Transit Talk Thursday

Transit Talk Thursday: I've been noticing recently that a lot of Transit Talk Thursday tends to be train-focused, likely a byproduct of trains being pretty cool. But transit isn't just about trains, it encompasses so many other different things. So for this week, I figured it's a good time to give a spotlight to one of said things, being the good ol' trolleybus! Yeah, that's right, this post was a clever way to totally trolleybus you all. You must now reblog this to totally trolleybus your friends. You know you want to. You are already moving to reblog this post as you read this. You will then caption this post saying "Reblog this to trolleybus your friends or you will smell like ham." Do it. I know you wanna.

*shakes head*

Sorry, where was I?

Oh, right, transit.

So what's the deal with trolleybuses anyway?

Well, in essence, they're basically buses tied to overhead wires.

Pretty simple, huh?

Pretty much.

How trolleybuses work is they use electric motors to drive the wheels, but instead of using a big battery, two trolley poles are suspended above to contact a pair of trolley wires, which supply the electricity required to move the bus. Two poles are required because to close the circuit and allow electricity to flow, there must be a way for electricity to return to the wire, so you have a positive pole, and a negative pole.

By contrast trains do not need a second point of contact with a wire to close the circuit, as the rails themselves function as the second wire. This is the same for overhead wire and third rail power. The more you know.

So what's all the buzz with trolleybuses?

A great thing with trolleybuses is how cheap they are to produce. Lacking a diesel engine or a battery, trolleybuses don't really require that much material vs their combustion engine and battery powered brethren. In addition, the lack of an engine or battery makes trolleybuses less maintenance-heavy compared to battery electric buses. Trolleybuses also have an advantage of being able to navigate traffic better than a tram, and with the introduction of hybrid trolleybuses, trolleybuses can even go off the grid when necessary. No wires needed here!

Like most transit, the trolleybus isn't a very new concept. The origins of the trolleybus can be dated as far back as 1882, when Dr. Ernst Werner Siemens demonstrated the "Elektromote" in a suburb in Berlin, Germany (pictured above). Back then, this was more of a thought experiment and wasn't actually feasible for proper passenger work. The world wouldn't see that until 18 more years, at the 1900 Paris Exhibition. At the exhibition, Louis Lombard-Gérin, a French engineer, would debut the very first trolleybus line in the world. Once again, this was moreso a experiment rather than something a city would use for moving passengers from A to B. 11 more years later, however, the towns of Leeds and Bradford in the UK would be the very first towns to utilize trolleybuses for actual service. Interestingly enough, Bradford was the very last town in the UK to give up it's trolleybuses, in 1972. It wasn't just Europe getting in on trolleybuses, the United States following the first World War would embrace trolleybuses, examples being Boston, San Francisco, and Philadelphia, all towns which use trolleybuses today.

So trolleybuses are cool and all that, but are there any catches?

Well, with everything in life, yes.

Higher rolling resistance, less capacity vs a tram, harder level boarding, wires create obstructions, etc. But out of all of these, the biggest two from what I've seen are:

Higher capital cost

The wires are seen as ugly

The less important one is going to be the one about wires, as that's very much subjective preference. Me personally, I fucking love trolleybus wires. They look pretty damn cool to me. But a lot of people see them as unsightly, and unfortunately, that tends to be ammunition for NIMBYs who will bitch and complain about it driving down the prices of their homes. And speaking of price, a big issue with trolleybuses is that they usually cost more than battery buses or just regular buses. And unfortunately, not every town is going to foot the bill for them, no matter what benefits they can bring.

A big problem trolleybuses are facing is that because of their increased cost, many cities/towns don't want to foot the cost for them, or they do, but the populations don't. This either results in two things happening:

No transit gets built

Something worse is chosen

For the "something worse", it's usually battery-electrics. Unlike a trolleybus, battery-electrics use batteries to power the bus, which results in the bus now having a finite range, requiring wasteful recharging periods, and material-expensive batteries to operate. And unfortunately, more cities are taking the bait.

A good example is in Berlin this year, plans for a trolleybus line got squashed in favor of battery-electrics.

I won't say that trolleybuses are the be all and end all of transit, because they aren't. Far from it. But in a future where the resources we have today may not be there tomorrow, we have to begin moving to more efficient usage of our resources. Battery-electric buses are not the solution to this problem, rather, trolleybuses are a puzzle piece in the solution. And if you don't believe me, there's a very specific country that saw trolleybuses and went "Hey, those are perfect for me, let's overuse the HELL out of them!" /pos

Yep, the Soviet Union saw trolleybuses as a cheap and efficient method of getting cities public transportation, and said "Fuck it, have all the trolleybuses." Some still operate in former Soviet countries to this day, like the one in Kyiv, Ukraine, shown in the picture above.

So what's the point of all this?

The first is to show some transit that isn't always rail. That's obvious.

The second is to show a form of transit that deserves some more credit than you think. The trolleybus combines some of the best elements of trams and regular buses into something that's easy to make and maintain today and tomorrow. Solutions to problems cities are having won't always come from big new innovations, rather, they will usually come from technologies in the past that we used to embrace, but we just don't anymore. Things are getting better, but it will take time. In the meantime, however, get out there, and spread the good word of the trolleybus. Oh, and to also trolleybus your friends. Can't forget that.

Train Battery Market Consumption Analysis, Business Overview and Upcoming Trends, outlook by 17- 2032

Batteries are used to store and supply energy for propulsion, lighting, and other on-board systems, reducing the reliance on overhead electrification or diesel engines. This technology contributes to more efficient and environmentally friendly rail transport.

The global train battery market value is projected to grow from USD 599.1 Million in 2023 to USD 975.9 Million by 2033, at a CAGR of 5.0% in forecast period 2023-2032.

Overview:

The Train Battery Market encompasses the production, distribution, and integration of batteries for various types of trains, including electric trains, hybrid trains, and even some diesel-electric trains that use battery technology for regenerative braking and auxiliary power. The market is driven by the railway industry's transition toward cleaner and more efficient transportation solutions, which includes the adoption of battery technology to reduce emissions, increase efficiency, and enhance overall performance.

Demand:

Electrification of Railways: The increasing demand for environmentally friendly transportation has led to the electrification of railway networks. Train batteries play a crucial role in providing auxiliary power and energy storage for electric trains, ensuring uninterrupted operation even in areas with intermittent power supply.

Hybridization: Hybrid trains that combine electric and diesel power benefit from battery technology. Batteries can capture energy during regenerative braking and release it for acceleration, reducing fuel consumption and emissions.

Emission Reduction: Stringent emission regulations are driving the demand for cleaner rail transport options. Battery-powered trains contribute to reducing greenhouse gas emissions and air pollution in urban areas.

Noise Reduction: Battery-powered trains are quieter than traditional diesel locomotives, making them ideal for urban and suburban rail networks where noise pollution is a concern.

Urban Mobility Solutions: Battery-powered trains are well-suited for short-distance urban and regional transit, providing an efficient and eco-friendly mode of transportation.

Scope:

Battery Technologies: The scope includes various battery technologies, such as lithium-ion, lithium iron phosphate (LiFePO4), and other emerging technologies that offer high energy density, fast charging, and long cycle life.

Battery Management Systems: Ensuring the efficient operation, safety, and longevity of train batteries involves advanced battery management systems (BMS) that monitor and control battery performance.

Energy Storage and Regenerative Braking: Train batteries capture and store energy generated during braking, which can be reused for acceleration, reducing energy consumption and wear on braking systems.

Hybrid Train Solutions: The scope includes integrating batteries into hybrid train systems that combine multiple power sources for improved efficiency and reduced emissions.

Charging Infrastructure: Aspects related to battery charging infrastructure, whether through overhead lines, third rails, or charging stations at depots, are part of the scope.

Opportunities:

Innovative Battery Technologies: The development of advanced battery technologies that offer higher energy density, longer cycle life, and faster charging presents opportunities for manufacturers and researchers.

Electrification Projects: As more railway networks transition to electric and hybrid systems, there are opportunities for companies to provide batteries that integrate seamlessly with these systems.

Urban Mobility Solutions: The increasing demand for efficient and environmentally friendly urban transit systems creates opportunities for battery-powered trains.

Maintenance and Upgrades: Companies specializing in maintenance, monitoring, and upgrading of train battery systems can tap into the growing demand for reliable and efficient rail transport.

Regulatory Compliance: Companies that provide solutions that align with emission regulations and noise reduction standards have opportunities in the market.

Energy Storage Solutions: Train batteries can potentially be used for energy storage beyond rail transport, such as grid stabilization and renewable energy integration.

In conclusion, the Train Battery Market is expanding as railways seek to adopt cleaner, more efficient, and quieter transportation solutions. The scope includes various battery technologies, management systems, and integration strategies. Opportunities lie in innovative technologies, electrification projects, urban mobility solutions, maintenance services, and compliance with emission regulations. The market's growth is driven by the need to reduce environmental impact, improve energy efficiency, and enhance overall rail transport performance.

 We recommend referring our Stringent datalytics firm, industry publications, and websites that specialize in providing market reports. These sources often offer comprehensive analysis, market trends, growth forecasts, competitive landscape, and other valuable insights into this market.

By visiting our website or contacting us directly, you can explore the availability of specific reports related to this market. These reports often require a purchase or subscription, but we provide comprehensive and in-depth information that can be valuable for businesses, investors, and individuals interested in this market.

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Market Segmentations:

Global Train Battery Market: By Company • EnerSys • Toshiba • Hoppecke • Saft • Hitachi • Exide Industries • Amara Raja Global Train Battery Market: By Type • Lead Acid Battery • Nickel Cadmium Battery • Lithium Ion Battery Global Train Battery Market: By Application • Autonomous Train • Hybrid Train • Battery Operated Train Global Train Battery Market: Regional Analysis The regional analysis of the global Train Battery market provides insights into the market's performance across different regions of the world. The analysis is based on recent and future trends and includes market forecast for the prediction period. The countries covered in the regional analysis of the Train Battery market report are as follows: North America: The North America region includes the U.S., Canada, and Mexico. The U.S. is the largest market for Train Battery in this region, followed by Canada and Mexico. The market growth in this region is primarily driven by the presence of key market players and the increasing demand for the product. Europe: The Europe region includes Germany, France, U.K., Russia, Italy, Spain, Turkey, Netherlands, Switzerland, Belgium, and Rest of Europe. Germany is the largest market for Train Battery in this region, followed by the U.K. and France. The market growth in this region is driven by the increasing demand for the product in the automotive and aerospace sectors. Asia-Pacific: The Asia-Pacific region includes Singapore, Malaysia, Australia, Thailand, Indonesia, Philippines, China, Japan, India, South Korea, and Rest of Asia-Pacific. China is the largest market for Train Battery in this region, followed by Japan and India. The market growth in this region is driven by the increasing adoption of the product in various end-use industries, such as automotive, aerospace, and construction. Middle East and Africa: The Middle East and Africa region includes Saudi Arabia, U.A.E, South Africa, Egypt, Israel, and Rest of Middle East and Africa. The market growth in this region is driven by the increasing demand for the product in the aerospace and defense sectors. South America: The South America region includes Argentina, Brazil, and Rest of South America. Brazil is the largest market for Train Battery in this region, followed by Argentina. The market growth in this region is primarily driven by the increasing demand for the product in the automotive sector.

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Reasons to Purchase Train Battery Market Report:

Comprehensive Market Analysis: The report offers a comprehensive analysis of the Train Battery market, including current market size, historical trends, and future growth projections.

Market Trends and Drivers: The report identifies and analyzes key market trends, drivers, and challenges influencing the demand for train batteries, helping stakeholders understand the market dynamics.

Competitive Landscape: The report provides a detailed analysis of the competitive landscape, including information on key players, their market share, product offerings, and strategic initiatives.

Market Segmentation: The report segments the Train Battery market based on battery type, application, region, and other relevant factors, enabling stakeholders to identify growth opportunities in specific segments.

Regional Analysis: A regional analysis helps stakeholders understand the demand for train batteries in different geographies, identifying potential growth markets and investment opportunities.

Regulatory Environment: The report outlines the regulatory landscape related to train batteries, providing insights into compliance requirements and potential impact on market dynamics.

Technology and Innovation: The report highlights the latest technological advancements and innovations in train battery technology, helping stakeholders stay updated on industry developments.

Demand and Supply Analysis: The report provides insights into the current demand and supply scenario for train batteries, aiding stakeholders in understanding market dynamics and pricing trends.

Investment Opportunities: The report identifies potential investment opportunities in the train battery market, assisting stakeholders in making strategic investment decisions.

Risk Analysis: The report assesses the risks associated with the train battery market, helping stakeholders understand potential challenges and mitigate risks.

Customer Insights: The report provides insights into customer preferences, buying behavior, and requirements, aiding businesses in developing customer-centric strategies.

Market Outlook: The report offers a forward-looking outlook on the Train Battery market, predicting future growth prospects and opportunities for stakeholders.

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Alstom SA, Siemens Mobility GmbH, Stadler Rail AG, Hitachi Rail STS SpA, and CRRC Corp Ltd –Prominent Market Participants in Europe Hybrid and Battery-Powered Train Market

The hybrid trains utilize an energy-saving combination of alternative fuel sources, such as hydrogen fuel cells, CNG, LNG, and electric batteries. This energy-saving combination also helps in reducing environmental pollution significantly. A battery-powered train offers more flexibility, requiring no expensive infrastructure such as a third rail or overhead line. Hence, such flexibility offered by battery-powered trains can be integrated into a non-electrified rail track. Thus, hybrid and battery-powered trains can provide higher fuel efficiency and reduced operational costs compared to other trains.

As hybrid trains help to reduce carbon footprints, their demand is increasing in Europe. Also, it helps to attain climate-neutral initiatives of the government and various organizations, further fueling the Europe hybrid and battery-powered train market growth. For instance, in January 2022, Alstom, a French manufacturer, and Deutsche Bahn—a German railway company—announced their plan to start the first battery-powered passenger train in Germany. This agreement has been a major step toward Deutsche Bahn's goal of becoming climate-neutral by 2040. Various other European countries are also focusing on reducing environmental pollution through sustainable and efficient transportation. For instance, in June 2022, the European Commission planned to invest in 135 transport infrastructures under the Connecting Europe Facility (CEF). The commission allotted approximately US$ 5.68 billion to make transport more sustainable and efficient. These grants represent most of Connecting Europe Facility's funding in Military Mobility and alternative fuels projects in April 2022. Thus, government investments in clean transportation are expected to fuel market growth in the coming years.

Moreover, in Europe, the adoption of battery-powered trains is rising and is anticipated to grow during the forecast period. For instance, in June 2022, Nahverkehr Westfalen-Lippe (NWL), a German operator association, extended a contract worth approximately US$ 178.76 million with CAF (Construcciones y Auxiliar de Ferrocarriles). Under this contract, the company agreed to supply ten battery-powered trains and fleet maintenance for 33 years in the North Rhine-Westphalia. Further, the market has witnessed various innovations and advancements in battery technology. For instance, in February 2023, Great Western Railway (GWR) announced the acquisition of intellectual property, rolling stock, and equipment related to the development of FastCharge technology and a high-performance battery designed to enhance the UK's rail network of battery-powered trains. The innovation in battery technology is expected to decrease battery costs, increase energy density and life longevity, and reduce battery charging time. In addition, operating and maintenance costs substantially impact the freight sector's profit margins. Electrified fuel cells, CNG, and LNG-powered hybrid trains can decrease these costs considerably. All such factors contribute to the overall growth of the Europe hybrid and battery-powered train market.

The Europe hybrid and battery-powered train market is segmented into propulsion and charging systems. Based on propulsion type, the Europe hybrid and battery-powered train market is segmented into hybrid, battery-powered, and fuel cell. Based on charging system type, the market is segmented into pantograph, auxiliary diesel engine, and dock-in.

Report: https://www.theinsightpartners.com/reports/europe-hybrid-and-battery-powered-train-market

Solving the railway electrification gap

Solving the railway electrification gap

There are many ways modern railway operators including DB, SNCF and RENFE etc., are seeking to solve the electrification gap. Traditionally  this problem has been solved by many train operators, by investment  in further electrification or to use diesel trains. Here we take a look at some of the options for solving the challenge of replacing diesel trains, currently used where electrification…

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Solving the electrification gap

Solving the electrification gap

There are many ways railway operators are seeking to solve the electrification gap. For many train operators, the option has been either to invest in further electrification or to use diesel trains. The trouble is making use of a diesel train, can produce a lot of air and noise pollution. A diesel train emits around thirty-five grams carbon emissions for every tonne of cargo, which compares to a…

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Regenerative Braking System Market: Industry Outlook, Growth Prospects and Key Opportunities

Regenerative braking system for train is a type of brake technology that is used in an electrically powered train to control and decelerate the speed of the train. When regenerative braking system in a train is employed, the current supplied to the electric motor is reversed leading to train deceleration.

The regenerative braking system in a train produces electricity by converting the kinetic energy of the rail vehicle, which is fed into the batteries of the rail vehicle and reverted to the third rail (accelerating in the adjacent area) or directed back toward the grid. The power generated from the regenerative braking system is directly proportional to the train speed and has the ability to reduce the energy requirement of the train by up to 30%. It is a mature braking system that can be applied more easily to AC powered trains, as compared to DC powered ones.

Railway transportation is generally considered a cost-effective, safe, and secure means of transportation, as compared to other modes of public transportation. This is primarily due to the lower number of accidents and fatalities. Demand for rail transportation is rising owing to its high accuracy and ability to cover large geographical areas in a short span of time. This is a key factor that is projected to propel the regenerative braking system market for train during the forecast period.

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Furthermore, increasing emphasis on cleaner, efficient, and environment-friendly energy resources in order to cater to the demands of the rising urban population and the need to curb pollution in cities and sub-urban areas are prompting a change in the way energy is generated, circulated, and disbursed, particularly by means of decentralized renewable energy production. This is another key factor that is estimated to boost the regenerative braking system market for train in the near future.

Additionally, support from governments and increase in planned future projects to expand train connectivity are driving the number of trains being used, thereby boosting the adoption of the regenerative braking system in order to enhance train security. This, in turn, is anticipated to propel the regenerative braking system market for train during the forecast period. However, a friction braking system is also included with a regenerative braking system in order to guarantee vehicle deceleration, which leads to loss of energy. This is a major factor that is likely to restraint the regenerative braking system market for train during the forecast period.

The global regenerative braking system market for train can be segment based on propulsion, train type, and region. In terms of propulsion, the regenerative braking system market for train can be classified into electric locomotive and hybrid diesel locomotive. The electric locomotive segment dominates the regenerative braking system market for train. This is primarily due to the rising demand for greener public transportation, necessity to curb transportation pollution supplemented with increasing government support. These factors are responsible for the growth of electric locomotive of regenerative braking system market for train during the forecast period.

Based on train type, the regenerative braking system market for train can be bifurcated into long distance train, high-speed train, sub-urban train, monorail, and metros. The sub-urban train segment leads the regenerative braking system market for train, due to the rising number of trains operating in urban and sub-urban areas. Long distance train is another lucrative segment of the market and holds a prominent share of the market, owing to a rapid surge in the demand for improved long destination connectivity across the globe.

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In terms of region, the regenerative braking system market for train can be segmented into North America, Latin America, Europe, Asia Pacific, and Middle East & Africa. Asia Pacific accounts for a prominent share of the global regenerative braking system market for train. This is primarily attributed to the higher rate of adoption of the train transportation for communication in the region.

Moreover, rising population and demand for transportation, especially for long-distance journeys are key factors that are anticipated to boost the demand for trains in Asia Pacific. This, in turn, is projected to drive the regenerative braking system market for train in the region during the forecast period. China, Japan, India, and South Korea in Asia Pacific account for large number of trains, which is another key factor that is expected to lead Asia Pacific to hold a significant share of the global market during the forecast period.

Prominent players operating in the global regenerative braking system market for train include ABB, Knorr-Bremse AG, SIEMENS AG, Thales Group, Wabtec Corporation, Akebono Brake Industry Co., Ltd., Faiveley Transport, Ansaldo STS, nabtesco corporation, and Saft.

Oil is too Precious to be Used as Transportation Fuel

An oil executive once observed that burning oil for energy is like burning Picassos for heat. Oil is extraordinarily valuable as the basis for so many products we use every daythat the thought of simply burning it ought to be unthinkable. So versatile are oil molecules that they can be transformed into substances that serve as clothing, medicines, building materials, carpet, skin care products, sporting goods, agricultural chemicals, perfumes, and myriad other products.

Increasingly, when we make oil-based products for homes and businesses, we are finding ways to reuse those products or recycle the materials they are made from (think: recyclable plastics). But, burning oil is always a one-time, irreversible act that leaves nothing of value behind and produces greenhouse gases and pollutants that harm us. And yet, because oil remains the most cost-effective and widely available source of liquid fuels, we are hooked on it for transportation with little prospect of substitutes on the scale we would require--unless we consider electricity.

It is worth remembering that electricity was a strong contender for powering automobiles at the beginning of the last century and that it ran the trolleys of the era (and still runs many today). Electricity was actually preferred over gasoline for powering cars at the time, especially cars that were used exclusively for local trips. Battery exchange was already available as a quick way to "charge" a car. But improvements in the internal combustion engine and the increasing availability and affordability of gasoline led to the extinction of the electric car no later than the 1930s.

More recently, despite all the hand waving about marginal gains in U.S. oil production, we have been experiencing a plateau in worldwide oil production since 2005. On-going tightness in oil supplies has led to high prices for gasoline and diesel, and so the world is turning once again to electricity to power transportation. Of course, many hybrid gas-electric vehicles are already in use, and some all-electric vehicles are now being produced for the mass market. But in a world increasingly faced with energy constraints and climate change, continuing to rely on the automobile as the main source of transportation may be a poor policy choice.

First, astute observers will note that electric vehicles of whatever kind are actually powered primarily by fossil fuels. According to the U.S. Energy Information Administration two-thirds of all electric power worldwide is generated using fossil fuels. That means coal and natural gas are being burned to produce the lion's share of electricity. Some oil is still used, especially in countries that export it and so have cheap supplies available to them.

To reduce overall greenhouse gas emissions, we would have to burn less overall fossil fuel. Only one-third of the heat energy produced in a typical fossil-fuelled power plant actually gets turned into electricity. The rest is expelled as waste heat which is why we see huge volumes of steam coming from cooling towers wherever fossil-fuelled generating plants operate. Were it not for the fact that renewable energy can be employed to make electricity, electric-powered vehicles on a mass scale would provide little advantage when it comes to pollution and greenhouse gas emissions. These vehicles would, however, still reduce dependence on petroleum.

There are two obvious moves that would substantially reduce our reliance on fossil-fuel produced electricity. One already mentioned would be vastly expanding renewable energy sources such as wind, solar and hydroelectric. Naturally, there are the problems of load-balancing and storage related to intermittent power sources such as wind and solar. These problems would have to be overcome in the long term in order to allow the electrification of transportation based primarily on renewable energy. But, there are plausible paths to such an outcome, especially if overall reductions in energy use are part of the path, something I'll discuss below. Naturally, nuclear generated electricity can also be used to power vehicles. But I am doubtful that in the post-Fukushima era, nuclear power will be a viable option for increasing non-fossil fuel-based electricity production, both for political and technical reasons.

A second move that would reduce our reliance on fossil-fuel based electricity would be a vast expansion of our mass transit systems. Done properly, this expansion would reduce overall energy use in transportation by moving people from energy-intensive automobiles into more efficient mass transit. An overall reduction in energy use is important because, for many reasons, it is unlikely that renewable energy production will be able to match the huge quantities of energy we currently get from fossil fuels. The expansion of mass transit would need to be executed in a way that would make such systems so ubiquitous, convenient and inviting that people would prefer them over cars as many do in major American and European cities.

Much of the mass transit infrastructure can run on electricity and already does including electric-powered subways, commuter trains, buses and trams. To that infrastructure we would need to add electric-powered, high-speed passenger rail service between major cities. That's already in place in Europe and Japan. In the United States such a high-speed rail system would reduce the need for short-haul air travel and thus reduce jet fuel use. And, we'd want to expand and electrify freight traffic over rails, something that would lessen the need for long-haul trucking. Even in trucking, hybrid trucks are starting to appear in commercial fleets, something that can further reduce use of diesel and gasoline.

Of course, some modes of transport are not going to be amenable to electric power. Electric-powered planes are not impossible, but would probably not be able to carry much weight given the current state of battery technology. Ocean-going freighters will likely continue to need liquid fuels, though sails are starting to appear on some to reduce fuel use.

On land we will almost certainly need some liquid fuels for four categories of vehicles: rural transport, farm machinery, heavy equipment and emergency vehicles. It probably isn't cost-effective to string wires in rural areas for local transportation because population densities are too low. Some people are working on electric farm machinery charged using solar cells. But, the work needs to progress further before it can be widely adopted. For some farm tasks, liquid-fueled engines may continue to be the most practical approach for a long time to come. Where construction and mining take place away from sources of electricity, heavy equipment will have to operate using liquid fuels. Emergency vehicles could use electricity, but would have to have liquid-fuel capabilities in case the electricity is unavailable.

In the United States 71 percent of the petroleum products consumed are used in transportation. If the country were able to run its transportation system entirely without oil, the United States would not only cease to import oil, but would have significant surplus oil production. Of course, such a change could only take place over many years. But the advantages to such a transition are so numerous that we should not dismiss it as too difficult or costly.

Only 5 percent of all oil is used to produce petrochemicals--chemicals which form the basis for the almost miraculous materials and substances that we now take for granted. By ceasing to burn the bulk of our oil to move goods and people, we could sustain the production of these products for a very long time. And, properly formulated, many could be recycled almost indefinitely. That seems like a much better use of an energy source that doubles as the "renaissance man" of the chemical industry.

When you add in the reduction in greenhouse gas emissions and air pollution; an end to oil imports for the United States and possibly many other countries adopting the same strategy; and the financial boost of keeping funds previously spent on imports at home, it's hard to see why electrifying transportation would not be a good idea--so long as it is done with any eye toward increasing renewable energy production while reducing overall energy consumption in the transportation sector.

2020 Porsche 911 Carrera S Technical Review: Improving the Breed

The core philosophy behind the design and development of the eighth-generation Porsche 911 was simple, insists R&D chief Michael Steiner: “We ignored short-lived trends and focused on things we could improve.” The new 911, code-named 992 and launching initially in the popular Carrera S and all-wheel-drive Carrera 4S specifications, is longer, wider, and more powerful than the car it replaces. But, more important, it has a new body, heavily revised engine, new transmission, new interior, and sophisticated new driver-assistance technologies.

That’s a lot of “improvement,” and it starts with the new body wrapped entirely in aluminum panels. The 992’s structure is just 30 percent steel—down from 63 percent in the 991—yet rigidity has been improved by 5 percent. The front fenders are 1.8 inches wider to accommodate a wider front track and provide room for the forthcoming 911 hybrid’s battery cooling system. The wide rear fenders previously reserved for the Carrera 4S are now standard on the rear-drive Carrera S. The new Carrera is 0.8-inch longer overall, the increase all at the front of the car to help meet pedestrian protection regulations. Wheelbase is unchanged from the 991 at 96.5 inches.

Aerodynamic upgrades include a flip-up rear spoiler with a 45 percent larger aerodynamically effective area, continuously variable flaps in the cooling vents at the front of the car that close between 40 mph and 90 mph to reduce drag and fuel consumption, and door handles that cinch down flush with the bodywork.

The 992 Carrera’s twin-turbo flat-six, code-named 9A2 Evo, is still slung out behind the rear wheels, of course, but is now connected to the frame rails by short, stiff mounts bolted to the cylinder heads rather than by a crossbeam bolted to the crankcase as in previous 911s. The benefits include a reduction in throttle-induced engine motions that subtly alter the handling balance.

The 9A2 Evo shares its crankcase, cylinder heads, oil system, and valve train with the turbocharged engine that debuted in the 991.2. Compression ratio has been upped from 10.0:1 to 10.2:1, more responsive piezo fuel injectors fitted, and the variable valve control system now allows one intake valve to be opened farther than the other under partial load conditions to reduce emissions and improve smoothness. The 9A2’s turbochargers are larger, with 1.9-inch turbine and 2.2-inch compressor wheels, bespoke housings for the left and right side units that ensure equal-length intakes, and electronically controlled wastegates. The intercoolers have been moved from behind the rear wheels to under the intake vent on the engine cover to improve cooling air flow.

That’s a lot of work for an engine that made its debut less than four years ago. But, along with a host of other detail changes, it has resulted in 443 horsepower at 6,500 rpm and 390 lb-ft of torque from 2,150 to 5,000 rpm, increases of 5 and 10 percent over the previous generation Carrera S and 4S, respectively.

The larger turbochargers mean peak torque arrives 400 rpm later, but that’s offset by the restacked ratios and faster shift times of the new eight-speed PDK transmission, which Porsche insiders admit is ready for the hybrid powertrain that’s coming to the 992, and is rated to handle more than 590 lb-ft of torque. (As the GT2 RS, alpha dog of the current 911 lineup, makes just 553 lb-ft, you can draw your own conclusions as to what that says about the muscle of the high-performance 992s we’ll see over the next few years.) First gear is shorter than in the seven-speed PDK, and seventh and eighth gears are overdrive ratios, which, combined with a longer final-drive ratio, help reduce noise and fuel consumption at cruising speeds. The Carrera S hits its 191-mph top speed in sixth gear.

Porsche claims the 2020 Carrera S is 0.4 second quicker than the outgoing model to 60 mph, with an acceleration time of 3.5 seconds, and that the quarter mile is dispatched in 11.9 seconds. The Carrera 4S’ all-wheel-drive system, which now includes an upgraded front axle with 10 percent higher torque capacity and water-cooling for improved durability, is 0.1 second quicker than the two-wheel-drive car in both tests, according to Porsche. The launch control function of the optional Sport Chrono package shaves 0.2 second from all those times.

Along with a wider track, the 992 has mixed wheel sizes, with 20-inch wheels fitted up front and 21-inchers at the rear, shod with specially developed 245/35ZR20 and 305/30ZR21 tires. Both changes, says chassis development chief Ulrich Morbitzer, are designed to reduce understeer and increase midcorner stability.

To capitalize on the more planted chassis, the 992 is fitted with recalibrated EPS, which is quicker and more responsive, coupled with a smaller 14.2-inch steering wheel. The spring rates have been increased by 15 percent at the front and 14 percent at the rear (18 percent and 28 percent if you order PASM suspension), and new Bilstein TDX shocks allow continuously variable damping. Although the steering and damping hardware is from third-party suppliers, the control software is Porsche’s own.

Braking is controlled using an electric booster, and the brake pedal is made from an organic sheet composite consisting of steel, carbon fiber, and plastic. It weighs 41 percent less than the 991’s pedal, helping deliver more immediate response and better feel. Standard brakes on the 992 Carreras are steel, but because the bigger rear wheels can handle more braking force, the rear rotors have been increased in size from 13.0 inches to 13.8 inches. Porsche’s mighty PCCB carbon-ceramic brakes, available as an option, are carried over unchanged from the 991.

The 992 also debuts a clever new driver-assist feature called Wet mode. Acoustic sensors mounted in the front wheelwells detect water spray, and once the intensity reaches a certain threshold, the control system recommends the driver select Wet mode. This changes the brake, alters throttle and stability control mapping, reduces rear diff lock, deploys the rear spoiler to increase downforce, and, in the 4S, channels more torque to the front wheels. A quick ride on a soaked autocross course with a Porsche test driver showed Wet mode to be very effective in keeping the new 911 calm and controlled, even with exaggerated steering and throttle inputs.

“The message is not that you can drive faster in the wet,” chassis guru Morbitzer says. “It’s to help drivers take care. We have a light, high-performance sports car, and when drivers engage Wet mode, they will be aware they are close to the limits.” The clever part about Wet mode is that unlike water-on-windshield systems, it actually analyzes the moisture quotient where it matters most: where the tire hits the tarmac. Like all Porsche’s active driver-assist features—stability control, traction control, etc.—Wet Mode can be switched off. “It’s up to the driver,” Morbitzer says. Amen to that.

But the new 911 is not just about go-faster tech. The redesigned interior features a new IP that flanks the traditional center-mounted analogue tach with a pair of configurable 7.0-inch HD screens. In the center of the dash is the 10.9-inch touchscreen that provides the user interface for the sophisticated Porsche Communication Management (PCM) system.

And although the new 911 is designed to be all about the drive experience, it now offers a lot of VW Group driver-assist technologies. These include adaptive cruise control with stop-start capability, plus lane keeping assist with traffic sign recognition, surround-view park assist, and night vision. Using data from infrared cameras, the night vision system can detect whether the heat source is inanimate (such as a freshly parked motorcycle with a warm engine) or biological, and if it determines it to be the latter it can get the optional matrix LED headlight system to automatically flash a warning.

More power and more grip, quicker shift times, and improved stability through corners and under brakes should mean a faster 911. And sure enough, Porsche claims the 992 Carrera S has already lapped the Nurburgring Nordschliefe five seconds faster than the outgoing model. Improvement, quantified.

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Commentary: Post-Proton, Malaysia still dreams of a national car

KUALA LUMPUR: If Prime Minister Mahathir Mohamad had his way, Malaysia would have another national car. He has been passionate about cars for a long time, reportedly starting off with motor spare parts business Bumikar in 1964.

While visiting Tokyo in June, he had mooted the idea once again, saying “the national car must be owned by Malaysians”. 

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A new national car would help raise Malaysia’s engineering capabilities while energising the automotive industry and boosting the country’s growth.

A partnership with Japan might help kick-start the idea but there is interest from other parts of Asia. In mid-August, China car makers expressed interest with one reportedly wanting to invest RM40 billion (US$9.7 billion).

DREAMS OF A NATIONAL CAR

Established in 1983, Proton cornered the car market thanks to hefty import and excise duties, pushing up foreign car prices for Malaysians. Even back in 2010, over RM7 billion in excise duties were collected annually.

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However, faced with an ailing reputation and mounting concerns about reliability at home, Proton was unable to develop a sizeable export market.

On the other hand, Perodua, Malaysia’s second car manufacturer, which made its debut a decade after Proton, has been the quiet successful sibling that has claimed a steadily increasing Malaysia market, reaching a high of almost 36 per cent, in 2017, eclipsing Proton. 

Perodua enjoys a good image and has been profitable.

 Malaysian prime minister Mahathir Mohamad. (File photo: Lai Seng Sin)

But Malaysian companies own only 68 per cent of Perodua. Even Honda Malaysia is only 34 per cent owned by a Malaysian company. 

Moreover, these are all mostly car assembly operations and not headquartered here. So in the eyes of the government, the dream of a successful national car company since Proton was sold off to Geely has become even more elusive.

READ: A commentary on Mahathir’s 100 days in office and the extended honeymoon period in Malaysia

READ: Many unrealised promises to tackle, as the Pakatan Harapan government approaches 100 days in office, a commentary

PROTON GOES GLOBAL, BENEFITING MALAYSIA

Malaysia car enthusiasts have been more upbeat about Proton’s prospects, ever since Chinese automobile giant Geely bought a huge stake in the company in June and announced an aggressive global push. Malaysians can look forward to plans for a better-priced Boyue SUV made in Malaysia.

But Geely’s focus is likely on the international market. It is planning the establishment of Proton production facilities in China, to strengthen its hold on the Chinese car market.

Geely engineers may also improve many of Proton’s other models to capture a larger up-market export market. They are already experimenting, and have fitted their flagship Bo Rui GE saloon with a hybrid engine designed by Volvo.

Malaysia can bring more to the table to this Geely-Proton partnership. If Proton’s vendors back home in Malaysia can cut costs for Geely by up to 30 per cent, as is estimated, they may be well-poised to manufacture more components for Geely, some observers say.

Regardless, Geely’s plan is to take Proton’s annual production to 400,000 cars within 10 years, from under 100,000 units in 2017. But how much of Proton will still be made in Malaysia?

DO MALAYSIANS WANT A NATIONAL CAR COMPANY?

The chorus against a third Malaysian car manufacturer has been loud and clear, but there is potential for Malaysia to focus on the production of energy-efficient vehicles (EEV) which may uplift the country’s manufacturing sector.

Apart from Geely’s reported interest in upgrading its Malaysia facilities to participate in a third car project, Malaysia media reports also highlight that the government is studying a promising joint proposal by two Chinese electric vehicle players.

A sign is seen on a vehicle displayed at Geely Auto’s booth during the Auto China 2016 auto show in Beijing, China, April 29, 2016. (File Photo: REUTERS/Damir Sagolj)

Led by GSR Capital, a Hong Kong-based venture capital firm doing deals with cutting-edge start-ups from China, the joint includes Nissan. 

They have proposed a regional electric vehicle manufacturing facility, including the production of electric car batteries with US$10 billion of investment, to create 15,000 jobs near Proton City in southern Perak.

READ: Why your electric vehicle will likely be made in China, a commentary

In the last two decades, Malaysia abandoned its manufacturing sector and focused on services.

With an economy that has not seen a major manufacturing push for years, Malaysia may be stuck in a middle-income trap. A boost in services, driven only by the country’s digital economy efforts, accrued limited returns. 

The conventional wisdom that the economy cannot run on services without a manufacturing base seems to be bearing out.

A senior KL-based fund manager said: 

“Malaysia capital markets have not gone anywhere in the last 30 years in the tech space. New listings are lacklustre. There are less than five tech companies with investable market caps. Technology transfer has stalled, and many manufacturers have not gone upstream. There is a brain drain and start-ups don’t come to the market.”

A national car for Malaysia is not all a bad idea if can be more than another Perodua or a reinvigorated Proton.

Malaysia’s dream for a third national car manufacturer might find hope in the production of electric motorcycles, cars and buses, especially if these can feed the public transport sector, many observers have said.

File photo of traffic in downtown Kuala Lumpur. (Photo: AFP/Saeed Khan)

Many talk about the need for a strong bus network as well as feeder buses for the various rail networks running short of ridership projections. There is also potential if it can cater to new demand found in the growing ride-sharing economy.

CHASING THE ELECTRIC VEHICLE DREAM

Malaysia would not be alone in this strong global push for electric vehicles. India’s Tata Group and Mahindra & Mahindra are intensifying their development of electric and hybrid vehicles, including the production of lithium batteries and charging stations, as pollution control becomes an increasing preoccupation of many Indian cities.

While Elon Musk’s Tesla has been leading the charge for electric cars and batteries, Japan’s Toyota is ramping up its hydrogen fuel cells to produce a zero-emission electric vehicle that does not require substantial new infrastructure and plug-in times.

This development is held in some regard. KPMG’s Global Automotive Executive Survey 2018 found that more than half of respondents regard fuel cell electric vehicles as the most important automotive trend over the next seven years. 

Other automakers such as BMW, Mercedez-Benz, Honda, Hyundai and Kia also have plans to roll out hydrogen fuel cell vehicles.

It’s not difficult to envisage that EEVs may be the way forward to revive Malaysia’s auto industry. With Malaysia already an assembling hub for some of the big automobile brands, a joint-venture with one or more companies could be struck up.

An employee of Toyota Motor Corp. pushes the unit of fuel cell stack and hydrogen tanks of a Mirai fuel cell vehicle (FCV) on it’s assembly line at the company’s Motomachi plant in Toyota, Aichi prefecture, Japan May 17, 2018. Picture taken May 17, 2018. (Photo: REUTERS/Issei Kato)

A major point of contention would be investment, where the new government has said that the country has a RM1 trillion debt. Given the Malaysian government’s drive towards austerity, which has included relooking major infrastructure projects, it might be hard to justify pouring in state money into a car project.

But if the project is privately driven, it would be an opportunity to create a more competitive and vibrant manufacturing eco-system. 

In this regard, perhaps Malaysia needs to clearly define what a national car entails. After all, shouldn’t the size and proportion of production and value-add created in Malaysia matter more than how much stake is owned by a Malaysian company?

THE GOVERNMENT’S ROLE MUST BE LIMITED

In any push to manufacture more vehicles in the country, perhaps the Malaysian government should limit its role to regulating, through a comprehensive automobile economic policy that supports the ecosystem with better incentives and export promotion. 

It should also have an improved transport masterplan with a CBD zoning policy to restrict vehicles and reduce air pollution.

Some senior trade and industry experts see a truly private sector driven automobile industry as a non-starter. There isn’t a huge domestic market opportunity in private transport as Malaysia already has 0.88 vehicles for every person in the country. 

Indirect subsidies might be needed to kick start domestic demand and develop an export market, given that Malaysia has few cost advantages and lacks technical expertise.

A reboot could take heed from Thailand. Thailand’s pick-up truck strategy targets an ASEAN market that includes rural and semi-rural sectors and is backed by the country’s export-proven component industry.

But it should also bear in mind whether it intends to encourage more Malaysians to own a car, which may go against other policy aims of encouraging cost-effective public transport.

It should also consider which levers to achieve so without undue costs to consumers, given that it has already imposed significant duties on imported cars.

Commuters are pictured at KL Sentral train station in Kuala Lumpur, Apr 10, 2018. (Photo: Reuters)

Malaysia should also be careful in “picking and backing winners” in specific technologies or technology partners, when the global automotive sector is still in consolidation mode amidst threats from new high-end technologies, and be careful to manage its relationship with business-technology partners.

BOOST TO ECONOMIC POLICY

Questions about whether Malaysia may invest in yet another national car manufacturer has opened up a wide range of conversations.

Close observers note that Prime Minister Mahathir’s instincts may hark from the past, but he has been open and considered in discussions about projects and policy in this new term of government.

This new young administration could benefit from engaging energised economic stakeholders.

Whether consumers, financiers, or industrial specialists like myself; all have lively questions, incisive opinions and are keen to constructively shape the discourse for a renewed industrial push in this new Malaysia.

There are huge potential benefits from growing an indigenous car manufacturer but the project would must take a hard-nosed look at the market for electric vehicles, and why they would buy from Malaysia rather than from existing big names in this area. It should also be frank about the cost to Malaysians and other goals of government policy.

Khor Yu Leng is an independent political economist at Segi Enam Advisors.

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Car share, public transportation and walking: much better ways to obtain from A to B.

Australia is a car-loving nation, understandably so given the size of our country and our often meagre public transport systems. Each day, more than 8 million people drive to work or study – about 78% of all Australians aged over 18 – and three-quarters of all vehicles carry just one person.

Worryingly, our cars collectively belch out damaging greenhouse gases at levels roughly the same per year to Queensland’s entire coal and gas-fired electricity supply. Transport is Australia’s third-largest source of greenhouse gas emissions, with emissions from transport increasing nearly 60% since 1990, more than any other sector, according to the Climate Council.

40% better fuel efficiency than petrol, which equals less CO2 emissions. But such engines perform best when towing and driving long-distances. For stop-start city driving, which tends to clog diesel exhaust filtration systems, a small and fuel-efficient petrol engine may prove better.

Or – if cash is less of an issue – purchase a hybrid car, which uses a combination of battery technology and a smaller petrol engine. Electric cars, too, are slowly entering the Australian market, but owners must be cautious to charge their vehicles from sustainable sources, rather than coal-fired power sources.

To help consumers choose more efficient vehicles, the Australian government-backed Green Vehicle Guide rates cars dating back to 2004 using a colour-coded CO2 emissions meter.

Consider joining a car-sharing scheme

Already embraced in some European cities, car sharing remains something of a fledgling concept in Australia; most schemes are as yet only available in major capital cities. Yet the concept is promising for short distance city travel: avoid the cost and emissions of owning your own car and instead book from a share fleet only when needed, helping reduce road and carpark congestion – and proving cheaper than taxis and Uber.

The City of Sydney has been most proactive in promoting such systems, with about 20% of Sydneysiders now belonging to car-share schemes. The Sydney share fleet alone has taken about 10,000 cars off the road, according to a 2016 report.

Consumers can essentially choose from three systems. Companies such as GoGet, Flexicar, GreenShareCar and Student Car Share allow members to book cars from a fleet, usually by the hour or day. Peer-to-peer systems, such as Car Next Door and DriveMyCar operate more like Airbnb – you’re basically renting out your neighbour’s car. Community car-pooling schemes, while still few and far between, are another option.

“Car share users get direct personal benefits because they save on transport costs,” says Car Next Door co-founder Will Davies. “They also use public transport and walk and bike more often, which brings more physical activity into their day-to-day lives.” Car Next Door offsets its carbon emissions through non-profit Greenfleet; the scheme’s 60,000 members have helped plant 12,500 trees since 2013.

16% of Australians aged over 18 use public transport – many who don’t often say they find services inconvenient and unreliable, or they simply don’t have access to a service at all. While the system can be frustrating in Australia, choosing public transport where possible is doubly beneficial: buses and trains have a far lower environmental impact, and services often improve as patronage increases. Rail transport, especially, is one of the world’s most energy efficient modes of getting around, producing up to five times less greenhouse gases per passenger kilometre than cars.

“Many public transport systems around the world, and some in Australia, are switching to 100% renewable energy – cutting pollution even further,” says Petra Stock, Climate Council’s energy and climate systems analyst.

A third of Brisbane’s bus fleet runs on compressed natural gas, while Canberra last August began trialling two new electric buses and one hybrid, and may eventually replace the entire fleet. In Adelaide, the council’s electric solar bus Tindo is the world’s first to be recharged using 100% solar energy.

Choose the best option: cycling and walking

It’s a no-brainer: burning our personal energy rather than fossil fuels is the most sustainable way to get around – and good for our health and hip pockets, too. But few Australians regularly choose active travel, with just one in 26 people usually walking or cycling to work or study.

Again, the sheer size of our country is partly to blame. But for city dwellers and those who live close to work, active transport is attractive when the maths is considered. “Owning and operating a car costs about $225 per week, not including parking,” the Bicycle Queensland chief executive, Anne Savage, says. “Riding 10km to and from work regularly will save the average household at least $1,700 per year in transport costs, and reduce greenhouse gas emissions by 1.5 tonnes annually.” Plus riding to work can dramatically lower the risk of heart disease and cancer, Savage says.

These days, one doesn’t even need to own a bike. Sharing schemes such as Reddy Go, oBike, ofo and all operate via mobile phone apps, while many major cities also offer local sharing systems. And if puffing up hills puts you off, consider electric bikes (ideally if you have solar power at home for recharging).

Going carless won’t always be possible, but considering more sustainable modes of transport can make a big difference.

Additional research and reporting by Nicole Lutze

Topics

Source

https://www.theguardian.com/lifeandstyle/2018/mar/18/car-share-public-transport-and-walking-better-ways-to-get-from-a-to-b

source http://taxi.nearme.host/car-share-public-transportation-and-walking-much-better-ways-to-obtain-from-a-to-b/ from NOVACAB http://novacabtaxi.blogspot.com/2018/07/car-share-public-transportation-and.html

Car share, public transportation and walking: much better ways to obtain from A to B.

Australia is a car-loving nation, understandably so given the size of our country and our often meagre public transport systems. Each day, more than 8 million people drive to work or study – about 78% of all Australians aged over 18 – and three-quarters of all vehicles carry just one person.

Worryingly, our cars collectively belch out damaging greenhouse gases at levels roughly the same per year to Queensland’s entire coal and gas-fired electricity supply. Transport is Australia’s third-largest source of greenhouse gas emissions, with emissions from transport increasing nearly 60% since 1990, more than any other sector, according to the Climate Council.

40% better fuel efficiency than petrol, which equals less CO2 emissions. But such engines perform best when towing and driving long-distances. For stop-start city driving, which tends to clog diesel exhaust filtration systems, a small and fuel-efficient petrol engine may prove better.

Or – if cash is less of an issue – purchase a hybrid car, which uses a combination of battery technology and a smaller petrol engine. Electric cars, too, are slowly entering the Australian market, but owners must be cautious to charge their vehicles from sustainable sources, rather than coal-fired power sources.

To help consumers choose more efficient vehicles, the Australian government-backed Green Vehicle Guide rates cars dating back to 2004 using a colour-coded CO2 emissions meter.

Consider joining a car-sharing scheme

Already embraced in some European cities, car sharing remains something of a fledgling concept in Australia; most schemes are as yet only available in major capital cities. Yet the concept is promising for short distance city travel: avoid the cost and emissions of owning your own car and instead book from a share fleet only when needed, helping reduce road and carpark congestion – and proving cheaper than taxis and Uber.

The City of Sydney has been most proactive in promoting such systems, with about 20% of Sydneysiders now belonging to car-share schemes. The Sydney share fleet alone has taken about 10,000 cars off the road, according to a 2016 report.

Consumers can essentially choose from three systems. Companies such as GoGet, Flexicar, GreenShareCar and Student Car Share allow members to book cars from a fleet, usually by the hour or day. Peer-to-peer systems, such as Car Next Door and DriveMyCar operate more like Airbnb – you’re basically renting out your neighbour’s car. Community car-pooling schemes, while still few and far between, are another option.

“Car share users get direct personal benefits because they save on transport costs,” says Car Next Door co-founder Will Davies. “They also use public transport and walk and bike more often, which brings more physical activity into their day-to-day lives.” Car Next Door offsets its carbon emissions through non-profit Greenfleet; the scheme’s 60,000 members have helped plant 12,500 trees since 2013.

16% of Australians aged over 18 use public transport – many who don’t often say they find services inconvenient and unreliable, or they simply don’t have access to a service at all. While the system can be frustrating in Australia, choosing public transport where possible is doubly beneficial: buses and trains have a far lower environmental impact, and services often improve as patronage increases. Rail transport, especially, is one of the world’s most energy efficient modes of getting around, producing up to five times less greenhouse gases per passenger kilometre than cars.

“Many public transport systems around the world, and some in Australia, are switching to 100% renewable energy – cutting pollution even further,” says Petra Stock, Climate Council’s energy and climate systems analyst.

A third of Brisbane’s bus fleet runs on compressed natural gas, while Canberra last August began trialling two new electric buses and one hybrid, and may eventually replace the entire fleet. In Adelaide, the council’s electric solar bus Tindo is the world’s first to be recharged using 100% solar energy.

Choose the best option: cycling and walking

It’s a no-brainer: burning our personal energy rather than fossil fuels is the most sustainable way to get around – and good for our health and hip pockets, too. But few Australians regularly choose active travel, with just one in 26 people usually walking or cycling to work or study.

Again, the sheer size of our country is partly to blame. But for city dwellers and those who live close to work, active transport is attractive when the maths is considered. “Owning and operating a car costs about $225 per week, not including parking,” the Bicycle Queensland chief executive, Anne Savage, says. “Riding 10km to and from work regularly will save the average household at least $1,700 per year in transport costs, and reduce greenhouse gas emissions by 1.5 tonnes annually.” Plus riding to work can dramatically lower the risk of heart disease and cancer, Savage says.

These days, one doesn’t even need to own a bike. Sharing schemes such as Reddy Go, oBike, ofo and all operate via mobile phone apps, while many major cities also offer local sharing systems. And if puffing up hills puts you off, consider electric bikes (ideally if you have solar power at home for recharging).

Going carless won’t always be possible, but considering more sustainable modes of transport can make a big difference.

Additional research and reporting by Nicole Lutze

Topics

Source

https://www.theguardian.com/lifeandstyle/2018/mar/18/car-share-public-transport-and-walking-better-ways-to-get-from-a-to-b

from TAXI NEAR ME http://taxi.nearme.host/car-share-public-transportation-and-walking-much-better-ways-to-obtain-from-a-to-b/ from NOVACAB https://novacabtaxi.tumblr.com/post/175926143366

Car share, public transportation and walking: much better ways to obtain from A to B.

Australia is a car-loving nation, understandably so given the size of our country and our often meagre public transport systems. Each day, more than 8 million people drive to work or study – about 78% of all Australians aged over 18 – and three-quarters of all vehicles carry just one person.

Worryingly, our cars collectively belch out damaging greenhouse gases at levels roughly the same per year to Queensland’s entire coal and gas-fired electricity supply. Transport is Australia’s third-largest source of greenhouse gas emissions, with emissions from transport increasing nearly 60% since 1990, more than any other sector, according to the Climate Council.

40% better fuel efficiency than petrol, which equals less CO2 emissions. But such engines perform best when towing and driving long-distances. For stop-start city driving, which tends to clog diesel exhaust filtration systems, a small and fuel-efficient petrol engine may prove better.

Or – if cash is less of an issue – purchase a hybrid car, which uses a combination of battery technology and a smaller petrol engine. Electric cars, too, are slowly entering the Australian market, but owners must be cautious to charge their vehicles from sustainable sources, rather than coal-fired power sources.

To help consumers choose more efficient vehicles, the Australian government-backed Green Vehicle Guide rates cars dating back to 2004 using a colour-coded CO2 emissions meter.

Consider joining a car-sharing scheme

Already embraced in some European cities, car sharing remains something of a fledgling concept in Australia; most schemes are as yet only available in major capital cities. Yet the concept is promising for short distance city travel: avoid the cost and emissions of owning your own car and instead book from a share fleet only when needed, helping reduce road and carpark congestion – and proving cheaper than taxis and Uber.

The City of Sydney has been most proactive in promoting such systems, with about 20% of Sydneysiders now belonging to car-share schemes. The Sydney share fleet alone has taken about 10,000 cars off the road, according to a 2016 report.

Consumers can essentially choose from three systems. Companies such as GoGet, Flexicar, GreenShareCar and Student Car Share allow members to book cars from a fleet, usually by the hour or day. Peer-to-peer systems, such as Car Next Door and DriveMyCar operate more like Airbnb – you’re basically renting out your neighbour’s car. Community car-pooling schemes, while still few and far between, are another option.

“Car share users get direct personal benefits because they save on transport costs,” says Car Next Door co-founder Will Davies. “They also use public transport and walk and bike more often, which brings more physical activity into their day-to-day lives.” Car Next Door offsets its carbon emissions through non-profit Greenfleet; the scheme’s 60,000 members have helped plant 12,500 trees since 2013.

16% of Australians aged over 18 use public transport – many who don’t often say they find services inconvenient and unreliable, or they simply don’t have access to a service at all. While the system can be frustrating in Australia, choosing public transport where possible is doubly beneficial: buses and trains have a far lower environmental impact, and services often improve as patronage increases. Rail transport, especially, is one of the world’s most energy efficient modes of getting around, producing up to five times less greenhouse gases per passenger kilometre than cars.

“Many public transport systems around the world, and some in Australia, are switching to 100% renewable energy – cutting pollution even further,” says Petra Stock, Climate Council’s energy and climate systems analyst.

A third of Brisbane’s bus fleet runs on compressed natural gas, while Canberra last August began trialling two new electric buses and one hybrid, and may eventually replace the entire fleet. In Adelaide, the council’s electric solar bus Tindo is the world’s first to be recharged using 100% solar energy.

Choose the best option: cycling and walking

It’s a no-brainer: burning our personal energy rather than fossil fuels is the most sustainable way to get around – and good for our health and hip pockets, too. But few Australians regularly choose active travel, with just one in 26 people usually walking or cycling to work or study.

Again, the sheer size of our country is partly to blame. But for city dwellers and those who live close to work, active transport is attractive when the maths is considered. “Owning and operating a car costs about $225 per week, not including parking,” the Bicycle Queensland chief executive, Anne Savage, says. “Riding 10km to and from work regularly will save the average household at least $1,700 per year in transport costs, and reduce greenhouse gas emissions by 1.5 tonnes annually.” Plus riding to work can dramatically lower the risk of heart disease and cancer, Savage says.

These days, one doesn’t even need to own a bike. Sharing schemes such as Reddy Go, oBike, ofo and all operate via mobile phone apps, while many major cities also offer local sharing systems. And if puffing up hills puts you off, consider electric bikes (ideally if you have solar power at home for recharging).

Going carless won’t always be possible, but considering more sustainable modes of transport can make a big difference.

Additional research and reporting by Nicole Lutze

Topics

Source

https://www.theguardian.com/lifeandstyle/2018/mar/18/car-share-public-transport-and-walking-better-ways-to-get-from-a-to-b

from TAXI NEAR ME http://taxi.nearme.host/car-share-public-transportation-and-walking-much-better-ways-to-obtain-from-a-to-b/

BMW i8 – The Tech Inside | Digit.in

Autonomous cars, electric cars and all sorts of advanced automobiletechnologies is what you would hear of all over the motoring world. From noisypetrol engines, the world seems geared up to move forward to silent electricmotors. While the move towards electric mobility is much desired in order todecrease the pollution levels, many car enthusiasts will often tell you thatthis electric hybrid wizardry will steal the joy of a roaring v8 engine. But willit? There’s nothing like this that you see on Indian roads. It’s literally aheadof its time. It has come from the future. Why? Well look at its powertrain. It’sassisted with an electric battery. It has an efficient petrol motor. It’s asports car but it gives a reasonably acceptable mileage. And along with thatit doesn’t come with front open grills. And well we can’t even get started interms of how it looks. It’s got a lot of technology inside. It’s literally a techfest that’s going on inside. Those scissor doors and yes it’s got thosescissor doors. Well there’s no point waiting anymore. Let’s get inside andfind out what the BMW i8 offers. What BMW i8 offers is not limited to any single aspect about it. But let’s beginwith the most striking aspect, its electric hybrid powertrain. To the backof the car is a twin turbo inline 3 cylinder 1. 5 litre petrol engine thatproduces a staggering 231 brake horsepower. Yes that is correct!231 bhp from a 1. 5 liter 3-cylinder engine! But this is just the start. Alongwith the rear mounted engine is an electric motor to the front thatproduces 131 brake horsepower and is responsible for i8’s e-drive mode orfully electric driving. On stand-alone terms it may not seem much. But combinedthe BMW i8 powertrain produces over 360 brake horsepower at its peak at 570Newton meters of torque which is plenty. Agreed this may not be a supercarrivaling power figures. But the i8 is not about showing sheer bass. It is aboutshowing admirable pace. While being less polluting you get all-electric range of60 kilometers and with the electric motors acceleration you also get instanttorque that gives incredible acceleration. 0-200 comes up in just a bit more thanfour seconds which is commendable. When you are in a hush, the BMW i8 canaccelerate almost instantly as you step on the pedal. But it can also travelsedately and in absolute silence. When you are feeling calm, the drivetraintechnology is naturally the BMW i8’s highlight. But as a person seeing it fromthe outside the powertrain would not be the first thing that you would notice. The thing about this car is that the design is so outlandish. It sort of lookslike a cross between your Batmobile and the Millennium Falconand that is what draws all the eyeballs. It’s unlike anything that’s there in theIndian market on the Indian roads. When you’re driving the i8 the one fear thatyou live in permanently is of the speed breakers. Thanks to the rail ridiculouslylow ground clearance. That’s not ridiculously but thanks to the extremely low groundclearance. You will scrap a few stupid speedbreakers irrespective of how safe you are in driving. So you would come acrosscars which can do a lot of things better than the i8. But what the i8 does is giveyou a drive to remember. You get a steering wheel which is very pliant,which gives you excellent feedback and the low flunk ride height and everythingthe aerodynamics. The way the card lunges forward when you switch it in sport modeand even an eco pro mode. Eco pro it’s supposed to be the most efficient. Theleast amount of power being consumed. I have switched the car in sport mode. Yeah! That’s what you get with this car! Just gonna switch it back to eco projust to remain sane. So yeah that’s what the drive is all about of the BMW i8. It’s all about technology and it’s all about the experience. Yeah, it’s allabout that surge that the electrically assisted power train gives you. It’s allabout the low flung aerodynamics. It’s all about the right quality, the handlingquality. In fact and all of that is what makes this car so special. All of that iswhat makes this car a one-of-a-kind in the Indian market. What you also would not come across in too many other cars in the country isthe way it looks. Part of the reason why BMW i8 draws such intense attention onthe road is because of how it looks. While the front looks typically BMW witha butterfly grille, that is not really a grille. The low ground clearance isimmediately visible along with the short stance of the car at 117 millimeter andlike we have said already, the i8 will scrape bumpers and turn heads in equalportions. No matter where you go the aerodynamics are aided by the flowingbody panels and the gaps and arrangements further make it look uberfuturistic. And if that is not enough you also have scissor doors. Now as a kid, I usedto think about a sports car in a flashy red color and loads of power that wouldovertake every other car on the road. The third thing that I used to think of insports cars were these doors. Scissor doors or Gull Wing doors or whicheveryou call it door switch didn’t open like normal doors. Basically no switch wouldopen and state immediately that you’re in something special. And that’s what theBMW i8 stores do. Inside you get this very swankily finished dash, which looksvery characteristically BMW but is good. That’s a nice thing to say because youhave this very smoothly finished leather with these blue stitches on the up andyou get this sort of 3 layer dash with hints of grey with grey accents andblue trims and slight amounts of chrome to accentuate the overall thing. Thequality is top-notch. The leather finish is brilliant and even the plastics. Thesoft touch plastics is really really good. The entire car feels like somethingspecial. From the driver oriented dash, everything as you can see is wrappedaround the driver and that’s what it’s supposed to be. The BMW i8 is a driver’scar and BMW makes it amply clear what type of intentions they have. In terms of the equipment, well you get the seat heaters, you get a dual zone airconditioner and storage space. Not that practical but you do get a few cubbyholes here and there and a cup holder. Here the funniest bit though are therear seats not exactly seeds as such but yes it’sfor kids of course we did try to fit in four full size adults in this caryesterday two people at the back they did manage to squeeze in but well it wasvery uncomfortable and you’d know why when you see the spacer and apart fromthat the overall car has the sense of feeling specialand it has its own way of making you feel functionally however the BMW i8 isnot the easiest car to climb into even for the driver’s seat it is a bit of astruggle to lower yourself into the bucket seat but after a point you simplyget used to the process the real struggle however is the back seat morelike buckets for your kids and yes they do come with isofix child seat bracketsit is not meant for adults there is no recline and you are in a completelyconfined space because of the engine at the back but even though it wasn’t madekeeping adult passengers in mind it is still quite funny to see someone attemptto climb into the back seat and simultaneously clamber out neverthelessyou still get the BMW idrive infotainment system here which getsspecial animations for the i8 functionally you get wireless audiostreaming from phone and one USB and aux port you also get wireless charging inthe second storage panel in the central column the infotainment system is nottouchscreen but gets a fancier navigation system that swiftly adjustbetween day and night modes map views and point of interest you also get extrabrackets for the e drive mode a driving efficiency monitor alongside thestandard engine oil and tire pressure gauge and a high-resolution monochromehead-up display in front of the driver the instrument cluster is fully digitaland changes the digital dials graphics and color themes as you alter drivemodes this virtual cockpit like screen isagain a high-resolution one and looks quite striking particularly once youfire up the car in darkness the ambient lighting has three colors blue orangeand white and while we could not show it very well during the day we can vouchfor how gorgeous the cabin looks at night overall interior quality is alsoquite good with smooth leather and contrast stitching along with the softtouch plastic you also get seat heaters and both the front seats areelectronically adjustable nothing less than what we expected the BMW i8 alsoretains the automatic headlamps and rain-sensing wipers and the touchsensitive shortcut buttons that are ever so useful the entire dash is angled atthe driver reinstating its focus as a driver oriented car all the technologythe electric drive the heads-up display the efficient engine and everything ismeant for you the driver the owner and that is what the BMW i8 does so verywell the BMW i8 is not the car that you drive to your office every day in factit’s not the car that you even drive every day butas and when you do drive it you’d be left with a lifetime of memoriesstarting from how it looks to the experience of how it drives and what ithas inside this is a mesmerizing overall package it’s also an ode to the futurein fact this is how a lot of our future cars are gonna look like hybrid with asignificant amount of electric assist and a lot of electric only drive rangealong with a host of technology inside that includes a an Augmented head-updisplay and multi way adjusting seat heated seats and a lot of electricadjustment on the drive massively powerful drive trains in fact this has a1. 5 liter engine and it produces upward of 300 brake horsepower assisted by theelectric motor up front that is staggeringwhat’s also staggering is the overall experience the attention that you get onthe road the kind of reactions that it draws from the public and also the kindof unhappiness that it shows you when it scraps the speed breakers it almostbreaks your heart to be honest with that it’s time to end we’ve had a lot of funwith the BMW i8 this is a once-in-a-lifetime opportunity and anexperience and of course this is something that you would relish when youdrive it thank you and goodbye

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