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Posts Tagged ‘Volkswagen

The Great Nepal-India-Pakistan Spinal Beetle Rally

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That's Kanak with a cuppa 'chai' behind the wheel of his powder blue 1973 VW Beetle

Kanak Dixit of Kathmandu will embark on a fundraising drive across South Asia – from Kathmandu to Lucknow to Delhi to Amritsar to Lahore to Rawalpindi to Peshawar, to raise funds for spinal injury centres in all three countries at the rate of USD 100 per mile for a journey of 1,100 miles (EUR 45 per kilometre, GBP 62 per mile, INR 3,089/km) or 1,760 kilometres.

Here’s what his campaign flyer says:

The Journey: Our 1973 model VW Beetle will start its journey from Kathmandu Valley on 4 of November 2011. Coming down to the plains, it will enter Uttar Pradesh and reach Lucknow. Westward to Delhi, it will arrive at the Indian Spinal Injuries Centre (ISIC). Travelling along the Grand Trunk Road, it will pass Amritsar and the Wagah-Atari border to Lahore and its Mayo Hospital. We will then take the M-1 motorway to Rawalpindi / Islamabad, and end our journey at the Paraplegic Centre in Hayatabad Peshawar on 16 November 2011.

Why the Adventure: The sudden rise of the number of patients over the last year has forced us to raise our service from 39 beds to 51. This has led to an unexpected financial crunch. The rally will help meet the challenge of growth even as we make plans for sustainability.

One More Reason: The Spinal Beetle Rally is also an effort to raise awareness of spinal injury prevention, rescue, care and rehabilitation in the Subcontinent. In this effort, the Spinal Centre is assisted by ISIC-Delhi and the Paraplegic Centre-Peshawar.

The Rallyists: The Spinal Beetle will be driven by journalist and civil rights activist Kanak Mani Dixit, Founder Chairman of the Spinal Centre Nepal. He will be accompanied by Shanta Dixit, board member and educationist. It was Kanak’s trekking accident a decade ago, resulting in a broken spine, which led to the establishment of the Spinal Centre.

That's the route plan for the Spinal Beetle, parathas and chicken tikka not included.

Done it Before, Twice: Kanak has driven the Spinal Beetle Kathmandu-Dhaka, in 2002 and 2005, to generous response.

Support and Sponsorship: The Indian Spinal Injuries Centre in Delhi is 540 miles from Kathmandu. The final destination, the Paraplegic Centre in Peshawar is 1100 miles away. Supporters are asked to sponsor the drive at the rate of USD 100 per mile, or any fraction or multiple of that amount. Payment details are given below. If you find the payment procedure cumbersome, please just pledge and we will revert.

About the Spinal Centre Nepal: Inaugurated by Sir Edmund Hillary [the mountaineer, think ‘Everest’] on April 2002, the Spinal Centre will be ten years old in 2012. Originally catering to patients from traditional accidents such as fall from trees and cliff-sides, spinal injury victims of ‘modern-day accidents’ related to construction, rock mining and traffic events are more and more filling our wards. We offer physiotherapy, occupational therapy, nursing, medical care, counselling and home rehabilitation. We are also involved in prevention. The Spinal Centre is run by the non-profit Spinal Injury Sangha Nepal.

Jump in and donate your MILE! Send us the equivalent of USD 100, or more or less!

Three ways to support the Spinal Beetle Rally:
1. Donate online on our webpage www.sirc.org.np : through our project partner Livability Ireland at the Biggive – free of charge!
2. Contact us: (if you want to hand over the money personally) kanakd@himalmag@.com or spinalinju@wlink.com.np
3. Transfer money to our account: Spinal Injury Rehabilitation Centre, Current Account No. 00501030250429 – Nepal Investment Bank Ltd., Banepa Branch, Kavre, Nepal (Swift Code: NIBL NPKT)

More information: Contact Ms Esha Thapa, Director, Spinal Centre Nepal | Tel: +977 11 660847/48 | spinalinju@wlink.com.np | eshthapa@hotmail.com

India’s decade of wheeled deities

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In the period 2002-03 to 2008-09 the average annual growth rate in sales for the basic four categories of vehicles – commercial vehicles (lorries/trucks and buses), three-wheeled vehicles (that includes autorickshaws, which are short-distance transport in almost every Indian town and city), two-wheeled vehicles (that includes motorcycles, scooters and mopeds), and cars – has become the stuff of manufacturing legend.

India auto market (Reuters graphic)

India's vehicle market, Jan to Nov 2009, credit Reuters

Yearly sales growth of 17.46% for commercial vehicles, 13.51% for three-wheeled vehicles, 25.69% for cars, and 10.97% for two-wheeled vehicles have turned India into a market which has the potential to become a US$145 billion auto bazaar by 2016, say the Automotive Component Manufacturers Association (ACMA), the Confederation of Indian Industry (CII) and the Society of Indian Automobile Manufacturers (SIAM) who have jointly organised the expo.

These are the numbers that have caused every single major automaker from anywhere in the world to descend on New Delhi. Ten years ago, in 1999-2000, auto factories in India had made 574,000 cars – in 2008-09 the annual figure is 1,620,000. In ten years the number of commercial vehicles built has more than doubled, from 299,000 to 635,000. In ten years the number of two-wheelers built has more than doubled, from 3,778,000 to 8,394,000.

“Why India?” asks the promotional literature of the Auto Expo, and the organisers (supported by the Government of India and representing too the interests of the global auto giants) smugly provide the answers: “India is the second largest two-wheeler market in the world”, “Fourth largest commercial vehicle market in the world”, “Eleventh largest passenger car market in the world, and expected to be the seventh largest by 2016”

There are twin reasons for the rise of the Indian automobile bazaar. First, since 2006, globally the automobile industry has suffered what it plaintively calls “severe demand shock” on account of the economic slowdown and credit crunch in western markets (OECD + North America).

Auto sales, China vs USA, Reuters graphics

Auto sales, China vs USA, Reuters graphics

The drop in demand for 2008 and 2009 has been 38% in the US, 18% in Europe and 13% in Japan. In contrast the Indian passenger vehicle market maintained its demand during 2008-09 and is rising sharply for 2009-10. This is why most of the big names in the global automobile industry (GM, Toyota, Ford, Hyundai, Suzuki, Honda, Skoda, Volvo, Mercedes Benz, BMW, Volkswagen) are planning what industry analysts call “significant capacity build-up for the Indian markets”.

The triumphant notes being sounded by the automobile czars in New Delhi ignore entirely India’s worryingly uneven and imbalanced sectoral distribution of ‘growth’. What the comprador media calls “the India growth story” has only marginally touched agriculture, with evidence that over a prolonged period starting in the early 1990s, the per capita output of foodgrains was on the decline for the first time in the country’s post-Independence history, as economist C P Chandrasekhar has pointed out. Around 55 per cent of the increment in GDP over the last decade has come from the services sector, and just less than half of that contribution was due to an expansion of organised services, public administration and defence.

This gigantic exercise in furthering the cult of the car in India is underwritten by the Government of India. The industry has as its guidebook the ‘Automotive Mission Plan 2006-2016: A Mission for Development of Indian Automotive Industry’. This is a policy document from India’s Ministry of Heavy Industries and Public Enterprises which says, clearly and unambiguously in its ‘vision’ statement: “To emerge as the destination of choice in the world for design and manufacture of automobiles and auto components with output reaching a level of US$145 billion accounting for more than 10% of the GDP and providing additional employment to 25 million people by 2016.”

There’s more in the full article I wrote for Energy Bulletin here.