I just returned from São Paulo, perhaps the third biggest metropolitan area in the world with a population of 18 million and an endless vista of apartment towers and commercial buildings in almost any direction from the center. The traffic problems are large and reported in the daily newspapers as the peak number of kilometers of the main road network in congested conditions (equivalent to LOS F). This indicator tends to range between 100 and 200 km for an
Over time I have developed certain ‘home truths’. Among them is that the size of the country is inversely proportional to the length of the immigration and customs form, and the aggressiveness of dogs encountered when running is a reflection of their owners. In both cases this was proved true during my first mission to Kiribati.
Vehicle scrapping and recycling programs are not new. In fact, last year, The Economist put together a neat comparison of subsidies provided for vehicle scrapping programs across the world.
What is new, is how the Egyptians have organized their own national scheme. Rather than place the onus mostly or entirely on a government agency to provide incentives for participation, the Egyptian scheme is – I dare say – a model of public-private partnership innovation.In the fall of 2008, Prime Minister Ahmed Nazif charged the Ministry of Finance with organizing vehicle scrapping scheme, initially targeted at taxis and other mass transport vehicles.
The Egyptian mass transport fleet is aging – the average age of a taxi in Egypt is 32 years old, more than 64,000 microbuses are greater than 20 years old, and nearly 70% of all registered vehicles in the country are greater than 15 years old. The aging fleet is prone to frequent break-downs and, because older vehicles are typically unequipped with modern catalytic converters, low quality emissions.
The transport sector, particularly in developing countries, plays a critical role in global energy consumption and greenhouse gas emissions reduction strategies – not only because transport sector emissions comprise nearly a quarter of global emissions today, but also because without pre-emptive action in developing countries, transport sector emissions may increase particularly rapidly, and the costs of future retroactive mitigation activities may be prohibitive.