On my travels to global cities around the world, would you believe it, l often look out for their transit authorities efforts to decarbonise transport in their cities. Below you will find how l rank them in their efforts and achievements; 

1) Shenzhen Bus Group (Shenzhen, China) — Score: 9.5 / 10

Its the first city to fully electrify its entire bus fleet, thats 16,000 bus fleet, all completed by end-2017 — with large charging infrastructure rollout and clear operational lessons in scale. This is a textbook case of rapid fleet electrification at scale.

2) Stockholm SL (Stockholm, Sweden / SL region) — Score: 9.0 / 10

Public transport running on 100% renewable electricity since 2017 covering all its trains & trams, has strong city net-zero planning and pilots (electric ferries, zero-emission zones) as well. Excellent combination of electrified modes + renewable supply.

3) RATP / Île-de-France (Paris region, France) — Score: 8.8 / 10

Has very ambitious bus programme (Bus2025) delivering thousands of “clean” buses — a sizeable share electric + bio-methane — plus depot modernisations to host EVs and renewable fuels at scale. Strong near-term reductions and local air-quality wins.

4) MTR (Hong Kong) — Score: 8.5 / 10

With SBTi-level corporate credibility validating its targets for parts of its business, strong energy efficiency and renewable sourcing in property + rail (rail is inherently electric) Thus it has a good whole-system corporate approach.

5) TfL (London) — Score: 8.2 / 10

With SBTi validation (Apr 2025) + aggressive bus electrification of  between 1,900 to 2,000 zero emissions buses as of 2024–25. Plus an active PPAs  with solar deals and a 2030 renewable electricity target. Big consumer scale creates challenges, but ambition and verified targets put TfL among leaders.

6) LTA / Singapore (national procurement & operators) — Score: 8.0 / 10

It has centralised planning and targets of 50% e-buses by 2030 and 100% cleaner energy buses by 2040, major procurement waves, depot power planning and national coordination — a model for aligning grid  and vehicles.

7) Seoul Metropolitan (Seoul, South Korea) — Score: 7.8 / 10

Has a rapid adoption of hydrogen & electric buses with big national subsidies and plans (large tenders for hydrogen buses), strong municipal leadership and financing support. Rapid rollouts but technology mix varies.

8) BVG (Berlin, Germany) — Score: 7.4 / 10

Its subways & trams running on green electricity since mid-2010s and active bus electrification plans (substantial e-bus purchases + new e-depots planned). Solid European model with a strong grid/renewables focus.

9) Tokyo Metro / Japan operators — Score: 7.0 / 10

Its rail systems are already electric (low direct CO₂ per pax), Tokyo operators emphasise energy efficiency and renewable procurement; grid and policy context make further cuts possible though national timelines are longer.

10) MTA (New York, USA) — Score: 6.6 / 10

It has huge system-scale opportunities (many electric rail fleets) but bus electrification and depot/grid upgrades are slower due to funding & logistical scale; robust plans exist but delivery lags behind top performers.

My quick, evidence-backed takeaways are as follows;

• Mass electrification leaders are mostly in Asia and Northern Europe. Shenzhen’s full bus electrification (2017) remains the single most advanced practical deployment case. 

• Renewable electricity sourcing + verified targets matter. Stockholm’s 100% renewable electricity for public transport (and TfL’s SBTi validation) are powerful accelerants because electrified services only deliver low-carbon outcomes if the electricity is clean. 

• Central coordination speeds delivery. Singapore’s model (LTA) — national tenders, depot power planning and integrated procurement — reduces the “buses arrive before chargers” problem many fragmented procurement models face. a.gov.sg

• Hybrid pathways can be pragmatic. Paris used electric + renewable gas (bio-methane) to deliver rapid local emissions and air-quality benefits before 100% battery rollouts were practical. That reduced near-term emissions while building EV infrastructure.

If you want to find out move of how l scored these transit authorities and my sources which do get in touch. We will have much to discuss, no doubt. 

Let us be clear from the outset, driving a Tesla does not mean someone supports fascism.
But when scholars and critics talk about “links” between Tesla and fascism, they’re usually referring to cultural patterns, leadership style, labor relations, and political signalling — not the vehicles themselves.

Firstly the cult of personality is a feature. Fascism historically thrives on charismatic leaders, with strong emphasis on individual authority. Elon Musk has cultivated a persona as a visionary, genius innovator — many Tesla fans treat him almost like a political leader rather than just a CEO. Critics argue that this cult of personality around Musk can echo dynamics seen in fascist movements (though obviously not identical).

Then we have the techno-utopianism and authoritarianism as Tesla promotes a future centred on high-tech solutions  ie self-driving cars, Mars colonisation, AI. Some scholars argue that certain strands of fascism embraced a similar “futurist” worship of technology, speed, and industry, often tied to authoritarian control. The idea that society’s problems can be solved by a visionary elite with advanced technology, rather than democratic debate, resonates with critiques of technocratic authoritarianism holds strong as well. 

As for labour and control, fascist regimes historically suppressed labor unions and promoted top-down corporate control. Tesla has been repeatedly criticised for union-busting, punishing whistleblowers, and maintaining highly controlled workplaces. These practices aren’t unique to Tesla, but they fit into a broader critique of corporate authoritarian tendencies.

As for nationalism and identity, Tesla markets itself as a symbol of American ingenuity and dominance in EVs, which can resonate with nationalist narratives. While Tesla cars are global, some fans treat them as status symbols of Western/US technological superiority. Fascism often elevates technological power as a marker of national greatness.

Then we have online culture and political alignment. Here Musk’s recent political leanings and online behaviour (especially on X/Twitter) have aligned more with far-right figures and movements, some of which flirt with or openly embrace fascist rhetoric as we have seen on matters in the UK. This has bled into Tesla’s image: some critics view the company and its fanbase as increasingly tied to reactionary or authoritarian politics.

And finally it has  aesthetic parallels. Fascism historically used sleek, modern design and celebrated cars/aviation as symbols of progress and power (think of Italy’s Futurism movement). Tesla’s minimalist, futuristic aesthetic taps into similar cultural motifs of speed, control, and technological destiny.

All these arguments, frankly should make us all very weary of buying into Tesla. 

What on earth was Valentina Gomez going on about at the right-wing rally on Saturday along Whitehall? It is bad enough that we had to tolerate such a march going through Central London but for her to come up with all this islamophobia was incredible. Why is she even getting a stage at all here?

Seriously someone also needs to tell her Jesus Christ (known as Isa) is mentioned 78 times alone in the Koran and Moses ( known as Musa) over 100 times. Jesus Christ is considered one of God’s greatest messengers to humankind and the Messiah as well. Clearly she does not known that Islam is an Abrahamic faith and the belief in one god,  so closely related to Judaism and Christianity. Clearly the state of religious education is awful in the US and probably the UK, if people don’t understand this at all. 

With nine Met police suspended amid inquiry into claims of excessive force at Charing Cross Police Station, one wonders if it worthwhile for local residents of City of Westminster to go to front desk there as we are instructed from the ones that are being closed. 

Chiltern Railways, proudly announced new trains will be running into Marylebone, will run on Hydrotreated Vegetable Oil (HVO) fuel, a renewable fuel that reduces carbon emissions and cuts pollutants such as nitrous oxide compared to conventional diesel – part of  the efforts to decarbonise Chiltern Railways but critically not electric. 

All (Class 68) locomotives in the new fleet will be fitted with automatic stop-start technology, reducing engine use while stationary, especially at terminus stations like Marylebone. For more info on the environmental pledges of Chiltern Railways, please check the link above. 

• All (Class 68) locomotives in the new fleet will be fitted with automatic stop-start technology, reducing engine use while stationary, especially at terminus stations like Marylebone.
• Introduce noise and vibration modifications to the (Class 68) locomotives engines to further reduce the impact on line side communities.
• and drivers will be be trained to minimise unnecessary idling and engine vibrations during layovers.

They have also committed to continue to engage with residents, local authorities, and stakeholders at stations like Marylebone, Aylesbury, and Birmingham to listen to concerns and provide regular updates on how these improvements will make a real difference. 

So this should mean at least some improvements in the noise and pollution issues for the residents of Blandford Square Estate along the side platform 5 & 6 in Marylebone Railway Station. 

If we are looking for Good Growth for our cities, we need to look at what has been happening in China and its cities over the past few decades. 

Even without the UN Plastic Agreements, global reliance on single-use plastic bags declines, the potential for revitalising of the global jute industry grows stronger—and the “golden fibre” from Bengal may indeed be poised for a meaningful comeback.

As progressive policies are making a real impact. For instance, Sweden saw plastic bag usage plummet from 74 to 17 per person between 2019 and 2023, largely due to a plastic bag tax—though that tax was recently abolished, raising concerns about reversal. 
Looking ahead, California has advanced a statewide ban on all single-use plastic shopping bags, starting in 2026. These kinds of shifting regulations reveal growing momentum in global markets toward eco-friendly packaging—creating a clear opening for natural alternatives like jute.

Bangladesh accounts for around 58% of global jute production so it is a global leader in the sector, so we need to ask ourselves is the revival visible and viable in their jute sector? From the outset, it does have some prominent advantages and innovations.  
For example with the Sonali bag. It is developed from jute cellulose, a biodegradable bag can decompose in three months and thus a sustainable alternative to polythene. 
Scientists have also developed a host of innovations from jute-based PPE to corrugated building materials (“Jutin”) thus creating new commercial uses. This with its carbon benefits as jute cultivation can absorb up to 15 tons of CO₂ per hectare annually, offering strong environmental credentials. 

There are several levels of support the sector gets which should be noted. Bangladesh government enforces mandatory jute packaging for commodities like rice and fertilisers, and various jute-friendly laws and incentives are in place—e.g., Jute Wrap Act, National Jute Policy domestically, giving institutional support to the sector via policies and Acts.  
Training Initiatives include program by Swisscontact and Akij Bashir Group focusing on skills development within jute mills to boost productivity and quality.

There is financial & structural support from the Bangladesh Bank is facilitating loan restructuring with grace periods to support jute producers, alongside marketing schemes targeting women entrepreneurs—thus substantial funding is being injected into this sector. 

Furthermore, we have private investments in so far as  16 previously closed state-owned mills have been leased to private investors and some are restarting production.  The FBCCI (Federation of Bangladesh Chambers of Commerce and Industries) is spearheading efforts to revitalise the sector through public–private collaboration via trade advocacy.

And finally there is export & branding push as Bangladesh government is pushing to diversify jute products—handicrafts, composites, fashion items—and initiate global marketing and e-commerce strategies as a result. 


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Despite all this promise and behind the challenges, there are hurdles to overcome:

The outdated technology means many mills rely on old machinery, with low productivity and inconsistent quality. As a result in terms of price competition, Jute is labor-intensive and costlier than synthetic alternatives, posing a competitive challenge.  The export complexity of logistics, bureaucratic delays, weak branding, and lack of global marketing reduce competitiveness. And the financial constraints mean many producers struggled with loans, particularly during closures, so bank support helps but needs scaling up

So is the revival realistic? Yes—it can be, if momentum continues to be harnessed effectively. The decline of plastic opens global market space for jute. Bangladesh has the natural resources, labor base, and innovation potential to capitalise on this. With the multiplier benefits of reviving jute lifting rural communities, creates jobs, empowers women-led businesses, and strengthens the nation’s economic fabric. 

So we need policy and innovation synergy with coordinated policy support, R&D, modernisation of mills, branding, export facilitation, and digitalisation are essential—and increasingly underway. As eco & ESG alignment across sustainable supply chains gaining traction, jute fits the global demand for environmental, social, and governance-aligned materials. 

.In short the jute industry has some strengths, challenges and opportunities.  While it is an innovator in biodegradable jute products, its large scale and outdated machinery, does make it cost competitive. This all along whilst the shift in global regulations favours sustainable packaging increasing. 

It has strong economic and environmental credentials like with carbon sequestration, yet export inefficiencies and low branding, it risks missing the rising demand for eco-products in EU, North America, and luxury markets. It has had financial difficulties with mill closures but government policies, financial support and private investment with digital marketing, e-commerce, startup ecosystem, skill development and institutional backing should do the trick with training initiatives helping with labor costs and quality control variability and export diversification, with new high-value applications (PPE, composites)

So the jute industry in Bangladesh stands at a crossroads—but all signs point to a feasible and promising revival. The global move away from plastics, combined with innovation like the Sonali bag and increasing institutional support, have set the stage. The key now is maintaining momentum across policy, technology, skills, branding, and export strategy.

Bangladesh could very well transform the “golden fibre” into a linchpin of sustainable, inclusive growth—and redefine its role in the global green economy.