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WRI’s Access Initiative hosted a regional meeting in Jakarta to propose new actions to improve the current right of access to environmental information in the Asian region. The event provided a space for peer learning about issues faced by communities in seeking access to environmental information through the use of freedom of information laws and promotion of proactive release of environmental information.

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Intermediate public transport services such as auto-rickshaws are an important part of sustainable urban transport in India. Photo by Roy Sinai.

This blog post is part of the Catalyzing New Mobility program and receives support from The Rockefeller Foundation.

Intermediate public transport (IPT) services, such as auto-rickshaws and taxis are an important part of sustainable urban transport in India. Over the past few years, EMBARQ India has undertaken several activities to promote IPT services in Indian cities. These activities can be broadly categorized into research and publications; city-level demonstration projects; policy reforms; capacity building; and knowledge-sharing and information exchange. As part of the knowledge-sharing and information exchange activities, EMBARQ India created an online discussion forum in April 2012, titled the Rickshaw Taxi Discussion Group. Its aims is to bring together a diverse group of professionals, in India as well as internationally, who are interested in sharing ideas, asking questions, and debating a wide range of issues affecting auto-rickshaw and taxi services, such as policy and regulation, economics and finance, entrepreneurship, technology applications, environmental impacts, vehicle design, and road safety.

Over the course of the past year, the group has grown to comprise more than 100 members from various backgrounds, including government, civil society, academicians and researchers, entrepreneurs, investors, industry associations, and major manufacturers. On its one-year anniversary, we briefly highlight some of the key discussions that have ensued in the group and some ideas on the way forward to enable the group to achieve its intended objectives.

The group members have discussed and deliberated on a range of topics, primarily in the areas of policy and regulation, and entrepreneurship. These are briefly discussed below.

Policy and regulation

Fare policy

Fare policy for auto-rickshaws was one of the most important topics of discussion, reflecting both the importance of this aspect in the regulation of auto-rickshaw services, as well as the need for many cities across India to address current challenges regarding auto-rickshaw fares. The discussions focused primarily on the fare policy work of the Hakim Committee (a one-man committee set-up by the state government of Maharashtra to devise auto-rickshaw and taxi fare policy for Mumbai and other cities in the state), addressing what other cities in India learn from this initiative. These discussions led to insights on key input factors (costs and operating characteristics) to be considered for fare-setting, formulas for fare estimation, and the need for undertaking fare revisions on a regular basis to reflect changes in input costs. The importance of stakeholder engagement, as well as public outreach, was also emphasized as a critical component in the fare policy reform effort.

Permit policy

Current policies on auto-rickshaw permits in cities and their impacts on driver economics and quality of service for passengers were also discussed. These discussions led to the following insights:

• Closed permit policies in cities, where there is a regulatory cap on the number of permits, often lead to permit trading and a significant increase in permit costs, which impact driver economics. Closed permit policies also typically lead to an under-supply of service — a major reason for the poor quality of service for passengers (characteristic of a seller’s market).
• Cities need to rethink their current permit policy frameworks, so that issues such as under-supply, high permit costs, and lack of transparency in permit ownership, can be addressed for the overall improvement of the sector.

Entrepreneurship

The auto-rickshaw sector in India is witnessing significant entrepreneurial activity, with many innovative services and socially-focused businesses emerging in many cities, aiming to address the current challenges facing the sector while providing enhanced quality of service for passengers. Many of these entrepreneurs have joined the group and have used the platform to share ideas, and ask questions related to finance opportunities and current regulatory barriers to entrepreneurship in the sector. Following are some key insights from these discussions:

• There have been many initiatives across cities aiming to organize the currently unorganized auto-rickshaw sector into fleet-based services. The group discussions have enabled expert insights, as well as peer-to-peer learning, between initiatives in different cities, in subject areas such as regulatory barriers, which need to be eliminated to promote such initiatives, and avenues for access to finance for entrepreneurs to scale-up their businesses.
• Innovations in the area of electric auto-rickshaws and taxis were discussed, with insights on the factors that could make electric vehicles a viable option in the future (such as economics and favorable government policies), while addressing some of the complexities of large-scale deployment of electric vehicle fleet, including charging infrastructure, charging time, as well as after-sales support and maintenance of fleet.
• The discussions also shed light on some of the other areas of entrepreneurial activity in the sector, including smartphone applications for hailing auto-rickshaws and taxis; technology applications for vehicle and fare tracking; and ride-sharing services (i.e. carpooling and cab-pooling).

The way forward

The Rickshaw Taxi Discussion Group serves as a useful platform to bring together a diverse group of professionals (both organizationally and geographically), who are interested in sharing thoughts, ideas and insights on auto-rickshaw and taxi services. These discussions are enabling the members to learn about case studies from different cities in India (as well as internationally), assess regulatory implications, appreciate the innovations taking place in the sector, and identify the role of various industry stakeholders (such as regulators, civil society, and the private sector) to promote reforms. The discussions have made it clear that there are many challenges facing the sector in Indian cities, but the opportunities for reforms are significant, which would provide benefits for drivers, passengers, and cities as a whole. The group, through its discussions, hopes to serve as an important knowledge exchange platform, to help bring auto-rickshaw and taxi issues in the spotlight.

If you are interested in joining the group, please write to Akshay Mani, Project Manager for Urban Transport at EMBARQ India, at amani@embarqindia.org. We look forward to your participation.

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The bicycle holds promise as a sustainable mobility solution for Indian cities. By Jorge Royan.

This blog post is a part of the Catalyzing New Mobility program, supported by the Rockefeller Foundation.

Rapid economic growth in developing countries has resulted in increased purchasing power among the people, which manifests itself in an ever-increasing number of private vehicles. This, in turn, is leading to greater traffic congestion; an increase in road accidents, some of which are fatal; and rapidly deteriorating air quality of the cities we live in. An EMBARQ India analysis of travel patterns in Indian cities reveals that 56–72% of trips are performed within a distance of 5 kilometers or less, which is ideal for cycling and bike-sharing networks.

Bike-sharing networks offer a solution

Public bicycle sharing is an innovative platform comprising short-term bicycle rental systems, at which bicycles can be picked up at any self-serve bicycle station and returned to any other bicycle station.

Bike-sharing is ideal for need-based, point-to-point, short-distance trips and is an ideal alternative transport mode to complete the “last mile” of a journey. Public bike-sharing networks differ from traditional leisure-oriented bicycle rental services, in that they provide fast and easy access to bicycles, and can be used for daily one-way trips. Additionally, they do not place a burden of ownership on the user. The bicycle is both an alternative and viable individual transport mode and an extension of service for “first and last mile” connectivity between home or the workplace and public transport facilities — distances that may be considered too far to walk.

Cycling has the important potential to influence all three elements of the Avoid-Shift-Improve strategy of sustainable transport and development in cities – explained here by EMBARQ Director Holger Dalkmann — by offering a healthy, eco-friendly alternative to motorized transport, while also promoting people-centric urban development.

Check out the video below featuring the 2010 debut of bike-sharing in India:

Bike-sharing from a user perspective

Bike-sharing is a flexible and low-cost form of personal public transport. Cycles are stored in a closely spaced network of stations. With a smart card or other form of identification, a user can check out a cycle from a station and return it to any other station.

Typically systems across the world provide the first half hour free, and rates increase based on the duration of rental. The nature of the rate structure allows for rapid turnover, meaning that a single cycle can be used multiple times over the course of the day.

Modern bike-sharing networks have the ability to track the identity of the user as a way of preventing bike theft. All users are required to furnish proof of identity, either at the time of registration or when signing up for temporary subscriptions. Credit cards can be used as a security mechanism if the user fails to return a cycle, a fine can be charged against the user’s credit card. The user’s account can also be blocked to prevent him/her from checking out other cycles.

Components of bike-sharing systems:

• A dense network of stations across the coverage area
• Cycles of varying sizes with specially designed parts to discourage theft
• Radio frequency identification devices (RFIDs) to track where a cycle is picked up, where it is returned, and the identity of the user
• Regular redistribution of cycles
• Real-time monitoring of station occupancy rates through General Packet Radio  Service (GPRS), used to guide the redistribution of cycles
• Real-time user information provided through various platforms, including the web, mobile phones, and/or on-site terminals
• Customer service

Implementing bike-sharing systems

Entrepreneur V. Ramesh first brought bike-sharing to India in 2010, after witnessing its success in Barcelona, Spain. “The idea appealed to me so much,” Ramesh recalled, “that I quit my job in the financial sector and devoted the whole year to ground research for this project.” The FreMo system in Thane, a city outside Mumbai, in addition to the Cycle Chalao! System on Mumbai’s streets from 2010 to 2012 (see video below), demonstrated just how much potential bike-sharing could have for urban commuters in India.

Successful implementation of a cycle sharing system requires meticulous planning and oversight on the part of the government. Most cycle sharing systems operate in a public-private partnership structure in which the government carries out planning and oversight activities and the private sector handles day-to-day operations. As with most public transport systems, cycle sharing systems generally require supplemental revenue sources to cover operating and investment costs. Revenue streams used in major cycle sharing systems around the world include annual and temporary membership fees, advertising, sponsorships, and on-street parking fee proceeds.

Around 25–30 percent of trips in cities across India are performed using non-motorized modes — a practice which needs to be preserved and promoted, if urban development is to be sustainable. As a first step towards this objective, bike-sharing offers a promising solution. Public bicycle sharing systems can be introduced in the core areas of cities on a pilot basis. Based on the success of the pilots, they can be expanded to other areas of a city.

For more information on bike-sharing in India, check out this Transforming Transportation 2013 conference presentation by Amit Bhatt, Strategy Head for Urban Transport at EMBARQ India.

The bicycle ambulance prolongs the life of people in need of urgent medical care in Africa. Photo by Transaid.

In the African nation of Uganda, where many areas are difficult to access and have limited resources, bicycles are saving lives. Bicycle ambulances, modified to pull a covered stretcher in back, allow an individual experiencing a medical emergency — and even pregnant women — to be transported to medical facilities quickly. This alternative has already saved many lives in a community that previously had no access to any type of transportation. The bicycle has become essential, both in bringing patients to the hospital and in transporting health professionals and medicine to the community.

The impact of the bike has not gone unnoticed by organizations and institutions worldwide, that have come onboard to support the cause. These include: Bike4Care, linked to Cycling out of Poverty; the Make a Move campaign, and the First African Bicycle Information Organization (FABIO).

In emergency cases, a motorized ambulance is the best option in terms of speed and access to medical care. But at this time, the bike is the most economically viable solution for people in villages like Katakwi, Uganda, and it is proving its worth, saving lives and raising life expectancy.

What would happen if alternative were implemented in other areas of globe, where people have poor access to health care? What you think?

Source: Bike Storming

Originally posted on TheCityFix Brasil

El boletín Temas de Análisis de abril de 2013, corresponde al Amicus Curiae (amigo de la curia o amigo del tribunal), un instituto de derecho procesal que permite la presentación de razonamientos jurídicos o interdisciplinarios a quienes no son parte procesal en causas de incidencia colectiva o que generan interés público, con el objeto de aportar a la consecución de la justicia.

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Once again, China’s ability to handle a changing climate is being tested.

In 2013, rainfall in south China’s Yunnan province dropped 70 percent below average levels. This, combined with similar rainfall decline over the past three years, has turned the once water-abundant region into a much drier place.

China is among the countries most vulnerable to climate change. An extreme weather event like Yunnan’s years-long drought is just one of many problems it faces.

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A view from the Empire State Building…imagine if we could print skyscrapers like this… By asterix611.

3D printing, the process by which objects are produced entirely from a digital model and then “printed” in successive layers, has come a long way. You may remember we did a post on this back in May 2011 on 3D printing a bicycle. Back then, two British engineers had printed the first bike, an incredible feat for the burgeoning industry. In 2013, the stakes have been raised: enter the first 3D printed house.

In the past few months, three architecture and design firms announced that they will be using  3D printers to build a house/building. Two Dutch firms —  Janjaap Ruijssenaars and DUS Architects — and one British firm, Softkill Design, are competing to be the first one to build an architectural structure with a printer.

While we can expect that the first buildings to be printed will be quite expensive and may not live up to current building standards, this is the first step in what may become the way we build the cities of the future. Imagine when new buildings, monuments, parks, and fountains aren’t built the way they are today, but are designed and “printed” in place. The precision and efficiency of 3D printers has the potential to prevent materials, and time, from going to waste — allowing for safer, greener, more creative, and one day, more affordable — building options.

The design possibilities are endless!

The authors of Low-Carbon Land Transport – Policy Handbook ask, “Which transport vision will cities like Beijing, China [pictured here], choose for their future?” Photo by Daniel Bongardt.

In 2050, Pankaj and Amisha may live in the same country, but their daily experience in traffic could not be more different. Being troubled by congestion, air pollution, noise, and an insufficient public transport system is the daily life of Pankaj, an IT-consultant from Mumbai. The fact that the challenge to avoid rush hour extends his working hours and thus, has a negative impact on his social life and physical activities, causes frustration. On the other hand, Amisha, a doctor from Hyderabad, is able to bike to work, due to the short distances between her home and the hospital where she works. Cycling on safe and broad cycle paths or being able to transfer to the bus rapid transit system (BRT) is highly convenient. Amisha’s two children both walk to school, which is located only a few blocks away.

This is the starting point for a book recently published by Routledge, entitled Low-Carbon Land Transport – Policy Handbook. The authors focus on the second scenario and discuss how Amisha’s story could become a reality. The book begins by outlining drivers of increased motorization and greenhouse gas emissions (GHG), such as technology, economic development, demographics, culture, and spatial development; it then provides a comprehensive overview of the tools needed to realize this vision and reducing the emissions.

The toolbox to make this vision a reality is roughly divided into three parts: strategies, quantification, and success factors:

 Strategies

The first part is a comprehensive overview of national and local strategies that have proven to be effective. The selection is based on the idea that policies and measures to promote low-carbon transport systems can be realized by identifying a combination of strategies, such as avoiding unnecessary travel; shifting towards a higher share of low-carbon modes, such as public transport and rail-based freight; and improving the efficiency of vehicles and the promotion of low-carbon fuels. On the local level, cities can focus on implementing high-quality cycling and walking infrastructure; transit-oriented urban development; and green mobility management. These strategies will promote sustainable transport, of which climate change mitigation is one benefit. Policies and measures are discussed not only in regard to their impacts, but also in consideration of barriers and success factors.

 Quantification

The second part of the toolbox focuses on measuring emissions and their reduction. In order to track progress and identify the most effective strategies, there is a need to quantify carbon emissions and account policies in future scenarios. Especially in developing countries, low-quality data is a bottleneck in the process of utilizing more advanced emission estimation methodologies. As data gathering can be a costly undertaking, an optimal balance needs to be found between costs and accuracy of outcomes. Reliable data is also benefits transport planning and other public policy goals, such as road safety and air quality improvement. Taking up the Activity-Share-Intensity-Fuel framework (ASIF), in which the total emissions are the product of activity (A), mode share (S), energy intensity (I) and fuel mix (F), the book provides an overview on several emissions inventory models, such as the German-Austrian-Swiss Handbook of Emission Factors for Road Transport (HBEFA); the Motor Vehicle Emission Simulator (MOVES); and the International Vehicle Emissions Model (IVE), in addition to scenario tools like the TREMOVE policy assessment model and the Long Range Energy Alternatives Planning system (LEAP).

Factors of success

Last but not least, the handbook also looks at barriers for implementation and success factors for policy-making. Therein, it identifies a typology of four principles or areas of success factors for effective strategy development and implementation:

1.  Feasible and realistic visions on what to achieve (Direction)
2.  Good data describing the challenges and options (Information)
3.  Dialogue, interest mitigation and integrated decision-making (Coordination)
4.  High-quality implementation and constant evaluation of the quality and success (Excellence).

Considering that transport already accounts for 15 percent of global greenhouse gas emissions, and this share is increasing, the authors of Low Carbon Land Transport – Policy Handbook argue that we are reaching a crossroads: Pankaj and Amisha represent two different ways of life that are consequences of decisions taken today. Pankaj lives in a world where the global fleet of vehicles increases to 2–3 billion. GHG emissions continue to rise, and the world has already experienced a rise in global temperature of 4 to 5 degrees. On the other hand is Amisha’s world – a scenario in which all dimensions of sustainable mobility are enhanced. Here, the global fleet of cars is kept to around 1 billion — including a large proportion of lightweight and electric, plug-in hybrid or alternative fuel engines — and air quality is improved tremendously. Global warming is kept in balance, and public health improves due to active transport. And ultimately, cities become more attractive through a vibrant street life, made possible by a lower traffic volume, due to the proximity of the workplace and home. Taking this into consideration, the book is written for today’s decision-makers who care for future generations and low carbon development.

__________________________________________

About the authors:

Daniel Bongardt is project director at GIZ – the German International Corporation – and is responsible for urban transport and climate change in China. Since 2009, he has developed GIZ’s transport and climate change agenda. Before that, he worked at the Wuppertal Institute for Climate, Environment and Energy, a think tank on sustainable development.

Insa Eekhoff is a Sustainable Transport and Climate Change specialist for China at the German International Cooperation (GIZ).

Felix Creutzig is senior research fellow and group leader in the Economics of Climate Change department at the Technical University of Berlin (Germany). Felix is lead author of the upcoming IPCC Assessment Report on transportation and obtained his PhD in Computational Neuroscience at the Humboldt-Universität of Berlin after graduating in Theoretical Physics from the University of Cambridge.

Hanna Hüging is Research Fellow at the Wuppertal Institute for Climate, Environment and Energy (Germany). Her research focus is on energy-efficient and low-carbon transport strategies. She holds an MSc in Environmental Science from the University of Cologne.

Ko Sakamoto is a transport economist at the Asian Development Bank (ADB). Prior to joining ADB, he worked at the UK Transport Research Laboratory (TRL), focusing on international climate change and sustainable transport policy. He holds an MA in Transport Economics from the University of Leeds.

Stefan Bakker has been a climate policy researcher at the Energy Research Centre of the Netherlands in the area of climate change. He pursues a PhD on the topic of low-carbon development in the transport sector with the University of Twente, the Netherlands. Since October 2012, he implements the ASEAN-German project on Energy Efficiency in the Transport Sector on behalf of GIZ.

Sudhir Gota works as a technical manager in the Clean Air Initiative for Asian Cities (CAI-Asia) Centre in Manila. He specializes in environmental issues related to transport and holds a Masters Degree in Transportation Engineering from the National Institute of Technology, Warangal.

Susanne Böhler-Baedeker is urban planning engineer and co-director of the research group ‘Energy, Transport and Climate Policy’ at the Wuppertal Institute for Climate, Environment and Energy. For her PhD thesis at the University of Dortmund she analyzed the acceptance of different mobility services for individual mobility.

TransOeste, the first bus rapid transit corridor in Rio de Janeiro, Brazil. Photo by Mariana Gil, EMBARQ Brazil.

In anticipation of the 2014 World Cup and 2016 Olympic Games in Brazil, host city Rio de Janeiro is hard at work expanding and improving its transportation infrastructure and urban environs for the influx of athletes, fans, and visitors.

Eager to showcase progress made in the transport sector, the Municipality of Rio de Janeiro and the Olympic City initiative recently released a video showing before and after footage of the development of the TransCarioca bus rapid transit (BRT) corridor, scheduled for completion in December of this year and set to begin operation in early 2014.

TransCarioca will be Rio’s first high-capacity BRT corridor serving a North-South axis, connecting Galeão International Airport, on Governor’s Island, with Barra da Tijuca — site of the 2016 Olympic Village — on a dedicated, 39-kilometer long corridor. In a leap for transport integration, the TransCarioca will connect BRT, subway, and train systems. Beyond the two international sporting events, it is estimated that approximately 400,000 people will benefit daily by the system, including commuters from the neighborhoods of Curicica, Taquara, Madureira, Vicente de Carvalho, and Vila da Penha.

The newest corridor will join Rio’s first BRT system, TransOeste, which opened in June 2012. TransOeste runs 56 kilometers along a roughly Northwest-Southeast axis, with 74 stations and intervals between buses averaging a minute and a half. In addition to TransCarioca and TransOeste, the city of Rio plans on seeing two additional BRT corridors to completion by the 2016 Olympics: TransOlímpica and TransBrasil, totaling 150 kilometers of exclusive lanes for high-capacity buses.

“In 40 years I have never seen so much change,” expressed Oscalina Santana da Silva, an elderly resident who lives along the corridor. When it opens early next year, the 73-year-old will no longer need to walk a long distance in soaring temperatures to catch two buses to reach his doctor’s office. The corridors represent a dramatic change in the daily commute experience of users, cutting travel times in half and offering a more comfortable urban mobility option for all.

To learn more, read the latest news, explore 360-degree views of project areas, and watch video updates, check out Rio de Janeiro’s interactive Olympic City website.

Originally posted on TheCityFix Brasil

The Greenway urban park in the US city of Boston, MA. By gconservancy.

With the theme of Earth Day 2013 being, the Face of Climate Change, TheCityFix discusses how transport can play an integral role in solutions to help mitigate climate change and its deadly effects.

For the thousands of residents in the Chicagoland area whose houses are underwater this month because of record rainfalls, climate change has made a startling entrance. But for the millions of people around the globe displaced by unprecedented droughts and record floods; historic snowfalls and killer heat-waves; food shortages; and disease-carrying mosquito swarms, climate change arrived years ago. The extreme consequences of climate change are no longer future events.

The classic images of climate change — remote glaciers breaking off into the sea or drowning polar bears in the Arctic Ocean – have changed in recent years. “The far-away effects of climate change at the poles and long-term changes such as rising sea levels weren´t enough to spur world leaders into action to fight climate change or change the pace of their economic growth,” says Jorge Macias, manager of the Economics and Environmental Regulations department at EMBARQ Mexico.

Suddenly, “superstorms” in developed nations, like Hurricane Katrina in 2005 (the most expensive natural disaster in the history of the United States, at US$146 billion brought the effects of climate change to the front door of one of the world’s top contributors to climate change. Those who suffered most in that disaster, as it is with similar events around the globe, were the poor.

We think of natural disasters as somehow even-handed, as somehow random, yet it has always been thus: poor people are in danger. That is what it means to be poor. It is dangerous to be poor.

—Martin Espada, poet and professor at the University of Massachusetts

On a global level, the poorest are hardest hit both because of their geographic location — from the high Andes, where glaciers have shrunk 50 percent since the 1970s, affecting the drinking water and agricultural water supply for millions, to low-lying coastal areas that are slowly but steadily being submerged by rising sea levels, displacing entire communities.

“Climate change is about environmental justice,” says Macias, “Those countries that have contributed most to climate change also have the most readily available resources to deal with it. Developing countries, who have the least responsibility for climate change, pay the highest price.”

Billion-dollar natural disasters on the rise

The price of climate change is measured not only in human lives, the cost of displacement, and shrinking natural resources such as water, but also through enormous amounts of money required to clean up natural disasters. Climate change doubters can no longer pit economic development against environmental responsibility. They are one in the same. Between 1980 and 1995, there were 46 natural disasters (such as Hurricane Andrew) that cost $1 billion or more in the United States, adding up to a total loss of $339 billion. Between 1996 and 2011, there were 87 natural disasters costing a billion dollars or more, with a total loss of $541 billion. In 2011 alone, the U.S. witnessed a record number of disasters, including seven tornados, three floods, an ice storm, wildfire, drought, and hurricane all costing at least US$1 billion each. The direct economic costs of cleaning up climate-change induced disasters in the United States might be what it takes to wake up decision makers in G20 governments.

“The G20 governments must accelerate the phasing-out of fossil-fuel subsidies, enact long-term carbon price signals, enable greater free trade in green technologies, and expand investment in climate adaptation,” says a report for the World Economic Forum. The report shows that about $700 billion per year is needed to promote renewable power, energy efficiency and low-carbon transport. In comparison, worldwide subsidies on fossil-fuels was $409 billion in 2010.

Transportation as an integral solution to climate change

“Transportation is key to fighting climate change because it is both part of mitigation and adaptation,” says Macias. “In Mexico, 20 percent of greenhouse gas emissions are from transport, making it the fastest growing sector of greenhouse gas emitters.”

Macias added that the transportation sector is the fastest growing sector of greenhouse gas emitters on a worldwide scale, pointing out that we are nearing 2 billion cars on our planet. “There is a need to integrate fleet policy on a global scale, including fuel economy standards, second-hand car trade, increasing public transport, and responsible urban development,” he said.

One of the biggest impacts the transportation sector can have in combating climate change is in cutting fossil-fuel subsidies, which would put economic pressure on cities to switch to more fuel-efficient modes of transport and encourage non-motorized transport, as well as pressure individual citizens to invest in more fuel-efficient vehicles, public transport and non-motorized transport. According to the World Resource Institute, in 2010 fossil-fuel subsidies were $409 billion, and without any subsidy reform, they are set to increase to a staggering $660 billion in 2020. And although renewable energy subsidies are growing, they still have a long way to go. In 2010 they were at $66 billion, up from $39 million in 2007.

The slow pace and limited impact of nationwide economic reforms, fossil-fuel subsidies, and numerous conferences of global leaders have left many of us underwhelmed by the apparently inadequate advances to battling climate change. In the end, we all have heard about the various small changes that we can each make in our lives to help with the climate change battle: using less energy, eating less meat, taking more public transport, and educating ourselves about climate change and its effects. But above all, we can guide our actions with a simple thought: our present actions can help prevent future disasters. And no matter what issue touches your heart, whether it’s food security, water resources, ocean health, animal rights, indigenous culture preservation, or anything else on this planet, remember that climate change affects us all, no matter where we live. If we protect the most vulnerable by adapting our habits, we protect everyone, including ourselves.

CONNECTKaro participants convened in Mumbai, India, to discuss ways in which sustainable transport and urban development can help build a brighter future for India’s cities. Photo by EMBARQ.

By Holger Dalkmann and Ashwin Prabhu — this post also appears in WRI Insights

Indian cities are urbanizing at an unprecedented scale and pace. Over the next few decades, India’s urban population is expected to increase significantly, from 377 million in 2011 to 590 million by 2030.

The problem is that the country’s existing urban transport infrastructure is already over-capacity. This fact — coupled with the alarmingly high rate of traffic fatalities, increasing air pollution and greenhouse gas emissions, congestion, and urban sprawl — has created a sense of urgency to improve the quality of life in our cities now for the benefit of future generations.

Against this backdrop, EMBARQ India, WRI’s Center for Sustainable Transport in India—in collaboration with the Brihanmumbai Electrical Supply and Transport Undertaking (BEST)—held its first annual CONNECTKaro conference last week. The theme was two-fold: first, to “CONNECT” sustainable urban transport to urban development, and second, “Karo,” a Hindi word meaning to “do it” — to make it happen. Scaling sustainable transport and integrating it with land-use development is essential so that Indian cities remain dynamic engines of economic growth, whilst providing a high quality of life for residents.

The conference was a major success, attended by more than 220 people representing public transport authorities, government planning agencies, civil society organizations, private corporations, media, and academia. Additionally, more than 2,100 people watched the conference sessions via live webcast.

Through a dozen sessions spanning two days, conference participants discussed in detail how to scale and replicate a variety of sustainable urban transport and development solutions in Indian cities. Five key messages emerged from their deliberations:

1.    Bus rapid transit is here to stay

This year is set to witness a significant expansion of bus rapid transit (BRT) systems in Indian cities. Janmarg in Ahmedabad, India’s first fully fledged BRT launched in 2009, will expand its network from 62 kilometers to 88 kilometers. New BRT systems are set to launch in Indore and Surat. In total, nearly 50 kilometers of additional BRT corridors will be operational in Indian cities by the end of 2013.

Meanwhile, other cities — such as Hubli-Dharwad, Pimpri-Chinchwad, and Naya Raipur — are in advanced stages of BRT planning and construction. Mumbai and Bangalore are in the initial stages of planning their own BRT systems. Given these developments, the next few years are likely to be a “tipping point” for the expansion of BRT in Indian cities. With the right combination of political will, resource allocation, knowledge sharing, and technical expertise, India could witness a true scaling of these advanced bus systems across its cities.

Key to realizing this success, as Abhijit Lokre from CEPT University pointed out, will be building BRT systems based on the idea of “local innovations for local conditions.” Given the diverse conditions in Indian cities, it would be counterproductive to insist on a rigid blueprint for BRT. Instead, flexibility in implementation would allow each city to develop a system to match its own unique needs and constraints.

Moreover, the experiences of Ahmedabad, Delhi, and Pune have shown that successful BRT systems in India are those that are treated as programs, not projects. We must move beyond the tendency to treat BRT systems as mere construction projects and commit to regarding them as systems that require continual resource investment, performance monitoring, and quality improvement.

Finally, treating public consultation and outreach as a core activity rather than an afterthought would result in increased buy-in and support from local communities.

2.    Transit-Oriented-Development is the “next big thing”

While the scaling-up of BRT systems is an encouraging development, merely increasing the supply of mass transport will not be enough. The integration of land use and transportation is also essential. Transit-Oriented-Development (TOD) is increasingly viewed as the next big solution that will connect sustainable transport to sustainable urban development in India. Given that the spatial expansion of Indian cities is inevitable, mainstreaming concepts like TOD will be vital for ensuring this growth happens in a compact and sustainable manner, minimizing negative externalities like sprawl, increased air pollution, and increased infrastructure cost.

However, a lack of clarity remains on what, exactly, TOD entails and what good TOD looks like. In Indian cities, TOD has been largely used to mean transit-adjacent development, with the discussion revolving largely around increasing the intensity of real estate development near transit stations. There has been little regard for other elements of the urban fabric. Instead, we need to focus more on “multi-modal transport integration, urban design, and enhanced priority for pedestrians and cyclists”, said Manjula Vinjamuri, Commissioner, Directorate of Urban Land Transport, Government of Karnataka This would ensure the creation of truly walkable and attractive neighborhoods.

There are lessons to be learnt here from India’s BRT experience. The scaling of BRT resulted largely from the existence of a high-quality Indian example, like Janmarg, to build support for the concept. This proof-of-concept was followed by significant technical and financial support from the central government through the Jawaharlal Nehru National Urban Renewal Mission (JNNURM). Similarly, developing good demonstration projects (promising pilots are underway in Delhi and Hubli-Dharwad) and ensuring that these concepts are integrated into city master plans and funding allocations for urban renewal (the second round of JNNURM, for example), would go a long way toward mainstreaming TOD.

3.    City bus systems will remain the backbone of urban transport

City bus services are and will continue to be the primary mode of public transport for the majority of India’s urban citizens.  In major metropolises like Delhi and Bangalore, buses account for more than 40 percent of all motorized trips. For medium and smaller-sized cities, buses are and will remain the only cost-effective mode of public transport.

Improving the scale and quality of city buses, then, should be central to any city’s strategy to promote public transport over private vehicle use. Significant efforts have been made toward this goal. In 2009, the Government of India, through the JNNURM, funded the procurement of 15,625 buses for 61 cities across India. At CONNECTKaro 2013, Dr. Sudhir Krishna, Secretary of the Indian Ministry of Urban Development (MoUD), reiterated the Indian Finance Minister’s commitment to fund the procurement of an additional 10,000 buses for public transport in Indian cities.

But much remains to be done. Buses “are still seen as a downmarket mode of transport,” said SK Lohia, Joint Secretary of Urban Transport at the Ministry of Urban Development, Modernizing city bus services will be crucial to changing this mindset.

Redesigning bus networks and routes to make services more efficient and user-friendly, as well as using technology to improve passenger information systems will be essential. While there are encouraging modernization efforts already underway in cities like Bangalore and Mysore, efforts must be made to share their results to facilitate the scaling-up of such initiatives to bus-based public transport networks across India. “Improving the quality of buses to make them more attractive and comfortable for users will also be required”, said Jamshyd Godrej, WRI India Chaiman, a goal that necessitates greater engagement with manufacturers.

4.    Pedestrians and cyclists must be at the core of urban and transport planning

Every year, more than  130,000 people in India die as a result of traffic accidents — one-tenth of the global total. If current trends continue, traffic crashes will become the fifth-leading cause of death among all age groups by 2030, surpassing major diseases such as tuberculosis and AIDS. The most vulnerable road users are pedestrians and cyclists.

One of the reasons for this danger is the disproportionate allocation of road space. Mriganka Saxena from the Delhi Development Authority made the point that although Indian cities have a high share of walking and bicycle use, 80 percent of road space is allocated for only 15 percent of users (those driving private vehicles).

Participants discussed several strategies for improving pedestrian safety, including:

• Leveraging the large investments in mass transit systems to improve pedestrian environments around transit stations. For example, areas around the Mumbai Metro and Monorail line stations are being designed to increase pedestrian access and safety. Scaling up this work to the mass transit systems currently under construction in many Indian cities will go a long way toward ensuring safe access to these transport networks.
• Industrial associations and business districts can take the lead in improving pedestrian environments, without waiting for larger, city-wide initiatives. For example, businesses can create green spaces or pedestrian-friendly environments. One such project is the Maharashtra Industrial Development Corporation’s (MIDC) initiative in Mumbai.
• Civil society can take the lead in bridging the design capacity gaps that public agencies sometimes face. For example, the TenderSURE project in Bangalore sourced U.S. $160,000 through civil society groups for the development of road design templates. The project then leveraged this funding  into a U.S. $56 million commitment by the Karnataka State Government to provide adequate space and safety features for pedestrians while constructing 30 km of major roads in the city.

Ultimately, central and state governments will need to rethink their priorities while designing roads, placing pedestrians’ and cyclists’ safety and comfort at the core of their road development process.

5.    Engagement with the private sector is critical

A final key message from the conference focused on the tremendous opportunity to shift private sector investments toward sustainable outcomes. A recent study indicated that Indian cities will need almost U.S. $871 billion in infrastructure investments over the next 20 years. Of this amount, nearly U.S. $500 billion is needed for transport infrastructure alone. Given fiscal constraints in the public sector, a majority of this money is expected to originate from private investors.

In addition, real estate development will continue to be one of the largest sectors in urban investment. The manner in which such private developers plan their projects — building them around cars or building them to be supportive of non-motorized travel and public transport — will have significant impact on the future sustainability of Indian cities. Businesses will also increasingly invest in providing goods and services for urban consumers, some of which will focus on transportation.

Therefore, there is a significant opportunity  to channel the actions of private sector players into sustainable transport and urban development initiatives— whether through real estate developers embracing sustainable transport principles in their projects; entrepreneurs creating companies that deliver sustainable transport services; or financiers providing the capital that allows these outcomes to materialize.

Private sector investors are also “increasingly keen to invest in the transportation infrastructure space”, said Dr. Armin Bruck, CEO of Siemens India. However, such investments have historically been dominated by the state,  and therefore significant knowledge gaps in terms of opportunities, viable business models, and regulatory requirements exist.

National and central government policies that support the development of sustainable transport solutions could help increase private sector investments. Madhav Pai, director of EMBARQ India, proposed developing a Sustainable Transport Market Development Alliance between private companies, government regulators, and civil society groups, which received broad support from participants. Such initiatives will create an ecosystem that channels private sector investments toward sustainable transport and urban development outcomes.

CONNECTKaro outlined a plan to help ensure that India grows sustainably. Encouragingly, we came away with the feeling that there is now a sense of urgency to act—to get to the “karo” and put these ideas into action.  Pursuing sustainable transport solutions now can create a sustainable future for Indian cities.

Touring by bicycle in Zurich, Switzerland. By nik.clayton.

The morning coffee run just got easier. With many cities around the world seeking to become more bicycle-friendly, Zurich, Switzerland has just taken it to the next level. At the Rathaus Cafe, overlooking the Limmat River in Zurich, cyclists commuting to work can have their coffee, breakfast, and morning paper without even hopping off their bicycle.

Known as the VeloKafi, two specially designed outdoor terrace tables serve a dual function as docking stations to accommodate the front wheel of a bicycle and allow guests to rest their feet on raised platforms on either side.

This innovative project is part of a larger campaign, called Stadtverkehr 2025 [“Urban Transport 2025”], launched in 2012 by the city of Zurich and aimed at strengthening the city’s non-motorized transport culture, and in particular, promoting cycling, pedestrian access, and people-centered urban space projects.

As part of the citywide campaign, the two pilot stations will reportedly be moving to different locations throughout Zurich in the coming months. The US state of California has even asked for the bike-friendly blueprints.

Nasrec Station, near the Soccer City Stadium in Johannesburg, South Africa. Photo by Aileen Carrigan – EMBARQ.

This is the second round of a two-part series weighing the benefits of natural gas versus low-sulfur diesel as fuel sources for buses. Natural gas won Round I because when we focus on tailpipe emissions it is less toxic, and provides a good short-term solution for Indian cities to reduce harmful particles pollution.

The winner of round two: will be the fuel and exhaust technology combination that offers the best long-term solution. Considerations will include fuel production environmental impact; technology cost; and the potential for technological improvement.

Are there instances in which natural gas is worse than diesel for the environment?

YES: Natural gas production creates leaks of methane to the atmosphere. Methane has 25 times more impact on climate than CO2, so even a small leak as a much larger impact than the same volume of CO2 emissions at the tailpipe. When there is more than 1% leakage — no matter how efficient the vehicle is at the tail end — natural gas is more polluting than diesel says a recent World Resources Institute (WRI) report. At a 2 percent leakage rate the impact is the equivalent of CO2 emissions from 120 million cars. The same WRI report states that the efficiency of using natural gas in an engine is lower for natural gas:

“In the transport sector passenger cars fueled by compressed natural gas are up to 10 percent less efficient than gasoline cars, and CNG buses are up to 20 percent less efficient than diesel-fueled buses” (p. 21).

Also, independent studies conducted in London and Australia, have shown that the highest quality diesel, fitted with a special type of filter can achieve lower emissions rates than natural gas.

NO: There are other studies, including one by the International Association for Natural Gas Vehicles, which criticize the methodology used as both isolated and difficult to replicate. Moreover, we now have the technology capable of reducing methane leakage during the extraction process to less than 1 percent. “These technologies [...] are extremely cost-effective, paying for themselves in three years or sooner.”

Mid-game commentary: What holds promise for diesel vehicles is the application of state-of-the-art filters in combination with diesel containing less than 50 parts-per-million sulfur. For natural gas to achieve a net benefit to the environment, the production process must be further refined to capture escaping methane, at a great return on investment.

Aren’t natural gas buses much more expensive than diesel buses?

YES: The higher upfront cost, and subsequent maintenance cost of natural gas vehicles must be considered. Both natural gas and diesel prices have risen, but natural gas prices are increasing at a faster rate. But keep in mind that subsidies on diesel, in India for example, are decreasing by the day.

NO: While capital (i.e. upfront) costs compared to diesel are higher in the case of natural gas, operational costs are less, due to the lower fuel cost of natural gas, in comparison with rising petrol and diesel prices. Taking health and environmental costs into consideration, a Swedish study found that, when diesel trucks operate on the most refined fuels and are fitted with advanced filters, they cost more than natural gas vehicles to operate.

Mid-game commentary: When making decisions, it is important to consider the full lifecycle costs of vehicles. These costs also reflect local conditions because – even with the same basic upfront cost for a bus – operations, maintenance, and infrastructure costs can vary significantly from region to region. Fuel subsidies offered by national or regional governments may also influence the choices of local agencies that are changing to a particular fuel type.

If a city were to change its complete fleet in one shot, then would natural gas inhibit the introduction of better engine technology in the future?

YES: The trouble with a complete switch to a natural gas fleet is that a city investing in natural gas would be saddled with today’s technology for years instead of phased modernization, which can be ensured by phasing out a proportion of vehicles every year. If the city desires to remain progressive, it might consider keeping a number of options open, including low-sulfur diesel.

NO: Moving to natural gas will not only help us to get emissions reductions of the highest standard currently possible – it will also immediately and significantly reduce cancer risk from diesel vehicles. Since natural gas is a cleaner burning fuel, it is possible to meet much tighter standards within a short time frame and make a quantum leap.

Mid-game commentary: We cannot predict what future developments in natural gas technology will bring, nor can we determine for certain the continuing availability and price patterns of a natural resource such as petrol or natural gas. In the future, improved diesel filtering technology, reduced health risks, and more affordable fuel prices may render ultra-low-sulfur diesel a clear winner for some cities. Dependence on a single fuel for a public transport system is not ideal, and having a balanced portfolio of fuels and technologies might be the best bet.

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We don’t need a clear winner here. There is no silver bullet for fuels for public transport vehicles — emissions reduction technologies are key. In the long run, the dependence on a single fuel for a public transport system is not desirable. We win by recognizing the various benefits of different fuels in addressing local and global issues. It is more than a debate between fuel types, but rather an understanding of the key role that emissions reduction technologies and improved fuel economy do for reducing emissions from all fuels, especially at the macro-level, when governments take into consideration the emissions and costs from the production process.

In the long run, as discussed in the recent post on the electric-powered tricycle program in Manila, the real value for people in communities, lies in governments taking the time to understand the environmental impact of a fuel’s production and extraction process, in addition to its combustion; the lifecycle costs of a given technology; and the resources available to them in the long run.

Benoit Colin, Erin Cooper, and Elise Zevitz also contributed to this piece.

Catorce países de Latinoamérica y el Caribe se reunieron en Guadalajara, México, los días 16 y 17 de abril del 2013, en la Segunda Reunión de Puntos Focales de los Países Signatarios de la Declaración sobre la aplicación del Principio 10, y adoptaron un ambicioso plan de acción (2013-2014) para mejorar los derechos de acceso a la información, participación pública y acceso a la justicia ambiental en la región.

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In a landmark judgment, the Supreme Court of India today (18-4-2013) refused to allow the UK based Mining giant: Vedanta to source its mineral requirement for its alumina refinery plant from the Niyamgiri Hills of Kalahandi District of Orissa till it has obtained an approval from the Gram Sabha (general assembly) of villagers in accordance with the Forest Rights Act, 2006.

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Amman cityscape. Photo by David Bjorgen.

For outside observers, Queen Rania Street, a bustling thoroughfare in central Amman, has an odd feature running for two kilometers down the center of the road: a vacant lane. It has been adopted by cyclists as an unofficial bike lane, but the city of Amman originally had another sustainable transport solution in mind.

After a rocky start, a sub-committee of the Jordanian parliament has put forth a recommendation to resume work on the advanced bus system in Amman, Jordan, recognizing bus rapid transit (BRT) as the best solution for Amman’s traffic problems. In re-visiting the plan — the first of such in the region — parliament officials are increasingly recognizing that Amman cannot afford not to invest in the solutions offered by an advanced bus systems.

Economic and political hurdles halt bus system implementation

Since its inception in 2009, the Amman Bus Rapid Transit project has faced a number of political and economic challenges. Construction began on the system in 2009, with design experts from the University of Jordan consulting with city officials. “The multi-million-dinar [USD$ 244 million] project,” reported the Jordan Times, “[entailed] operating premium, high-capacity buses that can carry more than 120 passengers and will run on a three-minute frequency during peak hours on segregated lanes along Amman’s busiest corridors.”

In the summer of 2011, however, with several downtown sections complete or in-progress, then-newly installed Jordanian prime minister Marouf al-Bakhit halted the project, questioning the cost, feasibility, and overall benefit of the system. This case underscores the importance of educating and articulating the potential of advanced bus systems to local and national leaders. Jordan, like its other Middle Eastern neighbors, is facing an energy crisis, and rising fuel prices threaten political and economic stability. Equitable, accessible, and efficient mass transport options are needed more than ever, and they are needed quickly.

“So, how did we get here?” writes Hazem Zureiqat, in an article appearing in Jordan Business and the Bus Rapid Transit Centre for Excellence website:

Firstly, we have been relying for too long on cheap oil from our neighbors, so building roads and importing more cars was the way to go, not just in Amman, but at the national level as well. Secondly, the institutional set-up was not designed to give the right incentives for policymakers at the municipal and national levels to think more systemically.

Rapid urban development, combined with a 10-15% yearly increase in car ownership in Amman, are adding to the historic city’s traffic congestion. Moreover, Amman’s decentralized transport infrastructure, argues Jamil Ali Mujahed, director of Jordan’s Land Transport Regulatory Council, “is one of the main barriers hindering comprehensive overhaul.” According Mujahed, 90 percent of Jordan’s public transport is owned by a myriad of private operators, with taxis and minibuses being among the most popular modes. More cars on the roads and a weak infrastructure for pedestrian safety is a recipe for a tragic and costly toll on human lives.

Realizing the potential of sustainable transport in Amman

Noted as a low-cost and efficient mass transport solution for cities around the world, Jordanian experts have called bus rapid transit, ”“the best option for a city like Amman” to resolve its growing “public transportation dilemma.” The Amman BRT system is estimated to save the city over 85 million kilometers of distance travelled by private vehicles per year and 12 million kilometers of distance covered by taxis. This is estimated to lead to a 6.6 thousand ton-reduction in carbon emissions annually, or 280 thousand tons in the next 30 years. In addition, according to 2010 traffic department statistics for Amman, the 32-kilometer network could help save the city over 200 million Jordanian Dinars (USD $280 million) in healthcare and other costs, resulting from vehicle accidents.

The Amman BRT system project is far from dormant. For now, a 2-kilometer section of Queen Rania Street in Amman remains void of buses, but that may change very soon.

The United States and China are the world’s two largest economies. They are also the two largest producers and consumers of coal and the largest emitters of carbon dioxide. In recent years, however, their paths on coal have started to diverge.

Over the last few years, coal consumption has dropped dramatically in the United States, mainly due to low natural gas prices. In response to weak domestic demand, the U.S. coal industry has been rushing to find its way out to the international market. Last year, U.S.

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At the Second Meeting of the Focal Points of the signatory countries of the LAC P10 Declaration, in Guadalajara, Jalisco, Mexico, Columbia joined the Principle 10 Legal Declaration, bringing the number of countries to join the Latin America and Caribbean Principle 10 Declaration to 14.

(Read the original story at: http://insights.wri.org/news/2013/04/action-plan-environment...)

Without the right laws and safeguards in place, development can come at the expense of the environment and local communities. This point is especially evident in Latin America and the Caribbean (LAC). Newspapers across the region regularly document conflicts over land and natural resource use, hydroelectric power development, oil exploitation, expansion of agriculture into virgin forests, and the disruption of indigenous practices.

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Bike-sharing set to expand in São Paulo, Brazil. Photo by Fora do Eixo.

With each passing day, the bike is increasingly becoming part of the urban landscape of São Paulo, Brazil’s largest city. Desiring to more fully integrate bikes as a transport mode – not just recreation – the city of São Paulo is planning a bid for a new bike-sharing system fully integrated with other transport modes and accessible with a unique transport pass, called the Bilhete Único (Unified Ticket), which is accepted throughout the São Paulo transportation system.

The idea is to enable people to use the city’s bike lanes as a feeder to the bus and subway systems, thereby eliminating the need for automobiles in the city.

According to recent local news report, the city intends to invest heavily and offer a large network of shared bikes. Stations will be installed in all areas of the city, with about 50,000 bikes. The plan is still under review at the city level. Rio’s secretary of transportation, Jilmar Tatto, gave no timeline nor estimated cost for the project, but he confirmed that a proposal had been presented to São Paulo mayor Fernando Haddad.

Current bike-sharing systems in São Paulo

Bike Sampa Bike Station, São Paulo, Brazil. Photo by Bruno Namorato – SM2 Fotografia.

São Paulo already has a few bike-sharing systems. The largest, Bike Sampa, is sponsored by Itaú Bank, with around 100,000 bicycles at stations throughout the city. Cyclists can also find rentals available from the Our Bike system operated by the Parada Vital Institute since 2009. Our Bike offers 240 bikes for rent at 17 subway stations and four bus terminals throughout Rio.

Originally posted on TheCityFix Brasil.