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The project transformed Terminal Binjai from an inefficient, inaccessible transit hub into a safe, inclusive node for green mobility through a participatory process. Key interventions included a design competition involving university students and residents, 'transect walks' to identify pain points, and the implementation of low-cost 'tactical urbanism' upgrades. These changes resulted in improved lighting, accessible pathways, and weather-protected shelters, complemented by the addition of 30 new buses to the bus rapid transit (BRT) system. The project's methodology has been codified into a Digital Mapping Toolkit to support equitable urban transport planning in other cities globally.

The paper examines the impact of colonial legacies and rapid urbanisation on African transportation, highlighting the contrast between South Africa's high-cost Gautrain and more inclusive BRT systems like Rea Vaya and MyCiTi. It identifies the dominance of informal paratransit, such as minibuses, as a critical gap in regulation and safety, noting high road fatality rates in Sub-Saharan Africa and Addis Ababa. The author advocates for a holistic approach combining infrastructure, travel subsidies, and the integration of informal networks, while cautioning against unchecked car ownership and conditional foreign aid.

Dar es Salaam is one of Africa's fastest-growing cities and Tanzania's economic hub, though it faces significant challenges in infrastructure and governance. While the city's GDP is growing and it leads the country in startups and telecommunications, it is characterized by high levels of informality, with 70% of the population living in informal settlements. Public services such as water, sanitation, and waste management are underperforming, and the city is highly vulnerable to flooding and urban heat. Governance is heavily centralized, with local authorities relying on the national government for approximately 75% to 90% of their revenue, severely limiting their fiscal autonomy and ability to address local needs.

The document outlines a SAVi assessment for a proposed MRT system in Pampanga, Philippines, consisting of four bus rapid transit (BRT) lines and one light rail transit (LRT) line. It employs system dynamics modelling and causal loop diagrams to compare a 'no action' scenario against the MRT implementation, identifying potential co-benefits such as reduced CO2 emissions, decreased traffic congestion, and increased regional connectivity. The assessment provides a detailed set of assumptions and data sources for calculating capital costs, operational revenues, and avoided costs related to health, accidents, and fuel use.

The Sustainable Asset Valuation (SAVi) of Bogota's Metro Line 1 indicates the project is highly profitable, with discounted net benefits ranging from USD 2,051 million to USD 6,177 million depending on the modal shift from private transport. The assessment highlights significant added benefits in retail revenues, public health improvements from reduced air pollution and increased physical activity, and reduced traffic congestion. The project's integrated benefit-cost ratio is estimated between 1.5 and 1.9 per USD 1 invested.

The report applies the SAVi methodology to analyze two scenarios for Bogota's transport infrastructure: a current scenario (20102022) focusing on BRT and NMT, and a future scenario (20102058) including the MRT system. The analysis finds that while conventional benefit-cost ratios (BCR) are low (0.3 to 0.6), the sustainable BCR (S-BCR), which incorporates externalities like health, retail revenues, and CO2 emissions, is significantly higher (3.8 to 6.1). The most substantial added benefits are identified as retail revenues and property value increases, while the only negative value is the time lost due to increased walking and cycling. The report concludes that the strategy is an attractive investment that improves quality of life and supports climate targets.

The briefing argues that conventional neoclassical financial analysis fails to account for long-term non-financial risks and externalities, often leading to underinvestment in sustainable transport. It proposes an 'integrated financial analysis' where positive externalities—such as health benefits and time savings—are monetized and converted into revenue streams. Using a case study of a Bus Rapid Transit (BRT) system in Bandung, Indonesia, the paper demonstrates that while the project is financially unviable based on ticket sales alone, it becomes viable if a small fraction (12% to 19%) of its societal externalities are internalized. The author recommends lowering social discount rates to better incentivize long-term sustainable investments.

The report evaluates three primary net-zero transport scenarios for Indonesia: investment in public transport (Scenario 1), 100% private vehicle electrification powered by renewable energy (Scenario 2), and a mixed approach (Scenario 3). Using the SAVi methodology, the analysis finds that Scenario 3 delivers the highest cumulative discounted net benefit of IDR 6,926.03 trillion (USD 450.1 billion) by 2050. While Scenario 2 offers the most attractive benefit-cost ratio (BCR) of 1.97 due to lower infrastructure costs, Scenario 3 provides the greatest overall societal value by combining 'avoid, shift, and improve' strategies. The report emphasizes that achieving net-zero in transport is inextricably linked to the decarbonization of the electricity supply, as sensitivity analyses show that the current energy mix significantly reduces net benefits.

The SAVi assessment of the proposed BRT system in Bandung, Indonesia, indicates the project is highly profitable, with a benefit-cost ratio of 6.67 per USD 1 invested. The system is expected to generate USD 2.02 billion in cumulative discounted net benefits between 2022 and 2050. Primary benefits include time savings for users, increased retail revenues near stations, and health improvements resulting from reduced air pollution and increased physical activity.

The SAVi assessment of a proposed 27.4 km BRT system in Bandung, Indonesia, demonstrates that the project is highly profitable from macroeconomic and societal perspectives, despite being economically unviable under conventional financial analysis. While a traditional benefit-cost ratio (BCR) is low (0.27 to 0.28), the sustainable BCR (S-BCR), which includes non-tangible social and environmental benefits, ranges from 6.67 to 7.67. The largest benefits are derived from the value of time saved and increased retail revenues. The report concludes that the project's societal benefits significantly outweigh its investment costs, providing a strong case for sustainable mobility investment in the city.

The assessment finds that while a traditional benefit-cost ratio (BCR) would render the Bandung BRT project non-investment-worthy at 0.27, a sustainable BCR (S-BCR) that includes wider societal benefits results in a ratio of 6.67. The project is projected to generate a cumulative discounted net benefit of USD 2.02 billion between 2022 and 2050, primarily driven by time savings for commuters. Key environmental and social gains include the reduction of at least 1.2 million tonnes of CO2 emissions and the avoidance of 205 fatalities from traffic accidents.

The Zu Peshawar project replaced an unreliable, private transport patchwork with a state-of-the-art Bus Rapid Transit (BRT) system designed for inclusivity. By incorporating gender-sensitive features and accessibility tools, the system significantly increased female ridership from 2% to 20% and provided step-free access for wheelchair users. The project also included a Bus Industry Restructuring Program to transition former operators into formal employment with better conditions. Utilizing diesel-hybrid buses to reduce emissions, the system serves an average of 250,000 passengers daily and has inspired other Pakistani cities to upgrade their transit infrastructure.

The document argues that transport is a critical driver of development but a major source of emissions, accounting for 23% of energy-related CO2. It defines sustainable transport as safe, affordable, and efficient mobility that minimizes environmental impacts. The report details the evolution of international policy from the 1972 Stockholm Conference to the Sustainable Development Goals, and provides examples of successful interventions, such as Jakarta's BRT system and various cities' shifts toward active mobility (cycling and walking). It specifically notes the COVID-19 pandemic as a catalyst for structural changes in urban transit, though it warns that 30 major economies continue to provide significant subsidies to fossil fuels over clean energy.

The report examines gender inequality in the urban public transport sectors of Nairobi, Kampala, and Dar es Salaam, finding that transport systems are generally designed for young, fit men and fail to address the specific mobility needs, safety concerns, and employment barriers faced by women. While national constitutions and gender policies in Uganda, Tanzania, and Kenya provide a foundation for equality, specific transport policies often generalize users and lack explicit gender-responsive measures. The study highlights significant risks of sexual harassment and assault, the underrepresentation of women as drivers and operators due to social stigma and structural barriers, and a lack of gender-disaggregated data to inform policy. It suggests that the introduction of Bus Rapid Transit (BRT) systems and the rise of online taxi-hailing services present opportunities to integrate gender-sensitive infrastructure and flexible employment for women.

The Dakar Bus Rapid Transit Pilot Project is a public sector initiative in Senegal designed to transition the Greater Dakar Area from a car-oriented city to a resilient, people-oriented one. The project involves the construction of an 18.3km segregated BRT line connecting the Dakar plateau to the northern suburbs, utilizing a fleet of 159 electric articulated buses. With a total indicative cost of USD 352.5 million, the project seeks USD 60 million from the Green Climate Fund (GCF) to specifically fund electric vehicle equipment, solar-powered stations, and eMobility capacity building. Beyond mitigation, the project integrates 40km of new drainage networks to address Dakar's high vulnerability to flooding.

The project aims to transition Vientiane Capital's new BRT system from diesel EURO IV buses to low carbon electric vehicles. With a total cost of USD 39.5 million, the initiative includes the procurement of a base fleet of 97 electric buses, the installation of charging equipment, and the creation of a battery management plan for sound disposal and recycling. The project is expected to reduce emissions by 93,070 tCO2eq over its 16-year lifespan and serve as a national flagship for e-mobility in Lao PDR.

The report evaluates the Dakar BRT project, finding that while it is not financially viable under traditional accounting, it generates massive net benefits when externalities like time savings and reduced transport costs are included. The project is expected to reduce GHG emissions and accidents, though it may cause net job losses in traditional transport sectors.

The SAVi evaluation of the Dakar BRT project reveals that while the project is not financially viable under conventional accounting—showing negative Net Present Value (NPV) across most scenarios—it generates substantial positive externalities. These include significant avoided transport costs, time savings, and reductions in greenhouse gas emissions and traffic accidents. When these externalities are integrated into the financial analysis, the project's Internal Rate of Return (IRR) increases from 2.17% to 37.69% in the default demand scenario, demonstrating strong socio-economic profitability despite operational financial losses.

The paper examines the decline of urban accessibility in the global South due to rapid urbanization and motorization. It introduces an access-mobility framework to categorize under-served residents and proposes three priority action areas: building safe, democratic street networks; developing integrated, user-oriented transport services; and managing private vehicle demand. The authors emphasize that these actions require capable governance and sustainable funding models to move cities from a vicious cycle of car-dependency to a virtuous cycle of balanced, multimodal transport.

The paper argues that Africa can leapfrog into sustainable development by learning from China's infrastructure successes and failures. It highlights the 'Avoid-Shift-Improve' framework for transportation and examines case studies in high-speed rail, automated ports, and urban mass transit to suggest low-carbon alternatives to road-based development.