From pendakur at unixg.ubc.ca Mon Jun 2 07:47:53 1997 From: pendakur at unixg.ubc.ca (Setty Pendakur) Date: Sun, 1 Jun 1997 15:47:53 -0700 (PDT) Subject: [sustran] Non-Motorised Transport and Related Issues In-Reply-To: <199705311124.TAA09289@epic1.epic.net> Message-ID: I am quite surprised at Ramon's reply to my info peice on TRB Committee. So what next? TRB is a technical organisation of researchers and professionals. The conferecnes are attended by those who wish to learn and those wish to meet other professionals. This is not limited to consulatants or professors or advocacy perosns or to any other particular group of people. I thought the discussion group would provide ideas and soultions to some our the serious questions we need to tackle. Any program ideas, paper or research constructs, on-going technical work, or referrals to people doing useful NMT work will be very helpful to us in developing a program of for the next three years. Ideas, research findings, research methods and country and regional studies, contacts with people conducting these studies will be a very productive beginning. If this is primarily to vent frustrations, then we are going backwards. Best wishes. Setty. ---------------------------------------------------------------------- Professor V. Setty Pendakur School of Community and Regional Planning University of British Columbia Vancouver, BC V6T 1Z2 voice: (604) 822-3394 fax: (604) 822-3787 home: (604) 263-3576 email: pendakur@unixg.ubc.ca --------------------------------------------------------------------- On Sat, 31 May 1997, Ramon Fernan III wrote: > It's great to have developed country consultants and "experts" getting > together about developing country NMT-related issues. We can then hope that > this filters down to developing country people, eventually, if only to > correct the motor vehicle biases that our technical people got while > attending Western academic institutions. What, in ten years or so. Unless > there is possibility of transferring the technology more quickly? We get > this impression that our government bureaucrats believe that NMTs are both > technically unfeasible, economically unviable, and socially unacceptable > even if they condescendingly nod our way when we advocate NMT. > > Ramon Fernan III > CYCLING ADVOCATES (CYCAD) > 1563 Pasaje Rosario > Paco 1007 Manila > Philippines > Tel./Fax +63 2 523-0106 [NEW NUMBER] > > > From barter at central.murdoch.edu.au Mon Jun 2 13:14:49 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Mon, 2 Jun 1997 12:14:49 +0800 Subject: [sustran] Transportation demand management (TDM) Message-ID: Dear Sustran-discuss friends, You may be interested in the posting below which is about Transport Demand Management (TDM) and is from the alt-transp list. Todd Litman was replying to a request from Taiichi Inoue for North American urban examples of TDM. More details are available on the web site given at the end. It has already been mentioned a number of times on this list that trying to cater to the full potential level of demand for private motorised transport will be both impossible and enormously destructive in most cities. So restraining demand and making alternatives very attractive will be essential almost everywhere. The question is "how" not "if". I agree with his comment, "To be most effective you want a comprehensive plan that implements a full range of mutually-supportive TDM measures." It is unfortunate that sometimes cities implement just one or two measures, and if they don't see much benefit or if they face some opposition, then they often get discouraged and dismiss further TDM suggestions. Paul. > >From: litman@IslandNet.com (Todd Litman) >Date: Thu, 29 May 1997 07:06:25 -0700 (PDT) >Subject: Re: TDM in urban area > > Taiichi Inoue asked: > >>I want to know a good trial of TDM applications in urban area. > >A number of North American cities are implementing some TDM programs, but >none is being very comprehensive about it. Southern California and the Puget >Sound Region have had employer commute trip reduction programs for a few >years, but since these do not have strong incentives and commuting only >represents about 25% of all vehicle travel this has a relatively small >impact on total travel. A few cities are using other strategies, such as >parking management, transit promotion and bicycle facility improvements, but >these are not comprehensive. > >A few comments about TDM: > >TDM includes a wide range of strategies. All too often people focus on just >a few and ignore the rest. For example, some people are excited about >pricing. Others are interested in telecommuting. Others in parking >management, land use management, transit service improvements, or pedestrian >and bicycling facility improvements. A good TDM planning process must start >with the widest possible range of options and not narrow them too quickly. >In most cases, you want a little of everything at least somewhere in each city. > >TDM planning must be comprehensive. Some measures are not very effective by >themselves but support other strategies. For example, Guaranteed Ride Home >programs (giving employees who rideshare or ride transit a free ride home >for occasional emergencies) increases the effectiveness of other strategies. >Similarly, pedestrian improvements around employment centers appears to >increase the effectiveness of other TDM measures. As many people put it, you >need both carrots (positive incentives) and sticks (negative incentives). To >be most effective you want a comprehensive plan that implements a full range >of mutually-supportive TDM measures. > >Different TDM measures have different time lines. Some of the most effective >measures, such as land use planning that reduces trip distances, are long >term solutions. Their effect may be large, but it will take decades to fully >implement. Other strategies, such as road pricing, are medium term. A few >(such as commute trip reduction programs) are relatively short term. It's >important to emphasize that it may take many years to put all of the TDM >measures into place. > >TDM can offer significant benefits compared with the costs of increased >automobile travel. > >For more information see our report "Guide to Calculating TDM Benefits" and >the "Potential Transportation Demand Management Programs and Measures" >posted at our website. > > >Sincerely, > >Todd Litman, Director >Victoria Transport Policy Institute >"Efficiency - Equity - Clarity" >1250 Rudlin Street >Victoria, BC, V8V 3R7, Canada >Phone & Fax: (250) 360-1560 >E-mail: litman@islandnet.com >Website: http://www.islandnet.com/~litman A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From t.rye at napier.ac.uk Mon Jun 2 21:46:19 1997 From: t.rye at napier.ac.uk (Tom Rye) Date: Mon, 02 Jun 1997 12:46:19 gmt Subject: [sustran] Transportation demand management (TDM) Message-ID: <9705028652.AA865281389@ccmailgate.napier.ac.uk> Further on this issue: In the UK the best example of TDM is Heathrow Airport. Contact John Lamb, British Airports Authority, on + 44 181 745 2681 In the Netherlands there are several examples, including the Port of Rotterdam. Contact Hans Kok, Chairman of National BVV (ETC) forum Shell, postbus 3000, 3190 GA, Hoogvliet, Rotterdam , tel 31 10 474 5993. Mandatory employer TDM at the region-wide level in Southern California was abandoned in December 1995 due to pressure from disgruntled businesses. For more information visit http://www.aqmd.gov Best wishes Tom Rye Napier University, Scotland ______________________________ Reply Separator _________________________________ Subject: [sustran] Transportation demand management (TDM) Author: sustran-discuss@jca.ax.apc.org at internet-gateway Date: 02/06/97 05:55 Dear Sustran-discuss friends, You may be interested in the posting below which is about Transport Demand Management (TDM) and is from the alt-transp list. Todd Litman was replying to a request from Taiichi Inoue for North American urban examples of TDM. More details are available on the web site given at the end. It has already been mentioned a number of times on this list that trying to cater to the full potential level of demand for private motorised transport will be both impossible and enormously destructive in most cities. So restraining demand and making alternatives very attractive will be essential almost everywhere. The question is "how" not "if". I agree with his comment, "To be most effective you want a comprehensive plan that implements a full range of mutually-supportive TDM measures." It is unfortunate that sometimes cities implement just one or two measures, and if they don't see much benefit or if they face some opposition, then they often get discouraged and dismiss further TDM suggestions. Paul. > >From: litman@IslandNet.com (Todd Litman) >Date: Thu, 29 May 1997 07:06:25 -0700 (PDT) >Subject: Re: TDM in urban area > > Taiichi Inoue asked: > >>I want to know a good trial of TDM applications in urban area. > >A number of North American cities are implementing some TDM programs, but >none is being very comprehensive about it. Southern California and the Puget >Sound Region have had employer commute trip reduction programs for a few >years, but since these do not have strong incentives and commuting only >represents about 25% of all vehicle travel this has a relatively small >impact on total travel. A few cities are using other strategies, such as >parking management, transit promotion and bicycle facility improvements, but >these are not comprehensive. > >A few comments about TDM: > >TDM includes a wide range of strategies. All too often people focus on just >a few and ignore the rest. For example, some people are excited about >pricing. Others are interested in telecommuting. Others in parking >management, land use management, transit service improvements, or pedestrian >and bicycling facility improvements. A good TDM planning process must start >with the widest possible range of options and not narrow them too quickly. >In most cases, you want a little of everything at least somewhere in each city. > >TDM planning must be comprehensive. Some measures are not very effective by >themselves but support other strategies. For example, Guaranteed Ride Home >programs (giving employees who rideshare or ride transit a free ride home >for occasional emergencies) increases the effectiveness of other strategies. >Similarly, pedestrian improvements around employment centers appears to >increase the effectiveness of other TDM measures. As many people put it, you >need both carrots (positive incentives) and sticks (negative incentives). To >be most effective you want a comprehensive plan that implements a full range >of mutually-supportive TDM measures. > >Different TDM measures have different time lines. Some of the most effective >measures, such as land use planning that reduces trip distances, are long >term solutions. Their effect may be large, but it will take decades to fully >implement. Other strategies, such as road pricing, are medium term. A few >(such as commute trip reduction programs) are relatively short term. It's >important to emphasize that it may take many years to put all of the TDM >measures into place. > >TDM can offer significant benefits compared with the costs of increased >automobile travel. > >For more information see our report "Guide to Calculating TDM Benefits" and >the "Potential Transportation Demand Management Programs and Measures" >posted at our website. > > >Sincerely, > >Todd Litman, Director >Victoria Transport Policy Institute >"Efficiency - Equity - Clarity" >1250 Rudlin Street >Victoria, BC, V8V 3R7, Canada >Phone & Fax: (250) 360-1560 >E-mail: litman@islandnet.com >Website: http://www.islandnet.com/~litman A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From j.whitelegg at lancaster.ac.uk Mon Jun 2 21:22:31 1997 From: j.whitelegg at lancaster.ac.uk (JOHN WHITELEGG) Date: Mon, 2 Jun 1997 13:22:31 +0100 (BST) Subject: [sustran] Transportation demand management (TDM) In-Reply-To: <9705028652.AA865281389@ccmailgate.napier.ac.uk> from "Tom Rye" at Jun 2, 97 12:46:19 pm Message-ID: <199706021222.NAA22269@unixc.lancs.ac.uk> Dear Tom Rye, Tod Litman and TDM fans, Tke care with the BAA example at Heathrow. The ambitious plans for more public transport at Heathrow are part of a wider strategy to gain acceptance for the new Terminal (T5) at Heathrow. This new Terminal will add 30 million passengers per annum to the existing 54 mppa at Heathrow with enormously damaging consequences for the surrounding areas and global climate. Also it is a wise move to get information on car parking policies at any TDM. Heathrow will increase its car parking spaces to cope with T5. Any TDM startegy assocaited with an incresae in car parking spaces is seriously falwed and more influenced by public realtions than by traffic/enviornmental objectives. best wishes John Whitelegg From dharm at trec.ce.gatech.edu Tue Jun 3 17:29:46 1997 From: dharm at trec.ce.gatech.edu (Dharm Guruswamy) Date: Tue, 3 Jun 1997 04:29:46 -0400 (EDT) Subject: [sustran] Transportation demand management (TDM) In-Reply-To: <9705028652.AA865281389@ccmailgate.napier.ac.uk> Message-ID: On Mon, 2 Jun 1997, Tom Rye wrote: > Further on this issue: > > In the UK the best example of TDM is Heathrow Airport. Contact John > Lamb, British Airports Authority, on + 44 181 745 2681 > > In the Netherlands there are several examples, including the Port of > Rotterdam. Contact Hans Kok, Chairman of National BVV (ETC) forum > Shell, postbus 3000, 3190 GA, Hoogvliet, Rotterdam , tel 31 10 474 > 5993. For a very successful example of encouraging PASSENGERS to take alternative modes of transport look at San Fransisco International Airport. They achieve a very good modal split without a rail connection thank's to one of the most elaborate and well organized network of airport shuttles in the United States. The shuttles require no subsidy and make a profit to boot (the fact that parking at SFO is horrendously expensive helps!). --- Dharm Guruswamy - 3rd year grad. student, City Planning & Civil Engineering snail mail: 960 Atlantic Drive NW, Atlanta, GA 30318 phone/fax: HOME (404) 685-3294 WORK (404) 894-6402 internet:dharm@trec.ce.gatech.edu | URL: http://www.prism.gatech.edu/~dg63 From barter at central.murdoch.edu.au Tue Jun 3 18:52:15 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Tue, 3 Jun 1997 17:52:15 +0800 Subject: [sustran] Re[2]: Transportation demand management at Heathrow Airport Message-ID: For some reason the majordomo software intercepted this one. So I am reposting it. Paul Barter. Date: Tue, 03 Jun 97 10:01:29 gmt From: "Tom Rye" Message-Id: <9705038653.AA865357905@ccmailgate.napier.ac.uk> To: sustran-discuss@jca.ax.apc.org Subject: Re[2]: Transportation demand management at Heathrow Airport Dear John Whitelegg I agree wholeheartedly with what you say about BAA, car parking and T5. Certainly, if there was a strategy in place to limit the demand for un-sustainable air transport then there would be much less need to worry about surface public transport access for passengers and staff. Also, I think it's unlikely that BAA would be quite as enthusiastic about TDM if they didn't have image problems associated with traffic impact, in particular in relation to the proposed new terminal. However they are nonetheless a good example of TDM, in that in the main I think it is those employers who have some non-altruistic motivation for TDM who tend to be the most active in its implementation. Best wishes Tom Rye ______________________________ Reply Separator _________________________________ Subject: Re: [sustran] Transportation demand management (TDM) Author: sustran-discuss@jca.ax.apc.org at internet-gateway Date: 02/06/97 17:20 Dear Tom Rye, Tod Litman and TDM fans, Tke care with the BAA example at Heathrow. The ambitious plans for more public transport at Heathrow are part of a wider strategy to gain acceptance for the new Terminal (T5) at Heathrow. This new Terminal will add 30 million passengers per annum to the existing 54 mppa at Heathrow with enormously damaging consequences for the surrounding areas and global climate. Also it is a wise move to get information on car parking policies at any TDM. Heathrow will increase its car parking spaces to cope with T5. Any TDM startegy assocaited with an incresae in car parking spaces is seriously falwed and more influenced by public realtions than by traffic/enviornmental objectives. best wishes John Whitelegg From cycad at epic.net Tue Jun 3 23:47:06 1997 From: cycad at epic.net (Ramon Fernan III) Date: Tue, 3 Jun 1997 22:47:06 +0800 (GMT+0800) Subject: [sustran] Non-Motorised Transport and Related Issues Message-ID: <199706031447.WAA03988@epic1.epic.net> Setty Pendakur wrote: >I am quite surprised at Ramon's reply to my info peice on TRB Committee. >So what next? TRB is a technical organisation of researchers and >professionals. The conferecnes are attended by those who wish to learn >and those wish to meet other professionals. This is not limited to >consulatants or professors or advocacy perosns or to any other particular >group of people. >I thought the discussion group would provide ideas and soultions to some >our the serious questions we need to tackle. Any program ideas, paper or >research constructs, on-going technical work, or referrals to people doing >useful NMT work will be very helpful to us in developing a program of for >the next three years. Ideas, research findings, research methods and >country and regional studies, contacts with people conducting these >studies will be a very productive beginning. >If this is primarily to vent frustrations, then we are going backwards. Whoever said that e-mail discussion lists mostly involved someone calling someone else a name and the latter replying in the same manner ad infinitum was probably right. Be that as it may, I daresay I wasn't surprised by the reply. If no one else finds developed country experts (mostly since people in developing countries probably find it financially difficult to travel esp. to the USA) talking about developing country problems ironic, well. . . I think it perpetuates the same kind of thinking and attitude prevalent in the development field in the sixties and seventies (yes, I'm old enough to have remembered those) where rich country development experts "dictated" solutions to poor countries. Yes, definitely I think we should try and move on. Ramon From qcc at peg.apc.org Wed Jun 4 11:35:19 1997 From: qcc at peg.apc.org (Queensland Conservation Council) Date: Wed, 04 Jun 1997 11:35:19 Subject: [sustran] Transportation demand management (TDM) In-Reply-To: Message-ID: <3.0.1.16.19970604113519.2c273e08@pop.peg.apc.org> Paul - I'm pleased the discussion group has started so well. At present, I don;t have time to read and digest, do I've been reposting the messages to Robyn Davies, an active member of our Smogbusters group. Is it possible to note her address in place of qcc's for the time being so messages go direct to her?? I am still here and happy to corresponde, but just haven't the time for research. Robyn is at radavies@plato.ens.gu.edu.au cheers ********************************************** * James Whelan * * Smogbusters Project Officer * * Queensland Conservation Council * * PO Box 12046 Elizabeth St PO * * Brisbane QLD 4002 * * ph 07 3221 0188 fax 07 3229 7992 * * http://www.peg.apc.org/~qcc * ********************************************** From barter at central.murdoch.edu.au Wed Jun 4 12:12:58 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Wed, 4 Jun 1997 11:12:58 +0800 Subject: [sustran] Non-Motorised Transport and Related Issues Message-ID: Ramon Fernan wrote, in response to the mention of forthcoming "South cycling studies": >South realities: >1. Would love to get them so we can learn from the studies (including that >new book ... forgot the title). >2. Don't have the money to do so. >Just a reality check. This raises an important issue for those in lower income countries trying to gain access to the latest information. The internet is now one way but it can't replace the need for journals and green transport documents on paper. There is a great need for discounts for developing country subscribers. I know that some relevant publications ARE offered very cheaply or free to South organisations. An example is the NY-based, Institute for Transportation and Development Policy and their useful magazine, "Sustainable Transport". Obviously much more needs to be done to get good information to where it is most needed. SUSTRAN has been making a start on this and hopes to do much more. Suggestions welcome. Ramon Fernan wrote, about the TRB committee invitation from V. Setty Pendakur: >It's great to have developed country consultants and "experts" getting >together about developing country NMT-related issues. Ramon also wrote, later: >If no one else >finds developed country experts (mostly since people in developing countries >probably find it financially difficult to travel esp. to the USA) talking >about developing country problems ironic, well. . . By the way, my impression (perhaps wrong?) of the "Standing Committee on Non-Motorised Transport and Related Issues in Developing Countries" at the Washington Transportation Research Board (TRB) meetings is that it involves a good number of developing country (or at least non-western) people too. I suspect many students from the South who are studying in the US may also attend. So it is not totally illogical to have such an event in Washington... although I see your point that it might seem a little ironic :-) There is no getting around these north-south issues I guess. But nevertheless, the TRB meeting is a very big and influential meeting and I for one am very pleased that they now have a small part of it devoted to issues in the parts of the world where most people live. >We can then hope that >this filters down to developing country people, eventually, if only to >correct the motor vehicle biases that our technical people got while >attending Western academic institutions. What, in ten years or so. Unless >there is possibility of transferring the technology more quickly? We get >this impression that our government bureaucrats believe that NMTs are both >technically unfeasible, economically unviable, and socially unacceptable >even if they condescendingly nod our way when we advocate NMT. My imppression is that TRB is very influential and the proceedings are very widely disseminated. So having progressive developing country issues discussed there may well be one of the fastest ways to get such ideas to the top professionals in many countries?? (I could be wrong). But Ramon raises an important issue that we should think about. If we want to encourage a shift in thinking on non-motorised transport and other sustainable transport ideas among the decision makers in Asia and the Pacific what approaches and what media should we be using to be most effective? One good example might be the posting by Jaap Rijnsburger on 28/5/97. It was about the South Cycling studies, by local researchers in Nicaragua, Peru, Ghana, India and China), which were initiated and coordinated by the NGO Interface for Cycling Expertise (I-ce) and which seems to be one very very useful approach.... At first glance it looks like a good blend of using northern monetary resources, disseminating Dutch cycling expertise, and fostering local researchers and bicycle advocates all at the same time. I am very interested to hear what comes out of the meeting this week in Guangzhou. A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From dharm at trec.ce.gatech.edu Wed Jun 4 13:27:23 1997 From: dharm at trec.ce.gatech.edu (Dharm Guruswamy) Date: Wed, 4 Jun 1997 00:27:23 -0400 (EDT) Subject: [sustran] Non-Motorised Transport and Related Issues In-Reply-To: Message-ID: On Wed, 4 Jun 1997, Paul Barter wrote: > By the way, my impression (perhaps wrong?) of the "Standing Committee on > Non-Motorised Transport and Related Issues in Developing Countries" at the > Washington Transportation Research Board (TRB) meetings is that it involves > a good number of developing country (or at least non-western) people too. I That is a very astute observation and Dr. Pendakur was asking for a exception to a TRB rule that limits the number of foreign members on a individual committee. > My imppression is that TRB is very influential and the proceedings are very > widely disseminated. So having progressive developing country issues > discussed there may well be one of the fastest ways to get such ideas to > the top professionals in many countries?? (I could be wrong). But Ramon Again a very astute observation. TRB is held annually in Washington every January and virtually everybody in the transportation research community that can afford to makes the pilgrammage at least every couple of years (if you are in the US you go every year). The fact about proceedings is a VERY important fact, because under Setty's leadership the Task Force that was the predessor to the committee produced more Transportation Research Records (TRR's) than the bicycle and pedestrian committee's did combined. TRR is widely available and each individual article is cataloged by the Institute for Transportation Studies at UC-Berkeley so people searching on OCLC's Worldcat database or UC-Berkeley's catalog's over the internet can find information about a topic contained in a TRR article. TRB is moving towards improving dissemination and last year they produced a CD-ROM with all the TRR's which they mailed free of charge to all conference attendees. This year they plan to distribute a CD-ROM with all pre-prints which is fabulous. These CD-ROM's are available to the general public at a reasonable charge and this should make access to those in developing countries more affordable. --- Dharm Guruswamy - 3rd year grad. student, City Planning & Civil Engineering snail mail: 960 Atlantic Drive NW, Atlanta, GA 30318 phone/fax: HOME (404) 685-3294 WORK (404) 894-6402 internet:dharm@trec.ce.gatech.edu | URL: http://www.prism.gatech.edu/~dg63 From RVerzola at phil.gn.apc.org Wed Jun 4 02:27:10 1997 From: RVerzola at phil.gn.apc.org (RVerzola) Date: Tue, 03 Jun 1997 09:27:10 -0800 Subject: [sustran] Parking and transport issues Message-ID: <92d_9706041537@phil.gn.apc.org> I picked up this interesting item from our local news. -- Obet Traffic problems? Scrap parking facilities ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ KUALA LUMPUR, Malaysia (AFP)-The Malaysian government, searching for ways to ease worsening traffic in the capital, will allow building operators to reduce or scrap parking bays to force motorists to take public transport. The New Straits Times said the other day that cabinet decided on the move as a sign of the government's seriousness in promoting public transport, es specially the new light rail transit system. New buildings would no longer be required to allocate parking spaces, while existing buildings would be allowed to reduce their parking bays. Kuala Lumpur's traffic woes are already being compared to Bangkok's legendary gridlock. Malaysia's nearly decade-long economic boom and successful car manufacturing program have led to an explosion in auto ownership here. Transport Minister Ling Liong Sik said the policy of allowing building operators to reduce or abolish parking slots would be implemented next year or early 1999 depending on the progress of alternative transport projects. "Even now it is gradually being implemented and ongoing building projects have had their parking spaces cut down," Ling was quoted as saying. The decision to make it tougher for motorists to find parking space was made after Prime Minister Mahathir Mohamad called for the speedy construction of major infrastructure projects when he inaugurated the new Kuala Lumpur central train station on Tuesday. Until the policy reversal, Malaysian authorities made it mandatory for buildings to have sufficient parking space or face hefty fines. Line said parking rates in the city may also be raised, and street parking could eventually be phased out to allow the widening of the capital's arteries, the report said. Motor vehicle sales in Malaysia surged 27.6 percent year-onyear to a record 364,788 units in 1996. The country's Japanese-derived "national car," the Proton, led sales with 176,100 units. From ob110ob at IDT.NET Thu Jun 5 21:31:38 1997 From: ob110ob at IDT.NET (Moses Burnett) Date: Thu, 05 Jun 1997 05:31:38 -0700 Subject: [sustran] Non-Motorised Transport and Related Issues References: Message-ID: <3396B1AA.1EA7@idt.net> Paul Barter wrote: > > Ramon Fernan wrote, in response to the mention of forthcoming "South > cycling studies": > >South realities: [...] The issues addressed in this post, if subtly, indicate that much work off net needs to be done in these developing countries. The problems that we have most to fear is that motorized transport will be popularized via the affluence angle and embelished/glamourized and wrapped into to the social structure. Where once embeded it will be as difficult to remove there as it is in the western cultures. What I see that can be done in the short term is, that people in these areas should copy and print information about industrialized nations car reduction efforts as well as the problems we are facing in doing so, and post them on local bulliten boards so that a process of spreading a view of the other side of the coin can start as early as possible. Obwon From ob110ob at IDT.NET Thu Jun 5 22:04:55 1997 From: ob110ob at IDT.NET (Moses Burnett) Date: Thu, 05 Jun 1997 06:04:55 -0700 Subject: [sustran] Parking and transport issues References: <92d_9706041537@phil.gn.apc.org> Message-ID: <3396B976.4DC9@idt.net> RVerzola wrote: > > I picked up this interesting item from our local news. -- Obet > > Traffic problems? Scrap parking facilities > ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ >[...] This is very good news, excepting only that it leaves quite some distances to be covered after public transport is left. Often from the station to the destination can be hundreds of yards. What does one do if they have a handicapped travel partner or packages? I'd suggest that pedicars and pedicabs be available for use over these short distances. You could simply get off the train and select the vehicle of choice! Either a pedicar to take your handicapped travel partner along, or a four seater so the group can stay together. If the wheather is hot and you have grooming concerns then hire a pedicab. Either way you get the benefits of door to door transport and you don't have to struggle with a load of packages. Obwon From wross at central.murdoch.edu.au Fri Jun 6 10:37:16 1997 From: wross at central.murdoch.edu.au (William Ross) Date: Fri, 6 Jun 1997 09:37:16 +0800 Subject: [sustran] EPA urban transport policy Message-ID: Dear friends of sustainable transport I have just spent a couple of hours searching environmental protection agency sites on the internet for any information they may have in the area of environmental policy on urban transport. I am quite surprised that I have found nothing. Any policy I do find is from the transport departments. However, I am a novice on the internet and may be missing something really obvious. In this regard, I would be very grateful if someone on this list could give me a clue as: - to where I might find something on environmental policy related to urban transport, - to someone I could perhaps email directly, - or any other information which may help me in this search. Thanks in anticipation William Ross Institute for Science & Technology Policy Murdoch University MURDOCH Western Australia 6150 Tel: (+61 8) 93 60 62 67 (w) (+61 8) 93 28 16 50 (h) Fax: (+61 8) 93 60 64 21 From j.whitelegg at lancaster.ac.uk Fri Jun 6 16:04:05 1997 From: j.whitelegg at lancaster.ac.uk (JOHN WHITELEGG) Date: Fri, 6 Jun 1997 08:04:05 +0100 (BST) Subject: [sustran] EPA urban transport policy In-Reply-To: from "William Ross" at Jun 6, 97 09:37:16 am Message-ID: <199706060704.IAA12989@unixc.lancs.ac.uk> Dear William Ross, Urban transport and the environment The internet is not the sum total of human experience. Go and have a cup of coffee with your two colleagues in the same university as yourself: Jeff Kenworthy and Peter Newman. very best wishes, John Whitelegg From barter at central.murdoch.edu.au Wed Jun 11 17:36:12 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Wed, 11 Jun 1997 16:36:12 +0800 Subject: [sustran] Parking and transport issues Message-ID: Obet Verzola forwarded this item last week, > Traffic problems? Scrap parking facilities > ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ > > KUALA LUMPUR, Malaysia (AFP)-The Malaysian government, searching >for ways to ease worsening traffic in the capital, will allow building >operators to reduce or scrap parking bays to force motorists to take >public transport. > > The New Straits Times said the other day that cabinet decided on >the move as a sign of the government's seriousness in promoting public >transport, es specially the new light rail transit system. > > New buildings would no longer be required to allocate parking >spaces, while existing buildings would be allowed to reduce their >parking bays. This announcement which was made a few weeks ago was very encouraging to me. Incidentally, it was preceded by an announcement on bicycle networks for all new residential areas. Unfortunately, the transport minister, Dr Ling, (who is a rather large man) has since been the butt of some unkind cartoonists' jibes...mostly relating to the (apparently) humorous idea of Dr Ling on a bicycle. One cartoon showed Dr Ling arriving at Parliament house only to find the Prime Minister busily painting out his parking space and replacing it with a small bicycle-sized space. ;-) Unfortunately Malaysian politicians are not famous for their senses of humour, so I hope these jokes don't deter the Malaysian government from its new enthusiasm for sustainable transport. Back onto parking, this proposed change in Kuala Lumpur is an example of a growing global trend to replace zoned parking MINIMUM limits with MAXIMUM limits. Singapore has such a system I believe, as do many European cities. It would be useful if anyone out there could give some practical advice (or good references) on any important lessons which have been learned from previous experience with introducing this particular measure. It would be useful to know if there are pitfalls involved and how to avoid them. By the way, this very topic is currently being debated (heatedly) on the alt-transp list. The point has been made there that most real estate developers and businesses would actually be very happy to not be forced to provide a large amount of parking space, provided that they can be assured that their customers and employees have other viable options for accessing their site. A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From barter at central.murdoch.edu.au Sun Jun 15 23:48:50 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Sun, 15 Jun 1997 22:48:50 +0800 Subject: [sustran] Another study says more roads = more traffic Message-ID: Dear SUSTRAN friends, I thought the following from STPP's bulletin may interest you. The study looked at the situation in the USA. >================================ >TRANSFER >June 13, 1997 >VOLUME 3, ISSUE 22 >Electronic Edition >================================ ...stuff cut.... > > >New Study Finds More Roads Cause More Traffic > >A recent study published in Transportation Research A (Vol. 31, >No. 3) finds that increasing roadway capacity generates more >new traffic than previously thought. The authors, Mark Hansen >and Yuanlin Huang, find that 60-90% of increased urban >highway capacity is filled with trips that would not have >otherwise occurred within five years of a project's completion. >The study adds to a growing body of evidence that challenges >how much widening and building new roads helps to mitigate >traffic congestion. > >The study's values are significantly higher than previous >analyses, as it focuses on urban areas in the last twenty years >rather than looking further back, when latent demand for travel >was lower. The generated traffic also means more pollution, >energy consumption, sprawl, and congestion in other areas. >While there is pressure for planners to consider the effects of >generated traffic, there is also considerable resistance, especially >at the project level. > >For more information on generated traffic contact Todd Litman at >250.360.1560, or via e-mail: litman@islandnet.com, or via the >web at http://www.islandnet.com/~litman. > >********************************************** ......stuff deleted ...... > >Transfer--STPP's weekly update--is written by Evan Manvel, >James Corless, and Roy Kienitz, with additional contributions >from STPP staff. If you are not currently subscribed, please >send us a note via e-mail to: "sjubar@transact.org." Be sure to >include your full mailing address and name of your organization, >phone and fax numbers. For general questions regarding stories >contact: "jcorless@transact.org" or write STPP, 1100 17th St. >NW, 10th floor, Washington DC 20036. > >The Surface Transportation Policy Project (STPP) is a non-profit, >public interest coalition of over 200 groups devoted to ensuring >that transportation policy and investments help conserve energy, >protect environmental and aesthetic quality, strengthen the >economy, promote social equity, and make communities more >livable. For more information about STPP visit our web site at >http://www.transact.org or call 202.466.2636. A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From ob110ob at IDT.NET Tue Jun 17 02:09:43 1997 From: ob110ob at IDT.NET (obwon) Date: Mon, 16 Jun 1997 10:09:43 -0700 Subject: [sustran] Another study says more roads = more traffic References: Message-ID: <33A57357.645E@idt.net> Paul Barter wrote: > > Dear SUSTRAN friends, I thought the following from STPP's bulletin may > interest you. The study looked at the situation in the USA. > > >================================ > >TRANSFER > >June 13, 1997 > >VOLUME 3, ISSUE 22 > >Electronic Edition > >================================ > ...stuff cut.... > > > > > >New Study Finds More Roads Cause More Traffic [...] -------------------------------------------------------- As the convienience of doing a thing rises the level of thought and planning falls. As the level of thought and planning fall it is likely that efficiency will fall as well. So it should come as little surprise that inefficiency in this arena translates into extra trips/travel. Some of which is merely repeated travel since little thought or planning was made before hand. When the matter of travel is more considerably difficult, the level of planning and thought rises. Under such beforehand considerations it is likely that the utility of any planned trip will be increased to approach it's maximum. Therefore travel and trips get cut. Ex. 1. I have to see Martha! She will be at the mall hairdresser at 4pm. 2. Go to the mall and see Marth at 4pm, return home. 3. Discover you're out of coffee. Back to the mall after 5. 4. Realize that you have to get kid from daycare, but the child seat is in the garage. 5. Back home to get child seat -- go off to pick up child. 6. Return home to monitor dinner, change childs clothes etc., until pick up hubby at station at 6pm. If the convienience of making these trips was lowered in someway, bad roads/routes slower speeds, congested roadways to name a few. Then planning would likely eliminate a few of these trips by forcing some thinking towards combining them. 1. Make sure child seat is in the car before leaving to see Martha. 2. Planning some shopping before leaving. 3. Bring along childs change of clothes. 4. Plan to eat out or perhaps introduce a brief delay of dinner. So that the plan would be to make one trip out and one trip back. Obwon From teatske at knoware.nl Tue Jun 17 03:36:04 1997 From: teatske at knoware.nl (Teatske de Jong) Date: Mon, 16 Jun 1997 20:36:04 +0200 Subject: [sustran] I-ce, Interactive training courses 1997 Message-ID: <33A58794.5760@knoware.nl> To all readers of Sustran-discuss, I am very happy to inform you about the I-ce Interactive Training Course 1997. We, Jaap Rijnsburger, Oliver Hatch, Roelof Wittink and Andr? Pettinga, thought you would surely be interested insuch an innovative an interesting training course on cycling an planning issues in The Netherlands in early september. They are scheduled so that interested people can participate and then travel to Barcelona in time for the start of the Velocity conference 1997. We would especially welcome your comments whether you can or cannot be a participant in this training, about your impresion about this type of training course and your ideas of other worthwhile subjects for such training courses. You can announce your participation by e--mail, but please send also a completed form by mail. On behalf of all I-ce members, Oliver Hatch, Jaap Rijnsburger, Roelof Wittink and Andre Pettinga, I hope to see you in september. Teatske de Jong ********************************************************* Two Interactive training courses in The Netherlands PROVIDING FOR CYCLING, a practical training course OLD TOWN NEW TOWN, a study-tour I-ce, Interface for Cycling Expertise now announces its 1997 training programme. Two courses will take place in The Netherlands in early september; PROVIDING FOR CYCLING, a practical training course and OLD TOWN NEW TOWN, a study-tour. The courses are scheduled so that interested people can participate in these courses and then travel to Barcelona in time for the start of the Velocity conference in 1997. Both the training courses are intended for those working in the transport field, and designed to have a direct benefit to the work of professionals in the field. They are planned to be very practical, interactive and teach an understanding of the subject that can be transferred to the home location. The lecturers are professionals in the field ofcycling issues and the wider transport sector, with many years of experience in theNetherlands as well as abroad. People involved in the transport world have heard about or have seen the Netherlands positive cycle-friendly policies and a wide range of cycling infrastructure. Delegates onthis I-ce training course will have the exiting opportunity to not only see the extensiverange of cycling provisions that exists in the Netherlands, but to do so as part of a structured and tutored course. To experience this completely, the sessions will take place both inside and out. Guest speakers and invitees from the cities to be visited will give a deeper understanding of all issues involved. An on-site design workshop at different junctions will challenge the skills by transferring policy and planning experience onto the streetcorner. The courses will be based in the very typical Dutch city of Utrecht. The city is at the heart of the country and has about 235.000 inhabitants. Its medieval centre with the unique canals and wharves makes this a beautiful setting. It is the central interchange of the Dutch railway system, and within half an hour by train you are in Amsterdam. The combination of the setting and the citys policies makes it an ideal location for practical purposes, but also to see how a representative municipality deals with transport and planning issues. PROVIDING FOR CYCLING, a practical training course. This course will address how cycling should be incorporated into all planning disciplines. The role of manuals will also be highlighted as well as going to see cycle facilities and traffic-calming in action. It will also challenge the participant to find answers to a real situation where cyclists need to be incorporated. The programme ? Tuesday 9th September Arrival of the participants and welcome reception in the evening ? Wednesday 10th September Seminars on local policy development and planning issues, designing from manuals, traffic calming provisions and a study-tour on bike. ? Thursday 11th September On-site design workshop and discussion of the process and the solutions ? Friday 12th September Seminar on public participation in planning, a studytour on parking facilities, evaluation and presentation of the outcome of the design workshop Who is in the team Andr? Pettinga (senior consultant, I-ce president) Wim Mulder (traffic engineer), Hans de Jong (public participation and road-safety), Boudewijn Bach (lecturer traffic calming), Arjan Zijlstra (enfb = Dutch Cyclists Association), Peter van der Sterren (trafficdepartment, municipality of Utrecht) OLD TOWN, NEW TOWN, a study- tour This course is meant for those who want to see how cycling is incorporated in everyday urban life in three Dutch cities. Amsterdam is an old city while Almere (in a large polder near Amsterdam) and Houten (near Utrecht) are the new towns to be visited. Thec ourse will be led by those with a good knowledge of the cities involved and their provisions for cycling. The course will be partly by bike and partly by coach. The coach tour will give also a good view on the differences in the Dutch landscape. The programme ? Sunday 7th September Arrival of the participants, welcome and informationpackage at the hotel lobby ? Monday 8th September By train to Amsterdam, bike tour in AmsterdamCentre (morning) and Amsterdam Docklands afternoon). ? Tuesday 9th September Coach tour with short walks in Almere (morning) and in Houten (afternoon). Who is in the team Joep Huffener (traffic department, city of Amsterdam), Paul Kurstjens (urban planner,city of Utrecht), Andr? Pettinga (senior consultant, I-ce president) ADMINISTRATIVE ARRANGEMENTS * Groups To ensure an efficient and rewarding experience there will be only two groups with a maximum of twelve participants each. The minimum of each group is 7. It is possible to register for both courses but it is not possible to register only for the OldTown New town, a study tour. * How to book A booking is accepted after receiving a completed and signed form, or a photocopy, per participant. A confirmation will be sent on receipt of this booking form. The payment of the total of fee has to be received before August 14th. A receipt will be sent after the receival of the payment. Joining instructions, a final programme and further information will be sent approximately two weeks before the event. If you want to know more about the contents of the course please do not hesitate to contact Oliver Hatch. For information on the practicalities you can contact Teatske deJong. * Attendance fee Providing for Cycling, a practical training course (PfC) FL2995,- Old town, New town, a study-tour (OtNt) FL1395,- Including for the OtNt are the guided tours, transport by train, bike and bus, coffee andtea, and an information package. Including for the PfC are the welcome reception, lectures and guided tours, coffee/tea,lunches on wednesday and friday, information package, designing materials, a bike during the course. VAT is not required. NB The fees do not include overnight accommodation or evening meals. The fee must be made payable in Dutch guilders to: Postbank Amsterdam, swiftcode ING-B NL 2A, accountnumber: 552868 of I-ce, Interface for Cycling Expertise, Gouda (please use abbreviation and full name). * Cancellation All cancellation and alterations to the booking must be received in writing. Cancellations received before August 22th will be refunded the full fee minus 20% administration and handling costs. Cancellation or non-arrival after this date will be liable for the full fee. * Accommodation I-ce has negotiated a favourable rate with Hotel Smits in the centre of Utrecht and where the training course will be held. The rate is FL182,- for double use and FL160,- for single use per room per night including breakfast and all taxes. This is to be payed during your stay. You can tick your choice on the booking form. Please do send it back to us as soon as possible but before August 1th to ensure your accomodation. Due to a big fair trade in Utrecht arranging hotel accomodation after this date will be very difficult. If you wish to share a room but you cannot find a sharing partner, please contact us, we will try to help. If you are staying at another place, please do give us the address, so we can keep in touch. * Safety Wearing a helmet is not required in the Netherlands. Because of the good provisions andincorporation of cycling into everyday traffic cycling is safe. If you do not feel secure without a helmet or other safety gear, do not hesitate to bring your own and wear it. Travel insurance is advisable. * Disclaimer I-ce reserves the right to alter the courses due to unforseen circumstances and to cancel if the courses are under-subscribed (the minimum is 7 participants). I-ce cannot be held liable for any pre-booked travel or hotel costs in the event of the courses not going ahead. ABOUT I-CE, INTERFACE FOR CYCLING EXPERTISE * I-ce wishes to encourage and facilitate the access to an the exchange of experience and expertise on cycling. This exchange of cycling experience between north-south and east-west is important in the development of cycling. * I-ce seeks to raise awareness of the sustainable aspects of cycling amongst all decision making individuals, organisations and institutes at all levels. * I-ce wants to promote the public debate on cycling and its promotion. * I-ce seeks to act as a professional Cycling Transfer Point. * I-ce aims to be an European Entry Point in the growing cycling network world-wide. * I-ce supports the safe integration of cycling with public transport and the other modes of transport in urban and rural situations. * I-ce also supports the promotion and development of cycling, both for daily use and recreational purposes. What are the services of I-ce? - consultancy for policy development, cycling plans, engineering and design, - developing and guidance of training programmes, workshops and conferences, - research and methodology development, - developing strategies for promotion and education campaigns on cycling, management of cycling projects at all stages, - networking worldwide, - and in the near future, a clearing house on cycling issues. I-ce is an initiative of Jaap Rijnsburger, Andr? Pettinga, Roelof Wittink and Oliver Hatch. ABOUT INFORMATION FOR THE TRAINING COURSES * For information on the practicalities Teatske de Jong, phone: 00.31.30.2720468 fax: 00.31.30.2710958, e-mail: teatske@knoware.nl * For information on the course contents Oliver Hatch, phone: 00.44.181.6 745 916 fax: 00.44.181.6 713 386, e-mail: oh@velo-city.org * Postal address and general information about I-ce I-ce, Interface for Cycling Expertise, P.O.Box 2476, 3500 GL Utrecht email: I-ce@cycling.nl BOOKING FORM Please complete in readible writing a seperate form for each participant. You can makephotocopies if you need more forms. It is wise to make a photocopy of the form to keep for your own adminsitration . First name: ................................................ Surname : ................................................. Address: ................................................... Postal Code: ............................................. Country: ................................................... Position: ................................................... Organisation: ............................................ Phone work: ............................................. Phone private: ..................................................... Fax: .......................................................... E-mail : ...................................................... I will attend 0 Providing for Cycling, a practical training course (PfC) and pay FL 2995,- 0 and Old town, New town, a study-tour (OtNt) and pay also FL 1395,- I will make the fee payable in Dutch guilders to: bank: Postbank Amsterdam, swiftcode: ING-B NL 2A, accountnumber 552868 name: I-ce, Interface for Cycling Expertise, Gouda (please use abbreviation and full name) I like to make a hotel booking for 0 4 nights 0 6 nights 0 a single room, rate FL160,-- per night 0 a double room (twin beds), rate FL 182,-- per night (To be payed during your stay. Accomodation is not guaranteed if booking is received after August 1th) 0 I wish to share the room with ...................................................... 0 I wish to share a room but do not have a sharing partner 0 I1m not staying at Hotel Smits but at (name).............................................................................................. (address).......................................................................................... 0 do you have dietary requirements: 0 no 0 yes .................................(short description) 0 I will travel to Barcelona on 0 saturday 0 sunday by 0 train 0 plane 0 bus What are your special interests in attending these courses? ........................................................................................................ ......................................................................................................... ......................................................................................................... Date: ...................... Signature of authorisation:................................. Please return this form to: I-ce, Interface for Cycling Expertise or fax it to: 00.31.30.2 710 958 t.o. Teatske de Jong, PfC/OtNtP.O.Box 2476 3500 GL Utrecht From barter at central.murdoch.edu.au Tue Jun 17 11:41:53 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Tue, 17 Jun 1997 10:41:53 +0800 Subject: [sustran] noise in Bangkok Message-ID: The June 16, 1997 on-line edition of the Bangkok Post has an interesting item on noise pollution in Bangkok. Here are a few excerpts: "Driven mad by noise" by Marie Lamboray There's no escaping the roar of traffic but sound barriers are helping to reduce its impact. Do you feel stressed, easily irritated and tired? Is your work productivity declining? Believe it or not, noise may be the culprit? ..... Ura Siranoot, 17, arrived in Bangkok three months ago from Surin province. She spends practically all her time under the expressway in Klong Toey, working in a bicycle shop and sleeping in a small room in the slum community. "This is so different from where I lived," she says. The noise is "awful", she says, especially at her workplace where she has to endure noise from three sources - the main road, the train, and the expressway. It is so bad her ears hurt. So she tries to escape "by listening to music with my walkman." But noise on highways or expressways can be reduced with noise barriers. Some of them can be seen along some sections of the Bangkok expressway system. Most areas on the first stage of the expressway has been left unprotected, however. Sonthi Kochawat of the Office of Environmental Planning and Policy (OEPP) explains that this is because when the Expressway and Rapid Transit Authority of Thailand (ETA) constructed the first stage, the 1992 Environment Act was not in effect. The act has a provision on noise pollution. In the second stage, however, the Bangkok Expressway Public Company Limited (BECL) installed three kilometres of noise barriers, giving priority to high-density residential areas, temples, and schools. A reason why more noise barriers were not installed is they are expensive. The least expensive barriers have reflective or dispersive surfaces which help reduce noise by 15 to and 20 decibels (dB). Absorbent barriers are most effective, reducing noise by 30 dB. Their diamond shaped lattice screen absorbs the traffic noise. They are indispensable in high-rise building areas. ..... Barriers found along the Bangkok expressways are dispersive type which an expert says is not appropriate in an urban environment. According to Lim Siak Piang, supervisor of the Acoustic Laboratory at the National University of Singapore, these barriers reflected noise upward, toward nearby buildings. Mr Sonthi, who heads the monitoring section of the Environment Impact Evaluation Division, explains that two standards are used to control noise pollution on the expressway - the hearing loss standard or the annoyance standard. When the noise level exceeds these standards, the expressway construction companies have to install noise barriers. The hearing loss standard is 70 dB. All of the 14 monitoring stations installed by the OEPP on the Bangkok Expressway System record noise levels higher than 70dB. ........ In buildings located next to Expressway, floor levels higher than the expressway receive direct traffic noise magnified by reflected or dispersed noise from the barriers. Tall barriers could minimise the problem, says an expert. Dr Kohei Yamamoto, director of the Kobayashi Institute of Physical Research in Tokyo, says the efficiency of noise barriers increases as the barrier's height increases. In Japan, extremely tall barriers have been built along expressways. However, he says they cause secondary problems of poor sunshine or television broadcast reception. Researchers are studying how to build low barriers with high efficiency for noise reduction. To protect their business against traffic noise, private hospitals, hotels, and office buildings invest a lot of money to insulate their buildings. ...... A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From barter at central.murdoch.edu.au Tue Jun 17 15:18:46 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Tue, 17 Jun 1997 14:18:46 +0800 Subject: [sustran] traffic crashes more important than air pollution Message-ID: I have just come across a paper which makes the argument that "developing countries need safer streets more than cleaner cars and that a change in current priorities is therefore required." The paper, by Eduardo A. Vasconcellos of the University of Sao Paulo, Brazil, is entitled" Transport and Environment in Developing Countries: Comparing Air Pollution and Traffic Accidents as Policy Priorities. in Habitat International, Vol. 21, No. 1, pp. 79-89, 1997. Here are a few quotes from the conclusion, "Although air pollution is increasingly identified as a priority target for transport policies in developing countries, it is not the most important environment-related transport problem in this part of the world. Traffic accidents must be considered more important in view of the numbers killed or injured, the mostly one-sided nature of this violence, and the collective nature of the phenomenon. ..... Accidents..already account for more injuries than common diseases and rank among the leading causes of violent deaths. Unlike air pollution, which is spatially concentrated, the problem of traffic accidents is collective and affects both small and large towns, and urban and rural areas alike. ..... The social dimension of the problem is highlighted by an analysis showing who is most affected. Pedestrians, the most vulnerable of the roles played in traffic, and the most harmed, account for a high percentage of total fatalities (60% in a large city such as Sao Paulo). ..... This does not mean that air pollution control should be abandoned, but rather that the various objectives should be appropriately rank-ordered in terms of priority...." I have only glanced through it but the paper seems to be critical of efforts to get traffic moving faster, which are often justified partly by claims that this will lower air pollution. Besides not actually decreasing air pollution in the long term, such measures add to the level of danger of the street environment for vulnerable road users. It is an interesting and provocative argument. I don't have time to assess it in detail.. does anyone else have any views or evidence on this? Best wishes, A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From chris at mailnet.rdc.cl Wed Jun 18 05:52:46 1997 From: chris at mailnet.rdc.cl (Christopher Zegras) Date: Tue, 17 Jun 1997 16:52:46 -0400 Subject: [sustran] Re:traffic crashes more important than air pollution Message-ID: <199706172052.QAA30014@mailnet.rdc.cl> While recognizing the imperfections of "costing" transport impacts, these do offer a way to compare and possibly rank urban transport hazards such as accidents and pollution. For example, we have recently completed a transport cost assessment in Santiago de Chile, including analysis of accident costs and pollution costs. Here, I think it is important to consider the "External" portion of accident costs, since these are those comparable to air pollution. Based on our estimates external accident costs in Santiago in 1994 amounted to about US$194 million, while external air pollution costs amounted to about US$535 million (161 million due to direct tailpipe, 350 million due to road dust). It is important to note that both of these estimates are likely underestimates (our assumptions and methodologies are briefly described below). Still, these estimates would suggest that air pollution is a more dire public health issue in Santiago. Of course, this will not be the case in all cities, since some cities won't have the same meteorological and topographical conditions as SAntiago (which are conducive to high pollution concentrations), and others may have more or less safe transport systems. Our analysis does lead to one conclusion similar to that of Sr. Vasconcellos' paper, that relating to the issue of equity. For example, both pedestrians and cyclists suffer relatively high accident cost rates, indicating a traffic system that discriminates against these relatively benign modes. Without motorized traffic, the accident costs for these two modes would be considerably less: pedestrian trips on their own incur no costs, bicycle trips on their own incur some accident costs, a combined bicycle-pedestrian system produces inter-modal collisions (an estimated 80 bicycle-pedestrian accidents in Santiago, about 1.7% percent of all pedestrian-vehicle conflicts). The high accident costs for both of these non-motorized transport (NMT) modes represents an externality within the accident ?market,? these modes suffer higher costs due to the presence of motorized modes. The presence of this externality suggests that motorized modes should pay for the development of traffic management measures which reduces NMT-motorized transport conflicts. Such measures could include ?traffic calming? programs which have been shown to produce reductions in both the frequency and cost of traffic accidents (Zein, et. al 1997). Not only would such investments reduce the risks and costs associated with NMT travel, but it would also likely increase the use of these modes. For example at least one study has shown that an increase in the safety conditions for cyclists produces a more than proportional increase in bicycle use (Noland 1995). Accident Assumptions Our accident costs are derived from data (on number of incidents, gravity of injuries, number of deaths, number and type of vehicle involved) provided directly by the Comisi?n Inter-Ministerial para la Seguridad del Tr?nsito for the 34 Comunas of Greater Santiago and disaggregated -- for each incident-- according to type of accident (i.e., single vehicle collision), number of vehicles damaged, number and gravity of injuries, and number of vehicles involved by vehicle type (17 different vehicle types were considered). Accident cost estimates come from the same Comisi?n and were developed by the local consulting firm CITRA. CITRA provides average external and internal costs, based on the human capital approach, per accident type and injury type. Based on this data and cost figures, we developed cost estimates per vehicle type using a calculation which attributes the public and private costs of injuries and/or deaths and the public and private costs of vehicles damaged to each vehicle involved in a given accident. Our estimates do not attribute costs according to fault; instead costs are attributed evenly across participating vehicle types in each particular incident. For example, for a collision involving a bus, a taxi, and an automobile, with one death, one medium injury, and two vehicles damaged we attribute the sum of the costs of the death, the injury, and vehicles. Based on this method, in 1994, traffic accidents in Greater Santiago costed about US$351 million (194 external and 156 internal). Our "external" cost estimates here include loss of daily productivity due to injury, administrative costs (police, courts, etc.), and human resource allocation for rehabilitation, administration, etc, and the loss of future productivity due to premature death. These estimates are likely underestimates since they are based on the Human Capital approach, not the willingness to pay approach, which can generate cost estimates an order of magnitude higher than the human capital approach. Tailpipe Air Pollution Tailpipe air pollution estimates are generated based on average fleet emissions factors (in grams per kilometer) for the various transport modes in the city multiplied by the estimated cost per gram of pollutant for PM-10, CO, VOC and NOx, and ozone (estimating equal contribution of VOC and NOx to ozone formation. The cost per gram of pollutant comes from the cost estimates developed in World Bank study, updated to average wage rates in Santiago for 1994. These costs are likely underestimates, since they are based only on the human capital costs for human morbidity and mortality, not on comprehensive cost values derived from willingness to pay, which typically produces higher cost estimates. In addition, these estimates omit SOx and lead costs, additional particulate costs from break and tire wear, and ignore the potentially significant costs of crop damage, building damage and cleaning costs, and aesthetic costs (i.e., loss of view of the Andes and potential lost tourism revenues). These cost estimates also do not include long-term health effects due to exposure to pollution (i.e., cancer and other effects). Finally, these costs do not include the potential costs of climate change due to emissions of CO2 and other greenhouse gases. Road Dust Emissions Road dust emissions costs are based on Santiago's 1994 emissions inventory of respirable particulates, 70% of which are attributable to road dust kicked up from paved and unpaved streets. These dust particulates are attributed the same economic cost as that for tailpipe emissions of PM-10, as developed in the World Bank study. > >------------------------------ > >Date: Tue, 17 Jun 1997 14:18:46 +0800 >From: barter@central.murdoch.edu.au (Paul Barter) >Subject: [sustran] traffic crashes more important than air pollution > >I have just come across a paper which makes the argument that "developing >countries need safer streets more than cleaner cars and that a change in >current priorities is therefore required." > >The paper, by Eduardo A. Vasconcellos of the University of Sao Paulo, >Brazil, is entitled" Transport and Environment in Developing Countries: >Comparing Air Pollution and Traffic Accidents as Policy Priorities. in >Habitat International, Vol. 21, No. 1, pp. 79-89, 1997. > >Here are a few quotes from the conclusion, >"Although air pollution is increasingly identified as a priority target for >transport policies in developing countries, it is not the most important >environment-related transport problem in this part of the world. Traffic >accidents must be considered more important in view of the numbers killed >or injured, the mostly one-sided nature of this violence, and the >collective nature of the phenomenon. >..... >Accidents..already account for more injuries than common diseases and rank >among the leading causes of violent deaths. Unlike air pollution, which is >spatially concentrated, the problem of traffic accidents is collective and >affects both small and large towns, and urban and rural areas alike. >..... >The social dimension of the problem is highlighted by an analysis showing >who is most affected. Pedestrians, the most vulnerable of the roles played >in traffic, and the most harmed, account for a high percentage of total >fatalities (60% in a large city such as Sao Paulo). >..... >This does not mean that air pollution control should be abandoned, but >rather that the various objectives should be appropriately rank-ordered in >terms of priority...." > > >I have only glanced through it but the paper seems to be critical of >efforts to get traffic moving faster, which are often justified partly by >claims that this will lower air pollution. Besides not actually decreasing >air pollution in the long term, such measures add to the level of danger of >the street environment for vulnerable road users. > >It is an interesting and provocative argument. I don't have time to assess >it in detail.. does anyone else have any views or evidence on this? > >Best wishes, > >A. Rahman Paul Barter >Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) >Until 15 July I am in Perth, Australia. >During that time please reach me at > >------------------------------ > >End of sustran-discuss V1 #17 >***************************** > > Christopher Zegras http://www.iiec.org /\ /^\ Instituto Internacional para la Conservacion de Energia /^\ /_o\ / \ General Flores 150, Providencia, Santiago, CHILE /^^^/_\< /^^^^^\ Tel: (56 2) 236 9232 Fax: 236 9233 / (*)/(*) \ From chris at mailnet.rdc.cl Wed Jun 18 05:52:46 1997 From: chris at mailnet.rdc.cl (Christopher Zegras) Date: Tue, 17 Jun 1997 16:52:46 -0400 Subject: [sustran] Re:traffic crashes more important than air pollution Message-ID: <199706172052.QAA30014@mailnet.rdc.cl> While recognizing the imperfections of "costing" transport impacts, these do offer a way to compare and possibly rank urban transport hazards such as accidents and pollution. For example, we have recently completed a transport cost assessment in Santiago de Chile, including analysis of accident costs and pollution costs. Here, I think it is important to consider the "External" portion of accident costs, since these are those comparable to air pollution. Based on our estimates external accident costs in Santiago in 1994 amounted to about US$194 million, while external air pollution costs amounted to about US$535 million (161 million due to direct tailpipe, 350 million due to road dust). It is important to note that both of these estimates are likely underestimates (our assumptions and methodologies are briefly described below). Still, these estimates would suggest that air pollution is a more dire public health issue in Santiago. Of course, this will not be the case in all cities, since some cities won't have the same meteorological and topographical conditions as SAntiago (which are conducive to high pollution concentrations), and others may have more or less safe transport systems. Our analysis does lead to one conclusion similar to that of Sr. Vasconcellos' paper, that relating to the issue of equity. For example, both pedestrians and cyclists suffer relatively high accident cost rates, indicating a traffic system that discriminates against these relatively benign modes. Without motorized traffic, the accident costs for these two modes would be considerably less: pedestrian trips on their own incur no costs, bicycle trips on their own incur some accident costs, a combined bicycle-pedestrian system produces inter-modal collisions (an estimated 80 bicycle-pedestrian accidents in Santiago, about 1.7% percent of all pedestrian-vehicle conflicts). The high accident costs for both of these non-motorized transport (NMT) modes represents an externality within the accident ?market,? these modes suffer higher costs due to the presence of motorized modes. The presence of this externality suggests that motorized modes should pay for the development of traffic management measures which reduces NMT-motorized transport conflicts. Such measures could include ?traffic calming? programs which have been shown to produce reductions in both the frequency and cost of traffic accidents (Zein, et. al 1997). Not only would such investments reduce the risks and costs associated with NMT travel, but it would also likely increase the use of these modes. For example at least one study has shown that an increase in the safety conditions for cyclists produces a more than proportional increase in bicycle use (Noland 1995). Accident Assumptions Our accident costs are derived from data (on number of incidents, gravity of injuries, number of deaths, number and type of vehicle involved) provided directly by the Comisi?n Inter-Ministerial para la Seguridad del Tr?nsito for the 34 Comunas of Greater Santiago and disaggregated -- for each incident-- according to type of accident (i.e., single vehicle collision), number of vehicles damaged, number and gravity of injuries, and number of vehicles involved by vehicle type (17 different vehicle types were considered). Accident cost estimates come from the same Comisi?n and were developed by the local consulting firm CITRA. CITRA provides average external and internal costs, based on the human capital approach, per accident type and injury type. Based on this data and cost figures, we developed cost estimates per vehicle type using a calculation which attributes the public and private costs of injuries and/or deaths and the public and private costs of vehicles damaged to each vehicle involved in a given accident. Our estimates do not attribute costs according to fault; instead costs are attributed evenly across participating vehicle types in each particular incident. For example, for a collision involving a bus, a taxi, and an automobile, with one death, one medium injury, and two vehicles damaged we attribute the sum of the costs of the death, the injury, and vehicles. Based on this method, in 1994, traffic accidents in Greater Santiago costed about US$351 million (194 external and 156 internal). Our "external" cost estimates here include loss of daily productivity due to injury, administrative costs (police, courts, etc.), and human resource allocation for rehabilitation, administration, etc, and the loss of future productivity due to premature death. These estimates are likely underestimates since they are based on the Human Capital approach, not the willingness to pay approach, which can generate cost estimates an order of magnitude higher than the human capital approach. Tailpipe Air Pollution Tailpipe air pollution estimates are generated based on average fleet emissions factors (in grams per kilometer) for the various transport modes in the city multiplied by the estimated cost per gram of pollutant for PM-10, CO, VOC and NOx, and ozone (estimating equal contribution of VOC and NOx to ozone formation. The cost per gram of pollutant comes from the cost estimates developed in World Bank study, updated to average wage rates in Santiago for 1994. These costs are likely underestimates, since they are based only on the human capital costs for human morbidity and mortality, not on comprehensive cost values derived from willingness to pay, which typically produces higher cost estimates. In addition, these estimates omit SOx and lead costs, additional particulate costs from break and tire wear, and ignore the potentially significant costs of crop damage, building damage and cleaning costs, and aesthetic costs (i.e., loss of view of the Andes and potential lost tourism revenues). These cost estimates also do not include long-term health effects due to exposure to pollution (i.e., cancer and other effects). Finally, these costs do not include the potential costs of climate change due to emissions of CO2 and other greenhouse gases. Road Dust Emissions Road dust emissions costs are based on Santiago's 1994 emissions inventory of respirable particulates, 70% of which are attributable to road dust kicked up from paved and unpaved streets. These dust particulates are attributed the same economic cost as that for tailpipe emissions of PM-10, as developed in the World Bank study. > >------------------------------ > >Date: Tue, 17 Jun 1997 14:18:46 +0800 >From: barter@central.murdoch.edu.au (Paul Barter) >Subject: [sustran] traffic crashes more important than air pollution > >I have just come across a paper which makes the argument that "developing >countries need safer streets more than cleaner cars and that a change in >current priorities is therefore required." > >The paper, by Eduardo A. Vasconcellos of the University of Sao Paulo, >Brazil, is entitled" Transport and Environment in Developing Countries: >Comparing Air Pollution and Traffic Accidents as Policy Priorities. in >Habitat International, Vol. 21, No. 1, pp. 79-89, 1997. > >Here are a few quotes from the conclusion, >"Although air pollution is increasingly identified as a priority target for >transport policies in developing countries, it is not the most important >environment-related transport problem in this part of the world. Traffic >accidents must be considered more important in view of the numbers killed >or injured, the mostly one-sided nature of this violence, and the >collective nature of the phenomenon. >..... >Accidents..already account for more injuries than common diseases and rank >among the leading causes of violent deaths. Unlike air pollution, which is >spatially concentrated, the problem of traffic accidents is collective and >affects both small and large towns, and urban and rural areas alike. >..... >The social dimension of the problem is highlighted by an analysis showing >who is most affected. Pedestrians, the most vulnerable of the roles played >in traffic, and the most harmed, account for a high percentage of total >fatalities (60% in a large city such as Sao Paulo). >..... >This does not mean that air pollution control should be abandoned, but >rather that the various objectives should be appropriately rank-ordered in >terms of priority...." > > >I have only glanced through it but the paper seems to be critical of >efforts to get traffic moving faster, which are often justified partly by >claims that this will lower air pollution. Besides not actually decreasing >air pollution in the long term, such measures add to the level of danger of >the street environment for vulnerable road users. > >It is an interesting and provocative argument. I don't have time to assess >it in detail.. does anyone else have any views or evidence on this? > >Best wishes, > >A. Rahman Paul Barter >Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) >Until 15 July I am in Perth, Australia. >During that time please reach me at > >------------------------------ > >End of sustran-discuss V1 #17 >***************************** > > Christopher Zegras http://www.iiec.org /\ /^\ Instituto Internacional para la Conservacion de Energia /^\ /_o\ / \ General Flores 150, Providencia, Santiago, CHILE /^^^/_\< /^^^^^\ Tel: (56 2) 236 9232 Fax: 236 9233 / (*)/(*) \ From wwf3 at post4.tele.dk Wed Jun 18 12:23:37 1997 From: wwf3 at post4.tele.dk (wwf) Date: Wed, 18 Jun 1997 11:23:37 +0800 Subject: [sustran] Climate protection examples wanted Message-ID: Copenhagen 13 June 97. Wanted: Examples of innovative and successful climate protection projects in developing countries. WWF Denmark is looking for 5 examples of innovative and successful climate protection projects in developing countries. We are also looking for experts in the project countries, which we could hire to make a short description of the projects before the end of August. Please tell Lise Backer, WWF DK, about one or two of the best projects and experts you know at the latest by the end of June, Fax: +4531392062 or email: wwf3@post4.tele.dk Case studies of the 5 selected projects will be used in in-service courses in the Danish Development Assistance. WWF DK has been asked to produce the written material for these courses. They want to educate their staff in order for them to follow up on the Climate Convention (FCCC) and initiate more and better climate protection projects in developing countries. Since Denmark is a major donor, this project could - if it turns out right - have an effect on other donors. In particular, we are looking for projects in the areas of: - renewable energy, (in particular solar cells and biomass) - energy savings and energy efficiency, (e.g. Demand-side management etc) - public transport (e.g. trains and trams) The projects should reduce poverty (the main priority for Danish aid) and be already or almost implemented. They do not need to be Danish Development Assistance-projects. On a more detailed level we are looking for projects, which can be replicated and: a) which involve local people, and/or b) which are capacity-building projects, and/or c) which are supported by policies implemented in the recipient country, and/or d) where the environmental cost & benefits have been evaluated at an early stage, and/or e) which are located in off-grid rural areas, and/or f) which protect the climate and at the same time have a positive impact on other environmental problems such as biodiversity, desertification and deforestation, and/or g) which protect the climate and at the same time develop the agriculture, forestry, education, or water and sanitation sector. Point a) - g) reflect important issues for improved quality in Danish aid projects. If you know about a project, which does not live up to these criteria, but is anyhow an interesting project we are of course interested to know about it. The most important thing is to get case studies, which can encourage the staff in the Danish Development Assistance to initiate the best possible climate projects in developing countries. Yours sincerely, Lise Backer, WWF-DK. I (name, organisation, fax, phone)...................................................................... ...................suggest the following project(s): 1) Project title: Recipient country: Donor(s)/Implementing agency: Status of implementation: Name, organisation, fax and phone on a expert from NGOs or universities, preferably in the recipient country, who could be hired by WWF DK to make a short description of the project: Does the project concern: Renewable energy, energy savings and energy efficiency or public transport? Please make a short description of the innovative and successful elements in the project taking into account the items listed on the first page (point a - g ). From ecoplan_the_commons at compuserve.com Fri Jun 20 13:43:27 1997 From: ecoplan_the_commons at compuserve.com (Britton (EcoPlan Paris)) Date: Fri, 20 Jun 1997 00:43:27 -0400 Subject: [sustran] sustran-discuss - Missing numbers Message-ID: <199706200043_MC2-18D5-D62E@compuserve.com> Dear Webmaster, I cannot seem to find sustran-discuss numbers V1 #14 or # 1-8. May I kindly ask you to forward at your first convenience? Kind thanks Eric Britton _________________________________________________________________ Kindly note following slight address, fax modifications: EcoPlan International -- Technology & Social Systems Le Fr?ne, 8/10 rue Joseph Bara, F-75006 Paris, France e-mail: ecoplan_the_commons@compuserve.com Main Tel. 331.4441.6340 Fax 331.4441.6341 Data: 331.4441.6342 ISDN/videoconferencing/groupwork: 331.4441.6340 (1-4) 24 hour backup phone/fax: 331.4326.1323 http://www.the-commons.org Electronic Libraries available at: EuroFIX: 331 4441.6343 ftp.the-commons.org/pub/ (then chose your section) CompuServe: GO TWEUR (then go to "New Ways to Work") _________________________________________________________________ From barter at central.murdoch.edu.au Fri Jun 20 15:08:30 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Fri, 20 Jun 1997 14:08:30 +0800 Subject: [sustran] sustran-discuss - Missing numbers Message-ID: Dear Eric and sustran friends >I cannot seem to find sustran-discuss numbers V1 #14 or # 1-8. May I >kindly ask you to forward at your first convenience? Sorry to say this but missed messages do unfortunately happen quite often for various reasons (mailboxes overflow, servers crash, etc). I would rather not have to forward missed messages all the time. So here are some instructions to deal with it yourselves. The best way to get any messages which you miss is to use the following steps: STEP 1. GET A LIST OF THE MESSAGES IN THE ARCHIVE: Send an e-mail to (NOT to the list address!!!!) with the following in the body of the message: get sustran-discuss INDEX end Note that INDEX must be in upper case. A file named "INDEX" will then be sent to you (usually within a few minutes but sometimes longer). It contains brief information on all individual messages in the archive (date, sender, subject, and sequence number) so that you can choose which ones you want. All messages to the list right from the beginning in May are there. STEP 2. Work out which ones you missed. If you are getting the digest version then this may take a little thought but should not be too hard STEP 3. ORDER THE MISSED MESSAGES FROM THE ARCHIVE: Send an e-mail to (NOT to the list address!!!!) with the following in the body of the message: get sustran-discuss .... end For example if you want to get messages numbered 41 through 44 you would send : get sustran-discuss 41 get sustran-discuss 42 get sustran-discuss 43 get sustran-discuss 44 end and those messages will be sent to you almost immediately. I have just tested the process and everything seems to be working OK. I hope this helps. Good luck. A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From barter at central.murdoch.edu.au Fri Jun 20 15:14:26 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Fri, 20 Jun 1997 14:14:26 +0800 Subject: [sustran] Malacca Straits bridge proposal Message-ID: Malaysia's Bernama news service has reported: Thursday, June 19, 1997 Renong study on bridge to Sumatra BEIRUT: Renong Bhd is carrying out a feasibility study on the construction of the proposed bridge linking Malaysia and Indonesia across the Straits of Malacca, Works Minister Datuk Seri S. Samy Vellu said. The company is expected to come out with a report on the study within a month, he told reporters here yesterday. "The initial information I have is that the bridge will probably be 24- or 25km-long," said Samy Vellu, who is accompanying Prime Minister Datuk Seri Dr Mahathir Mohamad on a three-day visit to Lebanon. A senior Renong executive in the Malaysian delegation here said the proposed RM6 billion bridge would be built from Malacca to Dumai in southern Sumatra. A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) Until 15 July I am in Perth, Australia. During that time please reach me at From tjb at pc.jaring.my Sat Jun 21 01:03:37 1997 From: tjb at pc.jaring.my (Tony Barry) Date: Sat, 21 Jun 1997 00:03:37 +0800 Subject: [sustran] Malacca Straits bridge proposal References: Message-ID: <33AAA9D9.1847@pc.jaring.my> Paul Barter wrote: > snip > Renong Bhd is carrying out a feasibility study on the construction of > the proposed bridge linking Malaysia and Indonesia across the Straits of > Malacca snip > "The initial information I have is that the bridge will probably be 24- or > 25km-long," said Samy Vellu snip > A senior Renong executive in the Malaysian delegation here said the > proposed RM6 billion bridge would be built from Malacca to Dumai in > southern Sumatra. Dumai is of course at present in the middle of nowhere, as the east side of Sumatra is a major peatland - one of the biggest peat areas in the world (after Russia and Canada I recollect). From t.rye at napier.ac.uk Mon Jun 23 22:05:50 1997 From: t.rye at napier.ac.uk (Tom Rye) Date: Mon, 23 Jun 1997 13:05:50 gmt Subject: [sustran] David Loutzenheiser Message-ID: <9705238670.AA867096550@ccmailgate.napier.ac.uk> Sorry about this everyone but Dave, if you're still out there, could you respond? Ta Tom From wcox at publicpurpose.com Mon Jun 23 21:11:16 1997 From: wcox at publicpurpose.com (Wendell Cox ) Date: Mon, 23 Jun 1997 07:11:16 -0500 (CDT) Subject: [sustran] Public Transport: London & Outside Message-ID: <199706231211.HAA26143@mail1.i1.net> At the recent 5th International Conference on Competition and Ownership in Passenger Transport (Leeds) there was considerable discussion of the relative performane of competitive tendering in London compared to deregulation outside London. Most of the discussion at that conference centered on trends in ridership. Questions were raised about relative subsidy levels and concessionary fare reimbursements. The following site has additional information, including cost per passenger, subsidy per passenger, fare per passenger, etc. derived from Department of Transport data. http://www.publicpurpose.com/ut-ctdrg.htm Best regards, Wendell Cox WENDELL COX CONSULTANCY International Public Policy, Economics, Labour, Transport & Strategic Planning The Public Purpose: Internet Public Policy Journal http://www.publicpurpose.com Voice +1 618 632 8507; Fax +1 618 632 8538 P.O. Box 8083;. Belleville, Illinois 62222 USA From barter at central.murdoch.edu.au Mon Jun 30 12:06:04 1997 From: barter at central.murdoch.edu.au (Paul Barter) Date: Mon, 30 Jun 1997 11:06:04 +0800 Subject: [sustran] Motorcycles and sustainable transport Message-ID: Dear sustran-discuss friends I am keen to hear your views about motorcycles. What policies on motorcycles should sustainable transport advocates be pushing? At the moment they seem to me to be a big part of the problem for many Asian cities and towns. But are they potentially part of the solution too? If Asian cities decided to begin to restrain motorcycles, how could they best do it? Motorcycle users are generally lower income than car users so there are big equity issues if motorcycles were restricted more than cars. Could motorcycles be cleaned up? Can the safety issues be addressed? If the choice is a flood of cars or a flood of motorcycles then are motorcycles preferable? Western experience is probably not much use here. There have never been this many motorcycles in cities before! (expect perhaps in southern Italy???) Several countries in Asia have the highest rates of motorcycle ownership in the world!! For example, most Taiwanese, Malaysian and Thai cities have more than 200 motorcycles per 1000 people (and even up to 400 in some cities). Indonesian, Vietnamese, and some Indian cities seem to be following this same trend and many already have more than 100 motorcycles per 1000 people. So we have the amazing situation that some large low income cities, such as Ho Chi Minh city have a very small role for public transport!! Most trips are on motorcycle or bicycle or foot, with motorcycles increasing all the time. What is the future scenario for such a city? SUSTRAN plans to produce educational and promotional materials on various sustainable transport issues (action guides). But on the issue of motorcycles, what policies should we be recommending??? The sustainable transport agenda is well developed for many other issues but not for this issue. Best wishes, A. Rahman Paul Barter Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) From ob110ob at IDT.NET Wed Jun 25 10:22:01 1997 From: ob110ob at IDT.NET (obwon) Date: Tue, 24 Jun 1997 18:22:01 -0700 Subject: [sustran] TDM for company car References: <199708211349.OAA09640@unixb.lancs.ac.uk> Message-ID: <33B072B9.3927@idt.net> JOHN WHITELEGG wrote: > > Dear Taiichi Inoue, > > re TDM projects > > I have carried out a thorough TDM strategy for a large hospital in > Plymouth (UK). [...] > John Whitelegg > > j.whitelegg@lancaster.ac.uk You have an interesting advantage over most transportation planners, within the domain you describe. That being that you know why your people travel. That allows you to predict most trips. But in the world at large it isn't quite so easy. Of course we know that people travel to get from one place to another. But the thing that we really need to know is -- why one place and not another? -- If we simplified planning by just picking one travel need out of the pack, we'd be impressed by the quantity and qualities of business travel, since most people make trips to and from their jobs with predictable frequency. Unfortunately, if workplaces decentralize, then such a system loses it's 'anchor'. Just as frieght systems might, as 'just in time' mfg becomes more accessible via computer application, mass point to point shipping can be expected to suffer. So what we need is systems that take more of the reasons for travel into account and configure them to serve several 'anchor groups'. Just as computerized systems are allowing mfgs to 'sample' their intended consumer targets, so they can save themselves the time, effort and resources that would be wasted if they produce products that nobody wants. So to transportation should be looking to use computerized systems to 'sample' their customer base. Why are we forgetting the huge monster fuel burners in the skies? That too is transportation. Having said that... let's generally enumerate an overall description of departures/destinations in a non political way. 1. International (as between distant land masses) 2. Regional (between distant population centers) 3. InterCity (between nearby population centers) 4. IntraCity (between distant neighborhoods and communities within a city and neighboring cities) 5. Local (within neighborhoods and communities) Obviously 1 thru 4 provide the greatest opportunity for the rigid fixed structures of mass transportation as we know it. While no. 5 needs a variety of transportation services if they are to compete with the benefits offered by individual auto use. But if the services at the local level do not become competitive with auto use, then the first 4 structures will suffer as people 'transport' their cars over these distances. That is in fact what people are doing on long drives. They are 'transporting' their cars. The hassles associated with the long drives are unwanted but tolerated in exchange for the benefits to be gained by haveing the car accessible for local travel once at the destination (levels 4 and 5 on the list). So it's not as though people aren't willing to put up with hassels to get where they want to go. They quite actually are thinking about the future progressions of their trips. Without being able to access a means of traveling around at their destinations, which can compete closely in costs and effectiveness with a product they already own and have available for use. Well, their choice is clear. Not to mention that they can pull off the road and take a nap in their cars. Try doing that on a bus! But you can do that on a train, or even a comfortable chair in a station waiting room, while you're waiting for the train. Many urban public places are bereft of places to stop and sit, water fountains and public toilet facilites, in a pinch the car often serves as a shielding device employable to some effects . But you can carry water and food in the car, rather than buy it in each area you visit. I say this to show that the car also offers some pecautionary facilities largely absent to the local travelers using mass transit (at least here in NYC! What's your perceptions elsewhere?) The car offers a means of keeping the children together and a sort of private room to do things in. As well as a means of simply getting from place to place by means of 'point to point travel' (and by point to point I also include from one time to another time to be a point to point ie. no wait time to begin a trip). So, having vehicles available for private useage at the end of a mass transit line, are a powerful inducement/ameloration, of forseeable problems that complexify travel perceptions beyond the benefits/sense that takeing mass transit would make. Obwon