Tag: climate

  • Brooklyn Navy Yard Development Corporation RFEI

    INTRODUCTION

    Based in New York’s Hudson Valley, the Center for Post Carbon Logistics (the Center) is engaged in a long-running campaign to bring the idea of coastal trade under sail and other zero emission vessels  back to the United States. The Center is currently focusing on turning the New York -New Jersey Harbor and Hudson Valley into a world-class sail freight hub for training, ship building, sailmaking, trade in small wind ships, and resilient working waterfronts. Implementation is underway; cohosting the Conference On Small Scale Inland And Coastal Sail Freight at the Hudson River Maritime Museum with Schooner Apollonia in November 2022, supporting the Northeast Grain Race of 2022, and other similar initiatives. The Center also responded to “Blue Highways RFEI: “NYC DOT, EDC Seek Creative Solutions to Move More Freight Via Waterways Instead of Roadways,” and has provided technical comments on several New York City waterfront plans, RFEIs. and RFPs.

    The Center’s publications include the Sail Freight Handbook, now in its second edition, and the Rondout Riverport 2040, a detailed imagination of a working waterfront future for Kingston. Other publications, including an Apprentice Sailor’s Handbook, are under development to support additional training efforts. The Center’s training programs are being developed for sailmaking, working sail, cargo handling, boatbuilding, traditional rigging, designing climate adapted small ports, and other specialties. These courses are planned to be offered starting in 2024, in cooperation with other organizations in the region. 

    WHY THE CENTER RESPONDED

    As shipyard and fabrication work is a good training ground for a number of skilled trades, including welders, metal fabricators, electricians, plumbers, carpenters and cabinetmakers, solar panel installers, riggers, and others, this is a prime industry to take advantage of the training programs offered at BNY. These trades can all create pipelines from the training programs currently hosted at Brooklyn Naval Yard, providing approximately 35-50 permanent jobs and contract or internship jobs for potentially dozens more technicians depending on order-book status.

    The products of this facility will not only provide the devices and vehicles necessary for Energy Transition, they will create jobs both fabricating and operations. The fabrication shop employment numbers have been enumerated above, but each vessel launched will require between 4-12 sailors, each bike and trailer set will require a rider, and maintainers for these last-mile machines will also be required. These second-order job impacts can be significant, and while not all of them will accumulate to New York City due to exports, a considerable number will remain in the Metro Area and New York State. For many of the ships, New York sailors may well be the crew, regardless of where in the world they end up sailing.

    WHAT OTHER ORGANIZATIONS, BUSINESSES, AND INDIVIDUALS CAN DO

    Forming a Coalition for a Zero Carbon Maritime Future in Brooklyn

    This future at the Brooklyn Navy Yard is currently beyond the capabilities of the Center for Post Carbon Logistics and its partner organizations, but it is not beyond the capabilities of the Brooklyn Navy Yard Development Corporation. There are a wide range of shipyards in the New York Metro Area, and businesses seeking to acquire new-build vessels for Blue Highways work in the Northeast US region. Finding supporting organizations and initial customers for this endeavor should not be difficult if the BNYDC wishes to pursue this sustainable maritime future for the site. Your letters of support (sample included after our letter) will enable us to build the kind of coalition necessary to convince the Brooklyn Navy Yard Development Corporation to use the facility for what it was designed to do. The Center for Post Carbon Logistics is ready to assist in the design, construction, and operations of  a new shipyard at the Brooklyn Navy Yard. Please add your comments so that the request for proposals (RFP) for the redevelopment is compatible with these near zero emission maritime uses.

    The following is a letter from the Center for Post Carbon Logistics responding to Brooklyn Navy Yard Development Corporation Request for Expression of Interest (RFEI. Also included is a draft letter of support.

    June 17, 2024

    Andrew Tran Director of Development

    Brooklyn Navy Yard Development Corporation

    141 Flushing Ave, Building 77, Unit 801

    Brooklyn, NY 11205

    Director Tran and All Concerned,

    The following is the Center for Post Carbon Logistics (the Center) response to the Brooklyn Navy Yard Development Corporation (BNYDC) RFEI for the unique opportunity to develop a 2.75-acre site on the Brooklyn waterfront for clean energy infrastructure or the production of climate technology.

    The intent of the BNYDC’s RFEI is to gather information about how the BNYDC can facilitate the development, production and deployment of a significant amount of [energy transition] “devices” of varying sizes and scales (i.e. heat pumps, solar panels, electric vehicle chargers, transmission stations, battery energy storage systems, to name a few).  BNYDC has a rare opportunity to redevelop the Site to provide critically needed clean energy infrastructure and/or establish industrial space that will develop products addressing climate change and create jobs in New York City’s emerging “green economy.”

    Ironically the one “device” whose manufacture is most suited to the site is not mentioned – zero emission ships. These ships, now being built in Europe and Asia include both old and new technology that directly addresses climate change.  These designs innovatively combine efficient battery storage, electric motors, solar panels, modern and traditional wind propulsion technology, materials, and ship building technology.  With a shipyard available in New York Harbor, these vessels would join the repurposed and purpose built ships in operation right now on the Hudson River and the Harbor.

    Locally built, from locally sourced and recycled materials, crewed with locally trained mariners, home ported along the Hudson, the Harbor, and the canals, carrying locally grown, locally processed, and locally manufactured goods – with liberty from fossil fuels, these future proof ships will be a positive disruption to the status quo.

    The Center is a New York based non-profit organization working to connect communities through resilient and sustainable maritime trade. By supporting the development of climate resilient small ports, sail and solar electric cargo and passenger vessels, and human-scale last-mile logistics solutions throughout the Hudson Valley and Northeast US, the Center advocates for a post-carbon freight network in our own region and across the nation. We work with a coalition of operators of zero/low carbon emission vessels,

    Page 2, The Center for Post Carbon Logistics response to Brooklyn Navy Yard Development Corporation RFEI

    cargo owners, naval architects, mariners, boat builders, advocates, and researchers all focused on re-building the long-neglected regional “Blue Highways.“

    In light of New York City’s array of initiatives to increase maritime freight transport, including DockNYC, Blue Highways, NYC Working Waterfront Plan, Freight NYC, and others, it makes sense that New York would want to see the vessels and infrastructure needed to implement these plans manufactured in New York as an example for the entire nation. The Brooklyn Navy Yard is one of the few places this could be done in the Northeast, let alone New York City, and ships for other regions and international trade could also be built for export in this facility.

    The Brooklyn Navy Yard produced US military ships from 1801 to 1966, and through 1975 constructed multiple 220,000-ton Very Large Crude Carriers, tug and barge units, and barges under a commercial shipyard. In 2011 the site was a finalist for constructing a new class of chemical carriers for US Domestic and international buyers. Clearly this facility is still an important American maritime asset, and the offered facility was built as the main fabrication shop for commercial ship construction. The fully enclosed building is empty, with reinforced floors, oversize doors, overhead cranes, and industrial utilities, and there are various public and private incentives available for modernization and upgrades.

    The US currently lags in design and construction of low-carbon ships to re-develop a sustainable marine highway system. This does not need to be the case, and a coalition of shipbuilders, naval architects, ship operators, and others can easily be built to make New York and the Brooklyn Navy Yard a central part of the shipbuilding industry once again. The site is ideal for bringing existing successful green vessel designs to the US for domestic trade, and selected export markets. In so doing, scores of permanent maritime and ship yard  jobs will be created at BNY, with dozens more seasonal trade jobs, and hundreds of jobs aboard the vessels launched from this facility, which can be incorporated with existing training programs.

    The RFEI is open only to “Clean Energy Infrastructure” and “Climate Solutions Urban Manufacturing” proposals.  Shipbuilding falls under the latter category and is a strategically important nationally. There are few locations available for and have the capacity for shipbuilding activities, whereas hundreds of locations could be used to build the devices mentioned in the RFEI. Assigning this essential maritime resource to a use which does not require its unique set of circumstances will be a significant blow to future domestic shipbuilding capabilities. This is a matter of National importance considering Jones Act restrictions for domestic trade which require vessels carrying passengers or cargo between two US ports be US built, flagged, and owned, as well as crewed by US citizens or nationals. The US shipbuilding industry is already close to capacity just maintaining and building Navy contracts, leaving little capacity for civilian construction. Diverting possible resources for other uses is a blow not only to the national and global maritime energy transition, but to the possibility of taking the quickest and longest-proven method of reducing roadway traffic congestion, fossil fuel dependence, and transportation-based greenhouse gas emissions by mode-shifting freight to marine highways.

    This is a chance to continue a centuries-long tradition at the Brooklyn Navy Yard, while achieving all of the BNYDC’s goals, and supporting additional City, State, and Federal initiatives to reduce greenhouse gas emissions, create jobs, and foster innovation in industry.  The current opportunity at the Brooklyn Navy Yard is an unprecedented opportunity to kickstart the construction and employment of short sea, canal, coastal, and cross-harbor near-zero emissions vessels, that will be employed in New York Harbor, the

    Page 3, The Center for Post Carbon Logistics response to Brooklyn Navy Yard Development Corporation RFEI

    Hudson River, New York State Canal System, and beyond. The site’s history and current situation both lend themselves to this use, and a coalition of the necessary organizations to make this work is already forming around New York Harbor.  We look forward to working alongside you in making this sustainable maritime future a reality.

    Sincerely,

    Andrew Willner

    Executive Director

    [DRAFT LETTER OF SUPPORT]

    Andrew Tran

    Director of Development

    The Brooklyn Navy Yard Development Corporation

    141 Flushing Ave, Building 77, Unit 801

    Brooklyn, NY 11205

    Director Tran and All Concerned,

    We write today in support of the proposed plan by the Center for Post Carbon Logistics to revive domestic shipbuilding at Brooklyn Navy Yard’s Building 293. The National, State, Regional, and Local importance of this proposal cannot be understated. Modal shift of freight to maritime highways is the best and most immediate means of reducing air pollution, greenhouse gas emissions, traffic congestion and casualties, and fossil fuel dependence in the Northeast US and beyond.

    Due to the Jones Act of 1920, vessels carrying cargo between two US Ports must be US built, owned, flagged, and crewed, and there are few facilities remaining which can build advanced, 21st century cargo vessels for cross-harbor, short sea, and long distance coastal trade. The number of well paid permanent green jobs generated directly and indirectly by returning this portion of the Brooklyn Navy Yard to shipbuilding will likely number in the hundreds, while creating the hardware needed to realize the vision of New York City as a world hub of green maritime transportation and an example for the world’s energy transition.

    [Paragraph describing organization and further reasons for support]

    Sincerely

                    [SIGNATURE BLOCK]



  • Wind and Water Could Usher in a New ‘Intermodal’ for Post-Carbon Freight

    Originally published in Supply Chain Brain Helen Atkinson, Managing Editor

    Wind and Water Could Usher in a New ‘Intermodal’ for Post-Carbon Freight

    Schooner Apollonia in New York Harbor, Photo: Schooner Apollonia

    A greater adoption of waterborne freight, powered by low-carbon energy alternatives, could take the industry into a future where freight is no longer a sustainability pariah

    A reversion to wind power for oceangoing vessels, at least as an assist, has been championed for decades, and could certainly help. But there are other plans afoot, and favoring waterborne over road is the way forward for the freight industry in general, according to Andrew Willner, executive director at The Center for Post Carbon Logistics.  

    Ships Could Take Freight Off the Roads

    The new, sustainable version of “intermodal” could mean combining road and rail with coastal and inland water whenever possible. Willner even envisions the emergence of a new class of freight service provider, a low-carbon third-party logistics provider, or LC3PL.

    The stated mission of The Center for Post Carbon Logistics is to research and assist in the implementation of appropriate post-carbon maritime technology needed to keep commerce and transportation viable in a “carbon-constrained” world. 

    It has its work cut out for it. American commerce remains addicted to trucking — the number of trucks on the road has relentlessly increased, from just over 4.5 million in 1970 to nearly 13.5 million in 2020, according to the Bureau of Transportation Statistics

    Worse, BTS says long-haul freight truck traffic on the National Highway System is projected to increase from 311 million miles per day in 2015 to 488 million miles per day by 2045. Ozone and fine particulate matter from vehicle emissions in 2016 led to an estimated 7,100 premature deaths in the Northeast and Mid-Atlantic regions of the U.S., according to the Harvard T.H. Chan School of Public Health

    The cost isn’t just bad air quality and heat domes. An average of 5,000 people a year are killed in crashes involving large trucks, a death toll that has soared by almost 50% since 2011, according to the non-profit news service ProPublica. Tens of thousands more have been injured.

    Real Possibilities, Many Obstacles

    Taking freight off the roads is not only desirable for multiple reasons; it is also attractively feasible. 

    A great example: The Hudson River, which is navigable by cargo ships with a draft of up to 29 feet from New York City, up the densely populated Hudson Valley, to the state capital of Albany and beyond. At present, one sees only the occasional heating oil or project cargo barge, pushed by tugboats, lumbering up and down the river. But 100 years ago, this mighty waterway, which connects via a huge system of canals to the Great Lakes and the St. Lawrence River, was one of the main cargo arteries of North America. 

    Then, of course, river traffic was powered by coal, contributing to life-threatening pollution, not just CO2 emissions. Today, it’s possible to haul up to 24 twenty-foot equivalent units (TEUs) of cargo via ready-to-build “electric clippers,” which combine wind, solar and battery power, reaching speeds up to 10 knots. 

    Add in human-electric powered cargo tricycles, or “trikes” for last-mile delivery, and there’s an opportunity to reach tens of millions of consumers within a day without a single diesel-powered truck in sight.

    So far, there is only one maverick vessel attempting to achieve this vision: the 64-foot-long Schooner Apollonia, which since 2020 has been transporting cargo on the Hudson River and in greater New York Harbor by wind, current, and tide alone. 

    Willner says a large obstacle in the way of a post-carbon freight future that favors water wherever possible is a reluctance to embrace both new and old technologies – not just sail, but solar, battery, methane and biofuel. With a shift in thinking, Willner sees an opportunity to move massive amounts of medium-range freight deliveries, in particular, off roads and onto waterways. 

    But a lack of vision is only part of the problem; there are also the tough realities of economics. U.S. roads are built and maintained with $204 billion in government funds per year (more than is spent on police), but rail freight infrastructure and waterways receive nothing. “If this had the same subsidies we have to ship by road, we could do this next week,” Willner says.

    Chart: Union Pacific

    Land Ahoy!

    The trick to making waterborne freight vessels viable is to connect them with low-carbon land-based transport at both ends. Recent changes in consumer habits open new opportunities. The growth of e-commerce, which generally trends toward smaller deliveries, means alternatives to full-size trucks — small enough to be run on something other than an internal combustion engine — are very attractive. 

    UPS is successfully combining human and electric power by deploying tricycles (UPS Cargo Cruisers and Cyclo Cargos, which are both conventional and electrically assisted) in Hamburg, Dublin and Munich, and is testing this concept in other European cities. A UPS spokesperson says these tricycles are ideal for navigating dense, highly trafficked areas, delivering from container depots in the middle of the delivery area in each city. As such, they replace delivery trucks to reduce congestion and carbon emissions, and can even operate in pedestrian zones. 

    Another example is Austrian logistics firm Gebrüder Weiss, which announced in August that it’s using electric tricycles for deliveries to private homes and companies located on the Croatian islands of Rab and Lošinj. 

    But progress in adopting low-carbon, short-haul freight vehicles in the U.S., compared to Europe and Asia, is slow. The U.S. Department of Transportation announced in May that it’s testing a four-wheeled, battery-powered pedal assist cargo bike it intends to deploy later this summer on bike lanes and other roadway projects in New York City. But these and other projects remain small-scale and tentative. They also tend to focus, understandably, on densely populated areas where the last-mile could be a few hundred yards. That explains, at least partly, why Europe is ahead — population density in the EU is 300 persons per square mile, versus 81 persons in the U.S. All the same, pilot programs are delivering hopeful results.

    “When it comes to the U.S., we’re looking to our extensive urban solutions network outside the U.S. as potential blueprints for reimagining our industry here,” the UPS spokesperson says. “There is no one-size-fits-all solution when it comes to sustainable last-mile deliveries in busy city centers. Every city has different challenges and requirements, and we are taking the learnings from our previous projects as we continue to explore various innovative urban logistics solutions to best serve our customers while working alongside cities, state and federal government partners.”

    Future-Proof Liberty Ships

    Willner looks forward to a proliferation of the Electric Clippers, and cites various compelling advantages of the ships, aside from their low-carbon profile. First, they’re American built. That means they can ply not only international routes, but also qualify under the U.S. Jones Act, which requires goods shipped between U.S. ports to be transported on ships that are built, owned, and operated by U.S. citizens or permanent residents. They can, therefore, deliver freight between U.S. coastal destinations (and inland ones too). Willner calls them “future-proof Liberty ships.”

    Further, one of the caveats of electric-powered vehicles, even if the electricity is generated by “clean” sources, is that lithium-ion batteries are problematic in multiple ways, including difficulties with safe disposal, and raw materials coming from questionable sources. But the old, lead-acid batteries are four or five times heavier, and on other forms of transport tip the scales against efficiency and therefore sustainability. However, they’re more than welcome on a ship, Willner points out. “We want the ballast!”

    Meanwhile, Back at Sea

    Large, oceangoing freight vessels with sails seem to be actually becoming a commercial reality. According to The Conversation, Japanese bulk carrier MOL is operating a wind-assisted ship. American food giant Cargill is working with Olympic sailor Ben Ainslie to deploy WindWings on its routes. Swedish container line Wallenius is aiming for Oceanbird to cut emissions by up to 90%. The French start-up Zephyr & Borée has built the Canopée, which will transport parts of European Space Agency’s Ariane 6 rocket this year. 

    In January 2021, the London-based International Windship Association and its 150-plus members declared a Decade of Wind Propulsion.” Association secretary Gavin Allwright says the initiative, after a delay caused by the COVID-19 pandemic, is now getting wind in its sails. There are currently 23 large ships — including two very large crude carriers (VLCCs) – fitted with some form of wind propulsion. More importantly, Allwright says, it took 12 years to get to 23; the number will double in the next 12 months.

    And sometimes, the old ways offer a fresh alternative. The BBC reports that Dutch company Ecoclipper in June ran a voyage on a 1912 traditional two-mast Dutch sail barge, carrying mixed loads that included cheese, wine and olive oil, from Amsterdam to Porto in Portugal and back again, with stops in Spain, France and England. Chief executive Jorne Langelaan told the BBC he hopes to build a fleet of up to 25 wind-powered cargo ships in the future, utilizing the latest design technology, and capable of carrying 700 metric tons of cargo, at a cost in the region of €9 million ($9.85 million) each. A greater use of wind-powered freight is the only way long-distance transport and travel will remain feasible in the future, Langelaan said. “The big goal of Ecoclipper is to connect the continents [with] emission-free cargo shipping.”

  • Andrus Sustainable Logistics Fellowship Update

    Please support the Sustainable Logistics Fellow and the important work of the Center for Post Carbon Logistics with a contribution.

    Highlights from the Andrus Fellowship to date: June – November 2023

    Captain Sam Merrett and “Supercargo” Brad Vogel aboard the Schooner Apollonia

    Inaugural Andrus Fellow Brad Vogel has spent six busy months working to both:

    1. tangibly grow the regional sustainable logistics network and
    2. strategize/collaborate for future growth of that network in the greater Hudson Valley and greater New York Harbor regions.

    While the Fellowship’s focus continues to center on the waterborne sustainable sail freight route run by the Schooner Apollonia, it also encompassed significant shore-side and ship-to-shore elements designed to increase multi-modal linkages for moving goods while optimizing to reduce or eliminate carbon-based emissions.

    Tangibly Growing the Regional Sustainable Logistics Network – On-Water

    Route Map

    Additional routes where sustainable low/no carbon transport of goods to and/or from a new port of call via sail freight shipping (wind, tide and current powered) was made possible through the planning, coordination, and logistical efforts of the Andrus Fellow:

    1. Direct Sail Freight Service to/from New Ports (connecting existing Schooner Apollonia network): West Haverstraw, NY, Dobbs Ferry, NY, Brooklyn Navy Yard, Brooklyn Greenpoint, Brooklyn Gowanus, Brooklyn Hoboken, NJ.
    2. On-Ship Sail Freight Service to New Ports (on-shipping from an existing Apollonia docking site): Rockaways, Queens (via the schooner Deliverance from Red Hook, Brooklyn)
    3. On-Ship Sail Freight Service from New Ports (on-shipping from to existing Apollonia ports): St. Malo, Brittany, France (via the schooner Grain de Sail I to all Apollonia ports)

    These expansions of sail freight service opened new port nodes and made it possible for businesses, organizations, and individuals in those ports to participate in the existing Schooner Apollonia sail freight network, which has now expanded to include approximately 30 proven ports of call, as well as an international sail freight linkage via the French company Grain de Sail.

    Tangibly Growing the Regional Sustainable Logistics Network – Shoreside

    A key part of the Fellow’s mission is to expand shoreside linkages to and from the water’s edge that are more sustainable than baseline fossil fuel-powered vehicles. Replacing links in the network in New York that ties into the existing Schooner Apollonia riverine network helps to “green the branches out from the trunk” that has been established.

    1. Germantown to Hudson electric truck Shore Angel
    2. Ossining dock to brewery EV convoy of Shore Angels
    3. Clinton Corners to Poughkeepsie EV Shore Angels
    4. Kingston to Poughkeepsie Shore Angel Poughkeepsie dock to breweries EV Shore Angels
    5. Newburgh dock to brewery cargo bike route
    6. West Haverstraw dock to brewery cargo bike route
    7. Marine Park Brooklyn to Brooklyn Bridge Park EV Shore Angel
    8. Coxsackie to Hudson EV Shore Angel
    9. Gowanus to Brooklyn Bridge Park cargo bike
    10. Vulture Carter Long Island City to Greenpoint cargo bike
    11. Vulture Carter Greenpoint dock to brewery and restaurant cargo bike route
    12. Gowanus to Red Hook cargo bike Vulture Carter
    13. Red Hook to Gowanus cargo bike
    14. Vulture Carter Brooklyn Navy Yard to Greenpoint cargo bike
    15. cargo bike route Brooklyn Bridge Park to Red Hook

    Proving these potential replacement means/conveyances even in a pilot mode helps to build the muscle memory, institutional memory, and community necessary to further develop and make the more sustainable methods permanent. Cargo bikes and trailers, a collective of cargo bike enthusiasts, a biodiesel truck, and a variety of electric vehicle drivers all contributed to building out these links, many of them falling under the Shore Angel volunteer program developed by the Fellow in coordination with the Schooner Apollonia team.

    Diversifying, Expanding Cargoes Carried by Regional Sail Freight & Shoreside Network

    Growing and proving new potential cargoes as suitable for transport within the existing/growing sustainable shipping network in the region is another ongoing goal of the Fellow. The following cargo types moved through the regional sustainable shipping system centered on Schooner Apollonia for the first time in 2023 due to the Fellow’s efforts:

    Cross Branding

    1. Lumber
    2. Sunflower oil
    3. Kegs of beer
    4. Cheese
    5. Cutting boards
    6. Compost soil
    7. Air compressors
    8. Rowboats
    9. Bat boxes
    10. Nuts
    11. Black currant juice
    12. Field salt
    13. Sail cloth
    14. Meat sticks
    15. Kelp paper
    16. Granola
    17. Upcycled soap
    18. Soda
    19. Bread bricks
    20. Norwegian crackers
    21. Dried black currants
    22. Compost inputs
    23. Double sail freight coffee
    24. Marinara sauce

    Wind Shipped

    Demonstrating the ability of the system to move goods (whether as a new typology/form or as a new market segment) successfully helps to facilitate further future growth of cargoes in those categories. Broadening the conception of what goods “work” provides a beach head for new prospective shipping partners who may not have seen themselves as eligible or relevant previously.

    Planning for Regional Linkages to International Sustainable Shipping Ventures

    Connecting the existing regional sustainable shipping network into the growing global network of international sustainable shipping is a continuing priority for the Fellow. The following efforts went into building greater linkages and helping to anticipate expected increases in interconnection at the Port of NY and NJ.

    1. Grain de Sail – Multiple meetings, correspondence, and collaborations with Matthieu and Pierre from French sail freight company Grain de Sail regarding growing cargo on-shipping, developing backhaul cargo for Grain de Sail II.
    2. Timbercoast – In-depth correspondence with Cornelius and Torsten from Timbercoast out of Germany regarding first-ever sail freight docking logistics at New York in early 2024 for the ship Avontuur.
    3. VELA – Meeting and correspondence with Michael from the VELA team regarding NY Harbor/NJ coordination and mutual growth of cargoes with the French sail freight venture.
    4. TOWT – Communications with Guillaume from TOWT regarding schedule of upcoming port calls to NYC.
    5. Sail Cargo – Discussions with Alejandra at Sail Cargo regarding docking, cargo, and logistics engagement opportunities with New Jersey ports, backhaul cargo to South America.
    6. International Wind Ship Alliance – Discussions with Gavin from the International Windship Alliance regarding overall uptake on wind shipping, policy, and attendance at meeting of IWSA North America chapter.
    7. Wind Support NYC – Meetings with Laurent and Laurent regarding international sail freight engagement with New York Harbor, as well as the need for a green shipping incubator pier in NYC.
    8. Christiaan de Beukeler – Met with author of Trade Winds book, conversations regarding international sail freight.

    Consultation/Planning on Decarbonizing Goods Transport Systems

    The Fellowship provided a public-facing position that community members sought out for more thought and leadership on decarbonizing systems and the movement of goods across a wide range of spaces. The following list is illustrative and not comprehensive; there have been many, many instances where the role has helped to focus, catalyze, or advance ideas for decarbonizing transport of goods at multiple levels.

    1. REV X – Ongoing discussions seeking opportunities to utilize cargo bike/pedicab transport services in New York City.
    2. Merchants of Ellenville, NY – Discussions with Ulster County Economic Development and sustainability officials, as well as APA NY Metro Chapter leadership, regarding piggybacking freight usage of UCAT bus system to connect Kingston, Ellenville, and hamlets in between and obviating the need for multiple duplicative fossil fuel-powered vehicular trips.
    3. City of Kingston – Discussions with Julie Noble, sustainability lead, regarding the possibility of a ferry connecting Rhinecliff Amtrack station with Kingston (potentially chartering solar vessel Solaris) and the need for a connector trolley up from Rondout into rest of Kingston.
    4. Discussions with NY Harbor tug boat company contact about carbon limits and means of decarbonizing maritime systems.
    5. Creations Therrien – Discussions about finding alternate low carbon transport methods for live edge slabs for a furniture making company.
    6. Zuzu’s Petals – Discussions regarding decarbonizing compost disposal processes for a floral business.
    7. Principles GI Coffee House – Discussions and planning regarding decarbonizing delivery of baked goods on a daily basis via alternate means such as cargo bikes instead of fossil fuel-powered vans.

    Brad on human electric bike

    Development of Further Decarbonizing Systems

    1. Application for Grant – Park Slope Civic Council – Effort to grow and fund the Vulture Carting cooperative of cargo bike enthusiasts that have grown up at Principles GI Coffee House.
    2. Discussions with Pacific Northwest Individual regarding possible start of sail freight efforts in greater Puget Sound area.
    3. NYC Financial District – East Side Resiliency Plan – Attend meetings and provide input suggesting the creation/incorporation of a green shipping incubator pier in Lower Manhattan.
    4. Blue Highways RFEI – Speaking with multiple parties about the need to increase participation and engagement on the effort to transfer more freight to waterborne means in New York City with sustainable last mile.

    Blue Highways Dock Prototype

    Please support the Sustainable Logistics Fellow and the important work of the Center for Post Carbon Logistics with a contribution.

  • Building Lifeboats – Building Community

    NAVIGATING UNCHARTED TERRITORY

    “‎Life is a shipwreck, but we must not forget to sing in the lifeboats.” ― Voltaire

    The sinking of the Titanic is horribly memorable for many reasons, but one stands out above all: that so many lives were needlessly lost due to “if only” or “what if.” The “unsinkable” vessel lacked sufficient lifeboats to easily hold all passengers and crew, and when launched, those boats were only partly filled.

    Looking deeper: many more Titanic passengers could have been saved if only the crew had been better trained, if only the lifeboats had been deployed in a timely way, if there had been a lifeboat drill, If third class “steerage” passengers had been assigned emergency stations, and if only the ship’s captain had taken iceberg warnings seriously instead of being in deadly denial. Today, no passenger vessel can leave port without an adequate number of well provisioned lifeboats, proper training and preparedness. So the impacts of disasters at sea, which do inevitably occur, are minimized. 

    Leaping forward from an historic calamity to a looming catastrophe: the world is sailing toward a Titanic moment — a collision of unprecedented proportions between blasé “business as usual” planning and a rapidly escalating and increasingly violent climate crisis. New York’s Hudson Valley is the world in microcosm.

    Looking forward rationally and unflinchingly at all major indicators, extreme weather events far worse than Hurricanes Irene and Sandy could lie just over the horizon, meaning that our communities could soon face cataclysmic food and energy shortages, transportation disruptions, infrastructure failures, inundation of vital facilities and valuable properties by sea level rise, a massive financial meltdown and all manner of attendant debilitating social disarray. But no one is seriously preparing.

    Flooding
    forest fire

     We lack both the leadership and the necessary wherewithal at the state, regional, and community levels. But we know that intensifying climate shocks are no longer far off, low probability events. We’ve been warned not only by the climate models — maps of our potential future — but also by daily current events: unprecedented heatwaves storms and droughts are here now. For proof, we need look no further than the cataclysmic fires in Australia and the Amazon, or Paradise, California.

    The stages of climate grief:  

    With every passing day it grows more dangerous for us to depend on good luck or forced optimism and false hope as our best protections. Sooner or later the United States, the Northeast and the Hudson Valley will be slammed by climate disaster. Will we be ready?

    The short answer: we won’t, unless we rapidly move through the stages of climate grief, from paralysis to action. The climate change facts at hand tell us we should already be well past the first stage, denial. But that isn’t the case, with the national government — our ship of state — making its rudderless way through a wildly roiling sea of political division, while individuals are consumed by incapacitating grief. Clearly, the only way forward right now is through decisive local action.

    To help determine the healthy way ahead, let’s look at the stages of our global trauma:

    Obviously, we need to move to the fourth stage as quickly as possible — without panic, acting rationally as we prepare ourselves for unpredictable, but increasingly likely climate shocks, the “what ifs” of our current historic moment.

    Survivalists, preppers and lifeboat builders:

    Some may compare lifeboat builders with survivalists (1) and preppers (2) — those constructing fortified bunkers in remote areas to protect themselves from the “others” in event of “Apocalypse.” 

    But there is a significant difference: lifeboat builders aren’t only thinking of themselves; they’re leading the way, constructing small, local, resilient community systems where we will all be able to rely on each other for survival and safety. This sort of local resilience allows us to live not separately, but together in hope and possibility, rather than in fear — to thrive rather than merely survive.

    Like a ship captain and crew, however, today’s lifeboat builders must prepare well in advance of chaos. They must anticipate disaster as it might unfold, making sure they’ve provided enough boats, stocked them with adequate provisions and trained crew who know how to respond in a crisis. As we sail into the uncertain waters of climate chaos, we must ready our households, neighborhoods and communities. 

    And just as we would never accuse a ship captain who conducts regular lifeboat drills of “doom and gloom thinking,” we must face reality: the real danger of impending climate chaos comes from us ignoring the signs and doing nothing. Inaction puts us all at significant risk. Action offers us hope.

    A New Narrative:

    As a species, we are storytellers. And the stories we tell collectively, whether they be found in Gilgamesh, the Bible, or traditional American History all serve as action plans for the time. They tell us what worked well in the past so we might move into a productive future. But sometimes those tales become outdated and the signposts pointing to safety in the past instead lead us down paths into danger.

    The tale we’ve told ourselves over the last 300 years, since the Age of Reason and on into the Modern Age of Expansion, is that we live in a time of limitless progress, of ever-expanding opportunity and possibility, in which there is a high technological fix for every problem.

    In this story, we tell ourselves that unlimited growth and soaring GDP is a real measure of economic health and community wellbeing; that a rising stock market protects us, no matter how rundown our neighborhoods;  that deregulation stimulates investment, even as climate destabilizing emissions rise; and that national security need only focus on existential threats beyond our borders, and not on quality of life and preservation of civil liberties.

    Today, climate change — along with the socio-environmental and economic upheaval it brings — is turning the idea of endless progress on its head

    Unnatural disasters — pandemics, human-amplified heatwaves, intensified storms and droughts, and rising sea levels falling like bombs randomly across the landscape — are as destructive and demoralizing as war. Extreme weather events now batter whole countries, states, cities, suburbs and rural areas; disrupting commerce, undermining the bottom line, putting human lives at stake, destroying homes and hopes.

    That’s why it is long past time for us to tell a new story: one that recognizes the turbulent sea of change we sail in; a story that recognizes the dangers around us, but doesn’t demand a fear or grief response. This new story inspires us to prepare together as communities with open eyes, minds and hearts — ready to face the risks of impending calamity while embracing the promise of resilience and hope of regeneration.

    We need to change the narrative now, embrace a new story truer to circumstance — a storyline in which we heroically face adversity together, creating abundance out of crisis together, moving with agility through chaos toward new community values that will sustain us in the unsettled years ahead.

    The roots of that story are certain: we will thrive only by being earth and community stewards, rather than exploiters; only by demanding that our leaders address not only the economic balance sheet, but also our ecological and equity balance sheets. Only then will we be able to go ahead with hope and find a safe harbor in the climate crisis. Only then can we leave a better world for our children.

    Planning resilient, future-proof “too small to fail” Hudson Valley communities:

    Future proofing communities can be difficult….  Thinking ahead to the challenges of tomorrow is not something that every community proactively considers. By doing so however, and by actively working with an eye to the future, communities can both improve themselves now and put them in a better position for the years to come.

    While it is true that there is little that small communities can do to independently reverse climate change, there are many things these same communities can do to mitigate the climate crisis in their area as it unfolds, and to future-proof themselves against climate chaos.

    Importantly, because communities are smaller than states or nations, they have the capacity for rapid change and quick course corrections. They are better able to bring citizenry together, to reach consensus and to act decisively.

    As such, individual Hudson River communities can serve as laboratories, where citizens work together to build lifeboats, to stock and staff them against the dangers ahead. Moreover, many local communities acting in this way throughout the region could ultimately “float all boats” in a climate emergency — increasing our chances of mutual survival across the region.

    Where to begin? Every community needs to start by objectively assessing threats. Then we need to unflinchingly evaluate the greatest points of weakness — whether these take the form of infrastructure; social, public health, economic and political structures. Finally, communities need to fortify those weaknesses against the storms to come — work that will enrich our towns and neighborhoods in the present, while reducing risk and enhancing resilience for the future.

    food Security

    A few practical lifeboat building ideas: community flood-proofing in preparation for climate chaos, implementation of drought-resistant landscaping, institutionalization of green building practices, zoning against development in climate disaster-prone floodplains, the installation of redundant storm-proof energy systems, the establishment of community-wide food security, and the creation of damage control centers equipped to deal with sudden disasters — all of this and much more can protect our communities now, while future-proofing them against the harms common on a much warmer, more turbulent planet and in a post-carbon future.

    Resilient communities are at the core of a “Too Small to Fail” future. If we don’t plan for more robust proactive communities, and implement solutions for looming problems, a catastrophic crash seems inevitable. However, in our new storyline, crisis can equal opportunity — as our nation learned during the Great Depression and World War II.

    But if sensible democratically arrived at plans to manage disaster aren’t formulated and pressed forward now, the opportunity afforded by crisis could be hijacked by a better organized, well-financed minority with an authoritarian agenda that benefits the few at the cost of the many. One need look no further than autocratic governments in today’s Brazil, Turkey, Venezuela, and China to see what is at risk.

    Here is glimpse of what our Hudson Valley Lifeboat Culture might look like:

    • Governance: We will prosper via an eclectic egalitarian innovative amalgam of businesses, public interest non-profits, county and municipal governments working together towards a common goal;
    • Energy production: We will promote rooftop and regional solar farms, wind farms, small hydro, tidal energy, community choice aggregation, and conservation to achieve energy independence from the global fossil fuel grid;
    • Food production and food security: We will encourage and protect rural and urban farmers (and the land), develop a new “Grange,” promote “victory” gardens and rooftop/backyard apiaries; convert city and suburban lots into linked “front yard” farms; provide opportunities for artisanal commercial fisheries, fish farmers, and fish mongers; grow our local farmers markets, and build and stock community/emergency food and water storage facilities.
    • Transportation: We will work toward a local water-based and human electric/transportation system to bring goods to market and continue to move people from place to place.  That system will also be hardened and fortified against the impacts of rising sea levels and extreme weather events;
    • Communication: We will develop communication networks and devices that are independent of large corporate telecommunication networks.  An emergency ham radio system for communication in a disaster, community and neighborhood internet, community equitable internet initiatives, and mesh services, and expanded neighbor to neighbor communication.
    • Emergency preparedness:  In the event of an emergency citizens and organization have to be trained and in a position to augment the emergency services, or when those are overwhelmed take a leadership role in both preparing for disaster and implementing responses.
    • Environment: We will clean up our waterways to make them more productive; restore and create wetlands that guard against flooding and storm surges, while serving as nurseries for fish and wildlife; nurture wildlands and “forest gardens” where fruits, nuts, mushrooms and herbs can be sustainably harvested; manage sustainable forests that are logged selectively with an eye on future production; convert urban brownfields to greenfields that balance natural systems with commercial needs.
    • Economics: We will avoid sole reliance on a nationally volatile currency by creating a (or expanding the use of existing) local currency used to pay for local commodities; buying and hiring (and training) locally; creating public works projects for sustainable development, move away from an international and national economy toward a regional economy that fosters local businesses and micro-industries — ranging from brewers and butchers to cheese makers and toolmakers; from ship builders and seafarers, coopers, blacksmiths, and bicycle builders; local wind turbine, solar collector, and tidal generator manufacturers and installers; shoemakers, Repair Cafes, and fix it shops; composters and fryer fat oil recyclers.  Land for farming and sustainable forestry will be protected through conservation easements and equitable urban development will be conserved through community land trusts.
    • Society and education: We will develop regional and seasonal “Common Ground” fairs and celebrations and Chautauqua’s with music, dancing, demonstrations and exhibits of local makers’ products, local food, beer, wine and spirits, and fellowship. Encourage an education system that doesn’t result in graduates leaving for other regions, but in their staying within their communities to pursue sustainable livelihoods. We will ensure affordable housing, improve work opportunities for disadvantaged groups, and allow seniors and children to play useful and valuable civic roles.

    These goals can seem utopian, especially if we look at them through the lens of the old story of “progress.” There are, of course, also hard realities to contend with as we develop a Lifeboat Culture.  The Hudson Valley and the New York City Bioregion — is connected to the rest of the world by literally thousands of lifelines, all of which are now at risk. These include an aging and increasingly failure-prone power grid; an aging and leaky water system; and a vast network of roads, rails, shipping and air routes that rely exclusively on fossil fuels whose supply is prone to sudden cost spikes and shortages.

    Like a patient on intravenous life support, any major interruption in the flow of these resources to the  region can hamstring or harm its economy and people. With global oil, gas and coal production predicted to irreversibly decline in the next 10 to 20 years, a related economic collapse becomes not a question of if, but when — unless we act now to soften and deflect the blow, creating redundant energy, food, product and transport systems that kick-in as international resources become unreliable.

    In the face of this reality, how do we transition from the storyline of unlimited growth and intense capitalist competition to a storyline that calls for community union, local shared economic prosperity, and the building of a Lifeboat Culture? The journey begins as:

    • The region and its communities commit to being a leader in sustainability and resilience.
    • Local people hold their elected officials responsible for inaction and reward effective action.
    • We recognize that real economic pain is associated with the changes needed to mitigate and avoid the effects of sea level rise and climate change, and find ways to reduce that pain.
    Main Street

    Main Street versus Wall Street:

    Any plan for a resilient bioregional economy must insure that every citizen has fundamental needs met for nutritious food, shelter, healthcare, education and ecosystem services. This must be a non-negotiable condition if we are to meet the climate change challenges ahead and satisfy the promise of our great egalitarian democracy.

    As radical as the ideas presented in this proposal may seem when seen from inside our current myopic progress-obsessed worldview, many of these concepts are rooted in our common regional immigrant heritage:  my immigrant grandfather, for example, joined with a friend who owned a pushcart to start a lumber company. They scavenged construction sites daily for discarded lumber and wood scraps, selling the material for what it was – a recycled product. They built their company into a large wholesale/retail lumberyard, and eventually became a regional self-serve hardware and lumber company.

    What my grandfather and uncles, who eventually took over the business, never forgot was that they had an obligation to their employees — many of whom worked at the company for their entire careers. The firm sold a good product, treated their customers with respect, supported their community, and made a living for their families. But after my uncles retired, their partner sold the company to a Fortune 500 company and within a few years it no longer existed.

    I tell this story for a reason: that lumber company was a Main Street business — locally rooted and privately held. It was innovative, successful, and sold materials to people who became repeat customers because of the quality and service they received. As soon as the company became the property of Wall Street, those values were lost; replaced solely by a drive for limitless profit. Until that point, their business had been “too small to fail.”

    Evidence increasingly shows that every dollar spent at a “too small to fail” locally owned business generates two to four times more economic benefit – measured in income, wealth, jobs, and tax revenue – than a dollar spent at a globally owned business. This is because locally owned businesses spend much more of their money locally and thereby are a regional economic multiplier.

    Under our present economic system, large transnational companies reap big profits. But no local businesses receive any of our pension savings, investments in mutual funds, venture capital firms, or hedge funds. The result is that many of us over-invest in Fortune 500 companies we distrust, and under-invest in the local businesses we know are essential for a strong local economy.

    That’s why we need new mechanisms to enable investment in local, place-based, “too small to fail” Main Street businesses. At the heart of such mechanisms is our investment in a Lifeboat Culture. By thinking small, not big; local, not global, we strengthen community resilience against climate change.

    Main Street investing is how the local economy once functioned, and it was the basis of much 20th century urban prosperity. It was then in the interest of well-off farmers, merchants, and small town banks to loan money to, and invest in, businesses that hired local people, in order to make something that held value and created real wealth.

    When we support “buy local / hire local” campaigns, promote “locavesting,” urge a resurgence of local currencies; and institute new public and community banks, community development financial institutions, credit unions and other local lending institutions, we reinvigorate our region’s Main Street economy. And by so doing, we strengthen our regional Lifeboat Culture — put simply, in such a world, the Hudson Valley thrives!

    Revival of the Commons: Share management of shared resources

    A key strategy of our Lifeboat Culture, if it is to succeed, will be for communities to take back the commons — finding ways to manage our waterways, fisheries, pastures, forests and other local landscapes in a sustainable manner that can be productive for hundreds of years.

    This means reinstituting many of the rules that people created and used in generations past to protect shared resourced for future generations so that they could be harvested and shared without degrading ecosystems. While local supervision flies in the face of 21st century trends of federal and state management, corporate exploitation, or privatization — it helps to build community resilience.

    Like a bank account, a farmer or fishermen never removes more from a commons ecosystem than nature can replace in a reasonable amount of time. And it is the community that ultimately benefits.

    The co-operatives model:

    Co-operatives in various forms (production, retail, housing, and credit) are another organizational model in which ethics are embodied and embedded, and which are vital to a functioning local Lifeboat Culture.

    Co-operative principles confer greater resilience – which matches the priority for safety and security in difficult times. Although there are no panaceas and co-ops can fail too, it is also true that co-ops have a track record of longevity and survival that is superior in many cases to private companies that is vital in times of economic contraction and environmental turmoil.

    Living fully in a world of “what if”

    At the start of this proposal we profiled the human tragedy resulting from the wreck of the Titanic — an unnecessary loss of life that occurred not only because of a natural disaster, but that resulted from human carelessness, unpreparedness, elitist hubris and stupidity.

    As the Hudson Valley sails into an uncertain, but surely dangerous, climate crisis, we can learn from the horrors experienced by the Titanic on the high seas. We can move steadily away from dependence on increasingly undependable fossil fuels, giant transnational companies and international finances. We can build energy, food and economic redundancies into local communities to buffer them against international and national shortages and systems collapses. We can invest in our neighborhoods and our neighbors, working together to create “too small to fail” Main Street businesses, non-profits and local governments that strive in union to serve their communities and the people.

    None of this will insure us totally against the dangers ahead, but preparedness as engendered in a Lifeboat Culture, will give our communities resilience and staying power. By acting now with foresight and hard work, we can care for each other, reinvesting in people and the land, creating a future for the Hudson Valley that emphasizes Earth Care, People Care and Fair Share.

    We can create organizational and institutional structures that are sustainable, endowed with ethical values that serve all citizens not only a privileged elite. In our Hudson Valley Lifeboat Culture, the emphasis will not be on blind, reckless progress at all cost, but on the creation of an equitable society that avoids resource depletion while fostering slow growth, and most importantly, hope for everyone, including the most vulnerable people and species. 

    Ultimately, the journey begins simply, with the joining of hands; the breaking of bread; and in taking a first step together, in your community or in mine. I hope you’ll join me for the journey.


    (1) a person who makes preparations to survive a widespread catastrophe, as an atomic war or anarchy, especially by storing food and weapons in a safe place.

    (2) a person who believes a catastrophic disaster or emergency is likely to occur in the future and makes active preparations for it, typically by stockpiling food, ammunition, and other supplies.  “there’s no agreement among preppers about what disaster is most imminent”

    (3) a farmers’ association organized in 1867. The Grange sponsors social activities, community service,

  • As change comes, how will shipping and logistics adapt?

    Despite its present dominance, our current logistics system engaged in moving people and goods from place to place is fragile. It is reliant upon carbon-based fuels driving internal combustion engines. It is interwoven into long-distance, globalized world trade. It is designed for Just-In-Time delivery. And it depends upon its present ability to avoid paying for negative externalities such as carbon emissions and environmental pollution, and to avoid being governed by meaningful labor, environmental, health, and other laws. The World Economic Forum determined in 2018 that if shipping were a country, it would be the world’s sixth-biggest greenhouse gas emitter.

    There are serious doubts as to the capacity of the current system to adapt to structural changes in the status quo. The political context is changing and, in some regions, unstable. Carbon pricing regimes are likely to arrive in the coming years, which will raise prices for carbon-based fuels and for producing goods.

    Warming is undermining agriculture and fishing in many regions, and other economic sectors may be affected. Climate-triggered conflict is already causing mass migration, which is in turn improving the political fortunes of nativist political groups, which is already straining the current world trade model. These trends and unpredictable new shocks are certain to strain the system in the coming years and decades. As an increasing number of sectors act on the need to reduce carbon emissions and an increasing number of policies and strains make carbon prices higher and more volatile, the question is whether local, national, and global economies are prepared.

    Better than asking whether we will be prepared is knowing that changes both predicted and unpredicted are happening and more are on the way—and then asking how we should prepare. How can a new approach to transportation logistics be developed that is resilient to the climate emergency and the resulting changes in the economic landscape, one that stands some chance of preserving some of our current standard of living for future generations, one that is also equitable, inclusive, and just in delivering the benefits of the new system and whatever version of shipping and trade is to come for future decades and generations?

    To answer these questions, we have created the Center for Post Carbon Logistics (CPCL),  Our approach is to identify new—and old—technologies, skills, economic models, and regulatory and logistics practices that will serve the future.

    Our approach will be both global and local. Globally, CPCL will search for examples of effective techniques, both current and historic, that have moved goods and people from place to place. We will consider examples ranging from Renault and Neoline’s partnership  to build a wind-powered ro-ro vessel and cutting edge solar and wind-assist sailing technologies, to existing and in-development trade routes promoted by the International Windship Association and others, to traditional small-scale sail, low-or zero-carbon shipping like Fair Transport, and first and last-mile logistics that have been used for generations and will once again be viable. Hudson Valley contemporary examples are the sail freight vessel Apollonia, and the Hudson River Maritime Museum’s solar electric Coast Guard inspected passenger vessel Solaris.

    Locally, CPCL will model, implement, and evaluate the development of these global practices. One aspect of this will be to build partnerships with local governments, businesses, economic and community development organizations, and nonprofits to develop new, resilient “working waterfronts” that will facilitate regional waterborne shipping, connecting goods to low-carbon first and last-mile delivery modes and creating economic opportunity and jobs. CPCL’s local pilot projects in the Hudson Valley will bring direct local benefits while providing insights to be disseminated widely for locally-tailored replication elsewhere.

    CPCL will also build a central library and database collecting low- and zero-carbon techniques, skills, and tools for shipbuilding, rigging, ship loading, port operations, warehousing, trading houses, and first and last-mile logistics.

    Rigger

    Researchers will collect these practices. Existing skills and tools that are at risk of being lost will be preserved. To build a community of practice, CPCL will provide training and apprenticeship programs with participating partners, developing the necessary local workforce and catalyzing job creation. CPCL will also disseminate the knowledge that it creates and preserves, exhibit at and host regional, national, and international conferences on post carbon logistics and sail freight. It will partner with Hudson Valley institutions to host exhibits for the public.

    The climate crisis is already here, and even though the exact timing is not yet obvious, it is clear that the contemporary logistics system will have to adapt. In the Hudson Valley, local farmers and food processors, distillers, brewers, and cider makers, are already looking for low carbon ways to move their goods beyond the local market; there are practitioners who are ready and willing to pass on their knowledge; local governments are desperate to find new economic development strategies; and consumers are hungry for lower carbon-footprint goods. These are the challenges and opportunities in which the Center for Post Carbon Logistics will engage.

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