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.
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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
Thursday, January 26, 2012
Tuesday, January 24, 2012
Encuesta Lima cómo vamos 2011: Informe de percepción sobre calidad de vida
Lima cómo vamos
Enero 2012
Segunda edición de la Encuesta Lima Cómo Vamos correspondiente al año 2011. En ella se recoge la opinión de 1920 habitantes de todos los estratos geográficos y niveles socio económicos de Lima Metropolitana, de modo que mantiene representatividad de la ciudad.
La encuesta reúne la opinión en torno a 15 temas monitoreados anualmente y es un documento útil para que las autoridades escuchen la voz ciudadana. Asimismo, pone en evidencia cuáles son los retos para lograr una ciudad más inclusiva, tolerante y comprometida, que a su vez exija mayor calidad de vida para sí.
Temas explorados:
Bajar encuesta 2011
Ver informe 2010
Enero 2012
Segunda edición de la Encuesta Lima Cómo Vamos correspondiente al año 2011. En ella se recoge la opinión de 1920 habitantes de todos los estratos geográficos y niveles socio económicos de Lima Metropolitana, de modo que mantiene representatividad de la ciudad.
La encuesta reúne la opinión en torno a 15 temas monitoreados anualmente y es un documento útil para que las autoridades escuchen la voz ciudadana. Asimismo, pone en evidencia cuáles son los retos para lograr una ciudad más inclusiva, tolerante y comprometida, que a su vez exija mayor calidad de vida para sí.
Temas explorados:
- Evaluación y satisfacción de la calidad de vida en la ciudad
- Percepciones acerca de los principales aspectos de la ciudad:
- Seguridad ciudadana
- Movilidad y transporte
- Medio ambiente
- Espacios públicos
- Vivienda
- Deporte y recreación
- Cultura
- Empleo, pobreza y desigualdad
- Educación y salud
- Evaluación de la gestión pública
- Participación ciudadana y cultura cívica
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Ver informe 2010
Definición de indicadores de seguridad vial en la red carretera federal
Ana Cecilia Cuevas Colunga; Emilio Francisco Mayoral Grajeda y Alberto Mendoza Díaz
Publicación técnica No. 345
Instituto Mexicano del Transporte
2011
Este trabajo se realizó para determinar una metodología que permita obtener índices de seguridad vial en función del tipo de carretera, del número de carriles, de la longitud, del tránsito vehicular y de los accidentes con víctimas ocurridos en los tramos de la Red Carretera Federal durante 2006 a 2008. El estudio inicia con la incorporación de los datos físicos y operativos de la red carretera en función de lo establecido en el Reglamento sobre el peso, dimensiones y capacidad de los vehículos de autotransporte que transitan en los caminos y puentes de jurisdicción federal, lo especificado por la Dirección General de Conservación de Carreteras de la SCT y de la siniestralidad en la Red Carretera Federal seleccionándose solo los accidentes con víctimas (accidentes con muertos y/o lesionados).
Como los tramos son de longitud variable en este análisis no se trabajó con los valores absolutos de siniestralidad, sino con el número de accidentes por kilómetro, lesionados por kilómetro y muertos por kilómetro y, de esta manera, se redujo el efecto de longitudes diferentes. Se calcularon los índices de accidentalidad, mortalidad y morbilidad por vehículos-kilómetro. Posteriormente, se realizó un analisis particular para carreteras de cuota de cuatro y dos carriles y libres de peaje tipo “ET”, “A”, “B”, “C” y “D” de cuatro y dos carriles y como resultado final se obtuvieron índices de seguridad real y esperado por tipo de carretera con la finalidad de realizar una propuesta de cuales serían los límites de este indicador para los diferentes tipos de carreteras.
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Publicación técnica No. 345
Instituto Mexicano del Transporte
2011
Este trabajo se realizó para determinar una metodología que permita obtener índices de seguridad vial en función del tipo de carretera, del número de carriles, de la longitud, del tránsito vehicular y de los accidentes con víctimas ocurridos en los tramos de la Red Carretera Federal durante 2006 a 2008. El estudio inicia con la incorporación de los datos físicos y operativos de la red carretera en función de lo establecido en el Reglamento sobre el peso, dimensiones y capacidad de los vehículos de autotransporte que transitan en los caminos y puentes de jurisdicción federal, lo especificado por la Dirección General de Conservación de Carreteras de la SCT y de la siniestralidad en la Red Carretera Federal seleccionándose solo los accidentes con víctimas (accidentes con muertos y/o lesionados).
Como los tramos son de longitud variable en este análisis no se trabajó con los valores absolutos de siniestralidad, sino con el número de accidentes por kilómetro, lesionados por kilómetro y muertos por kilómetro y, de esta manera, se redujo el efecto de longitudes diferentes. Se calcularon los índices de accidentalidad, mortalidad y morbilidad por vehículos-kilómetro. Posteriormente, se realizó un analisis particular para carreteras de cuota de cuatro y dos carriles y libres de peaje tipo “ET”, “A”, “B”, “C” y “D” de cuatro y dos carriles y como resultado final se obtuvieron índices de seguridad real y esperado por tipo de carretera con la finalidad de realizar una propuesta de cuales serían los límites de este indicador para los diferentes tipos de carreteras.
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Estudio de costos y sobrecostos de la cadena de servicios logísticos en los terminales portuarios de uso público
Autoridad Portuaria Nacional
Noviembre 2011
El objetivo principal de este estudio fue la determinación de los procesos y cuantificación de costos y sobrecostos a los que se enfrentan los dueños/consignatarios de la carga en la cadena logística de distribución física de mercancías, correspondiente al ámbito portuario, que permitan fortalecer las obligaciones de la APN y establecer políticas de desarrollo portuario para fortalecer la competitividad de los terminales portuarios de uso público y del comercio exterior peruano.
El estudio ha analizado los terminales portuarios del Callao, Paita, Salaverry, General San Martín, Ilo y Matarani.
Presentación del estudio
Parte I
Parte II
Parte III
Noviembre 2011
El objetivo principal de este estudio fue la determinación de los procesos y cuantificación de costos y sobrecostos a los que se enfrentan los dueños/consignatarios de la carga en la cadena logística de distribución física de mercancías, correspondiente al ámbito portuario, que permitan fortalecer las obligaciones de la APN y establecer políticas de desarrollo portuario para fortalecer la competitividad de los terminales portuarios de uso público y del comercio exterior peruano.
El estudio ha analizado los terminales portuarios del Callao, Paita, Salaverry, General San Martín, Ilo y Matarani.
Presentación del estudio
Parte I
Parte II
Parte III
Análisis de las relaciones intersectoriales y la eficiencia técnica del sector transporte en México
Victor Manuel Islas Rivera, Cesar Rivera Trujillo, Salvador Hernández García, Martha Lelis Zaragoza
Instituto Mexicano del Transporte
Publicación ténica No. 338
En el presente informe se presenta una primera revisión y análisis de la relación económica sectorial entre el sector transporte mexicano y los demás sectores de la economía. Así, con base en la información generada por parte del INEGI, se han determinado los principales sectores (oferentes y demandantes) con los que el sector transporte en México tiene eslabonamientos, tanto en su carácter de sector oferente de servicios (“eslabonamientos hacia delante”) como en su modalidad de demandante de bienes y servicios de otros sectores (“eslabonamientos hacia atrás”). También se ha realizado un análisis comparativo de la interrelación sectorial de 2003 con la información intersectorial que se observaba en 1980 en el transporte de México. Se exploran también las posibilidades de uso del análisis de la eficiencia técnica mediante el análisis de envolvente de datos (data envelopment analysis) propuesto por Charnes, Cooper y Rodes en 1978 (modelo DEA-CCR), para caracterizar el desempeño del sector transporte, tomando el criterio de la mejor marca o frontera de producción eficiente. Con esto se desea avanzar en la búsqueda de nuevas bases metodológicas para mejorar el análisis de la demanda agregada del sector transporte por medio de la información que proporciona la matriz insumo-producto
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Instituto Mexicano del Transporte
Publicación ténica No. 338
En el presente informe se presenta una primera revisión y análisis de la relación económica sectorial entre el sector transporte mexicano y los demás sectores de la economía. Así, con base en la información generada por parte del INEGI, se han determinado los principales sectores (oferentes y demandantes) con los que el sector transporte en México tiene eslabonamientos, tanto en su carácter de sector oferente de servicios (“eslabonamientos hacia delante”) como en su modalidad de demandante de bienes y servicios de otros sectores (“eslabonamientos hacia atrás”). También se ha realizado un análisis comparativo de la interrelación sectorial de 2003 con la información intersectorial que se observaba en 1980 en el transporte de México. Se exploran también las posibilidades de uso del análisis de la eficiencia técnica mediante el análisis de envolvente de datos (data envelopment analysis) propuesto por Charnes, Cooper y Rodes en 1978 (modelo DEA-CCR), para caracterizar el desempeño del sector transporte, tomando el criterio de la mejor marca o frontera de producción eficiente. Con esto se desea avanzar en la búsqueda de nuevas bases metodológicas para mejorar el análisis de la demanda agregada del sector transporte por medio de la información que proporciona la matriz insumo-producto
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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
Traffic congestion: Road pricing can Help reduce congestion, but equity concerns may grow
GAO
January 2012
Why GAO Did This Study
Many Americans spend frustrating hours each year stuck in traffic. While estimates vary, the Department of Transportation (DOT) estimates that traffic congestion costs the United States $200 billion each year, and that more than one-quarter of total annual travel time in metropolitan areas occurs in congested conditions. Road pricing or congestion pricing—assessing tolls that vary with the level of congestion or time of day—aims to motivate drivers to share rides, use transit, travel at less congested times, or pay to use tolled lanes. Since the first U.S. congestion pricing project opened in 1995, 19 project sponsors have 41 pricing projects in operation or under construction. About 400 miles of priced highway lanes including nearly 150 miles on the New Jersey Turnpike are in operation today with current tolls varying from 25 cents to $14.
All U.S. projects in operation are either High Occupancy Toll (HOT) lanes, which charge solo drivers to use newly constructed lanes or carpool lanes, or peak-period pricing projects, which charge a lower toll on already tolled roads, bridges and tunnels during offpeak periods. GAO examined (1) the federal role in supporting congestion pricing, (2) results of U.S. congestion pricing projects, and (3) emerging issues in congestion pricing. Eight project sponsors have current and completed evaluations on at least 1 project, for a total of 14 evaluated projects, all of which GAO reviewed. GAO interviewed officials about the performance of their pricing projects and effects. DOT provided technical comments, which GAO incorporated as appropriate.
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Highlights
January 2012
Why GAO Did This Study
Many Americans spend frustrating hours each year stuck in traffic. While estimates vary, the Department of Transportation (DOT) estimates that traffic congestion costs the United States $200 billion each year, and that more than one-quarter of total annual travel time in metropolitan areas occurs in congested conditions. Road pricing or congestion pricing—assessing tolls that vary with the level of congestion or time of day—aims to motivate drivers to share rides, use transit, travel at less congested times, or pay to use tolled lanes. Since the first U.S. congestion pricing project opened in 1995, 19 project sponsors have 41 pricing projects in operation or under construction. About 400 miles of priced highway lanes including nearly 150 miles on the New Jersey Turnpike are in operation today with current tolls varying from 25 cents to $14.
All U.S. projects in operation are either High Occupancy Toll (HOT) lanes, which charge solo drivers to use newly constructed lanes or carpool lanes, or peak-period pricing projects, which charge a lower toll on already tolled roads, bridges and tunnels during offpeak periods. GAO examined (1) the federal role in supporting congestion pricing, (2) results of U.S. congestion pricing projects, and (3) emerging issues in congestion pricing. Eight project sponsors have current and completed evaluations on at least 1 project, for a total of 14 evaluated projects, all of which GAO reviewed. GAO interviewed officials about the performance of their pricing projects and effects. DOT provided technical comments, which GAO incorporated as appropriate.
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Highlights
Intermodal Strategies for Integrating Ports and Hinterlands
Research in Transportation Economics
Volume 33, Issue 1, Pages 1-66 (2011)
Special Issue: Intermodal Strategies for Integrating Ports and Hinterlands
Special Issue: Ports and hinterland – Evaluating and managing location splitting
Pages 1-5
Gordon Wilmsmeier, Rickard Bergqvist, Kevin P.B. Cullinane
Hinterland strategies of port authorities: A case study of the port of Barcelona Original Research Article
Pages 6-14
Roy Van den Berg, Peter W. De Langen
Information flows supporting hinterland transportation by rail: Applications in Sweden Original Research Article
Pages 15-24
Badi Almotairi, Jonas Flodén, Gunnar Stefansson, Johan Woxenius
Dynamics of Russian dry ports Original Research Article
Pages 25-34
Eugene Korovyakovsky, Yulia Panova
Financial and environmental impacts of hypothetical Finnish dry port structure Original Research Article
Pages 35-41
Ville Henttu, Olli-Pekka Hilmola
Placing dryports. Port regionalization as a planning challenge – The case of Hamburg, Germany, and the Süderelbe Original Research Article
Pages 42-50
Heike Flämig, Markus Hesse
The Indian dry ports sector, pricing policies and opportunities for public-private partnerships Original Research Article
Pages 51-58
Hercules Haralambides, Girish Gujar
The role of inland terminal development in the hinterland access strategies of Spanish ports Original Research Article
Pages 59-66
Jason Monios
Ir a la revista
Volume 33, Issue 1, Pages 1-66 (2011)
Special Issue: Intermodal Strategies for Integrating Ports and Hinterlands
Special Issue: Ports and hinterland – Evaluating and managing location splitting
Pages 1-5
Gordon Wilmsmeier, Rickard Bergqvist, Kevin P.B. Cullinane
Hinterland strategies of port authorities: A case study of the port of Barcelona Original Research Article
Pages 6-14
Roy Van den Berg, Peter W. De Langen
Information flows supporting hinterland transportation by rail: Applications in Sweden Original Research Article
Pages 15-24
Badi Almotairi, Jonas Flodén, Gunnar Stefansson, Johan Woxenius
Dynamics of Russian dry ports Original Research Article
Pages 25-34
Eugene Korovyakovsky, Yulia Panova
Financial and environmental impacts of hypothetical Finnish dry port structure Original Research Article
Pages 35-41
Ville Henttu, Olli-Pekka Hilmola
Placing dryports. Port regionalization as a planning challenge – The case of Hamburg, Germany, and the Süderelbe Original Research Article
Pages 42-50
Heike Flämig, Markus Hesse
The Indian dry ports sector, pricing policies and opportunities for public-private partnerships Original Research Article
Pages 51-58
Hercules Haralambides, Girish Gujar
The role of inland terminal development in the hinterland access strategies of Spanish ports Original Research Article
Pages 59-66
Jason Monios
Ir a la revista
The european electronic toll service (EETS): Guide for the application of the directive on the interoperability of electronic road toll systems
Guide for the application of the directive on the interoperability of electronic road toll systems
European Commission
2011
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European Commission
2011
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Laying the foundations for greener transport
TERM 2011: transport indicators tracking progress towards environmental targets in Europe
European Environment Agency
November 2011
For the first time ever the European Commissions is proposing a greenhouse gas emissions target for transport. But how is transport going to provide the services that our society needs while minimising its environmental impacts? This is the theme for the Transport White Paper launched in 2011. TERM 2011 and future reports aim to deliver an annual assessment on progress towards these targets by introducing the Transport and Environment Reporting Mechanism Core Set of Indicators (TERM-CSI). TERM 2011 provides also the baseline to which progress will be checked against, covering most of the environmental areas, including energy consumption, emissions, noise and transport demand. In addition, this report shows latest data and discuss on the different aspects that can contribute the most to minimise transport impacts. TERM 2011 applies the avoid-shift-improve (ASI) approach, introduced in the previous TERM report, analysing ways to optimise transport demand, obtain a more sustainable modal split or use the best technology available.
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European Environment Agency
November 2011
For the first time ever the European Commissions is proposing a greenhouse gas emissions target for transport. But how is transport going to provide the services that our society needs while minimising its environmental impacts? This is the theme for the Transport White Paper launched in 2011. TERM 2011 and future reports aim to deliver an annual assessment on progress towards these targets by introducing the Transport and Environment Reporting Mechanism Core Set of Indicators (TERM-CSI). TERM 2011 provides also the baseline to which progress will be checked against, covering most of the environmental areas, including energy consumption, emissions, noise and transport demand. In addition, this report shows latest data and discuss on the different aspects that can contribute the most to minimise transport impacts. TERM 2011 applies the avoid-shift-improve (ASI) approach, introduced in the previous TERM report, analysing ways to optimise transport demand, obtain a more sustainable modal split or use the best technology available.
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Friday, January 20, 2012
Towards a Green Economy: Pathways to Sustainable Development and Poverty Eradication
UNEP
November 2011
The Green Economy Report is compiled by UNEP’s Green Economy Initiative in collaboration with economists and experts worldwide. It demonstrates that the greening of economies is not generally a drag on growth but rather a new engine of growth; that it is a net generator of decent jobs, and that it is also a vital strategy for the elimination of persistent poverty. The report also seeks to motivate policy makers to create the enabling conditions for increased investments in a transition to a green economy.
Selected chapters from part II: Investing in energy and resource efficiency
Transport
This chapter examines the role of transport in a green economy. Drawing on the Avoid, Shift and Improve strategy, it highlights the challenges and opportunities of shifting to a greener transport system. It also examines the various options and conditions required to enable such a transition.
Contents:
Cities
The chapter makes a case for green cities. It describes the environmental, social and economic consequences of greening urban systems and infrastructure, and provides guidance to policy makers on how to make cities more environmentally friendly. It includes a summary of green practices and looks at the enabling conditions needed foster green cities.
Contents:
Press release
Full doc (43 MB)
Also:
Synthesis for Policy Makers
[French, Portuguese, Spanish]
November 2011
The Green Economy Report is compiled by UNEP’s Green Economy Initiative in collaboration with economists and experts worldwide. It demonstrates that the greening of economies is not generally a drag on growth but rather a new engine of growth; that it is a net generator of decent jobs, and that it is also a vital strategy for the elimination of persistent poverty. The report also seeks to motivate policy makers to create the enabling conditions for increased investments in a transition to a green economy.
Selected chapters from part II: Investing in energy and resource efficiency
Transport
This chapter examines the role of transport in a green economy. Drawing on the Avoid, Shift and Improve strategy, it highlights the challenges and opportunities of shifting to a greener transport system. It also examines the various options and conditions required to enable such a transition.
Contents:
- Challenges and opportunities in the transport sector
- Transport in a green economy
- Quantiying the economic implications of green transport
- Enabling conditions
Cities
The chapter makes a case for green cities. It describes the environmental, social and economic consequences of greening urban systems and infrastructure, and provides guidance to policy makers on how to make cities more environmentally friendly. It includes a summary of green practices and looks at the enabling conditions needed foster green cities.
Contents:
- Challenges and opportunities
- The case for greening cities
- Greening urban sectors
- Enabling green cities
Press release
Full doc (43 MB)
Also:
Synthesis for Policy Makers
[French, Portuguese, Spanish]
Market-based instruments for international aviation and shipping as a source of climate finance
Michael Keen, Ian Parry and Jon Strand
World Bank
Policy Research Working Paper 5950
January 2012
The international aviation and maritime sectors today enjoy relatively favorable tax treatment, as their fuels are not taxed and the sectors are not subject to any value-added tax or turnover tax. Nor are these fuel uses subject to any global measures to reduce their associated CO2 emissions, even though they represent at least 5 percent of the global greenhouse gas emissions. A carbon charge on fuels for international aviation and shipping equal to $25 per tonne of emitted CO2 could raise about $12 billion from aviation and about $26 billion from shipping by 2020. Market-based instruments ought to be used to raise such revenue, preferably charges based on the carbon contents of fuels. Such charges would also scale back emissions by at least 5-10 percent. Developing countries ought to be able to keep their own tax revenue, and additional compensation to them for the economic burdens of these carbon charges may be warranted. Such compensation would constitute at most 40 percent of the raised global revenue. Implementing these charges can be a challenge, especially for aviation, where a large number of bilateral air-service agreements would need to be rewritten.
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World Bank
Policy Research Working Paper 5950
January 2012
The international aviation and maritime sectors today enjoy relatively favorable tax treatment, as their fuels are not taxed and the sectors are not subject to any value-added tax or turnover tax. Nor are these fuel uses subject to any global measures to reduce their associated CO2 emissions, even though they represent at least 5 percent of the global greenhouse gas emissions. A carbon charge on fuels for international aviation and shipping equal to $25 per tonne of emitted CO2 could raise about $12 billion from aviation and about $26 billion from shipping by 2020. Market-based instruments ought to be used to raise such revenue, preferably charges based on the carbon contents of fuels. Such charges would also scale back emissions by at least 5-10 percent. Developing countries ought to be able to keep their own tax revenue, and additional compensation to them for the economic burdens of these carbon charges may be warranted. Such compensation would constitute at most 40 percent of the raised global revenue. Implementing these charges can be a challenge, especially for aviation, where a large number of bilateral air-service agreements would need to be rewritten.
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Wednesday, December 21, 2011
Transport, trade and climate change: Carbon footprints, fuel subsidies and market-based measures
Joachim Monkelbaan
International Centre for Trade and Sustainable Development
Federal Ministry for Economic Cooperation and Development - BMZ
Working paper
November 2011
International transport, be it by ship, airplane, train or truck, is essential for international trade and to global economic development. However, transport is at the same time the fastest growing source of greenhouse gas (GHG) emissions.
The objective of this paper is to examine the viability and potential effects of different actions that Germany and the European Union (EU) can take to curb the growth of GHG emissions from the international transport sector. It analyzes different options that policy makers have available to reduce transport induced emissions. In doing so, this paper takes the impacts on trade, especially for developing countries, into account. The overarching question that is reverberates throughout this paper is: what are the advantages and disadvantages of different measures that Germany and the EU can take to limit emissions from trade-related transport?
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Plus: Annex I: Carbon footprint of some chilean exports
International Centre for Trade and Sustainable Development
Federal Ministry for Economic Cooperation and Development - BMZ
Working paper
November 2011
International transport, be it by ship, airplane, train or truck, is essential for international trade and to global economic development. However, transport is at the same time the fastest growing source of greenhouse gas (GHG) emissions.
The objective of this paper is to examine the viability and potential effects of different actions that Germany and the European Union (EU) can take to curb the growth of GHG emissions from the international transport sector. It analyzes different options that policy makers have available to reduce transport induced emissions. In doing so, this paper takes the impacts on trade, especially for developing countries, into account. The overarching question that is reverberates throughout this paper is: what are the advantages and disadvantages of different measures that Germany and the EU can take to limit emissions from trade-related transport?
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Plus: Annex I: Carbon footprint of some chilean exports
Friday, December 16, 2011
Intelligent governance of large urban systems
Vol 13 Nº 3
Networks industries quarterly
September 2011
For the first time in history, a majority of mankind are living in cities. While the continuous flow of technological innovations goes a long way in solving some of the pressing issues brought by this massive urbanization, the “software” required to adequately address this radical transformation - the institutional framework - often lags behind. Fortunately, as this edition of NIQ shows, multiple initiatives including an active involvement of the citizens have been undertaken to tackle some of the challenges.
Content:
- Cognitive cities and intelligent urban governance
- New challenges in the evaluation of Smart Cities
- Intelligent governance of large urban systems: What is at stake regarding transport issues?
- Comparative performance assessment of Smart Cities around the North Sea basin
- SCRAN: Assembling a community of practice for standardizing the transformation of eGovernment services
- Supporting sustainability through smart infrastructures: the case of Amsterdam
- Innovative ICT solutions for monitoring and facilitating international trade
Acceder al documento
Networks industries quarterly
September 2011
For the first time in history, a majority of mankind are living in cities. While the continuous flow of technological innovations goes a long way in solving some of the pressing issues brought by this massive urbanization, the “software” required to adequately address this radical transformation - the institutional framework - often lags behind. Fortunately, as this edition of NIQ shows, multiple initiatives including an active involvement of the citizens have been undertaken to tackle some of the challenges.
Content:
- Cognitive cities and intelligent urban governance
- New challenges in the evaluation of Smart Cities
- Intelligent governance of large urban systems: What is at stake regarding transport issues?
- Comparative performance assessment of Smart Cities around the North Sea basin
- SCRAN: Assembling a community of practice for standardizing the transformation of eGovernment services
- Supporting sustainability through smart infrastructures: the case of Amsterdam
- Innovative ICT solutions for monitoring and facilitating international trade
Acceder al documento
Thursday, December 15, 2011
St Gotthard: The world's longest railway tunnel - Promoting the transfer of freight traffic from road to rail
Florence Pictet
PIARC
RR349-076
2011
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French version: St Gothard : le plus long tunnel ferroviaire du monde pour encourager le transfert du fret de la route au rail
PIARC
RR349-076
2011
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French version: St Gothard : le plus long tunnel ferroviaire du monde pour encourager le transfert du fret de la route au rail
Emerging problems, potential answers offered by logistical platforms
DEBAUCHE Wanda
PIARC
2005
A logistic platform is a transshipment area where, ideally, at least two transport modes are connected. The concentration of transport-related companies inside a logistic platform promotes synergy and overall efficiency. However, this needs an integration process that is planned and enforced in cooperation with all the companies and involved local authorities.
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Plates-formes logistiques : problèmes nouveaux et solutions possibles
PIARC
2005
A logistic platform is a transshipment area where, ideally, at least two transport modes are connected. The concentration of transport-related companies inside a logistic platform promotes synergy and overall efficiency. However, this needs an integration process that is planned and enforced in cooperation with all the companies and involved local authorities.
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Plates-formes logistiques : problèmes nouveaux et solutions possibles
Wednesday, December 14, 2011
Traumatismos causados por el tránsito en el Perú: ¿Dónde estamos y hacia dónde vamos? - Número especial Revista Peruana de Medicina Experimental y Salud Pública
Revista Peruana de Medicina Experimental y Salud Publica
vol.27 no.2
Lima junio 2010
El reconocimiento de los traumatismos causados por el tránsito como un problema de salud pública viene tomando fuerza en los últimos años (1,2). La Revista Peruana de Medicina Experimental y Salud Pública no es ajena a este progreso y dedica este número especial de la Revista a dicho tema. Incluso la terminología utilizada comúnmente, “accidentes de tránsito”, es una barrera para lograr comprender las distintas aristas de este problema. En contraste, el término “traumatismos causados por el tránsito” fue ampliamente adoptado en el Informe mundial sobre prevención de los traumatismos causados por el tránsito, elaborado por la Organización Mundial de la Salud en el año 2004 (1). El uso, para algunos inadecuado, del término accidentes de tránsito, limita la comprensión de lo mucho que se puede hacer para prevenir estos eventos. Dado el uso cotidiano del término “accidentes de tránsito” en nuestro medio, y a fin de generar familiaridad y contribuir en el uso adecuado del término “traumatismos causados por el tránsito”, en este artículo se usará, en la medida de lo posible, este último. Este editorial no intenta reflejar una revisión de lo publicado sobre el tema en nuestro medio; en cierta medida este número especial, a través de sus distintas contribuciones, reflejará la evidencia disponible sobre el tema en el país.
Editorial
Traumatismos causados por el tránsito en el Perú: ¿Dónde estamos y hacia dónde vamos?
Miranda, J. Jaime; Huicho, Luis
Artículos de Investigación
Perfil epidemiológico de los accidentes de tránsito en el Perú, 2005-2009
Choquehuanca-Vilca, Víctor; Cárdenas-García, Fresia; Collazos-Carhuay, Joel; Mendoza-Valladolid, Willington
Autorreporte de accidentes de tránsito en una encuesta nacional en la población urbana de Perú
Wong, Paolo; Gutiérrez, César; Romaní, franco
Cobertura real de la Ley de Atención de Emergencia y del Seguro Obligatorio contra Accidentes de Tránsito (SOAT)
Miranda, J. Jaime; Rosales-Mayor, Edmundo; Gianella, Camila; Paca-Palao, Ada; Luna, Diego; Lopez, Luis; Huicho, Luis; Equipo PIAT
Cansancio y somnolencia en conductores de ómnibus interprovinciales: estudio comparativo entre formalidad e informalidad
Liendo, Gustavo R.; Castro, Carla L.; Rey de Castro, Jorge
Revisión
Medidas y estrategias para la prevención y control de los accidentes de tránsito: experiencia peruana por niveles de prevención
Málaga, Hernán
Cansancio y somnolencia durante el desempeño laboral de los conductores interprovinciales: experiencia peruana y planteamiento de propuestas
Rey de Castro, Jorge; Rosales-Mayor, Edmundo
Simposio
Traumatismos causados por el tránsito en países en desarrollo: agenda de investigación y de acción
Min Huang, Cheng; Lunnen, Jeffrey C.; Miranda, J. Jaime; Hyder, Adnan A.
Reduciendo el trauma y la mortalidad asociada a los accidentes de tránsito en los peatones en el Perú: intervenciones que pueden funcionar
Quistberg, D. Alex; Miranda, J. Jaime; Ebel, Beth
Supervisando la seguridad vial en el Perú
Sagástegui, Freddy
Monitoreo del sueño en conductores de ómnibus y camiones: factor relevante a considerar para la renovación de la licencia de conducir
Rey de Castro, Jorge; Rosales-Mayor, Edmundo
Aspectos psicosociales y accidentes en el transporte terrestre
Morales-Soto, Nelson; Alfaro-Basso, Daniel; Gálvez-Rivero, Wilfredo
Sección Especial
Evaluación situacional, estructura, dinámica y monitoreo de los sistemas de información en accidentes de tránsito en el Perú - 2009
Miranda, J. Jaime; Paca-Palao, Ada; Najarro, Lizzete; Rosales-Mayor, Edmundo; Luna, Diego; Lopez, Luis; Huicho, Luis; Equipo PIAT
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vol.27 no.2
Lima junio 2010
El reconocimiento de los traumatismos causados por el tránsito como un problema de salud pública viene tomando fuerza en los últimos años (1,2). La Revista Peruana de Medicina Experimental y Salud Pública no es ajena a este progreso y dedica este número especial de la Revista a dicho tema. Incluso la terminología utilizada comúnmente, “accidentes de tránsito”, es una barrera para lograr comprender las distintas aristas de este problema. En contraste, el término “traumatismos causados por el tránsito” fue ampliamente adoptado en el Informe mundial sobre prevención de los traumatismos causados por el tránsito, elaborado por la Organización Mundial de la Salud en el año 2004 (1). El uso, para algunos inadecuado, del término accidentes de tránsito, limita la comprensión de lo mucho que se puede hacer para prevenir estos eventos. Dado el uso cotidiano del término “accidentes de tránsito” en nuestro medio, y a fin de generar familiaridad y contribuir en el uso adecuado del término “traumatismos causados por el tránsito”, en este artículo se usará, en la medida de lo posible, este último. Este editorial no intenta reflejar una revisión de lo publicado sobre el tema en nuestro medio; en cierta medida este número especial, a través de sus distintas contribuciones, reflejará la evidencia disponible sobre el tema en el país.
Editorial
Traumatismos causados por el tránsito en el Perú: ¿Dónde estamos y hacia dónde vamos?
Miranda, J. Jaime; Huicho, Luis
Artículos de Investigación
Perfil epidemiológico de los accidentes de tránsito en el Perú, 2005-2009
Choquehuanca-Vilca, Víctor; Cárdenas-García, Fresia; Collazos-Carhuay, Joel; Mendoza-Valladolid, Willington
Autorreporte de accidentes de tránsito en una encuesta nacional en la población urbana de Perú
Wong, Paolo; Gutiérrez, César; Romaní, franco
Cobertura real de la Ley de Atención de Emergencia y del Seguro Obligatorio contra Accidentes de Tránsito (SOAT)
Miranda, J. Jaime; Rosales-Mayor, Edmundo; Gianella, Camila; Paca-Palao, Ada; Luna, Diego; Lopez, Luis; Huicho, Luis; Equipo PIAT
Cansancio y somnolencia en conductores de ómnibus interprovinciales: estudio comparativo entre formalidad e informalidad
Liendo, Gustavo R.; Castro, Carla L.; Rey de Castro, Jorge
Revisión
Medidas y estrategias para la prevención y control de los accidentes de tránsito: experiencia peruana por niveles de prevención
Málaga, Hernán
Cansancio y somnolencia durante el desempeño laboral de los conductores interprovinciales: experiencia peruana y planteamiento de propuestas
Rey de Castro, Jorge; Rosales-Mayor, Edmundo
Simposio
Traumatismos causados por el tránsito en países en desarrollo: agenda de investigación y de acción
Min Huang, Cheng; Lunnen, Jeffrey C.; Miranda, J. Jaime; Hyder, Adnan A.
Reduciendo el trauma y la mortalidad asociada a los accidentes de tránsito en los peatones en el Perú: intervenciones que pueden funcionar
Quistberg, D. Alex; Miranda, J. Jaime; Ebel, Beth
Supervisando la seguridad vial en el Perú
Sagástegui, Freddy
Monitoreo del sueño en conductores de ómnibus y camiones: factor relevante a considerar para la renovación de la licencia de conducir
Rey de Castro, Jorge; Rosales-Mayor, Edmundo
Aspectos psicosociales y accidentes en el transporte terrestre
Morales-Soto, Nelson; Alfaro-Basso, Daniel; Gálvez-Rivero, Wilfredo
Sección Especial
Evaluación situacional, estructura, dinámica y monitoreo de los sistemas de información en accidentes de tránsito en el Perú - 2009
Miranda, J. Jaime; Paca-Palao, Ada; Najarro, Lizzete; Rosales-Mayor, Edmundo; Luna, Diego; Lopez, Luis; Huicho, Luis; Equipo PIAT
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Tuesday, December 13, 2011
Distributional effects of the Panama Canal expansion
Author: Bussolo, Maurizio; De Hoyos, Rafael E.; Medvedev, Denis
Policy Research working paper no. WPS 5848
World Bank
October 2011
This paper uses a dynamic macro-micro framework to evaluate the potential distributional effects of the expansion of the Panama Canal. The results show that large macroeconomic effects are only likely during the operations phase (2014 and onward), and income gains are likely to be concentrated at the top of the income distribution. The additional foreign exchange inflows during the construction and operations phases result in the loss of competitiveness of non-Canal sectors (Dutch disease) and in higher domestic prices, which hurt the poorest consumers. In addition, the construction and operation activities increase demand for more educated non-farm formal workers. Although these changes encourage additional labor movement out of agriculture and from the informal to the formal sector, much of the impact is manifested in growing wage disparities and widening income inequality. Using the additional revenues of the Canal expansion in a targeted cash transfer program such as "Red de Oportunidades", the Government of Panama could offset the adverse distributional effects and eradicate extreme poverty.
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Policy Research working paper no. WPS 5848
World Bank
October 2011
This paper uses a dynamic macro-micro framework to evaluate the potential distributional effects of the expansion of the Panama Canal. The results show that large macroeconomic effects are only likely during the operations phase (2014 and onward), and income gains are likely to be concentrated at the top of the income distribution. The additional foreign exchange inflows during the construction and operations phases result in the loss of competitiveness of non-Canal sectors (Dutch disease) and in higher domestic prices, which hurt the poorest consumers. In addition, the construction and operation activities increase demand for more educated non-farm formal workers. Although these changes encourage additional labor movement out of agriculture and from the informal to the formal sector, much of the impact is manifested in growing wage disparities and widening income inequality. Using the additional revenues of the Canal expansion in a targeted cash transfer program such as "Red de Oportunidades", the Government of Panama could offset the adverse distributional effects and eradicate extreme poverty.
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Informe de la Reunión de Expertos sobre la situación actual y perspectivas de la integración centroamericana
CEPAL
Unidad de Comercio Internacional e Industria
Noviembre 2011
A lo largo de su historia, la Sede Subregional de la CEPAL en México ha trabajado en el tema de la integración centroamericana, haciendo estudios sobre este proceso; ha ofrecido asistencia técnica y ha facilitado la comunicación y coordinación entre los distintos actores involucrados en el tema de la integración centroamericana.
La Reunión de Expertos sobre la situación actual y perspectivas de la integración centroamericana tiene el propósito de dar seguimiento a los avances en este proceso; a la luz, sobre todo, de los compromisos asumidos por los presidentes centroamericanos en su reunión extraordinaria en San Salvador en julio de 2010.
La declaración conjunta y el plan de trabajo aprobados por los presidentes de cada uno de los países de Centroamérica representan un avance importante en el ámbito de la integración centroamericana. La declaración le dio un sentido estratégico a la integración al centrarla en cuatro temas fundamentales: la seguridad, el cambio climático y la prevención de desastres, la integración económica y la integración social. También atendió a la necesidad de fortalecer la institucionalidad que debe dar seguimiento y asegurar una visión regional a este proceso de mayor interdependencia en distintos ámbitos.
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Unidad de Comercio Internacional e Industria
Noviembre 2011
A lo largo de su historia, la Sede Subregional de la CEPAL en México ha trabajado en el tema de la integración centroamericana, haciendo estudios sobre este proceso; ha ofrecido asistencia técnica y ha facilitado la comunicación y coordinación entre los distintos actores involucrados en el tema de la integración centroamericana.
La Reunión de Expertos sobre la situación actual y perspectivas de la integración centroamericana tiene el propósito de dar seguimiento a los avances en este proceso; a la luz, sobre todo, de los compromisos asumidos por los presidentes centroamericanos en su reunión extraordinaria en San Salvador en julio de 2010.
La declaración conjunta y el plan de trabajo aprobados por los presidentes de cada uno de los países de Centroamérica representan un avance importante en el ámbito de la integración centroamericana. La declaración le dio un sentido estratégico a la integración al centrarla en cuatro temas fundamentales: la seguridad, el cambio climático y la prevención de desastres, la integración económica y la integración social. También atendió a la necesidad de fortalecer la institucionalidad que debe dar seguimiento y asegurar una visión regional a este proceso de mayor interdependencia en distintos ámbitos.
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Effect on road traffic injuries of criminalizing road traffic offences: a time–series study
Ana M Novoa, Katherine Pérez, Elena Santamariña-Rubio & Carme Borrell
Agència de Salut Pública de Barcelona
Bulletin of the World Health Organization 2011;89:422-431
March 2011
Objectives. We assessed the effectiveness of the penalty points system (PPS) introduced in Spain in July 2006 in reducing traffic injuries.
Methods. We performed an evaluation study with an interrupted time–series design. We stratified dependent variables—numbers of drivers involved in injury collisions and people injured in traffic collisions in Spain from 2000 to 2007 (police data)—by age, injury severity, type of road user, road type, and time of collision, and analyzed variables separately by gender. The explanatory variable (the PPS) compared the postintervention period (July 2006 to December 2007) with the preintervention period (January 2000 to June 2006). We used quasi-Poisson regression, controlling for time trend and seasonality.
Results. Among men, we observed a significant risk reduction in the postintervention period for seriously injured drivers (relative risk [RR] = 0.89) and seriously injured people (RR = 0.89). The RRs among women were 0.91 (P = .095) and 0.88 (P < .05), respectively. Risk reduction was greater among male drivers, moped riders, and on urban roads. Conclusions. The PPS was associated with reduced numbers of drivers involved in injury collisions and people injured by traffic collisions in Spain.
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Agència de Salut Pública de Barcelona
Bulletin of the World Health Organization 2011;89:422-431
March 2011
Objectives. We assessed the effectiveness of the penalty points system (PPS) introduced in Spain in July 2006 in reducing traffic injuries.
Methods. We performed an evaluation study with an interrupted time–series design. We stratified dependent variables—numbers of drivers involved in injury collisions and people injured in traffic collisions in Spain from 2000 to 2007 (police data)—by age, injury severity, type of road user, road type, and time of collision, and analyzed variables separately by gender. The explanatory variable (the PPS) compared the postintervention period (July 2006 to December 2007) with the preintervention period (January 2000 to June 2006). We used quasi-Poisson regression, controlling for time trend and seasonality.
Results. Among men, we observed a significant risk reduction in the postintervention period for seriously injured drivers (relative risk [RR] = 0.89) and seriously injured people (RR = 0.89). The RRs among women were 0.91 (P = .095) and 0.88 (P < .05), respectively. Risk reduction was greater among male drivers, moped riders, and on urban roads. Conclusions. The PPS was associated with reduced numbers of drivers involved in injury collisions and people injured by traffic collisions in Spain.
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Greenhouse gas issues in the North American trucking industry
Philippe Barla
From the issue entitled "Special Issue: Transport, energy and greenhouse gases: perspectives on demand limitation"
Guest Editors: Charles Raux & Martin E.H. Lee-Gosselin
Energy Efficiency, Volume 3, Number 2
In this paper, we examine some the issues associated with reducing greenhouse gas emissions in the North American trucking industry. We review some basic descriptive statistics to apprehend the basic conditions in the three countries of North America and describe the North American trucking industry and the changes in its GHG performance. We also present some of the policies that have been either implemented or are being considered to reduce trucking GHG emissions. We then discuss some of the issues involved in choosing instruments to reduce trucking emissions. Specifically, we discuss the following instruments: incentives and standard to improve truck fuel efficiency, a tax on CO2, and tradable permits systems.
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From the issue entitled "Special Issue: Transport, energy and greenhouse gases: perspectives on demand limitation"
Guest Editors: Charles Raux & Martin E.H. Lee-Gosselin
Energy Efficiency, Volume 3, Number 2
In this paper, we examine some the issues associated with reducing greenhouse gas emissions in the North American trucking industry. We review some basic descriptive statistics to apprehend the basic conditions in the three countries of North America and describe the North American trucking industry and the changes in its GHG performance. We also present some of the policies that have been either implemented or are being considered to reduce trucking GHG emissions. We then discuss some of the issues involved in choosing instruments to reduce trucking emissions. Specifically, we discuss the following instruments: incentives and standard to improve truck fuel efficiency, a tax on CO2, and tradable permits systems.
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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.
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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
Greenhouse gas emissions from aviation and marine transportation: Migration potential and policies
David McCollum
Gregory Gould
David Greene
The Pew Center on Global Climate Change
December 2009
Combined, aviation and marine transportation are responsible for approximately 5 percent of total greenhouse (GHG) emissions in the United States and 3 percent globally and are among the fastest growing modes in the transportation sector. Controlling the growth in these emissions will be an important part of reducing emissions from the transportation sector. A range of near-, medium- and long-term mitigation options are available to slow the growth of energy consumption and GHG emissions from aviation and marine shipping. Implementation of these options could result in reductions of more than 50 percent below BAU levels by 2050 from global aviation and more than 60 percent for global marine shipping. For these reductions to be realized, however, international and domestic policy intervention is required. Developing an effective path forward that facilitates the adoption of meaningful policies remains both a challenge and an opportunity.
“Aviation and Marine Transportation: GHG Mitigation Potential and Challenges” presents an introduction to aviation and marine transportation and a discussion of the determinants of GHG emissions from transportation; gives overview of current emissions and trends and growth projections; explains the technological mitigation options and potential GHG emission reductions; and discusses policy options at both the domestic and international level to achieve deep and durable reductions in emissions.
Press Release
Download the report
Gregory Gould
David Greene
The Pew Center on Global Climate Change
December 2009
Combined, aviation and marine transportation are responsible for approximately 5 percent of total greenhouse (GHG) emissions in the United States and 3 percent globally and are among the fastest growing modes in the transportation sector. Controlling the growth in these emissions will be an important part of reducing emissions from the transportation sector. A range of near-, medium- and long-term mitigation options are available to slow the growth of energy consumption and GHG emissions from aviation and marine shipping. Implementation of these options could result in reductions of more than 50 percent below BAU levels by 2050 from global aviation and more than 60 percent for global marine shipping. For these reductions to be realized, however, international and domestic policy intervention is required. Developing an effective path forward that facilitates the adoption of meaningful policies remains both a challenge and an opportunity.
“Aviation and Marine Transportation: GHG Mitigation Potential and Challenges” presents an introduction to aviation and marine transportation and a discussion of the determinants of GHG emissions from transportation; gives overview of current emissions and trends and growth projections; explains the technological mitigation options and potential GHG emission reductions; and discusses policy options at both the domestic and international level to achieve deep and durable reductions in emissions.
Press Release
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Utilizing Information Technology in Innovative Marketing Approaches for Public Transportation
William P. Morris, Kelly Robertson, Jeremy Spinks
National Center for Transportation Research
Center for Urban Transportation Research
University of South Florida
February 2010
The original objective of this study is to scan the internet and other information technology sources to identify innovative marketing techniques that have been attempted to date by, in and surrounding the public transportation industry, and to solicit ideas for more unconventional applications that transit agencies and TDM professionals can consider. The investigation led to the uses, applications, marketing and communications potential of social media for the public transportation and Transportation Demand Management industries. Social media afford low cost, high impact techniques that can be easily and quickly employed to reach target markets and audiences. The study also provides tools, in the form of a guidebook and dedicated website, for transit agencies to use the various social media for their own tailored marketing approaches. Social media tools addressed in the study include social networks, weblogs, audio/video blogs, microblogs, photo and video sharing, and user-generated content. In each, specific examples of applications for the public transit and Transportation Demand Management industries is examined and explained. The guidebook provides clear instructions for how agencies can utilize the media and the projected benefits, and is complete with embedded links to resources and information. There is also a dedicated website, www.gosocialtransit.com that accompanies the guidebook and provides an overview of each media and links to industry applications.
Download the final report.
Download the guidebook Routes to New Networks: A Guide to Social Media for the Public Transportation Industry
National Center for Transportation Research
Center for Urban Transportation Research
University of South Florida
February 2010
The original objective of this study is to scan the internet and other information technology sources to identify innovative marketing techniques that have been attempted to date by, in and surrounding the public transportation industry, and to solicit ideas for more unconventional applications that transit agencies and TDM professionals can consider. The investigation led to the uses, applications, marketing and communications potential of social media for the public transportation and Transportation Demand Management industries. Social media afford low cost, high impact techniques that can be easily and quickly employed to reach target markets and audiences. The study also provides tools, in the form of a guidebook and dedicated website, for transit agencies to use the various social media for their own tailored marketing approaches. Social media tools addressed in the study include social networks, weblogs, audio/video blogs, microblogs, photo and video sharing, and user-generated content. In each, specific examples of applications for the public transit and Transportation Demand Management industries is examined and explained. The guidebook provides clear instructions for how agencies can utilize the media and the projected benefits, and is complete with embedded links to resources and information. There is also a dedicated website, www.gosocialtransit.com that accompanies the guidebook and provides an overview of each media and links to industry applications.
Download the final report.
Download the guidebook Routes to New Networks: A Guide to Social Media for the Public Transportation Industry
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.
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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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Thursday, December 1, 2011
Plan Quinquenal de Transporte Argentino 2012-2016
Secretaria de Transporte
2011
La Secretaría de Transporte del Ministerio de Planificación Federal, Inversión Pública y Servicios de la Nación presenta estas "Bases para un Plan Quinquenal del Transporte 2012-2016" a los Sectores del Trabajo, Empresarial, Profesional y Gubernamental, como documento Institucional para el análisis, debate y posterior síntesis.
Los invitamos a dejar en esta página sus comentarios y perspectivas para la construcción de un plan estratégico para el sector. Los aportes pueden ser tanto técnicos, como experiencias laborales y de la vida cotidiana".
También se pueden enviar contribuciones a PLANDETRANSPORTE@GMAIL.COM
Ir al plan
2011
La Secretaría de Transporte del Ministerio de Planificación Federal, Inversión Pública y Servicios de la Nación presenta estas "Bases para un Plan Quinquenal del Transporte 2012-2016" a los Sectores del Trabajo, Empresarial, Profesional y Gubernamental, como documento Institucional para el análisis, debate y posterior síntesis.
Los invitamos a dejar en esta página sus comentarios y perspectivas para la construcción de un plan estratégico para el sector. Los aportes pueden ser tanto técnicos, como experiencias laborales y de la vida cotidiana".
También se pueden enviar contribuciones a PLANDETRANSPORTE@GMAIL.COM
Ir al plan
Friday, October 28, 2011
Performance-based Road Rehabilitation and Maintenance Contracts (CREMA) in Argentina: A review of fifteen years of experience (1996-2010)
Maria Marcela Silva and Gerard Liautaud
World Bank
Transport Papers - 36
September 2011
1. The National Road Network of Argentina
2. Origins and Definition of the CREMA contracts
3. Evolution in the Procurement and the Design Standards of the CREMA
4. The Market’s Response to the CREMA System
5. Impact of the CREMA on the Condition of the National Road Network
6. Cost Effectiveness of the CREMA System
7. Bank's Strategy and Role in the Road Sector in Argentina
8. Lessons Learned
ANNEX 1: Penalties for Non-Compliance with Mandated Requirements CREMA Contracts (2009)
ANNEX 2: Cost Structure of the CREMA
ANNEX 3: CREMA in the Provinces of Argentina
ANNEX 4: Typical Examples of Contractual Requirements and Specifications for a Homogeneous Road Section
ANNEX 5: Summary Findings of Technical Audits Carried out Between 2009 and 2009
ANNEX 6: Photos of CREMA Works, 2007 - 2008
APPENDIX 1: Terms of Reference - Technical Audits for CREMA contracts in Argentina
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World Bank
Transport Papers - 36
September 2011
Photo from the publication
1. The National Road Network of Argentina
2. Origins and Definition of the CREMA contracts
3. Evolution in the Procurement and the Design Standards of the CREMA
4. The Market’s Response to the CREMA System
5. Impact of the CREMA on the Condition of the National Road Network
6. Cost Effectiveness of the CREMA System
7. Bank's Strategy and Role in the Road Sector in Argentina
8. Lessons Learned
ANNEX 1: Penalties for Non-Compliance with Mandated Requirements CREMA Contracts (2009)
ANNEX 2: Cost Structure of the CREMA
ANNEX 3: CREMA in the Provinces of Argentina
ANNEX 4: Typical Examples of Contractual Requirements and Specifications for a Homogeneous Road Section
ANNEX 5: Summary Findings of Technical Audits Carried out Between 2009 and 2009
ANNEX 6: Photos of CREMA Works, 2007 - 2008
APPENDIX 1: Terms of Reference - Technical Audits for CREMA contracts in Argentina
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Friday, October 21, 2011
Bus rapid transit systems and beyond: Exploring the limits of a popular and rapidly growing urban transport system
David Sorg
Master Thesis - MSc in Spatial Development and Infrastructure Systems
ETH - Zurich
July 2011
In the last decade, the world has seen a massive growth in the number of bus rapid transit systems (BRT). This growth was sparked off by the successful implementation of the first BRT system in Curitiba (Brazil) in the 1970s. BRT aims at providing cost-effective urban transport at a high quality of service, and it doubtlessly is a step ahead in the quest for affordable and improved urban public transport. However, rail-based systems are still a valid alternative for situations in which the limits of BRT systems are reached. Therefore, a main objective of this master thesis is to explore the limitations of BRT systems in urban areas. For this purpose, this work analyses the performance of different BRT systems regarding quality of service, capacity, and cost-efficiency. Threshold levels in passenger demand for choosing between modes are identified by means of a parametric cost model. Findings indicate that BRT has cost and quality advantages over conventional bus and light rail transit (LRT) operation at demand levels between ca. 250 and 2000 spaces per hour per direction. BRT proves to be especially favourable compared to LRT in situations where labour costs are low, where a high commercial speed can be achieved, where frequent services are desired, and where high vehicle load factors are tolerated. Empirical data show that in comparison to conventional bus systems, BRT offers particular quality advantages regarding capacity, accessibility, comfort, safety, and image.
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Master Thesis - MSc in Spatial Development and Infrastructure Systems
ETH - Zurich
July 2011
Image from the publication
In the last decade, the world has seen a massive growth in the number of bus rapid transit systems (BRT). This growth was sparked off by the successful implementation of the first BRT system in Curitiba (Brazil) in the 1970s. BRT aims at providing cost-effective urban transport at a high quality of service, and it doubtlessly is a step ahead in the quest for affordable and improved urban public transport. However, rail-based systems are still a valid alternative for situations in which the limits of BRT systems are reached. Therefore, a main objective of this master thesis is to explore the limitations of BRT systems in urban areas. For this purpose, this work analyses the performance of different BRT systems regarding quality of service, capacity, and cost-efficiency. Threshold levels in passenger demand for choosing between modes are identified by means of a parametric cost model. Findings indicate that BRT has cost and quality advantages over conventional bus and light rail transit (LRT) operation at demand levels between ca. 250 and 2000 spaces per hour per direction. BRT proves to be especially favourable compared to LRT in situations where labour costs are low, where a high commercial speed can be achieved, where frequent services are desired, and where high vehicle load factors are tolerated. Empirical data show that in comparison to conventional bus systems, BRT offers particular quality advantages regarding capacity, accessibility, comfort, safety, and image.
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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.
Bajar documento
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
Cities for mobility
Cities for mobility
2-2011
October 2011
The second edition of the Cities for Mobility eMagazine in 2011 is published. Among other interesting topics, this edition of the e-Magazine provides information on the fifth Cities for Mobility World Congress, which took place in Stuttgart in July 2011.
Content:
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2-2011
October 2011
The second edition of the Cities for Mobility eMagazine in 2011 is published. Among other interesting topics, this edition of the e-Magazine provides information on the fifth Cities for Mobility World Congress, which took place in Stuttgart in July 2011.
Content:
- Bus rapid transit systems and beyond: Exploring the limits of a popular and rapidly growing urban transport system
- Bicycle City Berhampur
- The ‘Field of Dreams’ Mentality: Why it takes more than good infrastructure to change our travel behaviour
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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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Ver post de Transeúnte
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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Ver post de Transeúnte
Wednesday, October 19, 2011
Estrategias para el desarrollo Portuario y Urbano de Buenos Aires
Ing. Jorge E. Abramian
Cámara Argentina de la Construcción
Octubre 2010
Desde hace algunos años existen opiniones encontradas sobre la capacidad del puerto para seguir respondiendo a la demanda de servicios y sobre la necesidad de relocalizar las actividades portuarias. Este informe brinda datos para permitir la evaluación de los conflictos generados en el uso de los espacios costeros y el tránsito, estima las necesidades futuras del comercio exterior, incluye consideraciones sobre la expansión del sistema portuario con la perspectiva del crecimiento de los movimientos de cargas en el Río de la Plata y analiza las posibilidades de compatibilización de usos en la franja costera. En suma, trata de responder a las siguientes preguntas: ¿Qué dimensión tienen los conflictos Puerto-Ciudad?¿es conveniente y/o posible la relocalización del Puerto Buenos Aires? ¿De qué manera y hasta qué punto se pueden compatibilizar las actividades portuarias con el desarrollo de la Ciudad?
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Cámara Argentina de la Construcción
Octubre 2010
Desde hace algunos años existen opiniones encontradas sobre la capacidad del puerto para seguir respondiendo a la demanda de servicios y sobre la necesidad de relocalizar las actividades portuarias. Este informe brinda datos para permitir la evaluación de los conflictos generados en el uso de los espacios costeros y el tránsito, estima las necesidades futuras del comercio exterior, incluye consideraciones sobre la expansión del sistema portuario con la perspectiva del crecimiento de los movimientos de cargas en el Río de la Plata y analiza las posibilidades de compatibilización de usos en la franja costera. En suma, trata de responder a las siguientes preguntas: ¿Qué dimensión tienen los conflictos Puerto-Ciudad?¿es conveniente y/o posible la relocalización del Puerto Buenos Aires? ¿De qué manera y hasta qué punto se pueden compatibilizar las actividades portuarias con el desarrollo de la Ciudad?
Bajar documento
Friday, October 14, 2011
Special Issue: Latin-American Transport Research
Networks and spatial economics
Special Issue: Latin-American Transport Research
Volume 11, Number 3 / September 2011
Guest Editors: Víctor Cantillo and José Holguín-Veras
Preface Special Issue on Latin-American Transport Research
Víctor Cantillo and José Holguín-Veras
391-392
On the Treatment of Repeated Observations in Panel Data: Efficiency of Mixed Logit Parameter Estimates María Francisca Yáñez, Elisabetta Cherchi, Benjamin G. Heydecker and Juan de Dios Ortúzar
393-418
Econometric Effects of Utility Order-Preserving Transformations in Discrete Choice Models
Francisco Javier Amador and Elisabetta Cherchi
419-438
A Hierarchical Gravity Model with Spatial Correlation: Mathematical Formulation and Parameter Estimation Louis de Grange, Angel Ibeas and Felipe González
439-463
Special Issue on Latin-American Research: A Time Based Discretization Approach for Ship Routing and Scheduling with Variable Speed
Ricardo A. Gatica and Pablo A. Miranda
465-485
New Models for Commercial Territory Design
María Angélica Salazar-Aguilar, Roger Z. Ríos-Mercado and Mauricio Cabrera-Ríos
487-507
An Experimental Economics Investigation of Shipper-carrier Interactions in the Choice of Mode and Shipment Size in Freight Transport
Jose Holguín-Veras, Ning Xu, Gerard de Jong and Hedi Maurer
509-532
Lumpy Investment in Regulated Natural Gas Pipelines: An Application of the Theory of the Second Best Dagobert L. Brito and Juan Rosellón
533-553
“Special Issue on Latin-American Research” Maritime Networks, Services Structure and Maritime Trade Laura Márquez-Ramos, Inmaculada Martínez-Zarzoso, Eva Pérez-García and Gordon Wilmsmeier
555-576
Ir a la tabla de contenidos
Special Issue: Latin-American Transport Research
Volume 11, Number 3 / September 2011
Guest Editors: Víctor Cantillo and José Holguín-Veras
Preface Special Issue on Latin-American Transport Research
Víctor Cantillo and José Holguín-Veras
391-392
On the Treatment of Repeated Observations in Panel Data: Efficiency of Mixed Logit Parameter Estimates María Francisca Yáñez, Elisabetta Cherchi, Benjamin G. Heydecker and Juan de Dios Ortúzar
393-418
Econometric Effects of Utility Order-Preserving Transformations in Discrete Choice Models
Francisco Javier Amador and Elisabetta Cherchi
419-438
A Hierarchical Gravity Model with Spatial Correlation: Mathematical Formulation and Parameter Estimation Louis de Grange, Angel Ibeas and Felipe González
439-463
Special Issue on Latin-American Research: A Time Based Discretization Approach for Ship Routing and Scheduling with Variable Speed
Ricardo A. Gatica and Pablo A. Miranda
465-485
New Models for Commercial Territory Design
María Angélica Salazar-Aguilar, Roger Z. Ríos-Mercado and Mauricio Cabrera-Ríos
487-507
An Experimental Economics Investigation of Shipper-carrier Interactions in the Choice of Mode and Shipment Size in Freight Transport
Jose Holguín-Veras, Ning Xu, Gerard de Jong and Hedi Maurer
509-532
Lumpy Investment in Regulated Natural Gas Pipelines: An Application of the Theory of the Second Best Dagobert L. Brito and Juan Rosellón
533-553
“Special Issue on Latin-American Research” Maritime Networks, Services Structure and Maritime Trade Laura Márquez-Ramos, Inmaculada Martínez-Zarzoso, Eva Pérez-García and Gordon Wilmsmeier
555-576
Ir a la tabla de contenidos
Wednesday, October 12, 2011
World Bank gender transport surveys: An overview
Julie Babinard
Transport Notes Series
TRN-43
September 2011
Between 2008 and 2010 the transport sector initiated several country surveys to measure road transport needs and the constraints of both men and women, and more specifically how transport is facilitating or constraining access to resources, markets, and employment. These surveys were conducted as part of a lending operation or Economic Sector Work (ESW) with financial support from the Gender Action Plan (GAP), which seeks to advance women’s economic empowerment and accelerate the implementation of the Millennium Development Goal 3 (MDG3—promoting gender equality and women’s empowerment).
A report that reviews the methodology used for each country GAP-funded survey, the design and content of the questionnaires and the likely effect on the analysis shows that women tend to have access to a wider range of social and economic opportunities when transportation is available, safe and secure.
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Transport Notes Series
TRN-43
September 2011
Between 2008 and 2010 the transport sector initiated several country surveys to measure road transport needs and the constraints of both men and women, and more specifically how transport is facilitating or constraining access to resources, markets, and employment. These surveys were conducted as part of a lending operation or Economic Sector Work (ESW) with financial support from the Gender Action Plan (GAP), which seeks to advance women’s economic empowerment and accelerate the implementation of the Millennium Development Goal 3 (MDG3—promoting gender equality and women’s empowerment).
A report that reviews the methodology used for each country GAP-funded survey, the design and content of the questionnaires and the likely effect on the analysis shows that women tend to have access to a wider range of social and economic opportunities when transportation is available, safe and secure.
Bajar documento
Monday, September 12, 2011
Ingeniería de caminos rurales: Guía de campo para las mejores prácticas de gestión de caminos rurales
Gordon Keller & James Sherar
US Forest Service International Programs -Brochure-
Enero 2008
El objetivo fundamental de esta guía es poder ayudar a ingenieros, planificadores, especialistas ambientales y administradores de caminos a tomar buenas decisiones, proteger el ambiente, y construir buenos caminos de bajo volumen. Los aspectos claves que deberían tomarse en cuenta durante la planificación de un proyecto de camino son los cambios o los impactos negativos que pueden inducirse en una cierta región por la presencia del camino, los cuales pueden resultar importantes a la vez que irreversibles o que pueden ser difíciles de mitigar. Por lo tanto, habrá necesidad de analizar la rentabilidad a largo plazo de un proyecto de camino, en lo que se refiere a costos en los aspectos sociales, ambientales y fiscales.
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US Forest Service International Programs -Brochure-
Enero 2008
Imagen de la publicación
El objetivo fundamental de esta guía es poder ayudar a ingenieros, planificadores, especialistas ambientales y administradores de caminos a tomar buenas decisiones, proteger el ambiente, y construir buenos caminos de bajo volumen. Los aspectos claves que deberían tomarse en cuenta durante la planificación de un proyecto de camino son los cambios o los impactos negativos que pueden inducirse en una cierta región por la presencia del camino, los cuales pueden resultar importantes a la vez que irreversibles o que pueden ser difíciles de mitigar. Por lo tanto, habrá necesidad de analizar la rentabilidad a largo plazo de un proyecto de camino, en lo que se refiere a costos en los aspectos sociales, ambientales y fiscales.
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Tuesday, September 6, 2011
Recapturing global leadership in Bus Rapid Transit: A survey of select U.S. cities
Annie Weinstock, Walter Hook, Michael Replogle, and Ramon Cruz
ITDP
May 2011
Bus Rapid Transit was first implemented in Curitiba, Brazil in 1974, and has become a global phenomenon in the twenty-first century. Major new BRT projects have opened since the turn of the century in Africa, Australia, China, India, Indonesia, Iran, Mexico, Turkey, several cities in Europe, and dozens of cities in Latin America.
BRT holds great promise for the United States. In 2008, transit ridership in the United States reached its highest level since the mid-1950s and ridership grew faster than population and vehicle miles travelled between 1995 and 2008 [APTA 2010 Fact Book]. The flexibility and cost effectiveness of Bus Rapid Transit make it an excellent choice for cities and transit agencies facing both increasing demand for transit and increasingly constrained budgets.
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Fact sheet
Press release
ITDP
May 2011
Bus Rapid Transit was first implemented in Curitiba, Brazil in 1974, and has become a global phenomenon in the twenty-first century. Major new BRT projects have opened since the turn of the century in Africa, Australia, China, India, Indonesia, Iran, Mexico, Turkey, several cities in Europe, and dozens of cities in Latin America.
BRT holds great promise for the United States. In 2008, transit ridership in the United States reached its highest level since the mid-1950s and ridership grew faster than population and vehicle miles travelled between 1995 and 2008 [APTA 2010 Fact Book]. The flexibility and cost effectiveness of Bus Rapid Transit make it an excellent choice for cities and transit agencies facing both increasing demand for transit and increasingly constrained budgets.
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Fact sheet
Press release
Guangzhou, China Bus Rapid Transit: Emissions Impact Analysis
Colin Hughes
ITDP
May 2011
The first phase of the Guangzhou Bus Rapid Transit (GZ BRT) opened in February of 2010, and it has already become an important demonstration of the efficacy and efficiency of high-capacity, full-featured BRT in Asia. In recent years over a dozen lowvolume bus rapid transit systems have sprung up throughout Asia. GZ BRT breaks this trend, with the first BRT system outside of South America with a daily volume comparable to, and in many cases in excess of, an urban metro-rail. Before GZ BRT, Zhongshan Avenue’s traffic speeds were plummeting and hundreds of buses blocked
traffic while struggling to pick up passengers on crowded curbs. Today, travel speeds are up 29% for buses and 20% for mixed traffic, and bus riders wait in safety and comfort in new high-quality center-median stations.
The analysis of GZ BRT presented here, after just one year of operation, examines aspects of the system design, performance, cost-recovery, and emissions reduction of Asia’s first metro-scale BRT.
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Bajar press release
ITDP
May 2011
The first phase of the Guangzhou Bus Rapid Transit (GZ BRT) opened in February of 2010, and it has already become an important demonstration of the efficacy and efficiency of high-capacity, full-featured BRT in Asia. In recent years over a dozen lowvolume bus rapid transit systems have sprung up throughout Asia. GZ BRT breaks this trend, with the first BRT system outside of South America with a daily volume comparable to, and in many cases in excess of, an urban metro-rail. Before GZ BRT, Zhongshan Avenue’s traffic speeds were plummeting and hundreds of buses blocked
traffic while struggling to pick up passengers on crowded curbs. Today, travel speeds are up 29% for buses and 20% for mixed traffic, and bus riders wait in safety and comfort in new high-quality center-median stations.
The analysis of GZ BRT presented here, after just one year of operation, examines aspects of the system design, performance, cost-recovery, and emissions reduction of Asia’s first metro-scale BRT.
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Landscape fragmentation in Europe
European Environment Agency
September 2011
There is an increasing need and interest in including indicators of landscape fragmentation in monitoring systems of sustainable development, biodiversity, and landscape quality. We recommend that the results presented in this report be used for this purpose and be updated on a regular basis to detect trends in the development of landscape fragmentation.
Therefore, this report discusses the use of fragmentation analysis presented in this report as a tool for performance review in transportation planning and regional planning and recommends a set of measures to control landscape fragmentation, such as more effective protection of remaining unfragmented areas and wildlife corridors, the setting of targets and limits and a European defragmentation strategy. This study provides for the first time an accurate measurement of landscape fragmentation for most of the European continent, which supports managers and policymakers in allocating resources towards the protection and restoration of biodiversity and landscape quality. The report also identifies future research needs.
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September 2011
Image from the publication
There is an increasing need and interest in including indicators of landscape fragmentation in monitoring systems of sustainable development, biodiversity, and landscape quality. We recommend that the results presented in this report be used for this purpose and be updated on a regular basis to detect trends in the development of landscape fragmentation.
Therefore, this report discusses the use of fragmentation analysis presented in this report as a tool for performance review in transportation planning and regional planning and recommends a set of measures to control landscape fragmentation, such as more effective protection of remaining unfragmented areas and wildlife corridors, the setting of targets and limits and a European defragmentation strategy. This study provides for the first time an accurate measurement of landscape fragmentation for most of the European continent, which supports managers and policymakers in allocating resources towards the protection and restoration of biodiversity and landscape quality. The report also identifies future research needs.
Bajar documento en PDF (12.6 MB)
Tuesday, August 30, 2011
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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Wednesday, August 24, 2011
A guide to reducing the impact of urban transport on the climate
Umwelt Bundes Amt
2010
Many towns and cities have made efforts to design urban transport strategies that are more environmentally friendly. UBA‘s new Guide to reducing the impact of urban transport on the climate outlines which action plans make for successful climate protection schemes. The guide emphasises measures with high climate protection potential that can be decided on by municipal administrations.
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2010
Many towns and cities have made efforts to design urban transport strategies that are more environmentally friendly. UBA‘s new Guide to reducing the impact of urban transport on the climate outlines which action plans make for successful climate protection schemes. The guide emphasises measures with high climate protection potential that can be decided on by municipal administrations.
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