From whook at itdp.org Fri Feb 1 06:57:33 2008 From: whook at itdp.org (Walter Hook) Date: Thu, 31 Jan 2008 16:57:33 -0500 Subject: [sustran] any details on Nano and safety and environmental regs? In-Reply-To: <683ba1ca0801280340t2b4c59f3i1b4268c8773de2d1@mail.gmail.com> Message-ID: <005f01c86454$509e6f10$3601a8c0@DFJLYL81> I was "mis" quoted in the Daily News saying the Nano does not meet Western emissions, road worthyness and safety standards. What i said was that it "might" not but that i didn't know. Does anybody know for sure? Would it be in compliance with euro IV or EPA standards, etc? -----Original Message----- From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf Of Sarath Guttikunda Sent: Monday, January 28, 2008 6:41 AM To: sustran-discuss@list.jca.apc.org Cc: Anumita; RThom@wri.org Subject: [sustran] Re: [SUSTRAN] Re: Tata Nano: CriminalizingMobilityorMobilizing Crime Dear Anumita, Thanks for your elaborate email.. My 2 cents, In an interview with Ratan Tata, he mentioned that goal behind making Nano is family safety and he is inspired to making Nano after seeing a family on a motorcycle. I have seen some arguments in papers and on net, that the largest jump in buying a Nano will come from the MC group. This I doubt. A simple math between MCs and Cars, assuming all gasoline (priced at Rs.50per liter) and a family traveling 30 km per day. MCs give 60 km per lit, which translates to Rs.0.83 per km or Rs.7800 per year per family. If the family jumps to a Nano, assuming a 20 km per lit, math translates to Rs.2.50per km or Rs.23,400 per year per family. One year = 6 working days per week and 52 weeks. On an average, a middle class family with MC in India earns between 10K to 15K. Even if we take the higher end of 15K, this accounts to 4% for MCs and 13% for cars on fuel expenses per year. That is a big change. This does not account for the price difference (~Rs.40K for MC and Rs.125Kfor Nano) and interests they will incur for 5 or 10 years of loans, insurance, and maintenance. And lets not forget Parking - even if it is cheap compared to the developed nations. There is no doubt that with growing demand for cars, Nano will be a hit (similar to Maruti 800 when it arrived in the 80's) - given the production levels are as high as the current demand. What we saw on TV is a glimpse of the car which is still a year away or less from hitting the roads. A good public awareness campaign with numbers will do good - explaining what people will end up spending - both in terms on money and time (leading to more congestion). MCs are by far the largest number in the country and will remain so for the coming decades. On the other side, a good price differential and extra tax for cars, Nano could shift some people away from buying SUVs, who knows :-) Cars are not bad, but more cars on road make it worse. Similarly, there are some discussions on how Nano will cut into the 3Ws and Taxi market, which is also stretching the limits. In the cities like Delhi, Mumbai, Hyderabad, or Bangalore, parking has already become a problem, and more cars will not make it easy. Under a parking cap, 3Ws and Taxis still rule the short trip version. As we argue on cars and MCs, as Anumita pointed out, we have to also understand the lack of "public transport" in place to take the current travel loads. And also the share of diesel on road. We are basically stuck at "Access to Mobility". with regards, Sarath -- Sarath Guttikunda New Delhi, India Phone: +91 9891 315 946 Email: sguttikunda@gmail.com On Jan 25, 2008 11:56 AM, Anumita wrote: > Lee, > > I guess all of us are saying the same thing. Clearly, this fuss over Nano > is just not > about Nano but about cars, all cars - big, small, cheap, expensive cars. > Nano has > given us the chance to focus the public debate on congestion, oil guzzling > and > emissions and make these concerns more visible. This debate is certainly > very > nuanced. > > -- Look at the Indian paradox today - super cheap cars like Nano will > expand the > bottom of the market pyramid when rising incomes have already triggered a > steady > drift to bigger cars and SUVs. So the ends are stretched both ways. Car > companies > will continue to compete on costs in a price sensitive market. With frugal > engineering, > weak regulations, fiscal largess to the car companies, even for their > production > facilities, cars can come very cheap. Question is how do we deal with it? > > -- Interestingly, in a car to car comparison nano or any small car can > offer fuel > savings - certainly more sensible than the bigger, more powerful, high > performance > cars that are about several hundreds per 1000 people in many > industrialized cities. > But the new investments in the Indian auto sector will have to be linked > with stringent > emissions regulations, in-use compliance requirements and efficiency > standards. > > - But the reason why we are debating Nano, and, are so concerned today, is > because we still have the time, the chance and the alternatives to plan > mobility > systems differently in Indian cities. We already have a reasonable > strength in the > usage of public transport at least in big cities, NMT and walking -- that > if protected > and improved can help us to take an alternative route and avoid huge > emissions and > oil guzzling in Indian cities. Building alternatives at this stage of > motorisation is critical > -- cars may drive growth and aspirations, but they can never meet the > commuting > needs of the urban majority. > > -- But this is where we draw a blank. As in the rest of the world we have > also realized > that to a very great extent mobility management hinges on fiscal measures > (in > addition to providing good public transport). But the wisdom of taxing a > product for > the vice and not just for their values is still quite alien to the Indian > and many other > Asian fiscal regimes. The governments are strongly entrenched in command > and > control strategies. They are still not looking at fiscal measures that can > change > consumer and commuter choices, push cities to make better choices on > transportation options, create alternative sources of revenue and broaden > the > revenue base to fund mobility and technology transition. But this will > require a > different kind of maturity and sophistication in our fiscal regimen. > > -- Greening of taxes will be an even bigger battle in the present context > of > governance and public awareness. Aspirational vote bank never says tax our > cars > and the governance systems in cities are not strong enough to force it > down. > Therefore, just the opposite is happening today. The city governments > penalize buses > by taxing them higher per passenger they carry than cars that carry lot > less and use > up more road space etc. > > -- In Delhi, we are amidst discussions on fuel taxes, parking charges, > road taxes etc. > But resistance is unbelievable. Even if matters move in Delhi it will > still be a drop in > the ocean. The policy mandate on transportation and mobility matters is so > decentralized that it is the ability of all individual cities that will > ultimately decide the > progress on this front. National policies like JNURM etc are still not > strong enough > framework to create a template for the cities. Smaller cities are going to > be even > more badly hit by small car explosion as public policies on public > transport are > virtually non existent for these cities - just because these cities do not > have high > density travel corridors to justify investment in 'profitable' public > transport. This > means millions are left to organise their own mobility and will happily > graduate from > bicycles and cycle rickshaws to cheap cars. > > -- We need to understand that when it comes to practical planning for > mobility > management in our cities the basic policy tools, databases, policy > indicators of > sustainability etc do not even exist to enable city level planning and > action. Even > public voice remains dormant. This is where we need to move fast to see > some real > action. Otherwise, good ideas will remain good ideas while cars take over. > > Anumita > > ****************************** > > > > ************************** > > Anumita Roychowdhury > > Associate Director,Research and Advocacy > > Centre for Science and Environment > > 41, Tughlakabad Institutional Area > > New Delhi 110062 > > Tel: 91-11-29955124, 29955125, 29956394 > > Fax: 91-11-29955879, 29955870 > > Email: anumita@cseindia.org > > Website: www.cseindia.org > > *************************************************** > > > On 24 Jan 2008 at 10:40, Lee Schipper wrote: > > > Anumita, what do you say? Sounds like we're between a piece of rubber > > and a spare tyre > > > > > > Lee Schipper > > EMBARQ Fellow > > EMBARQ, the WRI Center for Sustainable Transport > > www.embarq.wri.org > > and > > Visiting Scholar > > UC Transportation Center > > Berkeley CA USA www.uctc.net > > skype: mrmeter > > +1 510 642 6889 > > Cell +1 202 262 7476 > > > > > From schipper at wri.org Fri Feb 1 07:00:34 2008 From: schipper at wri.org (Lee Schipper) Date: Thu, 31 Jan 2008 17:00:34 -0500 Subject: [sustran] Re: any details on Nano and safety and environmental regs? References: <005f01c86454$509e6f10$3601a8c0@DFJLYL81> Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C012A19CA@wricsex029330.WRI.CRM.Local> Mike, can you help. I was interviewed by CNN Business but no response yet.. Lee Schipper EMBARQ Fellow EMBARQ, the WRI Center for Sustainable Transport www.embarq.wri.org and Visiting Scholar UC Transportation Center Berkeley CA USA www.uctc.net skype: mrmeter +1 510 642 6889 Cell +1 202 262 7476 -----Original Message----- From: sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org [mailto:sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org] On Behalf Of Walter Hook Sent: Thursday, January 31, 2008 1:58 PM To: 'Sarath Guttikunda'; sustran-discuss@list.jca.apc.org Cc: 'Anumita'; Rhys Thom Subject: [sustran] any details on Nano and safety and environmental regs? I was "mis" quoted in the Daily News saying the Nano does not meet Western emissions, road worthyness and safety standards. What i said was that it "might" not but that i didn't know. Does anybody know for sure? Would it be in compliance with euro IV or EPA standards, etc? -----Original Message----- From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf Of Sarath Guttikunda Sent: Monday, January 28, 2008 6:41 AM To: sustran-discuss@list.jca.apc.org Cc: Anumita; RThom@wri.org Subject: [sustran] Re: [SUSTRAN] Re: Tata Nano: CriminalizingMobilityorMobilizing Crime Dear Anumita, Thanks for your elaborate email.. My 2 cents, In an interview with Ratan Tata, he mentioned that goal behind making Nano is family safety and he is inspired to making Nano after seeing a family on a motorcycle. I have seen some arguments in papers and on net, that the largest jump in buying a Nano will come from the MC group. This I doubt. A simple math between MCs and Cars, assuming all gasoline (priced at Rs.50per liter) and a family traveling 30 km per day. MCs give 60 km per lit, which translates to Rs.0.83 per km or Rs.7800 per year per family. If the family jumps to a Nano, assuming a 20 km per lit, math translates to Rs.2.50per km or Rs.23,400 per year per family. One year = 6 working days per week and 52 weeks. On an average, a middle class family with MC in India earns between 10K to 15K. Even if we take the higher end of 15K, this accounts to 4% for MCs and 13% for cars on fuel expenses per year. That is a big change. This does not account for the price difference (~Rs.40K for MC and Rs.125Kfor Nano) and interests they will incur for 5 or 10 years of loans, insurance, and maintenance. And lets not forget Parking - even if it is cheap compared to the developed nations. There is no doubt that with growing demand for cars, Nano will be a hit (similar to Maruti 800 when it arrived in the 80's) - given the production levels are as high as the current demand. What we saw on TV is a glimpse of the car which is still a year away or less from hitting the roads. A good public awareness campaign with numbers will do good - explaining what people will end up spending - both in terms on money and time (leading to more congestion). MCs are by far the largest number in the country and will remain so for the coming decades. On the other side, a good price differential and extra tax for cars, Nano could shift some people away from buying SUVs, who knows :-) Cars are not bad, but more cars on road make it worse. Similarly, there are some discussions on how Nano will cut into the 3Ws and Taxi market, which is also stretching the limits. In the cities like Delhi, Mumbai, Hyderabad, or Bangalore, parking has already become a problem, and more cars will not make it easy. Under a parking cap, 3Ws and Taxis still rule the short trip version. As we argue on cars and MCs, as Anumita pointed out, we have to also understand the lack of "public transport" in place to take the current travel loads. And also the share of diesel on road. We are basically stuck at "Access to Mobility". with regards, Sarath -- Sarath Guttikunda New Delhi, India Phone: +91 9891 315 946 Email: sguttikunda@gmail.com On Jan 25, 2008 11:56 AM, Anumita wrote: > Lee, > > I guess all of us are saying the same thing. Clearly, this fuss over > Nano is just not about Nano but about cars, all cars - big, small, > cheap, expensive cars. > Nano has > given us the chance to focus the public debate on congestion, oil > guzzling and emissions and make these concerns more visible. This > debate is certainly very nuanced. > > -- Look at the Indian paradox today - super cheap cars like Nano will > expand the bottom of the market pyramid when rising incomes have > already triggered a steady drift to bigger cars and SUVs. So the ends > are stretched both ways. Car companies will continue to compete on > costs in a price sensitive market. With frugal engineering, weak > regulations, fiscal largess to the car companies, even for their > production facilities, cars can come very cheap. Question is how do we > deal with it? > > -- Interestingly, in a car to car comparison nano or any small car can > offer fuel savings - certainly more sensible than the bigger, more > powerful, high performance cars that are about several hundreds per > 1000 people in many industrialized cities. > But the new investments in the Indian auto sector will have to be > linked with stringent emissions regulations, in-use compliance > requirements and efficiency standards. > > - But the reason why we are debating Nano, and, are so concerned > today, is because we still have the time, the chance and the > alternatives to plan mobility systems differently in Indian cities. We > already have a reasonable strength in the usage of public transport at > least in big cities, NMT and walking -- that if protected and improved > can help us to take an alternative route and avoid huge emissions and > oil guzzling in Indian cities. Building alternatives at this stage of > motorisation is critical > -- cars may drive growth and aspirations, but they can never meet the > commuting needs of the urban majority. > > -- But this is where we draw a blank. As in the rest of the world we > have also realized that to a very great extent mobility management > hinges on fiscal measures (in addition to providing good public > transport). But the wisdom of taxing a product for the vice and not > just for their values is still quite alien to the Indian and many > other Asian fiscal regimes. The governments are strongly entrenched in > command and control strategies. They are still not looking at fiscal > measures that can change consumer and commuter choices, push cities to > make better choices on transportation options, create alternative > sources of revenue and broaden the revenue base to fund mobility and > technology transition. But this will require a different kind of > maturity and sophistication in our fiscal regimen. > > -- Greening of taxes will be an even bigger battle in the present > context of governance and public awareness. Aspirational vote bank > never says tax our cars and the governance systems in cities are not > strong enough to force it down. > Therefore, just the opposite is happening today. The city governments > penalize buses by taxing them higher per passenger they carry than > cars that carry lot less and use up more road space etc. > > -- In Delhi, we are amidst discussions on fuel taxes, parking charges, > road taxes etc. > But resistance is unbelievable. Even if matters move in Delhi it will > still be a drop in the ocean. The policy mandate on transportation and > mobility matters is so decentralized that it is the ability of all > individual cities that will ultimately decide the progress on this > front. National policies like JNURM etc are still not strong enough > framework to create a template for the cities. Smaller cities are > going to be even more badly hit by small car explosion as public > policies on public transport are virtually non existent for these > cities - just because these cities do not have high density travel > corridors to justify investment in 'profitable' public transport. > This means millions are left to organise their own mobility and will > happily graduate from bicycles and cycle rickshaws to cheap cars. > > -- We need to understand that when it comes to practical planning for > mobility management in our cities the basic policy tools, databases, > policy indicators of sustainability etc do not even exist to enable > city level planning and action. Even public voice remains dormant. > This is where we need to move fast to see some real action. Otherwise, > good ideas will remain good ideas while cars take over. > > Anumita > > ****************************** > > > > ************************** > > Anumita Roychowdhury > > Associate Director,Research and Advocacy Centre for Science and > > Environment 41, Tughlakabad Institutional Area New Delhi 110062 > > Tel: 91-11-29955124, 29955125, 29956394 > > Fax: 91-11-29955879, 29955870 > > Email: anumita@cseindia.org > > Website: www.cseindia.org > > *************************************************** > > > On 24 Jan 2008 at 10:40, Lee Schipper wrote: > > > Anumita, what do you say? Sounds like we're between a piece of > > rubber and a spare tyre > > > > > > Lee Schipper > > EMBARQ Fellow > > EMBARQ, the WRI Center for Sustainable Transport www.embarq.wri.org > > and Visiting Scholar UC Transportation Center Berkeley CA USA > > www.uctc.net > > skype: mrmeter > > +1 510 642 6889 > > Cell +1 202 262 7476 > > > > > -------------------------------------------------------- IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From itdpasia at comcast.net Fri Feb 1 08:04:05 2008 From: itdpasia at comcast.net (John Ernst) Date: Thu, 31 Jan 2008 16:04:05 -0700 Subject: [sustran] Re: any details on Nano and safety and environmental regs? In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342C012A19CA@wricsex029330.WRI .CRM.Local> References: <005f01c86454$509e6f10$3601a8c0@DFJLYL81> <46E2E1971BCEC1459149FBB1A4B4342C012A19CA@wricsex029330.WRI.CRM.Local> Message-ID: <20080131230503.6E2812BC46@mx-list.jca.ne.jp> New Scientist reports that it does meet Euro IV emissions standards, see http://www.newscientist.com/blog/environment/2008/01/environmental-impact-of-indias-nano-car.html. I assume they are going off of Tata's claimed emissions and not actual tests. But this would not be unreasonable for the small fuel-injected engine Tata has in there. It does not have air bags, so it does not meet US safety standards. I don't believe EU standards require air bags in all cars...?? I'm not sure what roadworthiness standards would be, but Tata has extensive experience building vehicles, so I imagine the Nano can handle the basics in terms of handling and braking. best, John www. itdp.org At 03:00 PM 1/31/2008, Lee Schipper wrote: > Mike, can you help. >I was interviewed by CNN Business but no response yet.. > > >Lee Schipper >EMBARQ Fellow >EMBARQ, the WRI Center for Sustainable Transport >www.embarq.wri.org >and >Visiting Scholar >UC Transportation Center >Berkeley CA USA www.uctc.net >skype: mrmeter >+1 510 642 6889 >Cell +1 202 262 7476 > > >-----Original Message----- >From: sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org >[mailto:sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org] On >Behalf Of Walter Hook >Sent: Thursday, January 31, 2008 1:58 PM >To: 'Sarath Guttikunda'; sustran-discuss@list.jca.apc.org >Cc: 'Anumita'; Rhys Thom >Subject: [sustran] any details on Nano and safety and environmental >regs? > >I was "mis" quoted in the Daily News saying the Nano does not meet >Western emissions, road worthyness and safety standards. What i said >was that it "might" not but that i didn't know. > >Does anybody know for sure? Would it be in compliance with euro IV or >EPA standards, etc? > >-----Original Message----- >From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org >[mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On >Behalf Of Sarath Guttikunda >Sent: Monday, January 28, 2008 6:41 AM >To: sustran-discuss@list.jca.apc.org >Cc: Anumita; RThom@wri.org >Subject: [sustran] Re: [SUSTRAN] Re: Tata Nano: >CriminalizingMobilityorMobilizing Crime > >Dear Anumita, > >Thanks for your elaborate email.. > >My 2 cents, > >In an interview with Ratan Tata, he mentioned that goal behind making >Nano is family safety and he is inspired to making Nano after seeing a >family on a motorcycle. I have seen some arguments in papers and on net, >that the largest jump in buying a Nano will come from the MC group. This >I doubt. > >A simple math between MCs and Cars, assuming all gasoline (priced at >Rs.50per liter) and a family traveling 30 km per day. MCs give 60 km per >lit, which translates to Rs.0.83 per km or Rs.7800 per year per family. >If the family jumps to a Nano, assuming a 20 km per lit, math translates >to Rs.2.50per km or Rs.23,400 per year per family. One year = 6 working >days per week and 52 weeks. > >On an average, a middle class family with MC in India earns between 10K >to 15K. Even if we take the higher end of 15K, this accounts to 4% for >MCs and 13% for cars on fuel expenses per year. That is a big change. > >This does not account for the price difference (~Rs.40K for MC and >Rs.125Kfor Nano) and interests they will incur for 5 or 10 years of >loans, insurance, and maintenance. And lets not forget Parking - even if >it is cheap compared to the developed nations. > >There is no doubt that with growing demand for cars, Nano will be a hit >(similar to Maruti 800 when it arrived in the 80's) - given the >production levels are as high as the current demand. What we saw on TV >is a glimpse of the car which is still a year away or less from hitting >the roads. A good public awareness campaign with numbers will do good - >explaining what people will end up spending - both in terms on money and >time (leading to more congestion). > >MCs are by far the largest number in the country and will remain so for >the coming decades. On the other side, a good price differential and >extra tax for cars, Nano could shift some people away from buying SUVs, >who knows :-) Cars are not bad, but more cars on road make it worse. > >Similarly, there are some discussions on how Nano will cut into the 3Ws >and Taxi market, which is also stretching the limits. In the cities like >Delhi, Mumbai, Hyderabad, or Bangalore, parking has already become a >problem, and more cars will not make it easy. Under a parking cap, 3Ws >and Taxis still rule the short trip version. > >As we argue on cars and MCs, as Anumita pointed out, we have to also >understand the lack of "public transport" in place to take the current >travel loads. And also the share of diesel on road. We are basically >stuck at "Access to Mobility". > >with regards, >Sarath > >-- >Sarath Guttikunda >New Delhi, India >Phone: +91 9891 315 946 >Email: sguttikunda@gmail.com > >On Jan 25, 2008 11:56 AM, Anumita wrote: > > > Lee, > > > > I guess all of us are saying the same thing. Clearly, this fuss over > > Nano is just not about Nano but about cars, all cars - big, small, > > cheap, expensive cars. > > Nano has > > given us the chance to focus the public debate on congestion, oil > > guzzling and emissions and make these concerns more visible. This > > debate is certainly very nuanced. > > > > -- Look at the Indian paradox today - super cheap cars like Nano will > > expand the bottom of the market pyramid when rising incomes have > > already triggered a steady drift to bigger cars and SUVs. So the ends > > are stretched both ways. Car companies will continue to compete on > > costs in a price sensitive market. With frugal engineering, weak > > regulations, fiscal largess to the car companies, even for their > > production facilities, cars can come very cheap. Question is how do we > > > deal with it? > > > > -- Interestingly, in a car to car comparison nano or any small car can > > > offer fuel savings - certainly more sensible than the bigger, more > > powerful, high performance cars that are about several hundreds per > > 1000 people in many industrialized cities. > > But the new investments in the Indian auto sector will have to be > > linked with stringent emissions regulations, in-use compliance > > requirements and efficiency standards. > > > > - But the reason why we are debating Nano, and, are so concerned > > today, is because we still have the time, the chance and the > > alternatives to plan mobility systems differently in Indian cities. We > > > already have a reasonable strength in the usage of public transport at > > > least in big cities, NMT and walking -- that if protected and improved > > > can help us to take an alternative route and avoid huge emissions and > > oil guzzling in Indian cities. Building alternatives at this stage of > > motorisation is critical > > -- cars may drive growth and aspirations, but they can never meet the > > commuting needs of the urban majority. > > > > -- But this is where we draw a blank. As in the rest of the world we > > have also realized that to a very great extent mobility management > > hinges on fiscal measures (in addition to providing good public > > transport). But the wisdom of taxing a product for the vice and not > > just for their values is still quite alien to the Indian and many > > other Asian fiscal regimes. The governments are strongly entrenched in > > > command and control strategies. They are still not looking at fiscal > > measures that can change consumer and commuter choices, push cities to > > > make better choices on transportation options, create alternative > > sources of revenue and broaden the revenue base to fund mobility and > > technology transition. But this will require a different kind of > > maturity and sophistication in our fiscal regimen. > > > > -- Greening of taxes will be an even bigger battle in the present > > context of governance and public awareness. Aspirational vote bank > > never says tax our cars and the governance systems in cities are not > > strong enough to force it down. > > Therefore, just the opposite is happening today. The city governments > > penalize buses by taxing them higher per passenger they carry than > > cars that carry lot less and use up more road space etc. > > > > -- In Delhi, we are amidst discussions on fuel taxes, parking charges, > > > road taxes etc. > > But resistance is unbelievable. Even if matters move in Delhi it will > > still be a drop in the ocean. The policy mandate on transportation and > > > mobility matters is so decentralized that it is the ability of all > > individual cities that will ultimately decide the progress on this > > front. National policies like JNURM etc are still not strong enough > > framework to create a template for the cities. Smaller cities are > > going to be even more badly hit by small car explosion as public > > policies on public transport are virtually non existent for these > > cities - just because these cities do not have high density travel > > corridors to justify investment in 'profitable' public transport. > > This means millions are left to organise their own mobility and will > > happily graduate from bicycles and cycle rickshaws to cheap cars. > > > > -- We need to understand that when it comes to practical planning for > > mobility management in our cities the basic policy tools, databases, > > policy indicators of sustainability etc do not even exist to enable > > city level planning and action. Even public voice remains dormant. > > This is where we need to move fast to see some real action. Otherwise, > > > good ideas will remain good ideas while cars take over. > > > > Anumita > > > > ****************************** > > > > > > ************************** > > > Anumita Roychowdhury > > > Associate Director,Research and Advocacy Centre for Science and > > > Environment 41, Tughlakabad Institutional Area New Delhi 110062 > > > Tel: 91-11-29955124, 29955125, 29956394 > > > Fax: 91-11-29955879, 29955870 > > > Email: anumita@cseindia.org > > > Website: www.cseindia.org > > > *************************************************** > > > > > > On 24 Jan 2008 at 10:40, Lee Schipper wrote: > > > > > Anumita, what do you say? Sounds like we're between a piece of > > > rubber and a spare tyre > > > > > > > > > Lee Schipper > > > EMBARQ Fellow > > > EMBARQ, the WRI Center for Sustainable Transport www.embarq.wri.org > > > and Visiting Scholar UC Transportation Center Berkeley CA USA > > > www.uctc.net > > > skype: mrmeter > > > +1 510 642 6889 > > > Cell +1 202 262 7476 > > > > > > > > > > > >-------------------------------------------------------- >IMPORTANT NOTE to everyone who gets sustran-discuss messages via >YAHOOGROUPS. > >Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to >join the real sustran-discuss and get full membership rights. The >yahoogroups version is only a mirror and 'members' there cannot post to >the real sustran-discuss (even if the yahoogroups site makes it seem >like you can). Apologies for the confusing arrangement. > >================================================================ >SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >equitable and sustainable transport with a focus on developing countries >(the 'Global South'). >-------------------------------------------------------- >IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > >Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss >to join the real sustran-discuss and get full membership rights. The >yahoogroups version is only a mirror and 'members' there cannot post >to the real sustran-discuss (even if the yahoogroups site makes it >seem like you can). Apologies for the confusing arrangement. > >================================================================ >SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >equitable and sustainable transport with a focus on developing >countries (the 'Global South'). From eric.britton at ecoplan.org Fri Feb 1 16:23:28 2008 From: eric.britton at ecoplan.org (eric.britton) Date: Fri, 1 Feb 2008 08:23:28 +0100 Subject: [sustran] City Bikes in developing world cities Message-ID: <002d01c864a3$59670630$0c351290$@britton@ecoplan.org> Dear Sir, I am Sudhir, a researcher on sustainability issues from India. I have been following the mails in world city bike forum. I would like to indicate the issue pertaining to cyclists in developing countries like India. We don't have any infrastructure like cycletracks in cities like Bangalore. Let us consider the Bangalore Case. * As per my estimate Bangalore loses out nearly 208 million Rs per day due to congestion. * Cycling as a mode of transport is virtually non existent in Bangalore (less than 2%). * Bangalore has nearly 477853 cycles which contribute only 15% operational trips. * We don't have promoters of cycling mode and thus no public outcry. * We even don't have proper design code for the Cycle Tracks (only code available is IRC-11-1962) Sir, can we also concentrate upon developing countries in order to gain momentum. With Kind Regards Sudhir Project Engineer, Highways Div. SECON Pvt Ltd. 147, 7B Road, EPIP, Whitefield, Bangalore 560066 Ph: 080-41197778 (413) From mpwalsh at igc.org Fri Feb 1 16:38:47 2008 From: mpwalsh at igc.org (Michael P. Walsh) Date: Fri, 01 Feb 2008 02:38:47 -0500 Subject: [sustran] Re: any details on Nano and safety and environmental regs? In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342C012A19CA@wricsex029330.WRI.CRM.Local> References: <005f01c86454$509e6f10$3601a8c0@DFJLYL81> <46E2E1971BCEC1459149FBB1A4B4342C012A19CA@wricsex029330.WRI.CRM.Local> Message-ID: <47A2CC87.8020901@igc.org> My understanding is that it will comply with the emissions requirements at Type Approval (a prototype well maintained vehicle) but I am skeptical that it will comply in use over its lifetime. But of course no one has any actual data at this point. Best regards, Mike Lee Schipper wrote: > Mike, can you help. >I was interviewed by CNN Business but no response yet.. > > >Lee Schipper >EMBARQ Fellow >EMBARQ, the WRI Center for Sustainable Transport >www.embarq.wri.org >and >Visiting Scholar >UC Transportation Center >Berkeley CA USA www.uctc.net >skype: mrmeter >+1 510 642 6889 >Cell +1 202 262 7476 > > >-----Original Message----- >From: sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org >[mailto:sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org] On >Behalf Of Walter Hook >Sent: Thursday, January 31, 2008 1:58 PM >To: 'Sarath Guttikunda'; sustran-discuss@list.jca.apc.org >Cc: 'Anumita'; Rhys Thom >Subject: [sustran] any details on Nano and safety and environmental >regs? > >I was "mis" quoted in the Daily News saying the Nano does not meet >Western emissions, road worthyness and safety standards. What i said >was that it "might" not but that i didn't know. > >Does anybody know for sure? Would it be in compliance with euro IV or >EPA standards, etc? > >-----Original Message----- >From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org >[mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On >Behalf Of Sarath Guttikunda >Sent: Monday, January 28, 2008 6:41 AM >To: sustran-discuss@list.jca.apc.org >Cc: Anumita; RThom@wri.org >Subject: [sustran] Re: [SUSTRAN] Re: Tata Nano: >CriminalizingMobilityorMobilizing Crime > >Dear Anumita, > >Thanks for your elaborate email.. > >My 2 cents, > >In an interview with Ratan Tata, he mentioned that goal behind making >Nano is family safety and he is inspired to making Nano after seeing a >family on a motorcycle. I have seen some arguments in papers and on net, >that the largest jump in buying a Nano will come from the MC group. This >I doubt. > >A simple math between MCs and Cars, assuming all gasoline (priced at >Rs.50per liter) and a family traveling 30 km per day. MCs give 60 km per >lit, which translates to Rs.0.83 per km or Rs.7800 per year per family. >If the family jumps to a Nano, assuming a 20 km per lit, math translates >to Rs.2.50per km or Rs.23,400 per year per family. One year = 6 working >days per week and 52 weeks. > >On an average, a middle class family with MC in India earns between 10K >to 15K. Even if we take the higher end of 15K, this accounts to 4% for >MCs and 13% for cars on fuel expenses per year. That is a big change. > >This does not account for the price difference (~Rs.40K for MC and >Rs.125Kfor Nano) and interests they will incur for 5 or 10 years of >loans, insurance, and maintenance. And lets not forget Parking - even if >it is cheap compared to the developed nations. > >There is no doubt that with growing demand for cars, Nano will be a hit >(similar to Maruti 800 when it arrived in the 80's) - given the >production levels are as high as the current demand. What we saw on TV >is a glimpse of the car which is still a year away or less from hitting >the roads. A good public awareness campaign with numbers will do good - >explaining what people will end up spending - both in terms on money and >time (leading to more congestion). > >MCs are by far the largest number in the country and will remain so for >the coming decades. On the other side, a good price differential and >extra tax for cars, Nano could shift some people away from buying SUVs, >who knows :-) Cars are not bad, but more cars on road make it worse. > >Similarly, there are some discussions on how Nano will cut into the 3Ws >and Taxi market, which is also stretching the limits. In the cities like >Delhi, Mumbai, Hyderabad, or Bangalore, parking has already become a >problem, and more cars will not make it easy. Under a parking cap, 3Ws >and Taxis still rule the short trip version. > >As we argue on cars and MCs, as Anumita pointed out, we have to also >understand the lack of "public transport" in place to take the current >travel loads. And also the share of diesel on road. We are basically >stuck at "Access to Mobility". > >with regards, >Sarath > >-- >Sarath Guttikunda >New Delhi, India >Phone: +91 9891 315 946 >Email: sguttikunda@gmail.com > >On Jan 25, 2008 11:56 AM, Anumita wrote: > > > >>Lee, >> >>I guess all of us are saying the same thing. Clearly, this fuss over >>Nano is just not about Nano but about cars, all cars - big, small, >>cheap, expensive cars. >>Nano has >>given us the chance to focus the public debate on congestion, oil >>guzzling and emissions and make these concerns more visible. This >>debate is certainly very nuanced. >> >>-- Look at the Indian paradox today - super cheap cars like Nano will >>expand the bottom of the market pyramid when rising incomes have >>already triggered a steady drift to bigger cars and SUVs. So the ends >>are stretched both ways. Car companies will continue to compete on >>costs in a price sensitive market. With frugal engineering, weak >>regulations, fiscal largess to the car companies, even for their >>production facilities, cars can come very cheap. Question is how do we >> >> > > > >>deal with it? >> >>-- Interestingly, in a car to car comparison nano or any small car can >> >> > > > >>offer fuel savings - certainly more sensible than the bigger, more >>powerful, high performance cars that are about several hundreds per >>1000 people in many industrialized cities. >>But the new investments in the Indian auto sector will have to be >>linked with stringent emissions regulations, in-use compliance >>requirements and efficiency standards. >> >>- But the reason why we are debating Nano, and, are so concerned >>today, is because we still have the time, the chance and the >>alternatives to plan mobility systems differently in Indian cities. We >> >> > > > >>already have a reasonable strength in the usage of public transport at >> >> > > > >>least in big cities, NMT and walking -- that if protected and improved >> >> > > > >>can help us to take an alternative route and avoid huge emissions and >>oil guzzling in Indian cities. Building alternatives at this stage of >>motorisation is critical >>-- cars may drive growth and aspirations, but they can never meet the >>commuting needs of the urban majority. >> >>-- But this is where we draw a blank. As in the rest of the world we >>have also realized that to a very great extent mobility management >>hinges on fiscal measures (in addition to providing good public >>transport). But the wisdom of taxing a product for the vice and not >>just for their values is still quite alien to the Indian and many >>other Asian fiscal regimes. The governments are strongly entrenched in >> >> > > > >>command and control strategies. They are still not looking at fiscal >>measures that can change consumer and commuter choices, push cities to >> >> > > > >>make better choices on transportation options, create alternative >>sources of revenue and broaden the revenue base to fund mobility and >>technology transition. But this will require a different kind of >>maturity and sophistication in our fiscal regimen. >> >>-- Greening of taxes will be an even bigger battle in the present >>context of governance and public awareness. Aspirational vote bank >>never says tax our cars and the governance systems in cities are not >>strong enough to force it down. >>Therefore, just the opposite is happening today. The city governments >>penalize buses by taxing them higher per passenger they carry than >>cars that carry lot less and use up more road space etc. >> >>-- In Delhi, we are amidst discussions on fuel taxes, parking charges, >> >> > > > >>road taxes etc. >>But resistance is unbelievable. Even if matters move in Delhi it will >>still be a drop in the ocean. The policy mandate on transportation and >> >> > > > >>mobility matters is so decentralized that it is the ability of all >>individual cities that will ultimately decide the progress on this >>front. National policies like JNURM etc are still not strong enough >>framework to create a template for the cities. Smaller cities are >>going to be even more badly hit by small car explosion as public >>policies on public transport are virtually non existent for these >>cities - just because these cities do not have high density travel >>corridors to justify investment in 'profitable' public transport. >>This means millions are left to organise their own mobility and will >>happily graduate from bicycles and cycle rickshaws to cheap cars. >> >>-- We need to understand that when it comes to practical planning for >>mobility management in our cities the basic policy tools, databases, >>policy indicators of sustainability etc do not even exist to enable >>city level planning and action. Even public voice remains dormant. >>This is where we need to move fast to see some real action. Otherwise, >> >> > > > >>good ideas will remain good ideas while cars take over. >> >>Anumita >> >>****************************** >> >> >>>************************** >>>Anumita Roychowdhury >>>Associate Director,Research and Advocacy Centre for Science and >>>Environment 41, Tughlakabad Institutional Area New Delhi 110062 >>>Tel: 91-11-29955124, 29955125, 29956394 >>>Fax: 91-11-29955879, 29955870 >>>Email: anumita@cseindia.org >>>Website: www.cseindia.org >>>*************************************************** >>> >>> >>On 24 Jan 2008 at 10:40, Lee Schipper wrote: >> >> >> >>>Anumita, what do you say? Sounds like we're between a piece of >>>rubber and a spare tyre >>> >>> >>>Lee Schipper >>>EMBARQ Fellow >>>EMBARQ, the WRI Center for Sustainable Transport www.embarq.wri.org >>>and Visiting Scholar UC Transportation Center Berkeley CA USA >>>www.uctc.net >>>skype: mrmeter >>>+1 510 642 6889 >>>Cell +1 202 262 7476 >>> >>> >>> >> >> >> > > >-------------------------------------------------------- >IMPORTANT NOTE to everyone who gets sustran-discuss messages via >YAHOOGROUPS. > >Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to >join the real sustran-discuss and get full membership rights. The >yahoogroups version is only a mirror and 'members' there cannot post to >the real sustran-discuss (even if the yahoogroups site makes it seem >like you can). Apologies for the confusing arrangement. > >================================================================ >SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >equitable and sustainable transport with a focus on developing countries >(the 'Global South'). > > > > From whook at itdp.org Sat Feb 2 05:21:48 2008 From: whook at itdp.org (Walter Hook) Date: Fri, 1 Feb 2008 15:21:48 -0500 Subject: [sustran] Re: City Bikes in developing world cities In-Reply-To: <002d01c864a3$59670630$0c351290$@britton@ecoplan.org> Message-ID: <005201c86510$143e04b0$3601a8c0@DFJLYL81> In delhi, itdp India has started some regular bicycle promotion rides and heritage rides. It is a start. It is not so hard to do, and they are getting some good press. Perhaps you could just form a Bangalore cycling club and get started meeting every Sunday or something. A group of riders is safer than going it alone, and maybe the city police would support by providing a police traffic cell initially. Maybe you can convince city authorities to close some popular streets on Sundays. There are good bike facilities planned for the new High capacity bus corridor in Delhi designed by IIT TRIPP, with some input from us, and the Ahmedabad BRT also should have good bike facilities along it. Not sure how well they will work in the Indian context where obstacles from poor pavement maintenance, vendors, building materials lying around etc. are a real nuisance. Things that work in Holland may not work well in Indian conditions. We are going to need to experiment with a few alternatives, like median bikeways, bike lanes between the busways and the mixed traffic lanes, traffic calmed service roads that allow through traffic for bikes only, bike lanes between better regulated parked vehicles and sidewalks, and regular European style bike lanes, to see what works. We just are not sure yet. Delhi HSBC and Ahmedabad BRTS should open later this year, so we will have something to look at. Walter -----Original Message----- From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf Of eric.britton Sent: Friday, February 01, 2008 2:23 AM To: WorldCityBike@yahoogroups.com Cc: Sustran Resource Centre Subject: [sustran] City Bikes in developing world cities Dear Sir, I am Sudhir, a researcher on sustainability issues from India. I have been following the mails in world city bike forum. I would like to indicate the issue pertaining to cyclists in developing countries like India. We don't have any infrastructure like cycletracks in cities like Bangalore. Let us consider the Bangalore Case. * As per my estimate Bangalore loses out nearly 208 million Rs per day due to congestion. * Cycling as a mode of transport is virtually non existent in Bangalore (less than 2%). * Bangalore has nearly 477853 cycles which contribute only 15% operational trips. * We don't have promoters of cycling mode and thus no public outcry. * We even don't have proper design code for the Cycle Tracks (only code available is IRC-11-1962) Sir, can we also concentrate upon developing countries in order to gain momentum. With Kind Regards Sudhir Project Engineer, Highways Div. SECON Pvt Ltd. 147, 7B Road, EPIP, Whitefield, Bangalore 560066 Ph: 080-41197778 (413) -------------------------------------------------------- IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From anupam9gupta at gmail.com Sat Feb 2 23:23:26 2008 From: anupam9gupta at gmail.com (Anupam Gupta) Date: Sat, 2 Feb 2008 19:53:26 +0530 Subject: [sustran] Re: any details on Nano and safety and environmental regs? In-Reply-To: <20080201030137.2D75D2D321@mx-list.jca.ne.jp> References: <20080201030137.2D75D2D321@mx-list.jca.ne.jp> Message-ID: <003801c865a7$3018bad0$904a3070$@com> Hi Walter - What Ratan Tata has been saying is that the Nano meets Indian emission standards, Bharat III (which are supposed to be similar to Euro III). Nano's engine can be upgraded to make it Euro IV compliant as well, whenever the need arises. Hope this helps. Regards Anupam From schipper at wri.org Sat Feb 2 23:53:11 2008 From: schipper at wri.org (Lee Schipper) Date: Sat, 2 Feb 2008 09:53:11 -0500 Subject: [sustran] Re: any details on Nano and safety and environmental regs? References: <20080201030137.2D75D2D321@mx-list.jca.ne.jp> <003801c865a7$3018bad0$904a3070$@com> Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C01220AF3@wricsex029330.WRI.CRM.Local> And what our friend Mike Walsh said in the NY Times was he doubted the exhaust systems would tay in order under the torture of Indian streets... Lee Schipper EMBARQ, the WRI Center for Sustainable Transport www.embarq.wri.org >From Oct 1, Visiting Scholar, UC Transportation Center UC Berkeley, CA www.uctc.net 510 642 6889 202 262 7476 -----Original Message----- From: sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org on behalf of Anupam Gupta Sent: Sat 2/2/2008 6:23 AM To: sustran-discuss@list.jca.apc.org Subject: [sustran] Re: any details on Nano and safety and environmental regs? Hi Walter - What Ratan Tata has been saying is that the Nano meets Indian emission standards, Bharat III (which are supposed to be similar to Euro III). Nano's engine can be upgraded to make it Euro IV compliant as well, whenever the need arises. Hope this helps. Regards Anupam -------------------------------------------------------- IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From edelman at greenidea.eu Sun Feb 3 18:22:42 2008 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Sun, 03 Feb 2008 10:22:42 +0100 Subject: [sustran] Re: [carfree_network] Mapping Carfree Casualties In-Reply-To: References: Message-ID: <47A587E2.5040304@greenidea.eu> Colin Leath wrote: > I've put together a demo site > about how we might be able to easily keep a map/ construct a memorial > of people hit by motor vehicles. > > I doubt the way I've set things up there is the best way to do it. But > I think this is something that needs to happen. Imagine if all the > worldwide fatalities and injuries were mapped and labelled and just > kept piling up--and if you could zoom in on any area and find the > stories about the people killed or injured there. > > The casualty reported on the biketour list > > -- in addition to happening to walk by two hit pedestrians laying in > the street in two days -- a year of reading about pedestrian deaths in > the local paper and doing nothing about them -- and the violence we > all live in being near car drivers -- and being hit myself -- pushed > me to do this. > > Please help me figure out something more workable than the current > approach. > > Peace, > Colin > > -- > Contribute to the blog, calendar, & maps at > SD/TJ Design, Plant, Harvest: > nourishing our shared space, caring for the commons. > http://sdtjdph.blogspot.com/ Global Ghost Bike (and "Ghost Shoes") is a great idea, and perhaps the Automobile-Advertising Industrial Googolplex should pay for it. After all, they actually TALK about road safety more than carfree people do. It is a safety thing, rather than - directly at least - a carfree thing. The AAIG kills more people via emissions, doesn't it? Maybe so, but specific places where people die of diseases related to emissions seems like a difficult thing to mark. On the other hand - as I understand it - most developed countries - at least - have casualty maps for urban and perhaps all areas. (These are of course about all deaths and injuries, on foot or a bike, in cars or trucks....and I think that even when a driver is at fault, a death is a death is a death) So the data is there. But can we get it? Is it always public and ideally also easily importable to a user-friendly website or... ... I think that a key element in where the information is posted. For a long time now in many countries there are permanent memorials - candles, plaques and such - to show where people died in road crashes (whether or not they were in the car) though of course I realise that ghost bikes are specifically about bikes. Having these and ghost bikes/shoes everywhere is great, but some other suggestions are: * On highways on signs that generally show traffic conditions ahead. Some huge automobile companies - I am not naming names - have some stated goal of zero deaths (as does Sweden, I think) so why not something like the following in ALL countries: ---------------------- "Deaths on the Roads" Today's Count: 2,345* Year to Date: 985,254* sponsored by (------) which has a goal of zero deaths" * estimated ---------------------- ONE signal would go to all these signs, all around the world, but of course the problem is that some, many or most developing countries do not collect the data, don't have enough people online to distribute the count or mapping that way - of course newspapers or magazines are just as good, will SAY they don't have the resources to support it... and of course will be reluctant to show any of it. How to overcome that last point in regards to governments? I am not sure. But for private companies their refusal to support a project like this could be turned into very bad publicity for them, non? (This sign could also be used for something more "positive" like info about passenger throughput on various adjacent traffic lanes or corridors... e.g. BRT/buses/light-rail and private automobiles in order to show everyone how much more efficient the former are at throughputting people) * Getting a wee bit further away from the main point, as head-up displays are starting to... appear in automobiles, how about if these display images of "road-crashed people" who died nearby - displayed while the car is not moving? And - if the car is also "GPS'd" - how about if every time the car goes over the speed limit an image is projected of their child or mother shaming them? * Perhaps advertising companies should be required to display this info along with the automobile ads? Should ads post fuel consumption, carbon production AND something like "About 3,000 people die on the roads each day. Please slow down and buckle up." * Finally, I also suggested to someone from a World Carfree Network organisation... that the automobile producers which sponsor some of their projects - or which they cooperate with in image-making - should have a bell at each manufacturing facility, which they will rrring every time someone dies on the roads (3,000 times a day could create a noise problem, ja?) or at least every time someone dies in or because of a product made there. This will remind the owners, managers, workers and some nearby townspeople of their complicity. A variant would be that the Minister of Transport (or King/Queen if a monarchy) does this in the capital. Enough. The sun is shining. Time to go out with the dogs... let's see if we can make it across the street. - T -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net CAR is over. If you WANT it. From anumita at cseindia.org Fri Feb 1 23:10:37 2008 From: anumita at cseindia.org (Anumita) Date: Fri, 1 Feb 2008 19:40:37 +0530 Subject: [sustran] Re: any details on Nano and safety and environmental regs? In-Reply-To: <47A2CC87.8020901@igc.org> References: <46E2E1971BCEC1459149FBB1A4B4342C012A19CA@wricsex029330.WRI.CRM.Local> Message-ID: <47A375B5.30852.1C6537E@localhost> -- As Michael has pointed out, all car companies have to get their vehicles type approved to meet the emissions standards to sell in the Indian market. In 2010 about 16 cities are expected to move to Euro IV and the rest of the country to Euro III. (Currently Euo III in 11 cities and Euro II in the rest of the country). So all cars including Nano will have to comply with these standards. But, -- in-use compliance regulations are nearly non-existent ? there are no effective checks on in-use performance over life time. -- Sarath, you have made an important point. Operational costs will be a decisive factor in influencing the shift from MCs to cheap cars -- and these costs for MCs are a lot lower than cars. Also the point that other car companies are making today is that a drop in the car prices by nearly $2500 from the current cheapest model (Maruti 800), can net in a very new class of buyers. On the whole car sales are expected to increase just not in big cities but also in smaller cities. Even rural and suburban market for cars is expected to increase quite significantly ? which means the total car stock will increase rapidly in the years to come. --- The message is clear ? we need stringent emissions standard to leapfrog vehicle technologies and fuels; in-use compliance regulations to keep them reasonably clean during their useful life; fuel economy regulations to reduce energy impacts; and, at the same time urgent implementation of rapid solutions for mass mobility and congestion. -- There is no scope of Either/Or for any of us today...... Anumita On 1 Feb 2008 at 2:38, Michael P. Walsh wrote: > > My understanding is that it will comply with the emissions requirements at Type Approval (a > prototype well maintained vehicle) but I am skeptical that it will comply in use over its lifetime. But > of course no one has any actual data at this point. > > Best regards, > > Mike > > > Lee Schipper wrote: > Mike, can you help. > I was interviewed by CNN Business but no response yet.. > > > Lee Schipper > EMBARQ Fellow > EMBARQ, the WRI Center for Sustainable Transport > www.embarq.wri.org > and > Visiting Scholar > UC Transportation Center > Berkeley CA USA www.uctc.net > skype: mrmeter > +1 510 642 6889 > Cell +1 202 262 7476 > > > -----Original Message----- > From: sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org > [mailto:sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org] On > Behalf Of Walter Hook > Sent: Thursday, January 31, 2008 1:58 PM > To: 'Sarath Guttikunda'; sustran-discuss@list.jca.apc.org > Cc: 'Anumita'; Rhys Thom > Subject: [sustran] any details on Nano and safety and environmental > regs? > > I was "mis" quoted in the Daily News saying the Nano does not meet > Western emissions, road worthyness and safety standards. What i said > was that it "might" not but that i didn't know. > > Does anybody know for sure? Would it be in compliance with euro IV or > EPA standards, etc? > > -----Original Message----- > From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org > [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On > Behalf Of Sarath Guttikunda > Sent: Monday, January 28, 2008 6:41 AM > To: sustran-discuss@list.jca.apc.org > Cc: Anumita; RThom@wri.org > Subject: [sustran] Re: [SUSTRAN] Re: Tata Nano: > CriminalizingMobilityorMobilizing Crime > > Dear Anumita, > > Thanks for your elaborate email.. > > My 2 cents, > > In an interview with Ratan Tata, he mentioned that goal behind making > Nano is family safety and he is inspired to making Nano after seeing a > family on a motorcycle. I have seen some arguments in papers and on net, > that the largest jump in buying a Nano will come from the MC group. This > I doubt. > > A simple math between MCs and Cars, assuming all gasoline (priced at > Rs.50per liter) and a family traveling 30 km per day. MCs give 60 km per > lit, which translates to Rs.0.83 per km or Rs.7800 per year per family. > If the family jumps to a Nano, assuming a 20 km per lit, math translates > to Rs.2.50per km or Rs.23,400 per year per family. One year = 6 working > days per week and 52 weeks. > > On an average, a middle class family with MC in India earns between 10K > to 15K. Even if we take the higher end of 15K, this accounts to 4% for > MCs and 13% for cars on fuel expenses per year. That is a big change. > > This does not account for the price difference (~Rs.40K for MC and > Rs.125Kfor Nano) and interests they will incur for 5 or 10 years of > loans, insurance, and maintenance. And lets not forget Parking - even if > it is cheap compared to the developed nations. > > There is no doubt that with growing demand for cars, Nano will be a hit > (similar to Maruti 800 when it arrived in the 80's) - given the > production levels are as high as the current demand. What we saw on TV > is a glimpse of the car which is still a year away or less from hitting > the roads. A good public awareness campaign with numbers will do good - > explaining what people will end up spending - both in terms on money and > time (leading to more congestion). > > MCs are by far the largest number in the country and will remain so for > the coming decades. On the other side, a good price differential and > extra tax for cars, Nano could shift some people away from buying SUVs, > who knows :-) Cars are not bad, but more cars on road make it worse. > > Similarly, there are some discussions on how Nano will cut into the 3Ws > and Taxi market, which is also stretching the limits. In the cities like > Delhi, Mumbai, Hyderabad, or Bangalore, parking has already become a > problem, and more cars will not make it easy. Under a parking cap, 3Ws > and Taxis still rule the short trip version. > > As we argue on cars and MCs, as Anumita pointed out, we have to also > understand the lack of "public transport" in place to take the current > travel loads. And also the share of diesel on road. We are basically > stuck at "Access to Mobility". > > with regards, > Sarath > > -- > Sarath Guttikunda > New Delhi, India > Phone: +91 9891 315 946 > Email: sguttikunda@gmail.com > > On Jan 25, 2008 11:56 AM, Anumita wrote: > > > Lee, > > I guess all of us are saying the same thing. Clearly, this fuss over > Nano is just not about Nano but about cars, all cars - big, small, > cheap, expensive cars. > Nano has > given us the chance to focus the public debate on congestion, oil > guzzling and emissions and make these concerns more visible. This > debate is certainly very nuanced. > > -- Look at the Indian paradox today - super cheap cars like Nano will > expand the bottom of the market pyramid when rising incomes have > already triggered a steady drift to bigger cars and SUVs. So the ends > are stretched both ways. Car companies will continue to compete on > costs in a price sensitive market. With frugal engineering, weak > regulations, fiscal largess to the car companies, even for their > production facilities, cars can come very cheap. Question is how do we > > > > deal with it? > > -- Interestingly, in a car to car comparison nano or any small car can > > > > offer fuel savings - certainly more sensible than the bigger, more > powerful, high performance cars that are about several hundreds per > 1000 people in many industrialized cities. > But the new investments in the Indian auto sector will have to be > linked with stringent emissions regulations, in-use compliance > requirements and efficiency standards. > > - But the reason why we are debating Nano, and, are so concerned > today, is because we still have the time, the chance and the > alternatives to plan mobility systems differently in Indian cities. We > > > > already have a reasonable strength in the usage of public transport at > > > > least in big cities, NMT and walking -- that if protected and improved > > > > can help us to take an alternative route and avoid huge emissions and > oil guzzling in Indian cities. Building alternatives at this stage of > motorisation is critical > -- cars may drive growth and aspirations, but they can never meet the > commuting needs of the urban majority. > > -- But this is where we draw a blank. As in the rest of the world we > have also realized that to a very great extent mobility management > hinges on fiscal measures (in addition to providing good public > transport). But the wisdom of taxing a product for the vice and not > just for their values is still quite alien to the Indian and many > other Asian fiscal regimes. The governments are strongly entrenched in > > > > command and control strategies. They are still not looking at fiscal > measures that can change consumer and commuter choices, push cities to > > > > make better choices on transportation options, create alternative > sources of revenue and broaden the revenue base to fund mobility and > technology transition. But this will require a different kind of > maturity and sophistication in our fiscal regimen. > > -- Greening of taxes will be an even bigger battle in the present > context of governance and public awareness. Aspirational vote bank > never says tax our cars and the governance systems in cities are not > strong enough to force it down. > Therefore, just the opposite is happening today. The city governments > penalize buses by taxing them higher per passenger they carry than > cars that carry lot less and use up more road space etc. > > -- In Delhi, we are amidst discussions on fuel taxes, parking charges, > > > > road taxes etc. > But resistance is unbelievable. Even if matters move in Delhi it will > still be a drop in the ocean. The policy mandate on transportation and > > > > mobility matters is so decentralized that it is the ability of all > individual cities that will ultimately decide the progress on this > front. National policies like JNURM etc are still not strong enough > framework to create a template for the cities. Smaller cities are > going to be even more badly hit by small car explosion as public > policies on public transport are virtually non existent for these > cities - just because these cities do not have high density travel > corridors to justify investment in 'profitable' public transport. > This means millions are left to organise their own mobility and will > happily graduate from bicycles and cycle rickshaws to cheap cars. > > -- We need to understand that when it comes to practical planning for > mobility management in our cities the basic policy tools, databases, > policy indicators of sustainability etc do not even exist to enable > city level planning and action. Even public voice remains dormant. > This is where we need to move fast to see some real action. Otherwise, > > > > good ideas will remain good ideas while cars take over. > > Anumita > > ****************************** > > ************************** > Anumita Roychowdhury > Associate Director,Research and Advocacy Centre for Science and > Environment 41, Tughlakabad Institutional Area New Delhi 110062 > Tel: 91-11-29955124, 29955125, 29956394 > Fax: 91-11-29955879, 29955870 > Email: anumita@cseindia.org > Website: www.cseindia.org > *************************************************** > > > On 24 Jan 2008 at 10:40, Lee Schipper wrote: > > > Anumita, what do you say? Sounds like we're between a piece of > rubber and a spare tyre > > > Lee Schipper > EMBARQ Fellow > EMBARQ, the WRI Center for Sustainable Transport www.embarq.wri.org > and Visiting Scholar UC Transportation Center Berkeley CA USA > www.uctc.net > skype: mrmeter > +1 510 642 6889 > Cell +1 202 262 7476 > > > > > > > > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to > join the real sustran-discuss and get full membership rights. The > yahoogroups version is only a mirror and 'members' there cannot post to > the real sustran-discuss (even if the yahoogroups site makes it seem > like you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > > ******************************************************** Anumita Roychowdhury Associate Director,Research and Advocacy Centre for Science and Environment 41, Tughlakabad Institutional Area New Delhi 110062 Tel: 91-11-29955124, 29955125, 29956394 Fax: 91-11-29955879, 29955870 Email: anumita@cseindia.org Website: www.cseindia.org *************************************************** From au.ables at gmail.com Fri Feb 1 19:43:22 2008 From: au.ables at gmail.com (Au ABLES) Date: Fri, 1 Feb 2008 18:43:22 +0800 Subject: [sustran] Sustainable Urban Mobility in Asia (SUMA) News Digest 01 February 2008 Message-ID: Sustainable Urban Mobility in Asia (SUMA) News Digest Vol. 5 Issue 2 01 February 2008 SUMA News Digest is a free weekly e-mail publication that features news, information, and events related to sustainable urban transportation in Asia. To contribute articles, news items, or event announcements for the next issue, send an email with the complete details and URL source to suma-news-owner@googlegroups.com with subject "FOR SUMA NEWS". mailto:suma-news-owner@googlegroups.com?subject=FOR_SUMA_NEWS. Past issues from Feb 2007 are found at http://groups.google.com/group/suma-news *** VISIT THE SUMA PAGES: http://www.cleanairnet.org/suma *** * * * * * HEADLINES GLOBAL: London, Paris Win 2008 Sustainable Transport Award Finalists were nominated for the 4th annual international honor for enhancing the sustainability and livability of their community or region by adopting innovative transportation strategies that lessen the impact of climate change by reducing transportation greenhouse and air pollution emissions. http://www.cleanairnet.org/caiasia/1412/article-72335.html KARACHI, PAKISTAN: Plan for conversion of rickshaws announced 24 January 2008 dawn.com.pk The Sindh government has chalked out a strategy to encourage drivers/owners to switch over to CNG-fitted rickshaws instead of two-stroke vehicles, which were a major cause of air and noise pollution. http://www.dawn.com.pk/2008/01/25/local17.htm KARACHI, PAKISTAN: SHC wants two-stroke rickshaws phased out 23 January 2008 dawn.com A division bench of the Sindh High Court again directed the traffic police on Wednesday to ensure that motor rickshaws plying were fitted with silencers and that two-stroke rickshaws were phased out to reduce air and noise pollution. http://www.dawn.com/2008/01/24/local11.htm BEIJING, PR CHINA: Beijing to cut traffic by half for Games 23 January 2008 chinadaily.com.cn Beijing will take more than half of its 3 million cars off the roads for August's Olympic Games in a bid to guarantee air quality and improve traffic flow. More than 1,000 new vehicles hit the roads every day in the Chinese capital and officials estimate that there will be 3.3 million by the time the Games open on August 8. During a four-day test last August, 1.3 million vehicles were taken off the roads on alternate days depending on whether their number plates ended with even or odd numbers. http://www.chinadaily.com.cn/olympics/2008-01/23/content_6415489.htm XIAMEN, PR CHINA: Xiamen Encourages Citizens to Use High-Efficient and Low-Emitting Cars 17 January 2008 vecc-sepa.org.cn Xiamen City plans to release the special energy saving regulation. According to the regulation, there are some incentive instruments to retail, use high-efficient and low-emitting cars and other transport options. http://www.vecc-sepa.org.cn/news/news_detail.jsp?newsid=22326 HARBIN, PR CHINA: Vehicles Will be Phased Out If Failing the Emission Standard Several Times 16 January 2008 vecc-sepa.org.cn Environment department has signed a responsibility memorandum with 34 public transport lines in Harbin. According to the agreement, vehicles will be phased out if failing the emission standard several times. http://www.vecc-sepa.org.cn/news/news_detail.jsp?newsid=22306 For more news on China see also Ms. XiaoJia Bao's CAI-Asia Project e-newsletter, http://www.cleanairnet.org/caiasia/1412/article-69329.html More air quality and sustainable mobility news at http://www.cleanairnet.org/caiasia/1412/propertyvalue-14783.html * * * * * INTERESTING FINDS Strategies for Anhangaba? & Quadra das Artes: Revitalising S?o P?ulo City Centre: June 2007 (Estrat?gias para o Anhangaba? e Quadra das Artes: Revitalizando o Centro da Cidade de S?o Paulo, Junho de 2007) The Institute for Transportation and Development Policy, City of S?o Paulo, and Gehl Architects have released a strategic document on revitalizing the city center of Sao Paolo by introducing pedestrian-friendly design elements. The document uses the compare-and-contrast method and provides useful illustrations to supplement the text. http://www.cleanairnet.org/caiasia/1412/article-72363.html The environmental impact of India's Nano car 11 January 2008, New Scientist Environment blog Catherine Brahic, online environment reporter for New Scientist, blogs about India's cheapest car - whether it conforms to European emission standards, its fuel efficiency, and the effect it will have on emisions. http://www.newscientist.com/blog/environment/2008/01/environmental-impact-of-indias-nano-car.html * * * * * MARK YOUR CALENDARS Better Air Quality (BAQ) Workshop 2008 12-14 November 2008 Bangkok, Thailand Call for Abstracts ongoing http://www.cleanairnet.org/caiasia/1412/article-72312.html The Art Center Summit 2008: Systems, Cities, and Sustainable Mobility 5-7 February 2008 Pasadena, California, USA http://www.cleanairnet.org/caiasia/1412/article-72347.html JARI Indonesia Round Table 2008 14 February 2008 Borobudur Hotel Jakarta Deadline of registration: 4 Feb http://www.cleanairnet.org/caiasia/1412/article-72316.html Third Regional Environmentally Sustainable Transport (EST) Forum 17-19 Mar 2008 Singapore http://www.cleanairnet.org/caiasia/1412/article-72269.html International Conference on Funding Transportation Infrastructure & la Dixi?me Journ?e Transport 19-20 Jun 2008 Paris, France http://www.cleanairnet.org/caiasia/1412/article-72268.html 4th International Symposium on Travel Demand Management 16-18 Jul 2008 Vienna, Austria http://www.cleanairnet.org/caiasia/1412/article-72218.html Towards Carfree Cities VIII 16-20 Jun 2008 Portland, Oregon, USA http://www.cleanairnet.org/caiasia/1412/article-72243.html See more SUT events http://www.cleanairnet.org/caiasia/1412/propertyvalue-27089.html See CAI-Asia's events calendar http://www.cleanairnet.org/caiasia/1412/propertyvalue-13577.html * * * * THANKS * * * * Thank you XiaoJia Bao, Keiko Hirota, Mohammad Aqib and Bert Fabian for your inputs; and to Jaja Panopio and Mike Co for uploading the articles. - Aurora Fe Ables, Editor, SUMA News; Transport Specialist, CAI-Asia Center * * * ABOUT SUMA * * * The Sustainable Urban Mobility in Asia (SUMA) program of the Clean Air Initiative for Asian Cities ( www.cleanairnet.org/caiasia), Asian Development Bank ( www.adb.org), EMBARQ-the World Resources Institute Center for Sustainable Transport ( http://embarq.wri.org ), GTZ Sustainable Urban Transport Project ( www.sutp.org), Interface for Cycling Expertise (www.cycling.nl), Institute for Transportation and Development Policy ( www.itdp.org), and United Nations Center for Regional Development (www.uncrd.or.jp/est) is made possible through the generous support of the Swedish International Development Cooperation Agency ( www.sida.se). SUMA works with Asian countries and cities to strengthen then formulation and implementation of sustainable urban transportation policies, specifically in (i) improving urban air quality by adopting AQM planning in sustainable transport policies and promoting public transportation, (ii) improving road safety by encouraging non-motorized transport and public transport, and (iii) reducing transport's contribution to climate change by adopting a co-benefits approach with urban air quality management. -- best regards, Au Aurora Fe Ables, P.Chem Transport Specialist Clean Air Initiative for Asian Cities Center t. +63(2)395-2843 and 45 f. +63(2)395-2846 m. +63(919)237-4338 au.ables[at]cai-asia.org au.ables[at]gmail.com skype au.ables www.cleanairnet.org/caiasia From eric.britton at ecoplan.org Mon Feb 4 17:56:45 2008 From: eric.britton at ecoplan.org (eric.britton) Date: Mon, 4 Feb 2008 09:56:45 +0100 Subject: [sustran] The Potential of Bike-sharing in Lesser-developed Countries Message-ID: <006401c8670b$e0b52c10$a21f8430$@britton@ecoplan.org> Thanks to Paul DeMaio, taken from http://bike-sharing.blogspot.com/ The Potential of Bike-sharing in Lesser-developed Countries http://bp0.blogger.com/_-OPNDCJtErg/R6Pk4NCnk_I/AAAAAAAAAI8/Nywvxc3erpk/s400 /World+Map.gif What is the potential of bike-sharing in lesser-developed countries? In many ways, the lesser- and greater-developed countries could approach bike-sharing in the same way. Most American cities as well as many European cities who are examining or have implemented bike-sharing programs have or had low bike mode share before bike-sharing. A sample of a few cities, such as Washington, D.C. with a bike commute mode share of about 1.75%, Seattle at 1.5%, and San Francisco at 0.95%, all have desires for bike-sharing. Many European cities with bike-sharing programs also had low bike mode shares before they launched, including Paris (1.6%) and Lyon (less than 1%). I would hazard a guess that lesser-developed countries would benefit equally from bike-sharing programs as long as equal public commitments were made into improving cycle facilities as has generally been the case in Europe. Bike-sharing has drawn huge media attention in locations where it has been implemented and substantial interest elsewhere from what I've heard and seen. A recent advocacy effort in Philadelphia drew 400 citizens interested in the possibilities of a bike-sharing program in their city. The mayor was so impressed with the turn-out that a serious effort is now underway to examine the issue. Bike-sharing has created a virtuous cycle (pardon the pun) in increasing private bike use too. As bike-sharing develops a constituency user group, maybe then citizens in cities of lesser-developed countries would have an attachment to the program and to an improvement in their city's bike facilities. A local advocacy group need not be present to usher in a bike-sharing program but rather a mayor, elected official, government employee, or simply an interested citizen with a vision. This has been the case with Paris Mayor Delanoe and I'm seeing it happen in the U.S. too. I imagine the same could be true of bike-sharing programs to be implemented in lesser-developed countries. It's the old chicken and egg issue, with which came first, the cyclist or the cycle track? With bike-sharing maybe it doesn't matter as it creates both. From carlosfpardo at gmail.com Mon Feb 4 22:44:42 2008 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Mon, 04 Feb 2008 08:44:42 -0500 Subject: [sustran] Module 1e (Raising Public Awareness about Sustainable Urban Transport) translated to Indonesian Message-ID: <47A716CA.5010506@gmail.com> GTZ-SUTP today released the Indonesian version of the "Module 1e: Raising Public Awareness about Sustainable Urban Transport" the Indonesian version is titled "Modul 1e: Meningkatkan Kesadaran Masyarakat akan Transportasi Perkotaan Berkelanjutaan". The module was originally authored by Carlos F. Pardo. Registered SUTP users can download the document from the link provided below . Unregistered users can click in the second link below to register (free of charge) and then proceed to download. Module 1e Indonesian: http://www.sutp.org/component/option,com_docman/task,doc_details/gid,405/lang,uk/ Registration: http://www.sutp.org/component/option,com_comprofiler/task,registers/lang,uk/ -- SUTP team From eric.britton at ecoplan.org Tue Feb 5 00:26:48 2008 From: eric.britton at ecoplan.org (eric.britton) Date: Mon, 4 Feb 2008 16:26:48 +0100 Subject: [sustran] FW: Invitation to view syed saiful's Picasa Web Album - Free bicycle training at Dhanmondi, Dhaka Message-ID: <017401c86742$7e548570$7afd9050$@britton@ecoplan.org> From: syed saiful [mailto:shovan1209@gmail.com] Sent: Monday, 4 February 2008 16:19 To: postmaster@ecoplan.org Subject: Invitation to view syed saiful's Picasa Web Album - Free bicycle training at Dhanmondi, Dhaka You are invited to view syed saiful's photo album: Free bicycle training at Dhanmondi, Dhaka Free bicycle training at Dhanmondi, Dhaka dhanmondi, dhaka, bangladesh - Jan 29, 2008 by syed saiful For free bicycle training at Dhanmondi, Dhaka Please contract with us Syed Saiful Alam WBB Trust House # 49, Road # 4/A Dhanmondi, Dhaka 1209 Bangladesh View Album Play slideshow Message from syed saiful: When most people think of bicycling, they think of riding as a kid or with their own children. But bicycling is so much more than fun. It's an activity that directly addresses front-page societal challenges like road congestion, pollution, obesity, and other weight-related diseases. If you are having problems viewing this email, copy and paste the following into your browser: http://picasaweb.google.com/shovan1209/FreeBicycleTrainingAtDhanmondiDhaka To share your photos or receive notification when your friends share photos, get your own free Picasa Web Albums account. From laura.lauramachado at gmail.com Tue Feb 5 00:41:05 2008 From: laura.lauramachado at gmail.com (Laura) Date: Mon, 4 Feb 2008 13:41:05 -0200 Subject: [sustran] Re: FW: Invitation to view syed saiful's Picasa Web Album - Free bicycle training at Dhanmondi, Dhaka In-Reply-To: <-3294569863062070322@unknownmsgid> References: <-3294569863062070322@unknownmsgid> Message-ID: <47b030540802040741u5e00c66w593adf465e87fbe0@mail.gmail.com> Look this: Forum for public bike: >>>>>>>>> http://bicipublica.org/ * 1**as Jornadas de la Bicicleta P?blica* Experiencias, propuestas y debate sobre la implantaci?n de la bicicleta p?blica en Espa?a Palacio de Congresos de Catalunya ? Barcelona, 29 y 30 de noviembre de 2007 From sutp at sutp.org Tue Feb 5 15:43:37 2008 From: sutp at sutp.org (SUTP Team) Date: Tue, 05 Feb 2008 13:43:37 +0700 Subject: [sustran] Chinese translation of module 5d: CDM and the transport sector Message-ID: <47A80599.4000503@sutp.org> GTZ SUTP has published the Chinese translation of Module 5d: The CDM in the Transport Sector. The module was released in 2007 and written by Dr J?rg Gr?tter from gr?tter consulting. It discusses the relevance of the CDM in transport projects, and provides a case study of Bogot?'s TransMilenio CDM methodology, the first approved CDM methodology for the transport sector. The module will also be translated to Spanish this year. The module can be downloaded from http://www.sutp.org/content/view/1056/40/lang,uk/ From edelman at greenidea.eu Wed Feb 6 02:36:43 2008 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Tue, 05 Feb 2008 18:36:43 +0100 Subject: [sustran] Ex-chairman of Shell: We need to produce more with less energy Message-ID: <47A89EAB.2010508@greenidea.eu> TO this week's "Viewpoint" on the BBC World Service website, I wrote a response which is the second from the bottom on the web link but also at the bottom of this email.... Society depends on more for less - Sir Mark Moody-Stuart *If the world is to end the threat from climate change, we need to produce more with less energy, says Mark Moody Stuart. In this week's Green Room, he outlines his vision that will help society fulfil this goal. * To address the climate challenge we need to reduce the carbon content of our energy by at least half. But at the same time we must learn to generate a unit of GDP for about half the energy which we use at present. Energy efficiency and carbon content of energy are equally important, but they require different approaches to achieve them. I am a great believer in both the power of consumer choice and the market. As we come to understand the consequences, we do tend to make greener choices. But most of us will only make those choices if they deliver the convenience and utility to which we are used or aspire; and if they do not cost more (or we can afford the luxury of choice). Consumer opinion and choice is important, but it will not do the trick on its own. Its importance is in encouraging companies to supply the market in more climate friendly ways, and most importantly in encouraging governments (for whom consumers vote) to take the steps needed. * 'Bitter experience' * So what of the market? It is an unsurpassed mechanism for allocating resources to deliver better things. Through competition, technologies are optimised or discarded, opening the field for creativity and choice. I believe in the power and value of markets. But like most things, they have a failing. Without regulation to channel their power, markets will not deliver things which are of no immediate benefit to the individual making his or her choice, even though they may be beneficial to society. Without regulation, markets would not have delivered unleaded gasoline, catalytic converters on the exhausts of cars or seatbelts and airbags, nor clean air to London after the killer smogs of the 1950s. In New Delhi, regulation forced three-wheeled vehicles, taxis and buses to switch to clean gas fuel. The initial complaints were great, but everyone, including the taxi drivers, blessed the result. These regulations were not cost free, but everyone benefited. Regulation was needed to channel the power of the market, but regulatory frameworks have to be simple and practical. The gut opposition of business people to regulation comes from bitter experience of regulations which don't just frame the market but bind it hand and foot and tell us how things must be done. This kills markets and takes the fun and variety out of life. * Carbon price * So what are the frameworks we need? For carbon content, we need a mechanism which forces energy supplies in the right direction. This means putting a price on carbon for major producers (and large-scale users) of energy through a carbon cap and trade system, such as we already have in Europe. Unfortunately, this system has been initially subject to government and business special pleading and gaming. Or it means a carbon tax. Both are complex and should only be applied to major producers or users. Trading encourages carbon-avoiding investment where it has the most impact. It also allows the transfer, through market mechanisms, of financial resources to China and India. I do not think we will get a more global agreement without such transfer. Taxation has the great merit that it provides a clear floor price of carbon. So for me the preferred option is a combination - a tax, but with the ability to reduce it through trading, getting the best combination of a floor price and efficiency of investment. Most people think that a price of something around 40 dollars a tonne of carbon dioxide (CO2) to producers would do the trick. * Market decides * Before you panic about the cost to you and industrial transport, that is only about 5p a litre on fuel - within the noise of oil price variations. On the other hand, for efficiency we need regulatory frameworks - very tough efficiency standards on buildings, on lighting and on personal transport. That means banning the manufacture or import of old fashioned light bulbs. Technically, this actually just means putting a standard on the efficiency of lights so that markets decide whether the best answer is compact fluorescent lights or the newer LEDs - old incandescents would never meet such a hurdle. It means very tough standards on buildings. This is already having an effect in London where to achieve highly valuable planning permission, developments are already achieving energy efficiency which we thought we would not achieve for a decade or more. And for personal transportation? That means banning "gas guzzlers" and steadily increasing the total efficiency of any vehicle sold. You can buy the roomiest, vroomiest car, as long as it meets the efficiency standard. My wife and I have driven a hybrid since 2001 and it is a beautiful and comfortable piece of engineering, silent and will do 100mph (we tried it, but not in England!). That may not be the best technology - the market will find out. But we must constrain the market in an efficiency framework. To achieve the same through taxation would mean fuel taxes at levels which would play havoc with industry, countryside dwellers and the poor who need transport. /Sir Mark Moody-Stuart is non-executive chairman of Anglo American, [ex-chairman of Shell] and is a member of the UN Global Compact and chairman of the Global Compact Foundation" / /***/ I WROTE the following response: "Making transport more efficient starts with making cities much, much more dense, walkable and attractive, as well as reducing the need and desire to leave the city. The second step is creating transportation vehicles and infrastructure which provide the access not possible with walking alone, and this means more cycling, plus improving efficiency of the already super-efficient public transportation. Sir Mark mentions nothing about these things. Personal cars, in Sir Mark's vision, could still be the "roomiest" and "vroomiest car" as long as they meet an efficiency standard (which he says elsewhere would be 35 mpg). Even if every car is individually cleaner, his vision just means more cars, many used by one person at a time, as now: A waste of energy, time and space." -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net CAR is over. If you WANT it. From edelman at greenidea.eu Wed Feb 6 02:36:43 2008 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Tue, 05 Feb 2008 18:36:43 +0100 Subject: [sustran] [NewMobilityCafe] Ex-chairman of Shell: We need to produce more with less energy Message-ID: <47A89EAB.2010508@greenidea.eu> TO this week's "Viewpoint" on the BBC World Service website: "Making transport more efficient starts with making cities much, much more dense, walkable and attractive, as well as reducing the need and desire to leave the city. The second step is creating transportation vehicles and infrastructure which provide the access not possible with walking alone, and this means more cycling, plus improving efficiency of the already super-efficient public transportation. Sir Mark mentions nothing about these things. Personal cars, in Sir Mark's vision, could still be the "roomiest" and "vroomiest car" as long as they meet an efficiency standard (which he says elsewhere would be 35 mpg). Even if every car is individually cleaner, his vision just means more cars, many used by one person at a time, as now: A waste of energy, time and space." -- -------------------------------------------- Todd Edelman Director Green Idea Factory Society depends on more for less - Sir Mark Moody-Stuart *If the world is to end the threat from climate change, we need to produce more with less energy, says Mark Moody Stuart. In this week's Green Room, he outlines his vision that will help society fulfil this goal. * To address the climate challenge we need to reduce the carbon content of our energy by at least half. But at the same time we must learn to generate a unit of GDP for about half the energy which we use at present. Energy efficiency and carbon content of energy are equally important, but they require different approaches to achieve them. I am a great believer in both the power of consumer choice and the market. As we come to understand the consequences, we do tend to make greener choices. But most of us will only make those choices if they deliver the convenience and utility to which we are used or aspire; and if they do not cost more (or we can afford the luxury of choice). Consumer opinion and choice is important, but it will not do the trick on its own. Its importance is in encouraging companies to supply the market in more climate friendly ways, and most importantly in encouraging governments (for whom consumers vote) to take the steps needed. * 'Bitter experience' * So what of the market? It is an unsurpassed mechanism for allocating resources to deliver better things. Through competition, technologies are optimised or discarded, opening the field for creativity and choice. I believe in the power and value of markets. But like most things, they have a failing. Without regulation to channel their power, markets will not deliver things which are of no immediate benefit to the individual making his or her choice, even though they may be beneficial to society. Without regulation, markets would not have delivered unleaded gasoline, catalytic converters on the exhausts of cars or seatbelts and airbags, nor clean air to London after the killer smogs of the 1950s. In New Delhi, regulation forced three-wheeled vehicles, taxis and buses to switch to clean gas fuel. The initial complaints were great, but everyone, including the taxi drivers, blessed the result. These regulations were not cost free, but everyone benefited. Regulation was needed to channel the power of the market, but regulatory frameworks have to be simple and practical. The gut opposition of business people to regulation comes from bitter experience of regulations which don't just frame the market but bind it hand and foot and tell us how things must be done. This kills markets and takes the fun and variety out of life. * Carbon price * So what are the frameworks we need? For carbon content, we need a mechanism which forces energy supplies in the right direction. This means putting a price on carbon for major producers (and large-scale users) of energy through a carbon cap and trade system, such as we already have in Europe. Unfortunately, this system has been initially subject to government and business special pleading and gaming. Or it means a carbon tax. Both are complex and should only be applied to major producers or users. Trading encourages carbon-avoiding investment where it has the most impact. It also allows the transfer, through market mechanisms, of financial resources to China and India. I do not think we will get a more global agreement without such transfer. Taxation has the great merit that it provides a clear floor price of carbon. So for me the preferred option is a combination - a tax, but with the ability to reduce it through trading, getting the best combination of a floor price and efficiency of investment. Most people think that a price of something around 40 dollars a tonne of carbon dioxide (CO2) to producers would do the trick. * Market decides * Before you panic about the cost to you and industrial transport, that is only about 5p a litre on fuel - within the noise of oil price variations. On the other hand, for efficiency we need regulatory frameworks - very tough efficiency standards on buildings, on lighting and on personal transport. That means banning the manufacture or import of old fashioned light bulbs. Technically, this actually just means putting a standard on the efficiency of lights so that markets decide whether the best answer is compact fluorescent lights or the newer LEDs - old incandescents would never meet such a hurdle. It means very tough standards on buildings. This is already having an effect in London where to achieve highly valuable planning permission, developments are already achieving energy efficiency which we thought we would not achieve for a decade or more. And for personal transportation? That means banning "gas guzzlers" and steadily increasing the total efficiency of any vehicle sold. You can buy the roomiest, vroomiest car, as long as it meets the efficiency standard. My wife and I have driven a hybrid since 2001 and it is a beautiful and comfortable piece of engineering, silent and will do 100mph (we tried it, but not in England!). That may not be the best technology - the market will find out. But we must constrain the market in an efficiency framework. To achieve the same through taxation would mean fuel taxes at levels which would play havoc with industry, countryside dwellers and the poor who need transport. /Sir Mark Moody-Stuart is non-executive chairman of Anglo American, [ex-chairman of Shell] and is a member of the UN Global Compact and chairman of the Global Compact Foundation" / From eric.britton at ecoplan.org Thu Feb 7 16:08:16 2008 From: eric.britton at ecoplan.org (eric.britton) Date: Thu, 7 Feb 2008 08:08:16 +0100 Subject: [sustran] Strengthening Bicycle and Rickshaw Industries Message-ID: <004f01c86958$489c4ae0$d9d4e0a0$@britton@ecoplan.org> An interesting initiative of our new CfM member "Institute for Transportation and Development Policy" (ITDP) (http://www.itdp-europe.org/): http://www.itdp.org/index.php/program_areas/detail/strengthening_bicycle_and _rickshaw_industries/ Strengthening Bicycle and Rickshaw Industries In developing countries, good-quality, modern bicycles and bicycle rickshaws are often not available. Despite a demand for better vehicles, technological innovation is stalled because investors do not see potential for sufficient profit. ITDP fills this gap by working closely with private industry partners in the US, Asia and Africa to improve vehicle designs and make them accessible to the public. ITDP implements projects in partnership with established and emerging bicycle and rickshaw industries to: * engineer, manufacture and market more appropriate, efficient vehicles * establish vibrant, indigenous businesses in underserved areas * overcome barriers to individual ownership through credit and training * advocate for bike- and rickshaw-friendly trade and development policies ITDP?s rickshaw modernization project in India developed design innovations that led to the creation of a bicycle rickshaw that is lighter, more comfortable, and easier to handle. These improvements increased demand for travel in the modernized rickshaw, reducing air pollution in many of India?s most populated cities. Today, over 300,000 modernized bicycle rickshaws are operating in nine major cities. Through a unique partnership with US bicycle companies, ITDP?s California Bike Project works to increase access to good-quality bicycles in major African cities. Over 5,000 high-quality California Bikes, designed specifically to address the basic mobility needs of lower-income communities, have been distributed by our coalition of independent African bicycle dealers. From carlosfpardo at gmail.com Thu Feb 7 22:52:30 2008 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Thu, 07 Feb 2008 08:52:30 -0500 Subject: [sustran] =?iso-8859-1?Q?Bogot=E1=27s_Carfree_day_2008_=28or_taxi?= =?iso-8859-1?Q?_day_2008=2C_or_bicycle_day_2008=2C_or_motorcycle_day_2008?= =?iso-8859-1?Q?=29?= Message-ID: <47AB0D1E.4060506@gmail.com> Even with the new mayor, Bogot? can't escape the mandate of having the 10th citiwide Carfree day today (thank God). When coming out this morning to see what had changed, I noticed the following: - There were no cars (duh... except for those of diplomats and high-level government officials...not a very coherent message) - There were too many motorcycles, taxis and traditional buses (see a sample: http://flickr.com/photos/carlosfpardo/2247897607/ ) - There were lots of bicycles... mainly young people (which gives us more hope), plus the ones who, like me, anyway take the bicycle to work every day... a sample of this as well: http://flickr.com/photos/carlosfpardo/2248690270/ - Those who are not wearing a helmet are taken to a police officer and scolded at for a short while, plus they have to sign their name in a booklet (I still don't understand the signature part)... they are not fined or taken anywhere, they're just told "remember to wear a helmet". I also wrote a small column in the local newspaper, and comments in the website have been: "lovely article" and "you crazy extremist"... Interesting day... I hope there is more to tell after the day is over. -- Carlosfelipe Pardo Coordinador de Proyecto- Project Coordinator GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) Cl 93A # 14-17 of 708 Bogot? D.C., Colombia Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 carlos.pardo@gtz.de www.gtz.de (carlos.pardo@sutp.org www.sutp.org ) From eric.britton at ecoplan.org Fri Feb 8 18:51:32 2008 From: eric.britton at ecoplan.org (eric.britton) Date: Fri, 8 Feb 2008 10:51:32 +0100 Subject: [sustran] TransMetro Guatemala: 2 Message-ID: <002b01c86a38$32e54c20$98afe460$@britton@ecoplan.org> On Behalf Of Dr. Rainer Rothfuss Sent: Friday, 8 February 2008 10:37 Dear members of this forum, I'd like to send you the brief introduction of Antonio Forno who joined our Online Expert Forum in order to represent the Cities for Mobility member city of Guatemala with its interesting BRT system TransMetro: "My name is Antonio Forno. I work in La Municipalidad de Guatemala in the department of Mobilidad Urbana. I am the department director?s assistant, Mr. Fabricio Gonzales, and I will be coordinating everything that has to do with Cities for Mobility. We would like you to know about the latest outcomes and news of our project: Transmetro. The project was nominated for the Sustainable Award, and won a honorific mention for beeing the first rapid-massive bus system [in Central America]. http://transmetro.muniguate.com/article196.html It has provided more than 50 million people with it?s efficient service and has been filled with positive comments." CONGRATULATIONS FROM CITIES FOR MOBILITY FOR THE 2008 SUSTAINABLE TRANSPOR AWARD!!! We are looking foward to learing more from you positive experience with TransMetro and we'd be glad to integrate you in the project proposal "Comparison and Integration of Bus Rapid Transit and Light Rail Train Systems as Means of Efficient Urban Mass Transport" which has been developed during our last CfM World Congress in June 2007. Best regards, Rainer ----------------------- You are welcome to subscribe to the Cities for Mobility Online Expert Forum: Cities-for-Mobility-subscribe@yahoogroups.com ----------------------- Coordination Office Cities for Mobility From bruun at seas.upenn.edu Sat Feb 9 07:55:06 2008 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Fri, 08 Feb 2008 17:55:06 -0500 Subject: [sustran] Prof. Jason Chang and mode split data Message-ID: <20080208175506.ihcomab204ocswog@webmail.seas.upenn.edu> Hi, everyone: A couple of years ago Prof. Chang, then of the National Technical University of Taiwan, mentioned that he was writing an article about increasing the mode split of transit in Taiwan. I would very much like to see if this article was ever completed. Does anyone know how to reach him? Also, I am very interested in any data motorcycle mode split and trip length for any cities where someone might have some data. This includes for both personal and freight use. Any leads would be most appreciated. Eric Bruun Philadelphia USA ----- Forwarded message from ericbruun@earthlink.net ----- Date: Fri, 8 Feb 2008 17:41:27 -0500 (EST) From: Eric Bruun Reply-To: Eric Bruun Subject: Re: [sustran] Taipei as a before and after study? To: "S.K. Jason CHANG" Cc: bruun@seas.upenn.edu Dear Prof. Chang: Did you ever complete the paper you mentioned about increasing the mode split for transit in Taipei? I am doing some research on the impact on motorcycle use when transit is dramatically improved. Thanks in advance. Eric Bruun -----Original Message----- > From: Eric Bruun > Sent: Aug 24, 2005 7:04 PM > To: "S.K. Jason CHANG" > Subject: Re: [sustran] Taipei as a before and after study? > > Dear Jason > > Could I have a copy of the papoer you mentioned below? > > Thanks in advance. > > Eric Bruun > Philadelphia, PA > USA > > > -----Original Message----- > From: Eric Bruun > Sent: Jul 25, 2005 6:09 PM > To: "S.K. Jason CHANG" , Asia and the Pacific sustainable > transport > Cc: WorldTransport@yahoogroups.com, Kyoto2020@yahoogroups.com, > carfree_cities@yahoogroups.com > Subject: Re: [sustran] Taipei as a before and after study? > > Jason > > I would love to see the paper, but let me make a suggestion. > > Rather than receive a lot of individual requests for the paper, you > might try posting it for downloading > on a website. Then people can retrieve it without bothering you. > > Thanks, > Eric Bruun > > > > -----Original Message----- > From: "S.K. Jason CHANG" > Sent: Jul 25, 2005 1:26 PM > To: Eric Bruun , Asia and the Pacific sustainable > transport > Cc: WorldTransport@yahoogroups.com, Kyoto2020@yahoogroups.com, > carfree_cities@yahoogroups.com > Subject: Re: [sustran] Taipei as a before and after study? > > Dear Colleagues, > > As an advisor to mayor of Taipei in the past ten Years, I will be > pleased to provide more information related to Taipei. Mayors of Taipei > have accepted our suggestion of seting up a sustainable development > goal that 60% of commuting trips will be contributed by public > transport (metro, BRT, and conventional bus) by the end of 2006! I am > drafting a paper to introduce the transition from a car-oriented city > into a transit-oriented city in Taipei! Please do let me know if you > would like to see the paper. > > Jason > -- > ??????? ????? Dr. Shyue Koong (Jason) CHANG > Professor, Department of Civil Engineering > National Taiwan University > Taipei, 10617, Taiwan > voice:+886-935178543 fax:+886-2236369990 > skchang@ntu.edu.tw skchang2020@yahoo.com.tw > > > Quoting Eric Bruun : > >> Perhaps Taipei would yield some interesting information about the >> effects of investment in public transportation. It has invested >> heavily in grade-separated public transportation over the last 15 >> years. On the other hand, economic growth is probably so fast that it >> overtakes a lot of the congestion relief one might otherwise expect. >> Eric Bruun >> >> -----Original Message----- >> From: "Carlos F. Pardo" >> Sent: Jul 20, 2005 11:33 PM >> To: WorldTransport@yahoogroups.com, sustran-discuss@list.jca.apc.org, >> Kyoto2020@yahoogroups.com, carfree_cities@yahoogroups.com >> Subject: [sustran] Re: WorldTransport Forum Economics of Traffic >> Congestion and TDM >> >> Au, >> >> It?s a rather difficult question to ask in Asian cities. If you are >> looking for a test of this hypothesis, I think we?d have to wait for a >> couple of years to see any real change in economic trends, since major >> sustainable transport projects in Asia have been developed in the near >> past. I think Singapore could be one good example of a somewhat >> integrated approach to urban reform, though not the best. Maybe >> Seoul?s recent transformation can give you an idea, but it?s also >> quite recent. >> >> On the other hand, maybe the UK links are good, but using them for >> Asia would not be so coherent. In Latin America, I know there is a >> study about TransMilenio?s impact on land revenue in Bogot? (by >> Felipe Targa et al), and this could give you a good idea of what >> you?re looking for. Also, maybe Curitiba?s example (which is one of >> the best in terms of what you?re looking for) could have some >> studies. It?s a shame that most of the time, when you get a nice >> intervention like this you don?t necessarily find the data of >> before-and-after. >> >> I don?t know if anyone else has suggestions. I will keep looking >> but I can?t think of any other example with specific data that?s been >> widely diffused, let alone in Asia. >> >> Best regards, >> >> GTZ Sustainable Urban Transport Project (SUTP) >> >> Room 0942, Transport Division, UN-ESCAP >> >> ESCAP UN Building >> >> Rajadamnern Nok Rd. >> >> Bangkok 10200, Thailand >> >> CARLOS.PARDO@SUTP.ORG >> >> WWW.SUTP.ORG >> >> ___________________________________ >> >> Disclaimer: If you have received an email from an unknown sutp.org >> account or with a strange attachment, please do not open it. We do not >> send emails from any of the following addresses: webmaster@sutp.org, >> support@sutp.org, service@sutp.org, register@sutp.org, mail@sutp.org, >> info@sutp.org, administrator@sutp.org, postmaster@sutp.org. >> >> ------------------------- >> >> ON BEHALF OF aables@adb.org >> SENT: 20 July, 2005 7:46 PM >> TO: WorldTransport@yahoogroups.com; sustran-discuss@list.jca.apc.org; >> carfree_network@lists.riseup.net; Kyoto2020@yahoogroups.com >> SUBJECT: WorldTransport Forum Economics of Traffic Congestion and TDM >> >> >> Dear all, >> Are you aware of studies/ figures on the economic costs of traffic >> congestion and the economic benefits from transport demand management >> measures, especially in Asia? We'd like to have some city data >> preferably based on actual examples to test the hypothesis that urban >> centers that invested on developing their transportation systems >> integrated to their urbanization development plans are doing better >> than others. >> The Clean Air Initiative for Asian Cities (CAI-Asia) has done a >> preliminary assessment of the resources on sustainable transport in >> Asia though the pilot project Partnership for Sustainable Urban >> Transport in Asia (PSUTA) (www.cleanairnet.org/psuta). The review >> showed that resources that deal with transport and economics, >> especially in Asia, are either not as many as we'd hope or are not >> readily available. >> We would appreciate receiving studies/ links/ referrals. >> Thanks and regards, >> Au >> >> Aurora Fe Ables >> Transport Researcher >> Clean Air Initiative for Asian Cities (CAI-Asia) >> Asian Development Bank >> Tel (632) 632-4444 ext. 70820 >> Fax (632) 636-2198 >> Email aables@adb.org >> http://www.cleanairnet.org/caiasia >> >> www.adb.org >> The New Mobility/World Transport Agenda >> Consult at:http://NewMobiity.org[2] >> To post message to group: WorldTransport@yahoogroups.com >> To subscribe: WorldTransport-subscribe@yahoogroups.com >> To unsubscribe: WorldTransport-unsubscribe@yahoogroups.com >> >> ------------------------- >> >> YAHOO! GROUPS LINKS >> >> * Visit your group "WorldTransport[3]" on the web. >> >> * To unsubscribe from this group, send an email to: >> WorldTransport-unsubscribe@yahoogroups.com[4] >> >> * Your use of Yahoo! Groups is subject to theYahoo! Terms of >> Service[5]. >> >> ------------------------- >> >> >> >> ?s??: >> ------ >> [2] http://NewMobiity.org >> [3] http://groups.yahoo.com/group/WorldTransport >> [4] >> mailto:WorldTransport-unsubscribe@yahoogroups.com?subject=Unsubscribe >> [5] http://docs.yahoo.com/info/terms/ >> > > ----- End forwarded message ----- From guillen at sk.tsukuba.ac.jp Sat Feb 9 15:46:07 2008 From: guillen at sk.tsukuba.ac.jp (guillen at sk.tsukuba.ac.jp) Date: Sat, 9 Feb 2008 15:46:07 +0900 (JST) Subject: [sustran] Re: for Au Ables of CAI In-Reply-To: <20080209030116.AC9BC2C5BC@mx-list.jca.ne.jp> References: <20080209030116.AC9BC2C5BC@mx-list.jca.ne.jp> Message-ID: <1432.130.158.101.148.1202539567.squirrel@infoshako.sk.tsukuba.ac.jp> Hi Au, I am not sure if this will help but I think there are various research initiatives on this aspect here in Japan eg. verifying quantitative effect on the effect of promoting public transport using marketing tools.Moreover, I tend to agree with Carlos' comments on economic trends esp. in the case of developing nations in Asi. Anyway, useful link would be those of Springer's journal Transportation esp. the topic on mobility management on its latest issue. If I remember it right, there are also some research transportation journal on articles which try to quantify the behavioral effect eg. car use to public transport using various measures. I also found the good practice inventory of IGES (Institute for Global Environmental Strategies) http://www.iges.or.jp/en/database/index.htmlinteresting. Hope this helps. Best regards, Danielle Marie Danielle V.Guillen Urban Transportation Lab. Graduate School of Systems & Information Engineering University of Tsukuba, Tsukuba City, Japan >>> -----Original Message----- >>> From: "Carlos F. Pardo" >>> Sent: Jul 20, 2005 11:33 PM >>> To: WorldTransport@yahoogroups.com, sustran-discuss@list.jca.apc.org, >>> Kyoto2020@yahoogroups.com, carfree_cities@yahoogroups.com >>> Subject: [sustran] Re: WorldTransport Forum Economics of Traffic >>> Congestion and TDM >>> >>> Au, >>> >>> It?s a rather difficult question to ask in Asian cities. If you are >>> looking for a test of this hypothesis, I think we?d have to wait for a >>> couple of years to see any real change in economic trends, since major >>> sustainable transport projects in Asia have been developed in the near >>> past. I think Singapore could be one good example of a somewhat >>> integrated approach to urban reform, though not the best. Maybe >>> Seoul?s recent transformation can give you an idea, but it?s also >>> quite recent. >>> >>> On the other hand, maybe the UK links are good, but using them for >>> Asia would not be so coherent. In Latin America, I know there is a >>> study about TransMilenio?s impact on land revenue in Bogot? (by >>> Felipe Targa et al), and this could give you a good idea of what >>> you?re looking for. Also, maybe Curitiba?s example (which is one of >>> the best in terms of what you?re looking for) could have some >>> studies. It?s a shame that most of the time, when you get a nice >>> intervention like this you don?t necessarily find the data of >>> before-and-after. >>> >>> I don?t know if anyone else has suggestions. I will keep looking >>> but I can?t think of any other example with specific data that?s been >>> widely diffused, let alone in Asia. >>> >>> Best regards, >>> >>> GTZ Sustainable Urban Transport Project (SUTP) >>> >>> Room 0942, Transport Division, UN-ESCAP >>> >>> ESCAP UN Building >>> >>> Rajadamnern Nok Rd. >>> >>> Bangkok 10200, Thailand >>> >>> CARLOS.PARDO@SUTP.ORG >>> >>> WWW.SUTP.ORG >>> >>> ___________________________________ >>> >>> Disclaimer: If you have received an email from an unknown sutp.org >>> account or with a strange attachment, please do not open it. We do not >>> send emails from any of the following addresses: webmaster@sutp.org, >>> support@sutp.org, service@sutp.org, register@sutp.org, mail@sutp.org, >>> info@sutp.org, administrator@sutp.org, postmaster@sutp.org. >>> >>> ------------------------- >>> >>> ON BEHALF OF aables@adb.org >>> SENT: 20 July, 2005 7:46 PM >>> TO: WorldTransport@yahoogroups.com; sustran-discuss@list.jca.apc.org; >>> carfree_network@lists.riseup.net; Kyoto2020@yahoogroups.com >>> SUBJECT: WorldTransport Forum Economics of Traffic Congestion and TDM >>> >>> >>> Dear all, >>> Are you aware of studies/ figures on the economic costs of traffic >>> congestion and the economic benefits from transport demand management >>> measures, especially in Asia? We'd like to have some city data >>> preferably based on actual examples to test the hypothesis that urban >>> centers that invested on developing their transportation systems >>> integrated to their urbanization development plans are doing better >>> than others. >>> The Clean Air Initiative for Asian Cities (CAI-Asia) has done a >>> preliminary assessment of the resources on sustainable transport in >>> Asia though the pilot project Partnership for Sustainable Urban >>> Transport in Asia (PSUTA) (www.cleanairnet.org/psuta). The review >>> showed that resources that deal with transport and economics, >>> especially in Asia, are either not as many as we'd hope or are not >>> readily available. >>> We would appreciate receiving studies/ links/ referrals. >>> Thanks and regards, >>> Au >>> >>> Aurora Fe Ables >>> Transport Researcher >>> Clean Air Initiative for Asian Cities (CAI-Asia) >>> Asian Development Bank >>> Tel (632) 632-4444 ext. 70820 >>> Fax (632) 636-2198 >>> Email aables@adb.org >>> http://www.cleanairnet.org/caiasia >>> >>> www.adb.org >>> The New Mobility/World Transport Agenda >>> Consult at:http://NewMobiity.org[2] >>> To post message to group: WorldTransport@yahoogroups.com >>> To subscribe: WorldTransport-subscribe@yahoogroups.com >>> To unsubscribe: WorldTransport-unsubscribe@yahoogroups.com >>> >>> ------------------------- >>> >>> YAHOO! GROUPS LINKS >>> >>> * Visit your group "WorldTransport[3]" on the web. >>> >>> * To unsubscribe from this group, send an email to: >>> WorldTransport-unsubscribe@yahoogroups.com[4] >>> >>> * Your use of Yahoo! Groups is subject to theYahoo! Terms of >>> Service[5]. >>> >>> ------------------------- >>> >>> >>> >>> ?s??: >>> ------ >>> [2] http://NewMobiity.org >>> [3] http://groups.yahoo.com/group/WorldTransport >>> [4] >>> mailto:WorldTransport-unsubscribe@yahoogroups.com?subject=Unsubscribe >>> [5] http://docs.yahoo.com/info/terms/ >>> >> >> > > > > ----- End forwarded message ----- > > > > ------------------------------ > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > End of Sustran-discuss Digest, Vol 54, Issue 8 > ********************************************** > From edelman at greenidea.eu Sat Feb 9 19:15:19 2008 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Sat, 09 Feb 2008 11:15:19 +0100 Subject: [sustran] Support Congestion Pricing in NYC! Message-ID: <47AD7D37.6030701@greenidea.eu> This came to me from Straphangers Campaign in NYC (see their link below). NYC could probably rival if not top London as the highest profile city with congestion pricing, so, just as a good practice example - and there are many other reasons - it is clear to me that it is important for people from outside the NYC area to support congestion pricing there. (Just please make sure you make it clear if you are not from NY) To the pre-written letter, I am going to edit in some stuff about how ripe many parts of NYC are for improving walking conditions even further (e.g. with carfree areas) and perhaps something about how NYC itself has a larger population than the country I live in - CZ - which puts the programme in perspective. - T **** Dear Rider, After months of research, community hearings and deliberation, the independent traffic commission created by the state legislature has proposed an answer to our overcrowded buses, subways and roads. Their modified congestion pricing plan now goes to Albany for approval. We urge you to tell your state legislators to pass congestion pricing. It will raise hundreds of millions for transit improvements for New York City. You can send a message by going to: http://www.campaignforNewYork.org There's no time to waste! Tell Albany to support this sensible, effective fix to New York's traffic and transit dilemma. It's estimated that one million new residents will move to New York City by 2030. Let's make sure our roads and mass transit systems are ready. Sincerely, Gene Russianoff ============================== NYPIRG Straphangers Campaign One Click to a Better Commute - http://www.straphangers.org This e-mail has been sent by NYPIRG (9 Murray St Fl 3, New York NY 10007) since you are subscribed to the Straphangers.Org Network List. If you wish to unsubscribe or modify your bulletin options, please visit http://www.straphangers.org/lists/unsub.htm You are subscribed as: edelman@greenidea.eu -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net CAR is over. If you WANT it. From eric.britton at ecoplan.org Sat Feb 9 20:47:59 2008 From: eric.britton at ecoplan.org (eric.britton) Date: Sat, 9 Feb 2008 12:47:59 +0100 Subject: [sustran] PSB - Public Shared City Bicycles in Sustran region Message-ID: <00bd01c86b11$a10785e0$e31691a0$@britton@ecoplan.org> Dear Sustran friends, Please forgive me this impersonal note, but I hope that you will find it sufficiently interesting to justify the fact that I have not put it into a personal letter since it is an outreach for information on transport in the region and time presses. Let's get on with it. There is an important and fast growing phenomenon when it comes to new ideas for transport in cities, called public or city bikes. Once we spotted it as a high growth phenomenon with real potential for wide spread development, we decided to spend a couple of years doing what we can to stimulate and support these kinds of projects in cities around the world, because we consider them not only good ideas in themselves but because we see them as true weapons to more toward move sustainable cities and a more sustainable planet. We think of it as a kind of micro "Kyoto Protocol" which no one will argue against, but just decide to get on with it, and if they do because it's a great thing to do for their city. And the planet. The full background on our project can be seen if you click to http://www.citybike.newmobility.org so I will not take any more of your time with this, other than to point you to the attached note should you be interested to know more about our broader sustainability interests and work intentions for the year ahead. My question to you is this: Are there cities, projects, people, groups who are active in or knowledgable about similar projects, plans or discussions in the region? If you know them, it would be very kind indeed if you could drop me a line so that we can follow up. And if you wish to be kept in the loop on this in the future, please let me know and I will copy my correspondence on it to you as well. With kind thanks and all good wishes, Eric Britton New Mobility Partnerships Europe: 8/10 rue Joseph Bara, 75006 Paris, France. T: +331 4326 1323 USA: 9440 Readcrest Dr. Los Angeles, CA 90210. T: +1 310 601-8468 E. eric.britton@newmobility.org. E2. fekbritton@gmail.com Skype: newmobility The Commons: A wide open, world-wide open society forum concerned with improving our understanding and control of technology as it impacts on people in our daily lives. Seeking out and pioneering new transformational concepts for concerned citizens, activists, community groups, entrepreneurs and business. Supporting local government as that closest to the people and the problems. Increasing the uncomfort zone for hesitant administrators and politicians. And through our long term world-wide collaborative efforts, energy and personal choices, placing them and ourselves firmly on the path to a more sustainable and more just world. (For more go to www.2008.ecoplan.org ) From litman at Islandnet.com Sun Feb 10 06:27:28 2008 From: litman at Islandnet.com (litman at Islandnet.com) Date: Sat, 9 Feb 2008 13:27:28 -0800 Subject: [sustran] Re: for Au Ables of CAI References: <1432.130.158.101.148.1202539567.squirrel@infoshako.sk.tsukuba.ac.jp> Message-ID: <47ae1ac0-11c0a@helpdesk.islandnet.com> Also see the Victoria Transport Policy Institute's Online TDM Encyclopedia (http://www.vtpi.org/tdm ), which describes various strategies for encouraging use of alternative modes, particularly the "Transit Encouragement" chapter (http://www.vtpi.org/tdm/tdm112.htm ). Best wishes, -Todd Litman > > Hi Au, > > I am not sure if this will help but I think there are various research > initiatives on this aspect here in Japan eg. verifying quantitative effect > on the effect of promoting public transport using marketing > tools.Moreover, I tend to agree with Carlos' comments on economic trends > esp. in the case of developing nations in Asi. Anyway, useful link would > be those of Springer's journal Transportation esp. the topic on mobility > management on its latest issue. If I remember it right, there are also > some research transportation journal on articles which try to quantify > the behavioral effect eg. car use to public transport using various > measures. I also found the good practice inventory of IGES (Institute for > Global Environmental Strategies) > http://www.iges.or.jp/en/database/index.htmlinteresting. > > Hope this helps. > > Best regards, > Danielle > > Marie Danielle V.Guillen > Urban Transportation Lab. > Graduate School of Systems & Information Engineering > University of Tsukuba, Tsukuba City, Japan > > >>> -----Original Message----- > >>> From: "Carlos F. Pardo" > >>> Sent: Jul 20, 2005 11:33 PM > >>> To: WorldTransport@yahoogroups.com, sustran-discuss@list.jca.apc.org, > >>> Kyoto2020@yahoogroups.com, carfree_cities@yahoogroups.com > >>> Subject: [sustran] Re: WorldTransport Forum Economics of Traffic > >>> Congestion and TDM > >>> > >>> Au, > >>> > >>> It?s a rather difficult question to ask in Asian cities. If you are > >>> looking for a test of this hyp