Division 44 Environment and Infrastructure Sector project: “Transport Policy Advice” Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities Module 3d: Preserving and Expanding the Role of Non-motorised Transport Deutsche Gesellschaft für Technische Zusammenarbeit (GTZ) GmbH OVERVIEW OF THE SOURCEBOOK Modules and contributors Sustainable Transport: A Sourcebook for Sourcebook Overview, and Cross-cutting Issues of Policy-Makers in Developing Cities Urban Transport (GTZ) What is the Sourcebook? Institutional and policy orientation This Sourcebook on Sustainable Urban Transport 1a. The Role of Transport in Urban Development addresses the key areas of a sustainable transport Policy (Enrique Peñalosa) policy framework for a developing city. The 1b. Urban Transport Institutions (Richard Meakin) Sourcebook consists of 20 modules. 1c. Private Sector Participation in Transport Infra- structure Provision (Christopher Zegras, MIT) Who is it for? 1d. Economic Instruments (Manfred Breithaupt, The Sourcebook is intended for policy-makers GTZ) in developing cities, and their advisors. This 1e. Raising Public Awareness about Sustainable target audience is reflected in the content, which Urban Transport (Karl Fjellstrom, GTZ) provides policy tools appropriate for application in a range of developing cities. Land use planning and demand management 2a. Land Use Planning and Urban Transport How is it supposed to be used? (Rudolf Petersen, Wuppertal Institute) The Sourcebook can be used in a number of 2b. Mobility Management (Todd Litman, VTPI) ways. It should be kept in one location, and the different modules provided to officials involved Transit, walking and cycling in urban transport. The Sourcebook can be easily 3a. Mass Transit Options (Lloyd Wright, ITDP; adapted to fit a formal short course training GTZ) event, or can serve as a guide for developing a 3b. Bus Rapid Transit (Lloyd Wright, ITDP) curriculum or other training program in the area 3c. Bus Regulation & Planning (Richard Meakin) of urban transport; avenues GTZ is pursuing. 3d. Preserving and Expanding the Role of Non- motorised Transport (Walter Hook, ITDP) What are some of the key features? The key features of the Sourcebook include: Vehicles and fuels < A practical orientation, focusing on best 4a. Cleaner Fuels and Vehicle Technologies practices in planning and regulation and, (Michael Walsh; Reinhard Kolke, where possible, successful experience in Umweltbundesamt – UBA) developing cities. 4b. Inspection & Maintenance and < Contributors are leading experts in their fields. Roadworthiness (Reinhard Kolke, UBA) < An attractive and easy-to-read, colour layout. 4c. Two- and Three-Wheelers (Jitendra Shah, < Non-technical language (to the extent World Bank; N.V. Iyer, Bajaj Auto) possible), with technical terms explained. 4d. Natural Gas Vehicles (MVV InnoTec) < Updates via the Internet. Environmental and health impacts How do I get a copy? 5a. Air Quality Management (Dietrich Schwela, Please visit www.sutp-asia.org or www.gtz.de/ World Health Organisation) transport for details on how to order a copy. The 5b. Urban Road Safety (Jacqueline Lacroix, DVR; Sourcebook is not sold for profit. Any charges David Silcock, GRSP) imposed are only to cover the cost of printing 5c. Noise and its Abatement (Civic Exchange and distribution. Hong Kong; GTZ; UBA) Comments or feedback? Resources We would welcome any of your comments or 6. Resources for Policy-makers (GTZ) suggestions, on any aspect of the Sourcebook, by Further modules and resources email to [email protected], or by surface mail to: Further modules are anticipated in the areas Manfred Breithaupt of Driver Training; Financing Urban Transport; GTZ, Division 44 Benchmarking; and Participatory Planning. Postfach 5180 Additional resources are being developed, and 65726 Eschborn an Urban Transport Photo CD (GTZ 2002) is Germany now available. i Module 3d: About the author Preserving and Walter Hook received his PhD in Urban Planning from Columbia University in 1996. He has served Expanding the Role as the Executive Director of the Institute for Transportation and Development Policy (ITDP) of Non-motorised since 1994. He has also served as adjunct faculty at Columbia University’s Graduate School of Urban Transport Planning. ITDP is a non-governmental organization dedicated to encouraging and implementing By Walter Hook environmentally sustainable transportation policies (Institute for Transportation and Development and projects in developing countries. Policy) With additional input by Oscar Diaz, Institute for Transportation and Development Policy Editor: Karl Fjellstrom Manager: Manfred Breithaupt GTZ Transport and Mobility Group, 2003 Findings, interpretations and conclusions expressed in this document are based on information gathered by GTZ and its consultants, partners, and contributors from reliable sources. GTZ does not, however, guarantee the accuracy or completeness of information in this document, and cannot be held responsible for any errors, omissions or losses which emerge from its use. Cover photo: Bike lane in Bogotá, Colombia, Feb. 2002. Photo by Karl Fjellstrom i Module 3d: Preserving and Expanding the Role of Non-motorised Transport 1. Benefits of a greater role for 3.4.3 Roadside surveys 21 non-motorised transport 1 3.4.4 Roadside counts 21 3.4.5 Origin and destination mapping 21 2. Regulation of non- motorised transport 7 3.4.6 Actual route mapping 22 3.4.7 Mapping of existing NMT facilities and 2.1 Regulation of the vehicles 7 perceived quality of NMV travel 22 2.2 Regulation of non-motorised 3.4.8 Mapping of existing NMV flows 22 vehicle operators 7 3.4.9 Mapping of traffic accidents 23 2.3 Regulation of the design of 3.4.10 Intersection conflict diagrams 23 new and existing roadway facilities and their impacts 8 3.4.11 Additional pedestrian and safe routes to schools mapping 23 2.4 Regulation of roadway use 10 3.4.12 Collection and review of all other 2.4.1 Developed countries 10 transport plans for the project 2.4.2 Developing countries 11 area for impacts on NMT 25 3.4.13 Identification of priority 2.5 Regulation of commercial improvement locations 25 non-motorised vehicles 16 3.5 Selection and design of 2.6 Regulations and the appropriate facilities for Planning Process 17 each location 25 2.7 Regulations on importing 3.5.1 Bicycle and non-motorised non-motorised vehicles 17 vehicle facilities 25 3. Non-motorised transport 3.5.2 Pedestrian and traffic planning 18 calming facilities 31 3.1 Project Team and Task 4. Advice on how to achieve Force formation 19 implementation 33 3.2 Selection of areato be improved 19 4.1 Political commitment 33 3.3 Inventory of existing 4.2 Cost, and time frame for regulations and conditions 20 implementation 34 3.3.1 A review of the laws, regulations, and design standards pertaining 5. Resources and key contacts 34 to non-motorised travel 20 5.1 Web-based resources 34 3.3.2 A review of existing data 20 5.2 Other References 34 3.4 Collection of useful additional data 20 3.4.1 Division of the project area into zones 21 3.4.2 Supplemental household surveys 21 ii 1 Module 3d: Preserving and Expanding the Role of Non-motorised Transport 1. Benefits of a greater role for non- ARTERIAL, motorised transport TAIPEI: 14,000 ArterialPASSENGERS in Many developing cities have implemented Taipei:PER HOUR 14,000 policies which reduce the appeal of cycling, en- passengers per couraging people to travel by motorised means hour even for short trips. However, an increasing number of city governments in developed and developing cities have recently begun actively promoting bicycling and walking. Pedestrians, bicyclists, and cycle rickshaw ArterialARTERIAL, in Kunming: passengers generate no air pollution, no 24,000KUNMING: passengers 24,000 greenhouse gases, and little noise pollution perPASSENGERS hour Reducing these emissions and noise are critical to slowing global warming, reducing incidents PER HOUR of asthma and other upper respiratory and cardio-vascular disease, and reducing sleep disorders. In both developed and developing generating no pollution and minimal traffic Fig. 15 countries, upper respiratory illnesses, particu- congestion. Surabaya, for example, is only 15 Arterial road capacity in larly asthma, are increasing dramatically. While kilometres north to south. This means virtually two cities. emission standards and cleaner vehicles can no trip inside the city is too far for an average M. Traber, EWE greatly reduce certain emissions, reducing car- healthy cyclist’s average commute. bon dioxide, nitrogen oxides, and ground level In Bogotá, in 1998 70% of the private car trips ozone through tailpipe-focused measures alone were under 3 kilometres. Even though this is proving exceedingly difficult. These emissions percentage is lower today thanks to the bike and are growing rapidly in most developing country pedestrian facilities, it is still too high compared cities as the use of motor vehicles increases. to some Northern European cities. Sleep deprivation is also a problem of growing seriousness, the medical significance of which is In Asian cities, however, even with per capita in- only beginning to be understood. comes less than one-twentieth of Germany, over 60% of these short trips under three kilometres Bicyclists and pedestrians are more efficient are made by motor vehicles, usually motorcycle, Fig. 26 users of scarce road space than private motor moped, or paratransit (see Figure 2). vehicles, helping to combat congestion Mode split for trips While fully occupied public transit vehicles are OurMode studies indicate Split three For reasons forTrips this: Betweenbetween 1km and 1-3 3km, the most efficient users of road space, bicyclists 1. Few pedestrian or cycling facilities have Surabaya, Indonesia, use less than a third of the road space used been providedKm, in manySurabaya, cities. Over 60% Indonesiacompared to Germany. by private motor vehicles, and pedestrians of the roads in Jakarta, for example, have GTZ & ITDP 2000 use less than a sixth. Even cycle rickshaws use 100% considerably less road space per passenger than motorised taxis and single occupancy private 80% motor vehicles (see Figure 1).