| 1.1 | Chapter structure of this book | 5 |
| 1.2 | Means of transport covered in the Comparative study on Urban Transport and the Environment (CUTE) | 6 |
| 1.3 | Environmental problems covered in CUTE | 7 |
| 1.4 | Objectives and alternative strategies for transport and land use policy | 8 |
| 1.1.1 | Change in number of trips and shares by different transport modes | 13 |
| 1.1.2 | Change in vehicle ownership in developed countries from 1926 to 1960 | 16 |
| 1.2.1 | Average air pollution of high income and middle / low income countries (1995) | 26 |
| 1.3.1 | Proportional volumes of CO2 emitted by various countries of the world | 31 |
| 2.2.1 | Personal vehicles and per capita GDP, 1998 | 41 |
| 2.2.2 | Rate of motorization vs income level, 54 countries, 1990–1996 | 42 |
| 2.2.3 | Vehicle ownership, U.S. by year and 1998 selected world regions | 43 |
| 2.2.4 | Projections of motorisation, 1980–2020 | 44 |
| 2.2.5 | Automobiles per 1000 persons, 1991–2000 | 46 |
| 2.2.6 | Trucks per 1000 persons, 1991–2000 | 46 |
| 2.2.7 | Stock of trucks (thousand), base 100, 1995–2001 | 49 |
| 2.2.8 | Trends in public transport bus fleet, 1970 – 2000 | 50 |
| 2.3.1 | Trends in annual VKT, selected U.S. metro areas. 1960–1990 | 57 |
| 2.3.2 | Trends in annual VKT, selected European metro areas, 1960–1990 | 57 |
| 2.3.3 | Trends in annual VKT, selected Asian metro areas, 1960–1990 | 57 |
| 2.3.4 | Average mode shares | 61 |
| 2.3.5 | Mode shares, North America metro areas | 62 |
| 2.3.6 | Mode shares, metro areas in Germany, France, UK | 63 |
| 2.3.7 | Mode shares, other EU metro areas | 63 |
| 2.3.8 | Mode shares, Asian metro areas | 64 |
| 2.3.9 | Average mode shares of countries by income group | 64 |
| 2.3.10 | Mode shares, selected developing countries | 68 |
| 2.3.11 | Growth in freight tonnage by mode, U.S., 1960–1998, ton-mile billions | 70 |
| 2.3.12 | Growth in freight tonnage by mode, EU 15 countries, 1970–2000, ton-kilometre billions | 71 |
| 2.3.13 | Trends in population, employment and measures of transport, Los Angeles region, 1981–1997 | 72 |
| 2.3.14 | Transport distance per ton in Tokyo | 74 |
| 2.3.15 | Number of truck companies in Japan | 74 |
| 2.3.16 | Increase and decrease of commodities transport volume, 1995–2000, in Japan | 75 |
| 2.3.17 | Changes in capacity ton-kms and transport ton-kms of the freight vehicle fleet in Tokyo | 75 |
| 2.4.1 | Average annual private sector job growth | 79 |
| 2.4.2 | City and suburban population growth, selected European cities | 79 |
| 2.4.3 | Change in resident population, Sendai metro area, Japan, 1992–2002 | 84 |
| 2.4.4 | Expansion of densely inhabited district area in Iida city, Japan, 1970–1990 | 84 |
| 2.4.5 | Expansions of Bangkok during past decades | 85 |
| 2.5.1 | Illustrating the relationship between mode choice and income | 95 |
| 3.1.1 | Inventory of atmospheric gas in the U.S. (Year of 2000) | 102 |
| 3.1.2 | Energy intensity and population density in cities | 103 |
| 3.1.3 | Energy use per passenger of each mode in representative cities | 103 |
| 3.2.1 | Impacts of air-fuel ratio on engine performance and characteristics of exhaust gas | 105 |
| 3.2.2 | Share of freight vehicles by registered year 2002 | 112 |
| 3.2.3 | Passenger vehicle emission regulation in Asian countries | 113 |
| 3.3.1 | Emission – velocity (speed) curve of carbon monoxide | 119 |
| 3.3.2 | Trends in emission inventory of major air pollutants in U.S. | 122 |
| 3.3.3 | Emission inventory of major air pollutants in Europe | 123 |
| 3.3.4 | Transition in emission of major air pollutants in Europe (1990=100) | 123 |
| 3.3.5 | Emission inventory of automobile sector sources in Japan (2000) | 124 |
| 3.3.6 | State of car transport during winter (Sapporo) | 125 |
| 3.3.7 | Reduction in the amount of falling dust generated during winter in Sapporo and the corresponding reduction in spike tyre usage (1988–1995) | 126 |
| 3.3.8 | Conceptual figure of mutual relationship among air pollutants and spatial distribution in urban areas | 128 |
| 3.3.9 | Distance attenuation of NO, NO2 from edge of the road | 130 |
| 3.3.10 | Distribution of air pollution monitoring stations in the U.S. (SLAMS and NAMS) | 131 |
| 3.3.11 | Trends in average pollution concentrations in Japan of NO, NO2 and PM10 | 135 |
| 3.4.1 | Urban population density, and concentrations of SPM, SO2, and NO2 | 138 |
| 3.4.2 | Annual emissions of transport related pollutants | 142 |
| 3.4.3 | An electric scooters' recharging station | 143 |
| 3.5.1 | Changes in CO2 emission levels in the major developed countries | 149 |
| 3.6.1 | Children's prize winning pictures to illustrate noise | 164 |
| 3.6.2 | Survey on experienced transport noise pollution in West Germany | 168 |
| 3.6.3 | Distribution of outdoor noise levels from roads during the day affecting the Swiss | 169 |
| 3.6.4 | Development of noise annoyance in the Netherlands (1980–2000) | 170 |
| 3.6.5 | European noise emission standards for road transport vehicles | 183 |
| 4.3.1 | Land use transport interaction | 206 |
| 4.4.1 | Causal loop diagram: the impacts of changes in road capacity | 212 |
| 4.4.2 | Causal loop diagram: the impacts of changes in road and rail capacity | 213 |
| 4.7.1 | Percentage of European cities having full, joint and no responsibility for different policy instruments | 237 |
| 4.7.2 | Percentage of European cities having differing levels of dependence on other authorities | 238 |
| 4.7.3 | Percentage of European cities for whom finance is a major or minor constraint on different policy instruments | 238 |
| 4.7.4 | Percentage of cities for whom political barriers are a major or minor constraint on different policy instruments | 239 |
| 4.8.1 | The optimisation process | 243 |
| 4.9.1 | Causal loop diagram (1): reduce car use | 246 |
| 4.9.2 | Causal loop diagram (2): improve alternative modes | 247 |
| 4.9.3 | Causal loop diagram (3): improve road network | 248 |
| 4.9.4 | Causal loop diagram (4): improve vehicles and fuels | 249 |
| 4.9.5 | Example of application of causal loop diagram in Nagoya (1998) | 250 |
| 4.9.6 | Example of application of causal loop diagram in Jakarta (1998) | 251 |
| 5.1.1 | Distribution of case study cities | 256 |
| 5.2.1 | Comparison of the development of population in West and East Berlin | 259 |
| 5.2.2 | Potsdamer Platz in 1961 and in 2003 after it became the new city center of Berlin | 259 |
| 5.2.3 | Modal-split in the two parts of Berlin before reunification in 1989 | 263 |
| 5.2.4 | Modal-split of motorized passenger trips for total Berlin after reunification | 263 |
| 5.2.5 | Car ownership in West and East Berlin compared with Hamburg and West Germany | 264 |
| 5.2.6 | Development of migration flows between Berlin and its Hinterland | 265 |
| 5.2.7 | Age structure of migration balance between Berlin and its Hinterland | 265 |
| 5.2.8 | Average concentrations in Berlin 1990 – 2000 | 267 |
| 5.2.9 | NOx concentrations at three locations in Berlin | 268 |
| 5.2.10 | CO2 emissions in Berlin | 269 |
| 5.3.1 | Development of car fleet and public transport (1990=100) | 275 |
| 5.3.2 | Air pollution in Budapest (1980–2000) - yearly average emission | 276 |
| 5.4.1 | Major roads in Istanbul | 282 |
| 5.4.2 | The Bosphorus railway tunnel crossing project | 283 |
| 5.5.1 | Population densities within Greater Lyon | 286 |
| 5.5.2 | Distances covered by mode according to the place of residence | 287 |
| 5.5.3 | Average annual concentrations of different pollutants in the Lyon agglomeration | 289 |
| 5.5.4 | Emission rates in m2 per zone, linked to Lyons inhabitant mobility | 289 |
| 5.5.5 | The Greater Lyons public transport system 2003–2006 | 292 |
| 5.6.1 | Integrated transport framework | 294 |
| 5.9.1 | SCAG region and population density in 2000 census | 310 |
| 5.9.2 | Distribution of population and employment by county | 311 |
| 5.9.3 | Commuting patterns in metropolitan Los Angeles | 312 |
| 5.9.4 | Highway use and performance | 314 |
| 5.9.5 | Commuter rail, urban rail and rapid bus system in the SCAG region | 315 |
| 5.9.6 | Improved air quality in the SCAG region | 316 |
| 5.9.7 | Evolution of California auto controls: pollutants emitted by a new vehicle | 318 |
| 5.9.8 | Emissions trends from on-road motor vehicles in SCAB | 318 |
| 5.9.9 | Technology-driven mobile source emissions control | 320 |
| 5.9.10 | Particulate mater (PM10) | 321 |
| 5.10.1 | Transmilenio | 324 |
| 5.11.1 | The development axis in Curitiba | 327 |
| 5.11.2 | Speedy bus and specially designed tube-bus stop | 329 |
| 5.12.1 | Modal share by mode | 334 |
| 5.13.1 | Number of motorized trips and mode splits in week-day for 1991 and 2001 | 336 |
| 5.13.2 | Total emissions per year | 337 |
| 5.13.3 | Responsibility for emissions, year 2000 | 337 |
| 5.13.4 | Responsibility for transport emissions, by vehicle type, year 2000 | 338 |
| 5.13.5 | Contingences declared, 1990–2001 | 339 |
| 5.13.6 | PM10 concentration (μg/m3) during the July/3–6/2000 episode and effectiveness of the “emergency traffic network” (RVE) | 341 |
| 5.13.7 | Opinions about the trend of air quality | 342 |
| 5.14.1 | Nagoya –area and public transport network– | 343 |
| 5.14.2 | 100m width street in central Nagoya | 344 |
| 5.14.3 | Relationship between population density and passenger car ownership in principal Japanese cities in 1995 | 346 |
| 5.14.4 | Changes in the number of passengers carried by various modes of transport in Nagoya metropolitan area | 347 |
| 5.14.5 | Changes in the vehicle-km and ton travelled by freight vehicles in Aichi Prefecture | 347 |
| 5.14.6 | Changes in concentration of various air pollutants in the city of Nagoya (Annual average of all monitoring stations) | 348 |
| 5.14.7 | Bus system introduced in Nagoya | 355 |
| 5.14.8 | Average fuel economy for new passenger cars in Japan | 356 |
| 5.14.9 | Route-no.23, where air pollution is very serious | 358 |
| 5.16.1 | Trends of new vehicles registered in Bangkok as compared with the base year 1997 | 365 |
| 5.17.1 | Car ownership in the main city by year | 371 |
| 5.17.2 | Surveyed pollutants at 5 monitoring stations in the Dalian city | 372 |
| 5.18.1 | Hanoi public transport in the modal split 1975–2002 | 375 |
| 5.18.2 | Road traffic in Hanoi | 375 |
| 5.19.1 | Map of Kathmandu valley | 379 |
| 5.19.2 | Vehicle population trend in Kathmandu valley | 381 |
| 5.20.1 | Jeepneys used for public transport in metro Manila | 384 |
| 5.20.2 | Vehicle registration by fuel type in metro Manila, 1980–2001 | 385 |
| 5.20.3 | Smoke-belching bus being subjected to roadside inspection | 387 |
| 5.22.1 | Percentage composition of vehicles in Singapore in 1999 | 395 |
| 6.3.1 | Diesel vehicles (cars and LDVs) as a percentage of all newly licensed vehicles up to 5 tons in Western Europe | 419 |
| 6.3.2 | Forecast for the concentration of soot and particulate matter along an arterial road in Berlin | 421 |
| 6.4.1 | Greenhouse gas emissions due to transport: results from scenario analyses (ratio of forecasted emissions in 2020 to actual emissions in 2000) | 435 |
| 6.5.1 | ODA in the transport sector in Japan | 440 |
| 6.5.2 | An implementation of CDM to a railway construction project | 442 |
| 6.5.3 | FEST system coordinating GEF and CDM | 445 |
| 1.1 | Chapter structure of this book | 5 |
| 1.2 | Means of transport covered in the Comparative study on Urban Transport and the Environment (CUTE) | 6 |
| 1.3 | Environmental problems covered in CUTE | 7 |
| 1.4 | Objectives and alternative strategies for transport and land use policy | 8 |
| 1.1.1 | Change in number of trips and shares by different transport modes | 13 |
| 1.1.2 | Change in vehicle ownership in developed countries from 1926 to 1960 | 16 |
| 1.2.1 | Average air pollution of high income and middle / low income countries (1995) | 26 |
| 1.3.1 | Proportional volumes of CO2 emitted by various countries of the world | 31 |
| 2.2.1 | Personal vehicles and per capita GDP, 1998 | 41 |
| 2.2.2 | Rate of motorization vs income level, 54 countries, 1990–1996 | 42 |
| 2.2.3 | Vehicle ownership, U.S. by year and 1998 selected world regions | 43 |
| 2.2.4 | Projections of motorisation, 1980–2020 | 44 |
| 2.2.5 | Automobiles per 1000 persons, 1991–2000 | 46 |
| 2.2.6 | Trucks per 1000 persons, 1991–2000 | 46 |
| 2.2.7 | Stock of trucks (thousand), base 100, 1995–2001 | 49 |
| 2.2.8 | Trends in public transport bus fleet, 1970 – 2000 | 50 |
| 2.3.1 | Trends in annual VKT, selected U.S. metro areas. 1960–1990 | 57 |
| 2.3.2 | Trends in annual VKT, selected European metro areas, 1960–1990 | 57 |
| 2.3.3 | Trends in annual VKT, selected Asian metro areas, 1960–1990 | 57 |
| 2.3.4 | Average mode shares | 61 |
| 2.3.5 | Mode shares, North America metro areas | 62 |
| 2.3.6 | Mode shares, metro areas in Germany, France, UK | 63 |
| 2.3.7 | Mode shares, other EU metro areas | 63 |
| 2.3.8 | Mode shares, Asian metro areas | 64 |
| 2.3.9 | Average mode shares of countries by income group | 64 |
| 2.3.10 | Mode shares, selected developing countries | 68 |
| 2.3.11 | Growth in freight tonnage by mode, U.S., 1960–1998, ton-mile billions | 70 |
| 2.3.12 | Growth in freight tonnage by mode, EU 15 countries, 1970–2000, ton-kilometre billions | 71 |
| 2.3.13 | Trends in population, employment and measures of transport, Los Angeles region, 1981–1997 | 72 |
| 2.3.14 | Transport distance per ton in Tokyo | 74 |
| 2.3.15 | Number of truck companies in Japan | 74 |
| 2.3.16 | Increase and decrease of commodities transport volume, 1995–2000, in Japan | 75 |
| 2.3.17 | Changes in capacity ton-kms and transport ton-kms of the freight vehicle fleet in Tokyo | 75 |
| 2.4.1 | Average annual private sector job growth | 79 |
| 2.4.2 | City and suburban population growth, selected European cities | 79 |
| 2.4.3 | Change in resident population, Sendai metro area, Japan, 1992–2002 | 84 |
| 2.4.4 | Expansion of densely inhabited district area in Iida city, Japan, 1970–1990 | 84 |
| 2.4.5 | Expansions of Bangkok during past decades | 85 |
| 2.5.1 | Illustrating the relationship between mode choice and income | 95 |
| 3.1.1 | Inventory of atmospheric gas in the U.S. (Year of 2000) | 102 |
| 3.1.2 | Energy intensity and population density in cities | 103 |
| 3.1.3 | Energy use per passenger of each mode in representative cities | 103 |
| 3.2.1 | Impacts of air-fuel ratio on engine performance and characteristics of exhaust gas | 105 |
| 3.2.2 | Share of freight vehicles by registered year 2002 | 112 |
| 3.2.3 | Passenger vehicle emission regulation in Asian countries | 113 |
| 3.3.1 | Emission – velocity (speed) curve of carbon monoxide | 119 |
| 3.3.2 | Trends in emission inventory of major air pollutants in U.S. | 122 |
| 3.3.3 | Emission inventory of major air pollutants in Europe | 123 |
| 3.3.4 | Transition in emission of major air pollutants in Europe (1990=100) | 123 |
| 3.3.5 | Emission inventory of automobile sector sources in Japan (2000) | 124 |
| 3.3.6 | State of car transport during winter (Sapporo) | 125 |
| 3.3.7 | Reduction in the amount of falling dust generated during winter in Sapporo and the corresponding reduction in spike tyre usage (1988–1995) | 126 |
| 3.3.8 | Conceptual figure of mutual relationship among air pollutants and spatial distribution in urban areas | 128 |
| 3.3.9 | Distance attenuation of NO, NO2 from edge of the road | 130 |
| 3.3.10 | Distribution of air pollution monitoring stations in the U.S. (SLAMS and NAMS) | 131 |
| 3.3.11 | Trends in average pollution concentrations in Japan of NO, NO2 and PM10 | 135 |
| 3.4.1 | Urban population density, and concentrations of SPM, SO2, and NO2 | 138 |
| 3.4.2 | Annual emissions of transport related pollutants | 142 |
| 3.4.3 | An electric scooters' recharging station | 143 |
| 3.5.1 | Changes in CO2 emission levels in the major developed countries | 149 |
| 3.6.1 | Children's prize winning pictures to illustrate noise | 164 |
| 3.6.2 | Survey on experienced transport noise pollution in West Germany | 168 |
| 3.6.3 | Distribution of outdoor noise levels from roads during the day affecting the Swiss | 169 |
| 3.6.4 | Development of noise annoyance in the Netherlands (1980–2000) | 170 |
| 3.6.5 | European noise emission standards for road transport vehicles | 183 |
| 4.3.1 | Land use transport interaction | 206 |
| 4.4.1 | Causal loop diagram: the impacts of changes in road capacity | 212 |
| 4.4.2 | Causal loop diagram: the impacts of changes in road and rail capacity | 213 |
| 4.7.1 | Percentage of European cities having full, joint and no responsibility for different policy instruments | 237 |
| 4.7.2 | Percentage of European cities having differing levels of dependence on other authorities | 238 |
| 4.7.3 | Percentage of European cities for whom finance is a major or minor constraint on different policy instruments | 238 |
| 4.7.4 | Percentage of cities for whom political barriers are a major or minor constraint on different policy instruments | 239 |
| 4.8.1 | The optimisation process | 243 |
| 4.9.1 | Causal loop diagram (1): reduce car use | 246 |
| 4.9.2 | Causal loop diagram (2): improve alternative modes | 247 |
| 4.9.3 | Causal loop diagram (3): improve road network | 248 |
| 4.9.4 | Causal loop diagram (4): improve vehicles and fuels | 249 |
| 4.9.5 | Example of application of causal loop diagram in Nagoya (1998) | 250 |
| 4.9.6 | Example of application of causal loop diagram in Jakarta (1998) | 251 |
| 5.1.1 | Distribution of case study cities | 256 |
| 5.2.1 | Comparison of the development of population in West and East Berlin | 259 |
| 5.2.2 | Potsdamer Platz in 1961 and in 2003 after it became the new city center of Berlin | 259 |
| 5.2.3 | Modal-split in the two parts of Berlin before reunification in 1989 | 263 |
| 5.2.4 | Modal-split of motorized passenger trips for total Berlin after reunification | 263 |
| 5.2.5 | Car ownership in West and East Berlin compared with Hamburg and West Germany | 264 |
| 5.2.6 | Development of migration flows between Berlin and its Hinterland | 265 |
| 5.2.7 | Age structure of migration balance between Berlin and its Hinterland | 265 |
| 5.2.8 | Average concentrations in Berlin 1990 – 2000 | 267 |
| 5.2.9 | NOx concentrations at three locations in Berlin | 268 |
| 5.2.10 | CO2 emissions in Berlin | 269 |
| 5.3.1 | Development of car fleet and public transport (1990=100) | 275 |
| 5.3.2 | Air pollution in Budapest (1980–2000) - yearly average emission | 276 |
| 5.4.1 | Major roads in Istanbul | 282 |
| 5.4.2 | The Bosphorus railway tunnel crossing project | 283 |
| 5.5.1 | Population densities within Greater Lyon | 286 |
| 5.5.2 | Distances covered by mode according to the place of residence | 287 |
| 5.5.3 | Average annual concentrations of different pollutants in the Lyon agglomeration | 289 |
| 5.5.4 | Emission rates in m2 per zone, linked to Lyons inhabitant mobility | 289 |
| 5.5.5 | The Greater Lyons public transport system 2003–2006 | 292 |
| 5.6.1 | Integrated transport framework | 294 |
| 5.9.1 | SCAG region and population density in 2000 census | 310 |
| 5.9.2 | Distribution of population and employment by county | 311 |
| 5.9.3 | Commuting patterns in metropolitan Los Angeles | 312 |
| 5.9.4 | Highway use and performance | 314 |
| 5.9.5 | Commuter rail, urban rail and rapid bus system in the SCAG region | 315 |
| 5.9.6 | Improved air quality in the SCAG region | 316 |
| 5.9.7 | Evolution of California auto controls: pollutants emitted by a new vehicle | 318 |
| 5.9.8 | Emissions trends from on-road motor vehicles in SCAB | 318 |
| 5.9.9 | Technology-driven mobile source emissions control | 320 |
| 5.9.10 | Particulate mater (PM10) | 321 |
| 5.10.1 | Transmilenio | 324 |
| 5.11.1 | The development axis in Curitiba | 327 |
| 5.11.2 | Speedy bus and specially designed tube-bus stop | 329 |
| 5.12.1 | Modal share by mode | 334 |
| 5.13.1 | Number of motorized trips and mode splits in week-day for 1991 and 2001 | 336 |
| 5.13.2 | Total emissions per year | 337 |
| 5.13.3 | Responsibility for emissions, year 2000 | 337 |
| 5.13.4 | Responsibility for transport emissions, by vehicle type, year 2000 | 338 |
| 5.13.5 | Contingences declared, 1990–2001 | 339 |
| 5.13.6 | PM10 concentration ( | 341 |
| 5.13.7 | Opinions about the trend of air quality | 342 |
| 5.14.1 | Nagoya –area and public transport network– | 343 |
| 5.14.2 | 100m width street in central Nagoya | 344 |
| 5.14.3 | Relationship between population density and passenger car ownership in principal Japanese cities in 1995 | 346 |
| 5.14.4 | Changes in the number of passengers carried by various modes of transport in Nagoya metropolitan area | 347 |
| 5.14.5 | Changes in the vehicle-km and ton travelled by freight vehicles in Aichi Prefecture | 347 |
| 5.14.6 | Changes in concentration of various air pollutants in the city of Nagoya (Annual average of all monitoring stations) | 348 |
| 5.14.7 | Bus system introduced in Nagoya | 355 |
| 5.14.8 | Average fuel economy for new passenger cars in Japan | 356 |
| 5.14.9 | Route-no.23, where air pollution is very serious | 358 |
| 5.16.1 | Trends of new vehicles registered in Bangkok as compared with the base year 1997 | 365 |
| 5.17.1 | Car ownership in the main city by year | 371 |
| 5.17.2 | Surveyed pollutants at 5 monitoring stations in the Dalian city | 372 |
| 5.18.1 | Hanoi public transport in the modal split 1975–2002 | 375 |
| 5.18.2 | Road traffic in Hanoi | 375 |
| 5.19.1 | Map of Kathmandu valley | 379 |
| 5.19.2 | Vehicle population trend in Kathmandu valley | 381 |
| 5.20.1 | Jeepneys used for public transport in metro Manila | 384 |
| 5.20.2 | Vehicle registration by fuel type in metro Manila, 1980–2001 | 385 |
| 5.20.3 | Smoke-belching bus being subjected to roadside inspection | 387 |
| 5.22.1 | Percentage composition of vehicles in Singapore in 1999 | 395 |
| 6.3.1 | Diesel vehicles (cars and LDVs) as a percentage of all newly licensed vehicles up to 5 tons in Western Europe | 419 |
| 6.3.2 | Forecast for the concentration of soot and particulate matter along an arterial road in Berlin | 421 |
| 6.4.1 | Greenhouse gas emissions due to transport: results from scenario analyses (ratio of forecasted emissions in 2020 to actual emissions in 2000) | 435 |
| 6.5.1 | ODA in the transport sector in Japan | 440 |
| 6.5.2 | An implementation of CDM to a railway construction project | 442 |
| 6.5.3 | FEST system coordinating GEF and CDM | 445 |
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