Transport Paper Series - 38
Februrary 2012
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Showing posts with label Sustainability. Show all posts
Showing posts with label Sustainability. Show all posts
Tuesday, April 17, 2012
Air Transport and Energy Efficiency
World Bank
Transport Paper Series - 38
Februrary 2012
The air transport sector is enjoying an optimistic growth rate while at the same time eliciting growing concern, due to its environmental impact and its vulnerability with respect to energy security. This report aims to guide the air transport industry, policy makers, and development institutions on where to focus their investments or support in developing and emerging markets in order to address the energy and climate change challenges ahead.
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Transport Paper Series - 38
Februrary 2012
Bajar documento
From Transition to Transformation: Sustainable and inclusive development in Europe and Central Asia
United Nations
February 2012
This report was launched at the first Global Human Development Forum which brought together high-level experts from governments, corporations, civil society and international organizations to examine the global policy changes required to ensure a sustainable future for people today and for generations to come. The report, supported by 13 U.N. agencies, calls for a transformation to integrated policy making, where social equity, economic growth and environmental protection are approached together. It is a contribution of governments, experts, researchers and development practitioners ahead of the ‘Rio+20’ U.N. Conference on Sustainable Development in June in Brazil where participants will come together to discuss and shape new policies and measures to promote prosperity, reduce poverty and advance social equity and environmental protection.
Bajar documento
February 2012
This report was launched at the first Global Human Development Forum which brought together high-level experts from governments, corporations, civil society and international organizations to examine the global policy changes required to ensure a sustainable future for people today and for generations to come. The report, supported by 13 U.N. agencies, calls for a transformation to integrated policy making, where social equity, economic growth and environmental protection are approached together. It is a contribution of governments, experts, researchers and development practitioners ahead of the ‘Rio+20’ U.N. Conference on Sustainable Development in June in Brazil where participants will come together to discuss and shape new policies and measures to promote prosperity, reduce poverty and advance social equity and environmental protection.
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Sunday, April 15, 2012
Achieving sustainability in urban transport in developing and transition countries
Umwelt Bundes Amt
August 2011
Prof. Dr. Michael Bräuninger, Dr. Sven Schulze, Leon Leschus, Dr. Jürgen Perschon, Christof Hertel, Simon Field, Nicole Foletta
Although nearly one fourth of global CO2-emissions are caused by the transport sector, its effects cannot be reduced to impacts on climate change. Other sustainability problems induced by the transport sector include air pollution, noise and accidents. At the same time mobility has become a basic human need and there is a strong connection between economic development and the transport sector. These effects are especially relevant in urban areas. Nowadays half of the world’s population resides in cities and until the year 2050 this share is expected to rise to 70 %. Besides, cities today already account for nearly two thirds of global energy consumption and for more than 70 % of global CO2-emissions. Thus, this study focuses on sustainability issues in urban transport. Special attention is given to the situation in developing and emerging countries.
2. Best-Practice Examples 45
Case Study 1: National Financing Instruments: Second Generation Road Funds - The Case of Tanzania 45
Case Study 2: Local Financing Instruments in Sibiu, Romania 48
Case Study 3: Public Private Partnership (PPP) in Transport – Hong Kong 50
Case Study 4: Global Environment Facility (GEF): The Latin America Regional Sustainable Transport and Air Quality Project 53
Case Study 5: Climate Investment Fund (CIF) & Clean Technology Fund (CTF) for comprehensive urban transport systems: Hanoi and Ho Chi Minh City, Vietnam 55
Case Study 6: Nationally Appropriate Mitigation Actions (NAMA) Morocco 58
3. Settlement structures 61
1. Background 61
2. Best-Practice Examples 66
Case Study 7: Coordination of Transportation and Land Use Planning in Curitiba, Brazil 66
Case Study 8: Affordable Housing in Bogota, Colombia 702
Case Study 9: Brownfield Redevelopment in Beijing, China 73
Case Study 10: Sustainable Urban Development in Kunming, China 77
4. Technological solutions 81
Tech-Box 1: Trolleybuses 85
Tech-Box 2: Bioethanol in Brazil 86
Tech-Box 3: Cable propelled transit in Caracas 88
5. Non-technological solutions 92
1. Background 92
1. General considerations 92
2. Push-measures 94
3. Pull-measures 99
2. Best-Practice Examples 103
Case Study 11: Restrictions on Car-use in Singapore 103
Case Study 12: Bus Rapid Transit in Curitiba, Brazil 107
Case Study 13: Institutional Reform and Bus Rapid Transit ‘Lite’ in Lagos, Nigeria 111
Case Study 14: The Car-free Medina of Fes, Morocco 116
Case Study 15: Non-motorised Transport in Guangzhou, China 119
Case Study 16: Cycle Rickshaw Modernisation in Delhi, India 123
5. Summary and policy recommendations 12
Bajar documento
August 2011
Prof. Dr. Michael Bräuninger, Dr. Sven Schulze, Leon Leschus, Dr. Jürgen Perschon, Christof Hertel, Simon Field, Nicole Foletta
2. Best-Practice Examples 45
Case Study 1: National Financing Instruments: Second Generation Road Funds - The Case of Tanzania 45
Case Study 2: Local Financing Instruments in Sibiu, Romania 48
Case Study 3: Public Private Partnership (PPP) in Transport – Hong Kong 50
Case Study 4: Global Environment Facility (GEF): The Latin America Regional Sustainable Transport and Air Quality Project 53
Case Study 5: Climate Investment Fund (CIF) & Clean Technology Fund (CTF) for comprehensive urban transport systems: Hanoi and Ho Chi Minh City, Vietnam 55
Case Study 6: Nationally Appropriate Mitigation Actions (NAMA) Morocco 58
3. Settlement structures 61
1. Background 61
2. Best-Practice Examples 66
Case Study 7: Coordination of Transportation and Land Use Planning in Curitiba, Brazil 66
Case Study 8: Affordable Housing in Bogota, Colombia 702
Case Study 9: Brownfield Redevelopment in Beijing, China 73
Case Study 10: Sustainable Urban Development in Kunming, China 77
4. Technological solutions 81
Tech-Box 1: Trolleybuses 85
Tech-Box 2: Bioethanol in Brazil 86
Tech-Box 3: Cable propelled transit in Caracas 88
5. Non-technological solutions 92
1. Background 92
1. General considerations 92
2. Push-measures 94
3. Pull-measures 99
2. Best-Practice Examples 103
Case Study 11: Restrictions on Car-use in Singapore 103
Case Study 12: Bus Rapid Transit in Curitiba, Brazil 107
Case Study 13: Institutional Reform and Bus Rapid Transit ‘Lite’ in Lagos, Nigeria 111
Case Study 14: The Car-free Medina of Fes, Morocco 116
Case Study 15: Non-motorised Transport in Guangzhou, China 119
Case Study 16: Cycle Rickshaw Modernisation in Delhi, India 123
5. Summary and policy recommendations 12
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Tuesday, April 10, 2012
The life and death of urban highways
Embarq and ITDP
March 2012
Cities exist for people; freeways exist for moving vehicles. Cities are centers of culture and commerce that rely on attracting private investment. Massive public spending on freeways in the last century reduced the capacity of cities to connect people and support culture and commerce. While the following report is about urban highways, more importantly, it is about cities and people. It is about community vision and the leadership required in the twenty-first century to overcome the demolition, dislocation, and disconnection of neighborhoods caused by freeways in cities.
This report chronicles the stories of five very different cities that became stronger after freeways were removed or reconsidered. They demonstrate that fixing cities harmed by freeways, and improving public transport, involves a range of context-specific and context-sensitive solutions. This perspective contrasts with the one-size-fits-all approach that was used in the 1950s and 1960s to push freeways through urban neighborhoods. The belief then was that freeways would reduce congestion and improve safety in cities. Remarkably, these two reasons are still commonly used to rationalize spending large sums of public money on expanding existing or building new freeways.
Freeways are simply the wrong design solution for cities. By definition, they rely on limited access to minimize interruptions and maximize flow. But cities are comprised of robust and connected street networks. When limited-access freeways are force-fit into urban environments, they create barriers that erode vitality—the very essence of cities. Residents, businesses, property owners, and neighborhoods along the freeway suffer but so does operation of the broader city network. During traffic peaks, freeways actually worsen congestion as drivers hurry to wait in the queues forming at limited points of access.
The fundamental purpose of a city’s transportation system is to connect people and places. But freeways that cut through urban neighborhoods prioritize moving vehicles through and away from the city. In 1922, Henry Ford said, “we shall solve the problem of the city by leaving the city.” While freeways certainly facilitated this, by no means did leaving the city solve the problem of city. In fact, the form and functional priorities of freeways in cities introduced even more problems that still exist today.
Bajar documento
March 2012
This report chronicles the stories of five very different cities that became stronger after freeways were removed or reconsidered. They demonstrate that fixing cities harmed by freeways, and improving public transport, involves a range of context-specific and context-sensitive solutions. This perspective contrasts with the one-size-fits-all approach that was used in the 1950s and 1960s to push freeways through urban neighborhoods. The belief then was that freeways would reduce congestion and improve safety in cities. Remarkably, these two reasons are still commonly used to rationalize spending large sums of public money on expanding existing or building new freeways.
Freeways are simply the wrong design solution for cities. By definition, they rely on limited access to minimize interruptions and maximize flow. But cities are comprised of robust and connected street networks. When limited-access freeways are force-fit into urban environments, they create barriers that erode vitality—the very essence of cities. Residents, businesses, property owners, and neighborhoods along the freeway suffer but so does operation of the broader city network. During traffic peaks, freeways actually worsen congestion as drivers hurry to wait in the queues forming at limited points of access.
The fundamental purpose of a city’s transportation system is to connect people and places. But freeways that cut through urban neighborhoods prioritize moving vehicles through and away from the city. In 1922, Henry Ford said, “we shall solve the problem of the city by leaving the city.” While freeways certainly facilitated this, by no means did leaving the city solve the problem of city. In fact, the form and functional priorities of freeways in cities introduced even more problems that still exist today.
Bajar documento
Thursday, April 5, 2012
Propuestas para construir gobernanza en la Amazonia a través del transporte sostenible: Análisis de la eficacia del programa para la gestión ambiental y social de los impactos indirectos del corredor vial interoceánico sur - tramos 2,3 y4
DAR - Derecho ambiente y recursos naturales
Noviembre 2010
"Las carreteras son indiscutiblemente necesarias. Las nuevas que unen el Brasil con los países andinos atravesando los últimos refugios relativamente intocados de la Amazonía no son una excepción. Las obras viales no son, por sí mismas, destructoras del entorno natural ni de las culturas tradicionales. En realidad, se trata apenas de una faja de pocas decenas de metros de ancho aunque, eso sí, son muy largas. Esas fajas, por ser deforestadas, asfaltadas y transitadas son obviamente un obstáculo para la fauna silvestre.
También pueden no ser del agrado de indígenas no contactados u otros que preferirían no ser disturbados. Pero, es incontestable que si las leyes fueran respetadas el problema de las carreteras se limitaría a poco más que los mencionados aunque, especialmente en condiciones montañosas, esos pueden ser importantes." - Marc Dourojeanni
Ver artículo relacionado
Ver nota de prensa
Presentación del estudio
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Bajar documento
Noviembre 2010
"Las carreteras son indiscutiblemente necesarias. Las nuevas que unen el Brasil con los países andinos atravesando los últimos refugios relativamente intocados de la Amazonía no son una excepción. Las obras viales no son, por sí mismas, destructoras del entorno natural ni de las culturas tradicionales. En realidad, se trata apenas de una faja de pocas decenas de metros de ancho aunque, eso sí, son muy largas. Esas fajas, por ser deforestadas, asfaltadas y transitadas son obviamente un obstáculo para la fauna silvestre.
También pueden no ser del agrado de indígenas no contactados u otros que preferirían no ser disturbados. Pero, es incontestable que si las leyes fueran respetadas el problema de las carreteras se limitaría a poco más que los mencionados aunque, especialmente en condiciones montañosas, esos pueden ser importantes." - Marc Dourojeanni
Ver artículo relacionado
Ver nota de prensa
Presentación del estudio
Bajar resumen ejecutivo
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Friday, February 3, 2012
The health benefits of transport projects: A review of the World Bank transport sector lending portfolio
Background Paper for the IEG Evaluation of World Bank Support for Health, Nutrition, and Population
Peter Freeman and Kavita Mathur
IEG Working Paper 2008/2
World Bank
2008
The transport sector plays a crucial, overarching role in the global economy: it facilitates access to jobs, education, health care, markets as well as for social and leisure activities. Yet, transport also has detrimental impacts on the environment and on human health, and this can result in conflicts in the formulation and application of transport policy. While traffic injuries, fatalities, and annoyance from transport-related noise have long been identified as negative externalities, there has been increasing evidence in the past decade of direct effects of transport-induced air pollutants on mortality and respiratory disease. The adverse impacts of transport on health are worse in developing countries than in industrial countries, as resources are more limited, regulatory controls are often inadequate and poorly enforced, the transport fleet tends to be older and technically more inefficient, the population is generally less educated, and transportrelated law enforcement is frequently inadequate.
This paper reviews the contribution of the World Bank’s transport lending portfolio to health outcomes, as background for the Independent Evaluation Group’s (IEG) evaluation of the Bank’s support for health, nutrition and population(HNP). Over the past decade (FY97-06), the World Bank committed nearly $28 billion to 229 new transport projects managed by the Transport Sector Board (TSB). Specifically, the paper reviews the extent to which these projects: cite potential health benefits or risks in design documents; include specific objectives with respect to improving health outcomes or mitigating health risks; propose environmental improvements that are likely to provide health benefits; target transport services and both health and behavioral outcomes to the poor; and plans to collect evidence on changes in health outcomes as a result of transport interventions. For completed projects, it assesses the extent to which expected health
benefits or objectives have been achieved.
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Peter Freeman and Kavita Mathur
IEG Working Paper 2008/2
World Bank
2008
The transport sector plays a crucial, overarching role in the global economy: it facilitates access to jobs, education, health care, markets as well as for social and leisure activities. Yet, transport also has detrimental impacts on the environment and on human health, and this can result in conflicts in the formulation and application of transport policy. While traffic injuries, fatalities, and annoyance from transport-related noise have long been identified as negative externalities, there has been increasing evidence in the past decade of direct effects of transport-induced air pollutants on mortality and respiratory disease. The adverse impacts of transport on health are worse in developing countries than in industrial countries, as resources are more limited, regulatory controls are often inadequate and poorly enforced, the transport fleet tends to be older and technically more inefficient, the population is generally less educated, and transportrelated law enforcement is frequently inadequate.
This paper reviews the contribution of the World Bank’s transport lending portfolio to health outcomes, as background for the Independent Evaluation Group’s (IEG) evaluation of the Bank’s support for health, nutrition and population(HNP). Over the past decade (FY97-06), the World Bank committed nearly $28 billion to 229 new transport projects managed by the Transport Sector Board (TSB). Specifically, the paper reviews the extent to which these projects: cite potential health benefits or risks in design documents; include specific objectives with respect to improving health outcomes or mitigating health risks; propose environmental improvements that are likely to provide health benefits; target transport services and both health and behavioral outcomes to the poor; and plans to collect evidence on changes in health outcomes as a result of transport interventions. For completed projects, it assesses the extent to which expected health
benefits or objectives have been achieved.
Bajar documento
Thursday, January 26, 2012
Principios de políticas de infraestructura, logística y movilidad basadas en la integralidad y la sostenibilidad
Georgina Cipoletta Tomassian
CEPAL
Serie Recursos Naturales e Infraestructura Nº 15541 pp.
Noviembre de 2011
El presente trabajo plantea que la falta de aprovechamiento del potencial para el desarrollo de la infraestructura y los servicios de transporte en América Latina radica no sólo en la baja de la inversión pública en el sector sino también en ciertas carencias en el uso de instrumentos y herramientas de planeamiento estratégico que agravan el diagnóstico: i) la ausencia de visiones integradas de las políticas de infraestructura, transporte, logística y movilidad; y ii) la falta de aplicación de criterios de sostenibilidad en el diseño y ejecución de las políticas, especialmente en los servicios de infraestructura de transporte.
Planteada la hipótesis del trabajo, el documento se centra en la argumentación de dicha problemática basada en la falta de integralidad y sostenibilidad en las políticas de infraestructura y sus servicios. Para ello, tras una breve descripción de los conceptos propuestos para el análisis y justificación de la importancia de los mismos; se efectúa un resumen del diagnóstico de América Latina en materia de integralidad y sostenibilidad en sentido amplio (aspectos económicos, sociales, institucionales y medioambientales), los que surgen de un vasto programa de investigación efectuado en el marco de la Cooperación CEPAL, Naciones Unidas-Puertos del Estado, Ministerio de Fomento del Gobierno de España, con el apoyo de la Agencia Española de Cooperación Internacional para el Desarrollo. Las principales conclusiones indican que, por una parte, las políticas emprendidas en la región carecen de integralidad pues se plantean en un marco segmentado para el desarrollo de actividades que están interrelacionadas en su propia naturaleza, han carecido de una visión de largo plazo y no han contado con una institucionalidad apropiada que incluya marcos normativos regulatorios eficaces e instrumentos de fiscalización adecuados. Por otra parte, los países de la región presentan una ausencia de criterios de sostenibilidad en sus políticas, donde en la mayoría de los casos existen menciones sobre el tema dentro de las políticas y planes de transporte y sus servicios asociados de infraestructura; pero también se observa muy poco desarrollo e implementación efectiva.
Bajar documento
También:
Taller regional desarrollado en Santiago de Chile, en el marco del del Sistema Mesoamericano de Transporte Multimodal, del Proyecto de Integración y Desarrollo de Mesoamérica
Acceso a audios y presentaciones
CEPAL
Serie Recursos Naturales e Infraestructura Nº 15541 pp.
Noviembre de 2011
El presente trabajo plantea que la falta de aprovechamiento del potencial para el desarrollo de la infraestructura y los servicios de transporte en América Latina radica no sólo en la baja de la inversión pública en el sector sino también en ciertas carencias en el uso de instrumentos y herramientas de planeamiento estratégico que agravan el diagnóstico: i) la ausencia de visiones integradas de las políticas de infraestructura, transporte, logística y movilidad; y ii) la falta de aplicación de criterios de sostenibilidad en el diseño y ejecución de las políticas, especialmente en los servicios de infraestructura de transporte.
Planteada la hipótesis del trabajo, el documento se centra en la argumentación de dicha problemática basada en la falta de integralidad y sostenibilidad en las políticas de infraestructura y sus servicios. Para ello, tras una breve descripción de los conceptos propuestos para el análisis y justificación de la importancia de los mismos; se efectúa un resumen del diagnóstico de América Latina en materia de integralidad y sostenibilidad en sentido amplio (aspectos económicos, sociales, institucionales y medioambientales), los que surgen de un vasto programa de investigación efectuado en el marco de la Cooperación CEPAL, Naciones Unidas-Puertos del Estado, Ministerio de Fomento del Gobierno de España, con el apoyo de la Agencia Española de Cooperación Internacional para el Desarrollo. Las principales conclusiones indican que, por una parte, las políticas emprendidas en la región carecen de integralidad pues se plantean en un marco segmentado para el desarrollo de actividades que están interrelacionadas en su propia naturaleza, han carecido de una visión de largo plazo y no han contado con una institucionalidad apropiada que incluya marcos normativos regulatorios eficaces e instrumentos de fiscalización adecuados. Por otra parte, los países de la región presentan una ausencia de criterios de sostenibilidad en sus políticas, donde en la mayoría de los casos existen menciones sobre el tema dentro de las políticas y planes de transporte y sus servicios asociados de infraestructura; pero también se observa muy poco desarrollo e implementación efectiva.
Bajar documento
También:
Taller regional desarrollado en Santiago de Chile, en el marco del del Sistema Mesoamericano de Transporte Multimodal, del Proyecto de Integración y Desarrollo de Mesoamérica
Acceso a audios y presentaciones
Monday, January 23, 2012
Accessibility in passenger transport: policy and management
Research in Transportation Business & Management
Volume 2, Pages 1-100
November 2011
Accessibility Policy and Planning
Does Accessibility Planning address what matters? A review of current practice and practitioner perspectives Original Research Article
Pages 3-11
Angela Curl, John D. Nelson, Jillian Anable
The use and abuse of accessibility measures in UK passenger transport planning Original Research Article
Pages 12-19
Derek Halden
Implementing accessibility planning for disadvantaged areas and groups
Improving access to employment and training in former coalfields areas in the UK: The Access Alliance Programme Original Research Article
Pages 20-28
Norman James, Clare Waldron
Developing and applying interactive visual tools to enhance stakeholder engagement in accessibility planning for mobility disadvantaged groups Original Research Article
Pages 29-41
Peter Jones
Management of accessibility by mode and by spatial area
Learning to cycle again: Examining the benefits of providing tax-free loans to purchase new bicycles Original Research Article
Pages 42-47
Brian Caulfield, James Leahy
Public transport accessibility through co-modality: Are interconnectivity indicators good enough? Original Research Article
Pages 48-56
Claudia de Stasio, Davide Fiorello, Silvia Maffii
Business strategies and technology for access by transit in lower density environments Original Research Article
Pages 57-64
Roger F. Teal, A. Jeff Becker
The key factors for providing successful public transport in low-density areas in The Netherlands Original Research Article
Pages 65-73
Wouter de Jong, Janneke Vogels, Karolien van Wijk, Otto Cazemier
Market concentration in coastal shipping and limitations to island's accessibility Original Research Article
Pages 74-82
Maria B. Lekakou, Thomas K. Vitsounis
Economic evaluation of accessibiltiy improvements
Passengers' valuations of universal design measures in public transport Original Research Article
Pages 83-91
Nils Fearnley, Stefan Flügel, Farideh Ramjerdi
Evaluating accessibility enhancements to public transport including indirect as well as direct benefits Original Research Article
Pages 92-100
Xenia Karekla, Taku Fujiyama, Nick Tyler
View Journal
Volume 2, Pages 1-100
November 2011
Accessibility Policy and Planning
Does Accessibility Planning address what matters? A review of current practice and practitioner perspectives Original Research Article
Pages 3-11
Angela Curl, John D. Nelson, Jillian Anable
The use and abuse of accessibility measures in UK passenger transport planning Original Research Article
Pages 12-19
Derek Halden
Implementing accessibility planning for disadvantaged areas and groups
Improving access to employment and training in former coalfields areas in the UK: The Access Alliance Programme Original Research Article
Pages 20-28
Norman James, Clare Waldron
Developing and applying interactive visual tools to enhance stakeholder engagement in accessibility planning for mobility disadvantaged groups Original Research Article
Pages 29-41
Peter Jones
Management of accessibility by mode and by spatial area
Learning to cycle again: Examining the benefits of providing tax-free loans to purchase new bicycles Original Research Article
Pages 42-47
Brian Caulfield, James Leahy
Public transport accessibility through co-modality: Are interconnectivity indicators good enough? Original Research Article
Pages 48-56
Claudia de Stasio, Davide Fiorello, Silvia Maffii
Business strategies and technology for access by transit in lower density environments Original Research Article
Pages 57-64
Roger F. Teal, A. Jeff Becker
The key factors for providing successful public transport in low-density areas in The Netherlands Original Research Article
Pages 65-73
Wouter de Jong, Janneke Vogels, Karolien van Wijk, Otto Cazemier
Market concentration in coastal shipping and limitations to island's accessibility Original Research Article
Pages 74-82
Maria B. Lekakou, Thomas K. Vitsounis
Economic evaluation of accessibiltiy improvements
Passengers' valuations of universal design measures in public transport Original Research Article
Pages 83-91
Nils Fearnley, Stefan Flügel, Farideh Ramjerdi
Evaluating accessibility enhancements to public transport including indirect as well as direct benefits Original Research Article
Pages 92-100
Xenia Karekla, Taku Fujiyama, Nick Tyler
View Journal
Tuesday, December 13, 2011
Oil prices and maritime freight rates: An empirical investigation
UNCTAD
April 2010
Oil is the major energy source powering the global economy, supplying 95% of all the energy used in world transport.
Maritime transport, which carries over 80% of the volume of global merchandise trade, relies heavily on oil for propulsion, and in view of the limitations imposed by existing technology and costs, it is not yet in a position to adopt effective energy substitutes.
With oil becoming increasingly scarce and more costly to produce, and with prices having already risen to close to $150 per barrel (pb) in July 2008, the question of how changes in oil prices affect shipping costs is of considerable interest.
For the trade of many developing countries, excessive international transport costs already pose a considerable obstacle.
To help improve understanding of oil prices as a determinant of transport costs, UNCTAD conducted an empirical analysis of the relationship between oil prices and maritime freight rates. While the analysis focused on container transport, it also covered some dry and wet bulk trades, namely, iron ore and crude oil.
The findings of the analysis, presented in a technical report entitled Oil Prices and Maritime Freight Rates: An Empirical Investigation, confirm that rising oil prices drive up maritime freight rates in all three trades examined, with estimated elasticities varying, depending on the market segment and the specification.
For container trade, the effect of oil prices on container freight rates is estimated to be larger in periods of sharply rising and more volatile oil prices, compared to periods of low and stable oil prices.
These results entail some potentially important implications for maritime transport and trade, if oil prices resume the spiralling trend observed in 2007 and 2008 and sustain high and possibly unprecedented levels.
In view of the heavy reliance of maritime transport on oil for propulsion, further analytical work on the effect of energy prices on maritime freight rates is urgently required, especially as rising fuel costs may lead to proportionately higher maritime transport costs for developing countries.
In this context, energy security and investments in alternative, greener energy and technology for cost-efficient and sustainable maritime transportation conducive to trade and development are of the essence.
Download document
April 2010
Oil is the major energy source powering the global economy, supplying 95% of all the energy used in world transport.
Maritime transport, which carries over 80% of the volume of global merchandise trade, relies heavily on oil for propulsion, and in view of the limitations imposed by existing technology and costs, it is not yet in a position to adopt effective energy substitutes.
With oil becoming increasingly scarce and more costly to produce, and with prices having already risen to close to $150 per barrel (pb) in July 2008, the question of how changes in oil prices affect shipping costs is of considerable interest.
For the trade of many developing countries, excessive international transport costs already pose a considerable obstacle.
To help improve understanding of oil prices as a determinant of transport costs, UNCTAD conducted an empirical analysis of the relationship between oil prices and maritime freight rates. While the analysis focused on container transport, it also covered some dry and wet bulk trades, namely, iron ore and crude oil.
The findings of the analysis, presented in a technical report entitled Oil Prices and Maritime Freight Rates: An Empirical Investigation, confirm that rising oil prices drive up maritime freight rates in all three trades examined, with estimated elasticities varying, depending on the market segment and the specification.
For container trade, the effect of oil prices on container freight rates is estimated to be larger in periods of sharply rising and more volatile oil prices, compared to periods of low and stable oil prices.
These results entail some potentially important implications for maritime transport and trade, if oil prices resume the spiralling trend observed in 2007 and 2008 and sustain high and possibly unprecedented levels.
In view of the heavy reliance of maritime transport on oil for propulsion, further analytical work on the effect of energy prices on maritime freight rates is urgently required, especially as rising fuel costs may lead to proportionately higher maritime transport costs for developing countries.
In this context, energy security and investments in alternative, greener energy and technology for cost-efficient and sustainable maritime transportation conducive to trade and development are of the essence.
Download document
Thursday, December 8, 2011
Understanding how ecodriving public education can result in reduced fuel use and greenhouse gas emissions
E. Martin, N. D. Chan, and S. A. Shaheen.
Innovative mobility
Submitted to TRB Annual Meeting 2012
November 2011
Ecodriving, the concept of changing driving behavior and vehicle maintenance to impact fuel consumption and greenhouse gas (GHG) emissions in existing vehicles, has gained recent prominence in North America. One ecodriving strategy involves public education through Internet-based information dissemination. This paper presents the results of a controlled stated-response study conducted with approximately 100 University of California, Berkeley faculty, staff, and students, assessing the effectiveness of static ecodriving web-based information. A comparison of the experimental and control groups found that exposure to ecodriving information influenced people's driving behavior and maintenance practices. The experimental group's distributional shift was statistically significant, particularly for key practices including: lower highway cruising speed, driving behavior adjustment, and proper tire inflation. Within the experimental group (N = 51), fewer respondents significantly changed their maintenance practices (16%) than the majority that altered some driving practices (71%); this suggests intentional altering of driving behavior is easier than planning better maintenance practices. A comparison of before- and after-surveys found that 57% of the experimental group improved their ecodriving behavior, while 43% made no change or worsened. Key characteristics of the drivers that improved include: being female, living in smaller households, and owning a newer car with higher fuel economy. While it was evident that not everyone modifies their behavior as a result of reviewing the website, even small shifts in behavior due to inexpensive information dissemination could be deemed cost effective in reducing fuel consumption and emissions.
Bajar documento
Innovative mobility
Submitted to TRB Annual Meeting 2012
November 2011
Ecodriving, the concept of changing driving behavior and vehicle maintenance to impact fuel consumption and greenhouse gas (GHG) emissions in existing vehicles, has gained recent prominence in North America. One ecodriving strategy involves public education through Internet-based information dissemination. This paper presents the results of a controlled stated-response study conducted with approximately 100 University of California, Berkeley faculty, staff, and students, assessing the effectiveness of static ecodriving web-based information. A comparison of the experimental and control groups found that exposure to ecodriving information influenced people's driving behavior and maintenance practices. The experimental group's distributional shift was statistically significant, particularly for key practices including: lower highway cruising speed, driving behavior adjustment, and proper tire inflation. Within the experimental group (N = 51), fewer respondents significantly changed their maintenance practices (16%) than the majority that altered some driving practices (71%); this suggests intentional altering of driving behavior is easier than planning better maintenance practices. A comparison of before- and after-surveys found that 57% of the experimental group improved their ecodriving behavior, while 43% made no change or worsened. Key characteristics of the drivers that improved include: being female, living in smaller households, and owning a newer car with higher fuel economy. While it was evident that not everyone modifies their behavior as a result of reviewing the website, even small shifts in behavior due to inexpensive information dissemination could be deemed cost effective in reducing fuel consumption and emissions.
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Friday, October 21, 2011
Muenster, Germany: An example of promoting cycling in cities - Components of a high quality bicycle infrastructure. A short survey
Case studies in sustainable urban transport #2
GIZ SUTP
March 2011
GIZ SUTP released its next document in the case study series. The document is titled "An Example of Promoting Cycling in Cities – Components of a High Quality Bicycle Infrastructure". This study introduces Muenster’s initiatives to promote cycling and outlines specifications and essentials of its bicycle infrastructure. It provides a case study and orientation for transport planners and policy makers who want to develop similar bicycle-based sustainable urban transport systems in their cities. The document is 22 pages long, full colour pictures.
Logged-in SUTP users can download the document directly here (5MB). Unregistered users will need to register here first and proceed to login and then download the document.
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GIZ SUTP
March 2011
GIZ SUTP released its next document in the case study series. The document is titled "An Example of Promoting Cycling in Cities – Components of a High Quality Bicycle Infrastructure". This study introduces Muenster’s initiatives to promote cycling and outlines specifications and essentials of its bicycle infrastructure. It provides a case study and orientation for transport planners and policy makers who want to develop similar bicycle-based sustainable urban transport systems in their cities. The document is 22 pages long, full colour pictures.
Logged-in SUTP users can download the document directly here (5MB). Unregistered users will need to register here first and proceed to login and then download the document.
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Thursday, October 20, 2011
White paper on transport
Roadmap to a single european transport area — Towards a competitive and Resource-efficient transport system
European Comission
March 2011
This illustrated brochure comprises the text of the european commission’s White Paper ‘roadmap to a single european transport area — towards a competitive and resource-efficient transport system’ (com (2011) 144 final of 28 march 2011) and a foreword by vice-president Siim Kallas, commissioner for transport.
The European Commission adopted a roadmap of 40 concrete initiatives for the next decade to build a competitive transport system that will increase mobility, remove major barriers in key areas and fuel growth and employment. At the same time, the proposals will dramatically reduce Europe's dependence on imported oil and cut carbon emissions in transport by 60% by 2050 .
By 2050, key goals will include:
Versión en castellano
Versión en inglés
Watch the video on the White Paper, check out the 50 Facts and Figures on Transport
European Comission
March 2011
This illustrated brochure comprises the text of the european commission’s White Paper ‘roadmap to a single european transport area — towards a competitive and resource-efficient transport system’ (com (2011) 144 final of 28 march 2011) and a foreword by vice-president Siim Kallas, commissioner for transport.
The European Commission adopted a roadmap of 40 concrete initiatives for the next decade to build a competitive transport system that will increase mobility, remove major barriers in key areas and fuel growth and employment. At the same time, the proposals will dramatically reduce Europe's dependence on imported oil and cut carbon emissions in transport by 60% by 2050 .
By 2050, key goals will include:
- No more conventionally-fuelled cars in cities.
- 40% use of sustainable low carbon fuels in aviation; at least 40% cut in shipping emissions.
- A 50% shift of medium distance intercity passenger and freight journeys from road to rail and waterborne transport.
- All of which will contribute to a 60% cut in transport emissions by the middle of the century.
Versión en castellano
Versión en inglés
Watch the video on the White Paper, check out the 50 Facts and Figures on Transport
Mexico City’s Newest BRT Line goes from Historic Center to the Airport
ITDP
Octubre 20 2011
La ciudad de México está desarrollando la línea 4 de BRT. El recorrido irá del centro histórico al aeropuerto y estará interconectado con los otros sistemas de Transporte como el metro, tren suburbano y otras líneas de Metrobus y rutas de microbuses. El tiempo de viaje de los pasajeros será reducido de una hora y media a cincuenta minutos.
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Octubre 20 2011
La ciudad de México está desarrollando la línea 4 de BRT. El recorrido irá del centro histórico al aeropuerto y estará interconectado con los otros sistemas de Transporte como el metro, tren suburbano y otras líneas de Metrobus y rutas de microbuses. El tiempo de viaje de los pasajeros será reducido de una hora y media a cincuenta minutos.
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Friday, August 26, 2011
Parking Measures and Policies Research Review
Transport Research Laboratory
May 2010
This project investigated the evidence about the impact of different types of parking measures and policies on road traffic, congestion and transport safety, car ownership, on the level of carbon emissions from transport, on the activity of businesses, and on townscapes. The focus was mainly though not wholly, on urban areas. It has involved a Systematic Review of evidence from original and relevant studies.
*Good bibliography
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May 2010
This project investigated the evidence about the impact of different types of parking measures and policies on road traffic, congestion and transport safety, car ownership, on the level of carbon emissions from transport, on the activity of businesses, and on townscapes. The focus was mainly though not wholly, on urban areas. It has involved a Systematic Review of evidence from original and relevant studies.
*Good bibliography
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Tuesday, August 16, 2011
High speed rail: Fast track to sustainable mobility
UIC
November 2010
High speed rail encompasses a complex reality involving many technical aspects such as infrastructure, rolling stock and operations, as well as strategic and cross-sector issues including human factors and financial, commercial, and managerial aspects.
In addition, the high speed rail system combines all these various elements by using the highest level of technology and the most advanced conception for each of them.
High speed is a rapidly expanding new transport mode and is often described as the 'transport mode of the future'. This is due to the three main and very important characteristics offered to customers and society: safety, capacity ('within velocity'), and sustainability (in particular respect to the environment).
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November 2010
High speed rail encompasses a complex reality involving many technical aspects such as infrastructure, rolling stock and operations, as well as strategic and cross-sector issues including human factors and financial, commercial, and managerial aspects.
In addition, the high speed rail system combines all these various elements by using the highest level of technology and the most advanced conception for each of them.
High speed is a rapidly expanding new transport mode and is often described as the 'transport mode of the future'. This is due to the three main and very important characteristics offered to customers and society: safety, capacity ('within velocity'), and sustainability (in particular respect to the environment).
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Monday, August 8, 2011
Implementing sustainable urban travel policies in Mexico
International Transport Forum
Discussion Paper 2011 - 14
April 2011
This report describes the main challenges to urban travel in Mexico. We focus on some of the basic causes of urban transport problems, and we analyze some urban travel policies that could be considered good practices towards sustainable urban development. Mexico City is the emblematic case.
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Discussion Paper 2011 - 14
April 2011
This report describes the main challenges to urban travel in Mexico. We focus on some of the basic causes of urban transport problems, and we analyze some urban travel policies that could be considered good practices towards sustainable urban development. Mexico City is the emblematic case.
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Urban transport and climate change action plans
GIZ - SUTP
May 2011
More and more cities around the world are developing dedicated Climate Change Action Plans to reduce Greenhouse Gas (GHG) emissions and improve the local air quality for their inhabitants. The transport sector usually plays a crucial role in any such strategy. In many cases, transportation is the primary source of CO2 and other GHGs, contributing up to 40 percent of the cities’ total emissions.
This paper summarises the measures outlined in Climate Change Action Plans of more than 30 cities in all continents. Its focus is on the actions proposed in the transport chapter of the relevant plans. However, in many cases other Urban Transport Planning documents (Transportation Master Plans, Land Use Plans, etc.) play a key role for implementing specific measures, while the Climate Action Plans outline the more general goals.
The measures initiated to reduce these negative impacts of urban transport take many forms. Increasing the share of public transport and non-motorised modes such as walking and cycling are core elements in many emission reduction strategies, but most often they are supplemented by other short-term and long-term measures. One key feature of most actions proposed is that they provide several co-benefits: many options not only reduce GHG emissions and improve air quality, but also enhance energy efficiency and – especially in the developing world – contribute to better transport services for the poor.
Registrarse y bajar documento
May 2011
More and more cities around the world are developing dedicated Climate Change Action Plans to reduce Greenhouse Gas (GHG) emissions and improve the local air quality for their inhabitants. The transport sector usually plays a crucial role in any such strategy. In many cases, transportation is the primary source of CO2 and other GHGs, contributing up to 40 percent of the cities’ total emissions.
This paper summarises the measures outlined in Climate Change Action Plans of more than 30 cities in all continents. Its focus is on the actions proposed in the transport chapter of the relevant plans. However, in many cases other Urban Transport Planning documents (Transportation Master Plans, Land Use Plans, etc.) play a key role for implementing specific measures, while the Climate Action Plans outline the more general goals.
The measures initiated to reduce these negative impacts of urban transport take many forms. Increasing the share of public transport and non-motorised modes such as walking and cycling are core elements in many emission reduction strategies, but most often they are supplemented by other short-term and long-term measures. One key feature of most actions proposed is that they provide several co-benefits: many options not only reduce GHG emissions and improve air quality, but also enhance energy efficiency and – especially in the developing world – contribute to better transport services for the poor.
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The most of our money: Taxpayer friendly solutions for the nation's transportation challenges
Reason Foundation
Transportation for America
Taxpayers for common sense
May 2011
In the 20th Century, the United States built some of the world’s preeminent transportation systems, including a interstate highway network that’s second to none. The challenge for the 21st century is to maintain this infrastructure while expanding our ability to efficiently
move people and goods.
We face multiple challenges. Money is tight, as the gasoline tax we rely on to build and maintain our transportation network loses its earning power due to improved fuel efficiency and rising costs. Meanwhile, the nation’s transportation needs are increasing, as many of our roads, bridges, and railways fall deeper into a state of disrepair. All of this is occuring in the
context of trillion-dollar annual budget deficits and a $14 trillion national debt. There has never been a more critical time to do more with less.
This paper will introduce seven transportation tools – some big, some small – that can help improve our nation’s transportation system at taxpayer-friendly costs.
This paper offers some of the latest ideas and innovations that can inform the process as Congress writes the next six-year transportation bill. We hope members of Congress will be inspired to encourage, promote, and develop these and other cost-effective transportation measures.
Content:
Press release
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Transportation for America
Taxpayers for common sense
May 2011
Photo from the publication
In the 20th Century, the United States built some of the world’s preeminent transportation systems, including a interstate highway network that’s second to none. The challenge for the 21st century is to maintain this infrastructure while expanding our ability to efficiently
move people and goods.
We face multiple challenges. Money is tight, as the gasoline tax we rely on to build and maintain our transportation network loses its earning power due to improved fuel efficiency and rising costs. Meanwhile, the nation’s transportation needs are increasing, as many of our roads, bridges, and railways fall deeper into a state of disrepair. All of this is occuring in the
context of trillion-dollar annual budget deficits and a $14 trillion national debt. There has never been a more critical time to do more with less.
This paper will introduce seven transportation tools – some big, some small – that can help improve our nation’s transportation system at taxpayer-friendly costs.
This paper offers some of the latest ideas and innovations that can inform the process as Congress writes the next six-year transportation bill. We hope members of Congress will be inspired to encourage, promote, and develop these and other cost-effective transportation measures.
Content:
- Transportation Scenario Planning: Finding Ways to Get the Biggest Bang for the Buck
- High Occupancy Toll Lanes (HOT Lanes): Increasing Capacity with Roadway Pricing
- Bus Rapid Transit (BRT): A Cost-Effective Rapid Transit Option
- Intelligent Transportation Systems (ITS): Using Technology to Increase Capacity
- Intercity Buses: Connecting Communities with Taxpayer-Friendly Transportation
- Teleworking: Reducing Commuter Impacts on Congested Transportation Systems
- Local Street Connectivity: Protecting Investments in Major Corridors with Increased Local Connectivity
Press release
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Monday, August 1, 2011
The dutch way: Bicycles and fresh bread
The New York Times
July 30 2011
Leer noticia
July 30 2011
In the Netherlands, respect for bicycles is hard-wired into the culture.
Friday, July 29, 2011
Gestión de estacionamientos: Una contribución hacia ciudades más amables
Tom Rye
Módulo 2c
Transporte sostenible: Texto de referencia para formuladores de políticas públicas de ciudades en desarrollo
Proyecto de Transporte Urbano Sostenible
Mayo 2011
Cada auto que sale a la calle necesita un lugar para ser estacionado: Este es un tema principal en casi todas las áreas urbanas. La disponibilidad y costo de un estacionamiento es determinante para la decisión de conducir o no conducir hasta un destino particular o inclusive para decidir si tener o no tener auto.
Este módulo de GIZ fue hecho con la colaboración del Instituto del Aire Limpio y fue lanzado en la conferencia de transporte sostenible, calidad del aire y cambio climático para América Latina y el Caribe.
En sus páginas discute los desafíos operacionales, de planeamiento, institucionales y sociales que giran alrededor de las políticas de gestión de estacionamientos en ciudades y como se pueden superar. El módulo también discute acerca de temas como marcado, demanda de estacionamientos y mitos comunes asociados con los estacionamientos de vehículos
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Ver nota de prensa
Módulo 2c
Transporte sostenible: Texto de referencia para formuladores de políticas públicas de ciudades en desarrollo
Proyecto de Transporte Urbano Sostenible
Mayo 2011
Cada auto que sale a la calle necesita un lugar para ser estacionado: Este es un tema principal en casi todas las áreas urbanas. La disponibilidad y costo de un estacionamiento es determinante para la decisión de conducir o no conducir hasta un destino particular o inclusive para decidir si tener o no tener auto.
Este módulo de GIZ fue hecho con la colaboración del Instituto del Aire Limpio y fue lanzado en la conferencia de transporte sostenible, calidad del aire y cambio climático para América Latina y el Caribe.
En sus páginas discute los desafíos operacionales, de planeamiento, institucionales y sociales que giran alrededor de las políticas de gestión de estacionamientos en ciudades y como se pueden superar. El módulo también discute acerca de temas como marcado, demanda de estacionamientos y mitos comunes asociados con los estacionamientos de vehículos
Bajar documento
Ver nota de prensa
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