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This paper assesses the effects on urban freight transportation of implementing Bus Rapid Transit (BRT) systems. BRT systems have been widely implemented in Latin American cities in recent decades, with positive results driven by their high capacity and relatively low cost. Implementing BRT strategic corridors has led to changes in land use, and has required some restrictions on other urban traffic, particularly freight. These restrictions have significantly affected the supply of goods to establishments along those corridors, restricting freight operations and urban freight traffic in general. This paper studies the overall effects of BRT system implementation on urban freight using Cali (Colombia) as a representative case study to understand the origin and size of these impacts. Six key criteria were analyzed to assess the impacts of implementing a BRT system: 1. Mobility patterns; 2. environmental impacts; 3. infrastructure; 4. land-use; 5. legislation; and 6. geographic distribution. Observations and semi-structured interviews were used to complement hard data. The results from Cali show that the areas surrounding BRT corridors generate more than 62% of urban freight traffic. This concentration of freight activity has exacerbated the negative effects of restrictions that have accompanied BRT implementation and altered freight mobility and land-use patterns, not only locally but within the city centre, as well as suburban areas. In summary, the results show that post implementation, a significant share of freight-related externalities were amplified and transferred from BRT corridors to other parts of the city and to inter-regional corridors as well.

Urban growth, new economic activities, infrastructure and mobility projects change the way a city and their citizens interact. To assess changes based on the above factors, we use the concept of social fragmentation for two different periods. We propose a methodology that evaluates the degree of social fragmentation in different zones of Bogotá and the impact of the introduction of a Bus Rapid Transit system (BRT). The fragmentation analysis shows an increase in interactions for the three different income groups analysed in the 1995–2005 comparison. The spatial distribution of defragmented zones has also changed. Peripheral zones were isolated in 1995, close to ghettos or closed community concept, while in 2005 their interactions with the city saw an important improvement. The difference in difference analysis shows that feeder lines, serving specially those peripheral zones, have a positive impact on population as the fragmentation indicator decreases. However, no evidence was found regarding trunk line zones.

Urban growth, new economic activities, infrastructure and mobility projects change the way a city and their citizens interact. To assess changes based on the above factors, we use the concept of social fragmentation for two different periods. We propose a methodology that evaluates the degree of social fragmentation in different zones of Bogota and the impact of the introduction of a Bus Rapid Transit system (BRT). The fragmentation analysis shows an increase in interactions for the three different income groups analysed in the 1995-2005 comparison. The spatial distribution of defragmented zones has also changed. Peripheral zones were isolated in 1995, close to ghettos or closed community concept, while in 2005 their interactions with the city saw an important improvement. The difference in difference analysis shows that feeder lines, serving specially those peripheral zones, have a positive impact on population as the fragmentation indicator decreases. However, no evidence was found regarding trunk line zones. Reprinted by permission of Sage Publications

This paper surveys trends in private vehicle use in Latin American cities and related government policies. It discusses the Colombian government’s initiatives to adopt congestion charging in major cities, highlights the political constraints encountered, and discusses policy changes adopted in response. The paper presents modelling results for the impact of different congestion charging proposals and identifies the principal challenges for adopting them.

High population growth rates, vast urban expansion, commuting from neighbouring municipalities, rapid growth in the mode share of individual transport modes vis-a-vis public transport and, more recently, the success of vehicle on-demand apps, have all contributed to major increases in daily vehicle kilometres (vkm) travelled in Latin American cities. Economic growth and private car ownership There is a strong relationship between the rate of car ownership and the per capita income of the population. [...]most trips were made by public transport, with a large proportion of users having limited modal choice. Various studies show that growth in car ownership follows a Gompertz equation, in the form of an S curve: at low income levels, car ownership will be low; the per capita income of the population subsequently increases to a point at which the majority of the population will be able to buy a vehicle, generating strong growth in the motorisation rate.

En Colombia, el transporte público en las principales ciudades es predominantemente motorizado. Las necesidades del mercado interno han llevado a los fabricantes de autobuses a ofrecer una gama de productos innovadores en términos de diseño de chasis y carrocerías. En los últimos años, en el país se han adoptado medidas encaminadas a la mitigación de las emisiones de gases de efecto invernadero y se han creado incentivos tributarios para el uso de vehículos limpios. La existencia de mecanismos innovadores para la renovación de la flota en ciudades como Bogotá ha facilitado el financiamiento de las inversiones en ese ámbito. El sector local ha sabido responder a estas condiciones favorables, consolidándose como un importante productor de autobuses modernos, aunque aún no libres de emisiones. A través de entrevistas con representantes del sector, se definen desafíos importantes para avanzar hacia el empleo de autobuses libres de emisiones, como el mejoramiento de la logística de exportación y la integración del sector en los clústeres. Se destaca la necesidad de que el Gobierno nacional mejore la formulación de incentivos, especialmente para la producción local.

En 2000, la situation des transports à Paris (intra muros) n'était pas franchement mauvaise. La demande stagnait ou diminuait. L'importance des transports en site propre (métro, RER) était à peu près égale à celle des transports sur la voirie. La pollution déclinait rapidement (de 30% à 80% selon les polluants en 10 ans). La nouvelle équipe municipale qui vient au pouvoir en 2001 a entrepris une politique de réduction de la place de la voiture et des véhicules utilitaires. Comme l'équipe municipale élue à Londres à peu près à la même époque. Mais avec des moyens différents : avec un péage (et une augmentation de l'offre d'autobus) à Londres, en réduisant l'espace viaire alloué aux voitures à Paris, au bénéfice des autobus, des vélos et des piétons. L'offre de transport en commun n'a pratiquement pas augmenté à Paris --où elle ne dépend d'ailleurs pas de la municipalité. Sur beaucoup de points, du reste, cette politique continue, en l'accentuant, la politique de la municipalité précédente. L'étude effectuée essaye d'évaluer cette politique en comparant systématiquement la situation en 2004 et en 2000.La circulation automobile, telle qu'elle est mesurée, a diminué de 13%, plus rapidement que dans la période précédente. La vitesse a également diminué (c'est précisément cette diminution qui explique la réduction de la circulation, en l'absence d'amélioration de l'offre de transports en commun) d'au moins 12%. La fréquentation et la vitesse des autobus a stagné, contrairement à ce qui était souhaité (et à ce qui est souvent affirmé). La fréquentation du métro, et surtout du RER, en revanche, a augmenté --mais nettement moins que dans la période précédente. L'usage des vélos a augmenté de 40% : il passe de 0,1% à 0,14% du total des déplacements (mesurés en passagers*km). L'usage des motos et scooter a également beaucoup augmenté.La pollution a sensiblement augmenté. La raison en est que les rejets polluants par km augmentent beaucoup lorsque la vitesse diminue (d'environ 50% lorsque la vitesse diminue de 10%). 13% de voitures en moins polluant chacune 60% de plus, cela fait au total davantage de pollution. Cette augmentation n'a pas suffi pour arrêter l'amélioration des niveaux de pollution à Paris (qui sont déterminés par l'évolution des caractéristiques des véhicules), mais elle a nettement ralenti cette amélioration. Les niveaux de NOx, de SO2, de fumées noires, de benzène (les seuls polluants pour lesquels on dispose de statistiques comparatives) ont diminué bien moins entre 2000 et 2004 qu'entre 1996 et 2000.Le nombre de tués a diminué, comme dans la période précédente, mais il a diminué beaucoup moins qu'en France dans la même période.Il reste à estimer en euros les gains et les coûts annuels des évolutions ainsi constatées entre 2000 et 2004. Le coût le plus important concerne les automobilistes, qui perdent, du fait de la politique engagée, plus de 60 millions d'heures par an. A 9[euro] de l'heure (valeur officielle du temps en région parisienne), cela fait 560 millions d'[euro]. Il faut y ajouter ce qu'ont perdu les automobilistes qui ont été conduits à abandonner leurs véhicules, et qui sont, par construction, moins heureux qu'auparavant. On l'estime à un peu plus de 40 millions d'[euro]. Le temps perdu par les camions est estimé à 6 millions d'heures par an. A 30[euro] de l'heure, cela fait près de 180 millions

Background Hypoxemia, a mortality predictor and hallmark of pediatric acute respiratory distress syndrome (PARDS), is disproportionately common in resource-constrained settings (RCS). The burden of PARDS in RCS is likely substantial considering the high prevalence of known clinical triggers (e.g., sepsis, pneumonia, trauma), but it is challenging to diagnose due to limited diagnostic resources. We aimed to: (1) describe respiratory care resource availability in RCS hospitals and test whether availability was associated with mortality; (2) determine the proportion of children who presented to RCS hospitals with hypoxemia and their associated outcomes; and (3) test whether, in children with hypoxemia, having a PARDS trigger was associated with mortality. Methods We developed and applied operational definitions for five tiered respiratory care resource bundles. Through a secondary analysis of Global Paediatric Acute Critical Illness Point Prevalence Study (PARITY) data, we performed descriptive statistics, hypothesis testing (i.e., chi-square and Wilcoxon rank-sum tests), and logistic regression analyses. Results Among the entire Global PARITY cohort ( n  = 7538), 763 (10.1%) were admitted with hypoxemia. Seventy percent ( n  = 531) were treated at a site with the intermediate or less respiratory care resource bundle available. Mortality was 6.8% ( n  = 52) and inversely associated with respiratory resource availability. The odds of mortality were higher for patients treated at sites with the intermediate bundle or less compared to those with the advanced or expert bundle available (adjusted odds ratio [OR] 18, 95% confidence interval [CI] 4.1–83). Fifty-six percent ( n  = 430) had a PARDS trigger, most commonly pneumonia ( n  = 256), bronchiolitis ( n  = 116), and sepsis ( n  = 58). There was no association between the presence of a PARDS trigger and mortality. Ninety-four percent of patients with a PARDS trigger ( n  = 405/430) had insufficient data available for a PARDS-related diagnosis according to the Second Pediatric Acute Lung Injury Consensus Conference (PALICC-2) guidelines. Conclusions Children with hypoxemia treated at hospitals with respiratory care resource constraints in countries with lower socio-demographic index (SDI) had significantly higher mortality. These findings highlight the importance of ongoing work to improve resource availability, strengthen health systems, and support pediatric healthcare providers in identifying PARDS in order to help clinicians risk stratify children, focus resources, and tailor management to optimize outcomes.