The development of this standard is coordinated with the ICC Group A Codes. We have tracked concepts in it previous revisions; available in the link below.
As always, we encourage our colleagues with workpoint experience to participate directly in the ICC Code Development process. CLICK HERE to get started.
Issue: [15-283]
Category: Athletics & Recreation, Architectural, Public Safety
Contact: Mike Anthony, Jack Janveja, Richard Robben
1 pound dried split peas, rinsed and picked over 1 ham hock, ham bone, or 1 pound diced ham 1 onion, chopped 2 carrots, chopped 2 celery stalks, chopped 2 cloves garlic, minced 8 cups chicken or vegetable broth 2 bay leaves Salt and pepper to taste Optional: thyme, parsley, or other herbs for flavor
Instructions:
Prepare the ingredients: Rinse the split peas under cold water and pick out any debris. Chop the onion, carrots, and celery. Mince the garlic.
Sauté aromatic vegetables: In a large pot or Dutch oven, heat some olive oil over medium heat. Add the chopped onion, carrots, celery, and garlic. Sauté until softened, about 5-7 minutes.
Add split peas and broth: Add the rinsed split peas to the pot, along with the ham hock, ham bone, or diced ham. Pour in the chicken or vegetable broth. Add bay leaves and any other herbs you’re using.
Simmer the soup: Bring the soup to a boil, then reduce the heat to low. Let it simmer, uncovered, stirring occasionally, until the split peas are tender and the soup has thickened, about 1 to 1.5 hours. If using a ham hock or bone, remove it from the soup once the meat is falling off the bone; shred the meat and return it to the pot.
Season to taste: Taste the soup and season with salt and pepper as needed. Adjust any other seasonings to your liking.
Serve: Remove the bay leaves before serving. Ladle the soup into bowls and enjoy hot. Optionally, you can garnish with chopped fresh parsley or a drizzle of olive oil.
Tips:
You can customize the soup by adding other vegetables like potatoes or leeks. For a vegetarian version, omit the ham and use vegetable broth instead of chicken broth. Split pea soup tends to thicken as it sits, so you may need to add more broth or water when reheating leftovers.
Today we amble through the literature providing policy templates informing school district, college and university-affiliated transportation and parking facilities and systems. Starting 2024 we will break up our coverage thus:
Mobility 100 (Survey of both ground and air transportation instructional and research facilities)
Mobility 200 (Ground Transportation)
Mobility 300 (Air Transportation)
Mobility 400 (Reserved for zoning, parking space allocation and enforcement, and issues related to one of the most troublesome conditions in educational settlements)
Today’s session will be the last when we cover both land and air transportation codes, standards, guidelines and the regulations that depend upon all them. We will break out space and aerospace mobility into a separate session — largely because many universities are tooling up square footage and facilities in anticipation of research grants.
Like many SDO’s the SAE makes it very easy to purchase a standard but makes it very difficulty to find a draft standard open for public review. It is not an open process; one must apply to comment on a draft standard. Moreover, its programmers persist in playing “keep away” with landing pages.
The public school bus system in the United States is the largest public transit system in the United States. According to the American School Bus Council, approximately 25 million students in the United States ride school buses to and from school each day, which is more than twice the number of passengers that use all other forms of public transportation combined.
The school bus system is considered a public transit system because it is operated by public schools and school districts, and provides a form of transportation that is funded by taxpayers and available to the general public. The school bus system also plays a critical role in ensuring that students have access to education, particularly in rural and low-income areas where transportation options may be limited.
National Association of State Directors of Pupil Transportation Services
National School Transportation Association
School Bus Manufacturers Association
…and 50-state spinoffs of the foregoing. (See our ABOUT for further discussion of education industry non-profit associations)
There are several ad hoc consortia in this domain also; which include plug-in hybrid electric vehicles. Charging specifications are at least temporarily “stable”; though who should pay for the charging infrastructure in the long run is a debate we have tracked for several revision cycles in building and fire codes.
Because incumbents are leading the electromobility transformation, and incumbents have deep pockets for market-making despite the “jankiness” of the US power grid, we can track some (not all) legislation action, and prospective public comment opportunities. For example:
Keep in mind that even though proposed legislation is sun-setted in a previous (116th) Congress, the concepts may be carried forward into the following Congress (117th).
Public consultations on mobility technologies relevant to the education facility industry are also covered by the IEEE Education & Healthcare Facilities Committee which meets 4 times monthly in European and American time zones.
This topic is growing rapidly and it may well be that we will have to break it up into more manageable pieces. For the moment, today’s colloquium is open to everyone. Use the login credentials at the upper right of our home page.
Artist: Syd Mead | Photo Credit: United States Steel
We find town-gown political functionaries working to accommodate students traveling on micro-scooters. Several non-profit trade associations compete for “ownership” of some part of the economic activity associated with micromobility. One of several domain incumbents is SAE International. Here is how SAE International describes the micromobility transformation:
“…Emerging and innovative personal mobility devices, sometimes referred to as micromobility, are proliferating in cities around the world. These technologies have the potential to expand mobility options for a variety of people. Some of these technologies fall outside traditional definitions, standards, and regulations. This committee will initially focus on low-speed micromobility devices and the technology and systems that support them that are not normally subject to the United States Federal Motor Vehicle Safety Standards or similar regulations. These may be device-propelled or have propulsion assistance. They are low-speed devices that have a maximum device-propelled speed of 30 mph. They are personal transportation vehicles designed to transport three or fewer people. They are consumer products but may be owned by shared- or rental-fleet operators. This committee is concerned with the eventual utilization and operational characteristics of these devices, and how they may be safely incorporated in the transportation infrastructure. This committee will develop and maintain SAE Standards, Recommended Practices, and Information Reports within this classification of mobility. The first task of the committee will be to develop a taxonomy of low-speed micromobility devices and technologies. Currently, many of these terms are not consistently named, defined, or used in literature and practice. This task will also help refine the scope of the committee and highlight future work….”
Micromobility standards development requires sensitivity to political developments in nearly every dimension we can imagine.
This Recommended Practice provides a taxonomy and definitions for terms related to micromobility devices. The technical report covers low-speed micromobility devices (with a maximum device-propelled speed of 30 mph) and the technology and systems that support them that are not normally subject to the United States Federal Motor Vehicle Safety Standards or similar regulations. These devices may be device-propelled or have propulsion assistance. Micromobility devices are personal transportation vehicles designed to transport three or fewer people. They are consumer products but may be owned by shared- or rental-fleet operators. This Recommended Practice does not provide specifications or otherwise impose requirements of micromobility devices.
SAE standards action appears on the pages linked below:
SAE International is proud to announce the release of SAE J3400™ North American Charging Standard (NACS) Electric Vehicle Coupler Technical Information Report.
Apart from the rising level of discussion on vehicle-to-grid technologies (which we track more closely with the IEEE Education & Healthcare Facilities Committee) there is no product at the moment that business units in the education industry can comment upon. Many relevant SAE titles remain “Works in Progress”. When a public commenting opportunity on a candidate standard presents itself we will post it here.
We host periodic Mobility colloquia; SAE titles standing items on the agenda. See our CALENDAR for the next online session; open to everyone.
Electric vehicle charging stations are addressed in the 2024 International Energy Conservation Code (IECC) within two specific appendices:
Appendix RE: This appendix provides detailed requirements for electric vehicle charging infrastructure, focusing on both residential and commercial buildings. It includes definitions and infrastructure standards to ensure that new constructions are equipped to support electric vehicle charging
Appendix CG: This appendix offers guidance on electric vehicle power transfer and charging infrastructure, emphasizing the integration of EV-ready requirements into building designs. It outlines the necessary provisions for installing and managing EV charging stations, ensuring compliance with energy conservation standards
.These appendices are part of the broader efforts to incorporate EV infrastructure into building codes, promoting energy efficiency and supporting the transition to electric vehicles.
Recharging infrastructure at at Google’s Mountain View (California) campus | Pretty ugly, eh?
“Gas” 1940 Edward Hopper
This standard will be updated within a reconfigured code development cycle linked below:
Keep in mind that many electric vehicle safety and sustainability concepts will track in other titles in the ICC catalog. It is enlightening to see other energy related proposals tracking in the most recent Group A code revision cycle
The following proposals discussed during the Group A Hearings ended earlier this month are noteworthy:
R309.6 Electric vehicle charging stations and systems. Where provided, electric vehicle charging systems shall be installed in accordance with NFPA 70. Electric vehicle charging system equipment shall be listed and labeled in accordance with UL 2202. Electric vehicle supply equipment shall be listed and labeled in accordance with UL 2594.
IBC 406.2.7 Electric vehicle charging stations and systems. Where provided, electric vehicle charging systems shall be installed in accordance with NFPA 70. Electric vehicle charging system equipment shall be listed and labeled in accordance with UL 2202. Electric vehicle supply equipment shall be listed and labeled in accordance with UL 2594. Accessibility to electric vehicle charging stations shall be provided in accordance with Section 1108.
TABLE R328.5 MAXIMUM AGGREGATE RATINGS OF ESS (Energy Storage Systems) – PDF Page 1476
Incumbents are socking in EV concepts all across the ICC catalog. We refer them to experts in the Industrial Applications Society IEEE E&H Committee.
One of the more spirited debates in recent revision cycles is the following:
Who shall pay for electrical vehicle charging infrastructure?
The underlying assumption is that the electrification of the global transportation grid has a net benefit. We remain mute on that question; the question of net gain.
Of course, many proposals pointed the finger at the stakeholder with the deepest pockets. Accordingly, new commercial building owners will be required to install charging stations for new buildings. During 2018 and 2019 we tracked the action in the workspace below so that we could collaborate with the IEEE Education & Healthcare Facilities Committee:
Given that most higher education facilities are classified as commercial, the cost of charging stations will be conveyed into the new building construction budget unless the unit takes an exception. Generally speaking, most colleges and universities like to display their electric vehicle credentials, even if the use of such charging stations remains sparse.
Cornell University
Issue: [11-40]
Category: Electrical, #SmartCampus
Colleagues: Mike Anthony, Jim Harvey
* The education industry has significant square footage this is classified as residential; particularly on the periphery of large research campuses.
The 2020 National Electrical Code (NEC) contains significant revisions to Article 625 Electric Vehicle Power Transfer Systems. Free access to this information is linked below:
Mighty spirited debate. Wireless charging from in-ground facilities employing magnetic resonance are noteworthy. Other Relevant Articles:
Article 240: Overcurrent Protection: This article includes requirements for overcurrent protection devices that could be relevant for EV charging systems.
Article 210: Branch Circuits: General requirements for branch circuits, which can include circuits dedicated to EVSE.
Article 220: Load Calculations: Guidelines for calculating the electrical load for EVSE installations.
Article 230: Services: General requirements for electrical service installations, which can be relevant for EVSE.
Article 250: Grounding and Bonding: Requirements for grounding and bonding, which are critical for safety in EVSE installations.
Technical committees meet November – January to respond. In the intervening time it is helpful break down the ideas that were in play last cycle. The links below provide the access point:
We find a fair amount of administrative and harmonization action; fairly common in any revision cycle. We have taken an interest in a few specific concepts that track in academic research construction industry literature:
Correlation with Underwriters Laboratory product standards
Bi-Directional Charging & Demand Response
Connection to interactive power sources
As a wiring safety installation code — with a large installer and inspection constituency — the NEC is usually the starting point for designing the power chain to electric vehicles. There is close coupling between the NEC and product conformance organizations identified by NIST as Nationally Recognized Testing Laboratories; the subject of a separate post.
Edison electric vehicle | National Park Service, US Department of the Interior
After the First Draft is released June 28th public comment is receivable until August 19th.
We typically do not duplicate the work of the 10’s of thousands of National Electrical Code instructors who will be fanning out across the nation to host training sessions for electrical professionals whose license requires mandatory continuing education. That space has been a crowded space for decades. Instead we co-host “transcript reading” sessions with the IEEE Education & Healthcare Facilities Committee to sort through specifics of the 2020 NEC and to develop some of the ideas that ran through 2020 proposals but did not make it to final ballot and which we are likely to see on the docket of the 2023 NEC revision. That committee meets online 4 times monthly. We also include Article 625 on the standing agenda of our Mobility colloquium; open to everyone. See our CALENDAR for the next online meeting
Issue: [16-102]
Category: Electrical, Transportation & Parking, Energy
Abstract: We address the problem of predicting whether a driver facing the yellow-light-dilemma will cross the intersection with the red light. Based on driving simulator data, we propose a stochastic hybrid system model for driver behavior. Using this model combined with Gaussian process estimation and Monte Carlo simulations, we obtain an upper bound for the probability of crossing with the red light. This upper bound has a prescribed confidence level and can be calculated quickly on-line in a recursive fashion as more data become available. Calculating also a lower bound we can show that the upper bound is on average less than 3% higher than the true probability. Moreover, tests on driving simulator data show that 99% of the actual red light violations, are predicted to cross on red with probability greater than 0.95 while less than 5% of the compliant trajectories are predicted to have an equally high probability of crossing. Determining the probability of crossing with the red light will be important for the development of warning systems that prevent red light violations.
“Architect at his drawing board” 1893 Teknisk Ukeblad Norway
As reported by the US Department of Commerce Census Bureau the value of construction put in place by April 2023 by the US education industry proceeded at a seasonally adjusted annual rate of $110.168 billion. This number does not include renovation for projects under 50,000 square feet and new construction in university-affiliated health care delivery enterprises. Reports are released two months after calendar month. The complete report is available at the link below:
This spend makes the US education facilities industry (which includes colleges, universities, technical/vocational and K-12 schools, most university-affiliated medical research and healthcare delivery enterprises, etc.) the largest non-residential building construction market in the United States after commercial property; and fairly close. For perspective consider total public + private construction ranked according to the tabulation most recently released:
$130.133 billion| Education Facilities
$147.118 billion | Power
$67.161 billion | Healthcare
Keep in mind that inflation figures into the elevated dollar figures. Overall — including construction, energy, custodial services, furnishings, security. etc., — the non-instructional spend plus the construction spend of the US education facilities is running at a rate of about $300 – $500 billion per year.
We typically pick through the new data set; looking for clues relevant to real asset spend decisions. Finally, we encourage the education facilities industry to contribute to the accuracy of these monthly reports by responding the US Census Bureau’s data gathering contractors.
Reconstruction of Ancient Agora
As surely as people are born, grow wealthy and die with extra cash,
there will be a home for that cash to sustain their memory and to steer
the cultural heritage of the next generation in beautiful settings.
Robert A. M. Stern is an American architect, educator, and author known for his contributions to the field of architecture, urbanism, and design. Stern has been particularly influential in shaping the aesthetics of educational campuses through his architectural practice and academic involvement. Here are some key aspects of his approach to the aesthetics of educational campuses that attract philanthropic legacies:
Pedagogical Ideals:
Stern’s designs for educational campuses often reflect his understanding of pedagogical ideals. He considers the spatial organization and layout of buildings in relation to the educational mission of the institution.
Spaces are designed to foster a sense of community, encourage interaction, and support the overall educational experience.
Traditional and Classical Influences:
Stern is known for his commitment to classical and traditional architectural styles. He often draws inspiration from historical architectural forms and traditional design principles.
His work reflects a belief in the enduring value of classical architecture and its ability to create a sense of timelessness and continuity.
Contextual Design:
Stern emphasizes the importance of contextual design, taking into consideration the existing architectural context and the cultural or historical characteristics of the surrounding area.
When designing educational campuses, he often seeks to integrate new buildings harmoniously into the existing campus fabric.
Attention to Detail:
Stern is known for his meticulous attention to detail. His designs often feature carefully crafted elements, including ornamental details, materials, and proportions.
This focus on detail contributes to the creation of visually rich and aesthetically pleasing environments.
Adaptation of Historical Forms:
While Stern’s work is firmly rooted in traditional and classical architecture, he also demonstrates an ability to adapt historical forms to contemporary needs. His designs often feature a synthesis of timeless architectural elements with modern functionality.
New update alert! The 2022 update to the Trademark Assignment Dataset is now available online. Find 1.29 million trademark assignments, involving 2.28 million unique trademark properties issued by the USPTO between March 1952 and January 2023: https://t.co/njrDAbSpwBpic.twitter.com/GkAXrHoQ9T
