DOCSLIB.ORG

CHOUBASSI-THESIS-2015.Pdf

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
CHOUBASSI-THESIS-2015.Pdf Copyright by Carine Choubassi 2015 The Thesis Committee for Carine Choubassi Certifies that this is the approved version of the following thesis: An Assessment of Cargo Cycles in Varying Urban Contexts APPROVED BY SUPERVISING COMMITTEE: Supervisor: C. Michael Walton Dan P. K. Seedah An Assessment of Cargo Cycles in Varying Urban Contexts by Carine Choubassi, B.E. Thesis Presented to the Faculty of the Graduate School The University of Texas at Austin in Partial Fulfillment of the Requirements for the Degree of Master of Science in Engineering The University of Texas at Austin May 2015 A mio nipote, Elia. Acknowledgements I would like to thank my supervisor, mentor, and friend, Dr. Dan Seedah for believing in me and supporting me every step of the way. This thesis would not have been possible without his optimism, perseverance, and continuous guidance which have been an inspiration to me every day. I will be forever grateful. I would like to thank my advisor, Dr. C. Michael Walton for giving me this opportunity to pursue my M.S. Degree here at UT Austin and the privilege of working with him and sharing his knowledge on a number of very interesting projects. Thank you for the constant encouragement. I would like to thank my colleagues at the Center for Transportation Research (CTR), Dr. Jennifer Duthie, Dr. Nan Jiang, and Jackson Archer for their help and technical support in completing my thesis. I would also like to thank Mohamad Cheblak and the Deghri Messengers for fostering my interest in this subject and showing me the true potential of cargo cycles. I would like to thank all the Habibis in Austin and abroad for the great memories. You have all been a big part of my life here. My wonderful roommates, Mayra Martinez, Stasa Zivojnovic, and Zeina Wafa for making me feel at home even when I am thousands of miles away. Ignacio De Sande Palma for sharing every moment of this hectic year and helping me through all the difficult decisions. My friends back home, Christina Theokaris, Ziad Dallal, Jad Moukalled, Talal Naboulsi and Sarah Awada. I miss you every day. Above all, I want to thank my amazing parents, Bahzad and Suzanne, and my two brothers, Donald and Rawad. Your love and support are what always drive me to reach higher. Nothing makes me happier than to end this year with you by my side. v Abstract An Assessment of Cargo Cycles in Varying Urban Contexts Carine Choubassi, M.S.E. The University of Texas at Austin, 2015 Supervisor: C. Michael Walton Freight constitutes a large portion of urban daily traffic, contributing to emissions, noise, and safety concerns. Moreover, urban freight logistics and supply chains are often hindered by the “last mile” in areas of high population density. Slow traffic speeds and limited parking can lead to significant delays, higher delivery costs, and an over-all unreliable system. Firms in dense urban areas are therefore seeking alternative approaches for transporting their goods and services in a timely and cost-effective manner by looking at more efficient and reliable modes for their last-mile services. One mode of transport which has been gaining widespread interest for urban deliveries is cargo cycles, also known as freight bikes or cargo bikes. Current research on cargo cycles is, however, limited though their success in transporting at least 25% of freight has been recognized. This thesis examines the prospect of using cargo cycles for urban goods delivery. A model is developed to compare the use of different types of cargo cycles in varying urban. A case study that assesses the potential of replacing the United States Postal Service trucks with cargo bikes and cargo trikes for last-mile delivery in three different population densities in the city of Austin, TX is illustrated. The results of the study indicate that electrically-assisted cargo trikes are the most cost-effective mode for urban goods delivery in congested areas with high population densities such as central business districts. Moreover, the competitiveness of the trikes with vi other existing modes such as the Long Life Vehicle was found to be evident when the depots were located within the boundaries of the delivery area. However, the success of cargo cycles relies on the availability of facilities like consolidation centers and dedicated bike lanes. As such, efforts from both the private and public sector are necessary for the increased adoption of this mode of transport in future urban delivery practices. vii Table of Contents List of Tables ...........................................................................................................x List of Figures ........................................................................................................ xi List of Illustrations ................................................................................................ xii Chapter 1: Introduction ............................................................................................1 Chapter 2: Overview ................................................................................................4 2.1 Cargo Cycles in the 20th Century .............................................................4 2.2 Classification and Current Uses of Cargo Cycles .....................................7 2.2.1 Cargo Cycle Types and Categories ...............................................7 2.2.2 Cargo Cycle Uses in the 21st Century ...........................................9 2.3 Case Studies Around the World ..............................................................13 2.3.1 Europe .........................................................................................13 2.3.2 Developing Countries .................................................................17 2.3.3 U.S. and Canada ..........................................................................18 2.4 Summary of Lessons Learned .................................................................20 2.4.1 Advantages of Cargo Cycles .......................................................21 2.4.2 Challenges and Disadvantages of Cargo Cycles .........................22 2.4.3 Factors that Encourage Use of Cargo Cycling ............................23 2.5 Future of Cargo Cycles in the U.S. .........................................................25 Chapter 3: Academic Literature .............................................................................26 Chapter 4: Methodology ........................................................................................32 4.1 USPS Case Study ....................................................................................32 4.2 Mode Characteristics...............................................................................34 4.3 Location Characteristics ..........................................................................37 4.3.1 CBD Depot ..................................................................................40 4.3.2 UT Neighborhood Depot ............................................................41 4.3.3 Far West Depot ...........................................................................42 4.4 Scenario Assessment ...............................................................................42 viii 4.5 Number of Deliveries ..............................................................................44 4.6 Package Size ...........................................................................................45 4.7 Network Model .......................................................................................46 4.8 Financial Model ......................................................................................52 4.8.1 Purchase Cost ..............................................................................52 4.8.2 Fuel and Electric Motor Charging Cost ......................................54 4.8.3 Maintenance Cost ........................................................................55 4.8.4 Battery Replacement Cost ...........................................................55 4.8.5 Labor Cost ...................................................................................56 4.8.6 Emissions Cost ............................................................................58 4.8.7 Other Parameters .........................................................................59 Chapter 5: Results and Discussion .........................................................................60 5.1 Analysis of Results..................................................................................60 5.2 Policy Implications .................................................................................67 5.3 Private Sector Implications .....................................................................69 5.4 Recommendations and Future Work.......................................................69 Chapter 6: Conclusion ............................................................................................72 Appendix I..............................................................................................................74 Appendix II ............................................................................................................76 References ..............................................................................................................79 ix List of Tables Table 1: Cargo Bike Uses in the U.S. and Canada ...............................................20 Table 2: Characteristics of Alternatives ................................................................36
Load more

Recommended publications
  • Bay Drive NOVEMBER 19, 2018 UPDATED JANUARY 31, 2019
    Miami Beach Neighborhood Greenways Bay Drive NOVEMBER 19, 2018 UPDATED JANUARY 31, 2019 p 1 TABLE OF CONTENTS Executive Summary p. 5 Goals and Objectives p. 7 Bay Drive Neighborhod Greenway p. 9 Existing Conditions p. 11 BAY DRIVE Bay Drive - Segment 1 p. 12 Bay Drive - Segment 2 p. 14 Bay Drive - Segment 3 p. 16 Landscaping p. 18 Safety and Access p. 19 Traffic Calming p. 20 71ST STREET AND NORMANDY DRIVE 71st Street and Normandy Drive p. 23 71st Street East - Segment 1 p. 24 71st Street West - Segment 2 p. 26 Normandy Drive East - Segment 1 p. 28 Normandy Drive West - Segment 2 p. 30 East Bridge p. 32 West Bridge p. 33 Landscaping p. 34 Safety - Bike Box p. 35 Parking Impact Analysis p. 36 Appendix Cost Estimates p. 42 Parking Replacement Analysis p. 48 Sidewalks Gap Analysis p. 56 Summary of Meetings p. 62 p 2 p 3 p 4 BAY DRIVE | City of Miami Beach Neighborhood Greenways EXECUTIVE SUMMARY Background The Bay Drive Neighborhood Greenway concepts were then refined and reviewed extensively with Transportation staff and The adopted 2016 Miami Beach Transportation Master Plan internal Miami Beach stakeholders. The concepts were also was built on a mode share goal and modal prioritization strategy presented to the North Beach Steering Committee on October adopted by Resolution 2015-29083 on July 8, 2015, which 25, 2017. Transportation toured the area with TCED staff on places pedestrians first; transit, bicycles, and freight second; December 7, 2017. The Transportation, Parking and Bicycle and private automobiles third. Projects in the Transportation Facilities Committee reviewed the North Beach Neighborhood Master Plan are intended to move Miami Beach towards this Greenways concepts on April 9, 2017 and June 11, 2018.
    [Show full text]
  • Socio-Economic Profile of Cycle Rickshaw Pullers: a Case Study
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by European Scientific Journal (European Scientific Institute) European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 UDC:656.12-05:316.35]:303.6(540)"2010" SOCIO-ECONOMIC PROFILE OF CYCLE RICKSHAW PULLERS: A CASE STUDY Jabir Hasan Khan, PhD Tarique Hassan, PhD candidate Shamshad, PhD candidate Department of Geography Aligarh Muslim University, Aligarh, Uttar Pradesh Abstract The present paper is an attempt to analyze the socio-economic characteristics of cycle rickshaw pullers and to find out the causes of rickshaw pulling. The adverse effects of this profession on the health of the rickshaw pullers, the problems faced by them and their remedial measures have been also taken into account. The study is based on primary data collected through the field survey and direct questionnaire to the respondents in Aligarh city. The survey was carried out during the months of February and March, 2010. The overall analysis of the study reveals that the rickshaw pullers are one of the poorest sections of the society, living in abject poverty but play a pivotal role in intra-city transportation system. Neither is their working environment regulated nor their social security issues are addressed. They are also unaware about the governmental schemes launched for poverty alleviation and their accessibility in basic amenities and infrastructural facilities is also very poor. Keywords: Abject poverty, breadwinners, cycle rickshaw pullers, disadvantageous, intra- city transport, vulnerability 310 European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 Introduction: The word rickshaw originates from the Japanese word ‘jinrikisha’, which literally means human-powered vehicle (Encyclopedia Britannica, 1993).
    [Show full text]
  • Planning and Design Guideline for Cycle Infrastructure
    Planning and Design Guideline for Cycle Infrastructure Planning and Design Guideline for Cycle Infrastructure Cover Photo: Rajendra Ravi, Institute for Democracy & Sustainability. Acknowledgements This Planning and Design guideline has been produced as part of the Shakti Sustainable Energy Foundation (SSEF) sponsored project on Non-motorised Transport by the Transportation Research and Injury Prevention Programme at the Indian Institute of Technology, Delhi. The project team at TRIPP, IIT Delhi, has worked closely with researchers from Innovative Transport Solutions (iTrans) Pvt. Ltd. and SGArchitects during the course of this project. We are thankful to all our project partners for detailed discussions on planning and design issues involving non-motorised transport: The Manual for Cycling Inclusive Urban Infrastructure Design in the Indian Subcontinent’ (2009) supported by Interface for Cycling Embassy under Bicycle Partnership Program which was funded by Sustainable Urban Mobility in Asia. The second document is Public Transport Accessibility Toolkit (2012) and the third one is the Urban Road Safety Audit (URSA) Toolkit supported by Institute of Urban Transport (IUT) provided the necessary background information for this document. We are thankful to Prof. Madhav Badami, Tom Godefrooij, Prof. Talat Munshi, Rajinder Ravi, Pradeep Sachdeva, Prasanna Desai, Ranjit Gadgil, Parth Shah and Dr. Girish Agrawal for reviewing an earlier version of this document and providing valuable comments. We thank all our colleagues at the Transportation Research and Injury Prevention Programme for cooperation provided during the course of this study. Finally we would like to thank the transport team at Shakti Sustainable Energy Foundation (SSEF) for providing the necessary support required for the completion of this document.
    [Show full text]
  • A Review on Feasibility Study of Providing Cycle Track in East Zone Area of Vadodara City
    January 2018, Volume 5, Issue 1 JETIR (ISSN-2349-5162) A REVIEW ON FEASIBILITY STUDY OF PROVIDING CYCLE TRACK IN EAST ZONE AREA OF VADODARA CITY 1Urvi Patel, 2Jayesh Juremalani, 3Khushbu Bhatt 1M.tech student, 2Assistant professor, 3Assistant professor 1Transportation engineering 1Parul institute of engineering and technology, Vadodara,India Abstract—The “last mile” problem is becoming the increasingly serious problem during the process of development of the public transit. Traditional transit hardly meets the residents’ door to door travel demands, which reduce passenger satisfaction with the public transit. Also issues on carbon emission and energy saving have been taken seriously. The central concept to increasing bicycles for short-distance trips in an urban area as an alternative to motorised public transport or private vehicles, thereby reducing traffic congestion, noise, and air pollution. Targeted at low‐income groups the prime reasons for subscriptions were savings in time and money spent over other modes of transport. The main obstacle to boosting the bicycle as a regular mode of transport is safety problem due to mix motorized traffic. One option is to separate cyclists from motorists through exclusive bicycle priority lanes. A questionnaire survey will carried out from public what they want features in the bicycle track. Using that data we can design the bicycle track as per IRC-11 (cycle track design and layouts 1962). Index Terms— bicycle, transport, bicycling, motivation, non motorized modes I.INTRODUCTION As an emerging economy, India now faces urban challenges that are more complex than the western world, particularly due to the sheer size of the population and rapid pace of urbanization.
    [Show full text]
  • Bicycles and Cycle-Rickshaws in Asian Cities: Issues and Strategies
    76 TRANSPORTATION RESEARCH RECORD 1372 Bicycles and Cycle-Rickshaws in Asian Cities: Issues and Strategies MICHAEL REPLOGLE An overview of the use and impacts of nonmotorized vehicles in for several decades offered employee commuter subsidies for Asian cities is provided. Variations in nonmotorized vehicle use, cyclists, cultivated a domestic bicycle manufacturing industry, economic aspects of nonmotorized vehicles in Asia, and facilities and allocated extensive urban street space to nonmotorized that serve nonmotorized vehicles are discussed, and a reexami­ nation of street space allocation on the basis of corridor trip length vehicle traffic. This strategy reduced the growth of public distribution and efficiency of street space use is urged. The re­ transportation subsidies while meeting most mobility needs. lationship between bicycles and public transportation; regulatory, Today, 50 to 80 percent of urban vehicle trips in China are tax, and other policies affecting nonmotorized vehicles; and the by bicycle, and average journey times in China's cities appear influence of land use and transportation investment patterns on to be comparable to those of many other more motorized nonmotorized vehicle use are discussed. Conditions under which Asian cities, with favorable consequences for the environ­ nonmotorized vehicle use should be encouraged for urban trans­ ment, petroleum dependency, transportation system costs, portation, obstacles to nonmotorized vehicle development, ac­ tions that could be taken to foster appropriate use of nonmoto_r­ and traffic safety. ized vehicles, and research needs are identified. EXTENT OF OWNERSHIP AND USE Nonmotorized vehicles-bicycles, cycle-rickshaws, and carts­ play a vital role in urban transportation in much of Asia. Bicycles are the predominant type of private vehicle in many Nonmotorized vehicles account for 25 to 80 percent of vehicle Asian cities.
    [Show full text]
  • Design of Advanced Loading Cycle Rickshaw Rasika S
    International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 10, 2016 Available online at www.ijiere.com International Journal of Innovative and Emerging Research in Engineering e-ISSN: 2394 – 3343 p-ISSN: 2394 – 5494 Design of Advanced Loading Cycle Rickshaw Rasika S. Khairkar a a PRMIT & R Badnera, Amravati, Maharashtra, India ABSTRACT: The present paper is to design and development of loading cycle rickshaw. It includes the self weight of cycle rickshaw is reduced by replacing some heavier material with lighter one, the torque is nearly doubled by using gear train of torque multiplier mechanism and the unloading is done by tilting the rickshaw carriage about pivots provided on the frame. The purpose of this paper is to reduce the effort of the rickshaw puller and to have quick unloading mechanism of goods. This paper will lead to a safe, easy and comfortable mode of transport in three wheeled non-engine cargo. This is the long lasting mode of transport since it is not affected by fuel crisis and the green mode of transport thus will greatly reduce the pollution. Keywords: Loading cycle rickshaw, torque multiplier, load, unload, mechanism, aluminum sheet I. INTRODUCTION A cycle rickshaws are widely used for transportation throughout the India. The basic rickshaw is a three-wheeled tricycle design, pedalled by a human driver in the front and with a bench seat in the rear for conveying goods and luggage. There are an estimated eight million cycle rickshaw pullers in India alone, with many more in Bangladesh and other developing countries[1]. But cycle rickshaws are growing in popularity even in developed countries.
    [Show full text]
  • Probike/Prowalk Florida City Comes up with the Right Answers Florida Bike Summit Brought Advocacy to Lawmakers' Door
    Vol. 13, No. 2 Spring 2010 OFFICIAL NEWSLETTER OF THE FLORIDA BICYCLE ASSOCIATION, INC. Reviewing the April 8 event. Florida Bike Summit brought Lakeland: ProBike/ProWalk advocacy to lawmakers’ doorstep Florida city comes up with the right answers by Laura Hallam, FBA Executive Director photos: by Herb Hiller Yes, yes, yes and no. Woman’s Club, Lakeland Chamber of Keri Keri Caffrey Four answers to four questions you may be Commerce, fine houses and historical mark- asking: ers that celebrate the good sense of people 1. Shall I attend ProBike/ProWalk Florida who, starting 125 years ago, settled this rail- in May? road town. 2. Shall I come early and/or stay in I might add about those people who settled Lakeland after the conference? Lakeland that they also had the good fortune 3. Is Lakeland not only the most beautiful of having Publix headquarter its enterprise mid-sized city in Florida but also, rare here, so that subsequent generations of among cities of any size, year by year get- Jenkins folk could endow gardens, children’s ting better? play areas and everything else that makes photos: Courtesy of Central Visitor Florida & Bureau Convention Above: Kathryn Moore, Executive Director embers of FBA from of the So. Fla. Bike Coalition (right), works around the state gath- the FBA booth. Below: Representative ered with Bike Florida Adam Fetterman takes the podium. at the Capitol for the 2nd annual Florida Bike Summit. Modeled after the high- ly successful National PAID Bike Summit that recently NONPROFIT U.S. POSTAGE POSTAGE U.S. PERMIT No.
    [Show full text]
  • Socio-Economic Profile of Cycle Rickshaw Pullers: a Case Study
    European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 UDC:656.12-05:316.35]:303.6(540)"2010" SOCIO-ECONOMIC PROFILE OF CYCLE RICKSHAW PULLERS: A CASE STUDY Jabir Hasan Khan, PhD Tarique Hassan, PhD candidate Shamshad, PhD candidate Department of Geography Aligarh Muslim University, Aligarh, Uttar Pradesh Abstract The present paper is an attempt to analyze the socio-economic characteristics of cycle rickshaw pullers and to find out the causes of rickshaw pulling. The adverse effects of this profession on the health of the rickshaw pullers, the problems faced by them and their remedial measures have been also taken into account. The study is based on primary data collected through the field survey and direct questionnaire to the respondents in Aligarh city. The survey was carried out during the months of February and March, 2010. The overall analysis of the study reveals that the rickshaw pullers are one of the poorest sections of the society, living in abject poverty but play a pivotal role in intra-city transportation system. Neither is their working environment regulated nor their social security issues are addressed. They are also unaware about the governmental schemes launched for poverty alleviation and their accessibility in basic amenities and infrastructural facilities is also very poor. Keywords: Abject poverty, breadwinners, cycle rickshaw pullers, disadvantageous, intra- city transport, vulnerability 310 European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 Introduction: The word rickshaw originates from the Japanese word ‘jinrikisha’, which literally means human-powered vehicle (Encyclopedia Britannica, 1993).
    [Show full text]
  • Delhi Development Authority Unified Traffic & Transportation Infrastructure (Plg
    DELHI DEVELOPMENT AUTHORITY UNIFIED TRAFFIC & TRANSPORTATION INFRASTRUCTURE (PLG. & ENGG.) CENTRE 2nd Floor, Vikas Minar, New Delhi. Phone No. 23379042, Telefax: 23379931 E-mail: [email protected] BICYCLE SHARING POLICY FOR NATIONAL CAPITAL TERRITORY OF DELHI 1.0 Background Bicycle sharing system is a public transport system in which bicycles are made available to multiple users for short duration trips, offering an option of returning the vehicles to different destinations. It is an eco-friendly, affordable and health-friendly system which would be an attractive travel mode option for all income and age groups. Bicycle sharing systems are mostly integrated with public transit stations to provide last mile connectivity or provided in dense areas to facilitate short duration work and/ or personal trips. Bicycle Share system is designed to be used by one and all, but it may find use more frequently by daily commuters for last-mile connectivity, residents and office employees to run general errands in the vicinity, as well as by tourists and students. Using Cycle Sharing is considerably cheaper than using Intermediate Public Transport (IPT) like cycle rickshaw, auto rickshaw or shared auto rickshaw. Moreover, one is flexible to choose one’s own route on a cycle sharing than using a few IPT modes like shared rickshaw which run on specific routes and may not necessarily connect directly to one’s destination. Additionally, cycling has many benefits; it can be treated as exercise with several health and social and environmental benefits. 1.1 Consultation meeting held with Cycle Sharing operators and other stakeholders held under VC, DDA on 10.04.2015: DDA has initiated the project of project of bicycle sharing scheme for Dwarka based on the decision of the 45th Governing Body meeting of UTTIPEC dt.
    [Show full text]
  • Fazilka Ecocabs World's First Dial-A-Rickshaw Scheme
    Fazilka Ecocabs World’s first Dial-a-Rickshaw scheme Experiences and Lessons Case Studies in Sustainable Urban Transport #9 Published by About the authors Vedant Goyal is a project officer for the Sustainable Navdeep Asija (born in Fazilka, Punjab, India) is the Urban Transport Project at GIZ India. He is based in founder of dial-a-cycle rickshaw concept known as Eco- Delhi and is involved in GIZ India’s research, policy and cabs for which he won the 2011 National Award of Excel- project initiatives aimed at promoting sustainable urban lence by the Ministry of Urban Development, Government transport in Indian cities. Vedant was the key member of of India. Mr Asija is currently pursuing his Ph. D. on Road the Sustainable Urban Transport Project initiated by the Safety from the Indian Institute of Technology, Delhi and Government of India (GoI) with the support of the Global works for the Government of India as a consultant. Environment Facility (GEF), the World Bank and UNDP. Mr Asija’s biggest accomplishment is the development He is an integral part of GIZ India’s activities on further of the Ecocabs concept, which is a dial-a-cycle rickshaw research, information dissemination and policy-level equivalent to normal cab services that use gasoline-pow- engagement with key stakeholders at the city, state and ered automobiles. The recent development of advanced national level to take recommendations forward. IT tools and the spread of cell phones have made it possi- Vedant holds a Master of Science (Eng.) in Trans- ble to balance the supply and demand of passengers and port Planning and Engineering from the Institute of rickshaw taxis via a distributed fleet and automation.
    [Show full text]
  • Locally Generated Transportation Modes of the Developing World
    84 Locally Generated Transportation Modes of the Developing World Sigurd Grava, Parsons, Brinckerhoff, Quade and Douglas, New York Most people in the world today depend for their routine villages; taxis are too expensive; private cars are not yet travel needs on what American transportation planners available to the vast majority of the population; and bi- would call paratransit or public automobiles. Fortu- cycling is too tiring in the hot climate. The many pro- nately, these travelers are not aware that they are doing posals for an underground rail system are usually un- anything unusual, and the teeming metropolitan areas realizable dreams inspired by worldwide perceptions of and the primitive rural villages of Asia, Africa, and civic status. The remaining choices, thus, are either walk- Latin America are unthinkable without their jeepneys, ing or the motorized rickshaw, which differs from the tra- matatus, or publicos. ditional vehicle only in its hardware. There can be no A few billion people cannot all be wrong, and there is question that it performs a very useful service and, if its really no need for us to painfully invent a new urban days are also numbered, this is to a large extent due to transportation mode when there are literally thousands governmental policies rather than operational inadequacy. of jitney systems in flourishing operation. At first glance These vehicles are still very common in many cities they all appear to be different, but this is primarily be- in South Asia, except in places and districts where they cause of variations in hardware—from bicycle rickshaws have been specifically outlawed.
    [Show full text]
  • Bridging the Urban Transport Infrastructure Gap
    Bridging the Urban Transport Infrastructure Gap In the Context of Smart and Resilient Cities – the Role of Private Sector and Public-Private-Partnerships. Background Paper for Twelfth Regional EST Forum in Asia. October 2019, Viet Nam. Contents Executive Summary ................................................................................................................... 4 1. Background ........................................................................................................................ 8 Introduction ........................................................................................................................... 8 Making ‘smart’ choices about transport infrastructure ...................................................... 10 Making ‘smart’ choices about transport technologies ........................................................ 12 Asia’s urban infrastructure funding gap .............................................................................. 14 The role of the private sector in driving sustainable infrastructure provision .................... 15 Closing Comments for Section 1 .......................................................................................... 17 2. Overview of Urban Transport Infrastructure Gaps in Smart and Resilient Cities relevant to Asian cities .......................................................................................................................... 19 Sustainable transport for a smart and resilient city ...........................................................
    [Show full text]