<!DOCTYPE HTML PUBLIC "-//W3C//DTD HTML 4.0 Transitional//EN"> <HTML><HEAD> <META http-equiv=Content-Type content="text/html; charset=us-ascii"> <META content="MSHTML 6.00.2900.2963" name=GENERATOR> <STYLE>@font-face { font-family: Verdana; } @page Section1 {size: 612.0pt 792.0pt; margin: 72.0pt 90.0pt 72.0pt 90.0pt; } P.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0cm 0cm 0pt; FONT-FAMILY: "Times New Roman" } LI.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0cm 0cm 0pt; FONT-FAMILY: "Times New Roman" } DIV.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0cm 0cm 0pt; FONT-FAMILY: "Times New Roman" } A:link { COLOR: blue; TEXT-DECORATION: underline } SPAN.MsoHyperlink { COLOR: blue; TEXT-DECORATION: underline } A:visited { COLOR: purple; TEXT-DECORATION: underline } SPAN.MsoHyperlinkFollowed { COLOR: purple; TEXT-DECORATION: underline } P.MsoPlainText { FONT-SIZE: 10pt; MARGIN: 0cm 0cm 0pt; FONT-FAMILY: Arial } LI.MsoPlainText { FONT-SIZE: 10pt; MARGIN: 0cm 0cm 0pt; FONT-FAMILY: Arial } DIV.MsoPlainText { FONT-SIZE: 10pt; MARGIN: 0cm 0cm 0pt; FONT-FAMILY: Arial } SPAN.emailstyle17 { FONT-WEIGHT: normal; COLOR: black; FONT-STYLE: normal; FONT-FAMILY: Arial; LETTER-SPACING: 0pt; TEXT-DECORATION: none } SPAN.headlinetext1 { FONT-WEIGHT: bold; COLOR: black; FONT-FAMILY: Arial } SPAN.bylinetext1 { FONT-WEIGHT: bold; FONT-FAMILY: Verdana } SPAN.pubdatetext1 { FONT-FAMILY: Verdana } SPAN.bodytext1 { FONT-FAMILY: Arial } SPAN.EmailStyle24 { COLOR: black; FONT-FAMILY: Arial } DIV.Section1 { page: Section1 } OL { MARGIN-BOTTOM: 0cm } UL { MARGIN-BOTTOM: 0cm } </STYLE> </HEAD> <BODY lang=EN-US vLink=purple link=blue> <DIV dir=ltr align=left>Great list! And how about, "can this mode seamlessly connect (physically, economically, financially) to all the other modes a person (or a good) needs to use to get from door to door sustainably and affordably". In other words does this mode contribute positively / optimally to the whole system or take away from it.</DIV> <DIV dir=ltr align=left> </DIV> <DIV dir=ltr align=left>And how about "can this mode be used for moving people and for goods?"</DIV> <DIV dir=ltr align=left> </DIV> <DIV dir=ltr align=left>And how about "can this mode be easily scaled down as a result of wise land use / technological infrastructure that allows for reduction of trip lengths or elimination of trps altogether, i.e. is it mobility dominated or accessibility based?"</DIV> <DIV> </DIV> <DIV>Cheers,</DIV> <DIV>Sue</DIV> <DIV dir=ltr align=left> </DIV> <DIV class=OutlookMessageHeader lang=en-us dir=ltr align=left> <HR tabIndex=-1> From: Eric Britton [mailto:eric.britton@ecoplan.org] Sent: Thursday, August 10, 2006 8:16 AM To: Sustran-discuss@jca.apc.org; GlobalSouth@yahoogroups.com Cc: Susan Zielinski; Jan@Gehl.dk; roadnotes@freenet.de; SCHIPPER@wri.org Subject: Meanwhile: The rickshaw's last stand </DIV> <DIV></DIV> <DIV class=Section1> [If I may sneak a word in here, it strikes me that after all these years that here are the key issues that need to be sorted out for this or any other Global South Mobility issue:   <OL type=1> <LI class=MsoNormal style="COLOR: black">Does this mode provide useful mobility services? <LI class=MsoNormal style="COLOR: black">Is it affordable and available to poorer people? <LI class=MsoNormal style="COLOR: black">Is it putting an important economic strain on the community? <LI class=MsoNormal style="COLOR: black">Does it provide paid work for people who want to do it? <LI class=MsoNormal style="COLOR: black">If there is stuff that is wrong with it (long list here), and what point by point can be done to shorten and soften this list? <LI class=MsoNormal style="COLOR: black">Will an appropriately cleaned up version of it contribute to sustainable development and social justice – and a softer, safer and better city. <LI class=MsoNormal style="COLOR: black">If the mode is suppressed who wins and who loses?  And what is their economic bracket? </LI></OL>   It always strikes me that those who take up arms against these modes seem have no deep feeling for what is happening on the street and in these communities, and take to it an abstract deus ex machina attitude I am not sure that this is the stuff of good policy and democracy. Now on the Datta-Ray’s version of the story.]     Meanwhile: The rickshaw's last stand Sunanda K. Datta-Ray International Herald Tribune   WEDNESDAY, AUGUST 9, 2006 http://www.iht.com/bin/print_ipub.php?file=/articles/2006/08/09/opinion/edray.php     <A href="http://www.iht.com/cgi-bin/search.cgi?query=CALCUTTA&sort=swishrank">CALCUTTA</A> Calcutta's hand-drawn rickshaws - the last in the world - were granted a reprieve while elsewhere India's government clamped down on blogs and Internet cafes to prevent cyber attacks. That's India's diversity for you. The rickshaw has been dying a long time. The last license was issued in 1945. A bill to abolish the humble vehicle - its name derived from the Japanese jinrikisha (jin, human; riki, force; sha, vehicle - "human-powered vehicle") - was introduced last year in the West Bengal legislature but has been sent to a select committee for further discussion. This dithering highlights a major difference between China and India. Mao abolished rickshaws in one sweep, but Indian politicians, trade union leaders and nongovernmental organizations have been arguing all these years that a ban would deprive thousands of poor laborers of their only means of livelihood. Rickshaws are cheap, safe and clean, unlike Calcutta buses belching black clouds of diesel fumes. The opposing argument is that rickshaws violate the dignity of man. The puller sweats it out in unbearably hot temperatures or wades through flooded streets for a pittance. It's back- breaking work, and tuberculosis is an occupational hazard for pullers who often live on the pavement, scrimping and saving to send a few cents home. Other forces are also at work. Calcutta had only 6,000 licensed rickshaws in the 1990s when more than 30,000 plied the streets. If you looked at the license plates of many vehicles, you saw only squiggles instead of numbers. If you were trundling along in one - which I wouldn't for love or money - and your journey lay past a police station, the rickshaw puller flatly refused to take you. Illegal rickshaws weren't quite rogue operators. They were owned by influential citizens, including policemen, who rented them to the pullers for a few rupees per shift. If caught, it was the poor puller who was fined. One often saw rows of rickshaws - the ones that didn't get away - lined up outside police stations. Hand-pulled at first, then cycle driven, rickshaws have been used at one time or another in Tokyo, Kyoto, Hong Kong, Dhaka and most Southeast Asian cities. They first became popular in Japan in the late 19th century, the early Meiji period, replacing horse- drawn palanquins. Men were faster and cheaper than horses. India's rickshaws appeared first in Simla, where British viceroys escaped the summer heat. The elite had their own vehicles with liveried pullers, and observed strict protocol. The young Maharani of Kapurthala was reprimanded for bowling away in her rickshaw from the theater before a British burra memsahib could summon hers. Calcutta's flourishing Chinese traders originally used rickshaws to transport goods; in 1914 they applied for permission to carry passengers as well. Soon, pulling a rickshaw became a peasant's first job on migrating to the city. Many stayed with it for life. In Roland Joffe's 1992 film "City of Joy," based on Dominique Lapierre's eponymous novel, the Indian actor Om Puri, playing a hard-pressed rickshaw puller who hasn't abandoned hope, encounters an American doctor, played by Patrick Swayze, fleeing the West with no hope at all. West Bengal's governing Marxists are moving cautiously. First, several major Calcutta streets were closed to rickshaw traffic. Then, more than 12,000 rickshaws were seized and destroyed. The policy of not renewing licenses has brought down the number to 1,800. The West Bengal chief minister, Buddhdeb Bhattacharjee, promises a total ban next year. There are many theories about the rickshaw's origins. Three Americans - a Massachusetts blacksmith, a Baptist minister and a missionary in Yokohama whose invalid wife needed to get about - have been credited with the invention. So has an Englishman known as "Public-spirited Smith." The Japanese say it was the work of three Japanese whom the Tokyo authorities permitted to build and sell rickshaws, providing one of them put his stamp on every license to operate a rickshaw. Indians are not in the picture. But Calcutta is the rickshaw's last stand; and a monsoon outbreak may have contributed to the last minute reprieve. Only rickshaws can brave the city's flooded streets in which cars and buses are regularly stalled. Sunanda K. Datta-Ray is former Editor of The Statesman newspaper in Indian.  </DIV></BODY></HTML>