Thursday, August 09, 2012

SCRUTINY, IIPM THINK TANK: GREENING THE TRANSPORT

When it comes to mass transportation, green options are being developed aplenty, but almost all are failing the economic viability test. The IIPM Think Tank analyses the economic and social benefit of contemporary machines that will be green, clean and fast – but not necessarily in the same order of priority!

The last decade saw the growth of numerous green systems. But most of them, by the turn of the decade, did not find takers. The much touted hybrids are a key example. A conservative estimate shows that the sale of hybrid vehicles, after so many years of promotion, constitutes just about 2.9% of total automobile sales. Similarly, usage of vehicles using natural gas (called CNG in some countries) is largely confined to transit buses and a few other modes of public transport. Hydrogen fuelled vehicles, even today, remain limited due to lack of a proper fuel distribution network. Electric vehicles have not caught the customer’s fancy due to high battery costs and recharge issues. Even though auto giants are already working on prototype cars powered by fuel cells like Mitsubishi i-MiEV and Nissan Leaf, their time will be tested only when they’re introduced. And the lesser said about the concept of high-speed railways and green air transport systems, the better (even though the bio-fuel based Virgin Galactic airline does stand out in its promise of making the carbon cost of each flight come down to 60% of a conventional aircraft’s).

Strangely, a few initiatives to reduce emissions from current mass transport systems have worked better than the ‘green’ lot, especially considering the fact that oil reserves – by recent estimates – are perhaps never going to get depleted in the near future (or even far, for that matter). In France, pollution-free nuclear electricity has helped trains reduce the carbon emission rate. Researchers are en route to developing more efficient and effective catalytic converters that would further break down the toxicity of vehicle emissions. Auto manufacturers are even focussed on bettering mileages on automobiles with every passing year. For example, as per US Department of Energy data, while the Toyota Landcruiser gave 12 miles per gallon (mpg) on the highway in 1985, the 2010 model gives 18 mpg. The Camary is better, giving close to 35 mpg in 2010!

It’s evident that rather than attempting to invest magnanimously in green spheres that have very less or almost no guarantee of succeeding, there’s heavier credence for attempting to improve what can be done in a short time – the mpg example of Toyota being a totem pole. Can the world stand up to that?


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