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This edited volume discuses urban transport issues, policies, and initiatives in twelve of the world's major emerging economies - Brazil, China, Colombia, India, Indonesia, Iran, Mexico, Nigeria, Russia, South Africa, Turkey, and Vietnam - countries with large populations that have recently experienced large changes in urban structure, motorization and all the associated social, economic, and environmental impacts in positive and negative senses. Contributions on each of these twelve countries focus on one or more major cities per country. This book aims to fill a gap in the transport literature that is crucial to understanding the needs of a large portion of the world's urban population, especially in view of the southward shift in economic power. Readers will develop a better understanding of urban transport problems and policies in nations where development levels are below those of richer countries (mainly in the northern hemisphere) but where the rate of economic growth is often increasing at a faster rate than the wealthiest nations

1 Introduction -- 1.1 Introduction -- 1.2 Least Cost Theory -- 1.3 Central Place and Interdependence Theories -- 1.4 Other Approaches -- 1.5 Conclusion -- 2 Objectives of the Study -- 2.1 Introduction -- 2.2 Description of the Theoretical Model -- 2.3 Comparison with Planning Models -- 2.4 Objectives of the Study -- 3 Static Model Assuming Constant Returns to Scale -- 3.1 Introduction -- 3.2 Locational Framework, Production and Transport Activities -- 3.3 Disposal Activities -- 3.4 Constraints Imposed by Market Conditions -- 3.5 Costs -- 3.6 Specification of the Programming Problem -- 4 The Static Model with Increasing Returns -- 4.1 Introduction -- 4.2 Economies of Scale -- 4.3 Respecification of the Programming Problem: Part I -- 4.4 Quasi Production Activities -- 4.5 Total Production Costs for the Production Unit -- 4.6 Respecification of the Programming Problem: Part II -- 4.7 Combination of Production Activities -- 4.8 Computational Problems -- 5 Case Study—The Cement Industry -- 5.1 Introduction -- 5.2 Structure of the UK Industry -- 5.3 Cost Structure of the Industry -- 5.4 Spatial Characteristics of the Market Area -- 6 Solution of the Static Cement Study -- 6.1 Introduction -- 6.2 The Calculated Optimum for the Static Study -- 6.3 Sensitivity Analysis -- 6.4 Comparison of Actual and Calculated Distributions -- 6.5 Conclusion -- 7 The Multiperiod Version of the Model -- 7.1 Introduction -- 7.2 Restatement of the Objective -- 7.3 Decision Variables -- 7.4 Cost Parameters -- 7.5 Edge Effects Associated with Capital Costs -- 7.6 The Multiperiod Programming Problem -- 7.7 Case Study: Introduction -- 7.8 Market Area -- 7.9 Cost Estimates -- 7.10 Solution of the Multiperiod Model -- 8 A Competitive Model Assuming Free Entry -- 8.1 Introduction -- 8.2 The Model -- 8.3 Application to the Cement Study -- 8.4 Solution of the Model -- 8.5 The Model Assuming Elastic Demand -- 8.6 Solution Assuming Elastic Demand -- 8.7 Conclusions -- 9 Conclusions -- 9.1 Introduction -- 9.2 Programming Models and Planning -- 9.3 The Nature of Economies of Scale -- 9.4 Locational Influences: The Static Model -- 9.5 Locational Influences: The Multiperiod Model -- 9.6 The Competitive Model -- 9.7 The Importance of Transport Costs -- Appendices -- A Additional Notation for Chapter 3 -- B Summary of United Nations (1963) Study Data -- C General Data for the U.K. and U.S. Cement Industries -- D Regional and County Analysis of Cement Deliveries (1965) -- E Estimated Road Distances -- Notes.

Over the last fifty years there has been much interest in cities – in their planning, design, degradation and regeneration – and in the last ten years, in particular, much discussion around sustainability, reducing greenhouse gas (GHG) and carbon dioxide (CO2) emissions. Within this, there are aspirations towards sustainable travel. Progress however appears intractably difficult to make in the transport sector as the private car, largely fuelled by petrol or diesel, remains the mainstream mode of use and choice. In almost all cities we are experiencing increasing emissions in transport, the city fabric is often adversely impacted by planning for the private car, and many people complain of the daily grind of the commute as the worst part of their daily lives. Our travel behaviours are in crisis. This paper considers the different baselines, projections and opportunities for five very different contexts: from London and Oxfordshire (UK), Delhi (India), Jinan (China) and Auckland (New Zealand). The likely possibilities for reducing transport CO2 emissions are examined relative to the aspirations of the IPCC (2007) and Stern (2007, 2009). The IPCC's central scenario (A1F1), assuming high economic growth and increased globalisation, estimates resultant world temperature increases of 4°C-6.4°C and expected sea level rises of up to 59cm, with hugely variable impacts globally. A central issue, therefore, is in the gap between the current business as usual (BAU) projections and the strategic policy ambitions to reduce the likely impacts of climate change. Scenarios are developed, assuming an equitable 0.5 tCO2 per capita in transport CO2 emissions, for each case study by 2050. The political deliverability of low carbon transport futures, however, remain a major obstacle to progress (Hood, 1986; Freund and Martin, 1993; Dunn and Perl, 2010). The growing body of scenario analysis and modelling of impacts by policy tool or package of tools is useful, but in the end redundant, if political deliverability is not possible. ...

The Baltic Sea region has been subject to processes of both disintegration and integration. On the southeastern shore of the Baltic Sea, former CMEA trade relations as well as the traditional system of Soviet socialist division of labour has disintegrated after 1991. With the exception of the Russian Federation's oblasts of Leningrad and Kaliningrad, the transition economies in the Baltic Sea region have turned to the West and are eager to participate in the process of European integration. Poland and Estonia participate in the negotiations for EU enlargement, sooner or later Latvia and Lithuania will follow suit. Physically, integration is brought about by transport that results from trade and other economic interchange. Hence, trade and further economic development may be hampered by all severe obstacles to transport – in the fields of transport infrastructures, of transport markets, of complementary legal frameworks, or of the daily transport business. In the present study, the authors analyse the current pattern of transport in the Eastern Baltic Sea region with special reference to the economies in transition, and identify and assess the various obstacles to transport in this region. Based on the empirical findings, the study presents economic policy recommendations and shows potential remedies to overcome such obstacles. Although missing infrastructure links and insufficient capacities are easily visible, the authors hold that "software" problems (arising from regulatory regimes, but in particular from administrative procedures) are more pressing than infrastructure deficiencies and should be addressed with urgency.