Climate Change Mitigation Initiatives in Urban Transportation - PowerPoint PPT Presentation

Climate Change Mitigation Initiatives in Urban Transportation – Assessment of Retrofitting Strategies to Promote NMT in Indian Cities UNU-WIDER Conference on Climate Change and Development Policy 28-29 September 2012, Helsinki, FINLAND Prof. Sudhakar YEDLA Indira Gandhi Institute of Development Research (IGIDR) Mumbai, India

Asia is “Grow ing” and Urbanizing Almost 2/3 of world population (6.6B) lives in Asia and more than ½ of it lives in China & India Currently 35% of Asian population is URBAN and Expected to reach 50% by 2025 Number of mega cities is growing fast in Asia { No. of Mega Seven out of top 10 “BIG” cities Cities 1950 1975 2000 are in Asia World 1 5 17 Population densities are 50% Asia 0 2 11 higher compared to world averages Urbanization and Economic Output Economic Country Malaysia Thailand Philippines PRC I ndonesia Sri Lanka B’desh I ndia Vietnam Pakistan contribution of cities is on rise Urban Share of GDP (2004) 90 90 86 85 83 83 79 78 78 77 Global GDP and Share of different sectors Transportation infrastructure Contribution of service sector is 70 66.3 development is prioritized in the 60 on rise which is essentially 55.5 Asian developing countries Percent of world GDP 50 “urban centric” 38 40 30 Urban Transportation infrastructure 20.8 Increasing services sector 20 needs huge investments - South 6.5 10 3.9 results in increased transport Asia’s new investment needs for the 0 period 2005-10 are 28.1 billion USD activity in urban centers Agriculture Industry Services 1980 2000 @3.06% GDP

Urban Transportation in Asia Cars per kilometer of road length Cars per kilometer of road length Car ownership is growing 14 120 disproportionately 12 100 Number of cars/Km road Number of cars/Km road 10 Bangladesh 80 China Cars/km road length is Japan 8 India 60 Republic of Korea Indonesia 6 increasing Thailand Pakistan 40 4 Philippines 20 2 Leads to severe congestion 0 0 1990 1992 1994 1996 1998 2000 2002 2004 0 2 4 6 8 0 2 4 9 9 9 9 9 0 0 0 9 9 9 9 9 0 0 0 1 1 1 1 1 2 2 2 Share of Population Predominant NMT & PT About 40% urban population in Living in Slums Delhi this region lives in Slums (540M) Country % Mumbai Malaysia 2 Walking In South Asia 31% population Thailand 2 NMV Chennai PRC 38 (2002) lives at a daily income less Public Transport Philippines 44 Bangalore than 1$ and 77% at less than 2 $ Private Motorized Transport Sri Lanka 14 I ndonesia 23 Kanpur Major modes of mobility for I ndia 56 Ahmadabad Vietnam 47 these sections of people are Pakistan 74 public transport and “walking” 0% 20% 40% 60% 80% 100% B’desh 85 Due to the change towards motorization, Transportation Sector in Asia is growing as a major GHG contributor (with 24% of total emissions from fossil fuels source)

I nfrastructure Developm ent – Locking into Un-sustainability Infrastructure is motor vehicle oriented  Infrastructure provides foundation for the present Completely marginalized non-motorized and future production and consumption patterns modes of transportation in infrastructure INFRASTRUCTURE Infrastructure determines energy consumption development plans and environmental emissions (including GHG) Lack of long term urban planning Direct affects by means of intensive resources Lack of integration with land use pattern, use urban transportation planning and city planning Indirectly by locking into consumption patters of people for longer periods Car-centric infrastructure development results in in-sufficient and in-efficient Lack of integrated planning and investment in public transport leaving “weaker sections” public transportation can result in high social and of the societies unattended of their economic costs mobility needs (issue of equity) Choice is very important for efficient delivery of services to people and also to have control over environmental impacts Asian developing countries with rapid economic growth patterns have been pooling up for infrastructure development  with the present approach of infrastructure development, Cities which are responsible for 75% energy use and GHG emissions and housing 40% populations in slums can chock themselves into un- sustainable patterns of energy consumption and pollution and GHG emissions Poor planning and development of infrastructure can turn Asian cities into “cen ent er ers s of un-sust ainabilit y”

How to Address Transportation Sector ? Lack of finances to support the Congestion infrastructure needs Transportation GHG emissions Air Pollution Accidents Technology oriented response strategies are limited to supply side Mng. whose derived CO2 benefits are easily offset by the surging vehicular stock and travel activity Build Infrastructure for sustainable mobility rather Promote NMT, Augment public than for mobility of cars transport, and facilitate “walking” Integrate transportation infrastructure development De-centralization, de-congestion, with city planning and changing land use patterns urban forestry etc. Ensure equity in investment Increase the share and quality of public transport while avoiding “free riding” by personal vehicle owners Apply economic instruments to control the use of Development of paid parking lots; personal modes of transport proper pricing of public transport services, auctioning of licenses, toll, congestion tax etc.

Transportation and GHG – Co-benefits Approach Integrate energy conservation and climate change concerns into infrastructure planning and development Develop infrastructure in a way to control travel activity; promote efficient technologies; develop infrastructure for cleaner and climate friendly fuels and engine technologies; develop infrastructure to ensure proper O&M of vehicles Consider long terms energy, environmental and climate implications while planning for long term infrastructure investments in urban transportation Inefficient Urban transportation infrastructure can lead to higher GHG emissions, negative effects on economic growth; contribute significantly to air and noise pollution; result in inefficient use of resources Infrastructure to – With least incremental cost Sustainable mobility; - Promote NMT Contributions towards Eco- - Control travel activity efficiency of cities; Co-benefits approach - Improve engine efficiency Control of GHG emissions; (Evaluate all ancillary and - Improve fuel quality Augmenting econ. growth co-benefits) Short term (Retrofitting) measures Sustainable Assess co-benefits and conduct inclusive BCA of ongoing Long term planning Mobility various retrofitting measures to the existing projects transportation (includes integrated infrastructure Incorporate NMT specifics in the road construction infrastructure development projects for sustainable mobility) Augment with NMT support elements such as bicycle parking at public transport points; rent a bike GHG benefits at schemes etc. a very low MAC

GHG Mitigation – Strategies to Prom ote NMT Efficient Mass Rapid Transit System Primary Leg 12 million population severe space with a well spread network of metro rail 48% in slums limitations and bus catering for the Primary Leg higher per severe capita income Walking, bus and other Mumbai congestion Access and modes of transport cater for the Access Leg (avg. 2.3 km) Egress Leg Poor quality Predominant service Mumbai Urban quasi-public Mumbai Urban Development mode Mumbai Urban Bombay Urban Infrastructure Project (MUDP) Transportation Transport Project (MUIP) Project (MUTP) Project (BUTP) Percentage Share of Various Modes for Access With very insignificant share of daily trips coming from the Legs in Mumbai bicycles, the Access Leg (and to an extent Egress Leg) provides 5% 6% a wide scope for furthering NMT usage in Mumbai Walk Bicycle Retrofitting measures MUTP/ MUI P in Mumbai Two wheelers 45% - footpaths and bi-cycle lanes on all roads (1973 km) Car 30% Walk and Car - providing bi-cycle stand at all rail stations (146) Bus - improving road intersections for NMT Walk and Bus and Walk Auto Rickshaw/Taxi - Capacity building measures Walk and Taxi and Walk 2% 1% Incremental Cost Analysis to find the “COST” 7% 2% 2% Road construction under MUTP/MUIP without NMT is the baseline GHG benefits are calculated as equivalent 3-W reduced due to NMT use for access Improving roads to NMT compliance is considered from 10-100% leg and Egress Leg