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Roundup 10-26-2018

October 25, 2018

We apologize for the erroneous posting earlier.  Rest assured that the person who did it has been sacked.


The Code – Potential Rethink

Channel District – Rethink

Transportation – Some Notes

— Brightline

— Scooters

— Yet Another Example

Channel District – The Wharf

Downtown – Riverwalk Place

North Tampa – Odd

Hyde Park/Downtown/West Tampa – UT

Economy – Jobs

Ports – Manufacturing

Rowdies/Rays – Done

Good Stuff

Reading Material

Meanwhile, In the Rest of Florida

Meanwhile, In the Rest of the Country

Meanwhile, In the Rest of North America

— Maybe Not the Best Idea

Meanwhile, In the Rest of the World


The Code – Potential Rethink

There was an interesting article in the Business Journal about the code.

When Harry Cohen attended a groundbreaking ceremony for an office building in North Hyde Park [ed. West Tampa] that will be constructed entirely of shipping containers, the Tampa city councilman wondered if it were time for Tampa to consider the steel boxes for housing.

But using the containers as housing would be pioneering territory for the city, which is why Cohen arranged for a workshop at Thursday’s regular city council meeting.  City staffers from the parking and planning departments will be in front of council to answer questions about everything from the containers to whether parking minimums are necessary for projects in the central business district to tiny houses, which are typically less than 400 square feet.

Maybe he is just curious or maybe it is the mayoral campaign, but we don’t care why. It is about time to start addressing these things.  Actually, it is way past time.  Why didn’t it happen before?

As a traditionally car-dependent, sprawling metro, affordable housing and rethinking parking minimum requirements aren’t issues Tampa has had to confront – until now.  There’s unprecedented demand for residential and office space in the urban core, and for the first time, the city has to consider planning and zoning ordinances with urban density in mind.

That is simply not true.  Tampa did have to deal with parking, affordable housing, and other planning.  It just made bad choices (and has kept making bad choices).  It could have made different choices, like other cities did.  It just didn’t.

We are not sure about container houses, especially in Florida, but it is definitely the time to discuss those issues, and fix the obvious failings in the Code, like the parking rules.  And the review should not be limited to the present urban core.  With a different attitude, the City could grow that core significantly (and potentially help transportation, see Meanwhile, In the Rest of the Country below).  It also should be open to examining different ideas, like an interesting one featured on URBN Tampa Bay (here), in whole or in part. (and note, we are necessarily supporting the whole idea, but it should be examined)

Frankly, we have no idea why nothing has been done at least in the last decade.

Channel District – Rethink

The City is looking at changes to Channelside Drive.

For an urban neighborhood, the Channel district in downtown Tampa is a puzzling place: It’s a walkable neighborhood surrounded by wide, four-lane roads that encourage speeding and feel treacherous for pedestrians.

The city of Tampa is looking to change that, at least on the eastern boundary of the district. The city is seeking public feedback on proposed design concepts for Channelside Drive — from south of the roundabout at Cumberland Avenue to north of Kennedy Boulevard at a meeting from 6:30 to 8:30 p.m. Nov. 7 in the Port Tampa Bay boardroom.

“The city envisions improvements that make traveling the street safer and more comfortable, especially for people on foot,” Rob Rosner, the city’s community redevelopment agency manager, said in a statement. “Safety, mobility, accessibility and vibrancy are the keys to realizing the district’s potential to transform itself into a signature Tampa urban neighborhood.”

* * *

At the Nov. 7 meeting, the city will present conceptual design ideas created after a May 21 public meeting as well as discussions with private stakeholders and government agencies over the summer.

That is all fine, as long as the City is actually seeking public feedback, not just presenting what it is going to do.

However, to be honest, the first thing we thought when we read this article is that one of the reasons the streets are not pedestrian friendly is that many of the buildings on them are not particularly pedestrian friendly (and, if you remember, even large portions of the Port’s big vision for this stretch of Channelside was not particularly pedestrian friendly, especially towards the north end.)  As noted by URBN Tampa Bay:

Also, the boundary of discussion (North of Cumberland/South of Kennedy) is interesting to us. A large chunk of that frontage was just approved for the Elevé 61 project, a project with car-oriented design at the street level. Making an area pedestrian friendly can be just as much about building design as it is about road design.

As we have pointed out before, it is not all about the width of the road. Changing the road but then allowing dead streetscapes is just foolish. (As we always note, Michigan Avenue in Chicago is six lanes wide. People still walk it.  People also walk Yonge Street in Toronto. Not every road needs to be (or should be) one lane in each direction.  Some roads in urban areas need to be urban arteries (not Dale Mabry, but arteries nonetheless).  The key is urban design.

We are all for making Channelside more pedestrian/bike-friendly.  However, as we have pointed out before, there is a risk that narrowing every road into downtown, especially without robust transit, will make it less attractive to people who do not live there to come an partake in what it has to offer (or get to the cruise ships and large Port project if ever built, and ridesharing or automated vehicles won’t help if the cars won’t fit on the road).  There needs to be a balance.  And there needs to be more care taken in what is actually built along the roads.

Those are all concerns, but we are not going to prejudge the plan. We look forward to seeing what they propose.

Transportation – Some Notes

— Brightline

 As people who follow such things may know, Brightline has had some issues with some in the Treasure Coast opposing the project.  Interestingly,

Brightline officials have renewed their offer to examine Treasure Coast locations as future stations and have asked Stuart, Fort Pierce, Sebastian and Vero Beach to submit proposals, according to a letter sent to the Treasure Coast Regional Planning Council Monday.

Brightline has asked the four cities to respond within 60 days with proposals that show viable station locations and community support, Rusty Roberts, Brightline vice president of government affairs, said in the letter to Michael Busha, planning council executive director.

Admittedly, for our purposes, that is not that interesting, though it would give more connectivity if/when Brightline came to Tampa.  What is more interesting are some of the criteria Brightline listed for a station location.  As listed in an article from, the criteria are broken down into ridership potential, development potential, and location.  Because Brightline has already shown an interest in this area, we assume the ridership potential is there.  Here are the other two categories:

Development potential


In Tampa, three parcels have been discussed: one at the site of the old jail on Scott street and two near the Rays proposed stadium location in Ybor.  While none of the parcels really fit all the criteria, it appears to us that the jail site is less desirable from the developmental standpoint (it is boxed in) but a little better on connection to roads.  As we have noted before the other sites connect better to the streetcar but none connect well to the proposed “BRT” line.

The decision about the state RFP is coming up quickly, so we shall see.

— Scooters

Electric scooters may be coming to Tampa.

City spokeswoman Ashley Bauman confirmed Tampa has issued a request for applications to find up to three electric scooter rental companies to bring the new technology to the city. People will only be able to ride the scooters on sidewalks and other City-owned pathways.

Interested companies can apply for the one-year pilot program through Nov. 9. Tampa hopes to have the scooters available at the start of 2019.

* * *

People can pick up the scooters wherever they find them (sidewalks, parks, docking stations) and ride them as far as they want to go. When the ride is finished, the scooters can be left right there at the end of the trip. No docking or plug-in required — just make sure it’s in a public space that doesn’t block traffic.

While the scooters are hardly a new thing, they would be new here.

“We’re trying to get ahead of the regulation and be proactive,” Bauman said. “We know they’re coming. They’ve dropped in every city.”

Electric scooters have popped up in dozens of cities across the county, such as Cincinnati, Indianapolis, San Francisco and New York. They often cost as little as $1 to start riding and then 15 cents for each minute after. Simply download an app, enter a credit card and scan a barcode to unlock the scooter.

We do not really care one way or another if they come to Tampa (though we do not think they should be able to be left anywhere).

One thing we have gathered from seeing them and from people we know in cities where they have been around for a bit, having them on the sidewalk is a bad idea, especially given the small size of most (and poor state of many) of our sidewalks (not to mention the lack of sidewalks on many roads, say for instance parts of Rome ).

In fact, electric scooters have been banned from sidewalks in Madrid, France, Columbus, Cincinnati (San Francisco banned them completely but is in the process of bringing them back.   It is unclear if they can use sidewalks in California. Denver says they have to be on sidewalks . Seattle still does not allow them.)

Scooters travel in a different way and at a different speed than pedestrians.  There is enough evidence of an issue out there already.

URBN Tampa Bay thinks that the scooters should not be allowed on bike lanes.  Presumably they think the bike lanes (which are mostly just paint on a road disregarded by many drivers) are too dangerous.  That is very likely true.  But it is also true that the scooters are a hazard to pedestrians.  From the Washington Post:

Emergency physicians in a dozen cities around the country have told The Washington Post that they are seeing a spike in scooter accidents. In seven cities, those physicians are regularly seeing “severe” injuries — including head traumas — that were sustained from scooters malfunctioning or flipping over on uneven surfaces, as well as riders being hit by cars or colliding with pedestrians.

It is possible that most of our infrastructure is just not ready to have electric scooters on it. (From our bike and pedestrian accident stats, that would seem to be the case.)

– Yet Another Example

Sadly, last week gave us yet another reason (and, sadly, once again fatal), why running buses on the shoulders is a bad idea.

Renard Antonio McGriff, 46, was driving north in a 2010 Chrysler sedan just before 6 a.m. when he turned around about halfway to Tampa, the Highway Patrol said. After driving two to three miles in the wrong direction, McGriff crashed head-on into a 2016 Ford van driven by Mark Joseph Reale near Fourth Street N, the Highway Patrol said.

* * *

The crash closed northbound lanes of the Howard Frankland for just over three hours and also stalled traffic on the Gandy Bridge. The northbound lanes on the the Howard Frankland reopened around 9:10 a.m., FHP said, but drivers looking to detour to Gandy Bridge to cross the Bay were experiencing drive times over an hour long.

Yes, it is on the bridge not through Tampa, but the point is the same.  Accidents blocking the interstate are far too routine (as are death from these accidents).

We need real alternatives.

Channel District – The Wharf

Sparkman Wharf has announced their opening:

The property formerly known as Channelside Bay Plaza will officially begin its new era as Sparkman Wharf on Nov. 30.

Strategic Property Partners, the developer of Sparkman Wharf and Water Street Tampa, said Tuesday that the first phase of Sparkman Wharf — a dining garden, craft biergarten Fermented Reality and recreational lawn — will open the weekend after Thanksgiving with “live music, fitness events and exciting pop-ups.”

* * *

Sparkman Wharf will be open 11 a.m. to 11 p.m. Wednesday through Sunday. The opening weekend includes an athletic competition, Camp Games, hosted by Camp Tampa, a South Tampa fitness studio that’s part of Ciccio Restaurant Group.

You can see a list of the food offerings at the Business Journal article here.

Downtown – Riverwalk Place

We recently noted that Riverwalk Place had pulled a foundation permit.  There are a few more details:

Southland Contractors has received permits to demolish the CapTrust Building and to construct the foundation of Riverwalk Place, the 53-story mixed-use tower proposed at Ashley Drive and Brorein Street.

A spokesman for the developer declined to comment Thursday about a timeline for beginning construction. The permits were issued Oct. 1 and expire April 6, 2019.

While there is no specific date to start:

“The demand for reservations for condominiums in Riverwalk Place has far exceeded our expectations, and this is before we officially open our sales gallery downtown,” Larry Feldman, CEO of Feldman Equities and a joint venture partner in the tower, said in a statement.

“The project is well capitalized and we are taking a diligent approach to construction planning. These permits are an important step in that process and we are thankful for the great working relationship we have with the city of Tampa development staff.”

Hopefully, that means they will begin in the timeframe of the permit.

North Tampa – Odd

URBN Tampa Bay broke a story about a project dubbed “Euro Tampa.”

BREAKING: A mixed-use project has been proposed for the northwest corner of Busch and Nebraska. The project features a 7-story apartment building and a 5-story Tru by Hilton-branded hotel

In total, there are 127 hotel rooms and 149 residential units. There are 351 parking spaces required, but the developer is looking to provide 255. Also, the project is looking to provide 15% greenspace as opposed to the required 20%.

From Florida Future at SkyscraperCity– click on picture for post

From Florida Future at SkyscraperCity– click on picture for post

Site Plan:

From Florida Future at SkyscraperCity– click on picture for post

This is the area

Some may remember that this lot used to have a Ramada Inn though the lot has been empty for a while. It is also in an odd location.  It is across the street from a designated Opportunity Zone.  There are CSX lines on the south side of Busch and a metro rapid stop at the property on Nebraska.  It is also right next to the interstate.

The shape of the lot is very odd, as well.  Because of the interstate on ramp, the lot does not really touch Busch.  It does touch Nebraska, but the frontage is not that large (though the amenities building appears to touch Nebraska, sort of).

Frankly, to us, the whole project is odd.  It is not that we would not like the area to be redeveloped, but this project seems quite out of the blue and the apartment building is surprisingly large.  We shall see what happens.

Hyde Park/Downtown/West Tampa – UT

Per URBN Tampa Bay:

The University of Tampa is moving forward with a new fine arts building. The tower will be 90 feet tall, making it one of the taller things on campus.

The building will be at the southwest corner of Boulevard and Spaulding Dr. 


From URBN Tampa Bay – click on picture for Facebook page

From URBN Tampa Bay – click on picture for Facebook page


The development on UT has been impressive and the campus is quite nice.

Our biggest issue with UT’s development is not on campus, it is how the campus connects (or doesn’t really connect) with the immediate area surrounding it.  If it connected more, the University could really help drive development, especially on Kennedy.  Right now, it has surprisingly little impact for a decent sized university sitting on a major road.

Economy – Jobs

There was more good news regarding jobs.

Tampa Bay’s unemployment rate plunged to 2.9 percent, down from 3.6 percent in August. Hillsborough County’s unemployment rate last month was 2.8 percent, down from 3.5 percent. Hernando County dropped a full percentage point to 3.7 percent from 4.7 percent, while Pinellas County dipped to 2.7 percent from 3.4 percent. Pasco County’s rate also declined from 4 percent to 3.2 percent over the month.

Metro area and county job figures are not seasonally adjusted so they are more likely to swing significantly month to month.

The bay area has added 49,800 jobs year over year, trailing Orlando (up 73,300 jobs) and the Miami metro area (up 50,200 jobs).

Regardless of trailing Miami and Orlando in job creation, that unemployment rate is incredibly low.

Tampa’s unemployment rate was a low 2.9 percent in September, down 0.8 percentage point from one year ago. The industries with the highest growth over the year in the Tampa area were leisure and hospitality and education and health services.

The growth is still not in the highest paying sectors (though what is included in “health services” is a bit unclear), but, for right now, we will just say that rate is really low.

Ports – Manufacturing

There was some positive news this week about manufacturing at the local ports.

A world leader in liquefied natural gas technology is expanding its footprint and operations in Manatee County.

The Lehigh Valley, Pennsylvania-based company Air Products (NYSE: APD) held a ribbon-cutting ceremony earlier this month for its new LNG equipment test facility and a groundbreaking for a facility manufacturing expansion project at the site it refers to as its Port Manatee facility.

Existing operations are on a 32-acre property located on the east side of U.S. Highway 41 and sits across from Port Manatee, where the company’s products are shipped around the world, Port Manatee Executive Director Carlos Buqueras said.

The equipment test facility will allow for the collection of data to develop designs for the next generation of Air Products’ coil wound heat exchangers, the company said in a news release on its website.

While at Port Tampa Bay:

German engineering company Siemens and Florida-based Chromalloy Gas Turbine Corp. are opening their 210,000-square-foot manufacturing facility Oct. 26. The Hillsborough facility, which will be operated by a new company called Advanced Airfoil Components, is expected to create 350 jobs over the next five years, including 100 by the end of 2018.

Growing manufacturing at the ports is a major positive in our book.

However, all the news wasn’t good.  The Port lost out to Jacksonville in another, smaller project manufacturing project.   While the project was not super high-tech and not a major employment developer, one of the reasons for the loss is a little concerning:

“Jacksonville was eventually selected due to JaxPort’s superior advantage over the Port of Tampa as it regards the frequency of container ships from China and due to the availability of a building suitable to the needs of LaRose Industries within the required time frame to move our manufacturing, distribution, and warehouse operations during the first quarter of 2019, Tarino wrote.

While the port has some container service, it still lags.

Rowdies/Rays – Done

The deal is done:

The sale of the Tampa Bay Rowdies to the Tampa Bay Rays is now official, the new owners said Wednesday, the last day of the 2018 United Soccer League season.

The Rays announced earlier this month they had struck a deal with Rowdies owner Bill Edwards to buy the team for a still undisclosed price.

Now that the contract is official, the Rowdies say they will move forward with making changes to the roster, front office and fan experience.

The team also said that starting Nov. 3, Al Lang Stadium will be opened to the community during the first Saturday Morning Market of each month.

It will be interesting to see what happens, especially since MLS seems to be going off its expansion process script (like this).

Good Stuff

There were two acknowledgements of local projects.  First, Oxford Exchange:

Architectural Digest has named Tampa’s Oxford Exchange as Florida’s most beautiful independent store — and one of the 50 most beautiful in the nation. Opened in 2012 in a onetime stable, the exchange a at 420 W. Kennedy Blvd. includes a restaurant, gift shop and a bookstore with “a carefully curated selection of new releases, bestsellers, classics, and more,” the magazine says. “The bookstore focuses on the beauty of the physical book, using the striking black and white motif to allow the books to pop off the shelves.”

It is definitely a nice building and set the stage for other projects like Armature Works.

Next, the Riverwalk is up for an American Planning Association Great Places people choice award vote (see here)

Voting Is Open!

It’s time to choose the 2018 People’s Choice! Vote for your favorite place from the list of finalists below. Voting runs from October 17–November 2.

There is still time to vote at the website linked above.

Reading Material

As happens from time to time, an article about Tampa booming has appeared.  This time it is in Urban Land, the publication of local governments’ favorite consultants, the ULI. You can find it here.  It is mostly positive, kind of fluffy, and full of the standard talking points.

As said by URBN Tampa Bay:

This article is pretty over the top with the praise of Tampa’s built environment… But it’s a nice read nonetheless.

That’s true.  However, while we are not going to do it here, the article could use some fact checking.

And even with all that, it still has this nugget:

The region’s efforts to update the city’s much-derided transportation network also have not kept up with the city’s growth, many observers agree. In recent years, two initiatives proposing to develop light rail and expand public transit networks have failed to win support from voters.

“We have struggled on the transportation front,” Buckhorn says. “If anything, that would be the Achilles’ heel. We have to resolve that.”

In April, the city killed a hotly debated plan to use a “road diet” to redesign a stretch of Bay to Bay Boulevard, a key south Tampa artery. The plan would have added bike lanes and reduced the number of lanes on the road, following an engineering study that concluded that the changes would make the road safer. But the city decided that the changes would cause a “major disruption of a very busy thoroughfare,” drawing protests from local bike and walkability advocates.

But there has been progress in extending hiking and biking trails, primarily through the new real estate developments. “The private sector is leading the way,” says Christine Acosta, executive director of the nonprofit advocacy group Walk Bike Tampa. “The city is still lagging.”

Kind of an odd juxtaposition of comments, but anyway.

All that being said, it is a pleasant read.  (And for comparison, here’s a recent article about downtown Orlando from the Sentinel.)

Meanwhile, In the Rest of Florida

There was news about autonomous vehicle testing:

A US government agency has ordered a transport company to immediately stop transporting school children in Florida in a driverless shuttle as the testing could be putting them at “inappropriate” risk.

The National Highway Traffic Safety Administration (NHTSA) said in an order issued late on Friday that Transdev North America’s use of its driverless shuttle in the Babcock Ranch community in south-west Florida was “unlawful and in violation of the company’s temporary importation authorization”.

“Innovation must not come at the risk of public safety,” said deputy NHTSA administrator Heidi King in a statement. “Using a non-compliant test vehicle to transport children is irresponsible, inappropriate and in direct violation of the terms of Transdev’s approved test project.”

The decision does not end autonomous vehicle testing everywhere.

There are numerous low-speed self-driving shuttles being tested in cities around the United States with many others planned.

That is fine, though notable for being low-speed testing (another sign the tech is just not that far along).  As we have said before, we think there is a place for autonomous vehicles in future transportation (though not necessarily the central elements) and we are all for testing, though, as noted by the NHTSA, innovation must not come at the risk of public safety.

Meanwhile, In the Rest of the Country

There has been a collection of interesting reports regarding transportation issues.  First, consistent with other findings, a new report finds that ridesharing increases traffic:

Recently, Alejandro Henao, a Ph.D graduate from the University of Colorado Denver, took a critical look at Denver’s ride-hailing programs like Uber and Lyft and found they may be doing more harm than good for Denver’s transportation scene.

The study, titled “The Impact of Ride‐Hailing on Vehicle Miles Traveled,” was published in the journal Transportation, and concludes that these transportation methods are increasing the number of miles vehicles put on the road and asserts that they are adding to congestion and exacerbating our inefficient transit habits.

You can read the article here.

There is growing evidence that this is the case, meaning that reliance on ridesharing will simply make overburdened roads even worse.

Another report makes the case that transit attracts employment:

Research from the Metropolitan Planning Council, a Chicago-based public policy group, found that half of new jobs created between 2005 and 2015 were located within a half-mile of a CTA or Metra station. These areas grew jobs at more than double the national average, by 19 percent, the report found.

The report, released on Friday, also found that 85 percent of all commercial construction within the 7-county area occurred within a half a mile of a CTA or Metra station.

“It goes to show that employers are choosing to be in transit accessible locations,” said Audrey Wennink, director of transportation for the council, who prepared the report along with transportation associate Jeremy Glover.

You can read this article here.

You can argue with either of these if you like, but we think there is a bigger point.  Whether you rely on transit or plan to rely on ridesharing/autonomous vehicles, there is a need to make areas more walkable to optimize either transportation system and relieve congestion on the roads.  (Transit riders need to be able to get around once they reach their stop and ridesharing users want less traffic to get where they want.)  In either case, or a combination of both, walkability – essentially transit oriented-style, urban development optimizes the transportation system and makes life more efficient.  What is not more efficient are masses of surface parking, an infinite number of curb-cuts, and poor walking/biking infrastructure.

Meanwhile, In the Rest of North America

As some may know, Google is working on a major redevelopment project in Toronto, Quayside.  It is quite ambitious, but has run into some controversy.

When it was announced last year that a district in Toronto would be handed over to a company hoping to build a model for new tech-driven smart city, critics were quick to voice concerns.

Despite Justin Trudeau’s exclamation that, through a partnership with Google’s sister company Sidewalk Labs, the waterfront neighborhood could help turn the area into a “thriving hub for innovation”, questions immediately arose over how the new wired town would collect and protect data.

A year into the project, those questions have resurfaced following the resignation of a privacy expert, Dr Ann Cavoukian, who claimed she left her consulting role on the initiative to “send a strong statement” about the data privacy issues the project still faces.

“I imagined us creating a Smart City of Privacy, as opposed to a Smart City of Surveillance,” she wrote in her resignation letter.

You can read the article here.

Not every innovation or big project is necessarily good (or wholly good).   And there are some comments on the collection of data from the CEO of Apple here.

— Maybe Not the Best Idea

Speaking of which, URBN Tampa Bay pointed to an article about some of the major issues with Hyperloop, like this:

“Humans do not suffer a vacuum lightly. In the event of decompression, there won’t be any oxygen masks to keep you alive,” he says. “The Hyperloop takes all the hazards of being in space and brings them down to a few cm of the Earth’s surface. It also brings all the hazards of the speed of planes and combines it with the hazard of traveling within a few cm of the earth. Any Hyperloop accident will result in the instant death of everyone in the capsule and almost everyone in the entire Hyperloop with the explosive decompression.”

Even though the problems of humans possibly being exposed to a vacuum was an obvious downside we had thought about even before we read the article, we are glad someone is discussing it.  There are other issues you can read about here.

Meanwhile, In the Rest of the World

Electric cars are held out as a green solution to the issue of automobile pollution.  And, in the end, they may be (we have no problem with that at all).  However, they may not be right now.

“We’re facing a bow wave of additional CO2 emissions,” said Andreas Radics, a managing partner at Munich-based automotive consultancy Berylls Strategy Advisors, which argues that for now, drivers in Germany or Poland may still be better off with an efficient diesel engine.

The findings, among the more bearish ones around, show that while electric cars are emission-free on the road, they still discharge a lot of the carbon-dioxide that conventional cars do.

Just to build each car battery—weighing upwards of 500 kilograms (1,100 pounds) in size for sport-utility vehicles—would emit up to 74 percent more C02 than producing an efficient conventional car if it’s made in a factory powered by fossil fuels in a place like Germany, according to Berylls’ findings.

The key seems to be this:

“It will come down to where is the battery made, how is it made, and even where do we get our electric power from,” said Henrik Fisker, chief executive officer and chairman of Fisker Inc., a California-based developer of electric vehicles.

For perspective, the average German car owner could drive a gas-guzzling vehicle for three and a half years, or more than 50,000 kilometers, before a Nissan Leaf with a 30 kWh battery would beat it on carbon-dioxide emissions in a coal-heavy country, Berylls estimates show.

And that’s one of the smallest batteries on the market: BMW’s i3 has a 42 kWh battery, Mercedes’s upcoming EQC crossover will have a 80 kWh battery, and Audi’s e-tron will come in at 95 kWh.

You can read the whole article here.

While driving electric cars are definitely cleaner, how clean the car is overall has much to do with who builds it and how that process gets power.  Of course, that can be improved with a little effort, so the news is not all bad.

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