Driving in the Future in Developing Countries

Ecola, Liisa; Rohr, Charlene; Zmud, Johanna; Kuhnimhof, Tobias; Phleps, Peter

doi:10.7249/rb9794

Cited by 36 publications

(17 citation statements)

References 0 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Progress varies enormously, reflecting diverse institutional arrangements, in which transport planning is often separated from housing and economic planning, or even by mode, with different agencies (or no agency at all) responsible for walking, cycling, bus, metro, road and highways. The context in which automobility develops or retreats is also relevant (Kenworthy, 2007;Ecola et al, 2014).…”

Section: Methods: Field Observation Literature Review and Hands-on Ementioning

confidence: 99%

See 1 more Smart Citation

Lessons from 40 years of planning for cycle‐inclusion: Reflections from Santiago, Chile

Sagaris

2015

Natural Resources Forum

View full text Add to dashboard Cite

Twenty years ago, a global trend toward "automobility", in which the car is the main transport mode in cities, seemed virtually inevitable. In North America and many European countries, a generation of school children accustomed to walking or cycling to school gave way to new generations expecting to bus or travel by car. Developing countries too began to transition toward more extensive car use, as politicians, themselves drivers, began to push highways and flyways through cities, displacing whole communities and, in many cases, segregating the poor and the most vulnerable even further. Modest but significant social movements nonetheless began to push back: rickshaw drivers in India, for example, launched a major campaign to defend their way of sustenance, winning the hearts and minds of academics, key politicians, and ordinary citizens. Cycling advocacy groups have sprung up virtually everywhere. Indeed, cycling has moved to the fore as a transport mode of interest, particularly for short trips of 0-10 km, and many cities are responding with significant measures. A substantial body of practitioner experience and academic literature has documented progress by transitioning cities, mainly in the developed countries. Based on doctoral research, extensive field observation, a literature review, and hands-on experience with the application of Dutch knowledge in the author's home city of Santiago, Chile, this article reviews what we know about planning for cycling. It explores key dynamics that can be used to "harness complexity" in favour of more cycle-inclusive strategies. It also reflects on some crucial lessons from the past 40 years from the field of cycle planning that could contribute significantly to defining and planning sustainable transport systems, underlining some problematic biases and some lessons to be learned from urban traditions in developing cities.

show abstract

Section: Methods: Field Observation Literature Review and Hands-on Ementioning

confidence: 99%

“…Ecola et al . () emphasize that even with economic growth not all countries will follow the same path as the cities of North America. In fact, the enormous diversity in real responses indicates that our planning efforts can reshape reality through strategic use of key levers.…”

Section: Conclusion: Planning By Chasing Trends or Mapping New Destimentioning

confidence: 99%

Lessons from 40 years of planning for cycle‐inclusion: Reflections from Santiago, Chile

Sagaris

2015

Natural Resources Forum

View full text Add to dashboard Cite

show abstract

“…In addition, 30 km/h speed limits could have a long-term effect on community mobility patterns. A 2014 study by RAND and the Institute for Mobility Research on the future of driving in developing countries analyzed factors affecting adoption of personal vehicles and found that, based on the experience of developed nations, car-friendly infrastructure is the second most critical factor after spatial dispersion of the population in determining eventual dependence on personal motor vehicles for mobility (Ecola et al 2014).…”

Section: Rationalementioning

confidence: 99%

Saving Lives Beyond 2020: The Next Steps

Tingvall

Michael

Larsson

et al. 2022

The Vision Zero Handbook

View full text Add to dashboard Cite

Road safety has come a long way in our lifetimes, and there are steps in this progress that mark their place in history. Many of these were technical innovations, such as seat belts, electronic stability control, and geofencing for vehicle speed control. Also important, though perhaps fewer in number, were innovations in strategies to achieve change. These include the public health model of Dr. William Haddon, the introduction of Vision Zero, the World Report on Road Traffic Injury Prevention from WHO and the World Bank, and more recently, the Decade of Action 2011–2020. I am sure that the work and recommendations presented in this report will deserve their place in a “Hall of Fame” for strategic innovation in saving lives across the globe.

show abstract

“…When VKT is divided by fuel consumption, it can reveal the average fuel economy of various vehicle categories in a country. Per-capita VKT is a metric that often correlates to the per-capita gross domestic product (GDP) of a country (Ecola et al 2014), which means VKT can be usefully extrapolated into the future using GDP and population projections (which are typically quite common) (Johnson, Koebrich, and Singer 2019). If VKT data is collected, it is typically tracked by a Ministry of Transportation in order to inform transportation infrastructure planning processes and maintenance decisions.…”

Section: Foundational Datamentioning

confidence: 99%

“…For example, one can estimate the per capita transport energy based on population density by aligning them on the line of best fit, shown in Figure 6. Another example is using a country's per-capita GDP to estimate its per-capita VKT, based upon the historic relationship between the two explored in Ecola et al 2014. For detailed case studies that involved filling data gaps, see Jamaica (Johnson, Koebrich, and Singer 2019), Tonga (Climate Technology Centre and Network 2018), Guam (Johnson 2013), and U.S. Virgin Islands (Johnson 2011).…”

Section: Box 5 Technical Insight: How To Fill Gaps In Foundational Datamentioning

confidence: 99%

Building Blocks of Electric Vehicle Deployment: A Guide for Developing Countries

Aznar

Belding

Bopp

et al. 2021

View full text Add to dashboard Cite

Historically, the transportation sector has been powered overwhelmingly by petroleum-based products, but momentum for electric vehicles (EVs) is growing. Global auto manufacturers are pivoting away from traditional internal combustion vehicles, and the private sector, public sector, investors, and utilities are investing heavily in vehicle electrification. At the same time, national and subnational governments are pledging support for EV deployment and charging infrastructure investments and phasing in bans on new gasoline and diesel vehicles. Plummeting lithium-ion battery prices over the past decade have enabled EV market expansion, and battery costs are projected to continue falling. Auto manufacturers are increasing EV model availability to meet customer demand. Decarbonization of the power sector reduces the carbon and environmental impacts of EVs as they age. In other words, a confluence of factors is accelerating EV deployment worldwide, which amounts to a radical shift in the transportation sector, with significant implications for the power sector, transportation, and the environment.Countries can use electric transportation to help fulfill numerous goals, including greenhouse gas (GHG) emissions targets, local air quality goals, mobility objectives, energy security, and transportation resiliency. Vehicle electrification is a promising pathway to achieving clean energy transitions in the transport sector at scale. As vehicles electrify, the traditionally siloed electricity and transport sectors increasingly converge to create technical, institutional, and economic opportunities and challenges. To navigate this transition effectively, we propose the following foundational pillars or "building blocks" that undergird effective electric vehicle (EV) deployment. Jurisdictions with experience and mature EV markets offer useful lessons learned that may enable developing countries to leapfrog over common roadblocks. Nonetheless, developing countries face distinct challenges collectively, and individually, from developed countries that require careful consideration.From our work around the world, the U.S. Agency for International Development (USAID) and National Renewable Energy Laboratory (NREL) have witnessed interest growing in EVs for a variety of reasons. Lao People's Democratic Republic (PDR), for example, looks toward EVs as a way to use their surplus of hydropower to displace expensive oil. Thailand and Pakistan seek economic development opportunities in EV manufacturing. Cities including Mexico City, Surat, India, and Kingston, Jamaica see the potential of bus electrification to improve local air quality and reduce traffic congestion. Many USAID partner countries in Southeast Asia are trying to understand how to reach ambitious EV deployment targets and implement EV and transportation plans. This pursuit is prompting questions about EV supply equipment (EVSE) standards, tariff design, and business models that affirm the importance of the building blocks outlined in this report. Effective EV deployment is...

show abstract

Driving in the Future in Developing Countries

Cited by 36 publications

References 0 publications

Lessons from 40 years of planning for cycle‐inclusion: Reflections from Santiago, Chile

Lessons from 40 years of planning for cycle‐inclusion: Reflections from Santiago, Chile

Saving Lives Beyond 2020: The Next Steps

Building Blocks of Electric Vehicle Deployment: A Guide for Developing Countries

Contact Info

Product

Resources

About