Advanced Solutions in

Urban Mobility

Michael Replogle Managing Director for Policy & Founder, ITDP Presentation to 8th International Logistics &

Transportation Conference, Sao Paulo, Brazil,

May 6, 2012

Map of usable sidewalks, City Center, Surabaya,

Indonesia

USABLE SIDEWALK

PARTIALLY USABLE SIDEWALK

UNUSABLE SIDEWALK

OVEARPASS

INVISIBLE ZEBRA CROSS

VISIBLE ZEBRA CROSS

CLEAR ZEBRA CROSS

WORKING LIGHT

BROKEN LIGHT Inventory

Sidewalks

An ecology of roads

• Grid roads are like wetlands: absorbing, distributing loads fluidly

• Diverse transportation systems are like diverse ecosystems: more niches mean more efficient resource use, system resilience

An ecology of roads

Freeways are like channelized streams: traffic gets stuck in an impermeable ditch until it can find an exit

Expanding motorways reduces walking and transit oriented development

Doubling of road capacity yields 30%-120% increase in traffic (with 80% typical)

Expanding roads to solve congestion: like buying bigger pants to cure obesity

Removing road capacity: much traffic disappears

Milwaukee Before Motorways

Milwaukee After Motorways

Seoul reallocated

motorway space for

walking

From This

To This

To This

Reform Street Codes

“Complete Streets” routinely & safely accommodate pedestrians, bicycles, & public transport

Reduce Speed

WHO, citing Pasanen

Victoria, British Colombia, Canada Source: Curbless Streets/Shared Space in Urban Contexts, Background, Issues & Examples, July 2007

de Brinkgood, Netherlands Odense, Denmark

Shared Streets Hans Mondermann

Shared Street in Guangzhou, China

Singapore in the 70’s…before road

pricing

Source: LTA

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Singapore today…

after 30 years of road pricing and

public transport investment

CBD and

motorway toll

rates adjusted

4x/year to keep

traffic speeds

at peak system

performance

1975: Singapore Adopts

World’s First Area License

1998: Singapore Electronic Road Pricing (ERP)

In-Vehicle Unit (IU) & Cash Card

Central Computer& Processing System

Enforcement Cameras

Gantries

Singapore ERP

Charging Points June

2008

Increased to over 70 as

of December 2008

• Review every 3 months

• Adjust up/down to ensure traffic moves

at target speeds 85% of time or more

65 kph 45 kph

Increase Decrease

Expressways

30 kph 20 kph

Increase Decrease CBD/

Other Roads

Singapore Toll Rates Set to

Achieve Performance

Standards

Congestion Pricing Impacts

Stockholm designed its system to

boost environmental performance:

– Traffic reduced overall by ¼

– Queue times down 30-50%

– Emissions down 14%

CO2 Emission Reduction

Overall Traffic Reduction

Cordon Area Traffic 6am-7pm

Tolling Existing Lanes:

Acceptable When It Boosts

Performance, Choices

Public opinion of cordon charge in

Stockholm for - against:

Before start of tolling: 31% - 62%

After 6 months: 52% - 40%

After 9 months: 67% approval

”Stockholm the congestion tax”

Gothenburg, Sweden Congestion Charge Since

January 2013

London Charging Zone

Monitored by Digital Cameras Automatic Number Plate

Recognition (ANPR) technology enables information regarding capture and keeper to be identified.

A294BEC

No match

A294 BEC

2. Camera captures VRM

Database of

payments

3. VRM checked

against database

Photo of vehicle

wiped from

database

Penalty charge

notice issued

Matc

h

1. Car enters zone

Source: Derek Turner Consulting

London City-Wide

Low Emission

Zone

• Heavy trucks failing Euro-II

emission standard pay $400/day

• 50,000 trucks/week monitored

• 8% initially subject to fee

• USD $98 m set up cost

• $20 m/yr. operating cost

• $96 m/yr. est. revenue

City-wide effective Feb. 2008

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Germany’s Success With Automated HGV Tolls

• trucks >12 tons pay on 12,000 km roads

• 50% toll premium for old dirty trucks

• 1 million toll transactions/day

• USD$5 billion/year revenue for road, rail,

waterway transport improvements

• Logistics efficiency up, freight VKT down 7%

Source: Andrea Kossak, http://www.hhh.umn.edu/img/assets/20164/Kossak%20-%20Pricing%20in%20Germany.pdf

5 am

6 am

7 am

8 am

9 am

Traffic Speed and Volume I-66 East, Northern VA, Wednesday March 7, 2007

Stop-and-Go-Traffic = Lost Road Capacity

2 toll managed lanes carry as much peak hour traffic – at 3

times the speed - as moved in 4 free, but congested lanes

Traffic in Peak Hours on Eastbound

SR91 Friday Afternoons 2004

0200400600800

10001200140016001800

Congested

General Purpose

Lanes

Toll Managed

Lanes

Ve

hic

les

Pe

r H

ou

r P

er

La

ne

2 toll managed lanes carry as much peak hour traffic – at 3

times the speed - as moved in 4 free, but congested lanes

Average Traffic Speed Peak Hours Eastbound

SR 91 Friday Afternoons 2004

0

10

20

30

40

50

60

70

Congested

General

Purpose Lanes

Toll Managed

LanesM

ile

s P

er H

ou

r

Report to Congress on the Value Pricing Pilot Program Through March 2004, US Federal Highway Administration (2004), available at:

http://knowledge.fhwa.dot.gov/cops/hcx.nsf/All+Documents/AD276ECC2E3A077885257005006B5614/$FILE/March%202004%20Report%20of%20Congress.p

df

Therefore toll management of existing new lanes could

boost their capacity by 50% in times of peak congestion

Lost Peak Period Road Capacity Can Be Regained

Through Active Supply & Demand Management

Avoid-Shift-Improve Sustainable Transport

– Boosts productivity and reliability of transport

– Boosts equitable and affordable access

– Supports sustainable economic growth

– Protects environment & public health, urban livability

For More Information

Michael Replogle

Managing Director for Policy and Founder

Institute for Transportation and Development Policy

1210 18th Street NW

Washington, DC 20036 USA

mreplogle@itdp.org

212-629-8001

www.itdp.org

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