Bamboo Becomes Transport Option for the South

 

The sturdy bamboo plant (http://en.wikipedia.org/wiki/Bamboo) is enjoying a revival around the world as a building material. A strong, fast-growing and highly renewable woody plant, it is becoming increasingly popular as people seek out less environmentally wasteful alternatives to steel and other materials.

But who would have thought bamboo taxis would turn up on the scene?

A fleet of bamboo taxis is now plying the streets in Tabontabon, a municipality in The Philippines that is home to 10,000 people, most of them rice farmers.

Bamboo can sometimes grow more than 1 metre a day. While in Asia, it has long been a traditional construction material, people are now turning to it to make transportation vehicles. In The Philippines, there are 62 species of bamboo, up to 15 of which are suitable for industrial applications.

So-called habal-habal motorcycles, the most popular form of transportation in the town, are also the source of many accidents and are uncomfortable on sunny days or when it rains. A covered taxi service is both a safer and a more comfortable alternative.

The town’s mayor, Rustico Balderian, took the initiative to build a fleet of bamboo taxis. He set four criteria the new taxis had to meet: they should be low-cost, fuel efficient, safe and environmentally friendly. The bamboo has a higher tensile strength (http://en.wikipedia.org/wiki/Tensile_strength) than steel, which also requires vast quantities of energy to produce.

The taxis are 90 percent made of bamboo and are built by unemployed youth. They are divided into Eco 1 (a model that seats 20 people and runs for eight hours on one gallon of coco-biodiesel from coconuts) (http://cocobiodiesel.blogspot.com/), and Eco 2, which seats eight people, has a stereo and sound system, and also runs for eight hours on a gallon of coco-biodiesel.

Both are made by the Tabontabon Organic Transport Industry [TOTI] (http://totieco.multiply.com/).

Making vehicles out of bamboo is a serious endeavour that also has been under development in Japan. In 2008, Kyoto University’s Venture Business Laboratory (VBL) unveiled a unique single-seat electric vehicle equipped with a body made from bamboo. The vehicle was developed under the Kyoto Electric Car Development Project, which is one of the laboratory’s major initiatives. Nicknamed Bamgoo, this eco-car’s body is made of braided rods of bamboo, one of the local specialty products of the area.

Other bamboo modes of transport in the South include bamboo bicycles in Ghana. A partnership between an American bike designer and a Ghanaian government initiative is taking advantage of this local resource to manufacture bicycles for the local market – and as a source of export income.

Not only are the Ghanaian builders harvesting bamboo to make bikes for the domestic market, they are also offering a sophisticated online shopping service for the overseas market. People from around the world can now buy Ghanaian bikes using a website (http://www.bamboosero.com). Customers can choose frame builders by their specialty – cargo bike, mountain bike or road bike – and then order it online. The completed bikes are quality checked and then distributed by Calfee Design in California, USA. This approach keeps the middlemen out of the transaction, and means more money gets back to the bike builder.

Meanwhile in Cambodia, the legendary bamboo railway is a people’s solution to the poor service offered by the established railway system. In the northwest of the country near the second city of Battambang, an entire railway system has been built using bamboo.

The bamboo trains, called ‘noris’ or ‘lorries’ by the locals, are driven by a electric generator engine. Passengers sit on a bamboo platform placed on two sets of wheels. The bamboo train reaches speeds of over 40 km/h.

“We’re very careful,” 18-year-old Sok Kimhor, a 10-year veteran of the bamboo trains, told the BBC. “We look out for children and animals running across the lines, and we have to slow down when other trains come along.”

There is just one track, so when two trains meet, one has to be taken off the track to pass.

The regular rail service runs only once a week to the capital, Phnom Penh. This makes the bamboo train the only alternative for many people to get around. While the main railway station is deserted, the bamboo service is a hive of activity.

“They’re very safe – a motorbike taxi is too fast, and if I use one of those I sometimes get dizzy and fall off,” said Sao Nao as she sat on the rails with a small group of people. “On a bamboo train I can sit down and go to sleep. You can’t do that on a motorbike.”

Design for Development (http://designfordevelopment.org/) is also turning to bamboo for a transport solution. The Canadian NGO is working in Kenya on making five emergency medical transportation devices (EMTD), or ambulances, to move local people to health clinics or hospitals. Bamboo is locally available and they hope to set up a workshop and make the ambulances using local labour.

By David South, Development Challenges, South-South Solutions

Published: September 2009

Development Challenges, South-South Solutions was launched as an e-newsletter in 2006 by UNDP's South-South Cooperation Unit (now the United Nations Office for South-South Cooperation) based in New York, USA. It led on profiling the rise of the global South as an economic powerhouse and was one of the first regular publications to champion the global South's innovators, entrepreneurs, and pioneers. It tracked the key trends that are now so profoundly reshaping how development is seen and done. This includes the rapid take-up of mobile phones and information technology in the global South (as profiled in the first issue of magazine Southern Innovator), the move to becoming a majority urban world, a growing global innovator culture, and the plethora of solutions being developed in the global South to tackle its problems and improve living conditions and boost human development. The success of the e-newsletter led to the launch of the magazine Southern Innovator.  

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Bio-ethanol From Sturdy and Once-Unwanted Indian Plant

 

With awareness of global warming at an all-time high – and governments seeking real-world solutions to solve this enormous problem – bioethanol fuel has risen up the agenda as a replacement for conventional fuel sources. At present, most bioethanol fuel is produced from either corn or sugar but a less known plant jatropha could be the real solution. Brazil has been a pioneer in producing bioethanol fuel from sugar, while the United States has focused on its substantial corn crop as a source, and both contribute more than half the world’s supply. Brazil alone made US $5.4 billion from biofuels (ethanol and biodiesel combined) in 2005, while global production is estimated at 48 billion litres (Biofuel Market Worldwide (2007-2010) www.canbiotech.com).

Global prices for crude oil, under pressure from a number of sources, are volatile and far above 1990s levels. This hurts the poorest countries most (Human Development Report 2005). Expensive fuel means the world’s poor are denied affordable access to machinery and appliances that can make life more comfortable. Poorer nations are often more dependent on oil imports than richer countries. As well, most of their industries are energy intensive, and their cars and homes are less energy efficient. This means low-income countries spend twice as much of their national income on imported oil than do developed countries (World Bank). A US $10 per barrel increase in the cost of crude oil shaves half a percentage point from economic growth in the West; in the poorest countries, it is nearly three times higher.

The two common sources of bioethanol fuel – corn and cane sugar – have a major drawback: they are diverting food sources into fuel for vehicles. Already, the massive US diversion of corn into the bioethanol fuel market has sent the price of corn skyrocketing, making this hardy food staple in countries like Mexico more expensive for the poor. Some estimates claim ethanol plants will burn up to half of the United States’ domestic corn supplies within a few years (Foreign Affairs). To fill the fuel tank of a sports utility vehicle (SUV) with pure ethanol requires 450 pounds of corn – enough calories to feed one person for a year.

And this is why many are now advocating a non-edible Indian fruit bush called jatropha as a better solution. It is like a grapefruit, with each fruit containing three plum-sized seeds. Each seed contains 35 percent oil which can be converted into biodiesel. A shrub from the family euphorbiaceae, jatropha’s lifespan is 50 years. It bears fruit several times a year, and each bunch is five to eight fruits. Being unedible, the oil is mostly used for soap and varnishes.

Cultivation of the jatropha was prioritised a year ago by the Indian Railway Minister, Lalu Prasad Yadav. Disused railways lands were to be put aside for growing the crop. Brazil’s biodiesel company, Biomasa, plans to plant two million hectares with jatropha this year, and it is believed jatropha will surpass sugar cane as the principal source for bioethanol in Brazil.

The advantages of jatropha include its hardy nature: it does not require pesticide, manure, or irrigation to grow and it is drought resistant. A single jatropha plant will yield one litre of biodiesel per year for 40 years, and it yields 1,300 kg of seeds per hectare per year. Its advocates hope to see jatropha bushes planted alongside existing crops, with an acre producing 100 litres of fuel per year.

The downsides of cultivating jatropha as a fuel source would need to be overcome. At present, jatropha’s high acidity means its seeds degrade quickly in humid environments (much of the global South) when exposed to air. Steel tanks used for storage require a nitrogen blanket to prevent water absorption. During the processing stage (something called transesterification), the large quantities of glycerine are produced as a byproduct. Demand is low for this byproduct and disposal is a problem. A cake is also produced that has no real value or use. To make it economically worthwhile to grow in India for example, farmers would need to receive four rupees per kg of seed. This would produce a biofuel costing 50 rupees per litre – considered too expensive at present. Jatropha advocates are urging government subsidies to kick-start production and make the price competitive.

In Ghana, smallholder farmers have already rebelled against growing jatropha. They say that since the oil is inedible, and growing the crop leaves them at the mercy of price-setting by the refineries, they do not want to run the risk.

“What may encourage farmers to venture into jatropha,” said Wisdom Yao Adjah-Cudjoe, a cereal farmers’ representative, “would be a guaranteed price arrangement, as is the case with cocoa.”

In Africa, research by the South African Biodiversity Institute has estimated that 50 percent of the landmass of the continent is suitable for jatropha cultivation (a total of 1,080 million hectares). It could be a huge opportunity for African farmers and a big cost saving for poor countries, but if farmers are to be encouraged to grow jatropha, they will need the right price incentives and guarantees.

By David South, Development Challenges, South-South Solutions

Published: June 2007

Development Challenges, South-South Solutions was launched as an e-newsletter in 2006 by UNDP's South-South Cooperation Unit (now the United Nations Office for South-South Cooperation) based in New York, USA. It led on profiling the rise of the global South as an economic powerhouse and was one of the first regular publications to champion the global South's innovators, entrepreneurs, and pioneers. It tracked the key trends that are now so profoundly reshaping how development is seen and done. This includes the rapid take-up of mobile phones and information technology in the global South (as profiled in the first issue of magazine Southern Innovator), the move to becoming a majority urban world, a growing global innovator culture, and the plethora of solutions being developed in the global South to tackle its problems and improve living conditions and boost human development. The success of the e-newsletter led to the launch of the magazine Southern Innovator.  

Follow @SouthSouth1

Like this story? Here is a dirty secret: this website is packed with stories about global South innovators. We spent 7 years researching and documenting these stories around the world. We interviewed the innovators to learn from them and we visited them to see how they did it. Why not use the Search bar at the top and tap in a topic and see what stories come up? As for my work, I have been involved with start-ups and media ventures since the early 1990s. While most tech entrepreneurs were either still in their nappies in the 1990s (or just a drunken night away from being conceived in the 2000s), I was developing content for this new thing they called the "Internet". In the years since I have learned a great deal about innovation and digital and have shared these insights in the stories on this website as well as in the 5 issues of Southern Innovator magazine. So, stick around and read some more!    

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