From dhingra at civil.iitb.ac.in Mon Nov 1 16:28:12 2004 From: dhingra at civil.iitb.ac.in (Prof S L Dhingra) Date: Mon, 1 Nov 2004 12:58:12 +0530 (IST) Subject: [sustran] PRITHVI(EARTH) 2005 GLOBAL ECO MEET FEB 19-28, 2005-THEME SEMINARS/EXHIBITIONS- ENVIRONMENT-FRIENDLY TRANSPORTATION-FEB 24-25, 2005-REQUEST FOR INVITED PAPERS & PARTICIPATION Message-ID: -- With warm compliments, Sincerely, dhingra ***********end of message******************* * Dr S. L DHINGRA * * Prof. of TRANSP. SYSTEMS ENGG. (TSE) * * CIVIL ENGINEERING DEPARTMENT * * INDIAN INSTITUTE OF TECHNOLOGY * * POWAI,BOMBAY-400 076,INDIA * * PHONE:091-022-25767329/03/01(O)/8329(RES)* * 25720001(RES) Private * * 25722545 EXTN 7329/7303/ * * 7301(O) * * 25726530 .. 7348(LAB), * * 8329(RES) * * FAX :091-022-257673022/5723480 * * EMAIL:dhingra@civil.iitb.ac.in * * URL:http://www.civil.iitb.ac.in/~dhingra/* ******************************************** ---------- Forwarded message ---------- Date: Sun, 31 Oct 2004 16:54:51 +0530 (IST) From: Prof S L Dhingra Cc: "Mr T Elangovan,Director NATPAC & Chair Seminar" , Dr Mahesh Chand CONVENOR SEMINAR , Prof. K V Krishna Rao , Prof. V. M. Tom , Theme Coordinator: Dr Ravi Kumar Subject: PRITHVI(EARTH) 2005 GLOBAL ECO MEET FEB 19-28, 2005-THEME SEMINARS/EXHIBITIONS- ENVIRONMENT-FRIENDLY TRANSPORTATION-FEB 24-25,2005-REQUEST FOR INVITED PAPERS & PARTICIPATION Dear friends, PRITHVI(MOTHER EARTH) 2005 GLOBAL ECO MEET IS SCHEDULED FOR FEB 19-28,2005-THEME SEMINARS/EXHIBITIONS. As a member of the Advisory committee,I invite each one of you to contribute papers and participate in ENVIRONMENT-FRIENDLY TRANSPORTATION-FEB 24-25,2005. ENVIRONMENT-FRIENDLY TRANSPORTATION-FEB 24-25 ,2005-REQUEST FOR INVITED PAPERS & PARTICIPATION Kindly visit the website:www.prithvionline.org For information:info@prithvionline.org Mr M N Prasad,Chairman Advisory Committee of Seminar For contact: "Mr T Elangovan,Director NATPAC & chair Seminar" "Dr Mahesh Chand,CONVENOR SEMINAR" Theme Coordinator: Dr Ravi Kumar Hoping for wide circulation and active contribution and participation. With warm compliments, Sincerely, dhingra ***********end of message******************* * Dr S. L DHINGRA * * Prof. of TRANSP. SYSTEMS ENGG. (TSE) * * CIVIL ENGINEERING DEPARTMENT * * INDIAN INSTITUTE OF TECHNOLOGY * * POWAI,BOMBAY-400 076,INDIA * * PHONE:091-022-25767329/03/01(O)/8329(RES)* * 25720001(RES) Private * * 25722545 EXTN 7329/7303/ * * 7301(O) * * 25726530 .. 7348(LAB), * * 8329(RES) * * FAX :091-022-257673022/5723480 * * EMAIL:dhingra@civil.iitb.ac.in * * URL:http://www.civil.iitb.ac.in/~dhingra/* ******************************************** From sujit at vsnl.com Tue Nov 2 05:35:27 2004 From: sujit at vsnl.com (Sujit Patwardhan) Date: Tue, 02 Nov 2004 02:05:27 +0530 Subject: [sustran] Sustainable Transport Seminar in Pune 19th and 20th November 2004 Message-ID: <6.1.0.6.0.20041027022914.03480220@mail.vsnl.com> 1 November 2004 Dear Sustran friends, Greetings from Pune. We are hosting a Seminar "ONE Right Turn: Critical Issues in Urban Mobility for Developing Countries for the Coming Decades". Topics include: -- Urban Transport in Crisis and need for an excellent Public Transport System -- Decongestions Measures (disincentives for personal vehicles) -- Pollution, Health, Auto Fuels -- Non-Motorized options and other innovations like : - Cycles tracks - Pedestrian paths - Auto vehicle-free zones - Public Spaces -- Road Safety and Technical aspects: -- Integrated Traffic Planning, Land Use, Connectivity, Equity and Access -- Awareness (including understanding sustainability issues), training and education of all concerned stakeholders. --Vision Pune: Where are we heading? -- Aspects highlighted by different partner organizations and participating stakeholders. I would be grateful if any Sustran members would kindly send (or direct me to) any material that may be useful for this event. Many thanks, -- Sujit Sustainable Urban Transport --------------------------------------------------- Sujit Patwardhan Member PTTF Pune Traffic & Transportation Forum, c/o Parisar, "Yamuna", ICS Colony,Ganeshkhind Road, Pune 411 007 Tel: +91 20 25537955 Cell: +91 98220 26627 Email: contact@pttf.net ----------------------------------------------------- -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041102/ee015664/attachment.html From sujit at vsnl.com Tue Nov 2 05:35:20 2004 From: sujit at vsnl.com (Sujit Patwardhan) Date: Tue, 02 Nov 2004 02:05:20 +0530 Subject: [sustran] Traffic in Shanghai Message-ID: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> 1 November 2004 Dear Sustran Friends, If anyone has information or data on the traffic scene in Shanghai (China), I will be grateful if you could send it to me (directly to my Email : if you feel the rest of the list may not be interested in the subject). This is because there is a lot of confusion about the real situation in Shanghai. Many people on a short visit there say the facilities are wonderful, with scores of flyovers, wide roads and traffic flowing without congestion, and this is what we need to do in our cities. We find this hard to believe because we feel such "infrastructure only" approach is what has brought the public transport situation to such a bad condition. In most Indian cities, auto vehicles are growing like cancer, air is full of auto effluents and accident are on the rise, natural and built environment, including heritage structures are under threat from the ever growing appetite of roads, parking spaces and vehicles. We are therefore advocating the more sustainable option - of TDM, improved public transport and better facilities for the cyclists and pedestrians to meet the mobility needs of our cities without damaging the environment. Will welcome your inputs. Many thanks, -- Sujit Patwardhan Sustainable Urban Transport --------------------------------------------------- Sujit Patwardhan Member PTTF Pune Traffic & Transportation Forum, c/o Parisar, "Yamuna", ICS Colony,Ganeshkhind Road, Pune 411 007 Tel: +91 20 25537955 Cell: +91 98220 26627 Email: sujit@vsnl.com www.pttf.net (under construction) ----------------------------------------------------- -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041102/2ff2f62a/attachment.html From itdpasia at adelphia.net Tue Nov 2 15:02:26 2004 From: itdpasia at adelphia.net (John Ernst) Date: Mon, 01 Nov 2004 23:02:26 -0700 Subject: [sustran] Re: Traffic in Shanghai In-Reply-To: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> References: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> Message-ID: <6.1.0.6.0.20041101221026.01c116f0@pop.abs.adelphia.net> Sujit Patwardhan has raised a good question, and I hope that information on Shanghai could also be sent "online" to the SUSTRAN list. Overpasses, or flyovers, as an attempt to alleviate traffic congestion have been implemented in most large Asian cities, and seem to be the latest thing in India (Hyderabad is now planning 5 new ones). Studies in the west to show that new road space fills with new traffic -- much of it from trips that wouldn't have occurred without the new road space. (See Todd Litman's site for more information on this, or specifically http://www.vtpi.org/tdm/tdm61.htm for definitions of generated and induced traffic.) I believe new road space fills much more quickly in the rapidly growing populations and economies of Asian cities, but it would really be great to have numbers to back this up. Lacking numbers, anecdotes can be useful. I can offer one - photos of Bejing's third ring road empty in 1989 and jammed in 1998. Of course, photos are not scientific,... but still effective political tools. Does anyone have statistics on average traffic speed in Bangkok before and 10-years after some of the flyovers were built there? Or photos? [Note that this list is not designed for attached files, i.e., photos. It might be possible, however, to upload photos to a free service such as www.yousendit.com (which keeps the attached file for 7-days) and then send the link to sustran-discuss...?] John Ernst ITDP-Asia At 01:35 PM 11/1/2004, you wrote: >1 November 2004 > > >Dear Sustran Friends, >If anyone has information or data on the traffic scene in Shanghai >(China), I will be grateful if you could send it to me (directly to my >Email : if you feel the rest of the list may not be >interested in the subject). >This is because there is a lot of confusion about the real situation in >Shanghai. Many people on a short visit there say the facilities are >wonderful, with scores of flyovers, wide roads and traffic flowing without >congestion, and this is what we need to do in our cities. >We find this hard to believe because we feel such "infrastructure only" >approach is what has brought the public transport situation to such a bad >condition. In most Indian cities, auto vehicles are growing like cancer, >air is full of auto effluents and accident are on the rise, natural and >built environment, including heritage structures are under threat from the >ever growing appetite of roads, parking spaces and vehicles. >We are therefore advocating the more sustainable option - of TDM, improved >public transport and better facilities for the cyclists and pedestrians to >meet the mobility needs of our cities without damaging the environment. >Will welcome your inputs. >Many thanks, >-- >Sujit Patwardhan > > > >Sustainable Urban Transport >--------------------------------------------------- >Sujit Patwardhan >Member > >PTTF >Pune Traffic & Transportation Forum, >c/o Parisar, "Yamuna", >ICS Colony,Ganeshkhind Road, >Pune 411 007 > >Tel: +91 20 25537955 >Cell: +91 98220 26627 >Email: sujit@vsnl.com >www.pttf.net >(under construction) >----------------------------------------------------- - - - - - - - - - - - - - - - - - - - - - - - - - - - - John Ernst - Director, Asia Region ITDP - The Institute for Transport and Development Policy Subscribe to ITDP's Sustainable Transport e-update at www.itdp.org - - - - - - - - - - - - - - - - - - - - - - - - - - - - From itdpasia at adelphia.net Tue Nov 2 15:22:15 2004 From: itdpasia at adelphia.net (John Ernst) Date: Mon, 01 Nov 2004 23:22:15 -0700 Subject: [sustran] Re: Traffic in Shanghai In-Reply-To: <6.1.0.6.0.20041101221026.01c116f0@pop.abs.adelphia.net> References: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> <6.1.0.6.0.20041101221026.01c116f0@pop.abs.adelphia.net> Message-ID: <6.1.0.6.0.20041101232042.01c2a470@pop.abs.adelphia.net> Note: Just tried it, the service at www.yousendit.com doesn't work with sustran-discuss. At 11:02 PM 11/1/2004, John Ernst wrote: >[Note that this list is not designed for attached files, i.e., photos. It >might be possible, however, to upload photos to a free service such as >www.yousendit.com (which keeps the attached file for 7-days) and then send >the link to sustran-discuss...?] From UpaliP at itdg.slt.lk Tue Nov 2 18:05:36 2004 From: UpaliP at itdg.slt.lk (Upali Pannilage) Date: Tue, 2 Nov 2004 15:05:36 +0600 Subject: [sustran] Cyclone-2004 Message-ID: <1F0F3AE7085FF34FACC2E77D67C5B7EA031F05@itdgsl0c.itdg.slt.lk> Dear Sustran Friends, Find the link below for the information on cycling rally we are organising in Sri Lanka in collaboration with Ice- Netherlands. http://www.itdg.org/?id=region_south_asia_cycling Your comments are welcome. Upali Upali Pannilage Programme Team Leader ITDG- South Asia No 05, Lionel Edirisinghe Mawatha Kirulapona Colombo-05 Sri Lanka Tel. ++94 01 02 829412 E-mail upalip@itdg.slt.lk or pannila@hotmail.com From papon at inrets.fr Tue Nov 2 18:59:00 2004 From: papon at inrets.fr (Francis Papon) Date: Tue, 2 Nov 2004 10:59:00 +0100 Subject: [sustran] Re: Traffic in Shanghai In-Reply-To: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> References: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> Message-ID: Hello Sustran readers, Shanghai has a tremendous flyover system, with two expressways crossing in the center, and two ring roads, plus many other motorways under construction or planned. Nevertheless, car ownership remains low, much lower than in Beijing, mainly because of the lack of parking facilities, the cost of parking makes it cheaper to travel by taxi. The municipal government is also well aware of the danger of mass car ownership in megacities, and tries to manage the transport situation by improving the mass transit system and restraining car use (and also bicycle use). But this policy is in conflict with the national government policy that promotes the automobile industry as a pillar of China development (and by the way not willing that Shanghai rail network be better than Beijing rail network). But this good road infrastructure is also an incentive to develop car oriented neighbourhoods, that will sooner or later produce enough traffic to fill the space. Besides, corporate interests are asking for free flowing traffic to develop their business. There is also an intense competition between municipalities to attract new businesses, and tax cuts and motorways are the best way to do it. So it is a complex game, and it is not easy to intervene in it as a foreigner, however convinced you and I may be of the need for a more sustainable transport system. Nevertheless, Shanghai, being the most developped region in China, has focused huge international interest from business, media, academic,and advocacy circles. Some data may be found at: http://www.iges.or.jp/en/ue/pdf/megacity02/data/iges_m.html http://www.iges.or.jp/en/ue/activity/mega-city/article/htm/far43.htm http://www.iges.or.jp/en/ue/activity/mega-city/article/htm/far41.htm http://www1.kas.de/international/konferenz02-06-17/shiling_en.html http://www.citytranschina.com/ Francis Papon ? (At) 2:05 +0530 2/11/04, Sujit Patwardhan ?crivait (wrote) : >1 November 2004 > > >Dear Sustran Friends, >If anyone has information or data on the traffic scene in Shanghai >(China), I will be grateful if you could send it to me (directly to >my Email : if you feel the rest of the list may not >be interested in the subject). >This is because there is a lot of confusion about the real situation >in Shanghai. Many people on a short visit there say the facilities >are wonderful, with scores of flyovers, wide roads and traffic >flowing without congestion, and this is what we need to do in our >cities. >We find this hard to believe because we feel such "infrastructure >only" approach is what has brought the public transport situation to >such a bad condition. In most Indian cities, auto vehicles are >growing like cancer, air is full of auto effluents and accident are >on the rise, natural and built environment, including heritage >structures are under threat from the ever growing appetite of roads, >parking spaces and vehicles. >We are therefore advocating the more sustainable option - of TDM, >improved public transport and better facilities for the cyclists and >pedestrians to meet the mobility needs of our cities without >damaging the environment. >Will welcome your inputs. >Many thanks, >-- >Sujit Patwardhan > > >Sustainable Urban Transport >--------------------------------------------------- >Sujit Patwardhan >Member > >PTTF >Pune Traffic & Transportation Forum, >c/o Parisar, "Yamuna", >ICS Colony,Ganeshkhind Road, >Pune 411 007 > >Tel: +91 20 25537955 >Cell: +91 98220 26627 >Email: sujit@vsnl.com >www.pttf.net >(under construction) >----------------------------------------------------- -- There is no spare Earth. Meiyou beiyongde diqiu. Es gibt keine Ersatzerde. Il n'y a pas de Terre de rechange. Orbis terrarum una salus est. Francis Papon, mailto:francis.papon@inrets.fr tel +33147407270 Ingenieur en Chef des Ponts et Chaussees, chercheur @ INRETS/DEST/EEM, 2, av. du General Malleret-Joinville, F-94114 Arcueil France -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041102/ca455324/attachment.html From papon at inrets.fr Tue Nov 2 18:59:00 2004 From: papon at inrets.fr (Francis Papon) Date: Tue, 2 Nov 2004 10:59:00 +0100 Subject: [sustran] Re: Traffic in Shanghai In-Reply-To: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> References: <6.1.0.6.0.20041102014214.0340c010@mail.vsnl.com> Message-ID: Hello Sustran readers, Shanghai has a tremendous flyover system, with two expressways crossing in the center, and two ring roads, plus many other motorways under construction or planned. Nevertheless, car ownership remains low, much lower than in Beijing, mainly because of the lack of parking facilities, the cost of parking makes it cheaper to travel by taxi. The municipal government is also well aware of the danger of mass car ownership in megacities, and tries to manage the transport situation by improving the mass transit system and restraining car use (and also bicycle use). But this policy is in conflict with the national government policy that promotes the automobile industry as a pillar of China development (and by the way not willing that Shanghai rail network be better than Beijing rail network). But this good road infrastructure is also an incentive to develop car oriented neighbourhoods, that will sooner or later produce enough traffic to fill the space. Besides, corporate interests are asking for free flowing traffic to develop their business. There is also an intense competition between municipalities to attract new businesses, and tax cuts and motorways are the best way to do it. So it is a complex game, and it is not easy to intervene in it as a foreigner, however convinced you and I may be of the need for a more sustainable transport system. Nevertheless, Shanghai, being the most developped region in China, has focused huge international interest from business, media, academic,and advocacy circles. Some data may be found at: http://www.iges.or.jp/en/ue/pdf/megacity02/data/iges_m.html http://www.iges.or.jp/en/ue/activity/mega-city/article/htm/far43.htm http://www.iges.or.jp/en/ue/activity/mega-city/article/htm/far41.htm http://www1.kas.de/international/konferenz02-06-17/shiling_en.html http://www.citytranschina.com/ Francis Papon ? (At) 2:05 +0530 2/11/04, Sujit Patwardhan ?crivait (wrote) : >1 November 2004 > > >Dear Sustran Friends, >If anyone has information or data on the traffic scene in Shanghai >(China), I will be grateful if you could send it to me (directly to >my Email : if you feel the rest of the list may not >be interested in the subject). >This is because there is a lot of confusion about the real situation >in Shanghai. Many people on a short visit there say the facilities >are wonderful, with scores of flyovers, wide roads and traffic >flowing without congestion, and this is what we need to do in our >cities. >We find this hard to believe because we feel such "infrastructure >only" approach is what has brought the public transport situation to >such a bad condition. In most Indian cities, auto vehicles are >growing like cancer, air is full of auto effluents and accident are >on the rise, natural and built environment, including heritage >structures are under threat from the ever growing appetite of roads, >parking spaces and vehicles. >We are therefore advocating the more sustainable option - of TDM, >improved public transport and better facilities for the cyclists and >pedestrians to meet the mobility needs of our cities without >damaging the environment. >Will welcome your inputs. >Many thanks, >-- >Sujit Patwardhan > > >Sustainable Urban Transport >--------------------------------------------------- >Sujit Patwardhan >Member > >PTTF >Pune Traffic & Transportation Forum, >c/o Parisar, "Yamuna", >ICS Colony,Ganeshkhind Road, >Pune 411 007 > >Tel: +91 20 25537955 >Cell: +91 98220 26627 >Email: sujit@vsnl.com >www.pttf.net >(under construction) >----------------------------------------------------- -- There is no spare Earth. Meiyou beiyongde diqiu. Es gibt keine Ersatzerde. Il n'y a pas de Terre de rechange. Orbis terrarum una salus est. Francis Papon, mailto:francis.papon@inrets.fr tel +33147407270 Ingenieur en Chef des Ponts et Chaussees, chercheur @ INRETS/DEST/EEM, 2, av. du General Malleret-Joinville, F-94114 Arcueil France -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041102/ca455324/attachment-0001.html From binac at rediffmail.com Wed Nov 3 22:30:37 2004 From: binac at rediffmail.com (Bina C. Balakrishnan) Date: 3 Nov 2004 13:30:37 -0000 Subject: [sustran] Re: Sustainable Transport Seminar in Pune 19th and 20th November 2004 Message-ID: <20041103133037.5996.qmail@webmail10.rediffmail.com> ?Hi Sujit, I think I missed the seminar in October- I was still out of the country. Trust it went well. The one below- how long is it going to be- one or 2 days? Who are your speakers? Best wishes for its success. Regards Bina On Tue, 02 Nov 2004 Sujit Patwardhan wrote : >1 November 2004 > > > > >Dear Sustran friends, >Greetings from Pune. >We are hosting a Seminar "ONE Right Turn: Critical Issues in >Urban Mobility for Developing Countries for the Coming >Decades". >Topics include: >-- Urban Transport in Crisis and need for an excellent Public >Transport System >-- Decongestions Measures (disincentives for personal vehicles) >-- Pollution, Health, Auto Fuels >-- Non-Motorized options and other innovations like : - Cycles >tracks - Pedestrian paths - Auto vehicle-free zones - Public >Spaces >-- Road Safety and Technical aspects: >-- Integrated Traffic Planning, Land Use, Connectivity, Equity >and Access >-- Awareness (including understanding sustainability issues), >training and education of all concerned stakeholders. >--Vision Pune: Where are we heading? >-- Aspects highlighted by different partner organizations and >participating stakeholders. > >I would be grateful if any Sustran members would kindly send (or >direct me to) any material that may be useful for this event. > >Many thanks, >-- >Sujit > > > > > > > >Sustainable Urban Transport >--------------------------------------------------- >Sujit Patwardhan >Member > >PTTF >Pune Traffic & Transportation Forum, >c/o Parisar, "Yamuna", >ICS Colony,Ganeshkhind Road, >Pune 411 007 > >Tel: +91 20 25537955 >Cell: +91 98220 26627 >Email: contact@pttf.net >----------------------------------------------------- From binac at rediffmail.com Wed Nov 3 22:34:26 2004 From: binac at rediffmail.com (Bina C. Balakrishnan) Date: 3 Nov 2004 13:34:26 -0000 Subject: [sustran] Re: Sustainable Transport Seminar in Pune 19th and 20th November 2004 Message-ID: <20041103133426.10026.qmail@webmail10.rediffmail.com> An embedded and charset-unspecified text was scrubbed... Name: not available Url: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041103/c1fef65b/attachment.txt From karl at dnet.net.id Wed Nov 3 01:55:45 2004 From: karl at dnet.net.id (Karl Fjellstrom) Date: Tue, 2 Nov 2004 22:55:45 +0600 Subject: [sustran] "You will use footbridges - or else" Message-ID: <000e01c4c0fc$e58c1130$a5b106ca@pc5> Following the discussion on pedestrian bridges.... From the Independent 28/10/04 (Dhaka). Courtesy of a colleague, Richard Langford-Johnson -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041102/9ed6565a/attachment-0001.html -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 38295 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041102/9ed6565a/attachment-0001.jpe From vittalkumar_a at yahoo.com Thu Nov 4 15:56:59 2004 From: vittalkumar_a at yahoo.com (Vittal Kumar A.) Date: Wed, 3 Nov 2004 22:56:59 -0800 (PST) Subject: [sustran] On Noise Pollution Message-ID: <20041104065659.48818.qmail@web51006.mail.yahoo.com> Dear Sustran Members, Can some experts help our friend on vehicular noise pollution? regards, Vittal Note: forwarded message attached. --------------------------------- Do you Yahoo!? Check out the new Yahoo! Front Page. www.yahoo.com/a -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041103/7693c417/attachment.html -------------- next part -------------- An embedded message was scrubbed... From: sukhiya kulkarni Subject: [niep] Study on Noise Pollution Date: Tue, 2 Nov 2004 11:45:47 +0000 (GMT) Size: 6085 Url: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041103/7693c417/attachment.mht From litman at vtpi.org Fri Nov 5 01:38:10 2004 From: litman at vtpi.org (Todd Alexander Litman) Date: Thu, 04 Nov 2004 08:38:10 -0800 Subject: [sustran] Re: On Noise Pollution Message-ID: <5.1.1.6.0.20041104083725.027082c8@mail.highspeedplus.com> You will find some useful references in the "Noise" chapter of the "Transportation Cost and Benefit Analysis Guidebook" (http://www.vtpi.org/tca). Please let me know if you find any additional information to add. Traffic noise does tend to increase with: * Traffic speed (particularly tire and wind noise) * Traffic acceleration * Large, heavily loaded trucks and buses (since their engines must work extra hard) * Motorcycles * Vehicles with malfunctioning engines and mufflers * Horn honking Traffic noise impacts are also affected by the distance and amount of noise barriers between traffic and people impacted. Best wishes, -Todd Litman At 10:56 PM 11/3/2004 -0800, Vittal Kumar A. wrote: >Dear Sustran Members, > >Can some experts help our friend on vehicular noise pollution? > >regards, >Vittal > >Note: forwarded message attached. > > >Content-Length: 1644 > > >Hello Friends, > >I would like to have your valuable inputs on my studies related to noise >pollution specifically because of vehicles. > >While reading through most of the books and research papers (international >Publications mainly) I was under impression that the vehicular noise >pollution inceases with the increase in vehicle speed. > >Now I have few points which are debatable: > >1. If the case is as mentioned as above why do we design rosds for high >vehicular speed. > >2. Is it true incase of India where people use Horn frequently while >moving in slow spped. > >If anybody can help me with any reading material or their views which >will clear my thoughts i will be really obliged. 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 ericbruun at earthlink.net Fri Nov 5 03:13:53 2004 From: ericbruun at earthlink.net (Eric Bruun) Date: Thu, 4 Nov 2004 13:13:53 -0500 Subject: [sustran] Re: On Noise Pollution References: <5.1.1.6.0.20041104083725.027082c8@mail.highspeedplus.com> Message-ID: <008901c4c29a$0de24020$eaf845cf@earthlink.net> Todd You might also add that noise is a far more serious problem in some countries than others. For example, the noise from motorized rickshaws in India and Pakistan can be deafening. I think the stress, lack of sleep and social disruption from noise is a far under addressed issue. Eric ----- Original Message ----- From: "Todd Alexander Litman" To: ; Sent: Thursday, November 04, 2004 11:38 AM Subject: [sustran] Re: On Noise Pollution > > You will find some useful references in the "Noise" chapter of the > "Transportation Cost and Benefit Analysis Guidebook" > (http://www.vtpi.org/tca). Please let me know if you find any additional > information to add. > > Traffic noise does tend to increase with: > > * Traffic speed (particularly tire and wind noise) > * Traffic acceleration > * Large, heavily loaded trucks and buses (since their engines must work > extra hard) > * Motorcycles > * Vehicles with malfunctioning engines and mufflers > * Horn honking > > Traffic noise impacts are also affected by the distance and amount of noise > barriers between traffic and people impacted. > > > Best wishes, > -Todd Litman > > At 10:56 PM 11/3/2004 -0800, Vittal Kumar A. wrote: > >Dear Sustran Members, > > > >Can some experts help our friend on vehicular noise pollution? > > > >regards, > >Vittal > > > >Note: forwarded message attached. > > > > > >Content-Length: 1644 > > > > > >Hello Friends, > > > >I would like to have your valuable inputs on my studies related to noise > >pollution specifically because of vehicles. > > > >While reading through most of the books and research papers (international > >Publications mainly) I was under impression that the vehicular noise > >pollution inceases with the increase in vehicle speed. > > > >Now I have few points which are debatable: > > > >1. If the case is as mentioned as above why do we design rosds for high > >vehicular speed. > > > >2. Is it true incase of India where people use Horn frequently while > >moving in slow spped. > > > >If anybody can help me with any reading material or their views which > >will clear my thoughts i will be really obliged. > > > 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 eric.britton at ecoplan.org Fri Nov 5 03:20:20 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Thu, 4 Nov 2004 19:20:20 +0100 Subject: [sustran] On Noise Pollution In-Reply-To: <008901c4c29a$0de24020$eaf845cf@earthlink.net> Message-ID: <009d01c4c29a$f5492460$6501a8c0@jazz> Todd (Litman). You might also add that noise is a far more serious problem in some countries than others. For example, the noise from motorized rickshaws in India and Pakistan can be deafening. I think the stress, lack of sleep and social disruption from noise is a far under addressed issue. Eric (Brun) You bet. We share this view and in fact have put noise on the short list of the ten main public health menaces and targets for the New Mobility 20/20 Challenge Initiative (getting underway on the New Mobility Agenda at http://newmobility.org and for which more extensive information will be shared with you shortly). Regards Eric (Britton) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041104/b3982c1b/attachment.html From whook at itdp.org Fri Nov 5 03:24:38 2004 From: whook at itdp.org (Walter Hook) Date: Thu, 4 Nov 2004 13:24:38 -0500 Subject: [sustran] Re: On Noise Pollution References: <5.1.1.6.0.20041104083725.027082c8@mail.highspeedplus.com> <008901c4c29a$0de24020$eaf845cf@earthlink.net> Message-ID: <001701c4c29b$8bc094f0$6401a8c0@WALTER> in delhi and some other indian cities, trucks are not allowed to enter the city center until the night time to reduce congestion during the day. The result is that the trucks come rumbling into urban streets at night making an earthshaking racket. This really makes sleep difficult if you live on any major road. walter hook ----- Original Message ----- From: "Eric Bruun" To: ; Sent: Thursday, November 04, 2004 1:13 PM Subject: [sustran] Re: On Noise Pollution > Todd > > You might also add that noise is a far more serious problem in some > countries than others. For example, the noise from motorized rickshaws in > India and Pakistan can be deafening. I think the stress, lack of sleep and > social disruption from noise is a far under addressed issue. > > Eric > > > ----- Original Message ----- > From: "Todd Alexander Litman" > To: ; > Sent: Thursday, November 04, 2004 11:38 AM > Subject: [sustran] Re: On Noise Pollution > > >> >> You will find some useful references in the "Noise" chapter of the >> "Transportation Cost and Benefit Analysis Guidebook" >> (http://www.vtpi.org/tca). Please let me know if you find any additional >> information to add. >> >> Traffic noise does tend to increase with: >> >> * Traffic speed (particularly tire and wind noise) >> * Traffic acceleration >> * Large, heavily loaded trucks and buses (since their engines must work >> extra hard) >> * Motorcycles >> * Vehicles with malfunctioning engines and mufflers >> * Horn honking >> >> Traffic noise impacts are also affected by the distance and amount of > noise >> barriers between traffic and people impacted. >> >> >> Best wishes, >> -Todd Litman >> >> At 10:56 PM 11/3/2004 -0800, Vittal Kumar A. wrote: >> >Dear Sustran Members, >> > >> >Can some experts help our friend on vehicular noise pollution? >> > >> >regards, >> >Vittal >> > >> >Note: forwarded message attached. >> > >> > >> >Content-Length: 1644 >> > >> > >> >Hello Friends, >> > >> >I would like to have your valuable inputs on my studies related to noise >> >pollution specifically because of vehicles. >> > >> >While reading through most of the books and research papers > (international >> >Publications mainly) I was under impression that the vehicular noise >> >pollution inceases with the increase in vehicle speed. >> > >> >Now I have few points which are debatable: >> > >> >1. If the case is as mentioned as above why do we design rosds for high >> >vehicular speed. >> > >> >2. Is it true incase of India where people use Horn frequently while >> >moving in slow spped. >> > >> >If anybody can help me with any reading material or their views which >> >will clear my thoughts i will be really obliged. >> >> >> 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 toledofall2003 at yahoo.com Fri Nov 5 10:14:58 2004 From: toledofall2003 at yahoo.com (bhairavi) Date: Thu, 4 Nov 2004 17:14:58 -0800 (PST) Subject: [sustran] Re: On Noise Pollution In-Reply-To: <20041104065659.48818.qmail@web51006.mail.yahoo.com> Message-ID: <20041105011458.70071.qmail@web51001.mail.yahoo.com> Just as an information on Bombay, I have read somewhere that the prevailing noise level is 67-86 dBA in traffic congested areas; this noise obviously does not come from the high speeds of vehicles. It comes from honking, engines and clustering of all vehicles together in the traffic jams. "Vittal Kumar A." wrote: Dear Sustran Members, Can some experts help our friend on vehicular noise pollution? regards, Vittal Note: forwarded message attached. --------------------------------- Do you Yahoo!? Check out the new Yahoo! Front Page. www.yahoo.com > ATTACHMENT part 2 message/rfc822 To: niep@yahoogroups.com From: sukhiya kulkarni Date: Tue, 2 Nov 2004 11:45:47 +0000 (GMT) Subject: [niep] Study on Noise Pollution Hello Friends, I would like to have your valuable inputs on my studies related to noise pollution specifically because of vehicles. While reading through most of the books and research papers (international Publications mainly) I was under impression that the vehicular noise pollution inceases with the increase in vehicle speed. Now I have few points which are debatable: 1. If the case is as mentioned as above why do we design rosds for high vehicular speed. 2. Is it true incase of India where people use Horn frequently while moving in slow spped. If anybody can help me with any reading material or their views which will clear my thoughts i will be really obliged. Sukhiya JAI HIND. Yahoo! India Matrimony: Find your life partneronline. [Non-text portions of this message have been removed] Become a member of NIEP today and help develop the career of young Indian Environment Professionals around the world. For more information: http://www.envindia.com Post message: niep@yahoogroups.com Subscribe: niep-subscribe@yahoogroups.com Unsubscribe: niep-unsubscribe@yahoogroups.com List owner: niep-owner@yahoogroups.com Yahoo! Groups SponsorADVERTISEMENT --------------------------------- Yahoo! Groups Links To visit your group on the web, go to: http://groups.yahoo.com/group/niep/ To unsubscribe from this group, send an email to: niep-unsubscribe@yahoogroups.com Your use of Yahoo! Groups is subject to the Yahoo! Terms of Service. __________________________________________________ Do You Yahoo!? Tired of spam? Yahoo! Mail has the best spam protection around http://mail.yahoo.com -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041104/05766c75/attachment.html From ccordero at amauta.rcp.net.pe Fri Nov 5 11:37:45 2004 From: ccordero at amauta.rcp.net.pe (=?iso-8859-1?Q?Carlos_Cordero_Vel=E1squez?=) Date: Thu, 4 Nov 2004 21:37:45 -0500 Subject: [sustran] Fw: RioAbierto06 Message-ID: <004701c4c2e0$d5fce4c0$ebb601c8@pentiumiii> RioAbierto Esta sabado 6: Liliana Miranda/Sandro Chavez Politica ambiental/Gesti?n ambiental ?producci?n limpia?/rol del estado y la sociedad civil Quilish/San Gab?n/Camisea/ vivienda/energ?a y transporte Coyuntura: las elecciones en los eeuu RioAbierto Todos los S?bados 10 am. Radio San Borja 91.1 fm. en Internet ir a : www.radiosanborja.com.pe conducci?n: carlos cordero / alexandro saco -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041104/9566bbcd/attachment-0001.html From hearth at ties.ottawa.on.ca Sat Nov 6 16:06:00 2004 From: hearth at ties.ottawa.on.ca (Chris Bradshaw) Date: Fri, 5 Nov 2004 23:06:00 -0800 Subject: [sustran] Re: New Mobility Honor Roll - For comment References: <003b01c4bda9$7585c440$6501a8c0@jazz> Message-ID: <037901c4c474$a63729e0$519b6395@oemcomputer> > Subject: [sustran] New Mobility Honor Roll - For comment Eric, A most impressive list. Thanks for pulling together your thoughts. Although there is much to do to promote the ideas you mention so that they are more widespread, there are many ideas yet to be "planted." Does New Mobility have some to promote? When you were posting it, I was attending a two-day meeting of carshare organizations from across North America. I find carsharing to be only the beginning of many additional innovations, primarily because it breaks down car-access into the smallest practical units, the hour and the kilometre, making ownership or exclusive access unnecessary and even inferior. 1. The opportunity to link housing and car-access so that a housing unit comes with access to one or more cars and other vehicles, with the billing integrated into the rent or house payments. This linking will show up both in a) zoning rules that should either relax or eliminate the minimum parking requirements when such an arrangement exists and in b) the minds of housing consumers and their bankers who link in their minds the two markets, realizing that when car-sharing is available, immense savings are possible, freeing up income for increased housing quality. 2. A similar situation should occur with employment. A job should provide access to a workplace car, both for business travel and personal travel for trips starting and ending at the place of work. How many people would forego driving a car to work if they had such access _at_ the place of work? How many employers would appreciate avoiding the choice between a) providing cars for business travel and b) requiring the employee provide such a vehicle, knowing that cars were available at the workplace that could be used (and for personal trips as well). And this car-access would have its maintenance and allocation-system provided by others for a lump monthly fee? Finally, it would open the door for the employer to start showing some interest in the challenges employees face in not just commuting to their workplaces, but other transportation as well. After all, transportation costs, as the #2 item on the employee's budget, is worth a look in terms of reducing it, and therefore reducing upward pressure on wages and on health and lost-time costs. 3. With a growing fleet of these cars, their superior qualities when used as _rideshare_ vehicles will become quite apparent. There will be no restriction on any of the riders taking the wheel -- especially important when the driver is ill or away on vacation -- thus keeping the arrangement going without glitches. There will be no need for participants, alternately, to each have their own car, so that a daily or weekly rotation can be effected. Or finally, there will be no need to buy special pool vehicles (mini-buses), when suitable cars are available. _And_, such arrangement will be ideal to make carsharing itself workable in suburbs, where few locations can optimize both weekday carshare demand and evening and weekend carshare demand (unlike the denser, more mixed-use older areas), and thus the best optimization will require the cars to move between the residential and workplace locations each workday. 4. Finally, it is a small step to allow shared-cars-as-pooled-cars to "graduate" to becoming part of the transit system. Not only would a good dose of technology allow shared cars to be used for one-way trips (being dropped off at stations other than where they were picked up, to be used for "nested" trips in which, while user A is visting a destination for three hours, user B uses the car for an errand), but each _seat_ in such vehicles could -- either at rush hour or at other high-volume periods -- become separate units, assigned by the central computer to individual riders waiting at joint transit-shared-car depots as parts of longer but more direct commutes. A shared car could be picked up by a driver who then follows a pick-up schedule within his neighbourhood as dictated by a dashboard screen, droping off some of his riders at stations along the way, picking up replacements, and eventually ending up near his place of work, perhaps with a couple riders still aboard, but with one of these getting the "assignment" to assume the driver's seat and continue taking instructions until reaching his/her workplace, with the vehicle eventually being parked in a workplace for various single-user trips, until getting used for an evening multi-commute to a neighbourhood. 5. In smaller rural communities, shared cars could have an even more versatile role. Where such communities lack a transit or even a taxi service, let along car-rental or delivery service, the shared vehicles could serve all these, with an insurance system that would allow the vehicles to be used for people to drive others for hire. Such versatility could be especially important where the demand for any one service is not great enough for a dedicated vehicle, but there would be enough for the vehicle serving the range of uses over the day and week, with perhaps the city magistrate's staff playing the role of vehicle/system provider and "referee" between the various users. Think of the results: - the reductions in the # of vehicles to be accommodated on our roads and in parking lots (and in store sizes) - the reductions in driving, especially in neighbourhoods - the reduction in manufacturing costs - the increase in vehicle maintenance - the reduction in vehicle size in terms of being big enough for the trip and no more. - the reduction in cold-engine starts - the opportunities to monitor and control driver behaviour - the increase in access by the poor to motor-vehicle use at modest costs (and less resort to owning/using very old, unreliable cars) - the increased quality of vehicles manufactured for such a market. - the increase in viability of stores and services within walking distance (and thus a resuscitation of main streets) Chris Bradshaw Ottawa (pedestrian advocate and carshare provider) From Ecenbarger at aol.com Fri Nov 12 00:26:57 2004 From: Ecenbarger at aol.com (Ecenbarger@aol.com) Date: Thu, 11 Nov 2004 10:26:57 EST Subject: [sustran] Reader's Digest Artticle Message-ID: <103.540d26e2.2ec4dec1@aol.com> I am a staff correspondent for Reader's Digest, and I am writing an article about bus safey in Asia. I welcome any and all comments. I will be in Kuala Lumpur on Dec. 8 and 9 and would like to interview officials and experts. My email address is _ecenbarger@aol.com_ (mailto:ecenbarger@aol.com) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041111/00b6de4f/attachment.html From intlbike at ibike.org Sat Nov 13 15:26:21 2004 From: intlbike at ibike.org (David Mozer) Date: Fri, 12 Nov 2004 22:26:21 -0800 Subject: [sustran] Korea's Bicycle and Pedestrian Facilities Engineering Message-ID: <000101c4c949$b5340f60$0400a8c0@domain.actdsltmp> We recently posted the following page, which may be of interest to readers: Selected Elements of Korea's Bicycle and Pedestrian Facilities Engineering, http://www.ibike.org/engineering/kr-nmt/index.htm International Bicycle Fund - www.ibike.org Promoting sustainable transport and understanding worldwide. A non-profit organization. From ericbruun at earthlink.net Thu Nov 18 23:56:55 2004 From: ericbruun at earthlink.net (Eric Bruun) Date: Thu, 18 Nov 2004 09:56:55 -0500 Subject: [sustran] Fw: VMT Fee possibility in CA Message-ID: <006101c4cd82$c779b020$daf945cf@earthlink.net> Sent: Tuesday, November 16, 2004 6:22 PM Subject: VMT Fee possibility in CA > From the Los Angeles Times > > THE STATE > > DMV Chief Backs Tax by Mile > New appointee has advocated a levy based on how much and where motorists > drive. Idea is gaining support, but privacy advocates worry. > By Robert Salladay > Times Staff Writer > > November 16, 2004 > > SACRAMENTO -- Gov. Arnold Schwarzenegger on Monday appointed a new > Department of Motor Vehicles director who has advocated taxing motorists for > every mile they drive ? by placing tracking devices in their cars. > > The idea would mean a significant overhaul of how California collects taxes > to maintain its often-crumbling roads. Under the plan, the state gas tax ? > now 18 cents a gallon ? would be replaced with a tax on every mile traveled > by each car and truck. > > The notion has not been endorsed by Schwarzenegger but is gaining acceptance > among transportation and budget experts. As Californians drive increasingly > more fuel-efficient cars, state officials are alarmed that the gasoline tax > will not raise enough money to keep up with road needs. > > Charging people for the miles they drive also worries some owners of hybrid > cars, because it could wipe out any gas-tax savings they now enjoy. > > Dan Beal, managing director of public policy for the Automobile Club of > Southern California, said altering the system would remove one incentive to > buying new-technology hybrid cars like the Toyota Prius, because its owner > would pay the same fuel tax as a Hummer owner. > > "You are arguing against people taking risks on technology development," > said Beal, warning that some mile-tracking systems could invite fraud more > than the reliable tax meters at the pump. > > Any change in the state's gasoline tax would have to be approved by the > Legislature. > > Privacy advocates worry about the government tracking the whereabouts of > every car in California. In one scenario ? currently being tested in Oregon > ? tracking devices send a signal to a GPS satellite following the car, and > that information would be used to calculate the tax bill. Other devices send > a signal directly from the car to the pump, which calculates the tax based > on the odometer reading. > > Annalee Newitz, a policy analyst for the Electronic Frontier Foundation in > San Francisco, which monitors privacy issues, said if the device "can > communicate with a satellite and then communicate back with another device > on the ground, it could be used for something else. That would be my > concern: How are limits placed on how this device could be used?" > > Yet some transportation experts say the technology has wider implications. > Officials are intrigued by the idea because California could begin taxing > people for using specific roads at specific times. To keep people off > freeways at peak hours, for example, per-mile fees for city streets could be > pegged at a lower rate than the highway. That could prompt people to use > alternative routes. > > The governor and other top aides are exploring ways to alter our > gasoline-driven society: Schwarzenegger wants more hybrid and > hydrogen-fueled cars, and his new EPA secretary, Terry Tamminen, is writing > a book about ending the use of oil entirely, calling it a "dinosaur." > > For the state budget, the trend looks grim. Revenue from the gas and diesel > fuel tax ? about $3.3 billion ? will have declined 8% between 1998 and 2005, > adjusted for inflation, but the amount of miles traveled by cars and trucks > on California roads has increased 16%, according to a February report by the > legislative analyst. The California Transportation Commission has said the > state needs about $100 billion in road and freeway repairs. > > The appointment of Joan Borucki, a Democrat and longtime Caltrans official, > has placed an advocate for a per-mile transportation tax within the top > ranks of the Schwarzenegger administration. > > She included the notion in the California Performance Review, a > top-to-bottom audit ordered by Schwarzenegger last year. Borucki was the > leader on the transportation section and pushed the idea of an > odometer-based fee at an August public meeting in Riverside. > > The idea has been circulating because more Californians are driving > fuel-efficient cars, the review warned. Less gasoline consumed means less > money for the state's coffers from the gas tax ? even though people are > driving and damaging roads just as much. "Electric vehicles, fuel-cell > vehicles or other future fuels would not be taxed under" the existing > per-gallon system, the report said. > > The administration said Borucki was not available Monday, but she said in a > statement that she wants to transform the DMV "into a customer-friendly, > service-oriented unit of our government." Borucki, who was on the California > Transportation Commission for two years, still needs state Senate > confirmation for the $123,255-a-year job. She started at Caltrans in 1980 > and worked her way up to manager of new technology and deputy district > director for planning. > > "She's devoted, and she's knowledgeable about the state's situation," said > Elizabeth Deakin, a policy expert with the UC Transportation Center who has > known her for 15 years. "She understands the state's concerns about wanting > good service, and she understands technology." > > In Orange and San Diego counties, some freeways are using what is called > "congestion pricing" ? vehicles pay to use certain lanes at peak hours. And > two similar systems are being tested in Oregon. > > Around Seattle, the Puget Sound Regional Council is placing global > positioning devices in 500 cars to monitor where they drive ? and then > calculating a usage fee based on the roads they use and the times they > drive. In Eugene, Ore., test cars are being outfitted with tracking devices > that link up with special gas pumps around the area. > > Currently, cars with high fuel efficiency and large trucks don't generate > enough revenue from fuel taxes to pay for the burden they place on roads, > said Randall Pozdena, managing director of ECONorthwest, an economic > consulting firm. A large truck, he said, can do as much damage on a city > street as 10,000 cars, but it still pays the same amount of per-gallon > gasoline tax, assuming the gas was purchased in California in the first > place. > > Drivers "can start allocating how much time they spend on each type of > street," said Andrew Poat, a former Caltrans official who works for the city > of San Diego. It could get even more detailed: Large trucks could be charged > higher fees for using residential streets rather than more fortified > freeways. > > "It's just like water. We're trying to get water and energy meters to tell > you what time of day you use energy. You use energy at peak hours on a > really hot day, you pay more for that?. We need to start sending those price > signals to users." > > Still, privacy advocates worry about "usage creep" ? like how the driver's > license has evolved into official identification for nearly everyone. The > information collected about mileage potentially could be subpoenaed in a > court case or used to track someone without their knowledge, they fear. > > But Pozdena and Deakin, the transportation experts, said most people don't > care about this issue as much as privacy advocates, especially when > presented with the possibility that as much as 25% of the road could be used > by hybrids in the future. Drivers of non-hybrid cars have said it's unfair > to pay the larger burden of gasoline taxes, they said. > > "While some people are concerned about civil liberties, most people are > not," Deakin said. "One of the things we found from focus groups and surveys > is that most people said if the government wanted to track you, they have > other ways to do it." > Copyright ? 2004, The Los Angeles Times > > > > http://ktla.trb.com/news/local/ktla-me-dmv16nov16-lat,0,4948773,print.story? coll=ktla-news-1 > > Regards, > > Irvin Dawid > Sustainable Land Use (SLU) committee/Chair > Loma Prieta chapter, Sierra Club > 650-853-0558 (home phone with message) > http://lomaprieta.sierraclub.org/slu/ > 415-977-5500*7017 (frequent day phone, no message) > > - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - > Sign up to receive Sierra Club Insider, the flagship > e-newsletter. Sent out twice a month, it features the Club's > latest news and activities. Subscribe and view recent > editions at http://www.sierraclub.org/insider/ From eric.britton at ecoplan.org Fri Nov 19 22:08:03 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Fri, 19 Nov 2004 14:08:03 +0100 Subject: [sustran] "Poll finds little faith in politicians worldwide" - and new mobility hard truths Message-ID: <016001c4ce38$d1739580$6501a8c0@jazz> Dear Friends of Sustainable Development and Social Justice, Why are our transportation arrangements so patently and egregiously unsustainable? Why is the entire concept of sustainable development and social justice so often little more than a parade of pious but at the end of the day unfelt and unbelieved rhetoric - on the part of those who should be able to advance the agenda? Well, think about this? As far as I am concerned, this is the landscape, the sort of grim reality that we need to get our brains around, accept it as one of the keys to the challenge, and then deal with it. The bottom line is this: it will not be through sweet reason and long term proposals that we will get our cities and our lives on the path to sustainability. We need to be near term (like the problems), concrete, forthright and convincing. We also need to be able to offer an alternative that people can understand have confident in and want to make happen. Which - I am sure that you already guessed this one - we are working so hard on the idea of the New Mobility 20/20 Challenge Initiative, which we very much hope you will get behind. Stay tuned. Get involved. Be a part of the solution. Let's put pressure on these guys that they cannot run away from. We know what we have to do. Starting today. Eric Britton Convener, The New Mobility Agenda at http://newmobility.org Free video/voice conferencing: Click to http://newmobilitypartners.org The Commons: Open Society Sustainability Initiative at http://ecoplan.org The Commons: Increasing the uncomfort zone for hesitant administrators and politicians; pioneering new concepts for business, entrepreneurs, activists, community groups, and local government; and through our joint efforts, energy and personal choices, placing them and ourselves firmly on the path to a more sustainable and more just society. Poll finds little faith in politicians worldwide By Meg Bortin International Herald Tribune Friday, November 19, 2004 PARIS Distrust of political leaders is high across the world, with significant majorities of people viewing the authorities of their countries as dishonest, wielding too much power and overly susceptible to influence, according to a new global opinion survey. Among Western Europeans, the poll indicated, Germans were by far the most critical of their politicians, with 76 percent of those surveyed viewing political leaders as dishonest, compared with 46 percent for the region as a whole. In Eastern Europe, however, 90 percent of Poles surveyed said they viewed politicians as dishonest. In France, respondents were generally less critical of their politicians than were respondents elsewhere in Western Europe of theirs, Gallup International said in an analysis of the results. In Britain, respondents felt strongly that their leaders responded to pressure from "people more powerful than them," perhaps a reflection of popular resentment of Prime Minister Tony Blair's relations with the Bush administration. The "Voice of the People" poll, which surveyed 50,000 people in 60 countries, was conducted by Gallup International from June to August. It was commissioned by the World Economic Forum in preparation for its annual meeting of world leaders in Davos, Switzerland, which next convenes from Jan. 26 to 30. A spokesman for the forum, Mark Adams, said in a telephone interview that the poll's results would help set the frame of reference for the meeting. He said the poll's dismal findings on political honesty would have to be addressed in Davos. "When you have a group of world leaders getting together to discuss the state of the world, it is imperative for them to have an idea of what the world's people are actually thinking," Adams said. Others, however, said that the poll results should be viewed with caution. "When you use highly qualitative words, you run a big risk," said a European policy analyst who asked that his name not be published. "The word dishonesty doesn't cover the same semantic field in every language." Globally political leaders were viewed as dishonest by 63 percent of those surveyed and as unethical by 52 percent. The view on dishonesty was highest in Asia (73 percent), Africa (82 percent) and Latin America (87 percent). In Britain, where there has been strong opposition to Blair's cooperation in the U.S.-led war in Iraq, nearly three-quarters of those surveyed said their political leaders responded to pressure from the more powerful. This compares with 58 percent in Western Europe overall and 57 percent worldwide. France lines up with Western Europe in this regard, but, Gallup said, "On all other dimensions, French people are far less likely to criticize their politicians, with French results approximately 10 percentage points behind the average for Western Europe." Business leaders fared better than politicians in world perceptions, according to the survey, with 43 percent globally viewing them as dishonest and 39 percent as behaving unethically. Again, Germans were more critical than the norm, with 70 percent condemning their business leaders as dishonest and 69 percent condemning them as unethical. Asians showed relatively more confidence in their business leaders than did other regions, with about half believing that captains of industry "respond to pressure from people more powerful than them," compared with about two-thirds in North America. Perceptions of whether the world will be a safer place in the future varied sharply from region to region, and often had changed since last year. In Western Europe, 55 percent feel the next generation faces a more perilous future. While high, that figure is 9 percent less than last year, when opposition to the war in Iraq was perhaps more vivid in Europe than it is now. The most optimistic predictions for the future came from Africa, where 50 percent said the world would be safer in future, compared with 30 percent who said it would be less safe. There was also optimism in Eastern Europe, with 34 percent expecting safer times for the next generation, compared with 27 percent who were pessimistic. One of the most pessimistic regions surveyed was the Middle East, and the most pessimistic country was Egypt, where more than seven out of 10 people thought the future looked dim. "Globally, women are slightly more pessimistic than men," Gallup said in its review, "with 46 percent of women saying the world will be a less safe place for future generations, compared with 43 percent of men." Opinions diverged sharply in Europe on the prospects for economic prosperity. In Western Europe, those expecting harder times number more than double those expecting greater prosperity; that proportion is reversed in Eastern Europe, where the number expecting good times is triple the number predicting a harder economic future. Pessimism was strongest in Germany, where 74 percent predicted greater economic problems in future, up from 69 percent last year. Also pessimistic were respondents in Switzerland (64 percent) and Austria (60 percent), while "North America is completely divided on this issue," Gallup said. Prospects for political stability and economic prosperity will be at the center of discussions in Davos, where the theme this time will be "Taking Responsibility for Tough Choices." Adams, the spokesman for the World Economic Forum, said the meeting would cover "areas of concern where choices need to be made," from global warming and AIDS to the Middle East. "Change is not likely overnight," he said, adding however that if the leaders gathering in Davos review the poll results and "see that what they're doing is not in accord with their people, hopefully it will slowly have an effect." Gallup said the results are statistically representative of the views of more than 1.2 billion people worldwide. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041119/b90a52f0/attachment.html From aables at adb.org Fri Nov 19 19:53:50 2004 From: aables at adb.org (aables@adb.org) Date: Fri, 19 Nov 2004 18:53:50 +0800 Subject: [sustran] Transforming Cities through Sustainable Transport Systems Workshop December 1, 2004 (Wednesday), ADB Auditorium A-B (take 2) Message-ID: Asian Development Bank, Shell Philippines, the Partnership for Clean Air (PCA) and the Clean Air Initiative for Asian Cities (CAI-Asia) have invited Enrique Pe?alosa, the former mayor of Bogot?, and the architect of the transport revolution in Bogot? to visit Manila and to share his experiences with the transport and air quality management community in Manila. He will give the keynote speech in the "Transforming Cities through Sustainable Transport Systems" workshop on December 1, 2004, Wednesday from 8:30 to 11:45 a.m. at Auditorium A-B, Asian Development Bank. Enrique Pe?alosa is an accomplished public official who has demonstrated the success of his innovative ideas and management abilities while he was Mayor of Bogot?, Colombia. During his tenure from 1998-2001, he led a profound city transformation by carrying out a different urban paradigm, giving "priority to children's happiness over automobile mobility." Those interested to participate in this event can confirm their participation with Au Ables of the CAI-Asia Secretariat by email: aables@adb.org or phone: 632 4444 (extn. 70820) Deadline to confirm: 26 November 2004 (Friday) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041119/fb2f956e/attachment-0001.html -------------- next part -------------- A non-text attachment was scrubbed... Name: Transforming Cities Workshop Announcement.doc Type: application/octet-stream Size: 39936 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041119/fb2f956e/TransformingCitiesWorkshopAnnouncement-0001.bin From pendakur at interchange.ubc.ca Sat Nov 20 01:52:48 2004 From: pendakur at interchange.ubc.ca (V. Setty Pendakur) Date: Fri, 19 Nov 2004 08:52:48 -0800 Subject: [sustran] Re: Transforming Cities through Sustainable Transport SystemsWorkshop December 1, 2004 (Wednesday), ADB Auditorium A-B (take 2) References: Message-ID: <007701c4ce59$d8cc5ee0$975d4540@vqo1g195m03x39> Thanks. I am unable to attend. However, if there is a presentation in ppt or otherwise, I would love to see it. Best wishes. Setty. V. Setty Pendakur President Pacific Policy and Planning Associates 702--1099 Marinaside Crescent Vancouver, BC, Canada V6Z 2Z3 Phone: 604-263-3576; Fax:604-263-6493 ----- Original Message ----- From: aables@adb.org To: cai-asia@lists.worldbank.org ; bus_transport_service@yahoogroups.com ; usapanghangin@yahoogroups.com ; sustran-discuss@list.jca.apc.org ; partnershipforcleanair@yahoogroups.com Sent: Friday, November 19, 2004 2:53 AM Subject: [sustran] Transforming Cities through Sustainable Transport SystemsWorkshop December 1, 2004 (Wednesday), ADB Auditorium A-B (take 2) Asian Development Bank, Shell Philippines, the Partnership for Clean Air (PCA) and the Clean Air Initiative for Asian Cities (CAI-Asia) have invited Enrique Pe?alosa, the former mayor of Bogot?, and the architect of the transport revolution in Bogot? to visit Manila and to share his experiences with the transport and air quality management community in Manila. He will give the keynote speech in the "Transforming Cities through Sustainable Transport Systems" workshop on December 1, 2004, Wednesday from 8:30 to 11:45 a.m. at Auditorium A-B, Asian Development Bank. Enrique Pe?alosa is an accomplished public official who has demonstrated the success of his innovative ideas and management abilities while he was Mayor of Bogot?, Colombia. During his tenure from 1998-2001, he led a profound city transformation by carrying out a different urban paradigm, giving "priority to children's happiness over automobile mobility." Those interested to participate in this event can confirm their participation with Au Ables of the CAI-Asia Secretariat by email: aables@adb.org or phone: 632 4444 (extn. 70820) Deadline to confirm: 26 November 2004 (Friday) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041119/71d3ae3f/attachment.html From kisansbc at vsnl.com Sat Nov 20 15:40:44 2004 From: kisansbc at vsnl.com (Kisan Mehta) Date: Sat, 20 Nov 2004 12:10:44 +0530 Subject: [sustran] Re: Transforming Cities through Sustainable Transport SystemsWorkshop December 1, 2004 (Wednesday), ADB Auditorium A-B (take 2) References: Message-ID: <003f01c4cecb$dc72a3c0$3226020a@im.eth.net> ----- Original Message ----- From: aables@adb.org To: cai-asia@lists.worldbank.org ; bus_transport_service@yahoogroups.com ; usapanghangin@yahoogroups.com ; sustran-discuss@list.jca.apc.org ; partnershipforcleanair@yahoogroups.com Sent: Friday, November 19, 2004 4:23 PM Subject: [sustran] Transforming Cities through Sustainable Transport SystemsWorkshop December 1, 2004 (Wednesday), ADB Auditorium A-B (take 2) Asian Development Bank, Shell Philippines, the Partnership for Clean Air (PCA) and the Clean Air Initiative for Asian Cities (CAI-Asia) have invited Enrique Pe?alosa, the former mayor of Bogot?, and the architect of the transport revolution in Bogot? to visit Manila and to share his experiences with the transport and air quality management community in Manila. He will give the keynote speech in the "Transforming Cities through Sustainable Transport Systems" workshop on December 1, 2004, Wednesday from 8:30 to 11:45 a.m. at Auditorium A-B, Asian Development Bank. Enrique Pe?alosa is an accomplished public official who has demonstrated the success of his innovative ideas and management abilities while he was Mayor of Bogot?, Colombia. During his tenure from 1998-2001, he led a profound city transformation by carrying out a different urban paradigm, giving "priority to children's happiness over automobile mobility." Those interested to participate in this event can confirm their participation with Au Ables of the CAI-Asia Secretariat by email: aables@adb.org or phone: 632 4444 (extn. 70820) Deadline to confirm: 26 November 2004 (Friday) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041120/4bbccc20/attachment.html From kisansbc at vsnl.com Sat Nov 20 15:44:05 2004 From: kisansbc at vsnl.com (Kisan Mehta) Date: Sat, 20 Nov 2004 12:14:05 +0530 Subject: [sustran] Re: Transforming Cities through Sustainable Transport SystemsWorkshop December 1, 2004 (Wednesday), ADB Auditorium A-B (take 2) References: Message-ID: <004a01c4cecc$54349940$3226020a@im.eth.net> ----- Original Message ----- From: aables@adb.org To: cai-asia@lists.worldbank.org ; bus_transport_service@yahoogroups.com ; usapanghangin@yahoogroups.com ; sustran-discuss@list.jca.apc.org ; partnershipforcleanair@yahoogroups.com Sent: Friday, November 19, 2004 4:23 PM Subject: [sustran] Transforming Cities through Sustainable Transport SystemsWorkshop December 1, 2004 (Wednesday), ADB Auditorium A-B (take 2) Asian Development Bank, Shell Philippines, the Partnership for Clean Air (PCA) and the Clean Air Initiative for Asian Cities (CAI-Asia) have invited Enrique Pe?alosa, the former mayor of Bogot?, and the architect of the transport revolution in Bogot? to visit Manila and to share his experiences with the transport and air quality management community in Manila. He will give the keynote speech in the "Transforming Cities through Sustainable Transport Systems" workshop on December 1, 2004, Wednesday from 8:30 to 11:45 a.m. at Auditorium A-B, Asian Development Bank. Enrique Pe?alosa is an accomplished public official who has demonstrated the success of his innovative ideas and management abilities while he was Mayor of Bogot?, Colombia. During his tenure from 1998-2001, he led a profound city transformation by carrying out a different urban paradigm, giving "priority to children's happiness over automobile mobility." Those interested to participate in this event can confirm their participation with Au Ables of the CAI-Asia Secretariat by email: aables@adb.org or phone: 632 4444 (extn. 70820) Deadline to confirm: 26 November 2004 (Friday) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041120/fe5afbb2/attachment.html From Ecenbarger at aol.com Sat Nov 20 22:03:40 2004 From: Ecenbarger at aol.com (Ecenbarger@aol.com) Date: Sat, 20 Nov 2004 08:03:40 EST Subject: [sustran] Reader's Digest Article Message-ID: <1a4.2b8f0803.2ed09aac@aol.com> I?m writing an article on the dangers of bus travel in Asia. I am seeking expert opinions on this subject; insights and suggestions are most welcome. What is the scope and gravity of the problem of bus travel in Asia? What are the principal causes and what are some solutions? Also seeking statistics, documents, news articles and any other relevant information in this topic I will greatly appreciate any help on this. --Bill Ecenbarger, Reader?s Digest ecenbarger@aol.com -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041120/ef1ae3bb/attachment.html From et3 at et3.com Sun Nov 21 01:26:11 2004 From: et3 at et3.com (Daryl Oster) Date: Sat, 20 Nov 2004 11:26:11 -0500 Subject: [sustran] Re: Reader's Digest Article In-Reply-To: <1a4.2b8f0803.2ed09aac@aol.com> Message-ID: <20041120162619.3978C2C65D@mx-list.jca.ne.jp> Bill, My wife and I liven in Chengdu China for several months, during the last 2 years, (we just returned to the US this week). We often observed (and photographed) the conflicting driving habits of buses, taxis, personal cars, bicycles, pedestrian carts, trucks, and small utility vehicles. From the perspective of riding in the busses, the bikes, carts, and pedestrians are the main problem. From the perspective of walking or biking: the cars, taxis, trucks, and busses are the problem. The main "problem" in my opinion, is not busses, or bikes, it is massive failure (by all) to follow rules that would result in orderly and more rapid flow for all modes. Traffic lights are totally ignored by bikes, pedestrians walk in the street instead of the sidewalk (no one knows why - they have just always walked in the street!), bikes pass the pedestrians without looking back, or signaling, and bikes and motorcycles drive on the sidewalks, 3 wheel utility "mopeds" pass the bikes - again without looking back or signaling - trucks pass the utilities vehicles - taxis cars and busses blast past the trucks - soon all flow is in one direction - when facing a wall of flow, vehicles traveling in the opposite direction often see better opportunity on the wrong side of the road -- Chaos rules - the attempts at order appear mere suggestions. There is much less mode conflict on freeways in China, the main problem on freeways is failure to observe lane priority, attempting to "create" new lanes in heavy flow, and failure to signal intentions and make sure to clear the intended lane before switching lanes to pass a slower vehicle. The problems are endemic to all vehicles - not just busses. So much for the "problems"; IMO, the solutions are: improved driver education, to strictly enforce rules that separate the mixed flow, and to rapidly develop solutions (like ETT) that eliminate the opportunity for the conflicts of mixed flow. This is all occurring in China- but it must happen faster. Daryl Oster (c) 2004? all rights reserved.? ETT, et3, MoPod, "space travel on earth" e-tube, e-tubes, and the logos thereof are trademarks and or service marks of et3.com Inc.? For licensing information contact:??? et3@et3.com , www.et3.com? POB 1423, Crystal River FL 34423-1423? (352)257-1310 > -----Original Message----- > From: sustran-discuss-bounces+et3=et3.com@list.jca.apc.org > [mailto:sustran-discuss-bounces+et3=et3.com@list.jca.apc.org] On Behalf Of > Ecenbarger@aol.com > Sent: Saturday, November 20, 2004 8:04 AM > To: sustran-discuss@list.jca.apc.org > Subject: [sustran] Reader's Digest Article > > I?m writing an article on the dangers of bus travel in Asia. I am seeking > expert opinions on this subject; insights and suggestions are most > welcome. What is the scope and gravity of the problem of bus travel in > Asia? What are the principal causes and what are some solutions? > Also seeking statistics, documents, news articles and any other relevant > information in this topic > I will greatly appreciate any help on this. > > --Bill Ecenbarger, Reader?s Digest > ecenbarger@aol.com > > -- > This message has been scanned for viruses and > dangerous content by Netsignia Online , and is > believed to be clean. From etts at indigo.ie Sun Nov 21 02:08:09 2004 From: etts at indigo.ie (Brendan Finn) Date: Sat, 20 Nov 2004 17:08:09 -0000 Subject: [sustran] Re: Reader's Digest Article In-Reply-To: <1a4.2b8f0803.2ed09aac@aol.com> Message-ID: Asia is a big place, with a lot of diversity. Which part of Asia do you want to look at - India, China, Indonesia, Central Asia, the Middle East ? Also, which sort of buses - urban, rural, intercity ? I guess when I saw your request, the first thing that occurred to me was that you wanted just the bad stuff, but I presume that you actually want any experiences. I think it would be useful (and maybe fairer as well) to differentiate between problems with people which can also happen on the bus (maybe a crowded bus gives extra opportunities), and problems with the buses and drivers. I spend a lot of time in Central Asia (the 'Stans), most recently in Kazakhstan. Travel on the urban buses is generally safe, both in terms of accident risk and from unwanted attentions. Big buses are fine, and reasonably comfortable, even if a little old. There has been a proliferation on small buses (route-taxis or marshrutki) in recent years. The drivers are less well trained, the conditions more cramped, and it's herder to figure where you are or where you're going. Nonetheless, safety is reasonably good. Among other data, I collected information on the number of fatalities and serious injuries involving urban public transport in a number of Kazakh cities. They range from zero to 4 fatalities in a year. Taking into account the mileage, and calculating an overall fatalities per 10 million miles, the figures were just a little worse than Dublin, where I'm from. My experience of the transport authorities is that they make quite reasonable efforts to enforce basic safety and technical quality of the vehicles doing urban transport, although they have less control over the vehicles entering the city form outside. The intercity services are somewhat different, being effectively a deregulated market. Vehicles are old, and of varying quality. Safety is not at the same level as in the cities. I used a number of buses between the North-East and East cities. From the passenger's perspective, there is some discomfort, especially caused by poor ventilation. However, I never felt that any threat, hostility or risk of theft either on the buses or in the bus stations (although some were a bit scruffy, and could be intimidating to people not used to them). I have been on buses with no brakes, no windscreen, one driven by a driver clearly getting his first lesson, and so forth, but I have not witnessed reckless driving, or heard concerns among people about safety. I found the passengers friendly and chatty to each other and to me, and that there was a general 'camaraderie of the road'. I would make similar comments about the urban transport services in Uzbekistan and Kyrgyzstan where I have also lived and worked, but I don't have first-hand experience or really know the intercity services in those countries. My limited experience of intercity, coach and urban bus services in Malaysia has all been very positive. Sometimes it's a little creaky at the seams, especially in the lower used and lower-tariff services, but I've never seen either poor quality vehicles or reckless driving. In fact, in places such as Kuching and Kota Kinabalu (Malaysian Borneo) I've been really impressed by the driving standards of the minibus drivers. By contrast, Sri Lanka is worrying. There are two sectors - the more-or-less state sector that are part of the former (?) Ceylon Transport Board. These are the 'peoplised' companies, and have about 6.000 buses. Generally, the vehicles are maintained OK and driven somewhere between OK and OK-ish. By contrast, the private operators - maybe 6,000+ vehicles - have no such restraint, and drive recklessly. This leads to many accidents and many fatalities. Traffic levels on Sri Lankan roads requires playing chicken to overtake, and lets just say there are lots of feathers around. When I was there in June 2002, every day in the paper there were articles and/or editorials complaining about the seriousness of the problem, and there were reports of fatalities - invariably head-ons. I hope this is of help for your article. Brendan Finn. etts@indigo.ie -----Original Message----- From: sustran-discuss-bounces+etts=indigo.ie@list.jca.apc.org [mailto:sustran-discuss-bounces+etts=indigo.ie@list.jca.apc.org]On Behalf Of Ecenbarger@aol.com Sent: 20 November 2004 13:04 To: sustran-discuss@list.jca.apc.org Subject: [sustran] Reader's Digest Article I?m writing an article on the dangers of bus travel in Asia. I am seeking expert opinions on this subject; insights and suggestions are most welcome. What is the scope and gravity of the problem of bus travel in Asia? What are the principal causes and what are some solutions? Also seeking statistics, documents, news articles and any other relevant information in this topic I will greatly appreciate any help on this. --Bill Ecenbarger, Reader?s Digest ecenbarger@aol.com -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041120/6285f9f1/attachment-0001.html From kisansbc at vsnl.com Sun Nov 21 11:12:03 2004 From: kisansbc at vsnl.com (Kisan Mehta) Date: Sun, 21 Nov 2004 07:42:03 +0530 Subject: [sustran] Re: Reader's Digest Article References: <1a4.2b8f0803.2ed09aac@aol.com> Message-ID: <005c01c4cf6f$7e622fe0$3226020a@im.eth.net> As indicated earlier, Mumbai can provide the most appropriate case study for your article. We have hte data, statisstics that you are looking for. You have got to see the conditions physically to grasp the gravity of hte sitution and pick up the info you find to be relevant for your article. Best wishes. Kisan Mehta Save Bombay Committee, 620 Jame Jamshed Road, Dadar East, Mumbai 400014 Tel: 00 91 22 2414 9688 ----- Original Message ----- From: Ecenbarger@aol.com To: sustran-discuss@list.jca.apc.org Sent: Saturday, November 20, 2004 6:33 PM Subject: [sustran] Reader's Digest Article I?m writing an article on the dangers of bus travel in Asia. I am seeking expert opinions on this subject; insights and suggestions are most welcome. What is the scope and gravity of the problem of bus travel in Asia? What are the principal causes and what are some solutions? Also seeking statistics, documents, news articles and any other relevant information in this topic I will greatly appreciate any help on this. --Bill Ecenbarger, Reader?s Digest ecenbarger@aol.com -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041121/83bccba9/attachment.html From itdpasia at adelphia.net Sun Nov 21 12:41:56 2004 From: itdpasia at adelphia.net (John Ernst) Date: Sat, 20 Nov 2004 20:41:56 -0700 Subject: [sustran] Re: Reader's Digest Article In-Reply-To: <1a4.2b8f0803.2ed09aac@aol.com> References: <1a4.2b8f0803.2ed09aac@aol.com> Message-ID: <6.1.0.6.0.20041120131015.01bd0ec0@pop.abs.adelphia.net> I would also suggest that, again for urban buses, a good example of both the problems and the start of a solution can be found in Jakarta. Jakarta is a good example of the deterioration of urban bus service in Asia caused by the downward spiral of bus service as passengers switch to motorcycles, and eventually cars. The increase in private vehicles produces severe congestion. As the buses are caught in that congestion, they suffer from longer travel times, more fuel use, and more wear and tear, per passenger fare. Corners are cut that decrease bus and service quality. This provides incentive for more passengers to switch to motorcycles and other modes, reducing fare revenue, further increasing congestion ... thus the downward spiral. The result in Jakarta is some very old, patched together, highly polluting, poorly regulated buses. Security on-board is non-existent and pickpockets and "razor artists" (who slit open your bag or pocket to remove the contents) are both skilled and plentiful. The licensing system is non-transparent to say the least, and there is also an informal system of streetside extortion of bus operators (with either the tacit or active support of the police). On the solution side, Jakarta implemented a bus rapid transit system in January of this year, modeled loosely on the system in Bogota and other Latin American cities. It is not perfect, and the agency - TransJakarta - is struggling to overcome the institutional hurdles inherent in the overall bus system. However, the TransJakarta busway now provides fast, efficient access to the primary business corridor in Jakarta. The buses operate in a segregated lane and so are largely immune from the congestion. Fares are collected before boarding using electronic smart cards, at special enclosed stations. Buses are new and clean, with security personnel in stations and on buses. There is a zero-tolerance policy toward pickpockets (the whole bus is stopped and searched if an incident is reported). Public acceptance has been very high and the system is operating above it's maximum design capacity -- additional buses are being added this year. Although the route is only 13km (8 miles) long, it is carrying about 60,000 passengers per day and already is roughly covering its operating costs. A second corridor is now under construction and a total of 14 corridors are planned. Because the buses are freed from congestion, bus profitability dramatically increases. This presents the opportunity for the city to demand higher quality of service from private operators, while the entire system can operate without government subsidy (unlike nearly every urban rail system which usually saddle governments with massive debt). While the Bus Rapid Transit concept is currently best expressed in Bogota, the idea is spreading in Asia, with systems now being designed in India (Delhi and Hyderabad), Beijing, and elsewhere. Primarily because it reallocates public infrastructure away from private transit and back toward public transit, it likely represents the best hope for high-quality urban bus service in Asia. John - - - - - - - - - - - - - - - - - - - - - - - - - - - - John Ernst - Director, Asia Region ITDP - The Institute for Transport and Development Policy 115 West 30th Street - Suite 1205, New York, NY 10001 Tel +1 (212) 629-8001 Direct Tel +1 (719) 635-8856 Direct Fax +1 (801) 365-5914 Subscribe to ITDP's Sustainable Transport e-update at www.itdp.org - - - - - - - - - - - - - - - - - - - - - - - - - - - - From kisansbc at vsnl.com Sun Nov 21 16:15:12 2004 From: kisansbc at vsnl.com (Kisan Mehta) Date: Sun, 21 Nov 2004 12:45:12 +0530 Subject: [sustran] Fw: Re: Reader's Digest Article Message-ID: <000501c4cf99$d7854d80$3226020a@im.eth.net> Dear Colleagues, Reacting ot John Ernst's contention circulated on 21 November, it is not always that all dissatisfied with deteriorating bus service change over to personal motor cycles and cars. Majority of commuters take to bus service due to higher benefit derived on the principle of marginal utility. Deleriorating bus seuuse reduces its marginal utlity hence they walk the distance. Large number of commuters become pedestrians walking 3 to 6 km to reach the destination as they cannot afford to waste time due to delay. Even a slight increase in the fare reduces bus commutation considerably. Daily journeys in Mumbai's BEST buses declined from 5.1 million to 4.6 following a fare increase about 2 years ago and this has not recovered since. There is clearrly marked inelasticity amongst lower income commuters hence they resort to walking. What John talks about are smaller numer of commuters who can acquire pesonal vehciles backed by considerable incentives, freebies and subsidues. The poor can not dream of a personal vehicle ever. By the way it would be interesting to know as to which public transport of a city carries the largest number of commuters. Mumbai suburban railway and municipalised BEST bus serices provide 10 milion amd 4.6 milliomn jourmneys respectively a day jointly accounting for 88% of the total journeyts undertaken i n Mumbai. Yet the authirutues do not support public transport. The World Bank while extending massive loan to the Mumbai Urban Transport Project has granted sustantial loan to highway construction requiring at the same time the BEST to run bus services on self fvinancing concept which would result in 30 to 40 % fare rise by 2005. Thus Bank has supported the personal vehicle owners by calling for reduction of bus services in addition to liberal loan for construcitng expressways. Having achieved the goal of supporting private vehicles, the Bank is reportedly now consierting extensive loans for ocnsturction of sophisticated road infrastructure for more cars to enter crowded areas. The Bank last week rejected the municipal request for a small loan for construction of paveements. This is how the Bank works for reducing poverty! While new systems now emerging are promising, what is required to be done is to provide adequacy to public transport by improving existing facilities and by drastically removing and reducing movement of personal vehicles on roads. Augmenting hte existing network is more sutainable than introducing new technology on some selected areas. Increasing illfiltration of SUVs on city roads has deepened the problem and increased hardship to residents. Best wishes. Kisan Mehta From eric.britton at ecoplan.org Sun Nov 21 17:17:42 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Sun, 21 Nov 2004 09:17:42 +0100 Subject: [sustran] Reader's Digest Article - getting the message out In-Reply-To: <1a4.2b8f0803.2ed09aac@aol.com> Message-ID: <009201c4cfa2$96f92b20$6501a8c0@jazz> Greetings Bill, I am sure you are aware the extent to which you are getting pure gold from our Sustran friends. You obviously hit a nerve. I hope that you are going to run with the marvelously original and multi-faceted message they are so generously sharing with you a message which incidentally is getting badly lost in the more dominant channels and halls of power entirely strangled for the most part by old thinking about mobility. BTW, I have also cross-posted all this to our New Mobility Cafe ? go to http://newmobility.org , click Talking New Mobility, then the Caf? ? where you may be seeing/getting additional useful input. BTW2 and last: Should you wish we could set up a group videoconference for you on this, inviting the networks to join you at some convenient time for a final round and summing up (for now of course since the discussion is going to go on for many years). To get a first glimpse of how that works, just in case this is not already in your toolkit, go to http://newmobilitypartners.org and maybe start by checking out the simple Option 1. We can then take it from there. Best wishes, Eric Eric Britton Convener, The New Mobility Agenda at http://newmobility.org The Commons: Open Society Sustainability Initiative at http://ecoplan.org Le Frene, 8/10 rue Joseph Bara 75006 Paris, France Free video/voice conferencing: Click to http://newmobilitypartners.org E: postmaster@ecoplan.org T: +331 4326 1323 F/Voicemail hotline: +331 5301 2896 --- Outgoing mail certified Virus Free. Checked by Norton Anti-Virus -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041121/ae10b020/attachment.html From pendakur at interchange.ubc.ca Mon Nov 22 01:02:46 2004 From: pendakur at interchange.ubc.ca (V. Setty Pendakur) Date: Sun, 21 Nov 2004 08:02:46 -0800 Subject: [sustran] Re: Reader's Digest Article References: <1a4.2b8f0803.2ed09aac@aol.com> <6.1.0.6.0.20041120131015.01bd0ec0@pop.abs.adelphia.net> Message-ID: <008401c4cfe4$b20d3680$975d4540@vqo1g195m03x39> Jakarta situation is repeated endlessly in many developing and developed country cities. The key issue is mobility, especially when families in Asia have to compete strenuously for employment and entry into social infrastructure. The motorcycle provides the mobility for the middle income families, who sacrifice safety for higher mobility. The vehicle will generally start from home, drop off children at school, then drop off one spouse at work and the go to work. The bus system could not match this even with BRT. The primary advantage of BRT has to be to increase the operational efficiency of the bus system and as a result provide higher mobility and efficiency for the users. People are looking to maximize the door to door travel efficiency and cost. In many instances, the bus system is way too costly compared to the motorcycle, when only direct costs are considered. The dilemma is too complex to think that BRT alone will solve the problems. Cheers. V. Setty Pendakur President Pacific Policy and Planning Associates 702--1099 Marinaside Crescent Vancouver, BC, Canada V6Z 2Z3 Phone: 604-263-3576; Fax:604-263-6493 ----- Original Message ----- From: John Ernst To: Asia and the Pacific sustainable transport Sent: Saturday, November 20, 2004 7:41 PM Subject: [sustran] Re: Reader's Digest Article I would also suggest that, again for urban buses, a good example of both the problems and the start of a solution can be found in Jakarta. Jakarta is a good example of the deterioration of urban bus service in Asia caused by the downward spiral of bus service as passengers switch to motorcycles, and eventually cars. The increase in private vehicles produces severe congestion. As the buses are caught in that congestion, they suffer from longer travel times, more fuel use, and more wear and tear, per passenger fare. Corners are cut that decrease bus and service quality. This provides incentive for more passengers to switch to motorcycles and other modes, reducing fare revenue, further increasing congestion ... thus the downward spiral. The result in Jakarta is some very old, patched together, highly polluting, poorly regulated buses. Security on-board is non-existent and pickpockets and "razor artists" (who slit open your bag or pocket to remove the contents) are both skilled and plentiful. The licensing system is non-transparent to say the least, and there is also an informal system of streetside extortion of bus operators (with either the tacit or active support of the police). On the solution side, Jakarta implemented a bus rapid transit system in January of this year, modeled loosely on the system in Bogota and other Latin American cities. It is not perfect, and the agency - TransJakarta - is struggling to overcome the institutional hurdles inherent in the overall bus system. However, the TransJakarta busway now provides fast, efficient access to the primary business corridor in Jakarta. The buses operate in a segregated lane and so are largely immune from the congestion. Fares are collected before boarding using electronic smart cards, at special enclosed stations. Buses are new and clean, with security personnel in stations and on buses. There is a zero-tolerance policy toward pickpockets (the whole bus is stopped and searched if an incident is reported). Public acceptance has been very high and the system is operating above it's maximum design capacity -- additional buses are being added this year. Although the route is only 13km (8 miles) long, it is carrying about 60,000 passengers per day and already is roughly covering its operating costs. A second corridor is now under construction and a total of 14 corridors are planned. Because the buses are freed from congestion, bus profitability dramatically increases. This presents the opportunity for the city to demand higher quality of service from private operators, while the entire system can operate without government subsidy (unlike nearly every urban rail system which usually saddle governments with massive debt). While the Bus Rapid Transit concept is currently best expressed in Bogota, the idea is spreading in Asia, with systems now being designed in India (Delhi and Hyderabad), Beijing, and elsewhere. Primarily because it reallocates public infrastructure away from private transit and back toward public transit, it likely represents the best hope for high-quality urban bus service in Asia. John - - - - - - - - - - - - - - - - - - - - - - - - - - - - John Ernst - Director, Asia Region ITDP - The Institute for Transport and Development Policy 115 West 30th Street - Suite 1205, New York, NY 10001 Tel +1 (212) 629-8001 Direct Tel +1 (719) 635-8856 Direct Fax +1 (801) 365-5914 Subscribe to ITDP's Sustainable Transport e-update at www.itdp.org - - - - - - - - - - - - - - - - - - - - - - - - - - - - -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041121/e350f4e5/attachment-0001.html From karl at dnet.net.id Mon Nov 22 11:39:11 2004 From: karl at dnet.net.id (Karl Fjellstrom) Date: Mon, 22 Nov 2004 09:39:11 +0700 Subject: [sustran] Re: Reader's Digest Article In-Reply-To: <20041120162619.3978C2C65D@mx-list.jca.ne.jp> Message-ID: <20041122013917.579752C541@mx-list.jca.ne.jp> Daryl, I've also been in Chengdu, but see it rather differently. Maybe you see it as 'chaos' because there is such a rich diversity of travel modes. (More than 40% of trips in Chengdu are by bicycle.) Of course on a freeway there is much less mode conflict, because most modes are not allowed on them. The main problem in Chengdu is that all of the new roads are being designed to prioritise the less than 5% of trips by private car. Kerb-side bus lanes are being introduced, with bicycles pushed to walkways. In practice there are too many bicycles and the bicycles ride in the bus lane, with buses in the mixed traffic, and so on. At bus stops on these new roads the problems are particularly acute, with high levels of conflict between buses, bicycles, passing pedestrians, and boarding and alighting passengers. The old design had bicycles passing in a wide, separate lane behind the bus stops and worked very well, but this old configuration is being replaced on new roads with a shared bus/bike lane, and on the older roads cars and taxis are now allowed to enter and often to park in the bike lane. Pedestrians in Chengdu sometimes walk in the roadway. They do this not because they like it but because the walkway is blocked, increasingly by parked cars. Cyclists riding on the walkway (still rare in Chengdu) do so not because they prefer it, but because they are forced to by the road design. As in other Chinese cities, the mode share of cycling and walking is rapidly declining. So as I see it the problem is not 'chaos' and the solution is not 'better education / enforcement' (though that will of course be a part of any approach). Rather, the problem is that new road designs favour a very small minority using cars and adversely affect buses, bicycles and pedestrians. A 'solution' could start with a policy priority to the 90% of people walking, using buses and cycling. In Kunming median bus lanes worked well, allowing flows of 8,000 bus passengers/hr/direction, 6,000 bicycles pphpd, and 3,000 pedestrians all in the same corridor, and all with remarkably little conflict, including at intersections. The planners in Chengdu are currently looking into median bus lanes and a higher level Bus Rapid Transit system. There are currently conceptual designs for BRT on the 2nd ring road, the main east-west corridor, and the main north-south corridor. Regards, Karl Fjellstrom -----Original Message----- From: sustran-discuss-bounces+karl=dnet.net.id@list.jca.apc.org [mailto:sustran-discuss-bounces+karl=dnet.net.id@list.jca.apc.org] On Behalf Of Daryl Oster Sent: Saturday, 20 November 2004 11:26 PM To: 'Asia and the Pacific sustainable transport' Subject: [sustran] Re: Reader's Digest Article Bill, My wife and I liven in Chengdu China for several months, during the last 2 years, (we just returned to the US this week). We often observed (and photographed) the conflicting driving habits of buses, taxis, personal cars, bicycles, pedestrian carts, trucks, and small utility vehicles. From the perspective of riding in the busses, the bikes, carts, and pedestrians are the main problem. From the perspective of walking or biking: the cars, taxis, trucks, and busses are the problem. The main "problem" in my opinion, is not busses, or bikes, it is massive failure (by all) to follow rules that would result in orderly and more rapid flow for all modes. Traffic lights are totally ignored by bikes, pedestrians walk in the street instead of the sidewalk (no one knows why - they have just always walked in the street!), bikes pass the pedestrians without looking back, or signaling, and bikes and motorcycles drive on the sidewalks, 3 wheel utility "mopeds" pass the bikes - again without looking back or signaling - trucks pass the utilities vehicles - taxis cars and busses blast past the trucks - soon all flow is in one direction - when facing a wall of flow, vehicles traveling in the opposite direction often see better opportunity on the wrong side of the road -- Chaos rules - the attempts at order appear mere suggestions. There is much less mode conflict on freeways in China, the main problem on freeways is failure to observe lane priority, attempting to "create" new lanes in heavy flow, and failure to signal intentions and make sure to clear the intended lane before switching lanes to pass a slower vehicle. The problems are endemic to all vehicles - not just busses. So much for the "problems"; IMO, the solutions are: improved driver education, to strictly enforce rules that separate the mixed flow, and to rapidly develop solutions (like ETT) that eliminate the opportunity for the conflicts of mixed flow. This is all occurring in China- but it must happen faster. Daryl Oster (c) 2004? all rights reserved.? ETT, et3, MoPod, "space travel on earth" e-tube, e-tubes, and the logos thereof are trademarks and or service marks of et3.com Inc.? For licensing information contact:??? et3@et3.com , www.et3.com? POB 1423, Crystal River FL 34423-1423? (352)257-1310 > -----Original Message----- > From: sustran-discuss-bounces+et3=et3.com@list.jca.apc.org > [mailto:sustran-discuss-bounces+et3=et3.com@list.jca.apc.org] On Behalf Of > Ecenbarger@aol.com > Sent: Saturday, November 20, 2004 8:04 AM > To: sustran-discuss@list.jca.apc.org > Subject: [sustran] Reader's Digest Article > > I?m writing an article on the dangers of bus travel in Asia. I am seeking > expert opinions on this subject; insights and suggestions are most > welcome. What is the scope and gravity of the problem of bus travel in > Asia? What are the principal causes and what are some solutions? > Also seeking statistics, documents, news articles and any other relevant > information in this topic > I will greatly appreciate any help on this. > > --Bill Ecenbarger, Reader?s Digest > ecenbarger@aol.com > > -- > This message has been scanned for viruses and > dangerous content by Netsignia Online , and is > believed to be clean. From roland at actrix.co.nz Tue Nov 23 05:47:36 2004 From: roland at actrix.co.nz (roland@actrix.co.nz) Date: Tue, 23 Nov 2004 09:47:36 +1300 (NZDT) Subject: [sustran] Info on Free Public Transport or Transit Message-ID: <58186.202.22.18.1.1101156456.squirrel@202.22.18.1> Hi Recently a proposal has been floated in New Zealand's major city Auckland for a zero fare policy coupled with a massive expansion of the bus service. I am aware of the range of factors besides fares which influence use of bus services. I would be interested in knowing of any examples or evaluations of free public transport, as the only specific example I have been able to find is in inner-city Perth in Western Austrailia. Any suggestions or pointers much appreciated Thanks in advance for any help Roland Sapsford Advisor Green Party in the Parliament of Aotearoa New Zealand From lfwright at usa.net Tue Nov 23 09:35:31 2004 From: lfwright at usa.net (Lloyd Wright) Date: Mon, 22 Nov 2004 19:35:31 -0500 Subject: [sustran] Re: Info on Free Public Transport or Transit Message-ID: <648ikwahO2800S03.1101170131@cmsweb10.cms.usa.net> There is growing interest in fare-free transit systems, mainly due to underlying economics. The best known example is Hasselt (Belgium) which calculated that 60% of the existing bus fare was going into printing, distributing, and inspecting fares. If other factors are also included in the cost analysis (such as customer wait times, impacts from car usage, etc.), the use of fares was costing more than the income. Thus, the city went with a zero fare policy, which subsequently sent transit ridership from 23,000 passengers per day to over 150,000. The success in Hasselt has also persuaded some urban and regional train services in other parts of Belgium to also go fare free. ------ Original Message ------ Received: Mon, 22 Nov 2004 07:07:18 PM EST From: roland@actrix.co.nz To: sustran-discuss@list.jca.apc.org Subject: [sustran] Info on Free Public Transport or Transit Hi Recently a proposal has been floated in New Zealand's major city Auckland for a zero fare policy coupled with a massive expansion of the bus service. I am aware of the range of factors besides fares which influence use of bus services. I would be interested in knowing of any examples or evaluations of free public transport, as the only specific example I have been able to find is in inner-city Perth in Western Austrailia. Any suggestions or pointers much appreciated Thanks in advance for any help Roland Sapsford Advisor Green Party in the Parliament of Aotearoa New Zealand From litman at vtpi.org Tue Nov 23 09:50:31 2004 From: litman at vtpi.org (Todd Alexander Litman) Date: Mon, 22 Nov 2004 16:50:31 -0800 Subject: [sustran] Info on Free Public Transport or Transit In-Reply-To: <58186.202.22.18.1.1101156456.squirrel@202.22.18.1> Message-ID: <5.1.1.6.0.20041122163456.04908bc8@mail.highspeedplus.com> There are some examples of cities that offer free transit services. See the "Transit Encouragement" (http://www.vtpi.org/tdm/tdm112.htm) and "Carfree Planning" (http://www.vtpi.org/tdm/tdm6.htm) chapters of our Online TDM Encyclopedia. For discussion of the effects on transit ridership see the "Transit Price Elasticities and Cross Elasticities" report (http://www.vtpi.org/tranelas.pdf). For discussion of factors to consider when evaluating transit policies see "Evaluating Public Transit Benefits and Costs" (http://www.vtpi.org/tranben.pdf). Although I am a great fan of transit, and I believe that transit should be as affordable and attractive as possible, I am not necessarily a fan of free transit programs. For one thing, with a given subsidy budget you may attract more riders by charging a fee and using the money to expand and improve transit services. In general, discretionary riders (people who have the option of driving) are more sensitive to service quality than price. Second, when people get something for free they may not value it. Free transit may further stigmatize transit service. Third, this can lead to significant crowding problems. You may gain price sensitive riders at the expanse of comfort sensitive riders. Fourth, free transit may become a hangout for homeless people. A transit vehicle is an expensive place to provide basic shelter. There are certainly some benefits from free transit, including the elimination of fare collection and enforcement, and its a financial benefit to poor people. However, I think that a variety of strategies for increasing transit ridership should be evaluated taking into account all benefits and costs. Targeted discounts (such as transit passes for all students and lower-income residents) may make more sense. Best wishes, -Todd Litman At 09:47 AM 11/23/2004 +1300, roland@actrix.co.nz wrote: >Hi > >Recently a proposal has been floated in New Zealand's major city Auckland >for a zero fare policy coupled with a massive expansion of the bus >service. I am aware of the range of factors besides fares which influence >use of bus services. > >I would be interested in knowing of any examples or evaluations of free >public transport, as the only specific example I have been able to find is >in inner-city Perth in Western Austrailia. > >Any suggestions or pointers much appreciated > >Thanks in advance for any help > >Roland Sapsford >Advisor >Green Party in the Parliament of Aotearoa New Zealand 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 kennaughkb at yahoo.com.au Tue Nov 23 15:22:47 2004 From: kennaughkb at yahoo.com.au (Kirk Bendall) Date: Tue, 23 Nov 2004 17:22:47 +1100 (EST) Subject: [sustran] Re: Info on Free Public Transport or Transit In-Reply-To: <58186.202.22.18.1.1101156456.squirrel@202.22.18.1> Message-ID: <20041123062247.99656.qmail@web21321.mail.yahoo.com> Hello, if I remember correctly, some years ago, Adelaide cancelled its anytime free travel for school students policy as graffiti/vandalism soared and sometimes other travellers felt uncomfortable as not as quiet as usual in their One person operated vehicles. I distinguish the proposal from Perth's CDB Free Travel Zone and CityCats, which are definitely transferable to Auckland. Adelaide also has free CBD circulators. These are Clearly focused on making it easier for all to get around the CBD, connect to stations, Uni(varsity), malls, Hospital and ferries etc. The Unsworth report in NSW has recommended CBD Shuttle buses for Newcastle, Sydeny and Wollongong (~4.5million pop). see www.transport.nsw.gov.au/busreview/ Comparing city-wide free buses With proposals to electrify/extend to airport Auckland's small suburban railsystem, and as most oil is imported, there are other alternatives IMHO which could produce better transport outcomes for the money. If perceived as a "free ride" such a propsal, may not be politically sustainable when the next administration comes on board. Free travel would tend to encourage urban sprawl, growing kms driven and demand for freeways in future years. Kirk Bendall Wollongong (erst-while rider of Auckland's Yellow Bus's and ex-Perth rail cars) --- roland@actrix.co.nz wrote: > Hi > > Recently a proposal has been floated in New > Zealand's major city Auckland > for a zero fare policy coupled with a massive > expansion of the bus > service. I am aware of the range of factors besides > fares which influence > use of bus services. > > I would be interested in knowing of any examples or > evaluations of free > public transport, as the only specific example I > have been able to find is > in inner-city Perth in Western Austrailia. > > Any suggestions or pointers much appreciated > > Thanks in advance for any help > > Roland Sapsford > Advisor > Green Party in the Parliament of Aotearoa New > Zealand > > Find local movie times and trailers on Yahoo! Movies. http://au.movies.yahoo.com From Alan.Perkins at transport.sa.gov.au Tue Nov 23 18:10:23 2004 From: Alan.Perkins at transport.sa.gov.au (Perkins, Alan (DTUP)) Date: Tue, 23 Nov 2004 19:40:23 +1030 Subject: [sustran] Re: Info on Free Public Transport or Transit Message-ID: <1016FD8698B3F14DB829819C6B856EC703626366@sagemsg0005.sagemsmrd01.sa.gov.au> As Kirk says, Adelaide did experiment with free school childrens' travel, with the stated results. Adelaide now recoups about 20% of the operating cost of the metropolitan public transport system in fares (around Aus $60million per annum). Fares are moderate by Australian standards (eg. Aus $ 2.20 - around US $1.65 - for a two-hour ticket), and a substantial proportion of travellers qualify for half price concession fares (school children, pensioners, unemployed etc.). Hence, price does not appear to feature as a factor in customer complaints or in strategies for increasing patronage. In fact, there is an advertising campaign that points out that 'catching the Adelaide Metro. to work you could save you up to $9,000 (Aus) a year" - by selling the second car. So, from our experience, any idea of making the system free would be costly, and sits well below other measures of increasing frequency, reducing travel times, improving safety and quality of service etc. - all measures that will be expensive. As with Perth, the buses that run round the city centre are free. Alan Perkins -----Original Message----- From: sustran-discuss-bounces+alan.perkins=transport.sa.gov.au@list.jca.apc.or g [mailto:sustran-discuss-bounces+alan.perkins=transport.sa.gov.au@list.jc a.apc.org]On Behalf Of Kirk Bendall Sent: Tuesday, 23 November 2004 4:53 PM To: Asia and the Pacific sustainable transport Subject: [sustran] Re: Info on Free Public Transport or Transit Hello, if I remember correctly, some years ago, Adelaide cancelled its anytime free travel for school students policy as graffiti/vandalism soared and sometimes other travellers felt uncomfortable as not as quiet as usual in their One person operated vehicles. I distinguish the proposal from Perth's CDB Free Travel Zone and CityCats, which are definitely transferable to Auckland. Adelaide also has free CBD circulators. These are Clearly focused on making it easier for all to get around the CBD, connect to stations, Uni(varsity), malls, Hospital and ferries etc. The Unsworth report in NSW has recommended CBD Shuttle buses for Newcastle, Sydeny and Wollongong (~4.5million pop). see www.transport.nsw.gov.au/busreview/ Comparing city-wide free buses With proposals to electrify/extend to airport Auckland's small suburban railsystem, and as most oil is imported, there are other alternatives IMHO which could produce better transport outcomes for the money. If perceived as a "free ride" such a propsal, may not be politically sustainable when the next administration comes on board. Free travel would tend to encourage urban sprawl, growing kms driven and demand for freeways in future years. Kirk Bendall Wollongong (erst-while rider of Auckland's Yellow Bus's and ex-Perth rail cars) --- roland@actrix.co.nz wrote: > Hi > > Recently a proposal has been floated in New > Zealand's major city Auckland > for a zero fare policy coupled with a massive > expansion of the bus > service. I am aware of the range of factors besides > fares which influence > use of bus services. > > I would be interested in knowing of any examples or > evaluations of free > public transport, as the only specific example I > have been able to find is > in inner-city Perth in Western Austrailia. > > Any suggestions or pointers much appreciated > > Thanks in advance for any help > > Roland Sapsford > Advisor > Green Party in the Parliament of Aotearoa New > Zealand > > Find local movie times and trailers on Yahoo! Movies. http://au.movies.yahoo.com From etts at indigo.ie Tue Nov 23 18:40:49 2004 From: etts at indigo.ie (etts@indigo.ie) Date: Tue, 23 Nov 2004 04:40:49 -0500 Subject: [sustran] Re: Info on Free Public Transport or Transit Message-ID: <291440-220041122394049732@M2W061.mail2web.com> Roland, I have heard that zero fares have been tried in parts of Flanders (north Belgium). There was certainly a political push to do this, but I'm not sure if it ever got off the ground. The public sector transport operator is De Lijn, and they are the monopoly service provider. Their website is www.delijn.be Although this is in Flemish, if you can read Dutch or German you should be able to get by. In any case, there is a Contact section which should allow you to get to someone who can help you. English is reasonably well known there. If you have any difficulty making contact with them, write me at etts@indigo.ie and I will talk to some people I know there. You might also try www.eltis.org which has information on public transport (mostly or all in Europe). There is a case study or best practice section, and perhaps you will find something useful there. Rome tried it for a few years (I think in the 1970's). The ridership increased a little, but I heard that was due to people making short trips they previously would have walked, and the derelicts using it to pass the time. To my opinion, free travel is not a good way to go. People are generally willing to pay something for their travel, and few people expect to get anything for nothing. What people object to is paying for rubbish or for unpleasant experiences. I don't know the context in Auckland, but I reckon it's not rubbish. If it's reasonably OK, then why give it away for free? If people are unhappy with the quality, spend the money on getting it right, and charge people for it. If people feel it's not frequent enough or going to enough places, spend the money on more buses and a redesign of the network. And charge them for it. Or bring in demand responsive transport, and charge them only the regular bus fare for it. If the bus services are bogged down in congestion, build a busway or take some street space at the expense of the car. That might take political courage, but it will have real results. If there are socially vulnerable groups, target both subsidised tickets and suitable services for their needs, but charge realistic fares to the majority of the population who can well afford it. Whatever you decide, I wish you good luck on this one. But you might ask yourself why all around the world there are very few examples anyone can give you. With best wishes, Brendan Finn. etts@indigo.ie Original Message: ----------------- From: roland@actrix.co.nz Date: Tue, 23 Nov 2004 09:47:36 +1300 (NZDT) To: sustran-discuss@list.jca.apc.org Subject: [sustran] Info on Free Public Transport or Transit Hi Recently a proposal has been floated in New Zealand's major city Auckland for a zero fare policy coupled with a massive expansion of the bus service. I am aware of the range of factors besides fares which influence use of bus services. I would be interested in knowing of any examples or evaluations of free public transport, as the only specific example I have been able to find is in inner-city Perth in Western Austrailia. Any suggestions or pointers much appreciated Thanks in advance for any help Roland Sapsford Advisor Green Party in the Parliament of Aotearoa New Zealand -------------------------------------------------------------------- mail2web - Check your email from the web at http://mail2web.com/ . From eric.britton at ecoplan.org Tue Nov 23 18:44:12 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Tue, 23 Nov 2004 10:44:12 +0100 Subject: [sustran] Info on Free Public Transport or Transit In-Reply-To: <008401c4d138$89833e30$6501a8c0@jazz> Message-ID: <009901c4d141$00e8c230$6501a8c0@jazz> Here from one long time transport observer are my quick thoughts on this. * In general, free transit appears to work best when you have a situation of a defined area (such as CBD), well identified relatively heavily used travel nodes, shortish trips, O/Ds and time profiles of the users (such as you have in both places like Hasselt and Adelaide). A certain common social identification of the users does not hurt either (students being one example). * What is important about traditional public transport services financed by the community is that they are used, and that by their easy and intense use they are taking as big as possible a cut out of the use of cars in cities. For this to work, once the usual daunting problems of origin, destination, scheduling, conditions of transit, interfaces, balancing the books, etc. are taken care of, the keys are: (1) facility/simplicity of access and, yes, (2) a certain sense of "ownership". * When we were working on one of the ordinal studies for the Carte Orange scheme here in France way back, we gave a lot of thought and attention to both of these last. And what we found as we pushed ahead with our studies and interviews was that while unfettered (or close to it) walk-on access is critical (with free schemes being one of several ways of going about this), the latter has important long term effects. * If you "own" the public transport system in the sense that it is yours and you can use it when you need it, you are more likely (a) to use it (fine!) and (b) to take better care of it (hmm). Our analogy was that we were going to offer them the 'keys' to the public transport system, which does require some kind of counter-part initiative and identification on their part. (As Todd and several others here have already pointed out.) * Now, there are myriad ways of paying for it as we here all know well, and if we use these other channels with wit and energy we should be able to make the 'membership fee' a great deal, with the objective of putting the keys to public transportation into the pockets of everyone in our community. * All that said, if in any place you find that you have a strong consensus for free public transportation I would certainly urge you to go for it (albeit with the reserve that it has to be a robust financial proposition otherwise it will just fade away in a daze of ever poorer management). To conclude: All I am thinking about these days in my work is our just forming up New Mobility 20/20 Emergency Initiative (see http://newmobility.org for details), which is based on strategically applied carrots and sticks to achieve its ambitious objectives, which in turn boil down to what Professor Phil Goodwin many years ago used the phrase "packages of measures". Measures, carrots and sticks, policies and practices, which mutually synergize and reinforce each other so that they each do their part, including in many cases lots of small parts, to move us away step by step from the 'Old Mobility' (stuck in traffic, huge transport bills for public sector and individuals, pollution, physical dangers and deaths, rampant public health problems, faceless lives, urban sprawl, and that list which you all know so well goes on and on). . . and on to something better, which we call to keep it as simple as possible 'New Mobility'. PS. I am cross-posting selected items from Sustran to our New Mobility Cafe (at NewMobilityCafe@yahoogroups.com) so that the several hundred people who check into it regularly will have the benefit of these fine exchanges. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041123/94137325/attachment.html From eric.britton at ecoplan.org Tue Nov 23 20:16:51 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Tue, 23 Nov 2004 12:16:51 +0100 Subject: [sustran] Info on Free Public Transport or Transit Message-ID: <00fb01c4d14d$f3f51a30$6501a8c0@jazz> (Cross posted from the New Mobility Cafe at http://newmobility.org) -----Original Message----- From: Tramsol@aol.com [mailto:Tramsol@aol.com] Sent: Tuesday, November 23, 2004 12:02 PM To: WorldTransport@yahoogroups.com Subject: Re: [New Mobility/WorldTransport Forum] Info on Free Public Transport or Tran... Many US Cities have RFZ (Ride Free Zones) in the CBD (Central Business District) and you pay the fare as you leave the bus after it has left the RFZ. THis is a useful tool for keeping MVR (Minimum Vehicle Requirement) down, as the biggest burden on any cross-city route is where the bus is delayed by drivers collecting or even just processing fares, on the vehicle and other vehicles in the traffic queue. By simply allowing walk-on travel during the business day, there is considerably less delay to and caused by buses picking up passengers, and the cost of this is calculated to be greater than that for collecting the fares . That essentially is the guiding principle on providing free public transport. The Belgian town with the free buses, is hasselt (www.hasselt.be), which put in the free bus service because it was cheaper than building a third ring road, and it allowed them to rip up the tarmac on the original Green Boulevard, constructed in the mid 1800's and eroded from a tree lined circular carriage drive to a 4-lane dual carriageway with a few scraggy remnants of the original trees. The conversion of the city into a pleasant place with reborn public squares, and retail turnover 4 times higher per sq m than in mjor shopping districts in Brussels has attracted business to the town, so that the local taxation has, in real terms gone down, whilst still paying for the free bus service, and reducing the city debt, as the city was no longer burdened by the draining and downward spiral of building ever more roads for the relentless supply of cars to fill them. We keep trying to tell this to cities like Glasgow where roads are on a par with New York in their dominance on the public doimain, and lack of maintenance - yet they still think a 6-10 lane motorway carving across the south side, with predicted cost of ?1bn will be an economic benefit....I wish I had their debt manager's skills in convincing my bank manager I need money to spend. It did take courage - as driven by Steve Steavert the then mayor, who went on to become the transport minister for Flanders, and the funding from the Flanders Regional sustainability initiative, and equally one should remember that 80% of the operating costs for all bus services in Flanders is paid by the regional government. A book on the Green Boulevard Project was published, describing the project, and Jan Vanderputte the city transport manager (IIRC) has done a number of presentations on this. Fundamentally like all Green and 'free' transport there is a prime green policy document, one which promises to pay the value printed on it, and folds neatly to go into your wallet. Dave Holladay Transportation Management Solutions Glasgow -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041123/8d0844a4/attachment-0001.html From eric.britton at ecoplan.org Wed Nov 24 01:21:27 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Tue, 23 Nov 2004 17:21:27 +0100 Subject: [sustran] Info on Free Public Transport or Transit Message-ID: <002c01c4d178$7edb52c0$6501a8c0@jazz> >From Dave Wetzel in London on this: Free fares in London People under 5 (11 on buses - rising to 16 next Sept). People over 60. Woolwich "Free" Ferry, linking Woolwich with North Woolwich across the River Thames. All buses in and immediately around Heathrow Airport. Heathrow Express between Terminal 4 and the Central Area of Heathrow. Cashless Bus. To be introduced London-wide in 2006. Over 85% of paxs already have passes etc. (Bus passes, Travelcards, Oyster Pre-Pay, Bus Saver cardboard tickets). Currently there is a Cashless Zone in the heart of London. This works with roadside ticket machines at bus stops. The object is to reduce dwell times at bus stops and hence improve the service and attract even more paxs. (We are already achieving 30%+ growth on the last 4 years since the Mayor was elected). Dave Wetzel; Vice-Chair; Transport for London. Windsor House. 42-50 Victoria Street. London. SW1H 0TL. UK Intl Tel: +44 207 941 4200 Dave, who is a political employee, always takes great pleasure in the accomplishments of his good mayor. ;-) (And by the way most of the world's cities would be damn lucky to have a mayor willing to try new sustainable mobility ideas such as this and more.) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041123/fcbe51f4/attachment.html From mail at ericbritton.org Wed Nov 24 01:18:06 2004 From: mail at ericbritton.org (Eric Britton (personal)) Date: Tue, 23 Nov 2004 17:18:06 +0100 Subject: [sustran] Info on Free Public Transport or Transit Message-ID: <002701c4d178$06e8b050$6501a8c0@jazz> >From Dave Wetzel in London on this: Free fares in London People under 5 (11 on buses - rising to 16 next Sept). People over 60. Woolwich "Free" Ferry, linking Woolwich with North Woolwich across the River Thames. All buses in and immediately around Heathrow Airport. Heathrow Express between Terminal 4 and the Central Area of Heathrow. Cashless Bus. To be introduced London-wide in 2006. Over 85% of paxs already have passes etc. (Bus passes, Travelcards, Oyster Pre-Pay, Bus Saver cardboard tickets). Currently there is a Cashless Zone in the heart of London. This works with roadside ticket machines at bus stops. The object is to reduce dwell times at bus stops and hence improve the service and attract even more paxs. (We are already achieving 30%+ growth on the last 4 years since the Mayor was elected). Dave Wetzel; Vice-Chair; Transport for London. Windsor House. 42-50 Victoria Street. London. SW1H 0TL. UK Intl Tel: +44 207 941 4200 Dave, who is a political employee, always takes pleasure in the accomplishments of his good mayor. ;-) (And by the way most of the world's cities would be damn lucky to have a mayor willing to try new sustainable mobility ideas such as this and more.) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041123/fcd6c5f3/attachment.html From alan at ourpeagreenboat.co.uk Wed Nov 24 05:49:32 2004 From: alan at ourpeagreenboat.co.uk (Alan P Howes) Date: Tue, 23 Nov 2004 20:49:32 +0000 Subject: [sustran] Re: Info on Free Public Transport or Transit - ROLAND SAPSFORD, PLEASE READ In-Reply-To: References: Message-ID: <7r77q0pjgb4qs9cd252pprua0s6uaoa206@4ax.com> There's certainly been a good response to Roland's enquiry. I just hope that he is reading it in sustran-discuss, because like Robert Campbell I could not get an email to him - even when following up (several times) with a blank email as instructed. May be something to do with the definition of "blank email" - my work system automatically adds a disclaimer to everything. So if you are reading this Roland, take a tip and look at http://groups.yahoo.com/group/Transit-Prof/ for even more coverage. And next time you appeal for information, disable that spam filter! Alan On Tue, 23 Nov 2004 12:02:07 -0500, "Robert Campbell" wrote to : > > Here's a 2001 article on free fares from Seattle, Washington, where the County Executive is against a proposal for them. >[I tried sending my previous response to Roalnd Sapsford, and got a return because I was not on his official list of pre-approved contacts.] > > -- Alan P Howes, Perthshire, Scotland alan@ourpeagreenboat.co.uk http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] From alan at ourpeagreenboat.co.uk Wed Nov 24 05:49:35 2004 From: alan at ourpeagreenboat.co.uk (Alan P Howes) Date: Tue, 23 Nov 2004 20:49:35 +0000 Subject: [sustran] Re: [Transit-Prof] Info on Free Public Transport or Transit In-Reply-To: References: Message-ID: To amplify a little on the last point below - This (Scottish) initiative was for "social inclusion" purposes rather than transport policy. As such it has been very popular, and has certainly filled buses. But effects on car use (particularly in peaks) have been small. I agree wholeheartedly with those, e.g. Brendan Finn, who argue against free fares as a way of achieving a "green" transport policy. Better to get car users to pay more gas tax, and spend the proceeds on better transit. Free bread before free buses! Alan On Tue, 23 Nov 2004 08:57:38 +0000, "Alan Howes" wrote to : > >I am sure this (free fares) is NOT the best way to get people out of their cars. I could go on at length ... but no time I'm afraid. > >But in answer to your specific question - I definitely remember that Rome tried such an experiment some time ago - at least 20 years back - resulting in full buses, but no reduction in cars. > >And here in Scotland, all senior citizens (60+) get free local bus travel. This has resulted in some modal shift car to bus - my firm did some monitoring of the effects of the scheme. I could dig around in the results if you want - but may need a few days. > >Alan -- Alan P Howes, Perthshire, Scotland alan@ourpeagreenboat.co.uk http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] From eric.britton at ecoplan.org Wed Nov 24 16:29:02 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Wed, 24 Nov 2004 08:29:02 +0100 Subject: [sustran] Info on Free Public Transport or Transit Message-ID: <009601c4d1f7$4914e550$6501a8c0@jazz> -----Original Message----- From: Lee Schipper [mailto:SCHIPPER@wri.org] Sent: Tuesday, November 23, 2004 10:21 PM To: Tramsol@aol.com; WorldTransport@yahoogroups.com Trouble is it is very difficult to figure out how many riders are real switchers from cars, how many would have walked (my case when I rode in Seattle 10 years ago), and how many are real new trips generated. Not that I would demand 3 digit accuracy, but this is an issue if the busses could be better deployed elsewhere..Do we have any figures from any of these systems in any countries that give an answer? ------------------------- >>> Tramsol@aol.com 11/23/2004 6:02:21 AM >>> Many US Cities have RFZ (Ride Free Zones) in the CBD (Central Business District) and you pay the fare as you leave the bus after it has left the RFZ. THis is a useful tool for keeping MVR (Minimum Vehicle Requirement) down, as the biggest burden on any cross-city route is where the bus is delayed by drivers collecting or even just processing fares, on the vehicle and other vehicles in the traffic queue. By simply allowing walk-on travel during the business day, there is considerably less delay to and caused by buses picking up passengers, and the cost of this is calculated to be greater than that for collecting the fares . That essentially is the guiding principle on providing free public transport. The Belgian town with the free buses, is hasselt (www.hasselt.be), which put in the free bus service because it was cheaper than building a third ring road, and it allowed them to rip up the tarmac on the original Green Boulevard, constructed in the mid 1800's and eroded from a tree lined circular carriage drive to a 4-lane dual carriageway with a few scraggy remnants of the original trees. The conversion of the city into a pleasant place with reborn public squares, and retail turnover 4 times higher per sq m than in mjor shopping districts in Brussels has attracted business to the town, so that the local taxation has, in real terms gone down, whilst still paying for the free bus service, and reducing the city debt, as the city was no longer burdened by the draining and downward spiral of building ever more roads for the relentless supply of cars to fill them. We keep trying to tell this to cities like Glasgow where roads are on a par with New York in their dominance on the public doimain, and lack of maintenance - yet they still think a 6-10 lane motorway carving across the south side, with predicted cost of ?1bn will be an economic benefit....I wish I had their debt manager's skills in convincing my bank manager I need money to spend. It did take courage - as driven by Steve Steavert the then mayor, who went on to become the transport minister for Flanders, and the funding from the Flanders Regional sustainability initiative, and equally one should remember that 80% of the operating costs for all bus services in Flanders is paid by the regional government. A book on the Green Boulevard Project was published, describing the project, and Jan Vanderputte the city transport manager (IIRC) has done a number of presentations on this. Fundamentally like all Green and 'free' transport there is a prime green policy document, one which promises to pay the value printed on it, and folds neatly to go into your wallet. Dave Holladay Transportation Management Solutions Glasgow From eric.britton at ecoplan.org Wed Nov 24 17:53:26 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Wed, 24 Nov 2004 09:53:26 +0100 Subject: [sustran] Tragic loss of personal vehicle - and our commiserations thereupon Message-ID: <00ae01c4d203$134ffac0$6501a8c0@jazz> Dear Friends, I would like to send this letter to the editor off today, but it occurred to me that it might benefit from your comments and suggestions? So . . . )-; Wednesday, November 24, 2004, Paris, France, Europe The Editor The International Herald Tribune 6 bis, rue des Graviers 92521 Neuilly Cedex France Dear Editor, Re the article in your fine newspaper of Tuesday last reporting on the theft of the ?800,000 (or $1 million) S600 Mercedes-Benz armored limousine of DaimlerChrysler's chief executive, J?rgen Schrempp. The members of World Transport and the New Mobility Agenda ( http://newmobilitypartners.org) wish to share their heart-felt commiserations with Mr. Schrempp. We care deeply about personal mobility and choice, and certainly none of us likes to be deprived of our preferred means of transportation. In my case however my commiseration goes even more deeply since I too have recently been the victim of such a theft. In my case it was my newish black bicycle here in Paris, and on my vehicle I had also installed some useful extras just as Mr. Schrempp had opted for a 12-cylinder engine and a sophisticated broadcasting device to help retrieve the car. In my case it was a smart new black metal basket for carrying my books, day?s shopping and of course the IHT on my way to my morning coffee. As a gesture of solidarity, I am posting this letter to the more than one thousand transportation experts world wide, including several in the Stuttgart region, who regularly consult our World Transport/New Mobility Forum at http://newmobility.org. It is my hope that if anyone of us has spotted the vehicle (I understand that it too is black) you will let the IHT and Mr. Schrempp know. Faithfully, Eric Britton Convener, The New Mobility Agenda at http://newmobility.org The Commons: Open Society Sustainability Initiative at http://ecoplan.org Le Frene, 8/10 rue Joseph Bara 75006 Paris, France Free video/voice conferencing: Click to http://newmobilitypartners.org E: postmaster@ecoplan.org T: +331 4326 1323 F/Voicemail hotline: +331 5301 2896 --- Outgoing mail certified Virus Free. Checked by Norton Anti-Virus Bloomberg News , Tuesday, November 23, 2004, Copyright ? 2004 The International Herald Tribune | www.iht.com Car thieves hit Daimler DaimlerChrysler's chief executive, J?rgen Schrempp, had his S600 Mercedes-Benz armored limousine stolen while it was parked on a street in Stuttgart, the German city in which the carmaker is based. The black company car, which is worth about ?800,000, or $1 million, disappeared on the night of Oct. 26, Klaus-Peter Arand, a police spokesman, said in an interview. The limousine, which sports a 12-cylinder engine and is equipped with a broadcasting device to help retrieve the car, has not been found, the police said. Schrempp, 60, has been chief executive of DaimlerChrysler since 1995. Hartmut Schick, a spokesman for the world's fifth-largest carmaker, confirmed the theft without giving details. The S600 is the top limousine with the Mercedes brand. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041124/6afdcf0b/attachment.html From eric.britton at ecoplan.org Wed Nov 24 18:51:32 2004 From: eric.britton at ecoplan.org (EcoPlan, Paris) Date: Wed, 24 Nov 2004 10:51:32 +0100 Subject: [sustran] S/E Asia: Road accidents will cost region 385, 000 lives and US$88 billion Message-ID: <010601c4d20b$3178f3a0$6501a8c0@jazz> Asia must put brake on road deaths: ADB 2004/11/23 MANILA, Reuters Roads in Indonesia, Vietnam and Thailand are the deadliest in Southeast Asia but accidents will cost the entire region 385,000 lives and US$88 billion in the next five years without a concerted plan for traffic safety, the Asian Development Bank (ADB) said on Monday. The Asia-Pacific region racks up 44 percent of the world's road deaths each year, despite having just 14 percent of its vehicles, the Manila-based bank said in a report to be discussed by transport ministers meeting in Cambodia this week. Motorcycles figured prominently in crashes last year that killed 75,000 people, injured 4.7 million people and cost Southeast Asia about US$15 billion in economic losses, or 2.2 percent of the region's total gross domestic product. "Official statistics grossly underestimate the actual numbers of persons killed or injured in road accidents," the ADB said in a statement. "Such huge recurring losses are not sustainable and action has to be taken to implement a regional strategy and action plan to promote road safety." The ADB said it had helped the 10-member Association of South East Asian Nations to draft a five-year program, based on successful road safety schemes from around the world. Implementing the plan - which calls for better analysis, a multi-sector approach and adequate resources - would save 42,000 lives and US$10.6 billion in the region over the next five years, the ADB said. The biggest discrepancies between police reports and ADB research on the number of road deaths and injuries were in Indonesia and the Philippines, the bank said. Singapore fares best, losing 0.5 percent of its GDP to road accidents each year. Cambodia suffers the most, at 3.21 percent. Indonesia lost the most last year in economic terms at more than US$6 billion from its estimated 30,464 traffic deaths. Vietnam was second with 13,186 deaths last year, followed by Thailand at 13,116, the Philippines at 9,000 and Malaysia at 6,282. Singapore was the safest place with 211 fatalities. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041124/29a4b2d3/attachment-0001.html From kisansbc at vsnl.com Wed Nov 24 21:03:03 2004 From: kisansbc at vsnl.com (Kisan Mehta) Date: Wed, 24 Nov 2004 17:33:03 +0530 Subject: [sustran] Fw: [NewMobilityCafe] S/E Asia: Road accidents will cost region 385, 000lives and US$88 billion Message-ID: <004e01c4d21d$8d4dfec0$3226020a@im.eth.net> Dear Colleagues, See the warning on the road fatalities in some SE Asian countries. Though India is not mentioned in the Asian Development Bank (ADB) Report, conditions in India are no better. Mumbai with a population of 11.91 million (Census of India 2001) has the highest road fatality rate. The World Bank bermoans the high road fatality rate in which according ot hte Bank pedestrians form 95% of victims. Yet it has exended libearal loan for expressways but not a rupee (a cent in American paralance) for pavewment construction. Recently the Bank refusaed loan for pavement construction in Mumbai. The solution does not however lie in creating more roads, because the poor countires cannot afford to construct and maintain sophisticated roads but in providing foolproof pedestrian safety facilities and in stopping the ingress of motorised vehicles in crowded human settlements. The ADB is known for supporting highway construction by extending liberal loans and grantson. It supports motorisation. Somehow it has not succeeded in extending mega loans to Indian authorities. The ADB was eying the Mumbai Ahmedabad Delhi expressway some 15 years ago but nothing concrete came out. But that does not mean that we should be callous to ADB warning. We should use it to provide safety to citizens. Our narrow roads are clogged with vehicles but do not have pavements and safety facilities. Best wishes. Kisan Mehta ----- Original Message ----- From: EcoPlan, Paris To: Sustran-discuss@jca.ax.apc.org Cc: NewMobilityCafe@yahoogroups.com Sent: Wednesday, November 24, 2004 3:21 PM Subject: [NewMobilityCafe] S/E Asia: Road accidents will cost region 385,000lives and US$88 billion Asia must put brake on road deaths: ADB 2004/11/23 MANILA, Reuters Roads in Indonesia, Vietnam and Thailand are the deadliest in Southeast Asia but accidents will cost the entire region 385,000 lives and US$88 billion in the next five years without a concerted plan for traffic safety, the Asian Development Bank (ADB) said on Monday. The Asia-Pacific region racks up 44 percent of the world's road deaths each year, despite having just 14 percent of its vehicles, the Manila-based bank said in a report to be discussed by transport ministers meeting in Cambodia this week. Motorcycles figured prominently in crashes last year that killed 75,000 people, injured 4.7 million people and cost Southeast Asia about US$15 billion in economic losses, or 2.2 percent of the region's total gross domestic product. "Official statistics grossly underestimate the actual numbers of persons killed or injured in road accidents," the ADB said in a statement. "Such huge recurring losses are not sustainable and action has to be taken to implement a regional strategy and action plan to promote road safety." The ADB said it had helped the 10-member Association of South East Asian Nations to draft a five-year program, based on successful road safety schemes from around the world. Implementing the plan - which calls for better analysis, a multi-sector approach and adequate resources - would save 42,000 lives and US$10.6 billion in the region over the next five years, the ADB said. The biggest discrepancies between police reports and ADB research on the number of road deaths and injuries were in Indonesia and the Philippines, the bank said. Singapore fares best, losing 0.5 percent of its GDP to road accidents each year. Cambodia suffers the most, at 3.21 percent. Indonesia lost the most last year in economic terms at more than US$6 billion from its estimated 30,464 traffic deaths. Vietnam was second with 13,186 deaths last year, followed by Thailand at 13,116, the Philippines at 9,000 and Malaysia at 6,282. Singapore was the safest place with 211 fatalities. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041124/0534f1d3/attachment.html From Davewetzel at tfl.gov.uk Wed Nov 24 19:19:10 2004 From: Davewetzel at tfl.gov.uk (Wetzel Dave) Date: Wed, 24 Nov 2004 10:19:10 -0000 Subject: [sustran] FW: [New Mobility/WorldTransport Forum] Tragic loss of personal v ehicle - and our commiserations thereupon Message-ID: <842CED24A576E94FA736D0DC0FAF8159672266@tflexc001.corp.tfl.local> Eric You could also point out that Mercedes also manufacture excellent buses that Mr Schrepp might like to try now he has no car. He would benefit his own health by walking to the bus stop and reduce the pollution to the planet that his limo creates. -----Original Message----- From: EcoPlan, Paris [mailto:eric.britton@ecoplan.org] Sent: 24 November 2004 08:53 To: WorldTransport@yahoogroups.com; Sustran-discuss@jca.ax.apc.org Cc: 'Wolfgang Zuckermann' Subject: [New Mobility/WorldTransport Forum] Tragic loss of personal vehicle - and our commiserations thereupon Wednesday, November 24, 2004, Paris, France, Europe The Editor The International Herald Tribune 6 bis, rue des Graviers 92521 Neuilly Cedex France Dear Editor, Re the article in your fine newspaper of Tuesday last reporting on the theft of the ?800,000 (or $1 million) S600 Mercedes-Benz armored limousine of DaimlerChrysler's chief executive, J?rgen Schrempp. The members of World Transport and the New Mobility Agenda ( http://newmobilitypartners.org) wish to share their heart-felt commiserations with Mr. Schrempp. We care deeply about personal mobility and choice, and certainly none of us likes to be deprived of our preferred means of transportation. In my case however my commiseration goes even more deeply since I too have recently been the victim of such a theft. In my case it was my newish black bicycle here in Paris, and on my vehicle I had also installed some useful extras just as Mr. Schrempp had opted for a 12-cylinder engine and a sophisticated broadcasting device to help retrieve the car. In my case it was a smart new black metal basket for carrying my books, day?s shopping and of course the IHT on my way to my morning coffee. As a gesture of solidarity, I am posting this letter to the more than one thousand transportation experts world wide, including several in the Stuttgart region, who regularly consult our World Transport/New Mobility Forum at http://newmobility.org. It is my hope that if anyone of us has spotted the vehicle (I understand that it too is black) you will let the IHT and Mr. Schrempp know. Faithfully, Eric Britton Convener, The New Mobility Agenda at http://newmobility.org The Commons: Open Society Sustainability Initiative at http://ecoplan.org Le Frene, 8/10 rue Joseph Bara 75006 Paris, France Free video/voice conferencing: Click to http://newmobilitypartners.org E: postmaster@ecoplan.org T: +331 4326 1323 ************************************************************* Bloomberg News , Tuesday, November 23, 2004, Copyright ? 2004 The International Herald Tribune | Car thieves hit Daimler DaimlerChrysler's chief executive, J?rgen Schrempp, had his S600 Mercedes-Benz armored limousine stolen while it was parked on a street in Stuttgart, the German city in which the carmaker is based. The black company car, which is worth about ?800,000, or $1 million, disappeared on the night of Oct. 26, Klaus-Peter Arand, a police spokesman, said in an interview. The limousine, which sports a 12-cylinder engine and is equipped with a broadcasting device to help retrieve the car, has not been found, the police said. Schrempp, 60, has been chief executive of DaimlerChrysler since 1995. Hartmut Schick, a spokesman for the world's fifth-largest carmaker, confirmed the theft without giving details. The S600 is the top limousine with the Mercedes brand. ------------------------ Yahoo! Groups Sponsor --------------------~--> Make a clean sweep of pop-up ads. Yahoo! Companion Toolbar. Now with Pop-Up Blocker. Get it for free! http://us.click.yahoo.com/L5YrjA/eSIIAA/yQLSAA/2GfwlB/TM --------------------------------------------------------------------~-> The New Mobility/World Transport Agenda Consult at: http://NewMobiity.org To post message to group: WorldTransport@yahoogroups.com To subscribe: WorldTransport-subscribe@yahoogroups.com To unsubscribe: WorldTransport-unsubscribe@yahoogroups.com Yahoo! Groups Links <*> To visit your group on the web, go to: http://groups.yahoo.com/group/WorldTransport/ <*> To unsubscribe from this group, send an email to: WorldTransport-unsubscribe@yahoogroups.com <*> Your use of Yahoo! Groups is subject to: http://docs.yahoo.com/info/terms/ *********************************************************************************** The contents of the e-mail and any transmitted files are confidential and intended solely for the use of the individual or entity to whom they are addressed. Transport for London hereby exclude any warranty and any liability as to the quality or accuracy of the contents of this email and any attached transmitted files. If you are not the intended recipient be advised that you have received this email in error and that any use, dissemination, forwarding, printing or copying of this email is strictly prohibited. If you have received this email in error please notify postmaster@tfl.gov.uk. This footnote also confirms that this email message has been swept for the presence of computer viruses. *********************************************************************************** From litman at vtpi.org Thu Nov 25 08:07:53 2004 From: litman at vtpi.org (Todd Alexander Litman) Date: Wed, 24 Nov 2004 15:07:53 -0800 Subject: [sustran] Safe Travels: Mobility Management As A Traffic Safety Strategy In-Reply-To: <004e01c4d21d$8d4dfec0$3226020a@im.eth.net> Message-ID: <5.1.1.6.0.20041124145329.03e7e580@mail.highspeedplus.com> Dear Colleagues, Greetings from Victoria, British Columbia. We just posted a significantly expanded and updated version of our report "Safe Travels: Evaluating Mobility Management Traffic Safety Impacts" (http://www.vtpi.org/safetrav.pdf). It discusses the relationship between per capita vehicle travel and traffic risk, the safety impacts of various types of travel changes (including shifts in mode, travel time and land use patterns), and the potential role of mobility management as a traffic safety strategy. The report contains several interesting graphs which illustrate these relationships. Many undeveloped countries have very high per capita traffic fatality rates despite low per capita vehicle mileage (apparently due to unsafe road user behavior, less safe road and vehicle conditions, and inferior emergency response and medical treatment), which suggests that increased mileage is not a risk factor, but when comparing geographic areas or groups that are at similar levels of development (such as U.S. states), mileage turns out to be a major risk factor and mobility management can be one of the most effective and cost effective safety strategies. I would greatly appreciate feedback on this study. Please let me know if you have questions, comments or suggestions for improving it. 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 Thu Nov 25 08:07:53 2004 From: litman at vtpi.org (Todd Alexander Litman) Date: Wed, 24 Nov 2004 15:07:53 -0800 Subject: [sustran] Safe Travels: Mobility Management As A Traffic Safety Strategy In-Reply-To: <004e01c4d21d$8d4dfec0$3226020a@im.eth.net> Message-ID: <5.1.1.6.0.20041124145329.03e7e580@mail.highspeedplus.com> Dear Colleagues, Greetings from Victoria, British Columbia. We just posted a significantly expanded and updated version of our report "Safe Travels: Evaluating Mobility Management Traffic Safety Impacts" (http://www.vtpi.org/safetrav.pdf). It discusses the relationship between per capita vehicle travel and traffic risk, the safety impacts of various types of travel changes (including shifts in mode, travel time and land use patterns), and the potential role of mobility management as a traffic safety strategy. The report contains several interesting graphs which illustrate these relationships. Many undeveloped countries have very high per capita traffic fatality rates despite low per capita vehicle mileage (apparently due to unsafe road user behavior, less safe road and vehicle conditions, and inferior emergency response and medical treatment), which suggests that increased mileage is not a risk factor, but when comparing geographic areas or groups that are at similar levels of development (such as U.S. states), mileage turns out to be a major risk factor and mobility management can be one of the most effective and cost effective safety strategies. I would greatly appreciate feedback on this study. Please let me know if you have questions, comments or suggestions for improving it. 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 lela369 at yahoo.ca Thu Nov 25 02:43:31 2004 From: lela369 at yahoo.ca (lela369) Date: Wed, 24 Nov 2004 17:43:31 -0000 Subject: [sustran] Car-free Day. Message-ID: Hi all, I just tapped into your discussion on car-free day, by accident. So, I don't know if you are still involved in this issue or not, or if you are continuing your discussions or not. So, I will just say a few words about Car-free Day. It may look good and promising, but it is not effective, because it does not lead you anywhere permanently. It is only for 1 day out of the year and governments do not make an effort to implement permanent infrastructure changes. so, the best strategy to follow is to lobby for Car-free Zones/Areas. Regards, Lela. From kisansbc at vsnl.com Thu Nov 25 19:22:32 2004 From: kisansbc at vsnl.com (Kisan Mehta) Date: Thu, 25 Nov 2004 15:52:32 +0530 Subject: [sustran] Re: Per capita boardings on public transport 1995 References: <3.0.6.32.20041122105243.00a15068@mail.iinet.net.au> Message-ID: <002901c4d2d8$acf012c0$3226020a@im.eth.net> Dear Colleagues and Iain, Thanks, Iain, for the statistics on population, total annual and per capita journeys arrived at, possibly, by dividing total annual journeys by population of many cities of the world. We were looking fto comparing daily journeys by a road bus service. The UITP figures are important though but not in our context. I was a UITP member in the early '70s but have lost touch long back. I was lookig at Mumbai's figures. Population data are easily available. The population of Greater Mumbai at the last count (Census of India 2001) is shown as 11.91 million while the UITP table shows 17.08 million. The municipalised BEST bus service, operating mainly within Great Mumbai provides 4.6 million journeys a day while the surban train service operating within Mumbai metropolitan region provides slightly over 10 million journeys a day which is roghly equivalent ot 40% of the total journeys provided by the Indian Railways throughout the country. This would indicate heavy reliance on bus and rail transport facility in Mumbai. You may like to check whether the UITP total journey figures tally with the daily 4.6 million journeys. Public transport comprising of bus and suburban rail services account for 88% of Mumbai's total journeys. The World Bank felt, it appears, bad on so much reliance on public transport hence it has placed a number of unconscienable conitionalities on the BEST authorites that would cut down the extent of services and increase the fare by 30-40%. To reduce 88 on public transport to 87% and to raise the increase personal vehicle use from 7% to 8%, the Bank has extended liberal loans for expressway construction. This is how the Bank wants to reduce poverty! Kisan Mehta Tel/Fax: 00 91 2414 9688 ----- Original Message ----- From: To: Sent: Monday, November 22, 2004 4:22 PM Subject: Per capita boardings on public transport 1995 > Kisan > I have just read your email on the Sustram network and yet again some very interesting comments from Mumbia. I have extracted some data from the following reference and work undertaken by for UITP in 1995/96: Kenworthy, J. R. and Laube, F. B., (2001). Millennium Cities Database for Sustainable Transport, International Union (Association) for Public Transport (UITP), Brussels, CD-ROM database. These data are for 1995/96 and for 83 cities in this data set. They are arranged in order of total annual public transport boardings per capita. Here public transport is buses, trains, trams and ferries in each city where appropriate. > The true comparison is per capita rather than just direct numbers. I hope you find the MS Xcel document of interest. > > Regards > Iain Cameron > Institute for Sustainability and Technology Policy > Murdoch University > Murdoch 6150 > WESTERN AUSTRALIA > > Home Address and Communication Details: > 29 Knebworth Avenue > HIGHGATE 6003 > WESTERN AUSTRALIA Telephone home: 61 8 9227 8678 Fax home: 61 8 9227 1664 email: knebworth@iinet.net.au From hearth at ties.ottawa.on.ca Fri Nov 26 12:59:35 2004 From: hearth at ties.ottawa.on.ca (Chris Bradshaw) Date: Thu, 25 Nov 2004 19:59:35 -0800 Subject: [sustran] Re: Info on Free Public Transport or Transit References: <002c01c4d178$7edb52c0$6501a8c0@jazz> Message-ID: <035e01c4d370$840c1a00$89c5fea9@oemcomputer> > >From Dave Wetzel in London on this: . . . . > Cashless Bus. > To be introduced London-wide in 2006. > Over 85% of paxs already have passes etc. (Bus passes, Travelcards, > Oyster > Pre-Pay, Bus Saver cardboard tickets). . . . > The object is to reduce dwell times at bus stops and hence improve the > service and attract even more paxs. If an important consideration, when looking at fare-free systems, is the amount of time and effort required to collect fares and visually check unlimited-ride passes, then the introduction high-tech _fare cards_ might overcome this. With such cards, scanners at the entrances of the transit vehicle automatically note when the rider enters and then leaves, charging for the difference. No time is taken. Fare cards also overcome the current rationale for a) offering unlimited use over a set period of time (a month in North America), b) charging by the ride (vs. by distance), or c) charging the same regardless of time of day/week or vehicle amenities (e.g., express routes with high operating speeds and perhaps amenities. Fare cards also can accommodate different user classes, charging some users less per unit used. The cards also can allow trips to mix transit, taxi, rideshare, etc in the same trip, with one card being used to charge for the access. Finally, the card allows transit systems to actually track usage accurately, and by user (getting a profile of choices made by each user, perhaps mixing demographics to get data to feed sophisticated computer models). I am a fan of people paying for what they get. Walking is the highest mode in the transportation hierarchy, so we shouldn't be subsidizing people to avoid it. Chris Bradshaw carshare entrepreneur, Ottawa ("the only good car is a shared car") From paulbarter at nus.edu.sg Fri Nov 26 11:43:14 2004 From: paulbarter at nus.edu.sg (Paul Barter) Date: Fri, 26 Nov 2004 10:43:14 +0800 Subject: [sustran] Fwd: Shanghai targets idle taxis to ease jams Message-ID: <0C270D0ABD2B8B44900A88DE0887F49A2828CA@MBOX01.stf.nus.edu.sg> Any comments? -------- Straits Times Nov 26, 2004 Shanghai targets idle taxis to ease jams Instead of driving around to look for passengers, cabbies will wait for calls Shanghai - SHANGHAI'S municipal government is taking empty taxis off the roads in a drastic move to relieve its worsening traffic situation. Come 2007, passengers will no longer be able to flag down a cab. Instead, they will have to rely on taxi companies' hotlines or one of 10,000 designated taxi calling points to get a cab. And the city's more than 45,000 taxi-drivers will have to wait for business at 360 parking sites instead of plying the streets, the Shanghai Star reported. At the centre of the innovative and complex system, according to the local transportation bureau, will be a Global Positioning System (GPS) to monitor and direct taxis to ensure passengers get a taxi in three minutes. All taxis will be installed with a GPS device by 2007 and a basic network which covers 4,000 taxis will be put in use this year, the bureau said. Explaining the overhaul, bureau director Bian Baipin said: 'Raising a hand to beckon a taxi has many disadvantages. The taxi without passengers occupies the road and the taxi drivers are prone to fatigue and carelessness. 'The disadvantages also include fuel waste and environmental pollution.' Statistics from the bureau show that a taxi runs 350km a day on average and more than 45 per cent of taxis plying the roads are empty at any given time. But most people doubted that the new system would be feasible. 'It will be really terrible if the line to call the taxi is busy...I will waste a lot of time making the call and waiting for the taxi to come,' said Mr Qian Jinyue, an employee of a foreign-venture company based in Shanghai. The bureau gave the assurance that more people will be employed to man the hotlines to ensure the efficiency of the booking-based system. Cabbies were concerned if the parking centres would be enough to cover Shanghai and enable them to reach passengers quickly. -- CHINA DAILY/ASIA NEWS NETWORK Copyright (c) 2004 Singapore Press Holdings. All rights reserved. [Forwarded for the purpose of research and education.] From paulbarter at nus.edu.sg Fri Nov 26 12:39:16 2004 From: paulbarter at nus.edu.sg (Paul Barter) Date: Fri, 26 Nov 2004 11:39:16 +0800 Subject: [sustran] FW: NST on KL public transport changes Message-ID: <0C270D0ABD2B8B44900A88DE0887F49A2828CC@MBOX01.stf.nus.edu.sg> Malaysia's Klang Valley starts to get serious about integrating its public transport - via a merger into one company of a significant proportion of the services - and apparently with Dutch advice. It will be interesting to watch what happens and if the promised service improvements can be realised. KL certainly needs some improvements, especially to bus service and to integration. Paul Dr Paul A. Barter LKY School of Public Policy, National University of Singapore 5 Arts Link, Singapore 117570 Tel: +65-6874 3324; Fax: +65-6778 1020 Email: paulbarter@nus.edu.sg Applications are now open (until 15 Jan. 2005) for our Masters in Public Policy 2005/2006. See http://www.spp.nus.edu.sg/degree_prog_1.htm for details and application form. > New Straits Times > Frontpage > New bus service to overcome congestion in Kuala Lumpur > PUTRAJAYA, Nov 25: > -------------------------------------------------------------- > ------------------ > > Come Monday, a plan to reduce travelling time on public > transportation will take off. > For instance, passengers on the Rapid KL bus servicing Route > 60C between Pandan Indah and Jalan Yap Ah Loy will have to > wait only 7.5 minutes for a bus from that day. > > The new route will take over the present 60C and 6B bus routes. > > Second Finance Minister Tan Sri Nor Mohamed Yakcop said the > maximum time between buses on the new route will be 15 > minutes during peak hours, which implies an average waiting > time of 7.5 minutes. > > Rapid KL is the company formed to operate the city's public > transportation system. It will also operate Kuala Lumpur's > two light rail transit systems, currently called Star and Putra. > > "The Government is confident that commuters will begin to see > positive changes within the coming year, thus increasing the > usage of public transportation in the Klang Valley," he said > when briefing newsmen on the Government's plan yesterday. > > Nor Mohamed also introduced senior executives who would head > Rapid KL, its chief executive being Rein Westra, a Dutch > national with wide experience in Europe's public > transportation sector. > > He will be assisted by two chief operating officers, Ridza > Abdoh Salleh, in charge of rail operations, and Mohd Ali Mohd > Nor, who will be responsible for bus operations. > > The Government, in July 2003, started the ambitious project > called "Integrasi and Penyusunan Semula Sistem Pengangkutan > Awam Lembah Klang" (Inspak) specifically to free Kuala Lumpur > of its perennial traffic gridlock. Inspak's plans include > creating a reliable and efficient public transportation > system operated by a financially sound entity to ensure > service quality. > > > > From paulbarter at nus.edu.sg Fri Nov 26 12:48:21 2004 From: paulbarter at nus.edu.sg (Paul Barter) Date: Fri, 26 Nov 2004 11:48:21 +0800 Subject: [sustran] personal view on Singapore public transport governance (long) Message-ID: <0C270D0ABD2B8B44900A88DE0887F49A0467E2@MBOX01.stf.nus.edu.sg> Just to follow up on the previous message about Kuala Lumpur's public transport, I thought I would share an opinion piece which I drafted some time ago - not published - about Singapore's public transport governance choices. Paul Dr Paul A. Barter LKY School of Public Policy, National University of Singapore 5 Arts Link, Singapore 117570 Tel: +65-6874 3324; Fax: +65-6778 1020 Email: paulbarter@nus.edu.sg Applications are now open (until 15 Jan. 2005) for the Masters in Public Policy 2005/2006. See http://www.spp.nus.edu.sg/degree_prog_1.htm for details and application form. --------------------------- 24 September 2004 Dr Paul A. Barter TITLE: Don't forget integration in the public transport competition debate Competition is a hot topic as a result of the Competition Bill and the recent media merger. Public transport is excluded from the Competition Bill but is also in the spotlight with recent reports of comments by ComfortDelGro Chairman, Mr Lim Jit Poh. Some have worried that more competition would threaten the integration or 'seamlessness' of the system. Are competition and integration incompatible or could we increase both at the same time? Why is integration important? Before we talk about competition let us be clear why seamlessness is so important. One way to look at it is to note that single public transport route in isolation is obviously not very useful. A network of routes is needed to reach a wider range of destinations. The problem is that transfers are inevitably inconvenient. Integration basically means trying very hard to make transfers as easy as possible. If successful, we get a network that is much more valuable than the sum of its parts. So what, you may ask? Perhaps you take our relatively seamless system for granted. But older folk will remember a much less attractive experience here until the mid 1970s and users of public transport in most other Southeast Asian countries will realise how difficult to use a poorly integrated system can be. Excellent integration encompasses transfer facilities, routes, timetables, payments, information and marketing. Good interchanges minimise walking and clever timetabling minimises waiting. Passengers should need just one guidebook, hotline or website, not several. Integration ideally minimises costs for transfers and makes payment hassle-free. The most highly integrated public transport systems are planned and marketed as one system, so that the experience of using it is as 'seamless' as possible, even where there are several operators behind the scenes. Singapore's public transport scores perhaps a B or B+ on integration but we probably need to aim even higher. This is because competition from private vehicles seems set to heat up. There is a gradual move away from controlling ownership, with high vehicle purchase costs, towards relying mainly on usage costs, such as ERP, to keep congestion under control. More people will own cars but using them will be expensive. Public transport will face potential customers who also have other choices and may have to start paying more attention to creatively marketing itself to car owning households. Some competition options threaten integration What do people mean when they call for more competition in Singapore's public transport and what does it have to do with integration? There are several options with different approaches to competition and different implications for the seamlessness of the system. Public transport everywhere is increasingly provided by private operators. State-run monopolies often remain but are now widely seen as an inefficient option. One advantage of public monopolies however is that they do often allow integration to be achieved relatively simply. Experience tells us to be wary of the other extreme, of total deregulation with 'free-for-all' competition between buses on the road, as has been tried in Britain outside of London. The resulting problems, such as poor safety, congestion in lucrative routes, and lack of comprehensive service, seem to outweigh the efficiency benefits. Singapore experienced such conditions in the 1960s.This kind of competition also eliminates any hope of a well-integrated system. Individual operators may thrive but the system as a whole suffers. If we dismiss both state operation and competition on the road, this leaves us with private monopolies, operating over groups of routes or parts of the city. How can we prevent them from abusing their monopoly power? One way is through regulation (of service standards and fares). Singapore's Public Transport Council (PTC) does this quite well over the two operators here, who have monopolies in their respective zones. Having two operators gives a further incentive to perform, in that they can be 'benchmarked' against each other. In this option, integration is also ensured through regulation and through LTA's provision of infrastructure such as interchanges. However, are there signs perhaps that even the status quo with its mild, benchmarking form of competition may be hampering integration in Singapore? What explains the relative inconvenience of transfers between SBSTransit's NEL and the SMRT lines? Are the operators doing enough to provide integrated travel information? Since 2002, additional private operators have been permitted to apply to enter the market for feeder routes. Has this resulted in any erosion of the seamlessness of the system? Another option is Mr Lim's suggestion to allow competition between mass transit (MRT and LRT) and buses, as occurs in Hong Kong. Private monopoly operators of bus and rail would be disciplined to a degree by direct competition from the other mode in certain corridors served by both. This would allow a lighter regulatory hand probably and might mean that MRT fares could be deregulated. Unfortunately, it might also seriously threaten the tight integration of the bus and MRT systems. Enlightened self-interest is unlikely to prompt bus operators to continue to feed customers into the clutches of their chief competitor. Could tendering allow more competition and better integration at the same time? Another option is 'competition for the market' with operators periodically given concessions to operate parts of the system under competitive tendering. Variations on this are increasingly common. This could potentially obliterate integration too but fortunately good integration is a feature of some models for competitively tendered public transport. A number of European cities (such as Copenhagen and Stockholm) and Australian cities (such as Adelaide and Perth) have been held up as successes. Each has apparently retained or improved integration while simultaneously introducing competitive tenders for private operation of services. There are risks and pitfalls here too but it will be interesting to watch these experiences. Unfortunately, using such an approach to increase both competition and integration in Singapore would require a significant overhaul of the regulatory framework. The authorities seem unlikely to contemplate drastic reforms to a system that is not considered broken. Meanwhile some of the other options appear to threaten integration more. Continual improvements to public transport, including enhanced integration, will be crucial if it is to be a viable alternative to its real competitor, privately owned vehicles. This suggests that a cautious approach to competition in public transport would be wise. Improving the level of seamless integration should be an important criterion for judging any reforms in this area. Paul Barter researches urban transport policy at the Lee Kuan Yew School of Public Policy, National University of Singapore. The views expressed here are his own, not those of his employer. From aables at adb.org Mon Nov 29 19:22:05 2004 From: aables at adb.org (aables@adb.org) Date: Mon, 29 Nov 2004 18:22:05 +0800 Subject: [sustran] Transforming Cities through Sustainable Transport Systems Workshop December 1, 2004 (Wednesday), ADB Auditorium A-B (deadline for confirmation extended to 30 Nov) Message-ID: Asian Development Bank, Shell Philippines, the Partnership for Clean Air (PCA) and the Clean Air Initiative for Asian Cities (CAI-Asia) have invited Enrique Pe?alosa, the former mayor of Bogot?, and the architect of the transport revolution in Bogot? to visit Manila and to share his experiences with the transport and air quality management community in Manila. He will give the keynote speech in the "Transforming Cities through Sustainable Transport Systems" workshop on December 1, 2004, Wednesday from 8:30 to 11:45 a.m. at Auditorium A-B, Asian Development Bank. Enrique Pe?alosa is an accomplished public official who has demonstrated the success of his innovative ideas and management abilities while he was Mayor of Bogot?, Colombia. During his tenure from 1998-2001, he led a profound city transformation by carrying out a different urban paradigm, giving "priority to children's happiness over automobile mobility." Those interested to participate in this event can confirm their participation with Au Ables of the CAI-Asia Secretariat by email: aables@adb.org or phone: 632 4444 (extn. 70820) Deadline to confirm is extended up to: 30 November 2004 (Tuesday) NOTE: The workshop is free-of-charge. When confirming your attendance, give your full name as it appears on your valid ID (driver's license, passport, SSS ID, etc.) to facilitate entry to ADB. Bring a valid photo ID with you when you come to ADB. Parking space is available between The Podium and ADB. Have your parking ticket stamped to park for free. _______________________________________ Aurora Fe (Au) A. Ables Transport Researcher Clean Air Initiative for Asian Cities (CAI-Asia) Asian Development Bank (ADB) Phone ++63 2 632 4444 local 70820 Fax ++63 2 636 2381 Email aables@adb.org http://www.cleanairnet.org/caiasia http://www.baq2004.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041129/195a62c5/attachment-0001.html -------------- next part -------------- A non-text attachment was scrubbed... Name: Transforming Cities Workshop Announcement rev.doc Type: application/octet-stream Size: 38912 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20041129/195a62c5/TransformingCitiesWorkshopAnnouncementrev-0001.bin From caj24 at cornell.edu Tue Nov 30 16:56:31 2004 From: caj24 at cornell.edu (Craig August Johnson) Date: Tue, 30 Nov 2004 02:56:31 -0500 (EST) Subject: [sustran] Economic Neccessity of Motorbikes in Sao Paulo In-Reply-To: <0C270D0ABD2B8B44900A88DE0887F49A0467E2@MBOX01.stf.nus.edu.sg> References: <0C270D0ABD2B8B44900A88DE0887F49A0467E2@MBOX01.stf.nus.edu.sg> Message-ID: <20214.137.132.3.7.1101801391.squirrel@137.132.3.7> This article was just in the NY times and I found it very interesting. It seems that globally as car transportation and congestion increase, motorbike taxis and couriers will play an ever critical role in maintaining the economic viability of these congested cities. It would be interesting to see a study that would attempt to quantify the relative economic advantage of such Asian cities with high amounts of motorbike transportation as Taipei and HCMC. Any comments? Craig Johnson November 30, 2004 S?O PAULO JOURNAL- NY TIMES Pedestrians and Drivers Beware! Motoboys Are in a Hurry By LARRY ROHTER ?O PAULO, Brazil - This is a city with nearly 11 million inhabitants and 4.5 million passenger cars, 32,000 taxis and 15,000 buses. Traffic jams more than 100 miles long are not uncommon, and even on an ordinary day, getting from one side of town to the other can take two hours or more. Only one group here in South America's largest city seems immune to those frustrations and delays: the daring army of motorcycle messengers known as "motoboys." Zigzagging among stopped cars, ignoring lane markers, red lights and stop signs, they regularly menace pedestrians and infuriate motorists as they zoom their way down gridlocked streets and highways, armed with the knowledge that without them business would grind to a halt. "Nowadays we are so integrated into the economy that S?o Paulo couldn't function without us," said Ednaldo Silva, a motoboy who owns an agency employing nearly 50 messengers. "People don't like us or respect us, but we are as essential to transport as trucks, and if we were to go on strike, the city would collapse." The bulk of the motoboy's work involves rushing contracts and other legal documents from one business to another, especially for bank loans. But from car parts to architect's plans, human organs for transplant to passports or pizza, there is almost nothing he cannot or will not deliver. "There's no way to do away with them," Gerson Lu?s Bittencourt, the muncipal transportation secretary, acknowledged. "They employ a ton of people and facilitate things for everyone. So what we have to do is find a way to regulate the phenomenon and restore sociability in traffic." Though no one is sure of their exact numbers, estimates start at 120,000 and range as high as 200,000. Many work 12 hours a day or more to earn a salary of $300 a month or less. According to official figures, S?o Paulo now has 332 motoboy agencies. Competition is strong, and they adopt names, often in English, stressing efficiency: Adrenaline Express, Moto Bullet, Fast Express, Agile Boys, Motojet, Fly Boy, Motoboy Speed, AeroBoy Express, Fast Boys. With so much emphasis on speed and so much competition with other vehicles, the job is often dangerous. Broken bones and wrecked cycles are an occupational hazard, and according to figures compiled by their union, on average, at least one motoboy a day dies in a traffic accident. "The truth is that we're discardable," said Edson Agripino, 38, a veteran of 15 years as a motoboy. "When a colleague gets hurt or killed, the first thing the dispatchers ask is 'Did he deliver the document?' " Nevertheless, many motoboys, especially the younger ones, see themselves as free spirits or urban cowboys, defying the conventions of society and envied by stodgy wage-earners stuck in their cars and offices. "It's great to be out on the street, on your own, watching the girls, and not in some cubicle with a boss bugging you all the time," said F?bio C?sar Lopes, who at 29 has nine years' experience as a motoboy. "I spent five years at an insurance agency, and believe me, not only do I make better money doing this, but it's a lot more fun." Ordinary motorists consider motoboys a plague, and hostility between the two groups is fierce and growing. There are at least 17 online chat groups devoted to complaining about motoboys, and conflicts in the street and even fistfights between drivers and motoboys are not unknown. "I can't stand motoboys," said Fl?vio Kobayashi, a graphic artist. "You're sitting there stuck in traffic, on your way home after a long, hard day, and along they come with their infernal beep-beep-beep, weaving their way through traffic in complete disregard of everyone else on the road. They'll break the rear-view mirror of your car if you get in their way, and any time there is an argument they come to each other's rescue to beat up on defenseless drivers." Pedestrians, especially newcomers from small towns in the interior, feel especially vulnerable. In a notorious incident in 2001, Marcelo Fromer, a guitarist in the popular rock group Os Tit?s, was run over and killed by a motoboy with an expired license, who fled but was apprehended a year later, tried and convicted. To bring the situation under control, the municipal government last year created an obligatory registry system. The new rules required all motoboys to pay a $110 tax, prove that they do not have a criminal record, obtain life insurance, wear a helmet, drive motorcycles less than 10 years old and carry their cargo in a rear-mounted basket with a license number on it, so they can be tracked. But motoboys resisted the system, saying it was devised to banish them from the streets. Only 40,000 of them registered, and they organized protests that blocked some main streets. During the campaign leading up to the mayoral election here in October, some candidates endorsed their position and obtained judicial restraining orders exempting individual motoboys from registration, which eventually forced Mayor Marta Suplicy to rescind the program. A few years ago, Congress tried a different tack and passed a law that would have made it essentially illegal for motoboys to practice their profession, which has begun spreading to other cities in Brazil. But the president at the time, Fernando Henrique Cardoso, who is from S?o Paulo, vetoed the bill, tacitly recognizing the indispensability of the motoboy. "Everybody hates the motoboys except when they need one themselves," said Ca?to Ortiz, the director of "Motoboys: Crazy Life," a recent prize-winning documentary. "When he's rushing some document of yours across town, then he becomes your savior, a hero, and you adore the guy." From guillen at sk.tsukuba.ac.jp Tue Nov 30 18:20:44 2004 From: guillen at sk.tsukuba.ac.jp (Guillen Danielle) Date: Tue, 30 Nov 2004 18:20:44 +0900 Subject: [sustran] Re: More on motorbikes References: <0C270D0ABD2B8B44900A88DE0887F49A0467E2@MBOX01.stf.nus.edu.sg> <20214.137.132.3.7.1101801391.squirrel@137.132.3.7> Message-ID: <001c01c4d6bd$df325fc0$d9659e82@Transpog> Hello there Mr. Johnson and to those interested in motorcycle studies, Thank you for this interesting article. A paper by Dr. Ing Hsu, Tien-Pen entitled " A Comparison Study on Motorcycle Traffic Development in some Asian countries-Case of Taiwan, Malaysia and Vietnam" full report available at http://www.easts.info/Awards/ICRA-ComparisonStudyMotorcycleDevelopment.pdf might also be of interest to you. Moreover, I must admit I am particularly interested in this topic as Im presently working on my graduate research about motorcycle propelled vehicles, the case of tricycles and habal-habal (or motorcycle taxis with extension that can accomodate four passengers ) in Davao City, Philippines. Compare with other ASEAN countries, motorcycle taxi is not as popular in our country, however in 1999, the habal-habal emerged and initial interviews with local officials interestingly share the same views as with those of the municipal transport official of San Paulo's. You can read more of it at this site http://www.iatss.or.jp/english/research/v28-n1/res-moku.html I would be very happy to know if there are studies that have done to quantify its economic importance (as it is one of the thrust of my study too). Any discussion on this from the experts is greatly appreciated. Many thanks! Best Regards, Danielle Guillen Graduate Student University of Tsukuba ----- Original Message ----- From: "Craig August Johnson" To: "Asia and the Pacific sustainable transport" Sent: Tuesday, November 30, 2004 4:56 PM Subject: [sustran] Economic Neccessity of Motorbikes in Sao Paulo > This article was just in the NY times and I found it very interesting. > > It seems that globally as car transportation and congestion increase, > motorbike taxis and couriers will play an ever critical role in > maintaining the economic viability of these congested cities. > > It would be interesting to see a study that would attempt to quantify the > relative economic advantage of such Asian cities with high amounts of > motorbike transportation as Taipei and HCMC. > Any comments? > > Craig Johnson > > > > > > > November 30, 2004 > S?O PAULO JOURNAL- NY TIMES > Pedestrians and Drivers Beware! Motoboys Are in a Hurry > By LARRY ROHTER > > ?O PAULO, Brazil - This is a city with nearly 11 million inhabitants and > 4.5 million passenger cars, 32,000 taxis and 15,000 buses. Traffic jams > more than 100 miles long are not uncommon, and even on an ordinary day, > getting from one side of town to the other can take two hours or more. > > Only one group here in South America's largest city seems immune to those > frustrations and delays: the daring army of motorcycle messengers known as > "motoboys." Zigzagging among stopped cars, ignoring lane markers, red > lights and stop signs, they regularly menace pedestrians and infuriate > motorists as they zoom their way down gridlocked streets and highways, > armed with the knowledge that without them business would grind to a halt. > > "Nowadays we are so integrated into the economy that S?o Paulo couldn't > function without us," said Ednaldo Silva, a motoboy who owns an agency > employing nearly 50 messengers. "People don't like us or respect us, but > we are as essential to transport as trucks, and if we were to go on > strike, the city would collapse." > > The bulk of the motoboy's work involves rushing contracts and other legal > documents from one business to another, especially for bank loans. But > from car parts to architect's plans, human organs for transplant to > passports or pizza, there is almost nothing he cannot or will not deliver. > > "There's no way to do away with them," Gerson Lu?s Bittencourt, the > muncipal transportation secretary, acknowledged. "They employ a ton of > people and facilitate things for everyone. So what we have to do is find a > way to regulate the phenomenon and restore sociability in traffic." > > Though no one is sure of their exact numbers, estimates start at 120,000 > and range as high as 200,000. Many work 12 hours a day or more to earn a > salary of $300 a month or less. > > According to official figures, S?o Paulo now has 332 motoboy agencies. > Competition is strong, and they adopt names, often in English, stressing > efficiency: Adrenaline Express, Moto Bullet, Fast Express, Agile Boys, > Motojet, Fly Boy, Motoboy Speed, AeroBoy Express, Fast Boys. > > With so much emphasis on speed and so much competition with other > vehicles, the job is often dangerous. Broken bones and wrecked cycles are > an occupational hazard, and according to figures compiled by their union, > on average, at least one motoboy a day dies in a traffic accident. > > "The truth is that we're discardable," said Edson Agripino, 38, a veteran > of 15 years as a motoboy. "When a colleague gets hurt or killed, the first > thing the dispatchers ask is 'Did he deliver the document?' " > > Nevertheless, many motoboys, especially the younger ones, see themselves > as free spirits or urban cowboys, defying the conventions of society and > envied by stodgy wage-earners stuck in their cars and offices. > > "It's great to be out on the street, on your own, watching the girls, and > not in some cubicle with a boss bugging you all the time," said F?bio > C?sar Lopes, who at 29 has nine years' experience as a motoboy. "I spent > five years at an insurance agency, and believe me, not only do I make > better money doing this, but it's a lot more fun." > > Ordinary motorists consider motoboys a plague, and hostility between the > two groups is fierce and growing. There are at least 17 online chat groups > devoted to complaining about motoboys, and conflicts in the street and > even fistfights between drivers and motoboys are not unknown. > > "I can't stand motoboys," said Fl?vio Kobayashi, a graphic artist. "You're > sitting there stuck in traffic, on your way home after a long, hard day, > and along they come with their infernal beep-beep-beep, weaving their way > through traffic in complete disregard of everyone else on the road. > They'll break the rear-view mirror of your car if you get in their way, > and any time there is an argument they come to each other's rescue to beat > up on defenseless drivers." > > Pedestrians, especially newcomers from small towns in the interior, feel > especially vulnerable. In a notorious incident in 2001, Marcelo Fromer, a > guitarist in the popular rock group Os Tit?s, was run over and killed by a > motoboy with an expired license, who fled but was apprehended a year > later, tried and convicted. > > To bring the situation under control, the municipal government last year > created an obligatory registry system. The new rules required all motoboys > to pay a $110 tax, prove that they do not have a criminal record, obtain > life insurance, wear a helmet, drive motorcycles less than 10 years old > and carry their cargo in a rear-mounted basket with a license number on > it, so they can be tracked. > > But motoboys resisted the system, saying it was devised to banish them > from the streets. Only 40,000 of them registered, and they organized > protests that blocked some main streets. During the campaign leading up to > the mayoral election here in October, some candidates endorsed their > position and obtained judicial restraining orders exempting individual > motoboys from registration, which eventually forced Mayor Marta Suplicy to > rescind the program. > > A few years ago, Congress tried a different tack and passed a law that > would have made it essentially illegal for motoboys to practice their > profession, which has begun spreading to other cities in Brazil. But the > president at the time, Fernando Henrique Cardoso, who is from S?o Paulo, > vetoed the bill, tacitly recognizing the indispensability of the motoboy. > > "Everybody hates the motoboys except when they need one themselves," said > Ca?to Ortiz, the director of "Motoboys: Crazy Life," a recent > prize-winning documentary. "When he's rushing some document of yours > across town, then he becomes your savior, a hero, and you adore the guy." > > > >