Report of EST Regional Forum in Asia

First Meeting of the Regional EST (Environmentally Sustainable Transport) Forum in Asia

1-2 August 2005 Nagoya International Center Annex Hall, Nagoya, Japan

Organizer United Nations Centre for Regional Development (UNCRD)

Co-organizers Ministry of the Environment, Japan Nagoya International Center (NIC) Supporting Organizations Asian Development Bank Swedish International World Health Organization (ADB) Development Agency (Sida) (WHO)

Designations employed and presentation of material in this report do not imply the expression of any opinion whatsoever on the part of the United Nations Secretariat, the United Nations Centre for Regional Development, the co-organizers, or the supporting organizations.

Apart from the Aichi Statement, this report has been issued without formal editing.

For copies of this report, please send your request to:

Environment Group, United Nations Centre for Regional Development Nagono 1-47-1, Nakamura-ku Nagoya, 450-0001, JAPAN Tel: (+81-52) 561-9377, Fax: (+81-52) 561-9375 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Table of Contents

Agenda 1 List of Participants 4 Aichi Statement (Adopted) 18

Ⅰ. Background 23 Ⅱ. Opening Session 27 Ⅲ. Introducing UNCRD’s Initiative on EST and the Objectives 28 of the Regional EST Forum Ⅳ. Major Issues Discussed (under the Thematic Sessions) 29 Ⅴ. Country Presentations 40 Ⅵ. Role of EST Forum Members 45 Ⅶ. Networking/Linkages with Other Regional/International 47 Initiatives Ⅷ. Adoption of the Aichi Statement 48 Ⅸ. Closing Session 48 Ⅹ. Side Event on BRT 50

Annex I Presentation on UNCRD’s Initiative on EST 51 Annex II Thematic Group Presentations 56 Annex III Country Presentations 124 Annex IV Presentation on TOR for Regional EST Forum 149 Members Annex V Paper on Networking 150 Annex VI Address by H. E. Dr. Mok Mareth, Senior Minister and 155 Minister of Environment, Cambodia Annex VII Presentation on BRT for Side-Event 156

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

AGENDA

Day 1: 1 August 2005 (Monday ) 9:00 am ～12:10 pm Venue: Nagoya International Center (NIC) Annex Hall

9:00- Opening Remarks 9:40 am Kazunobu Onogawa, Director, UNCRD Kazuhiko Takemoto, Director-General, Environment Management Bureau, Ministry of the Environment, Japan (MOE, Japan) Takayasu Tsukamoto, Deputy Mayor of Nagoya City

Keynote Addresses Loh Ah Tuan, Chairman, ASEAN Working Group on Environmentally Sustainable Cities (AWGESC) and Deputy CEO/Director-General, Environmental Protection Division, National Environment Agency, Singapore 9:40- Introducing UNCRD’s Initiative on EST and the Objectives of the Chair: Kazunobu 10:10 am Regional EST Forum Onogawa, UNCRD [UNCRD has launched an initiative to promote environmentally sustainable transport (EST) in Asia, in line with the decisions taken at “the Manila Policy Dialogue on Environment & Transport in the Asian Region”, in Manila, Philippines, 16-17 January 2004. The Manila Statement Presenter: adopted at the conference urged Asian countries to: (a) formulate National EST Choudhury Rudra Strategies-cum-Action-Plans, and (b) establish the Regional EST Forum in Asia and subsidiary Charan Mohanty, expert groups to share best practices and provide necessary advisory support and technical Environment feedback towards the national strategy formulation as well as to the overall EST initiative. This Session will briefly introduce UNCRD’s Initiative on EST and the primary objectives of the Programme Regional EST Forum.] Coordinator, UNCRD 10:10- Coffee Break 10:30 am 10:30am EST Thematic Sessions Chair: Loh Ah -12:10pm Tuan, Chairman, [The Regional EST Forum Experts will introduc9090e following themes/ elements of the integrated EST strategy in the context of developing countries in Asia. Each thematic session will provide AWGESC and Deputy CEO/ strategic guidance in terms of tools, solutions, policy instruments, including best practices relevant to developing countries, specifically in the context of promoting EST vis-à-vis National EST Director-General, Strategy formulation. ] Environmental Protection Division, Session 1: Land use planning – by Yoshitsugu Hayashi (Nagoya University,Japan)/ William 10:30 NEA, Singapore Barron (University of Hong Kong)/Lloyd Wright (University College London) -10:55am

10:55 Session 2: Public transport planning and transport demand management (TDM) -11:20am – by Manfred Breithaupt (GTZ, Germany)) /Katsutoshi Ohta (Toyo University, Japan)

11:20 Session 3: Environment and people friendly urban transport infrastructures - by William H.K. Lam (Hong Kong Polytechnic University)/ Lloyd Wright (University College London)/ -11:45 am Fumihiko Nakamura (Yokohama National University, Japan)

11:45 Session 4: Non-motorized transport (NMT) & bus rapid transit (BRT) - by Karl Fjellstrom (ITDP) -12:10 pm 12:10 pm Lunch Break 14:30 pm Opening Ceremony of the International Conference on -16:00 pm Environment and Transport in AICHI at EXPO site (Opening address: H.E. Minister of Environment/Government of Japan) 18:00pm Reception at Marriott Hotel - hosted by the H. E. Minister of -20:00pm Environment/Government of Japan

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Day 2: 2 August 2005 (Tuesday) 9:00 am ～ 18:30 pm Venue: Nagoya International Center (NIC) Annex Hall

9:00 am EST Thematic Sessions (continued from Day 1) Chair: Hon. Manuel D. -12:20 pm Gerochi, Undersecretary, Department of Environment & 9:00 am Session 5: Public Health – by Hisashi Ogawa (WHO, Manila) Natural Resources (DENR), -9:20 am Philippines

9:20 am Session 6: Social equity and gender perspective- by Marie Thynell, (Göteburg -9:45 am University, Sweden)

9:45 am Session 7: Road side air quality monitoring and assessment – by Shinji -10:10 am Kobayashi (NIES, Japan)/ Cornie Huizenga (CAI-Asia, ADB, Manila)

10:10 am Session 8: Cleaner fuel – by Christopher Weaver (EF&EE, USA)/ Masahiko Hori (JARI, -10:35 am Japan) 10:35 am-10:55 am Coffee Break 10:55am Session 9: Vehicle emission control and inspection and maintenance (I/M) Chair: H.E. Mr. Gempur Adnan, -11:20 am – by N.V. Iyer (Bajaj Auto Ltd, India)) / Christopher Weaver (EF&EE, USA) Deputy Minister for Environmental 11:20am Session 10 : Road safety and maintenance- by Charles Melhuish (ADB, Manila)/ Pollution Control/ -11:45am Yordphol Tanaboriboon (AIT, Thailand)/ Nozomu Mori (JACIC, Japan) Mr. Ridwan D. Tamin,

11:45am Session 11: Traffic noise management –by Tohru Suzuki (JH, Japan) Assistant Deputy for Air -12:00pm Pollution Control from Mobile Sources Ministry of the Environment, Indonesia 12:00- Session 12: Strengthening knowledge base, public education, and 12:20pm awareness– by Cornie Huizenga (CAI-Asia, ADB, Manila) 12:20 - 13:40pm Lunch Break 13:40pm Country presentations Chair: H.E. Mr. Sommad -15:10 pm [The National Focal Points in the countries of Laos, Viet Nam, and Cambodia will discuss Pholsena their existing transport issues/policies within the 9 thematic areas of EST. They will also Vice-Minister, introduce the overall institutional mechanism, schedule of preparation, and members of the Ministry of Communication, For each National Working Group, in relation to the formulation of National EST Strategies-cum-Action Plans.] Transport, Post & Construction country: For Cambodia - Lonh Heal, Director-General, Technical Directorate-General, Ministry (MCTPC), Lao PDR of the Environment 20 - Vong Pisith, Deputy Director-General, General Directorate of Public minutes Works, Ministry of Public Works & Transport presentati on For Laos - Soukata Vichit, Director General, Department of Environment / Science,

Technology and Environment Agency 10 - Lattanamany Khounnyvong, Director General, Department of Transport, minutes Ministry of Communication, Transport, Post & Construction Q&A

For Viet Nam - Truong Manh Tien, Director General, Department of Environment, Ministry of Natural Resources and Environment - Nguyen Van Nhan, Director General, Department of Science & Technology, Ministry of Transport 15:10-15:30pm Coffee Break 15:30- Terms of Reference for EST Forum Members Chair: Kazuhiko Takemoto, 15:50pm [The Regional EST Forum members will contribute to the Forum’s objectives of (a) facilitating Director-General, MOE, Japan policy dialogues that would be organized on periodical basis and further exchange of opinions/information on best practices, tools, technologies, policy instruments concerning Presenter: EST issues among participating countries; (b) facilitating and providing necessary advisory support for the formulation of national strategies and action plans on environmentally Ken Shimizu, UNCRD sustainable transport for selected countries; and (c) helping to establish linkages with on-going regional and international activities/processes. This Session will introduce the specific roles and responsibilities of the members in fulfilling these objectives.] 15:50- Networking/Linking with Other Regional/International Initiatives Chair: Charles M. Melhuish 16:20pm [The Regional EST Forum aims to establish linkages with on-going regional and international initiatives Lead Transport Sector Specialist, ADB related to environment and transport. This Session will examine the possibilities of potential partnerships and facilitating networking with these initiatives. ] 16:20- Adoption of the Aichi Statement on the Formal Launching of the Chair: H.E. Dr. Mok Mareth, Senior 17:30pm Regional EST Forum Minister and Minister of the Environment, [Under this Session, the Regional EST Forum Members will adopt a Statement, which will Cambodia officially endorse and launch the Regional EST Forum.] Co-chairs: H.E. Mr. Sommad Pholsena, Vice-Minister, Ministry of Communication,

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Transport, Post & Construction, Lao PDR

H.E. Mr. Gempur Adnan, Deputy Minister for Environmental Pollution Control, Ministry of the Environment, Indonesia

Facilitator: Kazunobu Onogawa, UNCRD 17:30 Presentations by the Host Government of Japan Presenters: -18:00 pm [The Session will invite representatives from Ministry of the Environment, Japan and the Ministry of Land, Infrastructure and Transport, Japan to make presentations on their Naoki Okabe, programs in the EST related areas.] Director, Environmental Transport Policy Division, Ministry of the Environment, Japan – To Realize Environmentally Sustainable Environmental Management Bureau, Transport in Asia Ministry of the Environment, Japan

Ministry of Land, Infrastructure and Transport, Japan (MLIT, Japan)- MLIT-Japan’s Yukio Yamashita International Cooperation for EST under ASEAN-Japan Transport Partnership Director for International Cooperation Framework Policy Planning, International Affairs Unit, Policy Bureau, Ministry of Land, Infrastructure and Transport, Japan 18:00 Brief Summary of Discussions, Future Follow-up Activities and -18:30 pm Closing Remarks Chair: Kazuhiko Takemoto, [The Session will summarize the discussions held, will identify key issues for follow-up, and Director-General, MOE, Japan will invite selected representatives of participating organizations to provide closing remarks.]

19:00 pm Reception hosted by UNCRD

3 August 2005, 17:30-18:30 p.m, Extended/Side Event of Regional EST Forum on Bus Rapid Transit (BRT) UNCRD Training Hall (Nagoya International Center Building, 6th Floor) Presenters: Karl Fjellstrom (ITDP), Lloyd Wright (Osaka University/University College London)

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

LIST OF PARTICIPANTS

A. Government Delegates/Participants: (EST Countries)

No. Country Government Delegates/Participants Dayang Hajah Airah binti Haji Abdullah Brunei Act. Deputy Director of Land Transport, Ministry of Communication 1. Darussalam Bandar Seri Begawan BB 3510, Nagara Brunei Darussalam Tel: 673-2-383838 Fax: 673-2-380127 H. E. Dr. Mok Mareth Senior Minister and Minister of Environment, Ministry of Environment-Cambodia 2. 48 Samdech Preah Sihanouk, Tonlo Bassac, Chamkamon, Phnom Penh, Kingdom of Cambodia Tel: (855)-23-213908, Fax: (855)-23 -215925 E-mail: [email protected] Lonh Heal Director-General, Ministry of Environment 3. 48 Samdech Preah Sihanouk, Tonlo Bassac, Chamkamon, Phnom Penh, Kingdom of Cambodia Cambodia Vong Pisith Deputy Director-General, General Directorate of Public Works, 4. Ministry of Public Works & Transport (MPWT)-Cambodia CNR Norodom Blvd & Street #106, Phnom Penh, Cambodia Tel: (855)-12-833-411, Fax: (855)-23-426-110 E-mail: [email protected], or [email protected] Chuon Chanrithy Director, Department of Natural Resources Assessment and Environmental Data Management, Ministry of 5. Environment-Cambodia 48 Samdech Preah Sihanouk, Tonlo Bassac, Chamkamon, Phnom Penh, Kingdom of Cambodia E-mail: [email protected] Li Xinghua Deputy Director-General, Department of Comprehensive Planning, 6. Ministry of Communications, People's Republic of China 11 Jianguomennei Ave Beijing 100736, P.R.China Tel: (86-10) 6529-3109, Fax: (86-10) 6529-3169 China E-mail: [email protected] Fang Chenyi Program Officer, Division of International Organizations, Department of International Cooperation, State Environmental 7. Protection Administration, People's Republic of China 115 Xizhimennei Nanxiaojie Beijing 100035 PR China Tel/Fax: 86-10-66556513 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Mohammad Gempur Adnan Deputy Minister for Environmental Pollution Control, Ministry of Environment, 8. Jl. D.I. Panjaitan Kav. 24 - Kebon Nanas Jakarta Timur 13410, Indonesia Tel/Fax: 021-8580107, HP 0811 819 324 E-mail: [email protected] Iskandar Abubakar Director General of Land Transport, Ministry of Communications, Republic of Indonesia 9. Indonesia Jl. Medan Merdeka Barat 8, Jakarta 10110 Indonesia Tel: 62-21-345-6332 Fax: 62-21-352-0567 E-mail: [email protected] or [email protected] Ridwan D. Tamin, M.S.(R) Assistant Deputy for Air Pollution Control from Mobile Sources, Ministry of Environment 10. Jl. D.I. Panjaitan Kav. 24 - Kebon Nanas Jakarta Timur 13410, Indonesia Tel.: (62-21) 8591 1207, Fax: (62-21) 858 0101, 385 7579 E-mail: [email protected] Kazuhiko Takemoto Director-General, Environment Management Bureau, Ministry of Japan the Environment, Japan 11. 1-2-2, Kasumigaseki, Chiyoda-ku, Tokyo 100-8975 Japan

Tel: +81-3-3580-2163, Fax: +81-3-3580-7173 E-mail: [email protected] Naoki Okabe Director, Environmental Transport Policy Division, Environmental Management Bureau, Ministry of the Environment, Japan 12. 1-2-2, Kasumigaseki, Chiyoda-ku, Tokyo 100-8975 Japan Tel: +81-3-5521-8301, Fax: +81-3-3593-1049 E-mail: [email protected] Yoshimi Okunushi Ministry of the Environment, Japan 13. 1-2-2, Kasumigaseki, Chiyoda-ku, Tokyo 100-8975 Japan Satoru Morishita Ministry of the Environment, Japan 14. 1-2-2, Kasumigaseki, Chiyoda-ku, Tokyo 100-8975 Japan E-mail: [email protected] Yoshihiro Kakishita Ministry of the Environment, Japan 15. 1-2-2, Kasumigaseki, Chiyoda-ku, Tokyo 100-8975 Japan E-mail: [email protected] Noriko Hamazaki Ministry of the Environment, Japan 16. 1-2-2, Kasumigaseki, Chiyoda-ku, Tokyo 100-8975 Japan E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Akiko Ashikari Environmental Transport Policy Division, Environmental Management Bureau, Ministry of the Environment, Japan 17. 1-2-2, Kasumigaseki, Chiyoda-ku, Tokyo 100-8975 Japan Tel: 03-5521-8303 Fax: 03-3593-1049 E-mail: [email protected] Yukio Yamashita Director for International Cooperation Policy Planning, International Affairs Unit, Policy Bureau, MLIT-Japan 18. 2-1-3, Kasumigaseki, Chiyoda-ku, Tokyo, 100-8919 Tel：+81-3-5253-8319 Fax: +81-3-5253-1561 E-mail: [email protected] Mitsugu Kawada Deputy Director for International Cooperation, International Affairs Unit, Policy Bureau, MLIT-Japan 19. 2-1-3, Kasumigaseki, Chiyoda-ku, Tokyo, 100-8919 Tel：+81-3-5253-8319 Fax: +81-3-5253-1561 E-mail: [email protected] Sommad Pholsena Vice-Minister, Ministry of Communication, Transport, Post, and 20. Construction (MCTPC) Lanexang Avenue, Vientiane, Lao PDR Tel: 856-21-412741 Fax: 856-21-414132 E-mail: [email protected] Soutaka Vichit Director-General, Department of Environment, Science Lao PDR Technology and Environment Agency (STEA) 21. P.O. Box 2279, Vientiane, Lao PDR Mobile: (856-20) 550-4217, Fax: (856-21) 218-712 E-mail: [email protected] Lattanamany Khounnyvong Director-General, Department of Transport, Ministry of Communication, Transport, Post & Construction (MCTPC) 22. Lanexang Avenue, Vientiane, Lao PDR Tel: (856-21) 412272, Fax: (856-21) 415563 E-mail: [email protected] Khiruddin Mohd Idris Principal Assistant Director, Air Division, Environment Dept., Ministry of Natural Resources and Environment 23. Unit L 0401, Level 4, Two IOI Square, IOI Resort, 62502 Putrajaya, Malaysia Tel: 603-89448224, Fax: 603-89442124 Malaysia E-mail:[email protected] Zahamail bin Omar Technical Director, Road Transport Department, Ministry of Transport 24. Level 4 - 7, Block D5, Parcel D, Federal Government Administrative Centre, 62616 Putrajaya Malaysia Tel:03-88866000, Fax: 03-88892537/03-88891569 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

P. Batsaikhan State Secretary of Ministry of Road, Transport and Tourism of Mongolia (MRTT) 21 0646, Negdsen Undestnii Gudamj 5/1, Government Building-2, 25. Chingeltei district, Ulaanbaatar, Mongolia Tel: (976-11)-320188 Fax: (976-11)-310612 Mobile: 976-9911-2980 E-mail: [email protected] Namkhai Ayush Director-General of Protected Areas Administration Department, Ministry of Nature and Environment Government Building No. 3, Baga Toiruu-44 Ulaanbaatar-11, 26. Mongolia Tel.: (976-11) 312 428 Fax: (976-11) 321 401 Mobile: (976-99) 192 168 E-mail:[email protected], [email protected] Sh. Bulga-Erdene Head of International Cooperation Division of Civil Aviation Mongolia Authority, Ministry of Road, Transport and Tourism of Mongolia 27. (MRTT) 210646, Negdsen Undestnii Gudamj 5/1, Government Building –2, Chingeltei district, Ulaanbaatar, Mongolia Tsermaa Nachin Officer, Ministry of Nature and Environment 28. Government Building-3, Baga toiruu-44 Ulaanbaatar, Mongolia Tel: 976-11-263341, Fax: 976-11-321401 E-mail: [email protected] Nyamdulam Khadbaatar Officer, Ministry of Nature and Environment 29. Government Building-3, Baga toiruu-44 Ulaanbaatar, Mongolia Tel: 976-11-263341, Fax: 976-11-321401 E-mail: [email protected] O. Suren Deputy Director of Ulaanbaatar Railway, Ministry of Road, 30. Transport and Tourism of Mongolia (MRTT) 210646, Negdsen Undestnii Gudamj 5/1, Government Building –2, Chingeltei district, Ulaanbaatar, Mongolia Aung Myint Director, Road Transport Administration Department, Ministry of Rail Transportation 31. Myanmar Thanthumar Road, Myintha, Thingangyun Township, Yangon, Union of Myanmar Tel: 951-537106, Fax: 951-537101 E-mail: [email protected] Manuel D. Gerochi Undersecretary, Department of Environment & Natural Resources (DENR) Philippines 32. DENR Building Visayas Ave., Diliman, Quezon City Metro Manila,

Philippines Tel.: (63-2) 929-6626-29, 929 6633-35, Fax: (63-2) 920 4352 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ricardo E. Alfonso Jr. Undersecretary for Road Transportation, Department of Transportation and Communications (DOTC) Office of the Secretary, 17/Floor The Columbia Tower Ortigas 33. Avenue, Wack-wack Mandaluyong City, 1555 Philippines Tel: (632) 727-7960 to 79 loc 293, Fax (632) 725-0020 E-mail: [email protected] Matthew Tan Presidential Assistant for Japanese Concern Department of Transportation and Communications (DOTC) 34. Office of the Secretary, 17/Floor The Columbia Tower, Ortigas Avenue, Wack-wack, Mandaluyong City, 1555 Philippines Tel: 632-726-7125, Fax: 632-726-7104 E-mail: [email protected] Mohinder Singh Senior Manager of Planning, Land Transport Authority 35. 460 Alexandra Road PSA Building #27-00 Singapore 119963 Tel: (065) 3757671, Fax: (065) 3757209 E-mail: [email protected] Loh Ah Tuan Deputy CEO/Director-General, Environmental Protection Division, Singapore National Environment Agency/Chairman, ASEAN Working Group 36. on Environmentally Sustainable Cities (AWGESC) 40 Scotts Road, Environment Building #11-00, Singapore 228231

Tel: +65-6731-9446, Fax: +65-6731-9731 E-mail: [email protected] Chua Yew Peng Head of Planning & Development Department, National Environment Agency 37. 40 Scotts Road Environment Building #11-00 Singapore 228231 Tel: 65-6732-7733 DID: 65-6731-9619 Fax: 65-6731-9922 E-mail: [email protected] Piyapan Champasut Director General, Department of Land Transport, Ministry of 38. Thailand Transport (MoT)-Thailand Ratchadamnoen Nok Avenue Bangkok 10100, Thailand Tel: 66-2-281-9515, Fax: 66-2-281-4829 E-mail: [email protected] Silpachai Jarukasemratana Deputy Director-General for Technical, Ministry of Transport 39. (MoT)-Thailand Ratchadamnoen Nok Avenue Bangkok 10100, Thailand E-mail: [email protected], [email protected] Supat Wangwongwatana Deputy Director-General, Pollution Control Department, Ministry of Natural Resources and Environment, Thailand 40. 92 Soi Pholyothin 7, Sam Sen Nai, Phayathai, Bangkok 10400, Thailand Tel.: (662) 298 2347, Fax: (662) 298 2357 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Chairat Sanguancheu Director, Land Transport Management Bureau, Ministry of 41. Transport (MoT)-Thailand Ratchadamnoen Nok Avenue Bangkok 10100, Thailand Chirute Visalachitra Director, International Transport Division, Ministry of Transport 42. (MoT)-Thailand Ratchadamnoen Nok Avenue Bangkok 10100, Thailand Truong Manh Tien Director-General, Department of Environment, Ministry of Natural Resources and Environment 43. 83 Nguyen Chi Thanh, Hanoi, Viet Nam Tel & Fax: 84-4-773-4245 E-mail: [email protected] Ngyuen Van Nhan Director-General, Department of Science & Technology (DoST), Viet Nam 44. Ministry of Transport 80 Tran Twng Dao Str., Hanoi, Viet Nam Tel: 84-4-942-0150, Fax: 84-4-822-2433 Nguyen Trung Thang Adviser, Department of Environment, Ministry of Natural 45. Resources and Environment 83 Nguyen Chi Thanh, Hanoi, Viet Nam E-mail: [email protected]

(Other Countries)

No. Country Government Delegates/Participants Sylvestre Fink Policy Analyst, Transportation Systems Branch, Environment Canada 46. 351 Saint Joseph Boulevard, Gatineau, Quebec, Canada Tel. (819) 994-9973, Fax. (819) 953-7815 E-mail: [email protected] Canada Charles Thibodeau Senior Engineer, Advanced Technology Vehicles, Transport Canada, Government of Canada 47. Place de Ville (AHEC), Ottawa, Ontario K1A 0N5 Tel: (613) 993-5510, Fax: (613) 949-3874, TTY: 990-4500 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

B. Subsidiary Expert Group of Regional EST Forum: No. Thematic areas of EST Individual Expert Photo

Christopher Weaver President, Engine, Fuel & Emissions Engineering, Inc. (EF&EE) 9812 Old Winery Place, Suite 22, 48. Sacramento, CA 95827-1732, USA Tel: +916-368-4775 Fax: +916-362-2579 E-Mail: [email protected] Vehicle emissions control & standards, I/M Narayan V Iyer Adviser (Technical), Bajaj Auto Ltd. No 7, Sahil Park Society Sanewadi, Aundh, PUNE 411 007, 49. Maharashtra, India TF: +91 20 2588 8360 or 2588 0504 Cell: +91 98223 95180 Email: [email protected]

Christopher Weaver President, Engine, Fuel & Emissions Engineering, Inc. (EF&EE) 9812 Old Winery Place, Suite 22, (49) Sacramento, CA 95827-1732, USA Tel: +916-368-4775 Fax: +916-362-2579 E-Mail: [email protected]

Cleaner fuel Masahiko Hori Research Director, Japan Automobile Research Institute (JARI), 50. 2530 Karima, Tsukuba, Ibaraki 305-0822 Japan Tel: +81-29-856-0835 Fax: +81-29-856-1124 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Shinji Kobayashi Senior Researcher, National Institute of Environmental Studies (NIES) Roadside air quality 16-2 Onogawa, Tsukuba-Shi, 51. monitoring Ibaraki, 305-8506 Japan Tel: +81-29-850-2318 Fax: +81-29-851-2854 E-mail: [email protected]

Manfred Breithaupt Transport and Mobility Division (Environment and Infrastructure), German Agency for Technical Cooperation (GTZ) 52. Division 44, Postfach 5180 65726 Eschborn, Germany Tel: +49-6196 79-1357 Fax: +49-6196 79-7194 E-Mail: [email protected]

Katsutoshi Ohta Professor, Toyo University 1-1-1 Izumino, Itakura-machi, Public transport planning, 53. Ora-gun, TDM, and NMT Gunma, 374-0193, Japan Tel/Fax: +81-276-82-9026 E-mail: [email protected]

Karl Fjellstrom Director for China and Tanzania Institute for Transportation and Development Policy (ITDP) Guangzhou Traffic Improvement 54. Leading Group Office 3rd Floor, 3 Fuqian Lu Guangzhou 510030, China Tel/Fax: +86-20-83767457 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Charles Melhuish Lead Transport Sector Specialist, Regional and Sustainable Development Department, Asian Development Bank (ADB) 55. P.O. Box 789, 0980, Manila, Philippines Tel: (632) 632-6803 Fax: (632) 636-2198 E-mail: [email protected]

Yordphol Tanaboriboon Professor/Coordinator, School of Civil Engineering, Asian Institute of Technology (AIT) Road safety and 56. P.O. Box – 4, Klong Luang, maintenance Pathumthani – 12120, Thailand Tel: (66-2)-524-5506, 5504 Fax: (66-2)-524-5509 E-mail: [email protected]

Nozomu Mori Director, Advanced System Research Department, Japan Construction Information Center (JACIC) 57. Akasaka 7th Avenue Building, 7-10-20 Akasaka, Minato-ku, Tokyo 107-8416, Japan Tel: 81-3-3584-2402, Fax: 81-3-3589-6258 E-mail: [email protected] Tohru Suzuki Japan Highway Public Corporation Head Office, Shin Kasumigaseki Bldg. 3-3-2 Kasumigaseki, Chiyoda-ku, Tokyo 100－8979 Japan Traffic noise Tel: +81-3-3506-0111 58. management E-mail: [email protected]

Central Japan Highway Public Corporation 2-18-19 Nishiki, Naka-ku, Nagoya, Aichi, Japan (from 1 July 2005)

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

William H.K. Lam Chair Professor of Civil & Transportation Engineering, Department of Civil and Structural Engineering The Hong Kong Polytechnic 59. University Yuk Choi Road, Hung Hom, Kowloon Hong Kong, P.R. China Tel: (852) 2766-6045 Fax: (852) 2334-6389 E-mail: [email protected]

Lloyd Wright University College London, Bartlett Environment and people School of Planning 60. friendly urban transport Tel: +44 20 7679 4827 infrastructures Fax: +44 20 7679 7502 E-mail: [email protected]

Fumihiko Nakamura Professor, Artificial Environment and Information Research Division, Graduate School of Environment & Information Sciences, Yokohama 61. National University 79-5 Tokiwadai, Hodogaya-ku, Yokohama 240-8501 Japan Tel: +81-45-339-4033 Fax: +81-45-331-1707 E-mail: [email protected]

Yoshitsugu Hayashi Professor, Nagoya University Furo-cho, Chikusa-ku, Nagoya 62. Land use planning 464-8603 Japan Tel: +81-52-789-2772 Fax: +81-52-789-3837 E-Mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

William Barron Professor/ Director of Civic Exchange Centre of Urban Planning & Environmental Management, 63. University of Hong Kong Pakfulum Road, Hong Kong, P.R. China Tel: + (852) -2859-2725 E-mail: [email protected], [email protected]

Lloyd Wright University College London, Bartlett School of Planning Tel: +44 20 7679 4827 (61) Fax: +44 20 7679 7502 E-mail: [email protected]

Hisashi Ogawa Regional Adviser (Environmental Health), World Health Organization (WHO), Regional Office for the Western Pacific, Manila 64. United Nations Avenue, P.O. Box 2939, 1000 Manila, Philippines Tel: (632) 528-8001 Fax: (632) 528-0279 Strengthening knowledge E-mail: [email protected] base, public education, health, and awareness Cornie Huizenga Head, Clean Air Initiative for Asian Cities (CAI-Asia) Secretariat, ADB Manila 65. 6 ADB Avenue, Mandaluyong City 0401, Metro Manila, Philippines Tel: (632) 632-5047 Fax: (632) 636-2198 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Marie Thynell Researcher, Teacher, and Supervisor Department of Peace and Development Research Social equity and gender 66. Göteborg University perspectives Box 700, SE-405 30 Göteborg Sweden Tel: +46 31 773 49 37 Fax: +46 31 773 49 10 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

C. Multilateral/Bilateral Organizations No. Organization Representative of Organization Akio Morishima Chair, IGES Board of Directors 2108-11 Kamiyamaguchi, Hayama, 67. Kanagawa, 240-0115 Japan Tel: 81-46-855-3700, Fax: 81-46-855-3709 E-mail: [email protected] IGES Shobhakar Dhakal, Senior Policy Researcher, IGES 2108-11 Kamiyamaguchi, Hayama, 68. Kanagawa, 240-0115 Japan Tel: 81-46-855-3700, Fax: 81-46-855-3709 E-mail: [email protected] Norio Matsuda Director General, JICA Chubu 69. 2-73, Kamenoi, Meito-ku, Nagoya City, Aichi JICA Prefecture 465-0094 Katsumasa Hamaguchi Environmental Management Team I, Global 70. Environment Department, JICA HDQ 6th–13th floors, Shinjuku Maynds Tower 2-1-1 Yoyogi, Shibuya-ku, Tokyo 151-8558

D. Guest No. Name, Position, Organizations Takayasu Tsukamoto 71. Deputy Mayor, City of Nagoya 1-1, Sannomaru 3-chome, Naka-ku, Nagoya 460-8508

E. Observer No. Name, Position, Organizations Yasuhito Hirota 72. General Manager, Corporate Communications Dept., Mitsubishi Corporation Hidefumi Suzuki 73. Chief, Planning Div., General Affairs Bureau, City of Nagoya Hiroshi Noda 74. Engineer, Planning Div., General Affairs Bureau, City of Nagoya

F. UNCRD No. UNCRD Staff Kazunobu Onogawa Director, UNCRD 75. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9393, Fax: +81-52-561-9375 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Choudhury Rudra Charan Mohanty Environment Programme Coordinator, UNCRD 76. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9417, Fax: +81-52-561-9375 E-mail: [email protected] Ken Shimizu Researcher, UNCRD 77. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9416, Fax: +81-52-561-9375 E-mail: [email protected] Tadahiro Shibata Researcher, UNCRD 78. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9481, Fax: +81-52-561-9375 E-mail: [email protected] Sayako Kimura Operations Assistant, UNCRD 79. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9531, Fax: +81-52-561-9375 E-mail: [email protected] Aditi Joshi Intern, UNCRD 80. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9377, Fax: +81-52-561-9375 E-mail: [email protected] Yuko Kanasaka Intern, UNCRD 81. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9377, Fax: +81-52-561-9375 E-mail: [email protected] Peter Popovics Intern, UNCRD 82. 1-47-1 Nagono, Nakamura-ku, Nagoya 450-0001, Japan Tel: +81-52-561-9377, Fax: +81-52-561-9375 E-mail: [email protected]

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

AICHI STATEMENT

~ Towards establishment of the Regional Forum for the promotion of environmentally sustainable transport (EST) in Asia ~

The participants, having met in Nagoya City, Aichi Prefecture, Japan from 1-2 August 2005, for the International Conference on Environment and Transport, to draw up and adopt a statement on the establishment of a Regional EST Forum for the promotion of environmentally sustainable transport in Asia,

Reaffirming and building upon the ‘Manila Statement’ agreed upon by the participants at the intergovernmental Manila Policy Dialogue on Environment and Transport in the Asian Region, held in Manila, the Philippines, from 16-17 January 2004,

Reaffirming and building upon the ‘Framework for Environmentally Sustainable Cities in ASEAN’, agreed upon by the ASEAN Working Group on Environmentally Sustainable Cities (AWGESC) and officially endorsed by the ASEAN Environment Ministers in December 2003,

Reaffirming and building upon the Johannesburg Plan of Implementation (JPOI) adopted in the 2002 World Summit on Sustainable Development (WSSD) which underlines the importance of environmentally sustainable transport and the required actions to be taken at national and international level,

Noting the important contribution sustainable transport systems can make towards realizing the Millennium Development Goals (MDG) set by the United Nations, through improving access to education, employment opportunities, and health care,

Noting the importance of achieving greater synergies among the various efforts to promote environmentally sustainable transport in Asia, at the regional, national and local level,

Acknowledging that continued economic growth in Asian countries will result in significant further growth in transport demand, which will require a wide range of effective measures at the national and local level to prevent or minimize negative environmental and social impacts associated with the rapid growth in motorization,

Considering that efforts to promote environmentally sustainable transport will result not only in the improvement of human health through the reduction of urban air pollution but

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 will also have important complimentary benefits, including the reduction of greenhouse gas (GHG) emissions, the reduction of deaths and injuries from road accidents, the reduction of harmful noise levels, and the reduction of traffic congestion levels,

Recognizing the need for both national and local level governments to develop and adopt integrated policies, strategies, and programmes incorporating key elements of environmentally sustainable transport such as:

a. Public health • Promoting integrated transport policies that mitigate the negative human health impacts of motorized transport • Recognizing the high costs incurred to the national health system due to non-sustainable transport modes • Strengthening the coordination and cooperation among health and transport agencies

b .Land-use planning • Accepting a vision of cities for people rather than for cars, with a focus on the movement of people and goods rather than vehicles • Supporting urban planning with a particular emphasis on public transport, non-motorized transport, traffic safety and environmental control • Encouraging the integration of both land-use and transport planning to reduce the unplanned, low-density expansion of urban areas • Promoting urban revitalization through mixed-use development, favouring concentrated development around public transport nodes

c. Environment and people friendly urban transport infrastructures • Providing affordable and socially acceptable transport infrastructure and facilities in urban areas • Recognizing that overprovision of infrastructure can induce additional travel by private motorized vehicles and result in increased pollution and congestion, unless appropriate consideration is made • Acknowledging the importance of mass transit systems in meeting the needs for increased mobility in an environment friendly manner

d. Public transport planning and transport demand management (TDM) • Maintaining or increasing the share of public transport by improving the quality of such services

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

• Controlling the demand for private motorized travel through a combination of policies, such as regulatory measures (manage demand for road space), fiscal policies (such as parking fees, vehicle taxes, road or congestion charging, and fuel taxes, etc.), and infrastructure design measures • Recognizing Bus Rapid Transit (BRT) as a low-cost mass transit option which can be implemented quickly to meet the growing demand for mobility • Recognizing Mass Rapid Transit (MRT) as a mass transit option which can be implemented to meet the growing demand for mobility, where appropriate e. Non-motorized transport (NMT) • Acknowledging the dependence of all-income groups on non-motorized transport and its importance as an environmentally sustainable mode of transport • Aiming to maintain or enhance the existing role of non-motorized transport, especially in dense urban areas, especially for short trips • Encouraging the provision of higher-quality infrastructure and the development of city-level master plans for footpaths and cycle ways • Increasing safety for non-motorized transport f. Social equity and gender perspectives • Acknowledging the need for, and contribution of, safe and affordable urban transport systems to the alleviation of poverty and the promotion of social development • Recognizing that public transport has to address the conditions of women and the need to build the institutional capacity to better include gender aspects in urban transport planning • Providing infrastructure that particularly caters to the needs of the most vulnerable users, including children, the elderly, and the physically disabled g. Road safety and maintenance • Creating appropriate inter-agency coordination and management mechanism to address the road safety in transport policies and programmes • Acknowledging road safety as a primary guiding principle for transport planning • Mobilizing resources for formulation and implementation of multi-stakeholder integrated road safety action plans

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 h. Strengthening road side air quality monitoring and assessment • Improving road side air quality monitoring in urban city centres to better understand the impacts of road side pollution on people travelling on the roads and people working or living close to the roads • Improving and harmonizing road side monitoring methodologies in line with the internationally standardized methodologies for ambient air quality monitoring i. Traffic noise management • Improving traffic noise monitoring in urban city centres to better understand the impacts of road side noise on people travelling on the roads and people working or living close to the roads • Acknowledging the need for standards on noise levels and the enforcement of such standards by establishing management mechanisms • Promoting the prevention of excessive noise through the promotion of non-motorized modes and high-quality public transport j. Cleaner fuel • Phasing out leaded gasoline as rapidly as possible, and phasing down sulphur levels in gasoline and diesel as required to achieve advanced vehicle emission standards • Acknowledging the contribution of alternative fuels such as Compressed Natural Gas (CNG) and biomass-derived ethanol and biodiesel as a means to reduce vehicle emissions • Planning for an eventual transition to renewable fuels k. Vehicle emission control, standards, and inspection and maintenance (I/M) • Rapidly phasing-in strict emission standards for new vehicles, with due regard to manufacturing lead times and to the provision of compatible fuels • Adopting and enforcing vehicle inspection and maintenance programmes for vehicle emissions and safety, based on high-volume, test-only inspection centres with stringent quality control • Reducing emissions from in-use vehicles by retro-fitting of emission control devices and/or the conversion to lower-emitting fuels

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

l. Strengthening knowledge base, awareness, and public participation • Promoting coordination and cooperation among groups collecting or managing information on EST through a decentralized network of knowledge providers • Developing and disseminating best practice on EST • Increasing the understanding and awareness of the civil society and decision-makers on the beneficial aspects of EST with the aim to accomplish changes in policies, investment decisions, and personal behaviour

Noting the best practice principles presented in this document, the participants are thus called upon to:

1. unanimously endorse the Regional EST Forum and welcome the contribution by its expert members to conduct periodic high-level policy dialogues and expert consultations to share opinions, ideas, and information on best practices and effective policy instruments among the participating countries on environment and transport related issues in the Asian Region;

2. welcome the initiatives of UNCRD in extending assistance to the countries of the region, especially the developing countries, in preparing national EST strategies, and request the expert members of the Forum to play a catalytic role by providing substantial input and strategic feedback towards the formulation of such strategies;

3. welcome the involvement of all groups including international organizations, bilateral organizations, nongovernmental organizations and civil society, academic institutions, foundations, private enterprises, and others, in developing and promoting a decentralized cooperation network to contribute to activities undertaken in support of the Forum such as knowledge management, capacity-building, and the formulation on integrated action plans;

4. request UNCRD to cooperate with other related organizations and initiatives both at the national and international levels in identifying and exploring sources of potential assistance and collaboration for capacity-building activities, including demonstration and pilot projects, as well as for the implementation of policies, strategies, and action plans developed by the participants of the Forum; such efforts may include providing assistance to the Forum participants in utilizing the Global Environment Facility (GEF), the Clean Development Mechanism (CDM), and financing from the bilateral and international organizations to implement EST measures.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ⅰ. BACKGROUND

UNCRD in close co-operation with Ministry of the Environment/Government of Japan has launched an initiative to promote environmentally sustainable transport (EST) in Asia, by carrying out a range of activities such as catalyzing local/national level actions to formulate/promote appropriate set of policy instruments, adopt cleaner and efficient technologies, mobilize research, and enhance/strengthen international cooperation, local capacity, knowledge base, education, and public awareness in line with the objectives of the Millennium Development Goals (MDG) and the Johannesburg Plan of Implementation (JPOI).

UNCRD organized an intergovernmental policy dialogue, “the Manila Policy Dialogue on Environment & Transport in the Asian Region”, in Manila, Philippines, during 16-17 January 2004, which was attended by fourteen Asian countries and a number of international/UN organizations and donors. The meeting discussed key transport and environment related issues and made a number of recommendations towards the promotion of EST in Asia, through the adoption of the Manila Statement.

The Manila Statement, in particular urged Asian countries to: (a) formulate National EST Strategies-cum-Action-Plans, and (b) establish a Regional EST Forum and subsidiary expert groups to share best practices, policy instruments, tools, technologies, and provide necessary advisory support and technical feedback towards the national strategy formulation.

In relation to the national component of the EST project, UNCRD is providing support to Laos, Cambodia, and Viet Nam under the first phase (Phase-I) of the project, for the preparation of national EST Strategies-cum-Action Plans. UNCRD has carried out preparatory activities such as the organization of EST Inception Meetings in Cambodia, Laos, and Viet Nam in Sep 2004, where detailed arrangements for the preparation of National EST Strategies-cum-Action Plans were discussed. UNCRD has finalized implementation arrangements in consultation with government focal points, the Ministry of Environment and the Ministry of Transport in respective countries. As a follow up to the EST Inception meetings, the Governments of Laos, Viet Nam, and Cambodia, have established the National EST Working Group with the representatives from relevant line Ministries and agencies/departments.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

The Regional EST Forum

Under the regional component of the EST Project, as follow-up to the outcome of the Manila Policy Dialogue, the FIRST meeting of the Regional EST Forum was organized on 1-2 August 2005, in Nagoya, Japan. The Forum was organized in Nagoya, Japan under the over all framework of the International Conference on Environment and Transport in AICHI, 1-5 August 2005, in conjunction with WORLD EXPO-2005.

The Regional EST Forum provides a strategic platform between the governments and the selected experts who would meet periodically to discuss various EST related issues and share best practices/experiences. The experts of the Forum provide strategic guidance to the participating countries (currently ASEAN, Japan, China, Korea Rep. of, and Mongolia) in EST related issues and areas, including the formulation of national EST strategies.

The Regional EST Forum was formally launched in its first meeting on 1-2 August 2005. The Forum is comprised of participating government representatives (both Ministry of Environment and Transport) and a number of internationally renowned experts identified for each of the following ten thematic areas of EST:

• vehicle emission control/standards and inspection and maintenance (I/M); • cleaner fuel; • strengthening road side air quality monitoring and assessment; • public transport planning, transport demand management (TDM), and non-motorised transport (NMT); • road safety and maintenance; • traffic noise management; • environmentally and people friendly urban transport infrastructures; • land use planning; • strengthening knowledge base, public education, awareness, and public health; and • social equity and gender perspectives.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Cleaner Fuels Vehicle Emissions Control & Standards & I/M

Traffic Noise Management Land Use Planning Integrated Cross-cutting EST thematic area: Strategy Public Transport Social equity and Knowledge Base, gender Planning, TDM, perspectives Research, Public and NMT Health and Awareness

Roadside Air Road Safety / Environment and Quality Monitoring Maintenance People Friendly & Assessment Urban Transport Infrastructures

The primary objectives of the Regional EST Forum are to:

• facilitate policy dialogues that would be organized on periodical basis and further exchange of opinions, ideas, information on best practices, policy instruments, tools, technologies among participating countries on environment and transport related issues in the Asian region;

• facilitate and provide necessary advisory support for the formulation of national EST strategies/action plans on environmentally sustainable transport for developing countries;

• help establish linkages with the on-going regional and international initiatives/activities;

In May 2005, the Preparatory Meeting of Experts of the Regional EST Forum was held in Tokyo, Japan to discuss the objectives and various aspects of the Regional EST Forum, with participation of 18 internationally renowned experts. At this meeting, the specific roles and responsibilities of the subsidiary Expert Group was discussed.

The role of the subsidiary Expert Group of the Regional EST Forum is to:

• provide over all advisory support/strategic guidance in promoting EST in Asian countries vis-à-vis in the implementation of the EST project; • review and provide comments/feedback on the relevant sections of the draft national EST strategies; • participate in the Regional EST Forum (it is expected that the Forum will meet in

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

regular intervals) & share best practices/experiences in the relevant areas of EST; and • participate in national level meetings/consultations as and when necessary.

Objectives of the First Regional EST Forum Meeting

The objectives of the First Regional EST Forum meeting in Nagoya, on 1-2 August 2005, were:

• to officially launch the Regional EST Forum in Asia through the adoption of the Aichi Statement by participating countries;

• to follow-up on the status of preparations for the National EST Strategies-cum-Action Plans in Laos, Viet Nam, and Cambodia;

• to provide strategic guidance to Asian countries and facilitate exchange of information in terms of tools, policy instruments, including best practices, relevant in the context of promoting EST in Asia vis-à-vis National EST Strategy formulation; and

• to discuss and explore potential networking and partnerships among the on-going regional and international initiatives related to environment and transport in Asia.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ⅱ. OPENING SESSION

The Opening Session for the Regional EST Forum was held in the morning of 1 August 2005 at the Nagoya International Center (NIC) Annex Hall.

Mr. Kazunobu Onogawa, Director of UNCRD welcomed participants to the meeting. He explained the regional and national level activities being carried out under the EST initiative, and thanked the participating countries for providing support to the process. He also expressed his appreciation to Ministry of the Environment, Japan, Nagoya International Center (NIC), Asian Development Bank (ADB), Swedish International Development Agency (Sida), World Health Organization (WHO), and other bi-lateral and multi-lateral partners for supporting the organization of the First Regional EST Forum meeting.

Mr. Kazuhiko Takemoto, Director-General, Environment Management Bureau, Ministry of the Environment, Japan (MOE, Japan) addressed participants at the meeting. He thanked participants for supporting the EST project in Asia, and in particular, the UNCRD for its leadership in initiating the EST project and establishing the Regional EST Forum in Asia. He emphasized the importance of promoting an Asian EST, with due consideration to the differences in social, economic, and transport conditions among countries.

Mr. Takayasu Tsukamoto, Deputy Mayor of Nagoya City, welcomed participants to the meeting as well as to the city of Nagoya. He appreciated that the meeting was being held at the right time, under the framework of the International Conference on Environment and Transport in AICHI, an associated program of the World Exposition (EXPO 2005) being held in Aichi. In relation to EXPO 2005, he mentioned that unmanned, automatic CNG buses were being operated on a pilot basis within the EXPO site, and that Linimo, the maglev train commercially operating as transport to the site, was being recognized as an environmentally friendly transport service. Noting the high-dependency on private vehicles in Nagoya, he noted that the city was taking measures to promote public transport.

The Key Note Address was made by Mr. Loh Ah Tuan, Chairman, ASEAN Working Group on Environmentally Sustainable Cities (AWGESC) and Deputy CEO/Director-General, Environmental Protection Division, National Environment Agency, Singapore. He stressed that ASEAN cities were facing environmental challenges, and that the ASEAN Framework for Environmentally Sustainable Cities

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

(ESC) Program on “Clean Air, Clean Land, and Clean Water” had been developed to address these challenges. He also introduced measures taken in Singapore to promote environmentally sustainable transport. He thanked UNCRD for organizing the Regional EST Forum, and commented that the Forum will serve as a platform for facilitating information exchange among the participating countries.

Furthermore, in the afternoon of 1 August 2005, the official opening of the International Conference on Environment and Transport in AICHI, 1-5 August 2005 (under which the First Meeting of the Regional EST Forum, 1-2 August 2005, was organized) took place at the WORLD EXPO 2005 site. Opening Addresses were made by Mr. Shoichiro Toyoda, Chairperson of the Conference Committee and Honorary Chairman of Nippon Keidanren, H.E. Ms. Yuriko Koike, Minister of the Environment, Japan, and Mr. Masaaki Kanda, Governor of Aichi Prefecture, Japan. Mr. Ken Noguchi, Alpinist, served as the Guest Speaker. For details, please refer to the Meeting Report covering the Symposium (3-5 August 2005) components of the International Conference.

Ⅲ. INTRODUCING UNCRD’S INITIATIVE ON EST AND THE OBJECTIVES OF THE REGIONAL EST FORUM

Presented by Choudhury Rudra Charan Mohanty, UNCRD

After highlighting shared issues within the region in the area of environment and transport, UNCRD introduced its initiative on EST and the primary objectives of the Regional EST Forum (please refer to Annex I).

In relation to UNCRD’s presentation, participants inquired whether specific cities would be targeted by UNCRD under its initiative on EST. It was mentioned that the participating governments would be the ones to make this decision. A reference was made to UNCRD’s partnership with the ASEAN Working Group on Environmentally Sustainable Cities (AWGESC) and the potential collaboration/cooperation with AWGESC in the selection of cities.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ⅳ. MAJOR ISSUES DISCUSSED (UNDER THE THEMATIC SESSIONS)

Thematic session 1: Land Use Planning Presented by Yoshitsugu Hayashi (Nagoya University, Japan), William Barron (University of Hong Kong), and Lloyd Wright (University College, London)

The presentation (please refer to Annex II, p55) pointed out that access to reach desired goods, services, and activities has been a key element of land use planning to consider. In order to succeed, land use planning needs to consider 3D (Density, Diversity, Design) with the ultimate goal of creating and maintaining a human-oriented lifestyle with efficient use of urban space. With an already dangerous level of air contamination and increasing number of residents in the suburbs outside of the populous Asian city centers, city planners should evaluate infrastructural development in a sustainable way, following a preventive rather than a reactive point of view.

In this context, the presentation was emphasizing the need for a transit-oriented development and for a mixed-use development to concentrate development around public transport stations, reduce the trips in distance and number, reduce service delivery costs and to locate residences together with commercial areas. The presentation also addressed developing countries with a clear message not to make the same mistakes in land-use planning what OECD countries already have, referring to uncontrolled motorization and costly road networks.

Following the presentation, participants discussed as follows:

- Transportation is accessibility, and thus, it must be integrated in land use planning i.e. restriction on the number of cars and the introduction of cleaner cars.

- Although Asia is specific in terms of the speed and the progress of urbanization and sub-urbanization, integrated land use planning and transport planning need to be paralleled with urbanization as in Europe or in the US.

- Public transport, especially inner-city transit systems need to be further improved. Same as Nagoya, cities need to be readjusted successfully, with well-organized landscapes, lot of greenery, and with a combination of well-organized development, planning, and land use.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

- As for management of the change towards sustainable development, the most important point is the political will of the government.

Thematic session 2: Public transport planning and transport demand management (TDM) Presented by Manfred Breithaupt (GTZ, Germany) and Katsutoshi Ohta (Toyo University, Japan)

The presentation (please refer to Annex II, p60) clearly showed that current trends in cities, such as the uncontrolled and rapid motorization, has led to a less livable city environment. Demand should be moderated within the carrying capacity of the environment, through efficient urban planning and land use, adoption of regional/national development policy, individual/labor or social policies under an institutional framework of market mechanisms and proper pricing, appropriate standards and regulations, planning, and integrated transport organizations at metropolitan areas.

On the supply side, the improvement of alternative modes, integrated multi-mode systems, development of transportation infrastructure, and new technology have the potential to balance the expanding demand side. The policies should aim for a three level integration, namely, the integration of urban planning within urban development, the integration of bus operations/management and modal integration with a great emphasis on encouraging the use of public transportation.

TDM shall reduce traffic congestions, adverse effects on the environment and on public health, and generate additional revenue to improve public transport and NMT by pricing mechanisms (parking price, fuel taxation, vehicle taxes, congestion charge, even vehicle pricing) or car-reduction policies like the quota system or other bidding systems. It was also pointed out that TDM, with its “push and pull strategy”, was especially relevant for low-income countries due to its low-cost and multiple benefits.

Following the presentation, participants discussed as follows:

- Political commitment is a key issue to push TDM. There is a need for good examples.

- Different cities have different demands, and thus, one cannot just apply or copy what has worked in other cities. On the other hand, it can be referred to, as an example or a best practice.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Thematic session 3: Environment and people friendly urban transport infrastructures Presented by William H.K. Lam (Hong Kong Polytechnic University), Lloyd Wright (University College London), and Fumihiko Nakamura (Yokohama National University, Japan)

The presentation (please refer to Annex II, p70) defined the rapid increase in motorization along with vehicle usage as the most serious issues to battle with in populous Asian cities. With building more roads to accommodate heavy traffic in many Asian cities, planners have not yet realized that they are even promoting motorized transport, whereas other cities like Seoul are reclaiming public space. The ultimate goal of creating an environmentally sustainable and people friendly transport should be to provide accessible, appropriate and affordable transport facilities in urban areas, while transferring traffic conjunction elsewhere in the city.

It was also stressed that environmental and social impact assessments were inevitable when making transport investment decisions. Based on the success stories of Amsterdam, Bogota, Curitiba, Copenhagen, Hong Kong, Seoul and Singapore, high-quality public transport (preferably integrating different means of transport but relying mostly on BRT), promotion of walking and bicycling (making difference even with small details such as clear signs, illumination, etc., which really matters to the public), promotion of new technologies and better environmental protection were pointed out as common features of successful approaches that could deal with degrading transport conditions in Asia. Once again, it was pointed out that the greatest barrier in the progress lied behind political unwillingness.

Following the presentation, participants discussed as follows:

- There was a request towards the participants to share examples and best practices with each other, in order to learn from those.

Thematic session 4: Non-motorized transport (NMT) & bus rapid transit (BRT) Presented by Karl Fjellstrom (ITDP)

The purpose of the presentation (please refer to Annex II, p76) was to introduce an option of mass transport system to low-income countries, especially focusing on the Bus Rapid System. From various aspects, it was the most effective and reasonable option,

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 since the construction cost could be kept down in contrast with metros, and even the planning and construction time could be much less than of metros. The presentation also called for a combined infrastructure, operations and management, and indicated that stakeholders should not try to save money on planning, since that was the most crucial part in the process.

As for non-motorized transport, it was noted that priority should be given to vulnerable groups such as physically disabled, blind people as well as women and children, and to approaches that are easy-to-implement for pedestrians. It was also pointed out during the presentation, that pedestrian policies should be enforced more effectively and movements of pedestrians should be carefully tracked in order to collect information on where and what infrastructural facility is needed. The overall message was that such development in urban transport was not the matter of technological advancement in countries but the matter of paying attention to existing problems and the commitment of the governments.

Following the presentation, participants discussed as follows:

- Common sense is essential for issues like these and more examples are needed to make progress.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Thematic Session 5: Public health Presented by: Hisashi Ogawa (WHO)

The presentation (please refer to Annex II, p87) discussed the effects of transport on health. It highlighted how air pollution, noise pollution and traffic accidents posed major threats to health and life each year. Vehicles were identified as a major source of both air and noise pollution. Certain risk factors were identified for increasing traffic accidents such as human behavior, vehicle design, and road safety.

In the presentation, walking and bicycling was encouraged, as a means to overcome the ill effects caused due to excessive use of vehicles. It was also noted that walking and bicycling not only helped reduce the air and noise pollution and traffic accidents, but also promoted healthy life styles. Also, an integrated approach was proposed which suggested integrating various health and safety issues associated with transport: air pollution, traffic injuries, noise, physical activity, and others. It was noted that the implementation of the integrated approach required the participation of multiple sectors like transport, health, police, education and finance.

Following the presentation, participants discussed as follows:

- Lead and SPM were highlighted as the most important pollutants. It was also pointed out that most countries were making efforts to take serious measures to remove lead from gasoline.

- China’s project to bring down pollution was further elaborated, by explaining how Chinese authorities with the leading role of the Environment Health Institute were now completing a survey, and were planning to discuss issues with specific proposals during the next meeting in late August. Besides, the strong effort taken by China to make the Beijing Olympics as smoke-free and low-emission as possible was also mentioned.

Thematic Session 6: Social Equity and Gender Perspectives Presented by: Marie Thynell (Göteburg University, Sweden)

The presentation (please refer to Annex II, p89) demonstrated how transport played a crucial role in societal development. Social and environmental aspects of transport are intertwined. So while keeping the environmental needs in focus, the social needs that is those of the vulnerable group, should not be ignored. The informal sector has been

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 increasing and the poor from this sector mainly form the vulnerable group and their needs also should be addressed in transport planning. Many migrants to urban regions fall into poverty because of insecure tenure and poor access to transport, information, and employment.

The presentation noted that it was a complex issue and a major political challenge to find the right strategies. What is required is an elaborate extended social impact assessment, which includes analyzing travel behaviors and attitudes of poor, issuing new guidelines for transport strategies, and elaborating indicators and ways of evaluation. In addition, the transport needs of women should also be taken into account. The condition of women transport also needs to be improved, by analyzing women’s mobility patterns and power relations. The barriers to women’s increased mobility should be removed through measures such as women-only compartments on trains, providing them with safe, low cost options of traveling, etc. The presentation gave a clear message that the focus of any transport system should be on the users, and not on the transport system.

Following the presentation, participants discussed as follows:

- It was indeed very difficult to carry out transport policies with due consideration to social and gender aspects.

Thematic Session 7: Roadside air quality monitoring and assessment / Air quality monitoring in the Asian Region Presented by: Charles Melhuish, ADB, Manila (and Cornie Huizenga, CAI-Asia)

The presentation (please refer to Annex II, p98) focused on the reality that many countries in Asia still have no roadside air quality monitoring standards. Most of the countries have very lenient standards, which need to be revised and made more stringent. The limited importance given to air quality monitoring was also reflected from the limited assessment and availability of data related to AQM. A comparison of air quality data from 1990-1999 to 2000- 2003 showed that most of the cities have been able to reduce SO2, to safe levels. NO2 levels were gradually increasing above guidelines and while almost all cities have been able to reduce SPM and PM10, it still continues to remain above guidelines.

The presentation gave a comparison of ambient versus roadside air quality, which showed that roadside particulate levels were always higher than ambient, confirming that vehicles were a major source of PM. Passive sampling was suggested as the simplest and cheapest way to monitor air quality, but it had its limitations as it gave only a general indication of the

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 average concentration levels over a time period. The presentation concluded with guidelines for roadside AQM monitoring in Asian cities. The guidelines among others mentioned forming and documenting own methodologies for citing and sampling for roadside AQM and that these should mainly try to monitor PM, CO, and hydrocarbons.

Following the presentation, participants discussed as follows:

- The participants unanimously agreed that there should be a clearer indication and distinction between standards that could be forced and objectives that could not be forced. Also, they took note of the fact that all emphases were placed on monitoring and information gathering, but there was a lack in reporting the consequences. For instance, no actions are taken and there are no effects on the citizens when pollution alerts are issued (e.g. in Hong Kong, nothing happens if the pollution level exceeds the maximum limit).

- A comment was made that PM 2.5 and PM 5 standards were usually not included in the reports measuring air quality, although PM 2.5 was the real measure of air quality. Moreover, it was mentioned that NO2 measurement should also receive more attention. Even if the NO2 level was within the guidelines, it should be looked at in conjunction with ozone measurements. Separately, ozone levels should be monitored as well.

Thematic session 8: Cleaner fuel Presented by: Christopher Weaver (EF&EE, USA) and Masahiko Hori (JARI, Japan)

The presentation (please refer to Annex II, p101) began with a brief explanation of how fuel could be the cause of air pollution and adverse health effects. Further, a basic strategy was discussed to achieve clean air, which included regulation, inspection maintenance, and monitoring. Different treatments were suggested for different types of engines, namely spark ignition engine and compressed ignition engine. Also a brief reference was made to the World Wide Fuel Charter, which emphasized the need for cleaner fuels.

The effect of sulfur on levels of emissions and particulate matter for CIE and SIE, and how emission could be reduced by sulfur range, was explained. The presentation promoted different types of advanced clean energy, and encouraged use of these clean fuels for the future. It called for the integration of clean energy through time, efforts, and investment.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Following the presentation, participants discussed as follows:

- For many countries it has been a significant issue to choose what type of fuel to go with.

- Participants also acknowledged that, leaded gasoline was still one of the major problems in developing countries. Also, NMT was said to be harmful as well as lead (and SPM), but less damaging than lead. It was agreed by all the participants that the first step was to phase out leaded gasoline and to increase the use of unleaded gasoline as it reduced the refining cost, and did not have damaging effects on health and the environment.

Thematic session 9: Vehicle Emission Control and Inspection and Maintenance (I/M) Presented by Christopher Weaver, EF&EE (and Mr. N.V. Iyer, Bajaj Auto Ltd, India)

The presentation (please refer to Annex II, p104) stressed that IM was key to in-use vehicle management. Therefore, IM test procedures should reliably identify vehicles with high emissions that can reduce its emission levels through maintenance, and pass vehicles that are not high emitters. In setting IM standards, it is important to make them not too lenient or strict. The recommended approach is to get some sampling to determine the distribution of IM test results, set standards to fail worst 15-30%, and rigorously enforce the standards selected. IM enforcement in reality has not worked so well. It was noted that a strict oversight of IM inspection facilities would be required to improve the situation.

As for elements of a comprehensive strategy to reduce vehicle emission, four points were raised: stringent emission standards for new vehicles, specification for clean fuels, programs to assure proper maintenance of in-use vehicles, and transportation planning and demand management. It was noted that approaches to new vehicle emission standards and the levels of standards adopted were different in each country. From the point of view of regional harmonization, the presentation recommended the adoption of standards in line with the European standards.

Following the presentation, participants discussed as follows:

- It could be said that the standards for ultra fine particulates (of which the percentage has gone up) were 10-15 mg.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

- Substantial bus fleets, garbage collection trucks, 2-stroke 3-wheelers are good candidates for retrofit programs. (Example of New Delhi: changing to CNG vehicles)

- It was noted that good technologies eliminating the possibility of corruptions were the combination of loaded testing, automated reporting, centralized system, and monitoring of tests. It should be more costly to cheat.

- I/M should be done once in 6 months for public vehicles and once in a year for private vehicles. For high-standard vehicles: once in 2 years. The more you do the more efficient it is.

Thematic session 10: Road Safety and Maintenance Presented by Charles Melhuish (ADB Manila), Yordphol Tanaboriboon (AIT, Thailand), and Nozomu Mori (JACIC, Japan)

The presentation (please refer to Annex II, p111) highlighted the seriousness and magnitude of road safety problems in Asia. Both reported and estimated traffic deaths and injuries in ASEAN were seriously high, which resulted in substantive annual economic losses. To respond to this situation, all countries have created a national road safety council or similar body. However, these councils suffered from constraints such as lack of funding, adequate personnel, etc. Additionally, several have not met for a long time. While all ASEAN countries already have a 5-year national road safety action plan, it was mentioned that the most important point was to regularly monitor, evaluate, and update the implementation of these plans.

Furthermore, the presentation examined the challenges to improving road safety in Asia. Most ASEAN countries have inadequate funding for road safety partly due to low level of awareness of the magnitude of the problem. Policy makers were recommended to consider developing innovative funding schemes (e.g. vehicle registration charges and fuel surcharges in Philippines), to maintain an efficient and reliable accident database system, and to consider conducting road safety audits. It was also noted that capacity building and training were required. The importance of participation and a multi-sectoral approach was also pointed out, and the Global Road Safety Partnership (GRSP) was introduced as a good example.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Thematic session 11: Traffic Noise Management Presented by Tohru Suzuki (JH, Japan)

The presentation (please refer to Annex II, p116) introduced the sources of road traffic noise, as well as measures to manage traffic noise. In Japan, length of roads with noise barriers had gradually increased from 1970 to 2003. Recently, two new types of noise abatement measures have been introduced in Japanese expressways: new type noise barriers such as multiple edge type noise barrier and porous asphalt pavement. The presentation concluded that there was a pressing need to strike a balance between environmental protection and the consequences of rapid urbanization and motorization.

Following the presentation, participants discussed as follows:

- Participants inquired the cost of noise barriers introduced during the presentation. It was mentioned that the cost for old types of noise barriers was 2 million yen. For the new types, the cost could be cut by 30%.

- Noise barriers are available for rail transport as well. They work basically the same as ones for road transport. Delta noise reducer was mentioned as a specific design.

Thematic session 12: Strengthening Knowledge Base, Public Education, and Awareness Presented by Charles Melhuish, ADB, Manila (and Cornie Huizenga, CAI-Asia)

The presentation (please refer to Annex II, 121) began by outlining the trends and developments of knowledge base and public awareness related activities. It was noted that information collection was usually donor driven and that there were only few countries and local Asian organizations which have given enough priority to undertake regular information collection. With regards to public education and awareness, emphasis has been on documenting negative impacts and awareness raising on environmental management and road safety, but not on sustainable urban transport as a concept.

The presentation proceeded to examine the gaps and challenges. For knowledge base related activities, it was mentioned that there was a lack of a coordinated research agenda about prospective additional information to be collected, as well as a need to translate theoretical knowledge into practical hands-on solutions. The importance of public involvement in policy formulation and implementation was emphasized. In order

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 to address these gaps, the presentation recommended policy options and best practices such as decentralizing knowledge management, taking priority in local language resources, providing incentives for changed behaviors, and institutionalizing public participation both in transport planning and implementation.

Following the presentation, participants discussed as follows:

- Participants discussed ways to measure the performance of activities aiming to create knowledge and increase public awareness. It was noted that how people were getting involved in these evaluations was also important. While it was very difficult to measure performance in this area, it was suggested that surveys and questionnaires could be conducted. CAI-Asia was referred to as a successful network in the process of promotion.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ⅴ. COUNTRY PRESENTATIONS

Country Report: Current Status of Transport & Environment in Cambodia Presented By: Lonh Heal, Ministry of the Environment, Cambodia and Vong Pisith, Ministry of Public Works & Transport, Cambodia

The presentation (please refer to Annex III, p124) started with the background and introduction of the economic and political scenario of Cambodia, and further highlighted the increasing population and urbanization in the country. With the existing infrastructure being inadequate to accommodate this increasing population, initiatives were being taken to develop urban areas, which were expected to provide the basic needs that they required without creation of environmental problems. With this in view, the development policies of the government were being modified to strike a realistic balance between economic growth and promotion of urban development on one hand and environmental sustainability on the other.

The presentation further discussed how the Government was implementing measures to reduce congestions and traffic jams by designing roads, which would help reduce traffic. Also, the alarming traffic accident fatality was a cause of concern for the traffic authorities. The Government was taking steps to educate the public through public announcements and television programs, while making use of helmets compulsory for motorcyclists. Vehicle inspection services were also being encouraged and improved.

Furthermore, the Government was taking steps to promote sustainable transport under the EST program. The representatives of MOE and MPWT participated in the Manila Policy dialogue. This was followed by a request to UNCRD for assistance with the formulation of the National EST Strategy cum Action plan. With assistance from UNCRD, the MoE and MPWT jointly organized an inception meeting on EST, which was attended by relevant stakeholders in September 2004. The latest step in this direction was the visit of the UNCRD representative to further discuss implementation arrangements for the EST project and preparations for the First Regional EST Forum Meeting, including the contents of the draft Aichi Statement.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Country Report: EST- Lao PDR Presented by Soukata Vichit, Science, Technology and Environment Agency, Lao PDR and Lattanamany Khounnyvong, Ministry of Communication, Transport, Post & Construction, Lao PDR

As an introduction, the presentation (please refer to Annex III, p129) started with the country’s background with respect to transport, and vehicles. It showed that the fleet of vehicles has been increasing steadily since 1997. Further, the presentation discussed efforts taken by Laos to integrate the 9 principles of EST strategy while framing its transport and environment policies.

Lao only imported fuels and had no production within the country. Also, there was no usage of gas and electricity for transportation. Several centers had been established for inspecting the vehicles. Several advanced techniques were also being adopted for efficient inspection. Master plans were being developed for all capitals of provinces and other important towns. Several seminars and lectures have been held to train the authorities about NMT and TDM. Also, several possibilities of BRT were being explored in the Vientiane Capital.

To promote environment and people friendly infrastructures, the Vientiane Urban Development Administration Authority has adopted measures such as weekly waste collection, green spaces, wastewater treatment and increasing greenery. Various road safety plans have been formulated with short-term (2005) middle term (2006-2007) and long-term ranges (2008-2010). They have also established a national road safety committee and a road maintenance fund since 2002. In addition, the authorities were taking every effort to increase the use of helmets by the public.

As a further step to promote EST in Lao PDR, the inception meeting for the EST project was held in September 2004 with participants from relevant sectors and UNCRD. An agreement was reached to cooperate towards the implementation of the EST project.

Following the presentation, participants discussed as follows:

- In response to a question from the participants, it was clarified that for motorcycles, licenses are issued to individuals 15 years and above. Children usually had to reach their schools using bicycles and motorbikes, due to the lack of public transport. There was a curriculum for 1-2 months to train people how to ride, before they obtained their licenses.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

- As for fuel quality standards, it was noted that Lao PDR accepted the standards of the neighboring countries. Therefore, it followed the standards of Thailand and Vietnam.

- Participants inquired about the road safety strategy in Laos. It was explained that the major objective was to maintain road safety and that there was a strong collaboration between traffic police to promote awareness among children.

- Understanding the interest of development partners and neighboring countries was also stressed as important. A need for very strong international co-operation among international organizations was called for. It was suggested that seminars organized by various international organizations such as JICA, SIDA, UNCRD, ADB, etc, could be a great tool for promoting co-operation.

Country Report: Environmentally sustainable transport - Vietnam Presented by Truong Manh Tien, Ministry of Natural Resources and Environment, Vietnam and Nguyen Van Nhan, Ministry of Transport, Vietnam

The presentation (please refer to Annex III, p135) discussed three main topics 1) Policy Framework on Environmental Protection in Transport 2) Transport Issues in Vietnam, and 3) EST project in Vietnam.

The law on environmental protection, which was promulgated in 1993, stipulated that all individuals using any means of transport must observe certain environmental standards and must also be subject to supervision. The Vietnamese transport system was mainly characterized by its high dependence on private motorbikes (55- 60% usage in big cities), limited number of private cars (4%) and very low reliance on public transport (4%). There was a high growth in the number of vehicles, but low awareness and weak enforcement of traffic and environmental regulations. Transport was said to be a major cause of air and noise pollution. As a result of low awareness of traffic regulations and underdeveloped infrastructure, the rate of traffic accidents was very high.

Inspection and Maintenance was still at an infant stage with only 78 inspection centers around the country. Furthermore, the emissions test standards at these centers were still below the euro standards. Infrastructure was also under developed, with many narrow streets and by streets, no 4-lane highways, no safety corridors for railway transport, only one lane for railways, intersections with no traffic signals and limited

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 number of flyovers through highway and streets. As for public transport, there was an ambitious plan of building an underground subway in Hanoi and Hochiminh in 2010. As far as NMT was concerned, there was a relatively high number of bicycles, but low number of pedestrians.

Vietnam was also taking efforts to use cleaner fuel. Leaded gasoline had been phased out and unleaded gasoline was being used since 2001. Also, CNG as a source of fuel was being experimented with. Viet Nam has plans to adopt EURO 2 emission standards by 2007, EURO 3 by 2010 for motorcycles and moped and EURO 4 by 2012 for automobiles.

The last part of the presentation focused on the EST project, giving details about schedule of the EST project. Starting from its inception in 2004, various activities have been undertaken and completed through EST, such as the installation of the traffic signals project funded by the Nagoya Higashiyama Lions Club in June 2005, followed by the EST conference in August. The plans for the coming year, which included the preparation of the National Strategy cum Action Plan on EST, were also mentioned.

Following the presentation, participants discussed as follows:

- As subways were mentioned as a new means of transport, it was clarified by the presenter that, construction would begin by 2010 and not the operation. Subways were chosen over BRT because of the huge population. However, the Vietnamese Government was considering a mixed transport system (Subway & BRT) of which, subway was only the initial step.

Country presentation: To realize environmentally sustainable transport in Asia Presented by: Naoki Okabe, Ministry of the Environment, Japan

The purpose of the presentation (please refer to Annex III, p143) was to share some ideas, which Japan adopted to fight air pollution and achieve EST, with the other Asian countries. First and foremost, intensive multi-sectoral effort was made. For example, when LEV vehicles were promoted in Japan, the industrial sector and the government both coordinated their efforts towards achieving the objective of increasing the use of LEV. Secondly, instead of focusing on any one of technological, institutional, social or behavioral aspects, Japan took a “policy mix” approach to promote EST, covering all different aspects.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

The presentation further discussed Asia’s transport scenario. Asian countries were witnessing momentum in economic growth in the past few years, and this had resulted in rapid motorization in these countries, which in turn led to various problems of environmental sustainability. It was suggested that countries should aim to strike a balance between growth and sustainability, by framing its policies to address local issues related to transport and environment. Countries were also recommended to utilize international resources, such as this EST forum in Asia organized by UNCRD, as it gave countries a platform to share information, knowledge, and experience.

The presentation concluded by addressing the issue of global warming and expressing Japan’s interest to jointly work towards combating it.

Country Presentation: MLIT- Japan’s International Cooperation for EST under ASEAN- Japan Transport Partnership Framework Presented by: Yukio Yamashita, Ministry of Land, Infrastructure and Transport, Japan (MLIT-Japan)

The presentation (please refer to Annex III, p146) mainly focused on 1) ASEAN- Japan Transport Partnership (AJTP) framework, 2) Major activities contributing to EST by AJTP projects and 3) CDM in transport sector to be tackled under AJTP.

Under the ASEAN- Japan Transport Partnership Framework, the Japanese government was seeking to create new partnerships among East Asia, by setting cooperation policy, promoting policy dialogue, enhancing human developments, and exchanging best practices through 21 projects. The projects covered issues related to the global/regional environment, urban transport system, and environmentally friendly vehicles.

Regarding the major activities contributing to EST by AJTP projects, the main objective was to integrate suitable urban transport modes for various cities/ areas in ASEAN. In this connection, the Urban Public Transport Policy Framework, the ASEAN Railway Revival Plan, and the Automobile Technical Cooperation Project on Safety and Environment were described in detail.

As for transport CDM projects, the ASEAN- Japan Alternative Fuel Project for the Transport Sector was undertaking activities such as exchanging beneficial information on alternative fuels in ASEAN & Japan and conducting the feasibility study on the CDM project using alternative fuels.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ⅵ. ROLE OF EST FORUM MEMBERS

Presented by Ken Shimizu, UNCRD

UNCRD proposed the following specific roles and responsibilities for the core members of the Regional EST Forum; the Participating Governments and the Subsidiary Expert Groups (please refer to Annex IV for the presentation).

Terms of Reference of Subsidiary Expert Groups:

provide over all advisory support/strategic guidance in promoting EST in Asian countries vis-à-vis in the implementation of the EST project; review and provide comments/feedback on the relevant sections of the draft national EST strategies/action plans; participate in the Regional EST Forum (it is expected that the Forum will meet in regular intervals) & share best practices/experiences in the relevant area/s of EST; participate in national level meetings/consultations on draft strategies as and when necessary; and assist in the implementation of country specific demonstration/pilot projects as and when necessary.

Possible Role of Government Agencies:

assist in identification of issues of concern in EST areas at the local / national level to facilitate formulation of specific pilot/demonstration schemes; participate in the Regional EST Forum & share country experiences / developments in EST related areas; provide necessary information/input to the Subsidiary Expert Groups of the Forum as and when necessary for formulation of joint project proposals for donor communities, including GEF; assist in identification of appropriate officials for EST related training programmes/workshops; and support / facilitate establishment of substantial linkages between the Regional EST Forum and other transport related projects / initiatives at the local / national level.

UNCRD also invited participants to provide feedback on the proposed roles and responsibilities, to make constructive suggestions on how to maintain continuity of cooperation between two Regional EST Forums, and to consider how to facilitate

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005 technology transfer, capacity building, and co-operation among participating countries under the scope of the Regional EST Forum. Furthermore, UNCRD requested comments on the proposed idea to establish an effective e-EST discussion group to promote exchange of country-specific information and knowledge on EST areas on a regular basis.

Following the presentation, participants discussed as follows:

- Ministry of Environment, Japan (MOE, Japan) made a strong commitment to take an active role in promoting EST in the region and to support the activity of the Environment Group, UNCRD. They committed to (i) continue to provide financial support to UNCRD (ii) fully cooperate in sharing information with UNCRD to propose EST plans (iii) support the co-operation between JICA and UNCRD, and (iv) fully support and cooperate with relevant partners to realize EST.

- IGES expressed their willingness to fully support and participate in the Forum. They expressed their interest to contribute to the Forum from a social-scientific perspective.

- A suggestion was made to consider bringing EST members into the already existing electronic discussion forum (such as SUSTRAN or other discussion groups under ADB and the Clean Air for Asian Cities) to gain synergy, instead of creating a new one. UNCRD clarified that the electronic discussion forum will be established primarily for the Regional EST Forum, with an aim to maintain continuity between 2 Regional EST Forum meetings.

- Participants discussed possible ways of engaging the governments until the second meeting of the Regional EST Forum in Asia. Taking common action among the participating countries towards the promotion of EST was suggested as one way of maintaining momentum. As the first step, it was agreed that all countries should make an effort to introduce car-free days in their respective countries. The chairman requested UNCRD to follow up on this proposal.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ⅶ. NETWORKING/LINKAGES WITH OTHER REGIONAL/INTERNATIONAL INITIATIVES

Networking/Linkages with Other Regional/International Initiatives Presented by Lloyd Wright (University College, London)

The session (please refer to Annex V for Paper on Networking) suggested that one person or one organization was unlikely to be able to address the entirety of issues related to Asia’s transport sector, as it was directly tied to the sustainability of the region, across measures of economic, environmental, and social development. Therefore, it was noted that joint cooperation and coordination across a wide range of like-minded organizations should be required to properly address this problem.

To facilitate networking on promoting the sustainability of transport in Asia, the presentation recommended UNCRD and its partners to (i) identify organizations working on sustainable transport in Asia (ii) facilitate communication and contact among the involved organizations, and (iii) develop opportunities for information sharing through periodic updates of regional activities. More specifically, UNCRD was requested to facilitate networking among relevant organizations by making a list of projects in countries and organizations, facilitating the structure of information, and developing a database.

Following the presentation, participants discussed as follows:

- It was agreed that knowledge creation and increasing accessibility with use of common websites was especially important. The perspectives of cities (information coming from cities) were also mentioned as essential.

- A comment was made that Information collection/database was very costly, and thus, there was a need to limit these types of activities and divert more resources to projects and demonstration activities, instead.

- Government delegates mentioned that many of the existing websites were donor-oriented. They argued that a solution-oriented website was required, rather than one that focused on country statistics. They pointed out that the important role of the UN, was to convert raw data into policy options and solutions to further promote EST.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

- Participants discussed that there was a need to control the quality of data. It was mentioned that there was a need to become familiar with sources which were reliable, and sources which were not reliable.

- Participants mentioned that language problems made information-flow difficult at times. Even if the data was available, it was written in local languages.

- UNCRD was requested to co-ordinate with JICA and JBIC and other Japanese organizations, to obtain information on activities funded by the Japanese government in the transport sector.

- All participants agreed that more face-to-face meetings, where information could be exchanged, were needed between the governments.

Ⅷ. ADOPTION OF THE AICHI STATEMENT

The Session was chaired by H.E. Dr. Mok Mareth, Senior Minister and Minister of the Environment, Cambodia, and co-chaired by H.E. Mr. Sommad Pholsena, Vice-Minister, Ministry of Communication, Transport, Post & Construction, Lao PDR, and H.E. Mr. Gempur Adnan, Deputy Minister for Environmental Pollution Control, Ministry of the Environment, Indonesia. The Session was also facilitated by Mr. Kazunobu Onogawa, Director of UNCRD.

In opening the session, the Chair, H.E. Dr. Mok Mareth, Senior Minister and Minister of the Environment, Cambodia, explained that the objective of the Aichi Statement was to set a concrete vision for environmentally sustainable transport (EST) in Asia (for his address, please refer to Annex VI), and commented that the Statement was a visionary statement to protect the people and environment in Asia while maintaining sustained economic growth.

After review and discussion, the Aichi Statement (please refer to page 18) was adopted unanimously by all participants, setting the future vision for EST in Asia.

Ⅸ. CLOSING SESSION

The Director of UNCRD, Kazunobu Onogawa, expressed his gratitude to the Ministry of Environment (MOE) Japan, Nagoya International Center (NIC), Swedish International

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Development Agency (SIDA), Asian Development Bank (ADB), World Health Organization (WHO), Regional EST Forum experts, excellencies and government delegates, all staff, interns, and volunteers in UNCRD, and all other participants for their cooperation in successfully organizing the First Meeting of the Regional EST Forum in Asia.

Mr. Kazuhiko Takemoto, Director-General, Environment Management Bureau, Ministry of the Environment, Japan (MOE, Japan) expressed his gratitude to all participants for successfully launching the Regional EST Forum. He especially thanked the UNCRD for its leadership in facilitating the implementation of the EST initiative in Asia.

In addition, all government delegates were encouraged to participate in the 7 Roundtables of the Symposium component (of the International Conference on Environment and Transport in AICHI) to gain further knowledge on various aspects of EST.

Regional EST (Environmentally Sustainable Transport) Forum, 1-2 August 2005

Ⅹ. SIDE EVENT ON BRT

Side Event–Bus Rapid Transit (BRT): A Surface Metro Option for Asian Cities Presented by Lloyd Wright (University College London) and Karl Fjellstrom (ITDP)

The session argued that BRT represented a low-cost mechanism for most Asian cities to achieve a metro level of quality with its public transport system. It was mentioned that, in addition to a growing number of cities in Europe, North America, Australia and South America, BRT systems were currently operating in Asian cities, including some Chinese and Japanese cities.

Drawing from video presentations (on BRT systems in Bogota, Curitiba, and Brisbane) and lectures (please refer to Annex VII), the Side Event presented BRT examples from around the world and suggested funding mechanisms for interested cities, in line with the philosophy of promoting EST in Asia.

The Side Event also included a site visit to the Nagoya elevated bus way project. The visit enabled the participants to directly experience a BRT system in operation. The Nagoya elevated bus way system had buses running on dedicated bus corridors with strong physical separation from other traffic lanes.

For more information on BRT, the following website was recommended: www.sutp.org

50 Annex I: Presentation on UNCRD's Initiative on EST

First Meeting of the Regional EST Forum in Asia, EST in Global and Regional Agenda 1-2 August 2005, Nagoya, Japan • Agenda 21

UNCRD’s Initiative on EST and Objectives •2002 WSSD / JPOI (Section III/Para. 20) of Regional EST Forum •Other regional/international initiatives (e.g., OECD) by C.R.C. Mohanty, UNCRD

Fundamental elements of EST Shared issues ….. LOCAL ELEMENTS: •protect public health, environment, and address social issues • industrialized countries such as equity, poverty contribute 25% emissions of • sustainable use of non-renewable natural resources GHGs & only half of this by •tolerance limit for human health and natural ecosystem should developing countries1 be respected •minimization of economic loss by traffic congestion and environmental degradation/pollution • poor countries suffer the most by global climate change with REGIONAL/GLOBAL ELEMENTS: estimated cost ranging from 5-9% •international obligations and actions (under UNFCCC, Kyoto of GDP2 Protocol, WHO Charter on Transport, Environment, and Health (1999), etc.) on issues like climate change, acid rain, etc. 1. WB, 2002; 2. IPCC, 1996

Why integrated EST Strategy? 2 Scenarios… • Scenario 1: Countries with high population Transport z EST (e.g., China, India, Indonesia..) attaining ( ARIC, 1999) European/North American car ownership levels I = f (P,C,T) Scenario 2: Countries with less population but I = Environmental impact with high level of individual car use/fuel P = Population C = Consumption consumption T = Technology In both cases, the emission of GHGs will be at highly (Source: Paul Ekins, 1991) unsustainable level, and technology has to deliver much of the solutions. But can it?

㪌㪈 Shared issues ….. Lungs of a rat after exposure to diesel exhaust Exposed to Diesel Exhaust Expose to Clean Air • WHO estimates SPM leads to the premature death of over 0.5 million people per year world wide.

Who are the •SPM level in many Asian ultimate victims – cities often exceeds WHO poor or the standard by more than a rich? factor of two! In 2004, 41% percent of the total population in Asia lived in urban areas and cities. Compared to the normal pink lung, it has been blackened by soot (Source: NIES, Japan)

Shared issues ….. Motorization in Asia

Automobile Population (in thousands) for ESCAP countries In case of many developing cities/mega- YearPassenger Commercial cities, efforts to introduce/enforce cleaner vehicles vehicles fuels and vehicle emission standards, may 1993 83,494 41,245 greatly reduce vehicle emissions, but on the 2002 130, 585 49,524 other hand the number of vehicles is (Source: ESCAP) Bicycle Ownership in growing rapidly, which may off set much of China Decreasing the emission control progress! • In 1998, 182. 1 bicycles per 100 households • In 2002, 142.7 bicycles per 100 households (Source: Cycling Association of China)

Shared issues ….. Road Safety and Maintenance • Nearly 0.5 million die and Where much of the poor people’s movement rely on up to 15 million are injured foot and bi-cycles, NMT receives very low priority in in urban road accidents in developing countries each the conventional transport planning and infrastructure year. design and management, which is most often oriented •Road Accidents rank 9th as to promote motorized transport rather than to support a cause of deaths worldwide; people movement …. expected to rise to 6th by 2020. Issues in Developing Countries • Economic cost of road As a consequence thousands of pedestrians and cyclists • Weak enforcement of Traffic Safety accidents for developing Regulations countries is estimated to be are killed by accidents each year in developing • Lack of Licensing and Drivers between 1~2% of their GDP. countries! Education • Poor Road Design and Maintenance (Source: The World Bank) • Inadequate Traffic Management

㪌㪉 Shared issues ….. Shared issues …..

in poorer countries more than one-half of all the •lack of better understanding on the trips are undertaken on foot, yet are typically complex inter-linkages among land treated as a peripheral issue rather than as a core use mix, public transport planning, element1. travel choices, demand management, environmental externalities, and quality of life (green areas, Have Asian cities missed the good opportunity to recreational parks/open spaces, introduce safe pedestrian / bicycle facilities during major amount of residential space per growth phase of their transport development? person, etc.).

1. WB, 2002

Social Equity & Gender Issues Key Elements of Integrated EST Strategy

• women often carry out frequent and short trips during off-peak hours and off the main-routes for child care, household management Social Equity & Gender perspective & Gender Equity Social activities, informal sector employment, etc. • social safety and security of public transport for women given that women commuters are on rise due to increased women work force in many business and commercial sectors. • trip making is deterred for the poor, particularly for women, children, and the elderly, due to their vulnerability as pedestrians to traffic accidents and to personal violence. • for the physically impaired and the elderly, public transport accessibility is often very poor.

Manila Policy Dialogue on Environment Manila Statement ~ Towards the realization of and Transportation in the Asia Region environmentally sustainable transport in Asia

Participants adopted the Manila Statement, in which the participating countries and organizations:

・unanimously agreed to the need for establishing a regional forum and subsidiary expert groups, where appropriate, to facilitate further exchange of opinions, ideas, and information among participating countries on environment and transport related issues in the Asian region;

Date: January 16-17,2004 ・welcomed the initiatives of UNCRD in extending assistance to the countries of the region, especially the developing countries, in preparing national strategies and action plans to promote environmentally sustainable transport, and to facilitate annual high-level meetings and expert group meetings; Participating Countries: 14 Countries - Brunei Darussalam, Cambodia, China, Indonesia, Japan, Lao PDR, Malaysia, · requested UNCRD, in cooperation with other relevant organizations and initiatives, to follow- up overall progress on transport and environment related issues in Asia, including formulation Mongolia, Myanmar, Philippines, ROK, Thailand, Vietnam as well as implementation of the national strategies and action plans on environmentally sustainable transport, and to report on achievements and progress at the first regional forum.

International Organization:ADB, ASEAN, IGES, JBIC, The Manila Statement also recommended that the First Regional EST Forum would be held in the UNCRD, UNEP, UNDP, UN HABITAT, UNU/IAS, The World year 2005 in Nagoya, Japan. Bank, WHO, etc.

㪌㪊 UNCRD’s Initiative to Promote EST in Asia What are the objectives Regional EST Forum ?

z Facilitate high-level policy dialogues on environment zRegional (Asia) Component and transport issues on a periodical basis; z Regional EST Forum z Regional Trainings (e.g., JICA & UNCRD) z Provide a strategic/knowledge platform for sharing experiences & disseminating among Asian countries best practices, tools, technologies, policy instruments, zNational Component in relation to various aspects of EST; z National EST Strategies (Phase I - 3 countries) z Pilot/demonstration projects z Provide platform for discussion on specific issues of z In-country trainings concern through expert group meetings / consultations.

Institutional Co-operation/Mechanism vis-à-vis National EST-Working Group for Formulation What is the composition of Regional EST Forum? of EST Strategy-cum-Action Plan National EST Working Group Generic guidelines Periodic follow-up National Sectoral Agencies/Departments

Regular follow-up National Focal Input/feedback National UNCRD Traffic Noise Cleaner Social Equity & Gender perspective & Gender Equity Social Point/Steering Progress Formulation Management Fuels Vehicle • National Committee Team (CC) Substantive Knowledge Base Emissions & Research/ Public - DoE/MONRE input/data/informa Control & tion/comments/ Health & Awareness - DoST/MOT Standards Governments – suggestions Integrated Roadside EST Land Use Air Quality Strategy Planning International Monitoring & MoE & MoT Organizations/ First Draft Assessment Transport Resource Road Planning & National Urban Maintenance Demand Institutions/Other stakeholders Infrastructures & Safety Management Partners consultation Second Draft (9 thematic areas) Regional National EST expert level • Subsidiary meeting Forum* Third Draft Limited internal review by Expert Group – national focal points & UNCRD Peer Review Peer review by limited international 9 thematic areas experts/organizations/ selected members from Regional EST Forum of EST *= (The Regional EST Forum will be comprised of senior Final Draft for Printing/ policy makers/government representatives from Transport & Environment agencies, individual experts, UNCRD, MoE- Dissemination/Endorsement/ Japan, IGES, automobile companies, oil & fuel companies, and other international organizations, as appropriate. The Donors Consultation 1st Regional EST Forum is expected to meet during 1-2 Aug 2005, in conjunction with EXPO 2005, to be held at Nagoya, Japan.)

Key characteristics of the national process Aims to establish ¾Participatory/consultative - meaningful linkages with various regional Co-operative/consultative work involving all initiatives/activities/ stakeholders is critical to achieving the optimal long term solutions projects, e.g, AWGESC, CAI-Asia, SUTP/GTZ, JICA, ITDP,…..etc.

¾Improved institutional linkages / interagency coordination (MoT, MoE, other line agencies etc.)

㪌㪋 Annex II: Thematic Group Presentations

Regional EST Forum Urban transport and land use planning 1-2 August 2005, Nagoya, Japan

Thematic session 1: Land Use Planning

Presented by: Yoshitsugu Hayashi, Willian Barron, and Lloyd Wright

William Barron Yoshitsugu Hayashi Lloyd Wright

Lloyd Wright

Access and mobility Access

Access: Ability to reach desired goods, services, and activities

Ways of achieving access: 1. Mobility – Physical movement (by walking, bicycle, public transport, motorcycle, car, etc.)

2. Mobility substitutes – Such as telecommunications / delivery services Shopping 3. Land use – Geographic distribution of activities and destinations

Source: Litman, Defining access, www.vtpi.org

Lloyd Wright Reading and relaxing

Lloyd Wright Exercise Lloyd Wright

Private motorised transport Examples of mobility Mobility substitutes Internet

Non-motorised transport

Lloyd Wright Telephone

Public transport Delivery services Lloyd Wright Lloyd Wright

㪌㪌 Land use Defining land use Urban density

Characterising land use with the 3 Ds

1. Density

2. Diversity

3. Design Mixed-use

Other terms associated with land use planning: Transit-oriented development Land development Lloyd Wright Spatial development Built environment Urban design Urban regeneration

Lloyd Wright Lloyd Wright

Density and energy use Density and urban form

US cities

European and Australian cities

Asian cities

Amount of land required for the same population size Private transportuse(MJ) per capita energy

Source: Sievert 1997, p. 25 Source: Newman and Kenworthy, 1989

Efficient use of urban space What type of city do we want?

Lloyd Wright

Parking lots in central Houston (USA) Car-free area in Tokyo (Japan)

Land use says a lot about what types of transport systems The amount of space required to transport are possible in our cities the 60 persons by different modes Land use says a lot about what type of city we want

㪌㪍 The high costs of sprawl Demographic trends

Asia’s developing-nation population will increase from 3.27 billion (2000) to 4.77 billion (2050)*

At least one-third of the homes and businesses that will exist in 2050 in Asia do not exist today

Problem or opportunity? Average annual cost of service (police, fire, roadways, schools, and sewer) Karl Fjellstrom US urban location: US$ 88.67 per new household US sprawl location: US$ 1222.39 per new household * Includes only developing member states of the ADB, www.adb.org

Asian centres are losing density

Since 1981 more than one-half of the new residents in Mumbai were added in the suburbs outside the city

The core of Kowloon (Hong Kong) has lost more than 20% of its population since 1981

The Seoul area continues to grow, but the central city has lost 600,000 residents since 1992

Source: Cox, 2002

Air contaminants Obesity and health in Asia

Seven of the world’s ten most polluted cities are in Asia: The WHO estimates that Asian countries are about 1 decade Bangkok between North America in terms of obesity Beijing Delhi Jakarta Katmandu Study of Beijing residents Manila Mumbai 32% suffer from coronary heart disease, hypertension, or obesity

47% rarely or never undertook exercise

Swiss Contact 18% of secondary school students qualify as “obese”

Source: Beijing Centre for Disease Residents risk lung infections, heart disease, and premature death Control and Prevention

㪌㪎 Macau-Zhuhai-Hong Kong bridge Regional land-use impacts

The bridge is an CURRENT enabling factor HINTERLAND leading to a dramatic impact on land use and emissions

NEW Impact HINTERLAND assessments should include chain effects NEW BRIDGE resulting from individual projects

The bridge will open up the west side of the Pearl River delta to industrial development and 10-15 million new inhabitants

A bridge too far Land-use policies

Curitiba, Brazil

Hong Kong already has severe air quality problems A likely 25% increase in automobiles, electricity use, What will happend to air quality and associated emissions with another 10-15 million inhabitants in the region? Zoning policies only allow high-rise development along mass transit corridors

Transit-oriented development Paying for public transport with land development

Public transport nodes create valuable commercial opportunities

Property development can help finance bus and rail systems

Lloyd Wright

Concentrating development around public transport stations

Reduces the distance of trips Lloyd Wright Lok Fu and the number of trips Bangkok charges shops a fee for Property development has made Reduces service delivery costs connecting to the BTS Skybridge the Hong Kong MTR one of the for municipality (water, world’s most profitable public electricity, sewer, etc.) transport systems

㪌㪏 Mixed-use development Paying for mistakes

Cities in OECD nations are often spending large amounts of money to achieve what most Asian cities already have:

Higher mode shares of walking, bicycling, and/or public transport

Lloyd Wright

Velo Taxi

Lloyd Wright

Locating residences together with commercial areas reduces the number of trips and the “And the end of all our exploring, Will be to arrive where we started, distances travelled. And know the place for the first time” - TS Eliot, Poet Lloyd Wright

Divergent paths Thank you Many developing Asian cities are trying to replicate what OECD nations are trying to correct:

Rampant motorisation and expensive road networks

“Experience is the ability to recognise a mistake when you make it again”

㪌㪐 Regional EST Forum 1-2 August 2005, Nagoya, Japan

Manfred Breithaupt Katsutoshi Ohta Deutsche Gesellschaft für Technische Professor Ph.D. Thematic session 2: Zusammenarbeit (GTZ) GmbH Toyo University POB 51 80 School of Regional Development D-65726 Eschborn Studies Telefon +49 (0) 6196 79-1357 TEL/FAX +81-276-82-9026 Public transport planning and Telefax +49 (0) 6196 79-7194 E-Mail: [email protected] E-Mail: [email protected] transport demand http://www.gtz.de management (TDM)

Presented by: Manfred Breithaupt 3XEOLF7UDQVSRUW3ODQQLQJDQG7UDQVSRUW'HPDQG and Katsutoshi Ohta 0DQDJHPHQW 7'0 REGIONAL EST FORUM UNCRD Nagoya, Japan, August 1st-2nd, 2005

Manfred Breithaupt, GTZ & Katsutoshi Ohta, Toyo University

Some current trends in Cities Motorisation

Trends Some effects Motor. 2-wheelersZweiräder NutzfahrzeugeComm. vehic. Indiv. Individuelle vehic. Kfz Mill. vehicles • Rapidly increasing car • Worsening air pollution & noise ownership and use (more than 2 million deaths p.a.) • Declining mode share of • Poor and deteriorating road public transport, walking, safety (1 million deaths p.a.) • Rapid motorisation in developing cities from NMT to 2 and cycling • Greater congestion and 3-wheelers and to private vehicles. • Declining city centres; rapid • Deteriorating operating • From 1995 to 2020 vehicle ownership is expected to decentralisation into car- conditions for public transport grow by 75% to over 1.3 billion vehicles (OECD oriented suburban sprawl estimate). • Pedestrians and cyclist increasingly marginalised by • Transport is responsible for meanwhile over 25% of private motor vehicles global CO2 emissions; and this share is growing! > Less liveable cities source: Bertels/Walsh, 2000

Paradigm Shift in Urban Transport Planning: Urban Transport Policy for Environmental Sustainability Current Situation

Roles of Public Transport and TDM Environmental Policy Elements Limitation D S – Demand side - Activity system: A Demand Supply – Supply side - Transport system: T – Institutional Framework side: IF T0 A0 T0 A1 Paradigm Shift Demand-following approach => Demand-management (Integrated package) approach a. Balanced Situation b. Current Situation

㪍㪇 Paradigm Shift in Urban Transport Planning: New Approach Urban Transportation Policy Options

ACTIVITY SYSTEM TRANSPORTATION SYSTEM Environmental * Transportation Demand * Traffic management Limitation * Improvement of alt. modes Management (TDM) (Public Transport) * Integrated multi-mode system

* Land use / urban planning * Transportation infra. dev. A1 T1 * Regional / national * New technology A2 T2 development policy * Individual / labor policy, (fuel/vehicle, infrastructure, social policy management operation) a. Conventional Approach b. New Approach INSTITUTIONAL FRAMEWORK

(Demand-following approach) (Integrated package approach or * Use of market mechanism, Proper pricing Demand-management approach) * Appropriate standards and regulation, Planning * Integrated transport organization at metropolitan area (Governance)

Policy Options of Urban Transport Strategy Transit Oriented Development (Integration with Urban Planning and Environment)

Urban Policy (Activity System) – Urbanization, Urban Planning (growth management, development permission with transport impact assessment) – Urban Spatial Structure (decentralized multi-center network type, urban development axis, TOD)

Source : P. Calthorpe

Curitiba’s Integrated Approach : 3 levels Integration:

(1) Integration with Urban Development / Land Use Planning 3 levels of integration: Urban development axis based on busway and one-way arterial roads. 1. Bus-based Integration; 1. Intensive development within the axis. 2. Modal Integration; 3. Land Use Integration and Urban (2) Integration of Bus Operation / Management (URBS) Development. Integrated hierarchical bus services under one management Contracted operation of services by private comparison 2. (3) Modal Integration 3. Pedestrialization, bike lane network

Note: Integration with social policy (Citizenship Street) Key: Institutional rearrangement, Leadership

㪍㪈 Curitiba’s Urban Development Axis (Master Plan) Busway (1)

Development Axis Busway (2)

Separate bus lanes in Curitiba (picture by Karl Fjellstrom)

Bus-based Integration: Policy Options of Urban Transport Strategy (integration with Urban Planning and Environment)

Curitiba’s institutional arrangement Short-run Transport Policy (1) IPPUC (2) URBS – Motorization management IPPUC • (restraint of car ownership and use, tax and pricing) Urban Planning – Improvement of alternative modes (modal shift) • (Enhancement public transport services, NMT) Me tro p o lita n Are a

MAYOR – Multi-modal system • (public transport, paratransit, NMM/NMT) IPPUC URBS Long-run Transport Policy (new invest., teach dev.)

PRIVATE BUS COMPANIES Road/Vehicle Environmental Policy (ZEV)

Source: T.Henriques

㪍㪉 Major Policy Issues for Sustainable Transport (1) Major Policy Issues (2)

¾Urban Activity System – Urban development Pattern ¾Motorization Policy / Restraint of vehicle and Its Guidability ownership

Urban Sprawl and its control ¾Its Appropriateness and Feasibility

Effectiveness of “Compact City” Experiences in Japan, Korea and Singapore

Tax and other economic policy measures Policy measures : ABC location policy (Holland), Sequential approach (England) Promotion of env. friendly vehicle (e.g. Green Tax)

Development control – TIA and EIA

Major Policy Issues (3) Integrated Packages for Developing and Matured City

¾ Public Transport Planning / TDM measures for traffic Dev. of Transport Strategy Responding to Developing Dynamism reduction – Speed of city and transport development Modal shift towards attractive high quality services => Changing policy objectives with economic development stages other than car travel – Dynamic-responsive policy-making/planning process Improvements of public transport services (BRT, LRT) Importance of integrated approach reevaluation of NMM (walking, bicycle), paratransit – An integrated policy package (carrot and stick)

use of ITS technology (UTMS, PTPS for bus priority) – Effective implementation system is crucial

Proper pricing is the key (Road pricing) Consistency of policy and the stability

Regulation vs. Economic measures, effectiveness of – Importance of political leadership awareness/enlightenment/voluntarily restraint (social TPO) – Democratic decision process/participation of stakeholders

Sustainable Transport Package Sustainable Transport Strategy for Developing Cities

Goals Support development potential and prevent environmental problems Changing Backgrounds: globalization, IT and technology innovations, new international order Strategy Guiding the development dynamism (integration of growth management and capacity expansion) Economic development stage: rapid urbanization and exploding motorization => Quick quantitative Policy Formation of urban dev. axis/growth center improvements (bottleneck measures, new capacity) Development of skeletal road/mass transit network Moderation of motorization Matured economy stage: steady development and restructuring of socio-economic system => Enhanced quality required for diversified needs Issues Strengthen of metropolitan governance (own financial resources, staffs, organization, regulation/standards) Government-led approach (political stability, leadership)

㪍㪊 Sustainable Transport Strategy for Matured Cities The challenges in urban transport and TDM

Goals High quality and efficient services , Provision of equitable mobility Transport Demand Management shall

Strategy Less Car-dependency, • reduce the total volume of traffic Provision of diversified mobility options • Urban areas require proper road networks • promote shifts towards more Policy Multi-mode transport system (alternatives and their sustainable modes of transport • New roads attract more (Public Transport / NMT) connectivity) traffic and reduce the viability of public Intelligent Management of existing systems transport with the objectives to

• Transport benefits will Application of new technology (EV, FCV, ITS) • reduce traffic congestion be offset by future congestion Issues Fair and efficient pricing (internalization of social • reduce adverse effects on the costs) environment or public health Collaboration of stakeholders, PPP, Equity • generate additional revenue to improve public transport and NMT by pricing mechanisms Local governance (devolution, own-finance, metropolitan-wide institution)

Transport Demand Management measures Managing transport demand, not just supply

Transport demand management measures (including fiscal policies) Traffic management must Karl Fjellstrom • Land use development controls (covered in another presentation) address not just supply aspects, • Public transport integration (covered as well in another present.) such as the provisioning of • Parking controls and management additional roads, but also • Regulatory controls such as odd/even systems (not covered) demand. • Physical measures such as bus and pedestrian priority • Pricing & charges through fuels, annual taxes • Congestion charging

Nanjing Especially in fairly dense Fiscal policies cannot be implemented as isolated cities, but equally as car- instruments, but – for being successful – have always to dependent cities have found, be embedded in a comprehensive framework of it is not possible that road infrastructure development Transport Demand Management measures. keep pace with increasing car ownership.

Parking pricing and management Parking controls: the example of Germany

Restrictions Strict reductions in the number of parking lots in the Parking is a key issue in Karl Fjellstrom city centres the push-and-pull Closing of particular streets or areas for passenger cars (except deliveries and taxis, and sometimes approach towards better buses) urban transport with Restricted parking areas (“Residents only“) fewer cars and more Parking guidance systems Muenster, Germany cycling, walking, and Pricing transit. Regulation of all parking areas Parking fees at least 1 Euro per hour in most cities Parking control and Munich: parking fee of around 3 Euro per hour pricing is the most Bremen and increasingly other cities: Parking tickets commonly applied may be used by two persons as public transport tickets for trips within city center during the parking demand management time Karl Fjellstrom measure. Singapore parking prices (Jan. 2002) All mega events (concerts, sports events): the entrance ticket includes public transport ticket

㪍㪋 Fuel taxation, vehicle taxes Vehicle taxation in Germany (1)

In the absence of other measures which more accurately target peak Tax for passenger cars period road use fuel tax is a reasonable replacement measure. Emission Tax – 2003 Tax – 2003 Tax – 2004 Tax – 2004 Tax – 2005 Tax – 2005 As fuel prices do not address vehicle use at specific congested (city) Group per 100 ccm per 100 ccm per 100 ccm per 100 ccm per 100 ccm per 100 ccm locations nor specific congested times, they are not a responsive in € in € in € in € in € in € for Gasoline for Diesel for Gasoline for Diesel for Gasoline for Diesel measure for reducing city traffic congestion. Cars Cars Cars Cars Cars Cars Urban fuel surcharges can provide local revenue which can be used to improve the transport system (Mexico City, Bogotá). EURO 3, 5,11 13,80 6,75 15,44 6,75 15,44 EURO 4 and “3 litre In Germany and other countries fuel taxation has been important in car” promoting more environmentally friendly fuels. Most EU countries apply reduced or no fuel taxes on CNG, LPG and Biodiesel . EURO 2 6,14 14,83 7,36 16,05 7,36 16,05

The vehicle tax in Germany is strictly environmental related (factor EURO 1 10,84 23,06 10,84 23,06 15,13 27,35 1:6 regarding environmental standard of vehicle). That means, the owner of a vehicle that does not meet the environmental standard as Other 25,36 37,58 25,36 37,58 25,36 37,58 of today (Euro 4) has to pay a tax up to 6 times higher than an owner Passenger of a car which meets those standards Cars

Vehicle taxation in Germany (2) Fuel taxation in Asia

Emission standards for gasoline engines Emission-based tax bonus 1) emissions g/km 2,5 Petrol Diesel 2 Engine Engine

1,5 EURO 4 306,78 € 613,55 €

„3 litre car“ 511,29 € 511,29 € 1

EURO 4 and 818,07 € 1.124,84 € 0,5 „3 litre car“

0 1) When first registered in between 01.01.2000 - CO HC + NOx HC NOx 31.12.2004; German Phase 2 German Phase 3 EU-Phase 4 (Tax bonus until 31.12.05)

ULSD in Hong Kong Singapore’s new policy to enhance CNG use

o 2002 Hong Kong passed regulation for • Effective October 2006, all new diesel engines are required to be ULSD (Ultra Low Sulfur Diesel) Euro 4 compliant o In July 2000 tax differential of HK$ 0.86 (=0.08 €) for 50ppm diesel relative to the • CNG taxis now enjoy an ARF (Additional Registration Fee) rebate conventional 500ppm. of 20% o ULSD penetrated 100% of the market • CNG busses and commercial vehicles are exempted from paying over the summer of 2000. ARF until end 2005 o During the summer, the pump prices of • CNG taxis and busses get a 20% road tax rebate ULSD and regular diesel were equal. • Euro IV diesel taxis registered from June 1, 2004 to Dec 31, 2005 o The government mandated higher will enjoy an ARF rebate of 100%, those registered from Jan 1, 2006 vehicle standards- Euro 3, and undertook extensive diesel oxidation to Sep 30, 2006 will enjoy a 80% rebate on ARF catalyst retrofit programme. • Within next 2-3 years, 3000-4000 taxis should operate on CNG o Ongoing ‘tax revenue loss’. Source: Fjellström 2003

Tax differential lead to rapid market uptake

㪍㪌 Singapore’s comprehensive approach to TDM Cost of Vehicle Purchase in Singapore Open Market Value (OMV) – OMV is assessed by the Customs & Excise Department, taking into account the purchase price, freight, insurance, handling and Vehicle taxation to influence all other charges incidental to the sale and delivery of the car from travel demand. country of manufacture to Singapore. Vehicle taxes are imposed at Registration fees various points, including import, – Registration Fee (RF) $140 sale, and annual registration. – Additional Registration Fee (ARF) 130% of OMV Singapore has been the major – Certificate of Entitlement (COE) Bid exponent of vehicle taxation as a means of reducing transport – Customs Duty 20% of OMV demand, with a tax structure – Goods & Services Tax: 5% based on the CIF value (cost, aimed at discouraging older insurance & freight) BMW 325i(A) vehicles. In 1990 an absolute S$ Euro quota system was applicated OMV 64543 30735 limiting the number of vehicles. Duty 12909 6147 GST 3550 1690 ARF 83906 39955 COE 26000 12381 Total 190908 90909

Vehicle Quota System, and Certificates of Electronic Road Pricing in Singapore Entitlement (1) ERP Rate Table for passenger cars, taxis and light goods vehicles (with effect from 3 February 2004) The COE Open Bidding System Expressways Arterial Roads

CTE af ter PIE eastbound Bendemeer AYE CTE Kallang Dunearn Braddell after Adam Road Thomson It’s an Online Bidding System for Certificates of betw een betw een ECP after Road Road Restricted Restricted Road, ECP from PIE after Road and PIE slip southboun Road Portsdow n Ang Mo Kio Tanjong w estbound eastbound Zone Zone (All Monday to Friday Serangoon Ophir Kallang Mount road into d after southboun Road and Ave 1 and Rhu after after (Nicoll other Entitlement (COE). It provides real-time information Road and Road Bahru exit Pleasant slip CTE Woodsville d after Toa Alexandra Braddell Kallang Dunkirk Balestier Flyover road into the Interchang Payoh Rise Highway) gantries) Road Road Riv er Avenue slip Road eastbound PIE e during the bidding exercise so that one can check 7.30am - 7.35am $0.80 $0.50 $1.00 $0.00$0.50 $0.00 $0.50 $0.00$0.50 $0.00 7.35am - 8.00am the current COE price and use it as a reference when $0.50 $0.50 $0.00 8.00am - 8.05am $1,50 $1.00 $2.00 $1.00 $1.50 $1.00 $0.50 $1.00 submitting or revising a bid. 8.05am - 8.30am $2.00 8.30am - 8.35am $1.00 $2.30$0.50 $0.50 $1.00 $2,50 $1.50 $0.50 $1,50 $2.50 8.35am - 8.55am $3.00 $1.50 $3.00 $1.00 $2.50 $1.50 8.55am - 9.00am $2.00$0.50 $1,00 $0.80 $2.00$0.50 $1.00 9.00am - 9.25am $1.00 $1.00 $1.00 $2.00 $2.00 $0.50 $0.50 $0.50 9.25am - 9.30am $0.50 $0.50 $0.50 $1.50 $1.50 9.30am - 9.55am $1.00 $1.00 9.55am - 10.00am $0.50 $0.50 10.00am - 12.00pm $0.00 $0.00 12.00pm - 12.30pm $0.50 $0.50 $0.00 $0.00 $0.00 12.30pm - 5.30pm $1.00 $1.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 5.30pm - 6.00pm $1.50 $1.50 6.00pm - 6.25pm $2.00 $2.00 6.25pm - 6.30pm $1.50 $1.50 6.30pm - 6.55pm $1.00 $1.00 6.55pm - 7.00pm $0.50 $0.50 To find the user guide of the Open Bidding System you may visit: http://www.lta.gov.sg/ocoe/index.html Price > $2.00 Price > $1.00

Peak price per zone

Vehicle Quota System, and Certificates of Entitlement (2) Annual road tax

October 2004 1st Open Bidding Exercise has ended Road Tax Formula on 20/10/2004 16:00 HRS Engine Capacity (EC) Results for OCTOBER 2004 1st Open Bidding Exercise (per annum) Category Quota QP($) PQP($) EC d 600 cc $400 A - Car (1600cc & below) &Taxi 2,523 23,001 600 cc < EC d 1,000 cc $400 + 0.25 x (EC - 600) B - Car (Above 1600 cc) 1,145 23,001

C - Goods Vehicle & Bus 678 6,300 1,000 cc < EC< d 1,600 cc $500 + 0.75 x (EC – 1,000) D - Motorcycle 507 652 1,600 cc < EC d 3,000 cc $950 + 1.5 x (EC – 1,600) E - Open 1,340 22,000 QP : Quota Premium EC > 3,000 cc $3,050 + 2.0 x (EC – 3,000) PQP : Prevailing Quota Premium Category Received Successful Unsuccessful Unused A - Car (1600cc & below) &Taxi 3,106 2,522 584 1 Age of Vehicle Annual Road Tax Surcharge B - Car (Above 1600 cc) 1,505 1,145 360 0 More than 10 years 10% C - Goods Vehicle & Bus 795 677 118 1 More than 11 years 20% D - Motorcycle 774 499 275 8 E - Open 2,199 1,317 882 23 More than 12 years 30% Received : Total Bids Received Unused : Unused Quota carried forward More than 13 years 40% More than 14 years 50%

㪍㪍 Results and lessons learned from Singapore Bidding System in Shanghai Results Lessons learned

Fairness Only a policy mix is successful pricing structure that is time and congestion sensitive Shanghai introduced a bidding system regarding EI combined with strong charge on a per-trip basis; shift: ownership toward improvement of public transport use-based charges the registration for new cars service quality Convenience for users, regulators A range of EI, land use and mobility • A pre-given number of vehicles can be entitled for automation, electronic payment, information provision management measures registration per month, there is no differentiation Reliability and effectiveness Win-win solutions achievable between the categories of vehicles automation, traffic control & optimization environmental objectives and Quota system limits number of cars revenue goals are compatible • The entitlement for a car registration is approx. Strong impact/goals reached improvement of urban living 3.000 € modal split: public transport share rose from 46% in conditions goes parallel with 1974 to over 60% today satisfying demand for mobility. rising revenues, progressive extension to congested roads However, doubtful that Singapore solutions will be directly transferable Total reduction of traffic during charging period by 13% and a rise of traffic speed by 22% to other places

Congestion charging in London (1) Congestion charging in London (2) Where and when does it operate? Why? Congestion Operating Hours: 7am – 6.30pm Monday to Friday, • The Congestion Charge has been excluding Public Holidays. implemented to reduce traffic in central London • It‘s not a tax, but a pricing mechanism for vehicular use of a scare resource – road space in central London • Net income from Congestion Charge for Transport for London (TfL): £90m a year

• The Mayor: to be used to encourage and help cyclists, pedestrians and to improve passenger safety on buses, but not for to reduce public transport fares

Congestion charging in London (3) Congestion charging in London (4) How does it operate? Travel Impacts: • £ 8 a-day is the congestion charge for those driving in eight • 30% reduction of car movements, 10% reduction of lorry movements square miles of central London • Vehicle-kilometres for cars reduced by approx. 30% (£7.50 for vehicles on the fleet schemes) . • Average speed of traffic during charging days increased by 37% • Drivers who paid the charge • 30% reduction in peak period congestion delays either by (cell-) phone (until 10 • 50% reduction in bus congestion delays p.m.), via the internet, at shops and garages or on a monthly or • Bus ridership increased by 14% and subway ridership about 1% annual base, get registered in a • Taxi travel costs declined significantly by 20 - 40% due to Video Camera Signs (Photo from Todd Litman 2004) database. reduced delays • 700 video cameras scan the rear licence plates of the motorists who • A better bus service, to be financed by the over £100m net annual enter this area daily. This information is matched each night with the revenues expected from the charge. database. Environmental Impact: • Anyone who fails to pay by midnight is fined £80. • Reduction in CO2 emissions of 20% (20% reduction in fuel consumed by road • A discount is offered for a monthly or an annual payment traffic within the zone)

㪍㪎 Congestion charging in London (5) Congestion charging in London (6)

Impacts on local Business Experience after two years: Retail activities for the congestion zone has risen by Bus services continue to benefit from significant improvements in 4.7% during 2003 reliability and journey time, particularly within the zone, but also from outside the zone. 72% of companies think that congestion charge was right Surveys demonstrate that charging is delivering decongestion Only 26% of companies say benefits also right before and after the charging periods. that the congestion charge will have a negative impact Results from an extensive research programme suggest that on London‘s economy, 32% congestion charging has had a broadly neutral impact on overall say it is neutral, but 26% business performance in the charging zone. judged the congestion charge to have a positive 90% of people entering the zone do so by public transport impact on business

Relevance for lower income developing cities The push and pull approach

The so-called „push and pull strategy“ is the key for sustainable transport development, and when consequently followed may have significant influence on modal split How much of the “push” (getting people out of their cars) and the “pull” (getting people into public transport and NMT) will be applied depends on the financial resources of a given city, but even the more on the dedication and leadership of the mayor and the city council. With very limited financial resources, for example parking management and access restrictions (push) can be implemented, while on the other hand public bus transport can be made considerably more attractive by a bus regulation and concessioning scheme and a reallocation of public space (for example into cycle lanes and/or bus lanes/BRT systems).

Curitiba: the unique advantage that a city development matured over more than 25 years. This influenced heavily land-use patterns. Initial spark: a dedicated and Source: Müller, P., Schleicher-Jester, F., Schmidt, M.-P. & Topp, H.H. (1992): Konzepte flächenhafter Verkehrsberuhigung visionary mayor (Jaime Lermer) in 16 Städten”, Grüne Reihe des Fachgebiets Verkehrswesen der Universität Kaiserslautern No. 24.

Based on 25 years of experience GTZ developed a set Conclusions of supporting material on Sustainable Transport

TDM and EI are particularly appropriate in developing country cities, because of their low costs and multiple benefits. Sourcebook with 23 Modules Simply increasing vehicle flows does not solve today’s challenges in urban – print transport – it rather attracts more traffic. Only a combined strategy of improving public transport and restricting individual car use can lead to sustained – online version improvements in urban transport. – PDF There is a wide range of specific instruments to be used both for improving public – Powerpoint presentations transport and for restricting individual car use. Training material The institutional set-up for applying an integrated urban transport policy is of paramount importance. Major aspects include: integration of land-use planning, – print settlement planning and urban transport planning. A regional or urban transport – online version authority shall be responsible for an integration of all public transport operators. – PDF Mobility management measures should be developed, assessed and applied not individually, but as a package. – Powerpoint presentations Photo CD The major stakeholders must be involved at all times to achieve a high level of acceptance (both at the level of planning and implementation). Videos The “high-cost” and comprehensive TDM framework of Hong Kong and Singapore ¾ www.sutp.org should be considered as benchmark examples. Cities can use TDM and EI tailor- made and according to financial resources. Module 2b: Mobility Management (by Todd Litman) is one of the 23 Sourcebook Modules

㪍㪏 www.sutp.org

㪍㪐 Regional EST Forum Environment & people friendly urban 1-2 August 2005, Nagoya, Japan transport infrastructure Thematic session 3: Environment and people friendly urban transport infrastructures

Presented by: William H.K. Lam, Lloyd Wright, and Fumihiko Nakamura

Lloyd Wright

William H.K. Lam Fumihiko Nakamura Lloyd Wright

There is more to infrastructure than just infrastructure Vehicle ownership

Types of infrastructure 3,000

2,500 2,000 Non-OECD 1,500 1. Public transport infrastructure OECD

vehicles 1,000 2. Public space 500 Millions of passenger 0 3. Pedestrian infrastructure 2000 2010 2020 2030 2040 2050 Year 4. Bicycle infrastructure Source: IEA/SMP, 2004 5. Technology Today, there are 982 million motorised vehicles in the world.

By 2050, there will be 2.6 billion. Lloyd Wright

Vehicle usage China

60000 75% growth in new vehicle 50000 purchases in 2004

40000 Non-OECD 30000 / yr) OECD Bicycle use is falling quickly: 20000 In Guangzhou, bicycle mode 10000 share was 33% in 1995. By 0

Annual vehicle km (billion km 2002, it was less and 20%. 2000 2010 2020 2030 2040 2050 Year Shanghai banned bicycles from parts of the city in December Source: IEA/SMP, 2004 2004.

There will not only be more cars, but people will be driving more as well.

Lloyd Wright

㪎㪇 The race is on towards motorisation Asian footpaths

Kuala Lumpur Vientiane

ITDP Lloyd Wright Jakarta Bangkok

Lloyd Wright

Asian infrastructure Induced traffic

Expanding roadways to accommodate traffic is a bit like combatting obesity by buying larger pants

Lloyd Wright Obstructed footbridges

Lloyd Wright Karl Fjellstrom

Motorcycles driving on footpaths Lack of crossings

Bangkok developed an extensive roadway network, but road Jakarta: Budget priorities construction could not keep up with demand. Road building is an expensive way of dealing with travel demand.

Swiss Contact

From 1990 through 1998 the city of Jakarta directed 88% of its urban transport budget to roads even though only 12% of the population had access to private motorised vehicles.

Source: Cervero, 2002 Karl Fjellstrom

㪎㪈 Reclaiming1 public space Seoul, South Korea

Cities that have destroyed roadways San Francisco

Milwaukee

New York

Portland

Toronto

Seoul SDI BeforeSDI After

The goal of environment and people friendly urban transport infrastructures is to provide accessible, appropriate and affordable transport facilities in urban areas.

Environmental and social impact Public transport infrastructure costs assessments

BRT is an attempt to achieve a Light rail metro-level of transit quality using US$ 12 – 30 million / km bus technology Urban rail US$ 25 – 50 million / km Bus Rapid Transit US$ 0.5 - 10 million / km Metro US$ 50 million – 320 million / km

When making a transport investment decision, all environmental, economic, and social elements of the transport infrastructure should be considered within a comprehensive impact assessment.

Public transport infrastructure and bus rapid transit (BRT) Nagoya, Japan

Kangming Xu

Taipei, Taiwan Beijing, China Bogotá, Colombia

Application of guided system along 6-kilometre corridor

Grade separation reduces conflicts with mixed traffic

Seoul, South KoreaRouen, France Brisbane, Australia

㪎㪉 Jakarta, Indonesia Hong Kong’s public transport success

9 Full integration across multiple types of public transport options

9 Competitive tendering producing efficient and subsidy-free operations

9 High-quality services focusing on customer satisfaction

ITDP

Initial corridor of 12.9 km completed in January 2004

Other corridors under construction

ITDP

Public transport components High-quality pedestrian infrastructure

Ease of access to stations Well-illuminated stations Feeder services Lloyd Wright Lloyd Wright Singapore’s Boat Quay Osaka’s Dotomburi

Lloyd Wright Lloyd Wright Volvo Lloyd Wright Security cameras Maps and signage Rapid entry to vehicles Tokyo’s Shinjuku Hong Kong

Nanjing Road, Shanghai Ginza (Tokyo)

Each weekend, the world’s most expensive two-kilometres of property becomes a “pedestrian paradise”

Lloyd Wright ITDP

㪎㪊 Covered walkways / grade-separated Yokohama’s transformation walkways

Lloyd Wright

Converting an industrial area into a high-quality pedestrian environment

Lloyd Wright Lloyd Wright

Infrastructure components of public space Bicycle infrastructure

Lloyd Wright Lloyd Wright Lloyd Wright Lloyd Wright

Loose chairs, benches, pavement tiles, signage, water, art, lighting, and vegetation Cycle ways, parking facilities, signage, dedicated traffic signals

Lloyd Wright Lloyd Wright Lloyd Wright Lloyd Wright Lloyd Wright

Technology as infrastructure Conclusions: The successes

9 Amsterdam

9 Bogotá Intelligent transportation systems 9 Curitiba Traffic control systems and management centres 9 Copenhagen

Passenger information 9 Hong Kong

Driver information 9 Seoul

9 Singapore Common payment systems Lloyd Wright (e.g. smart cards) Kuala Lumpur’s new 400 million ringgit All of these successes featured an integrated and packaged approach: (US$ 100 million) traffic control centre 1. High-quality public transport Cities must compare the cost of 2. Promotion of walking and bicycling controlling congestion to the cost of 3. Promotion of new technologies preventing it in the first place 4. Better environmental protection

㪎㪋 Conclusions

Transport is not just a technical problem,

It may not be an infrastructure problem,

It is not even a financial problem,

Most often, it is a political problem:

How to balance the interests of different groups of people?

Lloyd Wright

㪎㪌 Karl Fjellstrom China and Tanzania Program Director Institute for Transportation and Development Policy Municipality Traffic Improvement Leading Group Office Guangzhou, China. Phone / fax: +86-20-83767457. Structure Promoting environmentally sustainable and equitable transportation worldwide

Visit http://www.itdp.org Ź Introduction Ź Non-motorised transport Bus Rapid Ź Bus Rapid Transit Basic concepts Status & trends Transit and Ź Mass transit options Basic concepts Non-motorised Ź Cost & construction time Policy tools and Transport Ź Types of BRT approaches Ź Passenger capacity Planning tools Status & trends Karl Fjellstrom, ITDP Case studies 1 August 2005, Nagoya Case studies A paradigm for EST? Lessons learned

Except as otherwise noted, all images and materials are those of the author 2

Asian cities still have a choice of trajectory. Economic Choices – High income Asian / European model success need not mean sky-high use of cars.

25000 a

20000 USA CAN ANZ 15000 WEU HIA MIA 10000 LIA MIO 5000 LIO Private Passenger Km per Capit

0 0 10000 20000 30000 40000 50000 Gross Regional Product per Capita (US$)

Private vehicle use versus income per capita Source: Paul Barter 3 4

Choices – US model Transit priorities? Singapore

Ź Singapore MRT: 1.2 Ź Singapore buses: 3 million passengers daily million passengers daily

5 6

㪎㪍 Transit priorities? Tokyo Transit priorities? Guangzhou

Ź Tokyo metro: 7.3 Ź Tokyo buses: 2.2 million Ź Guangzhou metro: Ź Guangzhou buses: 5.5 million passengers daily passengers daily 400,000 passengers daily million passengers daily

7 8

Transit priorities? Bangkok Transit priorities? Chengdu

Ź Bangkok subway: Ź Bangkok buses: 5 million Ź Chengdu bicycles: 43% Ź Chengdu cars: 3% of 190,000 passengers daily passengers daily of trips daily. Buses 10% trips daily

9 10

Structure Mass transit options Bus rapid transit Light Rail Transit Ź Introduction Ź Non-motorised Ź Bus Rapid Transit transport Basic concepts Status & trends Ź Mass transit options Basic concepts Ź Cost & construction time Policy tools and Ź Types of BRT approaches Undergound metro Urban rail Ź Passenger capacity Planning tools Status & trends Case studies Case studies A paradigm for EST? Lessons learned

11 12

㪎㪎㪡㪫㪢㪪㪪㪙㪙㪙㪛㪚㪨㪸㫉㪸㪸㪼㫌㪼㫆㪼㫌㫌㫀㫀㫀㫂㫃㫀㫆㫉㫅㫆㪾㫊㫁㫇㫋㫀㪿㫀㪸㩷㫆㫌㪹㫋㫄㫀㪼㫆㫅㫉㫀㪧㫃㫋㪁㫀㪸㩷㫀㩷㫋㪾㪹㩷㬗㩷㪝㪼㪸㫋㫌㫉㪼㩷㪸㫅㫅㪸㩷㪸㩷㫌㩷㪾㪼㩷㫃㩷㩷㫆 The economics of mass transit 㩷

㪭㪼㫉㫐㩷㪿㫀㪾㪿㩷㫉㫀㪻㪼㫉㫊㪿㫀㫇㩷㫃㫀㫅㪼㫊㩷㩿㩷㪕㪈㪌㪃㪇㪇㪇㩷㫇㫇㪿㫇㪻㩷㫇㪼㪸㫂㪀㩷 9㩷 8㩷 8㩷 8㩷 8㩷 9㩷 8㩷 8㩷 8㩷 8㩷 8㩷 Types of BRT BRT: $1-10 million/km Metros: $40-220 m / km Types of BRT 㪟㫀㪾㪿㩷㫉㫀㪻㪼㫉㫊㪿㫀㫇㩷㫃㫀㫅㪼㫊㩷㩿㪏㪃㪇㪇㪇㩷㵨㩷㪈㪌㪃㪇㪇㪇㩷㫇㫇㪿㫇㪻㪀㩷 9㩷 9㩷 8㩷 8㩷 8㩷 9㩷 9㩷 9㩷 9㩷 8㩷 9㩷㪝㫌㫃㫃㫐㩷㫀㫅㫋㪼㪾㫉㪸㫋㪼㪻㩷㪽㪼㪼㪻㪼㫉㩷㫊㪼㫉㫍㫀㪺㪼㫊㪖㩷 9㩷 9㩷 9㩷 8㩷 8㩷 9㩷㫅㪆㪸㩷㫅㪆㪸㩷㫅㪆㪸㩷㫅㪆㪸㩷 9㩷㪟㫀㪾㪿㩷㫊㫇㪼㪼㪻㩷㩿㩷㪕㪉㪇㫂㫄㪆㪿㫉㩷㪻㫌㫉㫀㫅㪾㩷㫇㪼㪸㫂㪀㩷 9㩷 9㩷 8㩷 8㩷 9㩷 8㩷 9㩷 8㩷 8㩷㪖㩷 8㩷㪛㪼㪻㫀㪺㪸㫋㪼㪻㩷㫄㪼㪻㫀㪸㫅㩷㪹㫌㫊㩷㫃㪸㫅㪼㫊㩷㫆㫉㩷㪹㫌㫊㪄㫆㫅㫃㫐㩷㫉㫆㪸㪻㫊㩷 9㩷 9㩷 9㩷㪧㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷㪛㪼㪻㫀㪺㪸㫋㪼㪻㩷㪙㪩㪫㩷㫍㪼㪿㫀㪺㫃㪼㫊㩷㫎㫀㫋㪿㩷㫃㪼㫍㪼㫃㩷㪹㫆㪸㫉㪻㫀㫅㪾㩷㪸㫅㪻㩷 9㩷 9㩷 9㩷 9㩷 9㩷 8㩷 8㩷 8㩷 8㩷 8㩷 8㩷㪸㫃㫀㪾㪿㫋㫀㫅㪾㩷㩿㵬㪺㫃㫆㫊㪼㪻㵭㩷㫊㫐㫊㫋㪼㫄㪀㩷㪧㫉㪼㪄㪹㫆㪸㫉㪻㩷㪽㪸㫉㪼㩷㪺㫆㫃㫃㪼㪺㫋㫀㫆㫅㩷 9㩷 9㩷 9㩷 9㩷 9㩷 8㩷 8㩷 8㩷 8㩷 8㩷 8㩷㪛㫀㫊㫋㫀㫅㪺㫋㫀㫍㪼㩷㫄㪸㫉㫂㪼㫋㫀㫅㪾㩷㫀㪻㪼㫅㫋㫀㫋㫐㩷㫆㪽㩷㫋㪿㪼㩷㫊㫐㫊㫋㪼㫄㩷 9㩷 9㩷 9㩷 8㩷 9㩷 9㩷 9㩷 8㩷 8㩷 8㩷 9㩷 Planning and construction time 㪠㫅㫋㪼㫉㫄㫆㪻㪸㫃㩷㫀㫅㫋㪼㪾㫉㪸㫋㫀㫆㫅㩷㪸㫋㩷㫊㫋㪸㫋㫀㫆㫅㫊㩷㪸㫅㪻㩷㫋㪼㫉㫄㫀㫅㪸㫃㫊㩷 9㩷 9㩷㪧㩷 8㩷 8㩷 9㩷 9㩷 8㩷 9㩷 9㩷 8㩷㪬㫊㪼㩷㫆㪽㩷㪠㪫㪪㩷㫊㫌㪺㪿㩷㪸㫊㩷㫀㫅㪽㫆㫉㫄㪸㫋㫀㫆㫅㩷㪻㫀㫊㫇㫃㪸㫐㫊㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷 9㩷 TransMilenio SA 㵬㪜㫅㪿㪸㫅㪺㪼㪻㵭㩷㪹㫌㫊㩷㫊㫋㪸㫋㫀㫆㫅㫊㩷㪽㫆㫉㩷㪙㪩㪫㩷㫊㫐㫊㫋㪼㫄㩷㫊㫋㫆㫇㫊㩷 9㩷 9㩷 9㩷 9㩷 9㩷㪧㩷 9㩷 8㩷 8㩷 9㩷 8㩷㪦㫍㪼㫉㫋㪸㫂㫀㫅㪾㩷㫃㪸㫅㪼㫊㩷㪸㫋㩷㫊㫋㪸㫋㫀㫆㫅㫊㩷 9㩷 8㩷㪧㩷 8㩷 8㩷㪧㩷 9㩷 8㩷 8㩷 8㩷 9㩷㪚㫃㪼㪸㫅㩷㪹㫌㫊㩷㫋㪼㪺㪿㫅㫆㫃㫆㪾㫀㪼㫊㩷 8㩷 8㩷 9㩷 9㩷 8㩷 8㩷 9㩷 8㩷 9㩷 9㩷 9㩷

㪪㫇㪼㪺㫀㪸㫃㩷㫋㪼㫉㫄㫀㫅㪸㫃㫊㩷㫋㫆㩷㪺㫆㫅㫋㫉㫆㫃㩷㪙㪩㪫㩷㫆㫇㪼㫉㪸㫋㫀㫆㫅㫊㩷 9㩷 9㩷 9㩷 8㩷 8㩷 9㩷 8㩷 8㩷 8㩷 8㩷 9㩷 * System is under 㪧㪼㪻㪼㫊㫋㫉㫀㪸㫅㩷㪸㫅㪻㩷㪹㫀㪺㫐㪺㫃㪼㩷㫇㫉㫆㫄㫆㫋㫀㫆㫅㩷㩽㩷㫀㫅㫋㪼㪾㫉㪸㫋㫀㫆㫅㩷 9㩷 9㩷 8㩷 8㩷 8㩷 8㩷 9㩷 8㩷 8㩷 9㩷 8㩷 construction 㪘㫊㫊㫆㪺㫀㪸㫋㪼㪻㩷㫇㫌㪹㫃㫀㪺㩷㫊㫇㪸㪺㪼㩷㫀㫄㫇㫉㫆㫍㪼㫄㪼㫅㫋㫊㩷 9㩷 9㩷 8㩷 8㩷 8㩷 8㩷 9㩷 8㩷 8㩷 9㩷 9㩷 P = Partial Karl Fjellstrom 㪧㫉㫀㫍㪸㫋㪼㩷㫊㪼㪺㫋㫆㫉㩷㫇㫌㫉㪺㪿㪸㫊㪼㩷㩽㩷㫆㫇㪼㫉㪸㫋㫀㫆㫅㩷㫆㪽㩷㪹㫌㫊㪼㫊㩷 9㩷 9㩷㪧㩷 8㩷 8㩷 9㩷 8㩷 8㩷 9㩷 8㩷 9㩷 BRT: 12 - 18 months Metros: 3 – 30 years 13 㩷㵬㪚㫃㫆㫊㪼㪻㵭㩷㪙㪩㪫㩷㫊㫐㫊㫋㪼㫄㫊㩷㵬㪦㫇㪼㫅㵭㩷㫊㫐㫊㫋㪼㫄㫊㩷 14

Current situation & trends Current situation & trends Bus operated as train?

Ź Asian ‘high level’ BRT Ź Asian ‘high level’ BRT systems approved and in systems under construction advanced planning or in operation TransMilenio bus tram metro Bangkok Jakarta Jakarta (lines 2 and 3) Beijing Hangzhou Seoul Jinan Ź ‘Mid level’ systems: Ź ‘Mid level’ systems: Kunming Delhi Taipei Chengdu 6000 15000 35000 Shanghai Chongqing Passengers per hour per direction

15 Pedro Szasz 16

Passenger capacity: metro & LRT Passenger capacity: BRT

BRT ridership Metro & LRT ridership Ź Sao Paulo, Sao Mateus / Ź Hong Kong, Nathan Road line, Jabaquara, 22,000 61,000 Ź Sao Paulo, Santo Amaro / 9 de Ź Sao Paulo East Line, 65,000 Julho, 18,000 Ź London Victoria Line, 25,000 Ź Curitiba, Sul, 13,000 Ź Guangzhou metro, 14,000 Ź Porto Alegre, Joao Pessoa, 14,000 Ź Bangkok Blue Line subway Ź Bogotá, Avenida Caracas, 37,000 8,000 Photo: Lew Fulton, International Energy Ź Bogotá, Calle 80, 30,000 Ź Bangkok Skytrain, 14,000 Agency, Bus Systems for the Future, 2002 Photo: Transmilenio SA Ź Bogotá, Av. Americas, 33,000 Ź Kuala Lumpur Star, 11,000 Ź Bogotá, Carrera 10, 29,000* Ź Kuala Lumpur Putra, 7,000 Ź Bogotá’s TransMilenio system shows that BRT can deliver Ź Brisbane, 8,000 Ź Kuala Lumpur Monorail, 2,600 speed, comfort and passenger capacity similar to metro Ź Kunming, 9,000 Ź Delhi Metro, 8,000. rail systems. Costing only 10% of the cheapest metro per Ź Jakarta, 4,000 kilometre, TransMilenio with a trunk system of 53 km serves more than 1 million passengers per day.

Adapted from Rebelo, Basic Busway Data in Latin America, 2003 17 18

㪎㪏 How to boost your bus corridor BRT passenger capacity

Boarding Express Ź Discussed further in BRT Improvement Capacity Sub-stops Lanes time lines% side-event, 3 August t1 Nsp Dir original 3,000 2101 level platform 5,000 1101 outside collecting 9,400 0.33 1 0 1 bus convoys 16,000 0.33 4 0 1 sub-stops 28,200 0.33 3 0 2 express lines 36,700 0.33 3 40% 2 express lines 43,000 0.33 3 60% 2 express lines 52,000 0.33 3 80% 2

Pedro Szasz 19 20

Case study: TransJakarta Case study: Beijing BRT

Ź Discussed in BRT side Ź Discussed in BRT side event, 3 August event, 3 August

21 22

Combining infrastructure, Case study: Seoul operations and management Ź Progressively implemented new ‘clean’ bus fleets Ź Linking design with Ź Bus services need to be Ź New contracting arrangements, with operations is very organised to give the best operators paid according to important for the service with the lowest distance rather than performance and operating cost. This passengers performance and operating cost. This productivity of a BRT requires recognising Ź New trunk and feeder bus productivity of a BRT requires recognising route configuration system. differences in demand Ź Median bus lanes, with 75km Ź Good knowledge of the along the corridor and operating demand pattern is having turning points and Ź New fare collection regimes, integration terminals based on smart cards with essential to develop a free transfers within zones concept to move people wherever necessary. Photo: Seoul Metropolitan Government Ź Impressive results in instead of focusing on Ź Station location and ridership, bus speed, safety, moving buses. station size also depends and mixed traffic speed moving buses. station size also depends on the operational design. 23 24

㪎㪐 Planning for financial viability Avoid expensive mistakes

Ź Do not try to save money Ź Carefully estimate Ź Brisbane, Nov. 2003 Ź Brisbane, Nov. 2005 on planning projected demand on the Ź Operations Should Be planned BRT Corridors Financed From Fare Ź Invest in sidewalks, trees, Revenues bike parking, public space, Ź Bus Procurement should comfortable stations, and be paid for by Private Bus other amenities to increase Operators the profitability of the system. Don’t skimp on Ź Ticketing system can be quality of life. paid for by ticketing quality of life. system operator Ź Plan the system to be At a cost of US$11.4 million and traffic disruptions for many financially viable months, this upgrade to install passing lanes at a busy bus station is a high price to pay for rectifying an initial planning deficiency 25 26

BRT is not just for Structure wide roads

Ź Introduction Ź Non-motorised 㪠㫅㩷㪨㫌㫀㫋㫆㪃㩷㪜㪺㫌㪸㪻㫆㫉㪃㩷㪙㪩㪫㩷㫆㫇㪼㫉㪸㫋㪼㫊㩷㫎㫀㫋㪿㩷㪸㫊㩷㫃㫀㫋㫋㫃㪼㩷㪸㫊㩷㪊㪅㪉㫄㩷 transport 㫀㫅㩷㪹㫌㫊㩷㫃㪸㫅㪼㩷㫎㫀㪻㫋㪿㩷㪸㫅㪻㩷㫃㪼㫊㫊㩷㫋㪿㪸㫅㩷㪏㫄㩷㫀㫅㩷㪺㫆㫉㫉㫀㪻㫆㫉㩷㫎㫀㪻㫋㪿㪅㩷 Ź Bus Rapid Transit transport 㪧㪿㫆㫋㫆㪑㩷㪣㫃㫆㫐㪻㩷㪮㫉㫀㪾㪿㫋㩷㩷 Status & trends 㩷 Basic concepts Status & trends 㩷 Ź Mass transit options Basic concepts Ź Cost & construction time Policy tools and Ź Types of BRT approaches Ź Passenger capacity Planning tools Status & trends Case studies Case studies A paradigm for EST? Lessons learned 㩷㪙㫆㪾㫆㫋㪸㵭㫊㩷㪙㪩㪫㩷㫊㫐㫊㫋㪼㫄㩷㪸㫃㫊㫆㩷㪽㪼㪸㫋㫌㫉㪼㫊㩷㫇㪼㪻㪼㫊㫋㫉㫀㪸㫅㫀㫊㪼㪻㩷㫊㫋㫉㪼㪼㫋㫊㪅㩷㪠㫅㩷㫋㪿㪼㫊㪼㩷㫊㫋㫉㪼㪼㫋㫊㩷㫆㫅㫃㫐㩷㪙㪩㪫㩷㪹㫌㫊㪼㫊㪃㩷㫇㪼㪻㪼㫊㫋㫉㫀㪸㫅㫊㩷㪸㫅㪻㩷㪺㫐㪺㫃㫀㫊㫋㫊㩷㪸㫉㪼㩷㪸㫃㫃㫆㫎㪼㪻㪅㩷㩿㪧㪿㫆㫋㫆㫊㪑㩷㪪㪿㫉㪼㫐㪸㩷㪞㪸㪻㪼㫇㪸㫃㫃㫀㩷㪸㫅㪻㩷㪢㪸㫉㫃㩷㪝㫁㪼㫃㫃㫊㫋㫉㫆㫄㪃㩷㪠㪫㪛㪧㩷 28

A largely unused pedestrian bridge in Kuantan, Malaysia

Penalty for not using pedestrian bridge: -1st transgression, : RM 1000 or up to 3 months prison -2nd transgression, : RM 2000 and/or 6 months prison 29 30

㪏㪇 Manila’s wet rag campaign

“At least 20 MMDA trucks, equipped with blanket-sized white rags … and a big water container to keep it wet, were dispatched … to carry out the campaign. Under the scheme, wet rags would be dropped on the heads of pedestrians and commuters who refuse to use the sidewalks.” (Manila Times, January 2005) 31 32

Ź Over 30 sec. … “risky behavior” Crossing delay Ź Max. 60 sec. delay in USA, Germany, Australia Rate the Crosswalks

B C 33 34

Pedestrian Improvements Map pedestrian facilities are often…

ŹSimple ŹIsolated ŹSite-specific ŹHuman scale

Someone just has to pay attention

35 SurabayaSurabaya 36

㪏㪈 Think about wheelchairs Think about the blind

Kuantan37 Kuala Lumpur 38

Sidewalk Widths

Who has Priority?

1.5 m

1.2 m effective width 39 40

A D Pedestrian LOS

Effective Width B E

From US Highway Capacity Manual

C F 41 42

㪏㪉 43 44

Intersection Design Tool Project for Public Space, Inc.

45 46

Jakarta BRT Pedestrian Volumes

Thamrin Sudirman Kota Gajah Mada Blok M

Sisingamangaraja

Based on bus stop boardings

ITDP 47 48

㪏㪊 Kota - Existing Pedestrian Routes morning Jakarta BRT Stasiun Jakarta BRT Lada Pedestrians Hit by Vehicles J. Jembatan Batu Jakarta Museum

J. Pintu Besar Utara J. Pintu Besar Sel

Thamrin Exim Building

Sudirman J. Asemka Kota Kota - Proposed Gajah Mada Kota Station Stasiun

Blok M J. Jembatan Batu Jakarta Museum Sisingamangaraja

J. Pintu Besar Utara J. Pintu Besar Sel

Killed Hospitalized Exim Building J. Asemka 49 50

BloBlokk M Terminal Blok M -

Existing an m Plaza Gajah Mada ar aw ty di A J. J. Sultan Hasanuddin

J . S u l ta n Is J. Melawai 1 k a n d a rs

o y o t t a h o o

n n

a a

r r

o o

p p j j

r r o o

a a y y

r r k k

i i u u Blok M

S S W W -

J. Hayam Wuruk an J. Hayam Wuruk Proposed m ar aw ty di A J.

J. Sultan Hasanuddin J. Gajah Mada J. Gajah Mada J . S u n n l i i t Plaza f Plaza f a i i n

r r Is A A J. Melawai 1 k Gajah Mada l Gajah Mada l a

u u Pedestria n Pedestria d n Plaza n Plaza

i i a r a a s - Gajah Mada - Gajah Mada y Z Z n Routes a h

H H Existing K Proposed K 51 afternoon 52

Some pedestrian policies Sidewalk Design (1) umn Tokyo Kunming ¾ Map & maintain ¾ Sidewalks are for the Ź Maintain a walking path as sidewalks primary use of pedestrians. straight and continuous as ¾ Count pedestrians and ¾ Seek balance between possible. widen sidewalks through and stationary Locate “street furniture” in pedestrians. buffer zone (typically 1.0 m ¾ Calculate pedestrian wide) along curb. delay at signals ¾ Provide for people with ¾ Do not place obstacles in ¾ Shorten crosswalks or limited vision and limited walking path. install islands mobility Driveways should be raised. ¾ Survey & reduce vehicle ¾ Level of service at Ź Provide smooth, non-slip speeds intersections and along surface. corridors should be ¾ Analyze crash & conflict no holes ¾ balanced between data Ź Install pedestrian ramps at pedestrians, cyclists and Ź pedestrians, cyclists and all corners and crosswalks. vehicles. 53 54

㪏㪋 Kowloon, Hong Kong Sidewalk Design (2)

Ź Use bollards, planters and other fixed objects to protect pedestrians from errant drivers and to keep motorized vehicles off sidewalk. Ź Construct curb extensions where there is on-street parking. Ź Avoid bus bays and other indentations which reduce sidewalk width. Nanjing Road, Shanghai

55 56

Good practices: Guangzhou Cycle rickshaw improvement

ITDP engineers from US and India worked together to develop prototypes of modern cycle rickshaws 57 58

Final design And today… Ź More than 300,000 modern rickshaws are on roads in 9 cities Ź Simple design - locally manufactured with basic tools Ź 4 frame manufacturers and nearly 20 assemblers make more Ź Light and efficient – reduces strain on the driver cycle rickshaws than earlier Safe and comfortable for the passenger Ź Safe and comfortable for the passenger Ź More than 35 financiers/operators ply modern rickshaws Durable with low maintenance cost Ź Durable with low maintenance cost Ź Drivers get more rides and earn 30-50% more with lower stress Large cargo space – can double up as a cargo vehicle Ź Large cargo space – can double up as a cargo vehicle Ź Operate in areas where previously no rickshaws existed Ź Stylish looks which attract more passengers Ź Stylish looks which attract more passengers Ź And a process of design evolution by local rickshaw industry Ź Cost the same as traditional cycle rickshaws to suit ever changing needs has been set in place.

59 60

㪏㪌 Michael King

Deliveries

61 62

Tokyo: human scale

63 64

A paradigm for EST?

Car/vehicle-oriented approach (current) People-oriented approach (proposed) Low Volume High Volume High Volume Low Volume Low Volume High p Y E Low priority High Priority

Low priority High Priority Priority High priority Low v

65 66

㪏㪍 Regional EST Forum 1-2 August 2005, Nagoya, Japan

Thematic session 5: Public Health Public Health

Presented by: Hisashi Ogawa

Urban air pollution attributes over 0.5 million deaths per year Health Effects of Mortality attributable to various environmental risks Transport 1200 Unsafe water, sanitation, 1000 • Air pollution – respiratory and & hygiene 800 Urban air pollution cardiovascular disease and deaths 600 Indoor smoke from solid • Traffic accidents - injuries and deaths 400 fuels • Noise pollution and vibration – hearing Deaths in 1000 200 Lead exposure impairment and psychological effects 0 WPR SEAR Asia-Pacific Climate change • Walking and bicycling – promoting healthy Region lifestyles

Contribution of Vehicular Traffic Accidents Emissions to Air Pollution • WHO estimates some 1.2 million people die from • Large portion of urban air pollution is due to road traffic accidents, almost 60% (720,000 deaths) vehicular emissions (Recent WHO/ADB study in of which occur in Asia and the Pacific Metro Manila indicates 50-80%) • Use of unleaded gas significantly reduces blood • 10 times or more get injured (not fatally) lead level in children • Almost 50% of the global road traffic deaths occur among young adults aged between 15 and 44 years

㪏㪎 Risk Factors Multisectoral Approach • Risk factors may be related to human and Health Sector behaviours; vehicle designs; and road • Prevention of road traffic injury needs to involve many sectors: transport, health, police, education, finance, etc. conditions • Health sector participates in: – Excess speeding; – Collection of data on fatal and non-fatal injuries and their – Driving under influence of alcohol; costs; – Not using safety devices (e.g. helmets, seat belts, – Investigation of causes; child restraints); – Implementation and evaluation of – Poor road design; interventions; – Establishment of trauma care – Inadequate vehicle safety systems; standards, – Input to preparation of policy; and – Poor trauma care systems – Advocacy and awareness raising

Noise Pollution and WHO Community Noise Guidelines Health Effects • Effects of noise include: Environment Critical health effect Sound Time, level, hours – pain and hearing fatigue; dB(A) – hearing impairment; Outdoor living areas Annoyance 50-55 16 – annoyance; – interferences with social behaviour (aggressiveness); Indoor dwellings & class Communication 35 16 or – interference with speech communication; rooms disturbance class hours – sleep disturbance; Bedrooms Sleep disturbance 30 8 – cardiovascular effects; hormonal responses and their possible consequences on human metabolism and Industrial, commercial & Hearing impairment 70 24 immune system; and traffic areas – performance at work and/or school Music through earphone Hearing impairment 85 1

Integrated Approach Healthy Lifestyle • Integrating various health and safety issues associated with transport: air pollution, • Physical inactivity is a risk factor for obesity, traffic injuries, noise, physical activity, and hypertension, cardiovascular others (climate and other non-communicable diseases change, urban heat • Walking, jogging, and bicycling all island, etc.) contribute to the alleviation of these • Such a project being problems developed in China • 30 minutes of bicycling/walking a day can with WHO support halve the risk of heart disease

㪏㪏 Regional EST Forum 1-2 August 2005, Nagoya, Japan

Thematic session 6: Social Equity and Gender Dr. Marie Thynell Perspectives Department of Peace and Development Research, Göteborg University Presented by: Marie Thynell Sweden

Social dimensions of the complex The role of transport in societal transport issue development

• Expanding cities – longer and slower trips • Informal economy as a driving force of • The present dominance of economic and mobility technical knowledge • Transport development and modernity • The content of the social black box • Existing knowledge about access for vulnerable groups

Increased importance of the low income urban population

• Access of the poor to various markets • Social and environmental aspects of transport are intertwined • Positive effects of increased mobility of the poor – strengthening weak legs

㪏㪐 Consequences of neglecting the needs of the poor in transport planning

• Present lack of knowledge about mobility of the poor • Societal development and the role of transport has become a complex issue • Political challenge to find strategies for sustainable social and environmental transport development

Lloyd Wright

㪐㪇 Many migrants to urban regions fall into poverty because of insecure tenure and poor access to transport, information and employment.

Lloyd Wright Lloyd Wright

㪐㪈 The situation of the poor in the transport systems

• The behaviour of the poor is rational • Negative side-effects of modern transport • The neglect of the societal role of public transport and soft modes of mobility in city development

㪐㪉 The elaboration of an Extended Social Impact Assessment

• Knowledge of the travel behaviour and attitudes of the poor • New guidelines for transport strategies • Need for elaborating indicators and ways of evaluation

㪐㪊 Gender aspects of the Impact Assessment

• The present situation of women in the transport systems • The side effects of the gendered differences on the informal economy and travel pattern • How to improve women's conditions and strengthen democracy

Women’s mobility patterns

• Mobility patterns and power relations • Ecological footprints of women’ s mobility • Barriers to women’s increased mobility

㪐㪋㪐㪌 Changes in mobility Methods to promote continued progress of modernity

• Knowledge about gendered behaviour in transportation • Need for more surveys of user mobility behaviour and attitudes • Increased role of transport policy

The Millennium Development Goals aim to reduce poverty

Goal 1 specifies a target for reducing income poverty (UN 2000). Eradicate extreme poverty and hunger. Target is to halve, between 1990 and 2015, the proportion of people whose income is less than one dollar a day. Access to energy services and core transport infrastructure – that are crucial inputs for achieving the income poverty target.

The policy of transport and mobility Focus on the users instead of the systems of transport • Traditional policy focusing on the • The vision of a liveable city car/road system • Accessibility • Political challenges of today differ from • Affordability those of yesterday • Appropriateness • Focus should be on public transport and – • Reliability above all – on soft modes of transport • also for vulnerable user groups to reduce poverty

㪐㪍 Policy implications and recommendations

• Crucial role of transport policies to compensate market failures • Recommended use of Extended Social Impact Assessments • Role of political leadership (cf the example of London)

THANK YOU!

Special thanks to Amanda Thynell, Lloyd Wright, Kjell Randers, IFRTD and The City of Copenhagen for the pictures.

Thank You!

Special thanks to Amanda Thynell, Lloyd Wright, Kjell Randers, IFRTD and The City of Copenhagen for the pictures.

㪐㪎 Regional EST Forum 1-2 August 2005, Nagoya, Japan

Thematic session 7: Road side air quality Air Quality Monitoring in the Asian monitoring and assessment Region Charles Melhuish, ADB Cornie Huizenga, May Ajero, Herbert Fabian Presented by: Shinji Kobayashi Clean Air Initiative for Asian Cities and Cornie Huizenga Regional Forum on Environmentally Sustainable Transport 1-2 August, 2005 1 Aichi, Japan 2

Ambient Air Quality Standards AQ Monitoring Capacity in Asia

Country Pollutants Remarks • Most countries have more lenient standards TSP, CO, NOx, Bangladesh 1997 standards established for a few pollutants depending on land than those prescribed and SO2 use category; new standards are pending approval City Manual Continuous City Manual Continuous by WHO and USEPA China TSP, PM10, CO, Standards require cities to comply with Class I, II, or III standards. Bangkok 21 Kolkata 12 5 SO2, NO2, Pb Class I standards more stringent than the WHO and USEPA limits • Standards for PM10 Hong Kong TSP, PM10, CO, Standards less stringent than WHO and USEPA limits have been largely based Beijing 24 Manila 12 5 SO , NO , Pb, O on USEPA limits 2 2 3 Busan 14 Mumbai 22 India TSP, PM10, CO, Established based on different land-use categories i.e. industrial, • There is a need to SO , NO , Pb 2 2 residential and sensitive areas. review current PM Colombo 1 Osaka 14 Indonesia TSP, PM10, CO, National and local (Jakarta) standards less stringent that WHO; PM standards – Europe has SO , NO , O , Pb Delhi 10 2 Seoul 27 2 2 3 limits less stringent than USEPA moved PM10 limit to Status of AQ CO, NO , O , 3 Japan 2 3 Comparable and to some extent more stringent than WHO 50µg/m limit for 24- Dhaka 1 Shanghai 23 21 SO TSP monitoring 2, guidelines with the exception of CO limits for an 8-hour exposure. hour averages and 40 Hanoi 7 Nepal TSP, PM10, CO, Established only in 2003; standards less stringent than WHO; PM µg/m3 for annual in Asia Singapore 16 SO , NO , Pb, 2 2 limits less stringent than USEPA averages Ho Chi Minh 9 C6H6 Surabaya 5 • Standards for other air Pakistan No legislated ambient air quality standards Hong Kong 14 Taipei 19 toxics e.g benzene Philippines TSP, PM10, CO, based and comparable to WHO and USEPA (for PM10). Standards SO2, NO2, O3, Pb more lenient, selecting the higher/max allowable limits should be legislated Jakarta 1 5 Tokyo 82 PM10, CO, SO , • In some cases, AQ Singapore 2 Despite adopting only both WHO guidelines and USEPA limits, Kathmandu 6 Yogyakarta 6 NO , O 2 3 Singapore PSI reporting is very efficient monitoring plans/

Sri-Lanka TSP, CO, SO2, TSP standards twice more lenient than USEPA, No annual standard systems, are NO , O , Pb 2 3 for SO2, 24-hour limit for SO2, a slightly lenient O3 and NO2 inconsistent with the Source: Benchmarking Study Urban Air Quality Management and Practice in Major and compared with USEPA and WHO, respectively established standards Mega Cities of Asia – Stage 2 (draft) Thailand TSP, PM10, CO, TSP twice more lenient than USEPA; SO and CO almost same as 2 • most Asian countries SO2, NO2, O3, Pb USEPA limit, stringent NO compared to WHO 2 do not have specific Vietnam TSP, CO, SO , Hourly limits for NO and CO are more lenient than WHO, no PM10 2 2 roadside AQM standards3 4 NO2, O3, Pb standards, the rest of the standards are almost same as WHO

Air Quality Measurement Capacity AQM Capability Indices Data Assessment and Availability Bangkok xxxxx Kathmandu x • 5 cities measure the acute and chronic health Bangkok xxxxx Kathmandu xx • 8 cities undertake Beijing xxxxx Kolkata xx effects for all criteria prediction modelling compounds (NO2, SO2, Beijing xxxx Kolkata xxx for pollutants PM, CO, Pb, O ) Busan xxxxx Metro Manila xx 3 monitored • 8 cities measure trends Busan xxx Metro Manila xx Colombo x Mumbai xx in pollutant • 7 cities have concentrations for all Colombo x Mumbai xxx New Delhi xx Seoul xxxxx undertaken criteria compounds New Delhi xxx Seoul xxxx epidemiological studies Dhaka x Shanghai xxxxx • 4 cities measure the spatial distribution for all Dhaka xx Shanghai xxxx • 10 cities issue air compounds quality alerts Hanoi xxx Singapore xxxxx Hanoi xx Singapore xxxxx • 8 cities have the capacity • 8 cities undertake Ho Chi Minh xxxxx Surabaya x to measure kerbside Ho Chi Minh xxx Surabaya x criteria for all compounds spatial mapping of Hong Kong xxxxx Taipei xxxxx Hong Kong xxxxx Taipei xxxxx pollutants • Rigorous QA/QC criteria Jakarta xx Tokyo xxxxx are applied in 7 cities Jakarta xxx Tokyo xxxxx • 11 cities formally publish AQ data Legend: Minimal x Legend: Minimal x Limited xx Limited xx Moderate xxx Moderate xxx Good xxxx Good xxxx Excellent xxxxx 5 Excellent xxxxx 6

㪐㪏 Average Annual Air Pollution Concentrations Average Annual Air Pollution Concentration in (1990-1999) in selected Asian Cities selected Asian Cities (2000-2003) 400

550

350 500

450 300 400 3 350 3 250

300 200 250

concentrations in µg/m 200 concentration in µg/m 150

150

100 100

50 50 0

a la ai a ai ou i b yo kok kat ong 0 l gqing zh an m sak Seoul ng Beijing o n M u O Busan angh i,China Tok K ng K M h e i g a u i l e a o Ba S ok bo la u ya Cho etro New Delhi ing no inh on art nd ni elhi a ky Guang Ho gk ij m a M k a a eo por o M Taip n lo H i K umba D S a T a Be Busan o Dhaka Ja m Kolkata M rab B C Ch th M u New Shanghai Sing S o Hong Ka 3 SPM 3 SO H Taipei,Chin SPM Guidelines = 60-90 µg/m (WHO, 1979) SO2 Guideline = 50 µg/m (WHO, 1999) 2 SPM 3 SO SPM Guidelines = 60-90 µg/m3 (WHO, 1979) SO Guideline = 50 µg/m (WHO, 1999) 2 PM NO 2 3 10 NO Guideline = 40 µg/m3 (WHO, 1999) 2 PM10 Limit = 50 µg/m (USEPA, 1997) 2 PM NO 3 10 NO Guideline = 40 µg/m3 (WHO, 1999) 2 7 PM10 Limit = 50 µg/m (USEPA, 1997) 2 8 Source: AMIS Database Source: CAI-Asia, 2004

2000–2003 compared with 1990–1999 Air Trends of Aggregated Annual Averages of SPM,

Quality Data PM10, & SO2 for selected Asian Cities (1993 – 2003)

Most of the cities have SO NO SPM PM • 250 2 2 10 been able to reduce • PM10 and SPM Bangkok 㻠 > < < levels of SO to ‘safe’ 2 SPM still do not Beijing < ? ? < levels with the exception of Beijing and 200 comply with

Busan < > ? 㻠 Hanoi 3 annual

Colombo > < ? 㻟 g/m guidelines µ • NO2 levels gradually 150 Hong Kong > < < < increasing levels and • SO2 is safely Kolkata < > < < just above the WHO PM10, USEPA well within the PM10 annual guideline guidelines (50Pg/m3) WHO guideline Manila ? ? < ? • Almost all cities have 100 Mumbai < < < < • The general been able to reduce SPM, annual guideline (60 to 90 Pg/m3) trend is slight New Delhi < < < < levels of SPM and PM10 concentrations in 2 improvement compared to the ’90s SO Seoul < > < < 50 from early 1990 level, however levels SO2, WHO SPM, PM10 and Shanghai < < < ? continue to remain annual guideline 3 SO levels Taipei,China < < ? > above the guidelines (50Pg/m ) 2 except those of the 0 Tokyo < 㻟 ? < more developed cities 19931994199519961997199819992000200120022003 Notes: 㻠 - about 5% increase Source: CAI-Asia Research, 2004 㻟 - about 5%decrease Source: CAI-Asia Research, 2004 ? – data not available 9 10

Trend of Aggregated Annual Averages of NO2 for Ambient Air Quality in Major selected AsianTrends Cit ofie Aggregateds (199 Annual3 – Averages2003 of) NO2 for selected Asian Cities (1993 - 2003) Asian Cities

350 350 80 Busan Busan Busan Bangkok Bangkok Bangkok Bangkok Bangkok Bangkok Bangkok Bangkok Bangkok (1992 – 2003) Hong Kong (1992 – 2003) Hong Kong Hong Kong Hong Kong Busan Busan Busan Busan Busan Busan Busan Colombo 300 300 Seoul Seoul Seoul Hong Kong Hong Kong Colombo Colombo Colombo Colombo Colombo Dhaka Singapore Singapore Singapore Seoul Seoul Hong Kong Hong Kong Hanoi Hanoi Dhaka Hong Kong 70Taipei,China Taipei,China Taipei,China Singapore Shanghai Seoul Seoul Hong Kong Hong Kong Hanoi Jakarta 3 250 250 Tokyo Tokyo Tokyo Taipei,China Singapore Shanghai Shanghai Jakarta Jakarta Hong Kong Shanghai Tokyo Taipei,China Singapore Singapore Seoul Seoul Jakarta Singapore 200 200 Tokyo Taipei,China Taipei,China Shanghai Shanghai Seoul Surabaya 60 Tokyo Tokyo Singapore Singapore Shanghai Taipei,China Taipei,China Surabaya Singapore Tokyo 150 150 Tokyo Taipei,China Surabaya Taipei,China concentrations in µg/m Tokyo 100 100

3 50 50 50

0 40 0 1990 1992 1994 1996 1998 2000 2002 2004 1990 1992 1994 1996 1998 2000 2002 2004 SPM PM10 NO2 CO O3 SPM PM10 SO2 CO NO2 O3 Source: PCD, 2004 Source: Hong Kong EPB, 2004 concentration in µg/m concentration 30

350 350 Shanghai (1992 – 2003) New Delhi (1992 – 2003) 20 300 300

250 250 10 3 200 200

150 0 150 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 concentrations µg/m in 100 3 100 NO2 Guideline = 40 µg/m (WHO, 1999) The high variability and 50 50 Notes: • The graph shows the aggregated average of the annual averages of major criteria pollutants; The range of data is shown by wide range of values 0 0 the vertical lines for each year, the maximum and minimum values are marked by horizontal lines on the top and bottom most 1990 1992 1994 1996 1998 2000 2002 2004 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 part of the line. indicate Q+A problems in SPM PM10 SO2 NO2 • The quality for each data point varies corresponding to the number of cities where data is present SPM RSPM SO2 NOx monitoring and requires Source: Shanghai EMC, 2004 11 Source: ESMAP, 2004 12 additional analysis Note: Levels of SPM are all above 350 µg/m3

㪐㪐 Online Ambient Air Quality Data of Selected Asian Cities Ambient versus Roadside AQ

City Website URL 700 140 Roadside SPM Beijing http://www.bjepb.gov.cn/ Bangkok 600 Ambient SPM 120 3 Shanghai http://www.sepb.gov.cn/user/outweb/index-en/index-en.jsp Roadside PM10 500 Ambient PM10 100 Chengdu http://www.hbj.chengdu.gov.cn/ 400 80 Chongqing http://www.cqemc.cn/ 300 60 Guangzhou http://www.gzepb.gov.cn/ 200 40 Roadside PM10 Jilin/Harbin http://hbj.jl.gov.cn/ concentrations in µg/m3 concentrations concentrations µg/m in 100 Ho Chi Minh 20 Ambient PM10 Hangzhou http://ems.hzepb.gov.cn/20031224/index.htm 0 0 Tianjin http://www.zjepb.gov.cn/ 1993 1995 1997 1999 2001 2003 2000 2001 2002 2003 Kolkata http://www.wbpcb.gov.in/html/airquality.php 100 • Roadside particulate levels are always Mumbai http://mpcb.mah.nic.in/envtdata/envtair.php 90 Hong Kong 3 higher than ambient confirming that New Delhi http://www.cpcb.delhi.nic.in/ 80 vehicles are major PM source Tokyo http://www2.kankyo.metro.tokyo.jp/kansi/portal.htm 70 • Increased number of policies on mobile Busan http://www.bihe.re.kr/ 60 sources (e.g. fuel quality and stricter Kathmandu http://mope.gov.np/mopepollution/ 50 emission standards) closes the gap Ambient PM10 Metro Manila http://www.emb.gov.ph/ 40 between ambient and roadside levels Roadside PM10 concentrations in µg/m concentrations Singapore http://www.nea.gov.sg/psi/ 30 Note: SPM ambient annual standards = 100 µg/m3 Thailand http://pcd.go.th/AirQuality/bangkok/ 20 PM10 ambient annual standards = 50 µg/m3 1990 1992 1994 1996 1998 2000 2002 Ho Chi Minh http://www.hepa.gov.vn/ 13 14

Air Quality Monitoring by Passive Sampling Guidelines for Roadside AQM monitoring

• No power supply or battery needed, easy to install, small, light • In the absence of internationally established methodologies for roadside air quality monitoring Asian countries and cities should and cheap but requires analyses in the laboratory formulate and document their own methodologies for siting and • Ability to survey large areas at lower costs sampling of road side AQM. • It is advisable to accompany roadside AQM by on-road in-vehicle •SO2, NO2, O3 and benzene (mobile source pollutants) samplers monitoring to get true picture of exposure due to transport. are available in the market • Priority for roadside monitoring is PM, CO and Hydrocarbons • Passive sampling technique is useful in highlighting “hotspots” of • Roadside AQM monitoring results should not be used as basis for high concentrations, e.g. roadside or major emission sources overall reporting on urban AQM BUT can be used to report specific • Simplest and cheapest way to monitor air quality but gives only a exposure risks. general indication of average concentration levels over a time • Roadside monitoring is not a pre-condition to develop an effective vehicle emission control strategy. Road side monitoring can be period replaced by monitoring of urban ambient background air quality • Chiang Mai study shows good correlation between active and and/or measurements of individual vehicle emissions. passive sampling data for NO but variable for SO2 • Roadside monitoring is a good way to check if vehicle emission 2 measures are taking effects • Sources of errors include: laboratory analysis, tube location, tube • Passive samplers can be a good alternative to continuous monitoring quality, tube handling – all of which can be reduced equipment provided capacity is available for reliable measurement and analysis of samples 15 16

㪈㪇㪇 EST 2005 Nagoya Regional EST Forum Regional EST Forum in Asia 1-2 August 2005, Nagoya, Japan

Thematic session 8: Cleaner fuel Optimum Fuels for Automobile

Presented by: Christopher Weaver Masahiko Hori and Masahiko Hori Japan Automobile Research Institute （JARI)

EST 2005 Nagoya EST 2005 Nagoya Fuels vs. Air Pollution and Prospect of Motor Vehicles Health Effects Human Health

Benzene ) 3

Benzene: Dermatitis (skin contact). n

i l

Severe eye irritant. Skin and respiratory l

i B

irritant (long-term exposure) (

Lead: Poisonous as many organic s

e l

compounds containing lead such as lead c Air Pollution

Lead i 2 h

tetraethyl. e Global Warming V

f Energy Security o

Catalyst Poisoning r Non OECD

e b

Deterioration for aftertreatment device m 1 u

Sulfur Lead : Irreversible N Sulfur: Reversible with fuel penalty OECD Exhaust Emission 0 1990 2000 2010 2020 2030 2040 2050 Aromatics Direct formation in PM Secondary PM formation from SO2 Year Calculated from World Bank and other data sources

EST 2005 Nagoya EST 2005 Nagoya Air Pollution Improvement Strategy Engine Technology of SIE SIE: Spark Ignition Engine

Air Pollution DI, LB Engine Modification A/F Control

DI: Direct Injection LB: Lean Burn A/F: Air Fuel Ratio Regulation Inspection & Monitoring Maintenance EU USA International JPN Harmonization Domestic System Domestic System Adv. TWC Clean etc NOx Trap Gasoline Engine HC Trap Sulfur Fuel Specification After-treatment Fuel Reformation Lead, Sulfur Low Free Sulfur Free Clean Air TWC: Three Way Catalyst

㪈㪇㪈 EST 2005 Nagoya Engine Technology of CIE CIE: Compression Ignition Engine

Engine Modification HPFI HCCI DOC: Diesel Oxidation Catalyst C/DPF: Catalyzed Diesel Particulate Filter HPFI: High Pressure Fuel Injection SCR: Selective Catalytic Reduction HCCI：Homogeneous Charge Compression Ignition LNT: Lean NOx Trap DPNR: Diesel Particulate NOx Reduction

DOC C/DPF SCR Clean LNT Diesel Engine Sulfur DPNR Aromatics

After Treatment Fuel Reformation Sulfur Free

EST 2005 Nagoya EST 2005 Nagoya Category of Fuels Sulfur Effect on Emissions (SIE)

Category 1: Markets with no or first level of emission control

Category 2: Markets with stringent requirements for emission control US Tier 0 or Tier 1, EURO 1 and 2 or equivalent emission standards

Category 3: Markets with advanced requirements for emission control US California LEV, ULEV and EURO 3 and 4, or equivalent emission standards

Category 4: Markets with further advanced requirements for emission control US California LEV-II, US EPA Tier 2, EURO 4 in conjunction with increased fuel efficiency constraints or equivalent emission standards. Deteriorates advanced NOx catalyst

EST 2005 Nagoya EST 2005 Nagoya Emission reduction by sulfur range Sulfur Effect on Engine Life (CIE)

EGR causes wear of cylinder liner

㪈㪇㪉 EST 2005 Nagoya EST 2005 Nagoya Sulfur Effect on PM (CIE) Fuel specifications for each category ‐Gasoline -

Converts to sulfate

Sulfur Aromatics Benzen (mg/kg) (%v/v) (%v/v) Category 1 1,000 50 5 Category 2 200 40 2.5 Category 3 30 35 1 Deteriorates DPF with catalyst Category 4 Free 35 1

EST 2005 Nagoya EST 2005 Nagoya Fuel specifications for each category Advanced Clean Energy ‐Diesel Fuel ‐ Air Pollution • CNG (Natural Gas) Global Warming Energy Security Sulfur T-Aromatics • DME (Natural Gas) Cetane No. (mg/kg) (%v/v) • GTL (Natural Gas, Coal) Category 1 3,000 48 • BTL (Biomass) Category 2 300 25 53 • Cellulose Ethanol (Biomass) LCA Category 3 30 15 55 Category 4 Free 15 55 • FAME (Vegetable oils, Tallow) • Hydrogen (Water, Methanol, Naphtha, Others )

• Battery-Electric CNG: Compressed Natural Gas DME: Di- Methyl Ether GTL: Gas To Liquid BTL: Biomass To Liquid FAME Fatty acid methyl ester,

EST 2005 Nagoya Future Fuel Scenario Cleaner Fuel FC: Fuel Cell Cleaner Fuel ICE: Internal combustion Engine FC / ICE Hydrogen ? GTL: Gas To Liquid

Natural Gas Clean and for Cleaner Engine Coal Renewable Biomass Fuel

Biomass Bridge Fuel GTL/BTL Thank you for your attention Fuel Reformation HEV Today Tomorrow

㪈㪇㪊 Regional EST Forum 1-2 August 2005, Nagoya, Japan Vehicle Emission Control Thematic session 9: and Inspection & Vehicle emission control Maintenance (I/M) and inspection and N.V.Iyer Adviser (Technical), Bajaj Auto Ltd, Pune, India maintenance (I/M) and Use and Christopher Weaver Planning (1) President, Engine, Fuel & Emissions Engineering, Inc. Sacramento, USA Presented by: N.V. Iyer and REGIONAL EST FORUM IN ASIA Christopher Weaver THEMATIC SESSION AUGUST 2, 2005 Nagoya International Centre, Nagoya, AICHI JAPAN

Managing Emissions From Management Techniques for In-Use Vehicles In-Use Vehicles New-vehicle emission standards are the most New-vehicle emission standards are the most Inspection and maintenance (I/M) effective and most cost-effective way to reduce Roadside enforcement (e.g. anti smoke-belching) vehicle emissions, Retrofit BUT Alternative fuels Existing vehicle population will continue operating and polluting for many years Phase out or move out of city Age limits Emission controls on new vehicles will eventually Economic incentives – vehicle tax options degrade and fail with age Preferential access (exemption from no-car days, reduction in Measures to manage in-use vehicle emissions are area license fees, etc.) also needed

Inspection and Maintenance I/M Test Procedures

Key to in-use vehicle management Test procedures should: Objective Reliably identify vehicles with high emissions that can Detect vehicles that have higher-than-normal emissions due to be corrected through maintenance/repairs poor maintenance and/or tampering with emission controls Reliably pass vehicles that are not high emitters Ensure that these vehicles are repaired Loaded (i.e. dynamometer) tests preferred Primary focus on smoke (fine particulate) emissions, as the main cause of illness/death/damage due to air pollution Representative of actual operation Black smoke from diesel vehicles Harder to defeat White/gray smoke from three-wheelers and motorcycles with Unloaded tests useful mainly for roadside two-stroke gasoline engines enforcement Secondary focus on HC and CO from gasoline vehicles Two-speed idle HC/CO for gasoline vehicles Little benefit from NOx I/M with current technologies Snap acceleration smoke opacity for diesel vehicles

㪈㪇㪋 I/M Test Centers I/M Test Centers Setting I/M Standards High-volume, privately operated, test-only facilities Too-lenient standard accomplishes little Volume supports better equipment and personnel If few vehicles fail, there is little reduction in emissions dynamometers direct on-line linkage to I/M database Too-strict standards are self-defeating If compliance is too difficult, it promotes a culture of evasion / Limited number of test centers makes oversight feasible If compliance is too difficult, it promotes a culture of evasion / corruption Excessive failure rates lead to loss of political support Common mistake – select “international” standard from somewhere else e.g. ECE R24 standard of K = 1.5 to 2.7 m-1 for diesels This standard is not effectively enforced even in the EU!

Recommended Approach Example: Diesel Smoke Standards in Sri Lanka

to I/M Standards Cumulative Distribution of Smoke Density "K" for Diesel Vehicles in Colombo (Rev 8/10/02) Field sampling to determine the distribution of 40 Lorries Snap Accel 35 Buses Snap Accel Light-Duty Snap Accel I/M test results in the existing fleet 30 Light-Duty Full Load

) 25

Set standards to fail worst 15-30% -1 20 Rigorously enforce the standards selected K (m 15 10 Prevent “culture of evasion” from developing 5 Built political support 0 0 20 40 60 80 100 Gradually tighten standards over time as the Percent of Vehicles

worst vehicles are repaired or retired from Previously proposed standard: 2.5 m-1, not effectively enforced service Recommended standard: 8 m-1

I/M Enforcement Roadside Enforcement Require inspection as condition for vehicle Complement periodic I/M by apprehending worst registration / renewal vehicles on-road Link I/M and registration databases Especially effective for smoke/PM emissions May require strengthening registration process! Remote sensing can be used as a screening method (for smoke, the eye is a remote sensor) Computerization of registration data Cross-check inspection records vs. registration Link to periodic I/M program Strict oversight of I/M inspection facilities NGO/citizen participation – link to public Analyze pass/fail records and inspection results by lane information / clean air campaigns Overt audits – check calibration, training, procedures Philippine anti smoke-belching campaign – no deliveries by “smoke belching” trucks Covert audits with undercover vehicles Driver should be ashamed of a smoky vehicle Fund oversight through surcharge on inspection fees

㪈㪇㪌 Roadside Smoke Testing in Colombo Roadside Smoke Testing in Colombo Diesel Snap Acceleration Two-Speed Idle Test for 2T Gasoline Vehicles

Retrofit U.S. EPA / Mexico City Bus Retrofit Program Diesel particulate filters 7 U.S. 1998 buses retrofit with particulate filters Reduce engine-out PM by 85%+, soot ~100% Expensive, US$3000 to 6000/vehicle 6 Euro 0 buses retrofit with oxidation catalysts Not feasible for all vehicles On-board emission measurements over typical bus route Diesel oxidation catalysts Reduce engine-out PM by 20-35% Avg PM g/km Burns organic fraction of PM, little effect on soot Baseline Retrofit Euro 0 1.70 1.20 Less expensive EPA 98 0.27 0.02 Some retrofit technologies require ultra-low sulfur diesel

Summary: Managing In-Use Vehicle Emissions

Effective I/M is key High-volume, test-only, privately operated Loaded (dynamometer) testing Strict oversight by government or independent monitor Roadside smoke enforcement complements I/M Emission control retrofits are feasible and cost- effective for some vehicles (e.g. buses) Incentives for clean vehicles / disincentives for dirty ones Build social consensus against polluting vehicles

㪈㪇㪍 Regional EST Forum 1-2 August 2005, Nagoya, Japan Vehicle Emission Control and Thematic session 9: Inspection & Maintenance (I/M) N.V.Iyer Vehicle emission control and Adviser (Technical), Bajaj Auto Ltd, Pune, India inspection and maintenance and Christopher Weaver (I/M) and Use Planning (2) President, Engine, Fuel & Emissions Engineering, Inc. Sacramento, USA REGIONAL EST FORUM IN ASIA Presented by: N.V. Iyer and THEMATIC SESSION Christopher Weaver AUGUST 2, 2005 Nagoya International Centre, Nagoya, AICHI JAPAN

Elements of a comprehensive The Pillars of Vehicular AQM strategy to reduce vehicle emission • Increasingly stringent emission standards for new vehicles • Specifications for clean fuels • Programmes to assure proper maintenance of in-use vehicles • Transportation planning and demand

New Vehicle In-Use Vehicle Cleaner Fuel Transport management Standards Standards - I&M Management

Emission standards for new and New vehicle emission standards in-use vehicles • New vehicle emission standards are • Emission standards for new vehicles help to reduce – Either specified in grams per kilometer (g/km) the pollution contribution of future vehicles through under a driving cycle that represents a typical the introduction of new technologies congested urban traffic, and measured on a chassis dynamometer, or – It is necessary to ensure that concomitant improvements in fuel specifications are introduced to allow adoption of – Specified in grams per kiloWatt-hour (g/kWh) and new emission reduction technologies measured on an engine dynamometer • Emission standards for in-use vehicles help to • Main pollutants covered are ensure that vehicles are properly maintained so that – Carbon Monoxide (CO) the deterioration in emission performance with – Hydrocarbons (HC) usage is minimized – Oxides of Nitrogen (NOx) – It is necessary to implement a sound Inspection & Maintenance (I/M) programme for this purpose – Particulate Matter (PM)

㪈㪇㪎 Approaches to new vehicle emission Progression of European Standards standards for new vehicles • Worldwide there are three main approaches for PROGRESSION OF EURO STANDARDS new vehicle emission standards

• For four-wheel vehicles (cars, trucks and buses) EURO I – The American – The Japanese EURO II LIMIT VALUES LIMIT – The European – preferred by many Asian countries EURO III

• For two and three-wheel vehicles EURO IV – The Taipei,Chinese – The Indian EURO V

– European – preferred in many Asian countries 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009

Progression of European Standards Progression of European Standards for new diesel cars for heavy duty diesel engines

EU diesel car standards, g/km EU Reduction in Heavy Duty Diesel Engine Emission Limits Ove r Ye ars

3 100 90 2.5 80 2 70 60 1.5 50 1 40 CO 30 0.5 20 HC+NOx HC 0 10 NOx 1992 PM 0 CO 1996 2000 1992 Jan-96 PM 2005 Jan-98 Jan-00 Jan-05 Jan-08

Phased programme for introduction Progression of Indian emission of new vehicle emission standards standards for 2 & 3-wheelers (LIGHT DUTY VEHICLES) YEAR FUEL TWO-WHEELERS THREE-WHEELERS Country 9 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 5 CO HC+NOx CO HC+NOx PM EU Euro 1 Euro 2 Euro 3 Eiro4 Euro 5 1991 12 to 15 8 to 9 30 12 Bangladesh Euro 2 (under discussion) Cambodia No specific emission standards for new vehicles 1996 4.5 3.6 6.75 5.4 Hong Kong Euro 1 Euro 2 Euro 3 2000 petrol 2 2 4 2 India Euro 1 Euro 2 Euro 3 (Delhi & other cities ) India Euro 2 E3 2000 diesel 2.72 0.97 2.72 0.97 0.14 (Entire Country) Indonesia Euro 1 (proposed) Euro 2 (prop) 2005 petrol 1.5^ 1.5^ 2.25^ 2^ Malaysia Euro 1 Euro 2 2005 diesel 1* 0.85# 1* 0.85# 0.1^ Nepal Euro 1 Philippines Euro 1 2008/2010$ petrol 1^ 1^ 1.25^ 1.25^ PR China Euro 1 Euro 2 Singapore Euro 1 Euro 2 2008/2011$ diesel 0.5* 0.5# 0.5* 0.5# 0.05^ Sri Lanka Euro 1 Sri-Lanka $ Recommendation under the consideration of the Government. Taipei,China US Tier 1 ^ A Deterioration Factor of 1.2 applies to the first 30,000 km Thailand Euro 1 Euro 2 Euro 3 Euro4 Vietnam gasoline Euro 1 Euro 4 (under consideration) * A Deterioration Factor of 1.1 applies to the first 30,000 km diesel Euro 1 Euro 2 E3 E4 Euro 2 to be introduced in Mumbai, Kolkata and Chennai in 2002. Euro 2 in Bangalore, Hyderabad, and Ahmedabad in # A Detrioration Factor of 1.0 applies to the first 30,000 km 2003. Heavy duty diesel standards: up to 1999: Euro 1, 2000 – 2005 Euro 2, 2006 onwards Euro 3

㪈㪇㪏 Progression of Taipei,China emission Progression of EU emission standards for 2 & 3-wheelers standards for 2 & 3-wheelers (Source: Jet P.H. Shu, ITRI) CO 8.8 NEW MOTORCYCLE EMISSION STANDARDS IN EUROPEAN UNION 8 CO 7.0 CO THC NOx 7 STAGE 2 (2003) 6 HC+NOx 5.5 <150 cc 5.5 1.2 0.3 5 CO 4.5 >= 150 cc 5.5 1 0.3 4 CO 3.5 TEST CYCLE ECE R40 w/o 40 sec idle * 3 HC+NOx c3.0 CO 2.54

g/km Exhaust Emission Exhaust g/km STAGE 3 (2006) HC+NOx 2.0 HC+NOx 2 2.0 (4-S) <150 cc 2 0.8 0.15 1.0 (2-S) 1 2% mandates Electric Scooter HC+NOx UDC (ECE R40 x 6 cycle sampling) cold start

1988 1991 1998 2000 2003 >= 150 cc 2 0.3 0.15 * Note: Cold start test is introduced in 2003. The CO emission standard is normalized to warm start data for comparison purpose. TEST CYCLE: UDC cold start + EUDC or WMTC

Emission standards for 2&3- Emission standards - in-use wheelers of some Asian countries 2- WHEELER MASS EMISSION STANDARDS OF ASIAN COUNTRIES,g/km vehicles COUNTRY VEHICLES YEAR CO HC NOx HC+NOx REMARKS INDIA ALL 2W 2000 2 2 IDC • In-use standards are used for periodic vehicle ALL 2W 2005 1.5 1.5 IDC, DF of 1.2 INDONESIA ALL 2W 2001 12 10 inspection to ensure proper vehicle maintenance 2007 5 3 NEPAL ALL 2W 1999 2 2 • Typical in-use standards PRC, CHINA MOPEDS 2001 6 3 ECE R 47 MOPEDS 2005 1 1.2 ECE R 47 – for petrol engine vehicles regulate CO under idle -some M/CY, 2S 2002 8 4 0.1 ECE R 40 countries regulate idle HC and M/CY, 4S 2002 13 3 0.3 ECE R 40 BEIJING ALL 2W 2003 4.5 3 ECE R 40 – for diesel engine vehicles smoke (opacity) ALL 2W 2004 3.5 2 ECE R 40 TAIPEI,CHINA < 700 CC 2002 3.5 2 CNS 11386 • Tight in-use standards can be used to force older, <700cc,2S 2004 7 1 COLD START <700cc,4S 2004 7 2 COLD START higher polluting vehicles to be retired or moved THAILAND ALL 2W 2001 4.5 3 away from ‘hot-spots’ <110cc 2003 3.5 2 >110cc 2004 3.5 2 • Test procedure for in-use standards should be VIET NAM M/CYCLES 2004 4.5 3 M/CYCLES 2007 3.5 2 capable of accurately defining ‘gross polluters’ MOPEDS 2004 6 3 MOPEDS 2007 1 1.2

In-use emission standards for 2 & 3- Technologies to meet new vehicle wheelers of some Asian countries emission standards – 4-wheelers 2-WHEELER IN-USE EMISSION STANDARDS IN ASIAN COUNTRIES CO UNTRY VEHICLE YEAR CO HC PM % vol ppm, vol % opacity DIESEL ENGINES PETROL ENGINES CAMBODIA ALL 2-W CURRENT 4.5 10,000 TIER MAIN TECHNOLOGIES TIER MAIN TECHNOLOGIES INDIA ALL 2-W CURRENT 4.5 Re-entrant combustion chamber bowl Intake and exhaust optimization 2-STROKE 2003 3.5* 6,000 EURO I Higher pressure injection, ~700-800 bar EURO I Combustion chamber optimization Carburettor optimization 4-STROKE 2003 3.5* 4,500 High swirl, low sac volume injectors Retarded injection timing Oxidation catalytic converter PHILIPPINES ALL 2-W CURRENT 6 Turbocharging, optional intercooling Fuel injection PRC, CHINA ALL 2-W CURRENT 4.5 EURO II Higher injection pressure, >800 bar EURO II Three-way catalytic converter BEIJING 2-STROKE CURRENT 4.5 8,000 Control of lubricating oil consumption Fixed EGR 2-STROKE 2001 1.5 3,000 Exhaust Gas Recirculation (EGR) Multiple valves 4-STROKE CURRENT 4.5 2,200 Variable geometry turbocharger Fuel injection 4-STROKE 2001 1.5 300 EURO III Intercooling EURO III Three-way catalytic converter SRI LANKA ALL 2-W CURRENT 6 Electronic fuel injection Variable valve timing TAIPEI,CHINA ALL 2-W CURRENT 4.5 9,000 30 Oxidation catalytic converter and EGR Variable EGR <700cc 2002 4.5 9,000 30 Common rail injecton Gasoline Direct Injection EURO IV Improved catalytic converter 2-STROKE 2004 3.5 2,000 30 EURO IV Injection pressure > 1600 bar Particulate trap 4-STROKE 2004 3.5 2,000 30 NOx trap THAILAND ALL 2-W CURRENT 4.5 10,000 30 VIET NAM 2-STROKE CURRENT 4.5 10,000 4-STROKE CURRENT 4.5 1,500 * FOR POST-2000 VEHICLES

㪈㪇㪐 Technologies to meet new vehicle Suggested policy guidelines for emission standards 2&3–wheelers adoption of emission standards PETROL ENGINES FOR 2 & 3 WHEELERS • Countries with serious problem of vehicular pollution should adopt new TIER,INDIA MAIN TECHNOLOGIES and in-use emission standards of appropriate level for all classes of vehicles 2-STROKE ENGINE 4-STROKE ENGINE Improved combustion & Improved combustion and lean • Adoption of standards on the lines of the European standards (Euro I,II, III 2000 scavenging air-fuel ratios and IV) is recommended from the point of view of regional harmonization Oxidation catalytic converter Oxidation catalytic converter • Countries where appropriate fuel is available can consider jumping straight Improved carburettor Secondary air injection to the more stringent level (Euro II or III) Further improvement in Further improved combustion • The development of emission standards needs to be done in a transparent 2005 combustion and scavenging Improved carburettor manner in consultation with all stakeholders, particularly the vehicle and Improved oxidation catalytic Improved catalytic converter the oil industry converter Secondary air injection • The programme of adoption of emission standards in a phased manner Secondary air injection needs to be announced in advance. Vehicle manufacturers and suppliers Air assisted direct injection Port fuel injection with three-way need to be given adequate lead time to gear up to the adoption of 2008/2010 Oxidation catalytic converter catalytic converter appropriate new technology in regular production. Electronic engine Air assisted direct injection with • In-use standards must be tightened as the new vehicle emission standards management Oxidation catalytic converter are tightened

㪈㪈㪇 Regional EST Forum 1-2 August 2005, Nagoya, Japan Road Safety and Maintenance

Regional Environmentally Sustainable Thematic session 10: Transport Forum Organized by United Nations Centre for Road safety and Regional Development and Ministry of Environment, Japan maintenance 2 August 2005

Presentation by: Presented by: Charles Melhuish, Charles M. Melhuish, Lead Transport Sector Specialist, Yordphol Tanaboriboon, and Asian Development Bank Nozomu Mori Yordphol Tanaboriboon Asian Institute of Technology, Thailand and Nozomu Mori, Director, JACIC

Reported and Estimated Traffic Deaths and Injuries in ASEAN (2003) Is there a road safety Police-Reported Estimateda problem in the country? Country Deaths Injuries Deaths Injuries problem in the country? Brunei Darussalam 28 645 28 1,273 Cambodia 824 6,329 1,017 20,340 Indonesia 8,761 13,941 30,464 2,550,000 Do policymakers understand Lao PDR 415 6,231 581 18,690 Malaysia 6,282 46,420 6,282 46,420 the magnitude of the Myanmar 1,308 9,299 1,308 45,780 problem? Philippines 995 6,790 9,000 493,970 Singapore 211 7,975 211 9,072 Thailand 13,116 69,313 13,116 1,529,034 Viet Nam 11,319 20,400 13,186 30,999 Total ASEAN 43,259 187,343 75,193 4,745,578 What are they doing about it? a Based on local research, health statistics, sample surveys (where available), or international experience.

Annual Economic Losses from Create an Appropriate Road Safety Road Crashes in ASEAN(2003) Coordination and Management Annual Economic Losses from Road Accidents Organization Country $ Million Percentage of Annual Gross Domestic All countries have created a national road safety Product council or similar body, but Brunei 65 1.00 Darussalam • None are adequately funded or staffed for the Cambodia 116 3.21 work required Indonesia 6,032 2.91 • Several have not met for a long time Lao PDR 47 2.70 Malaysia 2,400 2.40 • All have highways, transport, police involved Myanmar 200 3.00 • Few involve health and education Philippines 1,900 2.60 • Private sector and NGOs usually absent Singapore 457 0.50 Thailand 3,000 2.10 • Few countries have lower level organizations, Viet Nam 885 2.45 below national level Total ASEAN 15,102 2.23

㪈㪈㪈 15 Integrated

Prepare Integrated omponentsC Coordination & Funding & of Road Management Role of Insurance Action Plan Safety Accident Data Systems

Improvement of Driver Training & • All 10 ASEAN countries have a 5- Safe Planning Road Safety Education Driver Training & • All 10 ASEAN countries have a 5- Hazardous Locations Testing year national road safety action plan & of Design of Roads Children • Implementation must be monitored Police & Law Vehicle Safety Standards Enforcement • Need to regularly evaluate projects, Publicity & Campaigns Traffic Legislation programs, and policies

• Need for regular updating preferably Emergency Assistance Road Safety Road Accident Costing Cooperation and Research Collaboration every year: it is a dynamic document to Road Accident Victims

Financing Road Safety

Most ASEAN countries have inadequate funding for road safety partly due to low level of awareness of the magnitude of the problem • Absence of knowledge on accident costs • No integrated approach • No commitment from policy makers • Lack of responsibility • Little political commitment

㪈㪈㪉 Innovative Funding Capacity Building and Training Budget resources Creation of a road safety fund, e.g. • Need to close the gaps in Philippines, based on: knowledge and expertise that exist • Vehicle registration charges across ASEAN • Insurance premiums • Inadequate analysis and • Fuel surcharges understanding of the problem • Tyre charges • Absence of collaboration and • “Sin” taxes knowledge sharing on common Private sector sources issues

Potential Actions to Accident Database System Improve Database • Agree on a standard accident reporting form All ASEAN countries have an accident • Implement a computerized data storage, database system, but retrieval, and analysis system • Quality of database varies considerably • Supplement police-reported data with • In many countries, the quality is very hospital data poor • Produce an annual consolidated report based on both data sets to give a better picture of Little integrated use of database by the scale and characteristics of the road different agencies safety problem • Police, highway, transport, health, • Analyze and use data for design of remedial education require access measures

Road Safety Audit (1) Road Safety Audit (2) • Many ASEAN countries still need to formally adopt road safety audit as part of its road sector Developing countries need to adopt more policy safety conscious design procedures when • Highway departments need to create road safety planning land use or improving their road units or its equivalent networks. Safety Audit (or safety checking • A pool of trained specialists is required to procedures) should also be adopted to conduct road safety audits ensure that road networks are designed to be safer, particularly for pedestrians, non- • RSA should be a compulsory component of all motorized vehicles and motorcyclists. road construction, improvement, and rehabilitation schemes (ADB. 1999. Road Safety Guidelines for the Asian • Effective development control and access control and Pacific Region. Manila.) along highways needs to be applied uniformly

㪈㪈㪊 Enforcement (1)

• Traffic police must focus attention on preventing road accidents • This requires a well-trained, efficient organization that is adequately equipped with modern equipment and vehicles. Focus must be on moving offenses and unsafe driver behavior • Effective policing requires about 10% of total police to the task • At present, typically 3-5% only

Enforcement (2) Governance Issues are Important

• Effective enforcement requires for Good Enforcement excellent understanding of accident patterns and targeting high-risk road users • Road rules and regulations • Traffic police deployment and priorities should be driven by analysis • Driver licensing of accident data • Vehicle inspection and • Poor accident data system, inadequate analysis and little maintenance comprehensive sharing of information and discussion impede • Vehicle insurance quality of enforcement

Need to Focus on Key Participation Enforcement Areas • Helmet-wearing Many people can contribute to • Seat belts and child restraints better road safety including • Impaired driving governments, civil society, and • Speeding the business community, but what each can do is much less • Infrastructure for vulnerable road users than what all can do by • Visibility working together in • Penalties – level of fines; license partnership demerit points

㪈㪈㪋 A Multisectoral Approach Good Examples of Partnership Global Road Safety Partnership (GRSP) Business Government Improved GRSP GRSP –Thailand Road Safety GRSP – Viet Nam Civil Society GRSP - Indonesia

The Way Forward • National Road Safety Action Plans • Regional Road Safety Strategy and Action Plan (2005-2010) • Ministerial Declaration on ASEAN Road Safety • Creation of ASEAN Road Safety Working Group • Implementation Support • Regional: ADB, GRSP, FIA Foundation • National: ADB, World Bank, Govt. of Japan • Monitoring and Evaluation

Thank you.

For more information,

contact: [email protected]

㪈㪈㪌 Regional EST Forum 1-2 August 2005, Nagoya, Japan

Thematic session 11: Traffic noise management Traffic Noise Management

Presented by: Tohru Suzuki

1 2

History of Road Administration in Japan Environmental Issues of Road

1945 End of World War II For Conservation and Improvement of Habitation: in Urban →Destruction of Roads Topic Issue：Increase of environmental load ,cause of social and economic activities 1954 Installation of Earmarked Fund （Ex: air pollution, noise ,vibration, reduction of amenity

by Fuel Tax →Pavement For Harmony and Restoration: in Rural

1956-70 Establishment of Expressway Topic issue: lose of nature in city Corporations →Speed, Congestion （Ex: lose of nature, change of ecosystem, deterioration of landscape） 1976 Start of Safety Project →Safety For Global Environment 1980 Road Side Law →Environment Topic issue: global environmental problems 3 （Ex: global warming, acid rain） 4

Policy for Environment on Urban Roads Noise Standard Principle harmonize Effectiveness of Conservation of trunk roads amenity •Daytime •Nighttime •Remarks (6～22) (22～6) Directions of Policy

Long term policy Urgent measures •A-weighted equivalent sound •Development of low emission •Counter road facilities in severe Environmental •70 dB or •65 dB or pressure level is vehicles situation Standard less less used as an assessment method •Improvement of road networks •Demand management of （ＬAeq） automobile traffic Noise Control Law (1998) 5

㪈㪈㪍 State of Accomplishment of Sources of Road Traffic Noise Environmental Quality Standards ①Vehicle Engine Road environmental census on expwy in

2000 Intake/exhaustIntake/exhaust systemsystem etc.etc. Road traffic noise Excess of 46% in day and night time Achievement of 38% in day Road traffic noise and night time

②Vehicle and road Tire vibration etc. Wind

Achievement of 4% in night time Achievement of 12% in day time ③Vehicle and atmosphere Wind roar etc.

Engine Sound 7 Tire and Surface 8

Measures for Road Traffic Noise Protection of Roadside Environment ・ Road traffic noise arrives at the ear with the Against Traffic Noise three phase :Generation New Type of Noise Barrier ：Propagation Noise Barrier Reception Porous Asphalt ： pavement

・ To reduce the traffic noise ①Measure at source Sound Absorber panels Buffer Zone ②Measure during propagation ③Measure at receiver 9

Noise Barrier Length of Noise Barriers on Expwy.

3,500 Regional expressway：289㎞ 3,000 National expressway：2,637㎞ Noise Barrier (metal) 2,500 ㎞） Regional expressway （ 2,000 National expressway

1,500installed

1,000

500 Length noise of where barriersroads are

0 Transparent Noise Wooden Noise Barrier 70717273747576777879808182838485868788899091929394959697989900010203 Barrier Ｙear

㪈㪈㪎 Disadvantages of high barriers

The Latest Measures for Traffic Noise Reduction on expwy.

1. New Type Noise Barriers Development of Multiple Edge Type Noise Barrier 2. Porous Asphalt Pavement

Large Sized Noise Barrier Construction site

15 16

Mechanism of The Noise Reduction Multiple Edge Type Noise Barrier (Over View)

㪈㪈㪏 Multiple Edge Type Noise Barrier Multiple Edge Type Noise Barrier Multiple Edge Type Noise Barrier

19 20

Pavement Pavement

Porous asphalt pavement

Dense graded pavement Dense graded pavement Porous asphalt pavement

Pavement Effect of Porous Asphalt Pavement

Dense graded pavement Porous asphalt pavement • Multi-functioning performance –Safety improvements –Driving comfort improvements –Durability improvements –Noise reduction improvements

㪈㪈㪐 Conclusion In Japan, Sudden urbanization, (Narrow residential area) Sudden motorization, ↓ Environmental problems

Goal is “harmony with environmental issues and urbanization / motorization” 25

㪈㪉㪇 Regional EST Forum 1-2 August 2005, Nagoya, Japan Creating a Knowledge Base Thematic session 12: for Public Education, Strengthening knowledge Awareness and Involvement base, public education, and Charles Melhuish, Lead Transport Specialist, ADB awareness Cornie Huizenga, CAI-Asia

Presented by: Cornie Huizenga Regional EST Forum 1-2 August 2005, Nagoya, Japan

Knowledge Base Trends and Developments • Several groups are collecting information and documenting it in Trends and Developments websites and printed materials • Information collection is very much donor driven and there are only few countries and local Asian organizations which have given enough priority to undertake regular information collection

Public Education and Awareness Trends and Developments • Emphasis until now has been on documenting negative impacts and Gaps and Challenges awareness raising on environmental management (air quality) and road safety but not on sustainable urban transport as a concept.

㪈㪉㪈 Knowledge Base Public Education and Awareness Gaps and Challenges Gaps and Challenges • Lack of a coordinated research agenda to determine what additional information needs • Education and awareness campaigns to be collected, how, where, and when. to be collected, how, where, and when. need to be complemented by public • Need to go beyond the symptoms of air involvement in policy formulation and pollution, congestion and road accidents and document and study the causes e.g. transport implementation. sector studies, land-use and urban development patterns • Education and awareness raising often plagued with too much scare mongering • Need to translate “theoretical” knowledge into practical hands-on solutions (input for and not enough about what public or public education and awareness raising) other stakeholders can do.

Knowledge Base Best Practices/ Policy Options

• Decentralized knowledge management – do not Best Practices and Policy attempt to build up master database, but link existing centers of excellence BOTH within and outside Asia. Options • Indigenize information collection, be aware of need for local language resources • Too early to depend on digital information resources, do not ignore hard copies • EST process should result in “body of evidence” to be used to convince national and local policy makers of the relevance of collecting and documenting appropriate evidence/data on a regular basis. • Example of desired output: Philippines Medium Term Strategy for Transport which integrates environment and social issues with transport planning.

Relevance of Knowledge Base, Education, Public Education - Awareness Awareness Raising and Public Involvement

Best Practices/ Policy Options Policy Change

Question: Should we pursue a campaign focusing Decision makers on sustainable transport concept rather than Changes in Investment the individual components? decisions Education Principles to be adopted: Knowledge and Realization of base Awareness EST • Focus on the young but do not ignore the elderly raising e.g.: • Provide incentives/rewards for those who change Environmental/ Health Impacts Public behavior and “punish” those who do not change Technology and non involvement technology solutions • Should be a continuous process Public • Institutionalize public participation in transport Behavioral planning AND implementation Change

㪈㪉㪉 Thank you!

㪈㪉㪊 Annex III: Country Presentations

Regional EST Forum First Meeting of the Regional EST Forum in Asia, 1-2 August 2005, Nagoya, Japan 1-2 August 2005, Nagoya, Japan Country presentation: CURRENT STATUS OF Cambodia TRANSPORT & ENVIRONMENT Presented by: IN CAMBODIA Ministry of Environment & Ministry of Public Works and Transport by Cambodian Delegates Ministry of Environment & Ministry of Public Works and Transport

Background & Introduction Background & Introduction

• Reform Program • Rectangular Strategy- – Poverty Alleviation; Good Governance – Sustainable – Promotion of Economic Development. Growth; – Generation of Employment; • Political Platform – Implementation of Governance AP; and – Common Nat’l Vision; – Enhancing Efficiency and – Mission Statement; & Effectiveness in – Will of the Government. implementing the reform programs.

Constitutions Environment Legislations

• Establishment of the • Sub-decree on Air Pollution Control and MoE is to: Noise Disturbance adopted in 2000 – Address major provides for protection of environmental environmental issues emerging from quality, particularly air quality and public sectoral development; health. – Ensure environmental protection and sustainable development.

㪈㪉㪋 Population Projection based on Population & Urbanization CGPC98

• General Pop Census 98 – Urban pop. rate: 15%; 24 – Rural pop. rate: 84%; 20 – Pop. in PNH: 1.0 mil. • Pop. Projection by 2005 16 – PNH: 1.3 mil. people; 12 – Urban Pop. Growth Rate: 3.4-3.5% during ’01-’05; 8

– The rural migration into (in Millions) Population 4 PNH results in pressuring in the urban area; 0 – The current existing urban 1962 1970 1980 1985 1990 1995 2000 2005 2010 2015 2020 infrastructure is inadequate. Years Population of Cambodia: 1990-2003 Source: Statistical Yearbook, 2003 (NIS/MoP)

The National Rehabilitation Transport Development Policy Program

"The Royal Government's development policies will have to be tempered by the • The main objective of the Government in need to strike a realistic balance between National Transport is to ensure that the economic growths on the one hand and transport industry and infrastructure is social justice on the other….. Similarly, managed and developed in full support development policies will also need to strike of the Government's National Economic a delicate balance between the promotion Development Plan. of urban development on the one hand and rural development on the other..”

Urban Implementation Strategy Urban Management Plan • Phnom Penh and other urban centers should be seen as positive elements supporting balanced and varied economic expansion, which is unlikely to occur in rural areas. • Land can be reserved for public users; • Future development of Cambodia must be focused on • Crucial infrastructure is sustainability, so urban areas must be managed and introduced before costs and developed in environmentally and financial sustainable ways. social constraints become This will use scarce resources efficiently and limit prohibitive; environmental degradation. • It is possible to relocate non- • As urbanization proceeds, more and more of the human skills compatible land uses from and capacities needed by Cambodia, will be those nurtured the town center; and, and development by urban life. • There are planned and • Urban areas must be able to provide the basic needs that serviced areas where both they require without the creation of environmental problems. immigrants and new commercial and industrial • Urban areas to play the role of transforming a basic simple investments can locate. rural society into one which is culturally economically and environmentally more sophisticated, and which reflects the advantages derived from past Cambodia urban traditions and glories.

㪈㪉㪌 Phnom Penh Ring Road

NR7 R9 MC4 NR5 MC4

AH11 A11 R6 AH1 A1 MC2 R1 MC1 NR7

NR5

NR1 NR4

AH123 NR48 AH11 R10 A11 MC3 R6 AH1 MC2 A1 R1 MC1

R10 MC3

Number of Vehicles Energy

• 1994: Cambodia used little commercial energy • The Figure shows person, i.e. 44 kg of oil equivalent per capita; 1,000 numbers of vehicles 800 • 100% of required petroleum products (the main imported by year. 600 source of commercial energy for power Thousands • 2003: 400 generation, transport, industry, and the - Automobiles: 217,250 200 residential and commercial sectors) are all - Motorbikes: 80,261 0 1992 1994 1996 1998 2000 2002 imported from the countries in the region; Year Estimated Number of Vehicles imported by year • They are LPG, gasoline, diesel oil, fuel oil, Source: Statistic Yearbook, NIS/MoP, 2003 kerosene and jet fuel;

Nat’l Energy Demand, 1994-2010 Energy (Cont) (TJ) •The consumption of petroleum products for each sector are: – 107.6 kt for power generation (27%), – 2.12 kt for industry, – 262.25 kt for transport (65%), – 26.2 kt for residential sector, – 8.56 kt for commercial sector, and – 8.89 kt for other non-energy use. Source: Cambodia’s Initial National Communication

㪈㪉㪍 Mixed Traffic Flow Public Announcement

• Cambodia has one of the highest road traffic accident fatality rate in •Developing the spot through TV program: Asia: –Adult Program (Set belt) • 18.4 deaths / 10,000 vehicles (2003 reported) –Traffic Regulation • 6.37 deaths / 100,000 persons (2003 reported). –Children Program (Cartoon) •Encouragement for inspection of vehicles •Improve the inspection service •Helmet wearing for Motorcyclist (May 2004)

EST Initial Step Inception Meeting on EST

• Representative of the MoE & MPWT • MoE & MPWT jointly organized inception meeting on EST, 13- participated in Manila Policy Dialogue on 14 Sept. 2004 participated by Environment and Transport, 16-17 related stakeholders with the January 2004. help of UNCRD. • After this, request proposal is made to UNCRD for assistance in formulation of National EST Strategy-cum-Action Plan.

• UNCRD’s representative visited the MoE to discuss the EST project of Cambodia toward formulation of National EST Strategy and Action Plan, and AICHI Statement on EST.

㪈㪉㪎 Thank you!

㪈㪉㪏 Regional EST Forum 1st Meeting of the Regional EST Forum, 1-2 August 2005, Nagoya, Japan Nagoya, 1-2 August, 2005 Country presentation ２: Laos EST-Laos Presented by: Science, Technology and Environment Lattanamany Khounnyvong, Director General, Agency and Ministry of Communication, Department of Transport, MCTPC Transport, Post & Construction Soukata Vichit, Director General, STEA

1 2

Background 300000

250000 •Area: 236,800km2 Year 200000 Moto cycle •Population: 5.5 million inhabitants (‘04) Motor tricycle 150000 •Density: ~23 inh/km2 Cars •Capital: Vientiane 100000 Truck & Bus Total •Other important towns: Savannakhet, 50000

Champassak, Luangprabang, 0 •No of Vehicles: ~250,000 (’03) Year 1997 1998 1999 2000 2001 2002 •Vientiane account for: ~57% (’03) 3 4

Transport and Environment Cleaner Fuels

Vehicle Emissions Control Vehicle Emissions Control Cleaner Fuels & Standards & IM Cleaner Fuels & Standards & IM

Traffic Noise Traffic Noise Management Management Land Use Planning Land Use Planning

Knowledge Base, Research, Integrated EST Knowledge Base, Research, Integrated EST Public Health & Awareness Strategy Public Health & Awareness Strategy Public Transport Planning, Public Transport Planning, TDM & NMT TDM & NMT Roadside Air Quality Roadside Air Quality Monitoring & Assessment Monitoring & Assessment

Environment & People Friendly Environment & People Friendly Road Safety/ Urban Infrastructures Road Safety/ Urban Infrastructures Maintenance Maintenance 5 6

㪈㪉㪐 Vehicle Emissions Control & Standards &IM Cleaner Fuels

Vehicle Emissions Control Cleaner Fuels & Standards & IM Fuels used in Lao PDR are imported from Traffic Noise neighboring countries, no production in Lao. Management Land Use Planning Gas is not used for transportation Knowledge Base, Research, Integrated EST Electricity with high capacity but not used for Public Health & Awareness Strategy transportion Public Transport Planning, TDM & NMT Roadside Air Quality Monitoring & Assessment

Environment & People Friendly Road Safety/ Urban Infrastructures Maintenance 7 8

Vehicle Emissions Control & Standards &IM (1) Vehicle Emissions Control & Standards &IM (2)

< 50%

Private Vehicle Inspection 9 10

Land Use Planning Land Use Planning Master Plans are developed for all capital Vehicle Emissions Control of provinces and other important towns, Cleaner Fuels & Standards & IM which amounted to 87 towns in 142 Traffic Noise districts Management Land Use Planning

Knowledge Base, Research, Integrated EST Public Health & Awareness Strategy Public Transport Planning, TDM & NMT Roadside Air Quality Monitoring & Assessment

Environment & People Friendly Road Safety/ Urban Infrastructures Maintenance 11 12

㪈㪊㪇 Land Use Planning Public Transport Planning, TDM & NMT Vientiane Capital planning adopted in2002

comprised of: (i) Center zone; (ii) Peri-center zone; Vehicle Emissions Control (iii) Expansion zone; and (iv) Peripheral zone Cleaner Fuels & Standards & IM

Traffic Noise Management Land Use Planning

Knowledge Base, Research, Integrated EST Public Health & Awareness Strategy Public Transport Planning, TDM & NMT Roadside Air Quality Monitoring & Assessment

Environment & People Friendly Road Safety/ Urban Infrastructures Maintenance 13 14

Public Transport Planning, TDM & NMT (1) Public Transport Planning, TDM & NMT (2)

JICA Funded Comprehensive Transportation Study, will be commenced by Bus Terminal Expansion, late 2005 previously only one Bus Terminal 15 16 in Vientiane

Public Transport Planning, TDM & NMT (3) Public Transport Planning, TDM & NMT (4)

Public Park Improvements in Dr. Lloyd Vientiane capital Wright, EST Forum Expert

17 BRT and NMT Seminar, June 28, 2005 18

㪈㪊㪈 Public Transport Planning, TDM & NMT (5) Environment & People Friendly Urban Infrastructures

Vehicle Emissions Control Cleaner Fuels & Standards & IM

Traffic Noise Management Land Use Planning

Knowledge Base, Research, Integrated EST Public Health & Awareness Strategy Public Transport Planning, TDM & NMT Roadside Air Quality Monitoring & Assessment

Environment & People Friendly Road Safety/ Urban Infrastructures Maintenance The Possibilities of BTR in Vientiane Capital 19 20

Environment & People Friendly Urban Infrastructures Road Safety/Maintenance

Vientiane Urban Development Vehicle Emissions Control Cleaner Fuels & Standards & IM Administration Authority (VUDAA) Traffic Noise Management -Weekly waste collection Land Use Planning and disposal Knowledge Base, Research, Integrated EST - Green spaces Public Health & Awareness Strategy - Wastewater treatment Public Transport Planning, TDM & NMT -Greening Roadside Air Quality Monitoring & Assessment

Environment & People Friendly Road Safety/ Urban Infrastructures Maintenance 21 22

Road Safety /Maintenance (2) Road Safety/Maintenance (1)

- Road Safety Strategy for Laos, April 2005 - Short-term: 2005 - Middle-term: 2006-2007 - Long-term: 2008-2010

- National Road Safety Rally and Stage Committee - 15 Projects - Road Maintenance Fund 23 24

㪈㪊㪉 Road Safety/Maintenance (3) Road Safety/Maintenance (4) Helmet Survey

School Visits

25 26

Roadside Air Quality Monitoring & Assessment Roadside Air Quality Monitoring & Assessment

Levels of ambient air quality parameters in Vientiane in September 2002 - February 2003 Vehicle Emissions Control Cleaner Fuels & Standards & IM Parameter Unit Range of Average International results Standards (24hr average Traffic Noise Management TSP, Total Suspended mg/m3 0.082 to 0.165 0.33 Land Use Planning Particulates 0.296 PM10, Particles Less mg/m3 0.047 to 0.068 0.12 Knowledge Base, Research, Integrated EST Than 10 microns in 0.089 Public Health & Awareness Strategy diameter Public Transport Planning, SO2, Sulphur Dioxide mg/m3 0.025 to 0.108 0.32-0.36 TDM & NMT 0.276 Roadside Air Quality 3 Monitoring & Assessment NO2, Nitrogen Dioxide mg/m <0.001 to 0.014 0.3 0.057 Environment & People Friendly Table: Ranges and averages of ambient air quality autumn and winter Road Safety/ Urban Infrastructures season 2002/2003 Maintenance 27 28

Roadside Air Quality Monitoring & Assessment Knowledge Base, Research, Public Health & Awareness

Levels of ambient air quality parameters in Vientiane in March/April 2004 Parameter Unit Range of Average International results Standards (24hr Vehicle Emissions Control Cleaner Fuels average & Standards & IM

3 Traffic Noise TSP, Total Suspended mg/m 0.166 to 0.21 0.33 Management Particulates 0.293 Land Use Planning PM10, Particles Less Than mg/m3 0.088 to 0.13 0.12 10 microns in diameter 0.179 Knowledge Base, Research, Integrated EST Public Health & Awareness Strategy 3 SO2, Sulphur Dioxide mg/m 0.003 to 0.012 0.32-0.36 Public Transport Planning, 0.021 TDM & NMT Roadside Air Quality 3 NO2, Nitrogen Dioxide mg/m <0.001 to 0.008 0.3 Monitoring & Assessment 0.008 Environment & People Friendly Table: Ranges and averages of ambient air quality - dry hot season 2004 Road Safety/ Urban Infrastructures Maintenance 29 30

㪈㪊㪊 Knowledge Base, Research, Public Health & Awareness Traffic Noise Management

Vehicle Emissions Control Cleaner Fuels & Standards & IM Very few work is done Traffic Noise Management Land Use Planning

Knowledge Base, Research, Integrated EST Public Health & Awareness Strategy Public Transport Planning, TDM & NMT Roadside Air Quality Monitoring & Assessment

Environment & People Friendly Road Safety/ Urban Infrastructures Maintenance 31 32

Traffic Noise Management EST Project in Lao PDR

Inception Meeting

organized on 6-7 September 2004

30 participants from relevant sectors of Lao PDR and UNCRD

Agreement reached between UNCRD, STEA and Horn < 100 db MCTPC to cooperate towards the implementation of EST Project

33 34

Institutional Co-operation/Mechanism vis-à-vis National EST-Working Group for Formulation of National EST Strategy-cum-Action Plan EST Strategy-cum-Action Plan National EST Working Generic guidelines Group Periodic follow- National Sectoral up Agencies/Departments Regular follow- Input/feedback National UNCRD National Focal Traffic Noise Cleaner up Progress Collaborating Point Management Fuels Vehicle Substantive Knowledge Base Emissions •STEA Centre input/data/informa & Control •MCTPC tion/comments/ Research/Public Standards suggestions Awareness Integrate Roadside d Land Use Air Quality EST Planning International Monitoring & Strategy Organizations/ First Draft Assessment Transport Resource Road Planning & National Urban Maintenance Demand Institutions/Other stakeholders Infrastructure & Safety Management Partners consultation s Second Draft (9 thematic areas) Thanks for your kind attention ! Regional National EST expert level Forum* Final Draft meeting Limited internal review by national focal points Peer Review & UNCRD Peer Review Peer review by limited international experts/organizations/ selected members from Regional EST Forum *= (The Regional EST Forum will be comprised of Final Draft for Printing/ senior policy makers/government representatives from Transport & Environment agencies, individual Dissemination/Endorsem experts, UNCRD, STEA-Japan, IGES, automobile ent/ companies, oil & fuel companies, and other international organizations, as appropriate. The 1st Donors Consultation Regional EST Forum is expected to meet during 1-2 Aug 2005, in conjunction with EXPO 2005, to be held at Nagoya, Japan.) 35 36

㪈㪊㪋 Regional EST Forum Ministry of Natural Resources and Environment (MONRE) 1-2 August 2005, Nagoya, Japan Ministry of Transport (MOT) Country presentation 3: Vietnam ENVIRONMENTALLY SUSTAINABLE TRANSPORT IN VIET NAM Presented by: Ministry of Natural Resources and Environment and Ministry of Transport EST Conference, Nagoya August 1-5, 2005

CONTENT 1. Policy Framework on 1. Policy Framework on Environmental Environmental Protection in Protection in Transport Transport 2. Transport Issues in Viet Nam 3. EST Project in Viet Nam

Law on Environmental Protection Law on Environmental Protection

- The Law on Environmental Protection was Article 22 promulgated in 1993. - Organizations, individuals operating means of water, air, road and rail transports must observe - It is now being revised and expected to be environmental standards and be subject to the adopted by the National Assembly in October supervision and periodic inspection for compliance 2005. with environmental standards by the relevant sectoral management agency and the State management agency for environmental protection. - The operation of transport means failing to meet stipulated environmental standards shall not be permitted.

㪈㪊㪌 National Strategy on Environmental By-law Documents Protection to 2010 with vision to 2020 Decree 175/CP Major Orientations Toward 2020 - To basically halt pollution acceleration, remedy - “Any transportation means which fails to degraded areas and improve the environment meet standards must suspend its circulation” quality and ensure sustainable development of the Decree 121/CP country be achieved; - Guarantee that all the people are entitled to live in - A fine of 500,000 VND (~30US$) is placed the environment, landscapes and other upon anyone who drives auto… producing environmental components with the good quality smoke above the permitted level” of air, land, and water measuring up to standards stipulated by the State.

National Strategy on Environmental National Strategy on Environmental Protection to 2010 with vision to 2020 Protection to 2010 with vision to 2020

Objectives until 2010 Strategy Implementation: 36 different programs - To restrict increases in pollution, remedy Urban Air Quality Improvement Program environmental degradation and improve the - Ministry of Transport is assigned as leading agency quality of the environment; to cooperate with line ministries as MONRE, MOC, MOST, MOI… - To fundamentally address environmental degradation in industrial and densely populated - Time schedule: 2005-2010 areas within major cities and several rural regions; - Including 11 different projects: assessment of rehabilitate and treat contaminated rivers, canals, health impacts; building Clean Air Act; application of new emission standard; building ponds and lakes. I/M centre; ect..

Special Features

• High number of private motorbikes (55-60% 2. Transport Issues in Viet Nam usage in big cities) • Limited number of private cars (4%) • Low percentage of public transport (4%) • Growth on number of transportation means is much faster than infrastructure development • Low awareness of people on traffic regulations and environmental regulation

㪈㪊㪍 Number of motorbikes in Viet Nam

million

14.00

12.00 10.00

8.00 6.00 4.00

2.00 1996 1997 1998 1999 2000 2001 2005

High number of motorbikes (~60%) Source: Ministry of Transport

Usage of transportation means

Number of automobiles in Viet Nam Ha Noi thousand Bus Car Other 4% 3% 3% 600 Bycicle 30% Motorbike 60% 500

400

Hochiminh City Other 300 Car Bus 3% 8% 4% Motorbike Bycicle 55% 200 30% 1996 1997 1998 1999 2000 2003 2004

Source: Ministry of Transport

Air Pollution by Transport Average PM concentration at some intersections in Hochiminh City

mg/m3 1 - High number of motorbikes lead to high Hung Phu 0.9 Tan Son Nhat TCVN standard 0.3 mg/m3 volume of emission 0.8 Tan Binh - Traffic congestion 0.7 0.6 - Outdated vehicles (especially trucks, heavy- 0.5 0.4 duty vehicle) 0.3 0.2

- Pressing issue is dust in big cities 0.1

0 - Strong noise by motorised drivers Average Jan 02 Feb 02 Mar 02 Apr 02 May 02 Jun 02 Jul 02 01

Source: HCM City DONRE

㪈㪊㪎 Traffic Safety Number of accidents, injured and dead people

Accidents High number of traffic accidents, dead and 10000 injured people Injured 8000 - From January – June 2005: 7,633 Dead accidents with 5,902 people dead; 6,553 6000 people injured. 4000 - Averagely ~ 35 dead and ~ 45 injured 2000 people caused by transport activities 0 every day in Viet Nam Jan-Jun 2004 Jan-Jun 2005

Source: National Traffic Safety Committee

Fuel Traffic Safety

Main reasons for high number of traffic Fuel consumption by transport activities accidents: 1000 tons - Low awareness and obedience of traffic 1400 Gasoline regulations 1200 Diesel - Low enforcement of traffic regulation 1000 800 - High number of motorbikes (70% accidents) 600 - Underdeveloped infrastructure 400 1995 1996 1997 1998 1999 2000 2001

Source: Ministry of Transport

Fuel Fuel

Viet Nam gasoline standard (TCVN 2005) Viet Nam diesel standard (TCVN 2005) compared with other countries compared with other countries

TCVN Thailand China Japan EN 228 TCVN Thailand China Japan EN 228 2005 1999 2005 1999 Pb, g/l, 0.013 0.013 0.005 0.001 0.005 Cetane, 46 47 45 45-50 46 max min S, ppm, 500 150 500 50 150 S, ppm, 500 350 2000 50 10 max max

㪈㪊㪏 Cleaner Fuel Emission standard Current emission standard for new and existing - Unleaded gasoline was introduced since vehicles (TCVN 6438-2001) July 2001. Pollutant Gasoline Gasoline Motorcycle - Leaded gasoline is phased out since 2001 Automobile Automobile - Some taxi in Hanoi have already used CNG as fuel CO (%) 4.5 - 4.5 - A research on usage of CNG for motorbike has HC 4-stroke 1200 - 1200 (ppm) successfully completed recently at the Da Nang 2-stroke 7800 - 7800 Polytechnic University Special 3300 - -

Smoke (HSU) - 72 -

Emission standard Inspection and Maintenance

Roadmap for adopting EURO emission standard - Viet Nam Register is responsible for carrying out EURO 2: July 1st, 2007 safety & environmental protection inspections of - Motorcycles: TCVN 7357, Level 2 automobile - Mopeds: TCVN 7358, Level 2 - None inspection is required for motorcycles - Light duty vehicles: TCVN 6785, Level 2B, 2C - There are 78 inspection stations all over the country - Heavy duty vehicles: TCVN 6565, Level B - None Inspection Station capable of carrying out EURO 3: 2010, for motorcycles and mopeds emission test according to EURO standards EURO 4: 2012, for automobiles - Inspection on emission is available only in Ha Noi, Hai Phong, Da Nang, Hochiminh City and Can Tho

Land use planning Narrow streets

- Land area allocated for roads in Ha Noi is 6.1% (1% for stationary transport) compared to 20-25% in developed countries. - Many narrow streets and by-streets where there is no access to public transport, fire trucks, ambulance… - No safety corridor for railway transport in Ha Noi - Houses are opted to be located on the roadsides

㪈㪊㪐 One lane railway Infrastructure

Underdeveloped infrastructure of transport - Narrow road - Limited 4-lane national highway (~ 300km or 0.15% of total roads) - Limited number of flyovers through highway and streets. There is no underground tunnel in Hanoi and Hochiminh city - Many intersections still have no traffic signals - Railway: only one lane

One flyover in Ha Noi Limited safety railway corridor in Ha Noi

Public transport Public transport

Underdeveloped public transport in big cities Bus ratio comparision with regional cities (2001)

- Few number of buses in Hanoi and Hochiminh city. 400 - No bus routes in smaller cities like Da Nang, Vinh, 350 300 Hue, Ha Long… 250 - No public electric train 200 150 - No subway people bus/100,000 100 Future plan: underground subway to be built in Ha 50 0 Noi and Hochiminh city in 2010. Ha N oi HCM City Kuala Bangkok Manila Lumpur

Source: World Bank Research 2001

㪈㪋㪇 Non-motorised transport

- Relatively high number of bicycles (30% usage of transportation means in Ha Noi and Hochiminh city) - Low number of walking people due to high number of motorbikes - Many streets without pavement in Ha Noi and so no space for walking Bicycles usage accounts for 30%

Social equity

No special attention has been paid for disable, children and elderly people

Incorporating the issue into: Ö infrastructure standards Ö standards for transport means - Implementing adopted requirements for new/ upgrading construction projects - Conducting pilot project on public bus design A street without pavement in Ha Noi

Awareness raising & Public participation 3. EST Project in Viet Nam - Traffic rules awareness via TV channels - Publishing journal dedicated for environmental issues in transport sector - Holding seminar, workshops, training courses on traffic safety & transport environmental protection

㪈㪋㪈 Coordinators Stakeholders

• United Nations Centre for Regional • Research Institutes Development (UNCRD) • Environmental agencies • Department of Environment (DOE), • Viet Nam Register Ministry of Natural Resources and • Viet Nam Directorate for Standards, Environment (MONRE) Measurement and Quality (STAMEQ) • Department of Science and Technology • Other institutions (DOST), Ministry of Transport (MOT)

Institutional Co-operation/Mechanism vis-à-vis National EST-Working Group for Formulation of National EST Strategy-cum-Action Plan

National ESTWorkingGroup Generic guidelines EST Project Schedule Periodic follow-up National Sectoral Agencies/Departments

Regular follow-up National Focal Input/feedback National UNCRD Traffic Noise Cleaner Point/Steering Progress Formulation Management Fuels Vehicle Substantive Knowledge Base Committee Team (FT) Emissions input/data/informa & Research / Public Control & - September 2004: Inception Workshop carried out Health & Awareness - DoE/MONRE tion/comments/ Standards DoST/ DOST suggestions Integrated Roadside EST Land Use in Hanoi, Vietnam Air Quality Strategy Planning International Monitoring & Organizations/ First Draft Assessment Transport - June 2005: Traffic Signals Project funded by Road Planning & Resource National Urban Maintenance Demand Institutions/Other stakeholders Infrastructures & Safety Management Lions Club completed Partners 2nd, 3rd, 4th consultation (9 thematic areas) Regional Draft National - August 2005: Conference of EST forum, adopting EST expert level Forum* Pre-Final Draft meeting Aichi Statement Limited internal review by national focal points & - September 2005 – September 2006: Project UNCRD Donors Peer review by limited international implementation: Preparation of National Strategy Consultation experts/organizations/ selected members from Regional EST Forum cum Action Plan on Environmentally Sustainable Final Draft for Printing/ Dissemination/Endorsement/ Transport (???)

Thank you for your attention!

㪈㪋㪉 Regional EST Forum 1-2 August 2005, Nagoya, Japan To Realize Environmentally To Realize Environmentally Sustainable Transport in Asia Sustainable Transport in Asia

Naoki Okabe Presented by: Ministry of the Environment Ministry of the Environment, Japan Government of Japan

Japan in 1960-1970 Strict regulations being implemented

Transition of emission regulation on NO2 NOx emission in Tokyo (2000)

Bayside Area of Tokyo in around 1970 100 Source : Tokyo Met. Gasoline Vehicles (1973 = 100)) Factories Heavy Diesel Vehicles (1974 = 100) Diesel Vehicles 75 Vessels Total Aircrafts 73,700 ton/yr 50 Construction Vehicles 56% Machines 25 Gasoline/LPG Vehicles

Around Hibiya, Tokyo in 1960s Source : Tokyo Met. Source : Tokyo Met. 0 1973 1978 1983 1988 1993 1998 2003 2008

Measures being implemented Intensive Multi-Sector-Effort

that Japan would Development for next generations is has been declared banning outdated vehicles like to share with promoted 1,000 20 Asian countries 900 18 800 16 万台）（ 700 14 ％）（ 600 12 500 10 10million-of-LEV are to go in 2005 400 8 Nagoya Area 1,000 20 300 6 900 18 低公害車比率 Government owned Vehicles has Tokyo Area 800 16 万台）

200 4 （ Osaka/Kobe Area 700 14 ％） been replaced to LEV already

低公害車の保有台数 600 12 Proportion of LEVs (%) 100 2 500 10 400 8 NumberLEVs of (10thousand) 300 6

0 0 低公害車比率（ 200 4 低公害車の保有台数 2001 2002 2003 2004 2005 100 2 0 0 2001 2002 2003 2004 2005

㪈㪋㪊 Growing Traffic Demand and Achievement of Efforts (case of air pollution) High Dependency on Automobiles

Transition of Traffic Demand Consistent of Transport Mode in Transition of NO2 Concentration (Total Distance of Trips) Urban Area都市圏規模別の交通手段構成（ (1999) Ｈ１１）

600,000 0.06 15.7 12.0 21.5 20.7 500,000 10.4 0.05 13.3 15.3 13.6 1.8 400,000 2.0 徒歩Foot

) 0.04 2.8 百万km） 3.0 自転車Bike m Roadside monitoring post 300,000 自動二輪Two Wheel

pp （％） ( 0.03 自動車Four Wheel 36.5 54.8 71.6 バスBus 200,000 55.7 鉄道Railway 濃度

0.02 総走行距離（ 2.6 100,000 2.1 0.01 Concentration of NO2 (ppm) NO2 of Concentration 21.3 3.3 General monitoring post 1.8 0 12.1 Total Distance of Operation (Million KM) (Million Operation of Distance Total 0.00 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 4.0 2.4 年度平日Weekdays Holidays 休日 Weekdays 平日 Holidays 休日 S451970 S47 S49 1974 S51 S531978 S55 S571982 S59 S611986 S63 1990 H2 H4 H61994 H8 H101998 H12 H142002 year Major Large Cities Small, Medium Size Cities 三大都市圏地方都市圏 (Tokyo, Nagoya, Osaka) 年度自排局一般局Annual average index from nationwide monitoring posts Source : MLIT

Adequate Policy Mix for EST Momentum of Economic Growth in Asia

Asia keeps sound economic growth Technological/Institutional Aspects Social/Behavioral Aspects GDP Growt h by Region

10 Technology Development - Wise Use of Vehicles Implementation of Strict Regulation - Utilization of Public Transport 8 Diffusion of Eco-Friendly Vehicles - Non-motorized Transport Asia & Pac ific 6 Eur ope & Cent ral Asia Lat in Amer ic a & Car ibbean 4 Middle East & Nort h Afric a

Annual % South Asia 2 Sub Sahara “Policy Mix” with both aspects are needed 0 -2 1999 2002 2003 Year Policy Requirements

Japan Has Experienced Source : World Development Indicators 2004

Rapid Motorization in Asia Diversified Issues in Asia

Automobiles becoming familiar in Asia Asia has different issues even in the matter Possesion of Passenger Cars by Region of Air Pollution Air Pollution by Asian Cities

50 150

40 Asia 100 SO2 30 EU NO2 PM Cars North & South 50 20 America n/a n/a n/a Oceania Concentration (ppm) 10 0 o a y k ul il arta n eijing k gko a Population /Population of Number Passenger a n Seo 0 Tok B J M Ba 1998 1999 2000 2001 2002 SO2, NO2 : Average of 95-01, PM : 1999 Year Source : World Development Indicators, 2004

Source : MLIT

㪈㪋㪋 Diversified Direction for the Future In Pursuit on EST in Asia

Rapid “Urbanizing” Region has various paths Immediate Response is Local Fitted Policy-Mix is Urbanization Rate by Countries Various Way of Urbanization required: required: 400 Estimation - To Cope with Rapid Economic - To Address Locality of Issues Ｊａｐａｎ China Growth and Motorization on Environment and Transport 300 Indonesia - To Keep the track for - To Explore Adequate Scenario Cambodia Sustainability for Future Direction of the 200 Thailand Region X V Phillipines Sustainable Car,Car,Car Way A, Way B, Way C

(1980 (1980 = 100) Viet nam 100 Malaysia Lao PDR Start Now Future Directions by Countries Index of Urbanization Rate of Urbanization Index 0 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030 Portion of the population in urban area Features to be taken into Source : World Urbanization Prospect, The 2003 Revision Year account for EST in Asia

Utilization of International Resources EST in Asia will features:

One of Main Functions of EST Regional Forum where the contribution Policy Mix -- Both technology/institution of Japan is applicable. and social measures are to be balanced International Resources of Needs of Member other Member Countries, Countries for Information, Immediate and Local Action -- Local International Organizations Capacity Building for Fitted Scheme are to be implemented etc. establishing EST Information Sharing – Facilitation of International Resources

“Regional EST Forum in Sharing of Asia” being managed by Information, Lessons that Japan would UNCRD Knowledge, like to share with the Experience etc Forum Members

Another Challenge – Global Warming Challenges that Japan would like to

2010 Target in the work together plan to achieve (Compared with 1990) Kyoto Protocol 500 Target 476m ｔ→ 478m ｔ Industry (up 0.3%) ▲８．６％ -By the initiative of Prime Minister - Mild Air Conditioning 28C Industry (Factories) 400 Junichiro Koizumi with Promotion of “Cool Biz” 217m ｔ→ 260m ｔ Transport - Frequent Turn Off Faucet ＋１５．１％ -Nationwide cooperation campaign - Choose Eco-Products (up 19.8%) - Engine Cut While Stopping Unit: million ton million Unit: Transport tackling against together 300 Business, - No Over-packaging 144m ｔ→ 196m ｔ etc. - Unplug When Not in Use (up 36.1%) ＋１５．０％ Let us stop global warming together! 200 Business, etc. (e.g., Office Bldg) 129m ｔ→ 170m ｔ Households (up 31.4%) ＋６．０％

Households Energy Conversion 100 Industrial Process

Wastes Team “Minus 6%” 0 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

㪈㪋㪌 Regional EST Forum 1-2 August 2005, Nagoya, Japan MLIT-Japan’s International Cooperation for EST under MLIT-Japan’s International ASEAN-Japan Transport Partnership Framework Contents Cooperation for EST under ASEAN- ASEAN-Japan Transport Partnership (AJTP) Framework Japan Transport Partnership Promoting EST by AJTP Projects Framework Major Activities contributing to EST by AJTP Projects CDM in Transport Sector to be tackled under AJTP Presented by: Ministry of Land, Infrastructure, and Transport, Japan Mr. Yukio Yamashita Ministry of Land, Infrastructure and Transport (MLIT-Japan) Nagoya 2nd August 2005

ASEAN-Japan Transport Partnership Framework Back ASEAN – Japan Transport Partnership Framework (Establishment at the 1st Ministers Meeting (Oct. 03, Myanmar)) Background Zoom ASEAN – Japan Transport Partnership Framework Japanese Gov. (Establishment at the 1st Ministers Meeting (Oct. 03, Myanmar)) Organization Seek to Create New Organization Areas of Cooperation Areas of Cooperation Partnership/Cooperation A – J Transport *Setting Cooperation Policy *Setting Cooperation Policy among East Asia A – J Transport Ministers Meeting Ministers Meeting *Promoting Policy Dialogue *Promoting Policy Dialogue Speech by A – J Transport A – J Transport *Enhancing Human Development Policy Workshop Prime Minister Koizumi Policy Workshop etc. *Enhancing Human Development (Singapore, Jan. 2001) *Exchanging Best Practices etc. through mutually beneficial 21 projects ASEAN-J Comprehensive Fields to be Covered *Exchanging Best Practices Economic Partnership *Mutual Exchange of Information/Experiences through mutually beneficial 21 projects Concept (Issues on Global/Regional Environment, Urban Fields to be Covered Sincere & Open Partner Transport System, Environmental Friendly Vehicles, etc.) *Facilitating Cargo Transportation & Logistics *Mutual Exchange of Information/Experiences Acting Together *Promoting Safer & Sustainable Shipping (Issues on Global/Regional Environment, Urban Advancing Together *Enhancing Air Transport Safety & Efficiency Transport System, Environmental Friendly Vehicles, etc.) *Facilitating Cargo Transportation & Logistics *Promoting Safer & Sustainable Shipping Considering transportation that supports various social/ *Enhancing Air Transport Safety & Efficiency economic activities

1st ASEAN + J Transport Ministers Meeting

Promoting EST by ASEAN-Japan Transport Partnership (AJTP) Projects Background Back Serious Issues in Asian Urban Areas Background Zoom Collaborative Projects among ASEAN – J Transport Ministries Rapid Urbanization Serious Issues in Asian Urban Areas Objective: Establishing Efficient Transport incl. EST Zoom ･ (year of 2030) Rapid Urbanization Goal: Building/Managing Sound Urban Public Transport Urban Population in Asia Approx. 1,500 million ･Urban Population in Asia (year of 2030) AJTP Project : ASEAN Railway Revival Plan Approx. 1,500 million (Increasing 1.8 times on 2000) ↓(early-1970s) Major activity: Compiling an Implemental Manual for (Increasing by 1.8 times on 2000) Sustainable Urban Railways in ASEAN ・Transport Infrastructure to be developed ・Transport Infrastructure to be developed for coping with such growth for coping with such growth AJTP Project : Urban Public Transport Policy Framework Under-developedUnder-developed Urban Urban Under-developedUnder-developed Urban Urban Major activity: Conducting Collaborative Studies on Public Transport System ↑Urban Area Public Transport System Public Bus Services in ASEAN cities Public Transport System Public Transport System (early-1960s) Goal: Capacity Building/Policy Cooperation for Inspection, Technical Regulations & Certification of Vicious Vicious Motor Vehicles Spiral Spiral AJTP Project : Automobile Technical Cooperation (early-1990s) → Project on Safety and Environment Over Emphasis on Over Emphasis on -Japan- Over Emphasis on Major activity: Holding Seminar/Forum/Workshop on Over Emphasis on MotorMotor Vehicles Vehicles Mobility Mobility the above Capacity Building/Policy MotorMotor Vehicles Vehicles Mobility Mobility Rapid Motorization Cooperation ･Nos. of Motor Vehicles in ASEAN Rapid Motorization 4.3 million (year of 1980) Objective: Supporting Program to EST More ･Nos. of Motor Vehicles in ASEAN 21 million (year of 2002) Goal: Promoting CDM (Clean Development 4.3 million (year of 1980) ・Traffic Congestion, Road Accidents, Mechanism) in Transport Sector 21 million (year of 2002) Air Pollution AJTP Project : ASEAN-Japan Alternative Fuel ・Traffic Congestion, Road Accidents, Project for Transport Sector Air Pollution

㪈㪋㪍 Collaborative Projects among ASEAN – J Transport Ministries Back Major Activities contributing to EST by AJTP Projects Objective: Establishing Efficient Transport incl. EST Target : Integrating suitable Urban Transport Modes for Various Cities/Areas in ASEAN

Goal: Building/Managing Sound Urban Public Transport ASEAN Railway Revival Plan Zoom AJTP Project : ASEAN Railway Revival Plan Implemental Manual; “KISS-Rail” -Keys to Implement Successfully Sustainable Major activity: Compiling an Implemental Manual for urban Railways- Sustainable Urban Railways in ASEAN ¾“KISS-Rail” was compiled through Demand Density

low medium high exchanging AJTP Project : Urban Public Transport Policy Framework Volume) Transport (= know-how/experiences Realizing among Indonesia, Japan, Philippines Major activity: Conducting Collaborative Studies on short medium long & Thailand. . Public Bus Services in ASEAN cities Integrated Trip Distance (= Size of City or Area) Seminars on urban railways were held in ASEAN EST System Role-sharing among Transport Modes countries for expanding “KISS-Rail”/best practices. (Vietnam (Mar. 05), etc. ) Objective: Establishing Efficient Transport incl. EST Urban Public Transport Policy Framework Collaborative Studies on Public Bus Zoom Goal: Capacity Building/Policy Cooperation for Inspection, Services in ASEAN cities Automobile Technical Cooperation Zoom Technical Regulations & Certification of Motor “Case Study”inThailand (Chiang Mai) to ¾ Project on Safety and Environment Vehicles improve “Service Level”, “Institutional System”, etc. (FY 2003) International Forum/Workshop on Harmonization AJTP Project : Automobile Technical Cooperation of Automotive Technical Regulation & Mutual Project on Safety and Environment Recognition (Thailand (Dec. 04)) Major activity: Holding Seminar/Forum/Workshop on Seminar on Technical Regulations the above Capacity Building/Policy ¾ “Case Study”inIndonesia (Batam Is.) and Certification System of Motor Cooperation to recommend to “Bus Pilot Project”. Vehicles (Tokyo (July. 04)) (FY 2004)

Major Activities contributing to EST by AJTP Projects Major Activities contributing to EST by AJTP Projects ASEAN Railway Revival Plan Back Urban Public Transport Policy Framework Back Collaborative Studies on Public Bus Case Study in Thailand Implemental Manual; “KISS-Rail” in ASEAN cities covers the problems & their Services -Keys to Implement Successfully solutions for the improve- “Case Study” in Thailand (Chiang Mai) to Sustainable urban Railways- ¾ ment & maintenance, etc. improve “Service Level”, “Institutional System”, etc. (FY 2003) ¾“KISS-Rail” was compiled through exchanging know-how/experiences Mar. 2004 (Chiang Mai) among Indonesia, Japan, Philippines Seminar on the results & Thailand (through existing/model projects) MRT Line 3(Manila) of Case Study. . Seminars on urban railways were held in ASEAN “Case Study” in Indonesia (Batam Is.) countries for expanding “KISS-Rail”, best practices. to recommend to “Bus Pilot Project”. (Vietnam (Mar. 05), etc. ) Model Project (FY 2004) (Jakarta; MRT Blok M - Monas ) Example of Environmental Benefit Proposed “Bus Pilot Project (BPP)” (Subway Line No.3; Fukuoka City, Japan) Network & Feeder Network Estimation CO2（t-c/year） NOx （t/year） Case Study in Indonesia Reduction 6,476 27 of Emission （▼1.3%）（▼1.3％） Priority Lane for Feb. 05 (Open for Service) BPP Bus Stop

Major Activities contributing to EST by AJTP Projects CDM in Transport Sector to be tackled under AJTP Automobile Technical Cooperation Project on Safety and Environment Back ASEAN-Japan Alternative Fuel Project for Transport Sector Back International Forum/Workshop on Harmonization of Automotive Technical Activities: *Exchanging Beneficial Information on Alternative Fuels in ASEAN & Japan, Regulation & Mutual Recognition (Thailand (Dec. 04)) *Conducting Feasibility Study on CDM Project using Alternative Fuel ↓More Seminar on Technical Regulations & Certification System of Motor Vehicles There is strong possibility that Bio-diesel Bus Project will be realized as CDM project among (Tokyo (July. 04)) other measures as a result of Collaborative Study between Thailand and Japan (FY2003-04). Approach to Global The above Meetings related Safety / Technical Standard Effective Measures for reducing GHG in Transport Sector Environmental-friendly Automobile Technology Options applied to an Individual Car Meetings Participants - Senior & Middle class Officials from Transport Ministries EVEV CNGCNG BiodieselBiodiesel CNGCNG carscars & other related organizations in Asian Governments, Business Industry - from 13 Buses Biodiesel CNG BusesBuses Buses Biodiesel CNG LPG Ethanol Asian Countries/ Economies (Thailand, Dec. 04) TaxisTaxis TaxisTaxis LPG Ethanol Strengthening of carscars carscars ¾Introducing / Spreading Japanese Institutional Ethanol Exhaust Gas Regulation Biodiesel CNG LPGLPG Ethanol & which contributes to Biodiesel CNG Taxis TaxisTaxis Hybrid System Technologies TrucksTrucks TrucksTrucks Taxis Hybrid Environmental-friendly Automobile such as Japanese Regulation carscars Impact to EVEV Car Car Vehicle Impact to Inspection, Regulation & Certification, etc. Sharing Vehicle Public or Sharing I/MI/M Private Vehicles ¾Policy Dialogue / Exchange of Views on the above Seminar on CDM & Commercial Vehicles Feasibility for Bangkok PlatePlate Number Number ParkPark and and

system & Mutual Recognition Rate Reduction policy Ride Bus System (Mar. 05) BRTBRT policy Ride LRT Fuel Price LRT Fuel Price RoadRoad increasingincreasing Pricing Outcome BusBus ExclusiveExclusive Pricing LaneLane Improving Environmental Efficiency & Active/Passive Safety Performance RailwayRailway IntersectionIntersection ImprovingImproving Reducing Air Pollution & Road Accident Traffic Management/Policy Options and/or Infrastructures

㪈㪋㪎 CDM in Transport Sector to be tackled under AJTP ASEAN-Japan Alternative Fuel Project for Transport Sector

Bio-diesel Bus Project for Bangkok Bus Service, which is promoted by Collaborative Study between Thailand & Japan (FY2003-) ¾Beneficial effects of the bio-diesel identified (FY2004-05) Reduction of Carbon Dioxide (CO2) Emission Reduction of Suspended Particulate Matter (SPM) No modification of Engine Needed; and Enhancement of Rural Economy (Agriculture Promotion) “Field Test”, etc. Thank You for Type of fuel cooperate with Thailand -PME (Palm Methyl Ester) blended diesel Your Kind Attention! -CME (Coconut Methyl Ester) blended diesel Palm Coconut CDM Project for Bangkok Bus Service (Idea; under-consideration) the South Part ¾Positive Effect (annually) of Thailand Estimation CO2（ton） ¾Production of approx. Palm Methyl Ester, etc. Transport Reduction & Blend of Emission 220,000 (Annual Production; 90 thousand ton) ¾Use of Bio-diesel for Bus Business in Bangkok City

㪈㪋㪏 Annex IV: Presentation on TOR for Regional EST Forum

First Meeting of the Regional EST Forum in Asia Regional EST Forum - Composition 1-2 August 2005 oilEut & Gender Perspective Social Equity Terms of Reference for • National Regional EST Forum Members Governments – MoE & MoT

• Subsidiary Expert Groups – 9 thematic areas of EST

Regional EST Forum – ToR of Regional EST Forum – Possible Role Subsidiary Expert Group Members of Government Agencies • assist in identification of issues of concern in EST • provide over all advisory support/strategic areas at the local / national level to facilitate guidance in promoting EST in Asian countries vis-à- formulation of specific pilot/demonstration schemes; vis in the implementation of the EST project; • participate in the Regional EST Forum & share • review and provide comments/feedback on the country experiences / developments in EST related relevant sections of the draft national EST areas; strategies/action plans; • provide necessary information/input to the Subsidiary • participate in the Regional EST Forum (it is Expert Groups of the Forum as and when necessary expected that the Forum will meet in regular for formulation of joint project proposals for donor intervals) & share best practices/experiences in the communities, including GEF; relevant area/s of EST; • assist in identification of appropriate officials for EST • participate in national level meetings/consultations related training programmes/workshops; and on draft strategies as and when necessary; and • support / facilitate establishment of substantial linkages between the Regional EST Forum and other • assist in the implementation of country specific transport related projects/initiatives at the local / demonstration/pilot projects as and when necessary. national level.

Issues for Consideration

• How can we maintain continuity of cooperation between two Regional EST Forums?

• How can we establish an effective e-EST discussion group to promote exchange of country- specific information and knowledge on EST areas Thank you on a regular basis?

• How can we facilitate technology transfer, capacity building, and co-operation among participating countries under the scope of the Regional EST Forum?

㪈㪋㪐 Annex V: Paper on Networking

Draft Paper on Networking for Environmentally-Sustainable Transport

1. Background

The state of Asia’s transport sector is directly tied to the sustainability of the region across measures of economic, environmental, and social development. It is recognised that the trend towards rapidly increasing motorisation and deteriorating air quality is an issue that encompasses government policy, urban form, economic conditions, consumer practices, and cultural norms. No one person or one organisation is likely to be able to address the entirety of this issue.

There is also unlikely to be any single solution that will substantially reduce the impacts of transport in Asia. Environmentally-Sustainable Transport (EST) options represent a package of concepts (as reflected in DRAFT Aichi Statement) that offer the promise to slow and hopefully reverse the negative impacts of increased motorisation.

It is therefore recognised that only through joint cooperation and coordination across a wide range of like-minded organisations will this problem be properly addressed. This effort will require the inputs and creativity of all the organisations that hold to the objective of achieving more sustainable transport practices in the Asia region.

2. Proposal on Networking Elements

This document proposes to outlines ideas on how a formal network of individuals and groups can work together in addressing the sustainability of transport in Asia. It is recognised that there are already many organisations working diligently and effectively to promote sustainable transport and cleaner air in Asia. These groups include governmental agencies, non-governmental organisations and community-based organisations, international organisations, academia, private foundations, bi-lateral agencies, and private sector firms.

It is further recognised that each of these organisational types bring different skills, knowledge, resources, and specialties to the field of Asian transport. Some organisations may work at a region-wide (or even global) level while others are focussed on local initiatives. Different organisations will also have different emphasis in terms of the activities undertaken, such as:

Research Awareness raising Policy development Project planning and implementation Evaluation Funding

This document does not propose to duplicate existing efforts or to create an additional layer of work to prevent organisations from addressing the critical tasks ahead. Instead, this document suggests a few simple ideas for improving communication between all the

DRAFT / 1-2 August 2005

㪈㪌㪇 organisations that are busily involved with the promotion of sustainable transport and cleaner air in Asia.

This document also recognises that not all groups working on sustainable transport in Asia will agree on all issues related to this topic. The various opinions expressed by the different organisations are all part of a healthy environment to encourage new ideas and new paradigms for addressing Asian transport. Only through rigorous debate and discussion will the best solutions be found.

This document proposes to accomplish the following three objectives:

1. Identification of organisations Identify all relevant organisations addressing sustainable transport in Asia.

2. Communication and contact Facilitate both virtual and face-to-face interactions between the involved organisations in order to share experiences.

3. Information sharing Develop opportunities for information sharing through periodic updates of regional activities.

As a start to the first objective, Annex 1 of this document presents an initial list of some of the organisations involved in promoting sustainable transport in Asia.

The second objective recognises that groups working on Asian transport and clean air issues reside in many different locations, making regular face-to-face contact difficult. However, occasional face-to-face contact can be beneficial in effectively sharing experiences. This document suggests that some forums be created to allow both face- to-face contact and better use of information and telecommunications technologies (ICT) amongst interested organisations. Specifically, it is suggested that focussed information sharing sessions are scheduled during regional events that are likely to draw the largest quorum of organisations. A few possibilities for such events include:

Better Air Quality (BAQ) annual conference / Clean Air Initiative – Asia events UNCRD led Regional EST Forum (www.uncrd.or.jp/env/) Meetings/workshops of ASEAN Working Group on Environmentally Sustainable Cities (AWGESC), etc.

It is recommended that BAQ, CAI-Asia, and UNCRD discuss how to coordinate events to ensure the greatest synergies in terms of the numbers of attendees. It is further recommended that BAQ, CAI-Asia, and UNCRD provide venues and times for external sessions where organisations can provide updates and share experiences. These sessions may be designed to allow the meeting of both sub-groupings as well as the entire network membership. For example, it may be worthwhile to organise an NGO- only session as well as a session amongst donors only (international organisations, bilateral agencies, and foundations). However, all of these actors would be recommended to also come together for a larger information sharing experience. Additionally, it is

DRAFT / 1-2 August 2005

㪈㪌㪈 hoped that regional and international organisations can facilitate the participation of NGOs and local government officials in such events.

It is also recommended that information sharing through ICT be promoted to the extent possible. This includes further promotion of discussion on the SUSTRAN email discussion board and coordination of information listed on key web sites, especially including the web sites of CAI-Asia (www.cleanairnet.org) and GTZ’s Sustainable Urban Transport Project (www.sutp.org).

Finally, the third objective of this document is to devise a simple mechanism for the collection and dissemination of activity updates from the various organisations. Specifically, it is recommended that organisations such as UNCRD and CAI-Asia devise a means to regularly survey pertinent organisations and then disseminate a succinct update of activities to all network members. This action may also include the development of an organisational and individual database of names, which lists specialties and on-going activities.

DRAFT / 1-2 August 2005

㪈㪌㪉 Annex 1 List of organisations

Non-governmental organisations

Environment Nepal Firefly Brigade (Philippines) Institute for Transportation & Development Policy (ITDP) International Council for Local Environmental Initiatives (ICLEI) Network for Green Transport (Korea) Pelangi (Indonesia) Save Bombay Committee South-North Institute for Sustainable Development (Beijing) SUSTRAN Swisscontact Thailand Environment Institute World Resources Institute (WRI) / EMBARQ programme World Carfree Network

Regional/International/UN organisations

ASEAN (AWGESC) Asian Development Bank (ADB) CITYNET Clean Air Initiative – Asia (CAI-Asia) Global Environment Facility (GEF) United Nations Centre for Regional Development (UNCRD) / EST programme United Nations Development Programme (UNDP) United Nations Environment Programme (UNEP) World Bank

Bi-lateral agencies

Australian Agency for International Development (AusAID) French Development Agency (ADF) German Technical Assistance (GTZ) Japanese International Cooperation Agency (JICA) Sweden International Development Agency (Sida) UK Department for International Development (DfID) US Agency for International Development (USAID)

Foundations

Blue Moon Foundation Energy Foundation Hewlett Foundation Shell Foundation Toyota Foundation

DRAFT / 1-2 August 2005

㪈㪌㪊 Research institutes and universities

Asian Institute of Technology (AIT) (Bangkok) / School of Civil Engineering / SERD Göteborg University, Sweden Gadjah Mada University (Yogyjakarta) / Centre for Transportation and Logistics Studies Hong Kong Polytechnic University / Department of Civil and Structural Engineering Indian Institute of Technology – Delhi (IIT-Delhi) / TRIPP Leeds University / Institute for Transport Studies Massachusetts Institute of Technology (MIT) / Center for Transportation & Logistics Murdoch University (Perth) / Institute for Sustainability & Technology Policy Nagoya University / Graduate School of Environmental Studies National Taiwan University / Department of Civil Engineering National University of Singapore / Lee Kuan Yew School of Public Policy National Institute of Environmental Studies (NIES), Japan National Institute for Land and Infrastructure Management (NILIM), Japan Osaka University / Department of Civil Engineering, Transport Laboratory Tongji University (Shanghai) / Department of Urban Planning Toyo University (Gunma, Japan) / Department of Regional Development Studies Tsinghua University (Beijing) / Department of Environmental Engineering University of California at Berkeley / Institute of Transportation Studies University of California at Davis / Institute of Transport Studies University College London / Bartlett School of Planning University of Hong Kong / Department of Civil Engineering Yokohama National University / Graduate School of Environment & Information Sciences

Private sector

International Chamber of Commerce World Business Council for Sustainable Development

DRAFT / 1-2 August 2005

㪈㪌㪋 Annex VI: Address by H.E. Dr. Mok Mareth, Senior Minister and Minister of Environment, Canada

Colleagues from ASEAN Countries, Japan, China, Korea, and Mongolia,

Distinguished Expert Members of The Regional EST Forum,

Ladies and Gentleman,

It is a great honour for me to chair the session on adoption of AICHI STATEMENT. I am very sorry that I could not take part in first day of the meeting due to an important meeting together with our Prime Minister in SEAM RIP.

As you know there are many complex issues in environment and transport sector that affects human health, life, nature and environment. Today many cities in Asia are highly polluted by transport sector. Unless we act now, we will reach point of no return, i.e., we cannot repair our present mistakes in future.

Therefore, Asia needs to set the vision for ENVIRONMENTALLY SUSTAINABLE Transport (EST). The draft AICHI STATEMENT which we will discuss today has attempted to set a concrete vision for an Asian EST. We all are today proud to discuss such a visionary statement to protect the people and environment in Asia while maintaining the sustained economic growth.

I would now request your comments paragraphs by paragraph on the AICHI STATEMENT shown in the screen.

㪈㪌㪌 Annex VII: Presentation on BRT for Side-Event

Bus Rapid Transit Presentation outline

I. Introduction to BRT

II. Video

III. Case studies

- Jakarta and Beijing

IV. Financing BRT

V. Field trip in Nagoya

Carlos Pardo

Karl Fjellstrom and Lloyd Wright

A global view of transit improvement Projects in planning or construction

Latin America North America Latin America Europe Barranquilla Albany Belo Horizonte Amsterdam Calí Charlotte Bogotá Bradford Cartagena Cleveland Campinas Claremont Ferrand Ciudad Juarez Eugene Curitiba Eindhoven Cuenca Hartford Goiania Essen Guatemala City Houston León Ipswich Guayaquil Louisville Manaus Leeds Lima Montgomery Co. Mexico City Lyon Medellín Reno Porto Alegre Nice Panamá City San Francisco Port of Spain Rouen Pereira Toronto Quito Runcorn Puebla Asia Recife Utrecht Querétaro Lloyd Wright Bus transit projects completed Bangalore Sao Paulo West Sussex San Juan Bangkok San Salvador Chengdu Oceania Africa Asia North America Santiago Delhi Africa Oceania Adelaide Abidjan Beijing Alameda Ottawa Santo Domingo Dhaka Accra Auckland Brisbane Saint-Denis Jakarta Boston Orlando Guangzhou Cape Town Sydney Kunming Chicago Philadelphia Hangzhou Dakar Nagoya Las Vegas Pittsburgh Hanoi Dar es Salaam Seoul Los Angeles Vancouver Ho Chi Minh City Shejiazhuang Miami Hyderabad Taipei Shanghai

Busways versus bus lanes Two systems at the same cost

BRT is about a total quality approach. It has nothing to do with bus lanes. Rail-Based system

Customers want a full network, not a few kilometres of high technology

Unless a high-quality public transit system Bus Rapid Transit system covers most destinations, the system will never compete with the car

Lee Schipper

Photo taken from front seat of bus in bus lane (Mexico City)

㪈㪌㪍 Road space requirements Networks not corridors

BRT can be implemented even amongst 4 16 36 severe road space limitations

a. Single trunk corridor b. Two trunk corridors c. Three trunk corridors with feeder services with feeder services with feeder services

Trunk corridor Feeder line Terminal Lloyd Wright City centre

In Quito and Curitiba, BRT has been with as Figure represents the number of permutations of corridor little as 3.0 meters of road width segments available to the customers

Types of transfers Marketing identity

Akiris

Level 1: No transfer necessary Level 2: Platform transfers (Good route design) (High customer convenience)

Lloyd Wright Lloyd Wright

LevelLevel 3: 3 Grade separated Level 4: Grade separated and Level 5: Physical barriers to transfers (High cost / low fare separated (Inconvienent) transfer convenience) (Poor customer service)

Local services and express services Busway design

Median aligned, with flow

Express services make BRT very Example: TransMilenio; Bogota, Colombia time competitive

Bogotá achieves high volumes (42,000 pphpd) using express services

Gives customers a choice

However, express services TransMilenio SA require passing lanes at stations Avoids conflicts with turning vehicles TransMilenio SA

㪈㪌㪎 Bus technologies Modern buses

“Think rail, use buses”

Carlos Pardo

Clean diesel Hybrid electric

Lloyd Wright

Electric trolley

Fuel cell Natural gas

Curitiba, Brazil US examples

Started in 1974

Serves five major corridors City of Honolulu Lloyd Wright

1.9 million passenger trips Honolulu Miami per day

58 km of express busways, 270 km of feeder routes

270 passenger bi- articulated buses Lloyd Wright Lloyd Wright Los Angeles Pittsburgh

Australia England

Bradford

City of Brisbane

Brisbane Adelaide

Leeds

㪈㪌㪏 Sao Paulo, Brazil Quito, Ecuador

World’s longest collection of exclusive bus lanes Currently: 2 lines, 25 km

Use of passing lanes to achieve 2005: 4 lines, 48 km high flow rates 2006: 5 lines, 98 km

Lloyd Wright

Infrastructure costs: US$ 2 million / km

Lloyd Wright

Bogota, Colombia Kunming, China

BRT system called “TransMilenio”

By 2015, TransMilenio will serve 5 million passengers per day over 388 kilometers of busways.

TransMilenio SA

Taipei, Taiwan Jakarta, Indonesia

ITDP

Initial corridor of 12.9 km completed in January 2004 Construction costs: US$ 500,000 / km ITDP

㪈㪌㪐 BRT projects in China Bangkok, Thailand

1 Rangsit-Jatujak 9 21.26 km.

3 379.72 km. of BRT Routes

Ram Inthra km.8-Phetkasem 35.87 km. 5 8 Suwinthawong-Taling Chan 4 42.86 km. 9 4 7 Southern-Eastern Bus Terminal 22.77 km.

6 Suvarnabhumi -Don Muang 52.57 km. 2 5 Bang Kae-Rangsi t 7 56.80 km. 1 ъѥѠѥдѥћѕѥьҕ ѝњііцѓѫ єѬ ѧ

Rama 2-Ram Inthra 8 58.83 km.

Muang Thong Thani -Khl ong Chan-Samut Prakan Legend Prasamut Jedi -Si am Square 6 3 54.30 km. 34.46 km. BRT Route

Revenue based on vehicle-kilometres Organisational structure and not the number of passengers

Planning, management, and quality control Public company

TransMilenio SA Lloyd Wright Lloyd Wright Lloyd Wright Infrastructure Busway operations TransMilenio SA Private sector Private sector Before: Drivers worked 16 After: Drivers work 6 Specifications developed by Fare collection Concessions awarded through hours per day under hours per day under public sector Private sector competitive bidding greatly improved Contracts awarded through Private operators are responsible difficult conditions competitive bidding Concession awarded through for purchasing vehicles and conditions and earn more competitive bidding operating vehicles Private operators are responsible for purchasing fare equipment and managing fare process

Staffing at TransMilenio TransMilenio’s impact Functional Area Number of Employees Safety 93% reduction in General management 5 accident fatalities Managerial assistants 5 Environment 40% reduction Legal advisors 5 of some pollutants Internal control office 3 Efficiency 32% travel time Administrative 17 savings Planning 8 Customer satisfaction 88% Financial 7 Operations 27 Physically disabled users: 9,000 trips per day Marketing 3 Carlos Pardo Total 80 All achieved with a fare of US$ 0.40 TransMilenio SA (Public company) and with NO SUBSIDIES Only 80 people managing transit system for city of 7.5 million persons

㪈㪍㪇 TransMilenio’s impact as a brand BRT financing

Cost categories

• Planning

• Infrastructure

• Buses

TransMilenio SA

Phase I costs Financing components and options

Typical costs for a Phase I with 20 kilometres of busways Component Total cost Cost/km 1. System Planning (US$ million) (US$ million) Local and national sources Trunk lines 7.0 – 30.0 0.35 – 1.5 UNDP Global Environment Facility Stations 2.0 – 8.0 0.1 - 0.4 Overseas Development Agencies Private foundations Terminal 2.0 – 8.0 0.1 - 0.4 Fare collection system 3.0 – 10.0 0.15 – 0.5 2. Infrastructure Local and national sources Pedestrian overpasses 2.0 – 6.0 0.1 – 0.3 Regional Development Banks World Bank Bus depots 1.0 – 6.0 0.05 – 0.3 Commercial Banks Control centre 1.0 – 4.0 0.05 – 0.2 3. Equipment Other 2.0 – 8.0 0.1 – 0.4 Private sector operators Total 20.0 – 80.0 1.0 – 4.0 Bus manufacturers Bi-lateral export banks International Finance Corporation Planning costs: US$ 1 million – US$ 2 million Commercial banks

Total Phase I costs: US$ 21 million – US$ 82.0 million

Global Environment Facility (GEF) Bi-Lateral Agencies

German Overseas Technical Assistance Agency (GTZ)

Mechanism to catalyse projects that reduce BRT support in Bangkok and other cities Offers BRT training course to cities greenhouse gases: www.gefweb.org BRT Planning Guide (www.sutp.org)

PDF A route (Project Development Funds A) US Agency for International Development (US AID) US$ 50,000 to prepare project proposal Cities with GEF US$ 1 million to implement project funding for BRT Supporting BRT development in Africa (Accra, Ghana; development: Dakar, Senegal; Cape Town, South Africa) and Asia PDF B route (Project Development Funds B) (Jakarta, Indonesia and Delhi, India) US$ 350,000 to prepare project proposal Dar es Salaam US$ 2 million – US$20 million to implement Hanoi Swedish International Development Agency (Sida) project Lima BRT assistance to Dhaka and Bangalore Mexico City Implementing agencies: UNDP, World Bank, UNEP, Santiago Japanese International Cooperation Agency (JICA) IFC, Regional development banks Colombian cities Master transport plans and modelling in various cities of Chinese cities Asia and Latin America

㪈㪍㪈 Foundations and NGOs Funding through local revenue sources

Hewlett Foundation 1. Existing budgets Supporting BRT initiatives in Mexico City, Sao Paulo, and China 2. Parking controls

3. Road pricing Institute for Transportation & Development Policy (ITDP) 4. Tax hypothecation BRT support to: Cartagena, Mexico City, Accra, 5. Station commercial Dakar, Cape Town, Dar es Salaam, Guangzhou, Jakarta, Delhi, Hyderabad development

6. Advertising

World Resources Institute, EMBARQ programme 7. Merchandising

BRT initiatives in Shanghai and Mexico City

Special tax revenues Property development

North Carolina, USA

0.5% of State sales tax dedicated to public transit

Provides $50 million of funding each year

State uses funds to provide 50% match to municipal projects

Transit systems generate Bogota, Colombia wealth in surrounding areas

28% of Colombian petrol tax There are various funds public transport projects mechanisms for cities to like TransMilenio capture this value to pay for the transit system

Property development Information resources

National Bus Rapid Transit Institute www.nbrti.org

Australian Systems www.transportroundtable.com.au

Breakthrough Technologies Institute www.gobrt.org

US Bus Rapid Transit Program www.fta.dot.gov/brt

Bus Rapid Transit Central www.busrapidtransit.net

Lloyd Wright Lloyd Wright Bogota TransMilenio Charging a fee to permit Letting commercial space on www.transmilenio.gov.co connections commercial centres transit concourses GTZ Sustainable Urban Transport Project www.sutp.org

Institute for Transportation & Dev. Policy www.itdp.org

㪈㪍㪉 Resources Putting people first

GTZ Sustainable Urban Transport Project www.sutp.org

BRT Planning Process

1. Project preparation

2. Demand analysis

3. Communications plan

4. Operational plan

5. Business & institutional structure

6. Infrastructure

7. Technology

8. Multi-modal integration

9. Impact analysis

10. Implementation plan

Nagoya field trip

1. Subway to Ozone

Kokusai Center to Ozone, ¥ 260. Start at Kokusai Center station, then change lines at Hisaya- odori station, exit at Ozone.

2. Walking tour of BRT station and area

3. Optional bus ride (¥ 200 or more)

4. Return to hotel by subway or by JR train

㪈㪍㪊 First Meeting of the Regional EST (Environmentally Sustainable Transport) Forum in Asia, 1-2 August 2005