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Showing posts with label public transport. Show all posts
Showing posts with label public transport. Show all posts

Tuesday, 19 October 2010

A local by-election in Walter Taylor: should I support the Greens?

On 23 October, residents of the Brisbane city ward of Walter Taylor will be voting for a councillor to replace Jane Prentice, who was elected to the federal parliament.

While thinking through issues for the campaign, I ran into Brisbane city council’s document, Our shared vision Living in Brisbane 2026, which contains this interesting snippet:
Green and active transport
In 2026, Brisbane will have a network of ‘greenways’ – safe laneways, walkways and bikeways for pedestrians, cyclists, wheel chairs, prams and micro-electric vehicles – linking neighbourhoods to key destinations throughout the city. Our public transport will excel in service, amenity, frequency, routing, information, affordability and safety. Our target for 2026 is to complete Brisbane’s estimated 1700-kilometre bikeways network and that 41% of travelling in the morning peak period will be by walking, cycling or using public transport.
Well, I wondered, why should anyone vote for the Greens when the city already has it right?

Then I woke up and realised where I was: a city spending billions on tunnels and bridges to support car-based commuting. Given that we are in a city where nearly 80% of all trips are made using private cars, you can understand the pressures to keep it that way. But if we want to turn that around in a big way in little more than a decade and a half, we need to rethink that mindset.

Nope, still supporting the Greens. Tim Dangerfield has my vote.

Monday, 23 June 2008

Robbing Units to Pay Whom?

The recent Brisbane City Council budget included double digit rate rises for many ratepayers. Single digit rate rises were promised at the election: did Campbell Newman mean by this a raised middle finger? Because that's what he's delivered. The updated rates calculation includes a multiplier based on the value of the land a unit is situated on, which does not allow for how many units are on that land. So a $20-million block of land with 200 units on it gets the same multiplier as the same land value with 4 units on it, resulting in absurd general rates increases of up to 700% for modestly-priced units – at least according to the Labor opposition in council. Campbell Newman claims that the maximum increase is "only" 150%.

On 19 June, I attended a Labor meeting at City Hall. There, angry inner-city unit owners had picked up the idea that they were being asked to pay for the tunnels wanted by residents of suburbs like Kenmore. This may not be strictly accurate in that the tunnels blow-out, as far as I can tell, is only hitting the budget next year. Nonetheless, I suspect this is news to the people who attended the Greens rally on 12 June, protesting the Kenmore bypass. No one there spoke in favour of tunnels; the most popular alternative to the bypass was better public transport.



What I find a bit rich about Labor's attack on the rates increase is that they voted for the tunnels project, and they also have a long history of talking public transport, while failing to deliver. If Labor doesn't want inner city unit owners to be slugged with an unfair rates increase, who, exactly, are they proposing should pay for their unfunded, fiscally irresponsible welfare for tunnel builders policy, which they share with the Liberals?

Thursday, 12 June 2008

Electric cars, trains or buses: which is cleanest?

There's been some debate in Australia in the wake of prime minister Kevin Rudd's announcement of financial backing for Toyota to build a hybrid Camry in Australia on whether hybrids represent a big saving in carbon emissions or not. This is an old debate, starting with a claim that a Toyota Prius's lifetime energy cost was higher than a big SUV, when you took into account manufacturing and the environmental cost of the battery.

That's an old story and well trawled over so there is little point in going over that again.

The bigger picture story is should we be fussing over conversion to electric cars or hybrids, when electricity is mostly generated from carbon emitting fossil fuels? An electric car or hybrid can add some efficiencies like regenerative braking, so it should overall have better efficiency than directly burning fossil fuels in the engine -- even if as in the case of a purely electric car or plug-in hybrid, it gets some power from fossil-fueled mains electricity.

I argue that instead, we should be looking at how to get as many people as possible into public transport. Even without changing the mode of energy, there are huge savings to be had there. If we work on an average of 50 litres/100 km for a diesel bus and 10 litres/100 km for a car, and 30 times as many people in the bus, the bus uses one sixth of the fuel per passenger, a saving of nearly 85%. A hybrid or small car will do significantly better, but a bus will still win easily, provided it is reasonably full. A train may not do better because electricity in most countries is mostly generated from very dirty sources, with a relatively low efficiency. A diesel engine may have an efficiency of up to 45% (with the rest wasted as heat); a coal power plant may be as low as 30%. Add in transmission losses, and an electric train is getting quite low value for the emissions produced -- though still significantly better than a car carrying the typical 1.5 people.

Buses then are the obvious quick fix. But as with cars, they have the problem that every bus has to be changed once improved technology is available.

Longer-term, trains are a better strategy to pursue, because cleaning up power generation for them fixes every train.

So, should the Australian government be encouraging local manufacture of hybrids? I do not see any great harm in it. But it is really only a very small part of the solution. The big ones are encouraging more use of public transport, putting in more train lines and services and cleaning up power generation.

Thursday, 29 May 2008

Peak Oil, Poverty, Moore's Law and Manure

Peak Oil


As oil and with it products we use to fuel our cars and trucks gets more expensive, there is growing anguish about the effects on the cost of living. China alone is adding millions of cars a year to the total, and peak oil theory says we should be hitting limits soon on production growth.

In reality, as prices go up, there will be options of exploiting kinds of oil previously too expensive: under the deep sea, in the arctic (conveniently being freed of ice; what's doing that, I wonder, if there's no climate change?), tar sands, shale oil… so production may not drop off as fast as predicted by peak oil theory. But should we want to squeeze every last drop of oil (and coal and gas) out of the ground?

Not only do we have climate change to worry about, but the economics of fossil fuel has a lot to do with the gap between rich and poor nations.

The Poverty Gap


In the twentieth century, the cost of communication increasingly split rich from poor. By communication, I mean movement of people, goods and information. Part of this was energy; another part telecommunications. The common thing was the distinction between countries with a comprehensive network of roads, rail, electricity and telephone connections, and those without.

Addressing this gap became increasingly hard, as the cost of new infrastructure has to compete with infrastructure created in an era of lower costs (e.g., coal was cheaper because demand was lower). It is this gap which for example makes fruit in a third world country absurdly cheap in tradable currency terms, while making a local phone call is ridiculously expensive. There's a kind of arbitrage, but one where the places where the price differences occur are too hard to connect, to correct the pricing anomaly (as would happen for example if the US$ to euro exchange rate was out of synch with the US$ to pound sterling exchange rate).

Somehow, despite all this, we have arguments from climate change inactivists that addressing poverty is an alternative to addressing climate change. Yet if you accept that poverty is largely structured into communication infrastructure (or lack thereof in poorer countries), new technologies that reduce the need for infrastructure can go a long way to closing the poverty gap.

An example is the cell phone. In many poor countries, cell phone roll-out has been many times faster than predicted, because of communication starvation. People in Nigeria didn't have phones not because they were poor, but because there was no infrastructure. Cell infrastructure is relatively cheap to put in: as long as you have electrical power, you can virtually parachute base stations in. By contrast, a nation-wide wired phone network needs wiring to the home, with extensive local wiring, even if trunk lines are wireless.

This example generalizes to other cases like electricity. If you can generate power locally without a grid, you can make energy accessible a lot faster in countries without infrastructure. Eliminate the cost of consumables, and you also eliminate another huge problem: rapid price increases as supply fails to keep up with demand. If you think this is bad for wealthier countries, what will doubling the fuel price to to someone who can barely afford a car?

Moore's Law


The nice thing about renewables is that technology changes reduce prices. It doesn't matter if coal supply runs low, oil runs out or gas slows to a trickle. The wind will still blow, the sun will still shine. Just as Moore's Law has pulled computer prices down dramatically over decades, photovoltaics and wind are getting cheaper. Eliminate the consumables and you have a real revolution in energy economics, far bigger than Henry Ford's revolution in personal transport.

This is an exciting time once we forget doom and gloom and think of what could actually be done.

Instead of living in terror at consequences of change, how about accepting that we are looking at a change as big as the move from horse and buggy to cars?

Think of it this way: the cost of renewable energy sources only depends on the technology, not consumables. Once we get this right, we can make energy cheaper with every new development. As long as we are stuck with fossil fuels, prices can only go up as demand overtakes supply.

Why are we so scared of this great new concept? Once we solve the energy storage problem (there are already good ideas like compressed air) poorer countries will benefit too. What's the downside? Unless you own a coal mine ... the horse industry lost big time when the Model-T appeared, but think of the advantages to society as a whole: personal mobility on a level never experienced before.

Now we have the next level: energy with radically lower constraints on supply and infrastructure. If you can do local microgeneration with efficient storage, you no longer need a grid. In rural Africa, for example, you could almost parachute in (where have we heard that before?) a solar or wind microgenerator.

Manure


Back in the nineteenth century, it's alleged that someone predicted that London would be metres deep in horse manure in a few decades. It's a nice story, even if it's improbable that it's true (I have yet to find a direct source for it, and there are several variants – the hallmarks of a myth or urban legend). It is certainly true that getting rid of horse manure in the streets of major cities was a growing headache – just as cutting carbon emissions is today.

So why, today, are we staring down the problem of curbing carbon emissions when there are far superior alternatives – alternatives that only need a little development to be viable?

The only alternative is to consume fossil fuels like there's no tomorrow, then it's back to the stone age. Why are we even debating this?

Tuesday, 19 February 2008

Running for Greens in Brisbane March 2008

I've placed my first election ad for my campaign in the MacGregor ward of the Brisbane City Council on YouTube:


So what do I stand for?

In short, a liveable city.

What does that mean? A city that puts people first.

In the Hitchhiker's Guide to the Galaxy, one of the main characters is called Ford Prefect. He was a space alien and in an error in his research prior to landing on Earth, he thought cars were the dominant life form. If you look at the priorities in development in Brisbane, you'd be excused for making the same mistake. Billions of dollars are being committed to building a car tunnel that no one will want when it's built, because petrol will be so expensive, we'll all want to use our cars as little as possible. After totally neglecting the issue for 4 years, Lord Mayor Campbell Newman has announced $100-million in future spending on bike paths. He and his Labor opposite number are in a bidding war on the number of new buses they will lay on.

All of this is pathetic and inadequate, a reaction to demand for better public transport and alternatives to cars, rather than a coherent plan.

For example: why do Brisbane buses not run anywhere close to on time? Because the system is designed that way. For buses to run to a timetable you need:

  1. busways and bus lanes that isolate buses from regular traffic
  2. minimal or better still no ticket sales on buses
  3. rapid entry (related to avoiding selling tickets on the bus) and exit

What do we actually have? A limited network of busways, in which most of the routes spill out onto regular streets. Many routes do not go on busways at all, and don't make much use of dedicated bus lanes. Ticketing is mostly by buying tickets on the bus. While there are other options, you can't buy tickets at most stops. Ticketing alone is a significant factor in the difficulty in having buses run to time. Add to it that getting off buses at a popular stop can take considerable time, and there is too much variance in stop times to make accurate timetabling possible. Add in the other issues, and you can see that any attempt at maintaining an accurate timetable is a joke.

Brisbane buses, in other words, don't run to time by design.

The Labor and Liberal side of politics (pretty much the same side on this issue) can make all the election promises they like, but both have had ample opportunity to address this issue. The Libs have held the mayoral office for the last term, and Campbell Newman, as a Civil Engineer, ought to be capable of understanding the problem. Instead, he has ignored it in favour of building tunnels. The Labs ran the city before him, and they set things up the way they are today.

That's it for now. Watch this space for thoughts on bike paths and other failures of the existing city government. And how things could be done better, with examples from other parts of the world.