From krc12353 at gmail.com Tue May 1 00:28:18 2012 From: krc12353 at gmail.com (Karthik Rao-Cavale) Date: Mon, 30 Apr 2012 11:28:18 -0400 Subject: [sustran] Re: Fare Policies for Taxi Services In-Reply-To: References: Message-ID: Hi Akshay, I have been recently getting interested in a very similar kind of problem - that of understanding how transactions are made in a bazaar economy. For Geertz (1978) a Bazaar economy is characterized by poor information on price and arduouus search for the best prices. Bargaining and clientelism are the two economic institutions that he suggests emerge from the structural conditions of information flow in a bazaar economy. I think this literature within the field of economics and economic sociology should be applicable to the auto-rickshaw and taxicab market also. Where search is costly, and supply (of labor) is potentially "unlimited" the market might develop peculiar characteristics that might seem to violate the laws of supply and demand. These patterns have not been studied in any great detail, to the best of my knowledge. On the issue of stipulating prices, the issue is one of making the stipulation "self-enforcing". If we see the government regulation as some kind of "collective contract" between sellers and buyers, the question for research is this: at what point do the incentives line up for a large fraction of the sellers to opt out of the collective contract? Obviously, while an overwhelming majority of the sellers are still abiding by the contract, the marginal seller will lose out on buyers if he/she chooses not to do the same. As more and more rickshaw-drivers opt out of the contract, they create incentives for everyone else to do the same thing. But this has also got to do with the difficulty of search in the market. A buyer will speak to three, four autos that he passes by before choosing either to wait for a bus or to take the price being offered. The more arduous the search, the more likely that drivers who opt out of our "collective contract" do not pay a penalty. Finally, one also needs to take the number of rickshaws on the streets into account. Now, this is not entirely a function of the number of autos that exist out there, it is also a function of the amount of time each driver spends driving. One of the peculiar characteristics about these markets is that when there are drivers in the market, prices need not fall (because of the poor search conditions). As a result, each driver is making less - so he spends even more time driving the streets than he previously did - which further decreases the productivity of each driver. I have very little empirical material to offer (except one paper on bargaining by an MIT Economics student) but I think there is a long ways to go before we can reasonably commit ourselves to one set of regulations for auto-rickshaws. At this point asking for best practices might be more counter-productive rather than doing any good. Regards, karthik On Mon, Apr 30, 2012 at 8:12 AM, Akshay Mani wrote: > 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 > -------------------------------------------------------- > 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 May 1 19:28:09 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Tue, 1 May 2012 18:28:09 +0800 Subject: [sustran] Re: Country's largest flyover? In-Reply-To: References: Message-ID: Hi Hassaan, Would be interesting to have some more info on the numbers quoted: *As many as 4 lakh 27 thousand vehicles will pass over a 2.6km long Muslim Town Flyover daily. There will be a saving of Rs.2.6 billion in the fuel due to smooth flow of traffic and this bridge will recoup its construction cost only within a year.* According to my calculations based on 18 hours a day 427,000 vehicles means 23,722 vehicles per hour and 395 cars per minute (18 hours per day!). That is a pretty busy fly-over! According to my calculations, based on the number of users this would mean a saving of US$ 0.18 or PKR 16.3 per vehicle that passes over the flyover. I wonder how the savings have been calculated? Cornie On Mon, Apr 30, 2012 at 3:49 PM, Hassaan Ghazali wrote: > 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 > -------------------------------------------------------- > 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 cornie.huizenga at slocatpartnership.org Wed May 2 13:20:03 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Wed, 2 May 2012 12:20:03 +0800 Subject: [sustran] invitation to join UN - Habitat World Urban Forum - e-dialog on Urban Mobility, Energy and Environment. Message-ID: Dear all, UN Habitat and the City of Naples are hosting the 6th World Urban Forum (WUF) in Naples, Italy from the 1st-7th of September ( http://www.unhabitat.org/categories.asp?catid=672). In preparation of the 6th. WUF is hosting a series of e-dialogs of which one will focus on Urban Mobility, Energy and Environment. SLoCaT is partnering with UN-Habitat in hosting this e-dialog which kick off next Monday May 7th and which will run until May 25. Also on behalf of UN-Habitat I would like to invite you to sign up as a participant at http://www.worldurbanforum.org/countdown. You will be pleased to hear that UN-Habitat will make available some tickets to the most active participants in the e-dialog to travel to Naples in September to take part in the 6th. WUF. For further information on this e-dialog please see below. With best regards, also on behalf of my co-moderator Carlos Pardo. Cornie *Dialogue 4: Urban Mobility, Energy and Environment* * Current Issues* Urban mobility underpins the prosperity of cities. At the core of urban mobility is mass transportation, which is fundamental for growth and development. Cities that are adopting mass transportation solutions are becoming more competitive and attractive by reducing the unit cost of trips for users, reducing congestion and thereby decreasing travel time and offering reliable access to different areas in the city. Mass transport solutions contribute to energy conservation and environmental protection with respect to urban air quality, health, and the reduction of greenhouse gas emissions that is crucial in addressing global climate change at city level. It is therefore increasingly apparent that urban mobility plays an important role in the achievement of the city?s wider sustainability objectives. *Future Scenarios* In many developing countries clean(er) fuels, integrated BRT, light?rail and (strong) non?motorized transport systems (bicycling and walking inter alia) are the current future scenario. Conversely, cutting edge technologies include E?mobility, the use of hydrogen cars, fuel cells and the use of renewable energies as the primary source of energy for urban mobility. Future scenarios for sustainable urban mobility in the 21st century will be drawn specifically for the many cities in question. The important task on the drawing board is to achieve realistic scenarios appreciating the variety of cities with their individual needs. *Objectives of the Dialogue* Dialogue 4 will analyze the prospects and challenges that cities face in adopting sustainable solutions for urban mobility. At the heart of urban mobility is mass transportation that combined with non?motorized solutions increases connectivity and interactions, which are essential for economic growth and city prosperity. A connection will be established between infrastructure provision, mass transportation and energy conservation and its benefits on climate change. The dialogue will also explore the possible impacts of climate change on urban mobility. This is expected to be severe in terms of infrastructure damage, cost of delays and lost trips especially in developing countries where infrastructure supporting urban mobility may be of poor quality and inadequately maintained. *Methodology for the discussion* The e?dialogue will serve as basis to gather key ideas and questions to be used during the on?site dialogue. The Dialogue will be moderated by a professional who will question the panelists in a way that realities and experiences in developed and developing countries can be compared for better knowledge sharing. *Key components, topics to discuss, key words: * ? Sustainable infrastructure investments in poor cities ? Leveraging agglomeration advantages and linking urban fabric with mass transit models ? Leapfrogging and low?technology innovation in developing cities ? Embracing para?transit ? Making NMT popular and work for lower income communities ? Incentives (?pulls? and ?pushes?) of green mass transit ? Institutional sustainability ? Decoupling, dematerialization and avoiding the rebound effect. *Initial Questions * a) How can cities mobilize huge investments to finance infrastructure development to enhance urban mobility? b) Mass transit systems have clear benefits, yet many cities have not been able to integrate these solutions in their urban mobility plans? c) How can poor cities adopt their mass transit systems with a view to achieving more to increase the chances of prosperous development? d) How may para?transit systems be integrated into sustainable and safe urban transport systems? e) How have cities integrated special and transport planning? f) What type of institutions and capacities are needed / will need to be strengthened to transfer existing ?good? concepts and ideas into a sustainable future reality? -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From amani at embarqindia.org Wed May 2 21:26:41 2012 From: amani at embarqindia.org (Akshay Mani) Date: Wed, 2 May 2012 17:56:41 +0530 Subject: [sustran] Re: Fare Policies for Taxi Services In-Reply-To: References: Message-ID: Hi Karthik, Thanks for your inputs. What I gather from your inputs is that its difficult to come up with a set of best practices on price regulation, given the nature of the taxi/auto-rickshaw markets, and too many factors in play. Perhaps understanding the kinds of fare policies that are in place in taxi markets across different cities, and what Indian cities can learn from them, would serve better, compared to developing a set of best practices. This is what I wanted to understand actually, but I wrongly stressed on best-practices in my earlier To answer Eric's earlier comment: Interestingly, a regulated fare system in Mumbai for auto-rickshaws and taxis seems to be working well compared to other cities. I think it has to correlate in the end with how the supply and demand match up. Cities with under-supply (which is also an outcome of regulation) clearly face challenges in terms of consumers not getting services at the government regulated fares. So it seems that the effectiveness of fare regulation is tied to entry controls in the market as well. Thanks again... Akshay On Mon, Apr 30, 2012 at 8:58 PM, Karthik Rao-Cavale wrote: > Hi Akshay, > > I have been recently getting interested in a very similar kind of problem > - that of understanding how transactions are made in a bazaar economy. For > Geertz (1978) a Bazaar economy is characterized by poor information on > price and arduouus search for the best prices. Bargaining and clientelism > are the two economic institutions that he suggests emerge from the > structural conditions of information flow in a bazaar economy. > > I think this literature within the field of economics and economic > sociology should be applicable to the auto-rickshaw and taxicab market > also. Where search is costly, and supply (of labor) is potentially > "unlimited" the market might develop peculiar characteristics that might > seem to violate the laws of supply and demand. These patterns have not been > studied in any great detail, to the best of my knowledge. > > On the issue of stipulating prices, the issue is one of making the > stipulation "self-enforcing". If we see the government regulation as some > kind of "collective contract" between sellers and buyers, the question for > research is this: at what point do the incentives line up for a large > fraction of the sellers to opt out of the collective contract? Obviously, > while an overwhelming majority of the sellers are still abiding by the > contract, the marginal seller will lose out on buyers if he/she chooses not > to do the same. As more and more rickshaw-drivers opt out of the contract, > they create incentives for everyone else to do the same thing. But this has > also got to do with the difficulty of search in the market. A buyer will > speak to three, four autos that he passes by before choosing either to wait > for a bus or to take the price being offered. The more arduous the search, > the more likely that drivers who opt out of our "collective contract" do > not pay a penalty. > > Finally, one also needs to take the number of rickshaws on the streets > into account. Now, this is not entirely a function of the number of autos > that exist out there, it is also a function of the amount of time each > driver spends driving. One of the peculiar characteristics about these > markets is that when there are drivers in the market, prices need not fall > (because of the poor search conditions). As a result, each driver is making > less - so he spends even more time driving the streets than he previously > did - which further decreases the productivity of each driver. > > I have very little empirical material to offer (except one paper on > bargaining by an MIT Economics student) but I think there is a long ways to > go before we can reasonably commit ourselves to one set of regulations for > auto-rickshaws. At this point asking for best practices might be more > counter-productive rather than doing any good. > > Regards, > karthik > > On Mon, Apr 30, 2012 at 8:12 AM, Akshay Mani wrote: > >> 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 >> -------------------------------------------------------- >> 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 muhamad37 at yahoo.com Thu May 3 01:54:12 2012 From: muhamad37 at yahoo.com (Muhamad) Date: Wed, 2 May 2012 09:54:12 -0700 Subject: [sustran] Re: Fare Policies for Taxi Services In-Reply-To: References: Message-ID: Wrong email Sent from my iPhone On May 2, 2012, at 5:26 AM, Akshay Mani wrote: > Hi Karthik, > > Thanks for your inputs. What I gather from your inputs is that its > difficult to come up with a set of best practices on price regulation, > given the nature of the taxi/auto-rickshaw markets, and too many factors in > play. > > Perhaps understanding the kinds of fare policies that are in place in taxi > markets across different cities, and what Indian cities can learn from > them, would serve better, compared to developing a set of best practices. > This is what I wanted to understand actually, but I wrongly stressed on > best-practices in my earlier > > To answer Eric's earlier comment: Interestingly, a regulated fare system > in Mumbai for auto-rickshaws and taxis seems to be working well compared to > other cities. I think it has to correlate in the end with how the supply > and demand match up. Cities with under-supply (which is also an outcome of > regulation) clearly face challenges in terms of consumers not getting > services at the government regulated fares. So it seems that the > effectiveness of fare regulation is tied to entry controls in the market as > well. > > > Thanks again... > Akshay > > > > On Mon, Apr 30, 2012 at 8:58 PM, Karthik Rao-Cavale wrote: > >> Hi Akshay, >> >> I have been recently getting interested in a very similar kind of problem >> - that of understanding how transactions are made in a bazaar economy. For >> Geertz (1978) a Bazaar economy is characterized by poor information on >> price and arduouus search for the best prices. Bargaining and clientelism >> are the two economic institutions that he suggests emerge from the >> structural conditions of information flow in a bazaar economy. >> >> I think this literature within the field of economics and economic >> sociology should be applicable to the auto-rickshaw and taxicab market >> also. Where search is costly, and supply (of labor) is potentially >> "unlimited" the market might develop peculiar characteristics that might >> seem to violate the laws of supply and demand. These patterns have not been >> studied in any great detail, to the best of my knowledge. >> >> On the issue of stipulating prices, the issue is one of making the >> stipulation "self-enforcing". If we see the government regulation as some >> kind of "collective contract" between sellers and buyers, the question for >> research is this: at what point do the incentives line up for a large >> fraction of the sellers to opt out of the collective contract? Obviously, >> while an overwhelming majority of the sellers are still abiding by the >> contract, the marginal seller will lose out on buyers if he/she chooses not >> to do the same. As more and more rickshaw-drivers opt out of the contract, >> they create incentives for everyone else to do the same thing. But this has >> also got to do with the difficulty of search in the market. A buyer will >> speak to three, four autos that he passes by before choosing either to wait >> for a bus or to take the price being offered. The more arduous the search, >> the more likely that drivers who opt out of our "collective contract" do >> not pay a penalty. >> >> Finally, one also needs to take the number of rickshaws on the streets >> into account. Now, this is not entirely a function of the number of autos >> that exist out there, it is also a function of the amount of time each >> driver spends driving. One of the peculiar characteristics about these >> markets is that when there are drivers in the market, prices need not fall >> (because of the poor search conditions). As a result, each driver is making >> less - so he spends even more time driving the streets than he previously >> did - which further decreases the productivity of each driver. >> >> I have very little empirical material to offer (except one paper on >> bargaining by an MIT Economics student) but I think there is a long ways to >> go before we can reasonably commit ourselves to one set of regulations for >> auto-rickshaws. At this point asking for best practices might be more >> counter-productive rather than doing any good. >> >> Regards, >> karthik >> >> On Mon, Apr 30, 2012 at 8:12 AM, Akshay Mani wrote: >> >>> 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 >>> -------------------------------------------------------- >>> 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 muhamad37 at yahoo.com Thu May 3 01:54:22 2012 From: muhamad37 at yahoo.com (Muhamad) Date: Wed, 2 May 2012 09:54:22 -0700 Subject: [sustran] Re: invitation to join UN - Habitat World Urban Forum - e-dialog on Urban Mobility, Energy and Environment. In-Reply-To: References: Message-ID: <22BFEB2B-CAE9-4C78-AE75-2CE2F1B59878@yahoo.com> Wrong email Sent from my iPhone On May 1, 2012, at 9:20 PM, Cornie Huizenga wrote: > Dear all, > > UN Habitat and the City of Naples are hosting the 6th World Urban Forum > (WUF) in Naples, Italy from the 1st-7th of September ( > http://www.unhabitat.org/categories.asp?catid=672). > > In preparation of the 6th. WUF is hosting a series of e-dialogs of which > one will focus on Urban Mobility, Energy and Environment. SLoCaT is > partnering with UN-Habitat in hosting this e-dialog which kick off next > Monday May 7th and which will run until May 25. Also on behalf of > UN-Habitat I would like to invite you to sign up as a participant at > http://www.worldurbanforum.org/countdown. You will be pleased to hear > that UN-Habitat will make available some tickets to the most active > participants in the e-dialog to travel to Naples in September to take part > in the 6th. WUF. > > For further information on this e-dialog please see below. > > With best regards, also on behalf of my co-moderator Carlos Pardo. > > Cornie > > > > *Dialogue 4: Urban Mobility, Energy and Environment* > * > > Current Issues* > > Urban mobility underpins the prosperity of cities. At the core of urban > mobility is mass transportation, which is fundamental for growth and > development. Cities that are adopting mass transportation solutions are > becoming more competitive and attractive by reducing the unit cost of trips > for users, reducing congestion and thereby decreasing travel time and > offering reliable access to different areas in the city. Mass transport > solutions contribute to energy conservation and environmental protection > with respect to urban air quality, health, and > the reduction of greenhouse gas emissions that is crucial in addressing > global climate change at city level. It is therefore increasingly apparent > that urban mobility plays an important role in the achievement of the > city?s wider sustainability objectives. > > *Future Scenarios* > > In many developing countries clean(er) fuels, integrated BRT, light?rail > and (strong) non?motorized transport systems (bicycling and walking inter > alia) are the current future scenario. Conversely, cutting edge > technologies include E?mobility, the use of hydrogen cars, fuel cells and > the use of renewable energies as the primary source of energy for urban > mobility. Future scenarios for sustainable urban mobility in the 21st > century will be drawn specifically for the many cities in question. The > important task on the drawing board is to achieve realistic scenarios > appreciating the variety of cities with their individual needs. > > *Objectives of the Dialogue* > > Dialogue 4 will analyze the prospects and challenges that cities face in > adopting sustainable solutions for urban mobility. At the heart of urban > mobility is mass transportation that combined with non?motorized solutions > increases connectivity and interactions, which are essential for economic > growth and city prosperity. A connection will be established between > infrastructure provision, mass transportation and energy conservation and > its benefits on climate change. The dialogue will also explore the possible > impacts of climate change on urban mobility. This is expected to be severe > in terms of infrastructure damage, cost of delays and lost trips especially > in developing countries where infrastructure supporting urban mobility may > be of poor quality and inadequately maintained. > > *Methodology for the discussion* > > The e?dialogue will serve as basis to gather key ideas and questions to be > used during the on?site dialogue. The Dialogue will be moderated by a > professional who will question the panelists in a way that realities and > experiences in developed and developing countries can be compared for > better knowledge sharing. > > *Key components, topics to discuss, key words: > > * > > ? Sustainable infrastructure investments in poor cities > > ? Leveraging agglomeration advantages and linking urban fabric with > mass transit models > > ? Leapfrogging and low?technology innovation in developing cities > > ? Embracing para?transit > > ? Making NMT popular and work for lower income communities > > ? Incentives (?pulls? and ?pushes?) of green mass transit > > ? Institutional sustainability > > ? Decoupling, dematerialization and avoiding the rebound effect. > > *Initial Questions > > * > > a) How can cities mobilize huge investments to finance infrastructure > development to enhance urban mobility? > > b) Mass transit systems have clear benefits, yet many cities have not > been able to integrate these solutions in their urban mobility plans? > > c) How can poor cities adopt their mass transit systems with a view > to achieving more to > increase the chances of prosperous development? > > d) How may para?transit systems be integrated into sustainable and > safe urban transport systems? > > e) How have cities integrated special and transport planning? > > f) What type of institutions and capacities are needed / will need to > be strengthened to transfer existing ?good? concepts and ideas into a > sustainable future reality? > > > -- > 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 navdeep.asija at gmail.com Thu May 3 14:25:39 2012 From: navdeep.asija at gmail.com (Asija, Navdeep) Date: Thu, 3 May 2012 10:55:39 +0530 Subject: [sustran] Can Sikh women wear helmets for safety, DSGMC asks Akal Takht Message-ID: Days after Chief Minister Sheila Dikshit disagreed with her Transport department?s undertaking to the Delhi High Court that it was willing to change rules and make it mandatory for women to wear helmets while riding two-wheelers, the Delhi Sikh Gurdwara Management Committee (DSGMC) has asked the Akal Takht, the supreme religious and temporal seat of Sikhism, to decide whether Sikh women should be allowed to wear helmets in the interest of safety. The DSGMC move to step beyond religious compulsions on grounds of safety follows the Transport department?s submission that it was willing to change provisions in the Delhi Motor Vehicles Rules that exempted women from wearing helmets. But Dikshit differed, saying the rule making it optional for women pillion riders to wear helmets was formulated in 1999 on requests by a particular community ? she didn?t name the Sikhs ? and that exemption couldn?t be withdrawn so easily. Bhajan Singh Walia, Senior Vice President of DSGMC, told Newsline that they have approached the Akal Takht to take a call, given the safety issue involved. ?Essentially, the High Court?s decision is in totality for all men and women in view of safety of people travelling on busy and dangerous Delhi roads. But our religion absolutely prohibits people from wearing any form of a cap, and wearing a helmet (a form of cap) goes against the tenets of our religion,? Walia said. ?Our religious texts have given elaborate details about the way we should preserve our kesh (hair). Our hair can?t be trimmed, cut or even clipped. If at all one has to preserve his/her hair, it has to be done in a proper turban,? he said. ?But the scenario is different today. And here we are talking about the safety of people, irrespective of religion or gender. The decision of the Akal Takht would be binding, we have sought their guidance, they are the supreme authority on all religious matters,? Walia said. Section 129 of the 1988 Motor Vehicles Act, applicable all over the country, makes it mandatory for all two-wheeler riders to wear helmets ? with an exemption for Sikh men wearing turbans. The decision to exempt women from the requirement came after strong protests in 1999 when the traffic police first started cracking down on riders not wearing helmets. With the traffic police finding it difficult to identify Sikh women, the Delhi government exempted women and a June 1999 notification said wearing any kind of protective headgear while driving a two-wheeler or riding pillion would be ?optional? for women. ?The Motor Vehicles Act in itself does not give exemption to women. It is the State of Delhi that made the amendments with an undertaking in the High Court. With the government?s stand, things are not clear right now, and the High Court could take a call on the matter,? Joint Commissioner of Police (Traffic) Satyendra Garg said. ?As a traffic enforcement agency, we believe that helmets should be compulsory for all as an important safety concern. Many of these cases would not have been fatal if women were wearing helmets. In most cases, it is the head injury that kills,? Garg said. http://www.indianexpress.com/news/can-sikh-women-wear-helmets-for-safety-dsgmc-asks-akal-takht/944620/0 From jcmota at ua.pt Mon May 7 08:23:29 2012 From: jcmota at ua.pt (=?iso-8859-1?Q?Jos=E9_Carlos_Mota?=) Date: Sun, 6 May 2012 23:23:29 +0000 Subject: [sustran] LEISURE CYCLING IN EUROPE Message-ID: <37A49147B433BF439830E694D81E9322032979B7@SEQUOIA.ua.pt> 'LEISURE CYCLING IN EUROPE' FACEBOOK GROUP a virtual place to share ideas, projects and experiences Best regards Jos? Carlos LEISURE CYCLING IN EUROPE [Facebook Group] Sharing ideas, projects and experiences https://www.facebook.com/groups/LEISURECYCLING/ [cid:image003.png@01CD2BE6.DC9F1CE0] Best regards Jos? Carlos Mota JCM Department of Social, Political and Territorial Sciences (DCSPT) University of Aveiro 3810-197 AVEIRO | PORTUGAL email: jcmota@ua.pt | josecarlosmota@gmail.com phone + 351. 234372461 & fax +351.234372500 & skype jcmota2010 DCSPT - UA https://www.facebook.com/DCSPT http://www.ua.pt/csjp/ MSc Urban and Regional Planning - DSCPT - UA http://planeamentoregionaleurbano.blogs.sapo.pt/ https://www.facebook.com/PlaneamentoRegionaleUrbano http://ipcidades.web.ua.pt/wordpress/ GOVCOPP - UA http://www.ua.pt/govcopp/ PROJECTS Works http://www.facebook.com/josecarlosmota & http://jcmworks.blogs.sapo.pt/ Collaborative Planning Practices & Research (https://www.facebook.com/groups/collaborativeplanning/) Resili?ncia & Transi??o em Aveiro (https://www.facebook.com/AveiroEmTransicao) Productive Ageing Strategies (https://www.facebook.com/groups/envelhecimentoprodutivo/) Murtosa Cicl?vel / CicloRia (https://www.facebook.com/RedeCicloRia & http://murtosaciclavel.blogs.sapo.pt/) Rede Ibero-americana 'Comunidades, Territ?rios & Economia Cultural e Criativa' (http://industriasculturaisecriativas.blogs.sapo.pt/ & https://www.facebook.com/groups/TerritorioCriativo/ & https://groups.google.com/group/industrias-culturais-e-criativas) Cidades pela Retoma (http://noeconomicrecoverywithoutcities.blogs.sapo.pt/ & https://www.facebook.com/groups/cidadespelaretoma/ & https://groups.google.com/group/cidadespelaretoma) Low-Cost & High-Value Ideas for Cities (https://www.facebook.com/IdeasforCities) Global City 2.0 (http://www.globalcitynetwork.org/ & https://www.facebook.com/groups/CityCivicMovements/) Amigosd'Avenida (http://amigosdavenida.blogs.sapo.pt/ & https://www.facebook.com/AmigosdAvenida.Aveiro & https://groups.google.com/group/amigosdavenida) Pensar o futuro - Aveiro 2020 (http://aveiro2020.blogs.sapo.pt/ & https://www.facebook.com/groups/ideiaslowcostcidades/) -------------- next part -------------- A non-text attachment was scrubbed... Name: image003.png Type: image/png Size: 170796 bytes Desc: image003.png Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120506/fdcdaffe/image003-0001.png From eric.britton at ecoplan.org Thu May 10 02:57:14 2012 From: eric.britton at ecoplan.org (eric britton) Date: Wed, 9 May 2012 19:57:14 +0200 Subject: [sustran] (no subject) Message-ID: <004801cd2e0d$2ce8f6d0$86bae470$@britton@ecoplan.org> The story of the Helsinki equity/transport project Posted on 9 May 2012 by Eric Britton, editor | Leave a comment Nothing is more attractive to me than a muddled discussion awaiting its first theory. - E. O. Wilson, Biophilia, Harvard University Press, 1984 In the very first days of 2012 and looking to the year ahead I followed up on a long standing conversation with Mrs. Leena Silfverberg, whom I have known for some years and worked with on several occasions on sustainable transport projects of various sorts in Finland and who in her day job is head of the Regional Planning Unit in the City Planning Department/Transportation of the city of Helsinki. Our on-going exchanges had to deal with our shared concern that new forms of mobility were coming online in cities across the world and in the process changing the generally accepted view that transport in cities is provided either by people driving cars or taking public transportation. (Article continues) For article and information on how to obtain report: http://wp.me/p1fsqb-NW PS. Please note new address and phone number as of 24 April 2012 _____________________________________________________________ Francis Eric Knight-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 contacts as needed: fekbritton@gmail.com | Tel2 +33 6 3351 6718 | Skype: ericbritton P Avant d'imprimer, pensez ? l'environnement From yanivbin at gmail.com Thu May 10 04:32:39 2012 From: yanivbin at gmail.com (Vinay Baindur) Date: Thu, 10 May 2012 01:02:39 +0530 Subject: [sustran] Pune Citizens' groups uphold merits of underground metro project Message-ID: http://timesofindia.indiatimes.com/articleshow/13060114.cms *Citizens' groups uphold merits of underground metro project* TNN | May 9, 2012, 06.36AM IST Article Comments inShare Read More:The Middle|State Government|Prithviraj Chavan|Pratap Rawal|Konkan Railway Corporation|Feeder|Deputy Chief Minister|Delhi Metro Rail Corporation|Ajit Pawar 0 PUNE: Citizens groups want the state government to carry out a detailed study and evaluate the underground metro with an environmental impact assessment. Utility and cost effectiveness for the next hundred years should be the criteria for the metro rail project, the groups said. They submitted a memorandum to chief ministerPrithviraj Chavan recently. The groups include National Society for Clean Cities, PMP Pravasi Manch, Pedestrians First, former managing director of Konkan Railway Corporation Ketan Gokhale, and town planning expert Pratap Rawal. They said the government should consider the views of all experts before taking a final decision about the metro rail project based on a comparative cost-benefit analysis. "A serious study of the better alternative of underground metro has not been done. A decision is being taken on the basis of cost as per recommendations of the Delhi Metro Rail Corporation. This is not in the best interest of the city," they said. On Saturday, deputy chief minister Ajit Pawar, who was in the city for the presentation of the ring road project for Pune and Pimpri-Chinchwad, had said that the state government will clear the 14.295-km Vanaz-Ramwadi elevated rail corridor proposal later this week. "There is no confusion about it (metro project). I will take the proposal to the chief minister and it should be cleared by the state cabinet next week," he had said. Incidentally, the NCP, over the past six months, had been insisting that the city should have an underground metro project. Last month, the party changed track. It said that considering the cost factor, the city should have an elevated metro. The memorandum by the citizens groups has come in the wake of the statements made by Pawar last week. The groups said that there are serious concerns about the elevated metro from Vanaz to Ramwadi. High passenger density locations such as Shivajinagar railway station, Shivajinagar ST bus stand, Pune railway station, and Pune station ST bus stand have not been covered by the route. "This will not be the case with an underground metro which will pass below the railway stations and ST stands giving direct access to the metro station. This will be convenient and passengers will use the underground metro," the memorandums said. The groups stated that parking space will not be available in the vicinity of the elevated metro stations as the route runs along congested roads. People located away from metro route will not find it convenient to travel up to the metro station using their own vehicles. Thus, the metro will not be able to serve larger areas away from metro stations. "Vanaz-Ramwadi route is a low passenger density route as per the DMRC's report. The proposed elevated metro will not be of expected use to a majority," the groups said. Other problems cited were that the route passes through fully developed, densely populated areas and highly congested roads. "Construction of elevated metro on this route with large columns inthe middle and huge metro stations will have several practical problems such as land acquisition, demolition of buildings, shifting of underground utilities, metro alignment on existing roads with flyovers and sharp turns, besides hurdles in obtaining various statutory permissions. These problems will severely hamper the metro project," the citizens said. They added that the same problems have been experienced with metros in Mumbai, Bangalore, and Jaipur. The groups said that an underground metro would leave the entire road space for vehicular traffic. The citizens' groups have said that the city's bus service needs urgent improvement. An efficient bus service is needed as a feeder service for the metro to be successful. Bus service in the city is poor and needs upgradation. In the last two years, the civic administration and the government should have taken measures for working out suitable solutions. From ksakamoto at adb.org Fri May 11 14:52:52 2012 From: ksakamoto at adb.org (ksakamoto at adb.org) Date: Fri, 11 May 2012 13:52:52 +0800 Subject: [sustran] Transport Specialists: Opportunities at ADB Message-ID: Transport is a key factor contributing to economic development and poverty reduction. By reducing travel times and costs, and improving accessibility, transport (i) enables economic activities, health care, education, and social development to be undertaken more effectively and efficiently; and (ii) allows more people to participate and share in the benefits of development. The Asian Development Bank (ADB) has a strong record of supporting transport in its developing member countries. Transport has accounted for 21% of ADB lending since its establishment in 1966, and 27% during 2005?2009, and is expected to remain a major part of lending in future. Transport operations are guided by ADB?s Sustainable Transport Initiative, approved in 2010, which focuses on creating transport systems that are accessible, safe, affordable, and environment-friendly. In addition to supporting roads and railways, ADB is now expanding its support for urban transport, addressing climate change in transport, cross-border transport and logistics, road safety, and socially inclusive transport. To support the implementation of its sustainable transport agenda, ADB is looking to recruit highly qualified and strongly motivated candidates to join its staff as Transport Specialists. The successful candidates will be responsible for identifying, developing, implementing, and administering loans, technical assistance projects, and non-lending products and services to support sustainable transport in developing member countries. They will also take part in preparing publications and other knowledge- sharing activities on sustainable transport and its role in supporting inclusive growth and poverty reduction. Candidates must have at least 8 years of relevant professional experience in the transport sector, including preparation and implementation of transport projects, in any of the following areas: ? highways and rural roads; ? road asset management, road financing, and road user charges; ? road safety; ? railways development and strengthening of railway institutions; ? urban transport, including road- and rail-based mass transit systems, non-motorized transport, and travel demand management; ? inland waterway transport and ports; ? multimodal logistics and cross-border transport ? energy-efficient and low-emission vehicles; ? intelligent transport systems; ? private sector participation in transport, including public?private partnerships; and ? socially inclusive transport. A full job description with the detailed eligibility and selection criteria as well as application details can be found in www.adb.org/Employment/International If you want to apply, you must register via arc.adb.org Closing date for applications is on 22 October 2012. Women are encouraged to apply. For further information, please contact: Ericka Balcos Senior Human Resource Assistant Asian Development Bank Tel +63 2 632 6815 ebalcos@adb.org ________________________________________________________ Ko Sakamoto Transport Economist Sustainable Infrastructure Division Regional and Sustainable Development Department Asian Development Bank 6 ADB Avenue, Mandaluyong City, 1550 Metro Manila, Philippines Tel: +63 2 683 1664 Fax: +63 2 636 2198 Email: ksakamoto@adb.org http://www.adb.org -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/gif Size: 1763 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120511/48284793/attachment.gif From navdeep.asija at gmail.com Sat May 12 14:21:53 2012 From: navdeep.asija at gmail.com (Asija, Navdeep) Date: Sat, 12 May 2012 10:51:53 +0530 Subject: [sustran] ADMN NOT OPEN TO NEW IDEAS, SAYS HC - Vehicle Free & Pedestrian Friendly Sector 17 Chandigarh Message-ID: CHANDIGARH: Observing that the UT administration had been ?stonewalling? the court directions over making Sector 17-E a no-vehicle and pedestrian friendly zone for quite long, the Punjab and Haryana high court said neither the authorities were open to new ideas as proposed by the court nor were they taking any measures. Special division bench comprising justice Surya Kant and justice Ajay Tewari suggested that 400 vehicles being accommodated in the parking lot in front of Empire Stores can be shifted to a ground near RBI, on pilot basis for a month. The municipal corporation had informed the court that there was no alternative space available for accommodating vehicles if Sector-17 parking lot was made vehicle-free. The bench observed that the suggestion of making the parking lot a no-vehicle zone was being opposed ?tooth and nail? by the administration and when the bench suggested of removing 400 cars from the parking lot to some other place just to check results, the authorities were diverting court?s mind that by saying they were coming up with multi-level parking lots, which would take time. ?Unless you have a long-term policy based on people?s feedback and research, nothing is going to work. For many months, we have been wasting time. Who are officials delaying it? At least, tell us,? it said. However, the senior UT standing counsel told the bench that the administration was making all-out efforts to come up with a concrete plan but there were many practical problems in way. The court issued the directions to amicus curiae (friend of court) advocate APS Shergill, Rita Kohli and Navdeep Asija to visit Sector-17 parking lot and give detailed report by Wednesday. Directions were also issued to the MC to extend cooperation to the advocates in order to come out with a solution. The case would now come up for hearing on May 18. Hindustan Times, - 12 May 2012 - Hindustan Times (Chandigarh), HT City Live From amani at embarqindia.org Thu May 17 19:25:18 2012 From: amani at embarqindia.org (Akshay Mani) Date: Thu, 17 May 2012 15:55:18 +0530 Subject: [sustran] Request for Information - Research on Taxi Fleet Operators around the World Message-ID: Hello, Wondering if experts on this group had the answer to this question: Is there research that has documented information about the largest taxi fleet operators around the world, such as fleet size, type of fleet, fuel used, mode shares, geography of operation, business models, and positive impacts (social, environmental) in their city of operation? Looks like operators like Yellow Cab (US) and ComfortDelGro (Singapore) would fall under this? Any leads/information would be greatly appreciated. Regards, Akshay -- Akshay Mani EMBARQ India Mumbai +91-9769697164 From aashu.gupta20 at gmail.com Thu May 17 19:57:00 2012 From: aashu.gupta20 at gmail.com (Aashish Gupta) Date: Thu, 17 May 2012 16:27:00 +0530 Subject: [sustran] Fwd: [YAM] The Story of the missing Bus Rapid Transport System (BRTS) lanes in Delhi In-Reply-To: References: Message-ID: ---------- Forwarded message ---------- From: Bhargavi Dilipkumar Date: 17 May 2012 15:57 Subject: [YAM] The Story of the missing Bus Rapid Transport System (BRTS) lanes in Delhi To: Vijayan MJ , Lakshmi Premkumar < lakshmi@psa-india.net>, Aashima Subberwal , Ashok Sharma , Rajendra Ravi , qadeeroy@gmail.com, Arun Mohan , Anil Tharayath , youngactivists@lists.riseup.net *The Story of the missing Bus Rapid Transport System (BRTS) lanes in Delhi * * * *Brick walled buildings, Monuments that reminds me of my history textbooks faded pictures, Elite malls, green & red buses, super fast Metro transport, a flare of fashion, politics in Jantar Mantar & the ever enlightening India gate? More than all the ?Aaha? factors of Delhi, Being a person who lived all her life in another City I definitely raised my eyebrows wide for the ?Bus Rapid Transport System? (BRTS) in Delhi. * BRTS has been a controversial project as it is a cutting edge technology that would drastically improve the transport systems of India (So that at least the foreign directors can think of better scenes to portray India than the stereotypical traffic shots where Bus, Auto & Cycle stands perpendicular & create chaos in the main road). While on one side the BRTS makes us raise our collars & keeps the excitement of having a cycle lane high there are a lot of criticisms including the ones like *?In BRTS opposed to normal traffic intersections, there are six different movements of vehicles along the arms of the intersection. The two extra movements are that of the buses on the BRT lane, which means that all commuters using the BRT or even passing through have to wait much longer. As the waiting time increases, the traffic tail lengthens much more than it normally would and there is a corresponding ripple effect on traffic,"* While agreeing & understanding the nuances involved in new technologies & change adaptation & management, one needs to resort to intensive research & debating. But, A recent incident came as a shock; you would probably know by this time what I am trying to talk about. For those who are not- "Around 2 am on 13th May 2012 someone brought bulldozers to BRT corridor and broke about 350m of bus lane median at sheikh sarai and chiragh delhi". To read more on it ( http://www.indianexpress.com/news/brt-dividers-removed-transport-dept-to-lodge-fir-against-study-team-member/949450/0) ( http://www.thehindu.com/todays-paper/tp-national/tp-newdelhi/article3427426.ece ) While the case on the disturbances caused due to the BRTS was filed, and the Court has ordered the Central Road Research Institute (CRRI) to conduct further study on the same & the CRRI started the same by trial testing the same. While Col B B Sharan from the NGO called Nyayaboomi not only alleged the DIMTS authorities to destroy the BRTS barricade by claiming himself to be a CRRI member & that he had the court order when actually has the impudence of going ahead & mentioning on the website of Nyaya Bhoomi, the NGO that filed the writ in the first place, the Home Page states that they are carrying out a "crusade" against the BRT and have invited "citizens" to vote on their site. Since the time this was put up (probably about three weeks ago, there have been exactly 42 votes, 26 of them by car drivers and 6 by two-wheeler drivers and only 5 by bus commuters (the rest are others). As expected the cars and two wheelers want the BRT to be abandoned, while the bus commuters want it to stay! Such is the state of participatory democracy in this country! It?s high time we all wake up to the realities of our lives? We have a lot to discuss debate, understand & fight for as tax payers of the country. Hope to see you all in the discussion at the Delhi Forum office on* 19thMay 2012 (Saturday) at 2pm. Dunu Roy (Hazards Centre) & Rajendra Ravi Bhai (INSTITUTE FOR DEMOCRACY AND SUSTAINABILITY) would help us in bringing clarity to the debate on BRTS. * *(**Attachments were not allowed in Yam so i shall attach a few documents in the DSG Blog & pass the link at the earliest, Thus **P.S. below a few photographs of the bulldozed BRTS lanes)* *Please find the address of Delhi Forum office below with the landmark. * * * *Make sure that you pass on the invite to your friends who are interested to understand the issues around BRTS, Researchers, Students who are working on Urban Development & renewal issues. * *Address * *Delhi Forum* *Address: F- 10/12, (Basement), Malviya Nagar,* *New Delhi INDIA - 110017 Phones: 011-26680883 / 26680914* *Near Malviya Nagar Gol Chakkar* -- Regards, Bhargavi Delhi Forum Address: F- 10/12, (Basement), Malviya Nagar, New Delhi INDIA - 110017 Phones: 011-26680883 / 26680914 / +91-9582452343 (Mobile) Emails:bhargavi@delhiforum.net _____________________________________________________________________________________________________________________________________________________ ******** YAM (Young Activist Meeting) is getting together of young and not so young people engaged in the thought, action and dreams of changing the world or making a difference. You can say it is a gathering of activists, to share their lived experiences in activism and outside activism. At YAM we do not come together armed with pre-determined agenda and expectations for plan of action. We have met till date@ Mangaon, Maharashtra in 2006, Dehradun, Uttarakhand 2008 and then Lonavala, 2011. ******** The list is to talk, discuss, share, laugh on issues 'personal', 'political' or beyond these two categories with respect and love. It is not a PUBLIC LIST, if you wish to subscribe send an empty mail mentioning name, location, profession and other relevant details to youngactivists-subscribe@lists.riseup.net ******** If you feel traffic is too much then you can choose the digest option and by any chance you want to leave our community then write to youngactivists-unsubscribe@lists.riseup.net ******** It is very important that you do not forward conversations from YAM to any other lists. You may forward individual messages to your friends and others you can trust, but with the rider that they should exercise similar caution. Please recommend only those members to be part of YAM who will ensure this list remains protected from unnecessary publicity. ******** List maintained (not moderated) by madhuresh@napm-india.org Do send your suggestions and feedback... -------------- next part -------------- A non-text attachment was scrubbed... Name: message-footer.txt Type: text/plain Size: 1511 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120517/952ad502/message-footer.txt From cornie.huizenga at slocatpartnership.org Fri May 18 12:56:37 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Fri, 18 May 2012 11:56:37 +0800 Subject: [sustran] Wanted Voluntary Commitments on Sustainable Transport for Rio+20 Message-ID: Dear all, Rio+20 is a conference about implementation, and an important part of that is making and delivering commitments. All participants at Rio+20 are therefore encouraged to make voluntary commitments to deliver concrete results for sustainable development. Commitments are invited from various stakeholders, including business and industry, other Major Group organizations, associations, academic institutions, philanthropic organizations, UN entities, partnerships involving more than one stakeholder, and Member States. These will be compiled into an online compendium of commitments on the Rio+20 website. You can read more about the Rio+20 Voluntary Commitment process at: http://www.uncsd2012.org/rio20/voluntarycommitments.html. The Partnership on Sustainable, Low Carbon Transport (SLoCaT) welcomes the initiative by several of its members as well as other organizations to develop Voluntary Commitments related to Sustainable Transport. Such Voluntary Commitments support and give meaning to the campaign of SLoCaT to ensure that the Rio+20 conference will act as a catalyst for the scaling up and mainstreaming of sustainable transport in developing and emerging economies. The width and breadth of the Voluntary Commitments on Transport that are being developed reinforce the need for, and potential of a dedicated Sustainable Development Goal on Sustainable Transport. SLoCaT will, together with the Institute for Transportation and Development Policy (ITDP) and other SLoCaT members present in Rio in June provide active outreach on these Voluntary Commitments on Sustainable Transport. We will celebrate these as a sign of how far the sustainable transport community has come since the World Summit on Sustainable Development and as sign of hope on what we as a community will do to implement the spirit and outcomes of Rio+20. Collectively, these voluntary commitments will cover all major aspects of sustainable transport and reach out to all parts of the world. Please let us know if you would also like to submit a Voluntary Commitment on Sustainable Transport so that we can add you to the list. Currently we expect to have the following Voluntary Commitments: 1) Joint statement and commitment on the promotion of sustainable transport by Multilateral Development Banks through Financial and Technical Assistance. To be submitted by Asian Development Bank (ADB), Latin-American Development Bank (CAF), Inter-American Development Bank (IDB) and World Bank. 2) Protecting children from traffic injuries on urban roads. To be submitted by FIA Foundation and a range of partners. 3) Promote the development and implementation of Global Fuel Economy standards and measures. To be submitted by FIA Foundation, International Council for Clean Transport (ICCT), International Energy Agency (IEA), International Transport Forum (ITF), United Nations Environment Program (UNEP) 4) Promoting and supporting the development and implementation of policies and legislation on lower sulphur standards for diesel and gasoline fuels. To be submitted by United Nations Environment Program (UNEP) and Members of the Partnership on Clean Fuels and Vehicles. 5) Rolling out of road assessment program to enhance road safety. To be submitted by International Road Assessment Program (IRAP). 6) Cycling Inclusive Urban Transport. To be submitted by Dutch Cycling Embassy and partners. 7) Promoting Urban Transport and Urban Design Principles and Fostering Their Wider Application. To be submitted by Institute for Transportation and Development Policy (ITDP) and partners. 8) Sustainable transport in 100/150 cities. To be submitted by UN-HABITAT. 9) Convening high (policy) level Regional Environmentally Sustainable Transport (EST) Forums. To be submitted by United Nations Center for Regional Development (UNCRD)/ United Nations Department for Economic and Social Development (UN DESA), Inter-American Development Bank (IDB), World Bank (WB) and supporting organizations. 10) Capacity Building for Sustainable Transport. To be submitted by German International Cooperation (GIZ) 11) Green Freight. To be submitted by Clean Air Initiative for Asian Cities (CAI-Asia) and Sustainable Supply Chain Center Asia Pacific (SSCCAP) We are starting to have a good overview of the transport events at Rio+20. Please go to http://www.slocat.net/sites/default/files/slocatfiles/events/overview_ri.... with best regards, Cornie -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From joshuaodeleye at yahoo.com Fri May 18 17:16:19 2012 From: joshuaodeleye at yahoo.com (joshua odeleye) Date: Fri, 18 May 2012 01:16:19 -0700 (PDT) Subject: [sustran] REQUEST FOR COLLABORATION ON GREEN MOBILITY INFRASTRUCTURE DEVELOPMENT IN SELECTED NIGERIAN TERTIARY INSTITUTION. Message-ID: <1337328979.53674.androidMobile@web112912.mail.gq1.yahoo.com> Dear All, I am currently working? on a proposal on 'Bicycle Usage and Infrastructure provision in selected Nigerian Tertiary Institutions'.The primary aim is to use tertiary institutions as platform for re-introduction of bicycle in Nigeria,especially in urban environment. This is a sort of catch them young approach.That is, the future administrators,politicians,engineers,doctors e.t.c.who are today undergraduates. It is believed that the Undergraduate years experience often last longer in individuals,and it also influences some of the decisions taken? as adults. Any form of supports in this regard,will be highly appreciated. Best regards, Joshua Odeleye,PhD Assistant Director,Research & Consultancy Nigerian Institute of Transport Technology (NITT) P.M.B 1148,Zaria NIGERIA. Sent from Yahoo! Mail on Android From operations at velomondial.net Fri May 18 17:26:20 2012 From: operations at velomondial.net (Pascal van den Noort) Date: Fri, 18 May 2012 10:26:20 +0200 Subject: [sustran] Re: Wanted Voluntary Commitments on Sustainable Transport for Rio+20 In-Reply-To: References: Message-ID: <812BBFD6-88A4-41D9-98B3-B9AFB381C565@velomondial.net> As a Voluntary Commitment on Sustainable Transport, Velo Mondial will set up 'Pas-Port to Mobility' a freely accessible portal with 10 different angles for city officials to approach sustainable urban mobility: The ?Urban Mobility Embassy? is a Service Desk The 'Urban Mobility Lab' offers a process for sustainable urban mobility planning ?Showcasing' is a supporting portal ?Experience by Peers' positions cities with expertise The ?Studio' is a Portal to Innovation The ?Publisher? provides news in articles, web TV, pictures, blogs and websites The 'The Consultancy' is the Portal to Solutions 'The Factory' is the Portal to Products. The ?Academy' is the portal to Knowledge and Good Practice. The Pas-Port to Mobility Search Engine The search engine is already accessible through the 'Search Button Booklet': http://www.pas-port.info/MIMOSABoekje/MimosaBook.html 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 On 18 mei 2012, at 05:56, Cornie Huizenga wrote: > Dear all, > > Rio+20 is a conference about implementation, and an important part of that > is making and delivering commitments. All participants at Rio+20 are > therefore encouraged to make voluntary commitments to deliver concrete > results for sustainable development. Commitments are invited from various > stakeholders, including business and industry, other Major Group > organizations, associations, academic institutions, philanthropic > organizations, UN entities, partnerships involving more than one > stakeholder, and Member States. These will be compiled into an online > compendium of commitments on the Rio+20 website. > > You can read more about the Rio+20 Voluntary Commitment process at: > http://www.uncsd2012.org/rio20/voluntarycommitments.html. > > The Partnership on Sustainable, Low Carbon Transport (SLoCaT) welcomes the > initiative by several of its members as well as other organizations to > develop Voluntary Commitments related to Sustainable Transport. Such > Voluntary Commitments support and give meaning to the campaign of SLoCaT to > ensure that the Rio+20 conference will act as a catalyst for the scaling up > and mainstreaming of sustainable transport in developing and emerging > economies. The width and breadth of the Voluntary Commitments on Transport > that are being developed reinforce the need for, and potential of a > dedicated Sustainable Development Goal on Sustainable Transport. > > SLoCaT will, together with the Institute for Transportation and Development > Policy (ITDP) and other SLoCaT members present in Rio in June provide > active outreach on these Voluntary Commitments on Sustainable Transport. We > will celebrate these as a sign of how far the sustainable transport > community has come since the World Summit on Sustainable Development and as > sign of hope on what we as a community will do to implement the spirit and > outcomes of Rio+20. Collectively, these voluntary commitments will cover > all major aspects of sustainable transport and reach out to all parts of > the world. > > Please let us know if you would also like to submit a Voluntary Commitment > on Sustainable Transport so that we can add you to the list. > > Currently we expect to have the following Voluntary Commitments: > > 1) Joint statement and commitment on the promotion of sustainable transport > by Multilateral Development Banks through Financial and Technical > Assistance. To be submitted by Asian Development Bank (ADB), Latin-American > Development Bank (CAF), Inter-American Development Bank (IDB) and World > Bank. > > 2) Protecting children from traffic injuries on urban roads. To be > submitted by FIA Foundation and a range of partners. > > 3) Promote the development and implementation of Global Fuel Economy > standards and measures. To be submitted by FIA Foundation, International > Council for Clean Transport (ICCT), International Energy Agency (IEA), > International Transport Forum (ITF), United Nations Environment Program > (UNEP) > > 4) Promoting and supporting the development and implementation of policies > and legislation on lower sulphur standards for diesel and gasoline fuels. > To be submitted by United Nations Environment Program (UNEP) and Members of > the Partnership on Clean Fuels and Vehicles. > > 5) Rolling out of road assessment program to enhance road safety. To be > submitted by International Road Assessment Program (IRAP). > > 6) Cycling Inclusive Urban Transport. To be submitted by Dutch Cycling > Embassy and partners. > > 7) Promoting Urban Transport and Urban Design Principles and Fostering > Their Wider Application. To be submitted by Institute for Transportation > and Development Policy (ITDP) and partners. > > 8) Sustainable transport in 100/150 cities. To be submitted by UN-HABITAT. > > 9) Convening high (policy) level Regional Environmentally Sustainable > Transport (EST) Forums. To be submitted by United Nations Center for > Regional Development (UNCRD)/ United Nations Department for Economic and > Social Development (UN DESA), Inter-American Development Bank (IDB), World > Bank (WB) and supporting organizations. > > 10) Capacity Building for Sustainable Transport. To be submitted by German > International Cooperation (GIZ) > > 11) Green Freight. To be submitted by Clean Air Initiative for Asian Cities > (CAI-Asia) and Sustainable Supply Chain Center Asia Pacific (SSCCAP) > > We are starting to have a good overview of the transport events at Rio+20. > Please go to > http://www.slocat.net/sites/default/files/slocatfiles/events/overview_ri.... > > with best regards, > 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 Fri May 18 17:33:30 2012 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Fri, 18 May 2012 16:33:30 +0800 Subject: [sustran] Re: Wanted Voluntary Commitments on Sustainable Transport for Rio+20 In-Reply-To: <812BBFD6-88A4-41D9-98B3-B9AFB381C565@velomondial.net> References: <812BBFD6-88A4-41D9-98B3-B9AFB381C565@velomondial.net> Message-ID: Dear Pascal, Thanks for the quick follow-up. Let me know whether you would like to be part of the SLoCaT group of VCs, in that case I will include you in the list which means that we would include you also in the SLoCaT write-up's and outreach materials on VCs at Rio. Do you plan to be yourself at Rio? Cornie On Fri, May 18, 2012 at 4:26 PM, Pascal van den Noort < operations@velomondial.net> wrote: > As a Voluntary Commitment on Sustainable Transport, Velo Mondial will set > up 'Pas-Port to Mobility' a freely accessible portal with 10 different > angles for city officials to approach sustainable urban mobility: > > - The ?Urban Mobility Embassy? is a Service Desk > - The 'Urban Mobility Lab' offers a process for sustainable urban > mobility planning > - ?Showcasing' is a supporting portal > - ?Experience by Peers' positions cities with expertise > - The ?Studio' is a Portal to Innovation > - The ?Publisher? provides news in articles, web TV, pictures, blogs > and websites > - The 'The Consultancy' is the Portal to Solutions > - 'The Factory' is the Portal to Products. > - The ?Academy' is the portal to Knowledge and Good Practice. > - The Pas-Port to Mobility Search Engine > > The search engine is already accessible through the 'Search Button > Booklet': http://www.pas-port.info/MIMOSABoekje/MimosaBook.html > > > 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 > > On 18 mei 2012, at 05:56, Cornie Huizenga wrote: > > Dear all, > > Rio+20 is a conference about implementation, and an important part of that > is making and delivering commitments. All participants at Rio+20 are > therefore encouraged to make voluntary commitments to deliver concrete > results for sustainable development. Commitments are invited from various > stakeholders, including business and industry, other Major Group > organizations, associations, academic institutions, philanthropic > organizations, UN entities, partnerships involving more than one > stakeholder, and Member States. These will be compiled into an online > compendium of commitments on the Rio+20 website. > > You can read more about the Rio+20 Voluntary Commitment process at: > http://www.uncsd2012.org/rio20/voluntarycommitments.html. > > The Partnership on Sustainable, Low Carbon Transport (SLoCaT) welcomes the > initiative by several of its members as well as other organizations to > develop Voluntary Commitments related to Sustainable Transport. Such > Voluntary Commitments support and give meaning to the campaign of SLoCaT to > ensure that the Rio+20 conference will act as a catalyst for the scaling up > and mainstreaming of sustainable transport in developing and emerging > economies. The width and breadth of the Voluntary Commitments on Transport > that are being developed reinforce the need for, and potential of a > dedicated Sustainable Development Goal on Sustainable Transport. > > SLoCaT will, together with the Institute for Transportation and Development > Policy (ITDP) and other SLoCaT members present in Rio in June provide > active outreach on these Voluntary Commitments on Sustainable Transport. We > will celebrate these as a sign of how far the sustainable transport > community has come since the World Summit on Sustainable Development and as > sign of hope on what we as a community will do to implement the spirit and > outcomes of Rio+20. Collectively, these voluntary commitments will cover > all major aspects of sustainable transport and reach out to all parts of > the world. > > Please let us know if you would also like to submit a Voluntary Commitment > on Sustainable Transport so that we can add you to the list. > > Currently we expect to have the following Voluntary Commitments: > > 1) Joint statement and commitment on the promotion of sustainable transport > by Multilateral Development Banks through Financial and Technical > Assistance. To be submitted by Asian Development Bank (ADB), Latin-American > Development Bank (CAF), Inter-American Development Bank (IDB) and World > Bank. > > 2) Protecting children from traffic injuries on urban roads. To be > submitted by FIA Foundation and a range of partners. > > 3) Promote the development and implementation of Global Fuel Economy > standards and measures. To be submitted by FIA Foundation, International > Council for Clean Transport (ICCT), International Energy Agency (IEA), > International Transport Forum (ITF), United Nations Environment Program > (UNEP) > > 4) Promoting and supporting the development and implementation of policies > and legislation on lower sulphur standards for diesel and gasoline fuels. > To be submitted by United Nations Environment Program (UNEP) and Members of > the Partnership on Clean Fuels and Vehicles. > > 5) Rolling out of road assessment program to enhance road safety. To be > submitted by International Road Assessment Program (IRAP). > > 6) Cycling Inclusive Urban Transport. To be submitted by Dutch Cycling > Embassy and partners. > > 7) Promoting Urban Transport and Urban Design Principles and Fostering > Their Wider Application. To be submitted by Institute for Transportation > and Development Policy (ITDP) and partners. > > 8) Sustainable transport in 100/150 cities. To be submitted by UN-HABITAT. > > 9) Convening high (policy) level Regional Environmentally Sustainable > Transport (EST) Forums. To be submitted by United Nations Center for > Regional Development (UNCRD)/ United Nations Department for Economic and > Social Development (UN DESA), Inter-American Development Bank (IDB), World > Bank (WB) and supporting organizations. > > 10) Capacity Building for Sustainable Transport. To be submitted by German > International Cooperation (GIZ) > > 11) Green Freight. To be submitted by Clean Air Initiative for Asian Cities > (CAI-Asia) and Sustainable Supply Chain Center Asia Pacific (SSCCAP) > > We are starting to have a good overview of the transport events at Rio+20. > Please go to > http://www.slocat.net/sites/default/files/slocatfiles/events/overview_ri > ...< > http://www.slocat.net/sites/default/files/slocatfiles/events/overview_rio20_transport_events_17_may.pdf > >. > > > with best regards, > 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 -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/tiff Size: 149968 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120518/f17f9bc4/attachment-0001.tif From eric.britton at ecoplan.org Fri May 18 18:56:39 2012 From: eric.britton at ecoplan.org (eric britton) Date: Fri, 18 May 2012 11:56:39 +0200 Subject: [sustran] Request for collaboration on green mobility infrastructure development in selected Nigerian tertiary institution In-Reply-To: <1337328979.53674.androidMobile@web112912.mail.gq1.yahoo.com> References: <1337328979.53674.androidMobile@web112912.mail.gq1.yahoo.com> Message-ID: <004a01cd34dc$87a995e0$96fcc1a0$@britton@ecoplan.org> This is a great project Joshua. Here are my quick reactions, ideas for what they are worth. I will share this on some of our networks, and I am sure that friends out there will pick up on this as well and join the fray. 1. Give it a great, short and memorable name. (Here's a bad one to get you going: ReBike.) 2. Create an interactive blog to support the program over, say, the next two years. There are some great formats around which you can quickly and well knock off. I and I am sure others will have ideas for you on that. 3. Invite internationalers working in this area to join in. Maybe you could ask them to be on your board of experts or whatever, to support the project and give it some kind of international weight when you are discussing with local government, the schools, etc. 4. Keep it a thousand miles away from any one political party (including the Greens). 5. Reach out to other universities and student groups and ask them for their ideas, experience and eventual leads for your program. Now for those friends and colleagues working in this area who have picked up on this, join in and lend a hand. If we wait for world government to do the job, we will have very long beards indeed. Off we go, Eric Britton -----Original Message--------------------------------------------- ] On Behalf Of joshua odeleye Sent: Friday, 18 May, 2012 10:16 Subject: [sustran] Request for collaboration on green mobility infrastructure development in selected Nigerian tertiary institution. Dear All, I am currently working on a proposal on 'Bicycle Usage and Infrastructure provision in selected Nigerian Tertiary Institutions'. The primary aim is to use tertiary institutions as platform for re-introduction of bicycle in Nigeria, especially in urban environment. This is a sort of catch them young approach. That is, the future administrators, politicians, engineers, doctors e.t.c.who are today undergraduates. It is believed that the Undergraduate years experience often last longer in individuals, and it also influences some of the decisions taken as adults. Any form of supports in this regard, will be highly appreciated. Best regards, Joshua Odeleye, PhD - joshuaodeleye@yahoo.com Assistant Director, Research & Consultncy Nigerian Institute of Transport Technology (NITT) P.M.B 1148,Zaria NIGERIA. ---------------------------------------- From alan at ourpeagreenboat.co.uk Fri May 18 17:34:47 2012 From: alan at ourpeagreenboat.co.uk (Alan Howes) Date: Fri, 18 May 2012 09:34:47 +0100 Subject: [sustran] Re: Request for Information - Research on Taxi Fleet Operators around the World In-Reply-To: References: Message-ID: <000b01cd34d1$159778b0$40c66a10$@co.uk> And what about Fares Charged - particularly as compared with other PT modes? I'm not sure what qualifies as a "large" taxi operator - but in the Arabian Gulf, which is the area I know best, there's an increasing trend to franchise out taxi operation in chunks of 500 to 1,500 taxis, and some companies (e.g. CARS) seem to be picking up multiple franchises. It's not my core subject, but I'd be interested to learn more. I would also like to know about places where the same company runs both taxis and public buses. It happens in Doha (Qatar), with possible adverse effects on the bus operation. Though it also happens in Dubai, without the same effects as far as I can tell. Regards, Alan -- Alan P Howes, BSc(Eng), CMILT Alan Howes Associates, Transport Consultant Dunblane, Perthshire, Scotland UK web: www.alanhowesworld.com email:?????????? alanhowesworld@gmail.com tel:?????????????? +44 (0)1786 822974 mobile UK:?? +44 (0)7952 464335 -----Original Message----- From: sustran-discuss-bounces+alan=ourpeagreenboat.co.uk@list.jca.apc.org [mailto:sustran-discuss-bounces+alan=ourpeagreenboat.co.uk@list.jca.apc.org] On Behalf Of Akshay Mani Sent: 17 May 2012 11:25 To: sustran-discuss@list.jca.apc.org Subject: [sustran] Request for Information - Research on Taxi Fleet Operators around the World Hello, Wondering if experts on this group had the answer to this question: Is there research that has documented information about the largest taxi fleet operators around the world, such as fleet size, type of fleet, fuel used, mode shares, geography of operation, business models, and positive impacts (social, environmental) in their city of operation? Looks like operators like Yellow Cab (US) and ComfortDelGro (Singapore) would fall under this? Any leads/information would be greatly appreciated. Regards, Akshay -- Akshay Mani EMBARQ India Mumbai +91-9769697164 -------------------------------------------------------- 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 navdeep.asija at gmail.com Sat May 19 13:13:34 2012 From: navdeep.asija at gmail.com (Asija, Navdeep) Date: Sat, 19 May 2012 09:43:34 +0530 Subject: [sustran] Idle underground Parking lots criminal wastage: HC Message-ID: CHANDIGARH: "Non-utilization of underground parking space in Sector 17 amounts to criminal wastage of valuable space and public money," observed Punjab and Haryana high court on Friday while hearing a petition about making Sector 17 no-vehicle zone. When the matter came up for hearing on Friday before a division bench comprising Justice Surya Kant and Justice Ajay Tewari, the issue of non-utilization of underground lots in Sector 17 was brought up by amicus curie Reeta Kohli. Hearing this, Justice Ajay Tewari observed that non-utilization of such valuable space in an area like Sector 17 amounts to criminal wastage of space and state exchequer. He also went to the extent of observing that those responsible for this should be identified and brought to the book. Thereafter bench directed the commissioner municipal corporation, director transport and chief architect UT to consider the suggestions given by Reeta Kohli and submit a plan by June 1 on the issue. Bench also asked the UT authorities to prepare the plan Sector 17, which at least can be helpful for the next 15-20 years. On Friday, amicus curiae submitted suggestions before the bench stating that Sector 17 has already three underground parking lots out of which two are two-storeyed. "Due to lack of management on the part of Chandigarh administration, most of these are not being utilized," report added. She also suggested that proposed multi-storeyed parking areas as well as the existing underground parking area in Sector 17 should be developed as terrace garden and exhibition area. It was also suggested that parking space opposite Empire store up to M/s Sahib Singh should be developed as underground parking and beautified by developing terrace garden on its roof. Now, the case would come up for hearing on June 1. http://timesofindia.indiatimes.com/city/chandigarh/Idle-underground-lots-criminal-wastage-HC/articleshow/13283238.cms From prashantnarang at yahoo.com Tue May 22 11:18:38 2012 From: prashantnarang at yahoo.com (prashant narang) Date: Tue, 22 May 2012 10:18:38 +0800 (SGT) Subject: [sustran] (no subject) Message-ID: <1337653118.33780.androidMobile@web193203.mail.sg3.yahoo.com>

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From sguttikunda at gmail.com Fri May 25 13:22:12 2012 From: sguttikunda at gmail.com (Sarath Guttikunda) Date: Fri, 25 May 2012 09:52:12 +0530 Subject: [sustran] Why Asia is a Hub for Bikes (WSJ) Message-ID: Wall Street Journal, May 21st, 2012 Why Asia is a Hub for Bikes. http://blogs.wsj.com/speakeasy/2012/05/21/why-asia-is-a-hub-for-bikes long article.. two paragraphs quoted below.. That?s ironically the opposite of what most transportation policy experts advocate as the most obvious solution for China?s looming urban transportation crisis, and that of major cities around the world: Turning the clock back half a century and embracing the same solution that Mao and his cadre stumbled upon, half a century back ? bicycles, and lots of ?em. Bicycles are cheap, exhaust-free and easy to maintain. They?re practical and elegant in a way that no other personal transportation can match; a brilliantly spare assortment of neoclassical simple machines (wheels, pulleys, levers) that produce the most energy-efficient means of travel humans have ever invented. -- *Dr. Sarath Guttikunda* Co-Director, UrbanEmissions.Info (New Delhi, India) Affiliate Associate Research Professor, Desert Research Institute (Reno, USA)* Tel +91-9891315946 | http://www.urbanemissions.info** http://www.dri.edu/sarath-guttikunda* From patwardhan.sujit at gmail.com Tue May 29 15:26:14 2012 From: patwardhan.sujit at gmail.com (Sujit Patwardhan) Date: Tue, 29 May 2012 11:56:14 +0530 Subject: [sustran] Thinking Outside the Bus Message-ID: 29 May 2012 Worth a read. -- Sujit Conventional wisdom says that the way to create or improve public transit is to invest billions to engineer rails, trains and buses. But the Brunswick Explorer is one of many innovators that are seeing transit as more than an engineering problem and trying to build transit that meets the needs of its residents. http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the-bus/ -- ------------------------------------------------------------------------------------------------------------------- *[image: Inline image 2] * * * *Parisar* ------------------------------------------------------------------------------------------------------------------ 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: 17934 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120529/ab650a2c/attachment.jpe From paulbarter at reinventingtransport.org Tue May 29 19:07:08 2012 From: paulbarter at reinventingtransport.org (Paul Barter) Date: Tue, 29 May 2012 18:07:08 +0800 Subject: [sustran] Re: Thinking Outside the Bus In-Reply-To: References: Message-ID: On 29 May 2012 14:26, Sujit Patwardhan wrote: > Conventional wisdom says that the way to create or improve public transit > is to invest billions to engineer rails, trains and buses. But the > Brunswick Explorer is one of many innovators that are seeing transit as > more than an engineering problem and trying to build transit that meets > the needs of its residents. > http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the-bus/ > ... Yes, it is an interesting item. But be careful! It is misleading (at least for places with high labour costs). See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co nfused-about-transit.html for a thoughtful critique of this NYT article. Jarrett Walker writes: "Brunswick's local buses, in short, are geared to people with special needs, as small-town transit systems often are. ... These systems are absolutely laudable. ... But they are intrinsically inefficient, in terms of passengers service per unit of public cost... Serving special needs is a good thing to do, but it requires lots of staff time per passenger, so it will always have a very high cost per passenger. Unless ... you pay the drivers less. Margonelli's next story is about the emerging minibuses of New York, an important private sector initiative ... The genius of these buses is that they tolerate lower ridership (mandated in fact by their small size) but they can do this because the drivers make much less than unionized transit agency labor. ... So is Margonelli really a ferocious right-wing union-busting capitalist? No, she's just unclear on transit's basic geometry and economics." >From the same source (Human Transit blog) here is a better example of how to do surprisingly well with public transport even in a very transit-unfriendly suburban environment with high labour costs ( http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-for-multi-destinational-networks.html). The key is a 'connective network' with regular service in a grid (for example) and making connections between services attractive and easy. Paul -- Working to make urban transport and parking enrich our lives more and harm us all less. paulbarter@reinventingtransport.org http://www.reinventingtransport.org http://www.reinventingparking.org From bruun at seas.upenn.edu Tue May 29 21:46:57 2012 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Tue, 29 May 2012 08:46:57 -0400 Subject: [sustran] Re: Thinking Outside the Bus In-Reply-To: References: Message-ID: <20120529084657.8909207u0ioftvsx@webmail.seas.upenn.edu> Going further with this idea, I have two points: 1) Even when pay is low, minibuses are only a good idea when they are relatively sparse. When the numbers get large they start to be a major source of congestion and pollution in themselves. And if drivers are paid by the passenger, they can be unsafe, as they will race each other for passengers. 2) To refer to Jarrett Walker's comment, if supporting lower pay for driving smaller buses is union busting then I am perhaps a union buster. Big city unions have stifled attempts to serve people and communities that need more or better service. They can be very selfish, and I think even misguided. If they wouldn't oppose somewhat lower pay, PT systems could be expanded. It would increase employment and create a career ladder, but they seem to fear that it would lead to them being fired. Eric Bruun Quoting Paul Barter : > On 29 May 2012 14:26, Sujit Patwardhan wrote: > >> Conventional wisdom says that the way to create or improve public transit >> is to invest billions to engineer rails, trains and buses. But the >> Brunswick Explorer is one of many innovators that are seeing transit as >> more than an engineering problem and trying to build transit that meets >> the needs of its residents. >> http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the-bus/ >> ... > > > Yes, it is an interesting item. But be careful! It is misleading (at least > for places with high labour costs). > > See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co > nfused-about-transit.html for a thoughtful critique of this NYT article. > Jarrett Walker writes: > > "Brunswick's local buses, in short, are geared to people with special > needs, as small-town transit systems often are. ... These systems are > absolutely laudable. ... But they are intrinsically inefficient, in terms > of passengers service per unit of public cost... Serving special needs is a > good thing to do, but it requires lots of staff time per passenger, so it > will always have a very high cost per passenger. > > Unless ... you pay the drivers less. Margonelli's next story is about the > emerging minibuses of New York, an important private sector initiative ... > The genius of these buses is that they tolerate lower ridership (mandated > in fact by their small size) but they can do this because the drivers make > much less than unionized transit agency labor. ... > > So is Margonelli really a ferocious right-wing union-busting capitalist? > No, she's just unclear on transit's basic geometry and economics." > >> From the same source (Human Transit blog) here is a better example of how > to do surprisingly well with public transport even in a very > transit-unfriendly suburban environment with high labour costs ( > http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-for-multi-destinational-networks.html). > The key is a 'connective network' with regular service in a grid (for > example) and making connections between services attractive and easy. > > Paul > -- > Working to make urban transport and parking enrich our lives more and harm > us all less. > paulbarter@reinventingtransport.org > http://www.reinventingtransport.org http://www.reinventingparking.org > -------------------------------------------------------- > 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 richmond at alum.mit.edu Wed May 30 01:22:55 2012 From: richmond at alum.mit.edu (Jonathan Richmond) Date: Tue, 29 May 2012 12:22:55 -0400 (Eastern Daylight Time) Subject: [sustran] Re: Thinking Outside the Bus In-Reply-To: References: Message-ID: I wrote a book, "The Private Provision of Public Transport" about alternative ways of offering transit services, that included case-studies of both the New York and Miami jitney services and I agree with the brilliantly-written New York Times article. It is not misleading at all, but dead on target. I disagree about the advantage of a "connective network" in locations where there is low demand. Such a system runs empty buses all day and forces people to make unnecessary changes along their route. The Brunswick example shows imagination in instead creating a service that has both fixed characteristics that cater to primary demands (the route may be circuitous, but it hits all major points people without cars need to go to) but also offers flexibility. As to the jitneys, they are an example of the advantages of private enterprise. The drivers are offering this service because they are able to earn more than in alternative occupations available to them. Certainly, they are making less than in regular transit jobs, but that is not the point. They are might not qualify to be regular bus drivers -- and they might even prefer to do small-scale community oriented enterprise. The service provided is terrific and meets local needs far better than the conventional transit alternative. --Jonathan On Tue, 29 May 2012, Paul Barter wrote: > On 29 May 2012 14:26, Sujit Patwardhan wrote: > >> Conventional wisdom says that the way to create or improve public transit >> is to invest billions to engineer rails, trains and buses. But the >> Brunswick Explorer is one of many innovators that are seeing transit as >> more than an engineering problem and trying to build transit that meets >> the needs of its residents. >> http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the-bus/ >> ... > > > Yes, it is an interesting item. But be careful! It is misleading (at least > for places with high labour costs). > > See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co > nfused-about-transit.html for a thoughtful critique of this NYT article. > Jarrett Walker writes: > > "Brunswick's local buses, in short, are geared to people with special > needs, as small-town transit systems often are. ... These systems are > absolutely laudable. ... But they are intrinsically inefficient, in terms > of passengers service per unit of public cost... Serving special needs is a > good thing to do, but it requires lots of staff time per passenger, so it > will always have a very high cost per passenger. > > Unless ... you pay the drivers less. Margonelli's next story is about the > emerging minibuses of New York, an important private sector initiative ... > The genius of these buses is that they tolerate lower ridership (mandated > in fact by their small size) but they can do this because the drivers make > much less than unionized transit agency labor. ... > > So is Margonelli really a ferocious right-wing union-busting capitalist? > No, she's just unclear on transit's basic geometry and economics." > >> From the same source (Human Transit blog) here is a better example of how > to do surprisingly well with public transport even in a very > transit-unfriendly suburban environment with high labour costs ( > http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-for-multi-destinational-networks.html). > The key is a 'connective network' with regular service in a grid (for > example) and making connections between services attractive and easy. > > Paul > -- > Working to make urban transport and parking enrich our lives more and harm > us all less. > paulbarter@reinventingtransport.org > http://www.reinventingtransport.org http://www.reinventingparking.org > -------------------------------------------------------- > 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'). > ----- Jonathan Richmond +1 617 395-4360 e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ From litman at vtpi.org Wed May 30 02:27:17 2012 From: litman at vtpi.org (Todd Alexander Litman) Date: Tue, 29 May 2012 10:27:17 -0700 Subject: [sustran] Re: Thinking Outside the Bus In-Reply-To: References: Message-ID: <030301cd3dc0$4bdea4f0$e39beed0$@org> There certainly is a role for demand response transit services, and in some cases such services can be provided efficiently by private firms, but I caution against assuming that unregulated privitazation is necessarily desirable. My study "Contrasting Visions of Urban Transport: Critique of 'Fixing Transit: The Case For Privatization'" (http://www.vtpi.org/cont_vis.pdf ) evaluates the service quality and efficiency of public and private transit. Contrary to frequent claims, purely private transit is generally inferior and inefficient. It may be profitable on a few corridors and may be appropriate in some niche markets, but it cannot provide integrated, cost-effective service throughout a region, and so fails to achieve strategic planning objectives, such as reducing traffic congestion, improving traffic safety and providing basic mobility for non-drivers. The New York Times blog fails to understand the difference between demand response services that can provide basic mobility in lower-density areas, with high costs per trip, and grade-separated bus or rail transit, which can provide high quality (integrated, frequent, cost effective) service on major urban corridors. They are totally different services with different goals, service requirements and cost profiles. They are not substitutes for each other. An efficient urban transport system requires both. For information on demand response transit, and the role it should play, see Reconnecting America's new report, "Putting Transit to Work in Main Street America: How Smaller Cities and Rural Places Are Using Transit and Mobility Investments to Strengthen Their Economies and Communities" (http://reconnectingamerica.org/assets/PDFs/201205ruralfinal.pdf ). I am a strong supporter of both BRT and rail transit, because their high service quality can attract travelers who would otherwise drive, which provides a variety of economic, social and environmental benefits. BRT is often operated by private companies, but with a high degree of central planning and regulation. Without that, service quality deteriorates, forcing all households that can afford it to purchase cars and rely on automobile travel, even for trips that are best made by public transit. Sincerely, Todd Litman Victoria Transport Policy Institute (www.vtpi.org) litman@vtpi.org facebook.com/todd.litman Phone & Fax 250-360-1560 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA "Efficiency - Equity - Clarity" -----Original Message----- From: sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org [mailto:sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org] On Behalf Of Jonathan Richmond Sent: May-29-12 9:23 AM To: Paul Barter Cc: sustran-discuss Subject: [sustran] Re: Thinking Outside the Bus I wrote a book, "The Private Provision of Public Transport" about alternative ways of offering transit services, that included case-studies of both the New York and Miami jitney services and I agree with the brilliantly-written New York Times article. It is not misleading at all, but dead on target. I disagree about the advantage of a "connective network" in locations where there is low demand. Such a system runs empty buses all day and forces people to make unnecessary changes along their route. The Brunswick example shows imagination in instead creating a service that has both fixed characteristics that cater to primary demands (the route may be circuitous, but it hits all major points people without cars need to go to) but also offers flexibility. As to the jitneys, they are an example of the advantages of private enterprise. The drivers are offering this service because they are able to earn more than in alternative occupations available to them. Certainly, they are making less than in regular transit jobs, but that is not the point. They are might not qualify to be regular bus drivers -- and they might even prefer to do small-scale community oriented enterprise. The service provided is terrific and meets local needs far better than the conventional transit alternative. --Jonathan On Tue, 29 May 2012, Paul Barter wrote: > On 29 May 2012 14:26, Sujit Patwardhan wrote: > >> Conventional wisdom says that the way to create or improve public >> transit is to invest billions to engineer rails, trains and buses. >> But the Brunswick Explorer is one of many innovators that are seeing >> transit as more than an engineering problem and trying to build >> transit that meets the needs of its residents. >> http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the- >> bus/ >> ... > > > Yes, it is an interesting item. But be careful! It is misleading (at > least for places with high labour costs). > > See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co > nfused-about-transit.html for a thoughtful critique of this NYT article. > Jarrett Walker writes: > > "Brunswick's local buses, in short, are geared to people with special > needs, as small-town transit systems often are. ... These systems are > absolutely laudable. ... But they are intrinsically inefficient, in > terms of passengers service per unit of public cost... Serving special > needs is a good thing to do, but it requires lots of staff time per > passenger, so it will always have a very high cost per passenger. > > Unless ... you pay the drivers less. Margonelli's next story is about > the emerging minibuses of New York, an important private sector initiative ... > The genius of these buses is that they tolerate lower ridership > (mandated in fact by their small size) but they can do this because > the drivers make much less than unionized transit agency labor. ... > > So is Margonelli really a ferocious right-wing union-busting capitalist? > No, she's just unclear on transit's basic geometry and economics." > >> From the same source (Human Transit blog) here is a better example of >> how > to do surprisingly well with public transport even in a very > transit-unfriendly suburban environment with high labour costs ( > http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-for- multi-destinational-networks.html). > The key is a 'connective network' with regular service in a grid (for > example) and making connections between services attractive and easy. > > Paul > -- > Working to make urban transport and parking enrich our lives more and > harm us all less. > paulbarter@reinventingtransport.org > http://www.reinventingtransport.org http://www.reinventingparking.org > -------------------------------------------------------- > 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'). > ----- Jonathan Richmond +1 617 395-4360 e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ -------------------------------------------------------- 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 alok.priyanka at gmail.com Wed May 30 14:16:37 2012 From: alok.priyanka at gmail.com (Alok Jain) Date: Wed, 30 May 2012 10:46:37 +0530 Subject: [sustran] Re: Thinking Outside the Bus In-Reply-To: <030301cd3dc0$4bdea4f0$e39beed0$@org> References: <030301cd3dc0$4bdea4f0$e39beed0$@org> Message-ID: <824B1DA0-FBF7-4A23-A86B-396CC698AE19@gmail.com> Such buses have long been in operation in Hong Kong and go by the name of Red Public Light Buses. Some of the internet references.. http://en.wikipedia.org/wiki/Public_light_bus (read the sections under Red Light Bus and Pros and Cons of Public Light Buses) http://asiancorrespondent.com/16930/difference-between-red-and-green-minibuses/ (Poor Man's Taxi!!) http://www.td.gov.hk/en/transport_in_hong_kong/public_transport/minibuses/red/index.html (official explanation) There is a concerted Government effort to not issue new licenses and convert the existing ones into Green PLBs, which are regulated scheduled, fixed route, fixed fare operation. I have personally used them many times and they offer great service specially during the night time. Best Regards Alok On 29-May-2012, at 10:57 PM, Todd Alexander Litman wrote: > There certainly is a role for demand response transit services, and in some > cases such services can be provided efficiently by private firms, but I > caution against assuming that unregulated privitazation is necessarily > desirable. > > My study "Contrasting Visions of Urban Transport: Critique of 'Fixing > Transit: The Case For Privatization'" (http://www.vtpi.org/cont_vis.pdf ) > evaluates the service quality and efficiency of public and private transit. > Contrary to frequent claims, purely private transit is generally inferior > and inefficient. It may be profitable on a few corridors and may be > appropriate in some niche markets, but it cannot provide integrated, > cost-effective service throughout a region, and so fails to achieve > strategic planning objectives, such as reducing traffic congestion, > improving traffic safety and providing basic mobility for non-drivers. > > The New York Times blog fails to understand the difference between demand > response services that can provide basic mobility in lower-density areas, > with high costs per trip, and grade-separated bus or rail transit, which can > provide high quality (integrated, frequent, cost effective) service on major > urban corridors. They are totally different services with different goals, > service requirements and cost profiles. They are not substitutes for each > other. An efficient urban transport system requires both. > > For information on demand response transit, and the role it should play, see > Reconnecting America's new report, "Putting Transit to Work in Main Street > America: How Smaller Cities and Rural Places Are Using Transit and Mobility > Investments to Strengthen Their Economies and Communities" > (http://reconnectingamerica.org/assets/PDFs/201205ruralfinal.pdf ). > > I am a strong supporter of both BRT and rail transit, because their high > service quality can attract travelers who would otherwise drive, which > provides a variety of economic, social and environmental benefits. BRT is > often operated by private companies, but with a high degree of central > planning and regulation. Without that, service quality deteriorates, forcing > all households that can afford it to purchase cars and rely on automobile > travel, even for trips that are best made by public transit. > > > Sincerely, > Todd Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > facebook.com/todd.litman > Phone & Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > "Efficiency - Equity - Clarity" > > > -----Original Message----- > From: sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org > [mailto:sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org] On Behalf > Of Jonathan Richmond > Sent: May-29-12 9:23 AM > To: Paul Barter > Cc: sustran-discuss > Subject: [sustran] Re: Thinking Outside the Bus > > > > I wrote a book, "The Private Provision of Public Transport" about > alternative ways of offering transit services, that included case-studies of > both the New York and Miami jitney services and I agree with the > brilliantly-written New York Times article. It is not misleading at all, but > dead on target. > > I disagree about the advantage of a "connective network" in locations where > there is low demand. Such a system runs empty buses all day and forces > people to make unnecessary changes along their route. The Brunswick example > shows imagination in instead creating a service that has both fixed > characteristics that cater to primary demands (the route may be circuitous, > but it hits all major points people without cars need to go > to) but also offers flexibility. > > As to the jitneys, they are an example of the advantages of private > enterprise. The drivers are offering this service because they are able to > earn more than in alternative occupations available to them. Certainly, they > are making less than in regular transit jobs, but that is not the point. > They are might not qualify to be regular bus drivers -- and they might even > prefer to do small-scale community oriented enterprise. The service provided > is terrific and meets local needs far better than the conventional transit > alternative. > > --Jonathan > > On Tue, 29 May 2012, Paul Barter wrote: > >> On 29 May 2012 14:26, Sujit Patwardhan wrote: >> >>> Conventional wisdom says that the way to create or improve public >>> transit is to invest billions to engineer rails, trains and buses. >>> But the Brunswick Explorer is one of many innovators that are seeing >>> transit as more than an engineering problem and trying to build >>> transit that meets the needs of its residents. >>> http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the- >>> bus/ >>> ... >> >> >> Yes, it is an interesting item. But be careful! It is misleading (at >> least for places with high labour costs). >> >> See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co >> nfused-about-transit.html for a thoughtful critique of this NYT article. >> Jarrett Walker writes: >> >> "Brunswick's local buses, in short, are geared to people with special >> needs, as small-town transit systems often are. ... These systems are >> absolutely laudable. ... But they are intrinsically inefficient, in >> terms of passengers service per unit of public cost... Serving special >> needs is a good thing to do, but it requires lots of staff time per >> passenger, so it will always have a very high cost per passenger. >> >> Unless ... you pay the drivers less. Margonelli's next story is about >> the emerging minibuses of New York, an important private sector initiative > ... >> The genius of these buses is that they tolerate lower ridership >> (mandated in fact by their small size) but they can do this because >> the drivers make much less than unionized transit agency labor. ... >> >> So is Margonelli really a ferocious right-wing union-busting capitalist? >> No, she's just unclear on transit's basic geometry and economics." >> >>> From the same source (Human Transit blog) here is a better example of >>> how >> to do surprisingly well with public transport even in a very >> transit-unfriendly suburban environment with high labour costs ( >> > http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-for- > multi-destinational-networks.html). >> The key is a 'connective network' with regular service in a grid (for >> example) and making connections between services attractive and easy. >> >> Paul >> -- >> Working to make urban transport and parking enrich our lives more and >> harm us all less. >> paulbarter@reinventingtransport.org >> http://www.reinventingtransport.org http://www.reinventingparking.org >> -------------------------------------------------------- >> 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'). >> > > ----- > Jonathan Richmond > +1 617 395-4360 > e-mail: richmond@alum.mit.edu > http://the-tech.mit.edu/~richmond/ > -------------------------------------------------------- > 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 aanan.sutaria at gmail.com Wed May 30 14:44:07 2012 From: aanan.sutaria at gmail.com (Aanan Kiritkumar Sutaria) Date: Wed, 30 May 2012 11:14:07 +0530 Subject: [sustran] Leaders Program in Urban Transport Planning and Management Message-ID: Dear All, Please find below details of Leaders Program in Urban Transport Planning and Management organized jointly by the Centre of Excellence in Urban Transport, CEPT University and The World Bank as part of the ongoing Sustainable Urban Transport Project (SUTP) of the Ministry of Urban Development, Government of India. Please spread a word and forward this information to your colleagues and other transport professionals you may know. As this will be an opportunity for people to share their experience on common platform and gain knowledge from experts in the field. Please feel free to contact me if further information needed. Thanking you, Warm regards, Aanan Sutaria (Research Associate - CoE CEPT) --------------------------------------------------------------- Dear Sir/ Madam, We are pleased to announce a capacity building program for in-service professionals called the ?*Leaders in Urban Transport Planning and Management*?. This program is organized jointly by the Centre of Excellence in Urban Transport, CEPT University and The World Bank as part of the ongoing Sustainable Urban Transport Project (SUTP) of the Ministry of Urban Development, Government of India. The program is designed for senior and mid level transport professionals. The unique features of the program include: - *Theoretical and practical exposure through components like self study, workshop, mentoring and international study tour* The program is a combination of distance and classroom based learning. It includes a self learning period of five weeks, followed by a one week long workshop in Ahmedabad, India. The next phase includes mentoring and project work over a period of six months. The project work would contribute directly to the goals of the sponsoring organizations while enhancing the knowledge and skills of the participant. An eight day international study tour covering two locations- Singapore and Seoul will be organized during this phase to bring in practical as well as global perspective to urban transport theories. * * - *Comprehensive learning of urban transport planning and management aspects * The program focuses on building leadership in urban area that can understand the complex transport problems; changing transportation needs of growing area and provide context sensitive solutions for mobility of people and goods. The program brings in the experience and expertise of the World Bank and CoE, CEPT University in areas of urban transport planning and management. * * - *Conducive for working professionals and overseas students with minimum disruption of work activity* The eight months program follows a schedule wherein the participants would require two weeks for attending on campus training and study tours. Please see below snapshot of the schedule: * * *Component* *Time Period* *Location* Self Study June 2012 - July, 2012 Home/ Office (on duty) Workshop 29 July, 2012 ? 4 August, 2012 Ahmedabad, India Independent Study (Mentoring) August, 2012 ? January, 2013 Home/ Office (on duty) International Study Tour + Two Day Seminar One week *(Jan 2012 dates to be finalized)* Singapore and Seoul, South Korea This is to request your support in nominating participants from your organization and the countries you are working in. Please see attached the program brochure and the registration form. Kindly send the completed form to the Ministry of Urban Development, Government of India at iutindia.sutp@gmail.com with a copy to CEPT University, Ahmedabad at coe.ut@cept.ac.in , latest by *Monday, 28 May, 2012*. We look forward to your support on this. Please let us know if you need any further information and we will be happy to assist you. Regards, H.M.Shivanand Swamy Executive Director Centre of Excellence in Urban Transport, CEPT University Ahmedabad, Gujarat India From etts at indigo.ie Wed May 30 18:42:49 2012 From: etts at indigo.ie (Brendan Finn) Date: Wed, 30 May 2012 10:42:49 +0100 Subject: [sustran] Re: Thinking Outside the Bus In-Reply-To: Message-ID: Agreed. Lisa Margonelli's article presents three different examples of practice. I agree with Jonathan that it is well written, on target, and not in the least misleading. I have come across the first two in practice in various places and on different scales, the third one is new to me and may partly solve a problem here in Ireland. I'll bring it back to a working group next week and see what we can do with it. Thanks to Sujit for posting the link. The three examples meet the actual mobility needs of their (growing) client base, they do so effectively, and their clients are actually happy to use them. That's more than can be said for a lot of transit services. This should encourage transit agencies, planners, operators and researchers to take a look at see what they can take from it. I am a bit disappointed (but not so surprised) at the put-downs. In the transit business, when an idea or case study is put on the table, people seem to fall into two groups. The innovators, the curious, and those who want to solve problems say "This looks interesting, can it meet our needs over here, how does it work, how could I adapt it?". Sometimes you find that maybe it is not really transferrable after all, other times you can do something with it. Then there are others who are only interested to look for reasons why it won't work (even though it is working in the cited example), find fault, and not only bin it but encourage others to also do so. Let me share something with the Sustran community, as a community of transit professionals: It is not Lisa Margonelli's job to figure out how all of this could work in your community and mine. That is your job, and mine too. Ms. Margonelli has already done her job by reporting and raising our awareness. With best wishes, Brendan. ___________________________________________________________________________ ___________________________________ Brendan Finn e-mail : etts@indigo.ie tel : +353.87.2530286 On 29/05/2012 17:22, "Jonathan Richmond" wrote: > > >I wrote a book, "The Private Provision of Public Transport" about >alternative ways of offering transit services, that included case-studies >of both the New York and Miami jitney services and I agree with the >brilliantly-written New York Times article. It is not misleading at all, >but dead on target. > >I disagree about the advantage of a "connective network" in locations >where there is low demand. Such a system runs empty buses all day and >forces people to make unnecessary changes along their route. The >Brunswick >example shows imagination in instead creating a service that has both >fixed characteristics that cater to primary demands (the route may be >circuitous, but it hits all major points people without cars need to go >to) but also offers flexibility. > >As to the jitneys, they are an example of the advantages of private >enterprise. The drivers are offering this service because they are able >to >earn more than in alternative occupations available to them. Certainly, >they are making less than in regular transit jobs, but that is not the >point. They are might not qualify to be regular bus drivers -- and they >might even prefer to do small-scale community oriented enterprise. The >service provided is terrific and meets local needs far better than the >conventional transit alternative. > > --Jonathan > >On Tue, 29 May 2012, Paul Barter wrote: > >> On 29 May 2012 14:26, Sujit Patwardhan >>wrote: >> >>> Conventional wisdom says that the way to create or improve public >>>transit >>> is to invest billions to engineer rails, trains and buses. But the >>> Brunswick Explorer is one of many innovators that are seeing transit as >>> more than an engineering problem and trying to build transit that >>>meets >>> the needs of its residents. >>> >>>http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the-bus >>>/ >>> ... >> >> >> Yes, it is an interesting item. But be careful! It is misleading (at >>least >> for places with high labour costs). >> >> See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co >> nfused-about-transit.html for a thoughtful critique of this NYT article. >> Jarrett Walker writes: >> >> "Brunswick's local buses, in short, are geared to people with special >> needs, as small-town transit systems often are. ... These systems are >> absolutely laudable. ... But they are intrinsically inefficient, in >>terms >> of passengers service per unit of public cost... Serving special needs >>is a >> good thing to do, but it requires lots of staff time per passenger, so >>it >> will always have a very high cost per passenger. >> >> Unless ... you pay the drivers less. Margonelli's next story is about >>the >> emerging minibuses of New York, an important private sector initiative >>... >> The genius of these buses is that they tolerate lower ridership >>(mandated >> in fact by their small size) but they can do this because the drivers >>make >> much less than unionized transit agency labor. ... >> >> So is Margonelli really a ferocious right-wing union-busting capitalist? >> No, she's just unclear on transit's basic geometry and economics." >> >>> From the same source (Human Transit blog) here is a better example of >>>how >> to do surprisingly well with public transport even in a very >> transit-unfriendly suburban environment with high labour costs ( >> >>http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-f >>or-multi-destinational-networks.html). >> The key is a 'connective network' with regular service in a grid (for >> example) and making connections between services attractive and easy. >> >> Paul >> -- >> Working to make urban transport and parking enrich our lives more and >>harm >> us all less. >> paulbarter@reinventingtransport.org >> http://www.reinventingtransport.org http://www.reinventingparking.org >> -------------------------------------------------------- >> 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'). >> > >----- >Jonathan Richmond >+1 617 395-4360 >e-mail: richmond@alum.mit.edu >http://the-tech.mit.edu/~richmond/ >-------------------------------------------------------- >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 bruun at seas.upenn.edu Wed May 30 23:53:19 2012 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Wed, 30 May 2012 10:53:19 -0400 Subject: [sustran] More about Thinking Outside the Bus In-Reply-To: <20120529084657.8909207u0ioftvsx@webmail.seas.upenn.edu> References: <20120529084657.8909207u0ioftvsx@webmail.seas.upenn.edu> Message-ID: <20120530105319.89825jirfln7kgnz@webmail.seas.upenn.edu> The Brunswick service is not a "radical idea". Lots of people have this idea. The problem was and is institutional barriers where funds can't be co-mingled. The US Federal Transit Administration started a program called United We Ride about 10 years back that was supposed to remove the barriers to pooling between social service, medical and public transport agencies, but I haven't kept up with what has happened. if this Brunswick service is so rare, then I guess it means that it fizzled out.... Also, this statistic about 1.2 percent is pure nonsense. It is a meaningless average between urban and rural and doesn't include nonmotorized trips, which can be a large percentage in cities. There is indeed some bias in this article when there is a claim that including cities "distorts" the statistics. Why doesn't including rural areas "distort" the city statistics? Eric Bruun Quoting bruun@seas.upenn.edu: > > Going further with this idea, I have two points: > > 1) Even when pay is low, minibuses are only a good idea when they are > relatively sparse. When > the numbers get large they start to be a major source of congestion > and pollution in themselves. And > if drivers are paid by the passenger, they can be unsafe, as they will > race each other for passengers. > > 2) To refer to Jarrett Walker's comment, if supporting lower pay for > driving smaller buses is union > busting then I am perhaps a union buster. Big city unions have stifled > attempts to serve people and communities that need more or better > service. They can be very selfish, and I think even misguided. If they > wouldn't oppose somewhat lower pay, PT systems could be expanded. It > would increase employment and create a career ladder, but they seem to > fear that it would lead to them being fired. > > Eric Bruun > > > Quoting Paul Barter : > >> On 29 May 2012 14:26, Sujit Patwardhan wrote: >> >>> Conventional wisdom says that the way to create or improve public transit >>> is to invest billions to engineer rails, trains and buses. But the >>> Brunswick Explorer is one of many innovators that are seeing transit as >>> more than an engineering problem and trying to build transit that meets >>> the needs of its residents. >>> http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the-bus/ >>> ... >> >> >> Yes, it is an interesting item. But be careful! It is misleading (at least >> for places with high labour costs). >> >> See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co >> nfused-about-transit.html for a thoughtful critique of this NYT article. >> Jarrett Walker writes: >> >> "Brunswick's local buses, in short, are geared to people with special >> needs, as small-town transit systems often are. ... These systems are >> absolutely laudable. ... But they are intrinsically inefficient, in terms >> of passengers service per unit of public cost... Serving special needs is a >> good thing to do, but it requires lots of staff time per passenger, so it >> will always have a very high cost per passenger. >> >> Unless ... you pay the drivers less. Margonelli's next story is about the >> emerging minibuses of New York, an important private sector initiative ... >> The genius of these buses is that they tolerate lower ridership (mandated >> in fact by their small size) but they can do this because the drivers make >> much less than unionized transit agency labor. ... >> >> So is Margonelli really a ferocious right-wing union-busting capitalist? >> No, she's just unclear on transit's basic geometry and economics." >> >>> From the same source (Human Transit blog) here is a better example of how >> to do surprisingly well with public transport even in a very >> transit-unfriendly suburban environment with high labour costs ( >> http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-for-multi-destinational-networks.html). >> The key is a 'connective network' with regular service in a grid (for >> example) and making connections between services attractive and easy. >> >> Paul >> -- >> Working to make urban transport and parking enrich our lives more and harm >> us all less. >> paulbarter@reinventingtransport.org >> http://www.reinventingtransport.org http://www.reinventingparking.org >> -------------------------------------------------------- >> 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 hearth at ties.ottawa.on.ca Thu May 31 00:29:17 2012 From: hearth at ties.ottawa.on.ca (Chris Bradshaw) Date: Wed, 30 May 2012 11:29:17 -0400 Subject: [sustran] Re: Thinking Outside the Bus In-Reply-To: <030301cd3dc0$4bdea4f0$e39beed0$@org> References: <030301cd3dc0$4bdea4f0$e39beed0$@org> Message-ID: <4FC63CCD.9030503@ties.ottawa.on.ca> The article actually ignored Todd's core user group: those who, without transit, would be on the roads behind the wheels of an owned car. It looked at what is usually ignored by almost all transportation people: those who can't make use of an owned car -- due to income or some physical, emotion, or sensory challenge -- and find transit either inappropriate to their needs or simply non-existent in their area. The ITN America option is the most intriguing to me as a retired carshare enterpreneur and community relations professional (and vice-chair of my city's seniors transportation committee). I have talked with its founder several times. "Transit correctness" needs to be broken through to allow us to get back to basics on transportation to meet both current individual needs as well as the quite-different one of road congestion. The /Times/ reporter correctly pointed out that there is no shortage of public money going into capital improvements for transit, but little of it focuses on the needs of these other users (usually referred to in the /biz/ as "transit captive" vs. "transit choice"); low-floor buses is one exception -- but it is motivated by disability-rights legislation and the high cost of special transit services for the disabled. The capital expenditures focus on making transit faster, thus inadvertently 1) supporting far-flung suburban development and b) a lifestyle based on privately owned cars for everything but commuting to a regular-hours, full-time job within walking distance of a rapid-transit station (less than 10% of most cities' job market). Rather, transit needs to be focused a,gain, on serving households without cars ("car-lite"), where transit is /the/ main mode for the trips over 2 km in length (walking, cycling for shorter distances) within a rather compact area (the car is rented/shared for the odd trip into the hinterlands or when special "cargo" needs to be moved). That means supporting the suite of initiatives that make that way of living practical. In return, cities will get a transit system that will pretty much pay its own way, thanks to a) shorter trips, b) more even demand over more of the service week, and c) no need for one-direction peak service, split shifts, and transit corridors that cut the urban/natural fabric up as much as freeways do. It also means stopping people from assuming they can commute to a job from just about anywhere, instead practicing "location efficiency" practices. That means also that we need to stop with the transit systems that are bifurcations of different systems, reflecting a camel designed by a committee. This has created a population that embraces the car as the only form of integrated mobility. Chris Bradshaw, Ottawa On 29/05/2012 1:27 PM, Todd Alexander Litman wrote: > There certainly is a role for demand response transit services, and in some > cases such services can be provided efficiently by private firms, but I > caution against assuming that unregulated privitazation is necessarily > desirable. > > My study "Contrasting Visions of Urban Transport: Critique of 'Fixing > Transit: The Case For Privatization'" (http://www.vtpi.org/cont_vis.pdf ) > evaluates the service quality and efficiency of public and private transit. > Contrary to frequent claims, purely private transit is generally inferior > and inefficient. It may be profitable on a few corridors and may be > appropriate in some niche markets, but it cannot provide integrated, > cost-effective service throughout a region, and so fails to achieve > strategic planning objectives, such as reducing traffic congestion, > improving traffic safety and providing basic mobility for non-drivers. > > The New York Times blog fails to understand the difference between demand > response services that can provide basic mobility in lower-density areas, > with high costs per trip, and grade-separated bus or rail transit, which can > provide high quality (integrated, frequent, cost effective) service on major > urban corridors. They are totally different services with different goals, > service requirements and cost profiles. They are not substitutes for each > other. An efficient urban transport system requires both. > > For information on demand response transit, and the role it should play, see > Reconnecting America's new report, "Putting Transit to Work in Main Street > America: How Smaller Cities and Rural Places Are Using Transit and Mobility > Investments to Strengthen Their Economies and Communities" > (http://reconnectingamerica.org/assets/PDFs/201205ruralfinal.pdf ). > > I am a strong supporter of both BRT and rail transit, because their high > service quality can attract travelers who would otherwise drive, which > provides a variety of economic, social and environmental benefits. BRT is > often operated by private companies, but with a high degree of central > planning and regulation. Without that, service quality deteriorates, forcing > all households that can afford it to purchase cars and rely on automobile > travel, even for trips that are best made by public transit. > > > Sincerely, > Todd Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > facebook.com/todd.litman > Phone& Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > "Efficiency - Equity - Clarity" > > > -----Original Message----- > From: sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org > [mailto:sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org] On Behalf > Of Jonathan Richmond > Sent: May-29-12 9:23 AM > To: Paul Barter > Cc: sustran-discuss > Subject: [sustran] Re: Thinking Outside the Bus > > > > I wrote a book, "The Private Provision of Public Transport" about > alternative ways of offering transit services, that included case-studies of > both the New York and Miami jitney services and I agree with the > brilliantly-written New York Times article. It is not misleading at all, but > dead on target. > > I disagree about the advantage of a "connective network" in locations where > there is low demand. Such a system runs empty buses all day and forces > people to make unnecessary changes along their route. The Brunswick example > shows imagination in instead creating a service that has both fixed > characteristics that cater to primary demands (the route may be circuitous, > but it hits all major points people without cars need to go > to) but also offers flexibility. > > As to the jitneys, they are an example of the advantages of private > enterprise. The drivers are offering this service because they are able to > earn more than in alternative occupations available to them. Certainly, they > are making less than in regular transit jobs, but that is not the point. > They are might not qualify to be regular bus drivers -- and they might even > prefer to do small-scale community oriented enterprise. The service provided > is terrific and meets local needs far better than the conventional transit > alternative. > > --Jonathan > > On Tue, 29 May 2012, Paul Barter wrote: > >> On 29 May 2012 14:26, Sujit Patwardhan wrote: >> >>> Conventional wisdom says that the way to create or improve public >>> transit is to invest billions to engineer rails, trains and buses. >>> But the Brunswick Explorer is one of many innovators that are seeing >>> transit as more than an engineering problem and trying to build >>> transit that meets the needs of its residents. >>> http://opinionator.blogs.nytimes.com/2011/11/17/thinking-outside-the- >>> bus/ >>> ... >> >> Yes, it is an interesting item. But be careful! It is misleading (at >> least for places with high labour costs). >> >> See http://www.humantransit.org/2011/11/new-york-times-how-to-be-co >> nfused-about-transit.html for a thoughtful critique of this NYT article. >> Jarrett Walker writes: >> >> "Brunswick's local buses, in short, are geared to people with special >> needs, as small-town transit systems often are. ... These systems are >> absolutely laudable. ... But they are intrinsically inefficient, in >> terms of passengers service per unit of public cost... Serving special >> needs is a good thing to do, but it requires lots of staff time per >> passenger, so it will always have a very high cost per passenger. >> >> Unless ... you pay the drivers less. Margonelli's next story is about >> the emerging minibuses of New York, an important private sector initiative > ... >> The genius of these buses is that they tolerate lower ridership >> (mandated in fact by their small size) but they can do this because >> the drivers make much less than unionized transit agency labor. ... >> >> So is Margonelli really a ferocious right-wing union-busting capitalist? >> No, she's just unclear on transit's basic geometry and economics." >> >>> From the same source (Human Transit blog) here is a better example of >>> how >> to do surprisingly well with public transport even in a very >> transit-unfriendly suburban environment with high labour costs ( >> > http://www.humantransit.org/2012/05/fort-lauderdale-yet-another-triumph-for- > multi-destinational-networks.html). >> The key is a 'connective network' with regular service in a grid (for >> example) and making connections between services attractive and easy. >> >> Paul >> -- >> Working to make urban transport and parking enrich our lives more and >> harm us all less. >> paulbarter@reinventingtransport.org >> http://www.reinventingtransport.org http://www.reinventingparking.org >> -------------------------------------------------------- >> 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'). > ----- > Jonathan Richmond > +1 617 395-4360 > e-mail: richmond@alum.mit.edu > http://the-tech.mit.edu/~richmond/ > -------------------------------------------------------- > 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 kaye.patdu at cai-asia.org Thu May 31 16:04:56 2012 From: kaye.patdu at cai-asia.org (Kaye Patdu) Date: Thu, 31 May 2012 15:04:56 +0800 Subject: [sustran] Career Opportunity at CAI-Asia: Transport Specialist In-Reply-To: References: Message-ID: Dear colleagues, The CAI-Asia China Office is looking for *Transport Specialist*. Please see enclosed Terms of References. Quoting reference application ""Transport Specialist" on subject line, applicants should email their application letter and current CV (as Wordattachments) to Mr. Herbert Fabian (*center@cai-asia.org*) in *English* no later than *15 June 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. Thank you! Cheers Kaye -- *Kaye Patdu, Air Quality Specialist* *Clean Air Initiative for Asian Cities Center (CAI-Asia)* *Unit 3505 Robinsons Equitable Tower, ADB Avenue, Pasig City 1605 PHILIPPINES Tel +632 395 2843 l Fax +632 395 2846 l kaye.patdu@cai-asia.org l SkypeID kaye.patdu www.cleanairinitiative.org | www.facebook.com/cai.asia Please consider the environment before printing this email. * -------------- next part -------------- A non-text attachment was scrubbed... Name: CAI-Asia TOR Transport Specialist May2012.pdf Type: application/pdf Size: 358707 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20120531/3610783a/CAI-AsiaTORTransportSpecialistMay2012-0001.pdf