City Energy Efficiency Report: Transport Sector Wuhan August 2015 Wuhan Integrated Transport Development Project Team Table of Contents Glossary BRT Bus Rapid Transit CNG Compressed Natural Gas ESMAP Energy Sector Management Assistance Program ETC Electronic Toll Collection GBP British Pound GHG Greenhouse gases GJ Gigajoule GWh Gigawatt hour HDI Human Development Index ICT Information and Communication Technology ITS Intelligent Transport Systems KPI Key Performance Indicator kWh Kilowatt hour LEZ Low-Emission Zone MJ Mega joule NMT Non-Motorized Transport (Cycling and Walking) NMV Non-Motorized Vehicle RMB Renminbi (Chinese Currency) SCE Standard Coal Equivalent SD Singapore Dollar TRACE Tool for Rapid Assessment of City Energy USD US Dollar 4 Preface The Tool for Rapid Assessment of City Energy (TRACE) is a decision-support tool designed to help cities quickly identify underperforming sectors, evaluate improvement and cost-saving potential, and prioritize sectors and actions for energy efficiency intervention. TRACE1, developed by the Energy Sector Management Assistance Program (ESMAP), offers a range of potential solutions, along with implementation guidance and case studies. This report specifically focuses on citywide energy performance and diagnoses of potential energy savings in the transport sector in Wuhan, China. This report was prepared the Wuhan Integrated Transport Development Project team of The World Bank’s Transport and Information and Communication Technology (ICT) East Asia and Pacific Unit. The team, led by Arturo Ardila-Gomez (Lead Transport Economist), included Li Qu (Young Professional), Gladys Frame (Consultant), and Yang Chen (Urban Transport Specialist). The financial and technical support by ESMAP is gratefully acknowledged. ESMAP—a global knowledge and technical assistance program administered by the World Bank—assists low- and middle-income countries to increase their know-how and institutional capacity to achieve environmentally sustainable energy solutions for poverty reduction and economic growth. ESMAP is funded by Australia, Austria, Denmark, Finland, France, Germany, Iceland, Japan, Lithuania, the Netherlands, Norway, Sweden, Switzerland, the United Kingdom, and the World Bank Group. 1 More information on TRACE can be found at http://www.climateplanning.org/tools/tool- rapid-assessment-city-energy-trace 5 Executive Summary As a result of rapid development, cities in China are experiencing ever- increasing levels of energy consumption that is forcing them to consider and plan their development in a sustainable manner. Transport, one of the most energy dependent sectors, accounted for 37 percent of petroleum consumption in China in 2013. This number has increased significantly over the past few years. Energy savings in the transport sector play an important role in sustainable city development in terms of relieving congestion and reducing greenhouse gases (GHG). Wuhan is a rapidly growing metropolitan area. In 2013, with a population of 10.22 million, it ranked as the sixth-most populous city in China. Amid extensive construction of infrastructure and ongoing development, the city is seeking strategies to achieve optimal energy efficiency. The World Bank team analyzed energy efficiency across the city, including in the transport sector. Key findings include: • Relatively high citywide primary electricity consumption per capita; • Relatively high citywide energy consumption per capita; • The average length of high capacity transit routes per 1,000 people is low; • High private transport energy consumption; and • Total transport energy use per capita, public transport energy consumption, and public transport mode split ranks in the middle when compared with peer cities. According to the diagnostic results, it is estimated that potentially 31 percent can be saved in public transport energy costs and 20.2 percent in private vehicles’ energy costs. 6 Based on Wuhan’s specific situation, the TRACE tool provided the following recommendations for energy savings in the transport sector: • Enforcement of vehicle emissions standards Enforcement of vehicle emissions standards not only improves local air quality, it also leads to lower fuel consumption. Vehicle emissions standards may be implemented through mandatory regular emissions checks. The higher the vehicle emissions standard, the less fuel the vehicle is likely to consume and the higher the reductions in the emission of fine particles, nitrogen dioxide, ozone, CO2 and other pollutants. Lower emissions result in better air quality and a lower risk of respiratory diseases associated with air pollution. • Traffic flow optimization Traffic can be positively managed to ensure the most efficient operation of the transport system. Management techniques and Intelligent Transport Systems (ITS) will seek to minimize distance travelled between origin and destination, minimize the number of vehicle stops, ensure the efficient flow of traffic, and encourage multiple occupancy vehicle travel. The strategy will encourage efficient use of vehicles and minimize journey lengths and vehicle stops thereby reducing fuel use. • Public transport development Develop or improve the public transport system and take steps to increase its accessibility and use. Public transport achieves lower emissions per capita than private cars and has the potential to provide an equitable transport network. A reduction in the number of private vehicles in circulation can lower emissions and improve air quality. • Non-motorized transport modes Non-motorized transport modes have zero operational fuel consumption and require low capital costs for implementation. In addition to improving the health of users, their use reduces noise pollution and improves air quality. The benefits include improved air quality, lower operating costs for users and providers, and lower infrastructure requirements. However, it should be noted that in Chinese cities, the term “Non-Motorized Vehicle (NMV)� covers electric bicycles (E-bikes) and their numbers have risen substantially since motorcycles were banned in many urban areas. Vehicle registration data for Wuhan in 2012 shows E-bikes at 0.7million and bicycles at 7 1.17million. In Wuhan in 2008, E-bikes comprised 13% of the trip modal split with bicycles comprising 7%2. • Parking restraint measures Restricting parking can discourage car use and provide an incentive to use more sustainable modes of transport, including public transport. Removing vehicles from circulation reduces fuel use and the effects of congestion. • Traffic restraint measures Discouraging potential drivers from using their cars can lead to fewer cars in circulation. This can encourage people to use alternative modes, which in turn will increase their viability (increased public transport patronage, for example). Removing vehicles from circulation reduces fuel use and the need for road space. • Congestion charging Congestion charging restrains access by selected vehicle types, usually private cars, into large urban areas during congested times of the day. The aim is usually to discourage work-based commuting trips into a defined urban area. Measures range from complete restriction to discouragement through charging to incentive pricing for low-emission vehicles in low- emission zones. It is a market-based mechanism for influencing driver behavior that looks to capture the “external cost' of vehicle travel during congested periods of the day. • Travel planning Informing drivers about alternative modes of transport and sharing resources with other drivers leads to fewer cars being used and more trips on public transport. Removing vehicles from circulation reduces fuel consumption and increases the viability and efficiency of public transport. • Awareness-raising campaigns 2 Wuhan Municipal Engineering Design and Research Institute (WMEDRI), 2009. 8 Public education and training campaigns can increase the public's awareness and understanding of the benefits of energy efficiency and help change attitudes. Providing information on easy ways to be more energy efficient can help modify citizen behavior and contribute to overall energy savings. The key benefits are more energy efficient behavior by residents leading to reduced energy consumption within the city. For example, encouraging people to leave their car at home and take transit instead, or promoting walking for short trips. Indirect benefits include reduced pressure on energy infrastructure, reduced carbon emissions, and better air quality. The above recommendations can build upon the ongoing programs carried out by the city, and some of them can also be combined with the linked Wuhan Integrated Transport Development Project that is financed by World Bank. 9 1. Introduction The team utilized the TRACE tool to evaluate potential energy savings and provide energy efficiency recommendations to the urban transport sector in Wuhan. The TRACE tool was designed to help prioritize energy savings across six sectors— transport, municipal buildings, water and wastewater, street lighting, solid waste, and power and heat. It consists of three principal modules: 1) Energy benchmarking: Compares Key Performance Indicators (KPIs) across peer cities such as percentage modal split for Non-Motorized Transport (NMT) which covers cycling and walking; 2) Sector prioritization: Identifies sectors that offer greatest energy cost savings potential; and 3) Intervention selection: Provides “tried and tested� energy efficiency solutions. For this study, only the transport sector was investigated using the TRACE tool to facilitate the linked World Bank loan project to identify energy efficiency in Wuhan. During the course of the preparation of the Wuhan Integrated Transport Development Project, the project team visited Wuhan and conducted interviews with officials from a broad range of city agencies to collect energy use information for the city as well as for the transport sector.3 The data was then fed into the TRACE tool to conduct the current energy use benchmarking with other cities in the TRACE database. The initial energy saving potential was then estimated according to the benchmark results as well as the level of the city ’s control over transport sector authorities. Finally, recommendations were provided based on the energy saving evaluation and the city database. The initial energy saving potential, and assets and infrastructure, with detailed information on each of the strategies. 3 Interviewed officials in agencies, including Wuhan Transport Bureau, Wuhan Transport Strategy Planning Institute, Wuhan Traffic Management Bureau, bus company, and taxi company. 10 The TRACE tool has been deployed in twenty-seven cities in Africa, Asia, Europe, and Latin America. 4 It helped the cities prepare local energy efficiency measures in a low-cost and fast manner. Specifically, the measures have been implemented in Eastern Europe to reduce GHG emissions and energy related costs as part of the Europe 2020 strategy—the European Union’s jobs and growth strategy, the objective of which is to reduce GHG emissions by 20 percent by 2020. While TRACE is a simple and easy tool to evaluate a city’s energy efficiency, there are limitations with respect to the depth of its analysis. It estimates potential energy savings based on benchmarking against other cities in the TRACE database, but the evaluation of city specific energy savings would require more detailed data, which are difficult to obtain, especially in the transport sector. However, TRACE provides the best practices for energy saving recommendations based on the city’s evaluation with cost and implementation requirement information, but it does not provide city specific details on the costs required to undertake the recommended strategies. 2. The Wuhan Case Study Wuhan, located in central China, is home to 10.22 million residents, covers 8494.41 square kilometers, and had an annual Gross Domestic Product of RMB905.13 billion (USD145.99 billion) in 2013.5 Although Wuhan is one of China’s fastest-growing cities, it lags behind the coastal cities. The disposable income per capita in Wuhan is RMB20,681 per year6 compared to RMB32,472 in eastern coastal cities. 7 Thus, the Government of China launched the “Rise of Central China� program to boost economic growth in central China. Wuhan, along with eight smaller cities within a 100 km radius (1+8 city cluster), was selected as one of the first pilot demonstrations of regional planning in China. The goal was to achieve a more balanced and sustainable development pattern in these cities. 4 View full list of the cities where TRACE has been deployed: http://www.esmap.org/node/4368. 5 Wuhan Statistical Yearbook, 2014. 6 Calculation based on Hubei Province Statistical Yearbook, 2013. 7 China Statistical Yearbook, 2014. 11 Improving transport is one of the fundamentals to the development of a central China strategy. Following China’s pattern of rapid motorization, Wuhan, too, is experiencing a rapid growth in the number of motor vehicles. With about 130 vehicles per 1,000 population, 8 the city suffered the negative impact of increasing congestion despite a relatively low vehicle ownership rate compared to other cities such as London (300) and cities in the Netherlands (500)9. The quality of the environment is compromised by air pollution from the growing private vehicle fleet and old public transport vehicles 3. Background Wuhan is one of the largest cities in China. It ranked the sixth-most populous Chinese city in 2013, according to the China Urban Development Statistical Yearbook as presented in . As with other Chinese cities, Wuhan is experiencing rapid urbanization with an urbanized population rate of 67.6 percent in 2013 that has increased by about 4 percent since 2007. Table 1: Top Ten Populous Cities in China10 8 Calculation based on Wuhan Statistical Yearbook, 2014. 9 Frame, Gladys et al, The Kingdom of the Bicycle: What Wuhan can learn from Amsterdam, to be presented at the World Conference on Transport Research - WCTR 2016 Shanghai. 10-15 July 2016 10 China Urban Development Statistical Yearbook 2013 data is for 2012. The population is the total of urban district population and urban district temporary population. 12 Figure 1: Urbanization Rate of Wuhan 2007-201311 As an inland city, Wuhan has a typical continental climate with four distinct seasons. Wuhan is famous for its hot summers. The highest temperature can reach to above 40 degrees Celsius for continuous days in July and August. Thus, it is listed as one of the four “oven� cities in China. The Yangtze and Han Rivers divide Wuhan into three major parts: Hankou, Wuhan, and Hanyang. Due to these major rivers, as well as plenty of freshwater lakes, the weather is humid throughout the year, which makes it feel even hotter in summer and colder in winter. Rapid development and economic growth have put pressure on land, energy, and environment. Wuhan’s total energy consumption reached 487.2 million tons 11 Wuhan Statistical Yearbook 2014. 13 Standard Coal Equivalent (SCE) in 2013. 12 Although hydroelectric is being developed in the area, the major energy source in Wuhan is still fossil energy, which generates more GHG emissions (see ) than clean energy sources. Figure 2: Energy consumption by source in Wuhan, 2013 In 2013, the total electricity consumption in the city amounted to 43,723 GWh, which almost doubled compared to the amount in 2006 (see Figure ). 12 Wuhan Statistical Yearbook 2014. 14 Figure 3: Total electricity consumption of Wuhan 2006-201313 The largest share of electricity consumption goes to secondary industry (57 percent), followed by tertiary industry (23 percent), residential (19 percent), and primary industry (1 percent).14 Among the total industry electricity consumption, 13 Wuhan Statistical Yearbook, 2014. 14 Defined by “China National Industries Classification�. Primary industry includes: i) farming, ii) forestry, iii) animal husbandry, iv) fishery, and v) water conservancy; secondary industry includes: i) mining and quarrying, ii) manufacturing, iii) electricity, gas, and tap water production and supply, and iv) construction; tertiary industry includes: i) transportation, storage, postal and telecommunication services, ii) information transfer, computer, and software services, iii) commerce, hotel, and catering services, iv) banking, real estate, commerce and business services, and v) public enterprise and management organization. 15 three percent 1,162 GWh is shared by transportation, storage, postal and telecommunication services. Figure 4: Electricity consumption by sector in Wuhan, 2013 With primary electricity consumption at 5,318 kWh per capita,15 Wuhan ranks 3rd among the cities in the TRACE database with a similar continental climate, following Toronto and Beijing, as shown in Figure .16 When it comes to primary 15 Calculation based on Wuhan Statistical Yearbook, 2014. 16 Refer to Annex 2 for “List of City Abbreviations for Cities in the TRACE Database.� 16 energy consumption, Wuhan also ranks 3rd among the cities with similar climate with the value of 108 Gigajoules per capita, following Toronto and Belgrade, as presented in . Due to the specific weather features and its inland location, Wuhan requires more electricity and energy during the hot season between June and August, as well as the cold season between December and February. Figure 5: Primary electricity consumption per capita (continental climate) Figure 6: Primary energy consumption per capita (continental climate) 17 4. Transport Sector Energy Efficiency Evaluation In Wuhan, the total number of motor vehicles has increased rapidly over the past few years. By end of 2013, this total amounted to 1.53 million. The share of private vehicles reached 1.21 million, which accounted for 79 percent of the total. In 2012, total petroleum consumption in China reached 4.67 million tons. The transport sector accounted for 37 percent of this consumption.17 The share of petroleum consumption by the transport sector has been increasing over the past two decades, from 15 percent in 1990 to 37 percent in 2012, as presented in Figure 7, due to rapid motorization nationwide. Figure 7: Petroleum consumption in total and by transport sector in China 17 China Statistical Yearbook, 2014. 18 Urban passenger transport in Wuhan is mainly composed of road transport, supported by water transport on the rivers. Public transport modes include bus, metro, taxi, and ferry. 18 Number of private vehicles in 2010 is missing due to lack of statistical data by vehicle type. Data source: Wuhan Transport Annual Report, 2014, by Wuhan Transport Development Strategy Research Institute. 19 The Wuhan Public Transport Company operates a fleet of approximately 7,000 buses on 342 routes with a total route length of 6,314 km. Of these 7,000 buses, 4,500 are powered by diesel, 2,250 are powered by Compressed Natural Gas (CNG), and the other 250 are powered by electricity and new clean energy. All the buses are scrapped after eight years of use to keep the fleet relatively new. In 2013, there are three metro lines operating in the city with a total length of 96.7 km. In 2013, the total number of passengers who travelled by public transit per day was 5.92 million, of which 5.1 million (86 percent) travelled by buses and 0.8 million (14 percent) by metro.19,20 As one of the pilot cities in the National Transit Metropolis Initiative, Wuhan’s transit system is currently undergoing an unprecedented pace of development. It is expected that six additional metro lines and eight Bus Rapid Transit (BRT) lines will open by year 2020. 19 Wuhan Transport Annual Report, 2014, by Wuhan Transport Development Strategy Research Institute. 20 By end of 2013, only two metro lines were opened in Wuhan with a total length of 62.6 km. 20 There are 15,637 taxis in Wuhan that carried 420 million passengers in 2013. The major power sources for transport are gasoline, diesel, and compressed natural gas (CNG). By the end of 2014, 98 percent of the taxis in Wuhan were CNG vehicles. According to the resident travel survey in 2013, 23 percent of the trips were taken by buses; 7 percent by metro; 6.5 percent by taxi; 20 percent by private cars; 18.5 percent by bicycle, including E-bikes; and 25 percent by walking,21 as shown in Figure 9. Figure 9: Trip mode split in Wuhan 21 Project Appraisal Document of Wuhan Integrated Transport Development Project. 21 According to the analysis by the TRACE tool, 5,304.63 Mega joules/capita transportation energy use places Wuhan in the lower middle of the TRACE database with comparable cities with similar Human Development Indicator (HDI) as shown in Figure 10. This calculation is based on total vehicle ownership, total population in Wuhan Statistical Yearbook 2014, average travel distance, average fuel consumption per 100 km, and rate of vehicles on road provided by local agencies. Figure 10: Total transportation energy use per capita Although Wuhan opened its first metro line in 2004, metro system development has only been boosted in the past few years. Currently, with three metro lines of a total length of 96.7 km at the end of 2014, there are 11.7 meters of high-capacity transit per 1,000 people. This ranks Wuhan in the lower end among the cities in the TRACE database with similar HDI, a bit lower than Gaziantep and Mexico City, but higher than Yerevan, Jakarta, Quezon City, Tehran, and Bogota. According to the current metro system plan, nine metro lines will be opened by end of 2020 and the total length will reach to about 400 km. Figure 11: Meters of high-capacity transit per 1,000 people 22 With a 30 percent public transport mode split, Wuhan ranks in the lower middle among the cities in the TRACE database. This ranking is expected to improve over the next few years as more metro lines and BRT are built. According to the target value proposed by the National Transit Metropolis Initiative, the public transport mode split in the pilot cities (Wuhan is in the first batch of the pilot cities) should reach at least 50 percent in five years, by 2020. 23 It is estimated that among the total transport energy consumption in Wuhan, 16.6 percent was by public transport and 64.9 percent by private cars.22 The public transport energy consumption in Wuhan is about 0.51 MJ/passenger km, ranking at the lower middle among comparable cities, a little higher than Rio de Janeiro and lower than Guangzhou. Private transport energy consumption in Wuhan, however, placed the city at the higher middle among cities in the TRACE database with the value of 2.14 MJ/passenger km, the same level as Johannesburg and Bogota. Compared to 0.51 MJ/passenger km energy consumption by public transport, private transport consumes about four times more energy than public transport. Thus public transport promotion should be one of the key strategies to achieve energy savings. 22 Calculated based on total number of vehicles, total energy consumption by transport sector in Wuhan Statistical Yearbook, 2014, average travel distance, passenger km provided by local agencies. 24 Figure 14: Private transport energy consumption 5. Potential Energy Cost Savings Based on the initial results provided by the TRACE energy-benchmarking module, the potential energy reduction value is calculated as the mean of the values of all chosen peer cities with better energy performance. Thus, for Wuhan, potentially 31 percent energy use can be saved for the public transport sector, and 20.2 percent energy use can be saved for the private transport sector. The energy expenditure for public transport and private vehicles is estimated based on the total amount of fuel consumption and the average cost of the fuel. As public transportation in Wuhan is operated by the public sector, the city authority has total control over the public transport sector to implement proposed energy saving strategies. Private vehicles are strongly regulated and managed by city authorities. The city also creates and enforces regulations. Thus the city authority control index over private vehicles is set as 85 percent as recommended by TRACE. 25 Potential energy cost savings are calculated based on the above assumptions. The results are presented in . It shows that about USD78 million can be saved by public transportation and USD170 million can be saved by private vehicles in terms of energy cost. As an initial estimation of energy cost savings based on energy performance benchmarking these savings could be potentially achieved by implementing appropriate energy saving strategies as stated in the next section. Table 2: Estimated energy cost savings for public transport and private vehicles in Wuhan 6. Energy Efficiency Recommendations Based on the initial energy saving evaluation, TRACE contains a playbook of energy efficiency recommendations applicable for each of the sectors. According to the specific situation in Wuhan, viable recommendations towards energy savings in the transport sector are selected as below in . Table 4 presents the first cost and potential energy savings for each of the recommendations. The detailed recommendation description, implementation, monitoring, case studies, and guidance references are provided in Annex 1. 26 Table 3: TRACE list of recommendations and implementation speed The recommendations focus on transport development as well as restraint policies to enhance energy savings. Specifically, in Wuhan, public transport development is underway with extensive metro and BRT construction; non- motorized transport modes could be enhanced by the reinvigoration of bicycle networks and improved bike-sharing programs; congestion pricing and parking restraint measures can be combined with the existing Electronic Toll Collection (ETC) system, which has been deployed for nonstop toll collection on bridges and tunnels. Other recommendations can be implemented jointly with the linked Wuhan Integrated Transport Development Project through Intelligent Transport System (ITS) development and integrated transport information center activities. 27 Table 4: Energy saving recommendations with first cost and energy savings potential 28 Annex 1: Detailed Recommendations from TRACE 1. 29 30 31 32 33 34 35 2. Implementation Options 36   37 38 Tools and Guidance 39 3. 40 41 42 43 44 45 46 4. 47 48 49 50 51 Tools and Guidance 52 53 5. 54 55 56 57 fourteen city-owned garages A March 2014 study found that SFPark met its 60-80% occupancy goal and that cruising for parking is down by 50%. 58 59 60 6. 61     62 63 64 65 7. 66 67 68 69 70 71 8. 72 73 � 74 75 9.       76 77 • • 78 79 80 • • • 81 • • • • • • 82 23 Walking Bus, is a form of student transport for schoolchildren who, supervised by two adults (a "Driver" leads and a "conductor" follows), walk to school, in much the same way a school bus would drive them to school. Like a traditional bus, walking buses have a fixed route with designated "bus stops" and "pick up times" in which they pick up children. 83 Annex 2: List of City Abbreviations for Cities in the TRACE Database City Country Abbreviation City Country Abbreviations 1 Addis Ababa Ethiopia ADD 40 Karachi Pakistan KAR 2 Amman Jordan AMM 41 Kathmandu Nepal KAT 3 Baku Azerbaijan BAK 42 Kiev Ukraine KIE 4 Bangkok Thailand BAN 43 Kuala Malaysia KUA Lumpur 5 Belgrade Serbia BEL 44 Lima Peru LIM 6 Belo Horizonte Brazil BE1 45 Ljubljana Slovenia LJU 7 Bengaluru India BEN 46 Mexico City Mexico MEX 8 Bogotá Colombia BOG/BO1 47 Mumbai India MUM 9 Bhopal India BHO 48 Mysore India MYS 10 Bratislava Slovakia BRA 49 New York USA NEW 11 Brasov Romania BR1/BRA 50 Odessa Ukraine ODE 12 Bucharest Romania BUC 51 Paris France PAR 13 Budapest Hungary BUD 52 Patna India PAT 14 Cairo Egypt CAI 53 Phnom Cambodia PHN Penh 15 Cape Town South CAP 54 Ploiești Romania PLO Africa 16 Casablanca Morocco CAS 55 Pokhara Nepal POK 17 Cebu Philippines CEB 56 Porto Portugal POR 18 Cluj-Napoca Romania CLU 57 Pune India PUN 19 Colombo Sri Lanka COL 58 Puebla Mexico PUE 84 20 Constanta Romania CON 59 Quezon City Philippines QUE 21 Craiova Romania CRA 60 Rio de Brazil RIO Janeiro 22 Dakar Senegal DAK 61 Sangli India SAN 23 Danang Vietnam DAN 62 Sarajevo Bosnia and SAR Herzegovina 24 Dhaka Bangladesh DHA 63 Seoul South Korea SEO 25 Gaziantep Turkey GAZ 64 Shanghai China SHA 26 Guangzhou China GUA 65 Singapore Singapore SIN 27 Guntur India GUN 66 Sofia Bulgaria SOF 28 Hanoi Vietnam HAN 67 Surabaya Indonesia SUR 29 Helsinki Finland HEL 68 Sydney Australia SYD 30 Ho Chi Minh Vietnam HO 69 Tallinn Estonia TAL 31 Hong Kong China HON 70 Tbilisi Georgia TBI 32 Iasi Romania IAS 71 Tehran Iran TEH 33 Indore India IND 72 Timișoara Romania TIM 34 Jabalpur India JAB 73 Tokyo Japan TOK 35 Jakarta Indonesia JAK 74 Toronto Canada TOR 36 Jeddah Saudi JED 75 Urumqi China URU Arabia 37 Johannesburg South JOH 76 Vijayawada India VIJ Africa 38 Kanpur India KAN 77 Yerevan Armenia YER 39 Leon Mexico LEO 85