petrol. While both carry the same taxes in America, diesel now costs 60 to 70 cents a gallon more than regular gas. [...]“

At least some economists are expecting this to increase to the point of canceling out the improved mileage from pure cost point of view. (Reduced carbon emissions remains as a benefit.) Meanwhile the cutting edge for high efficiency vehicles appears to be concentrated on gasoline-electric hybrids or fully electric vehicles, even though a few diesel-hybrids are in the works. Diesel just may become another beta-max: a better technology whose time never comes because of market quirks.

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Default settings and ecological impact

Do application settings reflect choices made by the user or the priorities of the developer? This questions comes up again and again, as the settings are linked to yet another unexpected negative outcome. The latest example is from ChangeTheMargins.com, courtesy of Good magazine.

Almost any interesting bit of software comes with a set of switches and knobs. The more complex the software, the more switches to fiddle typically. Sometimes the developers in a good-intentioned attempt to conquer the complexity reduce it to a series of multiple choice questions. How secure would you like that router? Low/medium/high. More likely there is an escape hatch left open for the tinkers, a custom or advanced option hiding in the UI that unlocks the full array of all possible configurations, to create the software equivalent of an extra-hot, 2% double-shot half-decaf mocha.

Unlike the whimsical Starbucks creations, application settings can have a wider reaching effects then the next caffeine buzz. Power settings are the obvious example: machines equipped with power management features that can either slow-down the CPU speed or hibernate altogether in response to low utilization can cut down on energy consumption. ChangeTheMargins picks a different battle; the choice of margins in Microsoft Word. Set to 1.25″ by default for left-right, the website argues for cutting that generous allotment of white-space down to three-quarters of an inch instead. There are detailed figures for exactly how much in paper, trees and dollars that will save.

All good advice. As for the interesting piece: the author is calling on Microsoft to set the defaults to 0.75″ in Office out-of-the-box. This raises an interesting question the extent that the current wasteful use of paper can be blamed on the developer and to what extent on the customers using that software. (Not to diminish the influence of middle-man along the way: the OEMs who install and configure that software on brand-new machines where it is bundled, the enterprise IT departments responsible for rolling-out Office to 10K desktops etc. In fact the website does have a stated goal for converting 5 corporations to sanction the narrower margins.) The issue of default can become a major headache to the vendor for three reasons:

  • There are too many conflicting interests– including occasionally that of the vendor itself– and out-of-the-box settings must strike a balance that can not please everyone
  • Anecdotal evidence suggests some fraction of users will not change settings. Especially anything marked “advanced” or “custom.” This makes it very hard to take the position that settings reflect user choice as opposed to user complacency. (This fact was impressed on the blogger when he worked on the P3P privacy settings for Internet Explorer 6.)
  • Most applications must ship with some defaults at least. For many years UI designers hated the idea of forcing a decision on the user at first-run or installation time, because it was disruptive to their Platonic ideal of user-friendly software. They pointed out, quite correctly, that such a question materializing out-of-context, when the user is already occupied with a different primary would simply be perceived as a distraction, leaving everyone looking for the “OK” button to make it go away. Without any basis for weighing the options the user might as well flip a coin. Fortunately UI designers have become more pragmatic about this over time, especially in the context of security. IE6 XP SP2 “Information Bar” and more recently in IE7 phishing filter do in fact prompt the user to make a decision the first time when the choice would have a material impact.

Yes, the default width of margins matter. But to put this in perspective: it matters much less than other options. Printing double-sided can cut down paper waste by 50%. What about configuring printers to default to double-side? Not that easy it turns out because most of them can not do auto-duplexing. This blogger cared enough about the functionality to find one that could, but there were few viable alternative for home-office use: Brother DL-5250DN handily won out. Manually printing double-sided is very slow and often impractical for large documents because the secondary feed tray can not accommodate very many sheets at once. But the high-end multipurpose scanner/fax/color-laser printer/photocopier machines the size of washer machines found in large enterprises can and ought to be configured to default to double-sided and not waste paper printing out cover pages to distinguish the jobs.

Finally there is the question of trade offs: using smaller fonts, using single-spacing instead of double-spacing or printing two pages on one side (50% magnification) can all cut down on paper wasted, but the expense of readability. One reason conservation efforts have not resonated with the American public in the past is that they evokes images of huddling together in the cold –reduce heating to curb carbon emissions– in a dimly-lit space whit with pale glow of florescent lights– more efficient than incandescent– after taking a cold shower. At some point the quality of the printed document may not meet the strict standards used for academic or legal correspondence for example. That brings us to the most promising solution: minimizing the need to convert electronic documents into hard-copy.

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Email storage and a lump of coal

TreeHugger is not the first to notice that computing technology can have environmental impact and different “systems” can be greener than others. In an invited talk at Microsoft Research in 2004, Andrew Shapiro from the Berkman Center and author of The Control Revolution raised the question of whether Linux could be deemed more environmentally friendly because it ran on lower-end hardware that would not meet the base requirements for modern Windows SKUs. (He was polite enough not to answer this question given the audience.) Similarly it is widely acknowledged that data centers today are gated by cooling and power consumption– air conditioning being one of the prime resource hogs– and availability of power generation is a significant factor in selecting “hot-spot” locations for building them.

TreeHugger post frets over the cost of email storage and wonders whether deleting email will curb carbon emissions. Good intentions for sure but the calculation may have been slightly off base for several reasons. First the bad news: storage in large-scale services like the one cites in the article are replicated. There can’t be just one copy of the message sitting around. Try explaining to a user that you lost all of their vacation pictures because drive #3385 failed– the so-called “we blame Seagate” approach.  That implies the figures are underestimating the true impact. That would be true only in a simplistic model where  power consumption scales with amount of data stored. Transaction capacity is often the determining factor for data center design. If one million people are checking email at the same time, enough servers have to be up and running to process those requests with tolerable latency. That’s true even if everyone keeps an empty inbox.

Similarly different storage architectures can lead to very different resource consumption patterns. If drives are directly attached to server, then more storage means more servers even if the servers sit idle CPU-wise. If the service uses a storage array network (SAN) then only drives are being powered and not all the extra baggage that would come with a full-fledged server. This is similar to the difference between using a networked drive at home verses another general purpose PC for handling backups. Finally there is the storage corollary to Moore’s law: disk sizes increase, price drops and so does power consumption per GB. (Unfortunately there is also a storage corollary to Peterson’s principle which states that data expands so as to fill the drive available.) It’s true that less storage will achieve some reduction but the Treehugger article probably overestimates this by several orders of magnitude. And if hosted cloud service were comapred to storing the same amount of data at home, there would be no contest: those massive data-centers achieve economies of scale and corresponding eco-efficiency not available to the average consumer not living off-the-grid with solar panels.

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2007: Is the tide turning for green technologies?

A collection of disparate and unrelated headlines:

  • House approves an energy bill to boost fuel-economy standards to 35MPG by the year 2020, over loud protests by domestic and foreign manufacturers. Unthinkable until a few years ago, no other action by the legislature could have sent a stronger signal to Detroit that their influence/lobbying power is waning and their days are numbered.
  • Google unveils the cryptically named “RE<C” initiative. It stands for renewable energy cheaper than coal. In other words making clean energy sources competitive with the cheapest and ecologically worst option, the abundant coal deposits supplying 50% of US electricity currently. This is the first time a company with significant resources is going beyond the standard-operating-procedure of hand-wringing over the economic incentives favoring coal.
  • Formula 1 decides to go green, announcing a ban on further engine development to focus on realizing higher efficiencies. One example according to the Wired article: kinetic-energy recovery systems, which improve on the regenerative brakes found on existing hybrids today, are expected to appear in 2009. F1 racing may sound remote from everyday concern but the trickle-down effect is responsible for ubiquity of antilock brakes and traction control, as well as more exotic options like clutchless manual transmissions.
  • Ferrari announces that the company will improve its fuel economy 40% across the line. It’s largely symbolic: while the cars routinely make the worst offender on EPA lists every year, there are very few on the road and likely they are not getting a lot of miles as Ecogeek points out. Total savings will be negligible. But the fact that a company operating in a unique niche market with captive audience, completely immune to mainstream trends is still pursuing a greener image speaks volumes.
  • Living With Ed, a reality show focused on an ecologically-minded actor and his more pragmatically inclined spouse debuts on HGTV channel.
  • By a single vote margin the Supreme Court decides that EPA can in fact regulate carbon emissions from automobiles, sweeping aisde “creative” interpretations of existing law as guaranteeing an inalienable right to pollute.
  • There are signs that price elasticity may exist after all when it comes to fuel prices: CNN/Money reports that drivers are cutting back as gas hovers around the magical $3 level. More mysteriously gasoline prices at the pump are not keeping up with the stratospheric rise of light-sweet crude in the barrel. In all previous price hikes, refiners were quick to dismiss allegations of price-gouging by arguing that price at the station directly follows from the underlying commodity prices. Oil briefly hit three digits a barrel but gas prices barely moved– because the demand is soft. Nobody is complaining or asking why they are not paying more. But it’s too early to declare the end of the SUV-era.  As a former colleague pointed out  suppressed demand may be temporary fallout from the credit-crunch. It’s too early to conclude that a renewed price-sensitivity has emerged.

On the downside:

  • Climate change meeting in Bali ends on a not-entirely-negative note. This is an improvement over the last time United States threw a wrench into the Kyoto agreement by rejecting the provisions after joining as a signatory first. Resulting agreement has no teeth, after a binding commitment for developed countries to cut emissions is dropped in favor of wishy-washy language about good intentions, best effort, sunshine-and-clear-skies.

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Throwing fuel on the fuel-economy debate

How often do GM and Toyota get into a public argument with a Pulitzer-prize winning author, using the blogosphere as their battle-ground? It all started when Thomas Friedman, author of the globalization classics Lexus and The Olive Tree and The World Is Flat, wrote an op-ed piece for the New York Times titled Et tu Toyota?, taking the company to task for its duplicity in joining the Detroit big-three for lobbying against higher fuel-economy standards in the US, while publicly cloaking itself in the language of eco-friendliness when it comes time to hawk hybrids on TV.

Toyota PR machinery kicked into high-hear and soon Irv Miller, group VP of communications had a response posted on the company’s external facing blog. General Motors also took offense at the allegations, and joined in the fray with a post of their own on the GM blog, appropriately borrowing Shakespearean title from Julius Ceasar: Beware the Ideas of Friedman. (Perhaps they could have waited until March in deference to the theme?) And there are just the “official” participants– bloggers have been actively writing about the problem.

Here is the quick run-down of the argument:

  • Friedman questions why Toyota is fighting against fuel-economy standards in the US, since their fleet already complies with the higher ones in Europe and Japan. Detroit is in a different boat, as their primary market is US and their production is  heavily weighted towards light trucks. Precisely for that reason, higher CAFE standards place GM/Ford/Chrysler at a disadvantage while favoring the imports which do need to costly adjustments to the new regime. The puzzle is why sheer self-interest did not lead Toyota to lobby in favor of higher standards.
  • The answer implied in the article: because that would leave significant revenue on the table since large-trucks and SUVs constitute a big slice of the US market. It’s not uncommon for a large company with diversified product lines to demonstrate schizophrenic behavior– one side going after the “green” niche while another seeks to capitalize on gas-guzzlers. No surprises there.
  • Irv Miller counters that Toyota is pushing for higher standards but not the most aggressive version described in the senate bill because it is unrealistic:

“It’s because there’s a point at which the bar is set too high for all competitors.”

  • Both the Toyota and GM responses counter that the reason large trucks are built is because the large trucks are bought by consumers- effectively a syllogism that amounts to “we sold them because they bought them.”
  • Similarly this line makes no sense:

It’s why our full-size pickups are the fuel economy leaders. It’s why our new Chevy Tahoe and GMC Yukon Hybrids match the city fuel economy of a Toyota Camry.

The fact that one model can beat a competitor doesn’t give GM a “green heritage” anymore than the fact that the Viper can hang with a Ferrari give Chrysler a “Formula 1 heritage” across the line up. Existential proofs are useless because environmental impact is about total emissions across the board. The “A” in CAFE stands for average, not some best-case scenario achieved by prototypes in a controlled lab experiment or niche model driven by a few hundred people.

  • There is a deeper concern raised by Friedman which is not answered in the GM retort. NYT article refers to Michigan reps’ attempt to lobby against CAFE standards on behalf of auto-manufacturers a case of “empty-barrel politics” and corporate euthanasia– effectively hastening the decline of the US industry. This is a far more damning and bold accusation. Putting on the McKinsey consultant hat, Friedman is dropping a hint that management has been clueless and their long-established strategy of abandoning the small car segment to imports has driven the industry into the ground. (The reasons for the decline may be debatable but its existence is certain. Last year Toyota quietly surpassed GM to become the world’s #1 manufacturer.)
  • Finally the engineering creed of “doing more with less” is missing from the whole debate. There is undeniably a trade-off between vehicle size and fuel efficiency, but there is nothing that precludes improvements across the board. Even today wide difference exist in the fuel efficiency for vehicles in same size, weight and performance categories. In fact one could argue there is a greater burden to improve fuel economy in that segment. There is no reason that tricks applied to  optimize small cars today (multi-valve engines, variable timing, use of lighter metals in construction, aerodynamics, hybrid drive-trains etc.) could not be employed elsewhere.

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Blodget on socially responsible investing

Another great issue from the Atlantic Monthly for October 2007. Subtitled “The Values Issue,” the journal contains a trio of articles on the subject of philantropy and altruism. One of these is The Conscientious Investor, by Henry Blodget, focusing on the emerging field of socially responsible investing or SRI for short. In case the name rings familiar: Blodget made his name during he dot-com era with the unlikely prediction that Amazon stock price would hit $400. It did but his resultant status as celebrity financial analyst for Merill-Lynch ended amidst revelations that he’d long been expressing doubts in private about the companies he was raving about publicy in order to drum up banking business for Merill.  The irony of Blodget writing about SRI is inescapable. What is next– Britney Spears on good parenting? Luckily the author has a good sense of irony as well and acknowledge this strange twist in a parenthetical remark alluding to his own run-in with the SEC.

Blodget is no doubt very knowledgeable and in a great place to write an engaging article. It begins by comparing two hypothetical portfolios: both invest in the S&P 500 index from 1957-2003 except that one of them leaves out Philip Morris, since tobacco companies are verboten by most screening criteria used for SRI. Sadly for the second investor, it turns out that PM was in fact the equity appreciating the most during that time– a staggering 19.75% compared to a mild 10.85% for the broader stock index. The net result of leaving out just this one stock out of a group of five-hundred is 5% over the five-decade span. Even more poignantly, investing in just PM instead of the diversified portfolio would have multiplied the returns by a factor of 36.

The article is full of these hard data points. For example we learn that SRI investing accounts for almost a tenth of all professionally managed assets but most of this is institutional investors. The 200+ mutual funds make up a small fraction overall of the sum and for that matter, of all the assets invested in equity funds. The punch-line still remains the qualitative argument around the conceptual hand-waving surrounding the definition of “socially responsible.” Screening criteria used by different SRI funds is all over the map and full of internal contradictions, easy targets for picking. Not all the criteria makes sense: while shunning tobacco or coal-fired power generation is understandable, the jury is out on whether nuclear energy is good on balance for the short-term until carbon emissions are under control. Similarly, some criteria can already find expression in everyday decision without being elevated to investment strategy. Consumers have little choice about the local utility building a coal-powered plant or dumping waste into the river. In these cases, voting with the portfolio may be the only response because individuals can’t influence the outcome and the collective bargaining process through politics is inefficient. But individuals can opt out of gambling, drinking and tobacco, so it’s not clear that investment decisions need to be tweaked. Even the question of alcohol is ambiguous: PAX’s decision to divest Starbucks for lending its brand-name to a Godiva liquor is the reduction-to-absurdity of the criteria. (By all definitions, SBUX has one of the more socially responsible operations.) The article raises a more disturbing question about market response to SRI. If the approach goes mainstream, and by all indications it may be on the verge, companies will  mount PR campaigns to create the appearance of satisfying SRI criteria while conducting business-as-usual. This will confuse the screening criteria further, since the model does not yet include companies trying to game the system.

[continued]

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Reversing the flow– when cars power houses

“You don’t have to plug it in” Toyota keeps insisting in their commercials about the Prius. A conservative company confronted with the problem of marketing a disruptive technology  to a conservative audience, opted for doing the exact opposite of what every other automobile manufacturer is doing: convincing you that their product is just like any other car. While every one is spinning tales of personal liberation and spiritual enlightenment, Toyota says this is just another car. You drive it like any other car, never mind this “hybrid” mumbo-jumbo and there is no fussing with a power cord.

The problem is owners want to mess with power cords. Toyota management may want to brush up on their copy of Crossing the Chasm, because the people buying into the technology are still early-adopters at this stage and they are interested in pushing the limits of the technology. Already CalCars demonstrated plug-in conversions and Google has a fleet of converted Priuses drawing power from the solar panels lining the roof of the parking lot for buildings 45-46 in Mountain View campus.

The capability goes both ways: they can either draw power from the grid (or off the grid from renewable sources, in the case of Google) or they can supply the grid. The economic viability rests on a type of “price arbitrage”– charge at night when electricity is cheaper due to lower demand, then supply the grid during the day when it is more expensive with all those air-conditioning units whirring away.

But that vision is a few years out for a vehicle rolling off the assembly line in bone-stock condition. Without voiding the warranty or paying for a conversion that costs more than the car itself, there is no easy way to tap into this resource. Undeterred, a community of tinkerers continue to push the limits while holding on to the warranty. One of the more interesting projects is PriUPS, a pun on UPS for Uninterrupted Power Supply.

The standard answer to unreliable utilities and hurricane-prone regions is a portable generator. But a car is effectively a portable generator. When the engine is running, the alternator supplies current. (Nevermind the battery commercials showing sports cars equipped with their brand shredding rubber: the battery starts the engine but is largely out of the picture under normal driving.) Tapping into this with an off-the shelf inverter is standard. Up to ~200W can be drawn directly from the cigarette-lighter adapter– is that an anachronism now that few people use it for that purpose?– and upwards of 2000W by hooking up to the battery itself. This means that in an emergency or power-loss, a car could power basic house-hold appliances.

In principle the Prius is great for this application. First it is equipped with a large bank of batteries distinct from the ordinary one (called “traction battery” in Toyota language) that can supply more juice. More importantly, it has automatic power management to sense when the battery is running low and run the engine to recharge. This is a big improvement over running the engine constantly or manually stopping/starting. Ordinary car batteries are not designed for deep-cycles so they can’t handle being nearly discharged completely and come back to life. The Prius traction battery has no such problem.

But the engineering department had other ideas and drawing power from the traction battery was not high on their list of priorities for the car. (Besides– what would happen if potential buyers got wind of that capability? It’s no longer “just another car” and they would run away screaming, intimated by all this technological complexity, according to Toyota thinking.) PriUPS project details all the hoops to jump through to get this working. Detailed descriptions makes for good reading in their own right, but the short version is this gentleman managed to get 2400W while the engine was running 40% of the time in burts of 3 minutes. 5-6KW is the upper limit extrapolated from there, more than enough to keep a residence fully functional, minus air conditioning.

Interesting enough Honda, Toyota’s biggest competitor at home, has a healthy business in small, portable generators from home back-up power. Exactly the type that could be replaced with a Prius in the garage.

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