sustainable transport: the embarq footprint

Sustainable Transport: The EMBARQ Footprint

Darío Hidalgo, PhDSenior Transport Engineer

EMBARQ, The World Resources Institute Center for Sustainable Transport

May 2010

A successful urban transport system involves…

Low travel times and travel costs for people and goods

Equal access to urban life opportunities (social services, education, health, recreation)

Adequate support to desired form, size and density of the city-region

Limited impact on the environment: air/noise pollution; CO2 emissions

Reduced impact on public health: injuries, fatalities, respiratory disease, obesity

London, England

London, England

This implies a huge challenge as

City population increases…

Sou

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: U

nite

d N

atio

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opu

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n D

ivis

ion,

Wor

ld

Urb

aniz

atio

n P

rosp

ect

s, T

he 2

005

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Urban population in India is expected to double in a 30 year

period62.4 78.9 109

159217

285372

473

583

700

820

0100200300400500600700800900

1951 1961 1971 1981 1991 2001 2011 2021 2031 2041 2051

Pop

ulat

ion

(Mill

ions

)

Projected

Source: O.P. Agarwal and S. Zimmerman “Towards Sustainable Mobility in Urban India”, Presented in the Annual TRB Meeting, Washington D.C. January 2008

India’s urban population will double in just 30 years

and also…Number of vehicles increases faster than population following economic development

Source: Lee Schipper, University of California at Berkeley, 2009

The number of motor vehicles is growing twice as fast as the population in India – mainly two wheelers (71%)

0

10

20

30

40

50

60

70

80

1951 1961 1971 1981 1991 2001 2004

Thousands

Total M2W Cars Buses Goods

Source: O.P. Agarwal and S. Zimmerman “Towards Sustainable Mobility in Urban India”, Presented in the Annual TRB Meeting, Washington D.C. January 2008

However, Financial, institutional, physical resources are constrained

A very large burden is imposed on the society, especially the low income population

-12.0 -10.0 -8.0 -6.0 -4.0 -2.0 0.0 2.0 4.0

Mexico City

Sao Paulo

Buenos Aires

Bangkok

Santiago

Dakar

Land and Parking

Congestion

Accidents

Noise

Air Pollution

Road Revenues

10.7

7.1

8.4

5.7

5.9

5.6

1.0

1.6

Source: World Business Council on Sustainable Development, 2001.

Percent of the Gross Regional Product in Transport Externalities

¿What to do?

Alternative 1: Capital intensive solutions

Give greater capacity to the road network to relieve congestion

Build massive rail transport systems (light rail- metro)

Alternative 2: Change paradigms

Give priority to non motorised transport and bus-based public transport

Restrict indiscriminate automobile use

USA HighwayPhoto: FPPQQ

Amsterdam, The NetherlandsPhoto: FPPQQ

Capital & Land intensive solutions:

highways

Capital intensive solutions: highways

Use great amount of resources

Generate permanent needs of maintenance and subsidies

Privilege the minority using private vehicles

Result in urban expansion, consuming agricultural land and protected areas

Do not generate local development: resources and equipment are mostly imported to the region

Have long implementation times (5-10+ years before seeing any result)They do not solve the problem: it is like attacking obesity with larger pantsThey are not sustainable in financial, environmental, social or urban aspects

Infrastructure solutions lead to greater automobile dependence

Greater use of automobile doesn’t mean greater economic productivity…

Source: INDICATORS OF TRANSPORT EFFICIENCY IN 37 GLOBAL CITIES, Jeff Kenworthy, Felix Laube, Peter Newman and Paul Barter, World Bank, 1997

Automobile dependence and Regional Economy

Reg

ion

al G

DP

per

per

son

(U

SD

19

90)

Automobile Use (Km/year per person)

Automobile dependent cities spend more on infrastructure

United States cities spend an average of US$122 MORE per year per person than a peer cities in Australia, Europe and Canada and US$201 MORE than Hong Kong

Gasto en Vialidad

R2 = 0.5194

0

100

200

300

400

500

0 2,000 4,000 6,000 8,000 10,000 12,000 14,000

Uso del Automóvil (Km/año por persona)

Pre

sup

ues

to A

nu

al p

or

Per

son

a (U

S$

1990

)

Australia

EEUU

Toronto

Europa

Asia

Tendencia

Source: INDICATORS OF TRANSPORT EFFICIENCY IN 37 GLOBAL CITIES, Jeff Kenworthy, Felix Laube, Peter Newman and Paul Barter, World Bank, 1997

Automobile Use (Km/year per person)

Road Infrastructure Expenses

An

nu

al r

oad

infr

astr

uct

ure

b

ud

get

per

per

son

(U

S 1

990)

Automobile dependent cities have more accidents

Cities of United States have 66% more deaths in traffic accidents per person than peer cities in Europe and Asia, and 123% more than Toronto

Accidentalidad

R2 = 0.5748

0.0

5.0

10.0

15.0

20.0

25.0

0 2,000 4,000 6,000 8,000 10,000 12,000 14,000

Uso de Automóvil (Km por año por Persona)

Mu

erte

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Acc

iden

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e T

rán

sito

po

r 10

0, 0

00

Hab

itan

tes

Australia

EEUU

Toronto

Europa

Asia

Tendencia

Road Safety

Fat

alit

ies

in

Ro

ad

A

ccid

ents

pe

r 10

0,0

00

po

pu

lati

on

(19

90)

Automobile Use (Km/year per person)

Source: INDICATORS OF TRANSPORT EFFICIENCY IN 37 GLOBAL CITIES, Jeff Kenworthy, Felix Laube, Peter Newman and Paul Barter, World Bank, 1997

Automobile dependent cities generate more atmospheric pollutants

Gases de Efecto de Invernadero

R2 = 0.9313

0

10

20

30

40

50

60

0 2,000 4,000 6,000 8,000 10,000 12,000 14,000

Uso de Automóvil (Km por año por Persona)

Em

isio

nes

de

CO

2 p

or

Per

son

a (K

g*1

00) Australia

EEUU

Toronto

Europa

Asia

Tendencia

In United States cities, 3.5 times more CO2 per person is emitted than in Hong Kong, 2.4 times more than European cities, 1.9 times more than in Toronto and 1.6 times more than in Australian cities

Greenhouse Gas Emissions

CO

2 E

mis

sio

ns

(19

90)

Automobile Use (Km/year per person)

Source: INDICATORS OF TRANSPORT EFFICIENCY IN 37 GLOBAL CITIES, Jeff Kenworthy, Felix Laube, Peter Newman and Paul Barter, World Bank, 1997

Automobile dependent cities have low densities (occupy large extensions)

R2 = 0.4278

0

50

100

150

200

250

0 5000 10000 15000 20000

Km Carro/Persona/Año (1995)

Per

son

as/H

ectá

rea

(199

5)

USAAU-NZCanadá

Europa Occ.Europa Or.

Africa

Asia Ingreso Bajo

Asia Alto Ingreso

América Latina

China

Medio Oriente

Source: J. Kenworthy "Transport and Energy Use: A Study of 84 Global Cities", 2003

Automobile Use (Km/year per person 1995)

Per

son

s/H

ecta

re (

1995

)

Alternative Solutions for Sustainable Urban

Transport

Pedestrian and Bicycles

Public Transportation

Transit Oriented Development

Disincentives to Car Use

Cleaner and Cooler Fuels and Vehicles

http://www.nyc.gov/html/dot/images/sidewalks/ps_rendering01.JPG

Alternative solutions for sustainable transportLow costHigh impact: reduction of accidents, pollution and travel timesMore compact cities, socially integratedDevelopment of local industryFast implementation (3-5 years from the idea to implementation)

More attractive cities that ease location of businesses and professionals and urban development Santiago

ManilaLondonSao Paulo

1. Non motorised transportPedestrian and bicycle priorities

Recovery of invaded public space

Infrastructure construction

Promotion and incentives

Safe bicycle parking

Road safety

LONDONPhotos: DHG

UTRTECH, THE NETHERLANDSPhoto: FPPQQ

1. Non motorised transport

ALAMEDA EL PORVENIR, BOGOTAPhotos: FPPQQ

CARRERA 15, BOGOTAPhotos: IDU

2. Disincentives to indiscriminate car useCongestion charging: Singapore, London, Sweden, SantiagoAdministrative measures (plate restrictions)Parking controlsTaxes (fuel, property)Citizens’ culture

Bogota, no car day

Bogota, Sunday Ciclovía

London

3. Transit- oriented development (TOD)Local scale:

Nodes around stationsJoint development: residental + commercial + education + entertainmentDense Housing (3-4 floors) with generous public space

Helsinki Photo J. Kenworthy

Vancouver Photo J. Kenworthy

ZurichPhoto J. Kenworthy

3. Transit- oriented development (TOD)

Urban and regional scale:

General principles

Limits to urban expansion and generation of protected areas (zones that cannot be developed - ecological structure)

Obligatory consistency between local detailed plans and transport plan

Provision of public space in every new development and renovation

Occupation indexes favorable to public transport use

Incentives and bonuses for development of desired uses (instruments)

Obligation to balance growth of employment and housing

Copenhagen map

3. Transit- oriented development (TOD)

Source: IPUCC Curitiba, Brazil

3. Transit- oriented development (TOD)Curitiba, Brazil

Source: http://www.curitiba-parana.com/arquitetura-urbanismo.htm

4. Bus Systems

4. Bus Systems

High qualityUser orientedFastReliableLow cost

Leeds, UK

Sao PauloCuritiba

Components of a High Quality Bus System

Road Infrastructure and Priority

Stations and bus stops

Differentiated services (local, accelerated, express)

Integrated services (feeder and other modes)

Integrated tickets, affordable by users

Advanced technologies – user information, fare collection and control

Good quality buses, multiple doors, low emissions

Metrobus Insurgentes, Mexico DF

Trolebus, Quito

Components of a High Quality Bus System

User information systems

Good access to pedestrians and cyclists

Sustainable economic rules (performance based contracts with operators – no subsidies, or clearly defined subsides)

Land use management (densification, mixed uses around stations – transit oriented development)

Full accessibility (old age, children, people with disabilities)

Excellence in user service

Marketing (Image)Metrobus Insurgentes,

Mexico DF

Optibús, León, Guanajuato

Bus systems are critical for energy independence in India

0

1

2

3

4

5

6

7

1980 2000 2030: BAU 2030 FuelEff.

2030:TWW

2030: SUT 2030 ExtraEffort

EJ

Tota

l Del

iver

ed E

nerg

y

Rail

Buses

3 Wheelers

2 Wheelers

Cars

Schipper L. Banerjee I. and Ng W.S. “CO2 Emissions from Land Transport in India Scenarios of the Uncertain”, TRB Annual Meeting, Washington, DC, January 2009

27% Less Energy as compared with 2030 BAU

It is possible for any city to transform itself into a sustainable city…

Bogotá, Colombia, 1998

Bogotá has applied integrated policies for sustainable transport

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Results are extraordinary…F

uent

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Total Public Transport

Traditional Public TransportTransMilenio BRTS

Private (Car, Two Wheeler)

Active Transport (Walking, Bicycle)

Main mode of transport 1998-2009

Our Footprint

“The EMBARQ global network catalyzes environmentally and financially sustainable transport solutions to improve quality of life in cities.”

Mexico City’s Metrobús is one of the largest bus rapid transit systems in the world.

The mayor of MexicoCity campaigned ona platform ofexpanding Metrobúsfrom a one-lineoperation to acitywide networkof 10 lines.

45 Km BRT System

450,000 passengers per day

“It’s nothinglike driving,especially atrush hour wheneveryone’sleaving theoffice.”

Macrobús Guadalajara reduces travel times, prevents traffic accidents, and helps combat climate change.

Macrobús Guadalajara, México

16 Km, 127,000 passengers/day

MEDEC is a roadmap for CO2 reductions in Mexico’s transport sector.

44

MEDEC Scenario for road transport

45

Potential and cost of emission reductions (Independent Implementation)

The key tosolving theproblem isgetting peopleout of their carsand into masstransit.

Transit-oriented development aims to create easy connections to where people work, live and play in a city.

The retrofit pilotproject demonstratedthat diesel particulatefilters, when combinedwith clean diesel, canreduce over 90 percentof the particulatematter emitted fromMexico City’s buses.

EMBARQ’s study helped guideMexico City officialsin purchasingthe most cost-effective busesfor their fleet.

Brazil containsnumerousburgeoning citiesthat are nowsuffering from thestandard problemsof growth.

“Portais da Cidade” is the flagship BRT system in Brazil, designed to revitalize downtown Porto Alegre, improve public transit and reduce pollution.

Porto Alegre has received support from several organizations thanks to EMBARQ

EMBARQ’S innovative financing partnership with CAF will help improve daily life for millions of people in Latin American cities.

The EMBARQ BRT Simulator shows how small changes can make a big impact on cities planning newBRT corridors.

Rio de Janeiro used EMBARQ software to evaluate a proposed BRT system for carrying potential visitors to the 2016 Olympic Games.

Sustainable transport not only combats climate change; it also improves public health.

CTSS-Andinohelped remove720 highlypolluting shared taxicabs fromthe streets of Arequipa.

By focusingon people, not cars, Arequipa can preserveits historic heritage.

Arequipa’s transportplan calls for a15-kilometer busrapid transit corridorto make more of thecity accessible to thegrowing population.

Reducing transportemissions is animportant goalbecause theynegatively impactpublic health andcontribute to globalclimate change.

EMBARQestimates that ifIstanbul does notbegin to addresstransport-relatedair pollution,emissions coulddouble by 2015.

The inter-continental BRT corridoreases congestion along the famous Bosphorus Bridge – one of the key traffic bottlenecks in the city.

“It seems tome it wouldhelp if thebuses couldhave theirown lane.”

Launched inSeptember 2007,Istanbul’s bus rapidtransit corridoris now one ofthe most heavilytraveled BRT linesin the world.

The Historic Peninsula can protect its legacy through an integrated traffic plan.

Millions ofIndians will soonjoin the middleclass and be ina position to buytheir first car.

The national policysets the guidelinesfor cities that wantto receive fundingfor bus rapidtransit and othersustainable urbantransport projects.

EMBARQconducted acritical reviewof Bangalore’straffic andtransport plan.

Pune, anexpandinguniversity city,is home toIndia’s autoindustry.

The winningbid solidified Indore's position as a model city for sustainable transport.

Delhi's newbus corridor meets its key objectives,but there isstill room for improvement.

Bangaloreis poised to become the "cycling capitalof India."

Janmarg Ahmedabad, India

Next Stop: China

While cities arethe epicentersof economicgrowth in China,they are alsochoking on theside effects.

Air quality andtraffic flow willdramaticallydeteriorate aspeople trade intheir bicyclesfor motorcyclesand cars.

Like many of China’sgrowing cities,Xi’an is undergoinglarge-scale growthboth in terms ofmotorized vehiclesand population.

In 2005, Shanghaiinstalled 26kilometers ofpeak-hourbus lanes indowntown.

Global Strategic Partners Shell Foundation

Caterpillar Foundation

Bloomberg Philanthropies

Institutional DonorsThe William and Flora Hewlett FoundationAndean Development CorporationBP Petroleum Ltd.Ford Motor CompanyFedEx

Project Sponsors Netherlands Ministry of Foreign Affairs

US AID

US EPA

Ford Motor Company

Asian Development Bank

Energy Foundation

World Bank

Blue Moon Fund

Godrej Industries Ltd.

Institute for Transport and Development Policy

The John D. and Catherine T. MacArthur Foundation

Mexico National Institute of Ecology

Mexico’s Secretariat of Environment and Natural Resources

Panamerican Health Organization

Renewable Energy and Energy Efficiency Partnership

Alcoa Foundation

Bipartisan Policy Center

British Embassy in Brazil

British High Commission in India Strategic Programme Fund

ClimateWorks Foundation

The William J. Clinton Foundation

Environmental Defense Fund

Shell Development Oman LLC

Swedish International Development Cooperation Agency

U.K. Department for Environment, Food and Rural Affairs

Volvo Research and Educational Foundations

Wheels Inc.

World Economic Forum

World Health Organization

Inter-American Development Bank

Government of Colombia DNP

Transport Research Laboratory UK