From cornie.huizenga at slocatpartnership.org Mon Apr 2 10:34:40 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Mon, 2 Apr 2012 09:34:40 +0800 Subject: [sustran] Is Asia moving in the direction of restricting the use of private cars? Message-ID: Dear All, I came across the following news article on Viet Nam: Vietnamese *Deputy PM advocates restricted use of private vehicles* 15 Mar, 2012 Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic Safety Committee, on Thursday instructed the Ministries of Finance and Transport to submit a proposal that will restrict use of privately owned vehicles by increasing toll fee, in a move to restore more traffic order and safety in Ho Chi Minh City. On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang and representatives from other relevant departments and ministries met with City leaders to find ways to improve traffic safety and curb congestion. http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html For me this fits in quite well with a recent insight that I had on the manner in which thinking on sustainable transport is developing in the Asian region. I see three main phases in the way that governments are approaching transport planning: (1) built your way out of construction - under this approach national and city governments resort to massive construction programs - e.g. the 6 ring roads in Beijing, (2) when the first approach does not solve congestion problems governments invest in massive expansion of public transport, (metro, BRT, etc) and put in place temporary restrictions on use of cars based on plate numbers, and (3) once the first two methods are not working consider limiting the growth of vehicles (e.g Shanghai and Beijing) or the use of vehicles through congestion charges, urban road tolling etc. My impression/expectation is that we will see more of the third approach in Asia in the coming years. It is interesting so far that it is governments who are in the lead on this and that this is not the result from extensive lobbying from international NGOs or development organizations who still are focused largely on phase 2 - the creation of alternative public and NMT transport infrastructure and services. What do you think? Cornie -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From jfdoulet at yahoo.com Mon Apr 2 16:27:27 2012 From: jfdoulet at yahoo.com (jfdoulet at yahoo.com) Date: Mon, 2 Apr 2012 07:27:27 +0000 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: References: Message-ID: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> Dear Cornie, I totally agree with you. Howerver, when looking at the rationale behind congestion charge options in emerging Asia, we see that what you call the third option/phase is being legitimized by the option/phase 2: local governments are thinking about restricting the use of cars when they consider that the public transport offer is good enough. In Vietnam, both Hanoi and Ho Chi Minh City have set up a plan to curb car use in the future: Hanoi, through higher parking fees and Ho Chi Minh City, through congestion charge. When you look into the agenda supporting those measures, you notice that both cities identify 2015 as a turning point, estimating that their public transport system will be good enough so that restricting car use will be legitimate. You can find more or less the same roadmap in other big Asian metropolis, like Jakarta. Indeed, it will make a real change if cities from emerging Asia could succeed in implementing transportation schemes that combine intelligently the three options/phases you are mentioning. The only city I know so far who did it is Shanghai. I am more skeptical about other cities. The pace of motorization is very fast all over emerging Asia and the political will to set up a comprehensive and strong urban transportation strategy doesn't seem to be very high. All the best, Jean-Francois Doulet, PhD Associate Professor, Paris Institute of Urban Planning Vice-director, Sino-French Center for Urban, Regional and Planning Studies +33615253328 -----Original Message----- From: Cornie Huizenga Sender: sustran-discuss-bounces+jfdoulet=yahoo.com@list.jca.apc.org Date: Mon, 2 Apr 2012 09:34:40 To: Global 'South' Sustainable Transport Subject: [sustran] Is Asia moving in the direction of restricting the use of private cars? Dear All, I came across the following news article on Viet Nam: Vietnamese *Deputy PM advocates restricted use of private vehicles* 15 Mar, 2012 Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic Safety Committee, on Thursday instructed the Ministries of Finance and Transport to submit a proposal that will restrict use of privately owned vehicles by increasing toll fee, in a move to restore more traffic order and safety in Ho Chi Minh City. On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang and representatives from other relevant departments and ministries met with City leaders to find ways to improve traffic safety and curb congestion. http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html For me this fits in quite well with a recent insight that I had on the manner in which thinking on sustainable transport is developing in the Asian region. I see three main phases in the way that governments are approaching transport planning: (1) built your way out of construction - under this approach national and city governments resort to massive construction programs - e.g. the 6 ring roads in Beijing, (2) when the first approach does not solve congestion problems governments invest in massive expansion of public transport, (metro, BRT, etc) and put in place temporary restrictions on use of cars based on plate numbers, and (3) once the first two methods are not working consider limiting the growth of vehicles (e.g Shanghai and Beijing) or the use of vehicles through congestion charges, urban road tolling etc. My impression/expectation is that we will see more of the third approach in Asia in the coming years. It is interesting so far that it is governments who are in the lead on this and that this is not the result from extensive lobbying from international NGOs or development organizations who still are focused largely on phase 2 - the creation of alternative public and NMT transport infrastructure and services. What do you think? Cornie -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss ================================================================ 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 operations at velomondial.net Mon Apr 2 16:59:33 2012 From: operations at velomondial.net (Pascal van den Noort) Date: Mon, 2 Apr 2012 09:59:33 +0200 Subject: [sustran] Pedestrianized City Centers In-Reply-To: References: Message-ID: <1F09217F-DB92-42B3-BF71-63549D2774A9@velomondial.net> Dear friends, The Authority of Central Amsterdam considers to pedestrianize vast parts of the Canal District of Amsterdam. Does anybody have examples of other city that have done this or are considering doing this? Greetings, Pascal J.W. van den Noort Executive Director Velo Mondial, A Micro Multi-National operations@velomondial.net +31206270675 landline +31627055688 mobile phone Velo Mondial's Blog Click above button once for information on urban mobility issues you always wanted to have On 2 apr. 2012, at 09:21, Cornie Huizenga wrote: > Hi Pascal, > > I would ask the question in English on Sustran - here in China we have a large number of cities with pedestrian streets but there is a difference I think with what you refer to which is basically an area with several streets which are pedestrianized. I do not have an overview which is why i suggest to ask the question to larger group. There might be people who have been collecting this. > > Cornie > > On Mon, Apr 2, 2012 at 3:10 PM, Pascal van den Noort wrote:Global 'South' Sustainable Transport > Cornie Huizenga > Joint Convener > Partnership on Sustainable, Low Carbon Transport > Mobile: +86 13901949332 > cornie.huizenga@slocatpartnership.org > www.slocat.net From cornie.huizenga at slocatpartnership.org Mon Apr 2 17:12:44 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Mon, 2 Apr 2012 16:12:44 +0800 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> Message-ID: Dear Jean-Francois, Of course transport policy will be a combination of objectives. However what I was trying to describe is a new development that it is the policy/decision makers, sometimes as the national level but often at the local level, who come to the insight that step 1 and 2 is not able to ensure that cities are functioning smoothly and that more radical measures are required. I have some problems with the way that you are describing the situation in Ho Chi Minh City: "*both cities identify 2015 as a turning point, estimating that their public transport system will be good enough so that restricting car use will be legitimate (emphasis added)". *This still implies somehow that additional public transport is an alternative to private mobility. Examples of Beijing and Mexico city, where there has been substantial expansion in public transport in recent years, had very large growth figures in private transport (Beijing 700,000 cars in 2010, before they put in place a quota of 240,000 per year in 2011, and about 500,000 in Mexico city in 2010) show that it is a fallacy that you can build enough pubic transport capacity quickly enough to provide a convincing alternative to private motorization. The example of Shanghai (and Singapore for that matter) shows that you it pays off to start early with phase 3 and put this in place simultaneously with phase 2. Once the genie is out of the bottle and the cars are on the road it will be very hard to get them under control. I agree that the change that I talk about is still in its infancy but it is fascinating to see the growing number of news items coming up, also in the Indian press about decision makers saying things on controlling private motorization which a number of years were impossible. Last week we had an event in New York at the UN on sustainable transport with NGOs, MDB, EU, USA and Indonesia. Guess who was the most vocal in calling for radical solutions: "we should not build more highways and we should control the number of cars", yes, it was the Assistant Minister for Environment from Indonesia. Change is in the air and we should cultivate it. Cornie On Mon, Apr 2, 2012 at 3:27 PM, wrote: > Dear Cornie, > > I totally agree with you. Howerver, when looking at the rationale behind > congestion charge options in emerging Asia, we see that what you call the > third option/phase is being legitimized by the option/phase 2: local > governments are thinking about restricting the use of cars when they > consider that the public transport offer is good enough. > > In Vietnam, both Hanoi and Ho Chi Minh City have set up a plan to curb car > use in the future: Hanoi, through higher parking fees and Ho Chi Minh City, > through congestion charge. When you look into the agenda supporting those > measures, you notice that both cities identify 2015 as a turning point, > estimating that their public transport system will be good enough so that > restricting car use will be legitimate. You can find more or less the same > roadmap in other big Asian metropolis, like Jakarta. > > Indeed, it will make a real change if cities from emerging Asia could > succeed in implementing transportation schemes that combine intelligently > the three options/phases you are mentioning. The only city I know so far > who did it is Shanghai. I am more skeptical about other cities. The pace of > motorization is very fast all over emerging Asia and the political will to > set up a comprehensive and strong urban transportation strategy doesn't > seem to be very high. > > All the best, > > Jean-Francois Doulet, PhD > Associate Professor, Paris Institute of Urban Planning > Vice-director, Sino-French Center for Urban, Regional and Planning Studies > +33615253328 > -----Original Message----- > From: Cornie Huizenga > Sender: sustran-discuss-bounces+jfdoulet=yahoo.com@list.jca.apc.org > Date: Mon, 2 Apr 2012 09:34:40 > To: Global 'South' Sustainable Transport > Subject: [sustran] Is Asia moving in the direction of restricting the use > of > private cars? > > Dear All, > > I came across the following news article on Viet Nam: > > Vietnamese *Deputy PM advocates restricted use of private vehicles* > 15 Mar, 2012 > Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic > Safety Committee, on Thursday instructed the Ministries of Finance and > Transport to submit a proposal that will restrict use of privately owned > vehicles by increasing toll fee, in a move to restore more traffic order > and safety in Ho Chi Minh City. > On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang > and representatives from other relevant departments and ministries met with > City leaders to find ways to improve traffic safety and curb congestion. > > http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html > > For me this fits in quite well with a recent insight that I had on the > manner in which thinking on sustainable transport is developing in the > Asian region. I see three main phases in the way that governments are > approaching transport planning: (1) built your way out of construction - > under this approach national and city governments resort to massive > construction programs - e.g. the 6 ring roads in Beijing, (2) when the > first approach does not solve congestion problems governments invest in > massive expansion of public transport, (metro, BRT, etc) and put in place > temporary restrictions on use of cars based on plate numbers, and (3) once > the first two methods are not working consider limiting the growth of > vehicles (e.g Shanghai and Beijing) or the use of vehicles through > congestion charges, urban road tolling etc. My impression/expectation is > that we will see more of the third approach in Asia in the coming years. > It is interesting so far that it is governments who are in the lead on this > and that this is not the result from extensive lobbying from international > NGOs or development organizations who still are focused largely on phase 2 > - the creation of alternative public and NMT transport infrastructure and > services. > > What do you think? > > Cornie > > > -- > Cornie Huizenga > Joint Convener > Partnership on Sustainable, Low Carbon Transport > Mobile: +86 13901949332 > cornie.huizenga@slocatpartnership.org > www.slocat.net > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 manfred.breithaupt at giz.de Mon Apr 2 14:05:44 2012 From: manfred.breithaupt at giz.de (Breithaupt, Manfred GIZ) Date: Mon, 2 Apr 2012 05:05:44 +0000 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: References: Message-ID: <1180C3084654184F8C678F8072380DA6AD3B82@DAGNODE9.giz.de> Thks, Cornie! 2 and 3 , push and pull, PT and nmt improvements in combination with a wide set of TDM measures are required and need to go hand in hand. The extent and depth on what needs to be done reg TDM measures will vary from city to city. In HCMC measures under 2 (below) have not yet been fully implememented. Therefore the impact so far is marginal. With best regards, Manfred ***************************************************************************** Manfred Breithaupt Deutsche Gesellschaft f?r Internationale Zusammenarbeit (GIZ) GmbH Transport and Mobility Division 44 - Water, Energy, Transport P.O. Box 5180 65726 Eschborn Tel. + 49 6196 79-1357 Fax + 49 6196 79-80 1357 Email: manfred.breithaupt@giz.de http://www.gtz.de/transport Sustainable Urban Transport Website: http://www.sutp.org Skype: manfredbreithaupt ***************************************************************************** -----Original Message----- From: sustran-discuss-bounces+manfred.breithaupt=gtz.de@list.jca.apc.org [mailto:sustran-discuss-bounces+manfred.breithaupt=gtz.de@list.jca.apc.org] On Behalf Of Cornie Huizenga Sent: Monday, April 02, 2012 3:35 AM To: Global 'South' Sustainable Transport Subject: [sustran] Is Asia moving in the direction of restricting the use of private cars? Dear All, I came across the following news article on Viet Nam: Vietnamese *Deputy PM advocates restricted use of private vehicles* 15 Mar, 2012 Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic Safety Committee, on Thursday instructed the Ministries of Finance and Transport to submit a proposal that will restrict use of privately owned vehicles by increasing toll fee, in a move to restore more traffic order and safety in Ho Chi Minh City. On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang and representatives from other relevant departments and ministries met with City leaders to find ways to improve traffic safety and curb congestion. http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html For me this fits in quite well with a recent insight that I had on the manner in which thinking on sustainable transport is developing in the Asian region. I see three main phases in the way that governments are approaching transport planning: (1) built your way out of construction - under this approach national and city governments resort to massive construction programs - e.g. the 6 ring roads in Beijing, (2) when the first approach does not solve congestion problems governments invest in massive expansion of public transport, (metro, BRT, etc) and put in place temporary restrictions on use of cars based on plate numbers, and (3) once the first two methods are not working consider limiting the growth of vehicles (e.g Shanghai and Beijing) or the use of vehicles through congestion charges, urban road tolling etc. My impression/expectation is that we will see more of the third approach in Asia in the coming years. It is interesting so far that it is governments who are in the lead on this and that this is not the result from extensive lobbying from international NGOs or development organizations who still are focused largely on phase 2 - the creation of alternative public and NMT transport infrastructure and services. What do you think? Cornie -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). ________________________________ Deutsche Gesellschaft fuer Internationale Zusammenarbeit (GIZ) GmbH; Sitz der Gesellschaft Bonn und Eschborn/Registered Office Bonn and Eschborn; Germany; Registergericht/Registered at Amtsgericht Frankfurt am Main, Germany; Eintragungs-Nr./Registration no. HRB 12394; USt-IdNr./VAT ID no. DE 113891176; Vorsitzender des Aufsichtsrates/Chairman of the Supervisory Board: Hans-Juergen Beerfeltz, Staatssekretaer/State Secretary; Vorstandssprecher/Chairman of the Management Board: Dr. Bernd Eisenblaetter; Vorstand/Management Board: Dr. Christoph Beier, Adolf Kloke-Lesch, Tom Paetz, Dr. Sebastian Paust, Dr. Hans-Joachim Preuss, Prof. Dr. Juergen Wilhelm From shapshico at gmail.com Tue Apr 3 10:58:53 2012 From: shapshico at gmail.com (Gregorio Villacorta Alegria) Date: Mon, 2 Apr 2012 20:58:53 -0500 Subject: [sustran] Re: Rv: Edital do IPEA e Arquivos de Interesse - Rede PGV In-Reply-To: <1333418271.61446.YahooMailNeo@web29403.mail.ird.yahoo.com> References: <1333418271.61446.YahooMailNeo@web29403.mail.ird.yahoo.com> Message-ID: FYI > > ----- Mensaje reenviado ----- > *De:* Licinio Portugal > *Para:* Licinio Portugal > *Enviado:* Lunes, 2 de abril, 2012 19:02:39 > *Asunto:* Edital do IPEA e Arquivos de Interesse - Rede PGV > > Estimado (a) amigo (a), > > O Ipea lan?ou uma chamada p?blica para contratar consultores com doutorado > para escrever um estudo sobre transporte e mobilidade em regi?es > metropolitanas, oferecendo dois meses de bolsa. Infelizmente o prazo ? > curto: at? 09 de abril. Para mais informa??es, consultar os links a > seguir: > > > http://www.ipea.gov.br/portal/index.php?option=com_content&view=article&id=13580&catid=117&Itemid=5 > > http://www.ipea.gov.br/portal/images/stories/PDFs/120321_chamadapublica_pnpd036.pdf > > Aproveito para encaminhar em anexo tr?s arquivos de interesse. > Abra?os, > > Licinio da Silva Portugal > > > > -- Ing. Gregorio Villacorta Alegr?a PEHCBM - ?rea de Obras Skype: goyotech M?vil :042-942905784 RPM: #324503 Juanju? - Per? From carlosfpardo at gmail.com Tue Apr 3 11:07:43 2012 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Mon, 02 Apr 2012 21:07:43 -0500 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> Message-ID: <4F7A5B6F.7070806@gmail.com> This is a most interesting topic. There is frequently the notion that push (getting people out of their cars) must follow pull (getting them into public transport etc). The problem is always finding out what is an adequate level of pull measures. The example of Bogot? is most telling: in the decade of 1990 everyone said nothing could be done because we had very bad public transport. Then TransMilenio came in and improved the situation incredibly (say from 1 to 10 in quality). Now, 12 years after TransMilenio, there is still no significant TDM measure implemented because people still believe that we must have better public transport.... and we will go on and on. I am sure this cycle will keep on going in every city that poses the question until someone (mayor or whoever) says that it is definitely a chicken-and-egg problem and we will not find our way into sustainable transport unless something is done now regarding TDM measures - as many as possible. Hiding behind the pull-before-push argument will not really get us anywhere. Best regards, Carlos. On 02/04/2012 03:12 a.m., Cornie Huizenga wrote: > Dear Jean-Francois, > > Of course transport policy will be a combination of objectives. However > what I was trying to describe is a new development that it is the > policy/decision makers, sometimes as the national level but often at the > local level, who come to the insight that step 1 and 2 is not able to > ensure that cities are functioning smoothly and that more radical measures > are required. > > I have some problems with the way that you are describing the situation in > Ho Chi Minh City: "*both cities identify 2015 as a turning point, > estimating that their public transport system will be good enough so that > restricting car use will be legitimate (emphasis added)". *This still > implies somehow that additional public transport is an alternative to > private mobility. Examples of Beijing and Mexico city, where there has > been substantial expansion in public transport in recent years, had very > large growth figures in private transport (Beijing 700,000 cars in 2010, > before they put in place a quota of 240,000 per year in 2011, and about > 500,000 in Mexico city in 2010) show that it is a fallacy that you can > build enough pubic transport capacity quickly enough to provide a > convincing alternative to private motorization. > > The example of Shanghai (and Singapore for that matter) shows that you it > pays off to start early with phase 3 and put this in place simultaneously > with phase 2. Once the genie is out of the bottle and the cars are on the > road it will be very hard to get them under control. > > I agree that the change that I talk about is still in its infancy but it is > fascinating to see the growing number of news items coming up, also in the > Indian press about decision makers saying things on controlling private > motorization which a number of years were impossible. Last week we had an > event in New York at the UN on sustainable transport with NGOs, MDB, EU, > USA and Indonesia. Guess who was the most vocal in calling for radical > solutions: "we should not build more highways and we should control the > number of cars", yes, it was the Assistant Minister for Environment from > Indonesia. > > Change is in the air and we should cultivate it. > > Cornie > > On Mon, Apr 2, 2012 at 3:27 PM, wrote: > >> Dear Cornie, >> >> I totally agree with you. Howerver, when looking at the rationale behind >> congestion charge options in emerging Asia, we see that what you call the >> third option/phase is being legitimized by the option/phase 2: local >> governments are thinking about restricting the use of cars when they >> consider that the public transport offer is good enough. >> >> In Vietnam, both Hanoi and Ho Chi Minh City have set up a plan to curb car >> use in the future: Hanoi, through higher parking fees and Ho Chi Minh City, >> through congestion charge. When you look into the agenda supporting those >> measures, you notice that both cities identify 2015 as a turning point, >> estimating that their public transport system will be good enough so that >> restricting car use will be legitimate. You can find more or less the same >> roadmap in other big Asian metropolis, like Jakarta. >> >> Indeed, it will make a real change if cities from emerging Asia could >> succeed in implementing transportation schemes that combine intelligently >> the three options/phases you are mentioning. The only city I know so far >> who did it is Shanghai. I am more skeptical about other cities. The pace of >> motorization is very fast all over emerging Asia and the political will to >> set up a comprehensive and strong urban transportation strategy doesn't >> seem to be very high. >> >> All the best, >> >> Jean-Francois Doulet, PhD >> Associate Professor, Paris Institute of Urban Planning >> Vice-director, Sino-French Center for Urban, Regional and Planning Studies >> +33615253328 >> -----Original Message----- >> From: Cornie Huizenga >> Sender: sustran-discuss-bounces+jfdoulet=yahoo.com@list.jca.apc.org >> Date: Mon, 2 Apr 2012 09:34:40 >> To: Global 'South' Sustainable Transport >> Subject: [sustran] Is Asia moving in the direction of restricting the use >> of >> private cars? >> >> Dear All, >> >> I came across the following news article on Viet Nam: >> >> Vietnamese *Deputy PM advocates restricted use of private vehicles* >> 15 Mar, 2012 >> Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic >> Safety Committee, on Thursday instructed the Ministries of Finance and >> Transport to submit a proposal that will restrict use of privately owned >> vehicles by increasing toll fee, in a move to restore more traffic order >> and safety in Ho Chi Minh City. >> On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang >> and representatives from other relevant departments and ministries met with >> City leaders to find ways to improve traffic safety and curb congestion. >> >> http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html >> >> For me this fits in quite well with a recent insight that I had on the >> manner in which thinking on sustainable transport is developing in the >> Asian region. I see three main phases in the way that governments are >> approaching transport planning: (1) built your way out of construction - >> under this approach national and city governments resort to massive >> construction programs - e.g. the 6 ring roads in Beijing, (2) when the >> first approach does not solve congestion problems governments invest in >> massive expansion of public transport, (metro, BRT, etc) and put in place >> temporary restrictions on use of cars based on plate numbers, and (3) once >> the first two methods are not working consider limiting the growth of >> vehicles (e.g Shanghai and Beijing) or the use of vehicles through >> congestion charges, urban road tolling etc. My impression/expectation is >> that we will see more of the third approach in Asia in the coming years. >> It is interesting so far that it is governments who are in the lead on this >> and that this is not the result from extensive lobbying from international >> NGOs or development organizations who still are focused largely on phase 2 >> - the creation of alternative public and NMT transport infrastructure and >> services. >> >> What do you think? >> >> Cornie >> >> >> -- >> Cornie Huizenga >> Joint Convener >> Partnership on Sustainable, Low Carbon Transport >> Mobile: +86 13901949332 >> cornie.huizenga@slocatpartnership.org >> www.slocat.net >> -------------------------------------------------------- >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> ================================================================ >> 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 cornie.huizenga at slocatpartnership.org Tue Apr 3 11:34:19 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Tue, 3 Apr 2012 10:34:19 +0800 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: <4F7A5B6F.7070806@gmail.com> References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> <4F7A5B6F.7070806@gmail.com> Message-ID: Carlos, Well said! I attended a workshop at Yale University last week in preparation of the Rio+20 meeting in which there was an excellent speech on how the youth approached environmentalism by what most people would describe as being unreasonable. One can also call this "paradigm shift" or "step change". For me it is fascinating to see that there are some city planners who start to shift their alliance. So far in many cases they have associated themselves with the car drivers, who although in the minority, have been able to largely dictate public policy when it comes to transport. It appears however that there are some city planners who start to discover that what is good for the drivers is not necessarily good for the city. Once this is being recognized this opens up all kinds of exciting policy options on urban planning, the way we use and consider public space and whether/how we let transport dominate the city. As mentioned before here - some of the most economically successful cities in Asia have been the ones who have taken early and drastic action on TDM: Singapore and Shanghai. Cornie On Tue, Apr 3, 2012 at 10:07 AM, Carlosfelipe Pardo wrote: > This is a most interesting topic. There is frequently the notion that push > (getting people out of their cars) must follow pull (getting them into > public transport etc). The problem is always finding out what is an > adequate level of pull measures. The example of Bogot? is most telling: in > the decade of 1990 everyone said nothing could be done because we had very > bad public transport. Then TransMilenio came in and improved the situation > incredibly (say from 1 to 10 in quality). Now, 12 years after TransMilenio, > there is still no significant TDM measure implemented because people still > believe that we must have better public transport.... and we will go on and > on. > > I am sure this cycle will keep on going in every city that poses the > question until someone (mayor or whoever) says that it is definitely a > chicken-and-egg problem and we will not find our way into sustainable > transport unless something is done now regarding TDM measures - as many as > possible. Hiding behind the pull-before-push argument will not really get > us anywhere. > > Best regards, > > Carlos. > > > On 02/04/2012 03:12 a.m., Cornie Huizenga wrote: > >> Dear Jean-Francois, >> >> Of course transport policy will be a combination of objectives. However >> what I was trying to describe is a new development that it is the >> policy/decision makers, sometimes as the national level but often at the >> local level, who come to the insight that step 1 and 2 is not able to >> ensure that cities are functioning smoothly and that more radical measures >> are required. >> >> I have some problems with the way that you are describing the situation in >> Ho Chi Minh City: "*both cities identify 2015 as a turning point, >> >> estimating that their public transport system will be good enough so that >> restricting car use will be legitimate (emphasis added)". *This still >> >> implies somehow that additional public transport is an alternative to >> private mobility. Examples of Beijing and Mexico city, where there has >> been substantial expansion in public transport in recent years, had very >> large growth figures in private transport (Beijing 700,000 cars in 2010, >> before they put in place a quota of 240,000 per year in 2011, and about >> 500,000 in Mexico city in 2010) show that it is a fallacy that you can >> build enough pubic transport capacity quickly enough to provide a >> convincing alternative to private motorization. >> >> The example of Shanghai (and Singapore for that matter) shows that you it >> pays off to start early with phase 3 and put this in place simultaneously >> with phase 2. Once the genie is out of the bottle and the cars are on the >> road it will be very hard to get them under control. >> >> I agree that the change that I talk about is still in its infancy but it >> is >> fascinating to see the growing number of news items coming up, also in the >> Indian press about decision makers saying things on controlling private >> motorization which a number of years were impossible. Last week we had an >> event in New York at the UN on sustainable transport with NGOs, MDB, EU, >> USA and Indonesia. Guess who was the most vocal in calling for radical >> solutions: "we should not build more highways and we should control the >> number of cars", yes, it was the Assistant Minister for Environment from >> Indonesia. >> >> Change is in the air and we should cultivate it. >> >> Cornie >> >> On Mon, Apr 2, 2012 at 3:27 PM, wrote: >> >> Dear Cornie, >>> >>> I totally agree with you. Howerver, when looking at the rationale behind >>> congestion charge options in emerging Asia, we see that what you call the >>> third option/phase is being legitimized by the option/phase 2: local >>> governments are thinking about restricting the use of cars when they >>> consider that the public transport offer is good enough. >>> >>> In Vietnam, both Hanoi and Ho Chi Minh City have set up a plan to curb >>> car >>> use in the future: Hanoi, through higher parking fees and Ho Chi Minh >>> City, >>> through congestion charge. When you look into the agenda supporting those >>> measures, you notice that both cities identify 2015 as a turning point, >>> estimating that their public transport system will be good enough so that >>> restricting car use will be legitimate. You can find more or less the >>> same >>> roadmap in other big Asian metropolis, like Jakarta. >>> >>> Indeed, it will make a real change if cities from emerging Asia could >>> succeed in implementing transportation schemes that combine intelligently >>> the three options/phases you are mentioning. The only city I know so far >>> who did it is Shanghai. I am more skeptical about other cities. The pace >>> of >>> motorization is very fast all over emerging Asia and the political will >>> to >>> set up a comprehensive and strong urban transportation strategy doesn't >>> seem to be very high. >>> >>> All the best, >>> >>> Jean-Francois Doulet, PhD >>> Associate Professor, Paris Institute of Urban Planning >>> Vice-director, Sino-French Center for Urban, Regional and Planning >>> Studies >>> +33615253328 >>> -----Original Message----- >>> From: Cornie Huizenga >>> > >>> Sender: sustran-discuss-bounces+**jfdoulet=yahoo.com@list.jca.**apc.org >>> Date: Mon, 2 Apr 2012 09:34:40 >>> To: Global 'South' Sustainable Transport>> list.jca.apc.org > >>> Subject: [sustran] Is Asia moving in the direction of restricting the use >>> of >>> private cars? >>> >>> Dear All, >>> >>> I came across the following news article on Viet Nam: >>> >>> Vietnamese *Deputy PM advocates restricted use of private vehicles* >>> 15 Mar, 2012 >>> Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic >>> Safety Committee, on Thursday instructed the Ministries of Finance and >>> Transport to submit a proposal that will restrict use of privately owned >>> vehicles by increasing toll fee, in a move to restore more traffic order >>> and safety in Ho Chi Minh City. >>> On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La >>> Thang >>> and representatives from other relevant departments and ministries met >>> with >>> City leaders to find ways to improve traffic safety and curb congestion. >>> >>> http://www.lookatvietnam.com/**2012/03/deputy-pm-advocates-** >>> restricted-use-of-private-**vehicles.html >>> >>> For me this fits in quite well with a recent insight that I had on the >>> manner in which thinking on sustainable transport is developing in the >>> Asian region. I see three main phases in the way that governments are >>> approaching transport planning: (1) built your way out of construction - >>> under this approach national and city governments resort to massive >>> construction programs - e.g. the 6 ring roads in Beijing, (2) when the >>> first approach does not solve congestion problems governments invest in >>> massive expansion of public transport, (metro, BRT, etc) and put in place >>> temporary restrictions on use of cars based on plate numbers, and (3) >>> once >>> the first two methods are not working consider limiting the growth of >>> vehicles (e.g Shanghai and Beijing) or the use of vehicles through >>> congestion charges, urban road tolling etc. My impression/expectation >>> is >>> that we will see more of the third approach in Asia in the coming years. >>> It is interesting so far that it is governments who are in the lead on >>> this >>> and that this is not the result from extensive lobbying from >>> international >>> NGOs or development organizations who still are focused largely on phase >>> 2 >>> - the creation of alternative public and NMT transport infrastructure and >>> services. >>> >>> What do you think? >>> >>> Cornie >>> >>> >>> -- >>> Cornie Huizenga >>> Joint Convener >>> Partnership on Sustainable, Low Carbon Transport >>> Mobile: +86 13901949332 >>> cornie.huizenga@**slocatpartnership.org >>> www.slocat.net >>> ------------------------------**-------------------------- >>> To search the archives of sustran-discuss visit >>> http://www.google.com/coop/**cse?cx=014715651517519735401:**ijjtzwbu_ss >>> >>> ==============================**==============================**==== >>> 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 operations at velomondial.net Tue Apr 3 17:28:20 2012 From: operations at velomondial.net (Pascal van den Noort) Date: Tue, 3 Apr 2012 10:28:20 +0200 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: <4F7A5B6F.7070806@gmail.com> References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> <4F7A5B6F.7070806@gmail.com> Message-ID: <05260D87-059C-4EB5-ACC5-E59277AD2D26@velomondial.net> In Amsterdam I see the trend that -next to increased cycling- more and more scooters and big motor bikes replace the cars. Pascal J.W. van den Noort Executive Director Velo Mondial, A Micro Multi-National operations@velomondial.net +31206270675 landline +31627055688 mobile phone Velo Mondial's Blog Click above button once for information on urban mobility issues you always wanted to have On 3 apr. 2012, at 04:07, Carlosfelipe Pardo wrote: > This is a most interesting topic. There is frequently the notion that > push (getting people out of their cars) must follow pull (getting them > into public transport etc). The problem is always finding out what is an > adequate level of pull measures. The example of Bogot? is most telling: > in the decade of 1990 everyone said nothing could be done because we had > very bad public transport. Then TransMilenio came in and improved the > situation incredibly (say from 1 to 10 in quality). Now, 12 years after > TransMilenio, there is still no significant TDM measure implemented > because people still believe that we must have better public > transport.... and we will go on and on. > > I am sure this cycle will keep on going in every city that poses the > question until someone (mayor or whoever) says that it is definitely a > chicken-and-egg problem and we will not find our way into sustainable > transport unless something is done now regarding TDM measures - as many > as possible. Hiding behind the pull-before-push argument will not really > get us anywhere. > > Best regards, > > Carlos. > > On 02/04/2012 03:12 a.m., Cornie Huizenga wrote: >> Dear Jean-Francois, >> >> Of course transport policy will be a combination of objectives. However >> what I was trying to describe is a new development that it is the >> policy/decision makers, sometimes as the national level but often at the >> local level, who come to the insight that step 1 and 2 is not able to >> ensure that cities are functioning smoothly and that more radical measures >> are required. >> >> I have some problems with the way that you are describing the situation in >> Ho Chi Minh City: "*both cities identify 2015 as a turning point, >> estimating that their public transport system will be good enough so that >> restricting car use will be legitimate (emphasis added)". *This still >> implies somehow that additional public transport is an alternative to >> private mobility. Examples of Beijing and Mexico city, where there has >> been substantial expansion in public transport in recent years, had very >> large growth figures in private transport (Beijing 700,000 cars in 2010, >> before they put in place a quota of 240,000 per year in 2011, and about >> 500,000 in Mexico city in 2010) show that it is a fallacy that you can >> build enough pubic transport capacity quickly enough to provide a >> convincing alternative to private motorization. >> >> The example of Shanghai (and Singapore for that matter) shows that you it >> pays off to start early with phase 3 and put this in place simultaneously >> with phase 2. Once the genie is out of the bottle and the cars are on the >> road it will be very hard to get them under control. >> >> I agree that the change that I talk about is still in its infancy but it is >> fascinating to see the growing number of news items coming up, also in the >> Indian press about decision makers saying things on controlling private >> motorization which a number of years were impossible. Last week we had an >> event in New York at the UN on sustainable transport with NGOs, MDB, EU, >> USA and Indonesia. Guess who was the most vocal in calling for radical >> solutions: "we should not build more highways and we should control the >> number of cars", yes, it was the Assistant Minister for Environment from >> Indonesia. >> >> Change is in the air and we should cultivate it. >> >> Cornie >> >> On Mon, Apr 2, 2012 at 3:27 PM, wrote: >> >>> Dear Cornie, >>> >>> I totally agree with you. Howerver, when looking at the rationale behind >>> congestion charge options in emerging Asia, we see that what you call the >>> third option/phase is being legitimized by the option/phase 2: local >>> governments are thinking about restricting the use of cars when they >>> consider that the public transport offer is good enough. >>> >>> In Vietnam, both Hanoi and Ho Chi Minh City have set up a plan to curb car >>> use in the future: Hanoi, through higher parking fees and Ho Chi Minh City, >>> through congestion charge. When you look into the agenda supporting those >>> measures, you notice that both cities identify 2015 as a turning point, >>> estimating that their public transport system will be good enough so that >>> restricting car use will be legitimate. You can find more or less the same >>> roadmap in other big Asian metropolis, like Jakarta. >>> >>> Indeed, it will make a real change if cities from emerging Asia could >>> succeed in implementing transportation schemes that combine intelligently >>> the three options/phases you are mentioning. The only city I know so far >>> who did it is Shanghai. I am more skeptical about other cities. The pace of >>> motorization is very fast all over emerging Asia and the political will to >>> set up a comprehensive and strong urban transportation strategy doesn't >>> seem to be very high. >>> >>> All the best, >>> >>> Jean-Francois Doulet, PhD >>> Associate Professor, Paris Institute of Urban Planning >>> Vice-director, Sino-French Center for Urban, Regional and Planning Studies >>> +33615253328 >>> -----Original Message----- >>> From: Cornie Huizenga >>> Sender: sustran-discuss-bounces+jfdoulet=yahoo.com@list.jca.apc.org >>> Date: Mon, 2 Apr 2012 09:34:40 >>> To: Global 'South' Sustainable Transport >>> Subject: [sustran] Is Asia moving in the direction of restricting the use >>> of >>> private cars? >>> >>> Dear All, >>> >>> I came across the following news article on Viet Nam: >>> >>> Vietnamese *Deputy PM advocates restricted use of private vehicles* >>> 15 Mar, 2012 >>> Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic >>> Safety Committee, on Thursday instructed the Ministries of Finance and >>> Transport to submit a proposal that will restrict use of privately owned >>> vehicles by increasing toll fee, in a move to restore more traffic order >>> and safety in Ho Chi Minh City. >>> On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang >>> and representatives from other relevant departments and ministries met with >>> City leaders to find ways to improve traffic safety and curb congestion. >>> >>> http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html >>> >>> For me this fits in quite well with a recent insight that I had on the >>> manner in which thinking on sustainable transport is developing in the >>> Asian region. I see three main phases in the way that governments are >>> approaching transport planning: (1) built your way out of construction - >>> under this approach national and city governments resort to massive >>> construction programs - e.g. the 6 ring roads in Beijing, (2) when the >>> first approach does not solve congestion problems governments invest in >>> massive expansion of public transport, (metro, BRT, etc) and put in place >>> temporary restrictions on use of cars based on plate numbers, and (3) once >>> the first two methods are not working consider limiting the growth of >>> vehicles (e.g Shanghai and Beijing) or the use of vehicles through >>> congestion charges, urban road tolling etc. My impression/expectation is >>> that we will see more of the third approach in Asia in the coming years. >>> It is interesting so far that it is governments who are in the lead on this >>> and that this is not the result from extensive lobbying from international >>> NGOs or development organizations who still are focused largely on phase 2 >>> - the creation of alternative public and NMT transport infrastructure and >>> services. >>> >>> What do you think? >>> >>> Cornie >>> >>> >>> -- >>> Cornie Huizenga >>> Joint Convener >>> Partnership on Sustainable, Low Carbon Transport >>> Mobile: +86 13901949332 >>> cornie.huizenga@slocatpartnership.org >>> www.slocat.net >>> -------------------------------------------------------- >>> To search the archives of sustran-discuss visit >>> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >>> >>> ================================================================ >>> 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 > > ================================================================ > 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 Mon Apr 2 21:06:53 2012 From: sutp at sutp.org (sutp at sutp.org) Date: Mon, 02 Apr 2012 12:06:53 +0000 Subject: [sustran] GIZ-SUTP Newsletter Issue 01/12 - January-February, 2012 Message-ID: Best wishes, GIZ-SUTP Team -------------- next part -------------- A non-text attachment was scrubbed... Name: NL-SUTP-JAN-FEB-2012.pdf Type: application/octet-stream Size: 479239 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120402/f9ec761b/NL-SUTP-JAN-FEB-2012-0001.bin From hearth at ties.ottawa.on.ca Wed Apr 4 00:02:24 2012 From: hearth at ties.ottawa.on.ca (Chris Bradshaw) Date: Tue, 03 Apr 2012 11:02:24 -0400 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> Message-ID: <4F7B1100.3010209@ties.ottawa.on.ca> > Guess who was the most vocal in calling for radical solutions: "we should not build more highways and we should control the number of cars", yes, it was the Assistant Minister for Environment from Indonesia. Change is in the air and we should cultivate it. And part of that change is to consider a "step four" in the process of municipalities' consciousness in getting it right re: urban transport. Rather than focus on the /use/ of cars, focus on their numbers in the city's population. Cars are a problem, even when not on the road, especially if each car belongs to a single person who is motivated to get value from his/her investment. This suggests a different system of /access/ to cars. Asian cities are already laid compactly out to support the "sustainable transportation hierarchy": 1) walking, 2) cycling, 3) transit, 4) MASC (metered access to shared cars*), and 5) private cars (OPOCO, one-person, one-car orientation). All that is needed is for access to cars that are not private, but are part of private or public fleets. The charges for access can automatically build in time-of-day surcharges that will automatically encourage their use for ridesharing at peak times, and each minute the car is on the road or even in a parking space, fees can be charged and collected electronically. Ownership fees should also be introduced (as I believe several Asian countries/cities now do). Cities should find it easy to look at its current infrastructure and determine what the maximum number of cars it can handle, and then set this as a limit in its planning documents. Besides MASC's ability to tackle the issues that "green car" agendas do not (road collisions, sprawl, congestion, obesity), it is especially good a tackling transporation inequity, a serious issue in emerging countries. MASC can provide measured access to cars to all members of society, rather than allowing car-ownership to set the access bar too high. Chris Bradshaw Ottawa, Canada * carsharing, taxis, car-rental, ridesharing From paulminett at tripconvergence.co.nz Wed Apr 4 08:16:26 2012 From: paulminett at tripconvergence.co.nz (Paul Minett) Date: Wed, 4 Apr 2012 11:16:26 +1200 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: <4F7B1100.3010209@ties.ottawa.on.ca> References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> <4F7B1100.3010209@ties.ottawa.on.ca> Message-ID: <00a801cd11ef$cdbacdc0$69306940$@co.nz> Chris I like your post, but have issue with the idea of MASC being both carsharing (rental by the hour) and ridesharing (more people per vehicle). I agree that carsharing is a valuable component that supports ridesharing (a vehicle for mid-day errands for those who did not bring a car). If we let MASC be about 'shared cars' (rental by the hour), then your hierarchy should have a sixth component: ridesharing. Alternatively, change 'transit' to 'shared rides' being a combination of passengership on any vehicle. I note that transit is a catch-all for buses and trains, but since one is road-based and the other is not, I think they should be separated in your hierarchy. For your interest, here is a great story about ridesharing from the BBC: http://news.bbc.co.uk/2/hi/americas/3134002.stm I also note that people get value from their investment in a car even if it is not being used. It represents 'bottled convenience', and could be thought of in the same way as a spare room in the house, which is not used every day but is there for the times it is needed. The return on investment is made up of a combination of the availability AND the use. Just some thoughts. Happy to discuss further and hear your reactions. BTW, we are planning a 'Ridesharing Symposium' in Oakland CA for the 24th of May. Any chance you could come along? Paul Minett Ridesharing Institute www.ridesharinginstitute.org 64 21 289 8444 64 9 524 9850 -----Original Message----- From: sustran-discuss-bounces+paulminett=tripconvergence.co.nz@list.jca.apc.org [mailto:sustran-discuss-bounces+paulminett=tripconvergence.co.nz@list.jca.ap c.org] On Behalf Of Chris Bradshaw Sent: Wednesday, 4 April 2012 3:02 a.m. To: sustran-discuss@list.jca.apc.org Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? > Guess who was the most vocal in calling for radical solutions: "we should not build more highways and we should control the number of cars", yes, it was the Assistant Minister for Environment from Indonesia. Change is in the air and we should cultivate it. And part of that change is to consider a "step four" in the process of municipalities' consciousness in getting it right re: urban transport. Rather than focus on the /use/ of cars, focus on their numbers in the city's population. Cars are a problem, even when not on the road, especially if each car belongs to a single person who is motivated to get value from his/her investment. This suggests a different system of /access/ to cars. Asian cities are already laid compactly out to support the "sustainable transportation hierarchy": 1) walking, 2) cycling, 3) transit, 4) MASC (metered access to shared cars*), and 5) private cars (OPOCO, one-person, one-car orientation). All that is needed is for access to cars that are not private, but are part of private or public fleets. The charges for access can automatically build in time-of-day surcharges that will automatically encourage their use for ridesharing at peak times, and each minute the car is on the road or even in a parking space, fees can be charged and collected electronically. Ownership fees should also be introduced (as I believe several Asian countries/cities now do). Cities should find it easy to look at its current infrastructure and determine what the maximum number of cars it can handle, and then set this as a limit in its planning documents. Besides MASC's ability to tackle the issues that "green car" agendas do not (road collisions, sprawl, congestion, obesity), it is especially good a tackling transporation inequity, a serious issue in emerging countries. MASC can provide measured access to cars to all members of society, rather than allowing car-ownership to set the access bar too high. Chris Bradshaw Ottawa, Canada * carsharing, taxis, car-rental, ridesharing -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss ================================================================ 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 hearth at ties.ottawa.on.ca Wed Apr 4 09:43:57 2012 From: hearth at ties.ottawa.on.ca (Chris Bradshaw) Date: Tue, 03 Apr 2012 20:43:57 -0400 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: <00a801cd11ef$cdbacdc0$69306940$@co.nz> References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> <4F7B1100.3010209@ties.ottawa.on.ca> <00a801cd11ef$cdbacdc0$69306940$@co.nz> Message-ID: <4F7B994D.1080202@ties.ottawa.on.ca> Paul, You have raised the point that cars used by one person at a time is fundamentally less worthy than several people using one simultaneously. I agree, but point out that with a set population of cars, demand will vary, making ridesharing more practical (and necessary if the car-population is limited) at peak-use periods, and /consecutive/ sharing at other times. Yes, in that way, ridesharing is closer to transit than to carsharing/rental. You also raise the point that owners of cars get a value of having a car available even though they use it only for just an hour-and-a-half a day. But that is an expensive way to get car access. Carsharers tend to save $500/month over ownership; Even those who own a car can now share it through peer-to-peer (P2P) carsharing, one of the ways of getting the service into suburbs where use patterns of shared cars will initially, at least, be lower. You also mention the point that shared cars at workplaces are an important service that would make it more practical to commute by other means than an /owned/ car. I have developed a 'hybrid' model with two-station shared cars being use for the two-way commute between a suburban neighbourhood and a suburban workcentre, both of which are much more isolated (from 'services') than downtown areas. This makes it necessary to have the same vehicles used for both rideshare and carshare trips. In the housing field, I have been an admirer of "co-housing," which specifically -- using your analogy -- provides in each housing unit only those rooms that will be used daily, while providing in a "great house" those rooms used infrequently: formal dining rooms, workshops, guest bedrooms. If you look at the average car, it has space, power, braking, and many amenities that are not needed for /every/ trip: these can be dispensed with when carsharing, providing extras (in the form of larger, more powerful vehicles) only for the odd trip requiring them. Why 'carry' all that capability everywhere on every trip? Chris Bradshaw, Ottawa On 03/04/2012 7:16 PM, Paul Minett wrote: > Chris > > I like your post, but have issue with the idea of MASC being both carsharing > (rental by the hour) and ridesharing (more people per vehicle). I agree > that carsharing is a valuable component that supports ridesharing (a vehicle > for mid-day errands for those who did not bring a car). If we let MASC be > about 'shared cars' (rental by the hour), then your hierarchy should have a > sixth component: ridesharing. Alternatively, change 'transit' to 'shared > rides' being a combination of passengership on any vehicle. I note that > transit is a catch-all for buses and trains, but since one is road-based and > the other is not, I think they should be separated in your hierarchy. > > For your interest, here is a great story about ridesharing from the BBC: > http://news.bbc.co.uk/2/hi/americas/3134002.stm > > I also note that people get value from their investment in a car even if it > is not being used. It represents 'bottled convenience', and could be > thought of in the same way as a spare room in the house, which is not used > every day but is there for the times it is needed. The return on investment > is made up of a combination of the availability AND the use. > > Just some thoughts. Happy to discuss further and hear your reactions. > > BTW, we are planning a 'Ridesharing Symposium' in Oakland CA for the 24th of > May. Any chance you could come along? > > Paul Minett > Ridesharing Institute > www.ridesharinginstitute.org > 64 21 289 8444 > 64 9 524 9850 > > > -----Original Message----- > From: > sustran-discuss-bounces+paulminett=tripconvergence.co.nz@list.jca.apc.org > [mailto:sustran-discuss-bounces+paulminett=tripconvergence.co.nz@list.jca.ap > c.org] On Behalf Of Chris Bradshaw > Sent: Wednesday, 4 April 2012 3:02 a.m. > To: sustran-discuss@list.jca.apc.org > Subject: [sustran] Re: Is Asia moving in the direction of restricting the > use of private cars? > > > Guess who was the most vocal in calling for radical solutions: "we should > not build more highways and we should control the number of cars", yes, it > was the Assistant Minister for Environment from Indonesia. Change is in the > air and we should cultivate it. > > And part of that change is to consider a "step four" in the process of > municipalities' consciousness in getting it right re: urban transport. > > Rather than focus on the /use/ of cars, focus on their numbers in the city's > population. Cars are a problem, even when not on the road, especially if > each car belongs to a single person who is motivated to get value from > his/her investment. This suggests a different system of /access/ to cars. > > Asian cities are already laid compactly out to support the "sustainable > transportation hierarchy": 1) walking, 2) cycling, 3) transit, 4) MASC > (metered access to shared cars*), and 5) private cars (OPOCO, one-person, > one-car orientation). All that is needed is for access to cars that are not > private, but are part of private or public fleets. > The charges for access can automatically build in time-of-day surcharges > that will automatically encourage their use for ridesharing at peak times, > and each minute the car is on the road or even in a parking space, fees can > be charged and collected electronically. Ownership fees should also be > introduced (as I believe several Asian countries/cities now do). Cities > should find it easy to look at its current infrastructure and determine what > the maximum number of cars it can handle, and then set this as a limit in > its planning documents. > > Besides MASC's ability to tackle the issues that "green car" agendas do not > (road collisions, sprawl, congestion, obesity), it is especially good a > tackling transporation inequity, a serious issue in emerging countries. > MASC can provide measured access to cars to all members of society, rather > than allowing car-ownership to set the access bar too high. > > Chris Bradshaw > Ottawa, Canada > > * carsharing, taxis, car-rental, ridesharing > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 paulminett at tripconvergence.co.nz Wed Apr 4 10:48:26 2012 From: paulminett at tripconvergence.co.nz (Paul Minett) Date: Wed, 4 Apr 2012 13:48:26 +1200 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: <4F7B994D.1080202@ties.ottawa.on.ca> References: <1387915949-1333351645-cardhu_decombobulator_blackberry.rim.net-1415641083-@b2.c3.bise7.blackberry> <4F7B1100.3010209@ties.ottawa.on.ca> <00a801cd11ef$cdbacdc0$69306940$@co.nz> <4F7B994D.1080202@ties.ottawa.on.ca> Message-ID: <010601cd1205$09ae3280$1d0a9780$@co.nz> Chris Great responses and all relevant. My point about valuing 'availability' was more for the cars that people do not even use an hour and a half a day. Many cars sit in driveways for the whole year and never get used (like the spare room), but still people perceive value in having them there. I am not convinced that the ONLY way to reduce traffic is to constrain car ownership, but I agree it would be one way. Another, following a train of thought from 'managing the commons' by Elinor Ostrom, would be to engage the residential community/neighbourhood and get them to voluntarily reduce the amount of traffic they emit, regardless of how many cars they own. We are probably both operating at a somewhat utopian end of the scale of reality, but hopefully our enthusiasm will help to shift the needle a small amount from where it seems to be stuck on your OPOCO reality. Cheers Paul Paul Minett Ridesharing Institute www.ridesharinginstitute.org 64 21 289 8444 64 9 524 9850 From: Chris Bradshaw [mailto:hearth@ties.ottawa.on.ca] Sent: Wednesday, 4 April 2012 12:44 p.m. To: Paul Minett Cc: sustran-discuss@list.jca.apc.org Subject: Re: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? Paul, You have raised the point that cars used by one person at a time is fundamentally less worthy than several people using one simultaneously. I agree, but point out that with a set population of cars, demand will vary, making ridesharing more practical (and necessary if the car-population is limited) at peak-use periods, and consecutive sharing at other times. Yes, in that way, ridesharing is closer to transit than to carsharing/rental. You also raise the point that owners of cars get a value of having a car available even though they use it only for just an hour-and-a-half a day. But that is an expensive way to get car access. Carsharers tend to save $500/month over ownership; Even those who own a car can now share it through peer-to-peer (P2P) carsharing, one of the ways of getting the service into suburbs where use patterns of shared cars will initially, at least, be lower. You also mention the point that shared cars at workplaces are an important service that would make it more practical to commute by other means than an owned car. I have developed a 'hybrid' model with two-station shared cars being use for the two-way commute between a suburban neighbourhood and a suburban workcentre, both of which are much more isolated (from 'services') than downtown areas. This makes it necessary to have the same vehicles used for both rideshare and carshare trips. In the housing field, I have been an admirer of "co-housing," which specifically -- using your analogy -- provides in each housing unit only those rooms that will be used daily, while providing in a "great house" those rooms used infrequently: formal dining rooms, workshops, guest bedrooms. If you look at the average car, it has space, power, braking, and many amenities that are not needed for every trip: these can be dispensed with when carsharing, providing extras (in the form of larger, more powerful vehicles) only for the odd trip requiring them. Why 'carry' all that capability everywhere on every trip? Chris Bradshaw, Ottawa On 03/04/2012 7:16 PM, Paul Minett wrote: Chris I like your post, but have issue with the idea of MASC being both carsharing (rental by the hour) and ridesharing (more people per vehicle). I agree that carsharing is a valuable component that supports ridesharing (a vehicle for mid-day errands for those who did not bring a car). If we let MASC be about 'shared cars' (rental by the hour), then your hierarchy should have a sixth component: ridesharing. Alternatively, change 'transit' to 'shared rides' being a combination of passengership on any vehicle. I note that transit is a catch-all for buses and trains, but since one is road-based and the other is not, I think they should be separated in your hierarchy. For your interest, here is a great story about ridesharing from the BBC: http://news.bbc.co.uk/2/hi/americas/3134002.stm I also note that people get value from their investment in a car even if it is not being used. It represents 'bottled convenience', and could be thought of in the same way as a spare room in the house, which is not used every day but is there for the times it is needed. The return on investment is made up of a combination of the availability AND the use. Just some thoughts. Happy to discuss further and hear your reactions. BTW, we are planning a 'Ridesharing Symposium' in Oakland CA for the 24th of May. Any chance you could come along? Paul Minett Ridesharing Institute www.ridesharinginstitute.org 64 21 289 8444 64 9 524 9850 -----Original Message----- From: sustran-discuss-bounces+paulminett=tripconvergence.co.nz@list.jca.apc.org [mailto:sustran-discuss-bounces+paulminett=tripconvergence.co.nz@list.jca.ap c.org] On Behalf Of Chris Bradshaw Sent: Wednesday, 4 April 2012 3:02 a.m. To: sustran-discuss@list.jca.apc.org Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? > Guess who was the most vocal in calling for radical solutions: "we should not build more highways and we should control the number of cars", yes, it was the Assistant Minister for Environment from Indonesia. Change is in the air and we should cultivate it. And part of that change is to consider a "step four" in the process of municipalities' consciousness in getting it right re: urban transport. Rather than focus on the /use/ of cars, focus on their numbers in the city's population. Cars are a problem, even when not on the road, especially if each car belongs to a single person who is motivated to get value from his/her investment. This suggests a different system of /access/ to cars. Asian cities are already laid compactly out to support the "sustainable transportation hierarchy": 1) walking, 2) cycling, 3) transit, 4) MASC (metered access to shared cars*), and 5) private cars (OPOCO, one-person, one-car orientation). All that is needed is for access to cars that are not private, but are part of private or public fleets. The charges for access can automatically build in time-of-day surcharges that will automatically encourage their use for ridesharing at peak times, and each minute the car is on the road or even in a parking space, fees can be charged and collected electronically. Ownership fees should also be introduced (as I believe several Asian countries/cities now do). Cities should find it easy to look at its current infrastructure and determine what the maximum number of cars it can handle, and then set this as a limit in its planning documents. Besides MASC's ability to tackle the issues that "green car" agendas do not (road collisions, sprawl, congestion, obesity), it is especially good a tackling transporation inequity, a serious issue in emerging countries. MASC can provide measured access to cars to all members of society, rather than allowing car-ownership to set the access bar too high. Chris Bradshaw Ottawa, Canada * carsharing, taxis, car-rental, ridesharing -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss ================================================================ 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 embarq at wri.org Thu Apr 5 00:10:29 2012 From: embarq at wri.org (EMBARQ - The WRI Center for Sustainable Transport) Date: Wed, 04 Apr 2012 11:10:29 -0400 Subject: [sustran] BRTdata.org - New Global Database on Bus Rapid Transit Launched Message-ID: Three global organizations?this week launched a new public database of bus rapid transit (BRT) systems around the world. The new site,?BRTdata.org,?provides reliable and up-to-date data to help researchers, transit agencies, city officials, and NGOs understand and make better decisions to improve BRT and bus corridors in their cities. This is the first time that this publicly available data has been compiled in one place. The website was created by?EMBARQ, the World Resources Institute?s center for sustainable transport, and the?Across Latitudes and Cultures ? Bus Rapid Transit Centre of Excellence (ALC-BRT CoE), in collaboration with the International Energy Agency (IEA). Users are invited to?improve the knowledge base by reporting data inconsistencies or sharing additional data to fill in any gaps. Contact: info@brtdata.org. LEARN MORE Read the official press release: http://www.embarq.org/en/news/12/03/30/new-global-database-bus-rapid-transit -launched Join the discussion:?For an introduction to?BRTdata.org and a chance to ask questions to the partners behind the project,?tune into a webinar on Tuesday, April 10 at 12:00 p.m. EDT.?Register here: https://www2.gotomeeting.com/register/949999098. Learn some key facts: TheCityFix.com provides some need-to-know numbers of BRT trends: http://thecityfix.com/blog/brt-by-the-numbers-new-database-launched/ Read a report:?Cities with BRT have a unique opportunity to market and brand their systems and position themselves as efficient and convenient transport options, as EMBARQ highlighted in its report, ?From Here to There: A Creative Guide to Making Public Transport the Way to Go?: http://www.embarq.org/en/from-here-there-a-creative-guide-making-public-tran sport-way-go Watch videos:?Check out?EMBARQ?s YouTube playlist?of original videos about BRT systems around the world: http://www.youtube.com/playlist?list=PL9C8FFA2249C3B7DA Get a tour:?Watch this?screencast tutorial on how to use new website: http://youtu.be/KJU-fWvSBY0 From operations at velomondial.net Thu Apr 5 20:31:08 2012 From: operations at velomondial.net (Pascal van den Noort) Date: Thu, 5 Apr 2012 13:31:08 +0200 Subject: [sustran] =?iso-8859-1?Q?Pas-Port=A0to_Mobility?= Message-ID: Dear friends, The renewed CiViTAS MIMOSA Search Engine is ready for testing. You will not just find policy documents, but also and increasingly products that are linked to these policy documents. We intend to expand in the next phase to consultants, news and academia as search results. Also, the 'With one push of a button' has been improved. Try it out, and please comment on this phase. This prezi gives insight in The Way Ahead http://www.pas-port.info/MIMOSABoekje/MimosaBook.html http://prezi.com/jyb9cuoof8mj/pasport-to-mobility/ Pascal Pascal J.W. van den Noort Executive Director Velo Mondial, A Micro Multi-National operations@velomondial.net +31206270675 landline +31627055688 mobile phone Velo Mondial's Blog Search Button Booklet Click here for information on urban mobility issues you always wanted to have From sudhir at cai-asia.org Fri Apr 6 19:29:34 2012 From: sudhir at cai-asia.org (Sudhir) Date: Fri, 6 Apr 2012 18:29:34 +0800 Subject: [sustran] Career Opportunity at CAI-Asia to work on Transport Issues Message-ID: Dear Colleagues, The CAI-Asia Center has a vacancy for *Transport Program Manager* and a *Transport Specialist*. Please see Terms of References @ http://cleanairinitiative.org/portal/sites/default/files/CAI-Asia_TOR_Transport_Manager_Mar2012.pdf and http://cleanairinitiative.org/portal/sites/default/files/CAI-Asia_TOR_Transport_Specialist_Mar2012.pdf Quoting reference application "Transport Program Manager" or ""Transport Specialist" on subject line, applicants should email their application letter and current CV (as Word attachments) to Ms. Gianina Panopio ( gianina.panopio@cai-asia.org) no later than *15 April 2012, 5:00 P.M.*, Manila time. All applicants should state the reasons for their interest in the position, relevant details of qualifications and experience, and contact details for three referees. regards Sudhir From yanivbin at gmail.com Mon Apr 9 23:56:52 2012 From: yanivbin at gmail.com (Vinay Baindur) Date: Mon, 9 Apr 2012 20:26:52 +0530 Subject: [sustran] Vijayawada BRTS trial run in a week Message-ID: http://www.thehindu.com/news/cities/Vijayawada/article3276612.ece BRTS trial run in a weekG. V. R. SUBBA RAO [image: The BRTS bus shelter on Bandar Road in Vijayawada sports a new look.] The HinduThe BRTS bus shelter on Bandar Road in Vijayawada sports a new look. The Vijayawada Municipal Corporation (VMC) is gearing up to conduct a trial run of Bus Rapid Transit System (BRTS) buses in a week. The Corporation officials are waiting for confirmation of arrival of APSRTC Managing Director (MD), who evinced interest in witnessing the trial run. The RTC officials are sorting out soft issues like fixing of GPS, public address system etc. in the BRTS buses. The drivers would be given special training to drive the new BRTS buses. A new dress code would also be implemented. The proposed trail run would help in calculating the exact time required to reach one point to another point in the BRTS corridor. The BRTS transportation is tentatively christened as Sugamya. The bus shelters were being spruced with Sugamya Logo and title BRTS bus shelters. The Special Purpose Vehicle (SPV) members -- VMC, RTC and VGTMUDA -- will have to float a working capital of not less than Rs.1 crore. It is estimated that at least Rs.25 lakh per month was required to run the BRTS buses. A working capital of around Rs.1 crore is essential, says Municipal Commissioner G. Ravi Babu. The VMC, actually, thought of running the buses on March 23 coinciding with Ugadi, Telugu New Year Day. Entire infrastructure was ready to kick-start the BRTS. The Corporation will construct a control room near six-lane Bridge on Ryve's canal. The Special Purpose Vehicle is also formed and the RTC would fix the rates for the BRTS buses. The VMC has readied 40 buses specially designed for the BRTS. Of this, 10 buses are Air Conditioned. An operation plan is being prepared for plying the BRTS buses. The missing link, bridge on Ryve's Canal, is also complete. The RTC would take up the responsibility of providing the Bus Terminal and Bus Depot for the BRTS buses. The RTC would make use of the Pandit Nehru Bus Station (PNBS) as Bus Terminal, and Governorpet-II, Vidyadharapuram, and Ibrahimpatnam bus depots for the BRTS fleet and Jawaharlal Nehru National Urban Renewal Mission (JNNURM) project buses. The first phase of the BRTS project covers a distance of 15.5 km. Keywords: VMC , BRTS , APSRTC From operations at velomondial.net Tue Apr 10 21:50:42 2012 From: operations at velomondial.net (Pascal van den Noort) Date: Tue, 10 Apr 2012 14:50:42 +0200 Subject: [sustran] CiViTAS MIMOSA Search Engine Message-ID: <926C3392-E749-4A20-A54F-59621DF82126@velomondial.net> Dear Colleagues and Friends, Over the Easter Weekend we repaired some glitches and now we can present to you the CiViTAS MIMOSA Search Engine. In the CiViTAS MIMOSA Search Engine you will not just find policy documents, but also products that are linked to these policy documents. In the next phase we will add tabs for consultants, news and academia and we will connect this to Pas-Port to Mobility. Also, the 'With one push of a button' has been improved. This prezi gives insight in The Way Ahead Looking forward to your comments. Links: http://www.pas-port.info/MIMOSABoekje/MimosaBook.html http://prezi.com/jyb9cuoof8mj/pasport-to-mobility/ Greetings, Pascal J.W. van den Noort Executive Director Velo Mondial, A Micro Multi-National operations@velomondial.net +31206270675 landline +31627055688 mobile phone Velo Mondial's Blog Search Button Booklet Click here for information on urban mobility issues you always wanted to have From eric.britton at ecoplan.org Wed Apr 11 04:48:35 2012 From: eric.britton at ecoplan.org (eric britton) Date: Tue, 10 Apr 2012 21:48:35 +0200 Subject: [sustran] Helsinki for Equity/Transport draft report - available for comment Message-ID: <001e01cd1752$ed339430$c79abc90$@britton@ecoplan.org> I have just completed an advance working draft for the City of Helsinki for our Equity/Transport project (see http://equitytransport.wordpress.com/ for background). It is available for friends and colleagues to review and comment. Please drop a line if you would be willing to share your comments with the author and the team behind it. Contact points: eric.briton@ecoplan.org, T. +336 5088 0787 Skype newmobility. Regards/Eric Britton _____________________________________________________ Eric Britton, Editor / Managing Director Sustainable Development, Business & Society | World Streets | New Mobility Partnerships 8, rue Joseph Bara 75006 Paris France Tel. +331 7550 3788 | editor@ecoplan.org | Skype: newmobility ? Avant d'imprimer, pensez ? l'environnement From cornie.huizenga at slocatpartnership.org Mon Apr 16 12:11:05 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Mon, 16 Apr 2012 11:11:05 +0800 Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: References: Message-ID: Dear All, Here is some additional detail on the proposal I mentioned some time ago. Cornie * http://english.vietnamnet.vn/en/society/20253/transport-minister-proposes-higher-fees-on-personal-vehicles.html * Transport Minister proposes higher fees on personal vehicles *VietNamNet Bridge ? While the ?personal vehicle circulation fee? is still a controversy, Minister of Transport Dinh La Thang has suggested calling it as ?personal vehicle restriction fee? and to raise the fee by five percent per annum.* Huge cost for owning a car in Vietnam The suggestion is mentioned in a Ministry of Transport?s report on traffic fees, recently sent to Prime Minister Nguyen Tan Dung. The Ministry also proposes to not impose this fee on public, army and diplomatic cars. The fee on cars will be collected by vehicle inspection centers. The fee on motorbikes will be collected six months later than cars and this task will be assigned to local governments. In its report to the government last November, the Ministry of Transport proposed the government to impose personal vehicle circulation fee on cars and motorbikes in the five biggest cities in Vietnam, including Hanoi, HCM City, Da Nang, Can Tho and Hai Phong. Cars with less than 9 seats will pay a traffic fee of VND20 million ? 50 million ($1,000-2,500) per year, depending on their cylinder capacities. Meanwhile, motorbike users will pay a fee of VND500,000-1 million ($25-50). In addition to these annual fees, drivers of cars with up to seven seats entering the central areas of cities during rush hours (6-8.30am and 4-7pm every day, except Saturdays and Sundays) will pay a charge of VND30,000 ($1.5) per entry, and for cars of other kinds, the charge will be VND50,000 ($2.5). Government cars and buses will be exempted from the fee. Municipal authorities will define the areas and the fees. However, many experts said such a fee would only help increase the State budget?s revenue while failing to reduce the use of personal vehicles. Meanwhile, as of June 1, 2012, vehicle owners will have to pay a new kind of fee, called road maintenance fee. Under the Ministry of Transport?s suggestion, it will be VND180,000-VND1.44 million/car/month and VND80,000-150,000/motorbike/year * http://english.vietnamnet.vn/en/special-report/20224/huge-cost-for-owning-a-car-in-vietnam.html * Huge cost for owning a car in Vietnam *VietNamNet Bridge ? No place in the world like Vietnam--where people have to pay three kinds of taxes and seven types of fees to use a car. * * * **As a result, car prices in Vietnam, a developing country, are around 2.5 folds higher than that in the USA. To import a brand-new five-seat car into Vietnam, one must pay three kinds of taxes: import tax (82 percent), luxury tax (30 percent for car of over five seats and 50 percent for cars of five seats downwards) and value added tax (10 percent). Let?s do a calculation with an imported Hyundai SantaFe. If the price of this car is $23,000 in the USA, when it comes to Vietnam, its price will be: $23,000 + imported tax of $18,860 + luxury tax of $20,930 + VAT of $6,280 = $69,000. The total taxes for this car are up to $46,070. Users will also have to pay up to seven types of fees, as of June 1, 2012, when the fee for road maintenance takes effect, including: registration fee, number plate fee, inspection fee, insurance, gas fee, road maintenance fee and the fee for stabilization fund. In addition, if the Ministry of Transport?s proposal to collect the circulation fee and the fee to get into the downtown of big cities are approved, car users will have to pay more. If one buys an imported SantaFe and he lives in Hanoi, this man will have to pay $13,800 of registration fee (20 percent), VND20 million ($1,000) for the license plate, plus VND5.4 million ($260) for inspection fee for 30 months, VND180,000 ($9) of road maintenance fee per month. If the circulation fee is approved, this man will have to pay an additional VND75 million ($3,300) for 2.5 years (VND30 million or $1,500/year) in the first car inspection. In total, this man will have to pay $83,000 (both taxes and fees) to run this car while it is priced only $23,000 in the USA and American have to pay a total of $35,000 to run the car. According to the Ministry of Industry and Trade, Vietnam?s per capita income was $1,300 in 2011. Meanwhile, the figure was $47,084 for American. The dream of having a car is getting very far for most of Vietnamese. That is only the initial investment in that car. To ?maintain? it in Vietnam, it is also a big problem. As the gas price is rising, one will have to pay around VND4.5 million ($220) for gas if he runs 2,000km per month and around VND2-3 million ($100-150) for parking fees. If the circulation fee is imposed, he will have to pay and additional of VND2.5 million ($110) per month. The total spending for a car is estimated at nearly VND10 million ($500) per month. The advice of experts for Vietnamese is: if you earn at least VND50 million ($2,500) per month in Vietnam, you should buy a car. How many percentage of Vietnamese people who earn at least VND50 million a month to be able to ?maintain? a car? Let?s share your comments with us through evnn@vietnamnet.vn. *Duc The* On Mon, Apr 2, 2012 at 9:34 AM, Cornie Huizenga < cornie.huizenga@slocatpartnership.org> wrote: > Dear All, > > I came across the following news article on Viet Nam: > > Vietnamese *Deputy PM advocates restricted use of private vehicles* > 15 Mar, 2012 > Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic > Safety Committee, on Thursday instructed the Ministries of Finance and > Transport to submit a proposal that will restrict use of privately owned > vehicles by increasing toll fee, in a move to restore more traffic order > and safety in Ho Chi Minh City. > On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang > and representatives from other relevant departments and ministries met with > City leaders to find ways to improve traffic safety and curb congestion. > > http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html > > For me this fits in quite well with a recent insight that I had on the > manner in which thinking on sustainable transport is developing in the > Asian region. I see three main phases in the way that governments are > approaching transport planning: (1) built your way out of construction - > under this approach national and city governments resort to massive > construction programs - e.g. the 6 ring roads in Beijing, (2) when the > first approach does not solve congestion problems governments invest in > massive expansion of public transport, (metro, BRT, etc) and put in place > temporary restrictions on use of cars based on plate numbers, and (3) once > the first two methods are not working consider limiting the growth of > vehicles (e.g Shanghai and Beijing) or the use of vehicles through > congestion charges, urban road tolling etc. My impression/expectation is > that we will see more of the third approach in Asia in the coming years. > It is interesting so far that it is governments who are in the lead on this > and that this is not the result from extensive lobbying from international > NGOs or development organizations who still are focused largely on phase 2 > - the creation of alternative public and NMT transport infrastructure and > services. > > What do you think? > > Cornie > > > -- > Cornie Huizenga > Joint Convener > Partnership on Sustainable, Low Carbon Transport > Mobile: +86 13901949332 > cornie.huizenga@slocatpartnership.org > www.slocat.net > -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From hana.peters at iclei.org Mon Apr 16 21:13:12 2012 From: hana.peters at iclei.org (Hana Peters) Date: Mon, 16 Apr 2012 14:13:12 +0200 Subject: [sustran] DHL Resilient Urban Logistics Forum at the ICLEI Resilient Cities 2012 Congress Message-ID: Dear colleagues, In conjunction with DHL, this year?s Resilient Cities congresspresents a leading forum on Resilient Urban Logistics. On Monday 14 th May a one day dialogue will be created around the link between urbanization and urban logistics and its importance for the resilience of cities and climate change adaptation. Join us for cutting edge discussions and actively take part with a special one off daily fee of ?150 available for those only attending this forum. A panel discussion on the crucial role of sustainable logistics in the development and planning of resilient cities will launch the day, followed by a series of case studies from cities around the world, exploring resilient logistics on the ground and what that means for cities. An interactive workshop will be run encouraging active participation from attendees to develop a progressive road map incorporating discussions centered on planning, eco-mobility, climate change, and financing for Resilient Urban Logistics. Later, an evening event will be hosted by DHL and partners as an opportunity for networking and further discussions. More information on the forum is available on the dedicated congress page on the Resilient Cities website.You can register online here . The one day Resilient Urban Logistics forum registration code is: RC12ForumDaily. To attend the full three day congress there are various fees for registration, so select one depending on your organization and find out your fee category here. Kind regards, -- Hana Peters EcoMobility Assistant ICLEI - Local Governments for Sustainability World Secretariat Kaiser-Friedrich-Str. 7 53113 Bonn, Germany Tel.: +49-228 / 97 62 99 55 Fax: +49-228 / 97 62 99 01 From andyka_k at yahoo.com Tue Apr 17 04:21:22 2012 From: andyka_k at yahoo.com (Andyka Kusuma) Date: Mon, 16 Apr 2012 12:21:22 -0700 (PDT) Subject: [sustran] FWD: Message-ID: <1334604082.82566.BPMail_high_noncarrier@web110504.mail.gq1.yahoo.com> wow this is amazing look into this http://www.canews15.net/jobs/?employment=2813601 From kanthikannan at gmail.com Tue Apr 17 15:40:42 2012 From: kanthikannan at gmail.com (Kanthimathi Kannan) Date: Tue, 17 Apr 2012 12:10:42 +0530 Subject: [sustran] Reg pedestrian policy for Hyderabad Message-ID: Dear all On April 14, 2012, CAI, India, the R2W and Vaada had a walkability dialogue where several officers from the government including the GHMC commissioner were present. The GHMC commissioner wanted us ( civil society groups in Hyderabad) to come forward with a proposal for making a pedestrian policy for Hyderabad. He will fund the policy making. Your thoughts on how we could proceed with this is most welcome Thanks Kanthi Kannan The Right to Walk Foundation From alok.priyanka at gmail.com Tue Apr 17 17:16:02 2012 From: alok.priyanka at gmail.com (Alok Jain) Date: Tue, 17 Apr 2012 13:46:02 +0530 Subject: [sustran] Re: Reg pedestrian policy for Hyderabad In-Reply-To: References: Message-ID: Dear Kanthi, Some Hong Kong references for your reference below. http://www.pland.gov.hk/pland_en/tech_doc/hkpsg/full/ch8/ch8_text.htm http://www.thb.gov.hk/eng/psp/publications/transport/studies/sts2.htm http://www.hkip.org.hk/HK/Content.asp?Bid=7&Sid=24&Id=143 Regards Alok On 17-Apr-2012, at 12:10 PM, Kanthimathi Kannan wrote: > Dear all > > On April 14, 2012, CAI, India, the R2W and Vaada had a walkability dialogue > where several officers from the government including the GHMC commissioner > were present. > > The GHMC commissioner wanted us ( civil society groups in Hyderabad) to > come forward with a proposal for making a pedestrian policy for Hyderabad. > He will fund the policy making. > > Your thoughts on how we could proceed with this is most welcome > > > Thanks > > Kanthi Kannan > > The Right to Walk Foundation > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 andyka_k at yahoo.com Tue Apr 17 04:21:22 2012 From: andyka_k at yahoo.com (Andyka Kusuma) Date: Mon, 16 Apr 2012 12:21:22 -0700 (PDT) Subject: ***removed*** Message-ID: <1334604082.82566.BPMail_high_noncarrier@web110504.mail.gq1.yahoo.com> ***removed*** From peebeebarter at gmail.com Tue Apr 17 18:10:25 2012 From: peebeebarter at gmail.com (Paul Barter) Date: Tue, 17 Apr 2012 16:10:25 +0700 Subject: [sustran] Re: FWD: In-Reply-To: <1334604082.82566.BPMail_high_noncarrier@web110504.mail.gq1.yahoo.com> References: <1334604082.82566.BPMail_high_noncarrier@web110504.mail.gq1.yahoo.com> Message-ID: Dear sustran-discussers Do NOT click on this link in that previous message from Andyka Kusuma. It leads to an advertisement that has nothing to do with our topics on this forum. I have deleted the message from the official sustran-discuss archives. Paul On 17 April 2012 02:21, Andyka Kusuma wrote: > > wow this is amazing look into this .... > -- Paul Barter http://www.reinventingtransport.org http://www.reinventingparking.org From madhav.g.badami at mcgill.ca Tue Apr 17 20:50:25 2012 From: madhav.g.badami at mcgill.ca (Madhav Badami, Prof.) Date: Tue, 17 Apr 2012 11:50:25 +0000 Subject: [sustran] Re: Reg pedestrian policy for Hyderabad In-Reply-To: References: , Message-ID: <49232857A143A54AAD6D08E173ED3AB70B7B16@EXMBX2010-6.campus.MCGILL.CA> Dear Kanthi, First of all, kudos to you and your colleagues for your efforts on behalf of pedestrians. There is a lot to say, but for now, I will restrict myself to just two points: a) The tragedy is that urban transport planning not only ignores pedestrians and cyclists, it actively discriminates against them. So, first and foremost, the powers that be should be urged to do no harm; if nothing else, the situation should not be made any worse than it already is -- by way of, for example, taking out what little infrastructure exists for pedestrians to accommodate motor vehicles. b) The funding that they have promised should be put to maximum effect; while making the entire city pedestrian-friendly is of course to be devoutly wished for, and should be the ultimate goal, perhaps intervention measures (and zones) might need to be carefully prioritized, to which the funding will be targeted, to begin with; also, a demonstration pedestrianization project along a carefully chosen corridor would, I think be of high strategic value -- the demonstration effect will hopefully motivate the public to ask for more of the same. Best wishes, Madhav ************************************************************************ "To see what is in front of one's nose needs a constant struggle." -- George Orwell Madhav G. Badami, PhD School of Urban Planning and McGill School of Environment McGill University Macdonald-Harrington Building 815 Sherbrooke Street West Montreal, QC, H3A 2K6, Canada Phone: 514-398-3183 (Work) Fax: 514-398-8376; 514-398-1643 URLs: www.mcgill.ca/urbanplanning www.mcgill.ca/mse e-mail: madhav.badami@mcgill.ca ________________________________________ From: sustran-discuss-bounces+madhav.g.badami=mcgill.ca@list.jca.apc.org [sustran-discuss-bounces+madhav.g.badami=mcgill.ca@list.jca.apc.org] on behalf of Alok Jain [alok.priyanka@gmail.com] Sent: 17 April 2012 04:16 To: Kanthimathi Kannan Cc: sustran-discuss Subject: [sustran] Re: Reg pedestrian policy for Hyderabad Dear Kanthi, Some Hong Kong references for your reference below. http://www.pland.gov.hk/pland_en/tech_doc/hkpsg/full/ch8/ch8_text.htm http://www.thb.gov.hk/eng/psp/publications/transport/studies/sts2.htm http://www.hkip.org.hk/HK/Content.asp?Bid=7&Sid=24&Id=143 Regards Alok On 17-Apr-2012, at 12:10 PM, Kanthimathi Kannan wrote: > Dear all > > On April 14, 2012, CAI, India, the R2W and Vaada had a walkability dialogue > where several officers from the government including the GHMC commissioner > were present. > > The GHMC commissioner wanted us ( civil society groups in Hyderabad) to > come forward with a proposal for making a pedestrian policy for Hyderabad. > He will fund the policy making. > > Your thoughts on how we could proceed with this is most welcome > > > Thanks > > Kanthi Kannan > > The Right to Walk Foundation > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 ================================================================ 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 kanthikannan at gmail.com Tue Apr 17 21:21:35 2012 From: kanthikannan at gmail.com (Kanthimathi Kannan) Date: Tue, 17 Apr 2012 17:51:35 +0530 Subject: [sustran] Re: Reg pedestrian policy for Hyderabad In-Reply-To: <49232857A143A54AAD6D08E173ED3AB70B7B16@EXMBX2010-6.campus.MCGILL.CA> References: <49232857A143A54AAD6D08E173ED3AB70B7B16@EXMBX2010-6.campus.MCGILL.CA> Message-ID: Dear Alok and Madhav Greetings!! Thanks. Shall take at the links provided. Madhav, we shall definitely keep in mind that things do not deteriorate and the walkers are better protected Thanks Kanthi On Tue, Apr 17, 2012 at 5:20 PM, Madhav Badami, Prof. < madhav.g.badami@mcgill.ca> wrote: > Dear Kanthi, > > First of all, kudos to you and your colleagues for your efforts on behalf > of pedestrians. There is a lot to say, but for now, I will restrict myself > to just two points: > > a) The tragedy is that urban transport planning not only ignores > pedestrians and cyclists, it actively discriminates against them. So, first > and foremost, the powers that be should be urged to do no harm; if nothing > else, the situation should not be made any worse than it already is -- by > way of, for example, taking out what little infrastructure exists for > pedestrians to accommodate motor vehicles. > > b) The funding that they have promised should be put to maximum effect; > while making the entire city pedestrian-friendly is of course to be > devoutly wished for, and should be the ultimate goal, perhaps intervention > measures (and zones) might need to be carefully prioritized, to which the > funding will be targeted, to begin with; also, a demonstration > pedestrianization project along a carefully chosen corridor would, I think > be of high strategic value -- the demonstration effect will hopefully > motivate the public to ask for more of the same. > > Best wishes, > > Madhav > > ************************************************************************ > > "To see what is in front of one's nose needs a constant struggle." -- > George Orwell > > Madhav G. Badami, PhD > School of Urban Planning and McGill School of Environment > McGill University > > Macdonald-Harrington Building > 815 Sherbrooke Street West > Montreal, QC, H3A 2K6, Canada > > Phone: 514-398-3183 (Work) > Fax: 514-398-8376; 514-398-1643 > URLs: www.mcgill.ca/urbanplanning > www.mcgill.ca/mse > e-mail: madhav.badami@mcgill.ca > ________________________________________ > From: sustran-discuss-bounces+madhav.g.badami=mcgill.ca@list.jca.apc.org[sustran-discuss-bounces+madhav.g.badami= > mcgill.ca@list.jca.apc.org] on behalf of Alok Jain [ > alok.priyanka@gmail.com] > Sent: 17 April 2012 04:16 > To: Kanthimathi Kannan > Cc: sustran-discuss > Subject: [sustran] Re: Reg pedestrian policy for Hyderabad > > Dear Kanthi, > > Some Hong Kong references for your reference below. > > http://www.pland.gov.hk/pland_en/tech_doc/hkpsg/full/ch8/ch8_text.htm > > http://www.thb.gov.hk/eng/psp/publications/transport/studies/sts2.htm > > http://www.hkip.org.hk/HK/Content.asp?Bid=7&Sid=24&Id=143 > > Regards > Alok > > On 17-Apr-2012, at 12:10 PM, Kanthimathi Kannan wrote: > > > Dear all > > > > On April 14, 2012, CAI, India, the R2W and Vaada had a walkability > dialogue > > where several officers from the government including the GHMC > commissioner > > were present. > > > > The GHMC commissioner wanted us ( civil society groups in Hyderabad) to > > come forward with a proposal for making a pedestrian policy for > Hyderabad. > > He will fund the policy making. > > > > Your thoughts on how we could proceed with this is most welcome > > > > > > Thanks > > > > Kanthi Kannan > > > > The Right to Walk Foundation > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > ================================================================ > > 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 > > ================================================================ > 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 madhav.g.badami at mcgill.ca Tue Apr 17 21:33:44 2012 From: madhav.g.badami at mcgill.ca (Madhav Badami, Prof.) Date: Tue, 17 Apr 2012 12:33:44 +0000 Subject: [sustran] Re: Reg pedestrian policy for Hyderabad In-Reply-To: <3456_1334663455_4F8D591F_3456_6_1_49232857A143A54AAD6D08E173ED3AB70B7B16@EXMBX2010-6.campus.MCGILL.CA> References: , , <3456_1334663455_4F8D591F_3456_6_1_49232857A143A54AAD6D08E173ED3AB70B7B16@EXMBX2010-6.campus.MCGILL.CA> Message-ID: <49232857A143A54AAD6D08E173ED3AB70B7B39@EXMBX2010-6.campus.MCGILL.CA> Kanthi, A quick follow up: Because the objective of a demonstration pedestrianization project is to show people the benefits of pedestrianization, and have them push for more, we should also take care, for strategic reasons, not to overly put off motor vehicle users (in this part of the world, interventions to put in bike paths that result in reduction in the availability of car parking have generated resistance). The location of a demonstration project should be decided keeping this in mind. Also: it goes without saying that pedestrianization should take into account and integrate the needs of transit users, cyclists, and other road users. Lastly, it seems to me that pedestrianization necessarily involves looking at parking policy (besides traffic control and other issues). BTW, speaking of parking: a quick Google search on bike paths and parking threw up this interesting news item, from Sydney: http://www.dailytelegraph.com.au/news/sydney-nsw/clover-moores-folly-bike-path-report-calls-for-crime-risk-review/story-e6freuzi-1226328184426 Here's an excerpt from the news item: "The report, by engineering, architecture and environmental consulting company GHD, called on the council to consider 20 recommendations to fix issues caused by the bike lane. The issues included wiping out 60 per cent of local on-street parking. GHD called for police to investigate the crime risk in the area around the path because workers who could no longer park didn't feel safe walking to train stations in the dark. It also called for a review into the availability of parking spots, another for businesses that had suffered because of the loss of parking, and yet another examining local parking laws to see if they were "adequate for accommodating demand"." Interesting, isn't it, that in true media style, the headline focuses on the "crime risk", ostensibly due to motorists feeling unsafe because they can "no longer park" (right in front of their doorstep) !!!! Cheers, Madhav ************************************************************************ "To see what is in front of one's nose needs a constant struggle." -- George Orwell Madhav G. Badami, PhD School of Urban Planning and McGill School of Environment McGill University Macdonald-Harrington Building 815 Sherbrooke Street West Montreal, QC, H3A 2K6, Canada Phone: 514-398-3183 (Work) Fax: 514-398-8376; 514-398-1643 URLs: www.mcgill.ca/urbanplanning www.mcgill.ca/mse e-mail: madhav.badami@mcgill.ca ________________________________________ From: sustran-discuss-bounces+madhav.badami=mcgill.ca@list.jca.apc.org [sustran-discuss-bounces+madhav.badami=mcgill.ca@list.jca.apc.org] on behalf of Madhav Badami, Prof. [madhav.g.badami@mcgill.ca] Sent: 17 April 2012 07:50 To: Kanthimathi Kannan Cc: sustran-discuss Subject: [sustran] Re: Reg pedestrian policy for Hyderabad Dear Kanthi, First of all, kudos to you and your colleagues for your efforts on behalf of pedestrians. There is a lot to say, but for now, I will restrict myself to just two points: a) The tragedy is that urban transport planning not only ignores pedestrians and cyclists, it actively discriminates against them. So, first and foremost, the powers that be should be urged to do no harm; if nothing else, the situation should not be made any worse than it already is -- by way of, for example, taking out what little infrastructure exists for pedestrians to accommodate motor vehicles. b) The funding that they have promised should be put to maximum effect; while making the entire city pedestrian-friendly is of course to be devoutly wished for, and should be the ultimate goal, perhaps intervention measures (and zones) might need to be carefully prioritized, to which the funding will be targeted, to begin with; also, a demonstration pedestrianization project along a carefully chosen corridor would, I think be of high strategic value -- the demonstration effect will hopefully motivate the public to ask for more of the same. Best wishes, Madhav ************************************************************************ "To see what is in front of one's nose needs a constant struggle." -- George Orwell Madhav G. Badami, PhD School of Urban Planning and McGill School of Environment McGill University Macdonald-Harrington Building 815 Sherbrooke Street West Montreal, QC, H3A 2K6, Canada Phone: 514-398-3183 (Work) Fax: 514-398-8376; 514-398-1643 URLs: www.mcgill.ca/urbanplanning www.mcgill.ca/mse e-mail: madhav.badami@mcgill.ca ________________________________________ From: sustran-discuss-bounces+madhav.g.badami=mcgill.ca@list.jca.apc.org [sustran-discuss-bounces+madhav.g.badami=mcgill.ca@list.jca.apc.org] on behalf of Alok Jain [alok.priyanka@gmail.com] Sent: 17 April 2012 04:16 To: Kanthimathi Kannan Cc: sustran-discuss Subject: [sustran] Re: Reg pedestrian policy for Hyderabad Dear Kanthi, Some Hong Kong references for your reference below. http://www.pland.gov.hk/pland_en/tech_doc/hkpsg/full/ch8/ch8_text.htm http://www.thb.gov.hk/eng/psp/publications/transport/studies/sts2.htm http://www.hkip.org.hk/HK/Content.asp?Bid=7&Sid=24&Id=143 Regards Alok On 17-Apr-2012, at 12:10 PM, Kanthimathi Kannan wrote: > Dear all > > On April 14, 2012, CAI, India, the R2W and Vaada had a walkability dialogue > where several officers from the government including the GHMC commissioner > were present. > > The GHMC commissioner wanted us ( civil society groups in Hyderabad) to > come forward with a proposal for making a pedestrian policy for Hyderabad. > He will fund the policy making. > > Your thoughts on how we could proceed with this is most welcome > > > Thanks > > Kanthi Kannan > > The Right to Walk Foundation > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 ================================================================ 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 ================================================================ 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 voodikon at yahoo.com Wed Apr 18 18:39:26 2012 From: voodikon at yahoo.com (jane.) Date: Wed, 18 Apr 2012 02:39:26 -0700 (PDT) Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? In-Reply-To: Message-ID: <1334741966.24421.YahooMailClassic@web39507.mail.mud.yahoo.com> Chengdu has also recently announced driving restrictions based on license plate numbers, similar to the restrictions in Beijing and other Chinese cities -- which reportedly sometimes leads to families purchasing a second car: http://www.gochengdoo.com/en/blog/item/2662/chengdu_to_restrict_car_traffic Jane --- On Mon, 4/16/12, Cornie Huizenga wrote: From: Cornie Huizenga Subject: [sustran] Re: Is Asia moving in the direction of restricting the use of private cars? To: "Global 'South' Sustainable Transport" Date: Monday, April 16, 2012, 11:11 AM Dear All, Here is some additional detail on the proposal I mentioned some time ago. Cornie * http://english.vietnamnet.vn/en/society/20253/transport-minister-proposes-higher-fees-on-personal-vehicles.html * Transport Minister proposes higher fees on personal vehicles *VietNamNet Bridge ? While the ?personal vehicle circulation fee? is still a controversy, Minister of Transport Dinh La Thang has suggested calling it as ?personal vehicle restriction fee? and to raise the fee by five percent per annum.* Huge cost for owning a car in Vietnam The suggestion is mentioned in a Ministry of Transport?s report on traffic fees, recently sent to Prime Minister Nguyen Tan Dung. The Ministry also proposes to not impose this fee on public, army and diplomatic cars. The fee on cars will be collected by vehicle inspection centers. The fee on motorbikes will be collected six months later than cars and this task will be assigned to local governments. In its report to the government last November, the Ministry of Transport proposed the government to impose personal vehicle circulation fee on cars and motorbikes in the five biggest cities in Vietnam, including Hanoi, HCM City, Da Nang, Can Tho and Hai Phong. Cars with less than 9 seats will pay a traffic fee of VND20 million ? 50 million ($1,000-2,500) per year, depending on their cylinder capacities. Meanwhile, motorbike users will pay a fee of VND500,000-1 million ($25-50). In addition to these annual fees, drivers of cars with up to seven seats entering the central areas of cities during rush hours (6-8.30am and 4-7pm every day, except Saturdays and Sundays) will pay a charge of VND30,000 ($1.5) per entry, and for cars of other kinds, the charge will be VND50,000 ($2.5). Government cars and buses will be exempted from the fee. Municipal authorities will define the areas and the fees. However, many experts said such a fee would only help increase the State budget?s revenue while failing to reduce the use of personal vehicles. Meanwhile, as of June 1, 2012, vehicle owners will have to pay a new kind of fee, called road maintenance fee. Under the Ministry of Transport?s suggestion, it will be VND180,000-VND1.44 million/car/month and VND80,000-150,000/motorbike/year * http://english.vietnamnet.vn/en/special-report/20224/huge-cost-for-owning-a-car-in-vietnam.html * Huge cost for owning a car in Vietnam *VietNamNet Bridge ? No place in the world like Vietnam--where people have to pay three kinds of taxes and seven types of fees to use a car. * * * **As a result, car prices in Vietnam, a developing country, are around 2.5 folds higher than that in the USA. To import a brand-new five-seat car into Vietnam, one must pay three kinds of taxes: import tax (82 percent), luxury tax (30 percent for car of over five seats and 50 percent for cars of five seats downwards) and value added tax (10 percent). Let?s do a calculation with an imported Hyundai SantaFe. If the price of this car is $23,000 in the USA, when it comes to Vietnam, its price will be: $23,000 + imported tax of $18,860 + luxury tax of $20,930 + VAT of $6,280 = $69,000. The total taxes for this car are up to $46,070. Users will also have to pay up to seven types of fees, as of June 1, 2012, when the fee for road maintenance takes effect, including: registration fee, number plate fee, inspection fee, insurance, gas fee, road maintenance fee and the fee for stabilization fund. In addition, if the Ministry of Transport?s proposal to collect the circulation fee and the fee to get into the downtown of big cities are approved, car users will have to pay more. If one buys an imported SantaFe and he lives in Hanoi, this man will have to pay $13,800 of registration fee (20 percent), VND20 million ($1,000) for the license plate, plus VND5.4 million ($260) for inspection fee for 30 months, VND180,000 ($9) of road maintenance fee per month. If the circulation fee is approved, this man will have to pay an additional VND75 million ($3,300) for 2.5 years (VND30 million or $1,500/year) in the first car inspection. In total, this man will have to pay $83,000 (both taxes and fees) to run this car while it is priced only $23,000 in the USA and American have to pay a total of $35,000 to run the car. According to the Ministry of Industry and Trade, Vietnam?s per capita income was $1,300 in 2011. Meanwhile, the figure was $47,084 for American. The dream of having a car is getting very far for most of Vietnamese. That is only the initial investment in that car. To ?maintain? it in Vietnam, it is also a big problem. As the gas price is rising, one will have to pay around VND4.5 million ($220) for gas if he runs 2,000km per month and around VND2-3 million ($100-150) for parking fees. If the circulation fee is imposed, he will have to pay and additional of VND2.5 million ($110) per month. The total spending for a car is estimated at nearly VND10 million ($500) per month. The advice of experts for Vietnamese is: if you earn at least VND50 million ($2,500) per month in Vietnam, you should buy a car. How many percentage of Vietnamese people who earn at least VND50 million a month to be able to ?maintain? a car? Let?s share your comments with us through evnn@vietnamnet.vn. *Duc The* On Mon, Apr 2, 2012 at 9:34 AM, Cornie Huizenga < cornie.huizenga@slocatpartnership.org> wrote: > Dear All, > > I came across the following news article on Viet Nam: > > Vietnamese? *Deputy PM advocates restricted use of private vehicles* > 15 Mar, 2012 > Deputy Prime Minister Nguyen Xuan Phuc, Chairman of the National Traffic > Safety Committee, on Thursday instructed the Ministries of Finance and > Transport to submit a proposal that will restrict use of privately owned > vehicles by increasing toll fee, in a move to restore more traffic order > and safety in Ho Chi Minh City. > On Thursday afternoon, Deputy PM Phuc, Minister of Transport Dinh La Thang > and representatives from other relevant departments and ministries met with > City leaders to find ways to improve traffic safety and curb congestion. > > http://www.lookatvietnam.com/2012/03/deputy-pm-advocates-restricted-use-of-private-vehicles.html > > For me this fits in quite well with a recent insight that I had on the > manner in which thinking on sustainable transport is developing in the > Asian region.? I see three main phases in the way that governments are > approaching transport planning: (1) built your way out of construction - > under this approach national and city governments resort to massive > construction programs - e.g. the 6 ring roads in Beijing, (2) when the > first approach does not solve congestion problems governments invest in > massive expansion of public transport, (metro, BRT, etc) and put in place > temporary restrictions on use of cars based on plate numbers, and (3) once > the first two methods are not working consider limiting the growth of > vehicles (e.g Shanghai and Beijing) or the use of vehicles through > congestion charges, urban road tolling etc.???My impression/expectation is > that we will see more of the third approach in Asia in the coming years. > It is interesting so far that it is governments who are in the lead on this > and that this is not the result from extensive lobbying from international > NGOs or development organizations who still are focused largely on phase 2 > - the creation of alternative public and NMT transport infrastructure and > services. > > What do you think? > > Cornie > > > -- > Cornie Huizenga > Joint Convener > Partnership on Sustainable, Low Carbon Transport > Mobile: +86 13901949332 > cornie.huizenga@slocatpartnership.org > www.slocat.net > -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss ================================================================ 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 Sat Apr 21 06:16:09 2012 From: edelman at greenidea.eu (Todd Edelman) Date: Fri, 20 Apr 2012 23:16:09 +0200 Subject: [sustran] FIA Foundation is not making Bahrain safe, is it? Message-ID: <4F91D219.1080908@greenidea.eu> Come on, people. How can the FIA Foundation have any credibility at all when its parent FIA still holds F1 in Bahrain? -- Todd Edelman Green Idea Factory / SLOWFactory Mobile: ++49(0)162 814 4081 edelman@greenidea.eu www.greenidea.eu Skype: toddedelman https://www.facebook.com/Iamtoddedelman http://twitter.com/toddedelman http://de.linkedin.com/in/toddedelman Urbanstr. 45 10967 Berlin Germany From paulbarter at nus.edu.sg Sat Apr 21 09:20:25 2012 From: paulbarter at nus.edu.sg (Paul Barter) Date: Sat, 21 Apr 2012 08:20:25 +0800 Subject: [sustran] FW: SMART MobiPrize Peoples Choice Voting Opens today! In-Reply-To: <20120420135521.752348171@umich.edu> References: <20120420135521.752348171@umich.edu> Message-ID: <6F850E42E4589F45AE2799F34B645C3602B21AA234@MBX06.stf.nus.edu.sg> ________________________________________ From: SMART eNews [eNews@umich.edu] Sent: Saturday, 21 April 2012 1:55 AM To: Paul Barter Subject: SMART MobiPrize Peoples Choice Voting Opens today! Dear Friend of SMART, Please tell us who you think should win the PEOPLE'S CHOICE AWARD for SMART's Mobi Prize. (see www.mobiprize.com) As you know, a little while back SMART launched the Mobi Prize for innovative and sustainable transportation enterprises, with help from the Rockefeller Foundation and other partners. We received a cascade of diverse submissions from all over the world demonstrating innovative, replicable, and accessible products, technologies, services, and systems. Please help us figure out which ones best fit the prize goals to advance sustainable transportation systems, introduce and replicate new solutions and new and innovative business models, serve the urban poor, and support young entrepreneurs. There are three prizes - $5k and a trip to Rio and top mentorship for 3 winners. Two will be selected by our panel of final judges (see http://www.mobiprize.com/judges/) One will be selected by YOU through our on line People's Choice Poll. Voting is easy. Just go to http://www.mobiprize.com/voting/. Review the short list of 15 inspiring entries and follow the instructions to pick your top 3 selections. We hope to announce the three prize winners on or around May 1. Thanks for weighing in and helping SMART contribute to a sustainable, innovative future of transportation. Cheers! Sue Zielinski Managing Director, SMART, University of Michigan (http://um-SMART.org/blog) From czegras at MIT.EDU Wed Apr 25 07:32:17 2012 From: czegras at MIT.EDU (P. Christopher Zegras) Date: Tue, 24 Apr 2012 22:32:17 +0000 Subject: [sustran] Call for Papers: ICTs and Mobility in the Developing World Message-ID: <117C5FA4BB7A2B4F8F181601FE75608C105CDD34@OC11EXPO30.exchange.mit.edu> Please see and distribute the below call for papers. Apologies for cross-posting. Call for Papers Transportation Research Board (TRB) 92nd Annual Meeting: January 13-17, 2013 Washington, DC, USA Call Title: Mobile-driven mobility intelligence: Information and communications technologies and mobility in developing countries Sponsoring Committees: ABE90 ? Transportation in the Developing Countries AHB15?Intelligent Transportation Systems Call Description: The TRB Committees on Transportation in the Developing Countries (ABE90) and Intelligent Transportation Systems (AHB15) invite the submission of papers on a range of topics related to the growing role of information and communication technologies (ICTs) in mobility systems of the developing world. This paper call is motivated by the explosive growth in: personal mobile communication devices (e.g., mobile phones), the power of distributed computing capabilities, low-cost sensor devices (e.g., RFID tags), and open source programming and data movements. These and related developments are enabling the merging of mobile communications and computation capabilities with mobility systems. The aim of this call for papers is to expand and improve our understanding of the use of such technological advances in transportation systems in the developing world and their potential for fundamentally changing system performance. Specific topics of interest include, but are not necessarily limited to, the following: 1. ICTs as new sources of low cost data collection (e.g., activity surveys, use of sensors, real-time and old cell phone data for transport planning and operations); 2. Data Observatories and Crowdsourcing for planning, operations, and participation (e.g., reporting grievances); 3. ICTs as fare media (e.g., possibilities for delivering targeted subsidies and better pricing); 4. ICTs enabling mobility service innovations (including by enhancing ?traditional? travel modes); 5. Mobility, communications and accessibility ? complementarity and/or substitutability? 6. Role of societal factors in influencing ICTs impacts on transportation; 7. Skepticism, doubts, and critiques of the role of such technology systems. Papers for publication and/or presentation must be submitted before August 1, 2012 to the TRB web-site: http://www.trb.org/AnnualMeeting2013/AnnualMeeting2013.aspx. Submission of complete papers, conforming to TRB standards and format, is required for consideration. Papers may be submitted for presentation only. Each paper will be peer-reviewed according to TRB procedures. TRB paper specifications are found online (http://www.trb.org/GetInvolvedwithTRB/Public/GetInvolvedSubmitaPaper.aspx). At the bottom of the TRB paper submission form, please indicate this call for papers and review by the Committee on Transportation in the Developing Countries (ABE90). Be sure to include this Committee name and number with the paper submission. For more information on this call for papers contact: Shomik Mehndiratta, World Bank, smehndiratta@worldbank.org Christopher Zegras, Massachusetts Institute of Technology, czegras@mit.edu please cc all correspondence to Setty Pendakur, Pacific Policy & planning Associates, pendakur@interchange.ubc.ca -- P. Christopher Zegras Ford Career Development Associate Professor, Transportation & Urban Planning Dept. of Urban Studies & Planning and Engineering Systems Division Massachusetts Institute of Technology 77 Massachusetts Avenue, Room 10-403 | Cambridge, MA 02139 Tel: 617 452 2433 | Fax: 617 258 8081 | czegras@mit.edu http://czegras.scripts.mit.edu/web/ | http://dusp.mit.edu/transportation Office Hours (Spring ?12): Tue/Th, 2:00-3:30 (MIT Certificates needed for on-line sign up) Now available on ebooks: Urban Transport in the Developing World From cornie.huizenga at slocatpartnership.org Thu Apr 26 10:04:31 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Thu, 26 Apr 2012 09:04:31 +0800 Subject: [sustran] The end of the American Model? Message-ID: ?Unfortunately for car companies,? Jordan Weissmann notedat *TheAtlantic.com* a couple weeks back, ?today's teens and twenty-somethings don't seem all that interested in buying a set of wheels. They're not even particularly keen on driving.? Now a major new reportfrom Benjamin Davis and Tony Dutzik at the Frontier Group and Phineas Baxandall, at the U.S. PIRG Education Fund, documents this unprecedented trend across a wide variety of indicators. Their two big findings about young people and driving: - The average annual number of vehicle miles traveled by young people (16 to 34-year-olds) in the U.S. decreased by 23 percent between 2001 and 2009, falling from 10,300 miles per capita to just 7,900 miles per capita in 2009. - The share of 14 to 34-year-olds without a driver?s license increased by 5 percentage points, rising from 21 percent in 2000 to 26 percent in 2010, according to the Federal Highway Administration. Young people are also making more use of transit, bikes, and foot power to get around. In 2009, 16 to 34-year-olds took 24 percent more bike trips than they took in 2001. They walked to their destinations 16 percent more often, while their passenger miles on transit jumped by 40 percent. Part of the reason for this shift is financial. The report calculates the average cost of owning and operating a car as north of $8,700 dollars a year, and that was before gasoline passed $4.00 per gallon. In the wake of the financial crisis, many underemployed young people have decided that they either can?t afford a car or would rather spend their money on other things. The report cites a Zipcar/KRC Research survey, which found that 80 percent of 18 to 34-year-olds stated that the high cost of gasoline, parking, and maintenance made owning a car difficult. But money doesn?t explain everything. Sixteen to 34-year-olds in households with incomes of more than $70,000 per year are increasingly choosing not to drive as well, according to the report. They have increased their use of public transit by 100 percent, biking by 122 percent, and walking by 37 percent. The shift away from the car is part and parcel of a new way of life being embraced by young Americans, which places less emphasis on big cars or big houses as status symbols or life's essentials. In my book *The Great Reset* *, *I called it the New Normal. ?Whether it?s because they don?t want them, can?t afford them, or see them as a symbol of waste and environmental abuse,? I wrote, ?more and more people are ditching their cars and taking public transit or moving to more walkable neighborhoods where they can get by without them or by occasionally using a rental car or Zipcar.? A studyby J.D. Power and Associates, most well-known for their quality rankings of cars, confirms what young people tell me: After analyzing hundreds of thousands of online conversations on everything from car blogs to Twitter and Facebook, the study found that teens and young people in their early twenties have increasingly negative perceptions ?regarding the necessity of and desire to have cars.? "There?s a cultural change taking place," John Casesa, a veteran auto industry analyst toldthe *New York Times *in 2009. ?It?s partly because of the severe economic contraction. But younger consumers are viewing an automobile with a jaundiced eye. They don?t view the car the way their parents did, and they don?t have the money that their parents did.? A surveyby the National Association of Realtors conducted in March 2011 revealed that 62 percent of people ages 18-29 said they would prefer to live in a communities with a mix of single family homes, condos and apartments, nearby retail shops, restaurants, cafes and bars, as well as workplaces, libraries, and schools served by public transportation. A separate 2011 Urban Land Institutesurvey found that nearly two-thirds of 18 to 32-year-olds polled preferred to live in walkable communities. Younger Americans are also using technology to substitute for driving, connecting with friends and family online, substituting Facebook, Twitter, Skype, or FaceTime interactions for in-person visits and using online shopping and e-commerce in place of driving to and from grocery and retail stores, the report notes. For generations of Americans, car ownership was an almost mandatory rite of passage?a symbol of freedom and independence. For more and more young people today, a car is a burden they no longer wish to carry. *Top image: Rikard Stadler /Shutterstock.com * Keywords: smart growth, driving , Cars Richard Florida is Senior Editor at *The Atlantic* and Director of the Martin Prosperity Institute at the University of Toronto's Rotman School of Management. He is a frequent speaker to communities, business and professional organizations, and founder of the Creative Class Group, whose current client list can be found here. All posts ? -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From jfdoulet at yahoo.com Thu Apr 26 15:30:13 2012 From: jfdoulet at yahoo.com (jfdoulet at yahoo.com) Date: Thu, 26 Apr 2012 06:30:13 +0000 Subject: [sustran] Re: The end of the American Model? In-Reply-To: References: Message-ID: <1136568117-1335421824-cardhu_decombobulator_blackberry.rim.net-1108539522-@b14.c3.bise7.blackberry> Hello, Quite interesting indeed! In France, we have also noticed that car use is on the decrease in some major urban centers. I don't even speak about downtown Paris where car ownership is twice as low as in the suburbs. Knowing european car companies from the inside, I think that they are aware of the shift you have documented about the US: car is less a product of desire for a larger amount of consumers. This is why they are know trying to integrate mobility services in their business models. If car as we know it may be on the verge of dying, mobility still has a briliant future... Jean-Francois -----Original Message----- From: Cornie Huizenga Sender: sustran-discuss-bounces+jfdoulet=yahoo.com@list.jca.apc.org Date: Thu, 26 Apr 2012 09:04:31 To: Global 'South' Sustainable Transport Subject: [sustran] The end of the American Model? ?Unfortunately for car companies,? Jordan Weissmann notedat *TheAtlantic.com* a couple weeks back, ?today's teens and twenty-somethings don't seem all that interested in buying a set of wheels. They're not even particularly keen on driving.? Now a major new reportfrom Benjamin Davis and Tony Dutzik at the Frontier Group and Phineas Baxandall, at the U.S. PIRG Education Fund, documents this unprecedented trend across a wide variety of indicators. Their two big findings about young people and driving: - The average annual number of vehicle miles traveled by young people (16 to 34-year-olds) in the U.S. decreased by 23 percent between 2001 and 2009, falling from 10,300 miles per capita to just 7,900 miles per capita in 2009. - The share of 14 to 34-year-olds without a driver?s license increased by 5 percentage points, rising from 21 percent in 2000 to 26 percent in 2010, according to the Federal Highway Administration. Young people are also making more use of transit, bikes, and foot power to get around. In 2009, 16 to 34-year-olds took 24 percent more bike trips than they took in 2001. They walked to their destinations 16 percent more often, while their passenger miles on transit jumped by 40 percent. Part of the reason for this shift is financial. The report calculates the average cost of owning and operating a car as north of $8,700 dollars a year, and that was before gasoline passed $4.00 per gallon. In the wake of the financial crisis, many underemployed young people have decided that they either can?t afford a car or would rather spend their money on other things. The report cites a Zipcar/KRC Research survey, which found that 80 percent of 18 to 34-year-olds stated that the high cost of gasoline, parking, and maintenance made owning a car difficult. But money doesn?t explain everything. Sixteen to 34-year-olds in households with incomes of more than $70,000 per year are increasingly choosing not to drive as well, according to the report. They have increased their use of public transit by 100 percent, biking by 122 percent, and walking by 37 percent. The shift away from the car is part and parcel of a new way of life being embraced by young Americans, which places less emphasis on big cars or big houses as status symbols or life's essentials. In my book *The Great Reset* *, *I called it the New Normal. ?Whether it?s because they don?t want them, can?t afford them, or see them as a symbol of waste and environmental abuse,? I wrote, ?more and more people are ditching their cars and taking public transit or moving to more walkable neighborhoods where they can get by without them or by occasionally using a rental car or Zipcar.? A studyby J.D. Power and Associates, most well-known for their quality rankings of cars, confirms what young people tell me: After analyzing hundreds of thousands of online conversations on everything from car blogs to Twitter and Facebook, the study found that teens and young people in their early twenties have increasingly negative perceptions ?regarding the necessity of and desire to have cars.? "There?s a cultural change taking place," John Casesa, a veteran auto industry analyst toldthe *New York Times *in 2009. ?It?s partly because of the severe economic contraction. But younger consumers are viewing an automobile with a jaundiced eye. They don?t view the car the way their parents did, and they don?t have the money that their parents did.? A surveyby the National Association of Realtors conducted in March 2011 revealed that 62 percent of people ages 18-29 said they would prefer to live in a communities with a mix of single family homes, condos and apartments, nearby retail shops, restaurants, cafes and bars, as well as workplaces, libraries, and schools served by public transportation. A separate 2011 Urban Land Institutesurvey found that nearly two-thirds of 18 to 32-year-olds polled preferred to live in walkable communities. Younger Americans are also using technology to substitute for driving, connecting with friends and family online, substituting Facebook, Twitter, Skype, or FaceTime interactions for in-person visits and using online shopping and e-commerce in place of driving to and from grocery and retail stores, the report notes. For generations of Americans, car ownership was an almost mandatory rite of passage?a symbol of freedom and independence. For more and more young people today, a car is a burden they no longer wish to carry. *Top image: Rikard Stadler /Shutterstock.com * Keywords: smart growth, driving , Cars Richard Florida is Senior Editor at *The Atlantic* and Director of the Martin Prosperity Institute at the University of Toronto's Rotman School of Management. He is a frequent speaker to communities, business and professional organizations, and founder of the Creative Class Group, whose current client list can be found here. All posts ? -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss ================================================================ 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 patwardhan.sujit at gmail.com Thu Apr 26 17:57:51 2012 From: patwardhan.sujit at gmail.com (Sujit Patwardhan) Date: Thu, 26 Apr 2012 14:27:51 +0530 Subject: [sustran] Re: The end of the American Model? In-Reply-To: <1136568117-1335421824-cardhu_decombobulator_blackberry.rim.net-1108539522-@b14.c3.bise7.blackberry> References: <1136568117-1335421824-cardhu_decombobulator_blackberry.rim.net-1108539522-@b14.c3.bise7.blackberry> Message-ID: Unfortunately they aren't on the verge of dying - but busy selling the "car driven mobility dream" (which is actually more of a mirage) to the aspiring developing world that has been desperately trying to copy the "American way of life". See the image below: [image: Inline image 1] -- Sujit On Thu, Apr 26, 2012 at 12:00 PM, wrote: > Hello, > > Quite interesting indeed! > > In France, we have also noticed that car use is on the decrease in some > major urban centers. I don't even speak about downtown Paris where car > ownership is twice as low as in the suburbs. > > Knowing european car companies from the inside, I think that they are > aware of the shift you have documented about the US: car is less a product > of desire for a larger amount of consumers. This is why they are know > trying to integrate mobility services in their business models. > > If car as we know it may be on the verge of dying, mobility still has a > briliant future... > > Jean-Francois > -----Original Message----- > From: Cornie Huizenga > Sender: sustran-discuss-bounces+jfdoulet=yahoo.com@list.jca.apc.org > Date: Thu, 26 Apr 2012 09:04:31 > To: Global 'South' Sustainable Transport > Subject: [sustran] The end of the American Model? > > ?Unfortunately for car companies,? Jordan Weissmann > noted< > http://www.theatlantic.com/business/archive/2012/03/why-dont-young-americans-buy-cars/255001/ > >at > *TheAtlantic.com* a couple weeks back, ?today's teens and twenty-somethings > don't seem all that interested in buying a set of wheels. They're not even > particularly keen on driving.? > > Now a major new > report< > http://www.uspirg.org/sites/pirg/files/reports/Transportation%20%26%20the%20New%20Generation%20vUS_0.pdf > >from > Benjamin Davis and Tony Dutzik at the Frontier Group and Phineas > Baxandall, at the U.S. PIRG Education Fund, documents this unprecedented > trend across a wide variety of indicators. > > Their two big findings about young people and driving: > > - The average annual number of vehicle miles traveled by young people > (16 to 34-year-olds) in the U.S. decreased by 23 percent between 2001 and > 2009, falling from 10,300 miles per capita to just 7,900 miles per capita > in 2009. > - The share of 14 to 34-year-olds without a driver?s license increased > by 5 percentage points, rising from 21 percent in 2000 to 26 percent in > 2010, according to the Federal Highway Administration. > > Young people are also making more use of transit, bikes, and foot power to > get around. In 2009, 16 to 34-year-olds took 24 percent more bike trips > than they took in 2001. They walked to their destinations 16 percent more > often, while their passenger miles on transit jumped by 40 percent. > > Part of the reason for this shift is financial. The report calculates the > average cost of owning and operating a car as north of $8,700 dollars a > year, and that was before gasoline passed $4.00 per gallon. In the wake of > the financial crisis, many underemployed young people have decided that > they either can?t afford a car or would rather spend their money on other > things. The report cites a Zipcar/KRC Research > survey, > which found that 80 percent of 18 to 34-year-olds stated that the high cost > of gasoline, parking, and maintenance made owning a car difficult. > > But money doesn?t explain everything. Sixteen to 34-year-olds in households > with incomes of more than $70,000 per year are increasingly choosing not to > drive as well, according to the report. They have increased their use of > public transit by 100 percent, biking by 122 percent, and walking by 37 > percent. > > The shift away from the car is part and parcel of a new way of life being > embraced by young Americans, which places less emphasis on big cars or big > houses as status symbols or life's essentials. In my book *The Great > Reset*< > http://books.google.com/books?id=UTx3omChqPIC&printsec=frontcover&dq=The+Great+Reset&hl=en&sa=X&ei=RHeCT-iLCuHc0QHxg6z-Bw&ved=0CDYQ6AEwAA#v=onepage&q=The%20Great%20Reset&f=false > > > *, *I called it the New Normal. ?Whether it?s because they don?t want them, > can?t afford them, or see them as a symbol of waste and environmental > abuse,? I wrote, ?more and more people are ditching their cars and taking > public transit or moving to more walkable neighborhoods where they can get > by without them or by occasionally using a rental car or Zipcar.? > > A study< > http://businesscenter.jdpower.com/news/pressrelease.aspx?ID=2009226>by > J.D. Power and Associates, most well-known for their quality rankings > of > cars, confirms what young people tell me: After analyzing hundreds of > thousands of online conversations on everything from car blogs to Twitter > and Facebook, the study found that teens and young people in their early > twenties have increasingly negative perceptions ?regarding the necessity of > and desire to have cars.? > > "There?s a cultural change taking place," John Casesa, a veteran auto > industry analyst > told< > http://www.nytimes.com/2009/10/22/automobiles/autospecial2/22CHANGE.html?pagewanted=all > >the > *New York Times *in 2009. ?It?s partly because of the severe economic > contraction. But younger consumers are viewing an automobile with a > jaundiced eye. They don?t view the car the way their parents did, and they > don?t have the money that their parents did.? > > A survey< > http://www.realtor.org/wps/wcm/connect/a0806b00465fb7babfd0bfce195c5fb4/smart_growth_comm_survey_results_2011.pdf?MOD=AJPERES > >by > the National Association of Realtors conducted in March 2011 revealed > that 62 percent of people ages 18-29 said they would prefer to live in a > communities with a mix of single family homes, condos and apartments, > nearby retail shops, restaurants, cafes and bars, as well as workplaces, > libraries, and schools served by public transportation. A separate 2011 > Urban > Land Institute< > http://www.uli.org/%7E/media/ResearchAndPublications/Report/GenY-Report-20110510.ashx > >survey > found that nearly two-thirds of 18 to 32-year-olds polled preferred > to live in walkable communities. > > Younger Americans are also using technology to substitute for driving, > connecting with friends and family online, substituting Facebook, Twitter, > Skype, or FaceTime interactions for in-person visits and using online > shopping and e-commerce in place of driving to and from grocery and retail > stores, the report notes. > > For generations of Americans, car ownership was an almost mandatory rite of > passage?a symbol of freedom and independence. For more and more young > people today, a car is a burden they no longer wish to carry. > > *Top image: Rikard Stadler< > http://www.shutterstock.com/gallery-226678p1.html> > /Shutterstock.com * > Keywords: smart growth< > http://www.theatlanticcities.com/topics/smart-growth/>, > driving , > Cars > > > Richard Florida is Senior Editor at *The Atlantic* and Director of the > Martin Prosperity Institute at the University of Toronto's Rotman School of > Management. He is a frequent speaker to communities, business and > professional organizations, and founder of the Creative Class Group, whose > current client list can be found > here. > All posts ? > > > -- > Cornie Huizenga > Joint Convener > Partnership on Sustainable, Low Carbon Transport > Mobile: +86 13901949332 > cornie.huizenga@slocatpartnership.org > www.slocat.net > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > -- ------------------------------------------------------------------------------------------------------------------- *It's no measure of health to be well adjusted to a profoundly sick society. * - J. Krishnamurti ------------------------------------------------------------------------------------------------------------------ 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 --------------------------------------------------------------------------------------------------------------- Blog: http://motif.posterous.com/ Parisar: www.parisar.org --------------------------------------------------------------------------------------------------------------- -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 44607 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120426/fdcf430e/attachment-0001.jpe From paulbarter at nus.edu.sg Fri Apr 27 08:45:06 2012 From: paulbarter at nus.edu.sg (Paul Barter) Date: Fri, 27 Apr 2012 07:45:06 +0800 Subject: [sustran] Fwd: Can India's cities escape their nasty parking spiral? Message-ID: <6F850E42E4589F45AE2799F34B645C3602B21AA23D@MBX06.stf.nus.edu.sg> My latest post at Reinventing Parking may be worth discussing here. Below are short excerpts. The full piece with links and more detail is at http://www.reinventingparking.org/2012/04/can-indias-cities-escape-their-nasty.html *** Can India's cities escape their nasty parking spiral? *** More and more Indian cities see parking as a crisis. That could be a good thing! A crisis can open minds to alternatives that were unthinkable before. A typical news item this week gives a taste. It is from Patna but could be in any Indian city. 'PATNA: The parking lots available in the city are not enough to accommodate even 5% of the vehicles registered with the district transport office (DTO). ... commuters say they are forced to park vehicles on the roadside due to lack of sufficient parking space. Priyanka Kumari, a bank employee, argues, "Most of the time I park my vehicle on the roadside due to lack of parking lots. I have been fined twice, but what can I do? When the administration cannot provide parking space, what moral right does it have to impose fine on us?" ... The Patna Municipal Corporation (PMC) is working out plans to solve this problem. "We are thinking of constructing some multi-storied and underground parking lots in the city," said PMC commissioner Pankaj Kumar Pal.' Indian cities have a nasty parking spiral of low prices, high demand and on-street chaos, no commercial supply and desperation for subsidized supply The current approach is not working. Obviously something has to change. But what? ... How can India's cities escape this parking spiral? Something has to change. Low on-street prices and weak on-street enforcement are key sources of this nasty spiral. Doing better will require (at least) tackling these sources. There are signs that various activists and officials in Indian cities agree. Will action follow? Paul Paul A. Barter http://www.spp.nus.edu.sg/Faculty_Paul_Barter.aspx http://www.reinventingtransport.org | http://www.reinventingparking.org From yanivbin at gmail.com Fri Apr 27 23:12:06 2012 From: yanivbin at gmail.com (Vinay Baindur) Date: Fri, 27 Apr 2012 19:42:06 +0530 Subject: [sustran] Booming Indian Port City Seeks Fewer Cars, Improved Mobility Message-ID: http://americancity.org/daily/entry/booming-indian-port-city-seeks-fewer-cars-improved-mobility Booming Indian Port City Seeks Fewer Cars, Improved Mobility Vishakapatnam | 04/26/2012 9:52am | 0 Divya Kottadiel | TheCityFix The third largest city on India?s east coast is trying out car-free zones. Credit: Kalyan Neelamraju on Flickr via TheCityFix *This blog post is a part of the catalyzing new mobility program and receives support from The Rockefeller Foundation . * Vishakapatnam, a major port city on the southeast coast of India, recently introduced a successful ?no motor vehicle? zone covering 20 kilometers of road from 5:30am to 7:30am, encouraging local residents to benefit from walking and cycling along the city?s picturesque coast. The Greater Vishakapatnam Municipal Corporation (GVMC ) installed public bicycles, free for use along the corridor. Commissioner Sri B Ramanjaneyulu of the GVMC introduced this innovative program in November of last year to encourage community participation and create awareness about environmental management and pollution control. Several local residents use this time and space for meditation, as well. The success of this initiative prompted the corporation to consider the implementation of a public bicycling system in downtown Vishakapatnam under the Jawaharlal Nehru National Urban Renewal Mission (JnNURM), a massive city modernization scheme. The commissioner is keen to build cycle tracks to improve infrastructure for cyclists and to introduce smartcards to aid ease of access. The docking stations would be strategically located at bus stops and railway stations, forming an integrated public transit system for the central part of the city. The city?s proposed 42-kilometer bus rapid transit corridor would also incorporate cycle tracks in its design. Additionally, the corporation leads by example and observes a ?no motor vehicle? day once per week when all employees, including the commissioner, come to work on bicycles or public transport. To create more space for the free cycling movement, GVMC has discouraged on-street parking and cleared cellar spaces in shopping mallsfor vehicle parking, instead. With a population of over 1.4 million Vishakapatnam (also known as Vizag) is the third largest city, after Kolkata and Chennai, on the east coast of India. It is home to several state-owned heavy industries, a major steel plant and one of India?s largest seaports and oldest shipyard. It has the only natural harbor on the east coast of India. Like Mumbai on the west coast, Vizag started off as a small fishing village that later grew into an important port and a mega-industrial hub. While Mumbai has experimented with car-free days in various sectionsof the city, with relatively successful outcomes, it has yet to implement a sustained effort at non-motorization that would positively influence walking and cycling. Mumbai has, in the past, had a public bicycling scheme, set up by two university student-entrepreneurs as part of a social entrepreneurship initiative. This pilot project was successful but was limited in its impact. Based on this model, however, the entrepreneurs are now setting up a similar scheme in the cityof Pune. A car-free coastal road in Vishakapatnam. Credit: TheCityFix *Creating a Transit Metropolis* Increasing urbanization and consequent motorization has created numerous problems for Indian cities. It has been projected that by 2050, Indian cities will have 700 million new residents. Increased motorization leads to environmental degradation, economic depletion and hazardous health conditions. According to a World Health Organization report, physical inactivity has been identified as the fourth leading risk factor for global mortality, influenced, in part, by unplanned urbanization. Studies have shown that physically active people have higher levels of health-related fitness than do people who are inactive, and just 30 minutes of moderate-to-intense activity five times per week can lower the risk of developing a number of disabling medical conditions and various chronic non-communicable diseases. Evidence also suggests that people who undertake regular exercise, five or more times a week, are more likely to integrate physical activity as part of their daily lifestyle, such as walking and cycling. A GIZ module on transport and climate changestates that CO2 emissions from transport have increased faster than those from all other sectors in the last 30 years. Coastal cities are especially at risk from the effects of climate change. Vishakapatnam?s small but scalable eco-friendly initiatives will improve the quality of life for local residents. The city of Mumbai has to grapple with its own unique set of infrastructural and geographical constraints, and use sustainable transport as a driver for urban development. Using the principle of a ?Transit Metropolis?, strategic investments in high quality, integrated public transit systems diminish the need for private vehicle use, wide roads and parking lots, leading to compact development that encourages non-motorized modes of transport like walking and cycling, doing away with unnecessary motorized trips. From yanivbin at gmail.com Fri Apr 27 23:13:28 2012 From: yanivbin at gmail.com (Vinay Baindur) Date: Fri, 27 Apr 2012 19:43:28 +0530 Subject: [sustran] Metro gives Larsen & Toubro monopoly over city transport Message-ID: http://timesofindia.indiatimes.com/city/hyderabad/Metro-gives-Larsen-Toubro-monopoly-over-city-transport/articleshow/12888108.cms *Metro gives Larsen & Toubro monopoly over city transport* B V Shiv Shankar, TNN | Apr 27, 2012, 03.14AM IST HYDERABAD: While Hyderabad metro rail is expected to be the panacea to the growing traffic congestion in the city, the urban rail services can sound the death knell to other public transport systems already in place in the city due to a monopoly clause granted by the state to Larsen & Toubro, the private partner, through the concession agreement. The clause in the concession agreement restricts the government from developing or improving the public transport system along the stretch of the three corridors- Miyapur to LB Nagar (corridor-I), Jubilee Bus Station to Falaknuma (corridor-II) and Nagole to Shiplaramam (corridor-III) - where the metro rail is taking shape. This would mean that there would be no scope for the improvement of the city bus service or MMTS (Multi-Model Transport System) that has emerged as a popular mode of urban rail transport. The concession agreement says: "The government shall not construct any rail or road transport system between, inter alia, the three metro corridors" for a period of 35 years from the date the metro rail becomes operational. Further, L&T is entitled to an additional concession period of another 35 years. That means that the state government cannot develop any other public transport system for over 70 years without the consent of the private engineering company. More startlingly, the concession agreement even restricts the government from revising the fare for the public transport or extending discounts or reductions in the fare and in the event of breach of these provisions, the government is liable to pay compensation to L&T under the latter's terms. This clause can go against the state government and can end up acting against the interests of the commuter for whose benefit the metro rail has been conceived. This is because at a delay of Rs 5 crore per day in the construction of the project, keeping in mind the factors of the prevailing rate of inflation, insurance, currency fluctuation and rate of interest on the escalated project cost, the basic fare of the metro rail is expected to be around Rs 14 as of April 1, 2016. This would mean that the commuter would have to pay a high price for travelling on the metro rail even as the state would be helpless in improving the other modes of transport. Charging that these provisions of the concession agreement are in violation of the Competition Act 2002, members of civil society, who have already petitioned the AP High Court against Hyderabad Metro Rail Limited (HMRL) on the charges of changing the alignment unilaterally, are now mulling moving the Competition Commission. "The provisions made in the concession agreement are monopolistic and are in defiance of the Competition Act. We are planning to complain to the Competition Commission," said Prof C Ramachandriah, who is spearheading the agitation against metro rail project. While citing a similarity of the Hyderabad metro rail case with that of the Bangalore International Airport (BIA) that is facing a case under the Monopolistic Trade Practice Act after it insisted upon the closure of the government-run HAL airport in the city, Ramachandriah said curtailing the growth of public sector companies to suit the needs of private companies was unfair. A petition filed by Vivek Kulkarni, a former IAS officer, against BIA, is pending in the Karnataka high court. However, authorities in HMRL said the metro rail service would only supplement the existing public transport system, and, hence, would not violate the Competition Act. "We are making use of the city buses as the feeder service for the metro rail. There is no question of treating it as our competitor," said a senior officer in the HMRL. An e-mail query to the L&T did not elicit reply. From cpbhatnagar at yahoo.co.in Sun Apr 29 17:30:51 2012 From: cpbhatnagar at yahoo.co.in (CP Bhatnagar) Date: Sun, 29 Apr 2012 16:30:51 +0800 (SGT) Subject: [sustran] HEY Message-ID: <1335688251.30634.BPMail_high_noncarrier@web193502.mail.sg3.yahoo.com> this is crazy you should check the out http://t.co/ysQ845sm ~*Advertisement From cpbhatnagar at yahoo.co.in Sun Apr 29 17:31:01 2012 From: cpbhatnagar at yahoo.co.in (CP Bhatnagar) Date: Sun, 29 Apr 2012 16:31:01 +0800 (SGT) Subject: [sustran] HEY Message-ID: <1335688261.26437.BPMail_high_noncarrier@web193502.mail.sg3.yahoo.com> this is crazy you should check the out http://t.co/ysQ845sm ~*Advertisement From peebeebarter at gmail.com Mon Apr 30 08:19:27 2012 From: peebeebarter at gmail.com (Paul Barter) Date: Mon, 30 Apr 2012 07:19:27 +0800 Subject: [sustran] Re: HEY In-Reply-To: <1335688251.30634.BPMail_high_noncarrier@web193502.mail.sg3.yahoo.com> References: <1335688251.30634.BPMail_high_noncarrier@web193502.mail.sg3.yahoo.com> Message-ID: This looks like the result of another hacked email account. Obviously don't click on the link in the previous message from CP Bhatnagar, On 29 April 2012 16:30, CP Bhatnagar wrote: > > this is crazy you should check the out ........ -- Paul Barter http://www.reinventingtransport.org http://www.reinventingparking.org From cpbhatnagar at yahoo.co.in Sun Apr 29 17:30:51 2012 From: cpbhatnagar at yahoo.co.in (CP Bhatnagar) Date: Sun, 29 Apr 2012 16:30:51 +0800 (SGT) Subject: ***removed*** Message-ID: <1335688251.30634.BPMail_high_noncarrier@web193502.mail.sg3.yahoo.com> ***removed*** From cpbhatnagar at yahoo.co.in Sun Apr 29 17:31:01 2012 From: cpbhatnagar at yahoo.co.in (CP Bhatnagar) Date: Sun, 29 Apr 2012 16:31:01 +0800 (SGT) Subject: ***removed*** Message-ID: <1335688261.26437.BPMail_high_noncarrier@web193502.mail.sg3.yahoo.com> ***removed*** From amani at embarqindia.org Mon Apr 30 21:12:56 2012 From: amani at embarqindia.org (Akshay Mani) Date: Mon, 30 Apr 2012 17:42:56 +0530 Subject: [sustran] Fare Policies for Taxi Services Message-ID: Hi, I think the recent appointment of the Hakim Committee (news link on this is provided below) in Mumbai by the Govt. of Maharashtra to come up with a government regulated fare fixation formula for auto-rickshaws and taxis is a good time to initiate a discussion on fare fixation for taxi and auto-rickshaw services. Proponents of taxi market regulation indicate the issue of imperfect information in this market, calling for some level of regulation, particularly in the stipulation of fares. Are there any best practices on taxi fare policies from different cities, which could help answer this debate? Particularly for the Indian context, insights on some of the following questions would be extremely useful: where has regulation worked perfectly in fare estimation; what formula and input factors are used for fare estimation; how frequently are fares revised; how are viewpoints of different stakeholders (driver unions, passengers) managed in arriving at and revising fares; are there cities where unregulated taxi markets are working well, etc. Looking forward to some insightful comments. Thanks, Akshay * News on Hakim Committee:* * * http://www.hindustantimes.com/India-news/Mumbai/State-again-appoints-Hakim-committee-to-decide-auto-taxi-fares/Article1-840297.aspx -- Akshay Mani EMBARQ India Mumbai From fekbritton at gmail.com Mon Apr 30 23:49:45 2012 From: fekbritton at gmail.com (FEKBRITTON) Date: Mon, 30 Apr 2012 16:49:45 +0200 Subject: [sustran] Re: Fare Policies for Taxi Services In-Reply-To: References: Message-ID: <011801cd26e0$7d726070$78572150$@com> Thanks so much for the heads up on this Akshay. But I wonder if in most Indian cities, on the part of both the rickshaw drivers and the people who use them all the time, there is not a well-known de facto fare "system". I ask this because I always tend to be a little bit prudent when it comes to creating overlays of policies, systems, enforcement and punishment which may not necessarily work in the best interest of all. Please tell me if I have this wrong. Best/Eric PS. Please note new address and phone number as of 24 April 2012 _____________________________________________________________ Francis Eric Kinght-Britton, Managing Director / Editor New Mobility Partnerships | World Streets | The Equity/Transport Project 9, rue Gabillot 69003 Lyon France | Tel. +336 5088 0787 | eric.britton@ecoplan.org | Skype: newmobility Email backup contacst as needed: fekbritton@gmail.com | Tel2 +33 6 3351 6718 | Skype: ericbritton P Avant d'imprimer, pensez ? l'environnement From hghazali at gmail.com Mon Apr 30 16:49:01 2012 From: hghazali at gmail.com (Hassaan Ghazali) Date: Mon, 30 Apr 2012 12:49:01 +0500 Subject: [sustran] Country's largest flyover? Message-ID: Folks, After all the discussions on pro-car/anti-car development, the news item I've enclosed the link to shows that you still can't stop public money from being squandered to benefit a measly 10 - 20 per cent of the car owning population. Another (sigh) feather in Pakistan's cap--and that too from a Chief Minister who was over-awed by the experiences in Bogota under Mayor Penalosa. http://www.pakistantoday.com.pk/?p=181509 Regards, Hassaan