From kisansbc at vsnl.com Fri Jan 2 14:35:23 2004 From: kisansbc at vsnl.com (Kisan Mehta) Date: Fri, 2 Jan 2004 11:05:23 +0530 Subject: [sustran] Re: Levying Tolls for reducing congestion on roads References: <200401020354.i023sWf7018584@abn30.prod.google.com> Message-ID: <000401c3d0f2$37d0ce00$3226020a@im.eth.net> Dear Colleagues, See how road pricing is used as a tool to reduce congestion in London amd other British cities. We in Mumbai and other cities construct roads for motorists yet exempt motorists from any taxes, take away about 15% of every ticket that bus passengers pay and put the entire burden on the poor not having access to vehicles. We remove pavements for flyovers for motorists with the result that Mumbai has the highest road accident rate in the world. Pedestrians form 95% of accident victims. All this with the World Bank's blessings. Road pricing for vehicles has been the most effective for reducing congestion. Our authorities would not try. Best wishes. Kisan Mehta Te/Fax: 00 91 22 2414 9688 ******************************* Suburban drivers to face tolls in congestion charge shake-up By Barrie Clement Transport Editor. The Independent, London 02 January 2004 Ken Livingstone's aides are drawing up plans for the controversial imposition of suburban road tolls to ease London's chronic traffic congestion, a move which could ultimately see motorists paying for every journey inside the vast M25 area. The Mayor of London believes the ?5 charge in the centre of the capital has proved so successful that it should pave the way for a system of levies covering much of Greater London, according to his officials. Transport for London believes it is "no longer outrageous" to think in terms of a London-wide scheme. Peter Hendy, Transport for London's managing director of surface transport, said most estimates calculated that half the road congestion in Britain was concentrated in London. "If the Mayor can solve that with new technology it would make an enormous contribution to the country's economy," he said. Among the early possibilities under discussion are congestion charges in shopping centres such as Kingston and Bromley and tolls on main arterial roads into London such as the A12 in east London. Mr Livingstone has already raised the possibility of charges for motorists driving to Heathrow - a proposal that could help to satisfy ministers' stipulation that the airport must meet tough new pollution limits if a third runway is to be built. Despite initial indifference to the scheme in central London, the Government has become convinced that the extension of road-pricing to other crowded urban roads and motorways is the most effective means of cutting congestion nationally. Last month, Britain's first toll motorway opened near Birmingham, and other cities, notably Edinburgh, are developing plans to impose charges on drivers. But a move to impose congestion charges throughout London would inevitably arouse fierce opposition from drivers, motoring organisations and businesses. The most radical proposal on the table would see charges introduced for any journey within the Greater London area, varying with the time of day and location. And a team of experts at Transport for London believes that, given funds from central government, such initiatives could be operational by around 2010. They say that while current camera technology has proved sufficient for the present charging area in central London and a proposed western extension of the zone, more sophisticated systems must be developed if tolls are to be more widely applied. Among the alternatives being evaluated are digital cameras and satellite-based technology. Mr Livingstone believes that road charging, together with the expansion of public transport, could be the only response to the extra traffic expected on the capital's roads. The population of London is predicted to expand by up to 900,000 over the next 15 years, according to official estimates. Transport for London argues that this will have a "dramatic" impact on the road network. Not only will there simply be more people, there will be higher proportions of car ownership and greater expectation of mobility, officials believe. While the present system - introduced on 17 February last year - operates between 7am and 6.30pm on weekdays, tolls elsewhere might be levied at different times of the day and at different days in the week to cope with specific problems. The deliberations of the Mayor's senior staff however came under fire from the Conservatives. Damian Green, the shadow Transport Secretary, said it seemed the Mayor's "hidden agenda" was now becoming public. "If Ken Livingstone starts trying to tax every motorist who drives into the Greater London area, it would be a huge issue for the national economy not just the London economy. Ideologically-driven anti-motorist policies are not going to serve London or the country well," he said. A recent poll by YouGov for the London Evening Standard showed that the number of people supporting the existing levy had risen from 48 per cent a year ago to 57 per cent now. The number opposing the scheme has declined three points to 36 per cent. The newspaper, which had been a vociferous critic of the initiative, admitted that it had been a success. However the poll revealed that only around 25 per cent were in favour of a plan to extend the charge westward towards Kensington and Chelsea, with 64 per cent against. There is little doubt that it has had an impact on business in the centre of London. The John Lewis Partnership has seen sales decline by 5 per cent at its flagship store in Oxford Street. Meanwhile, the company's Peter Jones store in Chelsea, which is outside the area, has enjoyed a 2.5 per cent increase in turnover. London First, an organisation representing more than 300 large businesses in the capital, and the London Chamber of Commerce, with membership among smaller traders, are both reserving final judgement on the plans until next month, when the congestion charge will have been operating for 12 months. But business organisations privately regard the eventual extension of road charging as inevitable. 2 January 2004 10:23 ---------------------------------------------------------------------------- ---- ? 2003 Independent Digital (UK) Ltd - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - From litman at vtpi.org Sat Jan 3 02:41:36 2004 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 02 Jan 2004 09:41:36 -0800 Subject: [sustran] Re: Levying Tolls for reducing congestion on roads In-Reply-To: <000401c3d0f2$37d0ce00$3226020a@im.eth.net> References: <200401020354.i023sWf7018584@abn30.prod.google.com> Message-ID: <5.1.1.6.0.20040102092757.0379e718@mail.highspeedplus.com> I agree, road pricing reforms are very important for creating more efficient urban transportation systems, providing reductions in traffic congestion and delay to nonmotorized travel, increased safety, road and parking facility cost savings, more efficient public transit service and more efficient land use. London's experience is demonstrating that it can be successfully implemented in major cities. For more information see: Todd Litman, London Congestion Pricing: Implications for Other Cities, Victoria Transport Policy Institute (http://www.vtpi.org/london.pdf), 2003. "Road Pricing," Online TDM Encyclopedia (http://www.vtpi.org/tdm/tdm35.htm), VTPI, 2003. Congestion Pricing Bibliography, (www.hhh.umn.edu/centers/slp/conpric/bib.htm). European Transport Pricing Initiatives (www.transport-pricing.ne) Todd Litman, ?Mobility Management? module (http://www.vtpi.org/gtz_module.pdf) of the Sustainable Transport Sourcebook, published by the Sustainable Urban Transport Project in Asia (www.sutp.org) and GTZ (www.gtz.de), 2003. If any of you are attending the Transportation Research Board annual meeting later this month, be sure to attend Session 421, "London: Pricing Sustainable Urban Transport," Hilton, Tuesday, January 13, 8:00 - 9:45 AM. Best New Year Wishes, -Todd Litman At 11:05 AM 1/2/2004 +0530, Kisan Mehta wrote: >Dear >Colleagues, > >See how road pricing is used as a tool to reduce congestion >in London amd other British cities. > >We in Mumbai and other cities construct roads for >motorists yet exempt motorists from any taxes, take away >about 15% of every ticket that bus passengers pay and put >the entire burden on the poor not having access to vehicles. >We remove pavements for flyovers for motorists with the >result that Mumbai has the highest road accident rate in >the world. Pedestrians form 95% of accident victims. >All this with the World Bank's blessings. > >Road pricing for vehicles has been the most effective for >reducing congestion. Our authorities would not try. >Best wishes. > >Kisan Mehta >Te/Fax: 00 91 22 2414 9688 >******************************* > >Suburban drivers to face tolls in congestion charge shake-up >By Barrie Clement Transport Editor. The Independent, London >02 January 2004 > >Ken Livingstone's aides are drawing up plans for the controversial >imposition of suburban road tolls to ease London's chronic traffic >congestion, a move which could ultimately see motorists paying >for every journey inside the vast M25 area. > >The Mayor of London believes the ?5 charge in the centre of the capital has >proved so successful that it should pave the way for a system of levies >covering much of Greater London, according to his officials. > >Transport for London believes it is "no longer outrageous" to think in terms >of a London-wide scheme. Peter Hendy, Transport for London's managing >director of surface transport, said most estimates calculated that half the >road congestion in Britain was concentrated in London. >"If the Mayor can solve that with new technology it would make an enormous >contribution to the country's economy," he said. > >Among the early possibilities under discussion are congestion charges in >shopping centres such as Kingston and Bromley and tolls on main arterial >roads into London such as the A12 in east London. Mr Livingstone has already >raised the possibility of charges for motorists driving to Heathrow - a >proposal that could help to satisfy ministers' stipulation that the airport >must meet tough new pollution limits if a third runway is to be built. > >Despite initial indifference to the scheme in central London, the Government >has become convinced that the extension of >road-pricing to other crowded urban roads and motorways is >the most effective means of cutting congestion nationally. > >Last month, Britain's first toll motorway opened near Birmingham, >and other cities, notably Edinburgh, are developing plans to >impose charges on drivers. > >But a move to impose congestion charges throughout London >would inevitably arouse fierce opposition from drivers, >motoring organisations and businesses. > >The most radical proposal on the table would see charges introduced for any >journey within the Greater London area, varying with the >time of day and location. And a team of experts at Transport for >London believes that, given funds from central government, such initiatives >could be operational by around 2010. > >They say that while current camera technology has proved sufficient >for the present charging area in central London and a proposed western >extension of the zone, more sophisticated systems must be developed >if tolls are to be more widely applied. Among the alternatives being >evaluated are digital cameras and satellite-based technology. > >Mr Livingstone believes that road charging, together with the >expansion of public transport, could be the only response to the >extra traffic expected on the capital's roads. The population of >London is predicted to expand by up to 900,000 over the next 15 >years, according to official estimates. > >Transport for London argues that this will have a "dramatic" >impact on the road network. Not only will there simply be more >people, there will be higher proportions of car ownership and >greater expectation of mobility, officials believe. > >While the present system - introduced on 17 February last year - operates >between 7am and 6.30pm on weekdays, tolls elsewhere >might be levied at different times of the day and at different days >in the week to cope with specific problems. > >The deliberations of the Mayor's senior staff however came under >fire from the Conservatives. Damian Green, the shadow Transport Secretary, >said it seemed the Mayor's "hidden agenda" was now becoming public. > >"If Ken Livingstone starts trying to tax every motorist who drives >into the Greater London area, it would be a huge issue for the >national economy not just the London economy. >Ideologically-driven anti-motorist policies are not going to >serve London or the country well," he said. > >A recent poll by YouGov for the London Evening Standard showed that the >number of people supporting the existing levy had risen from 48 per cent a >year ago to 57 per cent now. The number opposing the scheme has declined >three points to 36 per cent. The newspaper, which had been a vociferous >critic of the initiative, admitted that it had been a success. > >However the poll revealed that only around 25 per cent were in >favour of a plan to extend the charge westward towards Kensington >and Chelsea, with 64 per cent against. > >There is little doubt that it has had an impact on business in the >centre of London. The John Lewis Partnership has seen sales >decline by 5 per cent at its flagship store in Oxford Street. >Meanwhile, the company's Peter Jones store in Chelsea, which is outside the >area, has enjoyed a 2.5 per cent increase in turnover. > >London First, an organisation representing more than 300 large businesses in >the capital, and the London Chamber of Commerce, >with membership among smaller traders, are both reserving final judgement on >the plans until next month, when the congestion >charge will have been operating for 12 months. But business organisations >privately regard the eventual extension of road >charging as inevitable. > 2 January 2004 10:23 > >---------------------------------------------------------------------------- >---- >? 2003 Independent Digital (UK) Ltd > - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 Email: litman@vtpi.org Website: http://www.vtpi.org From litman at vtpi.org Sat Jan 3 02:41:36 2004 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 02 Jan 2004 09:41:36 -0800 Subject: [sustran] Re: Levying Tolls for reducing congestion on roads In-Reply-To: <000401c3d0f2$37d0ce00$3226020a@im.eth.net> References: <200401020354.i023sWf7018584@abn30.prod.google.com> Message-ID: <5.1.1.6.0.20040102092757.0379e718@mail.highspeedplus.com> I agree, road pricing reforms are very important for creating more efficient urban transportation systems, providing reductions in traffic congestion and delay to nonmotorized travel, increased safety, road and parking facility cost savings, more efficient public transit service and more efficient land use. London's experience is demonstrating that it can be successfully implemented in major cities. For more information see: Todd Litman, London Congestion Pricing: Implications for Other Cities, Victoria Transport Policy Institute (http://www.vtpi.org/london.pdf), 2003. "Road Pricing," Online TDM Encyclopedia (http://www.vtpi.org/tdm/tdm35.htm), VTPI, 2003. Congestion Pricing Bibliography, (www.hhh.umn.edu/centers/slp/conpric/bib.htm). European Transport Pricing Initiatives (www.transport-pricing.ne) Todd Litman, ?Mobility Management? module (http://www.vtpi.org/gtz_module.pdf) of the Sustainable Transport Sourcebook, published by the Sustainable Urban Transport Project in Asia (www.sutp.org) and GTZ (www.gtz.de), 2003. If any of you are attending the Transportation Research Board annual meeting later this month, be sure to attend Session 421, "London: Pricing Sustainable Urban Transport," Hilton, Tuesday, January 13, 8:00 - 9:45 AM. Best New Year Wishes, -Todd Litman At 11:05 AM 1/2/2004 +0530, Kisan Mehta wrote: >Dear >Colleagues, > >See how road pricing is used as a tool to reduce congestion >in London amd other British cities. > >We in Mumbai and other cities construct roads for >motorists yet exempt motorists from any taxes, take away >about 15% of every ticket that bus passengers pay and put >the entire burden on the poor not having access to vehicles. >We remove pavements for flyovers for motorists with the >result that Mumbai has the highest road accident rate in >the world. Pedestrians form 95% of accident victims. >All this with the World Bank's blessings. > >Road pricing for vehicles has been the most effective for >reducing congestion. Our authorities would not try. >Best wishes. > >Kisan Mehta >Te/Fax: 00 91 22 2414 9688 >******************************* > >Suburban drivers to face tolls in congestion charge shake-up >By Barrie Clement Transport Editor. The Independent, London >02 January 2004 > >Ken Livingstone's aides are drawing up plans for the controversial >imposition of suburban road tolls to ease London's chronic traffic >congestion, a move which could ultimately see motorists paying >for every journey inside the vast M25 area. > >The Mayor of London believes the ?5 charge in the centre of the capital has >proved so successful that it should pave the way for a system of levies >covering much of Greater London, according to his officials. > >Transport for London believes it is "no longer outrageous" to think in terms >of a London-wide scheme. Peter Hendy, Transport for London's managing >director of surface transport, said most estimates calculated that half the >road congestion in Britain was concentrated in London. >"If the Mayor can solve that with new technology it would make an enormous >contribution to the country's economy," he said. > >Among the early possibilities under discussion are congestion charges in >shopping centres such as Kingston and Bromley and tolls on main arterial >roads into London such as the A12 in east London. Mr Livingstone has already >raised the possibility of charges for motorists driving to Heathrow - a >proposal that could help to satisfy ministers' stipulation that the airport >must meet tough new pollution limits if a third runway is to be built. > >Despite initial indifference to the scheme in central London, the Government >has become convinced that the extension of >road-pricing to other crowded urban roads and motorways is >the most effective means of cutting congestion nationally. > >Last month, Britain's first toll motorway opened near Birmingham, >and other cities, notably Edinburgh, are developing plans to >impose charges on drivers. > >But a move to impose congestion charges throughout London >would inevitably arouse fierce opposition from drivers, >motoring organisations and businesses. > >The most radical proposal on the table would see charges introduced for any >journey within the Greater London area, varying with the >time of day and location. And a team of experts at Transport for >London believes that, given funds from central government, such initiatives >could be operational by around 2010. > >They say that while current camera technology has proved sufficient >for the present charging area in central London and a proposed western >extension of the zone, more sophisticated systems must be developed >if tolls are to be more widely applied. Among the alternatives being >evaluated are digital cameras and satellite-based technology. > >Mr Livingstone believes that road charging, together with the >expansion of public transport, could be the only response to the >extra traffic expected on the capital's roads. The population of >London is predicted to expand by up to 900,000 over the next 15 >years, according to official estimates. > >Transport for London argues that this will have a "dramatic" >impact on the road network. Not only will there simply be more >people, there will be higher proportions of car ownership and >greater expectation of mobility, officials believe. > >While the present system - introduced on 17 February last year - operates >between 7am and 6.30pm on weekdays, tolls elsewhere >might be levied at different times of the day and at different days >in the week to cope with specific problems. > >The deliberations of the Mayor's senior staff however came under >fire from the Conservatives. Damian Green, the shadow Transport Secretary, >said it seemed the Mayor's "hidden agenda" was now becoming public. > >"If Ken Livingstone starts trying to tax every motorist who drives >into the Greater London area, it would be a huge issue for the >national economy not just the London economy. >Ideologically-driven anti-motorist policies are not going to >serve London or the country well," he said. > >A recent poll by YouGov for the London Evening Standard showed that the >number of people supporting the existing levy had risen from 48 per cent a >year ago to 57 per cent now. The number opposing the scheme has declined >three points to 36 per cent. The newspaper, which had been a vociferous >critic of the initiative, admitted that it had been a success. > >However the poll revealed that only around 25 per cent were in >favour of a plan to extend the charge westward towards Kensington >and Chelsea, with 64 per cent against. > >There is little doubt that it has had an impact on business in the >centre of London. The John Lewis Partnership has seen sales >decline by 5 per cent at its flagship store in Oxford Street. >Meanwhile, the company's Peter Jones store in Chelsea, which is outside the >area, has enjoyed a 2.5 per cent increase in turnover. > >London First, an organisation representing more than 300 large businesses in >the capital, and the London Chamber of Commerce, >with membership among smaller traders, are both reserving final judgement on >the plans until next month, when the congestion >charge will have been operating for 12 months. But business organisations >privately regard the eventual extension of road >charging as inevitable. > 2 January 2004 10:23 > >---------------------------------------------------------------------------- >---- >? 2003 Independent Digital (UK) Ltd > - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 Email: litman@vtpi.org Website: http://www.vtpi.org From debi at beag.net Wed Jan 7 01:45:12 2004 From: debi at beag.net (Debi Goenka) Date: Tue, 6 Jan 2004 22:15:12 +0530 Subject: [sustran] Traffic Restraint Schemes Message-ID: <002201c3d474$76e8d0d0$dd9944ca@DebiDesktop> Hi folks I would be very grateful for info. regarding traffic restraint schemes that are operational anywhere in the world (except Singapore and London). Weblinks or soft copies of papers would be greatly appreciated off the list. Thanks Debi Help yourself - protect our Environment ! Debi Goenka Member Activist Bombay Environmental Action Group Kalbadevi Municipal School, #54, 2nd floor, Mumbai 400002, India debi@beag.net www.beag.net tel: fax: mobile: 91-22-22423126 91-22-22426385 +919820086404 Powered by Plaxo Want a signature like this? -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20040106/f9503ed0/attachment.htm -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/gif Size: 1913 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20040106/f9503ed0/attachment.gif From litman at vtpi.org Wed Jan 7 06:03:23 2004 From: litman at vtpi.org (Todd Alexander Litman) Date: Tue, 06 Jan 2004 13:03:23 -0800 Subject: [sustran] Re: Traffic Restraint Schemes In-Reply-To: <002201c3d474$76e8d0d0$dd9944ca@DebiDesktop> Message-ID: <5.1.1.6.0.20040106125955.037cedf0@mail.highspeedplus.com> See the "Car-free Planning" (http://www.vtpi.org/tdm/tdm6.htm) and "Vehicle Use Restrictions" (http://www.vtpi.org/tdm/tdm33.htm) chapters of our Online TDM Encyclopedia which have information on various vehicle restraint programs. Best wishes, -Todd Litman At 10:15 PM 1/6/2004 +0530, Debi Goenka wrote: >Hi folks > >I would be very grateful for info. regarding traffic restraint schemes >that are operational anywhere in the world (except Singapore and London). > >Weblinks or soft copies of papers would be greatly appreciated off the list. > >Thanks > >Debi > > > >beagiconlogo06_75x75tr1.gif Help yourself - protect >our Environment ! >Debi Goenka >Member Activist Bombay Environmental Action Group >Kalbadevi >Municipal School, #54, 2nd floor, Mumbai 400002, India >debi@beag.net >www.beag.net >tel: >fax: >mobile: 91-22-22423126 >91-22-22426385 >+919820086404 >Powered by Plaxo >Want a signature like this? > Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 Email: litman@vtpi.org Website: http://www.vtpi.org -------------- next part -------------- A non-text attachment was scrubbed... Name: beagiconlogo06_75x75tr1.gif Type: image/gif Size: 1913 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20040106/8442a4b1/beagiconlogo06_75x75tr1.gif From ccordero at amauta.rcp.net.pe Tue Jan 13 13:29:46 2004 From: ccordero at amauta.rcp.net.pe (=?iso-8859-1?Q?Carlos_Cordero_Vel=E1squez?=) Date: Mon, 12 Jan 2004 23:29:46 -0500 Subject: [sustran] enero a escala humana Message-ID: <009201c3d98e$311be140$96b501c8@pentiumiii> CICLORED El bolet?n del transporte a escala humana Enero, 04 La culpable S?bado en la noche con nombre de telenovela: La culpable. As? se llama la amable casa galer?a en Barranco y tampoco es culpa m?a. Fiesta en medio de una exposici?n art?stica, lo cual es hasta redundante porque un tono es tambi?n una exhibici?n, donde todos se exponen a los otros y uno nunca sabe si es exhibidor o exhibido, o si es lo mismo. El DJ se esfuerza por pasar de la m?sica cubana de los cincuenta a un mix que incluye The Knack y quien sabe que otros ingredientes, pero le queda bien la movida y la gente se relaja nom?s. La chela hace efecto y se asienta pero al rato hay que irse porque la fiesta amenaza para largo y el cuerpo esta noche tira para corto. Sales, caminas la callecita y cruzas el puente y la bajada a los ba?os que te lleva al otro barrio. Ya estas en direcci?n a casa, listo para el sobre, cuando escuchas la discusi?n y ves de reojo la pareja detr?s de ti. Reconoces a la mujer que camina con el tipo. Ella, antigua conocida y casi vecina, ?l, cara reciente. Ambos te siguen la ruta mientras argumentan algo que amenaza malograr la noche. Como bateando, volteas, irrumpes y cortas en seco el rollo que se torna agrio: "Hola, aqu? nom?s en La Culpable hay una fiesta, ? por qu? no se van por all?, se divierten un rato, en vez de andar discutiendo por la calle?" El tipo recibe el impacto verbal, reclina el torso a una pared imposible, me mira sorprendido y declara K.O. t?cnico; ella ausculta como empezando a reconocerme y acto seguido ?l le dice a ella: "S?, claro, ?por qu? no vamos?" . Ella se asegura, pregunt?ndome, ?de verdad hay una fiesta?, afirmo y confirmo: "por supuesto, de all? vengo, ya en plan guardado". La discusi?n no va m?s y la pareja cambia de ruta oral y f?sica, al menos por ahora. Se r?en abrazados. La Culpable los espera y tal vez no nos demos cuenta y s?lo seamos la noche y su relevo, el ajedrez vital y el recambio permanente que exige la vida, su giro inesperado, su tortuoso camino. Camino tambi?n: por ?nica vez inocencia de la tierra y lado oscuro del diablo; encarnaci?n de la tranquilidad y el domingo que asoma. Hace un par de semanas Lo veo en la calle, parado en la esquina esperando transporte, abraza al otro semejante, se despide, detenido en la arbitraria frontera del tiempo. Empieza a tirar dedo a la vida que pasa. El a?o nuevo. El viaducto a ninguna parte Cu?ntas escaleras, cu?ntas nuevas veredas, cu?ntos centros urbanos renovados, cu?ntos ?rboles plantados, cu?ntas rampas para descapacitados, cu?nto m?s para el bus y la bici, cu?nta capacitaci?n para funcionarios, cu?nta cuenta con el presente y el futuro puede ser saldada con los veinte millones de d?lares que se propone gastar la alcald?a de Lima en un viaducto de un kil?metro para carros sobre la avenida Javier Prado que nadie pide y nadie necesita. El viaducto a ninguna, pero las preguntas de todas partes. La invitaci?n Verano en el jard?n. Bajo el peral, chispeantes insectos. Ellos zumbaban; yo canturreaba con ellos. Estaba sujetando una malva a un bast?n, quitando malas hierbas, haciendo esto y lo otro, entre una cosa y otra, nada. Entonces me habl? una abeja: - Hoy se casa nuestra reina - dijo - . Mi pueblo y yo necesitamos un padrino. Te hemos elegido a ti. Me quit? la tierra seca de los dedos. - Gracias - dije - ?Qu? debo ponerme? - Alas - dijo la abeja. (Jurg Schubiger. Cuando el mundo era joven todav?a. Ed. Anaya, 1997) Desde el pasillo Ni en la sopa de pollo ni en el avi?n me gusta el ala, as? que bienvenido el pasillo y sus correr?as. Paga tu impuesto y ponte a esperar en la sala de siempre. El perfume antecede a la aeromoza pero su verdadera carta de presentaci?n es el par de tetas que se acaba de comprar: de invencible gravedad, pelo recogido y traje sastre, ensaya la coreograf?a de la seguridad, seria pero amable cierra y abre cintur?n, estirada pero flexible las puertas de salida ubicadas ... ? se puede decir tambi?n aeromozos? La revista de couch? infaltable recomienda la soya, pero en el almuerzo no asoma aunque en la esquina de la bandeja navega un trozo de pan que en vez del horno parece venir del refrigerador. Debe ser marca Colomba -esos que no se parten ni con comba-. No ayudan los cubiertos de pl?stico, ni la prohibici?n de serruchos y otros objetos met?licos, gracias a la imperecedera alianza de los talibanes musulmanes de Afganist?n y a los talibanes cristianos de Washington. Mejor te pasas a la ensalada nom?s. Regreso el domingo y el peri?dico ya est? en ese d?a, el partido Per? vs Brasil, la collera de estrellas, un equipo de 270 millones de d?lares en contratos, blablabla. Si ganamos fiesta nacional, si perdemos d?a de los muertos. ? y si empatamos? Seguro la vida sigue, contra esa tendencia maniaco depresiva del f?tbol y su vocaci?n de columpio mecedor del ?nimo nacional. Suave con el postre, que la altura golpea. En el plano de Cochabamba, la 23 de marzo se mueve, girando levemente hacia el N-O, donde cambia de nombre y se llama Av. Rivere?a, en el plano semeja una guada?a urbana, por el nombre y el trazo alguna vez hubo agua all?, habr? que ver. La propaganda de Lux dice que si lo usas, encuentras a la Giselle Bundchen que hay en ti. En cambio la de Longines que la elegancia es actitud, con foto de Bogart y la Hepburn incluida, se nota que no venden jabones. En el aire del avi?n, la presurizaci?n parece contener cera liquida, te tapa las orejas y no se puede saltar en un pie para despejarlas en el ba?o porque te destrozas la cabeza contra el techo. Mejor te olvidas del asunto y te pones el cintur?n que ya viene el rock and roll andino, la turbulencia t?pica al cruzar la cordillera. Con tanto zamaqueo no se puede ni escribir. Por suerte ya est?n pasando las monta?as, el cielo se pone celeste y la se?ora a mi costado pega la nariz a la ventana, el bluedipintodiblue se va otra vez entre sombras de monta?a y todav?a no asoma la paz, La Paz. La vida siempre llena de may?sculas y min?sculas. El asiento recto y confirma el cintur?n a la barriga que ya pasa el guardi?n de pelo recogido, llena el formulario que ya llegamos. Al borde de la monta?a los vestigios del sol, piensas y miras sus sobras desperdigadas en las faldas. Los campos salpicados de ciudad. El pajarraco cabecea, listo para picar de la olla urbana, pasito tun tun, golpe seco y terra firme. Ah! Bolivia, peque?a hermanita, cu?nto tiempo sin vernos. &&& Otra vez, el lobby de los cielos, la escala, la sala de tr?nsito, la ruta a Santa Cruz, desde la Paz, absurda antesala de Cochabamba. Cada ciudad tiene cara diferente en Bolivia, rostro de varios pa?ses, arcoiris cultural y otro que se rebela contra el siguiente. No parece, pero hace unas semanas se trajeron abajo al presidente del weird accent. El gas nuestro de cada d?a, el hast?o universal de la pol?tica y algunos pol?ticos. &&& Se acaba la historia, termina el partido de los asientos estrechos y pasillos eficientes; reclinas la testa, enchufas a Sabina en pleno ?xodo de oscuras golondrinas, la noche se abre y a trav?s de la ventana vecina que rechazaste s?lo se ven las luces, la inmensa telara?a nocturna. Todas las ciudades semejan de noche y arriba la misma feria de diversiones: las tiras de focos y luces alrededor del carrusel, lustrosas, contando las miles de historias que les viven dentro. Noche de caza (19/12/03) El silencio se apodera de la ciudad y el tr?fico que se evapora. El refugio masivo de las casas, las vidrieras con TV, los bares y restaurantes. No hay temor, acaso expectativa y esperanza. Los peri?dicos hablan de desgobierno, la ministra de cuatro d?as a punto de irse. ?La calle? vestida de otra cosa es presentimiento, j?bilo reprimido y victoria. La larga espera que termina, la noche de caza: los guerreros rojos salen a la cancha. S? El pie que pisa tiene leyes que escapan al dolor. Caben ni?os ah?, amor amargo, el camino que va. As? se cose el coraz?n al cuerpo y el filo de la luz se afila. Limpiar los polvos de la derrota. S?. (Juan Gelman, Valer la pena) Piropo ontol?gico Se lo suelta de golpe, aire escapando de un zeppel?n, as? nom?s, como quien pregunta la hora: ?Usted existe?. La mujer no sabe responder, la boca disuelta en az?car. El inquisidor se desvanece en la tarde. Elogio de la dificultad La pobreza y la impotencia de la imaginaci?n nunca se manifiesta de una manera tan clara como cuando se trata de imaginar la felicidad. Entonces comenzamos a inventar para?sos, islas afortunadas, pa?ses de cuca?a. Una vida sin riesgos, sin lucha, sin b?squeda de superaci?n y sin muerte. Y, por tanto, tambi?n sin carencias y sin deseo: un oc?ano de mermelada sagrada, una eternidad de aburrici?n. Metas afortunadamente inalcanzables, para?sos afortunadamente inexistentes. Todas estas fantas?as ser?an inocentes e inocuas, sino fuera porque constituyen el modelo de nuestros anhelos en la vida pr?ctica. Aqu? mismo en los proyectos de la existencia cotidiana, m?s ac? del reino de las mentiras eternas, introducimos tambi?n el ideal tonto de la seguridad garantizada; de las reconciliaciones totales; de las soluciones definitivas. Puede decirse que nuestro problema no consiste solamente ni principalmente en que no seamos capaces de conquistar lo que nos proponemos, sino en aquello que nos proponemos: que nuestra desgracia no est? tanto en la frustraci?n de nuestros deseos, como en la forma misma de desear. Deseamos mal. En lugar de desear una relaci?n humana inquietante, compleja y perdible, que estimule nuestra capacidad de luchar y nos obligue a cambiar, deseamos un idilio sin sombras y sin peligros, un nido de amor, y por lo tanto, en ?ltima instancia un retorno al huevo. En vez de desear una sociedad en la que sea realizable y necesario trabajar arduamente para hacer efectivas nuestras posibilidades, deseamos un mundo de satisfacci?n, una monstruosa sala-cuna de abundancia pasivamente recibida. En lugar de desear una filosof?a llena de inc?gnitas y preguntas abiertas, queremos poseer una doctrina global, capaz de dar cuenta de todo, revelada por esp?ritus que nunca han existido o por caudillos que desgraciadamente s? han existido. Ad?n y sobre todo Eva, tienen el m?rito original de habernos liberado del para?so, nuestro pecado es que anhelamos regresar a ?l. Desconfiemos de las ma?anas radiantes en las que se inicia un reino milenario. Son muy conocidos en la historia, desde la Antig?edad hasta hoy, los horrores a los que pueden y suelen entregarse los partidos provistos de una verdad y de una meta absolutas, las iglesias cuyos miembros han sido alcanzados por la gracia -por la desgracia- de alguna revelaci?n. El estudio de la vida social y de la vida personal nos ense?a cu?n pr?ximos se encuentran una de otro la idealizaci?n y el terror. La idealizaci?n del fin, de la meta y el terror de los medios que procurar?n su conquista. Quienes de esta manera tratan de someter la realidad al ideal, entran inevitablemente en una concepci?n paranoide de la verdad; en un sistema de pensamiento tal, que los que se atrever?an a objetar algo quedan inmediatamente sometidos a la interpretaci?n totalitaria: sus argumentos, no son argumentos, sino solamente s?ntomas de una naturaleza da?ada o bien m?scaras de malignos prop?sitos. En lugar de discutir un razonamiento se le reduce a un juicio de pertenencia al otro -y el otro es, en este sistema, sin?nimo de enemigo-, o se procede a un juicio de intenciones. Y este sistema se desarrolla peligrosamente hasta el punto en que ya no solamente rechaza toda oposici?n, sino tambi?n toda diferencia: el que no est? conmigo, est? contra m?, y el que no est? completamente conmigo, no est? conmigo. As? como hay, seg?n Kant, un verdadero abismo de la acci?n, que consiste en la exigencia de una entrega total a la "causa" absoluta y concibe toda duda y toda cr?tica como traici?n o como agresi?n. Ahora sabemos, por una amarga experiencia, que este abismo de la acci?n, con sus guerras santas y sus org?as de fraternidad no es una caracter?stica exclusiva de ciertas ?pocas del pasado o de civilizaciones atrasadas en el desarrollo cient?fico y t?cnico; que puede funcionar muy bien y desplegar todos sus efectos sin abolir una gran capacidad de inventiva y una eficacia macabra. Sabemos que ning?n origen filos?ficamente elevado o supuestamente divino, inmuniza a una doctrina contra el riesgo de caer en la interpretaci?n propia de la l?gica paranoide que afirma un discurso particular -todos lo son- como la designaci?n misma de la realidad y los otros como ceguera o mentira. El atractivo terrible que poseen las formaciones colectivas que se embriagan con la promesa de una comunidad humana no problem?tica, basada en una palabra infalible, consiste en que suprimen la indecisi?n y la duda, la necesidad de pensar por s? mismo, otorgan a sus miembros una identidad exaltada por la participaci?n, separan un interior bueno -el grupo- y un exterior amenazador. As? como se ahorra sin duda la angustia, se distribuye m?gicamente la ambivalencia en un amor por lo propio y un odio por lo extra?o y se produce la m?s grande simplificaci?n de la vida, la m?s espantosa facilidad. Y cuando digo aqu? facilidad, no ignoro ni olvido que precisamente este tipo de formaciones colectivas, se caracterizan por una inaudita capacidad de entrega y sacrificios; que sus miembros aceptan y desean el hero?smo, cuando no aspiran a la palma del martirio. Facilidad, sin embargo, porque lo que el hombre teme por encima de todo no es la muerte y el sufrimiento, en los que tantas veces se refugia, sino la angustia que genera la necesidad de ponerse en cuesti?n, de combinar el entusiasmo y la cr?tica, el amor y el respeto. Un s?ntoma inequ?voco de la dominaci?n de las ideolog?as prof?ticas y de los grupos que las generan o que someten a su l?gica doctrinas que les fueron extra?as en su origen, es el descr?dito en que cae el concepto de respeto. No se quiere saber nada del respeto, ni de la reciprocidad, ni de la vigencia de normas universales. Estos valores aparecen m?s bien como males menores propios de un resignado escepticismo, como signos de que se ha abdicado a las m?s caras esperanzas. Porque el respeto y las normas s?lo adquieren vigencia all? donde el amor, el entusiasmo, la entrega total a la gran misi?n, ya no pueden aspirar a determinar las relaciones humanas. Y como el respeto es siempre el respeto a la diferencia, s?lo puede afirmarse all? donde ya no se cree que la diferencia pueda disolverse en una comunidad exaltada, transparente y espont?nea, o en una fusi?n amorosa. No se puede respetar el pensamiento del otro, tomarlo seriamente en consideraci?n, someterlo a sus consecuencias, ejercer sobre ?l una critica, v?lida tambi?n en principio para el pensamiento propio, cuando se habla desde la verdad misma, cuando creemos que la verdad habla por nuestra boca; porque entonces el pensamiento del otro s?lo puede ser error o mala fe; y el hecho mismo de su diferencia con nuestra verdad es prueba contundente de su falsedad, sin que se requiera ninguna otra. Nuestro saber es el mapa de la realidad y toda l?nea que se separe de ?l s?lo puede ser imaginaria o algo peor: voluntariamente torcida por inconfesables intereses. Desde la concepci?n apocal?ptica de la historia las normas y las leyes de cualquier tipo, son vistas como algo demasiado abstracto y mezquino frente a la gran tarea de realizar el ideal y de encarnar la promesa; y por lo tanto s?lo se reclaman y se valoran cuando ya no se cree en la misi?n incondicionada. Pero lo que ocurre cuando sobreviene la gran desidealizaci?n no es generalmente que se aprenda a valorar positivamente lo que tan alegremente se hab?a desechado, estimado s?lo negativamente; lo que se produce entonces, casi siempre, es una verdadera ola de pesimismo, escepticismo y realismo c?nico. Se olvida entonces que la cr?tica a una sociedad injusta, basada en la explotaci?n y en la dominaci?n de clase, era fundamentalmente correcta y que el combate por una organizaci?n social racional e igualitaria sigue siendo necesario y urgente. A la desidealizaci?n sucede el arribismo individualista que adem?s piensa que ha superado toda moral por el s?lo hecho de que ha abandonado toda esperanza de una vida cualitativamente superior. Lo m?s dif?cil, lo m?s importante. Lo m?s necesario, lo que a todos modos hay que intentar, es conservar la voluntad de luchar por una sociedad diferente sin caer en la interpretaci?n paranoide de la lucha. Lo dif?cil, pero tambi?n lo esencial es valorar positivamente el respeto y la diferencia, no como un mal menor y un hecho inevitable, sino como lo que enriquece la vida e impulsa la creaci?n y el pensamiento, como aquello sin lo cual una imaginaria comunidad de los justos cantar?a el eterno hosanna del aburrimiento satisfecho. Hay que poner un gran signo de interrogaci?n sobre el valor de lo f?cil; no solamente sobre sus consecuencias, sino sobre la cosa misma, sobre la predilecci?n por todo aquello que no exige de nosotros ninguna superaci?n, ni nos pone en cuesti?n, ni nos obliga a desplegar nuestras posibilidades... (Fragmento del discurso de Estanislao Zuleta en 1980 al recibir el t?tulo de Doctor Honoris Causa en Sicolog?a de la Universidad del Valle) El servidor Antes el servidor era una persona. Atento o seguro servidor, pero una persona. Sin segura servidora, ni distinci?n de genero, pero todav?a una persona. Ahora un servidor es una maquina por la que pasa este mensaje. La larga ruta Hay una lenta pero persistente movida entre los ciclistas latinomericanos, se llama Cicloam?rica. Como es habitual en estos tiempos, todo empez? con una lista de inter?s en Internet y con el reconocimiento mutuo de diversos esfuerzos e intereses que recorren el noble oficio de los pedales en distintos pa?ses. Hay de todo como en botica: interesados en proyectos grandiosos como una sola ruta ciclista para Am?rica latina y gente m?s preocupada por su entorno y los problemas locales. Viejos y j?venes, anarcosindicalistas, libertarios y despreocupados, experimentados y aprendices, del norte y M?xico, del sur y Chile y de todos los que estamos en el medio. El viejo emblema de la diversidad, la antigua dificultad de entenderse en un solo idioma pero en muchas actitudes e historias propias. Se anuncia pr?ximo congreso en Santiago para Mayo, a guardar pan y estirar las piernas entonces. Despu?s de ver la pel?cula Traffic Por las calles no s?, va. No se va. Nose va. Nose which goes. Phone home Un sondeo realizado por la revista Empire a m?s de 5.000 espectadores, se?al? que "millones de personas quedaron cautivadas cuando el extraterrestre viaja en bicicleta con su amigo Elliott a la luz de la luna". De acuerdo con la encuesta, la imagen del filme ET de Steven Spielberg de 1982 "se convirti? en el ?cono m?s importante de la magia del cine". Segunda en la lista fue elegida la escena de la pel?cula "Big", en la que Tom Hanks interpreta a un ni?o atrapado en el cuerpo de un adulto, cuando toca un piano gigante en una tienda de juguetes de Nueva York. Otras escenas elegidas entre las diez mejores, fueron el baile de Gene Kelly en "Singing In The Rain", el momento en que Winona Ryder se enamora de Johnny Depp en el filme "El Hombre manos de tijera" al esculpir una imagen de un bloque de hielo y la caminata rom?ntica por Nueva York entre Woody Allen y Diane Keaton en "Manhattan". Si lo notan, todas las escenas, con excepci?n de "Big" transcurren en espacios abiertos y p?blicos y se mueven a pie o en bicicleta. El cine como a?oranza de la vida moderna. A pesar que la muestra s?lo parece incluir cine de los EE. UU., la selecci?n es interesante y sorprende en un cine que glosa en cantidades industriales choques y persecuciones que sin embargo nadie recuerda. Por simple precauci?n no deber?amos olvidar ese triste artificio de neum?ticos chirriantes, de metal en colisi?n, de pistas y arranques violentos. Ser?a como pecar, como olvidar los miles de atropellados que no gozar?n despu?s la otra fama, la del d?a siguiente en la rutinaria p?gina del diario, cuando ya no est?n. Escrito en la pared, a dos cuadras de casa "Deje aqu? su coraz?n (raz?n los s?bados)" Carlos Cordero Vel?squez CICLORED - Centro de Asesor?a y Capacitaci?n para el Transporte y Ambiente Pasaje Lavalle 110 - Lima 04 Per? telf: (51 1) 4671322 From Regina_Therese_MANZO at ura.gov.sg Tue Jan 13 16:01:23 2004 From: Regina_Therese_MANZO at ura.gov.sg (Regina_Therese_MANZO@ura.gov.sg) Date: Tue, 13 Jan 2004 15:01:23 +0800 Subject: [sustran] Jakarta plan to restrict vehicles in favor of buses Message-ID: Jakarta Restricts Private Vehicles on City Thoroughfare in Favor of Luxury Buses Determined to ease the exposure of Jakarta's 14 million people to constant traffic jams -- responsible for the worst air pollution in Asia, countless respiratory ailment cases and the nation's sluggish economic growth -- city governor Sutiyoso imposed a ban on private cars and taxis in the left lanes of the city's 8-mile-long two-way central thoroughfare effective from January, reserving the lanes for 54 specially-built luxury buses, with their median stops accessible through newly-raised 30-foot pedestrian bridges. http://www.smartgrowth.org/news/article.asp?art=3805&state=54 ------------------------------------------------------------ Regina Manzo, AICP ? Urban Redevelopment Authority ? 45 Maxwell Road ? URA Centre ? Singapore 089116 ? ph +65 6321-8305 ? Privileged / Confidential information may be contained in this message. If you are not the intended recipient, you must not copy, distribute or use it for any purpose, nor disclose its contents to any other person. Please notify the sender immediately if you receive this in error. http://www.ura.gov.sg -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20040113/33084157/attachment.html From paulbarter at nus.edu.sg Fri Jan 16 13:03:22 2004 From: paulbarter at nus.edu.sg (Barter, Paul) Date: Fri, 16 Jan 2004 12:03:22 +0800 Subject: [sustran] ST: Jakarta's controversial new bus service hits the road Message-ID: <42F08B8662756D428F2811F53C6A93F59C9A96@MBXSRV04.stf.nus.edu.sg> Any views on this from sustran-discussers? Is it well done? Is it a completely public sector project? Will it be a winner and prove critics wrong? Will initial problems be given a chance to be ironed out? Paul ---------------------- Straits Times Interactive http://straitstimes.asia1.com.sg/asia/story/0,4386,230381,00.html? JAN 16, 2004 Jakarta's controversial new bus service hits the road Hundreds jostle for free rides as traffic gets worse along route By Devi Asmarani STRAITS TIMES INDONESIA BUREAU JAKARTA - The city's controversial new busway system was launched yesterday by Governor Sutiyoso amid a barrage of criticism and concerns that it would worsen the already horrific traffic congestion in the capital. The 250 billion rupiah (S$50.3 million) Trans-Jakarta Busway system is the first of an ambitious seven-year project to put in place a mass transportation system. Included in the plans are a monorail and an MRT system. The aim is to build a comfortable and reliable public transport system to encourage commuters and city dwellers to leave their private cars at home. At the launch ceremony yesterday, the Indonesian capital's controversial governor said: 'Busway is the answer to our problems, but it is just the first part of a comprehensive plan to ease the traffic in Jakarta.' Fifty-six specially built buses, each of which has a capacity of 85 passengers, began plying the 12.9km route which runs from the bus terminal in the popular Blok M shopping complex to the bustling Chinatown area. The buses pick up and drop off passengers at bus shelters on the central median strip. The service is free for the first two weeks. Hundreds of people swarmed many of the 20 bus shelters to try the air-conditioned buses. Chaos reigned at some of the bus shelters, with people jostling for free tickets. One passenger, Mrs Lena, said: 'It's definitely a lot more comfortable, although it costs twice as much as the bus I normally take.' The new buses take less than half the time taken by regular buses to travel that stretch of road, which sees some of the worst traffic congestion in the city. But the busway operation - which takes up the outermost lane of an already congested street - confirmed fears that it would worsen the traffic situation. Hundreds of buses now plying that route will no longer operate there from today, and many people fear that the busway system will not be able to cope with the load of some 50,000 people travelling the route every day. To make matters worse, the promised feeder service - supporting buses which are to serve routes not covered by the Trans-Jakarta buses - are not yet operational. Guests at yesterday's ceremony, which was followed by a trip on the new buses to Chinatown, included diplomats, businessmen and celebrities. But noticeably absent was Transport Minister Agum Gumelar and other Cabinet ministers who were invited to the event. Mr Agum had previously expressed his disapproval of the project, which he said was implemented hastily. Commenting on this, Mr Sutiyoso said: 'The central government did not even feel compelled in the least to participate in the development of the transportation infrastructure in this city, although they will enjoy its benefit.' Copyright @ 2003 Singapore Press Holdings. All rights reserved. Forwarded in the interests of education and research From mohsin_jp at yahoo.com Sat Jan 17 17:04:43 2004 From: mohsin_jp at yahoo.com (Mohsin J. Sarker) Date: Sat, 17 Jan 2004 00:04:43 -0800 (PST) Subject: [sustran] Comparative study on Subway and Monorail In-Reply-To: <42F08B8662756D428F2811F53C6A93F59C9A96@MBXSRV04.stf.nus.edu.sg> Message-ID: <20040117080443.66078.qmail@web10507.mail.yahoo.com> Hello I am looking for documents that studied comparative advantage and disadvantage of Subway and Monorail especially for third world under development cities. It would be highly appreciated if anyone recommend such study in your knowledge. With regards Mohsin Construction Information Services Japan ===== Mohsin J. Sarker Utsunomiya Japan __________________________________ Do you Yahoo!? Yahoo! Hotjobs: Enter the "Signing Bonus" Sweepstakes http://hotjobs.sweepstakes.yahoo.com/signingbonus From whook at itdp.org Sun Jan 18 05:33:31 2004 From: whook at itdp.org (whook@itdp.org) Date: Sat, 17 Jan 2004 15:33:31 -0500 Subject: [sustran] Re: ST: Jakarta's controversial new bus service hits the road Message-ID: <281450-220041617203331999@M2W057.mail2web.com> well, its a great thing that they went forward with this. of course many problems that have been being pointed out for more than one year have not yet been fixed, but now they see for themselves the problems. they are all easily fixable within one year or so. anyway, we will release our full technical review on our web site in a couple days. best walter Original Message: ----------------- From: Barter, Paul paulbarter@nus.edu.sg Date: Fri, 16 Jan 2004 12:03:22 +0800 To: sustran-discuss@list.jca.apc.org Subject: [sustran] ST: Jakarta's controversial new bus service hits the road Any views on this from sustran-discussers? Is it well done? Is it a completely public sector project? Will it be a winner and prove critics wrong? Will initial problems be given a chance to be ironed out? Paul ---------------------- Straits Times Interactive http://straitstimes.asia1.com.sg/asia/story/0,4386,230381,00.html? JAN 16, 2004 Jakarta's controversial new bus service hits the road Hundreds jostle for free rides as traffic gets worse along route By Devi Asmarani STRAITS TIMES INDONESIA BUREAU JAKARTA - The city's controversial new busway system was launched yesterday by Governor Sutiyoso amid a barrage of criticism and concerns that it would worsen the already horrific traffic congestion in the capital. The 250 billion rupiah (S$50.3 million) Trans-Jakarta Busway system is the first of an ambitious seven-year project to put in place a mass transportation system. Included in the plans are a monorail and an MRT system. The aim is to build a comfortable and reliable public transport system to encourage commuters and city dwellers to leave their private cars at home. At the launch ceremony yesterday, the Indonesian capital's controversial governor said: 'Busway is the answer to our problems, but it is just the first part of a comprehensive plan to ease the traffic in Jakarta.' Fifty-six specially built buses, each of which has a capacity of 85 passengers, began plying the 12.9km route which runs from the bus terminal in the popular Blok M shopping complex to the bustling Chinatown area. The buses pick up and drop off passengers at bus shelters on the central median strip. The service is free for the first two weeks. Hundreds of people swarmed many of the 20 bus shelters to try the air-conditioned buses. Chaos reigned at some of the bus shelters, with people jostling for free tickets. One passenger, Mrs Lena, said: 'It's definitely a lot more comfortable, although it costs twice as much as the bus I normally take.' The new buses take less than half the time taken by regular buses to travel that stretch of road, which sees some of the worst traffic congestion in the city. But the busway operation - which takes up the outermost lane of an already congested street - confirmed fears that it would worsen the traffic situation. Hundreds of buses now plying that route will no longer operate there from today, and many people fear that the busway system will not be able to cope with the load of some 50,000 people travelling the route every day. To make matters worse, the promised feeder service - supporting buses which are to serve routes not covered by the Trans-Jakarta buses - are not yet operational. Guests at yesterday's ceremony, which was followed by a trip on the new buses to Chinatown, included diplomats, businessmen and celebrities. But noticeably absent was Transport Minister Agum Gumelar and other Cabinet ministers who were invited to the event. Mr Agum had previously expressed his disapproval of the project, which he said was implemented hastily. Commenting on this, Mr Sutiyoso said: 'The central government did not even feel compelled in the least to participate in the development of the transportation infrastructure in this city, although they will enjoy its benefit.' Copyright @ 2003 Singapore Press Holdings. All rights reserved. Forwarded in the interests of education and research -------------------------------------------------------------------- mail2web - Check your email from the web at http://mail2web.com/ . From ericbruun at earthlink.net Sun Jan 18 05:46:12 2004 From: ericbruun at earthlink.net (Eric Bruun) Date: Sat, 17 Jan 2004 15:46:12 -0500 Subject: [sustran] More on Jakarta's controversial new bus service hits theroad References: <281450-220041617203331999@M2W057.mail2web.com> Message-ID: <009901c3dd3a$f5483e60$c9fa45cf@earthlink.net> Bus lanes might well make traffic worse in other lanes, but the question has to be asked: How much more capacity in terms o people does it create? The unspoken objection is often that the elite don't get to have first priority on road space. Eric ----- Original Message ----- From: To: ; Sent: Saturday, January 17, 2004 3:33 PM Subject: [sustran] Re: ST: Jakarta's controversial new bus service hits theroad well, its a great thing that they went forward with this. of course many problems that have been being pointed out for more than one year have not yet been fixed, but now they see for themselves the problems. they are all easily fixable within one year or so. anyway, we will release our full technical review on our web site in a couple days. best walter Original Message: ----------------- From: Barter, Paul paulbarter@nus.edu.sg Date: Fri, 16 Jan 2004 12:03:22 +0800 To: sustran-discuss@list.jca.apc.org Subject: [sustran] ST: Jakarta's controversial new bus service hits the road Any views on this from sustran-discussers? Is it well done? Is it a completely public sector project? Will it be a winner and prove critics wrong? Will initial problems be given a chance to be ironed out? Paul ---------------------- Straits Times Interactive http://straitstimes.asia1.com.sg/asia/story/0,4386,230381,00.html? JAN 16, 2004 Jakarta's controversial new bus service hits the road Hundreds jostle for free rides as traffic gets worse along route By Devi Asmarani STRAITS TIMES INDONESIA BUREAU JAKARTA - The city's controversial new busway system was launched yesterday by Governor Sutiyoso amid a barrage of criticism and concerns that it would worsen the already horrific traffic congestion in the capital. The 250 billion rupiah (S$50.3 million) Trans-Jakarta Busway system is the first of an ambitious seven-year project to put in place a mass transportation system. Included in the plans are a monorail and an MRT system. The aim is to build a comfortable and reliable public transport system to encourage commuters and city dwellers to leave their private cars at home. At the launch ceremony yesterday, the Indonesian capital's controversial governor said: 'Busway is the answer to our problems, but it is just the first part of a comprehensive plan to ease the traffic in Jakarta.' Fifty-six specially built buses, each of which has a capacity of 85 passengers, began plying the 12.9km route which runs from the bus terminal in the popular Blok M shopping complex to the bustling Chinatown area. The buses pick up and drop off passengers at bus shelters on the central median strip. The service is free for the first two weeks. Hundreds of people swarmed many of the 20 bus shelters to try the air-conditioned buses. Chaos reigned at some of the bus shelters, with people jostling for free tickets. One passenger, Mrs Lena, said: 'It's definitely a lot more comfortable, although it costs twice as much as the bus I normally take.' The new buses take less than half the time taken by regular buses to travel that stretch of road, which sees some of the worst traffic congestion in the city. But the busway operation - which takes up the outermost lane of an already congested street - confirmed fears that it would worsen the traffic situation. Hundreds of buses now plying that route will no longer operate there from today, and many people fear that the busway system will not be able to cope with the load of some 50,000 people travelling the route every day. To make matters worse, the promised feeder service - supporting buses which are to serve routes not covered by the Trans-Jakarta buses - are not yet operational. Guests at yesterday's ceremony, which was followed by a trip on the new buses to Chinatown, included diplomats, businessmen and celebrities. But noticeably absent was Transport Minister Agum Gumelar and other Cabinet ministers who were invited to the event. Mr Agum had previously expressed his disapproval of the project, which he said was implemented hastily. Commenting on this, Mr Sutiyoso said: 'The central government did not even feel compelled in the least to participate in the development of the transportation infrastructure in this city, although they will enjoy its benefit.' Copyright @ 2003 Singapore Press Holdings. All rights reserved. Forwarded in the interests of education and research -------------------------------------------------------------------- mail2web - Check your email from the web at http://mail2web.com/ . From richmond at alum.mit.edu Sun Jan 18 11:29:31 2004 From: richmond at alum.mit.edu (Jonathan E. D. Richmond) Date: Sun, 18 Jan 2004 09:29:31 +0700 (SE Asia Standard Time) Subject: [sustran] Re: More on Jakarta's controversial new bus service hits theroad In-Reply-To: <009901c3dd3a$f5483e60$c9fa45cf@earthlink.net> References: <281450-220041617203331999@M2W057.mail2web.com> <009901c3dd3a$f5483e60$c9fa45cf@earthlink.net> Message-ID: I think you are right: the elite are normally important at all times, and one of my concerns is that when services are improved, fares often go up, excluding low-income people from using them. Does anyone know what the fare will be when the two-week free period ends, and how this will compare with fares on regular buses? Bangkok charges much higher fares on air-conditioned buses than on nonaircon and SkyTrain coats even more, with the new underground to be implemented with fares that start at more than three times the nonaircon bus rate. The nonaircon buses are jam-packed, and there are many people using them on routes that parallel the much faster SkyTrain because the rail fare is too high for them to afford. --Jonathan On Sat, 17 Jan 2004, Eric Bruun wrote: > Bus lanes might well make traffic worse in other lanes, but the question has > to be asked: How much more capacity in terms o people does it create? The > unspoken objection is often that the elite don't get to have first priority > on road space. > > Eric > > > ----- Original Message ----- > From: > To: ; > Sent: Saturday, January 17, 2004 3:33 PM > Subject: [sustran] Re: ST: Jakarta's controversial new bus service hits > theroad > > > well, its a great thing that they went forward with this. > > of course many problems that have been being pointed out for more than one > year have not yet been fixed, but now they see for themselves the problems. > they are all easily fixable within one year or so. > > anyway, we will release our full technical review on our web site in a > couple days. > > best > walter > > Original Message: > ----------------- > From: Barter, Paul paulbarter@nus.edu.sg > Date: Fri, 16 Jan 2004 12:03:22 +0800 > To: sustran-discuss@list.jca.apc.org > Subject: [sustran] ST: Jakarta's controversial new bus service hits the > road > > > Any views on this from sustran-discussers? Is it well done? Is it a > completely public sector project? Will it be a winner and prove critics > wrong? Will initial problems be given a chance to be ironed out? > Paul > ---------------------- > > Straits Times Interactive > http://straitstimes.asia1.com.sg/asia/story/0,4386,230381,00.html? > > JAN 16, 2004 > Jakarta's controversial new bus service hits the road > Hundreds jostle for free rides as traffic gets worse along route > By Devi Asmarani > STRAITS TIMES INDONESIA BUREAU > > JAKARTA - The city's controversial new busway system was launched > yesterday by Governor Sutiyoso amid a barrage of criticism and concerns > that it would worsen the already horrific traffic congestion in the > capital. > > The 250 billion rupiah (S$50.3 million) Trans-Jakarta Busway system is > the first of an ambitious seven-year project to put in place a mass > transportation system. > Included in the plans are a monorail and an MRT system. > > The aim is to build a comfortable and reliable public transport system > to encourage commuters and city dwellers to leave their private cars at > home. > > At the launch ceremony yesterday, the Indonesian capital's controversial > governor said: 'Busway is the answer to our problems, but it is just the > first part of a comprehensive plan to ease the traffic in Jakarta.' > > Fifty-six specially built buses, each of which has a capacity of 85 > passengers, began plying the 12.9km route which runs from the bus > terminal in the popular Blok M shopping complex to the bustling > Chinatown area. > > The buses pick up and drop off passengers at bus shelters on the central > median strip. > The service is free for the first two weeks. Hundreds of people swarmed > many of the 20 bus shelters to try the air-conditioned buses. > > Chaos reigned at some of the bus shelters, with people jostling for free > tickets. > One passenger, Mrs Lena, said: 'It's definitely a lot more comfortable, > although it costs twice as much as the bus I normally take.' > > The new buses take less than half the time taken by regular buses to > travel that stretch of road, which sees some of the worst traffic > congestion in the city. > But the busway operation - which takes up the outermost lane of an > already congested street - confirmed fears that it would worsen the > traffic situation. > > Hundreds of buses now plying that route will no longer operate there > from today, and many people fear that the busway system will not be able > to cope with the load of some 50,000 people travelling the route every > day. > > To make matters worse, the promised feeder service - supporting buses > which are to serve routes not covered by the Trans-Jakarta buses - are > not yet operational. > Guests at yesterday's ceremony, which was followed by a trip on the new > buses to Chinatown, included diplomats, businessmen and celebrities. > But noticeably absent was Transport Minister Agum Gumelar and other > Cabinet ministers who were invited to the event. > > Mr Agum had previously expressed his disapproval of the project, which > he said was implemented hastily. > > Commenting on this, Mr Sutiyoso said: 'The central government did not > even feel compelled in the least to participate in the development of > the transportation infrastructure in this city, although they will enjoy > its benefit.' > > Copyright @ 2003 Singapore Press Holdings. All rights reserved. > > Forwarded in the interests of education and research > > -------------------------------------------------------------------- > mail2web - Check your email from the web at > http://mail2web.com/ . > > > ----- Jonathan E. D. Richmond 02 524-5510 (office) Visiting Fellow Intl.: 662 524-5510 Transportation Engineering program School of Civil Engineering, Room N260B 02 524-6844 (home) Asian Institute of Technology Intl.: 662 524-6844 PO Box 4 Klong Luang, Pathumthani 12120 02 524-5509 (fax) Thailand Intl: 662 524-5509 e-mail: richmond@ait.ac.th Secretary: Ms. Nisarat Hansuksa richmond@alum.mit.edu 02 524-6051 Intl: 662 524-6051 http://the-tech.mit.edu/~richmond/ From etts at indigo.ie Sun Jan 18 21:46:11 2004 From: etts at indigo.ie (Brendan Finn) Date: Sun, 18 Jan 2004 12:46:11 -0000 Subject: [sustran] Re: ST: Jakarta's controversial new bus service hits theroad References: <281450-220041617203331999@M2W057.mail2web.com> Message-ID: <000e01c3ddc1$0d8480c0$0101a8c0@fujitsu83p69tb> I agree with Walter that's it's good to see a strong positive step taken. Weak steps usually fail to achieve either real change or a dynamic for greater implementation. Regarding problems, it's a careful balance between making a mess of implementation (thus losing support for future projects) and being held back until everything's perfect (which it can never be). My one concern is the report that hundreds of buses which previously used the route cannot now do so. Perhaps there is a good reason - e.g. if they are microbuses of poor quality and disorganised. If not, then perhaps we see one operator being given the most favourable conditions while the other operators of public transport are pushed into worse conditions. Is this the case ? Earlier this week I visited the Quality Bus Network which is being rolled out on all the main bus corridors in Dublin, Ireland, with about 10 done to date. This mostly consists of first priority bus lanes, and some local road and junction widening. Normally, one lane is given exclusively to bus. The best performing corridor - which was already a busy bus artery - has experienced a 196% increase in bus carryings, and has an average morning peak travel time of 32 minutes compared to car average of 65 minutes on the same 12km stretch. Other corridors have less dramatic figures, but they are still impressive. Total person throughput (bus and car) has increased in the corridors for which I saw figures. Bus lane capacity appears to be hitting at about 4,000 per hour past a point, but this can be increased substantially. First, more buses could be operated on the corridors, but it will take time to ramp up the fleet. Second, at the moment about 65% of all passengers pay cash on the network, and there is substantial opportunity to reduce stop dwell time. Third, buses currently obstruct each other at key stops, so some lay-byes are planned to allow freer flow. Not surprisingly, motorists are very unwilling to let buses into the general traffic lane for overtaking purposes ! Finally, perhaps by mid-2005 as all the corridors are implemented, the network effect will kick-in. On one hand, this should allow greater productivity of the buses, and therefore allow extra operating capacity from the same fleet. On the other hand, many commuters with cross-city trips will have time-savings and reliable journey times, and a further mode shift effect could occur. I really hope that Jakarta works well. For at least the last 20 years there has been a concerted promotion of very expensive metro and light-rail, which uses the key disinformation that bus cannot deliver and that car-users will reject it. Each implementation of BRT shows these arguments for the rubbish they are, and opens the political opportunity for affordable solutions which can be quickly implemented in modular fashion, and accessible to all. With best wishes, Brendan Finn. _______________________________________________________________________ Contact details are : e-mail : etts@indigo.ie tel : +353.87.2530286 ----- Original Message ----- From: To: ; Sent: Saturday, January 17, 2004 8:33 PM Subject: [sustran] Re: ST: Jakarta's controversial new bus service hits theroad well, its a great thing that they went forward with this. of course many problems that have been being pointed out for more than one year have not yet been fixed, but now they see for themselves the problems. they are all easily fixable within one year or so. anyway, we will release our full technical review on our web site in a couple days. best walter Original Message: ----------------- From: Barter, Paul paulbarter@nus.edu.sg Date: Fri, 16 Jan 2004 12:03:22 +0800 To: sustran-discuss@list.jca.apc.org Subject: [sustran] ST: Jakarta's controversial new bus service hits the road Any views on this from sustran-discussers? Is it well done? Is it a completely public sector project? Will it be a winner and prove critics wrong? Will initial problems be given a chance to be ironed out? Paul ---------------------- Straits Times Interactive http://straitstimes.asia1.com.sg/asia/story/0,4386,230381,00.html? JAN 16, 2004 Jakarta's controversial new bus service hits the road Hundreds jostle for free rides as traffic gets worse along route By Devi Asmarani STRAITS TIMES INDONESIA BUREAU JAKARTA - The city's controversial new busway system was launched yesterday by Governor Sutiyoso amid a barrage of criticism and concerns that it would worsen the already horrific traffic congestion in the capital. The 250 billion rupiah (S$50.3 million) Trans-Jakarta Busway system is the first of an ambitious seven-year project to put in place a mass transportation system. Included in the plans are a monorail and an MRT system. The aim is to build a comfortable and reliable public transport system to encourage commuters and city dwellers to leave their private cars at home. At the launch ceremony yesterday, the Indonesian capital's controversial governor said: 'Busway is the answer to our problems, but it is just the first part of a comprehensive plan to ease the traffic in Jakarta.' Fifty-six specially built buses, each of which has a capacity of 85 passengers, began plying the 12.9km route which runs from the bus terminal in the popular Blok M shopping complex to the bustling Chinatown area. The buses pick up and drop off passengers at bus shelters on the central median strip. The service is free for the first two weeks. Hundreds of people swarmed many of the 20 bus shelters to try the air-conditioned buses. Chaos reigned at some of the bus shelters, with people jostling for free tickets. One passenger, Mrs Lena, said: 'It's definitely a lot more comfortable, although it costs twice as much as the bus I normally take.' The new buses take less than half the time taken by regular buses to travel that stretch of road, which sees some of the worst traffic congestion in the city. But the busway operation - which takes up the outermost lane of an already congested street - confirmed fears that it would worsen the traffic situation. Hundreds of buses now plying that route will no longer operate there from today, and many people fear that the busway system will not be able to cope with the load of some 50,000 people travelling the route every day. To make matters worse, the promised feeder service - supporting buses which are to serve routes not covered by the Trans-Jakarta buses - are not yet operational. Guests at yesterday's ceremony, which was followed by a trip on the new buses to Chinatown, included diplomats, businessmen and celebrities. But noticeably absent was Transport Minister Agum Gumelar and other Cabinet ministers who were invited to the event. Mr Agum had previously expressed his disapproval of the project, which he said was implemented hastily. Commenting on this, Mr Sutiyoso said: 'The central government did not even feel compelled in the least to participate in the development of the transportation infrastructure in this city, although they will enjoy its benefit.' Copyright @ 2003 Singapore Press Holdings. All rights reserved. Forwarded in the interests of education and research -------------------------------------------------------------------- mail2web - Check your email from the web at http://mail2web.com/ . From lpeterson at itdp.org Tue Jan 20 01:01:53 2004 From: lpeterson at itdp.org (Lisa Peterson) Date: Mon, 19 Jan 2004 11:01:53 -0500 Subject: [sustran] Re: ST: Jakarta's controversial new bus service hits theroad In-Reply-To: <281450-220041617203331999@M2W057.mail2web.com> Message-ID: <000701c3dea5$94b229a0$6501a8c0@Lisa> Dear all, ITDP's full technical review of the TransJakarta busway is now available on our website at www.itdp.org/read/transjakarta.pdf The file is about 7MB. All the best, Lisa Lisa Peterson Communications Director Institute for Transportation and Development Policy Subscribe to Sustainable Transport: www.itdp.org 115 West 30th Street, Suite 1205 New York, NY 10001 Ph: 212-629-8001 Fax: 212-629-8033 e-mail: lpeterson@itdp.org *-----Original Message----- *From: sustran-discuss-bounces+lpeterson=itdp.org@list.jca.apc.org *[mailto:sustran-discuss-bounces+lpeterson=itdp.org@list.jca.apc.org] On *Behalf Of whook@itdp.org *Sent: Saturday, January 17, 2004 3:34 PM *To: sustran-discuss@list.jca.apc.org; sustran-discuss@list.jca.apc.org *Subject: [sustran] Re: ST: Jakarta's controversial new bus service hits *theroad * *well, its a great thing that they went forward with this. * *of course many problems that have been being pointed out for more than one *year have not yet been fixed, but now they see for themselves the problems. *they are all easily fixable within one year or so. * *anyway, we will release our full technical review on our web site in a *couple days. * *best *walter * *Original Message: *----------------- *From: Barter, Paul paulbarter@nus.edu.sg *Date: Fri, 16 Jan 2004 12:03:22 +0800 *To: sustran-discuss@list.jca.apc.org *Subject: [sustran] ST: Jakarta's controversial new bus service hits the *road * * *Any views on this from sustran-discussers? Is it well done? Is it a *completely public sector project? Will it be a winner and prove critics *wrong? Will initial problems be given a chance to be ironed out? *Paul *---------------------- * *Straits Times Interactive *http://straitstimes.asia1.com.sg/asia/story/0,4386,230381,00.html? * *JAN 16, 2004 *Jakarta's controversial new bus service hits the road *Hundreds jostle for free rides as traffic gets worse along route *By Devi Asmarani *STRAITS TIMES INDONESIA BUREAU * *JAKARTA - The city's controversial new busway system was launched *yesterday by Governor Sutiyoso amid a barrage of criticism and concerns *that it would worsen the already horrific traffic congestion in the *capital. * *The 250 billion rupiah (S$50.3 million) Trans-Jakarta Busway system is *the first of an ambitious seven-year project to put in place a mass *transportation system. *Included in the plans are a monorail and an MRT system. * *The aim is to build a comfortable and reliable public transport system *to encourage commuters and city dwellers to leave their private cars at *home. * *At the launch ceremony yesterday, the Indonesian capital's controversial *governor said: 'Busway is the answer to our problems, but it is just the *first part of a comprehensive plan to ease the traffic in Jakarta.' * *Fifty-six specially built buses, each of which has a capacity of 85 *passengers, began plying the 12.9km route which runs from the bus *terminal in the popular Blok M shopping complex to the bustling *Chinatown area. * *The buses pick up and drop off passengers at bus shelters on the central *median strip. *The service is free for the first two weeks. Hundreds of people swarmed *many of the 20 bus shelters to try the air-conditioned buses. * *Chaos reigned at some of the bus shelters, with people jostling for free *tickets. *One passenger, Mrs Lena, said: 'It's definitely a lot more comfortable, *although it costs twice as much as the bus I normally take.' * *The new buses take less than half the time taken by regular buses to *travel that stretch of road, which sees some of the worst traffic *congestion in the city. *But the busway operation - which takes up the outermost lane of an *already congested street - confirmed fears that it would worsen the *traffic situation. * *Hundreds of buses now plying that route will no longer operate there *from today, and many people fear that the busway system will not be able *to cope with the load of some 50,000 people travelling the route every *day. * *To make matters worse, the promised feeder service - supporting buses *which are to serve routes not covered by the Trans-Jakarta buses - are *not yet operational. *Guests at yesterday's ceremony, which was followed by a trip on the new *buses to Chinatown, included diplomats, businessmen and celebrities. *But noticeably absent was Transport Minister Agum Gumelar and other *Cabinet ministers who were invited to the event. * *Mr Agum had previously expressed his disapproval of the project, which *he said was implemented hastily. * *Commenting on this, Mr Sutiyoso said: 'The central government did not *even feel compelled in the least to participate in the development of *the transportation infrastructure in this city, although they will enjoy *its benefit.' * *Copyright @ 2003 Singapore Press Holdings. All rights reserved. * *Forwarded in the interests of education and research * *-------------------------------------------------------------------- *mail2web - Check your email from the web at *http://mail2web.com/ . From townsend at central.murdoch.edu.au Fri Jan 23 03:51:59 2004 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Fri, 23 Jan 2004 02:51:59 +0800 Subject: [sustran] China Abandons High-Speed Train Plans Message-ID: <1074797519.40101bcfec832@wwwstaff.murdoch.edu.au> China Abandons High-Speed Train Plans Jan 16, 3:23 PM (ET) By TED ANTHONY BEIJING (AP) - China has abandoned plans to build a high-speed magnetic- levitation railway between Beijing and Shanghai in favor of less expensive conventional trains, the government said Friday through its official media. The China Daily, citing unidentified sources, said Premier Wen Jiabao was involved in the decision to use the conventional rail system. The Communist Party newspaper People's Daily also reported the decision. Officials made the decision at a Jan. 7 meeting of the State Council, the country's Cabinet, according to the China Daily. Besides cost, "the maglev technique was excluded because it does not match the wheel-track technique used by railways in China," the report said, citing Wang Derong, vice-chairman of the China Transport Association. The Railways Ministry had no immediate public comment and did not answer its telephone Friday morning. At least one newspaper, the Beijing Morning Post, said the decision to abandon the maglev plan had not been finalized. The scrapping of the 9-year-old maglev project - two weeks after the country's first maglev, a short stretch in Shanghai, began regular operation - represents a setback for the development of the technology in China, which many had seen as one of its key markets. It also appears to open the market for other alternatives on the proposed Beijing-Shanghai line. Other options for the railway, according to state media, include styling it after the Shinkansen, Japan's high-speed bullet train, or two methods used in France - TGV and Inter-City Express. The Shanghai maglev is German-built. The Shanghai maglev reached speeds of 260 mph during trial runs before it went into regular operation on Jan. 1. A three-car maglev in Japan sped to 360 mph last month, surpassing its own Guinness World Record of 342 mph with passengers aboard, set in 1999. In comparison, Amtrak's high-speed Acela Express train, servicing the Boston-New York-Washington corridor, can reach speeds of 150 mph. The online edition of People's Daily said China's decision was part of a larger plan for the nation's railways passed by the Cabinet. "There have been many versions of the rail and maglev dispute, but an end has been put on them by the passage of the medium-and-long term plan," People's Daily said. "This is indeed the end of decade-long feasibility studies." Leaders envision a high-speed railway network for China that includes four north-south lines and four east-west lines, the government says. Such a network would help move hundreds of millions of Chinese who increasingly are traveling around their own country - and, more important, help transport goods and raw materials. China began daily runs of the world's first commercially operated maglev in Shanghai on Jan. 1, but the $1.2 billion German-built system spans only 18 miles. It connects Shanghai to its 3-year-old airport, the city's second. The Beijing-Shanghai High-Speed Railway Project was first proposed in 1997. The cost of the 750-mile railway has been estimated at $14 billion. The maglev cost can be as high as $36 million to $48 million per half mile, twice that of wheel-track lines, the China Daily said. German companies spent decades and billions of dollars developing maglev technology, but had searched in vain for a customer until Shanghai leaders picked the system as a way to highlight the city's high-tech ambitions. From townsend at central.murdoch.edu.au Fri Jan 23 10:50:31 2004 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Fri, 23 Jan 2004 09:50:31 +0800 Subject: [sustran] news on Bangkok mass transit Message-ID: <1074822631.40107de7e2d53@wwwstaff.murdoch.edu.au> >From the Bangkok Post, 23 January 2004 http://www.bangkokpost.com/Business/23Jan2004_biz68.html Mass transit operators insist on fair values: Skytrain, subway firms ready for talks The operators of Bangkok's two mass transit projects say they are willing to discuss the government's plan to buy back the concessions, but warn that hammering out a deal might not be easy. ``We are ready to discuss the issue, but the government itself has to come up with proper values,'' said a source from Bangkok Metro Company Ltd (BMCL), the subway operator. ``The deal should not be evaluated only on construction cost considerations, but also on other costs, and future income of which a lot is expected to come from advertising, related developments and telecommunications systems.'' The source also said that as the subway project was about to open, the value of the company's shares should increase accordingly. In addition, he said the government should inform the public clearly about the source of funding used to buy back the two projects. Andres Klocke, head of the German development bank Kreditanstalt fur Wiederaufbau (KfW), a major creditor of Bangkok Transit System Co (BTSC), said the skytrain operator was willing to listen, but had yet to be approached officially by the government. BTSC owes KfW US$452 million, the International Finance Corp, the investment arm of the World Bank, $80 million, and Siam Commercial Bank 12 billion baht. According to Mr Klocke, BTSC is in the final stages of debt-restructuring negotiations. The long-awaited 45-billion-baht debt-restructuring deal for the skytrain operator is expected to be settled in the first quarter of this year, he said. Transport Minister Suriya Jungrungreangkit said on Wednesday that the government wanted 100% control of Bangkok's underground and the skytrain in order to control fares and integrate the two systems with future transport expansion plans. Mr Suriya said he had held talks with Ch. Karnchang chief executive Plew Trivisvavet about buying the construction company's 67% stake in BMCL. BMCL was awarded a 25-year concession to operate the 100-billion-baht subway system in the capital. The 20-kilometre underground railway is due to begin commercial operations in August following a soft launch with free service in April. Other BMCL investors include toll road operator Bangkok Expressway (BECL) and three state-controlled banks: Krung Thai Bank, Thai Military Bank, and Siam City Bank. The government has invested about 100 billion baht on the subway project so far, while BMCL spent about 13 billion baht. Tanayong Plc is the biggest shareholder in BTSC with a 29% stake.