Jitendra Shah - Urban Transport Needs of the Poor

8/6/2019 Jitendra Shah - Urban Transport Needs of the Poor

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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

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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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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

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5

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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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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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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]

Documents

Jitendra Shah - Urban Transport Needs of the Poor