From A.J.Plumbe at Bradford.ac.uk Fri May 1 06:50:51 1998 From: A.J.Plumbe at Bradford.ac.uk (Antony Julian Plumbe) Date: Thu, 30 Apr 1998 17:50:51 -0400 (EDT) Subject: [sustran] Intl Bike Fund Newsletter Announcement In-Reply-To: <003101bd742e$2dc450c0$aac1c8cf@default> Message-ID: Yes, I should like to be on your email distribution list for the newsletter. My email address and other contact details are as below. Tony Plumbe (Lecturer) a.j.plumbe@bradford.ac.uk Telephone: Domestic: 01274-235264 International: +44-1274-235264 Fax: Domestic: 01274-235280 International: +44-1274-235280 Mailing Address: Development & Project Planning Centre, Bradford University, Richmond Road, Bradford, U.K., BD7 1DP. From hartman at tac-atc.ca Fri May 1 23:34:34 1998 From: hartman at tac-atc.ca (John Hartman) Date: Fri, 01 May 1998 07:34:34 -0700 Subject: [sustran] Economic Impact of Kyoto Targets Message-ID: <3549DD79.B8D@tac-atc.ca> I understand that a report has recently been published in the United States which looks at macro economic impacts of meeting the Kyoto targets (7% for the Americans). It identifies winners and losers and suggests that the net impact may be positive. I would appreciate it if anyone can tell me where I can find this report. Thank you. John Hartman -- John Hartman, Transportation Association of Canada 2323 St. Laurent Boulevard, Ottawa, Ontario K1G 4J8 Canada Tel.: (613) 736-1350 Fax: (613) 736-1395 E-Mail: Website From litman at IslandNet.com Fri May 1 23:31:08 1998 From: litman at IslandNet.com (Todd Litman) Date: Fri, 01 May 1998 07:31:08 -0700 Subject: [sustran] Economic Impact of Kyoto Targets In-Reply-To: <3549DD79.B8D@tac-atc.ca> Message-ID: <3.0.5.32.19980501073108.008567e0@pop.IslandNet.com> At 07:34 AM 5/1/98 -0700, John Hartman wrote: >I understand that a report has recently been published in the United >States which looks at macro economic impacts of meeting the Kyoto >targets (7% for the Americans). It identifies winners and losers and >suggests that the net impact may be positive. You may be refering to Dr. Dougla Norland and Kim Ninassi, "Price it Right; Energy Pricing and Fundamental Tax Reform" Alliance to Save Energy (Washington DC; 202-857-0666; email: info@ase.org; Web: www.ase.org), 1998. The study used a comprehensive model of the U.S. economy to evaluate the effects of a revenue neutral tax shift, in which income taxes were eliminated and replaced by energy and consumption taxes. The results indicate that GDP would increase by 7.7%, industry output would increase by 15.7%, household wealth would increase by 5.5%, and carbon emissions would decline by 44.1%. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 E-mail: litman@islandnet.com Website: www.islandnet.com/~litman From HARIAS at doe.gov.ph Mon May 4 16:28:04 1998 From: HARIAS at doe.gov.ph (HARIAS) Date: Mon, 4 May 1998 15:28:04 0800 Subject: [sustran] Re: sustran-discuss V1 #206 Message-ID: <7AC1863E8A@PHILDOE> May I request that I be included in your mailing list for the IBF News? Name: Helen B. Arias Position: Chief, Technology Promotion Section Division: Energy Efficiency Division Office Address: Department of Energy Merritt Road, Fort Bonifacio, Taguig, Metro Manila Philippines E-mail : harias@doe.gov.ph Telefax : (63-2) 844-76-34 or 843-57-24 Thank you. From HARIAS at doe.gov.ph Mon May 4 16:50:16 1998 From: HARIAS at doe.gov.ph (HARIAS) Date: Mon, 4 May 1998 15:50:16 0800 Subject: [sustran] Re: sustran-discuss V1 #200 Message-ID: <7B1FBE250B@PHILDOE> > Date sent: Wed, 22 Apr 1998 02:00:35 +0900 (JST) > From: owner-sustran-discuss@jca.ax.apc.org (sustran-discuss) > To: sustran-discuss-digest@jca.ax.apc.org > Subject: sustran-discuss V1 #200 > Send reply to: sustran-discuss@jca.ax.apc.org > * To leave, send the message UNSUBSCRIBE sustran-discuss-digest > * to majordomo@mail.jca.ax.apc.org > > sustran-discuss Wednesday, April 22 1998 Volume 01 : Number 200 > > > > In this issue: > > Re: [sustran] Bicycles - Improving the image > [sustran] Questions for people who have been to Japan > [sustran] Adopt a Jeepney? > Re: [sustran] city bikes/free bikes > > ---------------------------------------------------------------------- > > Date: Tue, 21 Apr 1998 15:29:56 +0000 > From: remonde@gsilink.com > Subject: Re: [sustran] Bicycles - Improving the image > > I am from Denmark but have resided in the Philippines since 1992, > first in Metro Manila, now in Cebu City. > > I agree that jeepneys are a very convenient mode of transportation. > It's very flexible, it's easy to get in and out, and they are > everywhere. However, more should be done to discipline drivers and > passengers. The jeepneys disburb others with their swirling from lane to > lane and dropping off/taking up of passengers on every corner. It > can't hurt passengers to learn to get on/off on designated bus stops. > Jeepney drivers, on the other hand, should understand that by > swirling, they make life difficult for their jeepney driver > colleagues. > > In Cebu, many jeepneys are smoke belchers. We'll soon (hopefully) be > launching a small project. We call it the Adopt a Jeepney for a > Cleaner Cebu Project. This takes into consideration that most jeepney > operators (60%) own only 1 or 2 jeepneys. Their capital is not > sufficient to have the jeepney overhauled and the oil changed. > Therefore the smoke belching. We're hoping that private business and > civic organizations will "adopt" a jeepney, that is, provide small > subsidies (maybe P2000/year or US$50) to poor jeepney operators. In > the end, everybody should benefit. And we'll have a cleaner city. > > Warmest regards, > Marit Stinus-Remonde > Cebu Environmental Initiatives for Development Center, Inc. > > > > >Problem here is that once on the jitneys, people will want to > > >stay on them to their final destination. People hate to transfer, > > >and I don't blame them. It's an incredible waste of time. So > > >you end up with Manila, where the streets are mobbed by jitneys. > > > > I am from Manila and I LOVE jeepneys (as we call them). I use them > > most of the time, and prefer them to buses. I don't consider them > > problems at all -- they're an efficient public transport mode. > > > > Obet Verzola > > > > > > > > > > ------------------------------ > > Date: Tue, 21 Apr 1998 17:41:03 +0900 > From: Taiichi INOUE > Subject: [sustran] Questions for people who have been to Japan > > Dear, > > Now I have a research project. Its purpose is to clear the information > needs when people are traveling in urban area. Our interest is focused on > the information concerning transportation. I have some basic questions for > people who have been to Japan. I'd be happy if you answer my questions. > > *When and where have you been to in Japan? Ex. Tokyo, Yokohama Kitakyushu and Tokyo > > *Where are you from? Philippines> > *Have you ever felt that you had been difficult to get the information > concerning transportation in these cities? No. It is amazing to find that even buses arrive very much on time at each designated stops. The subway trains are also very efficient. Drivers are also courteous and give priority to pedestrians. From: Helen Arias Department of Energy > If your answer is yes, please go on. > *What were these information which you wanted? > > *Why did you think it was difficult? One of the main reasons was that many > characters or signs were shown only in Japanese language. I understand this > situation well, so I'd like to know your opinions except this matter. > > Think globally, Act locally. > > Consultant > Taiichi Inoue > Transport & Logistics System Strategy. > Nomura Research Institute,Ltd. > 2-2-1,Ootemachi,Chiyoda-ku, > Tokyo 100,JAPAN > tel +81-3-5203-0806 fax +81-3-5203-0810 > Website http://www.nri.co.jp/ > > ------------------------------ > > Date: Tue, 21 Apr 1998 10:28:51 -0400 (EDT) > From: Eric Bruun > Subject: [sustran] Adopt a Jeepney? > > Are jeepneys really so marginal to operate that owners can > not afford to tune their vehicles? Or is it that no one > is forcing them to do so? Eric > > > On Tue, 21 Apr 1998 remonde@gsilink.com wrote: > > > I am from Denmark but have resided in the Philippines since 1992, > > first in Metro Manila, now in Cebu City. > > > > I agree that jeepneys are a very convenient mode of transportation. > > It's very flexible, it's easy to get in and out, and they are > > everywhere. However, more should be done to discipline drivers and > > passengers. The jeepneys disburb others with their swirling from lane to > > lane and dropping off/taking up of passengers on every corner. It > > can't hurt passengers to learn to get on/off on designated bus stops. > > Jeepney drivers, on the other hand, should understand that by > > swirling, they make life difficult for their jeepney driver > > colleagues. > > > > In Cebu, many jeepneys are smoke belchers. We'll soon (hopefully) be > > launching a small project. We call it the Adopt a Jeepney for a > > Cleaner Cebu Project. This takes into consideration that most jeepney > > operators (60%) own only 1 or 2 jeepneys. Their capital is not > > sufficient to have the jeepney overhauled and the oil changed. > > Therefore the smoke belching. We're hoping that private business and > > civic organizations will "adopt" a jeepney, that is, provide small > > subsidies (maybe P2000/year or US$50) to poor jeepney operators. In > > the end, everybody should benefit. And we'll have a cleaner city. > > > > Warmest regards, > > Marit Stinus-Remonde > > Cebu Environmental Initiatives for Development Center, Inc. > > > > > > > >Problem here is that once on the jitneys, people will want to > > > >stay on them to their final destination. People hate to transfer, > > > >and I don't blame them. It's an incredible waste of time. So > > > >you end up with Manila, where the streets are mobbed by jitneys. > > > > > > I am from Manila and I LOVE jeepneys (as we call them). I use them > > > most of the time, and prefer them to buses. I don't consider them > > > problems at all -- they're an efficient public transport mode. > > > > > > Obet Verzola > > > > > > > > > > > > > > > > ------------------------------ > > Date: Tue, 21 Apr 1998 07:24:07 -0700 > From: Todd Litman > Subject: Re: [sustran] city bikes/free bikes > > At 12:34 PM 4/20/98 -0700, Heath Maddox wrote: > > > >I am a cyclist and grad student in transportation planning at UC Berkeley. > >I am currently researching community "free" bicycle programs. Most > >information I have come across has been anecdotal and not very in-depth I > >have been in contact with a few individual sustrans people on this topic, > >but since it came up in general discussion anyway, I thought I'd put out a > >wider call for help.. Is there any hard data or analysis of such programs > >out there anywhere? If not, more anecdotal information, contact info. or > >internet links would also be helpful. Thank you very much, > > Here is a website for Seattle's yellowbike program: > http://www.yellowbike.com. I haven't looked at it, so I don't know what > information it contains. I have not heard of any serious analysis of these > programs in terms of evaluating their transportation/social benefits. > > Let me report on my personal experience. We had a program when I lived in > Olympia, Washington a few years ago, in which a team of volunteers fixed up > both children's and adult's bicycles which were donated to families that > could use them through the local refugee center. Recipients also recieved > helmets, safety instruction and help with repairs. All of the feedback we > heard was very positive; the bicycles were highly valued by recipents and > well cared for, and people involved in the program got lots of positive > appreciation. I consider this program to be extremely successful in terms > of both supporting alternative transportation and helping people. > > Here in Victoria, BC we have a "blue bike" program, in which volunteers fix > up donated bicycles, paint them blue, and leave them around town for people > to use. 17 bikes have been fixed up so far. I occasionally see them used, > often rather dangerously, but almost as often I see them damaged and > abandoned, sometimes obviously destroyed as a lark (such as the one that > ended up in a tree). I suspect that the prople running this program spend > as much additional miles of driving tracking and repairing these bicycles > as the bicycles save in reduced automobile use. > > As much as I support alternative bicycling as a form of transportation and > would like to see bicycles conveniently available, I don't think that a > free bike program is an effective way to do it. Resources that are given > away are often treated as having no value. I believe that the bikes are > much better given to individuals who would otherwise not be able to afford > a bicycle, along with the help they need to bicycle safely. > > If that isn't enough, I think that donated bicycles could be fixed up and > rented for a nominal amount through some organization (college recreation > centers, homeless shelters, YMCAs, refugee centers, etc.) by the hour, day > or week, to allow people mobility, for example when visiting another > neighborhood or city. Although many bike shops rent bicycles, these tend to > be relatively expensive and the service is often not well advertised. > > A final bit of advice. There are LOTS of old bicycles sitting in basements > and garages, and if you put out a call for donations you are almost > guaranteed to get more than you need. However, most of these donations are > junk, and you will almost certainly end up carting a lot to the dump. I > suggest being very specific and selective about what types of bicycles you > accept for donation, particularly if your sotrage space is limited. > > > > > > Sincerely, > > Todd Litman, Director > Victoria Transport Policy Institute > "Efficiency - Equity - Clarity" > 1250 Rudlin Street > Victoria, BC, V8V 3R7, Canada > Phone & Fax: 250-360-1560 > E-mail: litman@islandnet.com > Website: www.islandnet.com/~litman > > ------------------------------ > > End of sustran-discuss V1 #200 > ****************************** > > From ccordero at amauta.rcp.net.pe Tue May 5 21:20:52 1998 From: ccordero at amauta.rcp.net.pe (Carlos Cordero V.) Date: Tue, 5 May 1998 08:20:52 -0400 (EDT) Subject: [sustran] Peruvian address Message-ID: Dear Colleges and to who may concern, Due to a negative environmental impact, a building construction right to the side of our office, our NGO had to move the office to the following address: CICLORED San Juan 242 Lima 33 Peru p.s. this situation increased greatly our distance trips, probably it would enhance more pedal activity for our visitors... Carlos Cordero Velasquez CICLORED San Juan 242 Lima 33 PERU Fax 51 1 447 2675 Tel 51 1 271 7024 From tkpb at barter.pc.my Thu May 7 12:52:22 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Thu, 7 May 1998 11:52:22 +0800 (MYT) Subject: [sustran] "Moving the Economy" Conference Information Message-ID: Dear sustran-discussers, This came in a few days ago but bounced because it was too long. I have cut some of the less relevant parts to make it pass. Remember to reply to the organisers, not to this list if you need more info. Sorry for the delay in dealing with this Todd! I fell behind in dealing with email for a while there. Paul. ------------------------------------------- From: Todd Litman Subject: "Moving the Economy" Conference Information Attached is our pre-registration package for your information (Note May 15 deadline for lower-priced registration). We look forward to seeing you= there! Please contact us at (426)392-1560 x 85854 or mte@city.toronto.on.ca, if you have any questions. ------------------------------------------------------ REGISTER NOW FOR: Moving the Economy: Economic Opportunities in Sustainable Transportation An International Conference July 9 to 12, 1998, Toronto, Canada at the Royal York Hotel and the Design Exchange ----------------------------------------------------- 1) MOVING THE ECONOMY IS ABOUT: SUSTAINABLE TRANSPORTATION: Exploring the economic advantages of: efficient transit; sustainable freight and delivery systems; pedestrian and cycling-friendly design; urban green tourism; telework and teleconferencing; and many other sustainable transportation systems, policies, and technologies. ECONOMIC REVITALIZATION: Gathering success stories from around the world where sustainable transportation has: generated retail sales; stimulated new business; created jobs; saved money; kept money circulating locally; and converted ailing industries to thriving industries. BUILDING ON SUCCESS: Stimulating plenaries, workshops, and forums will explore international success stories and their concrete applications to Toronto and other urban centres. FORGING CREATIVE PARTNERSHIPS: Developing productive and lucrative relationships between new and established partners. DEVELOPING INNOVATIVE SOLUTIONS: Combining global expertise, stakeholder input, and conference participation to produce a concrete Economic Action Plan for Sustainable Transportation. =20 RESPONDING TO THE CHALLENGE: =20 To overcome the mounting threat of climate change, we will need to meet (and surpass) new international commitments on greenhouse gas emissions. Transportation accounts for one quarter of greenhouse gas emissions globally, so a shift to more sustainable transportation will be part of a response to this challenge. The good news is that sustainable transportation will make our planet and our communities more liveable, and also promises to be an economic boon: creating new jobs, cutting costs, and stimulating new business.=20 These economic benefits will be a key catalyst in promoting sustainable transportation, particularly in situations where government and personal budgets are strained. That is why Moving the Economy is dedicated to documenting examples where sustainable transportation is showing positive economic benefits, and exploring how these successes can be expanded and repeated. ------------------------------------- 2) WHO SHOULD ATTEND: Participants will include people involved in: economic development and job creation; transportation policy; small and large business; planning and design; telecommunications and telework; freight and delivery; vehicle fleets; the financial sector; tourism businesses and associations; public transit; community economic development; car sharing and car pooling initiatives; cycling, walking, and other human powered transportation; labour unions; environmental groups; community organizations; consulting businesses; media and publishing. ----------------------------------------- 3) THE PROGRAM UNFOLDS... Since we first put out the call, proposals have been streaming in from all over the world, alerting us to groundbreaking studies; new businesses, products and systems; innovative policies; and impressive facts and figures; all linking sustainable transportation with some form of economic benefit. Our website (www.city.toronto.on.ca) will keep you updated about the program. ----------------------------- 4) THE CONFERENCE DELIVERS: LIVING PROOF. Workshops will showcase real life examples where sustainable transportation and economic opportunity meet. You'll be able to compare notes with the people behind the success stories.=20 THE NUMBERS. You'll leave Moving the Economy with documented facts and figures linking sustainable transportation with economic benefit. THE TOOLS FOR ACTION. =20 Organizers will follow up by creating concrete tools to promote sustainable transportation, including an Economic Action Plan for Sustainable Transportation, and an On-Line International Inventory of Economic Success Stories. --------------------------------------------------- 5) A SAMPLING OF WHO YOU'LL SEE: PETER NEWMAN -Director, Institute for Science and Technology Policy, Murdoch University, Australia; PAULA VAN LARE -Director, U.S. EPA Transportation Partners Program; JEB BRUGMAN -Secretary General, International Council for Local Environmental Initiatives; ANN LAYTON -V.P. CP Hotels, named 1997 Green Hotelier of the Year by the International Hotels Association; RICHARD GILBERT -Managing Director, Centre for Sustainable Transportation, and Consultant, OECD Environment Directorate; ERIC MANN -Director, Labor/Community Strategy Center, Los Angeles; CHRISTINA DEMARCO -City Planner, author of Vancouver's Industrial Lands Policy, and member of Vancouver's Transportation Plan Team; LOU PARSONS -Director, Corporate and Government Affairs, Orion Bus Industries; RICARDO NEVES -Urban Analyst and Consultant, Desenvolvimento Urbano, Brazil.=20 ---------------------------------------------------- 6) A SAMPLING OF THE WORKSHOPS: VIRTUAL MODES AND CYBER SAVINGS=20 See how high tech options can replace travel and increase productivity through video conferencing, telework, home banking, distance learning, and remote medical care. NEW MARKET TRENDS IN SUSTAINABLE TRANSPORT =20 In this series of workshops, see who's making the most of innovations ranging from alternative fuels and vehicles for transit, smart signalling, ticketing and information systems, and other new products and systems. GREENER FLEETS, BLACKER BOTTOM LINE=20 Learn about cost-effective initiatives for fuel conversion, bulk procurement, route optimization, anti-idling, green couriers, and human powered fleets. SELF-PROPELLED ENTREPRENEURS=20 Check out the latest human powered business opportunities, including commuter bike and trike designs, human powered delivery and freight, and fashions and accessories for biking and walking. WHEN DEVELOPERS GO GREEN: AN (INTENSELY) LUCRATIVE PROPOSITION Hear from developers that are benefiting from economic opportunities in urban intensification and innovative land-use. DELIVERING THE GOODS Weigh up the relative economic benefits of sustainable freight options including trains, planes, trucks, boats and bikes. TRANSIT BASED DEVELOPMENTS: STIMULATING NEW ECONOMIES Living examples where transit hubs are acting as catalysts for healthy development, job creation, and vibrant local economies. PEDESTRIANIZATION PAYS=20 Take in urban visions and concrete examples of walkable urban form and the vibrant economies that result. DOING BETTER WITH LESS=20 Hear about cost-effective transit innovations like cabs on demand, jitneys, pedicabs, intermodalism, community design, public-private partnerships, car sharing, and more. SUSTAINABLE TRANSPORTATION AT WORK=20 See how employers and workers are benefiting from greening the commute through cost effective workplace programs and infrastructure. TRAINS, PLANES AND BOATS Highlights new economic opportunities in using and greening rail, air, and water transport. FOOD FOR THOUGHT =20 Exploring the economics of food distribution through examples like community shared agriculture, urban agriculture, marketing local produce, and human powered delivery. DEVELOPING THE SUSTAINABLE TRANSPORTATION INDUSTRY Explores key elements and precursors for industrial growth in the sustainable transportation sector, using other growing sectors as examples. "INCUBATING" SUSTAINABLE TRANSPORTATION BUSINESSES Successful small business development and community economic development= (CED) initiatives from around the world. SUSTAINABLE TRANSPORTATION CAN BE A FULL TIME JOB=20 Discover how sustainable transportation is meeting community needs and creating jobs, through programs like walking school buses, pedestrianized recycling and composting, and meals on two wheels. FROM RUST BELT TO GREEN BELT=20 Get inspired by examples of ailing industries which have been converted to thriving green industry and employment, for creative application to sustainable transportation. ECOTOURISM'S GONE URBAN=20 Check out this series of workshops showcasing successful marketing and mapping of urban green tourism options, green tourism services, and options for greening transportation in the tourism industry. MAKING IT HAPPEN: PROCESSES THAT PROSPER=20 Take notes on innovative proven methods for moving from vision to reality, including public-private partnerships, community-driven system design, lobbying strategies, consultative planning processes, and more. POLICY TOOLS AND FINANCIAL MECHANISMS=20 Take in this series of workshops on effective instruments for financing and enhancing sustainable transportation: road pricing, transit benefits, ownership and gas levies, clean air funds, green investment... SHIFT HAPPENS: MARKETING SUSTAINABLE TRANSPORTATION=20 Brings together campaigns, programs and approaches that have successfully marketed the sustainable transportation lifestyle and all its economic spinoffs. WHAT'S IN IT FOR ME? Looks at the personal perks related to sustainable transportation, including location efficient mortgages, green insurance, personal savings, and alternative housing options. WISE INVESTMENTS=20 Talk to large and small investors who are happy about their decision to go with sustainable transportation. THE ECONOMIC ARGUMENT=20 Hear from the authors (and beneficiaries) of the best made business cases for sustainable transportation. WHAT'S THE PAYBACK? MONITORING ECONOMIC PROGRESS=20 Collects the best of the available targets, indicators, legislation, and models for attaining and evaluating both economic and environmental success. THE CHARRETTES=20 Roll up your sleeves and help us take on a part of the city. THE CLINICS=20 At these special workshop sessions you'll be able to bring your questions to experts with on the ground experience in small business development, community economic development, organizing municipal campaigns, and more. -------------------------------------- 7) STILL PLENTY TO COME: A sampling of workshops and speakers are listed here. With over 40 concurrent workshops on the agenda it won't be possible to see it all. To help guide you through the selection we'll be organizing them into "streams", including:=20 - Technological Innovations - The Urban Form - Policy and Financial Instruments - Transit, Trains and New Freight Options - Creating Community Jobs/Meeting Community Needs - Urban Green Tourism - Human Power - Marketing Sustainable Transportation 8) TAKING YOU ON THE ROAD WITH ROVING WORKSHOPS... ... ...AND TOURS ..... ---------------------------------------------------- 9) SHOWCASING THE CUTTING EDGE AT THE TRADE EXHIBIT ...... -------------------------------------------------- 10) CREATING TOOLS FOR ACTION: Moving the Economy will gather the latest and most creative thinking on sustainable transportation and economy. After the conference these ideas will be used to create an Economic Action Plan for Sustainable Transportation. .......... -------------------------------------------------- 11) WE WANT TO HEAR FROM YOU! If you have an idea or a winning example, check the box on the Registration Form, and we'll send you an Inventory Response Form. Your contribution will enrich the growing collection of international economic success stories we are compiling for our International On-Line Inventory. Through this on-line database, we plan to share the wealth well beyond the conference. =20 If you send in a Response Form we may also be able to include your story in the conference program. We'll continue to refine and develop the workshops as the conference approaches, and your contribution may fill that crucial gap in the program, so don't hold back! Sponsorship Opportunities are still available. For information please contact Beth Jones at (416) 392-1560 x 85830. ------------------------------------------ 12) ABOUT THE ORGANIZERS: Moving the Economy is an initiative of Transportation Options and the City of Toronto. TRANSPORTATION OPTIONS=20 A non-profit organization dedicated to facilitating sustainable modes of transportation which promote ecological balance, social equity and economic vitality. This is our third major conference, following the Bikes Mean Business Conference in 1993, and the Second International Auto-Free Cities Conference in 1992. Detour Publications, our publishing and distribution service, has a mail-order catalogue of the latest books and resources on sustainable transportation. We also publish TransMission, a twice-yearly magazine covering transportation, culture and urban ecology issues. For information on other Transportation Options initiatives, to subscribe to TransMission or to receive a free copy of the Detour Catalogue contact us at: Transportation Options 761 Queen Street West, Suite 101, Toronto, Ontario, Canada M6J 1G1 Phone: 416-504-3934 Fax: 416-504-0068 THE CITY OF TORONTO ...... 13) CONFERENCE VENUES: .......... 14) THE DETAILS: REGISTRATION fee includes: - plenaries, workshops, and tours - trade exhibit - opening day luncheon - refreshment breaks - the public event - receptions and parties CONFIRMATION OF REGISTRATION will be sent to you if your completed form with payment is received before June 18. After this it can be picked up on-site.Your Confirmation will include a sign-up form for roving workshops and tours with limited space. Return it promptly to reserve a space. ON-SITE REGISTRATION will be at the Royal York, except on the morning of July 9, when it will be at the Design Exchange, site of the opening plenary. PRICES include 7% GST, and are in Canadian dollars. If you prefer to pay in U.S. dollars, we will accept payment at a 75=BD conversion rate (i.e. $470 Cdn =3D $350 US). Daily rates will be available when the program is finalized. CANCELLATION requests must be in writing. If received by May 28 a full refund will be issued. If received by June 18 a 50% refund will be issued. No refunds= after June 18.=20 COMMUNITY PASSES If you are a member of a community organization or budding new business and can't afford the fee, you may be eligible for a Community Pass.=20 Contact us for details.=20 15) SOME OTHER INFORMATION: ..... 16) THE REGISTRATION FORM: Name:_________________________________________________________ Affiliation:______________________________________________________ Address:________________________________________________________ City:_____________________________Province or State:_______________ Country:_________________________ Postal Code:___________________ Phone:___________________________Fax:__________________________ e-mail:____________________________ I WOULD LIKE TO REGISTER. I have enclosed my payment of: Early Bird, before April 30 =20 [ ]$470 ($350 US) regular [ ]$235 ($175 US) non-profit/student =20 After April 30 =20 [ ]$580 ($435US) regular [ ]$290 ($215 US) nonprofit /student PAYMENT METHOD [ ] Please charge my Visa:=20 Name:___________________________________ =20 Card #____________________ Expiry:________ Signature:__________________________________ [ ] I have enclosed a cheque (Canadian currency)=20 [ ] I have enclosed a cheque (U.S currency)=20 [ ] I am forwarding a cheque by mail (Make cheques payable to Transportation Options) PLEASE SEND ME: [ ] an Inventory Response Form to submit my idea=20 [ ] information on sponsorship opportunities [ ] information on exhibiting at the Trade Exhibit [ ] ___ copies of this registration brochure in print [ ] other: _____________________________ ACCOMMODATION: [ ] I will be staying at the Royal York Hotel [ ] I would like information on other accommodations --------------------------------------------- 17) THREE WAYS TO REGISTER: FAX: 416-392-0071 CALL: 416-392-1560 x 85854 MAIL: Moving the Economy, c/o, Toronto City Hall, 12th Floor, East Tower,= =20 Toronto, Ontario, Canada M5H 2N2 We can be reached by e-mail at mte@city.toronto.on.ca or our web page www.city.toronto.on.ca Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 E-mail: litman@islandnet.com Website: www.islandnet.com/~litman From Yewlett at cardiff.ac.uk Thu May 7 14:39:41 1998 From: Yewlett at cardiff.ac.uk (Chris Yewlett) Date: Thu, 7 May 1998 14:39:41 GMT0BST Subject: [sustran] Public transport in KL Malaysia Message-ID: <3BD077EA4@ABCYCF1S.CF.AC.UK> I am writing on behalf of one of my students, Mr Ryo Naito, who is currently writing an MSc Disseration on 'Public Transport in Kuala Lumpur. Malaysia'. First, we should be grateful to learn of any recent relevant publications (books/ articles etc) either on Public Transport in Middle Income Countries generally, or on Malaysia/ KL specifically. Second, if anyone on this list is based in Kuala Lumpur and would be willing to talk to Ryo during a visit planned for this summer, he would very much appreciate it! Please do NOT respond to the list at large (unles you think everyone would be interested) but direct to Ryo: ryo@cf.ac.uk (with copies to me so I can ensure we acquire relevant items for our Library: yewlett@cf.ac.uk. many thanks, ---------------------------------------------------------------------- Chris Yewlett yewlett@cardiff.ac.uk Dept. of City and Regional Planning, Cardiff University of Wales Tel: (+44) (1222) 874000 X5294 PO Box 906, CARDIFF CF1 3YN, UK FAX: (+44) (1222) 874845 From tkpb at barter.pc.my Mon May 11 15:20:55 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Mon, 11 May 1998 14:20:55 +0800 (MYT) Subject: [sustran] Jakarta area pricing - equitable or not? Message-ID: Dear sustran-discussers, As some of you may know, Jakarta currently has a traffic restraint scheme that has been in place since April 1992. From 6.30 am until 10 am, the city's most heavily trafficked corridor is out of bounds to cars with fewer than three occupants. It is known as the 'three in one' policy. Early results 3 months after the policy was imposed showed a decrease of 24 percent in the number of private cars entering the zone, and dramatic increases (over 150 percent) in average travel speed by private cars. However, in the popular mind at least, the scheme has not been considered a success. Traffic growth between 1992 and 1997 was very high so much of the benefit was probably overwhelmed by increasing traffic. In addition, a practice emerged of youths offering to ride as passengers for a small fee ("jockeys) to allow drivers to meet the occupancy requirement. This also undermined the image of the scheme (although it demonstrated some willingness to pay on the part of drivers). Recently the City Administration has proposed to replace the 3-in-1 policy with an area pricing scheme (or "sticker" scheme) taking in a similar area. The scheme sounds much like the Singapore Area Licensing Scheme. Cars will need to buy and display stickers to enter the area in peak hours (7.30 - 9.30 am and 5 - 7 pm). I am not sure if motorcycles will be charged or not. Trials are proposed for August to November this year. This proposal has generated controversy according to the Jakarta Post of April 14, 1998, p. 3. Opposition politians (Hamzah Haz of the United Development Party - PPP) and a major consumers organisation (the Indonesian Consumers Foundation -YLKI) have come out against the scheme. They say, among other things, that the system would discriminate against the poor. On the other hand, Jakarta's Governor Sutiyoso argues that the scheme would hurt only the rich who are the ones who drive cars. But Hamzah Haz also argued that public transport was insufficient, saying that more buses should be put onto the road before the scheme is implemented. This kind of debate will be very familiar anywhere that traffic restraint has ever been suggested. What are the right kinds of questions to be asking? Many cities have considered such plans but they are often rejected on equity grounds. All proposals to raise private-vehicle related prices also face similar equity arguments. I am concerned that many of these equity arguments may be spurious. Which are spurious and which are valid? Is it true that such a scheme is inequitable? For example, the poorer half (roughly) might be better off because buses may be able to move faster through the restricted zone? Is anyone aware of any careful studies of the actual equity impacts of traffic restraint schemes in low-income or middle-income cities? Who is actually hurt by such a scheme? Perhaps those who currently drive but can only just afford to drive? They are probably the ones whose behaviour would actually be changed by the scheme. In Jakarta these might be lower-middle-income people who can no longer afford to enter the zone in peak hours. But do they have viable alternative options? For example, they might shift their travel time if they can. They might switch to riding the bus (probably the air-conditioned "PATAS" buses rather than the very crowded, cheap, non-aircon ones). They might try to "car-pool" even more, to share the cost around. They might use an alternative route around the restricted area and maybe walk a bit further to their final destination. Or they might just continue driving at an increased cost. Would the increase in bus speeds have the effect of increasing overall bus system capacity enough to cope with any additional riders generated by the scheme? Otherwise, greater bus overcrowding might hurt bus riders. Is what is done with the revenue relevant to whether it is equitable or not? For example, if revenues go explicitly towards improving access options for the lower income groups then this might make a big difference (and also make it more politically acceptable). ******** PLEASE NOTE CHANGE OF MAILING ADDRESS ******** A. Rahman Paul BARTER, SUSTRAN Resource Centre A0602 Palm Court, Brickfields, 50470 Kuala Lumpur, Malaysia. Phone: +603 274 2590, E-mail: The SUSTRAN Resource Centre hosts the Secretariat of SUSTRAN (the Sustainable Transport Action Network for Asia & the Pacific). SUSTRAN is dedicated to promoting transport policies and investments which foster accessibility for all; social equity; ecological sustainability; health and safety; public participation; and high quality of life. From ebruun at rci.rutgers.edu Tue May 12 00:29:48 1998 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Mon, 11 May 1998 11:29:48 -0400 (EDT) Subject: [sustran] Jakarta area pricing - equitable or not? In-Reply-To: Message-ID: I find it interesting that we hear the same arguments in a rich country like the US that we hear in much less developed countries. I am also under the impression that the US actually does have issues closer to the poorer countries than Japan or western Europe, as frankly, we generally have much less developed options for persons at the bottom of society. I have a few specific comments below. On Mon, 11 May 1998, Paul Barter wrote: > Dear sustran-discussers, > > As some of you may know, Jakarta currently has a traffic restraint scheme > that has been in place since April 1992. From 6.30 am until 10 am, the > city's most heavily trafficked corridor is out of bounds to cars with fewer > than three occupants. It is known as the 'three in one' policy. Early > results 3 months after the policy was imposed showed a decrease of 24 > percent in the number of private cars entering the zone, and dramatic > increases (over 150 percent) in average travel speed by private cars. > However, in the popular mind at least, the scheme has not been considered a > success. Traffic growth between 1992 and 1997 was very high so much of the > benefit was probably overwhelmed by increasing traffic. In addition, a > practice emerged of youths offering to ride as passengers for a small fee > ("jockeys) to allow drivers to meet the occupancy requirement. This also > undermined the image of the scheme (although it demonstrated some > willingness to pay on the part of drivers). > > Recently the City Administration has proposed to replace the 3-in-1 policy > with an area pricing scheme (or "sticker" scheme) taking in a similar area. > The scheme sounds much like the Singapore Area Licensing Scheme. Cars will > need to buy and display stickers to enter the area in peak hours (7.30 - > 9.30 am and 5 - 7 pm). I am not sure if motorcycles will be charged or not. > Trials are proposed for August to November this year. This proposal has > generated controversy according to the Jakarta Post of April 14, 1998, p. > 3. > > Opposition politians (Hamzah Haz of the United Development Party - PPP) and > a major consumers organisation (the Indonesian Consumers Foundation -YLKI) > have come out against the scheme. They say, among other things, that the > system would discriminate against the poor. On the other hand, Jakarta's > Governor Sutiyoso argues that the scheme would hurt only the rich who are > the ones who drive cars. But Hamzah Haz also argued that public transport > was insufficient, saying that more buses should be put onto the road before > the scheme is implemented. > > This kind of debate will be very familiar anywhere that traffic restraint > has ever been suggested. What are the right kinds of questions to be > asking? Many cities have considered such plans but they are often rejected > on equity grounds. All proposals to raise private-vehicle related prices > also face similar equity arguments. I am concerned that many of these > equity arguments may be spurious. Which are spurious and which are valid? > > Is it true that such a scheme is inequitable? For example, the poorer half > (roughly) might be better off because buses may be able to move faster > through the restricted zone? Is anyone aware of any careful studies of the > actual equity impacts of traffic restraint schemes in low-income or > middle-income cities? > > Who is actually hurt by such a scheme? Perhaps those who currently drive > but can only just afford to drive? They are probably the ones whose > behaviour would actually be changed by the scheme. In Jakarta these might > be lower-middle-income people who can no longer afford to enter the zone in > peak hours. > But do they have viable alternative options? For example, they might shift > their travel time if they can. They might switch to riding the bus > (probably the air-conditioned "PATAS" buses rather than the very crowded, > cheap, non-aircon ones). They might try to "car-pool" even more, to share > the cost around. They might use an alternative route around the restricted > area and maybe walk a bit further to their final destination. Or they might > just continue driving at an increased cost. > > Would the increase in bus speeds have the effect of increasing overall bus > system capacity enough to cope with any additional riders generated by the > scheme? Otherwise, greater bus overcrowding might hurt bus riders. Not only would there be an increase in ridership as people get priced off of the alternative, namely cars, but there would be increase in ridership due to faster service, as well. How much capacity increase there is, depends on existing headways and cycle times. Every reduction in cycle time equal to a headway, saves one vehicle; for example, if buses run every two minutes, every two minute reduction in time required to make a round trip saves one vehicle. This savings can be reinvested in the line to decrease headways and increase capacity, or it can be used elsehwere in the system. Whether the increase is sufficient or not requires more detailed analysis than the info. you have given. > > Is what is done with the revenue relevant to whether it is equitable or > not? For example, if revenues go explicitly towards improving access > options for the lower income groups then this might make a big difference > (and also make it more politically acceptable). > The political acceptability is a key issue. A few years ago, the US's Transportation Research Board put together a team of persons to look at congestion pricing and other means of better matching transportation supply and demand. Their official report, a book called "Curbing Gridlock" lamented the political impossibility of congestion pricing because of the complaints by those likely to be tolled off of the roads. At the same time, they did not recommend any investments in parallel public transportation that might provide an alternative, indeed, they seem to consider spending money on rail transit a waste. I don't think the idea of speeding up buses was even mentioned. There isn't much difference between what you are talking about in Indonesia and in the US, in that the poor are mostly a non-issue and ignored in both countries, while the upper middle class is feared. The US is actually quite similar too in that there really would be no public alternatives for those priced off of roads in all but a handful of cities. > > ******** PLEASE NOTE CHANGE OF MAILING ADDRESS ******** > > A. Rahman Paul BARTER, > SUSTRAN Resource Centre > A0602 Palm Court, Brickfields, 50470 Kuala Lumpur, Malaysia. > Phone: +603 274 2590, E-mail: > > The SUSTRAN Resource Centre hosts the Secretariat of SUSTRAN (the > Sustainable Transport Action Network for Asia & the Pacific). > SUSTRAN is dedicated to promoting transport policies and investments > which foster accessibility for all; social equity; ecological sustainability; > health and safety; public participation; and high quality of life. > > From litman at IslandNet.com Tue May 12 01:07:06 1998 From: litman at IslandNet.com (Todd Litman) Date: Mon, 11 May 1998 09:07:06 -0700 Subject: [sustran] Jakarta area pricing - equitable or not? In-Reply-To: Message-ID: <3.0.5.32.19980511090706.0085e8a0@pop.IslandNet.com> The equity arguements raised in Jakarta are virtually the same that have been raised with road pricing in developed countries. The questions you are raising are exactly the ones that need to be raised. I suggest obtaining the following publications: CURBING GRIDLOCK, Transportation Research Board Special Report 242, National Academy Press (Washington DC), 1994. Gomez-Ibanez, "The Political Economy of Highway Tolls and Congestion Pricing," JOURNAL OF TRANSPORT ECONOMICS AND POLICY, Vol. 46, No. 3, July 1992, pp. 343-360. A Evans. "Road Congestion Pricing; When is it Good Policy?" JOURNAL OF TRANSPORT ECONOMICS AND POLICY, Vol. Vol. 46, No. 4, 1992, pp. 213-243. BUYING TIME; RESEARCH AND POLICY SYMPOSIUM ON THE LAND USE AND EQUITY IMPACTS OF CONGESTION PRICING, State and Local Policy Program, University of Minnesota (Minneapolis;website: www.hhh.umn.edu/Centers/SLP/Conpric/conpric.htm; email: imunnich@hhh.umn.edu), 1996. Todd Litman, "Using Road Pricing Revenue; Economic Efficiency and Equity Consideration," TRANSPORTATION RESEARCH RECORD 1558, 1996, pp. 24-28. Todd Litman, EVALUATING TRANSPORTATION EQUITY, Victoria Transport Policy Institute (Victoria), 1996. The actual equity impacts of road pricing vary significantly depending on how equity is defined (there are at least three different types of equity that apply to transportation policy), and the specific situation. Where driving is a "luxury," there are good travel alternatives, and revenues are used in a progressive way (for example, to subsidize transit service, to reduce more regressive taxes, or returned to residents as a financial rebate), road pricing can be considered to increase early all types of equity. In many situations, it also helps lower income and disadvanted travelers over the long-run by giving middle-class people an incentive to use alternatives (transit and ridesharing in particular) which provides economies of scale and political support for improvements to these services. There are three general arguements to consider road-pricing as inequitable: 1. It is regressive with respect to lower-income drivers, because they pay a greater share of their income than people with higher incomes. This can be evaluated by comparing tolls with income for people currently using the roadway facility. In fact, people making peak-period automobile trips tend to be relatively high income, and this should be particularly true in developing cities. Most goods (for example, electricity and water bills) are regesssive with respect to income), so the question is why road use should be considered an exception (the answer is, because in the past roads have been unpriced, so we are simply not accustomed to paying for this good. 2. Drivers are already paying for roads through their fuel taxes, so road pricing represents double taxing. In fact, fuel taxes only cover a portion of the costs that road users impose, so this is actually a false arguement. 3. Road pricing is unfair because drivers to certain destinations must pay it, while drivers to other destinations don't. This is actually an arguement for MORE road pricing, not LESS. Road pricing is usually applied where there is an extra high cost (in either facilities or congestion impacts) of automobile travel. How road pricing revenues are used is a KEY factor in program equity. If revenues are used in a progressive manner, lower income and mobility disadvantaged people will benefit overall. If they are dedicated to more road construction, or are rebated to drivers as a group, then they are not progressive. Travel choices (i.e., the quality of walking, bicycling, ridesharing and public transit services) is also a key factor. In an entirely automobile dependent transportation system, road pricing constitutes a tax, since there is no alternative to paying. In a multi-modal transportation system, driving is a luxury, and it is only fair that drivers pay a premium for their use of valuable road space (or, to put it another way, for the external congestion and air pollution costs they impose). Unfortunately, for all of the logical arguements for road pricing, there is still a lot of political opposition that will be difficult to overcome in most communities. This resistance is evidence that, although drivers will complain endlessly about congestion, the problem is not serious enough for them to accept real solutions. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 E-mail: litman@islandnet.com Website: www.islandnet.com/~litman At 02:20 PM 5/11/98 +0800, Paul Butler wrote: >Dear sustran-discussers, > >As some of you may know, Jakarta currently has a traffic restraint scheme >that has been in place since April 1992. From 6.30 am until 10 am, the >city's most heavily trafficked corridor is out of bounds to cars with fewer >than three occupants. It is known as the 'three in one' policy. Early >results 3 months after the policy was imposed showed a decrease of 24 >percent in the number of private cars entering the zone, and dramatic >increases (over 150 percent) in average travel speed by private cars. >However, in the popular mind at least, the scheme has not been considered a >success. Traffic growth between 1992 and 1997 was very high so much of the >benefit was probably overwhelmed by increasing traffic. In addition, a >practice emerged of youths offering to ride as passengers for a small fee >("jockeys) to allow drivers to meet the occupancy requirement. This also >undermined the image of the scheme (although it demonstrated some >willingness to pay on the part of drivers). > >Recently the City Administration has proposed to replace the 3-in-1 policy >with an area pricing scheme (or "sticker" scheme) taking in a similar area. >The scheme sounds much like the Singapore Area Licensing Scheme. Cars will >need to buy and display stickers to enter the area in peak hours (7.30 - >9.30 am and 5 - 7 pm). I am not sure if motorcycles will be charged or not. >Trials are proposed for August to November this year. This proposal has >generated controversy according to the Jakarta Post of April 14, 1998, p. >3. > >Opposition politians (Hamzah Haz of the United Development Party - PPP) and >a major consumers organisation (the Indonesian Consumers Foundation -YLKI) >have come out against the scheme. They say, among other things, that the >system would discriminate against the poor. On the other hand, Jakarta's >Governor Sutiyoso argues that the scheme would hurt only the rich who are >the ones who drive cars. But Hamzah Haz also argued that public transport >was insufficient, saying that more buses should be put onto the road before >the scheme is implemented. > >This kind of debate will be very familiar anywhere that traffic restraint >has ever been suggested. What are the right kinds of questions to be >asking? Many cities have considered such plans but they are often rejected >on equity grounds. All proposals to raise private-vehicle related prices >also face similar equity arguments. I am concerned that many of these >equity arguments may be spurious. Which are spurious and which are valid? > >Is it true that such a scheme is inequitable? For example, the poorer half >(roughly) might be better off because buses may be able to move faster >through the restricted zone? Is anyone aware of any careful studies of the >actual equity impacts of traffic restraint schemes in low-income or >middle-income cities? > >Who is actually hurt by such a scheme? Perhaps those who currently drive >but can only just afford to drive? They are probably the ones whose >behaviour would actually be changed by the scheme. In Jakarta these might >be lower-middle-income people who can no longer afford to enter the zone in >peak hours. > >But do they have viable alternative options? For example, they might shift >their travel time if they can. They might switch to riding the bus >(probably the air-conditioned "PATAS" buses rather than the very crowded, >cheap, non-aircon ones). They might try to "car-pool" even more, to share >the cost around. They might use an alternative route around the restricted >area and maybe walk a bit further to their final destination. Or they might >just continue driving at an increased cost. > >Would the increase in bus speeds have the effect of increasing overall bus >system capacity enough to cope with any additional riders generated by the >scheme? Otherwise, greater bus overcrowding might hurt bus riders. > >Is what is done with the revenue relevant to whether it is equitable or >not? For example, if revenues go explicitly towards improving access >options for the lower income groups then this might make a big difference >(and also make it more politically acceptable). > > >******** PLEASE NOTE CHANGE OF MAILING ADDRESS ******** > >A. Rahman Paul BARTER, >SUSTRAN Resource Centre >A0602 Palm Court, Brickfields, 50470 Kuala Lumpur, Malaysia. >Phone: +603 274 2590, E-mail: > >The SUSTRAN Resource Centre hosts the Secretariat of SUSTRAN (the >Sustainable Transport Action Network for Asia & the Pacific). >SUSTRAN is dedicated to promoting transport policies and investments >which foster accessibility for all; social equity; ecological sustainability; >health and safety; public participation; and high quality of life. > > > From rverzola at phil.gn.apc.org Tue May 12 06:55:12 1998 From: rverzola at phil.gn.apc.org (Roberto Verzola) Date: Tue, 12 May 1998 06:55:12 Subject: [sustran] Jakarta area pricing - equitable Message-ID: <199805112229.GAA01916@phil.gn.apc.org> * Original is in : SUSTRAN-DISCUSS * Original date : 11 May 1998 11:29:4 * Original is by : sustran-discuss@jca.ax.apc.org (6:751/401) * Original is to : rverzola (6:751/401) * Full text below: > on equity grounds. All proposals to raise private-vehicle related prices > also face similar equity arguments. I am concerned that many of these > equity arguments may be spurious. Which are spurious and which are valid? Two similar proposals were raised and tried in Manila: 1. Plate endings (1/2 are not allowed on busy streets on Mondays; 3/4 on Tuesdays, 5/6 on Weds. etc ) 2. Odd-even (odd numbered plates can only use certain busy streets on M/W/F, and even ones on T/Th/S) #1 was tried (applicable only to private vehicles) and people acknowledged that things worked. However, after many months (and due to simultaneous infrastructure constructions in the city), traffic got worse again, and the odd-even scheme was proposed, also for private vehicles only. There was an uproar. Basically, car owners included people who were in a position to influence public opinion (media people, announcers, columnists, managers, people who had telephones and therefore could call into radio/TV programs, etc.) The proposal took a lot of media hit and was withdrawn. Today, we still rely on plate endings, and traffic remains very bad. (It is, of course, worst on Saturdays.) Obet Verzola From ob110ob at IDT.NET Tue May 12 11:13:41 1998 From: ob110ob at IDT.NET (Obwon) Date: Mon, 11 May 1998 19:13:41 -0700 Subject: [sustran] Jakarta area pricing - equitable or not? References: Message-ID: <3557B055.7056@idt.net> Eric Bruun wrote: > > I find it interesting that we hear the same arguments in a rich > country like the US that we hear in much less developed countries. I get the impression that people know of or at least can figure the impact on themselves of various restrictive programs and tend to react to that perception. Since all countries have similiar divisions of incomed (and other distinctions) peoples, it's no surprise that the arguements are, therefore similar. It seems to me that to analyse the complex problems these restrictive programs will create, we need to first 'collect the terms'; only then can we effectively attempt to find any means, to achieve any acceptable balancing, of what is to be 'lost' by the various factions, with ameliorations. First, let's define the most obvious groups to be affected. Using idealized oversimplification we get: 1. I.R. - Idle Rich well to do, with money to 'burn' much of their 'enterprise' is optional. 2. M&S - 'Movers and Shakers' upper corp. and business people heavily employed and subsidised by their business interests. 3. Mgt - The management level people who are some what subsidized by their business interests, often pressed for time by their caseloads, with enough money to surrmount many hurdles (purchase some optional convieniences. 4. W-1 - The basic work force, with money to spend on some optionals/personal preference items, company activities largely not subsidized, but some are. The two trip commuter for instance. 5. W-2 - The 'specialized workforce, whose activities are subsidized heavily including some optional choices, but whose rates of pay prohibit easy access to personal options/personal preference items. 6. T-1 - Tourist and other transients, not idly rich nor employed, with some money for few options of personal preference. 7. T-2 - Government functionaries 8. P-1 - The poor but gainfully employed. 9. P-2 - Poor not gainfully employed. Okay, there we've hopefully defined much of the expected population that will use an area under study. The next task would then be to quantify the expected resource usages of each group under normal circumstances. Then by attempting to judges how the proposed program will impact the ablity of each group to continue to enjoy it's current resources, we can define level one impacts. L-1a, L-1b,... L-1(x) Where we consider how each group responds to various restrictions and pricing activities. Either gaining or loseing resources. Or how they might be priced or restricted from needed resources etc. At level two we must look at the expectations of each group. Since poor largly do not intend to remain poor, they resent 'having the bar raised' ahead of them even when they, for instance; do not have a car but would like to and see the future costs of owning and driving one rising by way of restrictions that wealthier people can deal with most easily. Thus such innovations are seen largely as apparati intended to create further separations between classes, rather than as traffic attenuations they are meant to be. The various other groups will see some losses of either convienience or needed resources, where salesmen for instance might find restrictions tolerable but unduly consumptive of valuable time. Once the various impacts, both actual and percived are identified, then it might be possible to identify what ameliorations can be offered each group. For instance, in a for-pay-entry zone, a quantity of free access 'vouchers' might be issued to those expected to have their infrequent but needed access replaced or cost raised too high. Any plan that does not address expectations and needs, with an eye towards some kind of balancing mechanism will draw fire from all sides. Such a plan merely infuriates everyone and therefore can not be thought of as practicably implemetable no matter how ultilitarian it might be in addressing the main issues in question. Obwon From yeossr at pacific.net.sg Tue May 12 23:17:13 1998 From: yeossr at pacific.net.sg (ROLAND YEO) Date: Tue, 12 May 1998 22:17:13 +0800 Subject: [sustran] Re: sustran-discuss V1 #211 (Road Pricing in Jakarta) Message-ID: <01bd7db0$a87ca8e0$e96218d2@liliany> Paul Barter wrote Jakarta area pricing - equitable or not? >Is it true that such a scheme is inequitable? For example, the poorer half >(roughly) might be better off because buses may be able to move faster >through the restricted zone? This will only work if there exist bus priority schemes on the roads there(e.g. bus lanes). You are right in saying that the exponential growth in car population has led to severe road congestion, such a scheme would be needed to make buses travel faster, particularly during peak hours. > >But do they have viable alternative options? For example, they might shift >their travel time if they can. They might switch to riding the bus >(probably the air-conditioned "PATAS" buses rather than the very crowded, >cheap, non-aircon ones). PATAS buses charged a higher fare. As such, they are used by the white collar commuters. I am not convinced that the lower income group would switch to these buses. Yes, in this case, equity becomes an issue for those who used to ride into the city by cars. Furthermore, will the road pricing cost be passed on to commuters, as is the case of taxis in Singapore where all road pricing cost of entering CBD, and of recent the lectronic road pricing, are borned by riders. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19980512/f8cd9767/attachment.htm From priyanthi.fernando at mcmail.com Wed May 13 19:54:36 1998 From: priyanthi.fernando at mcmail.com (Priyanthi Fernando) Date: Wed, 13 May 1998 10:54:36 +0000 Subject: [sustran] Re: Bikes in India In-Reply-To: <3.0.1.32.19980712171448.00714d24@pop.unixg.ubc.ca> Message-ID: <199805130957.KAA16564@email.mcmail.com> Just to let you know that Nitya Rao is carrying out a case study on Pudokkotai experience for the IFRTD's Gender Issues in Rural Transport programme. > Date: Sun, 12 Jul 1998 17:14:48 -0700 > To: sustran-discuss@jca.ax.apc.org > From: Tamim Raad > Subject: [sustran] Re: Bikes in India > Reply-to: sustran-discuss@jca.ax.apc.org > >Delivery-date: Tue, 12 May 1998 15:21:53 -0700 > >Date: Tue, 12 May 1998 13:27:07 -0700 (PDT) > >From: Lee Henderson > >To: transit betenvi > >Subject: Re: Bikes in India > >Reply-To: BEST@sustainability.com > >Organization: BEST (http://www.sustainability.com/best) > >X-Sender: BEST@sustainability.com > >X-Reply-To: BEST@sustainability.com > >Error-To: scott@communicopia.bc.ca > >X-ListMember: raad@unixg.ubc.ca [BEST@sustainability.com] > > > > > >I saw this on the International Bicycle Fund Website > >http://www.ibike.org/index.htm > >============================================================ > > > >Bicycle Promotion Among Women In Rural India > >Mobility & Quality of Life > >>From Literacy To Empowerment To Bicycles In Rural India > > > >For years, fetching water for Mariamman of Siranjeni village was one of > >many dreary chores. When the village well dried up in summer, she had to > >trudge 2 km to a neighboring village to secure water. Now fetching water > >is far easier; all she has to do is take her bicycle. Like Mariamman, > >thousand of women in Pudukottai district in Tamil Nadu are using their > >bicycles, not just to fetch water but for a myriad utility trips. But it > >hasn't always been this way. > > > >It was novel literacy drive, launched in 1991, that has lead to 50,000 > >women in the 3,000 villages of Pudukottai (370km from Madras, India) to > >learn to ride bicycles. Originally, the scheme had four elements; > >literacy, arithmetic, awareness and application. Seeing an additional > >need, collector Sheela Rani Chungat added a fifth element -- mobility. > >These days Pudukottai women sing "we have learnt to cycle, brother/ and > >with it, we have turned the wheel of our lives, brother". As the song > >bears out, the results of Chungat's initiative have far exceeded > >expectations. > > > >In the harvest season, women now carry bundles of ripe stalk on a cycle, > >not on their heads. When the men work in the fields, their lunches are > >delivered to them by their wives on wheels. And sometimes, newly mobile > >mothers save their children long, tiring walks to and from the village. > > > >The cycle-training program started as a no-cost affair. Villagers lent one > >or two cycles. Initially classes were held after dark, helping the > >students to get over their initial shyness and reluctance. "There were > >few people around to make fun of us when we fell down," recalls > >Mariamman. > > > >When some women began showing off their success on their husbands' and > >brothers' cycles, the bug caught on. Next, the program coordinators > >arranged for bank loans to buy bikes. Still, some women have been unable > >to derive the fullest mileage from their recently acquired skills. Most do > >not have the money to buy their own cycles and their fathers, brothers and > >husbands, get first preference on family bikes. There are also > >family-imposed restrictions -- chores, sewing classes and primary health > >care are all right, but movies, cruising and fun outings are an absolute > >no-no. > > > >[Base on an article by Nirupama Subramanian, in "India Today".] > > > >For details on this and other programs promoting bicycle transport write: > >Laxmi Narain Modi, Exec. Director., Nation Building Forum, 305 Bakshi > >House, 40-41 Nehru Place, New Dehli 110019, INDIA. > > > > ------------------ > Tamim Raad > Point Grey RPO, Box 39150 > Vancouver, British Columbia V6R 4P1 > CANADA > Tel: 1 (604) 739-2146 > Email: raad@unixg.ubc.ca > > Priyanthi Fernando Executive Secretary IFRTD 150 Southampton Row, London WC1B 5AL Tel: +44 171 278 3670 Fax: +44 171 278 6880 email:ifrtd/gn.apc.org http://www.gn.apc.org/ifrtd From hobbes at t-online.de Thu May 14 17:49:05 1998 From: hobbes at t-online.de (Barbara Gruehl Kipke) Date: Thu, 14 May 1998 10:49:05 +0200 Subject: [sustran] Bikes in India Message-ID: <355AB001.B91E0F23@mobility-consultant.com> If I'm not mistaken, one component of the promotion of cycling for 50000 women in India was a catchy song in English. DOES ANYONE KNOW HOW IT GOES? People like to sing and we might be able to use it in the bicycle promotion stream of a World Bank Urban Non-motorized transport component in Kenya and Tanzania. Thanks in advance! -- Barbara Gruehl Kipke (M.B.A.) Mobility Consultant Horber Gaessle 13 Tel./Fax: 0049 7451 6985 72160 Horb e-mail: barbara@mobility-consultant.com Germany http://www.mobility-consultant.com From ifrtd at gn.apc.org Fri May 15 02:29:06 1998 From: ifrtd at gn.apc.org (Niklas Sieber) Date: Thu, 14 May 1998 17:29:06 +0000 Subject: [sustran] Bicycle Song Message-ID: <199805141630.RAA12658@mail.gn.apc.org> Dear Barbara I only know one verse of the song: We have learned to ride the cycle sister, We have set in motion the wheels of life sister. We no longer beg our men To visit the hospital in times of need. Once confined to the kitchen, Now round the world we go with speed. Probably Nitya Rao has more verses (nityarao@bom3.vsnl.net.in). Best regards, Niklas _____________ Niklas Sieber International Forum for Rural Transport and Development 150 Southampton Row London WC1 B5AL, UK Tel.: +44 171/ 278 3682, Fax: +44 171/ 278 6880 e-mail: ifrtd@gn.apc.org Webpage: http://www.gn.apc.org/ifrtd From =?iso-8859-1?Q?=22Centro_de_Investigaci=F3n_y_Desarrollo_del_Tran?= Fri May 15 09:48:16 1998 From: =?iso-8859-1?Q?=22Centro_de_Investigaci=F3n_y_Desarrollo_del_Tran?= (=?iso-8859-1?Q?=22Centro_de_Investigaci=F3n_y_Desarrollo_del_Tran?=) Date: Fri, 15 May 1998 08:48:16 +0800 (MYT) Subject: [sustran] Velo Habana 98 Message-ID: Dear colleague: We are pleased to announce that the International Conference and Exhibition "VELO HAVANA'98", will be held on 8th to 11th December 1998, in Havana, Cuba. This International Conference will be held with greeting regards to VELO-CITY'99, that will be held in Graz (Austria) and Maribor (Slovenia) in 13th - 17th april 1999. The program of the Conference will include work sessions with lectures, round tables, workshops and posters. An exhibition, aimed at presenting bicycles and tricycles, its components and accessories, as well as services and projects related to bicycles and tricycles will be opened. This International Conference and Exhibition will certainly be an excellent opportunity to exchange experiences between authorities, managers, scientists and technicians, as well as for conclude contracts between commercial firms. Variety of social and recreational activities will be organized for Delegates and accompanying persons. We look forward to welcoming you in Havana, where there are already more than half million bicycles running daily on the streets. Come and enjoy the merriment, enthusiasm and traditional hospitality of our people. Sincerely yours, Organizing Committee. ITS MOTTS: Integration of cycles in the transport system. Goals: * To analyze experiences regarding the integration of bicycles and tricycles to transport system. * To exchange know-how and experiences on the results obtained out of the use of bicycles and tricycles as transportation means. * To close international relations between authorities, decision makers, scientists, and specialists from different countries promoting the use of bicycles and tricycles. * To promote State-of-the-Art use of the bicycles and tricycles as transportation means in developed and developing countries. THEMES * Policy and strategies of authorities and organizations for the promotion of the use of bicycles and tricycles in the transport system. * Traffic safety for the bicycles. * Aspects of the road infrastructure for bicycles. * Intermodalism: bicycles-on-buses, railways and boats. * Services for the cyclists. * Bicycles and urban planning. * Public awareness and road education for cyclists, pedestrians and motor drivers. * Bicycles and energy. * Bicycles and the environment. * Bicycles and the human health. * Bicycles and tricycles manufacturing and ensambling Technologies. * Bicycles and tricycles: tourism, sport and recreation. * Bicycles, peace and solidarity. * Bicycles and tricycles for special uses. Conference modalities Conference will be develop by the way of working sessions, round tables and workshops by themes. Also will be include video sessions and colloquies between poster's authors and public. Who may attend? Leading personalities, decision-makers, scientists, technicians, specialists and students of differents profiles involved the use of bicycles and tricycles, from governmental, NGOs and international organizations. Manufactures, comercial distributors of bicycles and tricycles spare parts, accesories as well as other relevant persons may attend also. Call for papers and abstracts Abstracts should be submitted to the Organizing Committee by fax, e-mail or mail (only through special delivery services). For each proposed paper sent an abstract should be presented headed as follow: title, author (s), organization (s), post address (es), telephone (s), fax (es) and/or electronic mail (s). Abstract should have one page maximum extension (210 x 290 mm) and a 2,5 cm upper, bottom and lateral margins. The deadline for submitting abstracts is July 31st, 1998. On the other hand, papers should be submitted with a front page for the title, author (s), organization (s), post address (es), telephone (s), fax (es) and/or electronic mail (s) and continuing with full text of the paper. Papers should have a maximum extension of six pages (210 x 297 mm each) typed one space original with 2,5 cm upper, bottom and lateral margins. Word for Windows will be used and floppy disk (3,5") should be sent accordingly Page number will be write with pencil of the back side of printed pages. The deadline for submitting papers is September 30th, 1998. POSTERS AND VIDEOS The author (s) of poster (s) and video (s) only should sent abstract (s) of their content following the aforementioned rules for the abstracts, but particularizing that it is a video or poster. The deadline o is the same as for abstracts and papers. (31th July 1998) Videos should be VHS (NTSC 358). PRESENTATION OF THE PAPERS AND POSTERS The presentation of the papers will be oral. Thirty minutes will be allowed for each presentation, discussion included. The author (s) who need it, could be assisted by video, diapositives, photos or acetate sheets, previously informing the Organizing Committee about this. Author (s) of poster (s) should present it for one hour during which a colloquy should be organized between the author (s) and persons participating in the Conference. Posters will be in exhibition during the whole duration of the Conference. VISITS During the Conference, delegates could participate, according with their choice, in one of the technical visits to places of professional interest previously programmed. The delegates and accompanying persons could participate in all the social, tourist and recreative activities programmed. OFICIAL LANGUAGE The language of the Conference will be Spanish and English. REGISTRATION FEES For delegates Payment before september 1st 1998. USD 200 Payment after september 1st 1998. USD 250 Author (s) of papers and posters will have a 10% discount. Students will have a 50% discount, shawing demostrative documents of student condition. For accompanying persons Payment before september 1st 1998. USD 125 Payment after september 1st 1998. USD 150 The Conference fees includes: FOR DELEGATES Attendance at all technical sessions and exhibition; one set of technical documentation; a technical visit; accreditation and participation in tourist, recreative and social activities accordingly programmed, coffeebreaks between working sessions. FOR ACCOMPANYING PERSONS Participation in the opening and closing sessions; souvenirs; participation of the tourist, recreative and social activities programmed for accompanying persons. EXHIBITION As a part of the event, a commercial exhibition will be opened to display products, technologies, projects and information on the services related to bicycles and tricycles, with the participation of Cuban and foreign exhibitors in "Los pasos perdidos", main hall at the Havana City's Capitol Centre. VENUE The International Conference and Exhibition will take place at Havana City's "Capitol" centre. PAYMENT DETAILS Participating persons in the Conference should pay the registration fee in sterling pounds, canadian dollars or other freely convertible money, except US dollars, by mean of a deposit addressed to: Cuenta Bancaria R.N. Ingresos No. 00686, (Fondo Cetra). Banco Financiero Internacional (B.F.I.), L?nea y Malec?n, Ciudad de La Habana, Cuba. It is necessary to send a copy of the deposit operation to the Organizing Committee by Fax. It is also possible to pay the registration fee in cash in/or before the Accreditation Session in Havana. VISA To enter to Cuba visa or tourist card are required. The cards could be obtained in any of the travel agencies that operate tour travels to Cuba. Visas should be applied at your nearest Cuban embassy or consulate with no less than 45 days before your departure. In order to facilitate this process, participating persons would like so, may send to Organizing Committee the following generals by fax, telex or e-mail: Name and surname (s), maiden name (if married), sex, date and place of birth, citizenship, passport number, date of issue/validity, occupation, private address (in full), date of arrival, proposes stay in Cuba, airways and fly number. HOTEL AND TRANSPORT RESERVATION PUBLIC PRICES PER PERSON IN USD TYPE HOTEL DOUBLE-ROOM SINGLE-ROOM 5* National $ 469.00 USD $ 646.00 USD 4* Plaza $ 346.00 USD $ 446.00 USD 4* Inglaterra $ 300.00 USD $ 400.00 USD 3* Deauville $ 239.00 USD $ 315.00 USD 2* Lincoln $ 220.00 USD $ 274.00 USD Villa Estudiantil Icemar $ 214.00 USD $ 261.00 USD Include: Lodging for 5 nights with breakfasts, in-out transfers (air port-hotel-airport), transfers to activities included in the Programme, city tour (sightseen throught the city), welcome cocktail, guide services and specialized attention. Not include non-mentioned services. For furthermore information, please call o sent fax to: "Rumbos Cuba" Travel Agency Events Department Cero Street No. 108 between 1st Ave and 3rd Ave, Miramar Phones: (53-7)244 520; 249 626 Fax: (53-7)247 167; 247 168 CURRENCY ARRANGEMENTS In Cuba 18 kind of different currencies are accepted namely: crowns (Danish Norwegian Swedish); Austrian shillings; dollars (American, Canadian); Portuguese escudos; Dutch florins; francs (French, Belgium, Swiss); sterling pounds; marcs (German, Finish); Spaniard pesetas; new Mexican pesos; Italian liras and Japanese yens. International credit cards (VISA, EU ROCARD, ACCESS, MASTERCARD and DINNERS) are accepted in the main hotels, restaurants and tourist resorts. Credits cards and travelers "checks" drawn on any of U.S.A. banks are not accepted. PROVISIONAL PROGRAMME Tuesday, december 8th 1998. 09:00 - 12:00 Accreditation 12:00 - 14:00 Lunch (optional) 14:00 - 15:00 Solemn Opening Session 15:00 - 17:00 Inauguration and Visit to Exhibition 17:00 - 18:00 Welcome cocktail Wednesday, december 9th 1998. 09:00 - 12:00 Cycle tour around the city 12:00 - 14:00 Lunch (optional) 14:00 - 15:00 Working sessions 20:00 Social-cultural activity Thursday, december 10th 1998. 09:00 - 12:00 Working Sessions 12:00 - 14:00 Lunch (optional) 14:00 - 18:00 Workings sessions Friday, december 11th 1998. 09:00 - 12:00 Techinical visits 12:00 - 14:00 Lunch (optional) 15:00 Solemn Closing Session 20:00 Farewell Dinner Coffeebreaks should be establish between working sessions. Por favor, recorte la Planilla de inscripci?n y dir?jala a la siguiente direcci?n: COMIT? ORGANIZADOR Conferencia y Exposici?n Internacional "VELO HABANA ?98" Apartado Postal 17029, Habana 17 C. P. 11700. CUBA Fax:+(53-7) 33-8250 Please, cut the Registration Form and send it to: ORGANIZING COMMITTEE International Conference and Exhibition "VELO HAVANA ?98" Apartado Postal 17029, HABANA 17 C.P. 11700, CUBA. Fax:+(53-7) 33-8250 International Conference and Exhibition VELO HAVANA?98 PRE-REGISTRATION FORM Surname: Maidem name (if married): Name(s): Organization: Position: Mail address: Post Code: __________________________ City: Country: Telephone(s): Fax(es): Telex: E-mail(s): Name and surname of accompaying persons: I wish to participate as: ___ Delegate ___ Student ___ Exhibitor I wish to submitt in the Conference to the following paper: I wish to exhibit the following products: I wish an exhibition area of _______ m2 I wish reservation for hotel type: From urujdr at pc.jaring.my Fri May 15 09:48:15 1998 From: urujdr at pc.jaring.my (Urban Resource Unit) Date: Fri, 15 May 1998 08:48:15 +0800 (MYT) Subject: [sustran] Urgent appeal: Forced evictions in Malaysia Message-ID: [Since these evictions were to make way for a widened road, I thought this might interest this discussion list.] 40 SHOP HOUSES DEMOLISHED, 16 ARRESTED AND 200 VICTIMS OF POLICE BRUTALITY Police violence at its worst was seen when about 100 police personnel and 50 Municipal Council personnel demolished 40 shop houses at Kampung Penaga, Petaling Jaya, a "squatter" village near the capital city of Malaysia, Kuala Lumpur. Police personnel armed with shields and batons arrived at 7.30am on May 12, 1998 to carry out the demolition exercise. About 200 residents of Kampung Penaga formed a barricade at the entrance to the shop houses to stop the demolition. Women and children were at the fore front holding placards and shouting their protests and disappointments at the local authorities' efforts to demolish their shop houses. At 1.30pm the police closed in on the crowd that were now offering up prayers for strength and safety. After only one warning a water cannon was fired and subsequently maze and tear gas was shot right at the crowd of women, children and men. The crowd dispersed immediately in all directions. Instantly, the police moved in on the people that had fallen to the ground due to the blinding and choking effects of the chemicals. Many of them were beaten, dragged and pulled to side of the road. The police surrounded the shop houses and 6 bulldozers took 3 hours to demolish the shop houses that lined the main road. The heavy downpour that followed did not deter the operation or the Municipal Council personnel in dragging out the goods and furniture that were in the shops before demolishing them. Much goods were still in many of the shops when they were demolished. 14 men and 2 women were also arrested under section 27 of the Police Act for illegal assembly. They were all released the same day. The forced eviction took place to make way for the broadening of the main road. This road is part of a plan to develop the very last stretch of vacant land in Petaling district that is earmarked for development into an entrepreneur park. This park would consist mainly of large office buildings and shop lots. At present this area is occupied by about 2,000 over "squatter" families including Kampung Penaga. More than 1000 squatter families have already been evicted since 1995 to make way for the first phase of this development scheme. Only 16 of them who brought their matter to court was compensated about RM23,000. The rest received RM7,200 as rent for 2 years or moved to temporary settlements known as long houses (400 square feet houses linked together in rows of 10 or more). The residents and shop owners of Kampung Penaga are not a stubborn lot of people merely in the way of development as many of the local papers would describe them to be. They were the urban pioneers that opened a once desolate mining area in the 1970s. They built their homes and livelihood, brought in water, electricity and roads and even built their community hall and place of worship with their own money and sweat. "All we want is to see that our rights are maintained. We want adequate compensation for the loss of our homes and livelihoods. A house for the house and a shop lot for the shop lot we will loose. This we have always hoped would be reached through negotiations with the developer", stresses Mr Muin, the chairperson of the Kg Penaga residents and shop owners committee. Most of the 40 shop houses owners have decided to rebuild their shops, start business and face the fire. Yet for the developer, TA Management Sdn Bhd and the government's machinery, push has come to shove in reaching their narrow aims of development. ------------------------------------------------ Dear friends, We would like to make an urgent appeal to address the problem faced by our friends at Kampung Penaga and the issue of forced eviction and police brutality faced by our country. It would be most helpful if you could help us in the following ways : a. Write a letter of protest against forced eviction and police brutality addressed to the Chief Minister of Selangor, Malaysia. A sample letter is given below. To, Chief Minister of Selangor (YAB Menteri Besar Selangor) Pejabat Menteri Besar, Tingkat 21, Bangunan Sultan Salahuddin Abdul Aziz Shah 40000 Shah Alam Selangor D.E. Malaysia Fax: +60 3 - 5590032 Ref : Stop Forced Evictions in Malaysia. Dear Sir, It has come to our attention that on May 12, 1998 an army of 100 police personnel and 50 Municipal Council personnel forcefully and violently evicted 40 shop houses of Kampung Penaga, off Old Kelang Road, Petaling district. Under the International Convention on Economic and Social and Cultural Rights, that was signed in 1979, housing rights are guaranteed to everyone. In this connection the United Nations Bodies, through a series of resolutions, have made it clear that forced evictions are a gross violation of human rights, in particular housing rights. Malaysian government officials and social activists were represented at the United Nations Habitat II Conference in Istanbul 1996 and through unanimous adoption of the Habitat Agenda the world community including your government was also committed to "integrate land and shelter policies with policies for reducing poverty and creating jobs..... and for empowering those belonging to disadvantaged groups particularly people without shelter" We urge you to instruct the local authorities to STOP THE FORCED EVICTIONS AND INITIATE A DIALOGUE WITH THE PEOPLE and provide necessary assistance to those concerned, in conformity with the international human rights standards. Your consideration would be much appreciated. With best regards Name Organisation b. You could also visit, call or write (if you're not in the country) to the residents of Kampung Penaga to show support and solidarity in this time of struggle. You could email your messages to me and I in turn will direct time to the residents. You could also mail, call or fax at the following : Mr Abdul Muin bin Ahmad Chairperson Kg Penaga Residents and Shop Owners Committee 7C, Tingkat 4 Jalan Bangsar 59000 Kuala Lumpur Malaysia Tel No +60 3-2840726 Tel No : +60 3-2845700 c. SEND THIS MESSAGE OUT TO ALL YOUR FRIENDS Kindly contact me if you would like more information on the events mentioned. I will also email selected photographs of the above force eviction at Kampung Penaga within a day or so. Thank you for your efforts and kind involvement. In solidarity, Joanna de Rozario Coordinator Urban Resource Unit From tajbakhs at newschool.edu Mon May 18 23:30:01 1998 From: tajbakhs at newschool.edu (KIAN TAJBAKHS) Date: Mon, 18 May 1998 10:30:01 -0400 Subject: [sustran] Urgent appeal: Forced evictions in Malaysia -Reply Message-ID: I am out of the office until august 15th, 1998. If this is an urgent matter please either e-mail jsellers@newschool.edu or call her, Janice Sellers-Dunmore, at 212-229 5434. Have a good summer. Kian From tkpb at barter.pc.my Thu May 21 10:29:03 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Thu, 21 May 1998 09:29:03 +0800 (MYT) Subject: [sustran] ALIRAN on Penang proposals Message-ID: I thought the discussion list may be interested in the following two press releases from the Penang-based social reform organisation, ALIRAN. They are from ALIRAN's website: http://www.malaysia.net/aliran Media Statement THIRD PENANG LINK: ANOTHER MEGA PROJECT? Aliran is alarmed that the Penang state government is likely to embark on a mega project, a third link between Penang island and the mainland. The 7.6 km link, in the form of a bridge-cum-tunnel, is one of six options proposed in a Penang Urban Transport Study. The study was carried out by British consultant Halcrow Fox at a cost of RM1.6 million. We fail to understand why the Penang government should be considering a mega project at a time of great economic uncertainty. Indeed, mega projects are largely to blame for the economic and environmental mess we now find ourselves in. We accept that the Penang Bridge has now reached saturation point with the expansion of the industrial zones on both sides of the bridge and the connection to the North-South Expressway. But one of the main reasons for the huge volume of traffic on the bridge is the drastic scaling down of the ferry service linking George Town and Butterworth. Why has the government allowed the ferry service to operate at half the capacity it was running at in the early 1980s? Double-decker vehicular ferries were converted to vehicular-cum-passenger ferries in the late 1980s. Where there were two ferry terminals operating side-by-side with a total of four berths in the early 1980s, today there is only one terminal with two berths. One of the two terminals was closed down after a tragic accident, never to be re-opened or reconstructed. The number of ferries in operation has been halved. All this has contributed to commuters preferring to use the bridge rather than wasting time in long queues at the ferry terminals. Could it be that the ferry services were scaled down to encourage greater use of the bridge so that the bridge operators could recover their investment outlay more quickly? Tourists and island residents alike have complained about the worsening traffic congestion on the island. The authorities are trying to solve the congestion on the bridge by building a third link without giving a serious thought as to how the narrow streets of Penang can cope with the increased heavy traffic. The last thing Penang needs now is a third link that will only encourage more vehicles to flow into the island and worsen the traffic jams. Aliran instead urges the Penang government to ? immediately reconstruct and re-open the damaged ferry terminal, ? increase the number, size, speed, and frequency of ferries operating between the island and the mainland, and ? construct more ferry terminals, as and when necessary, on different parts of the island and the mainland. Anil Netto Exco member 5 May 1998 ---------------------------------------- Media Statement WHAT ABOUT IMPROVING THE FERRY SERVICE? Aliran regrets that Penang Chief Minister Dr Koh Tsu Koon seems to have ignored the proposal to drastically improve the existing ferry service in his eagerness to push for an expensive bridge-cum-tunnel project. Increasing the size, frequency, speed and number of ferries will immediately relieve congestion on the Penang Bridge. The state government should also rebuild the damaged ferry terminal on the mainland and re-introduce the double-decker vehicular ferries. If the state government feels that a third link - from Pulau Tikus on the island to Bagan Ajam on the mainland - is necessary, then it should build additional ferry terminals at these locations. This would be a far quicker - and more affordable - alternative to the proposed bridge-cum-tunnel. But then, there may be other reasons for the bridge-cum-tunnel project. Who are the "lucky" contractors and toll collectors going to be? They stand to make a windfall in toll-collection. Already, the "lucky" toll collector at the Penang Bridge has wriggled its way out of its promise to build extra lanes on the bridge, thus saving itself hundreds of millions of ringgit. We still remember that the promise to widen the bridge was crucial in the decision to transfer the Penang Bridge from the state to a "lucky" company. Surely, the authorities would have known then that widening the bridge would create congestion. Penang lacks an integrated public transport master plan. The island can barely cope with heavier traffic. The state government's emphasis now should be improving public transport throughout the state - and not on making it easier for people to drive into the island and choke its already congested streets. We appeal to Koh to be more far-sighted and not just think of profits for the bridge-cum-tunnel operator/developer. Obviously, we have still not learnt our lesson from the fiasco over mega projects. Anil Netto Exco Member 9 May 1998 From dan-dan at emailp-i.indo.net.id Fri May 22 07:46:31 1998 From: dan-dan at emailp-i.indo.net.id (dan-dan@emailp-i.indo.net.id) Date: Fri, 22 May 1998 05:46:31 +0700 Subject: [sustran] CONTRA-98 - postponement of the conference Message-ID: <199805212246.FAA00611@smtp-i.indo.net.id> Dear all, The situation in Indonesia at the moment has made it difficult for the International Conference on Transport and Regional Development (CONTRA-98) to be held. Therefore the Organizing Committee has decided to postpone this important event until the situation permits. The Organizing Committee will announce the exact date of the conference in a couple of weeks. We apologize for this inconvenience, especially for the participants who have registered. If you have further queries, please do not hesitate to contact us. Organizing Committee CONTRA-98 Yogyakarta Dr. Danang Parikesit Civil Enginering Department Faculty of Engineering Gadjah Mada University Yogyakarta 55281 INDONESIA tel. +62 274 902246, 512796 fax. +62 274 512796 email mstt_ugm@yogya.wasantara.net.id dan-dan@indo.net.id CONTRA-98 Jakarta Mr. Rudy Salahuddin, MEM Transportation and Communication Bureau National Development Planning Agency Jl. Taman Suropati No. 2 Jakarta, INDONESIA tel. + 62 21 3148550 + 62 21 3905650 ext 1339, 1402 fax. + 62 21 3148550 email: rudybun@pusdata.dprin.go.id From dan-dan at emailp-i.indo.net.id Fri May 22 07:46:31 1998 From: dan-dan at emailp-i.indo.net.id (dan-dan@emailp-i.indo.net.id) Date: Fri, 22 May 1998 05:46:31 +0700 Subject: [sustran] CONTRA-98 - postponement of the conference Message-ID: <199805212246.FAA00611@smtp-i.indo.net.id> Dear all, The situation in Indonesia at the moment has made it difficult for the International Conference on Transport and Regional Development (CONTRA-98) to be held. Therefore the Organizing Committee has decided to postpone this important event until the situation permits. The Organizing Committee will announce the exact date of the conference in a couple of weeks. We apologize for this inconvenience, especially for the participants who have registered. If you have further queries, please do not hesitate to contact us. Organizing Committee CONTRA-98 Yogyakarta Dr. Danang Parikesit Civil Enginering Department Faculty of Engineering Gadjah Mada University Yogyakarta 55281 INDONESIA tel. +62 274 902246, 512796 fax. +62 274 512796 email mstt_ugm@yogya.wasantara.net.id dan-dan@indo.net.id CONTRA-98 Jakarta Mr. Rudy Salahuddin, MEM Transportation and Communication Bureau National Development Planning Agency Jl. Taman Suropati No. 2 Jakarta, INDONESIA tel. + 62 21 3148550 + 62 21 3905650 ext 1339, 1402 fax. + 62 21 3148550 email: rudybun@pusdata.dprin.go.id From naseer at arp.iitkgp.ernet.in Fri May 22 15:00:15 1998 From: naseer at arp.iitkgp.ernet.in (M A Naseer) Date: Fri, 22 May 1998 11:00:15 +0500 (IST) Subject: [sustran] Location of Truck terminals Message-ID: Dear Friends, I am a research scholar in Indian Institute of Technology, Kharagpur presently engaged in freight transportation research. The area of research is "Location or relocation of truck terminals in urban areas" I am looking for similar studies and references in the field or in related fields. If anybody knows about this, please reply to my mail address. Thanking you, Naseer M.A., Research Scholar, Dept. of Architecture and Planning, IIT Kharagpur. India From pwcl at wr.com.au Thu May 28 14:08:37 1998 From: pwcl at wr.com.au (Christine Laurence & Peter Wright) Date: Thu, 28 May 1998 15:08:37 +1000 Subject: [sustran] The future is concrete? Message-ID: <3.0.1.32.19980528150837.00730530@wr.com.au> An edited version of this article was published in the city hub 28/5/98 ? Gabrielle Kuiper - may be reprinted with permission. Under the guise of blue skies, the future is concrete. The car industry and State Government ministers have been meeting under the auspices of the NRMA's Clean Air 2000 initiative to develop solutions to Sydney's smog problem. The results of these meetings are now becoming apparent. State Government policy appears to be mimicking that of the NRMA. For the last four decades Sydney has had a transport crisis. And for the last four decades successive governments have been in the process of producing a transport plan to solve all the problems. Public transport proposals, like new heavy and light rail lines, have been conspicuously absent from these numerous plans. Road budgets have become bigger and rail budgets smaller; freeways and tollways have been built through people's neighbourhoods, congestion has become worse and smog levels have risen. Meanwhile, community unrest has steadily grown. Mums and dads have been arrested at motorway construction sites; large numbers of cyclists habitually ride through Sydney streets demanding cyclepaths, community groups have taken to the courts; calls for public transport proposals have intensified; and now, one of Sydney's cultural highlights has become the random barricading of streets by thousands of people, who, sick of the traffic, 'just wanna party'. In the face of so much protest, you might think our politicians would become savvy, show some leadership and initiate a raft of public transport proposals and upgrades. It would be one of the best ways to get re-elected. Instead, the Olympic city's new transport proposals have come from the NRMA. After a succession of transport ministers unable to govern independently of the RTA, the NRMA stepped forward to fill the leadership void. The NRMA listened to the growing concern, including that of their own membership. Then, after years of meetings behind closed doors, the NRMA became the loudest voice of all. "Something had to be done about Sydney's smog" they claimed, "Targets need to be set". Many people thought this was the beginning of a new era. However, closer inspection of the NRMA's rhetoric reveals a sophisticated public relations facade enabling motorway building to continue as usual. Greenwashing "When a corporation wants to oppose environmental regulations, or support an environmentally damaging development, it may do so openly and in its own name. But it is far more effective to have a group of citizens or experts and preferably a coalition of such groups-which can publicly promote the outcomes desired by the corporation whilst claiming to represent the public interest. When such groups do not already exist, the modern corporation can pay a public relations firm to create them."* This is how Dr Sharon Beder from the University of Wollongong describes the newly emerging corporate tactic of 'greenwashing'. In many ways it is a tribute to the power of community action and the environment movement. To counteract it, corporations have had to imitate them. Since the organisation began in 1920 as a motorists' lobby group, the NRMA has grown to become Australia's largest motoring organisation. In June 1995 the NRMA launched its Clean Air 2000 initiative. Directed by a task force which includes representatives from Shell, the Motor Traders Association of NSW, General Motors Holden and Boral (suppliers of concrete and asphalt to the road construction industry), Clean Air 2000 was set up to "lead the agenda" according to NRMA spokesperson, Alan Finlay. The taskforce is described as consisting of "high profile leaders from federal, state and local government, the environment movement, business, industry, health, science, labor, the arts, youth and the community". The NRMA publicity brochure paints a picture of harmonious community cooperation. Representatives from public transport user groups, cycling and pedestrian organisations and key public transport providers like CityRail and the State Transit Authority, are conspicuously absent however. Also absent are respected professionals known for their advocacy of public transport. Yet there are sporting personalities and managers from symphony orchestras on the team. Of the 23 members of the taskforce, two are from environmental groups: Jeff Angel, Director of the Total Environment Centre and Ian Keirnan, CEO of Clean Up Australia. When questioned about this minority involvement Alan Finlay of the NRMA said, "There was no conscious decision to exclude more [environmental] groups. I believe Jeff regarded the current arrangement as the best option." Jeff Angel acknowledges his key role: "At this point, I am happy with my participation. I must say though, they do tend to use my participation to legitimise the entire process." Jodie Brough, media liaison for the Minister for Roads and Transport, confirmed this, "His [Jeff Angel's] involvement ensures that the process will not become corrupt." Christine Laurence, transport spokesperson for the Nature Conservation Council said "Jeff Angel is a token greenie on a committee organised by the road lobby." Sceptics may doubt the sincerity of such a taskforce but one thing that cannot be doubted is the impact the campaign has had State Government decisions. "I believe we [Clean Air 2000] have made an impact," said Jeff Angel "Sometimes corporations do begin to change. If these corporations [Shell and Holden] don't change, then environment groups will have no impact. At the end of the day it is their decisions that will have the largest impact." Carl Scully, the Minister for Roads and Transport, Pam Allen, the Minister for the Environment and Craig Knowles, the Minister for Urban Affairs and Planning, are all members of the Clean Air 2000 taskforce. Alan Finlay, NRMA spokesperson, highlighted the advantages of the process: "We are able to have quite a healthy approach by having industry representatives at the table. We can get immediate feedback from the government perspective and the government can hear what industry representatives think." Jodie Brough, media liaison for the Minister for Roads and Transport explained, "Certainly from a government perspective we have worked with Clean Air 2000, as a result we have brought up some of the boldest plans. For the first time ever, we are introducing an auto inspection, every car in four years time will get a regular emissions test." Cynics argue such policies are futile and fail to address the fundamental issues. Jeff Angel dismisses these suggestions, "I'm satisfied with the way Clean Air 2000 has posed a threat to government policies. I have achieved far more than environmental groups would have on their own." It's your fault The primary emphasis in the Clean Air 2000 publicity is on individual action and voluntary measures. The public campaign focuses on three messages: walk or cycle for short trips; catch public transport one day a week; and keep your car well tuned. Critics suggest this is change at the margins, drawing debate away from fundamental issues like the government's commitment to road building, the absence of cycling infrastructure, and proposed budget cuts to public transport. "Clean Air 2000 tells people the problem is you - the individual. You want the convenience of driving a car and you are so wicked," said Christine Laurence. "They ask people to use public transport as though it is like doing penance for their sins." "Clean Air 2000 is clever and the NRMA have worked hard to appear reasonable so that we [transport user groups] are portrayed as the problematic fringe. The reforms they propose are the ones that will allow the road transport industry to continue business as usual." In response, NRMA spokesperson Alan Finlay said, "I don't see how promoting clean air necessarily works against automobile use. The Clean Air 2000 proposal is not asking people to not own cars, rather we're asking people to use them in a more intelligent way ." For the NRMA, the purpose is not to discourage car growth. "Sydney is continuing to grow anyway. We have to acknowledge how society functions and see how people live their lives ... Cars allow for personal freedom." he said. Targets The Clean Air 2000 strategy seems comprehensive. It has objectives, it has infrastructure proposals, and it also has 'targets', a concept renowned for striking fear into the heart of politicians and government bureaucrats. A key target is to achieve zero annual growth in VKT (vehicle kilometres travelled per person) by 2020. A great deal of debate centres around increases in VKT. Growth in car use increases smog levels. Reducing VKT would reduce air pollution. Over the last eight years VKT levels have increased. What many people aren't told, is that VKT had begun to level-off during the 1980s because governments did not build any major motorways encouraging increased car use. VKT began to increase again after new motorway constructions like the Harbour Tunnel, Gore Hill Freeway, M4 and M5 West were completed in the early 1990s. The relationship between an increase in road space and an increase in car use is known as induced traffic growth. When new roads are built, traffic grows to fill the available road space. These points are crucial when examining the NRMA's position on setting VKT targets. The targets set by the NRMA could not be reached unless more motorways are built. In contrast, EPA studies show air quality in the Greater Sydney region will not improve unless VKT is reduced by at least 20% of 1992 levels by 2021. However, the State Government's target, recently announced in Action for Air, the Air Quality Management Plan, is to end VKT growth by 2021, one year after the NRMA target. The spin doctors Managing public relations for NRMA Clean Air 2000 are Hill and Knowlton, one of the world's largest public relations firms. In 1993, their net income from environmental public relations was $10 million. Hill and Knowlton have an impressive resume. They have helped keep petrol taxes low on behalf of the American Petroleum Institute, campaigned for the American Truckers Association and assisted the Chinese government with public relations following the Tiananmen Square massacre. They are also well known for designing the fictitious testimony of the Kuwaiti ambassador's daughter during the Gulf War. She posed as an ordinary Kuwaiti who had witnessed Iraqi soldiers taking babies from humidi-cribs and killing them. In addition, Hill and Knowlton conducted public relations work for Clean Air 2000 partner Shell in Nigeria following the murder of Ogoni leader Ken Saro Wiwa and helped the nuclear industry to come up with assertions like "Nuclear power protects the public against an unacceptable level of peril from air pollution". The NRMA's slick blue skies campaign to promote reductions in air pollution needs to be understood in the context of their attitude to road construction. A quick glance at the history of road-building in Sydney reveals that the NRMA have supported every freeway proposed by the Roads and Traffic Authority, including the controversial Eastern Distributor. The latest issue of 'Open Road' (the NRMA magazine), argues that the M5 East needs to be built in time for the 2000 Olympics. This is despite fierce community opposition and the fact that a parallel heavy rail line is under construction. Tunnel vision In March the NRMA announced details for at least nine major projects. Most of these were for motorways and busways. In particular, the NRMA stressed that the construction of a tunnel under the CBD needs to take place before any light rail extensions. They claim light rail vehicles will interfere with car movements and cause traffic delays. This ignores the fact that origins and destinations of most CBD traffic is in the CBD itself, making a tunnel irrelevant. A construction like the William Street Tunnel is likely to cost somewhere between $600 and $800million. According to Felix Laube, a Swiss transport engineer currently working in Sydney, "Sydney needs light rail. It could solve a lot of problems and improve access." Laube has worked for the Zurich Transit Authority, World Bank and the International Union of Transit Providers. When asked about whether light rail would make CBD traffic conditions worse, he said: "You need to 'optimise' light rail and car movements at intersections. This means time delays are reduced by programming traffic lights to give light rail vehicles priority. The capacity of light rail is greater than buses and the vehicles easier to enter and exit. Giving them priority moves more people more quickly. This is how you really reduce congestion." Somalie Engineering, a French light rail company, has developed a piece of software which could optimise movements at intersections for around three million dollars. This would be preferable to spending hundreds of millions on a motorway underpass. It seems certain the William Street Tunnel would induce traffic growth in the same way the Harbour Tunnel did. Three months after opening, an additional 15,000 car trips per day were made on average through the Harbour corridor. Increased car use under the CBD would increase air pollution. Exhaust emissions would have to be pumped to the surface through exhaust stacks as is the case with the Eastern Distributor. Most buildings in the city have their air conditioning in-take vents at the same height. Despite the inevitability that another tunnel would increase car use and air pollution, the NRMA regards it as a priority. "We don't see the tunnel as contradicting the overall Clean Air 2000 initiative." said Alan Finlay, NRMA spokesperson. "The tunnel would help reduce car use by allowing people to travel through the CBD more quickly. Our proposal is to make the CBD car free. That tunnel is designed to let cars pass under the city." he said. Committee for Sydney The William Street Tunnel (which would act as an extension to the Eastern Distributor) is supported by both the Lord Mayor of Sydney, Frank Sartor, and the Committee for Sydney. The Committee for Sydney consists of 35 high profile members, including lawyer Rod McGeogh, chair of the Clean Air 2000 taskforce. The Committee is modelled on the Committee for Melbourne who were instrumental in promoting the $1.7billion CityLink motorway. In fact, the Committee for Sydney has been involved in discussions with financial and construction companies over options for the William Street Tunnel. One of these is Macquarie Bank, who also organised the financing of the Eastern Distributor. The State Government are yet to announce their position on the William Street Tunnel. With an election in just under a year, and public transport, or the lack of it, on the minds of many voters, the Labor government will need to show their commitment to real solutions. No matter how guilty the Clean Air 2000 publicity might make people feel, if the public transport does not exist where people live, they cannot use it. It appears most people in Sydney are not being consulted about their real transport needs. Instead a select group are putting forward the most detailed proposals for the future of transport in Sydney. Under the guise of blue skies, the future is concrete. * Global Spin by Sharon Beder, Greenbooks 1997. From ifrtd at gn.apc.org Thu May 28 20:12:57 1998 From: ifrtd at gn.apc.org (Niklas Sieber) Date: Thu, 28 May 1998 11:12:57 +0000 Subject: [sustran] Consultancy Message-ID: <199805281014.LAA13454@mail.gn.apc.org> Dear all I have just received these terms of reference for a consultancy on "International Market Access Information: Horticulture Sector" Anybody interested please contact: Sue Tang Chief, Commodities Branch United Nations Conference on Trade and Development e-mail: Sue.Tang@UNCTAD.ORG The terms of reference follow below: Regards, Niklas Sieber, IFRTD ____________________________________________________ Terms of Reference of Consultant for Transport Write-up re publication on "International Market Access Information: Horticulture Sector". The consultant firm will undertake the following responsibilities: 1. Research and draft an introductory write-up on issues ( i.e. what needs to be done, how to do it and where the pitfalls are) and information on transport, that is, all types of transport relevant to the overseas trade in the horticulture sector, in particular taking into account the needs of private sector entrepreneurs from developing countries who are relatively inexperienced in exporting overseas to the international market. 2. Identify information and sources of information, especially those of institutions and published information relating to transport that are likely to respond to the entrepreneurs in the English language, and which are accessible by any means, such as from internet websites, or CD Rom or hard back publications etc, or oral and written responses from institutions, in the English language. The countries which have been identified are European Union countries (as a group), USA, Canada, Switzerland, People's Republic of China, Japan, Republic of Korea, Singapore, Hungary, Poland, Russia Federation, Saudi Arabia, and United Arab Emirates. Details of information of institutions, published sources and publications will include names, addresses, tel. and fax, cc.-mail and internat whenever possible. 3. The draft write-up will be approximately 15-20 pages single-spaced. 4. Cost approx. US$2,500 -3,000. From eric.britton at ecoplan.org Sat May 30 19:50:46 1998 From: eric.britton at ecoplan.org (Eric Britton) Date: Sat, 30 May 1998 12:50:46 +0200 Subject: [sustran] Back on line? Message-ID: <000101bd8bdc$375930e0$3547e8c3@g400> Hello, I have changed email services/addresses and would like to get back on line with your fine forum. What do I do next? With all good wishes, Eric Britton ____________________________________________________ EcoPlan International - Technology, Economy, Society Le Frene, 8/10 rue Joseph Bara, F-75006 Paris, France Tel. +33 (0)1 4326.1323 or +33 (0)1 4441.6340 Fax +33 (0)1 4441.6341 or +33 (0)1 4326.1323 ISDN/videoconferencing/groupwork: +33 (01) 4441.6340 (1-4) ICQ # 7147909 Mobile: +33 (06) 07 37 77 98 Email: postmaster@ecoplan.org URL: http://www.ecoplan.org From eric.britton at ecoplan.org Sun May 31 16:06:57 1998 From: eric.britton at ecoplan.org (Eric Britton) Date: Sun, 31 May 1998 09:06:57 +0200 Subject: [sustran] People-centred and sustainable transport- Car Sharing as a case in point Message-ID: <000901bd8c66$38fb7b80$734de8c3@g400> Dear Friends, I have been off line for several months now, but have not been neglecting our mutual interests and would now like to see if I can place an idea before you that may prove useful in our slow but, I hope, sure move toward, as our host Paul Barter calls so well, "People-centred and sustainable transport". Specifically I would like to draw your attention to a small collaborative project that will be running for the next eight weeks in large part via the Web, and which is an attempt to shed some useful light on the concept of... Car Sharing. It is our view that this concept is broader and rather better than one might at first guess, and that a cooperative effort of information gathering and measured reflection might be in order at this time. If you agree, I propose to place here before you several shortish pieces which set out the main lines of the argument as we see it, and then ask your views, etc. on it, either within the confines of this forum and/or via the Web site that we have set up in support of the project on the Commons, which you can reach easily via http://www.ecoplan.org. You will note that a special 'discussion area' has been set aside for the project there; it is called the WebBoard and its use is, I certainly hope, pretty transparent. In closing I would like to point out that this whole consideration brings me at least to a broader issue concerning which I for one do not know the solution - and that is how can we begin to piece together all this information and intelligence (and brainpower) that lurks in various places on the net, but which at present still tend to get 'caught in the corners'. Perhaps we can explore one way around this as we see what might be done to link Sustran's reach and brainpower to that of The Commons, with this small car sharing effort as a case in point. I am pleased to be back among you and look forward with real interest to following your work and exchanges. With all good wishes, Eric Britton ____________________________________________________ EcoPlan International - Technology, Economy, Society Le Frene, 8/10 rue Joseph Bara, F-75006 Paris, France Tel. +33 (0)1 4326.1323 or +33 (0)1 4441.6340 Fax +33 (0)1 4441.6341 or +33 (0)1 4326.1323 ISDN/videoconferencing/groupwork: +33 (01) 4441.6340 (1-4) ICQ # 7147909 Mobile: +33 (06) 07 37 77 98 Email: Eric.Britton@ecoplan.org URL: http://www.ecoplan.org