INSTITUTE FOR TRANSPORTATION AND DEVELOPMENT POLICY
Programs
Program 1 [2020]
ITDP CONTINUES TO WORK CLOSELY WITH DEVELOPMENT PARTNERS THAT ARE ACTIVE IN THE REGION, INCLUDING THE WORLD BANK, AFRICAN DEVELOPMENT BANK, AFD, AND EUROPEAN UNION. THESE INSTITUTIONS HAVE SHOWN INCREASED INTEREST IN SUPPORTING THE IMPLEMENTATION OF BRT PROJECTS ACROSS ITDP'S PROJECT CITIES AND CLOSE COLLABORATION WILL BE KEY TO THE SUCCESS OF THESE PROJECTS. IN UGANDA, ITDP IS WORKING WITH THE WORLD BANK COUNTRY TEAM TO DEVELOP AN INSTITUTIONAL PLAN FOR THE BRT PROJECT. KIGALI RECENTLY COMPLETED A FEASIBILITY STUDY FOR A FIRST-PHASE BRT NETWORK. ITDP REVIEWED AND PROVIDED FEEDBACK TO IT IN EARLY 2019 TO BRING IT IN LINE WITH BRT BEST PRACTICES. IN 2020, ITDP PROVIDED DETAILED FEEDBACK TO THE WORLD BANK AND MINISTRY OF INFRASTRUCTURE ON THE DRAFT TOR FOR THE DETAILED DESIGN OF THE FIRST-PHASE BRT CORRIDOR.THE MINISTRY OF WORKS AND TRANSPORT, IN PARTNERSHIP WITH THE KAMPALA CAPITAL CITY AUTHORITY (KCCA), HAS PREPARED DESIGNS FOR A FIRST-PHASE BRT NETWORK. HOWEVER, THE DESIGNS ARE FLAWED AND THE PLANNED INFRASTRUCTURE WOULD NOT BE ABLE TO HANDLE EXPECTED GROWTH IN PASSENGER DEMAND. DUE TO ITDP'S ADVOCACY, MOWT AND UNRA NOW ACCEPT THE NEED TO REVISE THE DESIGNS. IN ANTICIPATION OF BRT IMPLEMENTATION, UNRA AGREED TO CHANGE THE DESIGNS IN 2020 FOR AN ONGOING FLYOVER PROJECT ALONG THE BRT NETWORK TO INCORPORATE A MEDIAN BRT STATION WITH PASSING LANES AND ADEQUATE PEDESTRIAN ACCESS. THE FLYOVER DESIGNS WERE REVISED IN 2020. ADDIS ABABA LAUNCHES THE 17.4 KM FIRST-PHASE B2 BRT CORRIDOR, WITH RELIABLE SERVICE AND STRONG CORRIDOR MANAGEMENT. THE CITY ALSO FINALIZES THE DESIGNS FOR A SECOND 11.1 KM BRT CORRIDOR AND BEGINS IMPLEMENTATION. ADDIS ABABA ADOPTS BEST-PRACTICE STREET DESIGN STANDARDS AND DEVELOPS LOCAL AREA PLANS FOR SEVERAL TOD ZONES. THE CITY LAUNCHES A BICYCLE SHARING SYSTEM PAIRED WITH HIGH-QUALITY BICYCLE INFRASTRUCTURE. AT THE NATIONAL LEVEL, THE FEDERAL TRANSPORT AUTHORITY FINALIZES GUIDELINES ON MOBILITY PLANNING. TWO SECONDARY CITIES ADOPT PROGRESSIVE MOBILITY PLANS, LEADING TO AN INCREASE IN SUSTAINABLE TRANSPORT INVESTMENTS IN BOTH CITIES.IN NAIROBI, ITDP PROVIDED INPUT TO THE NAIROBI METROPOLITAN AREA TRANSPORT AUTHORITY (NAMATA) REGARDING THE ONGOING BRT PLANNING PROCESS IN ORDER TO ENSURE BEST PRACTICES WILL BE MET. BASED ON A SERVICE PLAN THAT ITDP PREPARED TOGETHER WITH NAMATA IN 2019, ITDP CONTINUED TO ADVOCATE FOR BEST PRACTICE DESIGNS FOR THE LINE 2 CORRIDOR. UNFORTUNATELY, THE CURRENT DESIGNS OMIT KEY ELEMENTS SUCH AS PASSING LANES, INFRASTRUCTURE IN THE CITY CENTRE, AND AN ADEQUATE BUS FLEET. ITDP CONTINUED TO RAISE CONCERNS ABOUT THE DESIGNS IN DISCUSSIONS WITH SENIOR OFFICIALS AND TECHNICAL STAFF. ITDP HAS ALSO PARTNERED WITH ORGANISATIONS SUCH AS THE KENYA PRIVATE SECTOR ALLIANCE AND INSTITUTE OF ENGINEERS OF KENYA TO CALL ATTENTION TO BRT DESIGN PRINCIPLES AND BEST PRACTICES.NEW CORRIDOR OF THE PUNE RAINBOW BRT - IN 2020, PUNE OPENED A NEW CORRIDOR OF THE RAINBOW BRT FOR PUBLIC USE WITH 10 STATIONS OVER A 5 KILOMETRE STRETCH. AS MENTIONED ABOVE, ITDP SUPPORTED PMPML, THE CITY BUS OPERATOR, WITH ROUTE RATIONALISATION AND THE PLANNING OF THE BRT CORRIDORS.DESPITE THE CHALLENGING CIRCUMSTANCES BROUGHT ON BY THE COVID-19 PANDEMIC, ITDP CONTINUED TO MAKE MEASURABLE PROGRESS TOWARDS THE OBJECTIVES OF THE REDUCING EMISSIONS THROUGH INTEGRATION AND OPTIMIZATION OF PUBLIC TRANSPORT IN INDONESIA PROJECT IN 2020. ITDP'S TECHNICAL GUIDANCE AND RECOMMENDATIONS HAVE LED TO MEASURABLY POSITIVE RESULTS ON THE GROUND.GeographiesNot indicatedDatesJan 1, 2020 – Dec 31, 2020Source990No causes providedNo populations provided–$2.7MProgram 2 [2020]
SUSTAINABLE URBAN DEVELOPMENTIN KENYA, ITDP BEGAN PREPARATION OF NATIONAL-LEVEL SUSTAINABLE URBAN DEVELOPMENT GUIDELINES, WHICH AIM TO GUIDE COUNTY GOVERNMENTS IN THE PREPARATION OF PEDESTRIAN- AND TRANSIT-ORIENTED LAND USE PLANS. IN MID-2020, THE GOVERNMENT OF RWANDA AND THE CITY OF KIGALI LAUNCHED THE KIGALI MASTER PLAN 2050, WHICH INCORPORATES TRANSIT-ORIENTED BUILDING CONTROL AND ZONING REGULATIONS. ITDP WORKED CLOSELY WITH THE PROJECT CONSULTANTS TO ENSURE THAT THE DOCUMENT REFLECTED TOD PRINCIPLES. THE FINAL MASTER PLAN INCORPORATES SEVERAL TOD ELEMENTS, INCLUDING HIGHER DENSITIES ALONG PLANNED BRT CORRIDORS, EXPLICIT INCENTIVES FOR PROVISION OF AFFORDABLE HOUSING NEAR RAPID TRANSIT, AND A FLEXIBLE OFF-STREET PARKING REGIME THAT GIVES THE CITY THE ABILITY TO WAIVE OFF-STREET PARKING REQUIREMENTS IN AREAS WHERE PARKING MANAGEMENT PLANS HAVE BEEN COMPLETED. AS PART OF THE PUNE STREETS PROGRAM, PUNE IS TRANSFORMING OVER 150 KM OF MAJOR STREETS INTO WALKING- AND CYCLING-FRIENDLY SPACES. ADDITIONALLY, THE CITY HAS TRANSFORMED OVER 1000 KM OF OTHER STREETS AS WELL. ITDP SUPPORTED THE PUNE MUNICIPAL CORPORATION TO LAUNCH THE PROGRAM, HIRE CONSULTANTS TO IMPLEMENT THE WORK, AND REVIEW THEIR DESIGNS.AFTER SEVERAL YEARS OF EFFORTS, ITDP CELEBRATED A MAJOR ACHIEVEMENT IN 2018 WHEN THE NATIONAL GOVERNMENT OFFICIALLY ADOPTED (HTTPS://WWW.ITDP.ORG/2019/01/31/RIO-JOINS-PARKING-REFORM-LEADERS/) ITDP'S GUIDELINES FOR LOCATING FUTURE DEVELOPMENTS OF THE NATIONAL SOCIAL HOUSING PROGRAM NEAR PUBLIC TRANSIT. THE HOUSING PROGRAM, MINHA CASA MINHA VIDA, SERVES NEARLY 25 MILLION PEOPLE AND THE NEW GUIDELINES WILL HAVE A HUGE IMPACT ON EFFORTS TO INCREASE ACCESS TO OPPORTUNITIES AND MITIGATE THE MARGINALIZATION OF LOW-INCOME COMMUNITIES.ITDP SURPASSED ITS GOAL OF HAVING AT LEAST TWO BRAZILIAN CITIES OFFICIALLY ADOPT METRICS FROM ITDP'S SUITE OF URBAN MOBILITY INDICATORS. AS OF 2018, GOVERNMENTS AT BOTH FEDERAL AND MUNICIPAL LEVELS HAVE ADOPTED INDICATORS, WITH BELO HORIZONTE, BRASLIA, AND RIO DE JANEIRO EACH NOTABLY ADOPTING THE KEY PEOPLE NEAR TRANSIT (PNT) METRIC. IN ADDITION, THE PNT INDICATOR IS A CORE COMPONENT OF THE AFOREMENTIONED OFF-STREET PARKING REFORM IN RIO DE JANEIRO. IT WAS USED TO ESTABLISH THE AREAS WHERE REDUCTIONS IN PARKING SPACE WOULD BE MOST EFFECTIVE IN SHIFTING RESIDENTS TO SUSTAINABLE TRANSPORT AND WILL ALSO HELP MONITOR AND STRENGTHEN ENFORCEMENT EFFORTS.ASSIST JHARKHAND UDHD IN INITIATING THE PROCESS OF IMPLEMENTING THE JHARKHAND TOD POLICY (JTODP) IN RANCHI AND OTHER CITIES: BY AMENDING RELEVANT PLANNING ACTS AND REVISING BUILDING BY-LAWS THROUGH AN INCLUSIVE CONSULTATIVE PROCESS, AND BUILDING THE CAPACITY OF OFFICIALS IN TOD PLANNING AND IMPLEMENTATION.GeographiesNot indicatedDatesJan 1, 2020 – Dec 31, 2020Source990No causes providedNo populations provided–$1.6MProgram 3 [2020]
TRAFFIC REDUCTIONITDP ASSISTED THE PREVIOUS STATE GOVERNMENT OF MAHARASHTRA (2014-2019) IN DEVELOPING A DRAFT OF THE SUSTAINABLE URBAN MOBILITY POLICY. THERE HAS BEEN A SLOWDOWN IN MOMENTUM IN 2020 DUE TO THE CHANGES IN STATE GOVERNMENT, THE ENSUING CHANGES IN LEADERSHIP AT THE STATE URBAN DEVELOPMENT DEPARTMENT, AS WELL AS THE COVID PANDEMIC. IN 2021, ITDP WILL RESTART THE CONVERSATION WITH THE NEW LEADERSHIP TO REFINE THE DRAFT FOR ITS ADOPTION. THIS POLICY AIMS TO REDUCE THE USE OF PERSONAL MOTOR VEHICLES (PMVS) AND RELATED CONGESTION AND POLLUTION IN THE STATE. THE DRAFT POLICY AIMS TO ENSURE THAT WALKING, CYCLING, AND PUBLIC TRANSPORT WILL ACCOUNT FOR AT LEAST 80 PERCENT OF ALL TRIPS BY 2028 AND STIPULATES FINANCING GUIDELINES TO SUPPORT THIS DIRECTION.AS PART OF THE CITY GOVERNMENT'S PARKING FEE INCREASE PLANNING PROCESS, ITDP IS WORKING ON THE RECOMMENDATION OF PARKING ZONES. ITDP HAS A PLAN TO INCLUDE AREAS WITHIN A WALKABLE DISTANCE OF MASS PUBLIC TRANSIT CORRIDORS TO BE INCLUDED IN PREMIUM PARKING FARE ZONES.AN EVALUATION OF THE EXISTING ON-STREET PARKING SYSTEM WAS PRESENTED TO THE VICE GOVERNOR AND THE TRANSPORTATION AGENCY IN 2017. STRATEGIC RECOMMENDATIONS FOR ON-STREET AND OFF-STREET PARKING REGULATIONS WERE PRESENTED IN 2019. IN 2020, ITDP ASSISTED THE JAKARTA PARKING UNIT IN IMPLEMENTING A PLANNED FARE REFORM AND FORMULATING A COMPLETE GUIDELINE FOR PARKING MANAGEMENT IN JAKARTA (INCLUDING PARKING REGULATIONS AT TOD AREAS) BY SUBMITTING RECOMMENDATIONS AND A JOINT SURVEY. UNFORTUNATELY, THE DISCUSSION WAS DELAYED AND WILL BE FURTHER TAKEN UP IN 2021.IN 2020, ITDP ALSO ASSISTED JAKARTA'S TRANSPORT AGENCY BEGIN PLANNING AND DISCUSSIONS FOR ELECTRONIC ROAD PRICING, WHICH WILL BE FURTHER TAKEN UP IN 2021. AS MENTIONED ABOVE, A LOW EMISSION ZONE IS BEING PILOTED IN THE NORTHERN PART OF JAKARTA, PER ITDP'S SUPPORT AND RECOMMENDATION. THIS SCHEME IS STILL IN TRIAL MODE AND THE EVALUATIONS AND DISCUSSIONS ARE ONGOING.CITIES EMBRACE LOW OR ZERO EMISSIONS ZONES. IN LOS ANGELES, RIO DE JANEIRO, AND MEXICO CITY, ITDP HELPED THE CITIES TAKE MAJOR STEPS TOWARDS PLANNING LOW OR ZERO EMISSION ZONES, WHICH WOULD BE THE FIRSTS OUTSIDE OF EUROPE. THESE HIGH PROFILE ZONES ARE DESIGNED TO PRIORITIZE SUSTAINABLE TRANSPORT OVER POLLUTING VEHICLES, AND CAN BE EFFECTIVELY LEVERAGED FOR MORE WIDESPREAD CHANGE. EMBEDDING PARKING REFORM AS A KEY CLIMATE POLICY IN LATIN AMERICA. DUE TO A LACK OF INTERNATIONAL MODEL FOR ESTIMATING THE IMPACTS OF PARKING REFORMS, ITDP DEVELOPED A NEW METHOD FOR PREDICTING THESE IMPACTS ON GREENHOUSE GAS EMISSIONS BY SYNTHESIZING CITY-SPECIFIC INFORMATION ABOUT TRAVEL BEHAVIOR, REAL ESTATE DEVELOPMENT PATTERNS, AND VEHICLE EMISSIONS STANDARDS. WITH THIS METHOD, ITDP WAS ABLE TO MEASURE THE POLICIES OF RIO DE JANEIRO AND MEXICO CITY TO FIND THAT TOGETHER, THESE TWO POLICIES, IF THEY CONTINUE AS THEY WERE ENACTED, WOULD RESULT IN A CUMULATIVE REDUCTION OF 3.6 MILLION TONS OF CO2-EQUIVALENT EMISSIONS BY 2030. OFF-STREET PARKING POLICIES AFFECT THE GRADUAL PROCESS OF CONSTRUCTING AND RENOVATING BUILDINGS. THAT MEANS THAT THE ANNUAL IMPACT OF PARKING POLICY REFORM GROWS STEADILY OVER TIME. IN FACT, BY 2050, THE COMBINED ANNUAL IMPACT OF THE TWO POLICIES WILL BE ABOUT 4.5 MILLION TONS OF CO2-EQUIVALENT. THAT'S EQUIVALENT TO TAKING ABOUT A MILLION CARS OFF THE ROAD. ITDP'S IMPACT ANALYSIS WAS INFLUENTIAL IN THE CREATION OF MEXICO CITY'S NEW CLIMATE ACTION PLAN, WHICH RECOGNIZES PARKING FORM AS ONE OF THE MOST COST-EFFECTIVE CLIMATE MEASURES. MEXICO CITY'S PLANNING INSTRUMENTS HAVE BEEN A MUST-SEE REFERENCE IN CLIMATE PLANNING INSTRUMENTS THROUGHOUT MEXICO AND LATIN AMERICA, SO WE CAN EXPECT REPLICATION IN THE FUTURE, PARTICULARLY IF WE PUSH FOR IT IN KEY CITIES.ITDP ALLOCATED A MODEST LEVEL OF AGCI SUPPORT TO ASSIST LOS ANGELES IN PLANNING FOR AN AMBITIOUS ZERO EMISSION AREA (ZEA), WHICH WOULD BE THE FIRST OF ITS KIND OUTSIDE OF EUROPE. THE ZEA AIMS TO REACH ZERO CARBON EMISSIONS AND AIR POLLUTION BY 2030 BY STRICTLY LIMITING EMITTING VEHICLES AND ACCELERATING A SHIFT TOWARDS FAR MORE SUSTAINABLE MODES THROUGH MECHANISMS LIKE INFRASTRUCTURE INVESTMENT AND PARKING REFORM. WE HAD EARLY PROGRESS ASSISTING THE CITY IN DESIGNING THE SCHEME AND GOALS AND BUILDING THE CAPACITY OF KEY DECISION-MAKERS TO ENSURE ITS SUCCESS. HOWEVER, PROGRESS TOWARDS IMPLEMENTATION HAS NOW SLOWED DUE TO THE COVID-19 PANDEMIC AND FLUCTUATING POLITICAL WILL. ITDP REMAINS COMMITTED TO ACHIEVING A ZERO OR LOW EMISSION ZONE OUTSIDE OF EUROPE, AND LOS ANGELES IS A KEY PROSPECT FOR THIS AMBITION. LOS ANGELES WOULD ALSO SERVE AS A HIGHLY VISIBLE MODEL FOR OTHER LARGE CITIES AROUND THE WORLD, GIVEN ITS REPUTATION FOR TRAFFIC CONGESTION. ITDP ADOPTED A NEW MOBILITY PRICING (MP) STRATEGY FOR THE NEXT FIVE YEARS, WHICH LAYS OUT A PATH FORWARD TOWARD ACHIEVING OUR OBJECTIVES IN MP. ITDP'S MP STRATEGY IS DESIGNED TO DISINCENTIVIZE POLLUTING, PRIVATE CARS, MOTORCYCLES, AND HEAVY-DUTY VEHICLES, SHIFTING THE MARKET AND CONSUMER PREFERENCE TOWARD MODES THAT EMIT LESS, SUCH AS ELECTRIC VEHICLES; USE LESS ROAD SPACE; AND REDUCE OTHER NEGATIVE EXTERNALITIES. WHILE THERE ARE MANY POLICIES THAT CAN BE CALLED MOBILITY PRICING (MP), WE ULTIMATELY PLAN TO FOCUS ON THE THREE THAT COMMAND THE MOST ATTENTION FOR ITDP: 1) PARKING POLICY; 2) LOW/ZERO EMISSIONS ZONES; AND 3) CONGESTION PRICING. MOBILITY PRICING IS PART OF ITDP'S OVERARCHING, INTEGRATED APPROACH TO REDUCING GREENHOUSE GASES (GHG) AND OTHER POLLUTION, AND PROMOTING MULTIMODAL, ACCESSIBLE MOBILITY. ITDP'S MP STRATEGY IS DESIGNED TO DISINCENTIVIZE POLLUTING, PRIVATE CARS AND HEAVY-DUTY VEHICLES, SHIFTING THE MARKET AND CONSUMER PREFERENCE TOWARD MODES THAT EMIT LESS, SUCH AS ELECTRIC VEHICLES; USE LESS ROAD SPACE; AND REDUCE OTHER NEGATIVE EXTERNALITIES. A SECONDARY BENEFIT IS RAISING REVENUE, THUS PROVIDING A FUNDING SOURCE TO IMPROVE, MAINTAIN, AND/OR CREATE ALTERNATIVE TRANSPORTATION OPTIONS. WITH THIS DUAL FUNCTION: BEHAVIOR CHANGE AND INCREASED REVENUE, MOBILITY PRICING IS AN OBVIOUS SOLUTION TO A MYRIAD OF TRANSPORTATION PROBLEMS.PARKING PRICING: IN MEXICO CITY, THE ECOPARQ CURB PRICING PROGRAM TRANSFORMED PARKING. BEFORE IMPLEMENTING THE PROGRAM, PARKING SPACE OCCUPANCY WOULD AT TIMES REACH 130%, DUE TO ILLEGALLY AND OFTEN DANGEROUSLY PARKED VEHICLES. AFTER THE METER SYSTEM WAS PUT IN PLACE, OCCUPANCY DROPPED TO 80% DURING PEAK HOURS. CRUISING TIME TO FIND A SPACE WENT FROM 13:26 MINUTES TO 3:04 MINUTES, SAVING A COMBINED 6.73 MILLION HOURS OF TIME EACH YEAR, AND REDUCING 18,000 TONS OF CO2 PER YEAR IN A SINGLE NEIGHBORHOOD (POLANCO).MEXICO CITY AND RIO DE JANEIRO BOTH ENACTED HISTORIC OFF-STREET PARKING REFORMS THAT WILL COLLECTIVELY REDUCE 3.6 MILLION TONS OF GHG BY 2030. MEXICO CITY'S POLICY IS BROADER, AND IN ADDITION TO SETTING A LIMIT OF ONE OFF-STREET PARKING SPACE PER RESIDENTIAL UNIT, IT ALSO SETS MAXIMUMS FOR OFFICE DEVELOPMENTS, PREVENTING THEM FROM BUILDING MORE THAN ONE PARKING SPACE PER 30 SQUARE METERS OF OFFICE SPACE. RIO DE JANEIRO'S POLICY SETS MORE AGGRESSIVE LIMITS - ONE OFF-STREET SPACE PER FOUR UNITS - BUT ONLY APPLIES TO AREAS WITHIN 800M OF RAPID TRANSIT, DOES NOT APPLY TO OFFICE DEVELOPMENT, AND DOES NOT APPLY IN THE SOUGHT-AFTER SEASIDE BARRA DA TIJUCA DISTRICT.FOR OVER 50 YEARS, RIO DE JANEIRO'S BUILDING CODE HAS REQUIRED A MINIMUM OF ONE PARKING SPACE FOR EVERY SINGLE HOUSING UNIT BUILT. ACCORDING TO AN ITDP ANALYSIS, THIS RESULTED IN 42% OF THE TOTAL BUILT AREA IN RIO DE JANEIRO BETWEEN 2006 AND 2015 BEING DEDICATED TO VEHICLES. WHEN EXAMINING NON-RESIDENTIAL BUILDINGS ALONE, THIS NUMBER SKYROCKETED TO 70%. THE ASTOUNDING PROPORTION OF CITY SPACE BEING DEDICATED TO CARS DIRECTLY ENABLES PRIVATE VEHICLE USE AND CAN SEVERELY RESTRICT THE AVAILABILITY OF PUBLIC SPACE AND LOW-CARBON MOBILITY INFRASTRUCTURE. ITDP'S FINDINGS SHOWED, FOR INSTANCE, THAT THE SPACE CURRENTLY DEDICATED TO VEHICLES COULD ADDRESS 57% OF THE CITY'S HOUSING DEFICIT.AFTER EXTENSIVE RESEARCH AND ADVOCACY FROM ITDP AND LIKE-MINDED PARTNERS, RIO DE JANEIRO IN JANUARY 2019 APPROVED TRANSFORMATIONAL NEW BUILDING CODES THAT, FOR THE FIRST TIME, PUT STRICT RESTRICTIONS ON THE NUMBER OF OFF-STREET PARKING SPACES ALLOWED IN NEW BUILDINGS AND INSTEAD PROMOTES NON-MOTORIZED TRANSPORT. THE NEW LAW, APPROVED BY THE LEGISLATURE AND SANCTIONED BY RIO MAYOR MARCELO CRIVELLA, INSTITUTES A ONE PARKING SPACE MAXIMUM FOR EVERY FOUR HOUSING UNITS FOR BUILDINGS WITHIN 800M OF A TRANSIT SYSTEM, WHILE REQUIRING BIKE PARKING FACILITIES. ITDP IS MONITORING THE ROLLOUT OF THIS NEW LAW AND DEVELOPING PLANS TO EVALUATE AND ASSESS ITS IMPACT.GeographiesNot indicatedDatesJan 1, 2020 – Dec 31, 2020Source990No causes providedNo populations provided–$1.2M
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