after hurricane sandy hit new york city in 2012, parts of the city were inundated. more than 40 people died, millions of new yorkers were without power, and hundreds of homes were destroyed. 

joe christo, who helped lead the city’s recovery efforts, said the storm was a wake-up call to the dangers of sea level rise. the hurricane cost the city $19 billion in damages, according to a report by the new york city comptroller. 

christo now works as managing director of the stone living lab, a boston-based partnership between the university of massachusetts boston’s school of the environment, boston harbor now, the city of boston, and other state and local environmental groups.

“a sandy-like storm will hit here,” christo said about boston. “and we want to try to be as prepared and ready as possible.” coastal communities are most at risk when sea level rise combines with high tides and a severe storm like sandy — the triple threat that slammed manhattan. 

to the north, about one-sixth of boston sits on landfill, making it particularly vulnerable to sea level rise. this vulnerability is made worse by sea levels rising faster — scientists predict about 1 inch every eight years. at this rate, by 2050 boston could see over a foot of sea level rise compared to 2016.

as part of the climate ready boston initiative, the city developed coastal resilience plans for all 47 miles of its coastline. the plans include developing coastal parks, raising harbor walks, building seawalls, and adapting waterfront buildings, with a focus on completing projects in high flood-risk areas by 2030.

the stone living lab’s goal is to scale up nature-based approaches as a defense against sea level rise. 

“a traditional vertical seawall works against water, and nature-based approaches work with water,” christo said. “water’s always going to win, so you want to be working with it and be able to absorb and adapt instead of trying to fight against it.”

nature-based approaches include restoring salt marshes, building oyster reefs, protecting sand dunes, and building coastal parks. christo said these approaches protect the shorelines and also bring co-benefits, like increasing biodiversity and sequestering carbon. 

most recently, the lab has been testing out a living seawall and an erosion prevention project. the hope is that these projects can provide compelling evidence for the benefits of nature-based approaches so that they can become more mainstream. 

“we want these lessons to be applied to other coastal areas throughout north america and throughout the world,” christo said. 

the stone living lab’s nature-inspired seawall

in east boston’s harbor, a handful of snails, two mussels, and species of algae are nestled into the crevices and divots across the surface of concrete panels installed on a vertical seawall. 

the species are able to call this spot their new home thanks to the living seawalls pilot project, a nature-based solution spearheaded by the stone living lab that turns traditional seawalls, usually devoid of life, into a space for marine biodiversity. in october, panels were installed at two existing seawalls in east boston and the seaport. 

the 40-pound, 2-by-2-foot panels were 3d printed to mimic natural habitats along the shoreline. they were installed along the intertidal line of the seawalls to be submerged at high tide and exposed at low. the whole project cost $400,000, according to christo.

the panels are regularly monitored by a group from project partner umass boston for changes in marine life, with portions of the seawall left without panels to serve as a comparison. 

jarrett byrnes, the project lead and associate professor at umass boston, said seawalls are an inevitable part of combating sea level rise, especially in urban areas where space is limited. but a slab of concrete or stacks of granite blocks is not ideal for marine biodiversity. 

“what we are trying to do with the living seawall project is create a habitat for native biodiversity to survive and thrive,” he said. “we’re trying to turn what is a win-lose into a win-win.”

the panels provide a rocky intertidal habitat — places with shade and moisture where species like mussels, crabs, and algae can thrive.

although it’s the seawall structure that protects against rising waters, byrnes said it’s possible that species growth on the panels could dampen wave action, a potential added benefit. 

byrnes is excited to know what the surface of the living seawalls will look like in a year. he predicts that because each panel is uniquely textured, different species will thrive on certain panels. 

“as we continue to armor our shorelines, i’m hoping that this is going to be one arrow in our quiver of making sure that coastal armoring doesn’t mean reducing nature,” he said. 

installing cobble berms across massachusetts’ coast

a strip of cobblestones along the coastline may look unassuming in massachusetts, where rocky shorelines are common. but these strips of 3- to 10-inch sized rocks, otherwise known as cobble berms, protect against sea level rise and storm surge. 

cobble berms are often naturally occurring on rocky coastlines. stones are pushed toward the back of the beach by waves, forming a berm, or a flat strip of raised land. the berms absorb wave energy and protect coastal banks and dunes from erosion. 

seawalls often have waves crashing over them and can cause erosion to the beach in front of them. cobble berms act differently. 

“if you think about a cushion, the cobble berms will move and act as a cushion to some of that wave energy, as opposed to say, a concrete seawall,” said kirk bosma, a senior coastal engineer at the woods hole group. 

the stone living lab, in partnership with the woods hole group and massachusetts office of coastal zone management, recently launched a cobble berms monitoring project. several man-made berms and enhancements to natural ones were installed at six sites across massachusetts, including one in boston. 

over the past two years, research staff partnered with the stone living lab have regularly surveyed the berms. 

data is still being gathered, but from preliminary findings, bosma said that in all six locations, erosion was reduced in areas behind the cobble berms. the data also showed an increase in species richness between cobbles and near the cobble berms, and further analysis is underway. 

“there is some added benefit beyond what they are able to do from a resiliency perspective,” bosma said. 

bosma hopes to install a pilot cobble berm in boston for an in-depth study. he envisions testing out different designs with varying shapes and sizes of cobbles, as well as tagging the cobbles to see how they move over time. 

“we’re learning … what mother nature wants to do to provide resilience,” bosma said. 

if electric vehicles (evs) are charging us into the future, range anxiety could be hitting the brakes. according to jd power, ev sales grew last year at a 50% pace, reaching one million units. by 2025, electric vehicle sales could comprise almost 20% of new car sales. 

• range anxiety is the fear that an electric vehicle will not have enough battery charge to reach its destination, leaving occupants worried about being stranded. 

why it matters: carbon emitted from internal combustion engines account for 28% of greenhouse gases emitted annually, according to 2022 data. as contributors to climate change, many are arguing that motor companies have the responsibility to introduce innovative solutions such as evs and hybrid models to mitigate additional harm to the planet.

range anxiety is particularly threatening to the long term ev transition because consumers are hesitant about long distance travels along stretches of road where there may be fewer ev charging stations.

early this year, reports found that electric vehicle sales had slowed as more consumers turned to hybrid models as their primary means of transportation. however, while tesla continues to struggle, politico recently reported that ev sales by traditional auto manufacturers saw a 75% increase this april. with dynamic shifts happening in the industry, auto-manufacturers’ responses to range anxiety in consumers could make or break annual sales. 

the big picture: to ensure a smooth and steady transition to electric vehicles, motor companies must address range anxiety and quell consumer apprehension.

• even with more long-range options and increased charging stations, battery-powered cars are making some drivers anxious. a survey from aaa showed that about 75% of respondents were undecided or unlikely to purchase an ev due to concerns about charging infrastructure and range anxiety. however, survey results showed that younger generations were most open to purchasing an ev (31% of millennials).
• in a june 2022 survey by forbes magazine, americans were found to be worried about range regardless of their geographic location. however, drivers in the midwest were most stressed about charging on the go, despite efforts to increase fast-charging stations along major highways. 
• a reported 78% of ev owners report that feelings of range anxiety decrease with increased driving and vehicle knowledge. 
• auto manufacturers such as ford motor company have designed apps that help alleviate range anxiety and instill confidence in the consumer. their fordpass app, for example, provides ancillary equipment and technology that allows users to set their departure times, pre-heat/cool the battery, and prepare the vehicle for long distance travel. 

range confidence 

car manufacturers are working to instill range confidence, as opposed to range anxiety. according to jp helveston, assistant professor at george washington university in the department of engineering management and systems engineering, the key to range confidence is building higher-range evs. “while battery prices have fallen exponentially, oems (original equipment manufacturers) have decided to make longer-range evs instead of less expensive, and smaller range, evs. this has translated into an ev market in the us with longer-range, and very, very heavy, evs than anywhere else in the world, but at the expense of affordability,” helveston said. 

the primary focal point when it comes to range confidence is understanding how much people use the vehicle on a daily basis. ford’s research found that people are driving anywhere from 15 to 50 miles per day (which is well within what studies have found to be typical average of 26.4 minutes). 

several factors impact a car’s energy usage, including heating and cooling systems. in certain ford models, such as the mach-e suv and f-150 lightning, the console displays a chart mapping out how much energy is consumed. 

driving behaviors also impact a car’s range. a driver going at a rapid acceleration of 80 miles per hour on the highway will likely experience a rapid decline in energy compared to a driver going at a steady 30 miles per hour. 

according to whitney pineda, technology communications manager at ford motor company, the key to instilling range confidence lies in understanding how consumers are using their vehicle and helping them find the right vehicle for a great experience. 

while the consumer is responsible for choosing a vehicle that makes sense for their needs, pineda said that education about charging and how to condition their vehicle are crucial to easing the transition for ev drivers. 

“if you are getting ready to hit the road with the family, you are packing up your car and running around the house and may quickly want to check the vehicle and charge information,” pineda said. 

ford offers the fordpass app as the one stop shop for this type of information. owners of ford vehicles can download the app and link an account to their vehicle’s vin. using the interface, they can track their vehicle’s status and performance including fuel and charge levels, as well as vehicle health alerts.

the big transition

while jd power agreed that evs are still in the ‘early adopter phase’ at the end of 2023. sam trentin, a 75-year-old michigander and owner of a f-150 lightning, lives in escanaba and first became interested in purchasing the lightning after seeing television advertisements on electric vehicles. 

“i knew i wanted electric, but i wanted a pickup,” trentin said. “i bought it because of the environment.” trentin’s desire to help the climate may have been the motivation behind his purchase, but he loves the truck itself. beyond its strengths in sustainability, trentin said the car is much smoother than gas and boasts better acceleration. “i love it,” he said, firmly. but issues relating to weather and charging have posed threats to his adoration for the truck. 

as a resident of escanaba, michigan, where daily low temperatures often fall between 23°f to 15°f, and can drop below 0° during peak winter months, trentin relies on a car that can charge him through the cold weather. “the problem is the cold; i have issues when it gets into the 20s,” trentin said. “the cold impacts the mileage.” 

the phenomenon trentin is referring to is neither new nor surprising, and where battery preconditioning is helpful. the cold slows down the chemical process that electric vehicle batteries use to store and release energy. as a result, ev owners like trentin must deal with low battery performance and increased charging times, especially during long distance trips.

this past christmas, trentin claimed he was unable to go to spend time with his son, who lives just 140 miles east of escanaba. “i can’t go to any place in that type of weather and there is no charging station between st. ignace and escanaba,” trentin said. the f-150 has a range of an epa-estimated 300 miles, but in below-freezing temperatures, the vehicle can lose 36% of its range according to research by ev reselling platform, recurrent.

to help counteract the effects of cold temperatures, drivers can use the fordpass app to check their battery charge and “precondition” or prepare their vehicle before a long-distance trip. users can plug in and set their departure times in addition to pre-heating and pre-cooling their batteries and cabins in preparation for a ride. 

according to the fordpass website, preconditioning the vehicle allows the battery to warm to optimum temperature before use, which positively affects the range and driving dynamics for longer distance driving. 

as the ev market evolves with rapid battery innovation, renata arsenault, technical expert for advanced battery recycling at ford, said that ford’s battery technology has “surpassed what people expected.” 

bridging the technology gap 

experts like helveston believe the solution to tech-related issues lies in expanding the charging infrastructure and creating more models. “workplace charging is increasingly important for people to be able to refuel during the day on solar energy that is increasingly in large supply on the grid. consumers also have very few options right now for an ev. we need way more different types of models and classes: ev suvs, pickups, minivans, etc.,” helveston said.

car manufacturers are pushing for consumers to purchase an ev in the first place. a survey conducted by recurrent revealed that ev range anxiety drastically diminished with the experience of owning an ev. according to the study, range anxiety is highest among potential ev buyers in the one-to-two years before their first purchase, but with prolonged ownership, the feelings decrease significantly. public education programs such as national drive electric week also provide opportunities for potential consumers to get acclimated with evs. 

the bottom line: for as long as humans drive, they will have personal preferences for how they use their vehicles. the solution to range anxiety and a smooth ev transition lies in satisfying individual customer needs, while bridging the gap between early adopters and the next generation of ev owners.

but a closer look in the direction of black river next to the road reveals the remnants of what some residents call the “great vermont flood of 2023.” in july of last year, heavy rains inundated much of the state causing catastrophic flooding.

as of march of 2024, debris from dead trees are scattered everywhere; utility poles are leaning on their sides, bent low to the water on the verge of drowning. just beyond this road, a state park remains closed; pits of exposed soil caused by large volumes of runoff are lacking vegetation, despite their location being within vast stretches of forest. 

some community members in the surrounding towns seem to be at a similar state of recovery as route 131. 

chloe perry, a resident of wallingford, was left with a flooded home that was going to cost her $110,000 and nearly a year of labor to repair. the piles of debris were substantial enough for fema workers to say it was one of the worst-hit houses they’ve seen, according to perry – yet all she received in aid was a $250 check. 

perry, who also owns a bakery a few minutes from her home, is still recovering from those damages. “i got about two feet of water on the entire first floor of my home. so all my walls were ripped out, my floors were ripped out, [and] all my appliances died,” says perry. the $110,000 estimate in losses drawn up by her flood insurance company did not cover any private belongings.

to make matters worse, the high demand for contractors after the storm meant that perry had to take on much of the labor herself. thankfully, perry hopes to be done with the repairs in the coming weeks.

a few towns over in windsor, vermont, kimberley friesenhahn and her husband joseph experienced a sudden scare during the storm when nearly a dozen trees fell and struck her pig den in the backyard. miraculously, all the pigs lived.

however, the damage has had a significant impact on her plans for her farmstead. “ it was expensive because we weren’t able to salvage the fencing that we had for them, which meant we had to go purchase all new fencing… it definitely puts a stress on the budget,” she said.

the pigs, which were an integral part of her plan to develop a silvo-pasture, a pasture that integrates trees, across the multi-acre woods beyond her current farmstead, may no longer serve a purpose for the freisenhahns. “we just had to put all of those plans on hold… we just don’t feel comfortable allowing the animals in the forest,” she continued.

as climate patterns in vermont progress toward wetter springs and summers, the floods aren’t the only concern for the freisenhahns: more rain means less time out in the woods for the goats, as their hooves will be vulnerable to diseases if not kept dry. damper grounds also mean looser soil, which translates to greater chances of trees falling, as last july demonstrated. this poses serious risks of following through with their plans for the silvopasture. after last july, the friesenhahns decided to put a pause on their development plans for the farmstead.

liza welch, a friend of the freisenhahns and the owners of busyb goat farm and apiary in weathersfield, was met with the news that their usual supplier for hay was not able to produce any hay at all that summer. “as a farm, we have 53 animals. we usually have to source about 1600 bales of hay to get us through the winter,” welch explained. “when i do that, i have a couple of different sources of hay. and i actually had three of our sources reach out to me [last year] and tell me that they couldn’t fulfill the promise.”

to those that have dealt with similar repercussions from the flooding as perry or freisenhahn, the issue now lies in the future of vermont’s climate patterns. if such storms increase in frequency, it can only mean more trouble more often. “i own a bakery here. my kids go to school here. i can’t leave the area and there’s nothing else i can afford even within probably 200,000 of what i paid for my house,” says perry. “i get flood warnings now and it sends me into a whole panic.”

and that panic was only validated with another heavy storm in december 2023 that added salt to the open wound for many residents. for perry and her family, the second storm brought in another four feet of water into her basement. after the encounter with fema, perry has not applied for any more aid.

on the brighter side, communities have come together more than ever over these last nine months, which perry felt was important to emphasize. she highlighted the wallingford thrift shop, explaining that the shop has taken the lead in helping those who have lost personal goods from the storm. 

welch believes that such catastrophic events are only going to improve vermont’s resilience, saying “each time something like this happens, vermont has taken a stance to be stronger and get more productive and more precautious. we do our best with what we’ve got and we overcome.”

“mobility as in, we’re thinking citywide mobility, it’s still not as equitable as we would want it to be across the city,” castillo said. “so we’re still trying to bridge that gap and build the infrastructure that will provide better access and connectivity to people, while at the same time, services.”

the collaborative meets at varying communities around the city, bringing the forum directly to people to increase its accessibility, castillo said. apart from representatives from institutions, attendees include researchers, cyclists, people interested in policy, and people with mobility accessible vehicles such as wheelchairs.

castillo said the creation of the cmc was to meet with the intention to discuss actionable projects. the forum evolved from the mayoral bicycle advisory council and pedestrian advisory council, which met at the city hall. during the pandemic, as the chicago department of transportation was re-envisioning how to reach the public in one designated space to discuss mobility, the cmc was formed, initially, only meeting virtually.

with the merging of the two councils into this new forum, transit was brought into the mix, allowing people to discuss public transportation at cmc meetings. the chicago transit authority has formed a collaboration with the chicago department of transportation to be present at cmc meetings with a focus on bus accessibility. 

“the reason we’re doing it is to help elevate the role of transit in chicago mobility and bus in particular and the overlap and the interrelation between street infrastructure and bus performance and bus experience,” chicago transit authority director of strategic planning and policy jennifer henry said. given that 96% of chicagoans live near a bus stop, henry put public understanding of bus priority street infrastructure as high priority.  

the local transit authority and department of transportation created the plan better streets for busses, focusing on improving infrastructure through bus lanes, signals, and boarding areas to provide bus services that are faster and more reliable. 

the transit authority ensures bus stops allow for wheelchair boarding from the sidewalk and that sidewalks are in good enough condition for buses to deploy a ramp. the better streets for buses plan also provides a toolkit for these forms of accessibility and other street designs like adding boarding islands to increase safety while boarding or having overhead shelter on bus stops to improve the bus stop experience. working with the chicago department or transportation ensures that the transit authority is able to meet the annual goal of fixing 50 to 100 bus stops with accessibility issues, henry said.

now that the plan has been finalized, cmc has shifted their collaborative meetings with the transit authority to focus on advocacy, according to castillo. the agency is present to answer residents’ questions and educate them on their operations. castillo said the direct impact of the forum such as changes to policy and designs in public places will likely be seen by the end of this year, or starting next year. 

henry said the transit authority presents designs and projects in the works at cmc meetings so that residents can respond to them. she said that every project by the transit authority is a product of working closely with the chicago department of transportation to make buses more accessible geographically and in terms of their physical designs.  

chicago resident rochelle jackson said public transportation was her main form of transportation for the majority of her life. she considers transportation advocacy a vital priority and is currently the chair of transportation and infrastructure for the north lawndale community coordinating council.

she said if access to transportation is lost, communities are stifled, and residents may be stranded. she said she appreciates spaces like cmc meetings, especially since neighborhoods on various ends of the city differ in their mobility needs and require various accommodations respectively.

“the importance of having those spaces is that everybody gets to voice their opinion, because we’re not just having a meeting in one set place,” she said. “we are not in walking distance of our schools because most of our schools got closed down. we’re not in walking distance of a grocery store because we are (in) a grocery desert.”

castillo said it is pivotal to have representatives from various departments and at different levels of government involved in the meeting because the chicago department of transportation does not single-handedly have the power to influence policy. 

castillo said part of bridging the gap is having members of the committee of pedestrian and traffic safety, which is part of the city council, present so that suggestions shared in the meeting can actually leave the drawing board. she said one proposal in the works is to reduce the speed limit across the city from 30 miles per hour to 20 miles. 

in the meeting held in march, members of the public were asked about their thoughts on this possible change and representatives from the chicago department of transportation explained the stages of approving a traffic policy.

she said the meetings are always evolving to make them as beneficial for residents as possible and to better bridge the gap between the government and the public.

“we tried different things here and there. we have a little survey to ask people what they want to talk about, how we were doing on engagement,” castillo said. “so, we just identified a space and i’m not saying it’s perfect right now, but i think we have more of a template that we are continuing replicating.”

atop the ford motor company’s rouge factory in dearborn, michigan, a vibrant 10.4-acre “living roof” stretches across an otherwise cloudy horizon, made up of thousands of tiny succulents. birds, insects, and pollinators flock to the rooftop, while hundreds of factory workers assemble trucks in the building below. 

the size of eight football fields, ford’s green roof is one of the largest in the world. every year, it collects and filters rainfall and, according to the henry ford museum, improves air quality in the building’s vicinity by up to 40%. notably, the museum reports the rooftop also reduces the building’s energy footprint by 7%, inching the company closer to its carbon neutrality goal.

installed more than 20 years ago now, company leaders at the time were quoted in press releases as saying the project was “not environmental philanthropy” but “sound business,” and, in the press & guide, “living proof of ford’s ongoing commitment to being an environmentally conscious corporate citizen.” the major project has since been acknowledged for helping kick off the green roof industry in north america.their living roof is just one project in ford’s efforts to decarbonize, which are part of a larger national movement toward carbon responsibility and environmental and social governance, or “esg,” in corporate spheres. ford is currently pursuing a goal of sourcing 100% carbon-free electricity for their global manufacturing operations by 2035.

a large rooftop with a small footprint?

ford employs over 177,000 workers globally and operates facilities in more than a dozen countries around the world. according to a ford 2024 integrated sustainability and financial report, about 1% of ford’s total co2 emissions come from operations whereas the vast majority of them result from tailpipe emissions as well as “energy production and consumption during vehicle use.”

tailpipe and energy production during use fall under the definition of scope 3 emissions, which are the kind that are indirectly linked to a company’s activities, such as those that result from a company’s product after it is purchased.

according to the 2024 ford report, in 2023 ford’s scope 3 emissions totaled 384,119,775 metric tons. given that total, a green roof would redress a fraction of a percent of ford’s total emissions.

the living rooftop’s meadow was installed at a cost of $15 million. “it was a risk. and it paid off,” added douglas plond, senior manager of the ford rouge factory tour. in his view, the rooftop’s value comes from its ample community benefits. 

“i think we see over 100,000 people come through this facility per year. so, we’ve sparked the interest of someone — at least one person — to see all the green initiatives that have gone on here at ford motor company. […] somebody may have gone home and said ‘well, i’m gonna try doing this at home,” plond said.

looking at the whole picture

ford, in addition to its emissions goals, aims to use only locally sourced clean energy in its manufacturing plants by 2035. other automakers like bmw and general motors have also announced sustainability ambitions, including carbon neutrality goals. automakers like subaru have focused on greening their plants, such as indiana’s subaru sia factory which produces zero landfill waste and is the only u.s. auto factory to be declared a natural habitat. 

still, back in dearborn, critics remain skeptical toward greening a plant that produces f-150s. among them is daniel becker, director of the sierra club’s climate change program. “whatever they did to the plant is marvelous, but if they’re producing pickup trucks that pollute too much, what are they accomplishing?” becker asked, as quoted in index project.

while the emissions of ford vehicles per kilometer driven have decreased 6% since 2019, according to ford’s 2024 integrated sustainability and financial report, “slower than expected demand,” in ev’s will require flexibility on ford’s part as they reach for carbon neutrality. recent market setbacks have curbed ev demand and prompted ford to shut down an f-150 lightning production shift at the dearborn factory. 

slowing growth of ev sales across ca, weakened carbon reporting rules from the sec, and difficulties decarbonizing ev supply chains raise ongoing questions about the future picture of sustainability. 

on the other hand, there are other initiatives at ford worthy of public attention: 

in 2022, for example, ford made the largest clean power purchase agreement in history, right in michigan. the contract with dte energy exceeds any other renewable energy purchase from a utility in the united states— including those by large tech companies. a press release by the energy company details that by 2025, all of ford’s purchased electricity for vehicle manufacturing in michigan will be carbon-free, and ford will avoid close to 600,000 metric tons of carbon emissions annually.  

“i think one of the things that we’ve focused on in the last few years, in particular, is the sourcing of the energy to run the plant. that’s been the biggest thing — trying to make contracts with [electricity suppliers] where our clients are located. […] and i think that that’s probably moving the needle the most,” said alyssa werthman, ford’s environmental sustainability manager.

essentially, whenever a company like ford buys more renewable power than they need, they can supply not only their factories but several of their major suppliers, and millions of homes. artealia gilliard, environmental leadership & sustainability at ford, notes that these agreements both strengthen the grid and “create that push and pull in the market.”

as a symbol of sustainable commitments, ford’s living rooftop is in many ways intended to compliment the company’s even more concrete strategies to leverage its corporate power for good: buying into power purchase agreements, persistently improving the accessibility and recyclability of electric vehicles, and directing all suppliers towards sustainability. 

“we also write the requirement for our suppliers to establish science-based greenhouse gas reduction targets and action plans to support carbon neutrality no later than 2050 globally into our supplier code of conduct,” werthman said.

according to gilliard, it is these initiatives that “[drive] the suppliers to do exactly as we’re doing, which is purchase carbon-free electricity. it drives them to invest in the grid where they’re pulling from — or create their own.”

the bottom line

the living rooftop could have valuable signaling power as a “living pledge” toward more robust scope 3 decarbonization at ford.

even amid ev sales challenges, recent progress is promising. ford motor company received an “a” rating in a 2023 carbon disclosure project report and is reportedly on track to meet its 2050 carbon neutrality goal.

though the direct impact of the roof may be small, the greenery above the production lines may continue to be a useful living reminder of this commitment.

in this podcast, lily edelman-gold, a young female professional in the california transportation and electric vehicle (ev) industry, discusses “a future of fair fueling,” her mapping project for equitable access of ev charging stations within monterey, california.  she walks us through how she created this project using arcgis pro, a geographic information system (gis) software through which professionals can analyze and display data through maps.

arcgis pro is a crucial tool for various environmental applications, such as mapping runoff risk to reefs and monitoring the illegal wildlife trade. edelman-gold’s project maps recommended ev charging locations in monterey that ensures equitable access for disadvantaged communities.  

a soon-to-be graduate from the middlebury institute of international studies (miis) in monterey, edelman-gold will be graduating with a masters in international environmental policy and sustainability management.  listen to learn more!

view excerpts from edelman-gold’s mapping project below — click to expand!

in february 2024, i travelled to the ford rouge electric vehicle center in dearborn, michigan with a group of student storytellers. as an artist, my initial inquiry wasn’t solely focused on transforming the subject of ford motor company’s electric vehicles and the company’s commitment to sustainability into art; rather, it centered on my personal connection with it.

as i toured ford’s large complex, my brain was filled with information about electric batteries and carbon emissions, as well as multiple new terminologies i had learned when discussing ford’s relations to sustainability.

yet, within all those conversations about ford’s history of technological innovation, something was still missing for me: an inspiration, a personal connection to ford’s sustainability efforts, a familiar name. later in the day, i had recognized this name as we later walked down the halls of the henry ford museum and saw a single poster on the wall that read:

“george washington carver and henry ford both believed agriculture and industry could work together to shape a better future. in 1939, carver visited the soybean laboratory in greenfield village to see henry ford’s innovative soy fibers designed for use in cars. see modern sustainable manufacturing ideas in action today at the ford rouge factory tour.”

as a current student of tuskegee university, carver’s name struck me like lightning. carver taught agriculture at tuskegee for 47 years and made transformative contributions to agricultural science during that time.

henry ford visited the tuskegee institute multiple times, where he helped dedicate the carver museum, learned from, and developed a friendship with carver himself.

carver’s impact on the ford motor company was primarily through his research and innovations in agriculture, particularly regarding soybeans and peanuts. carver’s work led to the development of new uses for these crops, including the creation of alternative materials such as plastics, lubricants, and fuels. 

henry ford recognized the potential of carver’s research and collaborated with him to explore the possibilities of using agricultural products in the automotive industry. ford was particularly interested in finding alternatives to traditional materials like metal and rubber, which were in short supply and expensive. 

carver’s work indirectly influenced the ford motor company by providing innovative solutions to material shortages and promoting the use of agricultural products in the industry.

this art piece was created to pay homage to the significant impact of george washington carver on environmental sustainability as well as to highlight the friendship between him and henry ford. the images in this multimedia piece are from the tuskegee university archive that documented the relationship between carver and ford.

electric vehicles (evs) have emerged as a major solution to combat climate change, offering a promising alternative to traditional gas-powered cars. with brands like ford, tesla, and rivian leading the charge, evs have gained significant traction in recent years, captivating the attention of environmentally conscious consumers worldwide. 

as someone accustomed to driving a gas car — or even a hybrid — the transition to a fully electric vehicle may seem like a leap into the unknown. questions inevitably arise: if i’m not using gas, what exactly is powering my vehicle? to demystify the inner-workings of ford’s ev technology specifically, we embarked on a journey to the ford rouge electric vehicle center, a hub of innovation and cutting-edge technology in the world of electric vehicles. 

the cell: building blocks of ev power

at the core of an ev battery lies the cell, said renata arsenault, technical expert at ford. “a single cell, (similar to) what’s in your phone or computer or in a battery,” arsenault said. the ford lithium ion cell is composed of the following materials:

• carbon black
• pvdf binder
• cmc binder
• sbr binder
• carbon-coated silicon/ silicon dioxide  
• spodumene (lithium)
• nickel briquettes
• ncm (cathode)
• graphite (anode) 

these materials are then mixed to create a slurry. this slurry is used to coat aluminum and copper foils. this coating extends to just before the end of the foil allowing for slitting and notching. these foil pieces are stacked, utilizing a separator to place them into an alternating pattern of aluminum and copper layers.

the notched tabs of each layer are then welded together before the jelly roll is packaged and filled with electrolyte. the last steps to its formation are introducing a charge, degassing and trimming the cell. once this is done, the singular cell is complete.

as mentioned in the formation of the cell there is an anode (positive side) and cathode (negative side) materials, with lithium ions shuttling back and forth between them during a charge and discharge cycle. as lithium ions migrate and move throughout the electrolyte, they release electrons, which flow through an external circuit, providing the necessary power for the vehicle’s operation. this is the electrical energy which powers the vehicle.  

a note on anodes and cathodes

the anode of a battery can be thought of as the sun in a solar system, radiating energy outward to power the surrounding planets. just as the sun emits light and heat, the anode facilitates chemical reactions within the battery, releasing electrons to generate electrical energy. it serves as the central source of power, supplying the necessary energy to drive devices or vehicles forward.

conversely, the cathode acts as the orbiting planets, absorbing and utilizing the energy emitted by the anode. like how planets orbit around the sun, the cathode balances the electrical flow, ensuring that the battery operates effectively and efficiently.

battery architecture: from cells to packs

in evs, multiple cell pouches are organized in a combination of series and parallel configurations, forming arrays that collectively make up the battery pack. each configuration adds its own respective advantage, with the series configuration allowing for increased voltage, and with the parallel configuration allowing for increased current capacity.

placing cells in parallel increases the total current capacity of the system because each cell contributes its current capacity to the overall output. in a parallel configuration, the total current is the sum of the currents produced by each cell. when cells are connected in parallel, the voltage remains the same as that of a single cell. however, the total current capacity increases because each cell adds its current output to the overall current.

on the other hand, connecting cells in series increases the total voltage of the system. in a series configuration, the voltage adds up across each cell, while the total current remains the same as that of a single cell.

within a ford vehicle, the amount of cells is generally contingent on the model of the vehicle and the amount of horsepower sought after. for example, the ford f-150 contains about 450 pouches in one battery pack.

the total weight of the battery pack can be upwards of 1500 pounds. this pack also includes structural components to hold the cells securely, along with thermal management systems to regulate temperature and ensure efficient performance, especially in extreme conditions. 

joshua styron, high voltage battery computer aided engineer (cae) and validation manager at ford, drew a connection between humans and batteries saying, “battery cells like to be about the same temperature that people do. so they don’t want to be too hot. they don’t want to be too cold.” historically, smaller batteries could be air cooled, but given the scale of use, all ford ev batteries utilize a liquid cooling system. 

safety measures: mitigating risks

given the substantial energy stored in ev batteries, safety is paramount. battery management systems monitor and regulate factors such as temperature, voltage, and current to prevent overheating or overcharging.

additionally, styron mentioned that built-in switches ensure that, “because there’s so much energy and power available in these batteries, [you can] turn off the access to that energy so that it is safe when you have stepped away from your vehicle.” that enhances safety during operation and when the vehicle is idle.

to withstand the wear and tear of everyday use and unexpected events like crashes, ev battery packs undergo rigorous testing. engineers intentionally subject them to stress tests, including overcharging and crash simulations, to understand their responses and implement features that ensure safety and durability. 

temperature testing involves subjecting ev batteries to a range of temperatures representative of real-world conditions, including extreme high and low temperatures as well as normal operating temperatures. 

moving forward

the evolution of ev batteries has been marked by significant headway in innovation and efficiency, driven by ongoing research and development efforts. from the early days characterized by bulky, complex battery packs to today’s streamlined and integrated designs, the journey of ev batteries reflects a continuous quest for improvement.

one notable trend in ev battery technology is the increasing integration of battery systems with vehicle structures. arsenault spoke to ford’s forward thinking mindset saying, “we’re not like just carving out a hole in the vehicle and, you know, taking an ice [internal combustion engine] vehicle and sticking in a battery. we’re really building the vehicle with the idea of the whole ev, you know, vehicle needs, and requirements.”

this proactive approach allows for more efficient design trade-offs, resulting in lighter, more compact battery systems that seamlessly blend with the vehicle’s architecture. 

past ev battery designs featured multiple layers of components, including cells, arrays, and trays, nested within one another. however, advancements in integrated structures have allowed manufacturers  to reduce unnecessary material and improve energy efficiency. “the cells are becoming more integrated into the battery trays and the trays are becoming more integrated into the vehicle structures… continually going on to ultimately make a lower cost and more efficient product for the customers,” styron said. 

as vehicles become lighter, they can travel further on a single charge, alleviating concerns related to range anxiety — an issue that has previously hindered widespread ev adoption. moreover, as charging infrastructure continues to improve, there is potential to further reduce battery size without sacrificing usability, catering to a broader range of consumer needs.