The car in Southeast Asia

Spencer, Andrew; Madhavan, Shobhana

doi:10.1016/0191-2607(89)90064-2

Cited by 12 publications

(6 citation statements)

References 13 publications

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“…Allport (1994) argues that a large part of the importance of mass transit investment is in making traffic restraint politically palatable. Kuala Lumpur and Bangkok rejected traffic restraint in the 1980s with the argument that public transport must improve first (Spencer and Madhaven, 1989). Similar arguments have been used in Jakarta (Forbes, 1990).…”

Section: Public Transportmentioning

confidence: 94%

Bulk Engineering Services: Costs and Densities

Biermann¹

2002

Compact Cities

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Mike Jenks developing countries. It is hoped that this volume will go some way towards filling that gap, presenting policies and local and strategic issues, and suggesting the extent to which there is commitment to, and success in achieving, sustainable urban forms in the developing world. World cities, world problems? The last decade has been remarkable for the vast array of literature, and intensity of debate, about cities and their global impact. Problems of sustainability, stemming from Brundtland (WCED, 1987) and the Rio Earth Summit (UNCED, 1992), have concentrated the minds of governments and research organisations around the world. Cities have been seen as the cause of environmental degradation and resource depletion, casting an ecological footprint across the globe, far beyond their immediate regions (e.g. Girardet, 1996; Wackernagel et al., 1997). More often than not, cities are seen as problematic-congested, polluting, with poor housing, collapsing infrastructure, crime and poverty. Yet it is cities that drive economies and it is within them that innovation occurs and an increasing part of global output is produced. Soon, over half the world's population will live in cities, the majority in the developing countries. Over the past five years the world has seen a 2.5% growth in urbanisation, but that varies between the more developed regions (0.7%) and the less developed regions where the growth has been 3.3% (UNFPA, 1999). In 1999, 47%, or 2.8 billion, of the world's population lived in cities, and this is set to increase by around 60 million people each year. The expectation is that by 2030 'nearly 5 billion (61 per cent) of the world's 8.1 billion people will live in cities' (UNFPA, 2000, p.25). Of the urban population, for every one person now living in cities in developed countries, there are two in the cities of the developing world. Within 30 years this proportion is predicted to rise to 1:4, indicating that 90% of the growth in urbanisation will be in developing countries. In these countries the expansion of urbanisation is occurring on an unimaginable scale. Very large cities-the megacities with populations of over 10 million people-are becoming commonplace. New York and Tokyo were the only megacities in 1960, but by 1999 there were 17. In another 15 years projections suggest there will be at least 26 such cities, 22 of which will be in developing countries, and 18 of these in Asia (UNFPA, 1999). However, the most aggressive growth appears to be in the cities of between 1 and 10 million. From the 270 'million cities' in 1990, by 2015, various predictions show, there may be between 358 to 516 of these cities (UNCHS cited in Hall and Pfeiffer, 2000; WRI, 1996). It is questionable whether these statistics necessarily represent a problem. The very size of the cities and the high proportion of the world's population living within them will inevitably concentrate problems. These will include the intensive use of resources such as land, water and energy, the overstretching of infrastructure, poor sanit...

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Section: Public Transportmentioning

confidence: 94%

Bulk Engineering Services: Costs and Densities

Biermann¹

2002

Compact Cities

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“…1976). From 1972 to 1987, Bandung's count of passenger cars uipled; in Jakarta, Manila and Medan, car populations more than doubled during the 1980's (Spencer and Madhavan, 1989).…”

Section: Background Characteristics Of Cities Studiedmentioning

confidence: 99%

“…Throughout Southeast Asia, urban traffic congestion has steadily worsened over the past decade as the motorized vehicle population has far outpaced road building efforts. In Jakarta, Bangkok, and Manila, vehicle registrations grew at an annual rate of between 10 and 15 percent throughout the 1980's whereas only a few kilometers of roads were typically added in these cities each year over the same period (Spencer and Madhavan. 1989).…”

Section: Introductionmentioning

confidence: 99%

PARATRANSIT IN SOUTHEAST ASIA: A Market Response to Poor Roads?*

Cervero

1991

Rev Urban & Reg Develop

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Southeast Asia's paratransit sector has become a vital source of mobility in many cities. Run by private operators, generally under free market conditions, paratransit vehicles maneuver into areas that standard buses cannot serve and provide frequent door‐to‐door service, at a profit. Yet despite past successes, pressure is mounting to greatly restrict or even ban paratransit vehicles from many cities, replacing becaks, bajajs, tuktuks, microbuses, minibuses, and jeepneys with large buses operated by public monopolies. While it is well known that paratransit provides low performance services tailored to what poor people can pay, an often overlooked benefit is that it compensates for the inadequacies of many roads in Southeast Asian cities. This paper empirically tests the extent to which mixes of paratransit fleets and services have evolved so as to adapt to the low capacity, poorly interconnected road systems in this part of the world. Using data for eight of Southeast Asia's largest cities, it is found that the greatest variety of paratransit modes, both in terms of types and seating capacities, generally exists in the places with the least amount of road capacity per capita and a poor road hierarchy. The paper concludes that any retrenchment in paratransit's role in Southeast Asian cities should be governed by market conditions rather than government fiat.

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“…Cochrane et al 1986;Behbehani et al 1988;Spencer and Madhavan 1989;Olszewski and Turner 1993;Phang 1993;Willoughby 2001;May 2004). The objectives of this paper are: to briefly review the development of vehicle restraint methods over the last 30 years; to investigate the effect of these measures on travel behaviour, motor vehicle fleet and transport energy consumption and finally to suggest how the Singapore experience could be useful for other cities.…”

Section: Introductionmentioning

confidence: 97%

Singapore motorisation restraint and its implications on travel behaviour and urban sustainability

Olszewski

2007

Transportation

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The example of Singapore shows that rapid urban and economic growth does not have to bring traffic congestion and pollution. Singapore has chosen to restrain car traffic demand due to its limited land supply. Transport policy based on balanced development of road and transit infrastructure and restraint of traffic has been consistently implemented for the past 30 years. Combined with land use planning, it resulted in a modern transport system, which is free from major congestion and provides users with different travel alternatives. As the economic growth caused a substantial increase in demand for cars, several pricing policies were introduced with the aim of restraining car ownership and usage. Growth of the vehicle population is now controlled and potentially congested roads are subject to road pricing. These measures help to keep the roads free from major congestion, maintain car share of work trips below 25% and keep the transport energy usage low. Although Singapore conditions are in many aspects unique, its travel demand experience can provide useful lessons for other rapidly growing cities in Asia. Copyright Springer Science+Business Media, LLC 2007Singapore motorisation, Traffic restraint, Travel demand management, Modal split, Road pricing, Vehicle Quota System,

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The car in Southeast Asia

Cited by 12 publications

References 13 publications

Bulk Engineering Services: Costs and Densities

Bulk Engineering Services: Costs and Densities

PARATRANSIT IN SOUTHEAST ASIA: A Market Response to Poor Roads?*

Singapore motorisation restraint and its implications on travel behaviour and urban sustainability

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