ENVIRONMENT 2005 - Walsh Car Lines Breithaupt Economic Instruments.pdfSeite 1 Fiscal Policies for...

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Fiscal Policies for Mobility Fiscal Policies for Mobility ManagementManagement

Deutsche Gesellschaft für TechnischeZusammenarbeit (GTZ) GmbH

POB 51 80D-65726 Eschborn

Telefon +49 (0) 6196 79-1357Telefax +49 (0) 6196 79-7194

E-Mail: [email protected]://www.gtz.de

Manfred Breithaupt, GTZ

ENVIRONMENT 2005Sustainable Transport in Developing Countries

January 30 – February 2, Abu Dhabi

Slide 2© GTZ Division 44 Environment and Infrastructure – Breithaupt

Some current trends in CitiesSome current trends in Cities

Trends• Rapidly increasing car

ownership and use• Declining mode share of public

transport, walking, and cycling• Even short trips < 3km

increasingly done by motor vehicles

• Lagging application of clean fuels & technologies, and Air Quality Management

• Declining city centres; rapid decentralisation into car-oriented suburban sprawl

Some effects• Worsening air pollution & noise• Poor and deteriorating road safety• Greater congestion• Deteriorating operating conditions

(congestion, dispersion) for public transport

• Pedestrians and cyclist increasingly marginalised by private motor vehicles

• Adverse effects on economic efficiency; investment attractiveness

• Less liveable cities


Fuel consumptionFuel consumption

• Annual growth in petrol consumption is 1% in the OECD and 6% in Asia & Latin America.

• Asia's CO2 emissions grew from 9.5% of global emissions in 1971 to 23% in 1997.

• Transport is responsible for nearly 24% of global CO2 emissions; and this share is growing!


PreliminaryPreliminary RemarkRemark regardingregarding EconomicEconomic Instruments:Instruments:

Fiscal policies cannot be implemented as isolated instruments, but – for being successful – have always to be embedded in a comprehensive framework of Transport Demand Management measures.

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Traffic spiralTraffic spiral

A ‘vicious spiral’ of increasing car traffic and urban sprawl leading to ever more demand for road space


Land use Land use develodevelopmentpment controls: Modal controls: Modal splitsplit in in variousvarious European European citiescities

28%37% 39% 39% 41% 43% 44% 45%

52% 56%

37%10%

21% 25% 24% 21% 16%21%

15% 11%

7%

32%

18% 6%13% 10% 17%

12% 11% 10%

28%22% 22%

30%22% 26% 23% 22% 22% 23%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Zürich 1992

Münster1994

Freiburg1998

Frankfurt1998

München1997

Dresden1998

Karlsruhe1992

Hamburg1991

UrbanAreas 1997

WestGermany

1997car public transport bicycle foot

54% of all trips are by non-motorized means of transport (walking, bicycle).

private car use is smaller than 30% whereas public transport covers nearly 40% of all trips.

Zurich

Münster

Major shifts in the modal split

Major shifts in the modal split proved possible (e.g. in Zurich, Freiburg, Münster) when the local authorities implemented a comprehensive and integrated urban policy.


TransitTransit--oriented development and efficient use of oriented development and efficient use of urban space (just as an example for supporting TDM urban space (just as an example for supporting TDM measures)measures)


with the objectives to

Transport Demand Management shall

The challenges in urban transportThe challenges in urban transport and TDMand TDM

• Urban areas require proper road networks

• New roads attract more traffic and reduce the viability of publictransport

• Transport benefits will be offset by future congestion

• reduce traffic congestion

• reduce adverse effects on the environment or public health

• generate additional revenue to improve public transport and NMT by pricing mechanisms

• reduce the total volume of traffic

• promote shifts towards moresustainable modes of transport

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Managing transport demand, not just supplyManaging transport demand, not just supply

Especially in fairly dense cities, but equally as car-dependent cities have found, it is not possible to build or buy your way out of congestion.

Traffic management must address not just supply aspects, such as the provisioning of extra and/or wider roads, but also demand.

NanjingNanjing

Karl Fjellstrom


Parking pricing and managementParking pricing and management

Parking is a key issue in the push-and-pull approach towards better urban transport with fewer cars and more cycling, walking, and transit. Parking policies are supposed to support the change from car trips to the more city-compatible means of transport, and to relieve the open space of driven and parked cars for other uses.

Parking control and pricing is the most commonly applied demand management measure.

Singapore parking prices (Jan. 2002)Singapore parking prices (Jan. 2002)

Karl Fjellstrom


Parking in Parking in ChangzhouChangzhou/China/China

Also bicycle parking is widely charged in China.Also bicycle parking is widely charged in China.Parking for vehicles at tParking for vehicles at thehe railway station: 4 RMB for railway station: 4 RMB for maximum of 4 hours.maximum of 4 hours.

Manfred Breithaupt Manfred Breithaupt


Parking controls: the example of GermanyParking controls: the example of Germany

RestrictionsStrict reductions in the number of parking lots in the city centres

Closing of particular streets or areas for passenger cars (except deliveries and taxis, and sometimes buses)

Restricted parking areas (“Residents only“)

Parking guidance systems

PricingRegulation of all parking areas

Parking fees at least 1 Euro per hour in most cities

Munich: parking fee of around 3 Euro per hour

Bremen and increasingly other cities: Parking tickets may be used by two persons as public transport tickets for trips within city center during the parking time

All mega events (concerts, sports events): the entrance ticket includes public transport ticket

Karl Fjellstrom

Muenster, GermanyMuenster, Germany

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Economic instruments: Fuel taxation, vehicle Economic instruments: Fuel taxation, vehicle taxestaxes

In the absence of other measures which more accurately target peak period road use fuel tax is a reasonable replacement measure.

As fuel prices do not address vehicle use at specific congested (city) locations nor specific congested times, they are not a responsive measure for reducing urban traffic congestion.

Urban fuel surcharges can provide local revenue which can be used to improve the transport system (Mexico City, Bogotá, in the 80`s in Brasil).

In Germany and other countries fuel taxation has been important in promoting more environmentally friendly fuels. Most EU countries, for example, applied fuel taxation to make (at that time) unleaded fuel cheaper than leaded fuel. This as well regarding CNG, LPG and Biodiesel (much lower fuel taxes).

The vehicle tax in Germany is strictly environmental related (factor 1:6 regarding environmental standard of vehicle). That means, the owner of a vehicle that does not meet the environmental standard as of today (Euro 4) has to pay a tax up to 6 times higher than an owner of a car which meets those standards


EmissionGroup

Tax – 2003per 100 ccmin €for GasolineCars

Tax – 2003per 100 ccmin €for DieselCars

Tax – 2004per 100 ccmin €for Gasoline

Cars


Tax – 2005per 100 ccmin €for GasolineCars


EURO 3,EURO 4and “3 litrecar”

5,11 13,80 6,75 15,44 6,75 15,44

EURO 2 6,14 14,83 7,36 16,05 7,36 16,05

EURO 1 10,84 23,06 10,84 23,06 15,13 27,35

OtherPassengerCars

25,36 37,58 25,36 37,58 25,36 37,58

Vehicle taxation in Germany (1)Vehicle taxation in Germany (1)

Tax for passenger cars


FiscalFiscal incentivesincentives forfor thethe installationinstallation of of sootsoot filtersfilters

The German government considers to provide a tax reduction forthe installation of particulate filters in cars (until 12/2009)

• A 600 € tax reduction is under review for new cars or older cars, being equipped or retrofitted with particulate filters and which fulfill thestrict particulate limits

• A 300 € tax reduction for older cars, which are to be retrofitted withparticulate filters and thus ascend into a „better“ emission group (e.g. Euro 2 => Euro 3 or Euro 3 => Euro 4)

• A study commissioned by the German Federal Environment Agency estimated that 10,000 to 19,000 Germans die each year from diesel particulate emissions


Fuel taxation in Asia Fuel taxation in Asia

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• Effective October 2006, all new diesel engines are required to beeither Euro 4 compliant or fuelled with CNG

• CNG taxis now enjoy an ARF (Additional Registration Fee) rebateof 20%

• CNG busses and commercial vehicles are exempted from payingARF until end 2005

• CNG taxis and busses get a 20% road tax rebate

• Euro IV diesel taxis registered from June 1, 2004 to Dec 31, 2005 will enjoy an ARF rebate of 100%, those registered from Jan 1, 2006 to Sep 30, 2006 will enjoy a 80% rebate on ARF

• Within next 2-3 years, 3000-4000 taxis should operate on CNG

Singapore’s new policy to enhance CNG Singapore’s new policy to enhance CNG use use


ULSD in ULSD in HongHong KongKong

o 2002 Hong Kong passed regulation for ULSD (Ultra Low Sulfur Diesel)

o In July 2000 considerable tax differential for 50ppm diesel relative to the conventional 500ppm was introduced.

o ULSD penetrated 100% of the market in summer 2000.

o During the summer, the pump prices of ULSD and regular diesel were equal.

o The government mandated higher vehicle standards- Euro 3, and undertook an extensive diesel oxidation catalyst retrofit programme.

Source: Fjellström 2003

Tax differential lead to rapid market uptake


Tax Tax incentivesincentives forfor energyenergy--efficientefficient vehiclesvehicles in Thailand in Thailand

Thai government plans to offer tax incentives to encourage the production and sale of energy-efficientvehicles.

All vehicles with a consumption of max. 1 liter per 18-20 km qualify for the new tax incentives.

Tax incentives are also for hybrid cars and cars that useethanol-blended gasoline (gasohol).

Further, a tax on large, fuel-consuming cars with an engine capacity exceeding 2500cc is under proposal.


SingaporeSingapore’’s comprehensive approach to TDMs comprehensive approach to TDM

Vehicle taxation to influence travel demand.

Vehicle taxes are imposed at various points, including import, sale, and annual registration.

Singapore has been the major exponent of vehicle taxation as a means of reducing transport demand, with a tax structure aimed at discouraging older vehicles. Yet even with high taxes vehicle ownership continued to increase, leading in 1990 to the application of an absolute quota system limiting the number of vehicles.

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CCost ost of of Vehicle Purchase Vehicle Purchase in in SingaporeSingaporeOpen Market Value (OMV)

– OMV is assessed by the Customs & Excise Department, taking into account the purchase price, freight, insurance, handling and all other charges incidental to the sale and delivery of the car from country of manufacture to Singapore.

Registration fees– Registration Fee (RF) $140– Additional Registration Fee (ARF) 130% of OMV– Certificate of Entitlement (COE) Bid – Customs Duty 20% of OMV– Goods & Services Tax: 5% based on the CIF value (cost,

insurance & freight)

90909190908Total

1238126000COE

3995583906ARF

16903550GST

614712909Duty

3073564543OMV

EuroS$

BMW 325i(A)


Electronic Road Pricing in Singapore (1)Electronic Road Pricing in Singapore (1)


Electronic Road Pricing in Singapore (2)Electronic Road Pricing in Singapore (2)

Monday to Friday

AYE betw een Portsdow n Road and Alexandra Road

CTE after Braddell Road, Serangoon Road and Balestier slip Road

CTE betw een Ang Mo Kio Ave 1 and Braddell Road

ECP after Tanjong Rhu Flyover

ECP from Ophir Road

PIE after Kallang Bahru exit

PIE eastbound after Adam Road and Mount Pleasant slip road into the eastbound PIE

PIE slip road into CTE

Bendemeer Road southbound after Woodsville Interchange

Kallang Road w estbound after Kallang River

Thomson Road southbound after Toa Payoh Rise

Dunearn Road eastbound after Dunkirk Avenue

Restricted Zone (Nicoll Highway)

Restricted Zone (All other gantries)

7.30am - 7.35am $0.80 $0.50 $1.007.35am - 8.00am8.00am - 8.05am $1.00 $1.50 $1.008.05am - 8.30am $2.008.30am - 8.35am $1.00 $2.30 $1.00 $2,508.35am - 8.55am $3.00 $1.50 $3.008.55am - 9.00am $2.00 $1,00 $0.80 $2.00 $1.009.00am - 9.25am $1.00 $1.00 $1.00 $2.00 $2.009.25am - 9.30am $0.50 $0.50 $0.50 $1.50 $1.509.30am - 9.55am $1.00 $1.009.55am - 10.00am $0.50 $0.5010.00am - 12.00pm $0.00 $0.0012.00pm - 12.30pm $0.50 $0.5012.30pm - 5.30pm $1.00 $1.005.30pm - 6.00pm $1.50 $1.506.00pm - 6.25pm $2.00 $2.006.25pm - 6.30pm $1.50 $1.506.30pm - 6.55pm $1.00 $1.006.55pm - 7.00pm $0.50 $0.50

$0.00

$1,50 $1.00

$1,50

$2.00

$0.00 $0.00

$0.50

$0.00$0.00

$0.50

$0.00$0.00

$0.50

$0.50

$0.50 $0.50

$1.50

$0.50 $0.50

$1.00

$0.50

$0.00

Expressways Arterial Roads

$0.00 $0.00 $0.00 $0.00$0.50 $0.50

$0.50

$0.00 $0.00 $0.00

$2.50$2.50

$1.00$0.00

$0.50

$1.50

$0.50

$0.00

Price > $2.00

Price > $1.00

ERP Rate Table for passenger cars, taxis and light goods vehicles (with effect from 3 February 2004)

Peak price per zone


Vehicle Quota System, and Certificates of Vehicle Quota System, and Certificates of Entitlement (1)Entitlement (1)

The Open Bidding System for Certificates of Entitlement (COE) allows to submit a bid for a COE, to monitor the current COE Price and to reserve the price of a bid from home, office or even from mobile phone. It provides real-time information during the bidding exercise so that one can check the current COE price and use it as a reference when submitting or revising a bid.

One can submit his bid by indicating the maximum amount that he is willing to pay.

If the bid has been successfully submitted, the bank will deduct the bid deposit, together with an administration fee of $2 from bank account.

The COE Open Bidding System

To find the user guide of the Open Bidding System you may visit:http://www.lta.gov.sg/ocoe/index.html

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Vehicle Quota System, and Certificates of Vehicle Quota System, and Certificates of Entitlement (3)Entitlement (3)

October 2004 1st Open Bidding Exercise has ended on 20/10/2004 16:00 HRS

Results for OCTOBER 2004 1st Open Bidding Exercise

Category Quota QP($) PQP($)

A - Car (1600cc & below) &Taxi 2,523 23,001

B - Car (Above 1600 cc) 1,145 23,001

C - Goods Vehicle & Bus 678 6,300

D - Motorcycle 507 652

E - Open 1,340 22,000QP : Quota PremiumPQP : Prevailing Quota Premium

Category Received Successful Unsuccessful Unused

A - Car (1600cc & below) &Taxi 3,106 2,522 584 1

B - Car (Above 1600 cc) 1,505 1,145 360 0

C - Goods Vehicle & Bus 795 677 118 1

D - Motorcycle 774 499 275 8

E - Open 2,199 1,317 882 23Received : Total Bids ReceivedUnused : Unused Quota carried forward


Annual road taxAnnual road tax

$3,050 + 2.0 x (EC – 3,000)EC > 3,000 cc

$950 + 1.5 x (EC – 1,600)1,600 cc < EC ≤ 3,000 cc

$500 + 0.75 x (EC – 1,000)1,000 cc < EC< ≤ 1,600 cc

$400 + 0.25 x (EC - 600)600 cc < EC ≤ 1,000 cc

$400 EC ≤ 600 cc

Road Tax Formula(per annum)

Engine Capacity (EC)

50%More than 14 years





Annual Road Tax SurchargeAge of Vehicle


Results and lessons learned from SingaporeResults and lessons learned from SingaporeResults

Fairness

pricing structure that is time and congestion sensitive

charge on a per-trip basis; shift: ownership toward use-based charges

Convenience for users, regulators

automation, electronic payment, information provision

Reliability and effectiveness

automation, traffic control & optimization

Quota system limits number of cars

Strong impact/goals reached

modal split: public transport share rose from 46% in 1974 to over 60% today

rising revenues, progressive extension to congested roads

Total reduction of traffic during charging period by 13% and a rise of traffic speed by 22%

Lessons learnedOnly a policy mix is successful

EI combined with strong improvement of public transport service quality

A range of EI, land use and mobility management measures

Win-win solutions achievable

environmental objectives and revenue goals are compatible

improvement of urban living conditions goes parallel with satisfying demand for mobility.

However, doubtful that Singapore solutions will be directly transferable to other places


BiddingBidding System in ShanghaiSystem in Shanghai

Shanghai introduced a bidding system regardingthe registration for new cars

• A pre-given number of vehicles can be entitled forregistration per month, there is no differentiationbetween the categories of vehicles

• In March 2004, the entitlement for a car registrationhas cost 40.000 RMB (approx. 4.000 €)

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Global Congestion Charging Systems (1)Global Congestion Charging Systems (1)((Data taken from Standard and Poor‘s „European Toll Road Review“,Data taken from Standard and Poor‘s „European Toll Road Review“, November 2003)November 2003)

A complete ring with five tolling stations

Partial toll ring opened in 20001992Kristiansand, Norway

Early Norwegian toll ring revenues were dedicated to highway investment. The infrastructure improvement packages were subsequently extended to include investment in public transport services and cyclist/pedestrian facilities

Urban toll rings1986, 1990 and 1991

Bergen, Oslo and Trondheim, Norway

Uses prepaid smart cards. Rates revised periodically to maintain traffic speeds

Initially a coupon-based Area Licensing Scheme, replaced by electronic road pricing in 1998. Prices vary by time of day

1975Singapore

CommentsDescriptionYear of Launch

Location


Global Congestion Charging Systems (2)Global Congestion Charging Systems (2)

Small town with a population of only 12,000

Urban toll ring2003Namsos, Norway

Motorists pay £ 2 to leave historic central area containing the city‘s castle and cathedral

Small, single-street scheme using a rising bollard linked to a ticket machine

2002Durham, U.K.

Regional road pricing scheme with the neighboring city of Sandnes

Urban toll ring with 21 stations. Prices vary by time of day

2001Stavanger, Norway

City-center access control introduced in 1989. Pricing policy for nonresidents introduced in 1998

Electronic gates control access to a 6 square kilometer Limited Traffic Zone

1998Rome, Italy


Location


Global Congestion Charging Systems (3)Global Congestion Charging Systems (3)

This is an 18-month congestion charging pilot project. Residents will vote on continuation of the scheme in a referendum scheduled for 2006

Electronic toll collection with two zones. Prices will vary by time of day

2005Stockholm, Sweden

Motorists pay £ 5-10 (depends on time of day and pre or post payment)

The inner city center (21 square km) is tolled. 668 cameras record the licenceplates of drivers entering the zone, linked to automatic number plate recognition software. Number plates are matched against a database of customers who have registered to pay. Number plates of those who have not registered are checked against the motor vehicle registration database and penalty notices are sent to violators (for further information on the London Congestion Charging project see next slides)

2003London


Location


Congestion charging in London (1)Congestion charging in London (1)

Congestion Operating Hours: 7am – 6.30pm Monday to Friday, excluding Public Holidays.

Where and when does it operate?

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• The Congestion Charge has been implemented to reducetraffic in central London

• It‘s not a tax, but a pricing mechanism for vehicular use of a scare resource – road space in central London

• Net income from Congestion Charge for Transport forLondon (TfL): £90m a year

• The Mayor: to be used to encourage and help cyclists, pedestrians and to improve passenger safety on buses, butnot for to reduce public transport fares

Why?



• £5 a-day is the congestion charge for those driving in eight square miles of central London.

• Drivers who paid the charge either by (cell-) phone (until 10 pm), via the internet or at shops and garages get registered in a database.

How does it operate?

• 700 video cameras scan the rear licence plates of the approximately 110,000 motorists (May 2003) who enter this area daily. This information is matched each night with the database.

• Anyone who fails to pay by midnight is fined £80.

Video Camera Signs (Photo from Todd Litman 2004)



• 30% reduction of car movements, 10% reduction of lorry movements

• Vehicle-kilometres for cars reduced by approx. 30%

• Average speed of traffic during charging days increased by 37%

• 30% reduction in peak period congestion delays

• 50% reduction in bus congestion delays

• Bus ridership increased by 14% and subway ridership about 1%

• Taxi travel costs declined significantly by 20 - 40% due toreduced delays

• A better bus service, to be financed by the over £100m net annualrevenues expected from the charge.

Travel Impacts:

Environmental Impact:• Reduction in CO2 emissions of 20% (20% reduction in fuel consumed by roadtraffic within the zone)


Relevance Relevance of of mobility management measures for mobility management measures for lower income developing citieslower income developing cities

Curitiba has the unique advantage that city development matured over more than 25 years. This influenced heavily land-use patterns. Initial spark: a dedicated and visionary mayor (Jaime Lermer)

The so-called „push and pull strategy“ is the key for sustainable transport development, and when consequently followed may have significant influence on modal splitHow much of the “push” (getting people out of their cars) and the “pull” (getting people into public transport and NMT) can be applied depends on the financial resources of a given city, but even themore on the dedication and leadership of the mayor and the city council.With very limited financial resources, for example parking management and access restrictions (push) can be implemented, while on the other hand public bus transport can be made considerably more attractive by a bus regulation and concessioning scheme and a reallocation of public space (for example into cycle lanes and/or bus lanes/BRT systems).

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The push The push and pull and pull approachapproach

Source: Müller, P., Schleicher-Jester, F., Schmidt, M.-P. & Topp, H.H. (1992): Konzepte flächenhafter Verkehrsberuhigung in 16 Städten”, Grüne Reihe des Fachgebiets Verkehrswesen der Universität Kaiserslautern No. 24.


ConclusionsConclusions

TDM and EI are particularly appropriate in developing country cities, because of their low costs and multiple benefits.

Simply increasing vehicle flows does not solve today’s challenges in urban transport – it rather attracts more traffic. Only a combined strategy of improving public transport and restricting individual car use can lead to sustained improvements in urban transport.

There is a wide range of specific instruments to be used both for improving public transport and for restricting individual car use.

The institutional set-up for applying an integrated urban transport policy is of paramount importance. Major aspects include: integration of land-use planning, settlement planning and urban transport planning. A regional or urban transport authority shall be responsible for an integration of all public transport operators.

Mobility management measures should be developed, assessed and applied not individually, but as a package.

The major stakeholders must be involved at all times to achieve a high level of acceptance (both at the level of planning and implementation).

The “high-cost” and comprehensive TDM framework of Hong Kong and Singapore should be seen as “high-end” examples. Cities can use TDM and EI tailor-made and according to financial resources.


ExperienceExperiences:s: Selected expertiseSelected expertises of GTZ in Urban s of GTZ in Urban Transport and Air Transport and Air Quality Quality ManagementManagement

CP Morocco

Senegal

AQM = Air Quality ManagementCP = Cleaner ProductionI/M = Inspection & MaintenanceSUT = Sustainable Urban Transport

AQM Santiago de Chile

AQM Mexico City

AQM San Jose

CP Brasil

AQM Malaysia

SUT Surabaya

CP Thailand

CP ChinaEco-Cities

Clean Coal China

I/M Sri Lanka

AQM Bamako / Mali

AQM Twinning Poland

SUT Sibiu (Romania)

SUT Yangzhou/Gangzhou (China)

SUTP-Asia (Bangkok)


Urban Transport Sourcebook:Urban Transport Sourcebook:modules & contributors (1)modules & contributors (1)

Institutional & policy orientation• The Role of Transport in Urban

Development Policy (Enrique Penalosa)

• Urban Transport Institutions (Richard Meakin)

• Private Sector Participation in Urban Transport Infrastructure Provision (Chris Zegras, MIT)

• Economic Instruments (Manfred Breithaupt, GTZ)

• Raising Public Awareness about Urban Transport (Karl Fjellstrom, GTZ)

Land use planning & demand management

Land Use Planning for Urban Transport (Rudolf Petersen, Wuppertal Institute)

Mobility Management (Todd Litman, VTPI)

Transit, walking and cycling

Mass Transit Options (Lloyd Wright, ITDP; Karl Fjellstrom, GTZ)

Bus Rapid Transit (Lloyd Wright)

Bus Regulation & Planning (Richard Meakin)

Preserving and Expanding the Role of Non-motorised Transport (Walter Hook, ITDP)

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Urban Transport Sourcebook:Urban Transport Sourcebook:modules & contributors (2)modules & contributors (2)

Vehicles and fuels

Cleaner Fuels and Vehicle Technologies (Michael Walsh; Reinhard Kolke, UBA)

Inspection & Maintenance and Roadworthiness (Reinhard Kolke)

Two- and Three-Wheelers (JitendraShah, World Bank; N.V. Iyer, Bajaj Auto

Natural Gas Vehicles (MVV InnoTec)

Environmental and health impacts

Air Quality Management (Dietrich Schwela, World Health Organisation)

Urban Road Safety (David Silcock, GRSP; Jacqueline Lacroix, DVR)

Noise and its Abatement (Civic Exchange Hong Kong; GTZ; UBA)

Resources

Resources for Policy-makers


Target audience of the Sourcebook and Target audience of the Sourcebook and of of trainingtraining materialmaterial::

Policy-makers in developing cities, and their advisers

Slide 43© GTZ Division 44 Environment and Infrastructure – Breithaupt Slide 44© GTZ Division 44 Environment and Infrastructure – Breithaupt

The following new modulesare under development:• Intelligent Transport Systems

• Driver Training

• Financing of Urban Transport Infrastructure

• Benchmarking in Urban Transport

• Car Free Development

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BRT Planning GuideBRT Planning Guide

GTZ’s Sustainable Urban Transport Programme

www.sutp.org

www.brtchina.org

[email protected]


Training packagesTraining packages

Module 3a and 3b: Mass Transit Options and Bus Rapid Transit

Module 3c: Bus Regulation and Planning – Bus Sector Reform

Module 3d: Preserving and Expanding the Role of Non-MotorisedTransport


GTZ Urban Transport SourcebookGTZ Urban Transport Sourcebook

The Sustainable Transport Sourcebook (English version) can be ordered by contacting:

[email protected]

or contact Manfred [email protected]

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