Setting
Mendoza is the capital of Mendoza province in Argentina. The urban area is located just to the east of the Andes Mountains at an elevation of approximately 2.500 feet (800 meters). The pre-cordillera of the Andes reaches 10,000 feet (3,200 meters) within 20 miles (32 kilometers) of Mendoza. Aconcagua, the highest mountain outside of Asia, reaches 22,841 feet (6,962 meters) is only 70 miles (110 kilometers) from Mendoza. Aconcagua, while on the crest of the Andes, is wholly within Argentina, rather than on the border with Chile.
More, with 82 photos
2007/11/30
Rental Car Tour: Valparaiso-Vina del Mar: Urban Area on the Incline
Setting
Valparaiso-Vina del Mar is located on the Pacific Coast of Chile. The urban area is principally composed of three large municipalities, including Valparaiso, Vina del Mar and Quilpue. Much of the Valparaiso-Vina del Mar area is located on a narrow plain in front of steep hills. The city of Valparaiso is in the southern part of the urban area, mostly on a narrow plain along the Pacific Ocean, with the remainder on a steep rise of hills to the east. The city of Valparaiso is the historic, principal ocean port of Chile.
Vina del Mar is to the north along the coast. Vina del Mar is principally on flat land along the coast and a valley that extends to the east. Quilpue is located further inland, in a valley east of Vina del Mar.
The city of Valparaiso is the capital of Chile’s Valparaiso region (Slide: Regions of Chile). The city also shares national capital duties with Santiago, as the home of the National Congress.
More, with 182 photos
Valparaiso-Vina del Mar is located on the Pacific Coast of Chile. The urban area is principally composed of three large municipalities, including Valparaiso, Vina del Mar and Quilpue. Much of the Valparaiso-Vina del Mar area is located on a narrow plain in front of steep hills. The city of Valparaiso is in the southern part of the urban area, mostly on a narrow plain along the Pacific Ocean, with the remainder on a steep rise of hills to the east. The city of Valparaiso is the historic, principal ocean port of Chile.
Vina del Mar is to the north along the coast. Vina del Mar is principally on flat land along the coast and a valley that extends to the east. Quilpue is located further inland, in a valley east of Vina del Mar.
The city of Valparaiso is the capital of Chile’s Valparaiso region (Slide: Regions of Chile). The city also shares national capital duties with Santiago, as the home of the National Congress.
More, with 182 photos
Rental Car Tour: Santiago: Favored Quarter, Favored Urban Area
What is the largest city in Chile? Few will get the answer right. Not even the respected international demographic website “citypopulation.de.” It shows the largest city in the country to be Santiago, with 4.7 million residents. Like many, “citypopulation.de” confuses the province of Santiago with the city of Santiago.
So what is Santiago? This is something of a mystery to many people. For the most part, Santiago refers to the urban agglomeration or metropolitan area that is the largest in Chile, with more than 5,000,000 residents.
More, with 244 photos
So what is Santiago? This is something of a mystery to many people. For the most part, Santiago refers to the urban agglomeration or metropolitan area that is the largest in Chile, with more than 5,000,000 residents.
More, with 244 photos
Rental Car Tour: San Diego: The End of Growth
There are few urban areas in the United States more highly favored than San Diego. San Diego is nearly universally considered a good place to live. It has one of the best climates in the nation. The Pacific Ocean keeps temperatures from getting as hot as in the desert, which is just over the mountains. In this regard, San Diego has a huge advantage over relatively nearby Phoenix and Las Vegas. Moreover, San Diego simply does not get very cold, which gives it a strong advantage over more northerly west coast urban areas like Portland, Seattle and Vancouver. Finally, rain and clouds are somewhat rare in San Diego, sparing it the grayness that drives depression and even suicide rates higher in places like Portland and San Diego. Then there is the matter of humidity. San Diego is not like Singapore, Miami, Houston or even Chicago or Toronto. This Mediterranean climate is largely devoid of humidity when the temperature is high.
Finally, the urban area that San Diego most resembles in climate, geography and topography, Los Angeles, has long since lost its former allure, due to its much larger population. Thus, San Diego is as popular among Los Angelenos as it is among residents of colder, more regions with more inclement weather.
Smart Growth and the End of Growth
San Diego, however, is not without its difficulties. This paradise of American urban areas has fallen into trends that should cause great alarm.
More at ... (with 113 photos)
Finally, the urban area that San Diego most resembles in climate, geography and topography, Los Angeles, has long since lost its former allure, due to its much larger population. Thus, San Diego is as popular among Los Angelenos as it is among residents of colder, more regions with more inclement weather.
Smart Growth and the End of Growth
San Diego, however, is not without its difficulties. This paradise of American urban areas has fallen into trends that should cause great alarm.
More at ... (with 113 photos)
Rental Car Tour: Trans Andes Highway (Chile-Argentina)
The Trans-Andes Highway:
Santiago/Mendoza/Valparaiso
An Intercity Rental Car Tour
Not all of the urban tours by rental car have been completed by rental car. This is principally because tourists are generally not allowed to rent cars in China, which has necessitated the use of taxis. This is the first urban tour by rental car that is not urban, though it is by rental car.
The Trans-Andean highway between Valparaiso/Santiago de Chile and Mendoza, Argentina is one of the world’s great drives. Separate rental car tours are being prepared for Santiago de Chile, Valparaiso and Mendoza. But the uniqueness of the scenery along the Trans-Andean highway and the importance of the route justify this intercity rental car tour.
More at
121 illustrations
Santiago/Mendoza/Valparaiso
An Intercity Rental Car Tour
Not all of the urban tours by rental car have been completed by rental car. This is principally because tourists are generally not allowed to rent cars in China, which has necessitated the use of taxis. This is the first urban tour by rental car that is not urban, though it is by rental car.
The Trans-Andean highway between Valparaiso/Santiago de Chile and Mendoza, Argentina is one of the world’s great drives. Separate rental car tours are being prepared for Santiago de Chile, Valparaiso and Mendoza. But the uniqueness of the scenery along the Trans-Andean highway and the importance of the route justify this intercity rental car tour.
More at
121 illustrations
2007/11/22
More Efficient Vehicles Blow Cover of Anti-Mobility Lobby
Honda has announced that it will begin marketing a hydrogen powered fuel-cell car in some California locations next year. Fuel-cell cars operate on hydrogen, which produces only water as exhaust and thus produces no carbon dioxide.
Fuel cells vehicles appear to have significant potential for reducing greenhouse gas emissions. They emit no greenhouse gases, however the production of the fuel involves emissions.
Virtual carbon neutrality can be achieved if hydrogen is manufactured with electricity generated by renewable sources, and in this situation fuel cell vehicles would equal the potential of “plug in” battery cars. Both technologies are some years away. However, the various GHG reduction targets being proposed are also some years away.
Honda, and other manufacturers are working on lower emission vehicles of various types. They are poised to show that cars are capable of achieving whatever reduction in greenhouse gas emissions is required in the longer run --- all of which is to prove anew that technology is the answer, despite the preference of the Jeremahs to view the world through sludge colored glasses.
All of this could take away greenhouse gas emissions cover as a justification in the anti-mobility, anti-car (for that matter, anti-economic growth and pro-poverty) agenda.
Honda Clarity
Fuel cells vehicles appear to have significant potential for reducing greenhouse gas emissions. They emit no greenhouse gases, however the production of the fuel involves emissions.
Virtual carbon neutrality can be achieved if hydrogen is manufactured with electricity generated by renewable sources, and in this situation fuel cell vehicles would equal the potential of “plug in” battery cars. Both technologies are some years away. However, the various GHG reduction targets being proposed are also some years away.
Honda, and other manufacturers are working on lower emission vehicles of various types. They are poised to show that cars are capable of achieving whatever reduction in greenhouse gas emissions is required in the longer run --- all of which is to prove anew that technology is the answer, despite the preference of the Jeremahs to view the world through sludge colored glasses.
All of this could take away greenhouse gas emissions cover as a justification in the anti-mobility, anti-car (for that matter, anti-economic growth and pro-poverty) agenda.
Honda Clarity
2007/11/21
Update on the URBAN TOURS BY RENTAL CAR Website
Our first Rental Car Tour --- on Sao Paulo --- was posted in September 2003 to the demographia.com website. A few months later, the rentalcartours.net website was established. In the intervening years, nearly 100 rental car tours have been posted.
The Rental Car Tours have attracted nearly 650,000 downloads since the beginning. The most popular have been (through 31 October):
49,800 – Mexico City
41,200 – Hong Kong
39,800 – Rio de Janiero
33,800 – Sao Paulo
25,200 – Miami
19,600 – Tokyo
18,600 - Paris
18,300 – London
17,100 – Toronto
16,800 – Montreal
15,900 – Curitiba
14,500 – Buenos Aires
14,100 – Cairo
13,700 – St. Louis
13,400 – South Bronx (New York)
12,900 – Mumbai
12,300 – Shenzhen
11,700 – Shanghai
10,700 – Seoul
10,700 – Rhine-Ruhr-Wupper (Essen-Dusseldorf)
10,300 – Guiangzhou
Since individual Rental Car Tours have been posted anywhere from more than four years ago to this last weekend, a better measure is the monthy volume. The most popular Rental Car Tours in monthly volume are:
1,173 – Mumbai
1,159 – Hong Kong
1,066 – Mexico City
829 - Cairo
794 – Rio de Janeiro
690 – Sao Paulo
650 – Chengdu
614 – Los Angeles
588 – Manila
535 – Shenzhen
525 – Miami
500 – Trans Andes Highway
The Trans Andes Highway Rental Car Tour, posted in October, has proven very popular. The partial November data already shows 1,000 downloads.
Statistics are available for all Rental Car Tours.
A new geographical index has been added to the site.
Thank you to all who have downloaded these articles.
Wendell Cox
20 November 2007
The Rental Car Tours have attracted nearly 650,000 downloads since the beginning. The most popular have been (through 31 October):
49,800 – Mexico City
41,200 – Hong Kong
39,800 – Rio de Janiero
33,800 – Sao Paulo
25,200 – Miami
19,600 – Tokyo
18,600 - Paris
18,300 – London
17,100 – Toronto
16,800 – Montreal
15,900 – Curitiba
14,500 – Buenos Aires
14,100 – Cairo
13,700 – St. Louis
13,400 – South Bronx (New York)
12,900 – Mumbai
12,300 – Shenzhen
11,700 – Shanghai
10,700 – Seoul
10,700 – Rhine-Ruhr-Wupper (Essen-Dusseldorf)
10,300 – Guiangzhou
Since individual Rental Car Tours have been posted anywhere from more than four years ago to this last weekend, a better measure is the monthy volume. The most popular Rental Car Tours in monthly volume are:
1,173 – Mumbai
1,159 – Hong Kong
1,066 – Mexico City
829 - Cairo
794 – Rio de Janeiro
690 – Sao Paulo
650 – Chengdu
614 – Los Angeles
588 – Manila
535 – Shenzhen
525 – Miami
500 – Trans Andes Highway
The Trans Andes Highway Rental Car Tour, posted in October, has proven very popular. The partial November data already shows 1,000 downloads.
Statistics are available for all Rental Car Tours.
A new geographical index has been added to the site.
Thank you to all who have downloaded these articles.
Wendell Cox
20 November 2007
2007/11/04
Toward a Full Accounting of GHG Emissions in US Urban Transportation
Accounting for greenhouse gas emissions (GHG) is no simple matter in urban transportation. It is not as simple as the GHG emissions from the vehicles themselves. For example, there is the vehicle manufacturing process. There is also vehicle maintenance and the energy used to keep stations and administrative facilities open. There is simply no central source of information for such data, a situation that is a serious “GHG omission.”
Three decades ago, BART, the San Francisco area rapid transit system, published estimates of the full energy requirements for operating transit and cars, including such factors as vehicle maintenance, right of way maintenance, and stations. Generally, the analysis found that the rail mode required 41 percent more energy than is consumed in traction (transportation), buses 37 percent and cars 22 percent. These factors may be old, but they may be the only ones available (and it is possible that they are still valid).
If we assume the BART factors, then the comparison of GHG emissions between transportation modes in the United States is even more favorable for cars. The average 2006 car would emit 374 grams of GHG per passenger mile, compared to 322 for transit and 418 for transit outside New York.
The best hybrids could best transit in New York.
All of which points out the needed for objective, comprehensive analysis.
The previous post on GHG emissions by mode is shown below. The information in the previous post does not include any adjustment for vehicle maintenance, right of way maintenance, and stations. Its calculations apply only to transportation.
Demographia has posted greenhouse gas (GHG) emission data for US public transport by mode and for personal mobility mechanisms (cars and SUVs). The data is for 2005 and is calculated using US Department of Transportation, US Department of Energy and US Environmental Protection Agency data.
The results may be surprising to any who have assumed that public transport is inherently less GHG intensive than cars.
These estimates include the GHG emissions from electricity consumption and fuel refining. A full life-cycle analysis would be preferable, which would include GHG emissions from construction of public transport and highway systems, construction of vehicles, extraction of fuel for electricity generation and refining, disposal of vehicles and other materials, vehicle maintenance and administrative support.
Three decades ago, BART, the San Francisco area rapid transit system, published estimates of the full energy requirements for operating transit and cars, including such factors as vehicle maintenance, right of way maintenance, and stations. Generally, the analysis found that the rail mode required 41 percent more energy than is consumed in traction (transportation), buses 37 percent and cars 22 percent. These factors may be old, but they may be the only ones available (and it is possible that they are still valid).
If we assume the BART factors, then the comparison of GHG emissions between transportation modes in the United States is even more favorable for cars. The average 2006 car would emit 374 grams of GHG per passenger mile, compared to 322 for transit and 418 for transit outside New York.
The best hybrids could best transit in New York.
All of which points out the needed for objective, comprehensive analysis.
The previous post on GHG emissions by mode is shown below. The information in the previous post does not include any adjustment for vehicle maintenance, right of way maintenance, and stations. Its calculations apply only to transportation.
- Summary
Despite perceptions to the contrary, there is little difference in greenhouse gas emissions between cars and public transport. On a per passenger mile basis, cars emit nearly the same GHGs per passenger mile as all public transport outside the New York urban area. Hybrid automobile technologies are already producing GHG emissions lower than the New York public transport figure.
Demographia has posted greenhouse gas (GHG) emission data for US public transport by mode and for personal mobility mechanisms (cars and SUVs). The data is for 2005 and is calculated using US Department of Transportation, US Department of Energy and US Environmental Protection Agency data.
The results may be surprising to any who have assumed that public transport is inherently less GHG intensive than cars.
The average 2006 car emits 307 grams of GHG per passenger mile in urban driving. This is approximately 30 percent more than the average for public transport (233 grams).
Virtually all of the public transport advantage is due to the New York urban area, where 133 GHG grams are emitted per passenger mile, 57 percent less than the average 2006 car.
Outside New York, public transport and the average 2006 car emit have similar GHG emissions --- cars 307 and public transport 303.
Cars are becoming more fuel efficient, which is indicated by the hybrid and hybrid diesel data. Toyota’s Prius emits 147 GHG grams per passenger mile in urban driving, 10 percent more than the New York public transport figure of 133 grams. Hybrid diesel cars just entering the European market emit 101 GHG grams per passenger mile, 22 percent less than public transport in New York.
SUV’s are considerably more GHG intensive than both cars and public transport, emitting 443 GHG grams per passenger mile.
These estimates include the GHG emissions from electricity consumption and fuel refining. A full life-cycle analysis would be preferable, which would include GHG emissions from construction of public transport and highway systems, construction of vehicles, extraction of fuel for electricity generation and refining, disposal of vehicles and other materials, vehicle maintenance and administrative support.
Toward a Full Accounting of GHG Emissions in Australian Urban Transport
Accounting for greenhouse gas emissions (GHG) is no simple matter in urban transport. It is not as simple as the GHG emissions from the vehicles themselves. For example, there is the vehicle manufacturing process. There is also vehicle maintenance and the energy used to keep stations and administrative facilities open. There is simply no central source of information for such data, a situation that is a serious “GHG omission.”
Three decades ago, BART, the San Francisco area rapid transit system, published estimates of the full energy requirements for operating public transport and cars, including such factors as vehicle maintenance, right of way maintenance, and stations. Generally, the analysis found that the rail mode required 41 percent more energy than is consumed in traction (transportation), buses 37 percent and cars 22 percent. These factors may be old, but they may be the only ones available (and it is possible that they are still valid).
If we assume the BART factors, then the comparison of GHG emissions between transport modes in Australia is even more favorable for cars. The average car would emit 229 grams of GHG per passenger kilometer, compared to 212 grams for buses and 148 grams for Sydney’s rail system. Cars meeting the 2010 National Average Fuel Consumption target would be better than both buses and rail in Sydney at 137 grams per passenger kilometer. The best hybrids could best buses by two-thirds and rail by one-half.
All of which points out the needed for objective, comprehensive analysis.
The previous post on GHG emissions by mode is shown below. The information in the previous post does not include any adjustment for vehicle maintenance, right of way maintenance, and stations. Its calculations apply only to transportation.
Guest Blog by Tony Recsei
Save Our Suburbs
Sydney
Public Transport Greenhouse Emissions Similar to Cars
Contrary to the repeated claims of high-density advocates that public transport travel is environmentally far superior to travel in cars, it has now been found that this is not the case. Greenhouse gas emission data posted by Demographia shows that the average petrol car in Australia in 2006 emitted 188 grams CO2 equivalent per passenger km and the figure for the more efficient cars now is as little as 60 grams.
These figures should be compared with the average bus in Australia which emits 155 grams CO2 equivalent per passenger km and with the 105 grams for traveling by rail in Sydney.
The emission figures of the Toyota Prius and the Peugeot hybrid diesel cars are indications that even the surprisingly small advantage of public transport could soon be eroded away by technology.
The reality that public transport use is not significantly more environmentally sustainable is of huge importance for planning policies. For the past two decades the NSW State Government has been implementing a policy of forcing high-density into communities. The principal foundation of these policies has been the allegation that people living in high-density will be able to travel more sustainably by public transport instead of by car. We now know this is not so.
The rationale for the despotic policies that have destroyed home ownership and grossly overloaded existing infrastructure is baseless.
Three decades ago, BART, the San Francisco area rapid transit system, published estimates of the full energy requirements for operating public transport and cars, including such factors as vehicle maintenance, right of way maintenance, and stations. Generally, the analysis found that the rail mode required 41 percent more energy than is consumed in traction (transportation), buses 37 percent and cars 22 percent. These factors may be old, but they may be the only ones available (and it is possible that they are still valid).
If we assume the BART factors, then the comparison of GHG emissions between transport modes in Australia is even more favorable for cars. The average car would emit 229 grams of GHG per passenger kilometer, compared to 212 grams for buses and 148 grams for Sydney’s rail system. Cars meeting the 2010 National Average Fuel Consumption target would be better than both buses and rail in Sydney at 137 grams per passenger kilometer. The best hybrids could best buses by two-thirds and rail by one-half.
All of which points out the needed for objective, comprehensive analysis.
The previous post on GHG emissions by mode is shown below. The information in the previous post does not include any adjustment for vehicle maintenance, right of way maintenance, and stations. Its calculations apply only to transportation.
Guest Blog by Tony Recsei
Save Our Suburbs
Sydney
Public Transport Greenhouse Emissions Similar to Cars
Contrary to the repeated claims of high-density advocates that public transport travel is environmentally far superior to travel in cars, it has now been found that this is not the case. Greenhouse gas emission data posted by Demographia shows that the average petrol car in Australia in 2006 emitted 188 grams CO2 equivalent per passenger km and the figure for the more efficient cars now is as little as 60 grams.
These figures should be compared with the average bus in Australia which emits 155 grams CO2 equivalent per passenger km and with the 105 grams for traveling by rail in Sydney.
The emission figures of the Toyota Prius and the Peugeot hybrid diesel cars are indications that even the surprisingly small advantage of public transport could soon be eroded away by technology.
The reality that public transport use is not significantly more environmentally sustainable is of huge importance for planning policies. For the past two decades the NSW State Government has been implementing a policy of forcing high-density into communities. The principal foundation of these policies has been the allegation that people living in high-density will be able to travel more sustainably by public transport instead of by car. We now know this is not so.
The rationale for the despotic policies that have destroyed home ownership and grossly overloaded existing infrastructure is baseless.
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