GADBT Pioneering Changes In Transportation On The African Continent
The world of transportation is changing. Due to increasing mobility demand, challenges like financing, dealing with emissions and volatile oil prices are accentuated. Decision-makers in the areas of policy and planning have to address these challenges and have tried to develop a transportation system capable of meeting the future needs of society and the economy. Thus there is a need for conceptions of the future system as guidelines for decisions. Besides developing new mobility solutions, adapting to a changed world of energy dependencies and addressing social developments will be the main tasks for decision-makers. Research shows the results of future-oriented research based on the qualitative analysis of mega-trends, which were used to describe the main trends setting the direction for future development in transportation and their likely effects. Based on the question of whether there is a transformation - a process of actively supporting change in the transportation system according to trends and changes in frame conditions - going on, analysis of current policies provide a different conclusion.
The change in transportation appears as a process of substitution within the boundaries of the fossil-fueled world rather than as transformation in the sense of a fundamental change. Finding alternative development paths would require a perception of transformation as a process of actively shaping and redirecting the system by anticipating and addressing future challenges. Starting points and impulses in this context are rare and to be found in strategies of China, in other parts of Asia and in Europe. The approach of using recent, established, and prospective, uncertain, mega-trends with their potential impact as a basis to provide a future perspective on change processes turned out to be an appropriate way to identify starting points for further research, which should integrate quantitative analysis. Furthermore, additional future- oriented research on mega-trends would be needed to accommodate the complexity of the systemic perspective.
In support of our agenda for change in transportation as a key component to agriculture development in developing countries, please consider the following information from:
https://www.brookings.edu/research/driving-sustainable-development-through-better-infrastructure-key... The agendas of accelerating sustainable development and eradicating poverty and that of climate change are deeply intertwined. Growth strategies that fail to tackle poverty and/or climate change will prove to be unsustainable, and vice versa. A common denominator to the success of both agendas is infrastructure development. Infrastructure is an essential component of growth, development, poverty reduction, and environmental sustainability. The world is in the midst of a historic structural transformation, with developing countries becoming the major drivers of global savings, investment, and growth, and with it driving the largest wave of urbanization in world history. At the same time, the next 15 years will also be crucial for arresting the growing carbon footprint of the global economy and its impact on the climate system. A major expansion of investment in modern, clean, and efficient infrastructure will be essential to attaining the growth and sustainable development objectives that the world is setting for itself. Over the coming 15 years, the world will need to invest around $90 trillion in sustainable infrastructure assets, more than twice the current stock of global public capital. Unlike the past century the bulk of these investment needs will be in the developing world and, unlike the past two decades, the biggest increment will be in countries other than China. Getting these investments right will be critical to whether or not the world locks itself into a high- or low-carbon growth trajectory over the next 15 years. There is powerful evidence that investing in low-carbon growth can lead to greater prosperity than a high-carbon pathway. At present, however, the world is not investing what is needed to bridge the infrastructure gap and the investments that are being made are often not sustainable. The world appears to be caught in a vicious cycle of low investment and low growth and there is a persistence of infrastructure deficits despite an enormous available pool of global savings. At the same time, the underlying growth trajectories are not consistent with a 2 degree climate target. And climate change is already having a significant impact, especially on vulnerable countries and populations. In addition, we will like to here interject with our view on "How" and "How Much' transportation elements should change.
https://www.brookings.edu/research/driving-sustainable-development-through-better-infrastructure-key... The agendas of accelerating sustainable development and eradicating poverty and that of climate change are deeply intertwined. Growth strategies that fail to tackle poverty and/or climate change will prove to be unsustainable, and vice versa. A common denominator to the success of both agendas is infrastructure development. Infrastructure is an essential component of growth, development, poverty reduction, and environmental sustainability. The world is in the midst of a historic structural transformation, with developing countries becoming the major drivers of global savings, investment, and growth, and with it driving the largest wave of urbanization in world history. At the same time, the next 15 years will also be crucial for arresting the growing carbon footprint of the global economy and its impact on the climate system. A major expansion of investment in modern, clean, and efficient infrastructure will be essential to attaining the growth and sustainable development objectives that the world is setting for itself. Over the coming 15 years, the world will need to invest around $90 trillion in sustainable infrastructure assets, more than twice the current stock of global public capital. Unlike the past century the bulk of these investment needs will be in the developing world and, unlike the past two decades, the biggest increment will be in countries other than China. Getting these investments right will be critical to whether or not the world locks itself into a high- or low-carbon growth trajectory over the next 15 years. There is powerful evidence that investing in low-carbon growth can lead to greater prosperity than a high-carbon pathway. At present, however, the world is not investing what is needed to bridge the infrastructure gap and the investments that are being made are often not sustainable. The world appears to be caught in a vicious cycle of low investment and low growth and there is a persistence of infrastructure deficits despite an enormous available pool of global savings. At the same time, the underlying growth trajectories are not consistent with a 2 degree climate target. And climate change is already having a significant impact, especially on vulnerable countries and populations. In addition, we will like to here interject with our view on "How" and "How Much' transportation elements should change.
First on our agenda will be the transformation of Class 8 Transportation: On January 21, 2016, David Friedman, the Principal
Deputy Assistant Secretary for the Office of Energy Efficiency and Renewable Energy, U.S. Department of Energy said in a statement before the United States Senate' Committee on Energy and Natural Resources, "...I am pleased to be here today and look forward to working with Congress, and this Committee in particular, to talk about how we can advance sustainable transportation technologies as a tool to help address our Nation’s energy challenges. My statement today will discuss the progress made under DOE’s Sustainable Transportation programs, how the impact of our work has been trans-formative and can be seen in the vehicles on showroom floors across the United States today, and to highlight research and development activities that will spur the next generation of innovative technologies in the transportation sector.... DOE’s Vehicle Technologies Office (VTO) initiated the SuperTruck program in 2009 with the goal of increasing the freight efficiency of long-haul trucks by 50% in 2015 compared to a 2009 baseline. The technologies that enable these significant fuel efficiency improvements are actually a suite of innovations that, in aggregate, result in big impacts. Modifications to the trailer that improve aerodynamics and low rolling resistance tires can be easily paired with existing trucks to achieve up to 27% fuel savings. One incredibly simple but effective example is the “skirts” that are now often observed below the side and between the wheels of the trailer to reduce drag. Prototype designs for new engine platforms are emerging from the SuperTruck program, and these are targeted to be up to 15% more efficient than 2009 models. Engine technologies will include advanced powertrain electronics that will deliver gains in fuel economy through optimization and precise control of combustion, fuel injection, air handling, reductions in friction and devices that recover energy losses. SuperTruck partners have already introduced other technologies developed and demonstrated under the program, including engine downspeeding, automated manual transmissions, optimized intelligent torque management, optimized gear ratios for downspeed engines, 6x2 axles, and aluminum wheels and driveshafts, to name a few. Taken as a whole, a number of SuperTruck technologies could achieve significant market penetration in the near term and could result in a cumulative savings of nearly 290 million barrels of oil by 2020. Lowered costs and increased performance of batteries to make plug- in electric vehicles more affordable with longer range. Between 1992 and 2012, DOE invested $1 billion dollars in battery R&D, which accelerated the deployment of technology and created $ 3.5 billion worth of economic value. EERE’s R&D efforts in this area helped bring hybrid-electric vehicles into the market during this period, which have now reached significant market penetration. Our R&D efforts also helped usher in the first and second generation of plug-in electric vehicles (PEVs) in the United States, and we have continued to further improve performance and reduce costs of these vehicles". The Global Agriculture Development BT plans to expand upon these facts and bring a totally new approach to moving the vast amounts of freight which will be necessary to realize our vast objectives. Among these approaches will be revitalizing the Freight Train Systems, revolutionizing the trucking industry, and integrating a highway and rail system which will provide a "Year 2050 and Beyond" focus for goals and ambitions.
Deputy Assistant Secretary for the Office of Energy Efficiency and Renewable Energy, U.S. Department of Energy said in a statement before the United States Senate' Committee on Energy and Natural Resources, "...I am pleased to be here today and look forward to working with Congress, and this Committee in particular, to talk about how we can advance sustainable transportation technologies as a tool to help address our Nation’s energy challenges. My statement today will discuss the progress made under DOE’s Sustainable Transportation programs, how the impact of our work has been trans-formative and can be seen in the vehicles on showroom floors across the United States today, and to highlight research and development activities that will spur the next generation of innovative technologies in the transportation sector.... DOE’s Vehicle Technologies Office (VTO) initiated the SuperTruck program in 2009 with the goal of increasing the freight efficiency of long-haul trucks by 50% in 2015 compared to a 2009 baseline. The technologies that enable these significant fuel efficiency improvements are actually a suite of innovations that, in aggregate, result in big impacts. Modifications to the trailer that improve aerodynamics and low rolling resistance tires can be easily paired with existing trucks to achieve up to 27% fuel savings. One incredibly simple but effective example is the “skirts” that are now often observed below the side and between the wheels of the trailer to reduce drag. Prototype designs for new engine platforms are emerging from the SuperTruck program, and these are targeted to be up to 15% more efficient than 2009 models. Engine technologies will include advanced powertrain electronics that will deliver gains in fuel economy through optimization and precise control of combustion, fuel injection, air handling, reductions in friction and devices that recover energy losses. SuperTruck partners have already introduced other technologies developed and demonstrated under the program, including engine downspeeding, automated manual transmissions, optimized intelligent torque management, optimized gear ratios for downspeed engines, 6x2 axles, and aluminum wheels and driveshafts, to name a few. Taken as a whole, a number of SuperTruck technologies could achieve significant market penetration in the near term and could result in a cumulative savings of nearly 290 million barrels of oil by 2020. Lowered costs and increased performance of batteries to make plug- in electric vehicles more affordable with longer range. Between 1992 and 2012, DOE invested $1 billion dollars in battery R&D, which accelerated the deployment of technology and created $ 3.5 billion worth of economic value. EERE’s R&D efforts in this area helped bring hybrid-electric vehicles into the market during this period, which have now reached significant market penetration. Our R&D efforts also helped usher in the first and second generation of plug-in electric vehicles (PEVs) in the United States, and we have continued to further improve performance and reduce costs of these vehicles". The Global Agriculture Development BT plans to expand upon these facts and bring a totally new approach to moving the vast amounts of freight which will be necessary to realize our vast objectives. Among these approaches will be revitalizing the Freight Train Systems, revolutionizing the trucking industry, and integrating a highway and rail system which will provide a "Year 2050 and Beyond" focus for goals and ambitions.
“There is a transport gap,” explained Chris Daniels, Hybrid Air Vehicles’ head of communications. “Even road vehicles need roads, and trains need tracks. Ships need water. Even airplanes need airports, and the more rugged cross-country vehicles struggle with some surfaces and aren’t amphibious, either. We need something that can land and take-off vertically, be robust enough to land on many surfaces, and have the range and affordability to travel long distances.”
The Airlander—all 44,000 pounds if it—was designed, from the bottom up, to fill this void. With a full tank of gas, it is expected to stay airborne and operational for as long as three weeks. To boot, the company also says the airship—easily the world’s largest aircraft—uses 80 percent less fuel compared to conventional airplanes and helicopters, which should appease the environmentally-conscious set to some degree. This is made possible partly due to the ship’s lightweight and semi-rigid hull, which is comprised of special leathery Kevlar material that’s flexible, yet strong enough to withstand the impact of a shotgun bullet, Daniels says. (Read more: https://www.smithsonianmag.com/innovation/how-an-airship-the-size-of-a-football-field-could-revolutionize-air-travel-180950007/#dPPqM40XUimKgspQ.99 Give the gift of Smithsonian magazine for only $12! http://bit.ly/1cGUiGv Follow us: @SmithsonianMag on Twitter) The GADBT has plans to use these technologies in its operations
The Airlander—all 44,000 pounds if it—was designed, from the bottom up, to fill this void. With a full tank of gas, it is expected to stay airborne and operational for as long as three weeks. To boot, the company also says the airship—easily the world’s largest aircraft—uses 80 percent less fuel compared to conventional airplanes and helicopters, which should appease the environmentally-conscious set to some degree. This is made possible partly due to the ship’s lightweight and semi-rigid hull, which is comprised of special leathery Kevlar material that’s flexible, yet strong enough to withstand the impact of a shotgun bullet, Daniels says. (Read more: https://www.smithsonianmag.com/innovation/how-an-airship-the-size-of-a-football-field-could-revolutionize-air-travel-180950007/#dPPqM40XUimKgspQ.99 Give the gift of Smithsonian magazine for only $12! http://bit.ly/1cGUiGv Follow us: @SmithsonianMag on Twitter) The GADBT has plans to use these technologies in its operations
Connecting advanced technologies with the developing agenda of under-developed countries is the prime purpose of GADBT. We intend to explore and exploit every industry as it advances toward the future. These objectives are discussed in-depth in our commercial surroundings.