From yanivbin at gmail.com Wed Oct 1 15:54:32 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Wed, 1 Oct 2014 12:24:32 +0530 Subject: [sustran] =?utf-8?Q?Chennai_Corporation=E2=80=99s_new_policy_aims?= =?utf-8?Q?_at_zero_pedestrian_fatalities?= Message-ID: http://www.thehindu.com/news/cities/chennai/chennai-corporations-new-policy-aims-at-zero-pedestrian-fatalities/article6462694.ece Chennai Corporation?s new policy aims at zero pedestrian fatalities ALOYSIUS XAVIER LOPEZ The Chennai Corporation Council on Tuesday approved a non-motorised transport (NMT) policy to promote walking, cycling, cycle rickshaws, pushcarts and other forms of mobility powered by humans. The civic body has set a target of increasing the mode share for pedestrians and cyclists to at least 40 per cent by 2018. It will also implement policy decisions towards a reduction in the number of pedestrian and cyclist fatalities to zero per annum. The public transport mode share is expected to be 60 per cent of motorised trips by 2018. While at least 80 per cent of streets will have footpaths in five years, at least 80 per cent of those with a right-of-way of over 30 metre will have an unobstructed, segregated, continuous cycle track of two-metre width, the draft policy stated. The Corporation will also take initiatives to promote cycling and walking by creating a safe network of footpaths, cycle tracks, greenways and other facilities. Streets will be designed in accordance with the best in pedestrian-oriented, multi-modal designs, and will incorporate appropriate environmental planning and water management techniques. The measures are expected to improve access and mobility, and promote social and economic empowerment through the provision of low-cost mobility and NMT facilities that are safe for women. ?Participation of residents, businesses and other stakeholders in the preparation of designs and standards will foster a sense of ownership of these NMT spaces,? said an official. The Corporation will measure the effectiveness of the policy, using indicators such as mode share for pedestrians and cyclists, incidence of traffic crashes involving pedestrians and cyclists, footpath coverage, cycle track coverage, public transport mode share and private motor vehicle kilometres travelled. ?The Corporation will ensure that at least 60 per cent of its existing transport budget is allocated to NMT infrastructure,? said an official. From yanivbin at gmail.com Wed Oct 1 17:10:42 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Wed, 1 Oct 2014 13:40:42 +0530 Subject: [sustran] =?utf-8?Q?Flyovers_don=E2=80=99t_make_cities_smart=3A_E?= =?utf-8?Q?xperts?= Message-ID: http://timesofindia.indiatimes.com/city/ahmedabad/Flyovers-dont-make-cities-smart-Experts/articleshow/43890611.cms Flyovers don?t make cities smart: ExpertsAnkur Tewari ,TNN | Sep 30, 2014, 02.43 PM IST AHMEDABAD: As Prime Minister Narendra Modi's '100 smart cities' vision continues to garner attention, experts on Monday gave a new definition to rejuvenation of Indian cities as urban centres, saying "elevated flyovers do not make cities smart". "Kyoto is a magnificent example of how a city preserves its cultural heritage while modernizing itself. Even Seoul pulled down 46 highways for developing several areas...The focus should always be on mass transit and not on highways," said senior urban transport specialist O P Agarwal, while addressing the second Asia BRTS conference in the city. Agarwal, who was the key author of India's national urban transport policy, went on to say that India does not have money to develop 100 smart cities. "Vehicle congestion had rapidly increased and so has fuel consumption. In next 20 years, our fuel export bill will touch Rs 30 lakh crore. So where is the money for smart cities? Japan, Korea and Singapore have taken low energy path and we also need to opt for smarter mobility," he said. He also said the government thinks that Metro makes a city smart, but it's a sheer waste of money if commuters are not happy on roads. "Delhi Metro operates on five lines, but only yellow line witnesses heavy rush. Yellow line transports more than 20,000 people a day, while other lines carry less than 3,000 passengers. So do we need Metro everywhere? The focus should always be on mass transit. Instead of Metro, the government should work on improving existing transport system." Tony Dufays, director, regional offices and services at International Association of Public Transport, said that a big city is no guarantee to a smart city. "We don't need overbridges to make a city smart. Instead, we need a good and pro-people transport system which is not congested. What's the use of flyovers when our areas are congested? he asked. For developing smart cities, he said, India will have to manage its energy requirements smartly and learn from smart water and waste management from Tunisia and the US. He said: "America spends more than 15% of its GDP on transport mobility, while India wastes major part of its gross domestic product due to wrong choice of mobility. Tunisia also spends 25% of its GDP on improving its transport system. Therefore, we need to learn from their smartness." From yanivbin at gmail.com Thu Oct 2 15:26:50 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Thu, 2 Oct 2014 11:56:50 +0530 Subject: [sustran] Does a sensored city mean a censored city? Message-ID: http://www.bbc.com/news/technology-22538561 Does a sensored city mean a censored city? [image: Saskia Sassen] The first phase of intelligent cities can be exciting. The city becomes a living laboratory for smart technologies that can handle all major systems - water, transport, security, garbage, green buildings, clean energy, and more. But at what point does this sensored city become the censored city? In many ways, when we put together all the digitised systems that are at work in a city we already have a sort of "turnkey" censored city in the making. The diverse intelligent systems and sensors need to work within a particular urban context and its multiple types of actors - from neighbourhoods with their situated knowledge about the city, to building managers who know the innards of their buildings. All should be able to connect with the central controls/controllers of intelligent systems that affect people. This is one way in which the censoring capacities built into intelligent systems can be tamed, contained. All those sensors could lead to a new type of open-source city network. *Saskia Sassen, urban expert* *Columbia University* From yanivbin at gmail.com Fri Oct 3 13:42:00 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Fri, 3 Oct 2014 10:12:00 +0530 Subject: [sustran] How to Prevent Pedestrian Fatalities Message-ID: http://www.utne.com/community/prevent-pedestrian-fatalities-zbsz1410zhur.aspx How to Prevent Pedestrian Fatalities 10/2/2014 3:45:00 PM By Jay Walljasper Tags: walking , bicycling , pedestrian safety [image: Pedestrians crossing the street] Ways of reducing pedestrian fatalities include shortening crosswalks and making them more visible. More than 4,500 pedestrians are killed by motor vehicles every year on the streets of America (see earlier Utneblog ). This is not an inevitable fact of modern life. These deaths are preventable, as shown by the dramatic decline of pedestrian fatalities (as well as bicyclists and motorists) in Sweden after they adopted the Vision Zero approach to traffic safety. The gravest danger to walkers and bicyclists as well as motorists is other motorists who drive dangerously. According to data collected by the New York City Department of Transportation from 2008-2012, ?dangerous driver choices? contribute to pedestrian deaths in 70 percent of cases. ?Dangerous pedestrian choices? is responsible in 30 percent of cases and joint responsibility in 17 percent of cases. As the old saying goes, speed kills. Two landmark studies , one from the US and one from the UK, found that pedestrians are killed: ? 5 percent of the time when struck by a car traveling 20 mph ? 37-45 percent of the time when struck by a car traveling 30 mph ? 83-85 percent of the time when struck by a car traveling 40 mph. In light of these findings, it?s scary to realize that traffic on many if not most American roads travels closer to 40 mph than 20 mph. ?If we could do one switch to make safer streets it would be to reduce car speeds to 20 mph, which would reduce pedestrian fatalities by 90 percent,? says Scott Bricker, Executive Director of the America Walks pedestrian advocacy network. America Walks also plays a big role in Every Body Walk! , a collaborative of citizens, businesses and organizations across many fields convened by the health care non-profit Kaiser Permanente. This means more than lowering speed limits. Charlie Zegeer, project manager at the University of North Carolina?s authoritative Pedestrian and Bicycle Information Center (PBIC) says, ?Research shows that lowering a speed limit without other improvements like road design changes or improved police enforcement doesn?t work to slow traffic?it?s the roadway design that affects the speed.? Here?s a few of practical steps to slow speeds, deter distracted driving and help make walking a safer, comfortable and enjoyable experience for everyone. This is where Vision Zero hits the road. ? *Reduce the number of travel lanes on wide streets* wherever possible. Downsizing four-lane suburban and urban streets to two travel lanes with an alternating turn lane in the middle has become a popular trend across the country. Not only does this create safer streets, it lessens noise for residents and creates an opportunity to add sidewalks, bike lanes and landscaping. (This is known as a road diet, lane reduction or 2+1 road.) ? *Reduce the width of travel lanes. *Wide lanes send an unmistakable message for drivers to speed up. ? *Reduce the length of crosswalks.* A shorter walk across the street is a safer one. This can be done in a number of ways, but most commonly by extending the sidewalk out into the intersection. (This is known as a curb extension or bulb-out.) ?* Add raised medians islands in the middle of busy streets* as a refuge for crossing pedestrians. This has been shown to reduce traffic accidents by 56 percent, according to Gil Penalosa of 8-80 Cities . ? *Make crosswalks more visible*. Elevate them to curb level (known as speed tables), or brightly mark them with wide swaths of paint. ? *Give pedestrians a head start at traffic lights. *Five seconds allows pedestrians to enter the crosswalk first and be more visible to motorists, says Penalosa. Lining up waiting cars a few feet back from the intersection can also be helpful. ? *Ban right on red turns at busy intersections. *Drivers, busy watching out for other cars, often don?t see pedestrians crossing the street on green lights. ? *Keep the turning radius 90 degrees at intersections.* Rounded street corners encourage drivers to turn without stopping or looking for pedestrians. ? *Install traffic circles, roundabouts, speed humps, raised crosswalks and other traffic calming devices*, which help motorists drive safely and keep an eye out for pedestrians. ? *Convert one-way streets to two-way,* which encourages safer, slower driving. ? *Pay close attention to road designs at bus stops.* Pedestrians often rush across the street to catch their bus, not paying attention to oncoming traffic. ? *Create pedestrian streets, bridges and underpasses* in busy areas where other measures are not feasible to minimize conflict with traffic and enhance the convenience of walking. ? *Separate bike lanes from car lanes on busy streets*. Protected bike lanes create a more comfortable, enjoyable trip for pedestrians too. ? *Strict enforcement of laws against speeding, failure to yield to pedestrians, drunk driving and reckless driving*. The loss of loved one killed by a car is no less tragic than one killed by a gun. ? *Install red light cameras and other means of photo enforcement.* It?s expensive to station a police car at every unsafe intersection, but technology can nab lawbreakers at a fraction of the cost. Washington DC now uses cameras to detect and fine drivers who do not yield right-of-way to pedestrians as well as those who speed or run red lights, says Charlie Zegeer of the Pedestrian and Bicycling Information Center. ? *Establish Safe Routes to Schools campaigns*, which bring educators, parents, neighbors and kids themselves together to find safe, satisfying ways for students to walk and bike to school . ? *Implement training programs about pedestrian safety* for traffic engineers, transportation planners, police, city officials, citizens and children. ?All the kids in the Netherlands have three weeks instruction in the rules of the road at school,? notes Penalosa. ?They role play being pedestrians, bicyclists and drivers.? ? *Put Pedestrians First.* ?Every city should have a by-law of one sentence stating: ?In this city, pedestrians come first,? declares Penalosa. ?Everyone is a pedestrian at some point during the day, even if you are just walking from your parking space. So everyone has a stake in Vision Zero.? ?These pedestrian improvements also typically improve motorists? and bicyclists? safety,? Zegeer adds. ?It?s a win-win-win. Everyone?s safer.? ------------------------------ *Jay Walljasper was an editor at *Utne Reader *from 1984 to 2004, serving as executive editor, editor and editorial director. He is author of *The Great Neighborhood Book *and* All That We Share: A Field Guide to the Commons *, and editor of *Commons* magazine* .* He writes, speaks and consults for a variety of organizations about creating strong, vital communities. Read more on his website .* Photo by Fotolia/vbaleha From yanivbin at gmail.com Mon Oct 6 15:19:10 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Mon, 6 Oct 2014 11:49:10 +0530 Subject: [sustran] The case against flyovers Message-ID: http://www.thehindu.com/news/national/tamil-nadu/the-case-against-flyovers/article6473629.ece The case against flyovers NATIONAL ? TAMIL NADU CHENNAI, October 6, 2014 AJAI SREEVATSAN 15 years after Chennai inaugurated a string of 9 flyovers, the state?s other million-plus cities look to emulate the model. Is it the best way forward? Over the past decade, the State has spent over Rs.1,550 crore erecting flyovers and grade separators, according to information obtained through the Right to Information Act. Chennai, which has long coveted the ?city of flyovers? tag, cornered a major chunk of the investment ? with the city playing host to all 21 elevated urban corridors now open to traffic in the State. With Erode, Coimbatore and Madurai set to get their first grade separator in a couple of years, it is instructive to look at the experience of Chennai ? a city whose flyover dreams began with Gemini Circle in 1973 and got a new lease of life in the late 1990s when a string of nine flyovers were built 15 years ago. For Rs.1,550 crore, the State could instead have bought more than 7,000 public transport buses or laid more than 2,000 km of dedicated cycle lanes or built an extensive bus rapid transit system covering 150 km. So, were the investments in flyovers worth it? If Chennai is taken as an example, the boom in flyover construction has resulted in the addition of a mere 12.4 km of extra road capacity over the last decade. The cost: Rs.1,144 crore. Despite costing 4-5 times a normal road, flyovers don?t resolve the problem of traffic congestion either. ?It is clear individual flyovers are not a viable solution at all for a growing city,? said T.T. Kesavan, a retired Highways Chief Engineer. ?It only shifts the problem from one place to another.? ?The mistakes we have made in the city should not be repeated in Madurai or Coimbatore or Tiruchi.? Chennai?s flyover boom may also have had very little to do with traffic improvement in the first place. In the late 1990s, when the Traffic Action Plan was prepared for the city, the brain behind it was the Society of Indian Automobile Manufacturers (SIAM), say senior retired officials. It organised seminars in hotels and conducted public opinion surveys and traffic studies, said a senior member of the traffic committee constituted by the then Mayor, M.K. Stalin. ?They even put some seed money,? he said. The investments made by the automobile industry paid off. By 2012, Chennai?s per capita ownership of cars was second in the country, beating even Mumbai and Bangalore. Studies across the world have established that flyovers and elevated roads tend to ?induce? new traffic because of the illusion of extra road space, and that is what happened in Chennai, experts say. The number of vehicles on Chennai?s roads shot up dramatically since the late 1990s, and traffic snarls have become a daily reality. Madhav Pai, director of the Mumbai-based EMBARQ, a thinktank working on sustainable transport solutions, said: ?Elevated roads don?t work. Mumbai alone has spent close to Rs.5,000 crore, and there is still traffic. We?ve created an industry out of building flyovers. Cities have less and less money to spend on health and education because they?ve got locked into this high-cost investment pattern. This is not sustainable. An effective public transport system is the only long-term solution.? From patwardhan.sujit at gmail.com Mon Oct 6 17:22:16 2014 From: patwardhan.sujit at gmail.com (Sujit Patwardhan) Date: Mon, 6 Oct 2014 13:52:16 +0530 Subject: [sustran] Fwd: The Case Against Flyovers In-Reply-To: References: Message-ID: This is what many NGOs, Traffic Experts and City Planners have been saying for years. The authorities should pay heed and stop spending money that is going down the drain and instead concentrate on radical improvement in Public Transport and Non Motorised Transport which is the only sane way to improve the Traffic problems growing worse by the day. -- Sujit http://www.thehindu.com/news/national/tamil-nadu/the-case-against-flyovers/article6473629.ece The case against flyovers NATIONAL ? TAMIL NADU CHENNAI, October 6, 2014 AJAI SREEVATSAN 15 years after Chennai inaugurated a string of 9 flyovers, the state?s other million-plus cities look to emulate the model. Is it the best way forward? Over the past decade, the State has spent over Rs.1,550 crore erecting flyovers and grade separators, according to information obtained through the Right to Information Act. Chennai, which has long coveted the ?city of flyovers? tag, cornered a major chunk of the investment ? with the city playing host to all 21 elevated urban corridors now open to traffic in the State. With Erode, Coimbatore and Madurai set to get their first grade separator in a couple of years, it is instructive to look at the experience of Chennai ? a city whose flyover dreams began with Gemini Circle in 1973 and got a new lease of life in the late 1990s when a string of nine flyovers were built 15 years ago. For Rs.1,550 crore, the State could instead have bought more than 7,000 public transport buses or laid more than 2,000 km of dedicated cycle lanes or built an extensive bus rapid transit system covering 150 km. So, were the investments in flyovers worth it? If Chennai is taken as an example, the boom in flyover construction has resulted in the addition of a mere 12.4 km of extra road capacity over the last decade. The cost: Rs.1,144 crore. Despite costing 4-5 times a normal road, flyovers don?t resolve the problem of traffic congestion either. ?It is clear individual flyovers are not a viable solution at all for a growing city,? said T.T. Kesavan, a retired Highways Chief Engineer. ?It only shifts the problem from one place to another.? ?The mistakes we have made in the city should not be repeated in Madurai or Coimbatore or Tiruchi.? Chennai?s flyover boom may also have had very little to do with traffic improvement in the first place. In the late 1990s, when the Traffic Action Plan was prepared for the city, the brain behind it was the Society of Indian Automobile Manufacturers (SIAM), say senior retired officials. It organised seminars in hotels and conducted public opinion surveys and traffic studies, said a senior member of the traffic committee constituted by the then Mayor, M.K. Stalin. ?They even put some seed money,? he said. The investments made by the automobile industry paid off. By 2012, Chennai?s per capita ownership of cars was second in the country, beating even Mumbai and Bangalore. Studies across the world have established that flyovers and elevated roads tend to ?induce? new traffic because of the illusion of extra road space, and that is what happened in Chennai, experts say. The number of vehicles on Chennai?s roads shot up dramatically since the late 1990s, and traffic snarls have become a daily reality. Madhav Pai, director of the Mumbai-based EMBARQ, a thinktank working on sustainable transport solutions, said: ?Elevated roads don?t work. Mumbai alone has spent close to Rs.5,000 crore, and there is still traffic. We?ve created an industry out of building flyovers. Cities have less and less money to spend on health and education because they?ve got locked into this high-cost investment pattern. This is not sustainable. An effective public transport system is the only long-term solution.? __._,_.___ __,_._,___ -- ------------------------------------------------------------------------------------------------------------------- ? *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 --------------------------------------------------------------------------------------------------------------- Parisar: www.parisar.org --------------------------------------------------------------------------------------------------------------- -------------- next part -------------- A non-text attachment was scrubbed... Name: ParisarLogo_Green_Sm.jpg Type: image/jpeg Size: 17934 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20141006/3bb34c10/ParisarLogo_Green_Sm.jpg From priscila at codigobr.com.br Wed Oct 8 23:35:56 2014 From: priscila at codigobr.com.br (Priscila Saloni) Date: Wed, 8 Oct 2014 11:35:56 -0300 Subject: [sustran] Brazil hosts international event on urban mobility Message-ID: <00bb01cfe305$2df16490$89d42db0$@com.br> Hello, good afternoon! I am forwarding a press release about the International Seminar on Urban Mobility. The Seminar will happen in the city of S?o Jos? dos Campos, Brazil, on 29 and 30 October. The Seminar is organized by the Association of Engineers and Architects of S?o Jos? dos Campos and Council of Architecture and Urbanism of S?o Paulo . Entries are free and you can meet all the speakers on http://mobilidadebrasil.org.br Any questions I am available . Hugs, EMAIL - PRISCILA Registration is already open for the International Seminar on Urban Mobility The event will happen on 29 and 30 October, in S?o Jos? dos Campos, in the state of S?o Paulo, Brazil. Registration is free. Registration is already open for the International Seminar on Urban Mobility, which will happen on 29 and 30 October in S?o Jos? dos Campos, located in the Metropolitan Region of Vale do Para?ba, in the state of S?o Paulo, Brazil. During the event there will be valuable presentations on sustainable urban mobility by representatives from various countries and Brazilian states, who will be addressing the topic, debating over its importance in the world scenario and showing systems applied worldwide. Registration is free and can be done at www.mobilidadebrasil.org.br/inscricao. Spaces are limited. The event is being promoted by the Association of Engineers and Architects of S?o Jos? dos Campos - AEA/SJCampos, with the sponsorship of the Council of Architecture and Urbanism of S?o Paulo - CAU-SP and the support of regional and national organizations. The purpose of the seminar is to encourage participants to discuss the sustainable development of cities for people. National and international presentations, case studies and situations observed around the world will take center stage and shall be able to contribute to the creation of solutions for many other cities around the country. Speakers who have already confirmed presence are: the manager of strategic partnership and start up areas of Google Brazil and Google Maps, Alessandro Germano; the Secretary of Transport for the City of Rio de Janeiro and Master in Transport Engineering from COPPE/UFRJ, Alexandre Sans?o Fontes; the renowned author, teacher and a reference in creative economy, cities and business, Ana Carla Fonseca; the executive responsible for the Urban Mobility program at Volvo Bus Latin America, Ayrton Ferreira do Amaral Filho; the civil engineer and an international reference in pavement and public road planning, G?rman Madrid; the architect from the Universidad Pontificia Bolivariana - UPB of Medell?n, Colombia, and researcher in the Laboratory of Urbanism at the Polytechnic University of Catalonia (Barcelona ? Spain), Giovanna Spera; the executive finance director at Itaipu Binacional, Margaret Groff; the engineer and biomechanics specialist from Strathclyde University in Glasgow and urban logic consultant at the Nucleus of Research in Technology of Architecture and Urbanism of the University of S?o Paulo (NUTAU-USP), Thomaz Assump??o; the civil engineer from the University of Twente (the Netherlands) and founder of IFluxo, Warner Vonk; the Sustainable Planning and Development Secretary at the Serop?dica City Council in the state of Rio de Janeiro, Wilson Beserra. The full program is available on the event website - www.mobilidadebrasil.org.br -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/public/sustran-discuss/attachments/20141008/2428314e/attachment-0001.html -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 48224 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20141008/2428314e/attachment-0001.jpe -------------- next part -------------- A non-text attachment was scrubbed... Name: Semin?rio Nacional de Mobilidade 2013.jpg Type: image/jpeg Size: 117023 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20141008/2428314e/iso-8859-1QSeminE1rio_Nacional_de_Mobilidade_2013-0001.jpg From yanivbin at gmail.com Sat Oct 11 03:51:34 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Sat, 11 Oct 2014 00:21:34 +0530 Subject: [sustran] Government preparing comprehensive mobility plans for 500 cities Message-ID: http://economictimes.indiatimes.com/news/economy/infrastructure/government-preparing-comprehensive-mobility-plans-for-500-cities/articleshow/44775602.cms Government preparing comprehensive mobility plans for 500 cities By PTI | 10 Oct, 2014, 08.16PM IST O P Agarwal highlighted upon the need for integration of not only different transport subsystems but also the land use and transport planning. NEW DELHI: The government is in the process of preparing comprehensive mobility plans for 500 cities, having population of more than one lakh. "Government would provide finance up to 50 per cent for preparing detailed project report for city's mobility plan as we are in the process of preparing comprehensive mobility plans for 500 cities, having population of more than one lakh each," Urban Development Secretary Shankar Agarwal said at the CII global conference on Mass Urban Transportation. Agarwal also emphasised upon government's commitment to come up with smart planning for Indian urban mobility. "This became even more pertinent in the wake of the fact that simultaneously with rapid urbanisation, we are also witnessing rapid growth of motorised transport," he said. O P Agarwal, Director General , Indian Urban Transport, highlighted upon the need for integration of not only different transport subsystems but also the land use and transport planning. This becomes crucial as India has to choose an urbanisation model that is congruent with low energy consumption, he said. As our fuel import bill is already very high, expedient interventions were the need of the hour. One of the key focus areas, as per Agarwal, would be setting up Mass Rapid Transit System (MRTS) across cities. Fuel consumption on motorised vehicles is expected to reach 175 million tonnes by 2021 from 70 MT in 2011. *National Urban Transport Policy, 2006 is currently under revision by the Ministry.* From yanivbin at gmail.com Sun Oct 12 13:39:17 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Sun, 12 Oct 2014 10:09:17 +0530 Subject: [sustran] Bangalore may do a Bogota with vehicle holidays Message-ID: So is the BRTS still far behind? and the bus lane as well as the congestion tax is even more in the dim distant and polluted future? http://timesofindia.indiatimes.com/city/bangalore/Bangalore-may-do-a-Bogota-with-vehicle-holidays/articleshow/44788321.cms Bangalore may do a Bogota with vehicle holidaysRohith B R,TNN | Oct 12, 2014, 06.17 AM IST BANGALORE: Imagine the MG Road stretch cleared of cars, a bike-free Brigade Road or the CBD area without autorickshaws, all for just a day. If environment and ecology minister R Ramanath Rai has his way, Bangalore will soon have vehicle holidays to battle pollution, end traffic clogs and promote use of mass transport. Many cities across the globe practise vehicle holidays where cars or bikes are not allowed in specific areas. Bogota in Colombia has been a pioneer in observing car-free days and in February this year, citizens here extended the same into an entire car-free week, during which specific routes in the city were completely closed for cars. Officials in the state environment department said: "What we are planning is to start with specific road stretches in the city to be closed for a particular type of vehicle for a day, be it for bikes, cars or autorickshaws. Also, to start with, we can experiment by keeping the vehicle holiday as an awareness drive and encourage people to voluntarily take part in the exercise," he added. Ashwin Prabhu, manager, urban transport for EMBARQ India, a not-for-profit organization working in the area of sustainable transport, described vehicle holidays as a good strategy but wanted the authorities to ensure enough credible and quality alternatives for commuters before implementing the same. "For example, during a similar exercise in Paris recently, public transport was made free of charge and frequency of such services were augmented. Without a solid alternative, public will face inconvenience and the initiative itself could backfire," he added. Environmentalist Naveen KS said localized version of vehicle holidays are also the key here. "Cities observe vehicle holidays for varied reasons. While for some, such practices are inevitable to tackle pollution crisis, for others it is a long-term strategy to cultivate green mobility among masses. When it comes to Bangalore, strategies such as banning only odd or even numbered vehicles for a day or blocking selected road stretches to start with is good. Proper enforcement is also crucial," he added. How Paris did it In March this year, Paris city observed a different kind of vehicle holiday. Smoggy conditions prompted by vehicular pollution haunted the city throughout a week. The French government made a rule to allow motorists with odd-numbered plates to drive in the city while others were asked to share vehicles or use mass transport for that day. Next day, it was the turn of vehicles with even numbered plates. Those who violated restrictions had to pay a nominal fine and there were more than 700 cops deployed on road to monitor the rule. As an incentive for people to avoid private vehicles during this time, public transport, including metro rail service, was made free for public! The government later claimed that the experiment on alternative driving was a success and there was considerable reduction in pollution levels. From murali772 at gmail.com Mon Oct 13 16:24:39 2014 From: murali772 at gmail.com (Muralidhar Rao) Date: Mon, 13 Oct 2014 12:54:39 +0530 Subject: [sustran] Fwd: analysis of the proposed Road Transport & Safety Bill 2014 In-Reply-To: References: Message-ID: Dear friends On September 13, 2014, the Ministry of Road Transport & Highways, Government of India (MoRTH), published a draft of the proposed *Road Transport & Safety Bill 2014*. It is a long piece of legislation by Indian standards - about 305 pages - and appears to try and cover anything and everything connected to road transport in one, giant, omnibus legislation. A team at our "praja.in", led by Dr Sanjay Vijayraghavan, PhD, has been analysing the draft and putting in our comments, with a view to provide feedback to the ministry, which presumably was the purpose of publishing the draft on their site.* The MoRTH draft as well as the comments by PRAJA members *(anybody who logs in is a member) *may be accessed here *. The closing date has not been mentioned; we are presuming it is still open. And, rather than compile all the feedback into one one omnibus note, we have invited the ministry officials to actively participate in the discussions to help fine-tune the overall outcome. Though, we have not seen any comments from them so far, we would like to believe that they are actively looking into the comments. We believe this is the best way to help evolve a more comprehensive and satisfactory output, through a participative process, and if we can get the MoRTH officials to get involved, it could become a model for such engagements in future. *We invite you all, as also whoever is interested, to join in too, and make your contributions.* Regards, Muralidhar Rao, President, Praja-RAAG *PS:* *Praja-RAAG* (RAAG standing for "research, analysis, advocacy group") is a registered society formed of active bloggers on "praja.in" (Praja, for short). Praja is an e-platform of over 8,000 (regd) citizens, largely 'techies' of Bangalore, engaged in informed debates over various civic issues, with a view to figuring out solutions for them. Where possible, some of these solutions are then pursued on ground through Praja-RAAG. We call PRAJA a virtual hall for debates. From dsengupta at gmail.com Mon Oct 13 17:25:52 2014 From: dsengupta at gmail.com (Dibu Sengupta) Date: Mon, 13 Oct 2014 13:55:52 +0530 Subject: [sustran] Stakeholder Consultation on Green Freight India Initiative - 15th October 2014, New Delhi Message-ID: Dear All, Please find below details of Green Freight India (GFI) intiative Stakeholder Consultation organized jointly by GIZ, Clean Air Asia and the European Business and Technology Centre (EBTC). Please feel free to contact me if you are interested to attend. Thank you, Dibyendu Sengupta ======================================================= *Subject: Invitation for Stakeholder Consultation on Green Freight India Initiative on 15th October, 2014 at Silver Oak, India Habitat Centre, New Delhi.* GIZ-India in partnership with Clean Air Asia and the European Business and Technology Centre (EBTC), India will conduct a half-day workshop on the Green Freight Initiative on 15thOctober, 2014, at Silver Oak, IHC, Lodhi Road, New Delhi. The concept of ?Green Freight? has gained worldwide attention due to pressure from markets and society to improve efficiency and reduce emissions from freight movement. Green Freight India (GFI) initiative aims to understand the importance of fuel savings and improving environmental performance of goods transported through road. It attempts to leverage knowledge, technologies and policies for a green environment and sustainable economic growth. The stakeholder consultation would introduce the participants in the Green Freight Initiative and present a tool i.e. ?Green Truck Toolkit - India? to understand the inefficiencies in the logistic and supply chain side and help device methods of improving them. It would also share the way forward on the Green Freight Initiative. Looking forward to hear from you soon. Regards, GFI Team From yanivbin at gmail.com Tue Oct 21 20:08:47 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Tue, 21 Oct 2014 16:38:47 +0530 Subject: [sustran] Wider roads equal more traffic: Message-ID: http://www.bangaloremirror.com/bangalore/civic/Wider-roads-equal-more-traffic-Its-a-lesson-learnt-from-London/articleshow/44881720.cms? *Wider roads equal more traffic: It?s a lesson learnt from London* Bangalore Mirror Bureau | Oct 20, 2014, 04.00 AM IST [image: Wider roads equal more traffic: It?s a lesson learnt from London] Work on Cunningham Road is causing inconvenience to commuters heading in and out of CBD. *The decision to use the TenderSure specifications on CBD roads has supporters and detractors* *RK Misra, BBMP TAC andDirector, Center for SMART Cities *This is in response to the recent article in Bangalore Mirror on TenderSure roads incorporating wider footpaths and uniform width of traffic lanes. In the process, at some places, the road width is getting reduced. Commentators who feel that this will add to traffic jams can't be blamed, as this is a common sense theory that you can reduce the traffic congestion by widening the roads. Unfortunately, this is not the case in real life. In a fully-developed city, widening the roads is impossible as cost of land acquisition is 5-10 times more than that of road building. BBMP has been unable to widen any major roads in the last 4-5 years. Wherever they have managed to widen, it has been only partial and zigzag, like Nrupatunga Road, Kasturba road and Sheshadri road. Has traffic congestion come down on these widened roads? Every widened road in Bangalore or anywhere in the world is immediately taken over by additional vehicles and the congestion remains the same. It is a demand-and-supply mismatch: the more you build, the more will come to occupy it. We need to think differently. We have to manage the demand instead of just increasing supply. In a city like Bangalore, where greater personal wealth allows people to afford private vehicles, they have very little incentive to use public transport. Another major reason for people shunning public transport is absence of walkable and continuous footpaths. Only way we can encourage people to use public transport and thus reduce traffic congestion is to provide high quality, safe and continuous footpaths and other pedestrian-friendly amenities such as bus bays, shelters and street lights. This is why we in BBMP TAC designed and approved TenderSure Roads. CBDs are the best places to encourage pedestrian movement and public transport as has been done across the world. London reduced road width to encourage pedestrian movement and public transport and so did Singapore and Tokyo. People living or working in CBD usually move around with a radius of 1-2 kilometers and will be willing to walk or take public transport if they have safe and walkable footpaths and that will reduce the traffic congestion. Not only Bangalore's main CBD, TenderSure should be extended to all local area CBDs of Indiranagar, Jayanagar, Koramangala, Whitefield, Malleswaram, Yelahanka and all other major live-work-play localities and suburbs of Bangalore. This is the only way to reduce traffic on Bangalore roads. Bangalore is a mega city and needs to use the best global practices and expert advice in managing its traffic vows. Traffic management is a science and can't be managed by just using bureaucratic common sense. *I objected to it, but **we have our orders* *M Lakshminarayana, BBMP commissioner* I am aware that roads in central business district are getting shrunk because of ongoing TenderSURE works. But I am helpless and I cannot do anything here. I have just been told to implement the plan that was submitted to the BBMP and we are just executing it. *"I was personally reviewing the project on a weekly basis when I was principal secretary of urban development department. In fact, at that time itself I had suggested the other agencies (knowledge partners) should allow the official civic agencies to function as they have the experience of executing major roads. But the agencies were firm on their plan and didn't allow us to alter anything. * "We were aware of the problems which will be faced by two wheelers and car owners once they entered in CBD districts. But no one was in a mood to listen to our engineer's plans and even the government told us to just implement the project. Now if traffic gets choked on these roads, then BBMP should not be blamed as this is not our plan. But the good thing here is that pedestrians get more space to walk."' *We are Caught in a crossfire* *Basaraj Kabade, BBMP's technical engineering cell's executive engineer* "We are caught in a crossfire. While the High Court orders us to give priority to pedestrians the police have been demanding widening of roads to ensure smooth traffic flow. It is true that road size will decrease and it might create more hassles for the motorists and the traffic police. We had informed our higher-ups and members of technical advisory committee members about the possible traffic problem that the new design could cause." From yanivbin at gmail.com Sun Oct 26 22:50:14 2014 From: yanivbin at gmail.com (Vinay Baindur) Date: Sun, 26 Oct 2014 19:20:14 +0530 Subject: [sustran] The "fundamental rule" of traffic: building new roads just makes people drive more Message-ID: http://www.vox.com/2014/10/23/6994159/traffic-roads-induced-demand The "fundamental rule" of traffic: building new roads just makes people drive more Updated by Joseph Stromberg on October 23, 2014, 9:40 a.m. ET @josephstromberg joseph@vox.com Tweet (940) Share (5,958) +1 LinkedIn (69) Email Print After years spent widening the interstate 405 freeway in Los Angeles, travel times are slightly slower than before. (Kevork Djansezian/Getty Images) For people who are constantly stuck in traffic jams, it seems like there should be an obvious solution ? just widen the roads. This makes intuitive sense. Building new lanes (or new highways entirely) adds capacity to road systems. And traffic, at its root, is a volume problem ? there are too many cars trying to use not enough road. after 5 years of construction to widen I-405, traffic is slightly slower than before But there's a fundamental problem with this idea. Decades of traffic data across the United States shows that adding new road capacity doesn't actually improve congestion. The latest example of this is the widening of Los Angeles' I-405 freeway, which was completed in May after five years of construction and a cost of over $1 billion . "The data shows that traffic is moving slightly slower now on 405 than before the widening," says Matthew Turner , a Brown University economist. The main reason, Turner has found, is simple ? adding road capacity spurs people to drive more miles, either by taking more trips by car or taking longer trips than they otherwise would have. He and University of Pennsylvania economist Gilles Duranton call this the "fundamental rule " of road congestion: adding road capacity just increases the total number of miles traveled by all vehicles. This is because, for the most part, drivers aren't charged for using roads. So it's not surprising that a valuable resource, given away for free, leads people to use more of it. Economists see this phenomenon in a lot of places , and call it induced demand . If you really want to cut down on traffic, Turner says, there's only one option: charge people to use roads when they're crowded, a policy known as congestion pricing . The surprising data: building roads doesn't reduce traffic [image: traffic 2] (David McNew/Getty Images) In the United States, city planners and traffic engineers have long acted on the belief that adding road capacity will reduce traffic. But no one had ever tested this idea empirically. One reason is that it's a difficult thing to analyze. Researchers can't exactly conduct a controlled study, giving randomly selected cities different amounts of road space simply for the purpose of an experiment. So Turner and Duranton did their best to get around this by using a few novel methods. In an influential 2011 paper , they looked at the total capacity of highways in each metropolitan area in the US and compared it with the total number of vehicle miles traveled. They found a one-to-one correlation: the more highway capacity a metro area had, the more miles its vehicles traveled on them. A 10 percent increase in capacity, for instance, meant a 10 percent increase in vehicle miles, on average. But that, on its own, wasn't conclusive. "This could just be telling you that urban planners are smart, and are building roads in places that people want to use them," Turner says. a 10 percent increase in road capacity meant, on average, a 10 percent increase in vehicle miles So, to try to isolate the effect of building roads, the economists then compared changes in highway capacity between 1983 and 2003 to the changes in vehicle miles traveled. "Again, we saw a direct one-to-one correlation across all cities," Turner says. This correlation also held up when the economists compared roads *within *cities: added road capacity consistently led to more driving. Still, even this wasn't conclusive. It could, after all, simply be a function of planners making good decisions ? perfectly anticipating unmet driving demand. As a final step, then, the economists tried to isolate a few different sets of roads that were planned with no regard to current driving patterns ? newly built roads that were part of the original 1947 interstate highway plan (which was based on 1940s population levels, not 80s and 90s), and those that followed 19th century railroad rights-of-way, or 18th and 19th century routes taken by explorers. "We saw exactly the same effect here too," Turner says. This finding has since been replicated with Japanese and British data. It doesn't seem to be an effect of optimized planning. Again and again, more roads lead to more driving ? with no reduction in congestion. Turner and Duranton have also found that public transportation doesn't really help alleviate congestion either ? even if it takes some people out of cars and puts them on buses or trains, the empty road space will be quickly filled up by new vehicle-miles. Other researchers have found exceptions to this rule (say, when a transit route parallels heavy commuting corridors) but it doesn't seem to be a large-scale traffic solution, at least given the way US cities are currently built. (Note that transit can have other beneficial effects, like making a city more affordable . But it doesn't seem to have much effect on congestion.) How new roads make people drive more [image: traffic 3] (Scott Olson/Getty Images) So why does traffic increase when new road capacity is added? Turner and Duranton attribute about half of the effect to people's driving decisions. "Think of it as if you made a bunch of hamburgers and then gave them all away," Turner says. "If you make hamburgers free, people will eat more of them." By way of illustration, consider the following situation: there's a store where you know you can save $10 on something you need to buy, but it's 10 miles away. If you assume there will be terrible traffic and it'll take 30 minutes to get there, you'll just buy the product at a closer store. However, if a new lane gets added to a highway that will speed your journey there, you'll decide it's worth it. Over time, thousands of people will make this calculation ? along with similar ones, like deciding to drive a few blocks rather than walk, because it'll be faster, or making a longish driving trip to see friends or go to a new restaurant because they assume the distance can be covered quickly. Eventually, they increased miles they drive will go a long way towards filling up the new, expensive roads that municipalities went to so much trouble to build. (As a navigation device company's billboard once told drivers, "You are not stuck in traffic. You are traffic.") Some people might then opt not to drive, but ultimately, the roads will reach the same equilibrium of traffic they had before. [image: induced demand] A model showing how induced demand works. Typically, traffic volume levels off and reaches an equilibrium over tine, but when new capacity gets added, the volume increases to fill it, before reaching a new equilibrium. (Victoria Transport Policy Institute ) A few other factors also contribute to induced demand. The economists noticed increased truck traffic in the areas with more new road building ? partly an effect of long-haul trucking companies optimizing their routes to take advantage of newly built roads, and partly an effect of industries that rely heavily on transportation moving in to an area to do the same. Lastly, the researchers attribute some of the effect to individual people moving to an area to follow new road capacity as well. How to actually solve the traffic problem [image: congestion pricig] London's congestion pricing scheme. (Oli Scarff/Getty Images) Turner notes that traffic isn't necessarily a bad thing: it's a sign that lots of people want to use the roads in a certain area. If you want transport-heavy industry and new residents to move to your city, then new roads are an infrastructure investment that appear to attract them. However, if your goal is reducing traffic congestion, this research shows that adding road capacity won't do it. But there is a way: congestion pricing. "Essentially, you charge people for access to roads at the times they're congested," Turner says. At rush hour, using a road costs more than in the middle of the night. Only a few cities ? like London and Singapore ? have tried this sort of scheme so far, but research shows that it has appreciably reduced traffic by shifting behavior. People opt out of making some trips, or shift them to times when the roads won't be so busy, ultimately cutting down on traffic. 'you charge people for access to roads at the times they're congested' One criticism of these sorts of schemes is that they're regressive: they impact the poor much more than the wealthy, and effectively ease the commutes of people who can pay the tolls. There's certainly some truth to this. But at the same time, the current system (which is relying less and less on gas taxes , which roughly correlate with usage) also has enormous costs, they're just less visible. The mechanisms we use to currently pay for new roads might be less regressive, but they decouple road usage from payment, a huge long-term problem. "If you have something valuable that you're giving away, and you don't have enough of it, you can either just build more and more and keep giving it away and never have enough, or you can start charging people for access," Turner says. There are now all sorts of high-tech ways to toll cars based on the distance they drive; perhaps you could create a system that also takes a person's income into account, which would let you make a progressive form of congestion pricing. "Consider the alternatives: congested travel, with tons of money spent on expansion projects," Turner says, "or congestion pricing, which'll really bother us at first, but change our behavior and actually solve the problem." From patwardhan.sujit at gmail.com Thu Oct 30 14:25:50 2014 From: patwardhan.sujit at gmail.com (Sujit Patwardhan) Date: Thu, 30 Oct 2014 10:55:50 +0530 Subject: [sustran] Re: Parking Policy approved by Greater Bangalore City Corporation. In-Reply-To: References: <1379906434.47796.YahooMailNeo@web193305.mail.sg3.yahoo.com> Message-ID: Were you able to get hold of the Policy Document? It will be good to see what exactly it has ... because from what we understand so far the policy is merely trying to increase road space by discouraging/banning on street parking and trying to push the vehicles in off street locations like multistory parking lots aven incentivising off-street parking. The need is to use parking hikes, parking control parking ban to give teeth to TDM. Unless this is done we will continue to suffer from "Personal auto vehicle dominated" policy and the roads (now free from parked vehicles) will become even more dangerous with faster moving vehicles. There will be no dis-incentive to increasing use of personal auto vehicles if supply of off street parking is encouraged. -- Sujit On Tue, Sep 24, 2013 at 9:30 AM, H. S. Sudhira wrote: > I don't have a copy of the approved version of the Parking Policy for > Bangalore. However, I have requested the Directorate to make it available > or post it on their website. Hope they oblige. > > Regards, > Sudhira. > > > On Mon, Sep 23, 2013 at 8:50 AM, Rutul Joshi > wrote: > > > Hi Sudhira, > > > > Thanks for your post. I agree with Cornie. It would great if we could get > > the policy document. > > > > However, it is heartening to see that the Indian urban authorities are > > waking up to focus more on the streets instead of the off-street parking. > > > > Paul (Barter), any thoughts so far? > > > > Rutul > > > > > > ------------------------------ > > *From:* Cornie Huizenga > > *To:* H. S. Sudhira > > *Cc:* Global 'South' Sustainable Transport < > > sustran-discuss@list.jca.apc.org> > > *Sent:* Monday, 23 September 2013 7:22 AM > > *Subject:* [sustran] Re: Parking Policy approved by Greater Bangalore > > City Corporation. > > > > Hi Sudihra, > > > > is the policy document available as well? > > > > Cornie > > > > > > On Sat, Sep 21, 2013 at 12:57 PM, H. S. Sudhira > >wrote: > > > > > Dear All, > > > > > > The Bruhath Bangalore Mahanagara Palike (BBMP, Greater Bangalore City > > > Corporation) council has approved a progressive parking policy that > > > essentially regulates on-street parking. Key highlights are: > > > - Regulation of on-street parking (no more free and encourages > short-term > > > parking) > > > - Incentivise off-street parking > > > - No parking charges for non-motorised transport > > > > > > Needless to say, there have been mixed reactions. Some related news > > > reports: > > > > > > The Hindu: > > > > > > > > > http://www.thehindu.com/news/cities/bangalore/pay-and-park-proposal-bbmp-steps-on-the-gas/article5147054.ece?homepage=true > > > Deccan Herald: > > > > > > > > > http://www.deccanherald.com/content/358269/parking-pricey-proposition-b039loreans.html > > > > > > The Directorate of Urban Land Transport < > > http://urbantransport.kar.gov.in > > > >, > > > Government of Karnataka initiated and drafted the policy for Bangalore. > > It > > > has also lined up a similar policy for 9 more medium-sized cities in > the > > > state of Karnataka. > > > > > > Regards, > > > Sudhira. > > > -------------------------------------------------------- > > > 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, SLoCaT Partnership > > 317 Xianxia Road, B 1811 > > 200051 Shanghai, China > > > > www.slocat.net > > @SLOCATcornie > > +8613901949332 > > -------------------------------------------------------- > -- ------------------------------------------------------------------------------------------------------------------- ? *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 --------------------------------------------------------------------------------------------------------------- Parisar: www.parisar.org --------------------------------------------------------------------------------------------------------------- -------------- next part -------------- A non-text attachment was scrubbed... Name: ParisarLogo_Green_Sm.jpg Type: image/jpeg Size: 17934 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20141030/a166b834/ParisarLogo_Green_Sm.jpg From datar.ashok at gmail.com Thu Oct 30 15:56:16 2014 From: datar.ashok at gmail.com (Ashok Datar) Date: Thu, 30 Oct 2014 12:26:16 +0530 Subject: [sustran] Re: Parking Policy approved by Greater Bangalore City Corporation. In-Reply-To: References: <1379906434.47796.YahooMailNeo@web193305.mail.sg3.yahoo.com> Message-ID: thanks sujit for reminding we eagerly look fwd to the parking policy docu for Bangalore Mumbai doesnt have one we will share our work on the effects on emission due parking driven congestion ashok datar On Thu, Oct 30, 2014 at 10:55 AM, Sujit Patwardhan < patwardhan.sujit@gmail.com> wrote: > Were you able to get hold of the Policy Document? > > It will be good to see what exactly it has ... because from what we > understand so far the policy is merely trying to increase road space by > discouraging/banning on street parking and trying to push the vehicles in > off street locations like multistory parking lots aven incentivising > off-street parking. > > The need is to use parking hikes, parking control parking ban to give > teeth to TDM. Unless this is done we will continue to suffer from "Personal > auto vehicle dominated" policy and the roads (now free from parked > vehicles) will become even more dangerous with faster moving vehicles. > There will be no dis-incentive to increasing use of personal auto vehicles > if supply of off street parking is encouraged. > > -- > Sujit > > > > > On Tue, Sep 24, 2013 at 9:30 AM, H. S. Sudhira > wrote: > > > I don't have a copy of the approved version of the Parking Policy for > > Bangalore. However, I have requested the Directorate to make it available > > or post it on their website. Hope they oblige. > > > > Regards, > > Sudhira. > > > > > > On Mon, Sep 23, 2013 at 8:50 AM, Rutul Joshi > > wrote: > > > > > Hi Sudhira, > > > > > > Thanks for your post. I agree with Cornie. It would great if we could > get > > > the policy document. > > > > > > However, it is heartening to see that the Indian urban authorities are > > > waking up to focus more on the streets instead of the off-street > parking. > > > > > > Paul (Barter), any thoughts so far? > > > > > > Rutul > > > > > > > > > ------------------------------ > > > *From:* Cornie Huizenga > > > *To:* H. S. Sudhira > > > *Cc:* Global 'South' Sustainable Transport < > > > sustran-discuss@list.jca.apc.org> > > > *Sent:* Monday, 23 September 2013 7:22 AM > > > *Subject:* [sustran] Re: Parking Policy approved by Greater Bangalore > > > City Corporation. > > > > > > Hi Sudihra, > > > > > > is the policy document available as well? > > > > > > Cornie > > > > > > > > > On Sat, Sep 21, 2013 at 12:57 PM, H. S. Sudhira > > >wrote: > > > > > > > Dear All, > > > > > > > > The Bruhath Bangalore Mahanagara Palike (BBMP, Greater Bangalore City > > > > Corporation) council has approved a progressive parking policy that > > > > essentially regulates on-street parking. Key highlights are: > > > > - Regulation of on-street parking (no more free and encourages > > short-term > > > > parking) > > > > - Incentivise off-street parking > > > > - No parking charges for non-motorised transport > > > > > > > > Needless to say, there have been mixed reactions. Some related news > > > > reports: > > > > > > > > The Hindu: > > > > > > > > > > > > > > http://www.thehindu.com/news/cities/bangalore/pay-and-park-proposal-bbmp-steps-on-the-gas/article5147054.ece?homepage=true > > > > Deccan Herald: > > > > > > > > > > > > > > http://www.deccanherald.com/content/358269/parking-pricey-proposition-b039loreans.html > > > > > > > > The Directorate of Urban Land Transport < > > > http://urbantransport.kar.gov.in > > > > >, > > > > Government of Karnataka initiated and drafted the policy for > Bangalore. > > > It > > > > has also lined up a similar policy for 9 more medium-sized cities in > > the > > > > state of Karnataka. > > > > > > > > Regards, > > > > Sudhira. > > > > -------------------------------------------------------- > > > > 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, SLoCaT Partnership > > > 317 Xianxia Road, B 1811 > > > 200051 Shanghai, China > > > > > > www.slocat.net > > > @SLOCATcornie > > > +8613901949332 > > > -------------------------------------------------------- > > > > > -- > > ------------------------------------------------------------------------------------------------------------------- > > ? > *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 > > --------------------------------------------------------------------------------------------------------------- > Parisar: www.parisar.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'). > -- Ashok R. Datar Mumbai Environmental Social Network (MESN) & Mumbai Transport Forum (MTF) 20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016 98676 65107/0222 444 9212 see our website : www.mesn.org *A city is developed not when poor ride or aspire for cars, but where the rich use public transport*