Electric Bicycles Become Urban Transport Success

A money-saving way to get about has emerged in China: the electric bicycle. It seems an excellent solution to the travel needs of people in fast-growing metropolises. The bikes are good at navigating traffic gridlock, and since they are electric they do not emit air pollution, a big problem in many cities.

With urban populations ballooning across the South – and the world now a majority urban place – the challenge of moving people around economically and cleanly is a big issue. While turning to cars seems an appealing option for people who have raised their incomes, the resulting traffic jams and pollution are a major drawback. Gridlock (http://en.wikipedia.org/wiki/Gridlock) is a daily reality in cities across Asia and Africa.

The success of e-bikes in China is striking: It is estimated there are four times more electric bikes than cars in the country, 120 million in all. According to the Electric Bikes website (www.electricbikee.com), the number of electric bicycles produced each year has grown from 200,000 eight years ago to 22 million in 2008. It is estimated to be a US $11 billion a year business: a true Southern success story that is going around the world.

A typical electric bicycle has a rechargeable power pack, with a battery that takes up to four hours to charge and lasts from an hour to two hours depending on local conditions, like hills. The batteries can range from heavy lead acid models (around only 100 charges) to nickel metal to lightweight, long-lasting lithium batteries. The batteries range from 12 volts to 36 volts. How long a battery lasts depends on its energy retention ability, road and temperature conditions and the rider’s weight.

And while some cities are turning to encouraging more peddle power with human-powered bicycles, this is an unappealing option in hot or humid climates. Who wants to turn up at work hot and sweaty?

In China, a highly competitive market of manufacturers has sprung up in the last 10 years to provide e-bikes for every taste and need.

China has a long tradition as a cycling nation: in the 1980s, four out of five commuters used bicycles. But that changed dramatically as people bought cars with their rising incomes.

In the capital, Beijing, rapid economic development and rising incomes have led to serious traffic congestion. There are over 4 million cars on Beijing’s roads. The pollution in the city is very bad and has led to various campaigns to ban high-polluting vehicles.

The ensuing traffic gridlock means the benefits of having a private vehicle – the freedom to get around on your own – are eroded as a driver wastes time in long commutes. So, many have turned to the nimble electric bicycles.

One resident, David Dai, told the BBC “It takes only 10 minutes to ride my electric bike from home to work.”

“If I took the bus, I’d have to spend time waiting for it, and then I could be trapped in a traffic jam. It could take me half an hour to make the same journey.”

Competition is fierce in the electric bike market, with shops sometimes sitting side-by-side.

A manager of a Beijing electric bicycle store, Zhang Zhiyong, puts the success down to this: “Beijing is not like other smaller cities – it’s big. If people ride their bicycles to work, they get really tired. If they drive to work, the roads are often congested,” he told the BBC.

“But an electric bike is environmentally friendly and convenient. Promoting the use of these bikes would benefit us all.”

And the price is a definite incentive: just 2,680 yuan (US $390), while cars sell for thousands of dollars.

The electric bicycles are so successful they are now growing faster than cars in a country that has become the fastest growing car market in the world.

Some believe the bikes are just a stop gap before people get enough money to buy automobiles. But the bigger trend of growing urban populations and the ensuing traffic jams will ensure they remain a practical option to get around the gridlock.

By David South, Development Challenges, South-South Solutions

Published: April 2010

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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Indian Solar Power Pack Powers Villages

Developments in India are showing the way forward for low-cost solar power for the poor. The Duron Solar Home Power System (http://www.duronenergy.com/product_info/) is now enabling the rural poor to generate and store solar electricity. It is powerful enough to charge gadgets and appliances and run LED lights. It allows people to do their household chores into the dark hours and to study or earn extra income.

As the company says, it “allows ample light for cooking, for children to study at night, and for shop owners to stay open later to earn more money.”

The system removes the need for polluting and dangerous kerosene lamps, which are used by an estimated one million families for lighting in India.

Kerosene lamps are a major contributor to indoor air pollution, which itself claims the lives of 1.5 million people each year. Kerosene lamps have also caused countless deaths by suffocation, burns and fatal fires.

The United Nations Environment Program says kerosene fumes are responsible for around 64 percent of deaths for children under the age of five in developing countries.

More than 1.7 billion people around the world have no domestic electricity supply, of whom more than 500 million live in sub-Saharan Africa (World Bank). Some 400 million people in India do not have access to electricity, according to the World Bank, and 600,000 villages lack an electrical supply. Prime Minister Manmohan Singh has pledged “power for all” by 2012. Without electricity, many development goals remain dreams that will never be achieved.

Being able to see at night unleashes a vast range of possibilities, but for the very poor lighting is often the most expensive household expense, soaking up 10 to 15 percent of income.

According to Greenpeace (http://www.greenpeace.org/international/), India could generate 10 percent of its electricity from solar power by 2030.

The Duron package comes with a five watt solar panel, a cell phone charger connection, three LED (http://en.wikipedia.org/wiki/LED_lamp) lights, and an AC grid charger. After a day of charging, the Duron can power three hours of bright lighting or 10 hours of dim lighting.

The Duron system sells for about 5,999 rupees, or around US $130, and the typical user to date has been small businesses and schools.

Duron is selling several thousand units a month and the company is currently scaling up its sales efforts.

Duron’s approach is to provide a market solution to the huge problem of providing electricity to India’s rural poor.

The company was launched in 2008 with the goal of providing electricity to those without around the world. It was developed out of the Idea Lab (http://www.idealab.com/), a Pasadena, Californian incubator of technology companies.

Extensive field research was conducted across India to determine what was the best solution and what were the needs of rural dwellers. Duron moved its headquarters to Bangalore, India in 2009 to be closer to its customers and expand sales. The company operates in the Indian states of Uttar Pradesh and Karnataka.

By August 2009, more than 2,100 people had light because of the Duron system. The company calculates this translated into 172,500 hours of light.

One customer, Anil Singh, lives with his family in the unelectrified village of Narainpur. His family used kerosene lamps and was paying US $4 a day for unreliable lighting. But after seeing his neighbour, Santosh Singh, with bright, powerful lights at his home, he was curious as to why. When he found out about Duron’s system, he installed a system to light his front porch and two rooms in his house. His family now enjoys two-and-half hours of reliable light in the evening to do things.

“The Duron has made my life so much easier,” said Anil. “It’s a much cheaper (lighting) option compared to kerosene lamps, and I now have a reliable source of power on a daily basis,” he told the company’s website.

Another innovative start-up with offices in India and Africa, is the d.light company, which also has a new, highly-efficient solar-powered product available. The Kiran LED lamp (http://www.dlightdesign.com/products_kiran_global.php) stays lit for eight hours on a full battery and is four times brighter than a kerosene lamp. It illuminates 360 degrees and produces an even, bright white light.

By David South, Development Challenges, South-South Solutions

Published: February 2010

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

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Study says jetliner air quality poses health risks: CUPE takes on airline industry with findings of survey

By David South

Now Magazine (Toronto, Canada), March 11-17, 1993

Canada’s troubled airline industry is about to face some more turbulence, as the union representing more than 6,000 flight attendents presses its concern that many of its members’ health problems are related to poor air quality in jets.

The Canadian Union of Public Employees (CUPE) says its locals have compiled data that paints a fairly stale profile of in-flight air quality and its relationship to altitude, passenger load and length of flight. As part of the survey, the union recorded flight crews’ complaints of chest pains and lack of oxygen, as well as other work-related problems like back injuries, hearing loss and high incidence of colds and flu.

Of more interest to frequent fliers might be the opinion of some experts that even the more common jet lag may be caused by excess carbon dioxide, ozone and radiation. More than half the air in many aircraft is recirculated, “stale” air that is high in carbon dioxide and may be carrying bacteria and viruses, according to some experts.

CUPE health and safety chair Tracy Angles says the union now has enough evidence to at least pressure the carriers to undertake more comprehensive air quality studies. CUPE represents workers at Air Canada, Canadian, Nationair, Air Transat and some smaller feeder carriers.

While the union’s study is the first of its kind in Canada, a survey by the US department of industrial relations found, among other things, that flight attendents had 20 times the expected frequency of respiratory illness.

Flying mines

“Flight attendants have been equated with coal miners in terms of the bad air they have to breathe,” says Angles. “But this is not something the companies want to study.”

However, spokespeople for Air Canada and Canadian Airlines say they have not heard of such health problems. Jerry Goodrich of Canadian simply says, “It’s not an issue.”

However, while earlier-model jets supplied the cabin with 100 per cent fresh air, increasing fuel costs led to some modification. Modern jets mix fresh air – expensive to produce – with stale air from inside the cabin, which is passed through filters. The percentage of recirculated air in some aircraft, such as the popular Boeing 747-400, could be as high as 52 per cent, Boeing’s figures show.

Boeing’s Tom Cole says air circulation in Boeing’s jets is better than in an average office building, and that the passengers are “washed” with air to eliminate carbon dioxide and other hazards.

Critics like Georgia doctor William Campbell Douglass, publisher of the health newsletter Second Opinion, charge that the high rates of recirculated air, and the reliance on passengers’ own breath and perspiration to humidify the dry air, provide a perfect environment for bacteria and viruses. Douglass even speculates that planes could transmit serious diseases like tuberculosis. He suggests jet leg could be “nothing more than CO2 intoxification and oxygen starvation.”

“There is no doubt if you are in a confined space, you are at greater risk,” says University of Toronto microbiologist Eleanor Fish. “Aircraft filter systems aren’t sophisticated enough to filter out all the bacteria and viruses. But I’d be hard pressed to believe that you are at greater risk traveling on airplanes than on elevators.”

It is difficult for public health authorities to pin down the health risks of airplane travel because passengers disperse immediately after a flight. However, medical journals have documented two cases where virus transmission could be established because the passengers were easily traceable.

In 1977, 38 of the 54 passengers on a plane grounded in Alaska for four and a half hours came down with the same strain of flu.

“We consistently hear complaints about certain aircraft,” says Angles. “The Airbus320 is one of the worst” Angles says many airlines exacerbate the problem by over-crowding planes and flying them longer and farther than they were designed for.

Cut corners

“With deregulation, they have more people in there than was ever planned on. Nationair is a good example. A normal class Air Canada 747 carries about 420 people. In the all-economy configuration the load is upwards of 496.”

Angles also says airlines have been known to cut corners by turning down air flow to save money. In their 1990 book The Aircraft Cabin: Managing the Human Factors, Mary and Elwin Edwards cite a study indicating that 1 per cent saving on a fuel bill can be achieved by reducing the ventilation rate in a McDonnel-Douglas DC-10.

"Study says jetliner air quality poses health risks": Now Magazine, March 1993.

The Google Snippet for the story. According to Neil Patel, "99.58% of featured snippet pages already rank in the top 10 SERPs in Google for a particular search query."

More resources: 

Jetliner Cabins Are Quickly Cleared of Virus, Pentagon Says

"Particles the size of the new coronavirus are quickly purged from a commercial aircraft cabin, according to a U.S. Defense Department study touted by United Airlines Holdings Inc. in its effort to reassure wary travelers.

Filtration systems and rapid air-exchange rates mean that only about 0.003% of infected particles entered a masked passenger’s breathing zone, said the report, released Thursday."

Aircraft Air Quality – Protecting Against Contaminants, Association of Flight Attendants

"On October 5, 2018, a 5-year FAA bill became law. Included in the bill is a study on technologies to combat contaminated bleed air. This is significant progress!"

'Contaminated air' on planes linked to health problems, 21 June 2017

AEROTOXIC SYNDROME: A NEW OCCUPATIONAL DISEASE?, Public Health Panorama, Volume 3, Issue 2, June 2017

Influenza Air Transmission, Influenza A (H1N1) Blog, September 28, 2009

"What does this tell us? Aerosols, very small particles of saliva containing the virus we exhale when we sneeze or even when we breathe if we have the flu, probably have an important role in the transmission of influenza. In addition to that we have public transportation, with a great number of people circulating in a place that may be closed and badly ventilated at times and we may have a notion of the importance of public campaigns that promote education and awareness of contaminated people to avoid leaving their homes when they have the flu and that they cover their mouth and nose with a disposable tissue when they sneeze and discard it right after that."

An outbreak of influenza aboard a commercial airliner, American Journal of Epidemiology, Volume 110, Issue 1, July 1979

"A Jet airliner with 54 persons aboard was delayed on the ground for three hours because of engine failure during a takeoff attempt. Most passengers stayed on the airplane during the delay. Within 72 hours, 72 per cent of the passengers became III with symptoms of cough, fever, fatigue, headache, sore throat and myalgia. One passenger, the apparent Index case, was III on the airplane, and the clinical attack rate among the others varied with the amount of time spent aboard. Virus antigenlcally similar to A/Texas/1/ (H3N2) was Isolated from 8 of 31 passengers cultured, and 20 of 22 ill persons tested had serologic evidence of infection with this virus. The airplane ventilation system was inoperative during the delay and this may account for the high attack rate."

The Airliner Cabin Environment and the Health of Passengers and Crew.

"At the end of its review of health data in the 1986 report The Airliner Cabin Environment: Air Quality and Safety, the National Research Council (NRC) committee concluded that “available information on the health of crews and passengers stems largely from ad hoc epidemiologic studies or case reports of specific health outcomes [and] conclusions that can be drawn from the available data are limited to a great extent by self-selection…and lack of exposure information” (NRC 1986). This chapter reviews data on possible health effects of exposure to aircraft cabin air that have emerged since the 1986 report and the emergence of data resources (e.g., surveillance systems) and studies that have particular relevance for the evaluation of potential health effects related to aircraft cabin air quality. Selected earlier sources are also reviewed. The decision to ban tobacco-smoking on domestic airline flights in 1987 and on flights into and out of the United States in 1999 reduces the relevance of some studies of exposures and reported signs and symptoms that clearly could have been related to the products of tobacco smoke." 

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