Proposal to Encode the AUTO RICKSHAW Emoji
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1 Republic of Kazakhstan Almaty Trolleybus Project
OFFICIAL USE REPUBLIC OF KAZAKHSTAN ALMATY TROLLEYBUS PROJECT FEASIBILITY AND DUE DILIGENCE STUDY TERMS OF REFERENCE 1. BACKGROUND The City of Almaty (the “City”) with population of 1.8 million is the country’s largest and most important business and financial centre, contributing around 25 per cent of the national GDP. As most of rapidly growing conglomerates, the city is experiencing deficit of convenient “green” public transportation aggravated by an increasing number of private cars. Almaty is the only city in Kazakhstan with trolleybus system. Current trolleybus fleet was purchased 10 years ago, and it is close to its full depreciation. Subsequently, the City approached the European Bank for Reconstruction and Development (the “EBRD” or the “Bank”) to finance renewal of the trolleybus fleet through the purchase of 200 new hybrid trolleybuses and associated depot equipment (the “Project”). EBRD loan would be provided for the benefit of Almatyelectrotrans LLP (the “Company” or “AET”). The City sees the Project as an important measure to improve the environmental situation via expanding electric transport. The Project will allow the Company to improve passenger services by replacing the existing deteriorating fleet and providing vehicles for new lines, should the City decide to expand the trolleybus network. Better public transport services will prevent further modal shift from public transport to personal cars. The City’s public transport carries over 450 million passengers annually. The bulk of passenger traffic (86 per cent) is carried by buses operated by private and municipal companies. Trolleybuses account for 11 per cent of traffic, and the metro for 3 per cent. -
The Tool for the Rapid Assessment of Urban Mobility in Cities with Data
The Tool for the Rapid Assessment of Urban Mobility in Cities with Data Scarcity (TRAM) Prepared by Clean Air Asia and the Institute of Transporta- tion and Development Policy for the UN-Habitat October, 2013 Copyright © United Nations Human Settlements Programme (UN-HABITAT), 2013 All rights reserved United Nations Human Settlements Programme (UN-HABITAT) PO Box 30030, Nairobi, Kenya Tel: +254 2 621 234 Fax: +254 2 624 266 www.unhabitat.org For further information please contact: UN-HABITAT Debashish Bhattacharjee, Lead, Urban Mobility Urban Basic Services Branch P.O. Box 30030, 00100 Nairobi, Kenya Ph.: +254 20-762-5288; +254 20-762-3668 Email: [email protected] ITDP Jacob Mason, Transport Research and Evaluation Manager Global Programs 1210 18th St NW, Washington, DC 20036 USA Ph.: +1 212-629-8001 Email: [email protected] Clean Air Asia Transport Program Unit 3505 Robinsons Equitable Tower ADB Avenue, Pasig City, 1605 Philippines Ph. +63 2 631 1042 Fax +63 2 6311390 Email: [email protected] HS/063/13E Acknowledgement Principal authors: Tomasz Sudra (UN-HABITAT), Jacob Mason (ITDP), Alvin Mejia (Clean Air Asia) Contributors: Debashish Bhattacharjee, Hilary Murphy (UN-HABITAT), Michael Replogle, Colin Hughes (ITDP), Sudhir Gota (Clean Air Asia), Nashik Municipal Corporation, Late Annasaheb Patil’s Nashik Institute of Technology, College of Architecture and Centre for Design, Saraha Consultants, and ITDP-India Editor: Jacob Mason Design and layout: Cliord Harris Disclaimer The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning delimitation of its frontiers or boundaries or regarding its economic system or degree of develop - ment. -
Rickshaw System-Case Study of Electric Auto
Project Highlights • First of its kind electric auto-based feeder 19 system for City Metro Rail Limited SWITCHING TO • First set of Electric Autos to be registered in the city of Chennai SUSTAINABLE AUTO- • Research on estimating carbon emissions RICKSHAW SYSTEM-CASE from existing auto-rickshaw fleet completed • Roundtables organized to carve possible STUDY OF ELECTRIC AUTO sustainable IPT solutions including detailed research identifying behavioral patterns of FEEDER FOR CHENNAI metro-users related to last-mile connectivity METRO RAIL LIMITED • Collaborative Initiative- Auto-drivers, Metro Rail, Local Transport Departments Background Auto rickshaws play an indispensable role in the mobility needs of most Indian cities. They act as an intermediate public transport mode and provide first and last-mile connectivity. However, they are still an inefficient sector that neither answers appropriately to the changing dynamics of urban mobility in India nor embeds a sustainable pattern of transportation. A multitude of challenges plagues the auto- Chennai, rickshaw ecosystem some of which includes lack of technological up- Tamil Nadu gradation contributing to poor air quality, inefficiencies in operations January, 2019- as auto-drivers are less organized and competition from other modes February, 2020 of transport such as Cab Aggregators. On the other hand, cities, (Not to scale) despite having good public transport, are falling short of reliable last-mile connectivity. It is therefore pertinent that the Auto-rickshaw sector needs to move towards Sustainable Businesses, where less polluting technologies are promoted among service providers, auto-rickshaws act as reliable and viable options for last-mile connectivity to public transport, at the same time, customers are educated and aware of the need to shift to sustainable modes of transport. -
Case Study of the Auto- Rickshaw Sector in Mumbai
Case Study of the Auto- Rickshaw Sector in Mumbai 3rd Research Symposium on Urban Transport Urban Mobility India 2012 Akshay Mani EMBARQ India Methodology: Thematic Areas Thematic area Information included Mumbai Profile Area and demographics Traffic and transportation Regulations Permits Fares Meters Market Characteristics Fleet Size Age of fleet Engine and fuel characteristics Operational Characteristics High demand locations Daily trip characteristics Driver Profile Age profile Owner and renter drivers Economics Driver revenues and costs User Profile Age profile Gender profile Income profile Time of day characteristics Trip purpose Safety Road safety aspects of auto-rickshaws Infrastructure Auto-rickshaw stands Current Challenges Drivers Passengers Government Mumbai Profile Population: Greater Mumbai is > 12.5 million total Suburban Mumbai is 9.3 million Area: Greater Mumbai Total is 437.71 sq. km Suburban Mumbai is 370 sq km Density: over 20,000 per sq km Auto-rickshaw Sector – Background Market Size Source: Regional Transport Offices (RTOs) Auto-rickshaw Sector – Background Mode Shares Source: Comprehensive Mobility Plans (CMPs) of cities Methodology: Survey and Observation Locations Current Policy Environment Central State City Ministry of Road No direct policy Transport and Department of focus on auto- Highways Motor Vehicles rickshaws (MORTH) Central Motor State Motor Vehicle Rules, Vehicle Rules 1989 Focus Areas Regulation Market Characteristics Operational Driver and User Characteristics Profile and Economics Regulations: Permits Permits: 109,000 of which 9,762 are not in use Cap on new permits Permit Price Paid by Drivers: 0% 0% 0% 1% 2% 3% Legal Permit fee: Rs. 100 Rs. 1 - 100 Rs. 100 - 10,000 11% Average Price: Rs. -
Financing for Low-Carbon Auto Rickshaws Instrument Analysis
FINANCING FOR LOW-CARBON AUTO RICKSHAWS INSTRUMENT ANALYSIS SEPTEMBER 2018 Financing for Low-Carbon Auto Rickshaws LAB INSTRUMENT ANALYSIS September 2018 DESCRIPTION & GOAL — A loan product to accelerate electric transit adoption in Indian cities by providing loans at lower interest rates to traditionally underserved auto-rickshaw drivers for ownership of electric auto-rickshaws SECTOR — Electric vehicles PRIVATE FINANCE TARGET — Commercial banks, development financial institutions, impact investors GEOGRAPHY — For pilot phase: Bengaluru, Chennai, Chitradurga In the future: Other Indian cities 1 The Lab identifies, develops, and launches sustainable finance instruments that can drive billions to a low-carbon economy. It is comprised of three programs: the Global Innovation Lab for Climate Finance, the Brasil Innovation Lab for Climate Finance, and the India Innovation Lab for Green Finance. AUTHORS AND ACKNOWLEDGEMENTS The authors of this brief are Vaibhav Pratap Singh and Labanya Prakash Jena. The authors would like to acknowledge the following professionals for their cooperation and valued contributions including the proponents Cedrick Tandong and Kevin Wervenbos, and the working group members Serres Phillipe ( PROPARCO), Jayant Prasad (cKers Finance), Sunil Agarwal ( Tata Capital), Vivek Chandaran (Shakti Foundation), Riyaz Bhagat (Trilegal), Kundan Burnwal (GIZ), Clay Stranger(RMI), Anuj (CGM), Venkataraman Rajaraman (India Ratings) & Vijay Nirmal (CPI). The authors would also like to thank Dr. Gireesh Shrimali, Vivek Sen, Vinit Atal, and Maggie Young for their continuous advice, support, comments, and internal review. ABOUT THE LAB The Lab’s programs have been funded by Bloomberg Philanthropies, the David and Lucile Packard Foundation, the German Federal Ministry for the Environment, Nature Conservation, and Nuclear Safety (BMU), the Netherlands Ministry for Foreign Affairs, Oak Foundation, the Rockefeller Foundation, Shakti Sustainable Energy Foundation, the UK Department for Business, Energy & Industrial Strategy, and the U.S. -
Feasibility Study on Introducing Trolleybus System in Hong Kong
Agreement No. CE 72/99 Feasibility Study of Introducing a Trolleybus System in Hong Kong LIST OF CONTENTS Page 1. STUDY OBJECTIVES AND SCOPE 1 1.1 Study Objectives and scope 1 1.2 Case Studies 1 2. TECHNICAL AND OPERATIONAL FEASIBILITY 1 2.1 What is a Trolleybus? 1 2.2 Components of Trolleybus Systems for Hong Kong 1 2.3 Trolley Vehicles 2 2.4 The Power Distribution System 3 2.5 Infrastructure and Planning Requirements 4 2.6 Operating a Trolleybus System 5 2.7 Network Planning 6 2.8 Conclusions 6 3. FINANCIAL VIABILITY 6 3.1 Introduction 6 3.2 South East Kowloon Development 6 3.3 Central and Wan Chai 7 3.4 Aberdeen 7 3.5 Conclusions on Financial Viability 8 3.6 Possible Means to Achieve Viability 8 4. ENVIRONMENTAL ASSESSMENT AND ISSUES 8 4.1 Air Quality Assessment Methodology 8 4.2 South East Kowloon Air Quality Assessment 9 4.3 Central and Wan Chai and Aberdeen Air Quality Assessments 9 4.4 Other Air Quality Issues 9 4.5 Noise Levels 9 4.6 Landscape and Visual Assessment 10 5. REGULATORY AND LEGISLATIVE FRAMEWORKS AND THEIR IMPLICATIONS 11 5.1 The Granting of Franchises 11 5.2 Legislative Requirements 11 Transport Department Atkins China Ltd. 3089/OR33/00/E427, May 2001 page i Agreement No. CE 72/99 Feasibility Study of Introducing a Trolleybus System in Hong Kong LIST OF CONTENTS (Continued) Page 6. THE WAY FORWARD 11 6.1 Introduction 11 6.2 On-road and off-road trials 11 6.3 Requirements of a Pilot Scheme 12 6.4 Locational Options for a Pilot Scheme 12 6.5 The Implementation Process 12 6.6 Additional Investigations 12 Transport Department Atkins China Ltd. -
Trolleybuses: Applicability of UN Regulation No
Submitted by the expert from OICA Informal document GRSG-110-08-Rev.1 (110th GRSG, 26-29 April 2016, agenda item 2(a)) Trolleybuses: Applicability of UN Regulation No. 100 (Electric Power Train Vehicle) vs. UN Regulation No. 107 Annex 12 (Construction of M2/M3 Vehicles) for Electrical Safety 1. At 110th session of GRSG Belgium proposes to amend UN R107 annex 12 by deleting the requirements for trolleybuses (see GRSG/2016/05) and transfer the requirements into UN R100 (see GRSP/2016/07), which will be on the agenda of upcoming GRSP session in May 2016. 2. Due to the design of a trolleybus and stated in UN Regulation No. 107, trolleybuses are dual- mode vehicles. They can operate either: (a) in trolley mode, when connected to the overhead contact line (OCL), or (b) in bus mode when not connected to the OCL. When not connected to the OCL, they can also be (c) in charging mode, where they are stationary and plugged into the power grid for battery charging. 3. The basic principles of the design of the electric powertrain of the trolleybus and the connection to the OCL is based on international standards developed for trams and trains and is implemented and well accepted in the market worldwide. 4. Due to the fact that the trolleybus is used on public roads the trolleybus has to fulfil the regulations under the umbrella of the UNECE regulatory framework due to the existing national regulations (e.g. European frame work directive). 5. Therefore the annex 12 in UN R107 was amended to align the additional safety prescriptions for trolleybuses with the corresponding electrical standards. -
Competitiveness of Trolleybus in Urban Transport
Transactions on the Built Environment vol 52, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509 Competitiveness of trolleybus in urban transport G. ~sten~o',R. ~ozzo~, M. ~alaverna~ & G. sciutto2 'Sciro S.r. l., Genova, Italy ZDepart?nentof Electrical Engineering, University of Genova, Italy Abstract In the search for alternative transportation modes in urban public transport, this paper suggests a comparison between the competitiveness of trolleybus and diesel bus transport modes. This evaluation is based on the relevant life-cycle costs, highlighting that trolleybus transport has a starting high charge of vehicles and wiring purchase as well as the disadvantage arising, in Italy, from the higher price of electric energy compared with diesel oil. Because of these factors, the trolleybus is less competitive than the diesel bus for the Italian urban centres although more friendly for the environment. In the last part of the paper, a case study shows that energy prices and car purchase have a negative influence on the present competitiveness of the trolleybus. 1 Introduction After the Second World War, advanced technology and oil low price encouraged the employment of the diesel bus instead of the trolleybus, which was penalised by its overhead contact line that could not meet the requirements of the quick traffic growth in urban centres. Most trolleybus networks were dismantled between the 60's and 70's. Today, the urgent need to reduce air and acoustic pollution in urban areas as well as a greater environmental awareness, also backed by governmental policies, bring about a renewed interest for the trolleybus. As to the drive development, trolleybus vehicles followed, during the years, the same evolution achieved in the field of light rail EMUS. -
Electric Trolleybuses for the Lacmta's Bus System
ARIELI ASSOCIATES MANAGEMENT, OPERATIONS AND ENGINEERING CONSULTING Report No. 1302 ELECTRIC TROLLEYBUSES FOR THE LACMTA’S BUS SYSTEM PREPARED FOR THE ADVANCED TRANSIT VEHICLE CONSORTIUM UNDER CONTRACT NO. OP 3320661 - 2 - EXECUTIVE SUMMARY California Air Resources Board (CARB) Adopted Urban Bus Transit Rule for 2010 Emission Standards requires that MTA, starting in 2010, set aside 15% of all bus purchases to acquire Zero Emission Vehicles (ZEVs). Currently, none of the buses in the MTA’s inventory can be classified as ZEV, nor there are any transit buses [defined as propelled by an internal combustion engine (ICE) powered by either diesel or alternate fuels] available on the market that can be classified as ZEV. The California emission standards are well ahead of those for the rest of the United States and the manufacturers will not develop suitable vehicles on their own unless incentivized by large customers such as LACMTA. Failure to meet the 2010 Emission Standards will result in regulatory punitive fines and potentially litigation. It is important to note here that this is not the first time that the subject of incorporating electric trolleybuses into the MTA’s bus system comes before the MTA Board of Directors. In the 1992 30-Year Integrated Transportation Plan, electric trolleybuses were the preferred solution to meet CARB air regulations. The Plan provided for 18 routes, 300 miles of overhead wires and 400 peak electric trolleybuses by 2004 to be increased to 1,100 peak electric trolleybuses by 2010. Eventually, the Board voted to terminate the project. After reviewing the various technologies that might qualify as zero emissions under CARB rule, the report focuses on electric trolleybuses as the technology of choice. -
Tychy Trolleybuses Electromobility Since 1982
Photo Arkadiusz ŁawrywianiecPhoto Tychy Trolleybuses Electromobility Since 1982 Text ARTUR CYWIŃSKI, ZBIGNIEW BRUD Poland is a country, in which trolleybuses are very seldom used in the urban public transport. Now only three cities have a trolleybus traction in the country with anearly forty-million population: Tychy, Gdynia, and Lublin. What is interesting, the history of this means of public transport started in Poland in ... 1930. ill 1999 trolleybuses were running in 12 cit- fuels, resulted in gradual liquidation of this means ies: Dębica (1988-1993), Gdynia (from of urban transport in most of 12 cities, where it was 1943), Legnica (1943-1956), Lublin (from operating. Three centres remained, in which trolley- T 1953), Olsztyn (1939-1971), Poznań buses won the fight for survival. Now, when people (1930-1970), Słupsk (1985-1999), Tychy (from talk louder and louder about the necessity to reduce 1982), Wałbrzych (1944-1973), Warsaw (1946- pollution and the CO2 emission, and also due to the 1973), and Piaseczno (1983-1995) [1]. Unfortu- support under projects co-financed by the European nately, high costs of the traction network operation, Union, they have found their opportunity for fur- do that? do they how the lack of modern vehicles and the lack of ecological ther development. awareness and responsibility for the natural environ- Tychy is an example of a city, where the fate ment confronted with the cheaper and more avail- of the trolleybus network and the ecological public able bus transport, operating based on oil-derivative transport is inseparably related to the latest history 55 Streszczenie Summary Przedstawiony poniżej tekst opisuje historię powstania, rozbudo- Tychy trolleybuses – electric vehicle network since 1982 /2017 wę oraz modernizację sieci trakcyjnej tyskich linii trolejbusowych. -
Transformation of Trolleybus Transport in Poland. Does In-Motion Charging (Technology) Matter?
sustainability Article Transformation of Trolleybus Transport in Poland. Does In-Motion Charging (Technology) Matter? Marcin Wołek 1,* , Agnieszka Szmelter-Jarosz 1 , Marcin Koniak 2 and Anna Golejewska 1 1 Faculty of Economics, University of Gda´nsk,Armii Krajowej 119/121, 81-824 Sopot, Poland; [email protected] (A.S.-J.); [email protected] (A.G.) 2 Faculty of Transport, Warsaw University of Technology, Koszykowa 75, 00-662 Warszawa, Poland; [email protected] * Correspondence: [email protected] Received: 5 November 2020; Accepted: 19 November 2020; Published: 22 November 2020 Abstract: Transport in cities is one of the most important sources of emissions. Electromobility is an essential element in the catalogue of activities of local authorities aimed at combating climate change. Over the years trolleybus transport has been characterised by both phases of development and regression and is still an essential component of zero-emission urban transport in about 300 cities worldwide. The development of electricity storage technology, especially in the form of a battery, has opened up new prospects for this mode of transport. A trolleybus equipped with a battery (in-motion charging technology) gains unique characteristics for operation independent of the catenary. This study presents the approach for assessing the development of in-motion charging for trolleybuses in all Polish cities operating this means of transport. A set of KPIs has therefore, been set and analysed. The analysis covers a comparison between 2014 and 2019, aimed at showing the development of technological innovations in this field. The results clearly show that in-motion charging technology leads to the development of trolleybus transport, although this development has mainly a qualitative dimension. -
Benchmarking Presentation
City Services Benchmarking: Public Transportation CITY & COUNTY OF SAN FRANCISCO Office of the Controller City Services Auditor Peg Stevenson | Joe Lapka 06.03.2014 Performance Measurement Mandate 2 Appendix F, Section 101 of the City Charter The Controller shall… • Monitor the level and effectiveness of services provided to the people of San Francisco, • Review performance and cost benchmarks, and • Conduct comparisons of the cost and performance of City government with other cities, counties, and public agencies that perform similar functions Prescribed Service Areas (areas covered by previous benchmarking reports) Condition of urban environment Transportation Human resources Public health & human services Criminal justice City management Parks, cultural & recreational facilities Fire and paramedic services Public works March 2014 Benchmarking Report – Public Transportation 3 Purpose Compare the cost and performance of directly-operated light rail, bus, and trolleybus service provided by SFMTA with similar services in metropolitan areas Peer Selection Methodology • Followed methodology outlined in Transit Cooperative Research Program Report 141 – A Methodology for Performance Measurement and Peer Comparison in the Public Transportation Industry • Designed to provide a robust, practical, and transparent process for selecting peer agencies based on uniformly defined and readily available data • Underwent multiple rounds of review and testing by numerous transit agencies, regional transportation authorities, and state departments of transportation