Urban Climate and Mobility - Urban Transportation

Urban Climate and Mobility - Urban Transportation
Module 6 This module is part of a series of “Climate Change Modules” in support of tertiary urban education. It has been commissioned as part of module 5 'Climate Change and Urban Energy', but can also be taught independently. The lecture may be given in one go but it is recommended to skip some of the slides in order to be able to explain certain slides more in detail. But it can also be portioned in two or more shorter lectures. In the lecture notes attached we recommend supplementary audiovisual material which is available on the internet and exercises of different length or to be given as home- or group work. Since the module is intended to support the teaching by lecturers others than the authors of the work, the central message of each slide has been summarized on a 'yellow sticker' on most pages. Lecture notes

Topics to be addressed: mobility
Definitions Why climate change? Adaptation response strategies Mitigation: technology responses Mitigation: logistical responses Comprehensive response strategies Summary This list refers to the six chapters of the lecture – excluding reading list and case studies. Urban Climate and Mobility - Urban Transportation

Definitions Mobility or transportation? TRANSPORTATION = MOBILITY
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Definitions Mobility or transportation? Mobility is transportation: the movement of people from one point to another for a PURPOSE or ACTIVITY (Study, Work, Shopping, See friends, Recreate, etc. ) by a MODE (Walking, Bike, Auto, Moto, Bus, Tram, Rickshaw, Train, Taxi, Plane, Other). TRANSPORTATION = MOBILITY Basic measures of mobility: number of trips per person; distance travelled by person (trips*km); distance travelled by mode (veh*km); transportation? Today the term mobility is often used as a substitute to 'transportation' to remind that transportation is just a means to the higher purpose of mobility and that the reduction of transportation needs can be part of the solution. Too much transportation can even be a hindrance to mobility! One possible entry point to study mobility are the Origin-Destination Household surveys, which give a portrait of all the trips by motive and by mode of members of the family (generally 5 years and over). Most mayor cities in developed economies make these surveys regularly (sometimes every 5 years). They permit to calculate daily trips per person, distances traveled (with origin and destination), motives and modes. Trips*km and vehicles*km (distance traveled) are important indicators of current travel demand. Exercise in class: let each student calculate the travel demand of his or her own family ad discuss the results in class. mobility? Urban Climate and Mobility - Urban Transportation

Basic Factors - Urban Mobility of Persons
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Basic Factors - Urban Mobility of Persons Factors: Population growth & structure (young vs. old) Gender Level of econ. development (high, emergent, low) Urban form & density (compact, poly-nuclear , or sprawled pattern) Cost of transportation and alternatives ($ & time) Supply of Public Transportation Intermodality (air - train - metro - bus - car - bike - walking) Accessibility of motorized modes (income & legislation) Cultural factors – mentalities Climate Policy orientation (individual motorized - public transport - non-motorized modes) The value of mobility depends on many different factors Personal mobility choice depends on many different factors. Although total travel time and cost play an important role, the choice reflects the interaction of many different objective and socioeconomic variables. It would be almost impossible to analyze all these factors with their interactions. We will therefore center the discussion on only a few factors. Exercise: To follow from the previous slide, let each student justify his or her daily travel and assign another student as a discussant to question the arguments and to propose a 'better' mobility solution for the same person. Urban Climate and Mobility - Urban Transportation

Transportation is both: a victim and a cause of climate change
Why relate to climate change? Effects of climate change on mobility Effects of mobility on climate change Other concerns apart form climate change Transportation is both: a victim and a cause of climate change In personal travel choices the question of climate change is unlikely to be prominent. You may involve students in a discussion showing that sooner or later each of us will involuntarily have to change mobility patterns. So why not prepare for that probability in time rather than to be faced with it unprepared at a later moment?

Climate and mobility II Why worry about climate change?
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Climate and mobility II Why worry about climate change? Effects of climate change on mobility Transport engineers and planners need to worry about the impact on climate change for the design and operation of transportation systems and the related infrastructures. Related responses are adaptation strategies. Climate change may occasionally cause problems to mobility It is probably easier to awake interest in climate change issues by starting with the impact of climate change on mobility and adaptation concerns. This will show that we all are suffering and not only the unhappy poor living in a low level coastal zone or an area affected by desertification. Urban Climate and Mobility - Urban Transportation

Effects of mobility on climate change
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Effects of mobility on climate change Summary of climate impacts: higher temperatures, more heat waves Road surface and tires may melt or suffer deformation, like rails, too. Bridges may crack due to expansion from heat. Passengers may suffer health problems (like heat strokes) in overheated trains, cars etc. Car engines may overheat and stop working. Extra expenses of air-conditioning in vehicles. more droughts, changed water availability Dust and sand on roads represent a safety problem and turn surface slippery once the rain falls. more cold spells Ice and snow may block roads and deactivate signals and power lines. more extreme rain, more flooding and extreme floods Landslides and damage to road infrastructure may interrupt transportation lines. Tunnels get flooded, rail and road unusable or not reachable. Bridges may get destroyed from overloaded rivers. Corrosion of metal constructions. Increased weathering of infrastructure. more intense and frequent storms Flyovers, lighting, traffic signs, electric rail cables may get damaged, trees and debris may fall on roads an block transport apart from immediately killing travelers. Derailing or overturning of vehicles. sea-level rise, melting of glaciers and permafrost Transport infrastructure may get flooded can cannot be used. Road substructure is damaged from penetrating salt. Climate change is probably the greatest challenge humanity is facing. Transportation is an important source of emissions of greenhouse gases (GHG) from motorized transport. These are mainly cars in developed countries but let us not forget the motorized two-wheelers which are important in Asia as well as North Africa and other African countries like Burkina Faso. They are also important in certain cities where downtown car parking is difficult and expensive as in Rome or Paris. Question to discuss in class: Which mitigation policies would you recommend to policy makers if they were in favour of reducing car use in the cities? Source. GTZ. Adapting Urban Transport to Climate Change. Eschborn, no date Urban Climate and Mobility - Urban Transportation

Why worry about climate change?
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Why worry about climate change? Definitions Why climate change? 2. Effects of mobility on climate change Let students describe what they see on the slide. You may help by mentioning expressions like: automobile makes, colours of cars any conclusions about comparative impact by the rich and the poor? surface sealing? land consumption? street lighting? average speed? 'Autos stinken' is German for "cars stink“ Urban Climate and Mobility - Urban Transportation

Transportation contributes to climate change
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Transportation contributes to climate change Definitions Why climate change? 2. Effects of mobility on climate change Urban transportation is a mayor cause of climate change In developed economies transportation is a mayor contributor of GHG emissions. In the U.S. it is close to 30% while worldwide it would be around 14%, 23% in high-income countries, 7% in middle-income countries and only 4% in low-income countries, but steadily increasing in emerging countries. Other GHG emitter sources are also very important. Electricity can be an important emitter especially if generated from petrol or coal: 33% in the U.S. , then, Industry: 20%, Agriculture: 8%, Commercial activities: 6%; Residential (housing): 5%. In the U.S. 63% of transportation emissions come from light-duty vehicles, that is, private passenger motorized vehicles; 21% from heavy-duty vehicles; 16 % for the rest. Aircrafts are important with 9% and steadily increasing. Discussion: where would you suggest to start if we need to cut GHG emissions? Percentage of U.S. Greenhouse Gas Emissions, 2006 (all gases) U.S. Transportation Greenhouse Gas Emissions by Source, 2006 (all gases) Source: ( :47 Urban Climate and Mobility - Urban Transportation

Inefficiency of petrol based automobile engines
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Inefficiency of petrol based automobile engines Typical best case energy flows in a standard-size ICE (Internal Combustion Engine) vehicle at steady state conditions Automobiles are extremely inefficient Actual technology is not 100% efficient: a maximum of 15% of the energy consumed is translated into movement. Technology could be improved, but only to a certain degree. Traffic jams further increase inefficiency and increase CO2 emissions, but also high speed pushes up consumption of fuel. Discussion: is technological perfection the answer to the necessary fight for climate change? Source: ( :47) Urban Climate and Mobility - Urban Transportation

Other concerns about transportation
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Other concerns about transportation Transportation is a drug with many side effects Definitions Why climate change? Effects of climate change on mobility Effects of mobility on climate change Other concerns apart form climate change Apart from the role of transportation in the context of climate change there are a number of other serious concerns about current mobility practices that can be addressed simultaneously while solving the climate change or are even complementary – like hitting two flies with one stroke. Examples include: Limited natural resources (especially crude oil) Accidents & Health hazards connected to transportation Transport related Pollution (noise and air) Quality of living and precious life time wasted through current mobility modes Easy mobility and access to activities (work, study, leisure, health, etc…) is certainly a basic factor for quality of life. Until very recently mobility policies in developed countries were essentially car oriented forgetting pedestrians and cyclists. Since then the negative side effects of such policies have become evident (local and global air pollution, noise pollution, road accidents, traffic jams, urban sprawl and long home-work journeys). The most recent trend in many developed cities is to reconsider this type of development, restrict car use in the city and promote public transit and non motorized mobility. Urban Climate and Mobility - Urban Transportation

Petrol is becoming a scarce resource
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Petrol is becoming a scarce resource Although comparatively convenient, petrol based mobility will increasingly become a luxury because of the limited resources of crude oil and the resulting price. This makes it mandatory to opt for less fuel consuming alternatives to current aspirations or practice (like collective and mass transport) or to rely on more environmentally friendly alternatives. Petrol will become unaffordable to waste Another reason to promote public transit use is the increasing scarcity of petrol which leads us to question the urban development of past decades based on cheap petrol and car use. Electric cars could be part of a solution for the future but its real impact will depend on the energy sources to produce electricity in the first place. Also it could take 25 years or so to fully implement such technology especially in emerging countries where the average age of the car fleet is high (13 years in many cities in Mexico, for example). Discussion in class: pros and cons of electrical cars and motos Urban Climate and Mobility - Urban Transportation

Transportation may affect your health
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Transportation may affect your health Other concerns apart form climate change Accidents & Health, Pollution A direct effect of [transportation, particular matter] air pollutants on mortality and respiratory and cardiovascular diseases has emerged only in the last few years Sedentary lifestyle, one of the two most important risk factors for non communicable diseases and early mortality in populations in western countries, is associated with the use of motor vehicles. Around 65% of the people in Europe are exposed to levels of noise [mostly from road traffic] leading to sleep disturbance, speech interference and annoyance. Source: WHO (2000), Transport, Environment and Health. ISBN 1.3 million people die in road accidents each year in the world Policies to reduce petrol use can have perverse effects. For example the French policy of recent years encouraging diesel (gas oil) private cars, which now dominate the market, create serious health problems because of the emission of small particles. They represent an important cause of cancer and cardiovascular diseases. Recent data show that the mortality due to this factor in France is equivalent to mortality from road accidents. Urban Climate and Mobility - Urban Transportation

Traffic and quality of life
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Traffic and quality of life The average American spends a total of 5,42 years driving a car, or 7% of his/her lifetime Other concerns apart form climate change Quality of living avoid time wasted while sitting in a car look out of your window into nature, not onto a noisy road stay fit walking or riding a bicycle to work or for leisure relax reading a book on the train rather than watching out for traffic signs enjoy strolling safely in a pedestrian area without having to worry about traffic hazards Many developed cities have pedestrianized their historical centres, introduced zones with 30km/hr speed limit or other measures to restrict car use. Barcelona is a good example of such a practice but we could find dozens of examples in Europe as well as in other countries, like Japan. Restriction of car use needs accompanying policies providing a good supply of public transportation to facilitate mobility. An extreme example of restriction of car use would be Singapore. Exercise: search the for transportation policies of Singapore and Bangkok and their related quality of life. Can you establish any correlation? How big, you think, is the impact of transportation policy on overall quality of life? Barcelona – pedestrian (2011) Urban Climate and Mobility - Urban Transportation

Adaptation response strategies
The following section looks at adaptation strategies: how can we reduce the disturbance in all kinds of traffic caused by climate change? To check with the class: who can explain the difference between mitigation and adaptation strategies? Think about an example in the field of mobility!

Adapting Urban Transport to Climate Change
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Adapting Urban Transport to Climate Change Adaptation translates into: retreat, protect, accommodate Source: Three fundamental approaches to adaption: RETREAT, PROTECT, ACCOMMODATE example of rising sea water levels High tides and inundations caused by heavy rain fall are one example how mobility can be disturbed or inhibited by climate change. Adaptation strategies generally should follow the three steps: retreat, protect, accommodate. Urban Climate and Mobility - Urban Transportation

III. Adaptation response strategies
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION III. Adaptation response strategies Summary of climate impacts (1) Higher temperatures, more heat waves Plant trees to provide shadow over squares, streets and parking lots Plan natural ventilation corridors in the city fabric in the prevailing cooler wind direction Provide plant cover and urban water surfaces to allow for cooling from evaporation Cooling by shadowing , evaporation and ventilation Pedestrians, but also passengers travelling in public transport, can suffer considerably from high temperatures caused by climate change. The most simple and highly efficient means of protection is the provision of shade – for pedestrians, cars on the street (but also on parking lots!). Arcades along the street or covered walkways in the open field are another possibility – and even protect from heavy rain. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION III. Adaptation response strategies Summary of climate impacts (2): more droughts, changed water availability Raise ground water lever through de-sealing urban ground cover, allow infiltration of rain water Provide green cover to filter out the dust from the air Provide non-slippery road surfaces Build water storage tanks more cold spells Plan for buses with heating and design a reduced emergency network Switch to wireless signal controls instead of suspended cables Decentralized household supply centers in walking distance to avoid need for transportation Provide space where snow can be piled up when removed from streets and walkways Prepare for working facilities from home to overcome temporary transportation shortcomings more intense and frequent storms Basically same provisions as before, but additionally more flexible stand by buses to overcome blocked railroads Underground refuge shelters in areas where houses are made from light weight material Build wind breaks/forests around exposed locations Adaptation strategies will also be needed to insure adequate infrastructure for extreme events (such as floods, wind, heat). Heavy rains are the primary cause of flooded streets, but the flooding is aggravated by insufficient surface water drainage. If the ground can absorb part of the rainwater or vegetation can retain it for some period, the drains receive less water at a time. Also think about regions which are cold and where rain reaches the earth in form of snow. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION III. Adaptation response strategies Adaptation translates into: retreat, protect, accommodate Summary of climate impacts (3) more extreme rain, more flooding and extreme floods Plan for safe roads along the top of elevations in-between valleys for emergency transit Provide for separate storm drainage to allow fast off-flow of water sea-level rise, melting of glaciers and permafrost Build roads on elevated dams Elevated mass transport rather than underground Introduce water taxi communication in time to complement and substitute transport on low level roads rail lines Huge open drains are highly dangerous because people may get washed into them and have no chance to escape. Most of the rain water taken away from those drains tends not to fall within the city, but on higher land outside. Mini dams around the fields are a better alternative and allow infiltration of the water in situ. Urban Climate and Mobility - Urban Transportation

Mitigation strategies: technology responses
Individual motor vehicles Collective motor vehicles Boats Railroads Bicycles & motos Walking Mitigation: avoid shift improve Mitigation strategies aim at slowing down the process of climate change and must apply to all countries of the world, not just the ones most affected by the same or those having historically emitted the most greenhouse gases. The avoidance of greenhouse gases is a common characteristic of mitigation strategies.

Sustainable Transport Strategy Responses
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Sustainable Transport Strategy Responses Mitigation: avoid shift improve To avoid trips and reduce traffic jams the introduction of TDM (Travel Demand Management) policies are possible: flexible hours, telecommuting, working at home. To promote a shift of mode to more sustainable modes: improve public transportation with newer, better vehicles, implement mass transit in cities where the demand is present (BRT, Tram, Metro), promote bike use by implementing cycle paths and BSS (Bicycle Sharing Systems). When possible, subsidize public transport. Improve individual motorized transport by promoting clean vehicles and car sharing systems. Source: Jamie Leather, ADB, Urban Climate and Mobility - Urban Transportation

Individual motor vehicles: 'avoid' strategy, 3 samples
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Individual motor vehicles: 'avoid' strategy, 3 samples Option A: stop using your car for mobility! Option B: join a car-free neighbourhood Option C: live in a neighbourhood where you can reach most needed services on foot Comparison between average living space per person (31 sq.m.) and the legally requested parking space for a car in Germany Most historic neighbourhoods, urban villages and some new towns allow to live comfort-ably without need for individual cars Car free neighborhoods are often located in the center of cities where property prices are higher and more difficult to afford for large families – even considering that the cost of providing parking (and of maintaining the car itself) does not occur. On the other hand, families opting for cheaper or bigger plots in a low-density peripheral areas of a city may find a car indispensable. Exercise: compare the accommodation and transportation cost of a 100 sqm flat (without car and garage) in the central part of your town with the cost of a 100 sqm house plus garage and car per month. Watch the video on car-less cities: Instead of a garage for your car you could add extra living space to your house Mitigation: avoid shift improve You could even use your car for urban farming! Urban Climate and Mobility - Urban Transportation

Individual motor vehicles: 'shift' strategy
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Individual motor vehicles: 'shift' strategy Examples: A) shift to other means of transport B) shift to environmentally friendly fuels C) shift your centre of living to a neighbourhood where you can reach most needed services on foot In flat and mid-sized urban areas a bicycle tends to be much more handy than using an individual car Compressed natural gas (CNG) can be used as fuel for cars. Its combustion does produce less greenhouse gases and may be mixed with biogas, produced from landfills or wastewater, which doesn't increase the concentration of carbon in the atmosphere. Most historic neighbourhoods, urban villages and some new towns allow to live comfortably without need for individual cars Shift to more sustainable modes of transport is possible with adequate policies. Promotion of bike use works in many cities (see Case Study). Also modal shift in favor of public transit is possible with the implementation of a competitive, affordable, fast public transit. Exercise: Students need to investigate the modal split between different mobility alternatives and compare them in terms of climate change risk, cost, travel time and values. Mitigation: avoid shift improve Urban Climate and Mobility - Urban Transportation

Individual motor vehicles: 'improve' strategy
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Individual motor vehicles: 'improve' strategy Examples: A) improve efficiency of car engines B) reduce weight and speed of automobiles Mitigation: avoid shift improve 0,61 m 1,36m 1,5m DOCK-DOCK is the design for a collective electric city car proposed by Arq. Jaime Lerner, former mayor of Curitiba This electric car-sharing vehicle, just big enough to move one person around the city, was designed by the architect Jaime Lerner, who also happened to be the mayor of the Brazilian city of Curitiba and the author of its 'ecological city' design. If you have internet access in class, show Jaime Lerner's demonstration at Uni Chicago: Also interesting: speech at TED: Cit in: U.S. Department of Transportation (April 2010). Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions. Volume 1: Synthesis Report. Volume 2: Technical Report. Report to the Congress. Pdf. 605p. www. – p. 3-9 Urban Climate and Mobility - Urban Transportation

CO2 emissions per passenger mile
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION CO2 emissions per passenger mile Collective transportation saves about 50% of CO2 emissions Trip to work is an important source of CO2 emissions per passenger mile. Therefore urban form is important if it facilitates axes for mass transport. Also TDM measures to promote transit use for commuting can help to lower the output of CO2 per mile or per kilometer. © Verwood Historical Society Graph: Tina Hodges, US Office of Budget and Policy Federal Transit Administration, 2009 Urban Climate and Mobility - Urban Transportation

Mobility modes: Capacity of road mass transportation
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Mobility modes: Capacity of road mass transportation Collective transportation saves about 50% of CO2 emissions Mass transit can provide: Savings in time Savings in operation costs Reduction of accidents More efficient land use Savings in CO2 eq. emissions Transportation capacity for 10,000 persons for 1km One solution that many medium-sized or large cities have adopted is the BRT (Bus Rapid Transit) which is much cheaper than rail and quite efficient. See Case Study of Metrobus of Mexico, and compare it with the earlier experience in Curitiba and Bogotá. Source. Urban Climate and Mobility - Urban Transportation

Collective transport: motor vehicles
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Collective transport: motor vehicles Anarchic mix of private buses in Barranquilla, Colombia Locally produced buses in Metro Manila, Philippines Urban and intercity collective minivans, throughout Africa 1. Buses are an efficient means of transport that only produces a fraction CO2 compared to cars 2. But if operated by many individual and competing owners they multiply the problems of private cars 3. Co-operative operation can help to make best use of the fleet and to allow free interchange between lines. Then they can substitute and complement beneficially other modes of transport 4. So called Bus Rapid Transport systems (BRT) have been introduced based on the same arguments Modernization of public transport is a necessity in many cities of emerging countries. For example, in Mexico, what dominates is the hombre-camión (a man and his bus). In the Mexican city of Puebla (approx. 2 million inhabitants) we encounter more than 2,000 operators, plus over 2000 taxis. The system is far from being optimal: high pollution, many accidents, long travel time, low quality service. Only very recently, Puebla has embarked on a BRT corridor (Bus Rapid Transit) with a long term plan of 6 corridors. In Latin American, many cities have adopted such policies: Curitiba and Bogotá, often designed as best practices. Also Santiago, Chile, but not as successful. In Mexico, the Federal Government promotes such policies: there are ongoing projects of BRT in various cities, namely: Monterrey, Tijuana, Mexicali. The main difficulty in such projects is to integrate small operators in the process to form modern enterprises. The problem is more a political than an economic one. See the case study of the Metrobus BRT – Insurgentes: contains information on this type of policy for a large megalopolis (20 million) but exportable in medium-sized cities. Green City buses operating in Nairobi. Kenya The first ever introduced BRT system in Curitiba An improvised BRT system in Cuba in the 1990s Bus shuttle service in China Urban Climate and Mobility - Urban Transportation

BRT (Bus Rapid Transport) characteristics
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION BRT (Bus Rapid Transport) characteristics ● Exclusive right of way lanes ● Reformed business and institutional structures ● Rapid boarding and alighting ● Free transfers between routes ● Pre-board fare collection and fare verification ● Enclosed stations that are safe and comfortable ● Clear route maps, signage and real-time information displays. ● Modal integration at stations and terminals ● Clean vehicle technologies ● Excellence in marketing and customer service ). These pictures are from the Transmilenio en Bogotá, about one year after it had started. See also the Case Study of the Metrobus – BRT of Mexico City. Source: Wright, L. (2004) Bus Rapid Transit Planning Guide (Eschborn: GTZ Urban Climate and Mobility - Urban Transportation

Collective motor vehicles for short distances
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Collective motor vehicles for short distances Rickshaws in Hyderabad, 1983 The zero-emission Asian bicycle rickshaws were first adapted with motor engines to reach a wider operation radius. Anti-pollution legislation like in Delhi forced the producers to switch to CNG, LPG or battery powered motor rickshaws which makes them less noisy and environmentally friendly. Such a vehicle is currently sold at US$ 1,500,-. Small mobility needs small vehicles Transportation is always local and therefore solutions must be local, too. We find this minibus low-floor in downtown Rome where streets are narrow and space scarce. Another local solution is the Asian rickshaw. It was introduced in the state of Puebla in Mexico for taxis but rapidly removed again because of the protests of taxi drivers who saw it as an unfair competition. However, we see such vehicles in the small rural towns in the state of Oaxaca, Mexico and it seems to work fine. Minibus Low-Floor, Rome 2011 Motor Rickshaw in Delhi 2011 Urban Climate and Mobility - Urban Transportation

Boats / water transportation
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Boats / water transportation Traditional water taxis in Dhaka, Bangladesh Zero emission water taxis in Bangladesh These are water taxis in the city of Dhaka, capital of Bangladesh, in the 1980s. As said before, solutions are local. Task: search the internet for modern water taxi system in other cities and attempt a comparison. Urban Climate and Mobility - Urban Transportation

Boats: modern water taxis
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Boats: modern water taxis no street investment for water taxis! Cities on the waterfront or with rivers and canals can use water taxis to avoid traffic congestion, reduce the demand for sealed road surfaces and avoid the need for use of cars. Classical examples in the West are Venice, or Bangkok in the East. Water taxis in Seattle These water taxis run in Vancouver (Canada) and in Seattle (North-West USA). Try to find out about the water bus systems in Venice (Italy) and Bangkok (Thailand). Watch the videos: Water taxi in Vancouver Urban Climate and Mobility - Urban Transportation

Railroads: suburban railways
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Railroads: suburban railways Modern electrically powered railways can help to reduce climate change since the power supply can easily switch between different, including renewable, energy sources. In addition, they occupy lass surface on the land than streets and thus allow a higher percentage of greenery. Electric trains can run on any primary energy source Many railway tracks have been abandoned over the last decades but can be retrofitted to accommodate suburban traffic, i.e. in the form of light rail. This represents a good opportunity to alleviate suburban commuting traffic which has become unaffordable to many workers due to increase in fuel costs. Tirana defunct railways Existing big cities with high densities rely partly on underground rail. In spite of their high initial installation costs they provide the same ecological advantages as surface rail.. In North America, namely in Canada, there are many ancient railroad tracks which have been out of use for many years. Some of them, like in Montreal, have been brought into life again for light commuting lines to the suburbs. Others, especially in Canada, have been turned into cycle paths for summer and trail skiing in the winter. Paris- automatic metro Urban Climate and Mobility - Urban Transportation

Costs of different infrastructures $US M/km
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Costs of different infrastructures $US M/km LRT Vancouver, Canaca, 2008 Constructing an underground metro costs at least 10 times as much as a BRT Source: Arias, César (dic. 2005). Nuevas tecnologías y sus impactos en el comportamiento de los usuarios, Diálogo regional en transporte urbano- región andina, 38p. Pdf Comparisons of various mass transit modes give the BRT winner most of the time. However, in some circumstances, the tram competes with the BRT if we take into account the longer span of the infrastructure (40 years vs. 30 years) and the lower operation costs mainly driver costs which occupy an important place in total operation costs in developed countries. One must be careful in transposing figures of northern cities to cities of the south. The previous conclusion might not be valid in emergent countries, like Mexico, for example, where the cost of drivers is very low. Urban Climate and Mobility - Urban Transportation

Alternatives of mass transit and detailed costs
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Alternatives of mass transit and detailed costs Cost in thousand $US/km in 2006 Alternatives: -Current Situation -Bus Lanes -Light Rail -Metro -BRT Costs of: -Infrastructure -Maintenance -Equipment -Operation -Total This slide is worth consulting (was included in the references in other languages). Presents a good synthesis of BRT options. These figures were calculated with a 12% real rate of return which is quite standard in Cost-Benefit analysis of infrastructures in Latin America. Slightly higher than in the US of Canada where it would be around 10%. Many Latin American Cities have chosen BRT. The option of doing nothing is the second costliest. The system of Hombre-Camión or the Driver and his Bus has high operation costs, creates congestion, is a source of many accidents, and is highly polluting. Compared to other options the BRT is often a winner. Source: Castro, Angélica (2008). Ejemplos de BRT’s en Latinoamerica y el Mundo, GTZ. Ppt, 31p. www. Urban Climate and Mobility - Urban Transportation

Railroads: trams and light rail
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Railroads: trams and light rail Electric streetcars were popular up to some 50 years ago but then lost ground against buses who needed less fixed investments, were more flexible towards switching demands and also cheaper to operate in an age of cheap fuel. All over the world new tram lines have been opened all over the world – because of their higher acceptability among travelers, their higher capacity and their environmental advantages Street cars have become the most popular means to move in the city The tram can operate on existing roads which is an advantage in big cities where land is not available for new railway lines. It may also look more “sexy” than the BRT and for that reason sometimes preferred by politicians where money is available. But outside the centre there is no real difference between BRT and trams and definitions overlap. Exercise: ask students to collect pictures from trams in the internet (division of labour according to continent and sub-continent) and let the invent a typology (or beauty contest?) Strasbourg, France 2009 Urban Climate and Mobility - Urban Transportation

Railroads: trams / street cars
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Railroads: trams / street cars Some trams can even operate on regular railway tracks It is also possible to adapt trams to dual electricity provision which allows them to circulate within the conventional urban tram grid as well as on the national railway lines. This allows passengers to reach distant towns right from the city center without need to change trains – like in the case of Karlsruhe in Germany featured in this photo. In centers of historical cities the tram blends better with the environment and may be a better option if financial resources are restricted. Urban Climate and Mobility - Urban Transportation

Bicycles & motos Cycling
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Bicycles & motos Cycling Although representing the main (and less polluting) means of transport in many places world wide a couple of decades ago, mass motorization has changed the picture. However, the unexpected traffic problems resulting from this development let to a rediscovery of the bicycle as means of mass mobility apart from being a sports gear for some. Recent innovations are the city wide bicycle renting systems like in the example of Paris, where the first 30 minutes are even free of charge. . Beijing, China - May 1994 La Habana, Cuba, 1991 Paris, France. May 2011 like trams, bicycles are conquering cities once again What makes people use a bicycle for transportation in town? In Ouagadougou, capital of Burkina Faso, owning a motorcycle is a sign of economic standing, while the social image of the bicycle is very low: a mode of transportation for the poor – in that aspect, similar to Latin America, people consider it rather as a sporting instrument over the week end. However, pro-bike policies have become quite popular in Europe but also in North America. They seem to be just starting in Latin America. The impact on quality of life and CO2 eq. emissions reduction can be significant. See the 'mobility' case study on bikes. Another noteworthy case would be the introduction of bicycles in Cuba in the late 1980's (search in the internet). Urban Climate and Mobility - Urban Transportation

Bicycles & motos Public bicycle pools in Barcelona 2011
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Bicycles & motos At every red dot you may pick up a public bike in Barcelona Barcelona is often cited as a one of the best practice in modern urban planning: old central city pedestrianized, Bicycle Sharing System (BSS named biking), excellent transit service, 30kmh zones in the central areas. As we can see in the slide, to be successful, a BSS has to be an alternative transportation with stations spread all over at walking distance, like public bus stations. Public bicycle pools in Barcelona 2011 Urban Climate and Mobility - Urban Transportation

Bicycles infrastructure
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Bicycles infrastructure As the experience of massive introduction of bicycles in Cuba 1989 showed, the availability of massive infrastructure like cycling lanes, repair shops, safe parking etc. is crucial for the success of such a program. Other cities have learned from that experience and foresee adequate amenities in time. Streets for bikes Safe bicycle garage Amsterdam Double lanes for bicycles help reducing distances origin-destination for cyclists. (exercise: design a cycling network for your home or university city) or watch the video on Gent, the prize winning biking city: or about how the Dutch got their cycle-ways: or the Copenhagen story: Cycle way in Naples, 2012 Cycle way in Bogota,2006 Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES
MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION E-bikes A recent innovation are the e-bikes which support the driver when going up-hill, to extend the mobility circle or even to attain a higher speed. Provided that the battery recharge is based on renewable energy GHG emissions are not generated during operation. e-bikes are the most environmentally friendly motorized vehicle Source: World Bank Development Report 2010 , p. 329. E-bikes are certainly a good option, especially with an ageing population. In most developed countries the proportion of aged (65 and over) is already high and will be around 30% in two decades. The e-bike market is the fastest growing sector in the transportation market in Germany! Moto taxis in Vietnam, 1910 Ho Chi Minh City, Vietnam, 1910 Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Bicycles & motos As cities grow bigger, the larger commuting distances cannot be covered by bicycles any more. Therefore in some Asian cities, like Ho Chi Minh City, motos still outnumber cars by far. They still produce GHG emissions and noise pollution, but much less than the same number of cars would do. Motos can individually move the largest number of persons in narrow streets Ho Chi Minh City, Vietnam, 2010 Motorized two-wheelers are important in Asia as well as Northern Africa and other African countries like Burkina Faso. Imagine the traffic jam if all these motor cyclists were using a car! Urban Climate and Mobility - Urban Transportation

Bicycles & motos Moto taxis are popular in poorer countries
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Bicycles & motos Moto taxis are popular in poorer countries and can represent an important share of employment Motos do however compete with pedestrians for public space Motor cycle taxis are fast and cheap, and can help to reduce the parking problem for bikes in inner cities. Unfortunately, circulation space for pedestrians tend not to be respected in many parts of the world. Exercise for students: Make a survey on size and layout of pavements in your city and map the different uses and occupations occupying pavement space. Suggest necessary pavement sizes for different parts of your home town. Moto taxis in Vietnam, 2010 Moto parking remains an unresolved problem Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 6. Walking All people are pedestrians once they step out of their car In most poorer countries the majority of the population displaces by walking. However, their existence (not to speak of their equal right to the city) seems to be ignored by the planners. In many countries, walking is still the main means of mobility for the majority of the population – like in Ethiopia, for example. However, pedestrians were statistically ignored even in Northern countries but this has changed in recent years. For example, in Origin-Destination Household surveys in the 80’s, a walking trip, even very long, combined with another mode (car, bus, etc…) was automatically discarded. Things have begun to change. Dharavi informal settlement in Mumbai India, 2011) Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 6. Walking In most rich countries certain streets are reserved only for pedestrians, and nobody seems to be missing the cars. It would not cost anything to offer this luxury to the even higher ratio of pedestrians in poorer countries the same. Walking is the most democratic means of mobility Before the systematic introduction of pedestrian streets in the busiest parts of cities the debate was: What will be the impact on stores? We see today that the impact is generally very positive both for the people but also for business who experience higher turnovers. Exercise: If you have a shopping street or mall, go there at different times of the day and count the people actively shopping and, for comparison, the 'strollers'. assess the social function of a pedestrian mall. Ciudade Baixa, Lisbon, Portugal, 2011) Urban Climate and Mobility - Urban Transportation

Greenery HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES
MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Greenery Preservation of green spaces – including also alley trees - in the urban environment is essential especially with the actual tendency of smaller housing in growing urban areas. Greenery transforms the green house gas carbon dioxide CO2 into carbon ( C) and oxygen (O2) and thus lessens the effects of climate change. Urban Climate and Mobility - Urban Transportation

Mitigation: logistical responses
Modes of transportation Modal split Traffic flow management Mitigation: avoid shift improve Many politicians believe that technological modernization is needed to reduce CO2 emissions and, hence, get climate change under control. But statistically more important – and much faster in delivering results – are changes in the behaviour of the people. This can be achieved best with a carrot-and-stick policy: a better legal framework and its enforcement on the one hand – and better education on the other hand (both in the schools as well as informally through the media, the voluntary sector and in the families).

Modes of transportation
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Modes of transportation LONG TERM TRENDS OF MOBILITY by MODE The relative composition between different modes of transport is called MODAL SPLIT The relative mix of different modes of transportation in a city is referred to as the 'Modal Split'). We can still see horses in urban areas – like for the Mounted Police (in Canada) or for recreation. Walking has lost much of its importance in developed and emerging countries. In poor countries it is still at around 60%+ of total trips. Motorized modes have increased considerably in the last decades but seem to be stabilizing and even diminishing slightly in dense areas of developed countries (recent of peak travel). Urban Climate and Mobility - Urban Transportation

Modal split between cars and two-wheelers
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Modal split between cars and two-wheelers Car & Motorized Two-wheelers – World Poor & Rich Modal split between cars and two-wheelers As seen before, motorized two-wheelers is important in many Asian countries and in Africa where having a motorcycle is equivalent to having a car in developed countries – for utility purposes but also for social status. Question to the students: Which important transportation modes for inner-urban mobility are missing in the diagram? Source: UITP Millennium Cities Database. 2001, Cit in: CERTU (2007). Summary. Mobility and transportation. How can sustainable mobility strategies be developed for cities in the developing countries? Pdf. 12p, Urban Climate and Mobility - Urban Transportation

Choosing a Mode – a rational decision
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Choosing a Mode – a rational decision People make a rational choice between means of transportation Rational decisions of individual are closely linked to policies. The most effective Travel Demand Measures (TDM) to mitigate car use are linked to pricing include gasoline or diesel, parking, tax on cars. Task to students: explain the monetary stimulations by which the government tries to influence the modal mobility split in your home town. If the policy is incoherent, try to explain the contradiction. Source: World Bank. Eco 2 Cities. Ecological Cities as Economic Cities (2010). Hiroaki Suzuki, Arish Dastur, Sebastian Moffatt, Nanae Yabuki, Hinako Maruyama, Washington, D.C., xxviii & 360p. www. *** Sector note 3: Cities and Transport, pp. 289. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Modal split between cars and two-wheelers Walking and cycling are the fastest means of transport for short distances Door-to-door time requirements for different modes and distances. Source: Bracher, T.(1987): Konzepte für den Radverkehr, Bielefeld. p. 45 Distance in km. Comparison between different transit systems Travel time is not always well reflected in the choice of mobility mode by urban residents. Very often, the bicycle can also be an option. In most cities, large, medium or small, around 50% of the trips are short, which can be done in bicycle. (See the case study on bikes). Exercise: mark your current residence place in a city map and draw 20-minutes mobility circles around it for walking on foot, riding a bicycle, using a car, a bus or the metro (if available) around your residence. Does this match your habitual mobility choice? Source: CERTU (2007). Summary. Mobility and transportation. How can sustainable mobility strategies be developed for cities in the developing countries? Pdf. 12p, Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Modal split between cars and two-wheelers The table shows the modal split between mobility modes in different German and Swiss cities. The huge differences show that the choice depends on external factors, such as topography, cost, time, fares and – last but not least – local politics. Trips made per inhabitant excl. commuters Bus, tram etc Car, moto Bike, walking Politics are the most important variable to influence the modal split of local transport Apparently very similar cities may disclose quite different modal mobility splits – like the graph shows. Politics is absolutely determinant in the final result of modal choice. It is linked to local mentalities but also to political will to change things. Topography and city size also play a role. Exercise: Add topography and city size to the above table and check whether this can explain some of the distinctions of particular cities in the list. Urban Climate and Mobility - Urban Transportation

Density and Modal Choice (Large Cities)
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Density and Modal Choice (Large Cities) High densities facilitate walking and cycling, which results in less fuel consumption Higher Density More non-motor. modes; less social cost; less km; less cons. energy Urban form and land use is another determinant in modal choice. The denser urban areas are, the less car use, the more transit (if supply is present) and walking. Source: World Bank. Eco 2 Cities. Ecological Cities as Economic Cities (2010). Hiroaki Suzuki, Arish Dastur, Sebastian Moffatt, Nanae Yabuki, Hinako Maruyama, Washington, D.C., xxviii & 360p. www. *** Sector note 3: Cities and Transport, pp. 269. Urban Climate and Mobility - Urban Transportation

Transport options and co-benefits
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Transport options and co-benefits Politics are the most important variable to influence the modal split of local transport The graph suggests different mobility type city models for the global south. One possible reading of the slide would conclude that good government and transparency is the starting point of any sustainable policy. The worst policy is doing nothing: actual demographic trends in most developing cities (rapid population growth and rural exodus) tend to stimulate individual motorized modes when the economic situation permits. Changing this trend is not easy. It needs also changing the mentalities and the development model which too often wants to imitate the American Dream that is not sustainable. Urban Climate and Mobility - Urban Transportation

Traffic flow management: traffic calming
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Traffic flow management: traffic calming Road space is too precious to be used only for storing automobiles Paris, France 2009 Reducing the road width, cobble stone paving, zebra crossings and bumpers will induce the drivers to slow down. Slower speed reduces petrol consumption and CO2 emission. When complete prohibition of cars in central parts of cities is not feasible, traffic calming is a viable option. Also, if bicycle use is promoted, traffic calming is essential to avoid accidents. We usually talk about the conflict between cars and the rest (cyclists and pedestrians) - but in pedestrian zones there is an additional conflict between bicycles and pedestrians. Bad Soden, Germany 2010 Rome 2012 Isfahan, Iran 2008 Urban Climate and Mobility - Urban Transportation

Traffic flow management: traffic calming
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Traffic flow management: traffic calming Car use of streets can be restricted to certain hours, which permits to make alternative use of road space for strolling, street restaurants or sports activities Drawing by the Jordanian architect Rasem Badran In Paris, for example, in the weekend the urban speedway along the river La Seine (constructed in the 70’s) is closed for cars and reserved for pedestrians, bikes, and recreation use. The objective of the actual mayor of Paris, Bertrand Delanoë is to reduce car use by 40% in Paris. Suggestion for class: watch some related videos such as: Madrid 2008 Rome 2012 Barcelona 2011 Urban Climate and Mobility - Urban Transportation

Traffic flow management: pedestrianisation
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Traffic flow management: pedestrianisation Pedestrian streets are permanently closed to traffic, except for deliveries at certain periods Another good selection of videos to watch: Arab Street, Singapore, 2010 Urban Climate and Mobility - Urban Transportation

Traffic flow management: road pricing
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Traffic flow management: road pricing Every motor vehicle entering inner city London needs to pay the congestion charge. Chronic traffic jams have ceased now. The congestion charge for London is £10 on the day (or before) or £12 if paid the following day. Hours of operation are 07:00 to 18:00, Monday to Friday. There is no congestion charge on weekends, public holidays, between Christmas Day and New Year’s Day inclusive, or between 18:00 and 07:00 This gives an investment cost per annual t e CO2 saved over 30 years of roughly $US a ton cit in: Kennedy (2010) in World Bank , Energy efficient cities, p. 176. The first city initiating road pricing was Singapore as early as 1975, which is still in effect today. For illustration about the system see video: Contrary to general traffic calming the congestion charge is income selective Source: Urban Climate and Mobility - Urban Transportation

Traffic flow management: 'smart' controlling
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Traffic flow management: 'smart' controlling The promise of the 'smart city' suggest to optimize traffic flow and use of energy through intelligent electronic regulation. Traffic lights will be adapted to demand as will be road charges which may thus change within minutes. Even the speed and steering of individual automobiles can be centrally controlled. Chinese highway without traffic flow manage-ment below, and - maybe -with it above For an example you may watch: or: Traffic smog in Beijing 2010 Urban Climate and Mobility - Urban Transportation

Traffic emission reduction through norms & taxes
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Traffic emission reduction through norms & taxes The more you pollute, the more you pay The price of petrol has a direct effect on the choice of modal shifts. It can be regulated through lifting of subsidies on fuel and by taxing it. Petrol station in Cape Town 2002 European Union emissions norms rule the acceptable limits for exhaust emissions of new vehicles sold in EU member states. Euro 1 to 6 define the staging the progressive introduction of increasingly stringent standards. Reduction of pollutant emissions from light vehicles The European Union (EU) aims to introduce stricter limits on pollutant emissions from light road vehicles, particularly for emissions of nitrogen particulates and oxides. The Regulation includes measures concerning access to information on vehicles and their components and the possibility of introducing tax incentives. ACT Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information [See amending act(s)]. SUMMARY In order to limit pollution caused by road vehicles, this Regulation introduces common requirements for emissions from motor vehicles and their specific replacement parts (Euro 5 and Euro 6 standards). It also lays down measures improving access to information on vehicle repairs and promoting the rapid production of vehicles in compliance with the provisions of the Regulation. Vehicles involved The Regulation covers vehicles of categories M1, M2, N1 and N2, with a reference mass not exceeding kg. This includes, among others, passenger vehicles, vans, and commercial vehicles intended for the transport of passengers or goods or certain other specific uses (for example ambulances), which should have positive-ignition engines (petrol, natural gas or liquefied petroleum gas (LPG) or compressed ignition (diesel engines). Apart from the vehicles mentioned above (which are covered de facto by the Regulation), vehicle manufacturers may request that vehicles intended for the transport of passengers or goods with a reference mass of between kg and kg should also be included. In order to limit as much as possible the negative impact of road vehicles on the environment and health, the Regulation covers a wide range of pollutant emissions: carbon monoxide (CO), non-methane hydrocarbons and total hydrocarbons, nitrogen oxides (NOx) and particulates (PM). It covers tailpipe emissions, evaporative emissions and crankcase emissions. Source: Progression of European emission standards for Diesel cars Source Urban Climate and Mobility - Urban Transportation

Comprehensive response strategies
Combination of adaptation, mitigation and social criteria through the same measure Greens Pollution Congestion Health Global equity Road space and the right to the city In this section we discuss climate conscious strategies that simultaneously address adaptation and mitigation needs.

Transport policies and plus-benefits
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Transport policies and plus-benefits Tackling emissions, pollution + congestion A good policy must reduce GHG emissions but also reduce CC impacts and solve other transit problems For CC (Climate Change) reduction we will need a series of adaptation and/or mitigation measures, even small ones, the sum of which may have a significant impact. But global warming is not the only problem we experience with urban transportation, like air and noise pollution or constant traffic jams. A good policy deals with as many problems at once, and the table presented in this slide shows how that can be achieved. TDM Transportation demand management refers to ways of making the capacity of our roads more efficient by reducing vehicle demand TOD Transit Oriented Development refers to residential and commercial districts located around a transit station or corridor Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 1. Greens The greenhouse gas CO2 is transformed into C (carbon) and O2 (oxygen) through plants. Therefore urban greenery can contribute to reducing climate change Transit corridors can be greened to absorb CO2 emissions and adapt to global warming Zeil avenue in Frankfurt 1990 Documenta Urbana Jkassel, Germany Tram in Grenoble, France 2010 Car parking can be located underneath trees which also prevent from overheating during sunshine The rail bed of trams and light rail may be planted with lawn which improves the micro climate and absorbs street dust Street trees can make walking less exhausting like in the case of this main shopping street in Frankfurt, now pedestrianized Urban green apart from reducing net Co2 emissions, also filters the air and thus reduces air pollution, finally it provides shade in summer. In addition, it produces mulch and fertilizer. Urban Climate and Mobility - Urban Transportation

2. Pollution: gaseous & particulate matter (PM)
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 2. Pollution: gaseous & particulate matter (PM) Road transport account for up to 30% of fine particulate matter PM which is a serious heath hazard which can lead to premature death, allergies and other diseases, but also contributes to common smog. Concentration is extremely high during traffic peak hours, in street canyons and in a 0.5-km-wide belt along major urban highways. Road transport is also the main contributor to emissions of nitrogen dioxide and benzene in cities. Exposure while commuting represents about half of total exposure to PM from traffic Hong Kong 2011 Street canyon Relative exposure concentration of PM2.5 and the influence of traffic, according to the hour of the day As seen before, the French policy to encourage diesel has a strong negative impact on health. This is an example for contradictory policy objectives: reduce Co2 eq. emissions vs. local pollution and health hazards. The section bounded by thick lines presents a 24-hour traffic-generated exposure profile for PM2.5. Source: Krzyzanowski, M. et al. (2005). Health effects of transport-related air pollution. WHO (WA 754) Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 2. Pollution: noise Traffic tends to be most annoying contributors to noise pollution – representing up to 80% according to the WHO. Elevated noise exposure can cause hearing impairment, hypertension, ischemic heart disease, annoyance, and sleep disturbance, changes in the immune system and birth defects. It may to induce tinnitus, vasoconstriction and other cardiovascular impacts. Noise: Health Effects and Controls. Western Region Universities Consortium (WRUC), Labor Occupational Health Program, UC Berkeley. no date. Speed limits, well designed exhausts, tires, street surface or continuous rails, non combustion engines will reduce the noise at origin. Noise barriers, like earth walls and of course the distance to roads can reduce noise transmission. Greenery does not bring measurable effects, but is sub-jectively felt as noise reduction because of its own tranquilizing ambient noise when wind moves the leaves – and it can lower noise reflection from walls. Speed limits, alternative fuels, greenery all have a positive effect on climate change For illustration, you may want to play some background noise or show the videos: Motor bike in Dharavi, 2011 Wall along railway line in Vancouver, 2006 http//en.wikipedia.org/wiki/Noise_health_effects Urban Climate and Mobility - Urban Transportation

3. Congestion Traffic Jam
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 3. Congestion Traffic Jam Traffic based GHG emissions are bad. But they are even worse if they occur without any benefit for nobody at all – like in a traffic jam. Some people believe that building extra roads will solve the problem. But evidence shows that better roads attract more traffic and the balance is zero. Hence, the most efficient mean to avoid traffic jams are road closures, pedestrian streets – in combination with good mass transport infrastructure and non motorized mobility The vicious circle is: more road, more cars. How solve the problem in a democracy (or other political regime) where people want more roads? Not an easy puzzle to resolve. Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 3. Health & mobility Because physical inactivity [like sitting in a car or airplane for long periods] is a primary risk factor driving the global increase in chronic disease, sport can play a critical role in slowing the spread of chronic diseases, reducing their social and economic burden, and saving lives. Walking or cycling are means of mobility that as a bonus side effect help to keep you fit and healthy while not having any negative effect related to climate change An excellent source of information on walking are writings, blogs and videos by the Danish planner Jan Gehl. Here some useful links: World Urban Forum in Barcelona, 2006 Urban Climate and Mobility - Urban Transportation

GHG emissions by rich and poor countries
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION GHG emissions by rich and poor countries : a-World b-High-income c-Middle-income d-Low-income The size of each pie represents contributions of greenhouse gas emissions, including emissions from land-use changes, from high-, middle-, and low-income countries; the respective shares are 35, 58, and 7 percent. Looking only at CO2 emissions from energy, the respective shares are 49, 49, and 2 percent. Rich countries contribute many times more to climate change as compared to poor regions Is that fair? High-income countries Middle-income countries Low-income countries Even if industrialized countries are more energy efficient than those in the global south, their number of GHG emitters are many more times higher. Following the urban footprint theory/philosophy, each city and country should become resource self-sufficient in space and time and stop living on the cost of other nations and other (past of future) generations. Reading: Source: World Bank develop report 2010, p. 217 Urban Climate and Mobility - Urban Transportation

GHG emissions by rich and poor communities
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION GHG emissions by rich and poor communities Issue of Equity: NOx emissions generated by person in Montreal, 2008 darker colour = more emissions Richer people living in the outskirts in low-density neighbourhoods pollute about 3 times more than poor central areas Source: Bertaud, in Lefèvre, op. cit. This raises the issue of equity. A high proportion of residents living in the suburbs with cleaner air work in the central city and travel by car, thus polluting the center while the inhabitants of the center are less motorized and use more public transit but breath polluted air. Source: Sider, T. et al., (2012). Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Use of road space Houston, USA Houston, USA The consumption of land for traffic infrastructure indirectly contributes greatly to climate change through surface sealing and reduction of green land or forests. A standard motorway crossing occupies as much land as an entire historical city [here Salzburg in Austria] containing 4000 housing units, 430 enterprises, 16 churches, 13 schools and one university. Source: Peter M. Bode et al.(1991). Alptraum Auto. Raben Verliag München, S. 93 In many developed cities, urban motorways constructed in the 70’s or early 80’s are converted into boulevards or destroyed. There are, however, some notable examples of reverse conversion, like the Seoul example demonstrates: (Don't forget to click at the files with the pictures at the end) Street widening scheme in Bangalore, India, 1993. Urban Climate and Mobility - Urban Transportation

Road space: a matter of justice?
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Road space: a matter of justice? When it comes to investing into the urban transportation infrastructure, individual motorized traffic regularly is benefitting disproportionally. This is particularly true in poor countries where only a minority of the population owns a car. Use of road space in key corridors in Chennai, India Exercise: let the students pick a city section on Google earth and let them calculate and compare: a) total area of the chosen section b) area occupied by buildings c) area occupied by plots d) area occupied by green areas & rivers e) area occupied by streets, pathways and other transportation infrastructure Source: Michael Replogle (ITDG 2011). Why Transport Sustainability is Fundamental to Sustainable Development Khayelitsha, South Africa, 2002 Urban Climate and Mobility - Urban Transportation

MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Sharing of road space Where the use of the bike is important various solutions are possible. Reserved cycle paths is ideal when there is sufficient space. However it is not always the case downtown or in dense areas. In Kyoto, for example, cyclists and pedestrians share the use of the sidewalk to reduce accidents for the cyclists (not sharing the road with cars). Neighbourhood street in Beijing, China: no preference to motorized traffic Urban Climate and Mobility - Urban Transportation

Summary The summary contains key urban transportation policy recommendations as they have been introduced in this presentation more in detail. suggestion for a closing clip to play:

Sustainable mobility policies: mitigation
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Sustainable mobility policies: mitigation Diminish pollutant GHG emissions from motorized traffic by various means: Better Technology Change Behavior (modal choice) Urban Form Legislation In detail: Tax car use – tax on gas and others Control car use before car ownership Penalize use of private car in peak hours Tax parking in Center of cities Promote TDM (Travel Demand Management) measures to reduce carbon intensive trips Expand urban transit services Modify land use in favor of pedestrians and bicycle use Source: U.S. Department of Transportation (April 2010). Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions. Vol. 1: Synthesis Report. Vol.2: Technical Report. Report to the Congress. 605p. ES-6 To attain sustainable transportation we will need as series of measures and political will. In developed countries we see an apparent saturation of individual car use due due to various reasons, structural and cyclical: slow or diminishing population, ageing of the population, economic crisis, rise of fuel prices, changes in mentalities. The big challenge for a sustainable world is in emerging economies where population growth is still important and catching up with developed countries is far from being achieved. Urban Climate and Mobility - Urban Transportation

Policies directed towards motorised traffic
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Policies directed towards motorised traffic Introduce low-carbon fuels Increase vehicle fuel economy Improve transportation system efficiency Reduce carbon-intensive travel activity Carbon pricing Improve Transportation Planning Control Urban Sprawl Source: U.S. Department of Transportation (April 2010). Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions. Vol. 1: Synthesis Report. Vol.2: Technical Report. Report to the Congress. 605p. ES-6 Promotion of non-motorized modes Cycle & pedestrian paths Share-a-Bike Public spaces Intermodality A series of measures will be necessary. Share-a-Bike system in Puebla 2012 Urban Climate and Mobility - Urban Transportation

Sustainable mobility policies: adaptation
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Sustainable mobility policies: adaptation Adaptation is crucial, especially in developing countries. Adaptation can mute the impact, but not solve the problem of climate change. Necessity of strong and early mitigation. Otherwise costs of adaptation will grow rapidly. Adaptation benefits will be local in contrast with mitigation Examples: Winter roads in Manitoba, Canada. Replace 600km. of ice-based roads by roads on lands with permanent bridges over critical river crossings. Managing flood risk in London: important increase of maintenance costs of flood defenses in the Thames. Protecting Venice: a costly controversial issue. We are now in a state of climate change. Adaptation measures will be necessary to meet present challenges of brutal changes in weather patterns already present but mitigation policies are essential for future generations. Urban Climate and Mobility - Urban Transportation

GLOBUS Thank you! www.globus.eu.com Global Urban Studies Institute
Authors: Prof. Yves D. Bussière Benemérita Universidad Autónoma de Puebla (BUAP), Puebla, Mexico Prof. Dr. Kosta Mathéy GLOBUS. Global Urban Studies Institute, Berlin GLOBUS Global Urban Studies Institute International Academy at FU Berlin Photos without indicated credits were taken by the authors

Readings & References

Essential Readings (available on www)
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Essential Readings (available on www) European Communities (1999). Cycling: the way ahead for towns and cities. Authors: J. Dekoster, U. Schollaert, pdf, 63p. www. Journeys (nov 2011). Passenger Transport Mode Shares in World Cities. Source: p60PassengerTransportModeSHares.pdf Kennedy, Christopher, David Bristow, Sybil Derrible, Eugene Mohareb, Sheyda Saneinejad, Robert Stupka, Lorraine Sugar, Ryan Zizzo, and Bernard McIntyre (2010). “Getting to Carbon Neutral: A Review of Best Practices in Infrastructure Strategy”, in The World Bank (2010). Energy Efficient Cites, Chap. 8, pp www. Kenworthy Jr, (2003). “Transport Energy Use and Greenhouse Gases in Urban Passenger Transport Systems: A Study of 84 Global Cities. Presented to the international Third Conference of the Regional Government Network for Sustainable Development, Notre Dame University, Western Australia, Sep , 28p. pdf. www. Lefèbre, Benoit (2009) . « Urban Transport Energy Consumption : Determinants and Strategies for its Reduction. An Analysis of literature » S.A.P.I.E.N.S. [On line], , Online since 07 April Connection on 05 April URL : Revues.org/ www. Newman Peter & Jeff Kenworthy (2011). ‘Peak Car Use’: Understanding the Demise of Automobile Dependence, World Transport Policy and Practice, Vol June 2011, pp Newman Peter & Jeffrey Kenworthy (2006). Urban Design to Reduce Automobile Dependence. Opolis, Vol. 2, No. 1, 2006 pp www. Newman, Peter & Jeff Kenworthy (2000). ‘The Ten Myths of Automobile Dependence”, World Transport Policy & Practice, Volume 6, Number 1, (2000) pdf. 11p. www. OECD (2011). Transport Outlook. Meeting the Needs of 9 Billion People. International Transport Forum, 48p. pdf www. – pp 1-9. Stern, Nicholas (2007). Stern Review: The Economics of Climate Change. Pdf. 662p. www. (Read parts concerning transportation: mitigation, adaptation, case studies – see Executive Summary and Transport _annex). U.S. Department of Transportation (April 2010). Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions. Volume 1: Synthesis Report. Volume 2: Technical Report. Report to the Congress. Pdf. 605p. www. Essential readings: European Communities (1999). Cycling: the way ahead for towns and cities. Authors: J. Dekoster, U. Schollaert, pdf, 63p. www. Journeys (nov 2011). Passenger Transport Mode Shares in World Cities. Source: p60PassengerTransportModeSHares.pdf Kennedy, Christopher, David Bristow, Sybil Derrible, Eugene Mohareb, Sheyda Saneinejad, Robert Stupka, Lorraine Sugar, Ryan Zizzo, and Bernard McIntyre (2010). “Getting to Carbon Neutral: A Review of Best Practices in Infrastructure Strategy”, in The World Bank (2010). Energy Efficient Cites, Chap. 8, pp www. Kenworthy Jr, (2003). “Transport Energy Use and Greenhouse Gases in Urban Passenger Transport Systems: A Study of 84 Global Cities. Presented to the international Third Conference of the Regional Government Network for Sustainable Development, Notre Dame University, Western Australia, Sep , 28p. pdf. www. Lefèbre, Benoit (2009) . « Urban Transport Energy Consumption : Determinants and Strategies for its Reduction. An Analysis of literature » S.A.P.I.E.N.S. [On line], , Online since 07 April Connection on 05 April URL : Revues.org/ www. Newman Peter & Jeff Kenworthy (2011). ‘Peak Car Use’: Understanding the Demise of Automobile Dependence, World Transport Policy and Practice, Vol June 2011, pp Newman Peter & Jeffrey Kenworthy (2006). Urban Design to Reduce Automobile Dependence. Opolis, Vol. 2, No. 1, 2006 pp www. Newman, Peter & Jeff Kenworthy (2000). ‘The Ten Myths of Automobile Dependence”, World Transport Policy & Practice, Volume 6, Number 1, (2000) pdf. 11p. www. OECD (2011). Transport Outlook. Meeting the Needs of 9 Billion People. International Transport Forum, 48p. pdf www. – pp 1-9. Stern, Nicholas (2007). Stern Review: The Economics of Climate Change. Pdf. 662p. www. (Read parts concerning transportation: mitigation, adaptation, case studies – see Executive Summary and Transport _annex). U.S. Department of Transportation (April 2010). Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions. Volume 1: Synthesis Report. Volume 2: Technical Report. Report to the Congress. Pdf. 605p. www. Urban Climate and Mobility - Urban Transportation

Other References (available on www)
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Other References (available on www) Alberini, Anna et alii., (1994)xxx). “Will Speeding the Retirement of Old Cars Improve Air Quality?” in Resources, No. 115, Spring, pdf, 7p. www. Alberini, Anna, David Edelstein, and Virginia D. McConnell (1994).”Will Speeding the Retirement of Old Cars Improve Air Quality?”, in The RFF Reader in Environmental and Resource Management (1999). Edited by Wallace E. Oates, Resources for the Future, Washington, D.C.,1999, pp www. Bördlein, Eva. The Munich Bicycle Development Concept. City Development Department, Munich. Pdf. 6p. www. CERTU (2007). “Summary. Mobility and transportation. How can sustainable mobility strategies be developed for cities in the developing countries?” Lyon, pdf. 12p. www. CERTU (recent) Sustainable Urban Transport in Mediterranean. Pdf, 3p. www. City of Copenhagen ( ) Economic evaluation of cycle projects – methodology and unit prices. Summary. Working paper, 11p. pdf. www. Davoudi, Simin, Jenny Crawford and Abid Mehmood (Ed.) (2009) .Reprinted Planning for Climate Change. Strategies for Mitigation and Adaptation for Spatial Planners. Earthscan publishing for a sustainable future, London, Washington D.C., xxiv & 319p. Elson, Derek (1996). Smog Alert. Managing Urban Air Quality. London, Eathscan Publications Ltd, xiv & 226p. EMBARQ (2012). Sustainable Urban Transport in India. Role of the Auto-rickshaw Sector. Authors: Akshay Mani, Madhav Pai, Rishi Aggarwal. Wawhington D.C., Pdf 44p. www. EU. EURFORUM. Strategic Agenda for Urban Mobility. SRA Final Version, prepared by ECTRI (Oct 2007) European Research Forum for Urban Mobility. Pdf, 79p. www. European Commission (1999). Cycling : the way ahead for towns and cities Authors : J. Dekoster, U. Schollaert. Pdf. 63p. www. Insitituto Nacional de Ecología (March 2006). The Benefits and Costs of a Bus Rapid Transit System in Mexico City. Final Report, 133p. www. Other References: Alberini, Anna et alii., (1994)xxx). “Will Speeding the Retirement of Old Cars Improve Air Quality?” in Resources, No. 115, Spring, pdf, 7p. www. Alberini, Anna, David Edelstein, and Virginia D. McConnell (1994).”Will Speeding the Retirement of Old Cars Improve Air Quality?”, in The RFF Reader in Environmental and Resource Management (1999). Edited by Wallace E. Oates, Resources for the Future, Washington, D.C.,1999, pp www. Bördlein, Eva. The Munich Bicycle Development Concept. City Development Department, Munich. Pdf. 6p. www. CERTU (2007). “Summary. Mobility and transportation. How can sustainable mobility strategies be developed for cities in the developing countries?” Lyon, pdf. 12p. www. CERTU (recent) Sustainable Urban Transport in Mediterranean. Pdf, 3p. www. City of Copenhagen ( ) Economic evaluation of cycle projects – methodology and unit prices. Summary. Working paper, 11p. pdf. www. Davoudi, Simin, Jenny Crawford and Abid Mehmood (Ed.) (2009) .Reprinted Planning for Climate Change. Strategies for Mitigation and Adaptation for Spatial Planners. Earthscan publishing for a sustainable future, London, Washington D.C., xxiv & 319p. Elson, Derek (1996). Smog Alert. Managing Urban Air Quality. London, Eathscan Publications Ltd, xiv & 226p. EMBARQ (2012). Sustainable Urban Transport in India. Role of the Auto-rickshaw Sector. Authors: Akshay Mani, Madhav Pai, Rishi Aggarwal. Wawhington D.C., Pdf 44p. www. EU. EURFORUM. Strategic Agenda for Urban Mobility. SRA Final Version, prepared by ECTRI (Oct 2007) European Research Forum for Urban Mobility. Pdf, 79p. www. European Commission (1999). Cycling : the way ahead for towns and cities Authors : J. Dekoster, U. Schollaert. Pdf. 63p. www. Insitituto Nacional de Ecología (March 2006). The Benefits and Costs of a Bus Rapid Transit System in Mexico City. Final Report, 133p. www. Urban Climate and Mobility - Urban Transportation

Other References (available on www)
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Other References (available on www) Litmann, Todd et al., (2006). Pedestrian and Bicycle Planning. A Guide to Best Practices. Victoria, B.C., Victoria Transport Policy Institute, pdf. 88p. www. Mani, Akshay et al. (2012) , Sustainable Urban Transport in India : Role of the Auto-rickshaw Sector, pdf, 3p. www. Mitric, Slodoban (October 2008). Urban Transport for Development. Towards an Operationally-Oriented Strategy. Washington D.C., The World Bank Group,Transport Papers TP-22. Pdf. 99p. www. Montassar DRAIEF – SYSTRA, BRT Performances v. MRT (sept. 2006)., pdf. 16p. www. (with examples of Curitiba and Bogota). New York City Global Partners (2011). Best Practice: Largest Bicycle Path Network. Report May 4. Pdf, 4p www. Newman, Peter and Kenworthy, Jeffrey (2006). “Urban Design to Reduce Automobile Dependence”, Opolis: An International Journal of Suburban and Metropolitan Studies, vol. 2, Issue 1, Article 3, pp , pdf. www. Nicolas, J.-P. , P. Pochet, H. Poimboeuf (year?). Towards Sustainable Mobility Indicators. Application to the Lyons conurbation. In Transport Policy, vol. 10, no. 3, pp Pdf. www. Oates, Wallace E. (Ed.) (1999). The RFF Reader in Environmental and Resource Mnagement. Washington D.C. Resources for the Future. xviii & 310p. Ontario Government (2011).Climate Ready. Ontario’s Adaptation Strategy and Action Plan , Queen’s Printer, 124p. www. PBL Netherlands Environmental Assessment Agency (July 2012). Trends in Global CO2 Emissions. Background Studies, pdf. 40p. www. TRB (2009). Driving and the Built Environment. The Effects of Compact Development on Motorized Travel, Energy Use, and CO2 Emissions. 257p. www. World Resources Institute (2010). Dario Hidalgo, Modernizing Public Transportation (Lessons learned from major bus improvements in Latin America and Asia). Pdf. 44p. www. Other references available as ppt: Litmann, Todd et al., (2006). Pedestrian and Bicycle Planning. A Guide to Best Practices. Victoria, B.C., Victoria Transport Policy Institute, pdf. 88p. www. Mani, Akshay et al. (2012) , Sustainable Urban Transport in India : Role of the Auto-rickshaw Sector, pdf, 3p. www. Mitric, Slodoban (October 2008). Urban Transport for Development. Towards an Operationally-Oriented Strategy. Washington D.C., The World Bank Group,Transport Papers TP-22. Pdf. 99p. www. Montassar DRAIEF – SYSTRA, BRT Performances v. MRT (sept. 2006)., pdf. 16p. www. (with examples of Curitiba and Bogota). New York City Global Partners (2011). Best Practice: Largest Bicycle Path Network. Report May 4. Pdf, 4p www. Newman, Peter and Kenworthy, Jeffrey (2006). “Urban Design to Reduce Automobile Dependence”, Opolis: An International Journal of Suburban and Metropolitan Studies, vol. 2, Issue 1, Article 3, pp , pdf. www. Nicolas, J.-P. , P. Pochet, H. Poimboeuf (year?). Towards Sustainable Mobility Indicators. Application to the Lyons conurbation. In Transport Policy, vol. 10, no. 3, pp Pdf. www. Oates, Wallace E. (Ed.) (1999). The RFF Reader in Environmental and Resource Mnagement. Washington D.C. Resources for the Future. xviii & 310p. Ontario Government (2011).Climate Ready. Ontario’s Adaptation Strategy and Action Plan , Queen’s Printer, 124p. www. PBL Netherlands Environmental Assessment Agency (July 2012). Trends in Global CO2 Emissions. Background Studies, pdf. 40p. www. TRB (2009). Driving and the Built Environment. The Effects of Compact Development on Motorized Travel, Energy Use, and CO2 Emissions. 257p. www. World Resources Institute (2010). Dario Hidalgo, Modernizing Public Transportation (Lessons learned from major bus improvements in Latin America and Asia). Pdf. 44p. www. Urban Climate and Mobility - Urban Transportation

Other References HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES
MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Other References Peer 1 Report (2009). Europe Adapts to Climate Change. Comparing National Adaptation Strategies. Rod Stewart, Robbert Biesbroek, Svend Vinnerup, Timothy R.Carter, Caroline Cowan, Thomas Henrichs, Sophie Loquen, Hanna Mela, Michael Morecroft, Motrizt Reese and Daniela Ray. Partnership for European Environmental Research. Sastamala, 282p. Said, Madami and Difat Adderrahmane (Recent) “The Tram as a Sustainable Mode of Mobility in the City of Setif-Algeria, Conference on Technology & Sustainability in the Built Environment, pdf, 16p. www. Smith, Peter F. (2010). Building for a Changing Climate. The Challenge for Construction, Planning and Energy. Earthscan publishing for a sustainable future, London, Sterling, VA, xvi & 184p. UE, Sustainable Urban Mobility Plans – Planning for People (Sept. 2011) Guidelines: Developing and Implementing a sustainable urban mobility plan. Pdf, 120p. Working document. www. Mobilityplans.eu. United Nationas Centre for Regional Development in colab. With others (August 2010). Public Transport – The Smart, Green Solution. Financing Public Transport. Final Draft. Pdf 30p. www. United Nations Human Settlements Programme. UN-HABITAT (2011). Cities and Climate Change: Global Report on Human Settlements Abridged Edition. London, Washington D.C., viii & 51p. www. United Nations Human Settlements Programme. UN-HABITAT (2011). Cities and Climate Change: Global Report on Human Settlements Full Report. London, Washington D.C., xviii &279p. www. Villes en développement (dec. 2007). Mobility and urban development. Pdf 12p. www. (various short articles: mobility and accessibility, informal transport, sustainable strategies for developing cities, urban mobility in Morocco, Bangalore Masterplan, Gauteng Province in South Africa). World Bank (2010). Convenient Solutions to an Inconvenient Truth. Ecosystem-Based Approaches to Climate Change. Washington D.C, xii & 116p.(2009 edition in www). World Bank (2010). Energy Efficient Cities. Assessment and Benchmarking Practices. Edited by Ranjan K. Bose, xviii & 228p. Washington D.C., xx & 418p. www. World Bank (2010). World Development Report Development and Climate Change. Washington D.C., xx & 418p. www. World Bank. Daniel Hoornweg, Mila Freire, Marcus J. Lee, Perinaz Bhada-Tata, and Belinda Yuen, Editors. (2011). Cities and Climate Change. Responding to an Urgent Agenda. xiv & 310p. www. World Bank. Eco 2 Cities. Ecological Cities as Economic Cities (2010). Hiroaki Suzuki, Arish Dastur, Sebastian Moffatt, Nanae Yabuki, Hinako Maruyama, Washington, D.C., xxviii & 360p. www. Wright, Lloy and Walter Hook, Bus Rapid Transit Guide (June 2007). 3red ed. Pdf, 45p.New York, Institute for Transportation & Development Policy, www. Urban Climate and Mobility - Urban Transportation

Other References (may not be in www)
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Other References (may not be in www) Peer 1 Report (2009). Europe Adapts to Climate Change. Comparing National Adaptation Strategies. Rod Stewart, Robbert Biesbroek, Svend Vinnerup, Timothy R.Carter, Caroline Cowan, Thomas Henrichs, Sophie Loquen, Hanna Mela, Michael Morecroft, Motrizt Reese and Daniela Ray. Partnership for European Environmental Research. Sastamala, 282p. Said, Madami and Difat Adderrahmane (Recent) “The Tram as a Sustainable Mode of Mobility in the City of Setif-Algeria, Conference on Technology & Sustainability in the Built Environment, pdf, 16p. www. Smith, Peter F. (2010). Building for a Changing Climate. The Challenge for Construction, Planning and Energy. Earthscan publishing for a sustainable future, London, Sterling, VA, xvi & 184p. UE, Sustainable Urban Mobility Plans – Planning for People (Sept. 2011) Guidelines: Developing and Implementing a sustainable urban mobility plan. Pdf, 120p. Working document. www. Mobilityplans.eu. United Nationas Centre for Regional Development in colab. With others (August 2010). Public Transport – The Smart, Green Solution. Financing Public Transport. Final Draft. Pdf 30p. www. United Nations Human Settlements Programme. UN-HABITAT (2011). Cities and Climate Change: Global Report on Human Settlements Abridged Edition. London, Washington D.C., viii & 51p. www. United Nations Human Settlements Programme. UN-HABITAT (2011). Cities and Climate Change: Global Report on Human Settlements Full Report. London, Washington D.C., xviii &279p. www. Villes en développement (dec. 2007). Mobility and urban development. Pdf 12p. www. (various short articles: mobility and accessibility, informal transport, sustainable strategies for developing cities, urban mobility in Morocco, Bangalore Masterplan, Gauteng Province in South Africa). World Bank (2010). Convenient Solutions to an Inconvenient Truth. Ecosystem-Based Approaches to Climate Change. Washington D.C, xii & 116p.(2009 edition in www). World Bank (2010). Energy Efficient Cities. Assessment and Benchmarking Practices. Edited by Ranjan K. Bose, xviii & 228p. Washington D.C., xx & 418p. www. World Bank (2010). World Development Report Development and Climate Change. Washington D.C., xx & 418p. www. World Bank. Daniel Hoornweg, Mila Freire, Marcus J. Lee, Perinaz Bhada-Tata, and Belinda Yuen, Editors. (2011). Cities and Climate Change. Responding to an Urgent Agenda. xiv & 310p. www. World Bank. Eco 2 Cities. Ecological Cities as Economic Cities (2010). Hiroaki Suzuki, Arish Dastur, Sebastian Moffatt, Nanae Yabuki, Hinako Maruyama, Washington, D.C., xxviii & 360p. www. Wright, Lloy and Walter Hook, Bus Rapid Transit Guide (June 2007). 3red ed. Pdf, 45p.New York, Institute for Transportation & Development Policy, www. Urban Climate and Mobility - Urban Transportation

Sources & References in other languages
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Sources & References in other languages ADEME (Agence de l’Environnement et de la Maîtrise de l’Énergie) (2010). Énergie et Climat. Angers, France. Pdf 110p. www. (Transportation pp ). CERTU (Lyon, France). Castro, Angélica (2008). Ejemplos de BRT’s en Latinoamerica y el Mundo, GTZ. Ppt, 31p. www. A Few www sites World Bank United Nations OECD (International Transport Forum & others) World Resources Institute, Washington D.C. EMBARQ Manicore (Jean-Marc Jancovici - France) ADEME (France) GTZ Continuation: ADEME (Agence de l’Environnement et de la Maîtrise de l’Énergie) (2010). Énergie et Climat. Angers, France. Pdf 110p. www. (Transportation pp ). CERTU (Lyon, France). Castro, Angélica (2008). Ejemplos de BRT’s en Latinoamerica y el Mundo, GTZ. Ppt, 31p. www. Urban Climate and Mobility - Urban Transportation

IX Annex : 2 Extensive CASE STUDIES
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION IX Annex : 2 Extensive CASE STUDIES 2 Case Studies Cycle paths and BSS (Bicycle Sharing Systems) Metrobus – BRT of Mexico City The two case studies are contained in separate files. Urban Climate and Mobility - Urban Transportation

Sources for 2 extensive Case Studies 1/2
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Sources for 2 extensive Case Studies 1/2 Case Study on Bikes and BSS European Communities (1999). Cycling: the way ahead for towns and cities. Authors: J. Dekoster, U. Schollaert, pdf, 63p. www. Héran, Frédéric. ¨Dossier spácial coûts¨. Vélocité plus, no. 4, dic BOITEUX Marcel (dir.), 2001, Transports : choix des investissements et coût des nuisances, rapport pour le Commissariat general du Plan, La Documentation Francaise, Paris, 325 p. ORFEUIL Jean-Pierre, 1997, Les coûts externes de la circulation routière, rapport INRETS n° 216, 110 p. PAPON Francis, 2002, ≪ La marche et le vélo : quels bilans économiques pour l’individu et la collectivité ? ≫, Transports, 3 parties, n° 412, 413 et 414. Ravalet, Emmanuel, Yves Bussière (2012). Les systèmes de vélos libre-service sont-ils à l’origine du renouveau du cyclisme urbain?, Recherche Transport Sécurité, 28: Bussière, Y.D, J-L Collomb, E. Ravalet (2009). Cycling in the city and Reduction of Greenhouse Emissions: The Case of Mexico, Fifth Urban Research Symposium, Marseilles, World Bank, 14p. pdf. New York City Global Partners (2011). Best Practice: Largest Bicycle Path Network. Report May 4. Pdf, 4p www. Litmann, Todd et al., (2006). Pedestrian and Bicycle Planning. A Guide to Best Practices. Victoria, B.C., Victoria Transport Policy Institute, pdf. 88p. Case Study on Bikes and BSS European Communities (1999). Cycling: the way ahead for towns and cities. Authors: J. Dekoster, U. Schollaert, pdf, 63p. www. Héran, Frédéric. ¨Dossier spácial coûts¨. Vélocité plus, no. 4, dic BOITEUX Marcel (dir.), 2001, Transports : choix des investissements et coût des nuisances, rapport pour le Commissariat general du Plan, La Documentation Francaise, Paris, 325 p. ORFEUIL Jean-Pierre, 1997, Les coûts externes de la circulation routière, rapport INRETS n° 216, 110 p. PAPON Francis, 2002, ≪ La marche et le vélo : quels bilans économiques pour l’individu et la collectivité ? ≫, Transports, 3 parties, n° 412, 413 et 414. Ravalet, Emmanuel, Yves Bussière (2012). Les systèmes de vélos libre-service sont-ils à l’origine du renouveau du cyclisme urbain?, Recherche Transport Sécurité, 28: Bussière, Y.D, J-L Collomb, E. Ravalet (2009). Cycling in the city and Reduction of Greenhouse Emissions: The Case of Mexico, Fifth Urban Research Symposium, Marseilles, World Bank, 14p. pdf. New York City Global Partners (2011). Best Practice: Largest Bicycle Path Network. Report May 4. Pdf, 4p www. Litmann, Todd et al., (2006). Pedestrian and Bicycle Planning. A Guide to Best Practices. Victoria, B.C., Victoria Transport Policy Institute, pdf. 88p. Urban Climate and Mobility - Urban Transportation

Sources for 2 extensive Case Studies 2/2
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION Sources for 2 extensive Case Studies 2/2 Case Study on Metrobus – BRT of Mexico City CDM (Clean Development Mechanism)– Executive Board. (6/05/2011). Project design document form (CDM PDD) – Version 03 pdf. , 131p., www. CTS EMBARQ Mexico (2012). Mobilising Private Investment for Bus Rapid Transit Systems, 47p., pdf., www. Instituto Nacional de Ecología (March 2006). The Benefits and Costs of a Bus Rapid Transit System in Mexico City. Final Report, 133p. www Moreno Trejo, Arturo (2012). Metrobús, una solucion a la Mobilidad en un gran Metrópoli, el caso de la Ciudade de México. Mesa de trabajo: Modernidación del transporte y la emisión del CO2 en Puebla. Tec de Monterrey, Puebla, Mexico nov. Case Study on Metrobus – BRT of Mexico City CDM (Clean Development Mechanism)– Executive Board. (6/05/2011). Project design document form (CDM PDD) – Version 03 pdf. , 131p., CTS EMBARQ Mexico (2012). Mobilising Private Investment for Bus Rapid Transit Systems, 47p., pdf., Instituto Nacional de Ecología (March 2006). The Benefits and Costs of a Bus Rapid Transit System in Mexico City. Final Report, 133p. www Moreno Trejo, Arturo (2012). Metrobús, una solucion a la Mobilidad en un gran Metrópoli, el caso de la Ciudade de México. Mesa de trabajo: Modernidación del transporte y la emisión del CO2 en Puebla. Tec de Monterrey, Puebla, Mexico nov. Urban Climate and Mobility - Urban Transportation

X Annex : Short CASE STUDIES
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 3. Egypt’s Clean Fuels Initiative 4. Sustainable Urban Development in Kunming 5. China´s first Electro Voltaic taxi fleet in Shenzhen 6 . Regaining street space for pedestrians in Turkey 7. Promotion of reading in the subway of Mexico City 8. Medellin’s Amazing Metro System To Drive Societal Change 9. The brick bridges in Saint Luis, Senegal 10. Curitiba: integrated urban density and mobility plan 11. Bus Rapid Transit: Transmilenio in Bogotá 12 good municipal transportation in Seattle case studies in data bank of good urban mobility policies Case studies 1 and 2 are the long studies documented separately Case studies 3 to 9 are short case studies documented separately Case studies 10 to 13 are recommendations for self-study Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 3. Egypt’s Clean Fuels Initiative Compressed natural gas (CNG) is being produced in Egypt to fuel natural gas vehicles (NGVs). The use of CNG by the transportation sector was introduced since 1995 as a partial solution to heavy pollution problems affecting Cairo, to reduce dependence on gasoline and to utilize Egypt's abundant natural gas. More than 63,000 CNG vehicles are now in use, 75 per cent of which are taxis, mainly in Cairo. This represents about 3 per cent of the world's CNG vehicles. The oil ministry is to switch Cairo's entire public transport system to gas, to be followed by Greater Cairo's 120,000 taxis. Egypt now ranks number 8 out of the 49 countries conducting clean fuels programs, based upon the total number of CNG powered vehicles. In addition this new industry has created over 800 jobs to manage, operate and maintain these CNG fuelling stations and vehicle conversion centre facilities. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 4. Sustainable Urban Development in Kunming The city of Kunming set up a Master Plan focused on sustainable urban transport and development with a focus on mobility measures - Plan residential areas so as to limit traffic demand - Promote cycling and walking - Develop an efficient, affordable public transportation system - Develop parking and traffic management - Determine best practice solutions that can be applied elsewhere The Master Plan appointed direct roads to spread outwards in a finger-shaped pattern in response to housing development. The gaps in between the fingers are used as green areas. New sub-towns were introduced to create a dense, mixed-use structure to encourage walking and cycling trips close to home, supported by a special pedestrian zone. X Annex : Short CASE STUDIES Source: cit in: Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 5. Case study: China´s first EV taxi fleet in Shenzhen The local government plans to make Shenzhen a green city by introducing electric vehicles. The city will have 24,000 electric vehicles and 12,000 charging stations by The use of electric taxis is part of this plan. The central government is subsidizing the purchase of each taxi with up to 60,000 Yuan Saving money on fuel due the lower prices of electric power compared to gasoline is one of the positive aspects of running a pure electric taxi fleet. 100 km with an electric taxi cost 30 Yuan, while the traditional taxi 100 km fuel consumption of 12 liters of gas cost more than 60 Yuan. The Chinese car maker BYD will also be providing 200 electric buses that will be added to the city’s existing public transportation. The Shenzhen government is decided to subsidize electric taxis. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 6. Case study: Regaining street space for pedestrians in Turkey Hamamonu, a district of Ankara was the subject of a street rehabilitation programme in 2007 that saw the pedestrianisation of a number of streets. This is the first time for almost 20 years that a new pedestrian zone has been bestowed upon the city. The Kavaklüdere district of Ankara has been host to the annual “Streets are Open” Festival since 2007, aimed at increasing awareness among the general public of how they can better utilize the streets by reclaiming them from vehicular traffic, and use them as arenas for social and cultural events Antalya has become one of the few cities in Turkey that is actively supporting pedestrian-friendly schemes. The pedestrianision of Cumhuriyet Square in the city centre in 2008 helped integrate the historical pedestrian district of Kaleiçi with the existing pedestrianised streets, creating a continuous car-free area and a much improved civic image for the historical town centre Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 7. Promotion of reading in the subway of Mexico Using the public transport in megacities like Mexico-City is not always comfortable. The distances are long and a lot of users spend their time considering only the problems of mass transportation. In order to make subway trips more attractive and to enrich the masses’ culture this campaign promote the free reading in the subway The books and texts that are offered to the public are small and written by very famous authors. 250,000 free copies are at the disposal of the subway users. 400 young volunteers with orange T-shirts - the colour of the subway wagons - hand them to the public. The young people promote reading and invite the users to borrow a copy until the end of their journey. With this, their journey become more comfortable and at the same time enhances their culture. . Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 8. Medellin’s Amazing Metro System To Drive The public transportation system in Medellin, Colombia, is one of the most successful in the world. It is successful for promoting not just environmental sustainability, but social equity as well. The crown jewel of the city’s transportation system is the Metro de Medellín, that serves over half a million passengers every day. The system saves 175,000 tons of C02 every year, the equivalent of planting 380,000 trees that would occupy 11% of the city’s land mass. Perhaps the most impressive feature of the metro system is the world renowned Metrocable system, a network of 9 cable car systems that take passengers up steep mountainsides that line the Valley of Medellin. The lines were completed in and has revolutionized mobility and accessibility for residents of Colombia’s second largest city, particularly the poorest — and often most violent — communities that line the valley of Medellin’s mountainous region. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 9. Case study: The brick bridges in Saint Luis, Senegal In African cities more than 70% of trips are pedestrian. This is why researchers have focused on this form of mobility. Flooding in most parts of the districts of St. Louis bring a change about the practice of the district by inhabitants. To avoid breaks in the traditional ways to go to market, shop in local districts stores or to move within the framework of community neighborhood relations, people have developed strategies by placing brick bridges that allow crossing puddles without bypassing. These practices are essential for pedestrian movements which are the most numerous of urban mobility. People themselves created these low areas using the sand that is in the public spaces i.e. in front of their houses, to make cinderblocks bricks used in the construction of buildings. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 10. Curitiba: integrated urban density and mobility plan Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 11. Bus Rapid Transit: Transmilenio in Bogotá In Bogotá, Columbia, the implementation of the first two phases of a bus rapid transit (BRT) system, through a combination of advanced Euro II and III technology buses and improved operational efficiencies, has resulted in fuel savings of 47% relative to the city’s old public bus network. Additionally, a 32% reduction in overall travel time for commuters, 40% reduction in emissions, and 92% reduction in accident rates in the BRT corridors have been recorded. With the successful registration of Phases II–VIII of its BRT system with the United Nations Framework Convention for Climate Change, the city also expects US$25 million CDM (Clean Development Mechanism) carbon credits by 2012. Source: ESMAP documentation. In BM 2010 – Efficient Cities … p. 13 Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES 12. Bogotá Transmilenio Source: World Bank. Eco 2 Cities. Ecological Cities as Economic Cities (2010). Hiroaki Suzuki, Arish Dastur, Sebastian Moffatt, Nanae Yabuki, Hinako Maruyama, Washington, D.C., xxviii & 360p. www. *** Sector note 3: Cities and Transport, pp. 288. Urban Climate and Mobility - Urban Transportation

12.Case study: good municipal transportation PR
HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION 12.Case study: good municipal transportation PR Motorized Two-wheelers are important in Asia as well as North Africa and other African countries, such as Burkina Faso. Urban Climate and Mobility - Urban Transportation

HABITAT UNIVERSITY / CLIMATE CHANGE AND CITIES MODULE 5b: URBAN CLIMATE AND MOBILITY / URBAN TRANSPORTATION X Annex : Short CASE STUDIES case studies of good urban mobility policies Urban Climate and Mobility - Urban Transportation

Global Urban Studies Institute
Thank you! GLOBUS Global Urban Studies Institute Berlin Germany GLOBUS – Global Urban Studies Institute International Academy at FU Berlin BUAP – Benemérita Universidad Autónoma de Puebla, Faculty of Economics, Puebla, México.

Urban Climate and Mobility - Urban Transportation

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