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Urban Transport needs of thepoor: How to change currentcar-centric development in
Asia Setting the stage
Presentation by
Jitendra Shahwith inputs from Many
ACEF 23 June 2011
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Overview
Why bother - Urbanization and Poverty
Transport and poor
Policy prescription options
Improved project design ideas
Discussion
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Enormous Challenges
3
Beijing, 2010
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4
Hyderabad, 2008On the first day the new expressway wasopened
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Not only cars!HCMC, 2009
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6
Mal-Asia: Motorization rate exceedinginfrastructure capacity
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Over 240 million urban dwellerslive on less than $1/ day in Asia
Poverty has income, access andpower dimensions
The poor are most vulnerable toenvironmental problems and
the effects of climate change Infrastructure delivery plays a
key role in fighting urbanpoverty
Urban poverty challenges Asia
0
5
10
15
20
25
30
35
40
45
South Asia East Asia West Asia South-East Asia
Prevalence of slums in Asias cities
(% of urban population)
Source: State of the world's cities 2008/2009
With growth and urbanization, poverty also urbanizes
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New urbanareas from1990 to 2000
Urban area in1990
Urbanization rate almost doubling every 10 years!
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1
10
100
1000
1 10 100 1,000 10,000 100,000
GDP/capita (US$ 2000 PPP)
MotorizationIndex
Veh/1000pop.
Japan Pakistan
Singapore Bangladesh
South Korea Malaysia
Nepal Srilanka
China India
Indonesia Thailand
Philippines Vietnam
Motorization in Asia,fastest growing in the world
ADB estimates 2005, 2008, 2015
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ADB Sustainable Transport
Scenarios in Asian Cities11% ~ 36%
Cumulative Fuel Saving Potentials
by 2030 (Passenger Transport )BAU ScenarioModerate ScenarioProgressive Scenario
Source: ADB (2011)
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Cumulative CO2 Emissions andReduction Potentials
Source: ADB (2011)
Unit: Million Kg
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Mode Split (%) in Asian CitiesCity Walking NM-
vehicles
Public
Transport
Private
Transport
Bangkok(2005)
14 - 46 40
Beijing 12 48 26 14
Delhi 20 12 61 7
Dhaka 40 20 28 12
Jakarta 23 2 28 47
Metro Manila 12 3 42 43
Shanghai 31 33 25 11
Source: Bangkok data from World Bank (2007) Urban Transport Policy Directions and other cites from
Table 1 in Module 7a Gender and Urban Transport Sustainable Transport Source Book (GTZ)
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State of Footpaths in Asia
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Good examples Beijing, Xian
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The lack of adequate pedestrianinfrastructure in Dhaka puts many at risk
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Pictures worth a thousand breaths
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Conflicting Pressures on Decision Makers
1. Motorization and Urbanization are realities and areengines of economic growth trumping other concerns.2. Urban and Global Pollution from vehicles.3. The problem will get complex in the future (e.g. fine PM,
Ozone, Toxic VOC, etc.)
4. Congestion is threat to productivity, well being, quality oflife and tourism
5. Local concerns and priorities must be identified andaddressed through consultation
6. Promote Walking and Bicycling Culture keep it Safe
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Growing Spillover Effects
Source: Ke Fang, World Bank
Green House Gas Effect
Financial Liabilities
Farmland Conversion
Traffic Accidents
Air Pollution
Traffic Congestion
GLOBAL
LOCAL
NATIONAL
Energy Security / Fuel Prices
GLOBALGLOBAL
LOCALLOCAL
NATIONALNATIONAL
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Vulnerable road users (pedestrians, cyclists, and riders ofmotorized two-wheeler and their passengers) account for
around 46% ofglobal road traffic deaths.
46%
48%
6% Vulnerable road users*
Occupants of 4-wheeled
motor vehicles
Other
Source: ADB Transport Forum 2010, Presentation by EMBARQ
Each year over 75,000 ASEAN are killed in road accidents.
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Transport and poor
Urban expansion is pushing poor to peripherydisrupting livelihood, travel distances and costs
Poor spend high percentage of income on transport
Gradual banning of NMT modes (e. bicycles and
cycle rickshaws) has a big impact on users anddrivers
Lack of cost-effective and viable NMT and publictransport options can especially have an impact on
low-income women Urban transport needs to integrate vendors
Urban transport policies can focus specifically onmeeting the needs of the poor Champion
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Transport costs and student enrolments forlow-income families are directly related
Information- baseline for travel time, costs,health impact, access to services education,health, jobs, impacts, - hard to findinformation & prove
Car centric development and planning is not
sustainable - needs to be made inclusive Those who decide dont walk and those who
walk dont decide
Transport and poor
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The Insidious Link between Vehicular PollutionPublic Health Climate and Urban Poor
Concerns: public health, fuel splurge and climate impacts
Current policies not inclusive car centric
30-60% of travel are carbon neutral due to dominance of
walking and cycling trips Exclusion of the poor from planning will enhance the
magnitude of social and economic impacts of pollution
Mainstreaming of transportation modes of urban poor can
scale up solutions for the urban majority - Win Win Better policies - Governments impose higher taxes on
buses compared to cars
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Roadmap for inclusive mobility Compact city - with increased density and policies for
transit oriented development
Need walking and cycling cities - Pedestrian Walkabilityand safety, integration of NMT with public transport, etc.
Bus policy and integration for more inclusive
planning - Ensure equitable distribution of road space
Limit car infrastructure: Restricted car infrastructure interms of wide roads and parking facilities
Tax measures to fund public transport, non-
motorised and clean vehicles
Eliminate subsidies for car owners recover externality
Inclusive transport under the global climate regimePay people who walk!
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0
10
20
30
40
50
60
70
80
90
Beijing/2009 London/2001 New York/2010
But density is not the only key factor.high density = high transit modal share?
Sources: Ke FangBeijing: BTRC, Annual Report on Transport in Beijing, 2010. ,London: National Census 2001 +City of London
New York: New York Census, 2010.
Modal share by public transport for commuting to the central city
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Street Functions & Influences
privatespace
Key influences:
LGs issue permitsfor vendors,footpathprovision,maintenance,
cleansing Policevehicle
use & parking onstreets &footpaths
Utility agenciesAdjacent
property owners Informal &
formal rent
Functions: Walking Waiting Utilities Parking Loading/ unloading
GreeningVending Traffic movementAccess to property
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Summary: Improve Project Design
Identify and Respond to needs not just from policy makers
When Governments invests in Metros / BRTs - Commensurateinvestments should also be made in modes of transport for poorthey are politically weak to influence investment decisions forwalkways, cycle paths and low costs para-transit
Respond to public, increased welfare with low-cost measures drainage system, public toilet, benches, trash bins, and trees
Design - Isolate vehicles from pedestrians to guarantee safety, signals
Implementation of rules polluting, overloaded, speeding vehicles
Avoid foot over bridges make cars go on flyovers
Good public transport is essential and central to SUT but it alsoneeds to be inclusive
Alignment of agendas local and global
Raise awareness and Create demand for change politicians will
follow
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For More Information
Jitendra Jitu [email protected]