Status and perspectives of the Urban Mobility component

Transcription

1 Status and perspectives of the Urban Mobility component SSATP- Urban Mobility Eleventh Steering Committee Meeting Accra April 18-20, 2001 Patrick Bultynck The World Bank

2 OUTLINE Urban transport and city development Contribution of the urban transport to the urban economy SSATP Urban Mobility Component objectives Key issues and activities on the component s agenda Urban Air Pollution in SSA : does it matter? A silent threat : leaded gasoline Next steps and perspectives for the UM component

3 I : Urban transport and city development Cities as engine of growth (50-70% GDP) Labor productivity higher in cities than in rural areas Cities as markets for potential investments Fiscal and institutional impact of decentralization policy on urban transport Geographical extension of the city means highest travel times, congestion, pollution Differences in land price and accessibility to CBD, markets, employment centers

4 City development in sub-saharan Africa Urbanization without growth : average urban population : + 5.2% per annum GDP : % per annum (Potential) accelerated growth is hampered by dysfunctional cities, which cannot service private sector People continue to move to cities even when economic growth is slow : migrants do not return to rural areas

5 City development in sub-saharan Africa Urban sprawl as a major cause of trips lengths and associated costs Inadequate quantity and structure of road infrastructure compared with population growth High concentration of population, economic activity and motorization in few major cities

6 City development in sub-saharan Africa Lack of basic infrastructures : * Is one of the characteristics of poverty (lack of access) * Impedes provision of services * Increases the costs of production and delivery Urban Transport as an highly fragmented sector The emerging role of the Municipalities

7 II : Contribution of Urban Transport to the urban economy Major provider of employment Taxes revenues from gasoline/diesel Second expenditure of households (13% in Ouaga and Cotonou, 17% in Yaoundé, 25 % in Temeke) Disproportionately higher impact on the poorest (28% Dakar) Urban Transport in SSA : social indicator of economic crises The role of freight transport in cities But increasing externalities Traffic congestion, noise, accidents, pollution

8 Urban Mobility in SSA : some key data Habitants Abidjan Bamako Dakar Harare Nairobi Cotonou Ouaga Mo.habitants 2,9 1 2,1 1,6 2,2 0,8 0,9 Average annual growth (in %) Modal split 4,3 5,5 4,5 6 4,9 6,5 6 Motorized 70% 42% 66% 60% 48% Non Motorized 30% 58% 34% 40% 52% Rate of motorization (vehicles/thousand habitants) Number trips/day 1,5 2,1 0,8 3,7 Motorized transport and market share Standard bus 24% 10% 5% 7% 20% - 5% Minibus 29% (Gbakas) 40% (Durunis, Sotramas-) 78% (Cars Rapides) 80% 60% (Matatus) Public taxis 34% 10% 12% 4% 15% - 4% (Woro- Woros) Private cars 13% 22% 5% 9% 10% 5% 10% - Mopeds 0% 48% 0% 0& 0% 95% (taxismotos) Number of minibus Public taxis Private taxis Jobs generated (directs) (Directs) (dir.et ind.) (Zemidjans) 81%

9 The poverty dimension of Urban Mobility Importance of walking in modal split With some exceptions (Ouaga, Cotonou), public transport is the most commonly used mode of transport in Sub-Saharan Africa Lack of access to services is critical for the urban poor

10 Preliminary conclusions... Together with the focus on sound policy and institutional framework, appropriate regulation, well designed and maintained urban roads and infrastructures, the provision of transport services is key for urban transport to contribute to the development of the city in SSA Well functioning urban infrastructure and efficient service delivery stimulate economic growth, which in turns generates employment and improves quality of life in urban areas Hence, a (P.T.) Microenterprise strategy in SSA is part of an overall poverty focus strategy

11 and issues After the failure of the public (owned) transport scheme, is the present partially/totally deregulated private system a solution? If yes, on which point of view? The State? The users? The community? Relevant regulation needs to take into account specificity's of the informal sector in terms of operation, ownership, financing, costs structure, tariffs, kind of competition and organization

12 III : Objectives of the component : contribution to make cities in SSA More liveable for their inhabitants More productive for the urban economy More attractive for investments

13 IV : Key issues on the agenda Institutional reform Microenterprises and the private sector Urban Air pollution Road safety Capacity building

14 Activities CY 2000 Road safety : * Harare, Ouagadougou * NMT Guidelines (draft) Institutional reform : Abidjan : AGETU Microenterprises : Abidjan, Bamako,Harare, Nairobi Dissemination : * 4 Working Papers * Website and technical notes Training : * Abidjan, July 2001 * Lyon, LET July 2000 Clean Air Initiative Study/seminar Cotonou October 2000

15 V : Urban air pollution in SSA : does it matter? Average cost of urban air pollution : 2 % G.D.P. Main impact local : Health, respiratory diseases, cancer, Those the most affected : persons living, working on streets Lessons learnt : * Motorization + urban growth = more pollution * Problem of today can become a crisis tomorrow Hence, an Urban Air Pollution Strategy (in SSA) is part of an overall poverty focus strategy A silent threat : lead in gasoline

16 Different sources are responsible for the majority of local versus global damages, limiting overlap in policies to effectively address both issues 1600 UD $ million Global damage Local damage Power plants Large boilers Vehicles Small furnaces

17 Leaded gazoline : Mythes and realities Leaded poisoning is not a problem Some vehicles, especially older vehicles, require leaded gasoline Phasing-out leaded gasoline costs too much Phasing-out leaded gasoline is not practical for developing countries The direct relationship between leaded gasoline use and lead in blood is well documented All cars can run on unleaded gasoline Phasing-out leaded gasoline makes economic sense for vehicle owners, refineries and society Developing countries can take advantage of available technologies to phase-out leaded gasoline now.

18 Clean Air Initiative in Sub-Saharan Africa Achievements to date: City case studies and national awareness seminars (Dakar, Ouagadougou,Cotonou) Next steps? Abidjan, Douala, Lagos, Nairobi? Regional conference on the phase-out of leaded gasoline

19 VII : Next step and perspectives for the Microenterprises : component * Toolkit for concession * Complementary study on enterprise * Pilot case(s) Institutional reform : Cotonou, Bangui, Douala (?) Training with the MDP Clean Air Performance indicators Urban Planning and mobility Road safety Decentralization