From litman at islandnet.com Tue Dec 1 03:30:13 1998 From: litman at islandnet.com (Todd Litman) Date: Mon, 30 Nov 1998 10:30:13 -0800 Subject: [sustran] Efficient Transport News Message-ID: <3.0.5.32.19981130103013.00a5ee40@mail.IslandNet.com> Here are two news items about ways to make transportation pricing more equitable and efficient. The report "Road Relief: Tax and Pricing Shifts for a Fairer, Cleaner, and Less Congested Transportation System in Washington State" is now available at: http://www.eoc.org This report describes a number of specific, technically feasible, revenue-neutral transportation-related tax and price shifts that would increase equity and encourage more efficient motor vehicle use. A conference on "Green Tax Shifts" will be held December 10 & 11, 1998 in Seattle. This conference will discuss environmental tax shifting in general, and the recommendations in the Road Relief report in particular. Conference registration information is on the website. A conference on "Benefits of Mileage Based Auto Insurance" sponsored by the Economic Policy Institute will be held December 10, 1998 in Washington DC. Mileage-based insurance changes the unit by which vehicle insurance is sold from the vehicle-year to the vehicle-mile (or vehicle-kilometer). This price unit can incorporate other risk factors, so higher-risk drivers pay more per mile than lower risk drivers. This is much more fair than current pricing, which forces lower-mileage drivers to subsidize the insurance costs of higher-mileage drivers in their risk class. It would encourage more efficient travel behavior. By converting one of the largest fixed vehicle expenses into a variable cost, mileage-based insurance nearly doubles the marginal cost of driving, significantly reducing accidents, traffic congestion, infrastructure costs, and pollution. Yet it does not increase consumer costs at all. In fact, most consumers would save $50-100 per year, and enjoy increased choice. Lower-income households would especially benefit from these potential savings. It has a number of advantages over Pay-at-the-Pump insurance schemes. For conference information call Stephanie Scott-Steptoe at the Economic Policy Institute at 202-775-8810. If you cannot attend the conference but want information on mileage-based insurance contact me directly and I will send you a paper summarizing the latest research on this concept. 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: www.islandnet.com/~litman From litman at islandnet.com Tue Dec 1 14:15:52 1998 From: litman at islandnet.com (Todd Litman) Date: Mon, 30 Nov 1998 21:15:52 -0800 Subject: [sustran] Efficient Transportation News Message-ID: <3.0.5.32.19981130211552.00a636d0@mail.IslandNet.com> Here are two news items about ways to make transportation pricing more equitable and efficient. The report "Road Relief: Tax and Pricing Shifts for a Fairer, Cleaner, and Less Congested Transportation System in Washington State" is now available at: http://www.eoc.org This report describes a number of specific, technically feasible, revenue-neutral transportation-related tax and price shifts that would increase equity and encourage more efficient motor vehicle use. These same concepts could be applied in most other states and provinces. A conference on "Green Tax Shifts" will be held December 10 & 11, 1998 in Seattle. This conference will discuss environmental tax shifting in general, and the recommendations in the Road Relief report in particular. Conference registration information is on the website. A conference on "Benefits of Mileage Based Auto Insurance" sponsored by the Economic Policy Institute will be held December 10, 1998 in Washington DC. Mileage-based insurance changes the unit by which vehicle insurance is sold from the vehicle-year to the vehicle-mile (or vehicle-kilometer). This price unit can incorporate other risk factors, so higher-risk drivers pay more per mile than lower risk drivers. This is much more fair than current pricing, which forces lower-mileage drivers to subsidize the insurance costs of higher-mileage drivers in their risk class. It would encourage more efficient travel behavior. By converting one of the largest fixed vehicle expenses into a variable cost, mileage-based insurance nearly doubles the marginal cost of driving, significantly reducing accidents, traffic congestion, infrastructure costs, and pollution. Yet it does not increase consumer costs at all. In fact, most consumers would save $50-100 per year, and enjoy increased choice. Lower-income households would especially benefit from these potential savings. It has a number of advantages over Pay-at-the-Pump insurance schemes. For conference information call Stephanie Scott-Steptoe at the Economic Policy Institute at 202-775-8810. If you cannot attend the conference but want information on mileage-based insurance contact me directly and I will send you a paper summarizing the latest research on this concept. 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: www.islandnet.com/~litman From eric.britton at ecoplan.org Fri Dec 4 18:49:34 1998 From: eric.britton at ecoplan.org (eric britton) Date: Fri, 4 Dec 1998 10:49:34 +0100 Subject: [sustran] Reference: http://www.delayed.net/ (Strongly Recommended!) In-Reply-To: <002566D0.00337ED0.00@perky.port80.com> Message-ID: <000701be1f6b$65e01aa0$9f39c6d4@g400.cybercable.fr> Hello Jason, That's a very interesting site you have put on line there, and I hope that our colleagues around the world who are concerned not only with the issues of getting trains to run on time but also how we might be able to use technology better to move toward more sustainable transportation systems will give it a look and bit of thought. Perhaps if you have a moment to cruise our site you will see why we are so interested in such a, might we call it, 'citizen initiative'. My take on all this is that with so many bright and capable people out there in our post-industrial societies, and now with their ability to "get together" in so many ways, the traditional power centers are going to have to change many of their good old habits (but only if we, the citizens, do it first, of course). I see your site as a salient example of this tectonic shift in process. In this context and quickly, here is a question and a thought for you: 1. What keeps anyone from stuffing the ballot boxes? 2. What about this?. Since you have such a terrific site, what about making it available in "kit form" so that it can be tailored and used by people all over the place. I for example have played with WebSnake to see what happens if we were to make a version for our cooperative projects in the Basque Country, and I see how that might be done quite nicely. But of course I would have to ask your permission before going on lie with such a WebSteal and as it stands, this is a kind of awkward, time consuming route. There are other ways to kit-build that might make it a lot easier for people. Of course, it would be nice if they would have the civic spirit to note their source. Or is that too much for one note? Eric Britton EcoPlan International -- Technology, Economy, Society Latest action on The Commons at http://www.ecoplan.org * CarShare Consortium * Children & Sustainability * WTP&P * Le Transport Nouveau * 21st Turtle Media * Access Bilbao 2010 * Car Free Day Forum * TurningPoint 2000 And soon, Rethinking Work: New Ways to Work in an Information Society Le Frene, 8/10 rue Joseph Bara, F-75006 Paris, France Videoconferencing/groupwork: +331 4441.6340 (1-4) From eric.britton at ecoplan.org Fri Dec 4 23:59:07 1998 From: eric.britton at ecoplan.org (eric britton) Date: Fri, 4 Dec 1998 15:59:07 +0100 Subject: [sustran] Technical and policy information in an 'information age' Message-ID: <000801be1f96$a46090e0$9f39c6d4@g400.cybercable.fr> The other day Dr. Erik T. Verhoef of the Dept. of Spatial Economics of the Free University in Amsterdam wrote to the UTSG list the following: Does anyone have suggestions where to find a coherent set of emission coefficients for inland freight transport (road, rail and shipping)? Preferably a source that makes a distinction between: * average and optimal (economically as well as technically) load factors * average fleet, latest vintages and/or 'best practice' (in particular relevant for new investments) and that is suitable for the EU. All suggestions are welcome. If there is a demand for it, I could also post the results to UTSG. Now I thought immediately: I know that this is the sort of thing that is pretty easily on tap to the various people and groups around Europe participating at the EST (Environmentally Sustainable Transportation) program of the OECD (see http://www.oecd.org/env/trans), and at the same time is of real interest to at least some of the people on the Sustran list, and no doubt quite a few others. Makes sense doesn't it? The problem with the Net of course is that there is so much out there on it and so many contacts but one simply can't get to it most of the time, try though we may. So here is what I have proposed to our colleagues in the EST program (see above) and they have indicated that they are already to look at this. Why not see what can be done to create some sort of MASTER PORTAL for issues of transportation and the environment (which of course gets us right into information technologies on the one hand, land use, energy, etc. etc.) which might try to make best use of the available (and fast evolving) sorting and menuing technologies to do the job. As a first step, they have indicated that they would be willing to discuss - in case anyone was interested - some sort of informal association or 'co-sponsorship' of some of the best and most relevant sites (and I can't think of a better place to start than the couple we have here) and then see what might be done to move step by step in some good complimentary directions along these lines. And then once there is a solid structure in place, one could begin to extend the circle outward. Any interest out there in this sort of thing? ********************************************************** Eric Britton EcoPlan International -- Technology, Economy, Society Latest action on The Commons at http://www.ecoplan.org * CarShare Consortium * Children & Sustainability * WTP&P * Le Transport Nouveau * 21st Turtle Media * Access Bilbao 2010 * Car Free Day Forum * TurningPoint 2000 And soon, Rethinking Work: New Ways to Work in an Information Society Le Frene, 8/10 rue Joseph Bara, F-75006 Paris, France Videoconferencing/groupwork: +331 4441.6340 (1-4) From carbusters at wanadoo.fr Sat Dec 5 02:17:19 1998 From: carbusters at wanadoo.fr (carbusters) Date: Fri, 4 Dec 1998 16:17:19 -0100 Subject: [sustran] Car Busters monthly bulletin Message-ID: <01be1fa9$f2f18080$LocalHost@non.wanadoo.fr> Car Busters monthly bulletin number 3 is now out, with info. about Chevron, the Newbury Bypass, the EYFA wintermeeting, contributing to Car Busters, the coming graphics book, the new web site, and (of course) more. If you would like to receive it once or regularly, send a message to Car Busters and we'll put you on the list. Thanks! --------------------------------------------------------------------- CAR BUSTERS Magazine and Resource Centre 44 rue Burdeau, 69001 Lyon, France tel.: +(33) 4 72 00 23 57; fax: +(33) 4 78 28 57 78 carbusters@wanadoo.fr From czegras at MIT.EDU Sat Dec 5 02:44:58 1998 From: czegras at MIT.EDU (P. Christopher Zegras) Date: Fri, 04 Dec 1998 12:44:58 EST Subject: [sustran] TRB NMT Research Circular Message-ID: <199812041744.MAA29242@burnham.mit.edu> Dear Friends, As many of you know, the Transportation Research Board (TRB) has a Committee on Non-motorized Transportation and Related Issues. The Committee is relatively new and his chaired by Dr. V. Setty Pendakur. To guide future research efforts of this committee, we have drafted the following Research Guide. We encourage and welcome any comments, criticisms and recommendations. (For more information on TRB, visit their web site: www.nas.edu/trb/) I look forward to hearing from you and/or seeing you at TRB in January. Best holiday wishes, Chris Zegras Draft Proposal for a Research Circular TRB Committee on NMT and Related Issues (A5013) Mission: To assure continuity in and logical development of the research undertaken by Committee members and friends, presented at Committee-sponsored sessions, and published in Committee-sponsored publications, with the goal of "institutionalizing" and implementing research advances. Initial themes of priority for the Research Circular: 1. Socioeconomic Development Impacts of Non-motorized Transportation: - - Poverty alleviation - - Access to affordable modes - - NMT and Gender issues - - Travel Time, Barrier Effect (physical barriers to NMT) - - The social costs of motorization 2. Safety, Energy, and Environmental Effects of Non-motorized Transportation - - NMT as part of a local and global air pollution mitigation plans - - Road traffic accidents as a public health problem 3. Transportation Planning and Evaluation Tools and Non-motorized modes - - Incorporating NMT into currently used travel forecasting models - - NMT and traffic flow models - - Data collection needs and performance measures - - Integrating NMT into transport policy and project evaluations 4. The Built Environment and Non-motorized transportation - - Urban form factors affecting NMT use - - Building and re-building urban areas to promote safe and efficient NMT use - - The importance of NMT to Public Transportation - - "Best Practices" The Research Circular will use these four principal areas of Research to facilitate calls for papers for A5013-sponsored TRB sessions. The Research Circular Sub-Committee will publish a brief summary of papers presented at each TRB Annual Meeting to highlight conclusions and results of papers in each area of Research and thus help guide the Call for Papers for the following year. By the end of the Second Year of this Process (2000), the Sub-Committee will publish a formal Research Circular, identifying priority areas of research in NMT. It is anticipated that this Research Circular will help guide investigators in developing research themes and in fund-raising for such work. The Research Circular sub-committee with input from other interested parties will re-visit the four themes identified above after receipt of papers submitted to A5013 and after each Annual Meeting. From sustran at po.jaring.my Sat Dec 5 10:55:16 1998 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Sat, 5 Dec 1998 09:55:16 +0800 Subject: [sustran] FW: Passenger Charter Message-ID: <01BE2035.CDC2BE00@j45.brf75.jaring.my> Dear sustran-discussers Can anyone help the Federation of Malaysian Consumers Associations (FOMCA) with their efforts to prepare a Passenger Charter to be a benchmark for the passenger transport services in Malaysia (bus, taxi, rail, etc.) - see forwarded message below. They seem to be requesting any relevant information and advice, including examples of similar service charters from elsewhere. This is a timely effort, since the level of service and the quality of much Malaysian public transport currently leaves much to be desired. A. Rahman Paul Barter SUSTRAN Resource Centre P. O. Box 11501, 50748 Kuala Lumpur, Malaysia. Tel/Fax: +60 3 274 2590, E-mail: sustran@po.jaring.my Web: http://www.geocities.com/RainForest/Canopy/2853/ The SUSTRAN Resource Centre hosts the Secretariat of SUSTRAN (the Sustainable Transport Action Network for Asia & the Pacific). -----Original Message----- From: fomca [SMTP:fomca@po.jaring.my] Sent: Friday, December 04, 1998 1:13 PM To: sustran@po.jaring.my Subject: Passenger Charter Dear Sir, Warm Regards! Federation of Malaysian Consumers Associations (FOMCA) is looking forward to publish the Passenger Charter as a way forward in creating awareness and protecting the consumers in Malaysia. Therefore, I would be pleased if you can send us the any Passenger Charter and any relevant information regarding the passenger charter for our reference. We need the information quite urgently as we are supposed to present the draft of the charter to the Ministry of Trade and Consumer Affairs in the mid of December 1998. We would be glad if you can send the information by 10th December 1998. We are looking forward for your co-operation. Thank you very much. Marimuthu Nadason Secretary General FOMCA From stephen.mcauley at ss.pacific.co.jp Mon Dec 7 10:58:50 1998 From: stephen.mcauley at ss.pacific.co.jp (stephen Mc Auley) Date: Mon, 07 Dec 1998 10:58:50 +0900 Subject: [sustran] Re: Red Routes Message-ID: <366B365A.7ACFBCBE@ss.pacific.co.jp> Can anyone tell me if the system of Red Routes in London are still in effect. Have they produced any significant results in reducing traffic congestion. Regards Stephen Mc Auley From litman at islandnet.com Mon Dec 7 21:35:33 1998 From: litman at islandnet.com (Todd Litman) Date: Mon, 07 Dec 1998 04:35:33 -0800 Subject: [sustran] Automobile Dependency TRB Session Press Release Message-ID: <3.0.5.32.19981207043533.00a82c90@mail.IslandNet.com> P R E S S R E L E A S E ------------------------- 7 December 1998 For Immediate Release AUTOMOBILE DEPENDENCY: TOO MUCH OF A GOOD THING? Debating the Optimal Level of Automobile Use Double Session on the Economic and Social Impacts of Automobile Dependency Transportation Research Board 1999 Annual Meeting Monday, January 11, 8 a.m. to 12 noon International East Room, Hilton, Washington DC DESCRIPTION: In this century, surface transport systems have become increasingly automobile dependent (defined as "high levels of per-capita automobile travel, automobile oriented land use patterns, and reduced transport alternatives"). Recent research challenges the assumption that increased automobile travel is necessarily good for an economy or society. Beyond a certain level, automobile dependency may impose more costs than benefits. This session will explore the socially optimal level of automobile use and what this implies for transport policy and facility investment. Each presenter will discuss the following questions: 1. How can we know the optimal level of automobile dependency? 2. What do data indicate about whether particular regions are below, at, or above this optimum? 3. What does this imply for public policy? After all presentations, during the Part 2 Session, the panel will discuss areas of agreement and disagreement, and the audience will also have an opportunity to raise questions and share comments. CONTEXT: This session relates to a growing controversy about the future of transportation. Highway advocates support increased construction of roadways, increased parking requirements, and low automobile user charges. They point out that motor vehicle travel is growing due to increased population, wealth and suburban lifestyles, resulting in increased traffic congestion. They argue that failing to expand roadway and parking capacity, and efforts to constrain motor vehicle use, contradict consumer preferences, stifle economic growth, and reduce personal freedom. They cite the general failure of public transit in the U.S. to attract new riders as evidence that highways are the most cost effective transportation investment. Highway advocates often argue that fuel taxes and other motor vehicle user charges should be dedicated to roadway improvements. Transportation Demand Management (TDM) advocates support the development of a more diverse transport system. They recommend investing in travel alternatives and using a variety of Transportation Demand Management strategies, including higher user charges, to curb automobile traffic growth. They point to the high economic, social and environmental costs associated with motor vehicle use, and market distortions that result in excessive automobile travel, as evidence that increased motor vehicle use is overall harmful to communities. They argue that creating a more diversified transportation system is the most effective way to address traffic congestion, meet economic and social needs, support economic development, and protect the environment. They cite the tendency of "generated traffic" to fill new highway capacity, and the success of public transit and bicycle programs in some communities, as evidence that such alternatives are the most cost effective transportation investments. TDM advocates often argue that fuel taxes and other automobile user charges should be spent on travel alternatives, since motorists benefit indirectly from such investments, and because motor vehicle use does not pay its full costs. This session is intended to get beyond simple arguments about whether automobiles are "good" or "bad," and explore under what conditions increased motor vehicle is beneficial, and when it is better to limit increased traffic and emphasize alternatives. Participants will examine recent research concerning whether highway investments and low user charges increase or reduce economic development. They will discuss the implications of this research in both developed and developing economies. MODERATOR Dr. Susan Handy, Professor of Community and Regional Planning at the University of Texas at Austin. Dr. Handy has done extensive research on the geographic and demographic factors that affect individual households' travel behavior, and strategies that could encourage more diverse transportation patterns. PRESENTORS: * Don Chen Title: Social Impacts of Automobile Dependency Don Chen is Research Manager and Manager of Smart Growth Program for the Surface Transportation Policy Project, a coalition working to promote transportation systems that is efficient, environmentally responsible, equitable, and promotes economic development. * Dr. Kenneth Green Title: Optimality, Externality, and Things that go Bump in the Night Dr. Kenneth Green is Director of Environmental Program for the Reason Public Policy Institute, a research organization promoting policy which supports personal responsibility in a framework of individual liberty and limited government. He is author of the report "Defending Automobility: A Critical Examination of the Environmental and Social Costs of Auto Use," and favors innovative, decentralized, and/or market-based measures to address external impacts of automobile use. * Frank Haight Title: "Pollution, congestion and cost - anything else wrong with cars?" Frank Haight is Editor of Transportation Research A & B, and has a lifetime of experience in transportation research and policy analysis. * Walter Hook Title: Road Investments, Economic Growth, and Debt: Lessons from Asia and Africa Walter Hook is Director of the Institute for Transportation and Development Policy, an organization that works to promote sustainable transportation policies in developing countries. He has worked with governments and non-profit organizations throughout the world to promote more equitable and efficient transportation systems. * Todd Litman Title: Automobile Dependency and Economic Development Todd Litman is Director of the Victoria Transport Policy Institute, an organization dedicated to developing innovative tools for transportation decision making. Much of his work involves incorporating economic, social and environmental impacts that are often omitted in transportation planning. He has worked on numerous studies that examine the full costs and benefits of various transportation policies and investments. * Frank Moretti Director of Research, The Road Information Program (TRIP). Title: Meeting the Diverse Transportation Needs of the Information Age Frank Moretti is Director of Research for The Road Information Program (TRIP), an organization that promotes transportation policies that relieve traffic congestion, improve air quality, make highway travel safer and enhance economic productivity. His presentation will discuss the appropriate level of automobile dependence at a time of increases in mobility, growing global economic prosperity, increased demand for lower density living, greater personal mobility and significant improvements in environmental performance in the transportation sector. * Professor Peter Newman Director, Institute for Science and Technology Policy Title: The Costs of Automobile Dependency: A Global Survey of Cities Professor Newman was the first to use the term "Automobile Dependency," and is co-author of the seminal book on the subject, "Cities and Automobile Dependency." His presentation will give new numbers on the 'the good, the bad and the ugly' cities from the most recent global survey data. His newest book 'Cities and Sustainability', will be launched by Island Press at the TRB Annual Meeting. * * * * * The Transportation Research Board is a unit of the National Research Council, which serves the National Academy of Sciences and the National Academy of Engineering. The TRB Annual Meeting, held each January in Washington DC, attracts 6,000-8,000 participants representing a wide range of transportation professionals. For registration information visit: www.nas.edu/trb/meeting or call 301-694-5243. * * * * * For more information on this session contact: Todd Litman, Director Victoria Transport Policy Institute 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 E-mail: litman@islandnet.com Website: www.islandnet.com/~litman From COLSZE at ntu.edu.sg Tue Dec 8 16:49:20 1998 From: COLSZE at ntu.edu.sg (Piotr Olszewski (A/Prof)) Date: Tue, 8 Dec 1998 15:49:20 +0800 Subject: [sustran] Re: TRB NMT Research Circular Message-ID: <6665AC0C667ED11186E308002BB487E10267E80B@exchange2> Impact of motorization on NMT One of the important issues is how to prevent the deterioration of conditions for non-motorized transport caused by increasing car ownership in developing countries. This deterioration takes the form of physical encroachment (new roads and car parks are often built at the expense of pedestrian/cyclist space), severance of NMT links, traffic management measures favoring motorized modes as well as increased pollution and safety hazard. Unless special care is taken, this will inevitably lead to the decline in NMT use. I suppose that this problem is related to all four proposed research themes but perhaps it would be worthwhile to list it somewhere. ------------------------ Piotr Olszewski colsze@ntu.edu.sg Nanyang Technological University, Singapore From t4-inoue at nri.co.jp Tue Dec 8 20:13:26 1998 From: t4-inoue at nri.co.jp (Taiichi INOUE) Date: Tue, 08 Dec 1998 20:13:26 +0900 Subject: [sustran] Who runs a tourist information center? Message-ID: <199812081113.UAA22846@nrims1.nri.co.jp> Dear, When I was traveling in Europe and the US, I could find a tourist information center. It was easy to find even in a small town. The symbol was 'i' everywhere. But in Japan, it is not easy. Because the number of centers isn't sufficient. In addition the information provided there isn't so useful. By the way, in most cases who runs a tourist information center? How can it earn? Please let me know. Think globally, Act locally. Consultant Taiichi Inoue Transport & Logistics Strategy Program Nomura Research Institute,Ltd. 2-2-1,Ootemachi,Chiyoda-ku, Tokyo 100,JAPAN tel +81-3-5203-0806 fax +81-3-5203-0764 Website http://www.nri.co.jp/ From raad at interchange.ubc.ca Fri Dec 18 10:20:07 1998 From: raad at interchange.ubc.ca (Tamim Raad) Date: Thu, 17 Dec 1998 17:20:07 -0800 Subject: [sustran] Re: Efficient Transport News (fwd) Message-ID: <3.0.1.32.19981217172007.00761fec@pop.interchange.ubc.ca> This item from Lee Schipper was posted to another group, but may be of interest here. Tamim. >Subject: Re: Efficient Transport News > >I thought many of you would appreciate this summary of a recent >meeting organized at the Bank on transport and CO2 in developing countries >and the possibilities for collaboration between the World Bank Group >and vehicle manufacturers. >Please feel free to consult the WEb site >for a more detailed description, www.back-to-work.com/clearingtheair.html > >Here is the summary of the meeting > >CLEARING THE AIR >Partnerships for Bank Group/GEF Investment Opportunities in Alternative >Vehicles for Lower Pollution and CO2 Emissions > A Vehicle Industry/World Bank Roundtable >Lee Schipper and Robin Segal > >The World Bank plays an important role in lending for transportation in >many Developing Countries and Economies in Transition. The Environment >Department commissioned a paper by Dr. Lee Schipper and Ms. Celine >Marie-Liliu of the International Energy Agency to discuss the scope for >Bank action to address both local and global problems related to >transportation (Transport and CO2 Emissions -- Flexing the Link: A Path >for the World Bank, Environment Department, forthcoming). > >One major finding of that paper was that initiatives to restrain GHG >emissions should be aligned closely with overall strategies to reform the >transport sector. Vigorous research and marketing of new low-fuel, clean >vehicles is a key element of a durable strategy to combat both air >pollution and rising CO2 emissions in developing countries. Further, >significant restraint in the growth in CO2 emissions from transport can >only occur as a result of Bank activities if the Bank works directly with >vehicle companies, both on matters of technology and policy. > >Recently, vehicle manufacturers themselves have entered into discussions >with the Bank Group to explore options for leveraging lending to achieve >the pollution reduction and CO2 restraint goals. Consequently, the World >Bank, together with the International Energy Agency, organized a >Roundtable in Washington DC on Oct 29/30 1998 that explored interactions >and relationships between the World Bank and the major suppliers of motor >vehicles, (including two- and three-wheelers, automobiles, buses, and >trucks) that could accelerate the pace of developments leading to GHG >restraint. > >The seminar was attended by representatives and experts from motor >vehicle manufacturers in the U.S. (Chrysler, Ford, GM), Japan (Toyota, >Honda), and Europe (Daimler-Benz, Fiat, Volvo, Skoda), as well as key >representatives of the industry in India (Bajaj, and the Association of >Indian Automobile Manufacturers). They were joined by several divisions >of the Bank, the IFC, the GEF, and a limited number of officials of >outside organizations with similar interests. The Roundtable is >described in detail in an interactive write up at >www.back-to-work.com/clearingtheair.html, from which this paper is extracted. > >The Roundtable consisted of several parts. It began with a reception that >included the screening of an introductory video, "Clearing the Air", >produced for the Roundtable. The video portrayed key transport issues in >a familiar setting. In this video, Drs. Schipper and Segal posed several >questions to viewers, inviting them to take an active part in addressing >CO2 emissions from transport in the developing world. > >The participants were then divided into three groups for discussion. >Each group confronted a particular scenario familiar to transport >planners: "Asthma", in which health problems arising from vehicle air >pollution become a major issue and cost to local and national >governments; "Gridlock", in which congestion imparts serious slow-downs >and major economic costs to economies of developing countries; "Dry >Well", in which various factors cut the supply of liquid fuels to >transportation and raise prices. Each scenario's "cast" was composed of >three or four "World Bank Project Officers"; two representatives from a >fictitious vehicle manufacturing corporation; a mayor and director of the >local transportation authority of the city, or capital city of the >country, portrayed in the scenario; and three or four of each country's >ministers of finance, transportation, environment, health, and energy/mines. > >The groups responded by playing out these scenarios: The "Asthma" group >reported a number of measures that could improve the air, as expressed by >those "playing" the roles of World Bank Officials. The "Gridlock" group, >by contrast, had little to report, as the "Mayor of Bangkok" announced he >would not stand for re-election. They shied away from pricing or other >behavior measures in favor of hoped-for technology. The "Dry Well" group >repudiated the conditions of their scenario, saying that there was no >credible case on anyone's horizon for long-term fuel shortages-under such >a scenario, China would produce liquid fuels from coal. Generally all >participants were sensitized to the difficult issues facing >transportation in developing countries even before considering greenhouse >gas emissions, which most agreed were not perceived as high priority in >developing countries. > >On the following day, visitors were given an introduction to key Bank >Groups and their functions in transportation lending, environmental >lending, transportation and environmental policy, and potential roles in >working for low-carbon transportation systems. > >For lunch, we again divided into groups, this time to discuss six >potential projects on our plates: > >1- Station Cars (vehicles, refueling, regulations, payment system). >2- Fuel Switching (retrofits, vehicle retirement [scrappage]). >3- Bus Network (routes, dedicated lanes, time-of-day, infrastructure). >4- Alternative Fuels (fuel cell, gas, electricity, cars & buses, >refueling infrastructure). >5- Electric Two- and Three- Wheelers. >6- Electronic Road Pricing (tolls, cars, outfitting, and infrastructure >issues). > >Generally it was not easy to formulate "Bankable" projects whereby Bank >Group facilities could provide extra funds for governments and private >manufacturers to bring forth the kinds of technologies implied by these >projects. Nevertheless each group presented a number of provocative >ideas, which were amplified later by the interactive write up on the >website. One key issue that emerged from all projects was the way the >cast of players stretches beyond a single vehicle company, government >agency, or even one part of the World Bank or other lender. > >At the conclusion several important opinions were offered. World Bank >representatives suggested that areas in which the Bank could contribute >in partnerships with the vehicle industry are in risk-sharing within >introduction of new technologies, and in trade barrier reduction. They >offered recognition of GEF as a grant facility, a tool able to supply >opportunities for pilot projects at low cost to investing companies. They >further suggested that the more upstream and integrated the approach, the >more chance for impact any project might have, and that the best chance >of making an impact is to piggyback on local pollution issues. > >Vehicle company participants offered a wide range of closing opinions. >One noted that the build-up of anthropogenic CO2 is inevitable, therefore >any company that voluntarily limits CO2 in its products is volunteering >to go out of business. One suggested that we must approach CO2 by >focusing on local problems. Another offered that industry tends to >produce large, integrated systems and their components, rather than >small, inexpensive vehicles. Many felt there is not at present enough of >a crisis (in terms of carbon emissions) for us to do anything. It was >also noted that developing countries need to solve problems with >policies, not rely on technology alone. > >Participants offered several suggestions for follow-up activities, >ranging from repeating the Roundtable with other industries (fuel, >smaller transport companies, start-up technology firms), as well as in >other areas of World Bank interests. With the availability of the >interactive write-up, the discussion continued until 1 December 1998. > > >Mr. Meter (Lee Schipper), >International Energy Studies, Lawrence Berkeley National Laboratory >On Leave to the International Energy Agency, >9 rue de la Federation,75739 Paris 15 CEDEX, France >FAX 33 1 40576749 PHONE 33 1 40576714 (1 = 01 if from France) > > > > ------------------ ***PLEASE NOTE THE CHANGE IN MY EMAIL ADDRESS*** Tamim Raad Point Grey RPO, Box 39150 Vancouver, British Columbia V6R 4P1 CANADA Tel: 1 (604) 879-4432 (h) 1 (604) 879-4436 (w) Email: raad@interchange.ubc.ca From sustran at po.jaring.my Fri Dec 18 10:40:31 1998 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 18 Dec 1998 09:40:31 +0800 Subject: [sustran] Traffic Impact of Highway Capacity Reductions Message-ID: <01BE2A6C.59DAD220@j28.brf73.jaring.my> In case sustran-discussers have not yet digested news of the ground-breaking research on 'Traffic Impact of Highway Capacity Reductions: Assessment of the evidence', from Phil Goodwin and team at University College London, here is the synopsis which can be seen at: http://www.ucl.ac.uk/transport-studies/sc1.htm 'Traffic Impact of Highway Capacity Reductions: Assessment of the evidence' by Cairns, Hass-Klau and Goodwin 1998, available from Landor Publishing, London. In 1994, a government committee report showed that building roads can generate traffic. Since then, there has been a lot of interest in whether the opposite is true - can reducing road space for cars cut traffic ? This could be particularly important when introducing policies like bus lanes, which could provide a cheap and effective way to improve the attractiveness of public transport, but which would be untenable if displaced traffic brought neighbouring roads to a standstill. The same issue is often raised during plans to introduce street-running light rail systems, cycle lanes, wider footpaths or pedestrianisation schemes. Therefore London Transport and the Department of Environment, Transport and the Regions (DETR) commissioned research to investigate the question, and employed a team at University College London (UCL) to look at the evidence (as reported here), and the consultancy MVA to look at the modelling implications (as reported elsewhere). Consequently the UCL team examined nearly 60 locations where road space had been taken away from cars and put to other use. Examples were studied from the UK, Germany, Switzerland, Italy, The Netherlands, Sweden, Norway, the USA, Canada, Tasmania and Japan. In some cases, road space for cars had been reduced because of deliberate policies like bus lanes or pedestrianisation, in others it was because of problems like roadworks. Irrespective of the cause, in such circumstances, there are often predictions of major traffic chaos. Examination of the evidence suggested that these predictions rarely, if ever, prove accurate. Prolonged, long-term gridlock is simply not reported, although there can be short-term disruption, and some increase in problems on particular local roads. In many cases, there were actually significant reductions in the total amount of traffic on the networks studied. On average, 14-25% of the traffic that used to use the affected route, could not be found on the neighbouring streets. However, the results varied substantially, depending on the context. For example, where schemes made public transport more attractive, they were more likely to encourage people to change mode than those which did not. In explaining what was happening to the traffic, the following model of behavioural response emerged. Initially, when road space for cars is reduced, drivers simply change their driving styles in ways which pack more vehicles in, for example, by driving closer together. As conditions deteriorate, they then take the next easiest options - swapping to neighbouring streets, or changing their time of travel, leaving a bit earlier or later to avoid the worst of the traffic. As such adjustments also become problematic, a whole variety of responses is triggered, ranging from people altering how they travel, or where they carry out activities, through to people moving house or moving job, where the change in travelling conditions 'tips the balance' in a decision that was being made for other reasons anyway. Taken together, this third set of responses accounts for the measurable 'disappearance' of a proportion of traffic from the networks studied. The project also highlighted the amount of variability which underlies apparently stable traffic flows, and which enables people to change their travel habits. Specifically, individuals make adjustments to their travel behaviour on a fairly regular basis anyway, either because of minor factors (like the occasional decision to work from home, or to carry out one activity on the way to another), or because of more important decisions (like changes in car ownership or job location or house location), or because of longer-term, life-cycle events (like changes in household composition). Hence, when road space is reduced, some people are forced to alter a repeated, habitual pattern of behaviour, but other people are spontaneously reconsidering their travel options anyway, and can take account of changes in the network conditions as part of this process. It is this flexibility which enables surprisingly large changes in traffic flows to result from a particular change to road conditions. The findings from the project were welcomed by Gavin Strang, Minister for Transport, and the DETR aims to commission a good practice guide, to enable local authorities to take account of the results. From pendakur at interchange.ubc.ca Sat Dec 19 07:42:31 1998 From: pendakur at interchange.ubc.ca (V. S. Pendakur) Date: Fri, 18 Dec 1998 14:42:31 -0800 Subject: [sustran] Fw: [sustran] TRB NMT Research Circular Message-ID: <009001be2ad7$f9a49280$965e17cf@notebook> -----Original Message----- From: V. S. Pendakur To: sustran-discuss@jca.ax.apc.org Date: December 5, 1998 5:35 PM Subject: Re: [sustran] TRB NMT Research Circular >Good start. How about the plannet, rural transport net, the trb committee > Maggie has the list and so does Dharm). Thanks. > >Cheers from Inner Mongolia. Setty. >-----Original Message----- >From: P. Christopher Zegras >To: sustran-discuss-digest@jca.ax.apc.org > >Date: December 4, 1998 10:35 AM >Subject: [sustran] TRB NMT Research Circular > > >> >>Dear Friends, >> >>As many of you know, the Transportation Research Board (TRB) has a >Committee >>on Non-motorized Transportation and Related Issues. The Committee is >>relatively new and his chaired by Dr. V. Setty Pendakur. >> >>To guide future research efforts of this committee, we have drafted the >>following Research Guide. We encourage and welcome any comments, >criticisms >>and recommendations. >> >>(For more information on TRB, visit their web site: www.nas.edu/trb/) >> >>I look forward to hearing from you and/or seeing you at TRB in January. >> >>Best holiday wishes, >> >>Chris Zegras >> >>Draft Proposal for a Research Circular >>TRB Committee on NMT and Related Issues (A5013) >> >>Mission: >> >>To assure continuity in and logical development of the research undertaken >>by Committee members and friends, presented at Committee-sponsored >>sessions, and published in Committee-sponsored publications, with the goal >>of "institutionalizing" and implementing research advances. >> >>Initial themes of priority for the Research Circular: >> >>1. Socioeconomic Development Impacts of Non-motorized Transportation: >>- - Poverty alleviation >>- - Access to affordable modes >>- - NMT and Gender issues >>- - Travel Time, Barrier Effect (physical barriers to NMT) >>- - The social costs of motorization >> >>2. Safety, Energy, and Environmental Effects of Non-motorized >Transportation >>- - NMT as part of a local and global air pollution mitigation plans >>- - Road traffic accidents as a public health problem >> >>3. Transportation Planning and Evaluation Tools and Non-motorized modes >>- - Incorporating NMT into currently used travel forecasting models >>- - NMT and traffic flow models >>- - Data collection needs and performance measures >>- - Integrating NMT into transport policy and project evaluations >> >>4. The Built Environment and Non-motorized transportation >>- - Urban form factors affecting NMT use >>- - Building and re-building urban areas to promote safe and efficient NMT >use >>- - The importance of NMT to Public Transportation >>- - "Best Practices" >> >>The Research Circular will use these four principal areas of Research to >>facilitate calls for papers for A5013-sponsored TRB sessions. The Research >>Circular Sub-Committee will publish a brief summary of papers presented at >>each TRB Annual Meeting to highlight conclusions and results of papers in >>each area of Research and thus help guide the Call for Papers for the >>following year. >>By the end of the Second Year of this Process (2000), the Sub-Committee >>will publish a formal Research Circular, identifying priority areas of >>research in NMT. It is anticipated that this Research Circular will help >>guide investigators in developing research themes and in fund-raising for >>such work. >> >>The Research Circular sub-committee with input from other interested >>parties will re-visit the four themes identified above after receipt of >>papers submitted to A5013 and after each Annual Meeting. >> >> >> >> >> > From ibike at ibike.org Sat Dec 19 08:09:34 1998 From: ibike at ibike.org (International Bicycle Fund) Date: Fri, 18 Dec 1998 15:09:34 -0800 Subject: [sustran] Re: Who runs a tourist information center? Message-ID: <04b901be2ae1$5bac9dc0$22e6e3cf@david-mozer> Tourist information centers are operated and under-written by a variety of different entities, generally they have in common an interest in making it easier for visitor to spend money. Sponsor are organizations such as: the tourist and convention bureau, the chamber of commerce and government (local, regional or national) tourism division. ~ INTERNATIONAL BICYCLE FUND ~ Promoting sustainable transport and tourism worldwide Email: ibike@ibike.org Internet: www.ibike.org -----Original Message----- From: Taiichi INOUE To: alt-transp@flora.ottawa.on.ca ; sustran-discuss@jca.ax.apc.org ; utsg@mailbase.ac.uk ; ITS@mobility-net.com Date: Tuesday, December 08, 1998 4:14 AM Subject: [sustran] Who runs a tourist information center? Dear, When I was traveling in Europe and the US, I could find a tourist information center. It was easy to find even in a small town. The symbol was 'i' everywhere. But in Japan, it is not easy. Because the number of centers isn't sufficient. In addition the information provided there isn't so useful. By the way, in most cases who runs a tourist information center? How can it earn? Please let me know. Think globally, Act locally. Consultant Taiichi Inoue Transport & Logistics Strategy Program Nomura Research Institute,Ltd. 2-2-1,Ootemachi,Chiyoda-ku, Tokyo 100,JAPAN tel +81-3-5203-0806 fax +81-3-5203-0764 Website http://www.nri.co.jp/ From sustran at po.jaring.my Sat Dec 19 12:28:53 1998 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Sat, 19 Dec 1998 11:28:53 +0800 Subject: [sustran] Ten Steps Towards More Sustainable and People-Centred Transport Message-ID: <01BE2B45.D906EC80@j21.brf76.jaring.my> Here is an attempt to concisely articulate a SUSTRAN vision in the form of "ten steps" suitable for leaflets and posters, etc. It is an attempt to convey what we mean by the pithy (and perhaps ambiguous) little phrase, "sustainable and people-centred transport". Any comments are welcomed. Ten Steps Towards More Sustainable and People-Centred Transport Accessibility for all The purpose of transport policy is to provide access to the contacts, services and goods that we all need in an equitable, low-cost and low-impact way. Transport policy should not simply promote more and more movement at higher and higher speeds. Social equity Almost everywhere, transport priorities serve the poor badly and devote most investment to the mobility of affluent vehicle owners. The negative impacts of transport fall most heavily on disadvantaged people - those living in poverty, people with disabilities, women, the young, the frail elderly and people with insecure housing rights. Social equity demands that highest priority should go to public transport, walking and non-motorised vehicles that are accessible to almost everyone and which have low impacts. Ecological sustainability Both global sustainability and the local environment of settlements are seriously threatened by overuse of private motor vehicles. Local impacts of transport are extreme in many large cities of Asia but the highly automobile-oriented cities of the USA contribute most per person to global sustainability problems, such as climate change. Places whose transport systems contribute least to environmental damage are those that have the lowest car and motorcycle use and the highest use of public transport, cycling and walking. Health and safety Transport has a major impact on health and safety. Motor vehicles are responsible for around 70% of air pollution in the many of the world's major cities. Worldwide more than 500,000 people are killed every year in road traffic accidents and 50 million are seriously injured. In most developing countries, more than 60% of the victims are pedestrians and other vulnerable road users. Travel is safest in places that provide plentiful public transport and facilities for cyclists and pedestrians. Public participation and transparency Transport planning is always the better for involving the communities who are being planned for. Transparency and open information also help to prevent corrupt practices that hurt the whole society. Traditional transport planning distrusts community involvement and insists that it be left to the "experts". But around the world, more and more community organisations are realising that they can and must take action. Economy and low-cost Too many transport plans are dominated by expensive mega-projects. The most sustainable, people-centred and equitable approaches to transport tend to be low-cost approaches which include restraint of the highest-cost mode of transport - namely the private car. By restraining private cars, poor cities avoid or postpone the need for expensive road investments while retaining high usage of low-cost public transport and NMT. Later, some higher-cost infrastructure, such as urban rail, may eventually become affordable. Information and analysis To take action, communities need to understand the forces that are pushing transport priorities in the wrong directions. They need solid arguments and information to dispel the myths propounded in support of destructive projects and policies. Destructive proposals do not stand up to critical scrutiny. We can all learn from the successes and failures of other campaigns. Advocacy Unless voices are raised from local communities (especially poor communities), pedestrians, bus riders, and NMV users in transport planning, then only the voices of motorists, truckers and big business will be heard by the decision-makers. People's advocacy has made a dramatic difference to transport plans in diverse places, including Tokyo, Karachi, London, Toronto, Mumbai, and Perth. Most trends are still in the wrong direction but the movement to promote alternatives to the private car has gathered momentum in the 1990s and is rapidly becoming mainstream. NGO efforts have even had a positive impact on the transport policies of the World Bank. Capacity building There is an urgent need to build capacity and commitment among transport decision-makers to adapt to the new paradigms that are replacing car-oriented mobility planning. Community organisations and NGOs also urgently need help to build their ability to assert their rights to speak up on transport issues, to understand the fundamental issues, and to know where to turn for advice, information, contacts and support in their efforts. Networking Networking involves actively making contacts and encouraging information exchange and collaboration while always respecting the independence of diverse participants. The active sharing involved in networking opens up creative opportunities for action and synergy. SUSTRAN is a mechanism to encourage and facilitate networking, not to control or limit it. Through generous networking we can all gain ideas, information, lessons, encouragement, and solidarity with which to further our mutual goals. A. Rahman Paul Barter SUSTRAN Resource Centre P. O. Box 11501, 50748 Kuala Lumpur, Malaysia. Tel/Fax: +60 3 274 2590, E-mail: sustran@po.jaring.my Web: http://www.geocities.com/RainForest/Canopy/2853/ The SUSTRAN Resource Centre hosts the Secretariat of SUSTRAN (the Sustainable Transport Action Network for Asia & the Pacific). From eric.britton at ecoplan.org Sat Dec 19 17:52:28 1998 From: eric.britton at ecoplan.org (eric britton) Date: Sat, 19 Dec 1998 09:52:28 +0100 Subject: [sustran] Ten Steps Towards More Sustainable and People-Centred Transport In-Reply-To: <01BE2B45.D906EC80@j21.brf76.jaring.my> Message-ID: <001e01be2b2c$e842cd40$0365c6d4@g400.cybercable.fr> Very nice and very useful as a summary. And while I still want to think more on it, one comment involves your choice of term "Capacity building".... To these ears it has a possibly ambiguous ring. Does anyone else hear the possibility of quick interpretation by some as a call for more "capacity" in the good ol' transport sense? Also I must admit a quaver to the term "Ten Steps..." since it appears so often and usually in some pretty raunchy (read unthoughtful) contexts. But hey! de gustabus... For anyone who might be interested, we drew up something along these lines back in the beginning of the decade as a bedrock for what later because the Ciudades Accesibles program in Spain, which if you wish you can pick up for yourself at ftp://ftp.the-commons.org/pub/access/ where you will see granada_dec.doc (a Word document of 40k). It could be interesting to read the two against each other and see if they might each gain a bit in the process. In fact and inspired by you, I think that the idea of an overhaul, update, and relaunching of the Declaration is quite a good one. And once we have it in hand, we might even begin to think of ways of putting it to work. Eric EcoPlan International -- Technology, Economy, Society Latest action on The Commons at http://www.ecoplan.org * CarShare Consortium * Children & Sustainability * WTP&P * Le Transport Nouveau * 21st Turtle Media * Access Bilbao 2010 * Car Free Day Forum * TurningPoint 2000 From kwood at central.co.nz Mon Dec 21 11:20:39 1998 From: kwood at central.co.nz (Kerry Wood) Date: Mon, 21 Dec 1998 14:20:39 +1200 Subject: [sustran] Re: Ten Steps Towards More Sustainable and People-Centred Transport Message-ID: Hi everybody I see what Eric means about 'capacity' building looking dubious: would "ability" be better? >There is an urgent need to build ABILITY and commitment among transport >decision-makers to adapt to the new paradigms that are replacing >car-oriented mobility planning. Community organisations and NGOs also >urgently need help to build their ability to assert their rights to speak >up on transport issues, to understand the fundamental issues, and to know >where to turn for advice, information, contacts and support in their >efforts. You might even slip in a capacity sentence somwhere: "Where additional capacity is needed, it can usually be obtained by encouraging the more sustainable modes: walking, cycling and public transport all need less space than private cars." Kerry Wood Transport Consultant Phone/fax + 64 4 801 5549 e-mail kwood@central.co.nz 1 McFarlane St Wellington 6001 New Zealand From sustran at po.jaring.my Tue Dec 22 12:53:29 1998 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Tue, 22 Dec 1998 11:53:29 +0800 Subject: [sustran] Brief intro to Access for Persons with Disabilities to Public Transit Message-ID: <01BE2DA1.B5C4A2E0@j48.brf72.jaring.my> This text is from a pamphlet by a USA-based group, Access Exchange International, which focuses on this issue in developing countries. It was passed to us by Naziaty Yaacob who attended the TRANSED conference in perth recently. I hope it may be useful to some of you. Access Exchange International has also published a useful 26-page well-illustrated booklet on the issue, "Mobility for All: Accessible Transportation Around the World". See the end of this message for their contact details. Access for Persons with Disabilities to Public Transit: Practical steps for Less Wealthy Countries Based on their successful use in different countries, here are some "first steps" towards the development of accessible transportation for persons with disabilities in less wealthy countries. Some of these ideas are virtually without cost, others are very low-cost, while some are moderate cost. Not all are relevant in any given situation, but they represent "first steps" on the road to accessible transportation. No-cost or very low-cost 1. Access to the built environment: Advocate that all new construction of buildings and transit stations be accessible to disabled persons (curb ramps, ramps to entrances, properly designed bathrooms, etc.). If it is possible to obtain legislation requiring such access, print and distribute recommendations, provide directories of facilities that are in compliance and encourage people to patronise them, etc. 2. Provide public transit information in accessible formats: braille, cassette tape, and large print are examples. 3. Provide low-cost aides to assist semi-ambulatory passengers to use transit vehicles: examples include more vertical stanchions, well located handles on doors of vehicles, or steps or rails painted in "safety yellow". Note that these improvements would be welcome by all passengers! 4. If needed, provide larger print destination signs in buses to assist passengers with low- vision. Again, all passengers would benefit. 5. Train bus drivers to call out stops for blind passengers. If this is impractical on crowded buses, it may be more practical at off-peak hours. 6. Invite members of the disability community--and especially blind persons--to familiarize themselves with a bus in non-revenue service, to assist in boarding and riding on the vehicle when it is crowded. 7. Provide "travel tips" to the disabled community, concerning the times and places where vehicles may be less crowded. Moderate cost 8. For door-to-door services, consider modifying taxis with ramps for use by wheelchair riders. 9. When obtaining new or replacement vehicles, consider low-floored models which are now used more and more in Western Europe and Canada. In all events, make sure replacement buses have wide enough doors to admit passengers with mobility aids such as walkers. 10. Consider ramped raised platforms at key stops to board buses and trams. A lightweight bridge can be attached to the platform, or it may be stored on board the vehicle (as is done in Curitiba, Brazil, and in San Francisco and Sacramento, California in the USA). The driver then positions the bridge to span the gap between the raised platform and the floor of the transit vehicle. 11. Consider the installation of ramps or relatively low-cost wheelchair lifts on locally manufactured buses. Companies in the USA and elsewhere offer a wide range of products. 12. Perhaps side-cars or trailers can be attached to modified motorbikes or motorcycles, designed for use by a passenger riding a wheelchair. In some countries, this may be an alternative when lift- or ramp-equipped vans are not available. Non-motorized vehicles can also be modified to carry passengers with disabilities. 13. Consider a subsystem of buses dedicated just for use by persons with disabilities and elders. This is not ideal, but in extremely crowded transit systems it may be one answer to providing a transit option during peak hours. 14. Consider some variation of the "service route" concept developed in Sweden and now used in some cities in the USA and elsewhere. This system uses smaller accessible vehicles which serve all passengers on routes of special interest to elders and persons with disabilities. 15 Start with small pilot projects and learn from them. For example, make two key sites on one bus line accessible with raised platforms. In some cities, two Metro stations (e.g., at the ends of a line) could be made accessible by ramp or elevator. Start a small accessible van feeder service to the bus stops or Metro stations. Remember to check with disability groups to learn what they really need! Accessible transportation is built over many years. Small projects capture the attention of the public, provide credit for transit agencies, and set the stage for public support for funding of larger projects in the future. Often such public support also helps transit agencies to develop a better community base for other funding as well. For further information, contact: Access Exchange International, 112 San Pablo Avenue, San Francisco, CA 94127, USA. Telephone: +1 415 661 6355, Fax: +1 415 661 1543, E-mail: globalride-sf@worldnet.att.net From eric.britton at ecoplan.org Tue Dec 22 17:19:40 1998 From: eric.britton at ecoplan.org (eric britton) Date: Tue, 22 Dec 1998 09:19:40 +0100 Subject: [sustran] Ten Steps Towards More Sustainable and People-Centred Transport In-Reply-To: <01BE2B45.D906EC80@j21.brf76.jaring.my> Message-ID: <000001be2d83$d231d740$0365c6d4@g400.cybercable.fr> The "first steps" statement of Access Exchange International - together with your "Ten Steps", our Granada Declaration for Accessible Cities, the 1996 Canadian "Sustainable transportation Principles" statement, et al - bring this to mind. Lots of good ideas and important points running around there but, eventually, they all begin to sound a lot alike (no great problem there) but, and here the problems begin, gradually begin to collapse (in the eyes of the beholder) under their own complications, complexity and sheer weight (a bit like this sentence now that I think about it). Thus, they tend to loose shape and become hard to remember, to keep in mind. What we have is, thus, a kind of messiness, when what we clearly need if we are ever to get the message across is elegance, in the sense one uses the word in mathematics or chess. So, perhaps we should give some thought to one or two alternative approaches might help get our important points across, as oppose to what we presently have, which I lately have begun to call "walls of words". Let me see if I can get the ball rolling on this. A first alternative approach might be to reassemble all the most important core ideas and see if we can somehow organize them into a tree-like form, with at the top (or perhaps easier to envisage, on the extreme left) the fundamental concept that we are trying to drive at. Call it Sustainable Transport for now (until someone domes up with something better). ST in turn is driven by no more than a literal handful of key principles, each of which clearly distinct from the others and somehow all fitting together to create an integral and comprehensive macro view. And these in turn can be fed by a third layer of more detailed drivers, each of which not only important in itself but also clearly lodged in the right place and a solid stone in our arch which holds up the great weight of our ambitious undertaking. Sorry to be so abstract about it, but I really think that we can gain something - if our goal is to communicate effectively and not just to feel good - by bearing in mind how people/s minds and retentive capacities actually work (as opposed to how we would like them to work for our intents and purposes). Which brings us to the bottom line of how might this all be somehow conveyed by a single image. Very very delicate business that. And moreover one which all us school-bred, book-bred folk tend to do, if at all, with truly leaden hands. Which is no reason not to try? We can even put that other half of our brains to work. Eric Britton EcoPlan International -- Technology, Economy, Society From Merle_Van_Horne at nps.gov Tue Dec 22 22:50:29 1998 From: Merle_Van_Horne at nps.gov (Merle Van Horne) Date: Tue, 22 Dec 1998 08:50:29 -0500 Subject: [sustran] Re: Brief intro to Access for Persons with Disabil Message-ID: <0004C8E9.1235@nps.gov> Here's a couple of further thoughts on transit accessibility for often-neglected/overlooked population segments: --The illiterate--still a substantial population segment in many developing countries. In the Mexico City subway system, each station has a distinctive, attractive logo which is related to the station name. Generous use of these logos in and around the station environment provides orientation to illiterates and others. --The frail and infirm--not wheelchair-bound but slow and limited in walking. For many reasons it is undesirable to force these people into wheelchairs before it is clearly necessary. Above all, the frail and infirm need benches, lots of them and well-placed. Benches should be available wherever people must wait--and also where they need to rest briefly after climbing or after walking more than 100 meters or so. Few transit systems meet this basic requirement. Merle Van Horne National Park Service, USA ______________________________ Reply Separator _________________________________ Subject: [sustran] Brief intro to Access for Persons with Disabilitie Author: SUSTRAN Resource Centre at NP--INTERNET Date: 12/22/98 11:53 AM This text is from a pamphlet by a USA-based group, Access Exchange International, which focuses on this issue in developing countries. It was passed to us by Naziaty Yaacob who attended the TRANSED conference in perth recently. I hope it may be useful to some of you. Access Exchange International has also published a useful 26-page well-illustrated booklet on the issue, "Mobility for All: Accessible Transportation Around the World". See the end of this message for their contact details. Access for Persons with Disabilities to Public Transit: Practical steps for Less Wealthy Countries Based on their successful use in different countries, here are some "first steps" towards the development of accessible transportation for persons with disabilities in less wealthy countries. Some of these ideas are virtually without cost, others are very low-cost, while some are moderate cost. Not all are relevant in any given situation, but they represent "first steps" on the road to accessible transportation. No-cost or very low-cost 1. Access to the built environment: Advocate that all new construction of buildings and transit stations be accessible to disabled persons (curb ramps, ramps to entrances, properly designed bathrooms, etc.). If it is possible to obtain legislation requiring such access, print and distribute recommendations, provide directories of facilities that are in compliance and encourage people to patronise them, etc. 2. Provide public transit information in accessible formats: braille, cassette tape, and large print are examples. 3. Provide low-cost aides to assist semi-ambulatory passengers to use transit vehicles: examples include more vertical stanchions, well located handles on doors of vehicles, or steps or rails painted in "safety yellow". Note that these improvements would be welcome by all passengers! 4. If needed, provide larger print destination signs in buses to assist passengers with low- vision. Again, all passengers would benefit. 5. Train bus drivers to call out stops for blind passengers. If this is impractical on crowded buses, it may be more practical at off-peak hours. 6. Invite members of the disability community--and especially blind persons--to familiarize themselves with a bus in non-revenue service, to assist in boarding and riding on the vehicle when it is crowded. 7. Provide "travel tips" to the disabled community, concerning the times and places where vehicles may be less crowded. Moderate cost 8. For door-to-door services, consider modifying taxis with ramps for use by wheelchair riders. 9. When obtaining new or replacement vehicles, consider low-floored models which are now used more and more in Western Europe and Canada. In all events, make sure replacement buses have wide enough doors to admit passengers with mobility aids such as walkers. 10. Consider ramped raised platforms at key stops to board buses and trams. A lightweight bridge can be attached to the platform, or it may be stored on board the vehicle (as is done in Curitiba, Brazil, and in San Francisco and Sacramento, California in the USA). The driver then positions the bridge to span the gap between the raised platform and the floor of the transit vehicle. 11. Consider the installation of ramps or relatively low-cost wheelchair lifts on locally manufactured buses. Companies in the USA and elsewhere offer a wide range of products. 12. Perhaps side-cars or trailers can be attached to modified motorbikes or motorcycles, designed for use by a passenger riding a wheelchair. In some countries, this may be an alternative when lift- or ramp-equipped vans are not available. Non-motorized vehicles can also be modified to carry passengers with disabilities. 13. Consider a subsystem of buses dedicated just for use by persons with disabilities and elders. This is not ideal, but in extremely crowded transit systems it may be one answer to providing a transit option during peak hours. 14. Consider some variation of the "service route" concept developed in Sweden and now used in some cities in the USA and elsewhere. This system uses smaller accessible vehicles which serve all passengers on routes of special interest to elders and persons with disabilities. 15 Start with small pilot projects and learn from them. For example, make two key sites on one bus line accessible with raised platforms. In some cities, two Metro stations (e.g., at the ends of a line) could be made accessible by ramp or elevator. Start a small accessible van feeder service to the bus stops or Metro stations. Remember to check with disability groups to learn what they really need! Accessible transportation is built over many years. Small projects capture the attention of the public, provide credit for transit agencies, and set the stage for public support for funding of larger projects in the future. Often such public support also helps transit agencies to develop a better community base for other funding as well. For further information, contact: Access Exchange International, 112 San Pablo Avenue, San Francisco, CA 94127, USA. Telephone: +1 415 661 6355, Fax: +1 415 661 1543, E-mail: globalride-sf@worldnet.att.net -------------- next part -------------- Received: from mail.jca.ax.apc.org (210.149.85.82) by ccmail.itd.nps.gov with SMTP (IMA Internet Exchange 2.12 Enterprise) id 0004C13A; Mon, 21 Dec 98 23:42:03 -0500 Received: (from majordom@localhost) by mail.jca.ax.apc.org (8.9.1/3.7WJCA-AX-K6) id MAA23822 for sustran-discuss-outgoing; Tue, 22 Dec 1998 12:55:23 +0900 (JST) Received: from relay13.jaring.my (relay13.jaring.my [192.228.128.124]) by mail.jca.ax.apc.org (8.9.1/3.7WJCA-AX-K6) with ESMTP id MAA23818 for ; Tue, 22 Dec 1998 12:55:19 +0900 (JST) Received: from j48.brf72.jaring.my (j35.brf71.jaring.my [161.142.173.229]) by relay13.jaring.my (8.8.8/8.8.7) with SMTP id LAA08215; Tue, 22 Dec 1998 11:54:17 +0800 (MYT) Received: by j48.brf72.jaring.my with Microsoft Mail id <01BE2DA1.B5C4A2E0@j48.brf72.jaring.my>; Tue, 22 Dec 1998 11:53:37 +0800 Message-ID: <01BE2DA1.B5C4A2E0@j48.brf72.jaring.my> From: SUSTRAN Resource Centre To: "aasust_discuss (E-mail)" Cc: "Anthony S Thanasayan (E-mail)" , "Khoo Salma Nasution (E-mail)" , "San Yuenwah (E-mail)" , "'Naziaty Yaacob'" , "'globalride-sf@worldnet.att.net'" Subject: [sustran] Brief intro to Access for Persons with Disabilities to Public Transit Date: Tue, 22 Dec 1998 11:53:29 +0800 MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Sender: owner-sustran-discuss@jca.ax.apc.org X-Sequence: sustran-discuss 905 Precedence: bulk Reply-To: sustran-discuss@jca.ax.apc.org X-Unsub1: To unsubscribe, send the command UNSUBSCRIBE sustran-discuss X-Unsub2: in the body of an e-mail message to majordomo@jca.ax.apc.org From sustran at po.jaring.my Tue Dec 22 23:02:36 1998 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Tue, 22 Dec 1998 22:02:36 +0800 Subject: [sustran] SUSTRAN News Flash 32 Message-ID: Sustainable Transport Action Network for Asia and the Pacific (SUSTRAN) SUSTRAN News Flashes are produced for the network by the SUSTRAN Resource Centre P.O. Box 11501, 50748 Kuala Lumpur, Malaysia. Fax/Phone: +603 274 2590, E-mail: URL: http://www.geocities.com/Rainforest/Canopy/2853 SUSTRAN News Flash #32 21 December 1998 CONTENTS 1. Season's Greetings 2. Alarm Bells over World Bank/Vehicle Industry Meeting?? 3. Sustran Assembly Members 4. Congratulations to Samjin Lim 5. Opposition to Mumbai-Pune Expressway 6. Indonesia's Public Transport Crippled 7. Tips on Access to Public Transport For Persons With Disabilities 8. More Roads in Beijing 9. Chinese Pollution Clampdown Worries Auto Industry, Sparks Debate 10. Delhi's Motorcycle Taxis Banned 11. "Women Can't Ride" 12. Contacts List 13. On The Lighter Side: LRT Station Prayers 14. Resources 15. Web Sites 16. Events 1. SEASON'S GREETINGS 1998 is coming to an end and a spiritual and festive time of the year is here for many with the arrival of Ramadan and the Christmas season and Chinese/Lunar New Year preparations are just around the corner. We wish everyone all the best in their various observances and festivities! The SUSTRAN Resource Centre is happy to have been in touch with so many people who are actively working towards people-centred and sustainable transport. Thank you so much to all of you who have contacted us. It has been an eventful year for some, painful for others. We wish everyone peace and love for the new year. 2. ALARM BELLS OVER WORLD BANK/VEHICLE INDUSTRY MEETING? A recent meeting, "Vehicle Industry/World Bank Roundtable on Pollution and CO2 Emissions in Developing Countries, Oct 29-30 1998" was recently highlighted in the sustran-discuss list. The meeting follows up on a paper commissioned by the Environment Department of the Bank (and completed in August, 1998): "Transport and CO2 Emissions -- Flexing the Link: A Path for the World Bank" (Environment Department, World Bank, forthcoming). A major finding is that initiatives to restrain GHG emissions should be aligned closely with overall strategies to reform the transport sector. It also argues that vigorous research and marketing of new low-fuel, clean vehicles is a key element of a durable strategy to combat both air pollution and rising CO2 emissions in developing countries. Recently, vehicle manufacturers have entered into discussions with the Bank Group to explore options for leveraging lending to achieve the pollution reduction and CO2 restraint goals. The ensuing seminar was attended by representatives and experts from motor vehicle manufacturers (Chrysler, Ford, GM, Toyota, Honda, Daimler-Benz, Fiat, Volvo, Skoda, Bajaj, and the Association of Indian Automobile Manufacturers). They were joined by several divisions of the Bank, the IFC, the GEF, and a limited number of officials of outside organizations with similar interests. COMMENT FROM THE SUSTRAN RESOURCE CENTRE: Discussions between various "stakeholders" are welcome, but it is alarming to see hints here that the World Bank and GEF may see "cleaner" vehicle technology as THE solution to the environmental impacts of transport. It will be even more alarming if this leads to a large proportion of Bank and GEF funds for this issue going to vehicle manufacturers. Many of us are adamant that cleaning up vehicles is only one of a wide range of policies to bring transport closer to sustainability (in both North and South) - and in many cases, not the most important one. We urge anyone who is concerned about this to visit the web site (see end of this item) to judge for yourselves. We welcome your comments - as would the meeting organisers, we are sure. [A detailed description of the meeting by Lee Schipper and Robin Segal and other additional information is on the web (at http://www.back-to-work.com/clearingtheair.html).] 3. SUSTRAN ASSEMBLY MEMBERS SUSTRAN is a light and participatory network - We welcome everyone who demonstrates commitment to our goals by becoming active in the "networking" process. However, SUSTRAN does now also have a core group of formal members as a result of the General Assembly meeting in June 1998 in Manila. This group with a say on the running of the network is known as the SUSTRAN Assembly. Here is the current list of SUSTRAN Assembly members: INDIA * Centre for Science and Environment (CSE) (Ms Shefali Verma); * Mr Debasish Bhattacharyya (public transport campaigner, Calcutta); * People's Science Institute (PSI) (represented by Dr Rajeev Saraf of Transport Research & Injury Prevention Program (TRIPP) see below); * Save Bombay Committee (Mr Kisan Mehta and Ms Priya Salvi); * Swayam Shikshan Prayog (SSP) (Ms Prema Gopalan); * Transport Research & Injury Prevention Program (TRIPP), Indian Institute of Technology (IIT) Delhi (Dr Rajeev Saraf); INDONESIA * Lembaga Pengembangan Inisiatif Strategis untuk Transformasi (LPIST) (Mr Abdul Hakim and Mr Dharmaningtyas); * Yayasan Lembaga Konsumen Indonesia (YLKI) (Indonesian Consumers Organization) (Ms Tini Hadad); KOREA * Networks for Green Transport (Mr Samjin Lim); MALAYSIA * Sustainable Transport Environment Penang (STEP) (Mr Ganesh Rasagam); PHILIPPINES * Alternative Planning Initiatives (Alterplan) (Ms Anna Maria Gonzales Biglang-awa and Ms. Sylvia P. Lagunoy); * Citizens Alliance for Consumer Protection (CACP) (Mr Francis Joseph de la Cruz); * Co Multiversity/COTRAIN (Ms Fides Bagasao and Ms Luz Malibiran); * Cycling Advocates (CYCAD) (Mr Ramon Fernan and Ms Dazzle Rivera); * Green Forum (Mr Sam Ferrer and Mr Gil Reoma); * Philippine Greens (Mr Robert Verzola); THAILAND * Thailand Cycling Club (Mr Vivat Songsasen and Thongchai Panswad (President)); INTERNATIONAL * Institute for Transportation & Development Policy (ITDP) (Dr Walter Hook); * International Forum for Rural Transport and Development (IFRTD), Ms Priyanthi Fernando (Executive Secretary); * SUSTRAN Resource Centre (Mr A. Rahman Paul Barter and Ms Sreela Kolandai) {this is the Secretariat of the Network); * Transport Working Group, International Forum on Urban Poverty (Mr Brian Williams); * Dato' Anwar Fazal of Asia Pacific 2000 and Sahabat Alam Malaysia; * Ms Sri Husnaini Sofjan of Asia Pacific 2000 and the SUSTRAN Resource Centre, Malaysia. 4. CONGRATULATIONS TO SAMJIN LIM Last month Mr Samjin Lim resigned as Secretary General of the strong Korean sustainable transport advocacy group, Network for Green Transport. He has taken up a new position as Assistant Secretary to the President. He will assist President Kim Dae Jung with his recently launched "Rebuilding Korea Movement" for fundamental reform. This is a well-deserved recognition of Samjin's remarkable organising and advocacy skills. We hope that Network for Green Transport will continue to thrive and be involved in the SUSTRAN network and that Samjin might be able to bring sustainable transport issues into the mainstream national reform agenda in his new role. Samjiin's enthusiastic presentation at the June SUSTRAN meeting on the achievements of his organisation was a great inspiration to everyone who was there. Congratulations to Samjin Lim on his new appointment! 5. OPPOSITION TO MUMBAI-PUNE EXPRESSWAY A number of non-governmental organisations are coming out in opposition to the Mumbai-Pune Expressway, including the Save Bombay Committee and PARISAR, a Pune-based group. The Times of India (by Gunavanthi Balaram, 16 November 1998) has exposed the impact of the expressway on Katkari tribal groups. PARISAR's Mr Sujit Patwardhan further criticised the project in a letter to the newspaper (and distributed to environmental groups throughout India). He alleges that the hugely expensive project is to be constructed without proper study of all the facts and impact on the environment or social structures. He describes it as an unaffordable white elephant, saying that the present National Expressway NH4 between Mumbai and Pune has already been widened to four lanes and will meet the needs of essential road traffic for the next decade if growth in private vehicles is controlled. Several NGOs have been asking for documents and details about this project but they say that the authorities, particularly the Maharashtra State Road Development Corporation (MSRDC), refuse to release information and continue to spread misinformation about the benefits of the project. [Contact: Sujit Patwardhan, PARISAR, Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India. Tel: + 91 212 327955, Email: sujit@vsnl.com]. 6. INDONESIA'S PUBLIC TRANSPORT CRIPPLED Many of Jakarta's buses will stop running if fares are not raised to offset increased operational costs, according to Priyatmedi of the Jakarta chapter of the Association of Land Transport Entrepreneurs. He said that following the rupiah's drastic fall, prices of spare parts and maintenance had soared while fares had not been raised for the past two years. If the demand for a fare hike was rejected, the government might have to take over all city bus lines. Although most bus lines are operated by private companies, the fares are set by the government. Operations have already been halted on 79 of the 690 public transport routes in Jakarta in the past year. The minibus fleet in Jakarta operated by a cooperative, Kopaja, has dropped to 600 vehicles from 1,500 in pre-crisis times and is facing imminent collapse, according to Syarifuddin, heads of Kopaja operations. Demonstrations by public transport workers and drivers have occurred in Medan, Banjarmasin and Samarinda in recent months to demand a subsidy for spare parts and other assistance [Sources: AFP news service, October 1998, The Sun (Malaysia), December 1998]. 7. TIPS ON ACCESS TO PUBLIC TRANSPORT FOR PERSONS WITH DISABILITIES Several interesting items from the recent TRANSED Conference in Perth, Australia were kindly passed to the SUSTRAN Resource Centre by Naziaty Yaacob of Universiti Malaya. Among them is a briefing sheet by Access Exchange International that provides a very useful 2-page introduction to the basics of accessibility to public transport for people with disabilities in the South. Some of these ideas are virtually without cost, others are very low-cost, while some are moderate cost. The SUSTRAN Resource Centre can email a copy to anyone who is interested. See also the longer booklet, "Mobility For All: Accessible Transportation Around the World", from Access Exchange International which is listed in the resources section below along with their contact details. 8. MORE ROADS IN BEIJING A series of major road improvement projects have been launched in Beijing. Deputy Mayor Wang Guangtao said that the Second (33 km) and Third (48 km) ring roads are to be upgraded and 10 major routes linked to the ring roads will be transformed into expressways, 13 overpasses will be added and 22 additional feeder roads will be improved or widened in areas between the ring roads. New express lanes for buses will be linked to the existing city network. The project will be completed by the end of July 1999. The authorities hope the project will raise the average speed of vehicles by as much as 30 percent [This sounds a little optimistic unless the predictions in the next item come true, Eds.]. The two ring roads were built in the late 1970s when there were 400,000 motor vehicles in the Chinese capital. The number has now increased to more than 1.3 million. [Source: Xinhua newsagency, 12 Nov. 1998]. 9. CHINESE POLLUTION CLAMPDOWN WORRIES AUTO INDUSTRY, SPARKS DEBATE The China Daily has questioned tougher emissions standards, a new fuel tax and tight bank loans for car purchases, saying these factors may stall China's automobile sales next year. In a response to choking air pollution in China's cities, the central government has been pressuring auto manufacturers to produce cleaner cars. In 1999, Beijing and Shanghai plan to enforce new standards requiring that cars be outfitted with electronic fuel injection systems and catalytic converters, thus forcing tens of thousands of outdated automobiles and tractors off city roads. Manufacturers argue that the rules would put car prices out of reach and point to the poor quality of locally made unleaded gasoline, saying it would stall fuel-injected engines. A proposal to replace road maintenance fees with a fuel tax could also make the cost of operating an automobile prohibitively high, since it would concentrate the burden of funding road repairs on car owners. [Source: Reuters]. 10. DELHI'S "MOTORCYCLE TAXIS" BANNED Delhi's 600 motorcycle taxis (Harley Davidson bikes fitted with three wheels and seating for 8 or more people at a squeeze) have been banned by an early October Supreme Court order to phase out the old commercial vehicles because of their contribution to pollution. Popularly known as "phat-phattiyas" after the noise their engines make, they first appeared in the 1940s. Some are nostalgic over the loss of the "historic"vehicles and the now-jobless drivers are pressing the government to fulfil its promise to replace their junked vehicles with new jeeps and to lower the cost of the transition. [Source: Outlook (Indian weekly news magazine) October 18,1998] 11. "WOMEN CAN'T RIDE" In many parts of Africa, where bicycles often represent the only viable alternative to miles of walking, women who ride bicycles are often considered altogether TOO independent. When asked why so few women in Beira, Mozambique ride bicycles, the following were among the responses: "Women don't know how to ride bikes"; "It's not ladylike for women to spread their legs"; "Women are afraid to ride bikes"; "Women can't be trusted to ride bikes because they may go off and have affairs"; and "The man of the house deserves to ride a bike more than the women". [Source: "Breadwinners, Homemakers and Beasts of Burden" Paper by Dieke Peters, ITDP, New York. Email: mobility@igc.apc.org]. 12. CONTACTS LIST Thank you to those who have sent in your details for inclusion in our Contacts List. The initial (short) version of SUSTRAN's Contacts Directory is posted on our web site. Apologies to a few of you who sent your details but have not yet been included. We will be constantly updating and expanding the list. Please help us to keep our records up to date. If your contacts details have changed recently or if you notice any errors, please let us know. As always, any other comments and ideas on SUSTRAN, its mission and on SUSTRAN News Flashes are most welcome. 13. ON THE LIGHTER SIDE: LRT STATION PRAYERS On Fridays just after midday, the foyer of one of Kuala Lumpur's LRT stations is put to an unusual use. The Masjid Jamek Station in central Kuala Lumpur is next to the Jamek Mosque (as its name suggests) and during Friday prayers the large congregation overflows from the mosque compound into the LRT station foyer and onto nearby footpaths. Passengers emerging from the LRT at that time are greeted by the impressive and perhaps surprising sight of ranks of Muslim men praying the Jumaat (Friday congregational) prayers in unison. So far, there is no problem with this since the station is not very busy at that time and passengers need make only a small detour to avoid the congregation. 14. RESOURCES a. " National Cycle Network: Guidelines and Practical Details" by Sustrans, UK and Ove Arup & Partners (Issue 2, March 1997). £29.50 plus £5.90 post and packing. This set of guidelines is rich in illustrations and accessible diagrams and is slightly less technical than the similar set of Dutch Guidelines from CROW that were highlighted in an earlier news flash. [Contact: SUSTRANS, 35 King Street, Bristol BS1 4DZ, UK. Tel: +44 117 929 0888, Fax: +44 117 929 4173, E-mail: Rachel_Bromley@sustrans.org.uk or philipi@sustrans.org.uk]. b. "Mobility For All: Accessible Transportation Around the World" by Tom Rickert. A guide to making transportation accessible for persons with disabilities and elders in countries around the world. [Contact: Access Exchange International (AEI), 112 San Pablo Avenue, San Francisco, California 94127 USA. Tel: 415 661 6355, Fax: 415 661 1543, Email: globalride-s@worldnet.att.net]. c. "Inland Water Transport" by Colin Palmer 1998, IFRTD Issues Paper on country boat operations in Bangladesh, Peruvian Amazon and the Niger delta.[Contact: IFRTD, New Premier House (2nd Floor) 150 Southampton Row London WC1B 5AL UK. Tel: +44 171 278 3670, Fax: +44 171 278 6880, Email: ifrtd@gn.apc.org, Web: http://www.gn.apc.org/ifrtd]. d. "Networking for Development" by Paul Starkey 1998 Comprehensive survey and synthesis of networking issues and animal traction networks in Africa. [Contact: IFRTD, details as above]. e. "Chasing Rickshaws" by Tony Wheeler and Richard l'Anson, Lonely Planet Publications, 1998. Documentation of rickshaw culture, stories of NMV pullers, riders and artists. Proceeds help ITDP. [Contact: ITDP, 115 W.30th St., Suite 1205, New York, NY10001.USA. Email: mobility@igc.apc.org, Web: http:www.itdp.org]. f. Three Publications from IBF: -"The Bicyclist's Dilemma in African Cities, "Transportation, Bicycles And Development in Africa: Progression or Regression", "Transportation Patterns in Nairobi" [Contact: International Bicycle Fund, 4887 Columbia Drive South, Seattle, WA 98108-1919 USA Tel & Fax: +1 206 767 0848, Email: ibike@ibike.org., http://www.ibike.org]. g. "Transportation Planning and Management in Tokyo, Japan" by Katsuaki Takai. UNCRD Discussion Papers [Contact: Publication and Information Dissemination Office, United Nations Centre for Regional Development (UNCRD), Nagono 1-47-1, Nakamura-ku, Nagoya 450-0001, Japan. Tel: +81 52 561 9379, Fax: +81 52 561 9458, Email: info@uncrd.or.jp]. h. "Traffic Impact Of Highway Capacity Reduction: Assessment of the Evidence" by Sally Cairns, Carmen Hass-Klau and Phil Goodwin. ISBN 1 899650 10 5 A4 [Contact: Landor Publishing, Quadrant House, 250 Kennington Lane, London SE11 5RD, UK. Tel: +44 171 582 6626, Fax +44 171 735 1299, Email: landor@compuserve.com]. i. "Car Busters Bulletin" [Contact: Car Busters, 44 rue Burdeau, 69001 Lyon, France. Tel: +33 4 72 00 23 57, Fax: +33 4 78 28 57 78, Email: carbusters@wanadoo.fr]. j. "Our Cities our Homes: A to Z Guide on Human Settlements Issues" by Sri Husnaini Sofjan and Eugene Raj Arokiasamy. [Contact: Asia Pacific 2000-UNDP, Wisma UN Block C, Complex Pejabat Damansara, Jalan Dungun, Damansara Heights, 50490 Kuala Lumpur, Malaysia. Tel: +603 2559122, Fax: +603 2532361, Email: umpap@po.jaring.my, http://www.undp.org/undp/fomys/regproj2.htm#ap2000]. k. "GATE magazine", Special Issue on "Mobility for the Majority", 3/98 September 1998. [Contact: GTZ, GmbH, Post Box 5180 D-65726 Eschbom, Germany. Fax: +49 6196 79 73 52, Email: gate-isat@gtz.de, Web: http://gate.gtz.de/isat/]. l. "Urban Transport Models: A Review", Working Paper 39. By the Australian Bureau of Transport Economics. It includes a comparative analysis of various types of transport models and concludes that integrated land use-transport models incorporating behavioral relationships are most accurate. A good overview of available models. [Available for free by email (bte@dot.gov.au) or from the website (www.dot.gov.au/programs/bte/bethome.htm)]. m. "Habitat Debate" Volume 4 No.2 1998, Journal of The UNCHS. This is a special issue on "The Missing Link: Towards Sutainable Urban Transport". [Contact: UNCHS (Habitat), PO Box 30030 Nairobi, Kenya Tel: +254 2 623988/623147, Fax: +254 2 624060/624333, Email: rasna.warah@unchs.org, Web: http://www.unhabitat.org/ or http://habitat.unchs.org/home.htm]. n. "Benefits of Mileage Based Auto Insurance" by Economic Policy Institute, December 10, 1998, Washington DC. [Contact: Stephanie Scott-Steptoe, Tel: +1 202-775-8810 or Todd Litman, Victoria Transport Policy Institute, 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada. Tel/Fax: +1 250-360-1560, E-mail: litman@islandnet.com, Website: http://www.islandnet.com/~litman] 15. WEB SITES * CarShare Consortium WebSite, HotLine and Chat facility: http://www.ecoplan.org/carshare/cs_index.htm * CarShare Discussion List: via http://egroups.com/list/carsharing/ * Transport-Prof, a new international e-mail group for professionals working in Public transport in urban areas: http://www.kopke.net/list. * The transport Web provides interesting information and services available to the transport world. Web: http://www.transportweb.com * Copy of Phil Goodwin's Inaugural Lecture 'Solving Congestion': via http://www.ucl.ac.uk/transport-studies/ * New Discussion Forum in support of the International Car Free Day Consortium: http://www.ecoplan.org/carfreeday or http://egroups.com/list/carfreeday/ 16. EVENTS "VELOZITY" Australasian Cycling Conference, February 17-19, 1999, Adelaide, Australia. [Contact: VeloZity, PO Box 2617, Kent Town, South Australia 5071, Australia. Tel: +61 8 8227 2055, Fax: +61 8 8227 2044, http://www.velozity.adelaide.net.au]. "Urban Public Transportation Systems" ASCE's First International Conference, March, 1999. [http://www.asce.org/conferences/upts/index.html]. "Velo-City '99" International Cycle Planning Conference April 13-16, 1999, Graz, Austria. [Contact: Semaco ges.m.b.H, Firmianstrasse 3, A-5020 Salzburg, Austria. Fax: +43 662 826 8784, Web: http://kamen.uni.mb.si/velo-city99]. "53rrd UITP International Congress 1999", May 23-28, 1999, Toronto, Canada. [Contact: International Union of public Transport-UITP, Avenue Herrmann-Debroux 17, B-1160 Bruxelles, Belgium. Tel: +32 2 673 61 00, Fax: +32 2 660 10 72, Email: events@uitp.com]. "Riding for Life" June 6 - 11, 1999. An 800 km ride from Singapore to Penang, Malaysia, organized by Action for AIDS to raise money for AIDS patients. [Contact: George Bishop, National University of Singapore, E-mail: swkgb@leonis.nus.edu.sg, Web: http://www1.swk.nus.edu.sg/swk/gb/]. "DEALS ON WHEELS: SUSTAINABLE TRANSPORTATION INITIATIVES SUPPORTING THE ECONOMY AND THE ENVIRONMENT IN DEVELOPING COUNTRIES" July28-30 (tentative dates), 1999, San Salvador, El Salvador. This meeting seems set to become the major meeting on sustainable transport in the South for 1999. [Contact: Maria J. Figueroa., UNEP Collaborating Centre on Energy and Environment, Risoe National Laboratory, P.O. Box 49, Roskilde, DK-4000 Denmark. Fax: +45 46 32 19 99, E-mail: maria.figueroa@risoe.dk] "City Trans Asia '99 Conference", September 16-19, 1999, Singapore. [Contact: Ms Josephine Tay or Ms Yap Lai Cheng, The Conference Secretariat, City Trans Asia Management Pte Ltd, 20, Kallang Avenue, 2nd Floor, Pico Creative Centre, Singapore 339411. Tel: +65 297 2822, fax: 65 292 7577 / 296 2670, Email: mpconven@singnet.com.sg]. "Velo Mondiale 2000" World Bicycle Conference, June 18-22, 2000, Amsterdam, The Netherlands. This one will be a whopper! [Contact: Congress Organisation Services, PO Box 1558, 6501 BN Nijmegen, The Netherlands, Fax: +31 24 360 1159]. "URBAN 21" Global Conference on the Urban Future, July 4-6, 2000. International Congress Centre, Berlin, Germany. [Contact: Federal Office for Building and Regional Planning, URBAN 21, Am Michaelshof 8, D-53177 Bonn, Germany. Fax: +49 228 826 315 Email: info@urban21.de, Web: http://www.urban21.de]. Written and compiled by A. Rahman Paul Barter and Sreela Kolandai. The SUSTRAN Resource Centre is grateful for assistance from UNDP's Asia Pacific 2000 programme and from the Embassy of the Netherlands in Malaysia. The Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) is dedicated to promoting transport policies and investments that foster accessibility for all; social equity; ecological sustainability; health and safety; public participation; and high quality of life. We rely on you, the participants in the network, for our news. Thank you to everyone who has sent material. Please keep it coming. We welcome brief news and announcements from all over the world. * If you do not want to receive future SUSTRAN News Flashes, * send the message, UNSUBSCRIBE sustran-flash * to majordomo@mail.jca.ax.apc.org From mobility at igc.apc.org Wed Dec 23 03:29:35 1998 From: mobility at igc.apc.org (ITDP) Date: Tue, 22 Dec 1998 10:29:35 -0800 Subject: [sustran] World Bank - Motor Vehicle Industry Dialog/ Human Powered Alternatives Message-ID: <367FE50F.2A18@igc.apc.org> I just wanted to add my two cents to the concerns expresses about the forum held between the World Bank and the Motor Vehicle Manufacturers, and provide a brief update on our Human Powered Vehicle alternative project in India. I think it would be worth our time to draft an email to the World Bank/IEA et. al. participants and ask them if this symposium, initiative is going to affect their programs in any way. Of course, since the forum was basically between the World Bank and the auto industry, (nobody else was invited) the focus was on cleaner vehicle technologies. So long as this is not done at the exclusion of other efforts its not necessarily a problem, depending on what they propose concretely. Of course I was disapppointed that the focus was entirely on motorized alternatives, since the improvement of non-motorized technologies is also a viable possibility with particular advantages in the developing country context, and one we fought hard and successfully to be included in the GEF's Transport Operational Directive. It is critical that we establish some successful precedents, however, to get this non-motorized approach off the ground. ITDP, working with the Asian Institute of Transport Development and the Indian Institute of Technology in Delhi are currently in Phase II of our U.S. AID-funded attempt to improve the Indian cycle rickshaw. The project is based in Agra and in part initiated to protect the Taj Mahal. We have designed new prototypes entirely with Indian parts, with dramatic reductions in the weight, increases in speed, comfort and safety, all within very similar cost parameters of the existing vehicle. Phase II will be to attempt successful commercial adoption of these new vehicles. It should be pointed out that despite millions of dollars of soft money attempts, no electric vehicles have yet successfully been commercialized in India. So if our human powered improvements are also not successful, we are only on the same level as the other efforts, but at a fraction of the cost. But I am confidnent they will be successful, as several customers have already asked to purchase them. The other point is, we could basically retrofit the entire existing fleet for free with the money spent on electrics, hydrogen, etc. We now have a few of the vehicles in field trials in Agra, India. In the spring, when the trial fleet is build and operational, I will try and document whether these modern cycle rickshaws are able to capture any of the market currently occupied by the three wheeled motorized Bajaj. We need to demonstrate concrete CO2 emissions reductions to be eligible for GEF funds, so documenting carefully this project and this approach will be a priority for us in the coming year. Our hope is that we will be able to introduce these high-end human powered vehicles in residential neighborhoods in Delhi where currently cycle rickshaws are banned but motorized rickshaws (bajaj) are still allowed, breaking down the clear regulatory barriers between motorized and non-motorized. We believe we can make a human powered vehicle with operating characteristics that match or exceed the Bajaj at considerably less than the cost, and with no pollution, and with a greatly reduced strain on the operator and a considerable increase to his income. If we are able to do so, we think that tightening the regulatory framework on vehicles emissions can be done more easily, with less of an adverse affect on those modes currently used by the poor. Ultimately, tightening tailpipe and ambient emissions regulation and enforcement is the only way to deal with this, and the motor vehicle industry will make cleaner vehicles as soon as it is forced to do so by law. The consumers of these vehicles should be forced to pay for a vehicle that doesnt kill or make people sick as part of the privilege of ownership. The World Bank could use its infrastructure lending to leverage this sort of policy changes, and their Urb-Air initiative is playing a positive role (their Urb-Air report on four major Asian cities was released recently, by the way). Part of our role is going to be to convince the major funders that such interventions are more cost effective that other approaches, but in order to do this we have to prove it. I would encourage other organizations to try and set up similar projects eligible for GEF and World Bank funding. Until we have concrete alternative approaches, the hydrogen fuel cell lobby is going to get all the soft money. Best, Walter Hook -- Access ITDP's New Website: www.ITDP.org The Institute for Transportation and Development Policy 115 W. 30th Street, Suite 1205, New York, NY 10001 (212) 629-8001 fax: (212) 629-8033 From sustran at po.jaring.my Wed Dec 23 13:42:31 1998 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 23 Dec 1998 12:42:31 +0800 Subject: [sustran] FW: Stay Order Against Mumbai-Pune Expressway Message-ID: <01BE2E8B.58097820.sustran@po.jaring.my> Forwarded news from India. -----Original Message----- From: Sujit Patwardhan [SMTP:sujit@vsnl.com] Sent: Wednesday, December 23, 1998 2:33 AM Subject: Stay Order Against Mumbai-Pune Expressway 22 December 1998 Dear Friends, MUMBAI HIGH COURT ADMITS WRIT PETITION, RESTRAINS THE STATE GOVERNMENT AND MSRDC FROM FURTHER ACQUISITION AND DISPLACEMENT OF TRIBALS AND VILLAGERS AFFECTED BY THE CONTROVERSIAL MUMBAI PUNE EXPRESSWAY, TILL THE PENDENCY AND FINAL DISPOSAL OF THE CASE =================================================================== Some weeks back I had sent you a copy of my letter to the Times of India in response to an article in that paper:- "Expressway threatens to run over Katkari tribals" by Gunavanthi Balaram, Monday 16th November 1998. The Times did not print my letter but I did got several responses from friends. I am happy to say that Hon High Court Bombay has recently admitted a Writ Petition filed by several NGOs and affected villagers, opposing the land acquisition for the Mega City Project (part of the Expressway) on the grounds that the Government had not followed proper procedures in taking over the land from tribals and villagers in Tembhri, Pansheel, Kombivili and seven other villages affected under the project. The High court has stayed further acquisition of land pending hearing and final disposal of the petition. The court has also restrained the respondents:- Maharashtra Government and the Maharashtra State Road Development Corporation (MSRDC) from evicting, affecting blasting, interfering in any manner with the possession and occupation of the persons residing in Tembhri Katkariwadi, Sarang Katkariwadi, Kopri Katkariwadi, Kombivili Katkariwadi, Ambemal Katkariwadi, Pansheel Katkariwadi, Lodhivili Katkariwadi, Asroti Katkariwadi, Dharni Katkariwadi, Asrachi Katkariwadi, Budhawada (SC), Rohidaswada - Sarang, Bhudhawada - Tupgaon, Budhawada - Asroti, Tembhri Budhawada in Khalapur taluka, District Raigad. Unfortunately MSRDC, the principal agency in this project and the Maharashtra Government have avoided giving any information, documents etc to NGOs and citizens despite repeated requests made from time to time. The admission of the Writ Petition vindicates those who have been opposing the project and demanding more transparency and openness from the Government. Illegal taking-over of tribal lands and forcible eviction of villagers without following legal procedure are just two of the many reasons why the project should be opposed. There are many more objections:- economic, technical and social for challenging this Rs. 2,000 crore project which will be another white elephant around the neck of the citizens. But without strong public pressure, the planners and propagators of the plan will continue to hide all the important facts and give out mis-information (justifying the expressway) to the gullible public. NGOs and individuals working for the environment cannot make much headway until they press for their "right to know" which is guaranteed by our constitution. Otherwise we will always be playing the role of fire fighters. I therefore feel that we should start a campaign through this forum for "The Right to Information". All NGOs (whatever their area of specialisation) have found this to be a major hurdle, but so far we have not taken it up as a high priority campaign. Any concrete ideas (specially from the legally knowledgeable) on how we should proceed? --Sujit -- Sujit Patwardhan sujit@vsnl.com -------------------------------------- PARISAR, Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007 Tel: 327955 ***************************************************************** "In nature there are neither Rewards nor Punishments--- there are Consequences." ***************************************************************** From eric.britton at ecoplan.org Sun Dec 27 03:22:48 1998 From: eric.britton at ecoplan.org (eric britton) Date: Sat, 26 Dec 1998 19:22:48 +0100 Subject: [sustran] =?iso-8859-1?Q?=93The_Right_to_Information=94._?= In-Reply-To: <01BE2E8B.58097820.sustran@po.jaring.my> Message-ID: <000701be30fc$bde5d300$6fa2fea9@g400.cybercable.fr> Perhaps we could discuss this proposal of Sujit Patwardhan? (See his Sustran message of December 23, 1998 2:33 AM. On the Stay Order Against Mumbai-Pune Expressway) Might this not be a great candidate for THE sustainable transportation issue of 1999? With this forum and our allies, and anyone else whom we might rustle up, we might begin by starting to develop perhaps something along the lines of an International Charter written in nice calm language which we could then start to push at the Bank, OECD, EC, until we manage to get it both definition and momentum. Might take a few years to begin to get an impact out of it, but in the meantime we could scare the waste matter (sic.) out of all those kind folks that like to keep such things out of the public ken and in their private interest. Here are three good reasons to give this some thought: 1. It might be one of the most powerful practical things that we could do to advance the poor beleaguered sustainability agenda in the sector. 2. We have the tools and the constituency to do the job. 3. We should have a good time doing it and end up knowing each other better and liking each other more than we do today. How's that for a New Year wish? Eric Britton PS. If we could mobilize enough high quality articles on it, we might even convince John Whitelegg to consider building a World Transport Policy & Practice edition around it. And of course a Web site (we'd be glad to get that one going? And and... From debi at ilbom.ernet.in Sun Dec 27 07:28:04 1998 From: debi at ilbom.ernet.in (debi@ilbom.ernet.in) Date: Sun, 27 Dec 1998 07:28:04 Subject: [sustran] Re: =?iso-8859-1?Q?=93The_Right_to_Information=94 Message-ID: <199812270206.HAA01504@ilbom.ernet.in> A non-text attachment was scrubbed... Name: not available Type: text Size: 3737 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19981227/bf0381ca/attachment.txt From sustran at po.jaring.my Sun Dec 27 12:17:59 1998 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Sun, 27 Dec 1998 11:17:59 +0800 Subject: [sustran] Re: "The Right to Information". Message-ID: <01BE318A.B0666120.sustran@po.jaring.my> Thanks for all your ideas, Eric. I thoroughly agree that this right to information aspect is vital. The Mumbai Pune expressway example is part of a worldwide pattern. Transport planning almost everywhere is notorious for secrecy and for lack of transparency. In most places there are now requirements for an Environmental Impact Assessment (and sometimes a Social Impact Assessment), which is often open to public comment. But the EIA system is often fundamentally flawed or easily subverted by project proponents. Many environmental groups have addressed this and related issues - we should be able to plunder their experience to use in a campaign for more public accountability in transport planning. I am sure there must be a lot of materials on this around the place. If anyone knows of good resources that argue the case for greater openness, freedom of information, timely consultation with effected comunities, how to make sure that the EIA and SIA processes work properly, etc. then please let us know. Also useful would be examples of good legislation or guidelines that mandate a requirement for early and meaningful public consultation on transport plans and projects. I think we will make some progress if it can be demonstrated that more openness and public review of transport plans can actually lead to BETTER public policy decisions (and not necessarily policy paralysis as is feared by many decision-makers) . Does anyone have any examples which show this? Going back to the specific example of the Mumbai-Pune expressway - What are the rules on information and public consultation in India? Are they good enough on paper but being ignored in this case? Or are they inadequate? What new rules should we be proposing as an alternative? Do the World Bank and the other multilateral lenders and donors have any rules or guidelines on this already. If they do, are they good enough? If not then we need to propose that they adopt some (as Eric Britton says). I know they mostly require EIAs and SIAs now but do they mandate public input into these? I seem to recall that in practice it depends on the recipient government - in open democratic countries, the ADB and WB are more open and consultative. In totalitarian countries they don't push openness very hard. Paul A. Rahman Paul Barter SUSTRAN Resource Centre P. O. Box 11501, 50748 Kuala Lumpur, Malaysia. Tel/Fax: +60 3 274 2590, E-mail: sustran@po.jaring.my Web: http://www.geocities.com/RainForest/Canopy/2853/ The SUSTRAN Resource Centre hosts the Secretariat of SUSTRAN (the Sustainable Transport Action Network for Asia & the Pacific). -----Original Message----- From: eric britton [SMTP:eric.britton@ecoplan.org] Sent: Sunday, December 27, 1998 2:23 AM To: sustran-discuss@jca.ax.apc.org Cc: - UTSG Mailing List; - Alt-Transp-Nomail Mailing List! Subject: [sustran] "The Right to Information". Perhaps we could discuss this proposal of Sujit Patwardhan? (See his Sustran message of December 23, 1998 2:33 AM. On the Stay Order Against Mumbai-Pune Expressway) Might this not be a great candidate for THE sustainable transportation issue of 1999? With this forum and our allies, and anyone else whom we might rustle up, we might begin by starting to develop perhaps something along the lines of an International Charter written in nice calm language which we could then start to push at the Bank, OECD, EC, until we manage to get it both definition and momentum. Might take a few years to begin to get an impact out of it, but in the meantime we could scare the waste matter (sic.) out of all those kind folks that like to keep such things out of the public ken and in their private interest. Here are three good reasons to give this some thought: 1. It might be one of the most powerful practical things that we could do to advance the poor beleaguered sustainability agenda in the sector. 2. We have the tools and the constituency to do the job. 3. We should have a good time doing it and end up knowing each other better and liking each other more than we do today. How's that for a New Year wish? Eric Britton PS. If we could mobilize enough high quality articles on it, we might even convince John Whitelegg to consider building a World Transport Policy & Practice edition around it. And of course a Web site (we'd be glad to get that one going? And and... From carbusters at wanadoo.fr Mon Dec 28 11:36:44 1998 From: carbusters at wanadoo.fr (Car Busters) Date: Mon, 28 Dec 1998 01:36:44 -0100 Subject: [sustran] Re: freeways solve traffic congestion Message-ID: <01be320a$e8a14f20$LocalHost@non.wanadoo.fr> >I'll be glad to send a copy of our report "Generated Traffic: Implications >for Transport Planning" which discusses these issues in detail and provides >references of the technical studies on the amount of vehicle travel induced >by increased roadway capacity. Please send us this study (via e-mail or Word attachment if possible, otherwise by post). Please bill us for any charges. Thank you. Best wishes, Domenica Settle --------------------------------------------------------------------- CAR BUSTERS Magazine and Resource Centre 44 rue Burdeau, 69001 Lyon, France tel.: +(33) 4 72 00 23 57; fax: +(33) 4 78 28 57 78 carbusters@wanadoo.fr