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UNESCAP‐MOC
National Capacity Building Workshop onSustainable and Inclusive Transport Development
12‐13 August 2014, Dhaka
Integrated transport planning, policy formulationand coordination
Transport DivisionUNESCAP, Bangkok
http://www.unescap.org/our‐work/transport
ESCAP Transport Division
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Purpose of this presentation:
Two major issues – integrated planning and policy formulation and coordination of actions• Purpose of integration• Why integration is needed• Importance of coordination of actions• Some suggestions• Way Forward
ESCAP Transport Division
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Why integrated planning and policies are needed (examples):
• Road safety – national targets can be achieved if coordinated policies and actions by transport, police, health, education
• Transport logistics efficiency improvement – much depends on ICT policies and available facilities
• Dry ports needed for Multi-modal transport – Transport Ministry needs policies and actions by other ministries
• Vehicle type and use – case of Bangkok, policy contradiction
• Inclusive highway development – complementary policies and actions by other ministries – for example, rural logistics centres by highways
ESCAP Transport Division
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Why integrated planning and policies are important:
• Transport has a multi-sectoral dimension –integration of plans and policies needed
• Multiple agencies under different levels of Govt.require coordinated actions based on integrative policies
• Consistency between policies in different sectors and levels of decision-making
• Greater understanding of effects on other sectors• Each mode should be planned and used for what it
does best – integration for seamless transport service(national and urban)
ESCAP Transport Division
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Integrated planning - present practicesLand Use Transport (LUT) Planninga. Rational planningb. Travel demand modeling ‐ very similar approach for both national
and urban/metropolitan levels ‐methodologies may differ
Participatory approaches
Policy planning supported by studies based on methodologies developed for LUT planning ‐most common for both national and urban transport
Strategic choice approach – structuring decision problems, decision graphs, AIDA, input from technical studies ‐ requires direct involvement of decision makers
ESCAP Transport Division
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Integrated planning and policy formulationThree main objectives:
Balanced, integrated transport system development ‐to provide seamless transport service (urban and national; passenger and freight)
Reduction of travel demand
Reduction of adverse effects – social and environmental
ESCAP Transport Division
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Integrated transport planning (ITP) - LandUse Transport Planning (LUTP) – ProcessIntroduced in 1960s – based on demand modeling- methodology vastly
improved over decades. LUTP considers:
• Travel is result of people’s desire to participate inactivities and a firm’s logistical needs
• A complex process of interaction between TS and LU
• Transport system is influenced by land use configuration and travel needs of people and businesses –
• Transport supply influence people’s home and worklocation choices and business locations – influencing landuse, which in turn influence transport
ESCAP Transport Division
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An operational Land Use Transport Model
Source: Southworth (1995)
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Examples of LUTP:• Tens of major cities (ex: Chicago)
• Transport impact (TIS) studies for large projects inmany cities (ex: Bangkok, Manila)
• National Expressway System Plan – ROK; modelingmethodology – CGEM
• ESCAP study (CGEM based) – Impactof AH1, AH2 and AH14 (part) – ESCAP 2012
Theme study “Growing Together”
ESCAP Transport Division
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Runcorn New Town
Source: Runcorn New Town Master Plan
Spatial organization concept
Concept fitted to actual site
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Example: Curitiba – Land-Use Transport Planning and Surface BRT Innovation
Conceptual plan – transit based development
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Example: Land-Use Transport PlanningArterial expressway Network in ROK
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Major Limitations of LUTP:• Lacks sustainable transport orientation• Limited policy sensitivity• May not meet the needs of decision-makers– considered as “black box” - technocratic
• Lacks political dimension of planning• Expensive, limited capacity to undertake in DCs• Environment, energy, pollution etc - external tomodeling but important to sustainable transport
• Other typical limitations of modeling
ESCAP Transport Division
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Participatory approaches: why favoured• Ensures involvement of all actors• Better understanding of the issues from others’ perspectives
• LUTP cannot accommodate all ST objectives • A negotiated position and consensus onactions (Note: transport is as much political astechnical in nature)
• Agreed set of actions and responsibilities
US DOT has a manual for transport applications;Common for local level planning; ESCAP has a manual
ESCAP Transport Division
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Limitations of participatory approaches• Lacks substantive contents, knowledge and
rigor of analysis• May degenerate into venting of opinions• Institutional framework and / or organizational
capacity to follow participatory approachesmay be lacking
ESCAP Transport Division
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A compromise: Planning as a strategic choice approach - considers substantive and political dimensions (may use AIDA or other tools)• Integrative – considers a holistic approach• Interactive – supports negotiation• Transparent – clearly understood no “blackbox” – a common complain for LUT planning
• Communicative and educational• Authorative – analytical and political standards
Examples: Netherlands’ Second Transport Structure Plan; manyexamples around the world (South Side example is famous)
ESCAP Transport Division
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Example: ESCAP study in Bangkok based onModified Strategic choice approach
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ESCAP Transport Division
Inclusive local development – examples in practice
How to make better use of the road network?• Development and promotion of rural logistics centre
– rural supply chain – post-harvest losses of cereal due to poor storage and transport, may represent 4-16 per cent of total production; about 50% fresh food and vegetables may be lost on their way to market
• Roadside facilitiesMichinoekis Facilities offering
information on roads and the local region
Rest facilities
Toilets
for promotion of local region
Parking Lots
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Example: Roadside facilities – Michinoeki (Sirajgonj)
Michinoekis (a Japanese concept) are roadside stations, which provide rest space and social/ commercial service (and can also be a delivery point for some public services)
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Development of integrated transport system • Physical interface between modes• Operational integration between modes• Service integration – common fare,ticketing system, etc.
• What may be done in future
What is happening in practice?
ESCAP Transport Division
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Some cities have made progress; but take the case of BTS in Bangkok There was not much thought to developBTS as part of Bangkok’s overall transport system. • Hardly any thoughts on its integration• Result? Limited use and benefits, financial loss in early years, ........
• Fortunately now both BTS, MRTA, the private sectorand other actors taking corrective measures;working on a common ticketing systemBut retrofitting has many limitations
ESCAP Transport Division
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BTS alignment dotted with high rise buildings on both sides‐ Very different than a few years back – who benefited most?
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What about integration with other modes?
A desirable situation? Skyway access to BTS stationsAn innovative solution indeed
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Bangkok BRT – integration with MRT
Photo credit: Ridwan Quaium
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What countries are doing • Policy on National and Urban Transport (some
efforts have also gone in developing integrativepolicies on x-sectoral matters)
• Institutional framework – at metropolitan/urban level
• Regulatory standards – fuel, emission, vehicle• Demonstration projects• Knowledge products and management• Capacity building –
ESCAP Transport Division
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ST - What countries are doing (examples)Project and programme based approach • Bangladesh – MMTP (national), SUTP• Lao PDR – LTMP 2013, EST (Draft?)• Philippines - EST• India – NUTP, other major national programs –inclusive transport in rural areas, pilot projects
• China – national and urban transport policies –low-carbon transport, NMT, public transport,new energy vehicles etc.; three city level policydocuments – pilot projects, financial support
• Japan – ITS, new technologies, social needs• ROK – Green logistics, ITS
ESCAP Transport Division
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Institutional framework - examples of current practices (integrated policy and coordination)
• Strong central planning agency (Bangladesh, China, India, Indonesia, Thailand….)
• Top-down, cadre performance system (China)• MPO – USA; all cities with > 50k popn. – responsible
for transport planning – mandated 5 core functions• UMTA – India, in 14 cities (funding if UMTA established)
• Ad-hoc/Informal committee, Steeringcommittee, joint meetings (Bangladesh, China..)
ESCAP Transport Division
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Direction of future development • Multimodal transport system development• Regulatory measures – vehicle, fuel, emission • ITS/ICT applications and new technologies• Integrated public transport system development• Transport logistics services and city logistics• Livability of cities – greater integration of transport
planning with social needs – a major focus in Europe
All of these are x-sectoral matters; success will depend onintegrative policy and coordinated actions by actorsAvoid policy pitfalls of ignoring the larger systems within which thetransport sector is embedded
ESCAP Transport Division
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Some important considerations for sustainable transport development • Travel is a derived demand – the need for travel
can be replaced or reduced• Often better a solution in other sectoral policies • Integrated policies and coordinated actions needed toaddress x-sectoral issues
• Consistent and complementary policies acrosssectors to have the desired results
ESCAP Transport Division
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Some suggestions for actions:• Common understanding on Sustainable Transport in the
national context - Japan, ROK, Europe have; do we have?• Institutionalize policy formulation and coordination of action
by multiple agencies• Agreed integrated policy framework for planning
(national and urban); Launching a national programme onsustainable urban transport
• Integrated planning and set of actions for each actor(agencies operators etc)
• A supportive environment - institutions, capacity, knowledge product, knowledge mgmt., funding support tolocal authorities, innovative (carbon and other) financing
ESCAP Transport Division
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ESCAP Transport Division
Way Forward• Strong institutional framework for integrated policy
formulation and coordination of implementation• National ST Policy and strategy• National guidelines, standards, tech mat, KM• A framework of indicators and benchmarks• Awareness of elected officials – a single champion
can change a city’s face• Demonstration/pilot projects, funding support• New technology (ICT/ITS, pavement, pavement etc)
Strong government actions and reorientation of policy and planning focus are needed
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Thank you
ESCAP Transport Division