From eric.britton at ecoplan.org Tue Feb 1 17:13:26 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Tue, 1 Feb 2011 09:13:26 +0100
Subject: [sustran] f EOI for Transport Advisor (International Experience),
CASE Project, DTCB, Dhaka.
Message-ID: <00a301cbc1e7$ea167ea0$be437be0$@britton@ecoplan.org>
On Behalf Of Md. Saniul Alam
Sent: Tuesday, 01 February, 2011 08:20
To: UTSG@JISCMAIL.AC.UK
Subject: [UTSG] Extension of submission date of EOI for Transport Advisor (International Experience), CASE Project, DTCB, Dhaka.
Dear All,
The date for submission of Expression of Interest (EOI) for Transport Advisor has been extended due to unavoidable circumstances and a new date for submission has been scheduled on 22-02-2011 . However, all other terms and conditions of the tender will remain unchanged. Interested applicants are requested to apply. For, new applicants a brief description about the service is given below.
A public transport advisor will be appointed in Dhaka Transport Coordination Board, Ministry of communication.The Project director of Clean Air and Sustainable Environment Project (DTCB component) now invites eligible applicants for the post of Transport Advisor. The service is expected to commence in March 2011 at Dhaka, Bangladesh for 12 months. Please see the EOI for details.
On behalf of the Project Director,
Md. Saniul Alam
Junior Technical Consultant
(Transport Modeler)
CASE Project, DTCB.
Request for Expression of Interest (EOI) For Transport Advisor (International Experience)
The People?s Republic of Bangladesh received a credit from the International Development Association (IDA) towards the cost of the Clean Air and Sustainable Environment (CASE) Project to be implemented by Dhaka Transport Coordination Board (DTCB), Dhaka City Corporation (DCC) and Department of Environment (DOE) and it intends to apply part of the proceeds of this credit to payment for the provision of consultancy services for the DTCB by hiring a Transport Advisor (International Experience).
2. Objective
The Consultant will be required to provide advisory services to DTCB for strengthening its capacity to become functionally effective as a planning entity and coordinating body for public transport in Dhaka city toward achieving the goals and objectives of the Strategic Transport Plan (STP) approved by the Government. STP is the long term strategic plan for the greater Dhaka area where different projects are identified and phased program of works in four 5 year stages over next 20 years.
3. Scope of Services
Transport Advisor (TA) will specifically be responsible for the following functions:
(i) Advise DTCB on planning and policy issues on urban transport sector for Greater Dhaka Area.
(ii) Prepare policy paper on urban transport issues
(iii) Assist the Project Director of CASE Project (DTCB part) to manage the BRT feasibility study, the network Design Study and the detailed design of the BRT, and other public transport studies as needed; this will include monitoring the timeliness of execution, reviewing reports to ensure quality of the deliverable, etc.
(iv) Review and provide inputs to the activities of the other consultancy services on public transport and regulatory issues
(v) Review the franchising proposal and advise DTCB
(vi) Prepare necessary documents in transport related issues including environmental as when required by DTCB
(vii) Provide in house training to DTCB staff as well as staff from other transport agencies on relevant aspects of public transport system/planning.
(viii) Carry out the above services in the best interest of the government with reasonable care, skill and diligence with sound engineering, administrative and financial practices; and
(ix) Coordinate tasks with other members/consultants in the DTCB.
4. Qualification and Experience
The Transport Advisor (TA) should have at least a Master degree in Transport Planning/ Transport Engineering.
? He/She should have effective work on international projects for a period of no less than 10 years, of which at least 2 years are directly related of the following areas:
a. Institutional strengthening of urban transport planning and coordination agencies and
b. Mass Rapid Transit with particular reference to Bus Rapid Transit (BRT)
? Experience in project planning and system operations is necessary.
? Strong interpersonal skill and communication skills in presenting, discussing and resolving difficult issues
? Ability to work efficiently and effectively in a multidisciplinary team environment
? Knowledge on Procurement Guidelines of World Bank/Asian Development Bank or similar development partners will be preferred.
? Experience of working in developing countries with similar conditions and mixture of experiences of both developed and developing countries will be preferred.
5. The Project director now invites eligible applicants to indicate their interest on providing the services. Applicants are invited to provide information indicating that they are qualified to perform the services (complete CV with expected remuneration).
6. Detailed Terms of Reference (TOR) will be available upon request from the address provided below either through email or in person.
7. The consultants will be selected using the selection of individual Consultants in accordance with current World Bank?s Consultants guidelines ?Selection of individual and Employment of consultant By World Bank Borrowers May 2004, Revised October 2006 and May 2010?.
8. It is expected that the service will commence in March 2011 at Dhaka, Bangladesh. Duration of the consultancy services would be approximately 12 months over a period of 24 month or less which will be finalized during negotiation.
9. Expression of Interest (EOI) shall be submitted by 31st January, 2011 either in sealed envelop or through email sent to the Project Director, and clearly marked Expression of Interest for Transport Adviser.
10. The procuring entity reserves the right to accept or reject all EOIs.
(Md. Anisur Rahman)
Project Director, PIU, DTCB,
Clean Air and Sustainable Environment (CASE) Project
Dhaka Transport Co-Ordination Board (DTCB)
Nagar Bhaban, Dhaaka, Bangladesh.
Telephone: +8802-9569262, Fax: +8802-9569262
Email: rahman2005@gmail.com
From eric.britton at ecoplan.org Tue Feb 1 17:43:54 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Tue, 1 Feb 2011 09:43:54 +0100
Subject: [sustran] Call for papers - Transport and social media
Message-ID: <00c501cbc1ec$2e773cc0$8b65b640$@britton@ecoplan.org>
World Streets intends to publish a cycle of papers and references on the
topic of transport planning, policy and service delivery and social media.
These will take the form either of free standing articles or readable and
informative introductions to longer papers and reports on the subject.
If you have ideas for us on this, it would be a pleasure to hear from you.
Regards, Eric Britton
Eric Britton | WorldStreets.org
| NewMobility.org
| Skype: newmobility
8, rue Jospeh Bara | Paris 75006 France | +331 7550 3788
From eric.britton at ecoplan.org Sat Feb 5 18:28:11 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Sat, 5 Feb 2011 10:28:11 +0100
Subject: [sustran] Review: Urban Mobility India 2010
Message-ID: <010301cbc517$04b5e3e0$0e21aba0$@britton@ecoplan.org>
>From India Streets today at www.IndiaStreets.org
REVIEW: URBAN MOBILITY INDIA 2010
The 3rd edition of the annual ?flagship event? of the Ministry of Urban Development (MoUD) of India?s federal government, Urban Mobility India 2010 was held in New Delhi between December 3rd and 5th, 2010 with the aim of creating ?Accessible and Inclusive Cities.?. This article reviews the main themes and happenings of the event, and [...]
Read more of this post at http://indiastreets.wordpress.com/2011/02/05/review-urban-mobility-india-2010/
From jcmota at ua.pt Mon Feb 7 19:43:03 2011
From: jcmota at ua.pt (=?iso-8859-1?Q?Jos=E9_Carlos_Mota?=)
Date: Mon, 7 Feb 2011 10:43:03 -0000
Subject: [sustran] Mapping 'Citizenship 2.0'
Message-ID:
Mapping 'Citizenship 2.0'
The civic project 'No economic recovery without cities [& citizens]' (*) is launching a challenge of creating a global list of 'blogs [or sites] of streets, neighbourhoods, villages or cities' promoted by citizens or groups of citizens that whish to think collectively about the future of the places they live and/or work.
The initiative is developed under the spirit of '2011 European Year of Volunteering to promote more active citizenship' (http://europa.eu/volunteering/) and seeks to involve citizens and groups of citizens worldwide.
The provisional list can be found here: http://noeconomicrecoverywithoutcities.blogs.sapo.pt/31893.html.
We appreciate all the help you can give in spreading the idea!
Comments and suggestions to noeconomicrecovery@gmail.com
Best regards
Jos? Carlos Mota
email: josecarlosmota@gmail.com & noeconomicrecovery@gmail.clom
'NO ECONOMIC RECOVERY WITHOUT CITIES & CITIZENS' CIVIC INITIATIVE
(*)
'NO ECONOMIC RECOVERY WITHOUT CITIES & CITIZENS' CIVIC INITIATIVE | 'MOVIMENTO CIDADES PELA RETOMA'
site/blog http://noeconomicrecoverywithoutcities.blogs.sapo.pt/
facebook http://www.facebook.com/CidadespelaRetoma & http://www.facebook.com/NoRecoverywithoutCities
From eric.britton at ecoplan.org Mon Feb 7 21:39:38 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Mon, 7 Feb 2011 13:39:38 +0100
Subject: [sustran] World Streets Weekly Edition for 7 February 2011
Message-ID: <02cb01cbc6c4$179ac620$46d05260$@britton@ecoplan.org>
This week's edition is available at
http://worldstreets.wordpress.com/2011/02/07/get-latest-world-streets-weekly
-review-here/
- - - > To receive the Weekly Edition freely in 2011 please click here -
http://worldstreets.wordpress.com/about/to-subscribe/
WORLD STREETS 2010: ASPIRATIONS, ACCOMPLISHMENTS, BUILDING BLOCKS, AND WORK
STILL NEEDED TO MOVE AHEAD
The most significant accomplishment over this last year has been that World
Streets has somehow managed to continue publication on a weekly basis, and
step by step to improve the journal and steadily build up our international
readership and contributions. And all this really quite against the odds and
with less than modicum of the necessary financial support. But good cause,
high commitment and fair performance carry the day, with the result that
each week
PUTTING SOCIAL MEDIA TO WORK ON WORLD STREETS (PART II)
World Streets Social Media/Networking Game Plan in Brief (Working notes)
Target: Let's see if and how we can best select and apply a batch of
hopefully synergistic available social media tools to extend readership,
content and support for World Streets in 2011. We do not at this point know
enough about how all these things work to develop anything like a structured
game plan -- but we are ready to play around a bit to determine how we might
put to work one or some combination of these
PUTTING SOCIAL MEDIA TO WORK ON WORLD STREETS (PART I)
Question: Is there some way (or good reason) to integrate, link, make talk
to each other usefully, whatever, the various social media to which we are
trying to hook World Streets in some way. We at present have created two-way
links between World Streets, Facebook, Twitter and LinkedIn. We are seeing
some utility in the individual hookups (but not all that much thus far),
however I am baffled when it comes to figuring out how to orchestrate them
in some useful way. Are we wasting our time or is there a creative fit? And
what might that be?
D?A SIN COCHES EN BOGOT? XI : Carlosfelipe Pardo reporting live from the
street on occasion of the city's 11th Car Free Day
This just in from our fearless embedded reporter on the streets of Bogot?
D?a sin coches XI. Carlos refers in his email to the seminal project which
kicked off the basic structure for organizing days without cars back in 1994
under the title "Thursday: A Breakthrough Strategy for Reducing Car
Dependence in Cities" . Later Thursday provided a part of the blueprint for
the first Car Free Day to be organized in Bogot? under the exceptional
leadership of then-mayor Enrique Penalosa on the first Thursday of . . .
REVIEW: URBAN MOBILITY INDIA 2010
The annual ?flagship event? of the Ministry of Urban Development (MoUD) of
India?s federal government, Urban Mobility India 2010 was held in New Delhi
between December 3rd and 5th, 2010 with the aim of creating ?Accessible and
Inclusive Cities?. This article reviews the main themes and happenings of
the event, and though it may appear to nit-pick, it does appreciate the
effort of the organisers in organising the event, and holds that perhaps the
biggest achievement of the event was to be able to have a serious debate on
controversial topics . . .
THE STATE OF WORLD STREETS: 2010, 2011 & YOUR IMAGINATION (PART I)
With the new year of 2011 World Streets is entering its third year of
publication and we thought that you might possibly ?like to have this short
report on its status, outlook, and in closing a few points to which you may
wish to give some thought for your own personal new mobility agenda in the
year ahead.
AND IN CLOSING:
*?? *? *? Here is this week's one minute movie (Just in case you missed it.)
Bodhisattva in the?metro - at
http://worldstreets.wordpress.com/2010/03/30/bodhisattva-in-the-metro/
The Sanskrit term Bodhisattva is the name given to anyone who, motivated by
great compassion and wisdom, has generated bodhichitta, a spontaneous wish
to attain Buddhahood for the benefit of all sentient beings. What makes
someone a Bodhisattva is her or his spontaneous and limitless dedication to
the ultimate welfare of others
SEE WORLD STREETS FROM DIFFERENT ANGLES ON
? Facebook ? http://tinyurl.com/ws-facebook-groups
? Twitter ? http://twitter.com/#!/worldstreets
? ?LinkedIn ? http://tinyurl.com/ws-L-In
? ?Picasa ? http://tinyurl.com/ws-picasa
From sutp at sutp.org Mon Feb 7 21:54:43 2011
From: sutp at sutp.org (SUTP Team)
Date: Mon, 07 Feb 2011 18:24:43 +0530
Subject: [sustran] BtG - Transport and Climate Change Newsletter
Message-ID: <4D4FEB93.6010609@sutp.org>
/- apologies for cross postings -/
Dear all,
Please check out the latest Newsletter "Transport and Climate Change".
It's a special issue about the climate conference in Cancun. A highlight
is the joint BtG and SLoCaT report "Cancun can, can transport?" that was
released last week in Washington at the TRB annual conference. We also
link to the daily blog, summarizes the outcomes form three side events,
present recent publications and - like always - a list of upcoming events.
Read the full Newsletter at:
http://www.transport2012.org/transport-climate-change-news/2011-01-31,newsletter-12011.htm
If you are not subscribed yet, Please go to www.transport2012.org and do
so. Also, please do not hesitate to forward this newsletter to others
that may be interested in transport and climate change!
Bridging the Gap: Pathways for Transport in the Post 2012 Process' is an
initiative of GIZ, TRL, UITP, ITDP and Veolia Transport created to
tackle climate emissions from land transport and to integrate this major
contributor to climate change into the international climate negotiation
process. We encourage you to help us spread this information widely.
Best regards
Daniel Bongardt
--
Daniel Bongardt
Transport Policy Advisor
German International Cooperation - GIZ
(Deutsche Gesellschaft f?r Internationale Zusammenarbeit GmbH)
Division 44 - Water, Energy, Transport
Postfach 5180
65726 Eschborn
GERMANY
Visiting Address:
Dag-Hammarskj?ld-Weg 1-5
65760 Eschborn
T + 49 6196/79-1375
F + 49 6196/79-801375
E daniel.bongardt@giz.de
I http://www.gtz.de/transport
I http://www.sutp.org
Check our Transport and Climate Change Webpage:
http://www.transport2012.org
--
SUTP Team
sutp[at]sutp.org
From sutp at sutp.org Tue Feb 8 18:51:50 2011
From: sutp at sutp.org (SUTP Team)
Date: Tue, 08 Feb 2011 15:21:50 +0530
Subject: [sustran] Reading List on Financing Sustainable Urban Transport
Released!
Message-ID: <4D511236.2060808@sutp.org>
The main aim of the sustainable transport system is to increase the
mobility of the citizens through modes that are environmentally
friendly, economically feasible and socially accessible for all echelons
of the society. So far with the exiting knowledge on sustainable
transport and with available proof we can safely agree that the
sustainable modes of transport include public transportation (bus or
rail based), non-motorized transport (walking, and cycling).
The current document is one of the several efforts of GIZ-Sustainable
Urban Transport Project to bring to the policymakers an easy to access
list of available material on financing urban transport which can be
used in their everyday work. The document aims to list out some
influential and informative resources that highlight the importance of
financing in cities and how the existing situation could be improved.
The material stated in this document does not serve as a panacea for the
developing cities but give the policymakers the advantage of being
updated with the developments and existing material on the subject.
More information on the download:
http://www.sutp.org/index.php?option=com_content&task=view&id=2577
--
SUTP Team
sutp[at]sutp.org
From eric.britton at ecoplan.org Tue Feb 8 22:04:17 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Tue, 8 Feb 2011 14:04:17 +0100
Subject: [sustran] UK High Speed Rail: Going very fast in the wrong direction
Message-ID: <01cc01cbc790$b32e86e0$198b94a0$@britton@ecoplan.org>
I would like to invite your attention and your reactions to this piece that appears in today's World Streets. Your participation and views are invited for a follow-up piece , as you will see in the last section of the article.
UK High Speed Rail: Going very fast in the wrong direction
In the field of transport, no matter how straight-forward the issues may seem to be to the busy citizen, merchant, reporter or policy maker, when it comes to making wise policy it really does take a certain level of time and attention to come to grips with the underlying issues and priorities that shape the outcomes. The big problem encumbering the mobility issues of our new century is that just about everything turns out upon study to be unobligingly complex, interdependent, complicated and time lagged ? no matter how simple it may appear to be on the surface. In the article that follows, the principle author, John Whitelegg, has a go at a lot of the too-easy thinking that is the main currency of the High Speed Rail discussions in places like Britain and the US, where the only experience with these technologies and operations has been that of a time-lagged dream machine. Let?s embrace a bit of complexity here. . . .
- - - > Full text here at http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-very-fast-in-the-wrong-direction/
From bruun at seas.upenn.edu Wed Feb 9 02:50:59 2011
From: bruun at seas.upenn.edu (bruun at seas.upenn.edu)
Date: Tue, 08 Feb 2011 12:50:59 -0500
Subject: [sustran] Re: UK High Speed Rail: Going very fast in the wrong
direction
In-Reply-To: <01cc01cbc790$b32e86e0$198b94a0$@britton@ecoplan.org>
References: <01cc01cbc790$b32e86e0$198b94a0$@britton@ecoplan.org>
Message-ID: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu>
Eric Britton:
Thanks for posting this one.
I wholeheartedly agree with John Whitelegg that the question of
financing versus who will use HSR needs to be addressed, not just in
the UK, but anywhere. We have the same issue right now in the
Northeast Corridor of the US. Would it be fair to use general revenues
to build an even faster system that only business travelers and the
wealthy can afford to use? This is already the case with the moderate
speed Acela Express having as it does per-unit-distance fares amongst
the highest in the world. Indeed, with fares as high as they are and
the limited capacity offered, there are few environmental benefits of
taking cars off the road, either. Thus, I can't see why the general
public should subsidize it any more than they should pay to build an
airline and airports.
Eric Bruun
Quoting eric britton :
> I would like to invite your attention and your reactions to this
> piece that appears in today's World Streets. Your participation
> and views are invited for a follow-up piece , as you will see in the
> last section of the article.
>
>
>
>
> UK High Speed Rail: Going very fast in the wrong direction
>
>
>
> In the field of transport, no matter how straight-forward the issues
> may seem to be to the busy citizen, merchant, reporter or policy
> maker, when it comes to making wise policy it really does take a
> certain level of time and attention to come to grips with the
> underlying issues and priorities that shape the outcomes. The big
> problem encumbering the mobility issues of our new century is that
> just about everything turns out upon study to be unobligingly
> complex, interdependent, complicated and time lagged ? no matter how
> simple it may appear to be on the surface. In the article that
> follows, the principle author, John Whitelegg, has a go at a lot of
> the too-easy thinking that is the main currency of the High Speed
> Rail discussions in places like Britain and the US, where the only
> experience with these technologies and operations has been that of a
> time-lagged dream machine. Let?s embrace a bit of complexity here. .
> . .
>
> - - - > Full text here at
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-very-fast-in-the-wrong-direction/
>
>
>
>
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> 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 Wed Feb 9 03:44:26 2011
From: whook at itdp.org (Walter Hook)
Date: Tue, 8 Feb 2011 13:44:26 -0500
Subject: [sustran] Re: UK High Speed Rail: Going very fast in the wrong
direction
In-Reply-To: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu>
Message-ID:
thanks for sharing this. getting a lot of questions about the US high speed
rail proposals/discussions and don't yet have a firm opinion on them. one
or two corridors are a maybe, i would say, assuming a new gas tax or carbon
tax could pay for them, but this is far from likely. be good to get a
discussion going on this in the US context as well. I am starting to think
about combining intercity and commuter longer distance express bus services
with downtown bus lanes and HOV lanes, as a possible alternative to high
speed rail. If there were HOV/bus lanes throughout NYC and down the NJ
Turnpike, its likely you could make it NY to DC on an express bus in a time
competitive to rail. These private Chinatown based buses in New York are
charging $25 for NY to DC or Boston, or even less, you book on line, and
they have high speed internet, etc, compared to well over $100 for the rail
service. In the US, once you get off the train, you are unlikely to be
anywhere near where you plan to go, particularly once you are outside of
NYC.
On Tue, Feb 8, 2011 at 12:50 PM, wrote:
> Eric Britton:
>
> Thanks for posting this one.
>
> I wholeheartedly agree with John Whitelegg that the question of
> financing versus who will use HSR needs to be addressed, not just in
> the UK, but anywhere. We have the same issue right now in the
> Northeast Corridor of the US. Would it be fair to use general revenues
> to build an even faster system that only business travelers and the
> wealthy can afford to use? This is already the case with the moderate
> speed Acela Express having as it does per-unit-distance fares amongst
> the highest in the world. Indeed, with fares as high as they are and
> the limited capacity offered, there are few environmental benefits of
> taking cars off the road, either. Thus, I can't see why the general
> public should subsidize it any more than they should pay to build an
> airline and airports.
>
> Eric Bruun
>
>
>
> Quoting eric britton :
>
> > I would like to invite your attention and your reactions to this
> > piece that appears in today's World Streets. Your participation
> > and views are invited for a follow-up piece , as you will see in the
> > last section of the article.
> >
> >
> >
> >
> > UK High Speed Rail: Going very fast in the wrong direction
> > <
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-very-fast-in-the-wrong-direction/
> >
> >
> >
> > In the field of transport, no matter how straight-forward the issues
> > may seem to be to the busy citizen, merchant, reporter or policy
> > maker, when it comes to making wise policy it really does take a
> > certain level of time and attention to come to grips with the
> > underlying issues and priorities that shape the outcomes. The big
> > problem encumbering the mobility issues of our new century is that
> > just about everything turns out upon study to be unobligingly
> > complex, interdependent, complicated and time lagged ? no matter how
> > simple it may appear to be on the surface. In the article that
> > follows, the principle author, John Whitelegg, has a go at a lot of
> > the too-easy thinking that is the main currency of the High Speed
> > Rail discussions in places like Britain and the US, where the only
> > experience with these technologies and operations has been that of a
> > time-lagged dream machine. Let?s embrace a bit of complexity here. .
> > . .
> >
> > - - - > Full text here at
> >
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-very-fast-in-the-wrong-direction/
> >
> >
> >
> >
> >
> >
> >
> > --------------------------------------------------------
> > To search the archives of sustran-discuss visit
> > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
> >
> > --------------------------------------------------------
> > If you get sustran-discuss 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.
> >
> > ================================================================
> > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> > equitable and sustainable transport with a focus on developing
> > countries (the 'Global South').
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
>
--
Walter Hook
Executive Director
Institute for Transportation and Development Policy
9 East 19th Street, 7th Floor
New York, NY 10003
1-212-629-8001
www.itdp.org
Promoting sustainable and equitable transportation worldwide.
From schipper at wri.org Wed Feb 9 03:53:41 2011
From: schipper at wri.org (Lee Schipper)
Date: Tue, 8 Feb 2011 13:53:41 -0500
Subject: [sustran] Re: UK High Speed Rail: Going very fast in the
wrongdirection
In-Reply-To:
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu>
Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local>
At UC we have looked at the CO2 impacts of HSR in the US. Simple
result-- modest savings in those corridors where HSR makes sense (and
I'll leave that question there), provided trains are moderately to very
full and electricity is not all coal fired. Remember that in the time
frame (2030) we expect other modes to be less carbon intensive.
On the whole the impact ins SMALL because so little of total travel is
in the 100-1000 km range in dense corridors. And while the CO2 savings
are reassuring, they do not constitute justification for HSR, rather
just a small cobenefit.
The paper is in 2011 TRB and will soon be on the ORNL web site where
energy-committee sponsored sessions are exhibited. Happy to send the
pdf.
-----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: Tuesday, February 08, 2011 10:44 AM
To: bruun@seas.upenn.edu
Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast in the
wrongdirection
thanks for sharing this. getting a lot of questions about the US high
speed rail proposals/discussions and don't yet have a firm opinion on
them. one or two corridors are a maybe, i would say, assuming a new gas
tax or carbon
tax could pay for them, but this is far from likely. be good to get a
discussion going on this in the US context as well. I am starting to
think about combining intercity and commuter longer distance express bus
services with downtown bus lanes and HOV lanes, as a possible
alternative to high speed rail. If there were HOV/bus lanes throughout
NYC and down the NJ Turnpike, its likely you could make it NY to DC on
an express bus in a time competitive to rail. These private Chinatown
based buses in New York are charging $25 for NY to DC or Boston, or even
less, you book on line, and they have high speed internet, etc, compared
to well over $100 for the rail service. In the US, once you get off the
train, you are unlikely to be anywhere near where you plan to go,
particularly once you are outside of NYC.
On Tue, Feb 8, 2011 at 12:50 PM, wrote:
> Eric Britton:
>
> Thanks for posting this one.
>
> I wholeheartedly agree with John Whitelegg that the question of
> financing versus who will use HSR needs to be addressed, not just in
> the UK, but anywhere. We have the same issue right now in the
> Northeast Corridor of the US. Would it be fair to use general revenues
> to build an even faster system that only business travelers and the
> wealthy can afford to use? This is already the case with the moderate
> speed Acela Express having as it does per-unit-distance fares amongst
> the highest in the world. Indeed, with fares as high as they are and
> the limited capacity offered, there are few environmental benefits of
> taking cars off the road, either. Thus, I can't see why the general
> public should subsidize it any more than they should pay to build an
> airline and airports.
>
> Eric Bruun
>
>
>
> Quoting eric britton :
>
> > I would like to invite your attention and your reactions to this
> > piece that appears in today's World Streets. Your participation
> > and views are invited for a follow-up piece , as you will see in the
> > last section of the article.
> >
> >
> >
> >
> > UK High Speed Rail: Going very fast in the wrong direction <
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
> very-fast-in-the-wrong-direction/
> >
> >
> >
> > In the field of transport, no matter how straight-forward the issues
> > may seem to be to the busy citizen, merchant, reporter or policy
> > maker, when it comes to making wise policy it really does take a
> > certain level of time and attention to come to grips with the
> > underlying issues and priorities that shape the outcomes. The big
> > problem encumbering the mobility issues of our new century is that
> > just about everything turns out upon study to be unobligingly
> > complex, interdependent, complicated and time lagged ? no matter how
> > simple it may appear to be on the surface. In the article that
> > follows, the principle author, John Whitelegg, has a go at a lot of
> > the too-easy thinking that is the main currency of the High Speed
> > Rail discussions in places like Britain and the US, where the only
> > experience with these technologies and operations has been that of a
> > time-lagged dream machine. Let?s embrace a bit of complexity here. .
> > . .
> >
> > - - - > Full text here at
> >
>
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
ry-fast-in-the-wrong-direction/
> >
> >
> >
> >
> >
> >
> >
> > --------------------------------------------------------
> > To search the archives of sustran-discuss visit
> > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
> >
> > --------------------------------------------------------
> > If you get sustran-discuss 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.
> >
> > ================================================================
> > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> > equitable and sustainable transport with a focus on developing
> > countries (the 'Global South').
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing
countries
> (the 'Global South').
>
--
Walter Hook
Executive Director
Institute for Transportation and Development Policy
9 East 19th Street, 7th Floor
New York, NY 10003
1-212-629-8001
www.itdp.org
Promoting sustainable and equitable transportation worldwide.
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
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 sudhir at cai-asia.org Wed Feb 9 10:24:53 2011
From: sudhir at cai-asia.org (Sudhir)
Date: Wed, 9 Feb 2011 09:24:53 +0800
Subject: [sustran] Re: UK High Speed Rail: Going very fast in the
wrongdirection
In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu>
<46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local>
Message-ID:
Hi all,
I would instead ask can asians afford it ? Many Asian countries are joining
the HSR bandwagon after China with Vietnam ( there is good opposition) and
India making aggressive plans. Should Asian countries think about HSR for
future or rather plan and have a decent heavy rail system which provides
safe, comfortable and cheap travel? Do we have any literature for developing
countries on economic viability of such projects as such?
See
http://www.china-briefing.com/news/2011/01/12/high-speed-rail-to-connect-nine-south-china-cities.html
http://www.earthtimes.org/articles/news/330126,rejecting-high-speed-rail-plan.html
http://www.thetransportpolitic.com/2009/08/13/vietnam-looks-to-fund-56-billion-high-speed-system-between-hanoi-and-ho-chi-minh-city/
http://economictimes.indiatimes.com/articleshow/4843889.cms
regards
Sudhir
On 9 February 2011 02:53, Lee Schipper wrote:
> At UC we have looked at the CO2 impacts of HSR in the US. Simple
> result-- modest savings in those corridors where HSR makes sense (and
> I'll leave that question there), provided trains are moderately to very
> full and electricity is not all coal fired. Remember that in the time
> frame (2030) we expect other modes to be less carbon intensive.
>
> On the whole the impact ins SMALL because so little of total travel is
> in the 100-1000 km range in dense corridors. And while the CO2 savings
> are reassuring, they do not constitute justification for HSR, rather
> just a small cobenefit.
>
> The paper is in 2011 TRB and will soon be on the ORNL web site where
> energy-committee sponsored sessions are exhibited. Happy to send the
> pdf.
> -----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: Tuesday, February 08, 2011 10:44 AM
> To: bruun@seas.upenn.edu
> Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
> Sustainable Transport
> Subject: [sustran] Re: UK High Speed Rail: Going very fast in the
> wrongdirection
>
> thanks for sharing this. getting a lot of questions about the US high
> speed rail proposals/discussions and don't yet have a firm opinion on
> them. one or two corridors are a maybe, i would say, assuming a new gas
> tax or carbon
> tax could pay for them, but this is far from likely. be good to get a
> discussion going on this in the US context as well. I am starting to
> think about combining intercity and commuter longer distance express bus
> services with downtown bus lanes and HOV lanes, as a possible
> alternative to high speed rail. If there were HOV/bus lanes throughout
> NYC and down the NJ Turnpike, its likely you could make it NY to DC on
> an express bus in a time competitive to rail. These private Chinatown
> based buses in New York are charging $25 for NY to DC or Boston, or even
> less, you book on line, and they have high speed internet, etc, compared
> to well over $100 for the rail service. In the US, once you get off the
> train, you are unlikely to be anywhere near where you plan to go,
> particularly once you are outside of NYC.
>
>
>
> On Tue, Feb 8, 2011 at 12:50 PM, wrote:
>
> > Eric Britton:
> >
> > Thanks for posting this one.
> >
> > I wholeheartedly agree with John Whitelegg that the question of
> > financing versus who will use HSR needs to be addressed, not just in
> > the UK, but anywhere. We have the same issue right now in the
> > Northeast Corridor of the US. Would it be fair to use general revenues
>
> > to build an even faster system that only business travelers and the
> > wealthy can afford to use? This is already the case with the moderate
> > speed Acela Express having as it does per-unit-distance fares amongst
> > the highest in the world. Indeed, with fares as high as they are and
> > the limited capacity offered, there are few environmental benefits of
> > taking cars off the road, either. Thus, I can't see why the general
> > public should subsidize it any more than they should pay to build an
> > airline and airports.
> >
> > Eric Bruun
> >
> >
> >
> > Quoting eric britton :
> >
> > > I would like to invite your attention and your reactions to this
> > > piece that appears in today's World Streets. Your participation
> > > and views are invited for a follow-up piece , as you will see in the
>
> > > last section of the article.
> > >
> > >
> > >
> > >
> > > UK High Speed Rail: Going very fast in the wrong direction <
> > http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
> > very-fast-in-the-wrong-direction/
> > >
> > >
> > >
> > > In the field of transport, no matter how straight-forward the issues
> > > may seem to be to the busy citizen, merchant, reporter or policy
> > > maker, when it comes to making wise policy it really does take a
> > > certain level of time and attention to come to grips with the
> > > underlying issues and priorities that shape the outcomes. The big
> > > problem encumbering the mobility issues of our new century is that
> > > just about everything turns out upon study to be unobligingly
> > > complex, interdependent, complicated and time lagged ? no matter how
> > > simple it may appear to be on the surface. In the article that
> > > follows, the principle author, John Whitelegg, has a go at a lot of
> > > the too-easy thinking that is the main currency of the High Speed
> > > Rail discussions in places like Britain and the US, where the only
> > > experience with these technologies and operations has been that of a
> > > time-lagged dream machine. Let?s embrace a bit of complexity here. .
> > > . .
> > >
> > > - - - > Full text here at
> > >
> >
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
> ry-fast-in-the-wrong-direction/
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > > --------------------------------------------------------
> > > To search the archives of sustran-discuss visit
> > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
> > >
> > > --------------------------------------------------------
> > > If you get sustran-discuss 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.
> > >
> > > ================================================================
> > > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> > > equitable and sustainable transport with a focus on developing
> > > countries (the 'Global South').
> >
> >
> >
> > --------------------------------------------------------
> > To search the archives of sustran-discuss visit
> > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
> >
> > --------------------------------------------------------
> > If you get sustran-discuss 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.
> >
> > ================================================================
> > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> > equitable and sustainable transport with a focus on developing
> countries
> > (the 'Global South').
> >
>
>
>
> --
>
> Walter Hook
> Executive Director
> Institute for Transportation and Development Policy
> 9 East 19th Street, 7th Floor
> New York, NY 10003
> 1-212-629-8001
> www.itdp.org
>
> Promoting sustainable and equitable transportation worldwide.
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
>
--
Sudhir Gota
Transport Specialist
CAI-Asia Center
Units 3504-05, 35th Floor, Robinsons-Equitable Tower,
ADB Avenue, Ortigas Center, Pasig City
Metro Manila, Philippines 1605
Tel: +63-2-395-2843, Fax: +63-2-395-2846
www.cleanairinitiative.org
Skype : sudhirgota
From ashok.sreenivas at gmail.com Wed Feb 9 12:18:36 2011
From: ashok.sreenivas at gmail.com (Ashok Sreenivas)
Date: Wed, 09 Feb 2011 08:48:36 +0530
Subject: [sustran] Re: UK High Speed Rail: Going very fast in
the wrongdirection
In-Reply-To:
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu> <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local>
Message-ID: <4D52078C.1000501@gmail.com>
An HTML attachment was scrubbed...
URL: http://list.jca.apc.org/public/sustran-discuss/attachments/20110209/8c99e442/attachment.html
From schipper at wri.org Wed Feb 9 12:24:45 2011
From: schipper at wri.org (Lee Schipper)
Date: Tue, 8 Feb 2011 22:24:45 -0500
Subject: [sustran] Re: UK High Speed Rail: Going very fast in
the wrongdirection
In-Reply-To: <4D52078C.1000501@gmail.com>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu> <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local>
<4D52078C.1000501@gmail.com>
Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
HSR between Brussels and Paris knocked out all bout 1 flight each way a
day. And has clearly deterred growth in air, car travel between many
city pairs in Europe, but has also induced travel.
The potential advantages for Asia is HSR could build travel on the
ground BEFORE air travel becomes hopelessly congested.
The bad news is we're talking great cost. Also success in many
countries was boosted by 1) high road fuel prices 2) tolls on intercity
roads 3) initially low car ownership, i.e., starting early and 4) little
or no air travel competition. India has 3) but only some long
distance roads are tolled (ex Mumbai-Pune). Diesel prices are still
relatively low. Above all, however, one has to recognize that HSR will
promote longer distance travel than otherwise, which is a mixed
blessing.
"All aboard"? I road Acela (our medium speed train) from Philadelphia to
Washington today, had power and wi-fi, very comfortable. The X2000 in
Sweden is similar. Neither are the fastest nor most expensive, both work
well. Why not spend $$ in Asia making intercity rail at less than
breathtaking speeds work well?
Lee
From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
Sent: Tuesday, February 08, 2011 7:19 PM
To: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Cc: Lee Schipper
Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast in the
wrongdirection
In the context of countries like India and China, does HSR make sense as
an alternative, not to car travel, but to air travel. Is there evidence
that HSR can actually replace, say, short haul flights of an hour or two
(particularly if getting to and from the airport, and associated
security checks in a country like India add a good 3-4 hours overhead to
the actual flying time)? If so, it may be worth considering since
aviation emissions in India grew at a whopping ~15% p.a. before the
recession hit, in comparison with total transport emissions growing at
about 5-6%. Particularly since I believe (though don't know enough) that
HSR will be easily cost-competitive with air. Will be happy to know your
thoughts and for any references that may help.
Lee: Request you to also send the TRB paper you referred to.
Thanks.
Ashok
--
Ashok Sreenivas
Prayas Energy Group and Parisar
On 9/02/2011 6:54 AM, Sudhir wrote:
Hi all,
I would instead ask can asians afford it ? Many Asian countries are
joining
the HSR bandwagon after China with Vietnam ( there is good opposition)
and
India making aggressive plans. Should Asian countries think about HSR
for
future or rather plan and have a decent heavy rail system which provides
safe, comfortable and cheap travel? Do we have any literature for
developing
countries on economic viability of such projects as such?
See
http://www.china-briefing.com/news/2011/01/12/high-speed-rail-to-connect
-nine-south-china-cities.html
http://www.earthtimes.org/articles/news/330126,rejecting-high-speed-rail
-plan.html
http://www.thetransportpolitic.com/2009/08/13/vietnam-looks-to-fund-56-b
illion-high-speed-system-between-hanoi-and-ho-chi-minh-city/
http://economictimes.indiatimes.com/articleshow/4843889.cms
regards
Sudhir
On 9 February 2011 02:53, Lee Schipper
wrote:
At UC we have looked at the CO2 impacts of HSR in the US. Simple
result-- modest savings in those corridors where HSR makes sense
(and
I'll leave that question there), provided trains are moderately
to very
full and electricity is not all coal fired. Remember that in the
time
frame (2030) we expect other modes to be less carbon intensive.
On the whole the impact ins SMALL because so little of total
travel is
in the 100-1000 km range in dense corridors. And while the CO2
savings
are reassuring, they do not constitute justification for HSR,
rather
just a small cobenefit.
The paper is in 2011 TRB and will soon be on the ORNL web site
where
energy-committee sponsored sessions are exhibited. Happy to send
the
pdf.
-----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: Tuesday, February 08, 2011 10:44 AM
To: bruun@seas.upenn.edu
Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast in
the
wrongdirection
thanks for sharing this. getting a lot of questions about the
US high
speed rail proposals/discussions and don't yet have a firm
opinion on
them. one or two corridors are a maybe, i would say, assuming a
new gas
tax or carbon
tax could pay for them, but this is far from likely. be good
to get a
discussion going on this in the US context as well. I am
starting to
think about combining intercity and commuter longer distance
express bus
services with downtown bus lanes and HOV lanes, as a possible
alternative to high speed rail. If there were HOV/bus lanes
throughout
NYC and down the NJ Turnpike, its likely you could make it NY to
DC on
an express bus in a time competitive to rail. These private
Chinatown
based buses in New York are charging $25 for NY to DC or Boston,
or even
less, you book on line, and they have high speed internet, etc,
compared
to well over $100 for the rail service. In the US, once you get
off the
train, you are unlikely to be anywhere near where you plan to
go,
particularly once you are outside of NYC.
On Tue, Feb 8, 2011 at 12:50 PM,
wrote:
Eric Britton:
Thanks for posting this one.
I wholeheartedly agree with John Whitelegg that the
question of
financing versus who will use HSR needs to be addressed,
not just in
the UK, but anywhere. We have the same issue right now
in the
Northeast Corridor of the US. Would it be fair to use
general revenues
to build an even faster system that only business
travelers and the
wealthy can afford to use? This is already the case with
the moderate
speed Acela Express having as it does per-unit-distance
fares amongst
the highest in the world. Indeed, with fares as high as
they are and
the limited capacity offered, there are few
environmental benefits of
taking cars off the road, either. Thus, I can't see why
the general
public should subsidize it any more than they should pay
to build an
airline and airports.
Eric Bruun
Quoting eric britton
:
I would like to invite your attention and your
reactions to this
piece that appears in today's World Streets.
Your participation
and views are invited for a follow-up piece , as
you will see in the
last section of the article.
UK High Speed Rail: Going very fast in the wrong
direction <
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
very-fast-in-the-wrong-direction/
In the field of transport, no matter how
straight-forward the issues
may seem to be to the busy citizen, merchant,
reporter or policy
maker, when it comes to making wise policy it
really does take a
certain level of time and attention to come to
grips with the
underlying issues and priorities that shape the
outcomes. The big
problem encumbering the mobility issues of our
new century is that
just about everything turns out upon study to be
unobligingly
complex, interdependent, complicated and time
lagged ? no matter how
simple it may appear to be on the surface. In
the article that
follows, the principle author, John Whitelegg,
has a go at a lot of
the too-easy thinking that is the main currency
of the High Speed
Rail discussions in places like Britain and the
US, where the only
experience with these technologies and
operations has been that of a
time-lagged dream machine. Let?s embrace a bit
of complexity here. .
. .
- - - > Full text here at
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
ry-fast-in-the-wrong-direction/
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion
of people-centred,
equitable and sustainable transport with a focus
on developing
countries (the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of
people-centred,
equitable and sustainable transport with a focus on
developing
countries
(the 'Global South').
--
Walter Hook
Executive Director
Institute for Transportation and Development Policy
9 East 19th Street, 7th Floor
New York, NY 10003
1-212-629-8001
www.itdp.org
Promoting sustainable and equitable transportation worldwide.
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of
people-centred,
equitable and sustainable transport with a focus on developing
countries
(the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
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 brader at itpworld.net Wed Feb 9 12:41:50 2011
From: brader at itpworld.net (Colin Brader)
Date: Wed, 9 Feb 2011 03:41:50 -0000
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu> <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local><4D52078C.1000501@gmail.com>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
Message-ID:
A further crucial issue is the land use distortions that can be created. In much the same way as high speed roads did, although to a greater degree, HSR encourages the separation of origin and destination with the potential to create un attached suburbs. As such, and as already been noted, this will increase trip making by creating the possibility of travel but also encourages dormitory towns (detached suburbs) that are unable to support full range of retail and entertainment functions. As such the question must be asked - what kind of society are we trying to create? Are we content to have dormitory towns, what does this do for the goal of inclusive societies that are built upon interaction and the creation of social well-being . As transport is not a self-serving activity the worth, or otherwise, of HSR must lie in its effects upon society and the form of society we are seeking to create.
Regards
Colin Brader
Director
Integrated Transport Planning Ltd
43 Temple Row
Birmingham B2 5LS, UK?
Tel:????? +44 (0)121 230 1700
Mobile: +44 (0)7771 707538
www.itpworld.net
?
Offices in Milton Keynes, Birmingham?and Nottingham
Registered in England and Wales No: 3485430
Registered office: 50 North Thirteenth Street, Milton Keynes, MK9 3BP
VAT Number: 705011395
-----Original Message-----
From: sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org [mailto:sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org] On Behalf Of Lee Schipper
Sent: 09 February 2011 03:25
To: Ashok Sreenivas; Global 'South' Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
HSR between Brussels and Paris knocked out all bout 1 flight each way a day. And has clearly deterred growth in air, car travel between many city pairs in Europe, but has also induced travel.
The potential advantages for Asia is HSR could build travel on the ground BEFORE air travel becomes hopelessly congested.
The bad news is we're talking great cost. Also success in many countries was boosted by 1) high road fuel prices 2) tolls on intercity roads 3) initially low car ownership, i.e., starting early and 4) little or no air travel competition. India has 3) but only some long distance roads are tolled (ex Mumbai-Pune). Diesel prices are still relatively low. Above all, however, one has to recognize that HSR will promote longer distance travel than otherwise, which is a mixed blessing.
"All aboard"? I road Acela (our medium speed train) from Philadelphia to Washington today, had power and wi-fi, very comfortable. The X2000 in Sweden is similar. Neither are the fastest nor most expensive, both work well. Why not spend $$ in Asia making intercity rail at less than breathtaking speeds work well?
Lee
From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
Sent: Tuesday, February 08, 2011 7:19 PM
To: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Cc: Lee Schipper
Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast in the wrongdirection
In the context of countries like India and China, does HSR make sense as an alternative, not to car travel, but to air travel. Is there evidence that HSR can actually replace, say, short haul flights of an hour or two (particularly if getting to and from the airport, and associated security checks in a country like India add a good 3-4 hours overhead to the actual flying time)? If so, it may be worth considering since aviation emissions in India grew at a whopping ~15% p.a. before the recession hit, in comparison with total transport emissions growing at about 5-6%. Particularly since I believe (though don't know enough) that HSR will be easily cost-competitive with air. Will be happy to know your thoughts and for any references that may help.
Lee: Request you to also send the TRB paper you referred to.
Thanks.
Ashok
--
Ashok Sreenivas
Prayas Energy Group and Parisar
On 9/02/2011 6:54 AM, Sudhir wrote:
Hi all,
I would instead ask can asians afford it ? Many Asian countries are joining the HSR bandwagon after China with Vietnam ( there is good opposition) and India making aggressive plans. Should Asian countries think about HSR for future or rather plan and have a decent heavy rail system which provides safe, comfortable and cheap travel? Do we have any literature for developing countries on economic viability of such projects as such?
See
http://www.china-briefing.com/news/2011/01/12/high-speed-rail-to-connect
-nine-south-china-cities.html
http://www.earthtimes.org/articles/news/330126,rejecting-high-speed-rail
-plan.html
http://www.thetransportpolitic.com/2009/08/13/vietnam-looks-to-fund-56-b
illion-high-speed-system-between-hanoi-and-ho-chi-minh-city/
http://economictimes.indiatimes.com/articleshow/4843889.cms
regards
Sudhir
On 9 February 2011 02:53, Lee Schipper wrote:
At UC we have looked at the CO2 impacts of HSR in the US. Simple
result-- modest savings in those corridors where HSR makes sense (and
I'll leave that question there), provided trains are moderately to very
full and electricity is not all coal fired. Remember that in the time
frame (2030) we expect other modes to be less carbon intensive.
On the whole the impact ins SMALL because so little of total travel is
in the 100-1000 km range in dense corridors. And while the CO2 savings
are reassuring, they do not constitute justification for HSR, rather
just a small cobenefit.
The paper is in 2011 TRB and will soon be on the ORNL web site where
energy-committee sponsored sessions are exhibited. Happy to send the
pdf.
-----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: Tuesday, February 08, 2011 10:44 AM
To: bruun@seas.upenn.edu
Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast in the
wrongdirection
thanks for sharing this. getting a lot of questions about the US high
speed rail proposals/discussions and don't yet have a firm opinion on
them. one or two corridors are a maybe, i would say, assuming a new gas
tax or carbon
tax could pay for them, but this is far from likely. be good
to get a
discussion going on this in the US context as well. I am starting to
think about combining intercity and commuter longer distance express bus
services with downtown bus lanes and HOV lanes, as a possible
alternative to high speed rail. If there were HOV/bus lanes throughout
NYC and down the NJ Turnpike, its likely you could make it NY to DC on
an express bus in a time competitive to rail. These private Chinatown
based buses in New York are charging $25 for NY to DC or Boston, or even
less, you book on line, and they have high speed internet, etc, compared
to well over $100 for the rail service. In the US, once you get off the
train, you are unlikely to be anywhere near where you plan to go,
particularly once you are outside of NYC.
On Tue, Feb 8, 2011 at 12:50 PM, wrote:
Eric Britton:
Thanks for posting this one.
I wholeheartedly agree with John Whitelegg that the question of
financing versus who will use HSR needs to be addressed, not just in
the UK, but anywhere. We have the same issue right now in the
Northeast Corridor of the US. Would it be fair to use general revenues
to build an even faster system that only business travelers and the
wealthy can afford to use? This is already the case with the moderate
speed Acela Express having as it does per-unit-distance fares amongst
the highest in the world. Indeed, with fares as high as they are and
the limited capacity offered, there are few environmental benefits of
taking cars off the road, either. Thus, I can't see why the general
public should subsidize it any more than they should pay to build an
airline and airports.
Eric Bruun
Quoting eric britton :
I would like to invite your attention and your reactions to this
piece that appears in today's World Streets.
Your participation
and views are invited for a follow-up piece , as you will see in the
last section of the article.
UK High Speed Rail: Going very fast in the wrong direction <
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
very-fast-in-the-wrong-direction/
In the field of transport, no matter how straight-forward the issues
may seem to be to the busy citizen, merchant, reporter or policy
maker, when it comes to making wise policy it really does take a
certain level of time and attention to come to grips with the
underlying issues and priorities that shape the outcomes. The big
problem encumbering the mobility issues of our new century is that
just about everything turns out upon study to be unobligingly
complex, interdependent, complicated and time lagged ? no matter how
simple it may appear to be on the surface. In the article that
follows, the principle author, John Whitelegg, has a go at a lot of
the too-easy thinking that is the main currency of the High Speed
Rail discussions in places like Britain and the US, where the only
experience with these technologies and operations has been that of a
time-lagged dream machine. Let?s embrace a bit of complexity here. .
. .
- - - > Full text here at
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
ry-fast-in-the-wrong-direction/
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing
countries (the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing
countries
(the 'Global South').
--
Walter Hook
Executive Director
Institute for Transportation and Development Policy
9 East 19th Street, 7th Floor
New York, NY 10003
1-212-629-8001
www.itdp.org
Promoting sustainable and equitable transportation worldwide.
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing countries
(the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing countries
(the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South').
This email (and any attachments) contains confidential information and is intended solely for the individual to whom it is addressed. If this email has been misdirected, please notify the author as soon as possible. If you are not the intended recipient you must not disclose, distribute, copy, print or rely on any of the information contained, and all copies must be deleted immediately.
This footnote also confirms that this email message has been swept by anti-virus software, but Integrated Transport Planning Ltd cannot accept liability for any damage caused by receipt of this email.
Please consider the environment before printing this e-mail.
From schipper at wri.org Wed Feb 9 12:44:23 2011
From: schipper at wri.org (Lee Schipper)
Date: Tue, 8 Feb 2011 22:44:23 -0500
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
In-Reply-To:
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu> <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local><4D52078C.1000501@gmail.com>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C0BB19863@wricsex029330.WRI.CRM.Local>
I agree with Colin Brader. The risk that in the name of expanded travel and commerce we actually split our selves geographically (like we are in the US) enormous. But what to do? How to keep the lid on wanderlust?
-----Original Message-----
From: Colin Brader [mailto:brader@itpworld.net]
Sent: Tuesday, February 08, 2011 7:42 PM
To: Lee Schipper; Ashok Sreenivas; Global 'South' Sustainable Transport
Subject: RE: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
A further crucial issue is the land use distortions that can be created. In much the same way as high speed roads did, although to a greater degree, HSR encourages the separation of origin and destination with the potential to create un attached suburbs. As such, and as already been noted, this will increase trip making by creating the possibility of travel but also encourages dormitory towns (detached suburbs) that are unable to support full range of retail and entertainment functions. As such the question must be asked - what kind of society are we trying to create? Are we content to have dormitory towns, what does this do for the goal of inclusive societies that are built upon interaction and the creation of social well-being . As transport is not a self-serving activity the worth, or otherwise, of HSR must lie in its effects upon society and the form of society we are seeking to create.
Regards
Colin Brader
Director
Integrated Transport Planning Ltd
43 Temple Row
Birmingham B2 5LS, UK?
Tel:????? +44 (0)121 230 1700
Mobile: +44 (0)7771 707538
www.itpworld.net
?
Offices in Milton Keynes, Birmingham?and Nottingham Registered in England and Wales No: 3485430 Registered office: 50 North Thirteenth Street, Milton Keynes, MK9 3BP VAT Number: 705011395
-----Original Message-----
From: sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org [mailto:sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org] On Behalf Of Lee Schipper
Sent: 09 February 2011 03:25
To: Ashok Sreenivas; Global 'South' Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
HSR between Brussels and Paris knocked out all bout 1 flight each way a day. And has clearly deterred growth in air, car travel between many city pairs in Europe, but has also induced travel.
The potential advantages for Asia is HSR could build travel on the ground BEFORE air travel becomes hopelessly congested.
The bad news is we're talking great cost. Also success in many countries was boosted by 1) high road fuel prices 2) tolls on intercity roads 3) initially low car ownership, i.e., starting early and 4) little or no air travel competition. India has 3) but only some long distance roads are tolled (ex Mumbai-Pune). Diesel prices are still relatively low. Above all, however, one has to recognize that HSR will promote longer distance travel than otherwise, which is a mixed blessing.
"All aboard"? I road Acela (our medium speed train) from Philadelphia to Washington today, had power and wi-fi, very comfortable. The X2000 in Sweden is similar. Neither are the fastest nor most expensive, both work well. Why not spend $$ in Asia making intercity rail at less than breathtaking speeds work well?
Lee
From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
Sent: Tuesday, February 08, 2011 7:19 PM
To: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Cc: Lee Schipper
Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast in the wrongdirection
In the context of countries like India and China, does HSR make sense as an alternative, not to car travel, but to air travel. Is there evidence that HSR can actually replace, say, short haul flights of an hour or two (particularly if getting to and from the airport, and associated security checks in a country like India add a good 3-4 hours overhead to the actual flying time)? If so, it may be worth considering since aviation emissions in India grew at a whopping ~15% p.a. before the recession hit, in comparison with total transport emissions growing at about 5-6%. Particularly since I believe (though don't know enough) that HSR will be easily cost-competitive with air. Will be happy to know your thoughts and for any references that may help.
Lee: Request you to also send the TRB paper you referred to.
Thanks.
Ashok
--
Ashok Sreenivas
Prayas Energy Group and Parisar
On 9/02/2011 6:54 AM, Sudhir wrote:
Hi all,
I would instead ask can asians afford it ? Many Asian countries are joining the HSR bandwagon after China with Vietnam ( there is good opposition) and India making aggressive plans. Should Asian countries think about HSR for future or rather plan and have a decent heavy rail system which provides safe, comfortable and cheap travel? Do we have any literature for developing countries on economic viability of such projects as such?
See
http://www.china-briefing.com/news/2011/01/12/high-speed-rail-to-connect
-nine-south-china-cities.html
http://www.earthtimes.org/articles/news/330126,rejecting-high-speed-rail
-plan.html
http://www.thetransportpolitic.com/2009/08/13/vietnam-looks-to-fund-56-b
illion-high-speed-system-between-hanoi-and-ho-chi-minh-city/
http://economictimes.indiatimes.com/articleshow/4843889.cms
regards
Sudhir
On 9 February 2011 02:53, Lee Schipper wrote:
At UC we have looked at the CO2 impacts of HSR in the US. Simple
result-- modest savings in those corridors where HSR makes sense (and
I'll leave that question there), provided trains are moderately to very
full and electricity is not all coal fired. Remember that in the time
frame (2030) we expect other modes to be less carbon intensive.
On the whole the impact ins SMALL because so little of total travel is
in the 100-1000 km range in dense corridors. And while the CO2 savings
are reassuring, they do not constitute justification for HSR, rather
just a small cobenefit.
The paper is in 2011 TRB and will soon be on the ORNL web site where
energy-committee sponsored sessions are exhibited. Happy to send the
pdf.
-----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: Tuesday, February 08, 2011 10:44 AM
To: bruun@seas.upenn.edu
Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast in the
wrongdirection
thanks for sharing this. getting a lot of questions about the US high
speed rail proposals/discussions and don't yet have a firm opinion on
them. one or two corridors are a maybe, i would say, assuming a new gas
tax or carbon
tax could pay for them, but this is far from likely. be good
to get a
discussion going on this in the US context as well. I am starting to
think about combining intercity and commuter longer distance express bus
services with downtown bus lanes and HOV lanes, as a possible
alternative to high speed rail. If there were HOV/bus lanes throughout
NYC and down the NJ Turnpike, its likely you could make it NY to DC on
an express bus in a time competitive to rail. These private Chinatown
based buses in New York are charging $25 for NY to DC or Boston, or even
less, you book on line, and they have high speed internet, etc, compared
to well over $100 for the rail service. In the US, once you get off the
train, you are unlikely to be anywhere near where you plan to go,
particularly once you are outside of NYC.
On Tue, Feb 8, 2011 at 12:50 PM, wrote:
Eric Britton:
Thanks for posting this one.
I wholeheartedly agree with John Whitelegg that the question of
financing versus who will use HSR needs to be addressed, not just in
the UK, but anywhere. We have the same issue right now in the
Northeast Corridor of the US. Would it be fair to use general revenues
to build an even faster system that only business travelers and the
wealthy can afford to use? This is already the case with the moderate
speed Acela Express having as it does per-unit-distance fares amongst
the highest in the world. Indeed, with fares as high as they are and
the limited capacity offered, there are few environmental benefits of
taking cars off the road, either. Thus, I can't see why the general
public should subsidize it any more than they should pay to build an
airline and airports.
Eric Bruun
Quoting eric britton :
I would like to invite your attention and your reactions to this
piece that appears in today's World Streets.
Your participation
and views are invited for a follow-up piece , as you will see in the
last section of the article.
UK High Speed Rail: Going very fast in the wrong direction <
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
very-fast-in-the-wrong-direction/
In the field of transport, no matter how straight-forward the issues
may seem to be to the busy citizen, merchant, reporter or policy
maker, when it comes to making wise policy it really does take a
certain level of time and attention to come to grips with the
underlying issues and priorities that shape the outcomes. The big
problem encumbering the mobility issues of our new century is that
just about everything turns out upon study to be unobligingly
complex, interdependent, complicated and time lagged ? no matter how
simple it may appear to be on the surface. In the article that
follows, the principle author, John Whitelegg, has a go at a lot of
the too-easy thinking that is the main currency of the High Speed
Rail discussions in places like Britain and the US, where the only
experience with these technologies and operations has been that of a
time-lagged dream machine. Let?s embrace a bit of complexity here. .
. .
- - - > Full text here at
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
ry-fast-in-the-wrong-direction/
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing
countries (the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing
countries
(the 'Global South').
--
Walter Hook
Executive Director
Institute for Transportation and Development Policy
9 East 19th Street, 7th Floor
New York, NY 10003
1-212-629-8001
www.itdp.org
Promoting sustainable and equitable transportation worldwide.
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing countries
(the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
equitable and sustainable transport with a focus on developing countries
(the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South').
This email (and any attachments) contains confidential information and is intended solely for the individual to whom it is addressed. If this email has been misdirected, please notify the author as soon as possible. If you are not the intended recipient you must not disclose, distribute, copy, print or rely on any of the information contained, and all copies must be deleted immediately.
This footnote also confirms that this email message has been swept by anti-virus software, but Integrated Transport Planning Ltd cannot accept liability for any damage caused by receipt of this email.
Please consider the environment before printing this e-mail.
From ashok.sreenivas at gmail.com Wed Feb 9 13:07:19 2011
From: ashok.sreenivas at gmail.com (Ashok Sreenivas)
Date: Wed, 09 Feb 2011 09:37:19 +0530
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342C0BB19863@wricsex029330.WRI.CRM.Local>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu> <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local><4D52078C.1000501@gmail.com>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19863@wricsex029330.WRI.CRM.Local>
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From schipper at wri.org Wed Feb 9 13:09:55 2011
From: schipper at wri.org (Lee Schipper)
Date: Tue, 8 Feb 2011 23:09:55 -0500
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
In-Reply-To: <4D5212F7.9040900@gmail.com>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu> <46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local><4D52078C.1000501@gmail.com>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19863@wricsex029330.WRI.CRM.Local>
<4D5212F7.9040900@gmail.com>
Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C0BB1986B@wricsex029330.WRI.CRM.Local>
This comes a relatively simple question: If you had $US10BN to spend,
how could you enhance transport welfare the most? Probablyt by upgrading
all the passenger corridors in India, leaving more space for freight as
well! Or you could spend it as we propose in California, part of a $40
billion connection between the north and south.
I think I'd vote for the former.
From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
Sent: Tuesday, February 08, 2011 8:07 PM
To: Lee Schipper
Cc: Colin Brader; Global 'South' Sustainable Transport
Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast inthe
wrongdirection
I agree with the points by Lee and Colin that if HSR induces exurbia
then it would be terrible. But just to push the argument a bit, what I
had in mind was, say, a comfortable overnight 7-8 hour non-stop HSR
service - a moderate average speed of about 200-220 kmph - between
Mumbai and Delhi (which I believe is already the 6th busiest air
corridor in the world). Essentially providing high speed point-to-point
services across big metros in large countries - thus competing directly
with air and not routine work commutes. Of course, if this can be done
with cheaper technologies such as Acela or X2000, then that is the way
to go.
Ashok
--
Ashok Sreenivas
Prayas Energy Group and Parisar
On 9/02/2011 9:14 AM, Lee Schipper wrote:
I agree with Colin Brader. The risk that in the name of expanded travel
and commerce we actually split our selves geographically (like we are in
the US) enormous. But what to do? How to keep the lid on wanderlust?
-----Original Message-----
From: Colin Brader [mailto:brader@itpworld.net]
Sent: Tuesday, February 08, 2011 7:42 PM
To: Lee Schipper; Ashok Sreenivas; Global 'South' Sustainable Transport
Subject: RE: [sustran] Re: UK High Speed Rail: Going very fast inthe
wrongdirection
A further crucial issue is the land use distortions that can be created.
In much the same way as high speed roads did, although to a greater
degree, HSR encourages the separation of origin and destination with the
potential to create un attached suburbs. As such, and as already been
noted, this will increase trip making by creating the possibility of
travel but also encourages dormitory towns (detached suburbs) that are
unable to support full range of retail and entertainment functions. As
such the question must be asked - what kind of society are we trying to
create? Are we content to have dormitory towns, what does this do for
the goal of inclusive societies that are built upon interaction and the
creation of social well-being . As transport is not a self-serving
activity the worth, or otherwise, of HSR must lie in its effects upon
society and the form of society we are seeking to create.
Regards
Colin Brader
Director
Integrated Transport Planning Ltd
43 Temple Row
Birmingham B2 5LS, UK
Tel: +44 (0)121 230 1700
Mobile: +44 (0)7771 707538
www.itpworld.net
Offices in Milton Keynes, Birmingham and Nottingham Registered in
England and Wales No: 3485430 Registered office: 50 North Thirteenth
Street, Milton Keynes, MK9 3BP VAT Number: 705011395
-----Original Message-----
From: sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org
[mailto:sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org] On
Behalf Of Lee Schipper
Sent: 09 February 2011 03:25
To: Ashok Sreenivas; Global 'South' Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe
wrongdirection
HSR between Brussels and Paris knocked out all bout 1 flight each way a
day. And has clearly deterred growth in air, car travel between many
city pairs in Europe, but has also induced travel.
The potential advantages for Asia is HSR could build travel on the
ground BEFORE air travel becomes hopelessly congested.
The bad news is we're talking great cost. Also success in many
countries was boosted by 1) high road fuel prices 2) tolls on intercity
roads 3) initially low car ownership, i.e., starting early and 4) little
or no air travel competition. India has 3) but only some long
distance roads are tolled (ex Mumbai-Pune). Diesel prices are still
relatively low. Above all, however, one has to recognize that HSR will
promote longer distance travel than otherwise, which is a mixed
blessing.
"All aboard"? I road Acela (our medium speed train) from Philadelphia to
Washington today, had power and wi-fi, very comfortable. The X2000 in
Sweden is similar. Neither are the fastest nor most expensive, both work
well. Why not spend $$ in Asia making intercity rail at less than
breathtaking speeds work well?
Lee
From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
Sent: Tuesday, February 08, 2011 7:19 PM
To: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Cc: Lee Schipper
Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast in the
wrongdirection
In the context of countries like India and China, does HSR make sense as
an alternative, not to car travel, but to air travel. Is there evidence
that HSR can actually replace, say, short haul flights of an hour or two
(particularly if getting to and from the airport, and associated
security checks in a country like India add a good 3-4 hours overhead to
the actual flying time)? If so, it may be worth considering since
aviation emissions in India grew at a whopping ~15% p.a. before the
recession hit, in comparison with total transport emissions growing at
about 5-6%. Particularly since I believe (though don't know enough) that
HSR will be easily cost-competitive with air. Will be happy to know your
thoughts and for any references that may help.
Lee: Request you to also send the TRB paper you referred to.
Thanks.
Ashok
--
Ashok Sreenivas
Prayas Energy Group
and Parisar
On 9/02/2011 6:54 AM, Sudhir wrote:
Hi all,
I would instead ask can asians afford it ? Many Asian countries are
joining the HSR bandwagon after China with Vietnam ( there is good
opposition) and India making aggressive plans. Should Asian countries
think about HSR for future or rather plan and have a decent heavy rail
system which provides safe, comfortable and cheap travel? Do we have any
literature for developing countries on economic viability of such
projects as such?
See
http://www.china-briefing.com/news/2011/01/12/high-speed-rail-to-connect
-nine-south-china-cities.html
http://www.earthtimes.org/articles/news/330126,rejecting-high-speed-rail
-plan.html
http://www.thetransportpolitic.com/2009/08/13/vietnam-looks-to-fund-56-b
illion-high-speed-system-between-hanoi-and-ho-chi-minh-city/
http://economictimes.indiatimes.com/articleshow/4843889.cms
regards
Sudhir
On 9 February 2011 02:53, Lee Schipper
wrote:
At UC we have looked at the CO2 impacts of HSR in the US. Simple
result-- modest savings in those corridors where HSR makes sense
(and
I'll leave that question there), provided trains are moderately
to very
full and electricity is not all coal fired. Remember that in the
time
frame (2030) we expect other modes to be less carbon intensive.
On the whole the impact ins SMALL because so little of total
travel is
in the 100-1000 km range in dense corridors. And while the CO2
savings
are reassuring, they do not constitute justification for HSR,
rather
just a small cobenefit.
The paper is in 2011 TRB and will soon be on the ORNL web site
where
energy-committee sponsored sessions are exhibited. Happy to send
the
pdf.
-----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: Tuesday, February 08, 2011 10:44 AM
To: bruun@seas.upenn.edu
Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
Sustainable Transport
Subject: [sustran] Re: UK High Speed Rail: Going very fast in
the
wrongdirection
thanks for sharing this. getting a lot of questions about the
US high
speed rail proposals/discussions and don't yet have a firm
opinion on
them. one or two corridors are a maybe, i would say, assuming a
new gas
tax or carbon
tax could pay for them, but this is far from likely. be good
to get a
discussion going on this in the US context as well. I am
starting to
think about combining intercity and commuter longer distance
express bus
services with downtown bus lanes and HOV lanes, as a possible
alternative to high speed rail. If there were HOV/bus lanes
throughout
NYC and down the NJ Turnpike, its likely you could make it NY to
DC on
an express bus in a time competitive to rail. These private
Chinatown
based buses in New York are charging $25 for NY to DC or Boston,
or even
less, you book on line, and they have high speed internet, etc,
compared
to well over $100 for the rail service. In the US, once you get
off the
train, you are unlikely to be anywhere near where you plan to
go,
particularly once you are outside of NYC.
On Tue, Feb 8, 2011 at 12:50 PM,
wrote:
Eric Britton:
Thanks for posting this one.
I wholeheartedly agree with John Whitelegg that the
question of
financing versus who will use HSR needs to be addressed,
not just in
the UK, but anywhere. We have the same issue right now in
the
Northeast Corridor of the US. Would it be fair to use
general revenues
to build an even faster system that only business
travelers and the
wealthy can afford to use? This is already the case with
the moderate
speed Acela Express having as it does per-unit-distance
fares amongst
the highest in the world. Indeed, with fares as high as
they are and
the limited capacity offered, there are few environmental
benefits of
taking cars off the road, either. Thus, I can't see why
the general
public should subsidize it any more than they should pay
to build an
airline and airports.
Eric Bruun
Quoting eric britton
:
I would like to invite your attention and your
reactions to this
piece that appears in today's World Streets.
Your participation
and views are invited for a follow-up piece , as
you will see in the
last section of the article.
UK High Speed Rail: Going very fast in the wrong
direction <
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
very-fast-in-the-wrong-direction/
In the field of transport, no matter how
straight-forward the issues
may seem to be to the busy citizen, merchant,
reporter or policy
maker, when it comes to making wise policy it
really does take a
certain level of time and attention to come to
grips with the
underlying issues and priorities that shape the
outcomes. The big
problem encumbering the mobility issues of our
new century is that
just about everything turns out upon study to be
unobligingly
complex, interdependent, complicated and time
lagged ? no matter how
simple it may appear to be on the surface. In the
article that
follows, the principle author, John Whitelegg,
has a go at a lot of
the too-easy thinking that is the main currency
of the High Speed
Rail discussions in places like Britain and the
US, where the only
experience with these technologies and operations
has been that of a
time-lagged dream machine. Let?s embrace a bit of
complexity here. .
. .
- - - >
Full text here at
http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
ry-fast-in-the-wrong-direction/
2/08/uk-high-speed-rail-going-very-fast-in-the-wrong-direction/>
ery-fast-in-the-wrong-direction/>
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SUSTRAN-DISCUSS is a forum devoted to discussion of
people-centred,
equitable and sustainable transport with a focus on
developing
countries
(the 'Global South').
--
Walter Hook
Executive Director
Institute for Transportation and Development Policy
9 East 19th Street, 7th Floor
New York, NY 10003
1-212-629-8001
www.itdp.org
Promoting sustainable and equitable transportation worldwide.
--------------------------------------------------------
To search the archives of sustran-discuss visit
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================================================================
SUSTRAN-DISCUSS is a forum devoted to discussion of
people-centred,
equitable and sustainable transport with a focus on developing
countries
(the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
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--------------------------------------------------------
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the real
sustran-discuss and get full membership rights.
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SUSTRAN-DISCUSS is a forum devoted to discussion of
people-centred,
equitable and sustainable transport with a focus on developing
countries
(the 'Global South').
--------------------------------------------------------
To search the archives of sustran-discuss visit
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From sutp at sutp.org Wed Feb 9 15:19:36 2011
From: sutp at sutp.org (SUTP Team)
Date: Wed, 09 Feb 2011 11:49:36 +0530
Subject: [sustran] Reading list on Parking Management in Developing Cities -
Released
Message-ID: <4D5231F8.3080400@sutp.org>
A parked car takes up around 8 square meters when parked and often the
same again in manoeuvring space ? a huge amount in dense urban areas
where land is expensive. Often, cars get more space to park than humans
have to live in!
The above mentioned reason justifies the need for having a parking
management system. More focus needs to be devoted towards better public
transport and non-motorised transportation. Parking needs to be used as
a demand management tool.
The current document is one of the several efforts of GIZ-Sustainable
Urban Transport Project to bring to the policymakers an easy to access
list of available material on parking management. The document aims to
list out some influential and informative resources that highlight the
importance of parking management in cities and shows opportunities to
improve the existing situation.
To download visit:
http://www.sutp.org/index.php?option=com_content&task=view&id=2578
--
SUTP Team
sutp[at]sutp.org
From paulbarter at nus.edu.sg Wed Feb 9 15:30:46 2011
From: paulbarter at nus.edu.sg (Paul Barter)
Date: Wed, 9 Feb 2011 14:30:46 +0800
Subject: [sustran] Re: Reading list on Parking Management in Developing Cities
- Released
In-Reply-To: <4D5231F8.3080400@sutp.org>
References: <4D5231F8.3080400@sutp.org>
Message-ID: <6F850E42E4589F45AE2799F34B645C3601CA6D598F@MBX06.stf.nus.edu.sg>
This looks like a very useful reading list.
However, I am surprised that it fails to mention my recent publication "Parking Policy in Asian Cities" which can be obtained via http://www.reinventingparking.org/2010/11/parking-policy-in-asian-cities-report.html?utm_source=BP_recent
Paul
Paul A. Barter | Assistant Professor | LKY School of Public Policy National University of Singapore | 469C Bukit Timah Road | Singapore 259772 | Tel: +65-6516 3324 | Fax: +65-6778 1020 | paulbarter@nus.edu.sg | http://www.spp.nus.edu.sg/Faculty_Paul_Barter.aspx |http://www.reinventingtransport.org/ |http://www.reinventingparking.org
-----Original Message-----
From: sustran-discuss-bounces+sppbpa=nus.edu.sg@list.jca.apc.org [mailto:sustran-discuss-bounces+sppbpa=nus.edu.sg@list.jca.apc.org] On Behalf Of SUTP Team
Sent: Wednesday, 9 February 2011 2:20 PM
To: Asia and the Pacific sustainable transport; Clean Air Initiative -- Asia; SUTP Asia groups
Subject: [sustran] Reading list on Parking Management in Developing Cities - Released
A parked car takes up around 8 square meters when parked and often the
same again in manoeuvring space ? a huge amount in dense urban areas
where land is expensive. Often, cars get more space to park than humans
have to live in!
The above mentioned reason justifies the need for having a parking
management system. More focus needs to be devoted towards better public
transport and non-motorised transportation. Parking needs to be used as
a demand management tool.
The current document is one of the several efforts of GIZ-Sustainable
Urban Transport Project to bring to the policymakers an easy to access
list of available material on parking management. The document aims to
list out some influential and informative resources that highlight the
importance of parking management in cities and shows opportunities to
improve the existing situation.
To download visit:
http://www.sutp.org/index.php?option=com_content&task=view&id=2578
--
SUTP Team
sutp[at]sutp.org
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
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 sutp at sutp.org Wed Feb 9 15:47:37 2011
From: sutp at sutp.org (SUTP Team)
Date: Wed, 09 Feb 2011 12:17:37 +0530
Subject: [sustran] Re: Reading list on Parking Management in Developing Cities
- Released
In-Reply-To: <6F850E42E4589F45AE2799F34B645C3601CA6D598F@MBX06.stf.nus.edu.sg>
References: <4D5231F8.3080400@sutp.org>
<6F850E42E4589F45AE2799F34B645C3601CA6D598F@MBX06.stf.nus.edu.sg>
Message-ID: <4D523889.80805@sutp.org>
Sincere apologies Paul and thanks a lot for the heads up. I have now
added the link to your publication and updated the document.
Also would like to take this opportunity to request the community to let
us know of any more interesting Parking studies that could be added to
the list. We constantly update our material and your contributions will
be invaluable.
cheers
sunny
On 09/02/11 12:00 PM, Paul Barter wrote:
> This looks like a very useful reading list.
>
> However, I am surprised that it fails to mention my recent publication "Parking Policy in Asian Cities" which can be obtained via http://www.reinventingparking.org/2010/11/parking-policy-in-asian-cities-report.html?utm_source=BP_recent
>
> Paul
>
> Paul A. Barter | Assistant Professor | LKY School of Public Policy National University of Singapore | 469C Bukit Timah Road | Singapore 259772 | Tel: +65-6516 3324 | Fax: +65-6778 1020 | paulbarter@nus.edu.sg | http://www.spp.nus.edu.sg/Faculty_Paul_Barter.aspx |http://www.reinventingtransport.org/ |http://www.reinventingparking.org
>
> -----Original Message-----
> From: sustran-discuss-bounces+sppbpa=nus.edu.sg@list.jca.apc.org [mailto:sustran-discuss-bounces+sppbpa=nus.edu.sg@list.jca.apc.org] On Behalf Of SUTP Team
> Sent: Wednesday, 9 February 2011 2:20 PM
> To: Asia and the Pacific sustainable transport; Clean Air Initiative -- Asia; SUTP Asia groups
> Subject: [sustran] Reading list on Parking Management in Developing Cities - Released
>
> A parked car takes up around 8 square meters when parked and often the
> same again in manoeuvring space ? a huge amount in dense urban areas
> where land is expensive. Often, cars get more space to park than humans
> have to live in!
>
> The above mentioned reason justifies the need for having a parking
> management system. More focus needs to be devoted towards better public
> transport and non-motorised transportation. Parking needs to be used as
> a demand management tool.
>
> The current document is one of the several efforts of GIZ-Sustainable
> Urban Transport Project to bring to the policymakers an easy to access
> list of available material on parking management. The document aims to
> list out some influential and informative resources that highlight the
> importance of parking management in cities and shows opportunities to
> improve the existing situation.
>
> To download visit:
> http://www.sutp.org/index.php?option=com_content&task=view&id=2578
>
--
SUTP Team
sutp[at]sutp.org
From joshirutul at yahoo.co.in Wed Feb 9 16:30:55 2011
From: joshirutul at yahoo.co.in (Rutul Joshi)
Date: Wed, 9 Feb 2011 13:00:55 +0530 (IST)
Subject: [sustran] Fw: Dialogue of the Deaf
Message-ID: <996063.70197.qm@web137313.mail.in.yahoo.com>
http://www.environmentportal.in/blog/dialogue-deaf
09 Feb 2011
Dialogue of the Deaf
By Sujit Patwardhan
One of the major events organized by the Ministry
of Urban Development is the Urban Mobility Conference held in New Delhi
in the first week of December each year. The theme of the latest
conference held on 3rd, 4th and 5th of December 2010 at the Grand Hotel, New Delhi was ?Sustainable Urban Transport: Accessibility and
Inclusive Cities?. It attracted over 250 representatives from cities and states, 350 from the transport industry, 150 from academia, 250 young
researchers and 90 exhibitors. There were 24 presentations through 8
technical sessions and 4 partner events through 2 panel discussions.
Outside in one corner of the exhibition area, with informal arrangement
of ?charpais? and ?bamboo-stools? was the ?Rehensheel Sheher Nukkad?
(which literally means the Livable City Corner) with active short 45
minute sessions in which students, young professionals and expo visitors were involved in intense discussions on local issues and shared
experiences on topics like ?condition of the pedestrians? or the need
for ?shared public spaces? in our expanding cities.
As one would expect, most of the stalls in the exhibition displayed
technology heavy transportation projects such as MMRDA (showing off
Flyovers and Skywalks) Jaipur city BRT and Bus Transmission Technologies and the glittering PRT (Personal Rapid Transit) cubicles promising
revolutionary changes in the way commuters of the future would travel.
There was also a Sedgway, touted as the green technology single user
scooter that one could use instead of one?s own feet for travelling
short distances.
Inside the conference halls was a totally different atmosphere ? with
speaker after speaker stressing the need to urgently adopt what is now
called the ?the New Mobility Vision?. This is nothing but the
?Sustainable Transport Manifesto? which can be summed up in just one
paragraph ?
* Priority to Walking, Cycling and Public Transport with simultaneous
disincentives to personal auto vehicle use - and once this begins to
happen ? to make our cities attractive and livable for people which in
turn will lead to sustainable economic growth and prosperity.
This is what visionary leaders and NGOs have been saying the world over
for the last few decades, but only now seems to have broken through the
invisible barrier that strangely keeps good ideas out of reach of
mainstream thinking.
Just look at some of the key messages and statements emanating from different sessions ?
Day 1
Inaugural session reiterated the key recommendation from our
NUTP (National Urban Transport Policy) - ?People occupy centre stage to
make our cities the most livable in the world and become engines of
economic growth?
Inaugural address emphasized -
* Stress on moving people not on moving vehicles.
* Urban transport to be accessible and inclusive
* Pedestrian facilities are important
* Cycling must be made a fashion statement
* Paradigm shift from vehicles to people
Keynote address by Mr Peter Hendy, Commissioner, Transport for London -
* Promote public transport
* Integrated ticketing
* Improve quality and expand public transport system
Panel Discussion on UMTA-
* Emphasized importance of UMTA armed with authority, expertise and funding
Day 2
Technical Sessions on Environment and Traffic Management
* Adopt Euro III and IV standards by 2010
* Studies on health and impacts from auto emissions important
* Inclusive planning with walking and cycling are import components
* TDM (discouraging auto vehicle use) with Parking Policy as the first step.
* Flyovers, underpasses, foot over-bridges and subways not successful. Instead provide safe at-grade pedestrian crossings.
* Signal free junctions and construction of flyovers detrimental to overall traffic improvement.
* Singapore case study emphasized need for integrated networks and
restrictive policies for cars to ensure the success of public transport
modes.
* Congestion pricing, high parking charges and car-free areas coupled
with better facilities to bike and walk were options cities had to move
towards.
* The delegate from Seoul, South Korea (famous for demolishing the
elevated road on Cheonggyecheon River and converting the area into a
vehicle-free people friendly recreational zone that has now become very
popular) explained how the city was planning to demolish 17 more
elevated roads /flyovers and giving high priority to public transport
and car-free areas.
Day 3
In the concluding session Mr Jaipal Reddy the Minister for Urban
Development, sounded almost apologetic when admitting there were delays
in implementation of policies framed by his ministry and hoped this will change soon.
All in all it was heady stuff for New Mobility proponents and
activists. As we left the venue hotel on the final day there was a mood
of elation about what the conference had achieved and we were ready to
forgive the organizers for having chosen such an out of place venue to
house this conference, where the only mode of transport was the high
cost tourist taxi. No one in the hotel seemed to know much about what
buses one could catch or give useful details about Metro stations and
their routes, though there was a Metro station not too far from the
hotel.
But back home nothing has changed!
Back to our cities, things seemed to be totally out of synch with the
atmosphere in the mobility conference. Our cities are deeply stuck in
the old mindset of building more and more roads and flyovers to ease the movement of personal vehicles.
* Mumbai has plans for constructing multi-story car parks from private builders in return for substantial free FSI (buildable area) coupled
with generous dose of TDR (transferable development rights) ?though this is brazenly in contravention of parking as a tool for TDM (Traffic
Demand Management)
* Pune?s Municipal Budget proposals recently announced include plans
for the discredited Sky-Walks that have totally failed in Mumbai. What?s worse, when elevated highways/flyovers are being demolished in other
parts of the world, the city plans to build a massive elevated road from one end of the city to the other. The Municipal Commissioner has
decided this is a better solution than a ring road. Of course he hasn?t
carried out any surveys or traffic studies to support this presumption
nor held any public hearings. In the same city, some political parties
are demanding the scrapping of BRT (Bus Rapid Transit) though Pune was
the first city to start a BRT way back in December 2006. During these
past 4 years they have not been able to complete even the pilot corridor of 14 kms as no single agency is in charge of BRT. The Municipal
Corporation is not interested in putting it right ? it says ?PMPL (Pune
Public Transport body) should do this?. PMPML itself is reeling under
financial, technical and political neglect though it carries over 11
lakh trips daily ? but while the city (Pune and Pimpr-Chinchwad) wants a Metro Rail with a price tag of over Rs 15,000 crores, it is reluctant
to set aside a farthing for the only Public Transport bus transport
system that has been in operation since 1950.
* To rub salt into the wounds, PMC recently deleted a reservation for
parking buses and converted it to parking of personal auto vehicles.
* In Bangalore, citizens and NGOs are fighting the municipal
corporation?s plans to chop down hundreds of trees and cutting the width of footpaths for increasing the road width for cars.
* Even in Delhi, a city that has more cars than all other metro cities put together, the spate of building flyovers continues.
Other cities too have similar horror stories to show what our policy
makers and politicians say in (mobility) conferences in Delhi and
recommend under the JnNURM (Jawaharlal Nehru National Urban Renewal
Mission) projects is more talk than action. Cities are merrily using
these funds to build more roads and flyovers and parking lots for motor
vehicles.
And why not? No one has come down heavily on such blatant
?misappropriation? and stopped funding that ostensibly is meant for
improving public transport.
Some NGOs who complained to the Urban Development Department and JnNURM
in Delhi were told that transport being a ?state? subject the ministry
from Delhi can?t really do much to stop such misuse ? forgetting perhaps that the central government grants are specifically meant for
strengthening Public Transport and Non Motorised Transport in cities and not for building more infrastructure for cars.
To conclude, I?m reminded of this quote:?It would be so nice if something made sense for a change?
- Alice in Wonderland
From eric.britton at ecoplan.org Wed Feb 9 17:51:32 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Wed, 9 Feb 2011 09:51:32 +0100
Subject: [sustran] What High-Speed Rail Means For America
Message-ID: <012d01cbc836$8eca8fa0$ac5faee0$@britton@ecoplan.org>
In our present context I thought it was not only timely but also generous
that we be reminded that Britain is not alone when it comes to high hopes
for HSR.
RECONNECTING AMERICA APPLAUDS
OBAMA HIGH-SPEED RAIL INITIATIVE? ?
(February 8, 2011) --? Today, in Philadelphia, Vice President Joe Biden,
accompanied by Transportation Secretary Ray LaHood, announced a $53 billion,
six-year program to accelerate construction of the nation's high-speed rail
network. The plan calls for $8 billion in fiscal year 2012 to jumpstart the
program.
Reconnecting America President and CEO John Robert Smith, who attended the
announcement, remarked that our nation is at a precipice, and the economic
and environmental challenges we now face require a new way of thinking about
how we create connections between cities and regions and how we can support
the economic health of communities of all shapes and sizes.
?
?"A National High-Speed Rail System is not only an opportunity to redefine
how we travel and how our regional economies grow," Smith said, "it
represents the type of innovation and progress that can secure a better
future for our grandchildren."
Over the last 50 years, the federal government has spent more than $400
billion building our interstate highway system. The interstate system opened
new territory for economic development and created the interconnected
regional economies that drive our growth today. However, with an additional
100 million citizens expected by 2050, the nation needs new infrastructure
that has the ability to move more people in more places and at a higher
speed. ?
?
New investments are already showing measurable results. Since prior funding
raised speeds between Harrisburg, PA, and Philadelphia to 110 mph, the
corridor has seen rail ridership rise by 57 percent.? In fact, more
passengers now travel from Harrisburg to Philadelphia - and from
Philadelphia to New York City and Washington D.C. - by rail than by plane.
What this means is less demand for foreign oil, lowering our trade deficit;
less carbon emissions, yielding significant environmental benefits; and an
expanded job pool for every community connected to the system.
"We applaud the administration's vision of connecting higher-speed rail to
80% of American households within 25 years, and today's announcement will
move us closer to realizing this bold American ideal," Smith said.
The Vice President did refer to John Robert Smith in his former role as
Mayor of Meridian, MS, and the development of Meridian's Union Station.? We
will post the transcript of his remarks when it becomes available.? ?
?
# # #
?
From datar.ashok at gmail.com Wed Feb 9 19:48:30 2011
From: datar.ashok at gmail.com (ashok datar)
Date: Wed, 9 Feb 2011 16:18:30 +0530
Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe wrongdirection
In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342C0BB1986B@wricsex029330.WRI.CRM.Local>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu>
<46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local>
<4D52078C.1000501@gmail.com>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19863@wricsex029330.WRI.CRM.Local>
<4D5212F7.9040900@gmail.com>
<46E2E1971BCEC1459149FBB1A4B4342C0BB1986B@wricsex029330.WRI.CRM.Local>
Message-ID:
I think it is absoluely sensible to develop low cost medium speed ie.150/
200 km/hr speed using low cost tech to provide high volume coridors which
can offer trains at every 10/15 min - some freight and some passegers
between major cities not only to compete with air but also highways to save
time and fuel
it can be pro environ/economy long term sustainable alternative.
ashok datar
On Wed, Feb 9, 2011 at 9:39 AM, Lee Schipper wrote:
> This comes a relatively simple question: If you had $US10BN to spend,
> how could you enhance transport welfare the most? Probablyt by upgrading
> all the passenger corridors in India, leaving more space for freight as
> well! Or you could spend it as we propose in California, part of a $40
> billion connection between the north and south.
>
> I think I'd vote for the former.
>
>
>
> From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
> Sent: Tuesday, February 08, 2011 8:07 PM
> To: Lee Schipper
> Cc: Colin Brader; Global 'South' Sustainable Transport
> Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast inthe
> wrongdirection
>
>
>
> I agree with the points by Lee and Colin that if HSR induces exurbia
> then it would be terrible. But just to push the argument a bit, what I
> had in mind was, say, a comfortable overnight 7-8 hour non-stop HSR
> service - a moderate average speed of about 200-220 kmph - between
> Mumbai and Delhi (which I believe is already the 6th busiest air
> corridor in the world). Essentially providing high speed point-to-point
> services across big metros in large countries - thus competing directly
> with air and not routine work commutes. Of course, if this can be done
> with cheaper technologies such as Acela or X2000, then that is the way
> to go.
>
> Ashok
>
> --
> Ashok Sreenivas
> Prayas Energy Group and Parisar
>
>
>
> On 9/02/2011 9:14 AM, Lee Schipper wrote:
>
> I agree with Colin Brader. The risk that in the name of expanded travel
> and commerce we actually split our selves geographically (like we are in
> the US) enormous. But what to do? How to keep the lid on wanderlust?
>
> -----Original Message-----
> From: Colin Brader [mailto:brader@itpworld.net]
> Sent: Tuesday, February 08, 2011 7:42 PM
> To: Lee Schipper; Ashok Sreenivas; Global 'South' Sustainable Transport
> Subject: RE: [sustran] Re: UK High Speed Rail: Going very fast inthe
> wrongdirection
>
> A further crucial issue is the land use distortions that can be created.
> In much the same way as high speed roads did, although to a greater
> degree, HSR encourages the separation of origin and destination with the
> potential to create un attached suburbs. As such, and as already been
> noted, this will increase trip making by creating the possibility of
> travel but also encourages dormitory towns (detached suburbs) that are
> unable to support full range of retail and entertainment functions. As
> such the question must be asked - what kind of society are we trying to
> create? Are we content to have dormitory towns, what does this do for
> the goal of inclusive societies that are built upon interaction and the
> creation of social well-being . As transport is not a self-serving
> activity the worth, or otherwise, of HSR must lie in its effects upon
> society and the form of society we are seeking to create.
>
> Regards
> Colin Brader
> Director
> Integrated Transport Planning Ltd
> 43 Temple Row
> Birmingham B2 5LS, UK
>
> Tel: +44 (0)121 230 1700
> Mobile: +44 (0)7771 707538
> www.itpworld.net
>
>
> Offices in Milton Keynes, Birmingham and Nottingham Registered in
> England and Wales No: 3485430 Registered office: 50 North Thirteenth
> Street, Milton Keynes, MK9 3BP VAT Number: 705011395
>
>
>
> -----Original Message-----
> From: sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org
> [mailto:sustran-discuss-bounces+brader=itpworld.net@list.jca.apc.org] On
> Behalf Of Lee Schipper
> Sent: 09 February 2011 03:25
> To: Ashok Sreenivas; Global 'South' Sustainable Transport
> Subject: [sustran] Re: UK High Speed Rail: Going very fast inthe
> wrongdirection
>
> HSR between Brussels and Paris knocked out all bout 1 flight each way a
> day. And has clearly deterred growth in air, car travel between many
> city pairs in Europe, but has also induced travel.
>
> The potential advantages for Asia is HSR could build travel on the
> ground BEFORE air travel becomes hopelessly congested.
>
>
>
> The bad news is we're talking great cost. Also success in many
> countries was boosted by 1) high road fuel prices 2) tolls on intercity
> roads 3) initially low car ownership, i.e., starting early and 4) little
> or no air travel competition. India has 3) but only some long
> distance roads are tolled (ex Mumbai-Pune). Diesel prices are still
> relatively low. Above all, however, one has to recognize that HSR will
> promote longer distance travel than otherwise, which is a mixed
> blessing.
>
>
>
> "All aboard"? I road Acela (our medium speed train) from Philadelphia to
> Washington today, had power and wi-fi, very comfortable. The X2000 in
> Sweden is similar. Neither are the fastest nor most expensive, both work
> well. Why not spend $$ in Asia making intercity rail at less than
> breathtaking speeds work well?
>
>
>
> Lee
>
>
>
> From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
> Sent: Tuesday, February 08, 2011 7:19 PM
> To: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
> Sustainable Transport
> Cc: Lee Schipper
> Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast in the
> wrongdirection
>
>
>
> In the context of countries like India and China, does HSR make sense as
> an alternative, not to car travel, but to air travel. Is there evidence
> that HSR can actually replace, say, short haul flights of an hour or two
> (particularly if getting to and from the airport, and associated
> security checks in a country like India add a good 3-4 hours overhead to
> the actual flying time)? If so, it may be worth considering since
> aviation emissions in India grew at a whopping ~15% p.a. before the
> recession hit, in comparison with total transport emissions growing at
> about 5-6%. Particularly since I believe (though don't know enough) that
> HSR will be easily cost-competitive with air. Will be happy to know your
> thoughts and for any references that may help.
>
> Lee: Request you to also send the TRB paper you referred to.
>
> Thanks.
>
> Ashok
>
> --
> Ashok Sreenivas
> Prayas Energy Group
> and Parisar
>
>
>
> On 9/02/2011 6:54 AM, Sudhir wrote:
>
> Hi all,
>
> I would instead ask can asians afford it ? Many Asian countries are
> joining the HSR bandwagon after China with Vietnam ( there is good
> opposition) and India making aggressive plans. Should Asian countries
> think about HSR for future or rather plan and have a decent heavy rail
> system which provides safe, comfortable and cheap travel? Do we have any
> literature for developing countries on economic viability of such
> projects as such?
>
> See
> http://www.china-briefing.com/news/2011/01/12/high-speed-rail-to-connect
> -nine-south-china-cities.html
> http://www.earthtimes.org/articles/news/330126,rejecting-high-speed-rail
> -plan.html
> http://www.thetransportpolitic.com/2009/08/13/vietnam-looks-to-fund-56-b
> illion-high-speed-system-between-hanoi-and-ho-chi-minh-city/
> http://economictimes.indiatimes.com/articleshow/4843889.cms
>
> regards
> Sudhir
>
>
> On 9 February 2011 02:53, Lee Schipper
>
> wrote:
>
>
> At UC we have looked at the CO2 impacts of HSR in the US. Simple
> result-- modest savings in those corridors where HSR makes sense
> (and
> I'll leave that question there), provided trains are moderately
> to very
> full and electricity is not all coal fired. Remember that in the
> time
> frame (2030) we expect other modes to be less carbon intensive.
>
> On the whole the impact ins SMALL because so little of total
> travel is
> in the 100-1000 km range in dense corridors. And while the CO2
> savings
> are reassuring, they do not constitute justification for HSR,
> rather
> just a small cobenefit.
>
> The paper is in 2011 TRB and will soon be on the ORNL web site
> where
> energy-committee sponsored sessions are exhibited. Happy to send
> the
> pdf.
> -----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: Tuesday, February 08, 2011 10:44 AM
> To: bruun@seas.upenn.edu
> Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
> Sustainable Transport
> Subject: [sustran] Re: UK High Speed Rail: Going very fast in
> the
> wrongdirection
>
> thanks for sharing this. getting a lot of questions about the
> US high
> speed rail proposals/discussions and don't yet have a firm
> opinion on
> them. one or two corridors are a maybe, i would say, assuming a
> new gas
> tax or carbon
> tax could pay for them, but this is far from likely. be good
> to get a
> discussion going on this in the US context as well. I am
> starting to
> think about combining intercity and commuter longer distance
> express bus
> services with downtown bus lanes and HOV lanes, as a possible
> alternative to high speed rail. If there were HOV/bus lanes
> throughout
> NYC and down the NJ Turnpike, its likely you could make it NY to
> DC on
> an express bus in a time competitive to rail. These private
> Chinatown
> based buses in New York are charging $25 for NY to DC or Boston,
> or even
> less, you book on line, and they have high speed internet, etc,
> compared
> to well over $100 for the rail service. In the US, once you get
> off the
> train, you are unlikely to be anywhere near where you plan to
> go,
> particularly once you are outside of NYC.
>
>
>
> On Tue, Feb 8, 2011 at 12:50 PM,
>
> wrote:
>
>
> Eric Britton:
>
> Thanks for posting this one.
>
> I wholeheartedly agree with John Whitelegg that the
> question of
> financing versus who will use HSR needs to be addressed,
> not just in
> the UK, but anywhere. We have the same issue right now in
> the
> Northeast Corridor of the US. Would it be fair to use
> general revenues
>
>
>
> to build an even faster system that only business
> travelers and the
> wealthy can afford to use? This is already the case with
> the moderate
> speed Acela Express having as it does per-unit-distance
> fares amongst
> the highest in the world. Indeed, with fares as high as
> they are and
> the limited capacity offered, there are few environmental
> benefits of
> taking cars off the road, either. Thus, I can't see why
> the general
> public should subsidize it any more than they should pay
> to build an
> airline and airports.
>
> Eric Bruun
>
>
>
> Quoting eric britton
>
> :
>
>
> I would like to invite your attention and your
> reactions to this
> piece that appears in today's World Streets.
> Your participation
> and views are invited for a follow-up piece , as
> you will see in the
>
>
>
> last section of the article.
>
>
>
>
> UK High Speed Rail: Going very fast in the wrong
> direction <
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
>
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
>
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> very-fast-in-the-wrong-direction/
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
>
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
>
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
>
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
>
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> In the field of transport, no matter how
> straight-forward the issues
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> may seem to be to the busy citizen, merchant,
> reporter or policy
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> maker, when it comes to making wise policy it
> really does take a
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> certain level of time and attention to come to
> grips with the
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> underlying issues and priorities that shape the
> outcomes. The big
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> problem encumbering the mobility issues of our
> new century is that
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> just about everything turns out upon study to be
> unobligingly
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> complex, interdependent, complicated and time
> lagged ? no matter how
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> simple it may appear to be on the surface. In the
> article that
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> follows, the principle author, John Whitelegg,
> has a go at a lot of
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> the too-easy thinking that is the main currency
> of the High Speed
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> Rail discussions in places like Britain and the
> US, where the only
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> experience with these technologies and operations
> has been that of a
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> time-lagged dream machine. Let?s embrace a bit of
> complexity here. .
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> . .
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
>
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....--->
> - - - >
> ery-fast-in-the-wrong-direction/Inthefieldoftransport,nomatterhowstraigh
> t-forwardtheissuesmayseemtobetothebusycitizen,merchant,reporterorpolicym
> aker,whenitcomestomakingwisepolicyitreallydoestakeacertainleveloftimeand
> attentiontocometogripswiththeunderlyingissuesandprioritiesthatshapetheou
> tcomes.Thebigproblemencumberingthemobilityissuesofournewcenturyisthatjus
> tabouteverythingturnsoutuponstudytobeunobliginglycomplex,interdependent,
> complicatedandtimelagged?nomatterhowsimpleitmayappeartobeonthesurface.In
> thearticlethatfollows,theprincipleauthor,JohnWhitelegg,hasagoatalotofthe
> too-easythinkingthatisthemaincurrencyoftheHighSpeedRaildiscussionsinplac
> eslikeBritainandtheUS,wheretheonlyexperiencewiththesetechnologiesandoper
> ationshasbeenthatofatime-laggeddreammachine.Let?sembraceabitofcomplexity
> here....---> Full text here at
>
>
>
>
>
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
>
> ry-fast-in-the-wrong-direction/ ery-fast-in-the-wrong-direction/>
> 2/08/uk-high-speed-rail-going-very-fast-in-the-wrong-direction/>
> ery-fast-in-the-wrong-direction/>
> ery-fast-in-the-wrong-direction/>
> ery-fast-in-the-wrong-direction/>
> ery-fast-in-the-wrong-direction/>
>
>
>
>
>
>
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
>
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
>
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> real sustran-discuss and get full membership
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> of people-centred,
> equitable and sustainable transport with a focus
> on developing
> countries (the 'Global South').
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>
>
>
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> SUSTRAN-DISCUSS is a forum devoted to discussion of
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> equitable and sustainable transport with a focus on
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>
> countries
>
> (the 'Global South').
>
>
>
>
>
> --
>
> Walter Hook
> Executive Director
> Institute for Transportation and Development Policy
> 9 East 19th Street, 7th Floor
> New York, NY 10003
> 1-212-629-8001
> www.itdp.org
>
> Promoting sustainable and equitable transportation worldwide.
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>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of
> people-centred,
> equitable and sustainable transport with a focus on developing
> countries
> (the 'Global South').
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
>
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> countries
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>
>
>
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>
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[image: Slide2.JPG]
* I hear, then I forget. I see, then I remember. I do, then I understand.*
From litman at vtpi.org Wed Feb 9 23:37:31 2011
From: litman at vtpi.org (Todd Alexander Litman)
Date: Wed, 9 Feb 2011 06:37:31 -0800
Subject: [sustran] Re: Reading list on Parking Management in Developing
Cities - Released
In-Reply-To: <4D523889.80805@sutp.org>
References: <4D5231F8.3080400@sutp.org> <6F850E42E4589F45AE2799F34B645C3601CA6D598F@MBX06.stf.nus.edu.sg>
<4D523889.80805@sutp.org>
Message-ID: <065501cbc866$e273cb50$a75b61f0$@org>
This is an important issue so I am happy to see that GIZ has published this document. I have a few suggestions for improving it.
First, every technical document ever produced should have the publication date on the cover. Similarly, all references should have publication dates. This allows readers to quickly identify its historic context.
It makes me very happy to see that several of my publications were referenced in this document. However, they are all cited as "Victoria Transport Policy Institute", which is the publisher, not the author. Please cite authors when possible.
It would be useful if the documents were organized either by major category, such as "Parking Costs," "Management Strategies," and "Examples".
Here are a few to add:
Mikhail Chester, Arpad Horvath and Samer Madanat (2010), ?Parking Infrastructure: Energy, Emissions, And Automobile Life-Cycle Environmental Accounting,? Environmental Research Letters, Vol. 5, No. 3; at http://dx.doi.org/10.1088/1748-9326/5/3/034001; project of the UC Berkeley Center for Future Urban Transport (www.sustainable-transportation.com).
CNT (2006), Paved Over: Surface Parking Lots or Opportunities for Tax-Generating, Sustainable Development?, Center for Neighborhood Technology (www.drcog.org/documents/PavedOver-Final.pdf).
CSE (2009), Footfalls: Obstacle Course To Livable Cities, Right To Clean Air Campaign, Centre For Science And Environment (www.cseindia.org); at www.cseindia.org/campaign/apc/pdf/Walkability.pdf.
Matthew R. Cuddy (2007), A Practical Method For Developing Context-Sensitive Residential Parking Standards, Dissertation, Rutgers University; at http://transportation.northwestern.edu/news/2007/Cuddy_dissertation_final_cv.pdf.
Angus Hulme-Moir (2010), Making Way for the Car: Minimum Parking Requirements and Porirua City Centre, Thesis, School of Geography, Environment and Earth Sciences, Victoria University of Wellington (http://researcharchive.vuw.ac.nz/handle/10063/1458).
Michael Kodransky and Gabrielle Hermann (2011), Europe?s Parking U-Turn: From Accommodation to Regulation, Institute for Transportation and Development Policy (www.itdp.org); at www.itdp.org/documents/European_Parking_U-Turn.pdf.
Todd Litman (2004), Parking Requirement Impacts on Housing Affordability, VTPI (www.vtpi.org); at www.vtpi.org/park-hou.pdf.
Todd Litman (2008), Recommendations for Improving LEED Transportation and Parking Credits, VTPI (www.vtpi.org); at www.vtpi.org/leed_rec.pdf.
Todd Litman (2010), Parking Pricing Implementation Guidelines: How More Efficient Pricing Can Help Solve Parking Problems, Increase Revenue, And Achieve Other Planning Objectives, Victoria Transport Policy Institute (www.vtpi.org); at www.vtpi.org/parkpricing.pdf.
Todd Litman, Daniel Carlson, Aaron Blumenthal and John Lee (2010), Evaluating Seattle Parking Tax Options, Victoria Transport Policy Institute (www.vtpi.org) and the Washington State Transportation Center at the University of Washington (www.depts.washington.edu/trac); at www.vtpi.org/seattle_parking_tax.pdf.
Eric Vallabh Minikel (2010), Evaluating Whether Curb Parking Is The Highest And Best Use Of Land In An Urban Commercial District: A Case Study of Harvard Square, Master in City Planning, Massachusetts Institute of Technology (http://web.mit.edu); at https://sites.google.com/site/ericminikel.
Nelson/Nygaard (2009), Getting More with Less: Managing Residential Parking in Urban Developments with Carsharing and Unbundling, City CarShare (www.citycarshare.org), funded by the Federal Highway Administration; at www.citycarshare.org/download/CityCarShare2009BestPracticesReport.pdf.
PAS (2009), Parking Solutions: Essential Info Packet, Planning Advisory Service, American Planning Association (www.planning.org): at www.planning.org/pas/infopackets. These packets consist of compilation of related documents that provide practical information on various parking management strategies, suitable for use by planners and developers.
Tom Rye (2010), Parking Management: A Contribution Towards Livable Cities, Module 2C, Sustainable Transportation: A Sourcebook for Policy-Makers in Developing Countries, Sustainable Urban Transport Project ? Asia (www.sutp.org); at link www.sutp.org/dn.php?file=2c-PARKM-EN.pdf.
San Francisco (2009), On-Street Parking Management and Pricing Study, San Francisco County Transportation Authority (www.sfcta.org); at www.sfcta.org/content/view/303/149.
Schaller Consulting (2006), Curbing Cars: Shopping, Parking and Pedestrian Space in SoHo, Transportation Alternatives (www.transalt.org); at www.transalt.org/campaigns/reclaiming/soho_curbing_cars.pdf.
Patrick Siegman (2008), Less Traffic, Better Places: A Step-by-Step Guide to Reforming Parking Requirements, San Diego Section of the American Planning Association (www.sdapa.org); at http://sdapa.org/download/PatrickSiegman_SDParkingSym_7-14-06.pdf.
USEPA (2009), Essential Smart Growth Fixes for Urban and Suburban Zoning Codes, U.S. Environmental Protection Agency (www.epa.gov); at www.epa.gov/smartgrowth/pdf/2009_essential_fixes.pdf.
Armin Wagner (2007), Parking Management In Rapidly Emerging Cities, GTZ, Transport Policy Advisory Services, Sustainable Urban Transport Project Asia (www.sutp.org) and the German Technical Cooperation (www.gtz.de/en); at www.sutp.org/dn.php?file=PRES-PARKINGMGMT-AW-PLOCK-2007-EN.pdf.
Rachel Weinberger, Mark Seaman and Carolyn Johnson (2008), Suburbanizing the City: How New York City Parking Requirements Lead to More Driving, University of Pennsylvania for Transportation Alternatives (www.transalt.org); at www.transalt.org/files/newsroom/reports/suburbanizing_the_city.pdf.
Rachel Weinberger, John Kaehny and Matthew Rufo (2009), U.S. Parking Policies: An Overview of Management Strategies, Institute for Transportation and Development Policy (www.itdp.org); at www.itdp.org/documents/ITDP_US_Parking_Report.pdf.
UTTIPEC (2009), Pedestrian Design Guidelines: Don?t Drive?Walk, Delhi Development Authority, New Delhi (www.uttipec.nic.in); at www.uttipec.nic.in/PedestrianGuidelines-30Nov09-UTTPEC-DDA.pdf.
Sincerely,
Todd Litman
Victoria Transport Policy Institute (www.vtpi.org)
litman@vtpi.org
Phone & Fax 250-360-1560
1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA
?Efficiency - Equity - Clarity?
-----Original Message-----
From: sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org [mailto:sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org] On Behalf Of SUTP Team
Sent: February-08-11 10:48 PM
To: Paul Barter
Cc: Asia and the Pacific sustainable transport
Subject: [sustran] Re: Reading list on Parking Management in Developing Cities - Released
Sincere apologies Paul and thanks a lot for the heads up. I have now
added the link to your publication and updated the document.
Also would like to take this opportunity to request the community to let
us know of any more interesting Parking studies that could be added to
the list. We constantly update our material and your contributions will
be invaluable.
cheers
sunny
On 09/02/11 12:00 PM, Paul Barter wrote:
> This looks like a very useful reading list.
>
> However, I am surprised that it fails to mention my recent publication "Parking Policy in Asian Cities" which can be obtained via http://www.reinventingparking.org/2010/11/parking-policy-in-asian-cities-report.html?utm_source=BP_recent
>
> Paul
>
> Paul A. Barter | Assistant Professor | LKY School of Public Policy National University of Singapore | 469C Bukit Timah Road | Singapore 259772 | Tel: +65-6516 3324 | Fax: +65-6778 1020 | paulbarter@nus.edu.sg | http://www.spp.nus.edu.sg/Faculty_Paul_Barter.aspx |http://www.reinventingtransport.org/ |http://www.reinventingparking.org
>
> -----Original Message-----
> From: sustran-discuss-bounces+sppbpa=nus.edu.sg@list.jca.apc.org [mailto:sustran-discuss-bounces+sppbpa=nus.edu.sg@list.jca.apc.org] On Behalf Of SUTP Team
> Sent: Wednesday, 9 February 2011 2:20 PM
> To: Asia and the Pacific sustainable transport; Clean Air Initiative -- Asia; SUTP Asia groups
> Subject: [sustran] Reading list on Parking Management in Developing Cities - Released
>
> A parked car takes up around 8 square meters when parked and often the
> same again in manoeuvring space ? a huge amount in dense urban areas
> where land is expensive. Often, cars get more space to park than humans
> have to live in!
>
> The above mentioned reason justifies the need for having a parking
> management system. More focus needs to be devoted towards better public
> transport and non-motorised transportation. Parking needs to be used as
> a demand management tool.
>
> The current document is one of the several efforts of GIZ-Sustainable
> Urban Transport Project to bring to the policymakers an easy to access
> list of available material on parking management. The document aims to
> list out some influential and informative resources that highlight the
> importance of parking management in cities and shows opportunities to
> improve the existing situation.
>
> To download visit:
> http://www.sutp.org/index.php?option=com_content&task=view&id=2578
>
--
SUTP Team
sutp[at]sutp.org
--------------------------------------------------------
To search the archives of sustran-discuss visit
http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
--------------------------------------------------------
If you get sustran-discuss 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.
================================================================
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 Thu Feb 10 00:40:07 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Wed, 9 Feb 2011 16:40:07 +0100
Subject: [sustran] Support for High Speed Rail in Britain
Message-ID: <0b9401cbc86f$a36b62c0$ea422840$@britton@ecoplan.org>
We are not through on HSR in Britain, of for that matter anywhere else on World Streets. Here is the other side of yesterday's critical coin to which we had such lively and useful responses here.
SUPPORT FOR HIGH SPEED RAIL IN BRITAIN
There is strong support from the three main political parties in the UK for the HSR proposal, and if our first article in this series argues that the reasoning behind it is heavily flawed, it is important in these matters to present the arguments of those who may not agree. Here you have some extensive extracts from a group, Greengauge 21, that have aggressively argued for the HSR proposal. We leave it to your attention. In addition to what you see here they have a more detailed leaflet outlining their arguments which you can have here - "HS2???why the critics are wrong". And once again, we welcome your comments.
Read more of this post - http://worldstreets.wordpress.com/2011/02/09/support-for-high-speed-rail-in-britain/
From eric.britton at ecoplan.org Thu Feb 10 01:59:13 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Wed, 9 Feb 2011 17:59:13 +0100
Subject: [sustran] Re: Reading list on Parking Management in
Developing Cities - Released
In-Reply-To: <065501cbc866$e273cb50$a75b61f0$@org>
References: <4D5231F8.3080400@sutp.org> <6F850E42E4589F45AE2799F34B645C3601CA6D598F@MBX06.stf.nus.edu.sg> <4D523889.80805@sutp.org>
<065501cbc866$e273cb50$a75b61f0$@org>
Message-ID: <0bdb01cbc87a$b0670d20$11352760$@britton@ecoplan.org>
Hello Todd,
Good initiative.
If you have that good list of yours in a form that we can present it as an
article on World Streets, if possible including as you have suggested
organized into "Parking Costs," "Management Strategies," and "Examples",
that would be a great blow for democracy.
It would be good if you could write a short introduction to it, and as to
the bio note and pic I think we are all set.
Might that work for you?
Eric
From bruun at seas.upenn.edu Thu Feb 10 04:03:36 2011
From: bruun at seas.upenn.edu (bruun at seas.upenn.edu)
Date: Wed, 09 Feb 2011 14:03:36 -0500
Subject: [sustran] Re: UK High Speed Rail: Going very fast in
the wrongdirection
In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
References: <20110208125059.11277dsniiaeezr7@webmail.seas.upenn.edu>
<46E2E1971BCEC1459149FBB1A4B4342C0BB192C3@wricsex029330.WRI.CRM.Local>
<4D52078C.1000501@gmail.com>
<46E2E1971BCEC1459149FBB1A4B4342C0BB19859@wricsex029330.WRI.CRM.Local>
Message-ID: <20110209140336.182855sogn9eh820@webmail.seas.upenn.edu>
Lee
I agree with you about costs. When the lower speed system is
dilapidated or otherwise inadequate
it doesn't seem appropriate to spend money on HSR first.
Also, you lucked out or you took Acela Regional instead of Acela
Express if your fare was "reasonable."
Walk-up fares on Acela Express can be as much as $130 US for 90 miles
(130 kms) between NYC and Philadelphia. Walk up fares for even the
Acela Regional are typically $90 US. Walk up fares between
Philadelphia and Wash DC are between $90 and $176 for 140 miless (210
kms). Fares of $1 per kilometer are indeed amongst the highest in the
world (not including mountain tourism trains and such).
Eric
Quoting Lee Schipper :
> HSR between Brussels and Paris knocked out all bout 1 flight each way a
> day. And has clearly deterred growth in air, car travel between many
> city pairs in Europe, but has also induced travel.
>
> The potential advantages for Asia is HSR could build travel on the
> ground BEFORE air travel becomes hopelessly congested.
>
>
>
> The bad news is we're talking great cost. Also success in many
> countries was boosted by 1) high road fuel prices 2) tolls on intercity
> roads 3) initially low car ownership, i.e., starting early and 4) little
> or no air travel competition. India has 3) but only some long
> distance roads are tolled (ex Mumbai-Pune). Diesel prices are still
> relatively low. Above all, however, one has to recognize that HSR will
> promote longer distance travel than otherwise, which is a mixed
> blessing.
>
>
>
> "All aboard"? I road Acela (our medium speed train) from Philadelphia to
> Washington today, had power and wi-fi, very comfortable. The X2000 in
> Sweden is similar. Neither are the fastest nor most expensive, both work
> well. Why not spend $$ in Asia making intercity rail at less than
> breathtaking speeds work well?
>
>
>
> Lee
>
>
>
> From: Ashok Sreenivas [mailto:ashok.sreenivas@gmail.com]
> Sent: Tuesday, February 08, 2011 7:19 PM
> To: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
> Sustainable Transport
> Cc: Lee Schipper
> Subject: Re: [sustran] Re: UK High Speed Rail: Going very fast in the
> wrongdirection
>
>
>
> In the context of countries like India and China, does HSR make sense as
> an alternative, not to car travel, but to air travel. Is there evidence
> that HSR can actually replace, say, short haul flights of an hour or two
> (particularly if getting to and from the airport, and associated
> security checks in a country like India add a good 3-4 hours overhead to
> the actual flying time)? If so, it may be worth considering since
> aviation emissions in India grew at a whopping ~15% p.a. before the
> recession hit, in comparison with total transport emissions growing at
> about 5-6%. Particularly since I believe (though don't know enough) that
> HSR will be easily cost-competitive with air. Will be happy to know your
> thoughts and for any references that may help.
>
> Lee: Request you to also send the TRB paper you referred to.
>
> Thanks.
>
> Ashok
>
> --
> Ashok Sreenivas
> Prayas Energy Group and Parisar
>
>
>
> On 9/02/2011 6:54 AM, Sudhir wrote:
>
> Hi all,
>
> I would instead ask can asians afford it ? Many Asian countries are
> joining
> the HSR bandwagon after China with Vietnam ( there is good opposition)
> and
> India making aggressive plans. Should Asian countries think about HSR
> for
> future or rather plan and have a decent heavy rail system which provides
> safe, comfortable and cheap travel? Do we have any literature for
> developing
> countries on economic viability of such projects as such?
>
> See
> http://www.china-briefing.com/news/2011/01/12/high-speed-rail-to-connect
> -nine-south-china-cities.html
> http://www.earthtimes.org/articles/news/330126,rejecting-high-speed-rail
> -plan.html
> http://www.thetransportpolitic.com/2009/08/13/vietnam-looks-to-fund-56-b
> illion-high-speed-system-between-hanoi-and-ho-chi-minh-city/
> http://economictimes.indiatimes.com/articleshow/4843889.cms
>
> regards
> Sudhir
>
>
> On 9 February 2011 02:53, Lee Schipper
> wrote:
>
>
> At UC we have looked at the CO2 impacts of HSR in the US. Simple
> result-- modest savings in those corridors where HSR makes sense
> (and
> I'll leave that question there), provided trains are moderately
> to very
> full and electricity is not all coal fired. Remember that in the
> time
> frame (2030) we expect other modes to be less carbon intensive.
>
> On the whole the impact ins SMALL because so little of total
> travel is
> in the 100-1000 km range in dense corridors. And while the CO2
> savings
> are reassuring, they do not constitute justification for HSR,
> rather
> just a small cobenefit.
>
> The paper is in 2011 TRB and will soon be on the ORNL web site
> where
> energy-committee sponsored sessions are exhibited. Happy to send
> the
> pdf.
> -----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: Tuesday, February 08, 2011 10:44 AM
> To: bruun@seas.upenn.edu
> Cc: UTSG Mailing List (Z UTSG Mailing List -); Global 'South'
> Sustainable Transport
> Subject: [sustran] Re: UK High Speed Rail: Going very fast in
> the
> wrongdirection
>
> thanks for sharing this. getting a lot of questions about the
> US high
> speed rail proposals/discussions and don't yet have a firm
> opinion on
> them. one or two corridors are a maybe, i would say, assuming a
> new gas
> tax or carbon
> tax could pay for them, but this is far from likely. be good
> to get a
> discussion going on this in the US context as well. I am
> starting to
> think about combining intercity and commuter longer distance
> express bus
> services with downtown bus lanes and HOV lanes, as a possible
> alternative to high speed rail. If there were HOV/bus lanes
> throughout
> NYC and down the NJ Turnpike, its likely you could make it NY to
> DC on
> an express bus in a time competitive to rail. These private
> Chinatown
> based buses in New York are charging $25 for NY to DC or Boston,
> or even
> less, you book on line, and they have high speed internet, etc,
> compared
> to well over $100 for the rail service. In the US, once you get
> off the
> train, you are unlikely to be anywhere near where you plan to
> go,
> particularly once you are outside of NYC.
>
>
>
> On Tue, Feb 8, 2011 at 12:50 PM,
> wrote:
>
>
> Eric Britton:
>
> Thanks for posting this one.
>
> I wholeheartedly agree with John Whitelegg that the
> question of
> financing versus who will use HSR needs to be addressed,
> not just in
> the UK, but anywhere. We have the same issue right now
> in the
> Northeast Corridor of the US. Would it be fair to use
> general revenues
>
>
>
> to build an even faster system that only business
> travelers and the
> wealthy can afford to use? This is already the case with
> the moderate
> speed Acela Express having as it does per-unit-distance
> fares amongst
> the highest in the world. Indeed, with fares as high as
> they are and
> the limited capacity offered, there are few
> environmental benefits of
> taking cars off the road, either. Thus, I can't see why
> the general
> public should subsidize it any more than they should pay
> to build an
> airline and airports.
>
> Eric Bruun
>
>
>
> Quoting eric britton
> :
>
>
> I would like to invite your attention and your
> reactions to this
> piece that appears in today's World Streets.
> Your participation
> and views are invited for a follow-up piece , as
> you will see in the
>
>
>
> last section of the article.
>
>
>
>
> UK High Speed Rail: Going very fast in the wrong
> direction <
>
>
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-
> very-fast-in-the-wrong-direction/
>
>
>
>
> In the field of transport, no matter how
> straight-forward the issues
> may seem to be to the busy citizen, merchant,
> reporter or policy
> maker, when it comes to making wise policy it
> really does take a
> certain level of time and attention to come to
> grips with the
> underlying issues and priorities that shape the
> outcomes. The big
> problem encumbering the mobility issues of our
> new century is that
> just about everything turns out upon study to be
> unobligingly
> complex, interdependent, complicated and time
> lagged ? no matter how
> simple it may appear to be on the surface. In
> the article that
> follows, the principle author, John Whitelegg,
> has a go at a lot of
> the too-easy thinking that is the main currency
> of the High Speed
> Rail discussions in places like Britain and the
> US, where the only
> experience with these technologies and
> operations has been that of a
> time-lagged dream machine. Let?s embrace a bit
> of complexity here. .
> . .
>
> - - - > Full text here at
>
>
>
>
>
> http://worldstreets.wordpress.com/2011/02/08/uk-high-speed-rail-going-ve
>
> ry-fast-in-the-wrong-direction/ 2/08/uk-high-speed-rail-going-very-fast-in-the-wrong-direction/>
> ery-fast-in-the-wrong-direction/>
>
>
>
>
>
>
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
>
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion
> of people-centred,
> equitable and sustainable transport with a focus
> on developing
> countries (the 'Global South').
>
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
>
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of
> people-centred,
> equitable and sustainable transport with a focus on
> developing
>
> countries
>
> (the 'Global South').
>
>
>
>
>
> --
>
> Walter Hook
> Executive Director
> Institute for Transportation and Development Policy
> 9 East 19th Street, 7th Floor
> New York, NY 10003
> 1-212-629-8001
> www.itdp.org
>
> Promoting sustainable and equitable transportation worldwide.
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
>
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of
> people-centred,
> equitable and sustainable transport with a focus on developing
> countries
> (the 'Global South').
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
>
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of
> people-centred,
> equitable and sustainable transport with a focus on developing
> countries
> (the 'Global South').
>
>
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> 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 litman at vtpi.org Sun Feb 13 09:31:11 2011
From: litman at vtpi.org (Todd Alexander Litman)
Date: Sat, 12 Feb 2011 16:31:11 -0800
Subject: [sustran] Re: Reading list on Parking Management in Developing Cities
- Released
In-Reply-To: <4D523889.80805@sutp.org>
References: <4D5231F8.3080400@sutp.org> <6F850E42E4589F45AE2799F34B645C3601CA6D598F@MBX06.stf.nus.edu.sg>
<4D523889.80805@sutp.org>
Message-ID: <000301cbcb15$56a77d40$03f677c0$@org>
This is an important issue so I am happy to see that GIZ has published this document. I have a few suggestions for improving it.
First, every technical document ever produced should have the publication date on the cover. Similarly, all references should have publication dates. This allows readers to quickly identify its historic context.
It makes me very happy to see that several of my publications were referenced in this document. However, they are all cited as "Victoria Transport Policy Institute", which is the publisher, not the author. Please cite authors when possible.
It would be useful if the documents were organized either by major category, such as "Parking Costs," "Management Strategies," and "Examples".
Here are a few to add:
Mikhail Chester, Arpad Horvath and Samer Madanat (2010), ?Parking Infrastructure: Energy, Emissions, And Automobile Life-Cycle Environmental Accounting,? Environmental Research Letters, Vol. 5, No. 3; at http://dx.doi.org/10.1088/1748-9326/5/3/034001; project of the UC Berkeley Center for Future Urban Transport (www.sustainable-transportation.com).
CNT (2006), Paved Over: Surface Parking Lots or Opportunities for Tax-Generating, Sustainable Development?, Center for Neighborhood Technology (www.drcog.org/documents/PavedOver-Final.pdf).
CSE (2009), Footfalls: Obstacle Course To Livable Cities, Right To Clean Air Campaign, Centre For Science And Environment (www.cseindia.org); at www.cseindia.org/campaign/apc/pdf/Walkability.pdf.
Matthew R. Cuddy (2007), A Practical Method For Developing Context-Sensitive Residential Parking Standards, Dissertation, Rutgers University; at http://transportation.northwestern.edu/news/2007/Cuddy_dissertation_final_cv.pdf.
Angus Hulme-Moir (2010), Making Way for the Car: Minimum Parking Requirements and Porirua City Centre, Thesis, School of Geography, Environment and Earth Sciences, Victoria University of Wellington (http://researcharchive.vuw.ac.nz/handle/10063/1458).
Michael Kodransky and Gabrielle Hermann (2011), Europe?s Parking U-Turn: From Accommodation to Regulation, Institute for Transportation and Development Policy (www.itdp.org); at www.itdp.org/documents/European_Parking_U-Turn.pdf.
Todd Litman (2004), Parking Requirement Impacts on Housing Affordability, VTPI (www.vtpi.org); at www.vtpi.org/park-hou.pdf.
Todd Litman (2008), Recommendations for Improving LEED Transportation and Parking Credits, VTPI (www.vtpi.org); at www.vtpi.org/leed_rec.pdf.
Todd Litman (2010), Parking Pricing Implementation Guidelines: How More Efficient Pricing Can Help Solve Parking Problems, Increase Revenue, And Achieve Other Planning Objectives, Victoria Transport Policy Institute (www.vtpi.org); at www.vtpi.org/parkpricing.pdf.
Todd Litman, Daniel Carlson, Aaron Blumenthal and John Lee (2010), Evaluating Seattle Parking Tax Options, Victoria Transport Policy Institute (www.vtpi.org) and the Washington State Transportation Center at the University of Washington (www.depts.washington.edu/trac); at www.vtpi.org/seattle_parking_tax.pdf.
Eric Vallabh Minikel (2010), Evaluating Whether Curb Parking Is The Highest And Best Use Of Land In An Urban Commercial District: A Case Study of Harvard Square, Master in City Planning, Massachusetts Institute of Technology (http://web.mit.edu); at https://sites.google.com/site/ericminikel.
Nelson/Nygaard (2009), Getting More with Less: Managing Residential Parking in Urban Developments with Carsharing and Unbundling, City CarShare (www.citycarshare.org), funded by the Federal Highway Administration; at www.citycarshare.org/download/CityCarShare2009BestPracticesReport.pdf.
PAS (2009), Parking Solutions: Essential Info Packet, Planning Advisory Service, American Planning Association (www.planning.org): at www.planning.org/pas/infopackets. These packets consist of compilation of related documents that provide practical information on various parking management strategies, suitable for use by planners and developers.
Tom Rye (2010), Parking Management: A Contribution Towards Livable Cities, Module 2C, Sustainable Transportation: A Sourcebook for Policy-Makers in Developing Countries, Sustainable Urban Transport Project ? Asia (www.sutp.org); at link www.sutp.org/dn.php?file=2c-PARKM-EN.pdf.
San Francisco (2009), On-Street Parking Management and Pricing Study, San Francisco County Transportation Authority (www.sfcta.org); at www.sfcta.org/content/view/303/149.
Schaller Consulting (2006), Curbing Cars: Shopping, Parking and Pedestrian Space in SoHo, Transportation Alternatives (www.transalt.org); at www.transalt.org/campaigns/reclaiming/soho_curbing_cars.pdf.
Patrick Siegman (2008), Less Traffic, Better Places: A Step-by-Step Guide to Reforming Parking Requirements, San Diego Section of the American Planning Association (www.sdapa.org); at http://sdapa.org/download/PatrickSiegman_SDParkingSym_7-14-06.pdf.
USEPA (2009), Essential Smart Growth Fixes for Urban and Suburban Zoning Codes, U.S. Environmental Protection Agency (www.epa.gov); at www.epa.gov/smartgrowth/pdf/2009_essential_fixes.pdf.
Armin Wagner (2007), Parking Management In Rapidly Emerging Cities, GTZ, Transport Policy Advisory Services, Sustainable Urban Transport Project Asia (www.sutp.org) and the German Technical Cooperation (www.gtz.de/en); at www.sutp.org/dn.php?file=PRES-PARKINGMGMT-AW-PLOCK-2007-EN.pdf.
Rachel Weinberger, Mark Seaman and Carolyn Johnson (2008), Suburbanizing the City: How New York City Parking Requirements Lead to More Driving, University of Pennsylvania for Transportation Alternatives (www.transalt.org); at www.transalt.org/files/newsroom/reports/suburbanizing_the_city.pdf.
Rachel Weinberger, John Kaehny and Matthew Rufo (2009), U.S. Parking Policies: An Overview of Management Strategies, Institute for Transportation and Development Policy (www.itdp.org); at www.itdp.org/documents/ITDP_US_Parking_Report.pdf.
UTTIPEC (2009), Pedestrian Design Guidelines: Don?t Drive?Walk, Delhi Development Authority, New Delhi (www.uttipec.nic.in); at www.uttipec.nic.in/PedestrianGuidelines-30Nov09-UTTPEC-DDA.pdf.
Sincerely,
Todd Litman
Victoria Transport Policy Institute (www.vtpi.org)
litman@vtpi.org
Phone & Fax 250-360-1560
1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA
?Efficiency - Equity - Clarity?
-----Original Message-----
From: sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org [mailto:sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org] On Behalf Of SUTP Team
Sent: February-08-11 10:48 PM
To: Paul Barter
Cc: Asia and the Pacific sustainable transport
Subject: [sustran] Re: Reading list on Parking Management in Developing Cities - Released
From patwardhan.sujit at gmail.com Mon Feb 14 03:14:13 2011
From: patwardhan.sujit at gmail.com (Sujit Patwardhan)
Date: Sun, 13 Feb 2011 23:44:13 +0530
Subject: [sustran] About Parking and TDM (Traffic Demand Management)
Message-ID:
13 February 2011
*Reducing/Banning Parking is one of the best ways to discourage Car Use*
See this page from the website of the Tate Modern Gallery in London.
http://www.tate.org.uk/modern/information/
When talking about Parking as TDM I often quote the example of the Tate
Modern in London. Their site tells you how to get there by Boat,
Underground, Bus, Train, Bike, Taxi and Car (in that order). From what I
remember there was a parking facility at some distance away from the gallery
which implied that one should avoid coming there by car but when saw this
page today I find that "Car Parking"
facility does not exist anymore. This is what it says:-
By car
There are no parking facilities at Tate Modern or in the surrounding
streets. Public transport is the easiest way of getting to the gallery.
More information about parking provision for disabled
visitors
.
This is quite in contrast with how our decision makers see the need for
Parking (for personal vehicles) as something not only essential but one that
needs to be increased drastically. No one seems to understand this is a
losing battle as the number of auto vehicles added to the city each year
(over 150,000) will need over 250 acres of parking space (each year) even
when calculated on the basis one one parking space per vehicle. In actual
fact about 4 parking spaces are needed per vehicle.
What will this cost?
And do we have so much land to waste for the needs of the personal auto
vehicle?
Our leaders avoid looking at these problems, but shouldn't we as citizens
ask "How much longer is the city going to subsidize the personal
automobile"?
--
Sujit
--
--------------------------------------------------------------------
*?..each million we invest into urban motorways is an investment
to destroy the city?*
Mayor Hans Joachim Vogel
Munich 1970
--------------------------------------------------------------------
Sujit Patwardhan
patwardhan.sujit@gmail.com
sujit@parisar.org
------------------------------------------------------------------------------------
Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India
Tel: +91 20 25537955
Cell: +91 98220 26627
------------------------------------------------------------------------------------
Parisar: www.parisar.org
------------------------------------------------------------------------------------
From datar.ashok at gmail.com Mon Feb 14 19:34:51 2011
From: datar.ashok at gmail.com (ashok datar)
Date: Mon, 14 Feb 2011 16:04:51 +0530
Subject: [sustran] Re: Reading list on Parking Management in Developing Cities
- Released
In-Reply-To: <000301cbcb15$56a77d40$03f677c0$@org>
References: <4D5231F8.3080400@sutp.org>
<6F850E42E4589F45AE2799F34B645C3601CA6D598F@MBX06.stf.nus.edu.sg>
<4D523889.80805@sutp.org> <000301cbcb15$56a77d40$03f677c0$@org>
Message-ID:
dear all,
I was happy to read ADB study on Parking in some asian cities. I find that
the situation in Mumbai is not only alarming but getting worse.
some facts:
no of cars 900,000 and growing at 10% pa
total area is 450 sq km and road length is 2000 km
there are only 6000 at grade parking space costing Rs. 5 eq
On Sun, Feb 13, 2011 at 6:01 AM, Todd Alexander Litman wrote:
> This is an important issue so I am happy to see that GIZ has published this
> document. I have a few suggestions for improving it.
>
> First, every technical document ever produced should have the publication
> date on the cover. Similarly, all references should have publication dates.
> This allows readers to quickly identify its historic context.
>
> It makes me very happy to see that several of my publications were
> referenced in this document. However, they are all cited as "Victoria
> Transport Policy Institute", which is the publisher, not the author. Please
> cite authors when possible.
>
> It would be useful if the documents were organized either by major
> category, such as "Parking Costs," "Management Strategies," and "Examples".
>
> Here are a few to add:
>
> Mikhail Chester, Arpad Horvath and Samer Madanat (2010), ?Parking
> Infrastructure: Energy, Emissions, And Automobile Life-Cycle Environmental
> Accounting,? Environmental Research Letters, Vol. 5, No. 3; at
> http://dx.doi.org/10.1088/1748-9326/5/3/034001; project of the UC Berkeley
> Center for Future Urban Transport (www.sustainable-transportation.com).
>
> CNT (2006), Paved Over: Surface Parking Lots or Opportunities for
> Tax-Generating, Sustainable Development?, Center for Neighborhood Technology
> (www.drcog.org/documents/PavedOver-Final.pdf).
>
> CSE (2009), Footfalls: Obstacle Course To Livable Cities, Right To Clean
> Air Campaign, Centre For Science And Environment (www.cseindia.org); at
> www.cseindia.org/campaign/apc/pdf/Walkability.pdf.
>
> Matthew R. Cuddy (2007), A Practical Method For Developing
> Context-Sensitive Residential Parking Standards, Dissertation, Rutgers
> University; at
> http://transportation.northwestern.edu/news/2007/Cuddy_dissertation_final_cv.pdf
> .
>
> Angus Hulme-Moir (2010), Making Way for the Car: Minimum Parking
> Requirements and Porirua City Centre, Thesis, School of Geography,
> Environment and Earth Sciences, Victoria University of Wellington (
> http://researcharchive.vuw.ac.nz/handle/10063/1458).
>
> Michael Kodransky and Gabrielle Hermann (2011), Europe?s Parking U-Turn:
> From Accommodation to Regulation, Institute for Transportation and
> Development Policy (www.itdp.org); at
> www.itdp.org/documents/European_Parking_U-Turn.pdf.
>
> Todd Litman (2004), Parking Requirement Impacts on Housing Affordability,
> VTPI (www.vtpi.org); at www.vtpi.org/park-hou.pdf.
>
> Todd Litman (2008), Recommendations for Improving LEED Transportation and
> Parking Credits, VTPI (www.vtpi.org); at www.vtpi.org/leed_rec.pdf.
>
> Todd Litman (2010), Parking Pricing Implementation Guidelines: How More
> Efficient Pricing Can Help Solve Parking Problems, Increase Revenue, And
> Achieve Other Planning Objectives, Victoria Transport Policy Institute (
> www.vtpi.org); at www.vtpi.org/parkpricing.pdf.
>
> Todd Litman, Daniel Carlson, Aaron Blumenthal and John Lee (2010),
> Evaluating Seattle Parking Tax Options, Victoria Transport Policy Institute
> (www.vtpi.org) and the Washington State Transportation Center at the
> University of Washington (www.depts.washington.edu/trac); at
> www.vtpi.org/seattle_parking_tax.pdf.
>
> Eric Vallabh Minikel (2010), Evaluating Whether Curb Parking Is The Highest
> And Best Use Of Land In An Urban Commercial District: A Case Study of
> Harvard Square, Master in City Planning, Massachusetts Institute of
> Technology (http://web.mit.edu); at
> https://sites.google.com/site/ericminikel.
>
> Nelson/Nygaard (2009), Getting More with Less: Managing Residential Parking
> in Urban Developments with Carsharing and Unbundling, City CarShare (
> www.citycarshare.org), funded by the Federal Highway Administration; at
> www.citycarshare.org/download/CityCarShare2009BestPracticesReport.pdf.
>
> PAS (2009), Parking Solutions: Essential Info Packet, Planning Advisory
> Service, American Planning Association (www.planning.org): at
> www.planning.org/pas/infopackets. These packets consist of compilation of
> related documents that provide practical information on various parking
> management strategies, suitable for use by planners and developers.
>
> Tom Rye (2010), Parking Management: A Contribution Towards Livable Cities,
> Module 2C, Sustainable Transportation: A Sourcebook for Policy-Makers in
> Developing Countries, Sustainable Urban Transport Project ? Asia (
> www.sutp.org); at link www.sutp.org/dn.php?file=2c-PARKM-EN.pdf.
> San Francisco (2009), On-Street Parking Management and Pricing Study, San
> Francisco County Transportation Authority (www.sfcta.org); at
> www.sfcta.org/content/view/303/149.
>
> Schaller Consulting (2006), Curbing Cars: Shopping, Parking and Pedestrian
> Space in SoHo, Transportation Alternatives (www.transalt.org); at
> www.transalt.org/campaigns/reclaiming/soho_curbing_cars.pdf.
>
> Patrick Siegman (2008), Less Traffic, Better Places: A Step-by-Step Guide
> to Reforming Parking Requirements, San Diego Section of the American
> Planning Association (www.sdapa.org); at
> http://sdapa.org/download/PatrickSiegman_SDParkingSym_7-14-06.pdf.
>
> USEPA (2009), Essential Smart Growth Fixes for Urban and Suburban Zoning
> Codes, U.S. Environmental Protection Agency (www.epa.gov); at
> www.epa.gov/smartgrowth/pdf/2009_essential_fixes.pdf.
>
> Armin Wagner (2007), Parking Management In Rapidly Emerging Cities, GTZ,
> Transport Policy Advisory Services, Sustainable Urban Transport Project Asia
> (www.sutp.org) and the German Technical Cooperation (www.gtz.de/en); at
> www.sutp.org/dn.php?file=PRES-PARKINGMGMT-AW-PLOCK-2007-EN.pdf.
>
> Rachel Weinberger, Mark Seaman and Carolyn Johnson (2008), Suburbanizing
> the City: How New York City Parking Requirements Lead to More Driving,
> University of Pennsylvania for Transportation Alternatives (
> www.transalt.org); at
> www.transalt.org/files/newsroom/reports/suburbanizing_the_city.pdf.
>
> Rachel Weinberger, John Kaehny and Matthew Rufo (2009), U.S. Parking
> Policies: An Overview of Management Strategies, Institute for Transportation
> and Development Policy (www.itdp.org); at
> www.itdp.org/documents/ITDP_US_Parking_Report.pdf.
>
> UTTIPEC (2009), Pedestrian Design Guidelines: Don?t Drive?Walk, Delhi
> Development Authority, New Delhi (www.uttipec.nic.in); at
> www.uttipec.nic.in/PedestrianGuidelines-30Nov09-UTTPEC-DDA.pdf.
>
>
> Sincerely,
> Todd Litman
> Victoria Transport Policy Institute (www.vtpi.org)
> litman@vtpi.org
> Phone & Fax 250-360-1560
> 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA
> ?Efficiency - Equity - Clarity?
>
>
> -----Original Message-----
> From: sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org [mailto:
> sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org] On Behalf Of
> SUTP Team
> Sent: February-08-11 10:48 PM
> To: Paul Barter
> Cc: Asia and the Pacific sustainable transport
> Subject: [sustran] Re: Reading list on Parking Management in Developing
> Cities - Released
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
>
--
Ashok R.Datar
Mumbai Environmental Social Network
20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016
98676 65107/0222 444 9212 see our website : www.mesn.org
* I hear, then I forget. I see, then I remember. I do, then I understand.*
From eric.britton at ecoplan.org Mon Feb 14 19:53:28 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Mon, 14 Feb 2011 11:53:28 +0100
Subject: [sustran] World Streets Weekly Edition: 14 February 2011
Message-ID: <038801cbcc35$6dadc9b0$49095d10$@britton@ecoplan.org>
The World Streets Weekly Edition for 14 February 2011 is now on line, freely available and waiting for you at www.WorldStreets.org.
If you wish to receive the summary weekly, you can do it by clicking here - http://worldstreets.wordpress.com/about/to-subscribe/
Regards,
Eric Britton
From kaye.patdu at cai-asia.org Thu Feb 17 13:41:42 2011
From: kaye.patdu at cai-asia.org (Kaye Patdu)
Date: Thu, 17 Feb 2011 12:41:42 +0800
Subject: [sustran] Breaking Records in 2010: Air Quality,
Climate Change and Transport in Asia: A Year in Review
Message-ID:
**Apologies for cross-posting**
*Breaking Records in 2010: Air Quality, Climate Change and Transport in Asia
*
*A Year in Review*
As part of CAI-Asia mission to promote better air quality and livable
cities, CAI-Asia conducted an annual review of main events relevant to air
quality, climate change and transport in Asia. The review, which started on
2008 and initially focused on sustainable transport (
http://cleanairinitiative.org/portal/node/4029), has now expanded to include
air quality and climate events. It is an opportunity to look back and
understand where Asia focused in the past year and foresee the emerging
trends in Asia in the coming years.
The message for 2011 is clear. Policymakers need to understand that
sustainable city as such is an important development issue. It is clear that
a city can grow its economy while at the same time preserving blue skies and
reducing greenhouse gas emissions. There is a need for this urgent
transformation. Asian cities are set to populate with 500 million Asians in
the next decades. It is a huge challenge, a huge responsibility and a huge
opportunity.
*Read the full report here: *http://cleanairinitiative.org/portal/node/7045
[image: 2010.jpg]
*What is your city's future?*
*The main highlights for the 2010 Year in Review are:*
In last half a decade, climate change concerns started dominating
discussions on transport and air quality and this trend continued in 2010.
While the newspapers and conferences across Asia highlighted the term ?low
carbon?, many across Asia decided to own vehicles. Record-high vehicles
sales were observed in several Asian countries in 2010 as countries recorded
robust economic recovery, greater stability but deteriorating public
transport accessibility and mobility. Air quality across Asia remained a
reason for big concern in year 2010 with latest research indicating that 80%
of global population lives in areas above WHO guideline for PM2.5.
Year 2010 will also be remembered for initiatives taken during
?international events and games?. While athletes across Asia were competing
to break records, policy makers were driving massive funds towards various
initiatives. Governments utilized events like Shanghai World EXPO, Delhi
Commonwealth games and Guangzhou Asian games to create long term
infrastructure for air quality monitoring, public and non motorized
transport and vehicle movement. While, lessons learnt from Beijing Olympics
were utilized to make short drastic improvements in cities like Shanghai,
Guangzhou and New Delhi, traffic congestion in Beijing however created a new
record with a nine day long 100km traffic jam.
Countries across Asia are plotting different plans for ?fuel?. The Indian
government freed petrol from all pricing controls and thus unleashed a craze
for diesel which was kept under government control and underpriced. While 13
big cities in India moved to Euro-4 fuel to reduce the pollution, rest of
India had to contend with Euro-3 fuel and no action plan for future.
Pakistan, Vietnam and Philippines decided to finally act and discuss with
various stakeholders to create a roadmap for Euro-4 fuel with reduced sulfur
content. While the debate across Asia was on cleaner fuel, Sri Lanka decided
to make vehicles more accessible to people. It was a step back and a big
setback as it slashed duties on cars, among others, with immediate effect in
a bid to boost post-war economic activity.
As in the past few years, BRTS was the main driver for public transport and
new cities like Guangzhou and Bangkok launched new BRT systems. Nearly 82
such systems are being planned or being initiated in Asia. A concept which
sprouted in Latin America is being truly harvested in Asia. There is no need
to celebrate yet. Surveys conducted in 2010 have found the accessibility to
such massive public transport systems and even normal bus systems to be very
poor.
We welcome your queries, feedback, or suggestions!
--
Cheers
Kaye
Maria Katherina Patdu
*Air Quality Researcher
*
*Clean Air Initiative for Asian Cities (CAI-Asia Center) Center*
T +63 2 395 2843 to 45 | F +63 2 395 2846 | M +63 927 441 5692 |
kaye.patdu@cai-asia.org
Unit 3504-05, 35F, Robinsons-Equitable Tower, ADB Avenue, Pasig City, 1605,
Philippines
Visit our new portal: http://cleanairinitiative.org/portal/
*Please consider the environment before printing this email.*
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From patwardhan.sujit at gmail.com Fri Feb 18 04:07:37 2011
From: patwardhan.sujit at gmail.com (Sujit Patwardhan)
Date: Fri, 18 Feb 2011 00:37:37 +0530
Subject: [sustran] Fwd: Pune Metro proposal faulty: Parisar - DNA
In-Reply-To: <4935708CBEB642F7ABF158A0F03D8B5A@RASPC>
References: <4935708CBEB642F7ABF158A0F03D8B5A@RASPC>
Message-ID:
17 February 2011
Parisar's latest reports have been reviewed in the local media.
Do visit our site to download them.
Link to Parisar website: http://www.parisar.org/
Link to the two reports on Metro Rail proposal for Pune:
http://www.parisar.org/activities/analysesreports/127-analysis-of-the-proposed-metro-rail-system-in-pune.html
--
Sujit
---------- Forwarded message ----------
From: A.V.Shenoy
Date: Thu, Feb 17, 2011 at 11:40 PM
Subject: Pune Metro proposal faulty: Parisar - DNA
, Arun Mokashi
*Pune Metro proposal faulty: Parisar*
Published: Thursday, Feb 17, 2011, 13:40 IST
By *Arun Jayan* | Place: Pune | Agency: DNA
City-based NGO Parisar Urban Transport Group has questioned the
decision-making process behind the approval of Pune?s metro rail project by
the Pune Municipal Corporation (PMC). It has also raised issues regarding
the authenticity of the secondary data that formed the skeleton of the
proposal.
Parisar has drawn the conclusion based on its two recent studies on the
project, which points out many shortcomings in the proposal accepted by the
civic body.
The first study was a preliminary analysis of whether Pune needs a metro
rail system. The second study analysed in detail the decision-making
processes in approving Pune?s metro rail proposal as well as the detailed
project report (DPR) of the metro rail prepared by the Delhi Metro Rail
Corporation (DMRC).
Parisar programme director, Ashok Sreenivas, said it took three months to
complete the study.
An IIT Bombay alumnus with a doctorate in computer science, Sreenivas worked
as a scientist for over 15 years, before moving to the social sector.
Currently, he works for Parisar and Prayas Energy Group on conceptualising
and executing programs for sustainable transport in Pune and across the
country.
?Parisar believes that the current proposal must be rejected, and any
proposal for a system such as a metro must only be approved after a thorough
analysis of its benefits and costs. Until then, the PMC must focus on faster
and cheaper solutions such as improving the Pune Mahanagar Parivahan
Mahamandal Ltd (PMPML) and conditions for pedestrians and cyclists,? he
said.
The preliminary analysis of metro rail was based on secondary data from
three reports: the DPR prepared by DMRC, the city?s comprehensive mobility
plan (CMP) and the traffic demand analysis for Pune?s DPR prepared by Mott
McDonald.
It looked only at traffic volume data from these reports to see whether a
metro rail was justified on any corridor based on a simple metric of peak
hour traffic demand exceeding 20,000 in one direction.
The Parisar study states that though data from these reports suggest that a
metro rail may be justified for Pune, the data itself was questionable. For
example, one report states that Ganeshkhind Road already carries more than
40,000 people per direction in the peak hour, which it says is not possible.
Further, it states that it is necessary to first conduct a detailed review
of the data in the three reports and improve it before any conclusion can be
reached whether Pune needs a metro rail.
?The DMRC commissioned a 2008 report from IIT Bombay to project ridership
along potential metro rail corridors. To do this, the institute used a
?stated preference survey? asking citizens for their preferred mode of
public transport from among various alternatives. Therefore, the ridership
figures were estimated from a deeply flawed consumer survey,? said the
study.
The second Parisar study that used data obtained by the Right to Information
(RTI) Act, 2005, to reconstruct the timeline of various events that led to
the approval of metro rail proposal finds that some ad hoc decisions have
been made.
One of it is granting a conditional extension to the Vanaz-Ramwadi corridor
to Kharadi and the airport without any studies to back it up. The PMC has
made some misleading statements in this regard, such as claiming that the
metro was justified by the CMP, though the metro DPR was commissioned before
the CMP.
--
--------------------------------------------------------------------
*?..each million we invest into urban motorways is an investment
to destroy the city?*
Mayor Hans Joachim Vogel
Munich 1970
--------------------------------------------------------------------
Sujit Patwardhan
patwardhan.sujit@gmail.com
sujit@parisar.org
------------------------------------------------------------------------------------
Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India
Tel: +91 20 25537955
Cell: +91 98220 26627
------------------------------------------------------------------------------------
Parisar: www.parisar.org
------------------------------------------------------------------------------------
From navdeep.asija at gmail.com Fri Feb 18 13:49:01 2011
From: navdeep.asija at gmail.com (Asija, Navdeep)
Date: Fri, 18 Feb 2011 10:19:01 +0530
Subject: [sustran] Cycle Rickshaw Revolution in Cricket World Cup
Message-ID:
Today Bangladesh added a new chapter to the name of Cycle Rickshaw
revolution, when all participating 14 team's captain entered the stadium on
Rickshaw. The best way to showcase, what they are proud of; in their total
country?s vehicle population 50% are only cycle rickshaws and it and largest
sector to give employment in Bangladesh.
In Punjab, Haryana & Chandigarh alone more than 5.5 lakhs families liviihood
is dependent on cycle Rickshaw, which means, 22 million vehicle kilometer
and 11 million passengers in the two states and UT travels only by rickshaw,
saving of almost 1.85 million litre of fuel per day..imagine the kind of
pollution, if all will be replaced by motor transport.
Regards
Navdeep Asija
www.ecocabs.org
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From krishkaran at gmail.com Fri Feb 18 14:00:29 2011
From: krishkaran at gmail.com (krishna gopal)
Date: Fri, 18 Feb 2011 10:30:29 +0530
Subject: [sustran] Re: Cycle Rickshaw Revolution in Cricket World Cup
In-Reply-To:
References:
Message-ID:
It is really wonderful to see on the coverpage of the morning newspaper of
economic times, show casing the Indian Captain riding a cycle rikshaw, what
else could be the best occasion to show case this wonder transport of a
country they are proud of.
Long live CYCLE RICKSHAW
Regards
On Fri, Feb 18, 2011 at 10:19 AM, Asija, Navdeep wrote:
> Today Bangladesh added a new chapter to the name of Cycle Rickshaw
> revolution, when all participating 14 team's captain entered the stadium on
> Rickshaw. The best way to showcase, what they are proud of; in their total
> country?s vehicle population 50% are only cycle rickshaws and it and
> largest
> sector to give employment in Bangladesh.
>
> In Punjab, Haryana & Chandigarh alone more than 5.5 lakhs families
> liviihood
> is dependent on cycle Rickshaw, which means, 22 million vehicle kilometer
> and 11 million passengers in the two states and UT travels only by
> rickshaw,
> saving of almost 1.85 million litre of fuel per day..imagine the kind of
> pollution, if all will be replaced by motor transport.
>
> Regards
>
> Navdeep Asija
> www.ecocabs.org
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
>
--
C.Krishnagopal
Urban & Regional Planner
Mobile: 91(0)9957557645 tweet http://twitter.com/krishkaran2009
==============================
"Think critically and get angry instead of resigning themselves to the
"inertia" charecteristic of MODERN MAN"-JOSE SARAMAGO,Portuguese Nobel
Laureate in Literature
==============================
Please don't print this e-mail unless you really need to -SAVE TREES SAVE
EARTH
From kanthikannan at gmail.com Fri Feb 18 15:18:30 2011
From: kanthikannan at gmail.com (Kanthi Kannan)
Date: Fri, 18 Feb 2011 11:48:30 +0530
Subject: [sustran] Re: Cycle Rickshaw Revolution in Cricket World Cup
In-Reply-To:
Message-ID: <4d5e0f84.0444960a.7f2c.0fa7@mx.google.com>
Much needed focus
Can we get the rickshaw back on our city roads as a local para transit? Or
as a feeder system? Because we find that our colony roads were designed for
only walking and cycling and at best a few cars but today these roads are
used by all kinds of automobiles and the traffic has increased.
For this to happen, will the ADB/ any other organisation with climate change
as its agenda have a meeting with the transport officials and help take the
issue forward?
Kanthi
-----Original Message-----
From: sustran-discuss-bounces+kanthikannan=gmail.com@list.jca.apc.org
[mailto:sustran-discuss-bounces+kanthikannan=gmail.com@list.jca.apc.org] On
Behalf Of Asija, Navdeep
Sent: 18 February 2011 10:19
To: sustran-discuss@list.jca.apc.org
Subject: [sustran] Cycle Rickshaw Revolution in Cricket World Cup
Today Bangladesh added a new chapter to the name of Cycle Rickshaw
revolution, when all participating 14 team's captain entered the stadium on
Rickshaw. The best way to showcase, what they are proud of; in their total
country's vehicle population 50% are only cycle rickshaws and it and largest
sector to give employment in Bangladesh.
In Punjab, Haryana & Chandigarh alone more than 5.5 lakhs families liviihood
is dependent on cycle Rickshaw, which means, 22 million vehicle kilometer
and 11 million passengers in the two states and UT travels only by rickshaw,
saving of almost 1.85 million litre of fuel per day..imagine the kind of
pollution, if all will be replaced by motor transport.
Regards
Navdeep Asija
www.ecocabs.org
From navdeep.asija at gmail.com Fri Feb 18 15:45:09 2011
From: navdeep.asija at gmail.com (Asija, Navdeep)
Date: Fri, 18 Feb 2011 12:15:09 +0530
Subject: [sustran] Re: Cycle Rickshaw Revolution in Cricket World Cup
In-Reply-To: <4d5e0f84.0444960a.7f2c.0fa7@mx.google.com>
References:
<4d5e0f84.0444960a.7f2c.0fa7@mx.google.com>
Message-ID:
Yes, indeed,
after Punjab and Haryana High court notification, both the state governments
are promoting the same through their local body municipal department,
further Punjab Tourism is also promoting the same.
http://carbusters.org/2011/02/04/fazilka-ecocabs-making-waves-across-the-country/
In Haryana now its compulsory, Chandigarh UT has to take-up the
matter. Rickshaw is more suitable para transit mode of transportation for
the traditional cities having narrow street designs. People across the
country has started working on it.
Regards
Navdeep
From kanthikannan at gmail.com Fri Feb 18 17:32:57 2011
From: kanthikannan at gmail.com (Kanthi Kannan)
Date: Fri, 18 Feb 2011 14:02:57 +0530
Subject: [sustran] Re: Cycle Rickshaw Revolution in Cricket World Cup
In-Reply-To:
Message-ID: <4d5e2f08.6342ec0a.2166.5f54@mx.google.com>
Thanks, Navdeep.
Dear all from the ADB and the Climate Change Group
As Navdeep has so clearly stated, in cities that have narrow streets this
will work.
So in places like Hyderabad, where the colony roads are indeed narrow, the
Rickshaw concept will work
Earlier in Hyderabad, we did have a rickshaw but it was very different from
this one. One it was very difficult to get on to it and secondly it was very
narrow.
So can we take this up and do something for our cities?
Thanks
Kanthi
_____
From: Asija, Navdeep [mailto:navdeep.asija@gmail.com]
Sent: 18 February 2011 12:15
To: Kanthi Kannan
Cc: sustran-discuss@list.jca.apc.org
Subject: Re: [sustran] Cycle Rickshaw Revolution in Cricket World Cup
Yes, indeed,
after Punjab and Haryana High court notification, both the state governments
are promoting the same through their local body municipal department,
further Punjab Tourism is also promoting the same.
http://carbusters.org/2011/02/04/fazilka-ecocabs-making-waves-across-the-cou
ntry/
In Haryana now its compulsory, Chandigarh UT has to take-up the matter.
Rickshaw is more suitable para transit mode of transportation for the
traditional cities having narrow street designs. People across the country
has started working on it.
Regards
Navdeep
From sutp at sutp.org Sat Feb 19 00:54:41 2011
From: sutp at sutp.org (Sustainable Urban Transport Project)
Date: Fri, 18 Feb 2011 21:24:41 +0530
Subject: [sustran] Oil Price on the Rise strengthens Momentum for Sustainable
Transportation Concepts
Message-ID:
The omnipresent traffic jams in the megacities of Asia and Latin America harm the environment through exhaust gases, noise and carbon dioxide emissions, lower the quality of life and paralyze economic growth. According to figures of the International Energy Agency, transport accounts for about 26% of energy consumption and is about 94% dependent on oil. The crude oil price has recently risen to more than $100 per barrel. This should induce or accelerate the rethinking in many metropolises. The following article, based on an interview with Manfred Breithaupt, head of the ?Sustainable Urban Transport Project? (SUTP) and Senior Transport Advisor of the Gesellschaft f?r Internationale Zusammenarbeit (GIZ), demonstrates options for cities to act now for sustainable urban transport.
Download document from : http://www.sutp.org/documents/PPR-OILPRICE-2011-EN.pdf
-------------
Sustainable Urban Transport Project (SUTP)
E sutp@sutp.org
I http://www.sutp.org
From eric.britton at ecoplan.org Mon Feb 21 17:50:16 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Mon, 21 Feb 2011 09:50:16 +0100
Subject: [sustran] Analysis of proposed metro rail system in Pune
Message-ID: <00ed01cbd1a4$5eb1e670$1c15b350$@britton@ecoplan.org>
ANALYSIS OF PROPOSED METRO RAIL SYSTEM IN PUNE
Parisar has recently completed two detailed studies on the metro rail proposal for Pune. The first was a preliminary analysis of whether Pune needs a metro rail system and the second analyzed in detail the decision-making processes in approving Pune's metro rail proposal as well as the detailed project report (DPR) of the metro rail
Read more of this post - http://indiastreets.wordpress.com/2011/02/21/analysis-of-proposed-metro-rail-system-in-pune/
From edelman at greenidea.eu Tue Feb 22 02:06:41 2011
From: edelman at greenidea.eu (Todd Edelman)
Date: Mon, 21 Feb 2011 18:06:41 +0100
Subject: [sustran] Thailand and China to Sign $4.9bn High-Speed Rail Deal in
April
Message-ID: <4D629BA1.8030505@greenidea.eu>
Thailand will sign a memorandum of understanding (MOU) with the Chinese
government in April this year to co-develop a $4.89bn high-speed rail
project.
Under the drafted MOU, the 620km high-speed railway project, linking
Nong Kai in the north-east of Thailand with the capital Bangkok, will be
run by a joint venture to be set up by the Thai and Chinese governments.
The Thai government will own a majority of the planned joint venture,
which will have an initial registered capital of around THB1bn ($32.6m)
to THB2bn ($65m).
Construction will commence next year and commercial operations are
expected to start in 2016.
http://www.railway-technology.com/news/news110823.html
--
Todd Edelman
Green Idea Factory,
a member of the OPENbike team
Mobile: ++49(0)162 814 4081
edelman@greenidea.eu
www.greenidea.eu
todd@openbike.se
www.openbike.se
Skype: toddedelman
Urbanstr. 45
10967 Berlin
Germany
***
OPENbike - Share the Perfect Fit!
From kaye.patdu at cai-asia.org Tue Feb 22 16:06:21 2011
From: kaye.patdu at cai-asia.org (Kaye Patdu)
Date: Tue, 22 Feb 2011 15:06:21 +0800
Subject: [sustran] CAI-Asia Job Opportunity: Transport Researcher
Message-ID:
************************
The Clean Air Initiative for Asian Cities (CAI-Asia) Center is looking for a
Transport Researcher(s) to be assigned either in Beijing, China; Manila,
Philippines; and/or New Delhi, India. Please see enclosed Terms of
Reference.
Quoting reference application "Transport Researcher" on subject line,
applicants should email their application letter and current CV (as Word
attachments) to Ms. Joanna Marasigan (joanna.marasigan@cai-asia.org) no
later than 5 March 2011.
Thank you.
CAI-Asia Center
************************
--
Cheers
Kaye
Maria Katherina Patdu
*Air Quality Researcher
*
*Clean Air Initiative for Asian Cities (CAI-Asia Center) Center*
T +63 2 395 2843 to 45 | F +63 2 395 2846 | M +63 927 441 5692 |
kaye.patdu@cai-asia.org
Unit 3504-05, 35F, Robinsons-Equitable Tower, ADB Avenue, Pasig City, 1605,
Philippines
Visit our new portal: http://cleanairinitiative.org/portal/
*Please consider the environment before printing this email.*
-------------- next part --------------
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From eric.britton at ecoplan.org Wed Feb 23 23:35:32 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Wed, 23 Feb 2011 15:35:32 +0100
Subject: [sustran] The Challenge of Social Spaces
Message-ID: <029901cbd366$f18c74b0$d4a55e10$@britton@ecoplan.org>
Would you like to help with this?
I would love to see a map of a city, perhaps your city, which is color coded
to show what we call "social space". Examples would include of course
things like parks large and small, pedestrian zones, streets where traffic
is so slow that people have the definite priority, bikeable streets and
paths, recuperated public spaces, and other parts of the city in which
people can meet, walk, talk, gawk, play, buy and sell, offer services, etc.
freely and in safety.
The map could be lightly done and does not have to be authoritative. But is
does have to give a fair idea of the state of these special spaces in your
city.
I am working on this in support of an open program with the CfM team
entitled The Challenge of Social Spaces, which I believe is taking some
original approaches and ideas . It may not be enough to save the world or
your city, but it is, I sincerely believe, a path worth pursuing. So thanks
if you have any thoughts on this, and if you wish to see more, please get in
touch.
Eric Britton
PS. There are of course public spaces which are not social spaces, for all
sorts of reasons. Nor does anything keep me as a land owner from turning
all or some part of the land I own into a genuine social space. (Brings up
some interesting questions, like is a shopping mall really a social space?
And others. Worth thinking about.)
| 8-10, rue Joseph Bara 75006 Paris. | +331 75503788. |
eric.britton@newmobility.org |
Skype: newmobility |
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edition: Click here
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From eric.britton at ecoplan.org Thu Feb 24 20:41:13 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Thu, 24 Feb 2011 12:41:13 +0100
Subject: [sustran] The Train - Capturing the value of . . .
Message-ID: <01aa01cbd417$c2a71fe0$47f55fa0$@britton@ecoplan.org>
Dave Wetzel has this morning passed on this URL --
http://www.youtube.com/watch?v=47Jb-rlXJYg -- which will take you to a 5
minute clip produced by Fred Harrison. It looks into the anomaly hereby
taxpayers finance infrastructure investments that create high value, that
are captured not by the public as a whole but by the lucky individual
landowners whose real estate values rise, often hugely, as a result of these
public investments.
This is the whole concept in a nutshell of Value Capture, a valuable tool
which is not being used or even much talked about, other than in exceptional
circumstances,
Bottom line: Value Capture is a key element of the New Mobility Agenda
strategy. Every public investments So we all will do well to learn more
about it and push the idea when the opportunity arises.
For more discussion of this, I invite you to go to
http://tinyurl.com/landcafe-facebook and/or http://tinyurl.com/landcafe
Eric Britton
- - - > Would you like to support World Streets? If so please click to
http://wp.me/PsKUY-BD .
| 8-10, rue Joseph Bara 75006 Paris. | +331 75503788. |
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Skype: newmobility |
Read World Streets at http://worldstreets.org |
To subscribe to weekly edition: Click here
India Streets ? is on-line at http://IndiaStreets.org | To subscribe to
weekly edition: Click here
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edition: Click here
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From edelman at greenidea.eu Thu Feb 24 22:09:57 2011
From: edelman at greenidea.eu (Todd Edelman)
Date: Thu, 24 Feb 2011 14:09:57 +0100
Subject: [sustran] MIDEAST: Train Connections Fail to Bridge
Message-ID: <4D6658A5.404@greenidea.eu>
http://ipsnews.net/newsTVE.asp?idnews=54546
MIDEAST
Train Connections Fail to Bridge
Pierre Klochendler
JERUSALEM, Feb 20 (IPS) - The apex of modern times for one of the
world's oldest cities is when what looks like a silvery car glides by. A
cruise on Jerusalem's first light rail is a dream of perfection
promising to relieve traffic congestion in the city.Scheduled to open to
the public this spring, the train has just started test runs. All buses
serving the Israeli city centre are now diverted to the nearby Mahane
Yehuda market.
Pedestrians manoeuvre their way carefully. "Look at the mess!" says a
disgruntled shopper, "I'll be dead this nightmare won't be over." For
others, the bell announcing the passing of a light train is a national
hymn. "This is Israel's first light train! God willing, Jerusalem will
unify into one city," another man exclaims cheerfully.
Serving both Israeli and Palestinian neighbourhoods, the new public
transportation system would seem to be an auspicious project in a future
drive to advance peace. Yet, in this city of competing political,
historical and religious claims, the train is much more about who takes
the driver's seat.
Officials of the CityPass group that won the tender prefer a more
prosaic outlook. "This service will carry 120,000 passengers a day. The
aim is to develop the city's operational and regulatory setting, to
encourage commercial initiatives," says chief technical officer Alex
Kroskin. "Besides, it's quiet and clean. In all 300 regular buses will
be taken out of service. And, it's safe."
During the Palestinian Intifadah uprising, boarding a bus was a dire
security hazard. Kroskin points out the security personnel posted at
every station, and the 360-degree closed circuit cameras.
Touring Jerusalem aboard the light train might actually be a good way of
getting to realize that, in a city sometimes too holy for its
developers, urban projects are not only paved with good intentions; that
roads, rather than religious sites, are now the be-all and end-all of
authority.
Fasten your seat belt, the smooth ride is about to end up abruptly
against pervasive walls of mistrust.
The controversy over the project starts along the Old City walls, on the
seam between Israeli-occupied East Jerusalem and Israel's West Jerusalem.
From there, the 9-mile (14-km) rail runs along the no-man's-land that
used to divide the city into Jewish and Arab sectors before Israel
captured East Jerusalem in the 1967 war. Nowadays, the old ceasefire
line is a major thoroughfare.
Then, at the end of Road No.1, the train turns further east into
occupied territory. It will serve the large Pisgat Ze'ev settlement.
A billboard announcing the light rail ambiguously dedicates the line
"For the good of the capital city". Yet, 'whose capital city?' is no
small matter when sovereignty over East Jerusalem is a major dead-end on
the road to peace. The line will serve only one Palestinian neighbourhood.
"This train is mostly for the Israelis," bemoans a Palestinian
passer-by, "We're on the sidelines, as always." "I wish they'd invest in
peace what they've invested in the train," another Palestinian chimes in.
The train will stop at nine stations in East Jerusalem. It will serve
only ten stations in the neighbourhoods located in the Israeli part of
town. That's less than half the total number of stops (if one includes
the four stations along the former no-man's-land). Yet, by and large,
Israeli residents will be the ones to benefit from it.
Out of the 23 stations along the unique line, only three will serve
Palestinian residents, albeit they constitute a third of a population of
750,000. That will hardly correct the decades of neglect. "Proper roads,
housing, schools, that's what's most needed here," explains a resident
of Shu'fat, the Palestinian neighbourhood that will enjoy the service.
In Jerusalem, as in the West Bank, roads are a neat way to identify and
demarcate Israeli and Palestinian areas with new borders ? of what they
have, and don't have. Changes that have (or have not) taken place here
for the past 40-plus years of Israeli occupation have left insignificant
marks on the daily lives of the Palestinians, sustaining the
inequalities between them and their Israeli neighbours.
After all, facts depend on who defines them and who creates them. No
wonder Palestinians tried to 'derail' the light rail. They fear the
billion dollar project will further entrench Israel's control over the
part of the city they want as their capital.
Ziad Hamouri, head of the Palestinian Jerusalem Centre for
Socio-Economic Rights, says the train is just another facet of Israel's
annexation policy: "Its purpose is to connect West Jerusalem with the
settlements through East Jerusalem. The train is illegal; the
settlements are illegal."
Israelis living in East Jerusalem will be able to connect to the Israeli
city centre within 20 minutes. "The project will make the movement much
easier than it was before, and not only for Muslims, Christians or
Jews," says Nadav Meroz, from the Israeli-run municipality.
Palestinians counter the light rail is just another ploy for Israel to
create more facts on the ground, just as it has with its enclaves in
East Jerusalem that are now home to over 180,000 Israelis. "It won't
unify the two nations ? it will unify the two cities," stresses Hamouri.
"It will create more obstacles on the way to a peaceful solution." Prime
Minister Benjamin Netanyahu says he won't give up any part of Jerusalem.
It's a position supported by most Israelis. Yet, recent media leaks
jointly published by Al-Jazeera and The Guardian suggest that the
Israeli Prime Minister is taking a harder line than his predecessor Ehud
Olmert.
The Palestinian Authority has tried to force two French multinationals,
Veolia, the service operator, and Alstom, the contractor, out of the
venture, urging Arab countries to threaten to cancel contracts with the
two groups.
In November, Veolia pulled out ? at least officially. In practice
though, attesting to the group's work ethics that "business is business,
is work accomplished", maintenance teams can still be spotted wearing
the vest bearing the corporation's name.
Both Israelis and Palestinians might still dream of a city without
borders. Yet, their dreams are exclusive and rarely intersect ? except
for when they clash.
The light train won't bridge dreams of a universal embrace of the holy
city. Meanwhile, peace will have to remain in suspension, like a train
testing the lyre-shaped suspended bridge of strings designed by the
Spanish architect Santiago Calatrava. (END/2011)
--
Todd Edelman
Green Idea Factory,
a member of the OPENbike team
Mobile: ++49(0)162 814 4081
edelman@greenidea.eu
www.greenidea.eu
todd@openbike.se
www.openbike.se
Skype: toddedelman
Urbanstr. 45
10967 Berlin
Germany
***
OPENbike - Share the Perfect Fit!
From edelman at greenidea.eu Thu Feb 24 22:21:37 2011
From: edelman at greenidea.eu (Todd Edelman)
Date: Thu, 24 Feb 2011 14:21:37 +0100
Subject: [sustran] Construction Commences on Panama Metro
Message-ID: <4D665B61.9040504@greenidea.eu>
Construction Commences on Panama Metro
http://www.railway-technology.com/news/news111228.html?WT.mc_id=DN_News
A consortium led by FCC has commenced construction work on the $1.45bn
Metro Line 1 project in Panama city in the Republic of Panama.
The metro will eventually cover 14km with 11 stations, some of which
will be above ground.
Aside from FCC, the consortium includes the Brazilian firm Norberto
Odebrecht and Alstom Group.
Line 1 of the metro will run from the national bus terminal at Albrook
to Los Andes in the north of the city, and will stretch north to south,
linking the city centre with the suburbs in the east.
The new mass transit system, considered to be the first in Central
America, will have capacity for 15,000 passengers per hour each way in
its initial phase, and is estimated to increase to 40,000 each way by 2035.
The line will be automated, driverless, with detection and tracking
systems for trains at intervals of 90 seconds and 75 seconds.
The stations on Panama Metro Line 1 will be two termini (one definitive,
the other provisional), three will offer transfers to other modes of
transport and future Metro lines, while six intermediate stations will
have platforms of up to 93m in length.
--
Todd Edelman
Green Idea Factory,
a member of the OPENbike team
Mobile: ++49(0)162 814 4081
edelman@greenidea.eu
www.greenidea.eu
todd@openbike.se
www.openbike.se
Skype: toddedelman
Urbanstr. 45
10967 Berlin
Germany
***
OPENbike - Share the Perfect Fit!
From eric.britton at ecoplan.org Fri Feb 25 01:35:22 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Thu, 24 Feb 2011 17:35:22 +0100
Subject: [sustran] the $1.45bn Metro Line 1 project in Panama city
In-Reply-To: <4D665B61.9040504@greenidea.eu>
References: <4D665B61.9040504@greenidea.eu>
Message-ID: <02c101cbd440$d7da6240$878f26c0$@britton@ecoplan.org>
That works out to something rather more than a thousand dollars a
centimeter. You could do some interesting things to transport 15,000, even
40,000 people to where they really want to go (as opposed ot where the metro
wants to take them) with that kind of money.
It always gets back to Henry Ford's comment, that thinking is the hardest
kind of work he knew, and that he figured was why people did so little of
it.
Eric Britton
---
Construction Commences on Panama Metro
http://www.railway-technology.com/news/news111228.html?WT.mc_id=DN_News
A consortium led by FCC has commenced construction work on the $1.45bn Metro
Line 1 project in Panama city in the Republic of Panama.
The metro will eventually cover 14km with 11 stations, some of which will be
above ground.
Aside from FCC, the consortium includes the Brazilian firm Norberto
Odebrecht and Alstom Group.
Line 1 of the metro will run from the national bus terminal at Albrook to
Los Andes in the north of the city, and will stretch north to south, linking
the city centre with the suburbs in the east.
The new mass transit system, considered to be the first in Central America,
will have capacity for 15,000 passengers per hour each way in its initial
phase, and is estimated to increase to 40,000 each way by 2035.
The line will be automated, driverless, with detection and tracking systems
for trains at intervals of 90 seconds and 75 seconds.
The stations on Panama Metro Line 1 will be two termini (one definitive, the
other provisional), three will offer transfers to other modes of transport
and future Metro lines, while six intermediate stations will have platforms
of up to 93m in length.
From bruun at seas.upenn.edu Fri Feb 25 04:40:29 2011
From: bruun at seas.upenn.edu (bruun at seas.upenn.edu)
Date: Thu, 24 Feb 2011 14:40:29 -0500
Subject: [sustran] Re: The Train - Capturing the value of . . .
In-Reply-To: <01aa01cbd417$c2a71fe0$47f55fa0$@britton@ecoplan.org>
References: <01aa01cbd417$c2a71fe0$47f55fa0$@britton@ecoplan.org>
Message-ID: <20110224144029.90614bt14w20jajx@webmail.seas.upenn.edu>
Eric 1
Dave Wetzel is referring to the UK, but value capture is used to
lesser or greater extent in a lot
of countries. Hong Kong's MTR and Japan's JR East both use it to great
advantage by owning buildings
over major stations.
Eric 2
Quoting eric britton :
> Dave Wetzel has this morning passed on this URL --
> http://www.youtube.com/watch?v=47Jb-rlXJYg -- which will take you to a 5
> minute clip produced by Fred Harrison. It looks into the anomaly hereby
> taxpayers finance infrastructure investments that create high value, that
> are captured not by the public as a whole but by the lucky individual
> landowners whose real estate values rise, often hugely, as a result of these
> public investments.
>
>
>
> This is the whole concept in a nutshell of Value Capture, a valuable tool
> which is not being used or even much talked about, other than in exceptional
> circumstances,
>
>
>
> Bottom line: Value Capture is a key element of the New Mobility Agenda
> strategy. Every public investments So we all will do well to learn more
> about it and push the idea when the opportunity arises.
>
>
>
> For more discussion of this, I invite you to go to
> http://tinyurl.com/landcafe-facebook and/or http://tinyurl.com/landcafe
>
>
>
>
>
> Eric Britton
>
>
>
>
>
> - - - > Would you like to support World Streets? If so please click to
> http://wp.me/PsKUY-BD .
>
>
>
> | 8-10, rue Joseph Bara 75006 Paris. | +331 75503788. |
> eric.britton@newmobility.org |
> Skype: newmobility |
>
>
>
> Read World Streets at http://worldstreets.org |
> To subscribe to weekly edition: Click here
>
> India Streets ? is on-line at http://IndiaStreets.org | To subscribe to
> weekly edition: Click here
>
> Nuova Mobilit? - http://nuovamobilita.org | To subscribe to weekly
> edition: Click here
>
> New Mobility Partnerships ?
> http://www.newmobility.org
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> 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 Fri Feb 25 10:16:26 2011
From: edelman at greenidea.eu (Todd Edelman)
Date: Fri, 25 Feb 2011 02:16:26 +0100
Subject: [sustran] UK: How to get teens off the streets [UPDATED]
Message-ID: <4D6702EA.9020500@greenidea.eu>
*How to get teens off the streets [UPDATED]*
http://quickrelease.tv/?p=1490
Scare them silly. Shoot a horror movie
that's meant to shock
them into being safer on bikes (wear a magic hat, bike helmets protect
your head when you're hit by a speeding car) and how not to cross the
road (listen to an iPod, get squashed, it's your own stupid fault).
This is the gist of the Ghost Street campaign
. I'm
sorry to say this campaign, and the DVD for schools that goes with it,
is from my neck of the woods. What were they thinking? 'They' being
Newcastle City Council. Why use classic victim-blaming scare tactics?
"Traffic is the biggest cause of accidental death of 12 to 16-year-olds."
No, traffic is not a killer, it's speeding, inattentive motorists that
do the killing. And let's get rid of this word: "accidental". Instead of
"accident", use "incident" or "crash". 99 per cent of road deaths are
avoidable. It's not an "accident" when motorists speed along urban roads
at many MPH above posted limits. It's not an "accident" when motorists
overtake in stupid places or miscalculate gaps.
"Research has found that teenagers are easily distracted on the roads."
Sure they are. And they need to be made more aware of the potential
danger of such inattention. But the Ghost Street campaign will have one
major result: it will make teens want to drive, to be "protected".
The imagery for the campaign is illuminating. The markings for the dead
body image - above - are on a pavement. Motorists don't just kill kids
on the roads, they kill them on pavements, too. No amount of pedestrians
"paying attention" and wearing light-coloured clothing will prevent
drivers from mounting kerbs and killing people.
Newcastle City Council ought to be spending money on restraining
drivers, not scaring pre-drivers into getting drivers' licences as soon
as they possibly can.
Teens want to drive for a whole load of reasons, similar to the reasons
most people want to drive, but why give them such a strong and gory
reason to withdraw from the streets?
While the campaign is aimed at 11-16 year olds, there is a driving
section but on here there's nothing urging motorists to pay attention to
the road ahead and not use mobile phones when driving.
Teenage motorists text and drive too fast. The motoring section
of the Ghost Streets
campaign is extremely weak.
I've put in a Freedom of Information request to get answers to the
following questions:
1. What is the budget for the Ghost Streets campaign?
2. How much money did Dene Films get for the Ghost Streets video?
3. How many DVDs were produced for the campaign?
4. How much did it cost to produce these DVDs?
5. How many DVDs are expected to be sold?
6. What research was carried out to ascertain whether this campaign
would be effective at changing the behaviour of the intended audience?
7. Are there any plans for follow-up monitoring of this campaign?
I should hear back within 20 days and will reveal the answers here. [In
the meantime, Newcastle City Council's Head of Highway Network and
Traffic Management has given a lengthy rebuttal of the points above -
see below the press release).
The campaign's press release is quite the horror story:
Welcome to Ghost Street
A spooky new film is about to give teenagers in Newcastle a supernatural
lesson on road safety.
The film aimed at 12 -- 16 year olds, will be shown around schools in
Newcastle to raise awareness of road safety and influence teenagers
behaviour to use safety advice as part of their everyday life.
The film follows Tabby, your average and seriously distracted teenager.
Living in a world of mp3 players, gossip and mobile phones until her
distraction costs her dearly. Tabby finds herself trapped in an
other-worldly place, a deathly-silent street until the ghosts come out
to play.
Each gory character has met their end on the same street throughout the
decades and each has a lesson to learn from the road.
Skater-boy -- should have looked before he skated onto the road.
Olivia -- an 80s throwback who wished she wore a helmet the first time
she rode her new bike.
Rebecca -- a pregnant teenager who should have worn a seatbelt.
Commissioned by Safe Newcastle and the City Council's Road Safety
Department, Ghost Street is to be used in schools across Newcastle as
part of a lesson plans.
Cheryl Ford, Newcastle City Council's road safety services officer,
said: "Teenagers naturally expect independence. They travel on their own
or with friends more than they used to and are confident that they know
what to do around roads and traffic. In fact, they over-estimate their
road skills.
"We targeted teenagers for our film as research shows that around 14
years-of-age is the best chance to influence young people's future
behaviour.
"Teenagers love a good scary film and Ghost Street has plenty of creepy
characters and plenty of gore to keep them hooked."
Safe Newcastle asked the Youth Parliament to be involved in the
commissioning of the film.
Cllr Anita Lower, Chair of Safe Newcastle, said "Who better to decide on
what type of film we produce than the target audience themselves.
The Youth Parliament discussed the issues that affect them as
pedestrians and this formed the basis of the messages in the film. They
were very excited by the idea of Ghost Street and felt that a thrilling
fictional story would engage them more.
"Previous road safety films have raised the bar in what's expected from
this type of educational film and I think Ghost Street meets this level."
Chris Chapman, of Dene Films, wrote and produced Ghost Street, said: "We
had tremendous fun making the film but always had a focus on the serious
nature behind the film. The young cast worked tirelessly in some testing
conditions and the make-up team brought each character to life in
wonderful grisly detail. We wanted to create a fictional drama that
young people would enjoy watching and were going to remember for a long
time."
Ghost Street - Response from Newcastle City Council.
Newcastle City Council places great value on feedback from the cycling
community and other partners working hard to improve road safety and, as
a listening council, we welcome your input.
Ghost Street is a multi-award winning educational resource designed by
school children for school children. It is intended to provoke
discussion around road safety and raise awareness of all aspects of road
safety.
Since its launch in 2009, the film has been welcomed by every secondary
school in the North East region, each of whom has demonstrated its
support for the project by purchasing a copy for their lesson plans.
Many of them have commented on how well their classes have responded to
the discussion part of the lesson.
The film is designed to be seen in totality and we feel that judgments
made on very short clips -- some as short as a few seconds - taken out
of context can be unrepresentative and misleading.
Do you feel it is fair to condemn a film after watching 12 seconds of it?
We would also like to stress that Newcastle is the most active council
in the North East in respect of actively supporting and promoting
cycling -- last year, for example, we trained 3,500 school children in
cycle proficiency as part of out ongoing commitment. But we are doing
much more than that.
Here are some further points you might wish to take into consideration
when coming to a conclusion about the film.
Key points
Ghost Street is based on an idea by the Local Youth Parliament who
decided that a fictional story with a 'supernatural' theme would engage
them more than a standard 'safety' film would.
Ghost Street is not intended to be viewed as a standalone film. That is
why it is only available to schools delivering road safety lesson plans.
The film is part of wider road safety package, which includes a
discussion session afterwards. To aid the discussion, teachers have the
full support and guidance from their local Road Safety Officer.
Ghost Street carefully covers most scenarios of road safety including
speeding, seatbelts, walking and cycling.
All facts and figures were provided by THINK! Road Safety.
Road Safety GB has endorsed Ghost Street and have supported the national
roll out of the package.
Ghost Street has received several awards/award nomination:
IVCA Awards 2010 (Bronze medal for best original music, sound design,
script)
Royal Television Society 2010 (Best drama, director, newcomer)
New York Festival Award 2011 (Nominated for best short film)
Newcastle City Council's commitment to sustainable transport
We fully advocate safer walking and cycling in Newcastle and this
enthusiasm is reflected in Newcastle City Council's Sustainable
Transport Programme Strategy and part of our ethos for School Travel
Plans which has 100% approval from the Department for Education and Skills.
We have welcomed the constructive comments around making our website
clearer so that readers can get a sense of the wider context and we will
certainly make efforts to put this right.
We value you contribution as part of the debate and welcome any future
comments you have to make about road safety.
David Embleton
Head of Highway Network and Traffic Management
Newcastle City Council.
--
Todd Edelman
Green Idea Factory,
a member of the OPENbike team
Mobile: ++49(0)162 814 4081
edelman@greenidea.eu
www.greenidea.eu
todd@openbike.se
www.openbike.se
Skype: toddedelman
Urbanstr. 45
10967 Berlin
Germany
***
OPENbike - Share the Perfect Fit!
From eric.britton at ecoplan.org Fri Feb 25 17:19:24 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Fri, 25 Feb 2011 09:19:24 +0100
Subject: [sustran] The Seven Simple Truths of Sustainable Mobility (Come argue
with me)
Message-ID: <013c01cbd4c4$bb0d4a40$3127dec0$@britton@ecoplan.org>
The Seven Simple Truths of Sustainable Mobility (Come argue with me)
Sometimes in life things can be simple. Let's look at one case.
One of the problems with the hard up-hill fight for "sustainable transport"
in cities and countries around the world is that so far everyone seems to
have a different definition and a different agenda. True, there are an
enormous range of interests and concerns. Among them such important things
as :improving conditions for pedestrians and cycles, car access and parking
control, more ridesharing, carsharing, taxisharing, more flexible and
responsive public transport services, strategic deployment of economic
instruments (to reflect full social costs), BRT, congestion charging, speed
reductions, etc. The long list goes on.
And at the same time there are all those other measures and approaches which
claim to fly under the banner of sustainability but which in our view need
to be put to tougher and more public tests. Many of these last call for
very large investments of taxpayer money or property, and often considerable
lag times before bringing even those benefits to the streets of our cities
or indeed the planet.
So we really do need a unifying strategy.
And if you look hard enough, you will see that there is only one
overarching strategy that will do the job. It works like this:
Truth 1. You can't have a sustainable planet without sustainable
cities
Truth 2. Nor sustainable cities without sustainable mobility
Truth 3. The key to sustainable mobility is to ensure that every
step, every project, every investment you take will end up by reducing motor
vehicle miles or kilometers (VMT, VKT) travelled both in that place and
overall.
Truth 4. Moreover these reductions have to be achieved
strategically, quickly and at scale. (Otherwise it fails the responsibility
test.)
Truth 5. The policy response involves a strategic combination of
carrots and sticks, which will of course be different from city to city and
country to country, but even with all the necessary variations the central
lines of the strategy will be the same.
Truth 6. We know all we need to know about both (a) the sticks
(economic, regulatory and other instruments to reduce, sequester and control
traffic, etc.) and (b) the carrots (all those other ways of getting around
which need in each case to be woven into a mobility system of affordability,
enhanced life quality and choice).
Truth 7. When you reduce VKT/VMT notably and rapidly through the
best available means and proven strategies, here are the main benefits
a. You help save the planet: through resource savings and GHG and
related emissions reductions
b. You proportionally reduce today's crushing dependence of imported
fossil fuels
And in order to achieve these ambitious - but completely doable - goals, you
have to open up more choices and better and fairer mobility for all those in
and around our cities who are at present NOT well served by the old (20th
century dominant) own-car, no-choice pattern (bearing in mind that this is
a majority of all citizens).
Conclusion: You can't do it with the carrots. And you can't do it without
the sticks. We know what they are, so what is hold us back?
Your turn:
Eric Britton
From cornie.huizenga at slocatpartnership.org Fri Feb 25 17:42:43 2011
From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga)
Date: Fri, 25 Feb 2011 16:42:43 +0800
Subject: [sustran] Re: The Seven Simple Truths of Sustainable Mobility (Come
argue with me)
In-Reply-To: <-1524122396263104259@unknownmsgid>
References: <-1524122396263104259@unknownmsgid>
Message-ID:
Dear Eric,
Thanks - I agree, you will need sticks as well.
In Asia this was acknowledged initially by Singapore who had as first tight
controls on the number of vehicles and their use. This was then followed by
Shanghai which also has fairly tight quota of 7000 new vehicles per month.
Lately, Beijing has joined the "sticks" waggon by imposing an albeit weak
quota of 20,000 cars per month. In addition I have been at meetings over
the last months where several governments referred to their plans to develop
Congestion Charging prices. (China and Indonesia).
It appears that in this case you might not be that radical in terms of your
recommendations, although I would assume that you, I and a lot of other
readers of this forum would like to see a much faster roll-out of both the
carrots and the sticks parts.
Cornie
On Fri, Feb 25, 2011 at 4:19 PM, eric britton wrote:
> The Seven Simple Truths of Sustainable Mobility (Come argue with me)
>
> Sometimes in life things can be simple. Let's look at one case.
>
> One of the problems with the hard up-hill fight for "sustainable transport"
> in cities and countries around the world is that so far everyone seems to
> have a different definition and a different agenda. True, there are an
> enormous range of interests and concerns. Among them such important things
> as :improving conditions for pedestrians and cycles, car access and parking
> control, more ridesharing, carsharing, taxisharing, more flexible and
> responsive public transport services, strategic deployment of economic
> instruments (to reflect full social costs), BRT, congestion charging, speed
> reductions, etc. The long list goes on.
>
> And at the same time there are all those other measures and approaches
> which
> claim to fly under the banner of sustainability but which in our view need
> to be put to tougher and more public tests. Many of these last call for
> very large investments of taxpayer money or property, and often
> considerable
> lag times before bringing even those benefits to the streets of our cities
> or indeed the planet.
>
> So we really do need a unifying strategy.
>
> And if you look hard enough, you will see that there is only one
> overarching strategy that will do the job. It works like this:
>
> Truth 1. You can't have a sustainable planet without
> sustainable
> cities
>
>
> Truth 2. Nor sustainable cities without sustainable mobility
>
>
> Truth 3. The key to sustainable mobility is to ensure that
> every
> step, every project, every investment you take will end up by reducing
> motor
> vehicle miles or kilometers (VMT, VKT) travelled both in that place and
> overall.
>
>
> Truth 4. Moreover these reductions have to be achieved
> strategically, quickly and at scale. (Otherwise it fails the responsibility
> test.)
>
>
> Truth 5. The policy response involves a strategic combination
> of
> carrots and sticks, which will of course be different from city to city and
> country to country, but even with all the necessary variations the central
> lines of the strategy will be the same.
>
>
> Truth 6. We know all we need to know about both (a) the sticks
> (economic, regulatory and other instruments to reduce, sequester and
> control
> traffic, etc.) and (b) the carrots (all those other ways of getting around
> which need in each case to be woven into a mobility system of
> affordability,
> enhanced life quality and choice).
>
>
> Truth 7. When you reduce VKT/VMT notably and rapidly through
> the
> best available means and proven strategies, here are the main benefits
> a. You help save the planet: through resource savings and GHG and
> related emissions reductions
> b. You proportionally reduce today's crushing dependence of imported
> fossil fuels
>
> And in order to achieve these ambitious - but completely doable - goals,
> you
> have to open up more choices and better and fairer mobility for all those
> in
> and around our cities who are at present NOT well served by the old (20th
> century dominant) own-car, no-choice pattern (bearing in mind that this is
> a majority of all citizens).
>
> Conclusion: You can't do it with the carrots. And you can't do it without
> the sticks. We know what they are, so what is hold us back?
>
> Your turn:
>
> Eric Britton
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
>
--
Cornie Huizenga
Joint Convener
Partnership on Sustainable, Low Carbon Transport
Mobile: +86 13901949332
cornie.huizenga@slocatpartnership.org
www.slocat.net
From edelman at greenidea.eu Fri Feb 25 17:43:13 2011
From: edelman at greenidea.eu (Todd Edelman)
Date: Fri, 25 Feb 2011 09:43:13 +0100
Subject: [sustran] Re: The Seven Simple Truths of Sustainable Mobility (Come
argue with me)
In-Reply-To: <013c01cbd4c4$bb0d4a40$3127dec0$@britton@ecoplan.org>
References: <013c01cbd4c4$bb0d4a40$3127dec0$@britton@ecoplan.org>
Message-ID: <4D676BA1.2010400@greenidea.eu>
Hi Eric,
This is great, but for Truth 7 I would insert, before* the current
points, something like:
a) Happy, social, integrated, respectful communities
b) Safe, quiet, good-smelling neighbourhoods
*A lot of people still do not believe that humans are causing global
warming (tough beans) and related/more importantly the "green" thing is
over-rated and over-used as a hook for New Mobility. Also most people
don't care about where their oil comes from. Sure the following points
are acceptable but who is this Seven Simple Truths list for? The
public... or policy makers? They have many of the same priorities in
relation to the points I suggest but policy makers also have to meet
various environmental goals but to do it effectively get their
constituents to help using a different angle (e.g. 1% of the 40-odd% of
the people in Copenhagen cycle because it is "green", most do some
because of relatively well-applied sticks and carrots).
- T
On 25/02/11 09:19, eric britton wrote:
> The Seven Simple Truths of Sustainable Mobility (Come argue with me)
>
> Sometimes in life things can be simple. Let's look at one case.
>
> One of the problems with the hard up-hill fight for "sustainable transport"
> in cities and countries around the world is that so far everyone seems to
> have a different definition and a different agenda. True, there are an
> enormous range of interests and concerns. Among them such important things
> as :improving conditions for pedestrians and cycles, car access and parking
> control, more ridesharing, carsharing, taxisharing, more flexible and
> responsive public transport services, strategic deployment of economic
> instruments (to reflect full social costs), BRT, congestion charging, speed
> reductions, etc. The long list goes on.
>
> And at the same time there are all those other measures and approaches which
> claim to fly under the banner of sustainability but which in our view need
> to be put to tougher and more public tests. Many of these last call for
> very large investments of taxpayer money or property, and often considerable
> lag times before bringing even those benefits to the streets of our cities
> or indeed the planet.
>
> So we really do need a unifying strategy.
>
> And if you look hard enough, you will see that there is only one
> overarching strategy that will do the job. It works like this:
>
> Truth 1. You can't have a sustainable planet without sustainable
> cities
>
>
> Truth 2. Nor sustainable cities without sustainable mobility
>
>
> Truth 3. The key to sustainable mobility is to ensure that every
> step, every project, every investment you take will end up by reducing motor
> vehicle miles or kilometers (VMT, VKT) travelled both in that place and
> overall.
>
>
> Truth 4. Moreover these reductions have to be achieved
> strategically, quickly and at scale. (Otherwise it fails the responsibility
> test.)
>
>
> Truth 5. The policy response involves a strategic combination of
> carrots and sticks, which will of course be different from city to city and
> country to country, but even with all the necessary variations the central
> lines of the strategy will be the same.
>
>
> Truth 6. We know all we need to know about both (a) the sticks
> (economic, regulatory and other instruments to reduce, sequester and control
> traffic, etc.) and (b) the carrots (all those other ways of getting around
> which need in each case to be woven into a mobility system of affordability,
> enhanced life quality and choice).
>
>
> Truth 7. When you reduce VKT/VMT notably and rapidly through the
> best available means and proven strategies, here are the main benefits
> a. You help save the planet: through resource savings and GHG and
> related emissions reductions
> b. You proportionally reduce today's crushing dependence of imported
> fossil fuels
>
> And in order to achieve these ambitious - but completely doable - goals, you
> have to open up more choices and better and fairer mobility for all those in
> and around our cities who are at present NOT well served by the old (20th
> century dominant) own-car, no-choice pattern (bearing in mind that this is
> a majority of all citizens).
>
> Conclusion: You can't do it with the carrots. And you can't do it without
> the sticks. We know what they are, so what is hold us back?
>
> Your turn:
>
> Eric Britton
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South').
>
--
Todd Edelman
Green Idea Factory,
a member of the OPENbike team
Mobile: ++49(0)162 814 4081
edelman@greenidea.eu
www.greenidea.eu
todd@openbike.se
www.openbike.se
Skype: toddedelman
Urbanstr. 45
10967 Berlin
Germany
***
OPENbike - Share the Perfect Fit!
From schipper at berkeley.edu Fri Feb 25 10:24:10 2011
From: schipper at berkeley.edu (Lee Schipper)
Date: Thu, 24 Feb 2011 17:24:10 -0800
Subject: [sustran] Re: the $1.45bn Metro Line 1 project in Panama city
In-Reply-To: <02c101cbd440$d7da6240$878f26c0$@britton@ecoplan.org>
References: <4D665B61.9040504@greenidea.eu>
<02c101cbd440$d7da6240$878f26c0$@britton@ecoplan.org>
Message-ID: <66C3E38F-C909-40FF-898E-2DAC1ECD541E@berkeley.edu>
Yep. But is fuel for cars priced to reflect the huge cost of alternative mobility? Nope. Here we go again score one for cars and small mini buses(colectivos or diablos rojos) little for ordinary people and a big minus for OPM (other people's money)
And all the years the travel survey in panama was kept secret!
Lee Schipper
Global Met Studies UC Berkeley
Precourt En Eff Center Stanford
On Feb 24, 2011, at 8:35, eric britton wrote:
> That works out to something rather more than a thousand dollars a
> centimeter. You could do some interesting things to transport 15,000, even
> 40,000 people to where they really want to go (as opposed ot where the metro
> wants to take them) with that kind of money.
>
> It always gets back to Henry Ford's comment, that thinking is the hardest
> kind of work he knew, and that he figured was why people did so little of
> it.
>
> Eric Britton
>
>
>
> ---
>
> Construction Commences on Panama Metro
> http://www.railway-technology.com/news/news111228.html?WT.mc_id=DN_News
>
> A consortium led by FCC has commenced construction work on the $1.45bn Metro
> Line 1 project in Panama city in the Republic of Panama.
>
> The metro will eventually cover 14km with 11 stations, some of which will be
> above ground.
>
> Aside from FCC, the consortium includes the Brazilian firm Norberto
> Odebrecht and Alstom Group.
>
> Line 1 of the metro will run from the national bus terminal at Albrook to
> Los Andes in the north of the city, and will stretch north to south, linking
> the city centre with the suburbs in the east.
>
> The new mass transit system, considered to be the first in Central America,
> will have capacity for 15,000 passengers per hour each way in its initial
> phase, and is estimated to increase to 40,000 each way by 2035.
>
> The line will be automated, driverless, with detection and tracking systems
> for trains at intervals of 90 seconds and 75 seconds.
>
> The stations on Panama Metro Line 1 will be two termini (one definitive, the
> other provisional), three will offer transfers to other modes of transport
> and future Metro lines, while six intermediate stations will have platforms
> of up to 93m in length.
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> 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 ianenvironmental at googlemail.com Sat Feb 26 00:49:28 2011
From: ianenvironmental at googlemail.com (Ian Perry)
Date: Fri, 25 Feb 2011 15:49:28 +0000
Subject: [sustran] Re: The Seven Simple Truths of Sustainable Mobility (Come
argue with me)
In-Reply-To: <-1524122396263104259@unknownmsgid>
References: <-1524122396263104259@unknownmsgid>
Message-ID:
Hi All,
Truth 1. *You can't have a sustainable planet without
sustainable cities - perhaps it is society rather than the planet that needs
sustainable cities?* Sustainable cities also need sustainable rural areas
to "feed" them...
Truth 3. Perhaps it should be added that happy citizens are not spending
time travelling, therefore rather than talk of distances (trains can cover
distances quickly), we should be talking about travel time (in all
conditions)?
Truth 6. *We know all we need to know about both (a) the
sticks (economic, regulatory and other instruments to reduce, sequester and
control traffic, etc.) and (b) the carrots (all those other ways of getting
around which need in each case to be woven into a mobility system of
affordability, enhanced life quality and choice).*
I'm very vary of sticks - because the car lobby always seems to have bigger
sticks... In the UK we hear about "The War on Motorists", yet the reality
is that motoring is more subsidised and accessible than ever.. The more
motorists are fined, the more entrenched they become. Do they set off to
park illegally or to access a destination? The illegally parked motorist
found illegally parking (and the risk of a fine) met their requirements
(wants/needs) better than the alternatives... So why are the alternative
systems/transport modes failing to meet needs?
*I'm with Todd on removing the "green" arguments from new mobility. It is a
losing argument, there are parallels and these show us that 40 years from
now, if we continue to talk climate change, we will not have progressed...
*
*
*
*The only truth we need to concentrate on is that we need to think of a new,
complete system that meets the needs and wants of all citizens better than
the present, dangerous, dirty, inconvenient systems we have - and how to
implement it so it runs along the existing system, until eventually
replacing it.*
Ian
>
From edelman at greenidea.eu Sat Feb 26 01:08:53 2011
From: edelman at greenidea.eu (Todd Edelman)
Date: Fri, 25 Feb 2011 17:08:53 +0100
Subject: [sustran] Re: The Seven Simple Truths of Sustainable Mobility
(Come argue with me)
In-Reply-To:
References: <-1524122396263104259@unknownmsgid>
Message-ID: <4D67D415.2080807@greenidea.eu>
Hi,
On 25/02/11 16:49, Ian Perry wrote:
> [...]
> Truth 3. Perhaps it should be added that happy citizens are not spending
> time travelling, therefore rather than talk of distances (trains can cover
> distances quickly), we should be talking about travel time (in all
> conditions)?
DISTANCE, yes.
> Truth 6. *We know all we need to know about both (a) the
> [...]
> *I'm with Todd on removing the "green" arguments from new mobility. It is a
> losing argument, there are parallels and these show us that 40 years from
> now, if we continue to talk climate change, we will not have progressed...
I DON'T THINK they should be removed -- just made as "also's". Local
particulate emissions is something different than carbon emissions, and
I think a lot of people are actually semi-believers in human-influenced
climate change, so best not to push them too much.
- T
[...]
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South').
>
--
Todd Edelman
Green Idea Factory,
a member of the OPENbike team
Mobile: ++49(0)162 814 4081
edelman@greenidea.eu
www.greenidea.eu
todd@openbike.se
www.openbike.se
Skype: toddedelman
Urbanstr. 45
10967 Berlin
Germany
***
OPENbike - Share the Perfect Fit!
From eric.britton at ecoplan.org Sat Feb 26 02:03:39 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Fri, 25 Feb 2011 18:03:39 +0100
Subject: [sustran] The Seven Simple Truths of Sustainable Mobility: Part II
Message-ID: <039901cbd50d$f4c25a20$de470e60$@britton@ecoplan.org>
Dear Per,
This is a brilliant question (below) and I have posted it as a comment to
World Streets as well as here. And thanks, I am very happy to have my best
go at it, because you are getting right into the guts of the issues.
If you have just made me the mayor of Stockholm, Cairo, or Beijing, here is
how I would go about my job.
1. I would accept your expert recommendation and set a target to reduce
the number of households in the city proper by 50% in the next five years,
targeting 10% reductions already in 2012.
a. I would not present myself for reelection unless my targets are met
(or at least come very very close).
2. I would further mandate that this transfer will take place by choice,
a citizen's choice. That is to say, it's my job as mayor not only to cut
low occupancy own-car travel in our city, but also to provide "better than
own car" options for all. I am confident that by working with the best I can
achieve that and that in the process half the households in my city will
sell off that unnecessarily expensive car, save money, save hassles, and get
to where they want to go more quickly than if they hung on to their
elephant.
3. What this last (better than car) refers to is of course an integrated
cocktail of multiple modes and choices, and it is my job to make sure that
my cocktail is better, faster and cheaper than hanging on to your car (in
most cases).
4. Sticks: While on the one hand I will be making life just a bit more
constrained for car owner/drivers year by year (fair enough since they in
the past have benefited from huge public subsidies for inefficient and
unfair use of the public infrastructure), my staff and I, together with a
wide range of transport providers and others concerned will use the full
available toolkit. My tools for doing this would include:
a. Steady transfer of street space to more space efficient modes
b. Full cost pricing for parking throughout the city, along with steady
cuts in on-street parking (in stages like the rest of course) as we transfer
that space to better uses.
c. For drivers travelling through the city center to get to their
destination, the first step will be to reduce the speed limit to 50 kph (30
mph) on the main axes, with aggressive enforcement by all available means.
d. I would also seriously consider enacting road user charges on these
through axes (though not using last generation technologies since things are
moving very fast in this area pushed by technology advances)
e. I would put an end to all road construction and widening, and use the
money allocated or planned for them for advancing the New Mobility Agenda in
my city.
5. I accept that I will have fierce and at time insulting resistance
from not only the car lobby and many local business people (at first, until
we have prove our approach is also good for business). I am prepared to
take that heat. But there will also be initial resistance from many honest
citizens who are car owner/drivers and have not only have become accustomed
to using their cars without constraint (Freie fahrt f?r freie buerger) and
have as a result organized their lives around their car. But these people
will be able to hold on to their cars if they deem them necessary, it is
just that the cost and time in transit will be gradually increased over the
five year transition phase. And in any event as the advantages of the new
arrangements become clear, many of them will buy into the new mobility for
reasons of their own.
6. And in parallel as we start to clear lanes and streets of their old
use patterns, we will be bringing in new modes and travel options that in
their totality prove a "better than car" transportation option for the city.
7. Then when I have been elected mayor again, I will start the whole
process over. After all, this is a democracy and the people voted for me to
do just that.
I realize that I have not responded to all your questions Per, but I would
hope that the above sketch would deal with the highlights ? at least as I
see them.
Vote for Britton.
On Behalf Of per.schillander@trafikverket.se
Sent: Friday, 25 February, 2011 12:06
Eric,
Yes, I agree, these are seven simple truths, worth repeating. But
maybe
they are so simple they?re not useful in the ?old mobility reality?? Let me
pick an example (exception) for Truth number 3:
Suppose you have a city, crowded with cars. How big proportion of the
cars/VKT could remain in a future? 80, 50, 30 or zero per cent? Since the
car have so many advantages zero is less plausible. Let us aim at 50 %,
close to many calculations and visions. Suppose this city also have a large
proportion (20 %) of traffic going through the city center. It?s easy to see
the use of a new road ?going pass? the city and many politicians may strive
for that. Even in the future picture with 50 % less car traffic this new
road may fit and make a good ?net value for money?. The new pass-by road
could ease the crowded city center and create new capacity, but also for PT
and bikes. Isolated the road is bad, but in the future vision it make sense.
This is not unusual, in fact a standard wish/demand from city councils
today. As I try to sketch it could be wise to build a new road, with
(limited) increased capacity IF (and only if) it fits into a plan for new
mobility and rebuilding a city center. I believe there are many examples of
this kind of city shaping in our part of the world. The hard task is, as I
see it, to sketch a sensible picture of the future city, relate it to the
demands of today and make the politicians understand it. What could be built
and what should not?
Best Regards
Per Schillander
National expert
Car-Sharing/Car-Clubs and Car-Pooling/Ride-Sharing
Direct: +46-31-63 52 28
Mobile: +46-70-658 52 28
Swedish Transport Administration
405 33 Gothenburg, Sweden
From er at bajoencarbono.com Sat Feb 26 02:33:50 2011
From: er at bajoencarbono.com (Enrique Rebolledo)
Date: Fri, 25 Feb 2011 12:33:50 -0500
Subject: [sustran] Re: The Seven Simple Truths of Sustainable Mobility (Come
argue with me)
In-Reply-To: <4D67D415.2080807@greenidea.eu>
References: <-1524122396263104259@unknownmsgid>
<4D67D415.2080807@greenidea.eu>
Message-ID:
Great points, but I'm not sure this seven truths apply to all
countries, particularly when it comes to the following:
1. "Imported fossil fuels". many countries, and the industries they
rely on now, will be, at least partially, the promoters of innovative
methods to get the technology we need, being that based on fossil
fuels (imported or not) or renewable energy. Of course this has to be
taken into account with any changes in relative prices of transport
and ownership of transport means.
2. When talking with many stake holders and policy makers,
particularly in Latin America, their main concern is time saving, due
to the loss of productivity these countries experience in having
people to spend more than 4 hours in getting to work (back and forth).
Of course, the saved emissions are also important, but at this point
they are more on the political side, and don't really mobilize
decisions. Perhaps with credited NAMAs we could see a switch from this
in the future.
My two cents.
Enrique
On Fri, Feb 25, 2011 at 11:08 AM, Todd Edelman wrote:
> Hi,
>
> On 25/02/11 16:49, Ian Perry wrote:
>> [...]
>> Truth 3. Perhaps it should be added that happy citizens are not spending
>> time travelling, therefore rather than talk of distances (trains can cover
>> distances quickly), we should be talking about travel time (in all
>> conditions)?
> DISTANCE, yes.
>> Truth 6. ? ? ? ? ? ? *We know all we need to know about both (a) the
>> [...]
>> *I'm with Todd on removing the "green" arguments from new mobility. ?It is a
>> losing argument, there are parallels and these show us that 40 years from
>> now, if we continue to talk climate change, we will not have progressed...
> I DON'T THINK they should be removed -- just made as "also's". Local
> particulate emissions is something different than carbon emissions, and
> I think a lot of people are actually semi-believers in human-influenced
> climate change, so best not to push them too much.
>
> - T
>
> [...]
>>
>> --------------------------------------------------------
>> To search the archives of sustran-discuss visit
>> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>>
>> --------------------------------------------------------
>> If you get sustran-discuss 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.
>>
>> ================================================================
>> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South').
>>
>
>
> --
>
> Todd Edelman
> Green Idea Factory,
> a member of the OPENbike team
>
> Mobile: ++49(0)162 814 4081
>
> edelman@greenidea.eu
> www.greenidea.eu
> todd@openbike.se
> www.openbike.se
>
> Skype: toddedelman
>
> Urbanstr. 45
> 10967 Berlin
> Germany
>
> ***
>
> OPENbike - Share the Perfect Fit!
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> 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 Sat Feb 26 02:46:44 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Fri, 25 Feb 2011 18:46:44 +0100
Subject: [sustran] Re: [NewMobilityCafe] The Seven Simple Truths of
Sustainable Mobility: Part II
In-Reply-To: <18054.13500.qm@web32008.mail.mud.yahoo.com>
References: <035c01cbd50b$1c0c5d40$542517c0$@britton@ecoplan.org>
<18054.13500.qm@web32008.mail.mud.yahoo.com>
Message-ID: <03c101cbd513$fa9d9f80$efd8de80$@britton@ecoplan.org>
Richard wrote: I would accept your expert recommendation and set a target
to reduce the number of households in the city proper by 50% in the next
five years, targeting 10% reductions already in 2012.
Reducing the size of the center city, in most places, contributes to sprawl
and increases VMT.
Oops oops and thank you Richard. That was supposed to read:
" I would accept your expert recommendation and set a target to reduce the
number of car owning households in the city proper voluntarily by 50% in the
next five years, targeting the first 10% reductions already in 2012."
From patwardhan.sujit at gmail.com Sat Feb 26 14:46:35 2011
From: patwardhan.sujit at gmail.com (Sujit Patwardhan)
Date: Sat, 26 Feb 2011 11:16:35 +0530
Subject: [sustran] Cycling and Heart Attacks - What did the Lancet Artcle
really say?????????????
In-Reply-To:
References:
Message-ID:
*Cycling and Heart Attacks*
1)
from *The Hindu*
http://www.thehindu.com/health/policy-and-issues/article1486872.ece
2)
>From the *Times of India*
http://timesofindia.indiatimes.com/home/science/Danger-is-in-the-air-Cycling-biggest-trigger-of-heart-attack/articleshow/7567656.cms
3)
>From *Reuters*
http://uk.reuters.com/article/2011/02/24/us-heart-air-pollution-idUKTRE71N05920110224
Appears to be from the same report but the slant and content of the second
report (from the Time of India) paints cycling as the biggest villain
wheareas the first report from the Hindu, doesn't even mention cycling. The
report from Reuters in fact says in its concluding para:-
"If someone wants to avoid a heart attack they should focus on not smoking,
exercising, eating a healthy diet and maintaining their ideal
weight."...(notice, :No mention of Bicycles )
What does the Lancet article really say?
http://www.thelancet.com/
The original article is here:-
http://www.thelancet.com/journals/lancet/article/PIIS0140-6736%2810%2962296-9/fulltext
... and also reproduced here:--
4)
from *the Lancet* (The Original Article)
http://www.thelancet.com/journals/lancet/article/PIIS0140-6736%2810%2962296-9/fulltext
*Public health importance of triggers of myocardial infarction: a
comparative risk assessment*
Dr Tim S NawrotPhD
Laura
PerezPhD,
Prof Nino
K?nzliMD,
Elke
MuntersMD,
Prof Benoit
NemeryMD
The Lancet, Volume 377, Issue
9767,
Pages 732 - 740, 26 February 2011
|Next Article
>
doi:10.1016/S0140-6736(10)62296-9[image:
http://www.thelancet.com/images/clear.gif]Cite
or Link Using DOI
Published Online: 24 February 2011
Original Text
*SUMMARY*
*
*
*Background*
Acute myocardial infarction is triggered by various factors, such as
physical exertion, stressful events, heavy meals, or increases in air
pollution. However, the importance and relevance of each trigger are
uncertain. We compared triggers of myocardial infarction at an individual
and population level.
*Methods*
We searched PubMed and the Web of Science citation databases to identify
studies of triggers of non-fatal myocardial infarction to calculate
population attributable fractions (PAF). When feasible, we did a
meta-regression analysis for studies of the same trigger.
*Findings*
Of the epidemiologic studies reviewed, 36 provided sufficient details to be
considered. In the studied populations, the exposure prevalence for triggers
in the relevant control time window ranged from 0?04% for cocaine use to
100% for air pollution. The reported odds ratios (OR) ranged from 1?05 to
23?7. Ranking triggers from the highest to the lowest OR resulted in the
following order: use of cocaine, heavy meal, smoking of marijuana, negative
emotions, physical exertion, positive emotions, anger, sexual activity,
traffic exposure, respiratory infections, coffee consumption, air pollution
(based on a difference of 30 ?g/m3 in particulate matter with a diameter <10
?m [PM10]). Taking into account the OR and the prevalences of exposure, the
highest PAF was estimated for traffic exposure (7?4%), followed by physical
exertion (6?2%), alcohol (5?0%), coffee (5?0%), a difference of 30 ?g/m3 in
PM10 (4?8%), negative emotions (3?9%), anger (3?1%), heavy meal (2?7%),
positive emotions (2?4%), sexual activity (2?2%), cocaine use (0?9%),
marijuana smoking (0?8%) and respiratory infections (0?6%).
*Interpretation*
In view of both the magnitude of the risk and the prevalence in the
population, air pollution is an important trigger of myocardial infarction,
it is of similar magnitude (PAF 5?7%) as other well accepted triggers such
as physical exertion, alcohol, and coffee. Our work shows that ever-present
small risks might have considerable public health relevance.
*Funding*
The research on air pollution and health at Hasselt University is supported
by a grant from the Flemish Scientific Fund (FWO, Krediet aan
navorsers/G.0873.11), tUL-impulse financing, and bijzonder onderzoeksfonds
(BOF) and at the Katholieke Universiteit Leuven by the sustainable
development programme of BELSPO (Belgian Science Policy).
-------------------------------------------------------------------------------(ends)
--
--------------------------------------------------------------------
*?..each million we invest into urban motorways is an investment
to destroy the city?*
Mayor Hans Joachim Vogel
Munich 1970
--------------------------------------------------------------------
Sujit Patwardhan
patwardhan.sujit@gmail.com
sujit@parisar.org
------------------------------------------------------------------------------------
Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India
Tel: +91 20 25537955
Cell: +91 98220 26627
------------------------------------------------------------------------------------
Parisar: www.parisar.org
------------------------------------------------------------------------------------
--
--------------------------------------------------------------------
*?..each million we invest into urban motorways is an investment
to destroy the city?*
Mayor Hans Joachim Vogel
Munich 1970
--------------------------------------------------------------------
Sujit Patwardhan
patwardhan.sujit@gmail.com
sujit@parisar.org
------------------------------------------------------------------------------------
Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India
Tel: +91 20 25537955
Cell: +91 98220 26627
------------------------------------------------------------------------------------
Parisar: www.parisar.org
------------------------------------------------------------------------------------
From eric.britton at ecoplan.org Sat Feb 26 19:14:27 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Sat, 26 Feb 2011 11:14:27 +0100
Subject: [sustran] The Seven Simple Truths of Sustainable Mobility (Come argue
with me)
Message-ID: <00f901cbd59d$f5ce7080$e16b5180$@britton@ecoplan.org>
>From Paul Minett, to World Streets. Submitted on 2011/02/26 at 03:24
Okay, I will argue with you, if it pleases you, Eric.
One the whole a great start for a discussion. Except for Truth 3, where VT
(vehicle trips) are probably a more important metric than VMT or VKT, and
Truth 6, where you suggest that we know everything need to know, which might
be correct in a 'technology' sense but is clearly not the case in a
behavioural and decision-making sense.
Why VT? We should break 'unsustainable transport' into two parts: the use of
vehicles during off-peak, non-congested times; and the use of vehicles
during peak, congested periods. The amount of externalities that an
incremental trip causes in each of these two different parts are
significantly different. Cutting out three short trips (low VMT) during peak
might be as effective as cutting one long one (high VMT) off peak. Reducing
the mulitiple impacts of congestion is more about getting the vehicle count
(VT) reduced, than it is about reducing the amount of distance travelled.
What about the 'everything is known' mantra? I suggest this is one of the
biggest hurdles to making progress. If we would just stop believing this for
a moment, perhaps we would start to define the sort of applied research that
would help us reach a target. In fact, if we got around to setting some
targets, and really worked towards achieving them, we might also be much
better off.
Having just begun marketing to actual commuters the concept of 'express
carpooling' (see http://www.raspberryexpress.com) I can say that I think the
most challenging thing we do not know is how to communicate with potential
users. We can define the functionality of a new system, but do we a) really
know commuters would use it, and b) know how to get into the commuters'
heads so that they are even aware of the new alternative? (By the way, if
anyone has suggestions for me about this, I am open to hearing them).
Kind regards from Auckland, New Zealand.
Paul Minett
From eric.britton at ecoplan.org Sat Feb 26 19:24:42 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Sat, 26 Feb 2011 11:24:42 +0100
Subject: [sustran] The Seven Simple Truths of Sustainable Mobility (Come argue
with me)"
In-Reply-To:
References:
Message-ID: <010701cbd59f$68982970$39c87c50$@britton@ecoplan.org>
Thanks Paul. I like your comments and your challenges very much. It is in
this way that we will be able to bring this far closer to the bone. A couple
of remarks in turn:
1. Is VM/KT the key? I really do feel it is, because as we reduce these
totals both locally and systemically, we in fact accomplish the rest -- but
only if the sticks are accompanied in a powerful and timely way by the
necessary and many carrots.
2. Enrique Rebolledo suggested yesterday that we also give attention to
offering modes and services that will reduce TMT (Trip Minutes Travelled).
I could not agree more, but I do not want to create too many levels of
complexity here (after all the title is something about a small number of
"simple truths" which when taken together can get us moving on a better path
for policy and practice in our challenging sector. And I really do believe
that if we dig far enough into our new transportation and policy philosophy
we will be cutting down TMT as well.
3. As to your point about the 'everything is known' mantra', once again I
agree with your caution but stick to my guns here. That is not to say that
we do not have plenty to learn, but good new mobility projects -- and your
work on Express Carpooling is right in the middle of this philosophy/policy
-- what is interesting about them is that in almost all cases you can look
around for best available experiences, query them closely, adapt for local
conditions, and off you go. Now in all cases these are services,
arrangements with an almost immediate feedback on performance, meaning that
you learn and adjust as you go along. (After all this is 2011 and we are on
the leading cusp of a century of logistics). That is harder to do when you
are working on a third massive ring road construction or a new metro project
that will come on line in only 15 or more years. Under the New Mobility
Agenda and this new wave of projects and services it is built on, we can
handle both learning and bad news, because when there is bad (or good) news
we have the huge advantage of getting it early. And time to adjust. But this
all presumes of course not only that we are responsible and brave, but also
able to learn.
Thanks so much Paul and believe me I await with real interest the next
generation of Express Carpooling projects (bearing in mind that a generation
now is 18 months, eh?)
Eric
From eric.britton at ecoplan.org Sun Feb 27 02:37:01 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Sat, 26 Feb 2011 18:37:01 +0100
Subject: [sustran] [World Streets] What do Tunisia, Egypt,
Libya and World Streets have in common?
Message-ID: <027c01cbd5db$c8eb77a0$5ac266e0$@britton@ecoplan.org>
WHAT DO TUNISIA, EGYPT, LIBYA AND WORLD STREETS HAVE IN COMMON?
Eric Britton, editor | 26 February 2011 at 17:04 | Categories: editorial,
media, paradigm change, social media | URL: http://wp.me/p1fsqb-i3
We try very hard to stay on topic in World Streets, not always easy since
our bailiwick is so vast. But there are times when, if we are to do our
self-assigned job, we need to look even broader yet.
One of the fundamental tenets of World Streets is that the decisions that in
the past have shaped the streets and mobility arrangements of our cities now
have to be sharply revised and brought into the realities of this very
different 21st century. In the past the shaping decisions and investments in
the sector were made in more or less closed committees manned (I chose my
word carefully) by a very narrow range of social-economic groups (mainly
more or less educated males, with secure jobs, fast cars and fat pensions).
With the utterly unsurprising results that the mobility system they ordered
up was the one that served them best: i.e., lots of roads for fast driving,
cheap gas, and plenty of free places to park. Bien s?r mon ami. [...]
Read more of this post: http://wp.me/p1fsqb-i3
From c_bradshaw at rogers.com Sun Feb 27 03:05:13 2011
From: c_bradshaw at rogers.com (Chris Bradshaw)
Date: Sat, 26 Feb 2011 13:05:13 -0500
Subject: [sustran] Re: The Seven Simple Truths of Sustainable Mobility
(Comeargue with me)
References: <-1524122396263104259@unknownmsgid>
Message-ID: <7594E498170A4B9AB63254F75A3B312D@acer6e40e97492>
Ian Perry:
> *The only truth we need to concentrate on is that we need to think of a
> new,
> complete system that meets the needs and wants of all citizens better than
> the present, dangerous, dirty, inconvenient systems we have - and how to
> implement it so it runs along the existing system, until eventually
> replacing it.*
Yes, the focus needs to be on transportation and the human 'needs' it meets.
Ian's point above that we need 'complete systems' is right on: the age of
the automobile has paralleled the dismantling of the sharing system of the
public realm. Transit is a nice complement to high-density areas, both
bringing an increase in intensity of human contacts to support the main goal
of people living in proximity to each other: maximize commerce, minimize
commotion (note the root part of the last word, implying the downside of
excessive motion: speed, numbers).
The car is the perfect complement to the age of self, where the individual
seeks to enhance his own environment and reduce his 'commerce' cost, at the
expense of the systems of safe public areas and space-efficient means of
movement. The car has not only brought sprawl that spreads people out and
reduces their potential for chance meetings, and has degraded the safety --
both traffic safety and eyes-on-the-street safety -- of those trying to
continue to use the walking/transit shared infrastructure.
A good example is the effort to increase the speed of cars. Short of
on-board computers to replace human driving, speed comes with a cost of
ever-increasing spacing between vehicles, for safety purposes. This means
that as speeds increase, there is less room for each vehicle. Congestion,
to put it in these terms, is nothing more than the number of 'participants'
overwhelming the buffer space associated with the 'design speed,' forcing
all to travel at a speed equal to the buffer space available at that moment.
When we share the costs of road expansion to overcome this, we are paying
for a private good (saving of time of a small number of individuals), rather
than a public good (the most reasonagle good for the maximum number of
people). Just the act of using a car vs. walking, cycling, or transit, is
for a private good: freedom from contact with others, as if that contact
were primarily detrimental. But we still don't know why people, seeking,
but not finding (at rush hour) the time savings, still contnue to attach
themselves to the very means that stands in the way of returing to a
low-cost, unsubsidized travel world of just a centuty ago.
What we are losing in our rejigged idea of transit -- rapid transit (vs.
subways) -- is that light rail and its sister, BRT, are designed to place
speed and distance of travel over support of higher densities. "Transit" is
supposed to be a shared-travel system that directly connects to the public
realm to support equally shared public and semi-public (workplaces and
retailing and community centres/place of worship). It can't do that while
being fast and having widely spaced stations serving low-density nodes.
Existing higher-density centres outside the core thend to be avoided by LR
and BRT, offering instead the opportunity -- at widely separated stations --
for a contrived form of density that must survive on peak-hours
foot-travellers just a few hours a day, unless they are also near the
intersection of major arterials, which mean they have to accommodate the
place-deadening parking lots that the driving public demands..
There seems to be no way to turn back the clock to a time before the
automobile arrived and began redefining what is valuable in daily human
existence. It is noteworthy that the societies that seem to be overtaking
America's and Europe's lead in innovation, capital accumulation, and even
education performance, are centred on cities that have retained the
pre-automobile shared-space system (until just recently trying to embrace
private-car ownership/worship.
Chris Bradshaw, Ottawa
From datar.ashok at gmail.com Sun Feb 27 16:07:05 2011
From: datar.ashok at gmail.com (ashok datar)
Date: Sun, 27 Feb 2011 12:37:05 +0530
Subject: [sustran] Re: [World Streets] What do Tunisia, Egypt,
Libya and World Streets have in common?
In-Reply-To: <-8672882236151403128@unknownmsgid>
References: <-8672882236151403128@unknownmsgid>
Message-ID:
a provocative large hoarding ostensibly put up in Mumbai exhorting the
finance minister ahead of the presentation of budget on 28th march says
MR Finance Minister
why cant we have more roads and
less road taxes ?
who is asking this and which interest group it represents
ashok datar
On Sat, Feb 26, 2011 at 11:07 PM, eric britton wrote:
> WHAT DO TUNISIA, EGYPT, LIBYA AND WORLD STREETS HAVE IN COMMON?
> Eric Britton, editor | 26 February 2011 at 17:04 | Categories: editorial,
> media, paradigm change, social media | URL: http://wp.me/p1fsqb-i3
>
> We try very hard to stay on topic in World Streets, not always easy since
> our bailiwick is so vast. But there are times when, if we are to do our
> self-assigned job, we need to look even broader yet.
>
> One of the fundamental tenets of World Streets is that the decisions that
> in
> the past have shaped the streets and mobility arrangements of our cities
> now
> have to be sharply revised and brought into the realities of this very
> different 21st century. In the past the shaping decisions and investments
> in
> the sector were made in more or less closed committees manned (I chose my
> word carefully) by a very narrow range of social-economic groups (mainly
> more or less educated males, with secure jobs, fast cars and fat pensions).
> With the utterly unsurprising results that the mobility system they
> ordered
> up was the one that served them best: i.e., lots of roads for fast driving,
> cheap gas, and plenty of free places to park. Bien s?r mon ami. [...]
>
> Read more of this post: http://wp.me/p1fsqb-i3
>
>
>
>
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
>
--
Ashok R.Datar
Mumbai Environmental Social Network
20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016
98676 65107/0222 444 9212 see our website : www.mesn.org
* I hear, then I forget. I see, then I remember. I do, then I understand.*
From patwardhan.sujit at gmail.com Sun Feb 27 17:00:15 2011
From: patwardhan.sujit at gmail.com (Sujit Patwardhan)
Date: Sun, 27 Feb 2011 13:30:15 +0530
Subject: [sustran] Re: [World Streets] What do Tunisia, Egypt,
Libya and World Streets have in common?
In-Reply-To:
References: <-8672882236151403128@unknownmsgid>
Message-ID:
Dear Ashok,
We should actually send a letter to the Finance Minister and ask if Mr
Finance Minister is going to listen to such "shameless" appeals made on
behalf of a tiny minority or going to do more for the majority who are
crying for mobility, accessibility and bearable quality of Public Transport,
and NMT facilities in our cities that have for too long been dominated by
the automobile?
--
Sujit
On Sun, Feb 27, 2011 at 12:37 PM, ashok datar wrote:
> a provocative large hoarding ostensibly put up in Mumbai exhorting the
> finance minister ahead of the presentation of budget on 28th march says
>
> MR Finance Minister
> why cant we have more roads and
> less road taxes ?
>
> who is asking this and which interest group it represents
> ashok datar
>
> On Sat, Feb 26, 2011 at 11:07 PM, eric britton >wrote:
>
> > WHAT DO TUNISIA, EGYPT, LIBYA AND WORLD STREETS HAVE IN COMMON?
> > Eric Britton, editor | 26 February 2011 at 17:04 | Categories: editorial,
> > media, paradigm change, social media | URL: http://wp.me/p1fsqb-i3
> >
> > We try very hard to stay on topic in World Streets, not always easy since
> > our bailiwick is so vast. But there are times when, if we are to do our
> > self-assigned job, we need to look even broader yet.
> >
> > One of the fundamental tenets of World Streets is that the decisions that
> > in
> > the past have shaped the streets and mobility arrangements of our cities
> > now
> > have to be sharply revised and brought into the realities of this very
> > different 21st century. In the past the shaping decisions and investments
> > in
> > the sector were made in more or less closed committees manned (I chose my
> > word carefully) by a very narrow range of social-economic groups (mainly
> > more or less educated males, with secure jobs, fast cars and fat
> pensions).
> > With the utterly unsurprising results that the mobility system they
> > ordered
> > up was the one that served them best: i.e., lots of roads for fast
> driving,
> > cheap gas, and plenty of free places to park. Bien s?r mon ami. [...]
> >
> > Read more of this post: http://wp.me/p1fsqb-i3
> >
> >
> >
> >
> > --------------------------------------------------------
> > To search the archives of sustran-discuss visit
> > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
> >
> > --------------------------------------------------------
> > If you get sustran-discuss 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.
> >
> > ================================================================
> > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> > equitable and sustainable transport with a focus on developing countries
> > (the 'Global South').
> >
>
>
>
> --
> Ashok R.Datar
> Mumbai Environmental Social Network
> 20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016
> 98676 65107/0222 444 9212 see our website : www.mesn.org
>
> * I hear, then I forget. I see, then I remember. I do, then I understand.*
> --------------------------------------------------------
> To search the archives of sustran-discuss visit
> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss
>
> --------------------------------------------------------
> If you get sustran-discuss 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.
>
> ================================================================
> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred,
> equitable and sustainable transport with a focus on developing countries
> (the 'Global South').
>
--
--------------------------------------------------------------------
*?..each million we invest into urban motorways is an investment
to destroy the city?*
Mayor Hans Joachim Vogel
Munich 1970
--------------------------------------------------------------------
Sujit Patwardhan
patwardhan.sujit@gmail.com
sujit@parisar.org
------------------------------------------------------------------------------------
Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India
Tel: +91 20 25537955
Cell: +91 98220 26627
------------------------------------------------------------------------------------
Parisar: www.parisar.org
------------------------------------------------------------------------------------
From eric.britton at ecoplan.org Mon Feb 28 02:09:54 2011
From: eric.britton at ecoplan.org (eric britton)
Date: Sun, 27 Feb 2011 18:09:54 +0100
Subject: [sustran] parallel group page on Facebook - for comment
Message-ID: <04fe01cbd6a1$296d51a0$7c47f4e0$@britton@ecoplan.org>
As many of you are aware, I am forever on the lookout for the way to expand
the reach and depth of our group bringing in new people and groups sharing
our interests. With that in view I took a hack only today at seeing what
might come of creating a parallel group page on Facebook, which you can now
find in test form at Sustran Global South at
http://www.facebook.com/home.php?sk=group_114812801926302 . As I posted in
setting it up:
Here's the idea which I put before you for your comments and suggestions
this morning. If you go the Sustran-discuss group/forum at
http://groups.yahoo.com/group/sustran-discuss/, you will find a wonderful
collaborative platform for exchanging information, ideas and comments which
has been on line for peer exchanges in matters involving specifically
sustainable transport in the Global South for more than a dozen years now.
But as we have seen in our linking World Streets (www.WorldStreets.org) to a
parallel Facebook group at http://www.facebook.com/worldstreets, there is
good potential for creative interaction in the latter which increases both
the reach and the depth of the discussions. The W/S facebook page, for
example, currently brings in an additional 500-plus cogent minds to the
issues.
The theory is that you set it up, invite others who in your view share these
interest, and then just sit back and see what happens. And if after a couple
of weeks we find that it it's general mess and is not adding anything
useful, all it takes is one quick trip to Delete, and it is behind us. I
look forward to your reactions and ideas on this.
It's another approach, not for everyone that is for sure, but as I mentioned
there is scope for creative interaction and synergies. I have made an effort
to invite colleagues from Latin America, Africa, the Middle East as well as
Asia. Since we are still a minority no the transport policy scene, we need
all the allies and partners we can find. Have a look and tell me what you
think.
Eric Britton
From cornie.huizenga at slocatpartnership.org Mon Feb 28 10:32:17 2011
From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga)
Date: Mon, 28 Feb 2011 09:32:17 +0800
Subject: [sustran] Re: [World Streets] What do Tunisia, Egypt,
Libya and World Streets have in common?
In-Reply-To:
References: <-8672882236151403128@unknownmsgid>
Message-ID:
Dear Ashok,
Do you have a picture of the hoarding?
Cornie
On Sun, Feb 27, 2011 at 3:07 PM, ashok datar