From j.whitelegg at lancaster.ac.uk Sun Feb 1 22:33:36 1998 From: j.whitelegg at lancaster.ac.uk (John Whitelegg) Date: Sun, 1 Feb 1998 13:33:36 -0000 Subject: [sustran] UK road traffic reduction bill Message-ID: <01BD2F1A.96869720@ras-pptp-2.lancs.ac.uk> ---------- From: Paul Barter[SMTP:tkpb@barter.pc.my] Sent: Wednesday, January 28, 1998 12:48 AM To: sustran-discuss@jca.ax.apc.org Subject: [sustran] tip on list discussions Dear Colleagues, Just a quick note to let everyone know that the UK parliament passed a new law on Friday 30th January to require the setting of targets to reduce vehicle kilometres (cars and lorries). This is technically a second reading of the parliamentary bill (and their are more hurdles) but the government have now supported it and it is expected that it will become law. It is known as the "Road Traffic Reduction (UK targets) Bill". This is a significant departure in national transport policy and worth watching. very best wishes, John Whitelegg Dear sustran-discussers Just a reminder that when replying to a thread of discussion, please include in your reply only those parts of the earlier discussion that you are directly responding to. Delete the rest of it. Especially delete earlier signatures. Please do not include in your messages the whole of both sides of a discussion. Thanks, Paul. begin 600 WINMAIL.DAT M>)\^(AL.`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$(@ <` M& ```$E032Y-:6-R;W-O9G0@36%I;"Y.;W1E`#$(`0V ! `"`````@`"``$$ MD 8`4 $```$````,`````P``, (````+``\.``````(!_P\!````6P`````` M``"!*Q^DOJ,0&9UN`-T!#U0"`````'-U``,P`0```!\```!S=7-T``$P`0```"$` M```G"YA<&,N;W)G)P`````"`0LP`0`` M`"0```!33510.E-54U1204XM1$E30U534T!*0T$N05@N05!#+D]21P`#```Y M``````L`0#H!`````@'V#P$````$`````````J%&`02 `0`?````54L@`!X, M`0````4```!33510`````!X`'PP!````' ```&HN=VAI=&5L96=G0&QA;F-A MYPJ''9L,,'4>9D8#83H? 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M4;!)8?Y%6[ %D 1_T"R9\ &\#[P1<$&X$.A`)#[#;!M`#T``0````$``````````P`--/TW``!JN>E= ` end From tkpb at barter.pc.my Tue Feb 3 11:21:53 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Tue, 3 Feb 1998 10:21:53 +0800 (MYT) Subject: [sustran] SUSTRAN News Flash #29 Message-ID: Sustainable Transport Action Network for Asia and the Pacific (SUSTRAN) c/o Asia Pacific 2000, P.O. Box 12544, 50782 Kuala Lumpur, Malaysia. Tel: +603 2559122 ext 2240, Fax: +603 253 2361. E-mail: or . SUSTRAN News Flash #29 3 February 1998 CONTENTS 1. ARCHIVES FOR OLD FLASHES 2. ASIAN ECONOMIC WOES IMPACTING TRANSPORT 3. GREEN TRANSPORT ADVOCATES MEET WITH GEF OVER DRAFT TRANSPORT POLICY 4. GENDER ISSUES IN RURAL TRANSPORT 5. PILOT PROJECT ON YOUTH ROAD SAFETY IN LAOS: FEEDBACK WANTED 6. EXXON HYPOCRISY ON GLOBAL WARMING 7. TRAFFIC "EVAPORATION" STUDY 8. HUMANE DRIVING 9. RESOURCES 10. EVENTS 11. THE LIGHTER SIDE 1. ARCHIVES FOR OLD FLASHES You can now automatically get copies of old SUSTRAN News Flashes that you may have missed. To get a list of Flashes in the archive, send an e-mail to with the following in the body of the message: get sustran-flash INDEX end Note that INDEX must be in upper case. A file named "INDEX" will then be sent to you. To get a copy of messages in the archive: Send an e-mail to with the following in the body of the message: get sustran-flash end For example if you want to get editions numbered 3 and 4 you would send: get sustran-flash 3 get sustran-flash 4 end The messages will automatically be sent to you. 2. ASIAN ECONOMIC WOES IMPACTING TRANSPORT There are numerous transport-related implications of the economic problems in eastern Asia at the moment. For example, the Economist Intelligence Unit says car sales in Asia will fall 29 percent this year (70% in Indonesia, 60% in South Korea, a further 37% in Thailand, and 33% in Malaysia). Many large road projects are on hold. Perhaps the delays may allow time for some destructive projects to be reassessed. One or two mass transit projects have also been postponed or have lost financing. Public transport companies are delaying bus purchases. A more politically explosive issue is that fuel prices (in local currency terms) are rising. Pressure to allow a rise must be building up even in those countries that control fuel prices. The IMF has required Indonesia to phase out most of its generous fuel subsidy system. Fuel price rises or fears of price rises are already beginning to spark intense debate and strikes by public transport operators (eg. in the Philippines). Advocates of sustainable and people-centred transport in the region need to be ready with clear and reasoned responses to this and other issues raised by the crisis. We would like to explore more of the implications of the crisis for sustainable and people-centred transport policy in detail in coming months. Comments from readers are invited. There is also some discussion of this issue on the sustran-discuss list. Please contact the SUSTRAN Secretariat if you need instructions on how to subscribe to sustran-discuss. 3. GREEN TRANSPORT ADVOCATES MEET WITH GEF On January 15th a number of sustainable transport advocates, under the banner of the UN NGO transport caucus, held a meeting with Global Environment Fund (GEF) staff to comment on the GEF paper "Draft Operational Program No. 11: Promoting Sustainable Transport Infrastructure." The final document should be ready by November. The GEF is administered by the World Bank and focuses on projects in developing countries that aim to reduce climate change. Participants in the meeting included Mr. Ken King, Deputy CEO of the GEF Secretariat, Mr. Dilip Ahuja, GEF Energy specialist and author of the draft OP, and a number of other GEF staff members. The sustainable transport advocates included representatives of the Institute for Transportation and Development Policy (ITDP), the International Association of Public Transport (UITP), the TRB International Committee on Non-Motorised Transport and Related Issues in Developing Countries, the International Institute for Energy Conservation and the Environmental Defense Fund. A number of other groups had earlier signed a letter to the GEF on the issue but were unable to attend. The advocates expressed concern about the draft Operational Program (OP). The key point was that the draft eligibility criteria are too narrow and too focused on high technology solutions. They explicitly exclude support for many tested measures such as bicycle lanes and bus lanes, support for the dissemination of already commercially available public transit vehicles, and make no mention of non-motorised technologies. It was felt that the current focus on high-technology alternative-fuel vehicles was not the right balance for developing countries. The advocates stressed the need for an ongoing process for dialogue between GEF staff and sustainable transport advocates while the OP is prepared during 1998. The UN Transport Caucus was suggested as coordinating body for such input. The advocates are now awaiting a formal response from the GEF and are also preparing their own response to the issues raised in the meeting. [Contact: Walter Hook, ITDP, 115 W, 30th St, Suite 1205, New York, NY 10001, USA. Tel. +1 212 629 8001, Fax. +1 212 629 8033, E-mail: mobility@igc.apc.org]. 4. GENDER ISSUES IN RURAL TRANSPORT An Asian regional workshop on 'Gender Issues in Rural Transport' was held in Calcutta on the 11-12 of November , 1997. It was organised by the International Forum for Rural Transport and Development (IFRTD) in collaboration with the Centre for Built Environment, Calcutta. [For further information, contact Ms. Priyanthi Fernando, IFRTD, 150 Southampton Row, 2nd Floor, London WCIB5AL, United Kingdom. Fax: +44 171 278 6880, E-mail: ]. 5. PROJECT ON YOUTH ROAD SAFETY IN LAOS: FEEDBACK WANTED Save the Children Australia in the Lao PDR is initiating a one year pilot project to improve road safety among youth in Vientiane. Despite a ratio of just 1 vehicle for every 26 people, the Lao PDR presently has the highest rate of road accident fatalities per capita of any ASEAN country except Vietnam. Solutions will ultimately involve improvements in both the driving environment and traffic law enforcement. But SCA believes a significant reduction in road accident fatalities can be made by simply increasing knowledge of safe, courteous, legal driving practices among young people. The legal age for driving a motorised vehicle is 18, yet people who are obviously younger--sometimes significantly younger--can be seen driving motorcycles in Vientiane every day. SCA's pilot project will begin by conducting research to determine what these urban youth already know and think about road safety. This data will then serve as a basis for designing educational materials including a safety pamphlet and video, and a road safety curriculum for the schools. The project also includes funds to assist the government in setting up a computerised database on road accidents, and to stage one or more public road safety events. SCA welcomes ideas and suggestions from workers and programs that are trying to reduce road accidents in their countries. [Source and Contact: Dr. Anna Gillespie, Save the Children Australia, PO Box 2783, Vientiane, Lao PDR; Tel. (856-21) 31 3837; Fax (856-21) 41 5432; E-mail: scauslao@loxinfo.co.th]. 6. EXXON HYPOCRISY ON GLOBAL WARMING US energy and other corporations conducted a public campaign in the US against the global warming treaty prior to the Kyoto conference, arguing against developing countries being let off the hook. Exxon was prominent among the corporations opposing US commitments to reduce emissions unless developing countries also made commitments. However, the Wall St. Journal reported in October that Exxon, the world's biggest oil company, had also urged developing countries to reject the global warming treaty, because environmental controls would hinder their development. Speaking at the 15th World Petroleum Congress in Beijing, Exxon chairman Lee Raymond urged developing countries to use more, not less fossil fuels, and said nature was to blame for most global warming. Both corporate and environmental lobbying efforts on the issue now centre on US Senate ratification of the Kyoto Protocol, which requires the US to reduce greenhouse emissions 7% below 1990 levels early in the next century. [Source: Mobilizing the Region #154, Tri-State Transportation Campaign: 281 Park Ave. South, 2nd Floor, New York, NY 10010; tel. (212) 777-8181; fax (212) 777-8157; E-mail: ; URL: http://www.tstc.org/]. 7. TRAFFIC "EVAPORATION" STUDY The latest edition of New Scientist magazine highlights a forthcoming study into the effects of road closures on traffic. The study by researchers led by Phil Goodwin of University College London is due out next month but is already causing a stir. The draft report suggests that on average 20 per cent of the traffic that used a road seems to "evaporate" after the road has been closed. The study was commissioned by London Transport and the UK Department of the Environment, Transport and the Regions. The team analysed 60 cases worldwide where roads had been closed (or their ability to carry traffic significantly reduced). In some cases up to 60 per cent of the traffic vanishes. The examples studied by Goodwin's team were mostly in urban areas. In many cases, congestion on neighbouring routes was feared but never occurred. But where did the traffic go? The report suggests that individuals often have considerable flexibility in their transport choices (such as the mode of travel, when to travel, and even whether to travel at all). This flexibility allows people to cope with road closures. These results imply that there could be much greater scope for traffic restraint than has previously been assumed. [Source: "Roadblocks ahead" by Mick Hamer, New Scientist, 24 January 1998. URL: http://www.newscientist.com/ ns/980124/news.html]. 8. HUMANE DRIVING A driving School with a difference was opened in Berlin. "Verkehr Human" teaches drivers to use their vehicles in a way that saves on fuel, produces fewer harmful emissions, and respects other road users. It is run by Lothar Taubert, a driving instructor who has researched environmentally sound driving methods at the Technical University in Berlin. He also encourages drivers to say hello to cyclists when stopped at red lights "because the cyclist may need a bit of cheering up!" [Source: T&E Bulletin, T&E Secretariat, BD de Waterloo, 34, 1000 Bruxelles, Belgium. Tel: +32 2 502 9909; Fax: +32 2 502 9908; E-mail: ; Verkehr human Fax: +49 30 6981 0011]. 9. RESOURCES a. NMT News NMT News is a newsletter published twice yearly by the Transportation Research Board Committee on Non-motorised Transport and Related Issues in Developing Countries. The most recent edition of this newsletter (Vol. 4, No. 2, Fall/Winter 1997) included (among others) articles on NMT in Peru; on the Bicycle Boom in Germany; and on the improvement of cycle carts for recyclable waste collection in Santiago de Chile. [Contacts: For SUBMISSIONS - Chair of the Editorial Committee, Dharm Guruswamy, Apogee Research Inc., 4350 East-West Highway, Suite 600, Bethesda, MD, USA 20814; E-mail: guruswam@apogee-us.com; For SUBSCRIPTIONS - Maggie Cusack, NY State Department of Transportation, Albany, New York, USA 12232. Tel. +1 518 457 8361, Fax. +1 518 457 7535, E-mail: mcusack@gw.dot. state.ny.us]. b. Integrated Transport Planning: Beginner's Handbook for Policy Makers, Technicians & Citizens by the International Institute for Energy Conservation, Transport Program, January 1996. [Contact: IIEC-Asia, 8 Sukhumvit Soi 49/9, Bangkok 10110 Thailand. Tel. +66 2 381 0814, Fax. +66 2 381 0815, E-mail: tum@loxinfo.co.th; OR IIEC-US, 750 First Street, NE, Suite 940, Washington DC, 20002, USA, Tel. +1 202 842 3388, Fax. +1 202 842 1565, E-mail: iiec@iiec.org; URL: http://www.crest.org/clients/iiec]. c. Lessons & Practices, No. 11 (Nov. 1997): Urban Transport Published by the Operations and Evaluation Department of the World Bank, this edition of Lessons & Practices evaluates the World Bank's experiences with lending in Urban Transport during the last 20 years. [Contact: OED, Tel. +1 202 458 4497, Fax. +1 202 522 3200, E-mail: eline@worldbank.org]. d. Heritage Habitat - A Source Book of the Urban Conservation Movement in Asia and the Pacific Compiled by Khoo Salma Nasution, illustrated by Shibu Dutta, published by the Asia & West Pacific Network for Urban Conservation (AWPNUC), November 1997. It includes an invaluable directory of information resources and contacts. [Contact: AWPNUC Secretariat, 19 Kelawai Road, 10250 Penang, Malaysia, Tel/fax. +60 4 226 1358, E-mail: lubisksn@tm.net.my]. e. Alternative Transport Policy in Poland Discussion paper published in 1997 by the Institute for Sustainable Development, ul. Kowicka 31, 02-502 Warszawa, Poland. Fax. +48 22 646 0174. f. Transport Blueprint: National Study for Romania 1996, By the environmental organisation, Ecosens. [Contact: Ecosens, Str. Paul Greceanu 9, Bl. 20A, Ap.38, Sector 2, 72119 Bucharest, Romania. E-mail: office@ecosens.sbnet.ro]. g. Sustainable Transport magazine The magazine of the Institute for Transportation and Development Policy (ITDP). The latest edition (No. 8, Winter 1998) includes articles on Budapest, Prague, Managua, South Africa, Tehran, Jakarta and an update on the Trans-Israel highway controversy. ITDP "is a non-profit research, dissemination and project-implementation agency which seeks to promote the use of non-motorised vehicles and the broader implementation of sustainable transportation policies worldwide." [Contact: ITDP, 115 W, 30th St, Suite 1205, New York, NY 10001, USA. Tel. +1 212 629 8001, Fax. +1 212 629 8033, E-mail: mobility@igc.apc.org]. h. Transport for the Poor or Poor Transport? A General Review of Rural Transport Policy in Developing Countries with Emphasis on Low-income Areas, by John Howe. [Contact: International Labour Organisation publications, CH-1211 Geneva 22, Switzerland]. i. A Guide to Better Practice: Reducing the Need to Travel Through Land Use and Transport Planning. Department of Transport and Environment, UK. L23.50. [Contact: HMSO Publications Centre, PO Box 276, London, SW8 5DT. Tel. +44 171 873 9090, Fax: +44 171 873 8200]. j. US EPA Smart Travel Resource Center (Online) The Smart Travel Resource Center (STRC) is a directory of transportation/air quality public education program summaries from around the US. Interested parties will be able to use the STRC to gather communication and outreach information and materials on transportation/air quality programs of interest to them. [The URL is: www.epa.gov/omswww/strc.htm. Or contact Patrice Thornton Tel +1 734 668-4329; e-mail: ]. k. Canberra at the Crossroads This new paper by the Sustainable Transport Working Group (STWG) of the Conservation Council of the South-East Region and the ACT, suggests alternatives to expensive freeway projects and car-dominance. [Contact: URL: http://www.pcug.org.au/~parkerp/stwg.htm; Peter Parker, E-mail: parkerp@pcug.org.au]. l. Anti-freeway cartoon detective goes online The anti-freeway adventure comics, 'Roads of Doom' and 'Ship of State', featuring Nick B Possum, marsupial private eye, are now on the world wide web. [The URL is: http://www.brushtail.com.au/nick.possum]. m. Canadian perspective The Winter 1998 issue of Alternatives Journal, a Canadian environmental journal, focuses on transport issues. Feature articles include: an international comparative perspective by Tamim Raad and Jeff Kenworthy; John Pucher on public transport in Canada; Todd Litman on what cars are really costing society, and how proper pricing can help. [Contact: Alternatives Journal, Environmental Studies, University of Waterloo, Waterloo, Ontario N2L 3G1. phone: + 1 519 888-4567 ext. 6783; fax: (519) 746-0292; E-mail: ; URL: http://www.fes.uwaterloo.ca/alternatives]. 10. EVENTS TORG International Symposium on Travel Demand Management. University of Newcastle upon Tyne, Newcastle upon Tyne, UK, 8-10 July, 1998. Key Note Speaker is Professor Phil Goodwin, University College London. [Contact: Mrs. Lynda Morgan, Transport Operations Research Group, University of Newcastle upon Tyne, Newcastle upon Tyne, NE1 7RU, UK, Tel: + 44 191 222 7683; Fax: + 44 191 222 8352; E-mail: lynda.morgan@newcastle.ac.uk; URL: http://www.ncl.ac.uk/~nws1]. 11. THE LIGHTER SIDE The Japanese weekly "Shukan Bunshun" asked its readers if they knew of anyone who used unusual means to commute. Here are some of the responses: " There was a man in the company I used to work at whose commute resembled a triathlon. He bicycled from his house to the port, took a boat from there to another port, changed to a streetcar there and then to a bus and then walked 15 minutes to the office." " Mr. Takagi, who has bought an apartment house located in front of the office, brags that his commuting time is zero minutes. And yet, he often reports late. We female employees have one request of him: to stop waving at his wife at lunch break!" " My husband rides his mountain bike to work every day. According to him, once he caught and passed a guy on a motorcycle, who later caught up to him at a light stop and told him that he had been doing 45kph." [Source: The Japanese Times, 23 November 1997.] ------------------------------------------- We rely on you, the participants in the network, for our news. Please keep it coming. We welcome brief news and announcements from all over the world. The Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) is dedicated to promoting transport policies and investments which foster accessibility for all; social equity; ecological sustainability; health and safety; public participation; and high quality of life. From dmohan at cbme.iitd.ernet.in Tue Feb 3 13:06:24 1998 From: dmohan at cbme.iitd.ernet.in (Dinesh Mohan) Date: Tue, 3 Feb 1998 09:36:24 +0530 (IST) Subject: [sustran] SUSTRAN News Flash #29 In-Reply-To: Message-ID: > > 5. PROJECT ON YOUTH ROAD SAFETY IN LAOS: FEEDBACK WANTED > Save the Children Australia in the Lao PDR is initiating a one year pilot > project to improve road safety among youth in Vientiane. Despite a ratio > of just 1 vehicle for every 26 people, the Lao PDR presently has the > highest rate of road accident fatalities per capita of any ASEAN country > except Vietnam. Solutions will ultimately involve improvements in both the > driving environment and traffic law enforcement. But SCA believes a > significant reduction in road accident fatalities can be made by simply > increasing knowledge of safe, courteous, legal driving practices among > young people. The legal age for driving a motorised vehicle is 18, yet > people who are obviously younger--sometimes significantly younger--can be > seen driving motorcycles in Vientiane every day. SCA's pilot project will > begin by conducting research to determine what these urban youth already > know and think about road safety. This data will then serve as a basis for > designing educational materials including a safety pamphlet and video, and > a road safety curriculum for the schools. The project also includes funds > to assist the government in setting up a computerised database on road > accidents, and to stage one or more public road safety events. SCA > welcomes ideas and suggestions from workers and programs that are trying to > reduce road accidents in their countries. [Source and Contact: Dr. Anna > Gillespie, Save the Children Australia, PO Box 2783, Vientiane, Lao PDR; > Tel. (856-21) 31 3837; Fax (856-21) 41 5432; E-mail: > scauslao@loxinfo.co.th]. Such efforts have not been particularly useful in the past. You have to first understand the factors associated with road accidents in a particular situation. It is wrong to assume that accidents are taking place because children have not been "educated". Dinesh > > 6. EXXON HYPOCRISY ON GLOBAL WARMING > US energy and other corporations conducted a public campaign in the US > against the global warming treaty prior to the Kyoto conference, arguing > against developing countries being let off the hook. Exxon was prominent > among the corporations opposing US commitments to reduce emissions unless > developing countries also made commitments. However, the Wall St. Journal > reported in October that Exxon, the world's biggest oil company, had also > urged developing countries to reject the global warming treaty, because > environmental controls would hinder their development. Speaking at the > 15th World Petroleum Congress in Beijing, Exxon chairman Lee Raymond urged > developing countries to use more, not less fossil fuels, and said nature > was to blame for most global warming. Both corporate and environmental > lobbying efforts on the issue now centre on US Senate ratification of the > Kyoto Protocol, which requires the US to reduce greenhouse emissions 7% > below 1990 levels early in the next century. [Source: Mobilizing the > Region #154, Tri-State Transportation Campaign: 281 Park Ave. South, 2nd > Floor, New York, NY 10010; tel. (212) 777-8181; fax (212) 777-8157; E-mail: > ; URL: http://www.tstc.org/]. > > 7. TRAFFIC "EVAPORATION" STUDY > The latest edition of New Scientist magazine highlights a forthcoming study > into the effects of road closures on traffic. The study by researchers led > by Phil Goodwin of University College London is due out next month but is > already causing a stir. The draft report suggests that on average 20 per > cent of the traffic that used a road seems to "evaporate" after the road > has been closed. The study was commissioned by London Transport and the UK > Department of the Environment, Transport and the Regions. The team analysed > 60 cases worldwide where roads had been closed (or their ability to carry > traffic significantly reduced). In some cases up to 60 per cent of the > traffic vanishes. The examples studied by Goodwin's team were mostly in > urban areas. In many cases, congestion on neighbouring routes was feared > but never occurred. But where did the traffic go? The report suggests that > individuals often have considerable flexibility in their transport choices > (such as the mode of travel, when to travel, and even whether to travel at > all). This flexibility allows people to cope with road closures. These > results imply that there could be much greater scope for traffic restraint > than has previously been assumed. [Source: "Roadblocks ahead" by Mick > Hamer, New Scientist, 24 January 1998. URL: http://www.newscientist.com/ > ns/980124/news.html]. > > 8. HUMANE DRIVING > A driving School with a difference was opened in Berlin. "Verkehr Human" > teaches drivers to use their vehicles in a way that saves on fuel, produces > fewer harmful emissions, and respects other road users. It is run by Lothar > Taubert, a driving instructor who has researched environmentally sound > driving methods at the Technical University in Berlin. He also encourages > drivers to say hello to cyclists when stopped at red lights "because the > cyclist may need a bit of cheering up!" [Source: T&E Bulletin, T&E > Secretariat, BD de Waterloo, 34, 1000 Bruxelles, Belgium. Tel: +32 2 502 > 9909; Fax: +32 2 502 9908; E-mail: ; Verkehr human > Fax: +49 30 6981 0011]. > > 9. RESOURCES > a. NMT News > NMT News is a newsletter published twice yearly by the Transportation > Research Board Committee on Non-motorised Transport and Related Issues in > Developing Countries. The most recent edition of this newsletter (Vol. 4, > No. 2, Fall/Winter 1997) included (among others) articles on NMT in Peru; > on the Bicycle Boom in Germany; and on the improvement of cycle carts for > recyclable waste collection in Santiago de Chile. [Contacts: For > SUBMISSIONS - Chair of the Editorial Committee, Dharm Guruswamy, Apogee > Research Inc., 4350 East-West Highway, Suite 600, Bethesda, MD, USA 20814; > E-mail: guruswam@apogee-us.com; For SUBSCRIPTIONS - Maggie Cusack, NY State > Department of Transportation, Albany, New York, USA 12232. Tel. +1 518 457 > 8361, Fax. +1 518 457 7535, E-mail: mcusack@gw.dot. state.ny.us]. > > b. Integrated Transport Planning: Beginner's Handbook for Policy Makers, > Technicians & Citizens > by the International Institute for Energy Conservation, Transport Program, > January 1996. [Contact: IIEC-Asia, 8 Sukhumvit Soi 49/9, Bangkok 10110 > Thailand. Tel. +66 2 381 0814, Fax. +66 2 381 0815, E-mail: > tum@loxinfo.co.th; OR IIEC-US, 750 First Street, NE, Suite 940, > Washington DC, 20002, USA, Tel. +1 202 842 3388, Fax. +1 202 842 1565, > E-mail: iiec@iiec.org; URL: http://www.crest.org/clients/iiec]. > > c. Lessons & Practices, No. 11 (Nov. 1997): Urban Transport > Published by the Operations and Evaluation Department of the World Bank, > this edition of Lessons & Practices evaluates the World Bank's experiences > with lending in Urban Transport during the last 20 years. [Contact: OED, > Tel. +1 202 458 4497, Fax. +1 202 522 3200, E-mail: eline@worldbank.org]. > > d. Heritage Habitat - A Source Book of the Urban Conservation Movement in > Asia and the Pacific > Compiled by Khoo Salma Nasution, illustrated by Shibu Dutta, published by > the Asia & West Pacific Network for Urban Conservation (AWPNUC), November > 1997. It includes an invaluable directory of information resources and > contacts. [Contact: AWPNUC Secretariat, 19 Kelawai Road, 10250 Penang, > Malaysia, Tel/fax. +60 4 226 1358, E-mail: lubisksn@tm.net.my]. > > e. Alternative Transport Policy in Poland > Discussion paper published in 1997 by the Institute for Sustainable > Development, ul. Kowicka 31, 02-502 Warszawa, Poland. Fax. +48 22 646 0174. > > f. Transport Blueprint: National Study for Romania > 1996, By the environmental organisation, Ecosens. [Contact: Ecosens, Str. > Paul Greceanu 9, Bl. 20A, Ap.38, Sector 2, 72119 Bucharest, Romania. > E-mail: office@ecosens.sbnet.ro]. > > g. Sustainable Transport magazine > The magazine of the Institute for Transportation and Development Policy > (ITDP). The latest edition (No. 8, Winter 1998) includes articles on > Budapest, Prague, Managua, South Africa, Tehran, Jakarta and an update on > the Trans-Israel highway controversy. ITDP "is a non-profit research, > dissemination and project-implementation agency which seeks to promote the > use of non-motorised vehicles and the broader implementation of sustainable > transportation policies worldwide." [Contact: ITDP, 115 W, 30th St, Suite > 1205, New York, NY 10001, USA. Tel. +1 212 629 8001, Fax. +1 212 629 8033, > E-mail: mobility@igc.apc.org]. > > h. Transport for the Poor or Poor Transport? > A General Review of Rural Transport Policy in Developing Countries with > Emphasis on Low-income Areas, by John Howe. [Contact: International Labour > Organisation publications, CH-1211 Geneva 22, Switzerland]. > > i. A Guide to Better Practice: Reducing the Need to Travel Through Land > Use and Transport Planning. > Department of Transport and Environment, UK. L23.50. [Contact: HMSO > Publications Centre, PO Box 276, London, SW8 5DT. Tel. +44 171 873 9090, > Fax: +44 171 873 8200]. > > j. US EPA Smart Travel Resource Center (Online) > The Smart Travel Resource Center (STRC) is a directory of > transportation/air quality public education program summaries from around > the US. Interested parties will be able to use the STRC to gather > communication and outreach information and materials on transportation/air > quality programs of interest to them. [The URL is: > www.epa.gov/omswww/strc.htm. Or contact Patrice Thornton Tel +1 734 > 668-4329; e-mail: ]. > > k. Canberra at the Crossroads > This new paper by the Sustainable Transport Working Group (STWG) of the > Conservation Council of the South-East Region and the ACT, suggests > alternatives to expensive freeway projects and car-dominance. [Contact: > URL: http://www.pcug.org.au/~parkerp/stwg.htm; Peter Parker, E-mail: > parkerp@pcug.org.au]. > > l. Anti-freeway cartoon detective goes online > The anti-freeway adventure comics, 'Roads of Doom' and 'Ship of State', > featuring Nick B Possum, marsupial private eye, are now on the world wide > web. [The URL is: http://www.brushtail.com.au/nick.possum]. > > m. Canadian perspective > The Winter 1998 issue of Alternatives Journal, a Canadian environmental > journal, focuses on transport issues. Feature articles include: an > international comparative perspective by Tamim Raad and Jeff Kenworthy; > John Pucher on public transport in Canada; Todd Litman on what cars are > really costing society, and how proper pricing can help. [Contact: > Alternatives Journal, Environmental Studies, University of Waterloo, > Waterloo, Ontario N2L 3G1. phone: + 1 519 888-4567 ext. 6783; fax: (519) > 746-0292; E-mail: ; URL: > http://www.fes.uwaterloo.ca/alternatives]. > > 10. EVENTS > TORG International Symposium on Travel Demand Management. > University of Newcastle upon Tyne, Newcastle upon Tyne, UK, 8-10 July, > 1998. Key Note Speaker is Professor Phil Goodwin, University College > London. [Contact: Mrs. Lynda Morgan, Transport Operations Research Group, > University of Newcastle upon Tyne, Newcastle upon Tyne, NE1 7RU, UK, Tel: + > 44 191 222 7683; Fax: + 44 191 222 8352; E-mail: > lynda.morgan@newcastle.ac.uk; URL: http://www.ncl.ac.uk/~nws1]. > > 11. THE LIGHTER SIDE > The Japanese weekly "Shukan Bunshun" asked its readers if they knew of > anyone who used unusual means to commute. Here are some of the responses: > " There was a man in the company I used to work at whose commute > resembled a triathlon. He bicycled from his house to the port, took a boat > from there to another port, changed to a streetcar there and then to a bus > and then walked 15 minutes to the office." > " Mr. Takagi, who has bought an apartment house located in front of > the office, brags that his commuting time is zero minutes. And yet, he > often reports late. We female employees have one request of him: to stop > waving at his wife at lunch break!" > " My husband rides his mountain bike to work every day. According > to him, once he caught and passed a guy on a motorcycle, who later caught > up to him at a light stop and told him that he had been doing 45kph." > [Source: The Japanese Times, 23 November 1997.] > > ------------------------------------------- > We rely on you, the participants in the network, for our news. Please keep > it coming. We welcome brief news and announcements from all over the world. > > > The Sustainable Transport Action Network for Asia & the Pacific (SUSTRAN) > is dedicated to promoting transport policies and investments which foster > accessibility for all; social equity; ecological sustainability; health and > safety; public participation; and high quality of life. > > From tjb at pc.jaring.my Tue Feb 3 14:02:45 1998 From: tjb at pc.jaring.my (Tony Barry) Date: Tue, 03 Feb 1998 13:02:45 +0800 Subject: [sustran] Asian economic crisis and transport In-Reply-To: Message-ID: <3.0.3.32.19980203130245.006a7038@pop3.jaring.my> At 10:26 28/01/98 +0800, you wrote: >I am interested to hear the views of sustran-discussers on the implications >for transport of the economic problems that have effected many of the >formerly fast-growing economies in East and Southeast Asia. so far its all bad news. Try http://www.bangkokpost.net/ecoreview97/review9719.html for some unwelcome statistics on the Bankok public transport scene. In the good old days - Governments would rack up spending on infrastructure when private sector recession hit. This limited the damage in the construction industry where unemploymen is otherwise an inevitable result, and ot the country some bargain pojects (The Sinapoe Metro being the best known example). However with everything privatised the Government has much less opportunity to do this. Will the World Bank and other funding agencies step in to spend their money quickly and wisely on projects which can now be built at bargain pices? Or will the privatisation of infrastructure be too big an obstacle? From leongsm at yahoo.com Tue Feb 3 17:21:05 1998 From: leongsm at yahoo.com (siewmun leong) Date: Tue, 3 Feb 1998 00:21:05 -0800 (PST) Subject: [sustran] Re: regualating parking rates for private car parks Message-ID: <19980203082105.27904.rocketmail@send1b.yahoomail.com> Dear transportation professionals I would like to solicit some opinion and ideas on regulating or standardising or uniformised the parking rates of car parks operated in urban areas . Is such idea feasible or practicable? Thanks. From:Siewmun Leong > _________________________________________________________ DO YOU YAHOO!? Get your free @yahoo.com address at http://mail.yahoo.com From mobility at igc.apc.org Wed Feb 4 06:14:30 1998 From: mobility at igc.apc.org (Institute for Transportation and Development Policy) Date: Tue, 3 Feb 1998 13:14:30 -0800 (PST) Subject: [sustran] transport and the asian econ. debacle Message-ID: <2.2.16.19980203170414.22b7758e@pop.igc.org> Just a few thoughts on Paul Barter's request for transport impacts of the Asian economic debacle. Spoke to some folks at the World Bank and some friends in Indonesia about the situation there. Several interesting connections... Bank failure in Hong Kong was largely due to a major loan to a Jakarta taxi company owned by the President's son which had expanded too rapidly in an attempt to take over the market and get involved in toll road construction. They borrowed, aparently, largely using the name of the President as collateral. Major toll road project in Surabaya was cancelled. The triple decker toll road-light rail line proposed for Jakarta was put on hold before the crash, but is certain to be dead in the water now. Toll roads, normally pretty lucrative, appear to have been pretty hard hit because they have some foreign currency borrowing but all their revenues are in domestic currency, so they were badly hit by the change in the exchange rate. Borrowing for public sector roads from the World Bank, ADB, and JICA is not slowing down, however; rather, it is increasing. Previously the Indonesian govt share had to be something like 50%, now it only has to be something like 25%. This is because these loans are being used to channel foreign exchange to the Govt to repay its suddenly dramatically increased foreign debt. Of course, this begs the question as to whether the over $8 billion in foreign borrowing for roads in the last couple decades didn't partially lead to the debt crisis, since there is no reason these roads increase govt revenue sufficiently to cover the debt. Most experts clain the indonesian bad debt is mostly in private hands. In Jakarta, most people are dependent on public transit, a lot of which is in private hands. No question they are going to be hit by increased oil prices. Food prices etc. are also rising. Many believe there would be riots in Jakarta already if it weren't the middle of Ramadan, soon followed by Idul Fitri. Maybe this is a strategic opportunity to push for non-motorized solutions. Even the govt might be willing to back dramatic increases in bike use, since it would reduce the burden of increased oil prices. Cuba went for the bike for this reason. Official hostility to the becak does not seem to extend to the bicycle. Maybe there is a similar opening elsewhere in Asia for this reason? Best, Walter ________________________________________________________________________________ The Institute for Transportation and Development Policy (ITDP) 115 West 30th Street, Suite 1205 New York, NY 10001 Tel 212-629 8001, Fax 212-629 8033 mobility@igc.apc.org From j.whitelegg at lancaster.ac.uk Wed Feb 4 18:01:10 1998 From: j.whitelegg at lancaster.ac.uk (John Whitelegg) Date: Wed, 4 Feb 1998 09:01:10 -0000 Subject: [sustran] transport and the asian econ. debacle Message-ID: <01BD314B.A48798A0@ras-pptp-2.lancs.ac.uk> ---------- From: Institute for Transportation and Development Policy[SMTP:mobility@igc.apc.org] Sent: Tuesday, February 03, 1998 9:14 PM To: sustran-discuss@jca.ax.apc.org Subject: [sustran] transport and the asian econ. debacle Dear Colleagues, Walter's note about the economic problems of Asia reminds me to ask everyone for ideas/contributions to the next special issue of World Transport Policy and Practice. This will appear in May this year (vol 4 no 2) and will cover toll roads and the private financing of transport infrastructure. I am looking for a very fundamental review/audit of experinece in this area. How do these projects fit into the concept of national/regional transport planning? How do the numbers stack up over a 30-40 year period? is the final cost to the tax payer graeter than if the road had been built in the "usual" way. How do private companies manage their environmental, social and broader responsibilities? Are there any parallels with historical experinece eg the land development spree of mid 19th century US railraod expansion. I have already got authors lined up on the Israeli Road no 6, the UK Birmingham Northern Relief Rd, the Melbourne freeways and would really like a Us example or two, a Surabaya case study and anything else that might fit the bill. let me know and we will have a discussion. best wishes, John Whitelegg Editor World Transport Policy and Practice phone: +44 1524 63175 fax: +44 1524 848340 e-mail j.whitelegg@lancaster.ac.uk Just a few thoughts on Paul Barter's request for transport impacts of the Asian economic debacle. Spoke to some folks at the World Bank and some friends in Indonesia about the situation there. Several interesting connections... Bank failure in Hong Kong was largely due to a major loan to a Jakarta taxi company owned by the President's son which had expanded too rapidly in an attempt to take over the market and get involved in toll road construction. They borrowed, aparently, largely using the name of the President as collateral. Major toll road project in Surabaya was cancelled. The triple decker toll road-light rail line proposed for Jakarta was put on hold before the crash, but is certain to be dead in the water now. Toll roads, normally pretty lucrative, appear to have been pretty hard hit because they have some foreign currency borrowing but all their revenues are in domestic currency, so they were badly hit by the change in the exchange rate. Borrowing for public sector roads from the World Bank, ADB, and JICA is not slowing down, however; rather, it is increasing. Previously the Indonesian govt share had to be something like 50%, now it only has to be something like 25%. This is because these loans are being used to channel foreign exchange to the Govt to repay its suddenly dramatically increased foreign debt. Of course, this begs the question as to whether the over $8 billion in foreign borrowing for roads in the last couple decades didn't partially lead to the debt crisis, since there is no reason these roads increase govt revenue sufficiently to cover the debt. Most experts clain the indonesian bad debt is mostly in private hands. In Jakarta, most people are dependent on public transit, a lot of which is in private hands. No question they are going to be hit by increased oil prices. Food prices etc. are also rising. Many believe there would be riots in Jakarta already if it weren't the middle of Ramadan, soon followed by Idul Fitri. Maybe this is a strategic opportunity to push for non-motorized solutions. Even the govt might be willing to back dramatic increases in bike use, since it would reduce the burden of increased oil prices. Cuba went for the bike for this reason. Official hostility to the becak does not seem to extend to the bicycle. Maybe there is a similar opening elsewhere in Asia for this reason? Best, Walter ________________________________________________________________________ ________ The Institute for Transportation and Development Policy (ITDP) 115 West 30th Street, Suite 1205 New York, NY 10001 Tel 212-629 8001, Fax 212-629 8033 mobility@igc.apc.org begin 600 WINMAIL.DAT M>)\^(B<)`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$(@ <` M& ```$E032Y-:6-R;W-O9G0@36%I;"Y.;W1E`#$(`0V ! `"`````@`"``$$ MD 8`4 $```$````,`````P``, (````+``\.``````(!_P\!````6P`````` M``"!*Q^DOJ,0&9UN`-T!#U0"`````'-U``,P`0```!\```!S=7-T``$P`0```"$` M```G"YA<&,N;W)G)P`````"`0LP`0`` M`"0```!33510.E-54U1204XM1$E30U534T!*0T$N05@N05!#+D]21P`#```Y M``````L`0#H!`````@'V#P$````$`````````J%&`02 `0`T````4D4Z(%MS M=7-T``@0`0```&4````M+2TM+2TM+2TM M1E)/33I)3E-425155$5&3U)44D%.4U!/4E1!5$E/3D%.1$1%5D5,3U!-14Y4 M4$],24-94TU44#I-3T))3$E464!)1T-!4$-/4D=314Y4.E1515-$05DL1D5" M``````(!"1 !````L L``*P+``#-% ``3%I&=4BJP3C_``H!#P(5`J0#Y 7K M`H,`4!,#5 (`8V@*P'-E=.XR!@`&PP*#,@/&!Q,"@[HS$PU]"H (SPG9.Q7_ M>#(U-0* "H$-L0M@;O!G,3 S%" +"A+R# $:8P! 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MC&4H251$4"E&ZKXQCS")@(>R8.!S<5,0@/]RL!#A@!&)L8\@EV"/QD=3FDZ8 MD5E58-]!3EF/(%HP3_ Q1NOO$3).$"VX-C(YD7!0`7_@1F/!>5$X,S,SQT=3 M#D!M(WG^0(+@E&"QP)1@J_"*%E4_6Y6_EL0RESRRA7VR@ `!6< #`! 0```` M``,`$1 `````0 `',$ Z?8Q*,;T!0 `(,$ Z?8Q*,;T!'@`]``$````%```` 24D4Z( `````#``TT_3<``-(@ ` end From ccordero at amauta.rcp.net.pe Thu Feb 5 00:36:47 1998 From: ccordero at amauta.rcp.net.pe (Carlos Cordero V.) Date: Wed, 4 Feb 1998 10:36:47 -0500 (EST) Subject: [sustran] SUSTRAN News Flash #29 Message-ID: At 09:36 3/02/98 +0530, you wrote: >> >> 5. PROJECT ON YOUTH ROAD SAFETY IN LAOS: FEEDBACK WANTED >> Save the Children Australia in the Lao PDR is initiating a one year pilot >> project to improve road safety among youth in Vientiane. Despite a ratio >> of just 1 vehicle for every 26 people, the Lao PDR presently has the >> highest rate of road accident fatalities per capita of any ASEAN country >> except Vietnam. Solutions will ultimately involve improvements in both the >> driving environment and traffic law enforcement. But SCA believes a >> significant reduction in road accident fatalities can be made by simply >> increasing knowledge of safe, courteous, legal driving practices among >> young people. The legal age for driving a motorised vehicle is 18, yet >> people who are obviously younger--sometimes significantly younger--can be >> seen driving motorcycles in Vientiane every day. SCA's pilot project will >> begin by conducting research to determine what these urban youth already >> know and think about road safety. This data will then serve as a basis for >> designing educational materials including a safety pamphlet and video, and >> a road safety curriculum for the schools. The project also includes funds >> to assist the government in setting up a computerised database on road >> accidents, and to stage one or more public road safety events. SCA >> welcomes ideas and suggestions from workers and programs that are trying to >> reduce road accidents in their countries. [Source and Contact: Dr. Anna >> Gillespie, Save the Children Australia, PO Box 2783, Vientiane, Lao PDR; >> Tel. (856-21) 31 3837; Fax (856-21) 41 5432; E-mail: >> scauslao@loxinfo.co.th]. > > >Such efforts have not been particularly useful in the past. You have to >first understand the factors associated with road accidents in a >particular situation. It is wrong to assume that accidents are taking >place because children have not been "educated". > > Dinesh > > >The same thinking about the role of education in road safety is everywhere, just take a look to the Indian transport minister point of view: "Vekatraman, the transport minister, said much of the blame (of poor road safety) lies with with the unsafe attitudes of poorly trained drivers. But he could not deny that the state of the country?s roads plays a role" from The Nation - Bangkok news paper dec 27 1997 > >Carlos Cordero Ciclored Lima, Peru > >> >> > > end Carlos Cordero Velasquez CICLORED e mail: ccordero@amauta rcp.net.pe Parque Federico Blume 158 Lima 18 PERU Fax 51 1 447 2675 telf 51 1 222 1921 From chris at mailnet.rdc.cl Thu Feb 5 05:53:47 1998 From: chris at mailnet.rdc.cl (Christopher Zegras) Date: Wed, 4 Feb 1998 17:53:47 -0300 Subject: [sustran] Fleet Growth Projections Message-ID: <199802042053.RAA02152@mailnet.rdc.cl> Dear Friends, We are trying to find some decent means of projecting vehicle fleet growth (private motorized vehicles, trucks, buses) for the case of Peru. Does anyone know of existing projections and/or data sources? Without getting too complicated, we ran a simple regression income per capita/private motorized vehicle per capita for the years 1976-1996. The r2 is abysmal. Of course, while a wide range of factors play a role in fleet growth, the international comparisons that I have done, at least for private vehicles, show a pretty strong relationship. For example, autos per capita and purchasing power per capita on international data for 1992 (from automobile manufacturers association and world bank) returns an r2 of .87. For Chile, we find for private vehicles/capita income/capita, from 1983-96, an r2 of .91. For buses, the same period and variables yields an r2 of .98. even trucks yields an r2 of .92. At the moment, our peruvian partners have decided that the poor r2 for the 20 years analyzed in Peru is due to the fact that during that time the country was going through serious structural changes, political upheaval, etc. (I suspect that an additional influencing factor probably has to do with poor records). They now think that the country will behave more like its Andean neighbor and have chosen the slope of the Chilean regressions to project future growth rates. Does any body have any precedents, comments or suggestions? At a minimum, I would like to see the behavior over time in other Latin American countries, but I do not know where to get the data. The only sources I know of are the annual reports of the Automobile Manufacturers Assocation, but they are not available in any libraries here in Chile and I VERY expensive to buy. Any insights and support are very appreciated. Warm regards, Chris Zegras Christopher Zegras http://www.iiec.org /\ /^\ Instituto Internacional para la Conservacion de Energia /^\ /_o\ / \ General Flores 150, Providencia, Santiago, CHILE /^^^/_\< /^^^^^\ Tel: (56 2) 236 9232 Fax: 236 9233 / (*)/(*) \ From tkpb at barter.pc.my Thu Feb 5 17:13:15 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Thu, 5 Feb 1998 16:13:15 +0800 (MYT) Subject: [sustran] fwd from alt-transp: TRB Subcommittee on Paradigm Shift Message-ID: This from the alt-transp list may be of interest to sustran-discussers. Paul. From: litman@IslandNet.com (Todd Litman) Date: Tue, 3 Feb 1998 15:42:19 -0800 (PST) Subject: Re: alt-transp TRB Subcommittee on New Paradigm ??? Marty Bernard asked: >I heard there is a new TRB subcommittee on this topic. Can anyone tell >me how to contact the Chair or responsible TRB staff? Thanks. You heard right. The new "Paradigm Shift" subcommittee, A1C01(2), met for the first time at this year's TRB Annual Meeting. It is intended to bridges issues between economics and policy, planning, land use, and environmental issues. Some of us are suggesting that the name be changed to "Sustainabile Transportation" subcommittee. See my notes and comments copied below. The subcommittee chair is Gui Shearin, Ph.D., Principal Transportation Planning De Leuw, Cather & Co., 120 Howard Street, #850, P.O. Box 193821, San Francisco CA 94119; email: Guillaume_Shearin@parsons.com; phone: 415-495-6060; fax: 415-546-1602. We are hoping to sponsor a session at this year's TRB summer session, 13-14 July, in Seattle. Summer is a great time to visit the Puget Sound area. Hope to see you there. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: (250) 360-1560 E-mail: litman@islandnet.com Website: http://www.islandnet.com/~litman ================================================================= TRB A1C01 (2) Subcommittee on a Paradigm Shift Notes and Comments from 11 January 1998 Subcommittee Meeting by Todd Litman I. Consider changing subcommittee name to ?Sustainable Transportation.? This could provide several benefits because: 1. Sustainable planning is an issue of growing interest among a wide variety of popular and professional groups. 2. The concept of sustainable transportation is receiving increasing attention among transportation professionals and the larger public. In recent years there have been major conferences (?Towards Sustainable Transportation? sponsored by OECD, March 24-27, 1996, Vancouver and the followup UN/ECE conference on Transport and the Environment, held November 1997 in Vienna) and publications (Sustainable Transport; Priorities for Policy Reform, World Bank 1996; Sustainable Development Strategy, Transport Canada, 1997; Toward a Sustainable Future; Addressing the Long-Term Effects of Motor Vehicle Transportation on Climate and Ecology, Transportation Research Board Special Report 251). 3. The recently released TRB special report on sustainable transportation means that this issue should be receiving increasing recognition and attention among TRB and related transportation organizations. 4. No existing TRB committee has a specific mandate to address sustainability issues. II. Proposed Workshops, Paper Sessions, Issues and Activities for Subcommittee to Address 1. Sustainable Transportation Literature review, events, activities. Summary of issues. (In particular, there is no agreement concerning the scope of "sustainable transport"; some people assume that it only relates to resource consumption and long-term ecological impacts, such as global warming, while others define it more broadly to include a wide range of economic, social and environmental issues.) Goals, objectives, policies. Evaluation criteria/indicators. (A summary of sustainabgle transportation indictors is posted at the VTPI website.) 2. Redefining Transportation for Sustainability. An emphasis on access rather than vehicle movement or mobility. Land use/transportation interactions. Consideration of all potential environmental and social issues. Discussion of transportation polices that encourage a more "sustainable" economic system (i.e., evaluation of impacts of transport policy on regional economic development and productivity). Evaluation of a wider range of planning and policy options. Application of least-cost planning principles. Equity implications. 3. Win-Win Transport Options. Identify transportation improvement strategies that are justified for their economic benefits (reduced congestion, facility cost savings, crash cost reductions, user cost savings, etc.) that also provide substantial environmental and social benefits. Examples include: Parking cash-out. Distance based vehicle insurance. Least-cost transportation planning and investment policies. More efficient parking management. Transportation management associations. (Contact Victoria Transport Policy Institute for additional information and examples.) 4. Automobile Dependency. Economic, social and environmental implications. Evaluation methods. Mitigation strategies. 5. Sustainable Transportation Conference. There has not yet been a major U.S. conference on the subject of sustainable transportation. OECD has sponsored such conferences in other countries. The recent TRB special report on sustainable transportation, and growing interest in sustainable planning, indicates that such a conference would be appropriate in the near future. From pguitink at worldbank.org Fri Feb 6 01:42:13 1998 From: pguitink at worldbank.org (Paul Guitink) Date: Thu, 05 Feb 1998 16:42:13 +0000 (GMT) Subject: [sustran] Re: ESCAP Committee on Transport and Communications In-Reply-To: <9801200815.002540@unchs57.unep.org> Message-ID: <"A369ZXFUIDSC9*/R=WBHQB/R=A1/U=PAUL GUITINK/"@MHS> As you might know, preparations have started for a big worldwide Bicycle Conference (Velo Mondiale 2000) in the year 2000, to be held in Amsterdam. Sponsors include the European Union, the Dutch MoT, the city of Amsterdam, the Bicycle Federation of America, the Bicycle Federation of Australia, World Bank, while more sponsors need to be identified. Main objectives of VM 2000 are (i) to define the future role of cycling in a sustainable traffic and transport system in communities around the world, and (ii) to secure political commitment to promote and implement concrete models for change at the beginning of the new century. While the conference focuses on bicycle transport, linkages with public transport and walking will be included. The preparation process will include the organization of regional workshops that will bring together practicioners (non motorized transport experts, working in the field) and key policy makers. The objective is to identify constraints and opportunities for mainstreaming non motorized transport into transport planning, and recommendations from the regional workshops will be synthesized in the Velo Mondiale 2000. Currently VM 2000 is developing the framework for these workshops to make sure the topics are being addressed consistently. The workshops will take one day and will 'piggyback' on planned conferences to minimize costs. Regional workshops will be held in North America, Europe and Central Asia, Africa, Latin America, South Asia, and East Asia (possibly the last two will be combined). For the first two regions, hosts have been identified: resp. Pro Bike 98 and Velo City Graz (Austria, April 99). The Africa workshop will possibly take place in the margin of CODATU in Cape Town (September 98), but other options are still open. For Asia and latin America suggestions are welcomed (within a timeframe ending early 1999). While some participants from developing countries can be sponsored through WB projects, it will be difficult for others to cover travel and subsistence expenses. Furthermore, there are organizational expenses that require financial support. My question is whether you have suggestions regarding (i) what funds or project resources can be tapped to support participants and workshop organization, (ii) key persons to be invited for the workshops (e.g. Directors of Urban Roads departments, transport engineers, etc.), (iii) contacts in multilteral financial institutions that might contacted for sponsoring. All comments and suggestions are welcomed, Best regards, Paul Guitink. From tkpb at barter.pc.my Fri Feb 6 18:30:36 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Fri, 6 Feb 1998 17:30:36 +0800 (MYT) Subject: [sustran] transport and the asian econ. debacle Message-ID: Many thanks to Bambang Susantono for his interesting insights on the situation in Jakarta. I just want to comment on one of the things Bambang says which gave a slightly misleading impression. Sorry if this is off the original topic. Walter Hook said: >> In Jakarta, most people are dependent on public transit, a lot of which >> is in private hands. No question they are going to be hit by increased >> oil prices. Food prices etc. are also rising. Bambang Susantono replied: >Only about 50 % of people use public transit. See the following study: ========== >JMATS, 1972-- 61 % public transport, 39 % cars >ARSDS, 1985-- 57 % public transport, 43 % cars >JMTSS, 1992-- 49.1 % public transport, 50.9 % cars It is misleading to slip from talking about percentages of trips to taking about percentages of people. Saying that 51 % of motorised TRIPS are by private modes (cars+ motorcycles) DOES NOT MEAN 51% of PEOPLE are using private modes. The main reason for this is that people with private vehicles tend to make many more motorised trips per person than those with no private vehicles. So a disproportionate number of the trips counted in modal split figures (such as the ones quoted by Bambang ) are trips that are made by people who own private vehicles (who tend to be the higher income people). Mode share figures are counting TRIPS not PEOPLE - the percentage of people who actually have access to private vehiclce tends to be lower than the number of trips made by private transport. I wanted to give a specific example proving that car and motorcycle owners in some city make more motorised trips than non-vehicle owners but I can't seem to find such a report on my shelf right now. Next best is to look at income groups (which correlates closely with vehicle ownership within a city). The ARSDS study of Jakarta by JICA that Bambang quoted, shows that in 1985: "Low income" people who were 47.5 % of the sample: took only 0.61 motorised trips per day (0.20 private and 0.41 public) on average. On the other hand, those with lower-middle, upper-middle, or high incomes (altogether 52.5 percent of the sample) took 1.11 motorised trips per day on average (0.63 private and 0.48 public). This implies that the richer 52.5 % of the population took 67% of all motorised trips and the poorer 47.5% of the population had only 33 % of all motorised trips. (looking at vehicle owners versus non-vehicle owners would probably be even more striking). So the modal split figure is misleading if you want to talk about people rather than trips. Motorised modal split figures always underestimate the number of people who cannot rely on private transport modes (even in rich cities). Sorry if I have laboured the point. But I see this confusion often and wanted to clear it up, if possible. I think it is a somewhat insidious way that public transport can inadvertently be trivialised. Best wishes, Paul Barter SUSTRAN Secretariat and researcher on Asian urban transport patterns. From wcox at publicpurpose.com Sat Feb 7 00:06:59 1998 From: wcox at publicpurpose.com (Wendell Cox ) Date: Fri, 6 Feb 1998 09:06:59 -0600 (CST) Subject: [sustran] Asian Economics & HIgh Speed Rail Message-ID: <199802061506.JAA08183@mail1.i1.net> Any developments with respect to high speed rail with relation to the econmic difficulties. My understanding is that construction is underway in ROK and a franchise about to be awarded in Taiwan. Would be interested in any information. Thank you. Wendell Cox WENDELL COX CONSULTANCY International Public Policy, Economics, Labour, Transport & Strategic Planning The Public Purpose: Internet Public Policy Journal http://www.publicpurpose.com Voice +1 618 632 8507; Fax +1 618 632 8538 P.O. Box 841- Belleville, Illinois 62222 USA "To facilitate the ideal of government as the servant of the people by identifying and implementing strategies to achieve public purposes at a cost that is no higher than necessary." From chris at mailnet.rdc.cl Sat Feb 7 07:22:21 1998 From: chris at mailnet.rdc.cl (Christopher Zegras) Date: Fri, 6 Feb 1998 19:22:21 -0300 Subject: [sustran] Income and Trip-Making (was transport and asian econ. debacle) Message-ID: <199802062222.TAA30162@mailnet.rdc.cl> Paul Barter wrote: >It is misleading to slip from talking about percentages of trips to taking >about percentages of people. Saying that 51 % of motorised TRIPS are by >private modes (cars+ motorcycles) DOES NOT MEAN 51% of PEOPLE are using >private modes. The main reason for this is that people with private >vehicles tend to make many more motorised trips per person than those with >no private vehicles. So a disproportionate number of the trips counted in >modal split figures (such as the ones quoted by Bambang ) are trips that >are made by people who own private vehicles (who tend to be the higher >income people). Mode share figures are counting TRIPS not PEOPLE - the >percentage of people who actually have access to private vehiclce tends to >be lower than the number of trips made by private transport. > Paul, Very good point. In Chile, the 1991 O-D survey shows the following: Monthly Income Walk Car Public Transport (1991 Chilean Pesos) (% of all trips, does not include mode "other") <41,000 32 3 59 41,000-72,500 24 5 64 72,500-110,400 19 9 65 110,400-172,500 15 17 61 172,500-262,000 11.8 28 53 262,000-405,000 9 45 37 405,000-1,000,000 6.5 57 25 >1,000,000 2.9 71 17 The lowest two income groups, make up 43% of all tripmakers (48% of the population), and a third of their trips are on foot, 2/3 by public transport (Santiago has about 20% total walk trips per day, not including the less than 400 m. trips). The middle two income groups comprise 38% of trip-makers (35% of the population). The highest income groups (>262,000) make up only 13% of all trip-makers (11% of the population). (7% of population did not respond to income question). So, we see that not only do people with private motorized modes make more motorized trips, but also tend to make more TOTAL Trips (which happen to be motorized). What this data also shows, is that both walking and public transport display -- in economists? terms -- characteristics of an "inferior good", demand declines as income increases. Sustainable transport advocates need to reverse this consumer perception.... >"Low income" people who were 47.5 % of the sample: took only 0.61 >motorised trips per day (0.20 private and 0.41 public) on average. On the >other hand, those with lower-middle, upper-middle, or high incomes >(altogether 52.5 percent of the sample) took 1.11 motorised trips per day >on average (0.63 private and 0.48 public). This implies that the richer >52.5 % of the population took 67% of all motorised trips and the poorer >47.5% of the population had only 33 % of all motorised trips. (looking >at vehicle owners versus non-vehicle owners would probably be even more >striking). > Paul, it would be interesting to see the walk and nmt trips from this data, was it taken? Cheers, Chris Christopher Zegras http://www.iiec.org /\ /^\ Instituto Internacional para la Conservacion de Energia /^\ /_o\ / \ General Flores 150, Providencia, Santiago, CHILE /^^^/_\< /^^^^^\ Tel: (56 2) 236 9232 Fax: 236 9233 / (*)/(*) \ From bsusantono at earthlink.net Mon Feb 9 13:40:48 1998 From: bsusantono at earthlink.net (Bambang Susantono) Date: Sun, 08 Feb 1998 20:40:48 -0800 Subject: [sustran] transport and the asian econ. debacle References: Message-ID: <34DE88D0.2B3A@earthlink.net> Thanks for Paul who bringing in the "TRIPS vs PEOPLE" issue. Paul is right that the number on my illustration is about trip, not on people. However, using the same ARSDS 1985 data again to illustrate his point does make me confuse. Despite many caveats in ARSDS, the biggest one is that ARSDS never did income survey. This fact is well documented in the following quotation : " The 1985 ARSDS Home Interview Survey (HIS) did not collect data about income, and this is a significant gap in the information about factors influencing travel choices, as income is a prime determinant of travel patterns, particularly through its influence on levels of car ownership. Instead, the ARSDS study assumed a high correlation between household income and residential class, and determined the income group structure of the population based on the frequency of households in four residential clasess (A=high to D= low)... (Transport Network Planning and Regulation (TNPR) Study: Existing Travel Demand and Integrated Forecast for Jabotabek, 1992 by Collin Buchanan et. al., page 15). My illustration only clarifies the specific data on Jakarta and Paul's point is well taken as one of many approaches to do the "real demand analysis" or "the basic needs" of public transportation. I will appreciate if any of you can share your experiences on how to deal with the effect of "informal sector" on the transportation survey in (particularly) metropolitan cities in developing world. My best regards, Bambang Susantono Jakarta/Berkeley From tkpb at barter.pc.my Tue Feb 10 09:01:25 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Tue, 10 Feb 1998 08:01:25 +0800 (MYT) Subject: [sustran] Income and Trip-Making (was transport and asian econ. debacle) Message-ID: Bambang Susantono said: >Paul is right that the number on my illustration is about trip, not on >people. > >However, using the same ARSDS 1985 data again to illustrate his point >does make me confuse. Despite many caveats in ARSDS, the biggest one is >that ARSDS never did income survey. Thanks for this question. Having now looked back at the fine print , I should clarify: The ARSDS study used the state of the housing of their household respondents to make assumptions about their income. So you are right they did not have direct information on incomes. They based their assumptions on expenditure and other data from the National Social Expenditure Survey (SUSENAS) of 1984. (pp. 1-11 and 1-12 of the Arterial Road System Development Study in Jabotabek Metropolitan Area -ARSDS- Draft Final Report, Main Report, July 1987). Chris Zegras also asked: >>"Low income" people who were 47.5 % of the sample: took only 0.61 >>motorised trips per day (0.20 private and 0.41 public) on average. On the >>other hand, those with lower-middle, upper-middle, or high incomes >>(altogether 52.5 percent of the sample) took 1.11 motorised trips per day >>on average (0.63 private and 0.48 public). This implies that the richer >>52.5 % of the population took 67% of all motorised trips and the poorer >>47.5% of the population had only 33 % of all motorised trips. (looking >>at vehicle owners versus non-vehicle owners would probably be even more >>striking). > >Paul, it would be interesting to see the walk and nmt trips from this data, >was it taken? Using the same source (some calculations based on data on p. 1-34 of ARSDS Draft Final Report, Main Report, July 1987) I get: The low income 'half' of the population took 0.91 non-motorised trips per day. The higher-income 'half' took 0.70 non-motorised trips per day. All non-motorised trips were lumped together on this page's data (but on average 10% of nmt trips were by becak -pedicabs-, 5% by bike and 85% by foot). I can't find the 'fine print' stating the definition of a trip but I assume that they may have excluded very short walk trips (usually 400m or 500m as the cutoff) as done by some other JICA studies in the region over the last decade or two. Does this help? Best wishes, Paul Barter. From Ecogard at aol.com Tue Feb 10 12:29:04 1998 From: Ecogard at aol.com (Ecogard@aol.com) Date: Mon, 9 Feb 1998 22:29:04 EST Subject: [sustran] EcoGard International Message-ID: An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19980209/755e37ef/attachment.htm From stncar at ix.netcom.com Wed Feb 11 07:12:48 1998 From: stncar at ix.netcom.com (Marty Bernard) Date: Tue, 10 Feb 1998 16:12:48 -0600 (CST) Subject: [sustran] Definition of Transportation Sustainability Message-ID: <199802102212.QAA27720@dfw-ix1.ix.netcom.com> The other day in a post somewhere Bob Noland of US EPA gave a definition of a sustainable transportation system. It probably isn’t a new definition. He basically said (in my words) that: A sustainable transportation system consumes only renewable energy and all components are recycled. Only renewable energy is used for the manufacturer, construction, and recycling of vehicles, facilities to make vehicles and components, recycling facilities, infrastructure, and system operation and maintenance. This definition sets a clear, very high, benchmark. It’s a global benchmark. We have a long way to go to reach it. The first question is how much time do we have? Marty -- Marty Bernard Oakland, California To find out about a new form of personal urban transportation please visit the Information Pages of the National Station Car Association at http://www.stncar.com which are updated periodically. From j.whitelegg at lancaster.ac.uk Wed Feb 11 17:42:47 1998 From: j.whitelegg at lancaster.ac.uk (John Whitelegg) Date: Wed, 11 Feb 1998 08:42:47 -0000 Subject: [sustran] Definition of Transportation Sustainability Message-ID: <01BD36C9.0AC5BF20@ras-pptp-1.lancs.ac.uk> ---------- From: Marty Bernard[SMTP:stncar@ix.netcom.com] Sent: Tuesday, February 10, 1998 10:12 PM To: Vnerenb@bart.dst.ca.us; alt-transp@flora.ottawa.on.ca; carsharing@vcn.bc.ca; EV@SJSUVM1.SJSU.EDU; access@foothill.net; LWRIGHT@SMUD.ORG; RLU@bart.dst.ca.us; cons-spst-sprawl-trans@lists.sierraclub.org; sustran-discuss@jca.ax.apc.org; transp-l@gmu.edu; transit-alternatives@bga.com Subject: [sustran] Definition of Transportation Sustainability Dear Marty and other interested colleagues, Definition of sustainable transport Don't forget that sustainability is also about equity and social justice. Intra and inter-generational equity are just as important as resources, energy etc. A transport system based on world best stabdards of low energy, low material, recycled, clean fuel etc etc can be totally non-sustainable if it fails to give access to ALL groups for all important journey purposes including the poor, children , the elderly and those with mobility disadvantages. In my teaching I ask my students to ponder on the differences between a child pedestrian being killed by a zero -emission vehicle with 100% recycled materials and a child pedestrian being killed by a gas-guzzling ton of metal. If you live next to a heavily trafficked road, life is hell. Period. Rich people do not live close to heavy traffic but poor people do. We have got to get this thing right. very best wishes John Whitelegg The other day in a post somewhere Bob Noland of US EPA gave a definition of a sustainable transportation system. It probably isn't a new definition. He basically said (in my words) that: A sustainable transportation system consumes only renewable energy and all components are recycled. Only renewable energy is used for the manufacturer, construction, and recycling of vehicles, facilities to make vehicles and components, recycling facilities, infrastructure, and system operation and maintenance. This definition sets a clear, very high, benchmark. It's a global benchmark. We have a long way to go to reach it. The first question is how much time do we have? Marty -- Marty Bernard Oakland, California To find out about a new form of personal urban transportation please visit the Information Pages of the National Station Car Association at http://www.stncar.com which are updated periodically. begin 600 WINMAIL.DAT M>)\^(C4(`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$(@ <` M& ```$E032Y-:6-R;W-O9G0@36%I;"Y.;W1E`#$(`0V ! `"`````@`"``$$ MD 8`4 $```$````,`````P``, (````+``\.``````(!_P\!````6P`````` M``"!*Q^DOJ,0&9UN`-T!#U0"`````'-U``,P`0```!\```!S=7-T``$P`0```"$` M```G"YA<&,N;W)G)P`````"`0LP`0`` M`"0```!33510.E-54U1204XM1$E30U534T!*0T$N05@N05!#+D]21P`#```Y M``````L`0#H!`````@'V#P$````$`````````J%&`02 `0`Z````4D4Z(%MS M=7-T# $````%````4TU44 `````>`!\,`0```!P```!J+G=H:71E M;&5G9T!L86YC87-T97(N86,N=6L``P`&$!Q'#O<#``<0D@<``!X`"! !```` M90```"TM+2TM+2TM+2U&4D]-.DU!4E190D523D%21%--5% Z4U1.0T%20$E8 M3D540T]-0T]-4T5.5#I454531$%9+$9%0E)505)9,3 L,3DY.#$P.C$R4$U4 M3SI63D5214Y"0$)!4E0``````@$)$ $```!T!P``< <``.(,``!,6D9U\-XD MM/\`"@$/`A4"I /D!>L"@P!0$P-4`@!C: K 9@R"!=!A"L!T>2!"!)$+$5L`4TU44#IS=&Z"8PK 0&EX M+FX2`.D%H&TN):%='X\@G09@%P(P(<\BVU0*4'-D881Y+"%P96)R=0K AR/@ M&2 JL#$Y.3@K460Z,1(@4$TF+R"=5#9O*&\BVU8E@ &0=S+A;C%Q,= E`89S$<$+ M@&= =F,S@ 1B8S.3159 4TI 4U5633$N-7(N2$5$53'18V,'D'/5,I!O'H!H M`Q!L)6(QT(!,5U))1TA4-6" 355$+D]21S'0N%),53#O!: `@"TR<*$AM,OQT<&C]&T0K!(Z0`<&1'@/LW, 20 M( N 0-$'D!Z03I#5%7%L3=!G*E$L&NQ&['\]$DCS3_ _!16A4'T"("?_!4 " M$#S0$@`_`!' !4!2-\])0T\`!" '0'-O,> &X.)U!4!E<756,DYR5L!28P#_!" '<$@3 M`C!;TD]1"&$VL;LJL%HB9R/@)8%8X4%2Z.4]`'E/<6T@,/ 1\$Z1U0.@=P6P M;$Z08D]A/0#_`9$J@ L@!"!'D160!^!=E'\JL&&B`,! T03QP M"8 JL&.!`Y%F"E#_6L$ED&2#)0`#H&" /P`>@/4'0&PCX&X"(#J 4DD&D)]/ M`%2A"W!6L&5Q(&=!,6,VA6>R04Q,9^ #8'7?.J!4LC'A`R!<&&H(825P_2/@ M< AP2! 1\%OQ)/ *0/\]D!D`52%2T$@0!;!CP3=!^F0PH2 JL&QB9& $@671 M7TYR-S!K<6 00(!H8I!OXU8%/9%A9'9<<5 0!Y!_6.-BD"/@'I `T#= ;#%) M_5O1:W$2)-!L`"@Q9Z-($/].@$[A1V%L8CV0#= PDC:Q^6!Q='<)X3'@;/1K M( F ;T]A!R%E,FPB:S=13Y%BV4Y1('H$D%;0+5]@! $_1U)!0#= 8X%O!!D@ M,"7_8S=BEU:!3H%U7W9O>Q%!D/,Z<% @>GH<(&PR1V0'@/=EH5CB1Z!Y"&!A MD&@")7"6>%415M$@3M!A=@,0[W$Q,D -T%BP:T^1`V!P(']B00:09N$$($[0 M-V%8\%!W!G$$<%CA4EBP;T![H&__"U!S\5;09@`%0'^C/'!NTO]GP8"2@/=? M@%D$_P9^9G&NP;73,V'6<4(@P!_RWW;'%.M"J! M3P%[$6MA56'O`W 'T$[14M!";W 'L ;PRTYS1Z!5!?!%4%Y@09#_:!*.)@VQ M1QE94%(_2!A?)/]8XH:Q`V P\ )@5E)4@I3W[R5P!^"5B%CA2%+07Y%8L.ME MLW 0:4Z0*)(1<2%@(?4Q0"E5(SJ./%Y@EH^7GOTZ,W4'@@(@9=$PH0?04J/_ M795.<@J%:=(EH7,Q ML AP[P208\$Z43(P=1ZP1U$JL/]. ]X12=0"(`S^./".CCCP>X'? >R/V"H5/ MK1"3LBJP0^\'0 :0!; #`&&T#5;01P'_3I%7(5;T65": >91P0;FL#3I")\'1P.B\O=__2,#P` M).,ETH_/'H1@$'BQ_V] 6U)I4"J 3X*R<8-!F^1_BAV./X].3*4>9@J%%2$` M`=L0`P`0$ `````#`!$0`0```$ `!S" +@$5R#:]`4 `"#" +@$5R#:]`1X` Donald F. Padelford asked: >Would someone like to give me a one sentence definition of sustainability? The most often cited definition of sustainabile development, from the 1987 Brundtland Commission, is, "development that meets the needs of the present without compromizing the ability of future generations to meet their own needs." This implies that economic and ecological resources be managed to avoid long-term degradation. Considering the needs of future generations addresses "intergenerational equity." But, some experts have pointed out, it makes little sense to consider intergenerational equity without also considering other types of equity. So, sustainability planning involves consideration of a broad range of equity issues. A one-sentence definition does little justice to the Brundtland Commission report, or the many other sustainabile planning efforts. As David Burwell points out in the recent TRB Special Report TOWARD A SUSTAINABLE FUTURE, "...sustainability is not about threat analysis; sustainability is about systems analysis. Specifically, it is about how environmental, economic, and social systems interact to their mutual advantage or disadvantage at various space-based scales of operation." The paradigm shift implied by sustainabile transportation planning relates not just to the outcome, but to the planning process used. It requires that any possible impacts and options be considered, that issues such as equity and long-term impacts be consisered, that decision making be explicit and deliberate, and that the public be involved in determining how questions are framed and alternatives are evaluated. Those are principles of good planning, and they are particularly necessary for sustainability planning. What does this mean for sustainable transport planning? Marty Bernard once again [see below] argues that: 1) The world faces one sustainability problem (excess energy consumption and resulting CO2 emissions). 2) There is only one feasible response (efficiency improvements based on technological improvements). 3) We must accept experts' conclusions of this because public participation, though desirable in theory, is a luxury that society cannot afford due to the urgency of the crisis. By continuing to frame the question as simply a choice between investments in technolgoical improvements to transportation or end-of-life-as-we-know-it, Bernard misses the point of a paradigm shift. In fact, he illustrates the need for such a shift. Even if the outcome were the same, sustainability planning requires a more deliberate process then Bernard offers in his rush to a conclusion. Let me respond to a few specific points raised by Bernard. 1. Are energy consumption/CO2 emissions the only sustainability problem? ------------------------------------------------------------------------ Global warming may be a major problem, but there are a number of other economic, social and ecological threats associated with our current transportation system. If other problems are individually or in total of comparable risk as energy/CO2 emission threats then they should also be considered in sustainability analysis. To do otherwise may result in the wrong policies. Using Bernard's reductionist paradigm, we would rank "solutions" to the energy/CO2 problem according to cost effectiveness and choose the one that works best. But what if the highest ranking solution only reduces energy/CO2 emission problems, but the second ranking solution also addresses other economic, social and environmental problems? In other words, it is slighly less effective at one objective, but addresses a broader range of objectives. To evaluate based on only one objective would overlook these other potential benefits. An opportunity for chosing the true optimal policy would be missed, simply because the analysis is too narrow. 2. Are there really only two possible responses? Are pricing strateges really infeasible? ---------------------------------------------------------------------------- -------- To justify ignoring travel demand management options Bernard writes: >...the probability of getting >most people to voluntarily live in relatively confined urban >apartments, with little or no personal green space, hearing their >neighbor yelling at his wife, and taking mass transit to shop whenever >they are tired of the corner store, is very small and probably zero >(without a severe crisis). This shows how little Bernard understands travel demand management. The Win-Win strategies we promote (cashing out free parking, distance based insurance, transportation management associations, least-cost transportation planning, traffic calming, livable communities, car sharing) have nothing to do with the negative impacts Bernard describes. They have everything to do with giving people more choices, eliminating distortions in the the market, and improving our quality of life. That Bernard presents non-technical alternatives in such a negative light indicates that he is deliberatly framing the question to reach his desired conclusion. 3. Have technological efficiency improvements really succeeded in the past? --------------------------------------------------------------------------- Although technological innovation have reduced some problems, they have not "solved" any, and have exacerbated others. For example, one result of the CAFE standards is that people drive more, a predictable 'take back' effect, that increases congestion, accident costs, urban sprawl and some forms of air pollution (for discussion see Nivola and Crandall's THE EXTRA MILE, Brookings Institute, Washington DC, 1995.) Technological innovation may certainly have an important role in helping to achieve sustainabile transportation, but we can only know that after we evaluate all options. I suspect that we will find that the best approach is to establish public policies that create an incentive for consumers to implement technology improvements where appropriate, such as emission charges. 4. Is public participation really a luxury we cannot afford? ------------------------------------------------------------ Save us from self-serving "experts" who structure public policy decision making to support their own interests! Our current paradigm assumes that major problems are best broken down into components, which can be solved by experts. This may be effective when basic goals and values involved are clear (such as a business trying to maximize its profits), but is the wrong way to approach public policy decisions. In such cases we need to consider a wide range of issues, some of which "experts" may be entirely unaware of. I would argue that one of the most important paradim shifts we need to make is to recognize that careful deliberation, public participation, and fair negotiation are not luxuries, they are essential to addressing public policy problems. One of the great archtypes of North American society is the "doer", who rushes into action while others are bogged down with ineffective talking. But for every John Wayne leading a calvery charge to the rescue, there is a General Custer who would have benefited from a little more deliberation. Calvery charges lead by great-man-of-action to prevent the end-of-life-as-we-know-it indicate a failure of negotiation, and leave in their wake more unresolved conflict. Perhaps John Wayne should have raised questions such as whether the settlers really had a right to take over First Nations lands, whether there might be a more mutually beneficial relationship between settlers and tribes, and whether, after a sufficient number of calvery and Indians are killed, the aren't perhaps some terms that might prevent such conflicts in the future. Transportation engineers often justify their roadway improvements in order to avoid projected traffic gridlock (their version of the end-of-life-as-we-know-it threat). Great if that is really the only problem and solution. But, few transportation engineers are experienced dealing with a wider range of issues, such as equity, land use impacts, ecological damages, etc. Before a community gives transportation engineers a mandate to do whatever is needed to increase road capacity it is in everybody's interest to carefully examine values, goals, options, and impacts. The same applies to addressing other transport problems, such as global warming emissions. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: (250) 360-1560 E-mail: litman@islandnet.com Website: http://www.islandnet.com/~litman ========================================================================= Marty Bernard wrote: >You need a little background to understand where I am coming from. >When I was a younger professional, I thought the types of planning and >market-based solutions Todd Litman and many others are advocating were >effective ways to create change. Like most of us, I had learned them >in school. I had actually taught them for a short time, and I tried >for a time to develop and implement them while a member of >organizations that was supposed to do that stuff.. After a while I >realized that they don't work--they cause little, if any, change. > >I started my professional transportation career during the first oil >shock. Only then did we realize we had an energy problem. In the 25 >years since then we really have done little to solve the problem. We >knew we had an urban air problem, and we have made great progress >there. I don't remember us talking not talk much about the results of >urban sprawl, which was in full swing then. Global warming and ozone >holes were not even on the radar screen. Though in 1973 we thought we >had a really big problems. They were nothing like the magnitude of the >problems we have now. If planning and market-based solutions couldn't >solve the 1973 problems, we have no hope they will solve today's. > >Why don't planning and market-based solutions work for transportation? >Why haven't they worked for transportation, at least in recent decades? > Why won't they work for transportation in the future? The answer is >so obvious I wonder why it took me so long to figure it out. I guess I >was too idealistic. These solutions are politically infeasible in a >democratic society. The world is getting more democratic. There is >always one or more powerful groups which will be negatively impacted by >the change these solutions portend. Even if you can get them >implemented in a limited area (like Berkeley or Victoria), you can't >get them implemented globally. And global solutions are what we need >to solve the issues we have been discussing in these threads. > >Change usually occurs through evolution, which is some what random. But >consider three US transportation polices of the last couple of decades >that have accomplished something. All represent "guided" evolutionary >change instead of random evolutionary change or revolutionary change >(the latter is what we are discussing). > >The first is CAFE. For about 10 years, these standards allowed fuel >efficiency to evolve in the proper direction. The resulting change was >significant in cars, but North America's appetite for, probably driven >by Detroit's advertising, and by perceived safety of pickups and sport >utes, has diluted the overall effect as has great increases in vmt. > >Next I point to the Clean Air Act and it's Amendments. They gave us a >significant reduction in criteria pollutants. Air in cities became >safer to breathe, but the important very small particulates escaped >reduction due to a gap in heath-effects knowledge, and, of course, CO2 >is not a criteria pollutant. > >The third is to increase connectivity and reduce congestion through >building more and increasing capacity of streets and roads. While this >was/is an incremental process, it certainly resulted in significant >change and the most of problems we see with our transportation system. > >So how is significant, and relatively rapid, change accomplished in >society, or large portions of society? History has taught us that >there are only three ways: > >1. By a strong visionary leader, e.g., Ghandi, maybe King or JFK if >either had lived longer. It's been a long time since we have had one, >so I'm not willing to bet society's future on one appearing. Some of >the options Todd talks about may well work if we had a leader to >convince society to implement them. > >2. Major crisis that affects much of society, e.g., the German >military in 1940. Most of us don't even see the global crisis we face, >and those that do have no good method or even reason to respond. Life >for most of us is good or getting better. I think all us who are >rational want to avoid the impending crisis, so this is not an option >to implement change. > >3. Major technological break-through, e.g., the internal combustion >engine or television. Since I can do nothing about the first, I don't >want the second to occur, here is where I hang my hat. > >Getting to what Todd Litton wrote: > >>A paradigm refers to how people approach a problem, not the technology >that >>is used (read Thomas Kahn's book for more details). ....The >>current transportation paradigm assumes that "better" means "newer," >>"faster," and "more." A paradigm shift in transport planning, for >example, >>could conclude that lower technologies are better in many situations. >For >>example, increased emphasis on livable communities (which include >traffic >>calming, pedestrian and bicycle facility improvements, mixed land use, >>transit oriented development, and urban reinvestment) is likely to >reduce >>per household automobile ownership and use. > >I accept that definition of paradigm. I agree that if you could get >the majority (say 90%) of people on this earth to give up the dream of >instant mobility, lots of personal freedom, and physical and mental >space, you could get to a new paradigm. But the probability of getting >most people to voluntarily live in relatively confined urban >apartments, with little or no personal green space, hearing their >neighbor yelling at his wife, and taking mass transit to shop whenever >they are tired of the corner store, is very small and probably zero >(without a severe crisis). The momentum is very too strong in the >other direction. > >Todd again: > >>Bernard's comments are really about continuing the existing paradigm. >He >>justifies relying only on technological solutions to transportation >problems >>because he concludes that TDM options are unacceptable in North >America. >>This, I believe, is an inappropriate conclusion because most TDM >strategies >>(cashing out parking, distance based vehicle insurance and >registration >>fees, parking management, least-cost planning) have never been >properly >>tested here. > >First, I agree the TDM measures Todd mentions have not been properly >tested, nor, I add, will they ever, for the reasons I gave above. >Second, I have no interest in continuing the existing paradigm. Lewis >and Clark coul >d never have seen the existing paradigm as they made their way from St. >Louis to the mouth of the Columbia River and back. The tremendous >resources they started with, and acquired and spent along the way, >including one d >eath, and the months it took, when compared to today's simple round >trip jet ride of eight hours without any physical exertion where they >give you drinks and meals for a few hundred dollars could not envision >by them. So > neither can we envision future paradigms. But we can work towards it. > We can invent, develop, and implement technology that might be part of >it. > >Todd writes: > >>Bernard continues to assume that sustainable transportation is simply >about >>reducing resource flows, and that the only possible options for >addressing >>transport problems are pricing strategies or new technology. > >I never said anything about resource flows and pricing as an options. >In terms of resources, what if the next paradigm allows us to tap the >abundant resources of the solar system? Or what if the next paradigm >allows us to use only renewable energy sources, to recycle everything, >to increase farm land productivity significantly while controlling the >nitrates (fertilizer) required for plant growth that is killing our >oceans? I did say you can't get the prices right. > >Todd repeats: > >>... our research indicates that >>automobile use would decline significantly in response to simple >pricing and >>investment reforms ... > >John DeCicco and I are not questioning Todd's research findings but >rather the implementability of these and other similar options. We >need something that has a chance of having global impact--something >that results in the sustainability of our society. I'm working on it >in my own way. And it's not raining and the sun is out! > >-- >Marty Bernard >Oakland, California > >To find out about a new form of personal urban transportation >please visit the Information Pages of the National Station Car >Association at http://www.stncar.com which are updated periodically. > > > From litman at IslandNet.com Thu Feb 12 01:35:53 1998 From: litman at IslandNet.com (Todd Litman) Date: Wed, 11 Feb 1998 08:35:53 -0800 (PST) Subject: [sustran] Sustainability/New Paradigm Message-ID: Donald F. Padelford asked: >Would someone like to give me a one sentence definition of sustainability? The most often cited definition of sustainabile development, from the 1987 Brundtland Commission, is, "development that meets the needs of the present without compromizing the ability of future generations to meet their own needs." This implies that economic and ecological resources be managed to avoid long-term degradation. Considering the needs of future generations addresses "intergenerational equity." But, some experts have pointed out, it makes little sense to consider intergenerational equity without also considering other types of equity. So, sustainability planning involves consideration of a broad range of equity issues. A one-sentence definition does little justice to the Brundtland Commission report, or the many other sustainabile planning efforts. As David Burwell points out in the recent TRB Special Report TOWARD A SUSTAINABLE FUTURE, "...sustainability is not about threat analysis; sustainability is about systems analysis. Specifically, it is about how environmental, economic, and social systems interact to their mutual advantage or disadvantage at various space-based scales of operation." The paradigm shift implied by sustainabile transportation planning relates not just to the outcome, but to the planning process used. It requires that any possible impacts and options be considered, that issues such as equity and long-term impacts be consisered, that decision making be explicit and deliberate, and that the public be involved in determining how questions are framed and alternatives are evaluated. Those are principles of good planning, and they are particularly necessary for sustainability planning. What does this mean for sustainable transport planning? Marty Bernard once again [see below] argues that: 1) The world faces one sustainability problem (excess energy consumption and resulting CO2 emissions). 2) There is only one feasible response (efficiency improvements based on technological improvements). 3) We must accept experts' conclusions of this because public participation, though desirable in theory, is a luxury that society cannot afford due to the urgency of the crisis. By continuing to frame the question as simply a choice between investments in technolgoical improvements to transportation or end-of-life-as-we-know-it, Bernard misses the point of a paradigm shift. In fact, he illustrates the need for such a shift. Even if the outcome were the same, sustainability planning requires a more deliberate process then Bernard offers in his rush to a conclusion. Let me respond to a few specific points raised by Bernard. 1. Are energy consumption/CO2 emissions the only sustainability problem? ------------------------------------------------------------------------ Global warming may be a major problem, but there are a number of other economic, social and ecological threats associated with our current transportation system. If other problems are individually or in total of comparable risk as energy/CO2 emission threats then they should also be considered in sustainability analysis. To do otherwise may result in the wrong policies. Using Bernard's reductionist paradigm, we would rank "solutions" to the energy/CO2 problem according to cost effectiveness and choose the one that works best. But what if the highest ranking solution only reduces energy/CO2 emission problems, but the second ranking solution also addresses other economic, social and environmental problems? In other words, it is slighly less effective at one objective, but addresses a broader range of objectives. To evaluate based on only one objective would overlook these other potential benefits. An opportunity for chosing the true optimal policy would be missed, simply because the analysis is too narrow. 2. Are there really only two possible responses? Are pricing strateges really infeasible? ---------------------------------------------------------------------------- -------- To justify ignoring travel demand management options Bernard writes: >...the probability of getting >most people to voluntarily live in relatively confined urban >apartments, with little or no personal green space, hearing their >neighbor yelling at his wife, and taking mass transit to shop whenever >they are tired of the corner store, is very small and probably zero >(without a severe crisis). This shows how little Bernard understands travel demand management. The Win-Win strategies we promote (cashing out free parking, distance based insurance, transportation management associations, least-cost transportation planning, traffic calming, livable communities, car sharing) have nothing to do with the negative impacts Bernard describes. They have everything to do with giving people more choices, eliminating distortions in the the market, and improving our quality of life. That Bernard presents non-technical alternatives in such a negative light indicates that he is deliberatly framing the question to reach his desired conclusion. 3. Have technological efficiency improvements really succeeded in the past? --------------------------------------------------------------------------- Although technological innovation have reduced some problems, they have not "solved" any, and have exacerbated others. For example, one result of the CAFE standards is that people drive more, a predictable 'take back' effect, that increases congestion, accident costs, urban sprawl and some forms of air pollution (for discussion see Nivola and Crandall's THE EXTRA MILE, Brookings Institute, Washington DC, 1995.) Technological innovation may certainly have an important role in helping to achieve sustainabile transportation, but we can only know that after we evaluate all options. I suspect that we will find that the best approach is to establish public policies that create an incentive for consumers to implement technology improvements where appropriate, such as emission charges. 4. Is public participation really a luxury we cannot afford? ------------------------------------------------------------ Save us from self-serving "experts" who structure public policy decision making to support their own interests! Our current paradigm assumes that major problems are best broken down into components, which can be solved by experts. This may be effective when basic goals and values involved are clear (such as a business trying to maximize its profits), but is the wrong way to approach public policy decisions. In such cases we need to consider a wide range of issues, some of which "experts" may be entirely unaware of. I would argue that one of the most important paradim shifts we need to make is to recognize that careful deliberation, public participation, and fair negotiation are not luxuries, they are essential to addressing public policy problems. One of the great archtypes of North American society is the "doer", who rushes into action while others are bogged down with ineffective talking. But for every John Wayne leading a calvery charge to the rescue, there is a General Custer who would have benefited from a little more deliberation. Calvery charges lead by great-man-of-action to prevent the end-of-life-as-we-know-it indicate a failure of negotiation, and leave in their wake more unresolved conflict. Perhaps John Wayne should have raised questions such as whether the settlers really had a right to take over First Nations lands, whether there might be a more mutually beneficial relationship between settlers and tribes, and whether, after a sufficient number of calvery and Indians are killed, the aren't perhaps some terms that might prevent such conflicts in the future. Transportation engineers often justify their roadway improvements in order to avoid projected traffic gridlock (their version of the end-of-life-as-we-know-it threat). Great if that is really the only problem and solution. But, few transportation engineers are experienced dealing with a wider range of issues, such as equity, land use impacts, ecological damages, etc. Before a community gives transportation engineers a mandate to do whatever is needed to increase road capacity it is in everybody's interest to carefully examine values, goals, options, and impacts. The same applies to addressing other transport problems, such as global warming emissions. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: (250) 360-1560 E-mail: litman@islandnet.com Website: http://www.islandnet.com/~litman ========================================================================= Marty Bernard wrote: >You need a little background to understand where I am coming from. >When I was a younger professional, I thought the types of planning and >market-based solutions Todd Litman and many others are advocating were >effective ways to create change. Like most of us, I had learned them >in school. I had actually taught them for a short time, and I tried >for a time to develop and implement them while a member of >organizations that was supposed to do that stuff.. After a while I >realized that they don't work--they cause little, if any, change. > >I started my professional transportation career during the first oil >shock. Only then did we realize we had an energy problem. In the 25 >years since then we really have done little to solve the problem. We >knew we had an urban air problem, and we have made great progress >there. I don't remember us talking not talk much about the results of >urban sprawl, which was in full swing then. Global warming and ozone >holes were not even on the radar screen. Though in 1973 we thought we >had a really big problems. They were nothing like the magnitude of the >problems we have now. If planning and market-based solutions couldn't >solve the 1973 problems, we have no hope they will solve today's. > >Why don't planning and market-based solutions work for transportation? >Why haven't they worked for transportation, at least in recent decades? > Why won't they work for transportation in the future? The answer is >so obvious I wonder why it took me so long to figure it out. I guess I >was too idealistic. These solutions are politically infeasible in a >democratic society. The world is getting more democratic. There is >always one or more powerful groups which will be negatively impacted by >the change these solutions portend. Even if you can get them >implemented in a limited area (like Berkeley or Victoria), you can't >get them implemented globally. And global solutions are what we need >to solve the issues we have been discussing in these threads. > >Change usually occurs through evolution, which is some what random. But >consider three US transportation polices of the last couple of decades >that have accomplished something. All represent "guided" evolutionary >change instead of random evolutionary change or revolutionary change >(the latter is what we are discussing). > >The first is CAFE. For about 10 years, these standards allowed fuel >efficiency to evolve in the proper direction. The resulting change was >significant in cars, but North America's appetite for, probably driven >by Detroit's advertising, and by perceived safety of pickups and sport >utes, has diluted the overall effect as has great increases in vmt. > >Next I point to the Clean Air Act and it's Amendments. They gave us a >significant reduction in criteria pollutants. Air in cities became >safer to breathe, but the important very small particulates escaped >reduction due to a gap in heath-effects knowledge, and, of course, CO2 >is not a criteria pollutant. > >The third is to increase connectivity and reduce congestion through >building more and increasing capacity of streets and roads. While this >was/is an incremental process, it certainly resulted in significant >change and the most of problems we see with our transportation system. > >So how is significant, and relatively rapid, change accomplished in >society, or large portions of society? History has taught us that >there are only three ways: > >1. By a strong visionary leader, e.g., Ghandi, maybe King or JFK if >either had lived longer. It's been a long time since we have had one, >so I'm not willing to bet society's future on one appearing. Some of >the options Todd talks about may well work if we had a leader to >convince society to implement them. > >2. Major crisis that affects much of society, e.g., the German >military in 1940. Most of us don't even see the global crisis we face, >and those that do have no good method or even reason to respond. Life >for most of us is good or getting better. I think all us who are >rational want to avoid the impending crisis, so this is not an option >to implement change. > >3. Major technological break-through, e.g., the internal combustion >engine or television. Since I can do nothing about the first, I don't >want the second to occur, here is where I hang my hat. > >Getting to what Todd Litton wrote: > >>A paradigm refers to how people approach a problem, not the technology >that >>is used (read Thomas Kahn's book for more details). ....The >>current transportation paradigm assumes that "better" means "newer," >>"faster," and "more." A paradigm shift in transport planning, for >example, >>could conclude that lower technologies are better in many situations. >For >>example, increased emphasis on livable communities (which include >traffic >>calming, pedestrian and bicycle facility improvements, mixed land use, >>transit oriented development, and urban reinvestment) is likely to >reduce >>per household automobile ownership and use. > >I accept that definition of paradigm. I agree that if you could get >the majority (say 90%) of people on this earth to give up the dream of >instant mobility, lots of personal freedom, and physical and mental >space, you could get to a new paradigm. But the probability of getting >most people to voluntarily live in relatively confined urban >apartments, with little or no personal green space, hearing their >neighbor yelling at his wife, and taking mass transit to shop whenever >they are tired of the corner store, is very small and probably zero >(without a severe crisis). The momentum is very too strong in the >other direction. > >Todd again: > >>Bernard's comments are really about continuing the existing paradigm. >He >>justifies relying only on technological solutions to transportation >problems >>because he concludes that TDM options are unacceptable in North >America. >>This, I believe, is an inappropriate conclusion because most TDM >strategies >>(cashing out parking, distance based vehicle insurance and >registration >>fees, parking management, least-cost planning) have never been >properly >>tested here. > >First, I agree the TDM measures Todd mentions have not been properly >tested, nor, I add, will they ever, for the reasons I gave above. >Second, I have no interest in continuing the existing paradigm. Lewis >and Clark coul >d never have seen the existing paradigm as they made their way from St. >Louis to the mouth of the Columbia River and back. The tremendous >resources they started with, and acquired and spent along the way, >including one d >eath, and the months it took, when compared to today's simple round >trip jet ride of eight hours without any physical exertion where they >give you drinks and meals for a few hundred dollars could not envision >by them. So > neither can we envision future paradigms. But we can work towards it. > We can invent, develop, and implement technology that might be part of >it. > >Todd writes: > >>Bernard continues to assume that sustainable transportation is simply >about >>reducing resource flows, and that the only possible options for >addressing >>transport problems are pricing strategies or new technology. > >I never said anything about resource flows and pricing as an options. >In terms of resources, what if the next paradigm allows us to tap the >abundant resources of the solar system? Or what if the next paradigm >allows us to use only renewable energy sources, to recycle everything, >to increase farm land productivity significantly while controlling the >nitrates (fertilizer) required for plant growth that is killing our >oceans? I did say you can't get the prices right. > >Todd repeats: > >>... our research indicates that >>automobile use would decline significantly in response to simple >pricing and >>investment reforms ... > >John DeCicco and I are not questioning Todd's research findings but >rather the implementability of these and other similar options. We >need something that has a chance of having global impact--something >that results in the sustainability of our society. I'm working on it >in my own way. And it's not raining and the sun is out! > >-- >Marty Bernard >Oakland, California > >To find out about a new form of personal urban transportation >please visit the Information Pages of the National Station Car >Association at http://www.stncar.com which are updated periodically. > > > From Brian.Williams at unchs.org Thu Feb 12 18:25:11 1998 From: Brian.Williams at unchs.org (Brian.Williams@unchs.org) Date: Thu, 12 Feb 1998 09:25:11 GMT Subject: [sustran] RE: 1998 DUBAI INTERNATIONAL AWARD FOR BEST PRACTICES Message-ID: <9802120925.0B2518@unchs57.unep.org> Dear Colleagues, Please find the message included below on Habitat's programme of "BEST PRACTICES". After the Istanbul Habitat II CITY SUMMIT, "transport" was definitely included as one of the relevant issue areas included in the programme. Please note it involves some money! Regards, Brian Williams, UNCHS --- Begin Included Message --- >From POP3-Server@mailsvr0 Thu Feb 12 11:50:10 1998 Received: (from majordom@localhost) by ungigiri.unep.org (8.7.5/8.7.3) id LAA02039 for unchsgigiri-outgoing; Thu, 12 Feb 1998 11:43:26 +0300 (KEN) Received: from unchs100 ([157.150.118.200]) by ungigiri.unep.org (8.7.5/8.7.3) with SMTP id LAA29212; Thu, 12 Feb 1998 11:10:45 +0300 (KEN) Message-Id: <199802120810.LAA29212@ungigiri.unep.org> Comments: Authenticated sender is From: "Guenther Gross" Organization: UNCHS (Habitat) To: HABITAT.BPINFO, HABITAT.BPUSER, HABITAT.BPFORO, All.UNCHS, All.UNON, All.UNSO, All.TSBF, All.UNESCO, Void@unep.org Date: Thu, 12 Feb 1998 11:16:05 +0300 MIME-Version: 1.0 Content-transfer-encoding: 7BIT Subject: 1998 DUBAI INTERNATIONAL AWARD FOR BEST PRACTICES X-mailer: Pegasus Mail for Windows (v2.53/R1) Sender: owner-unchsgigiri@unep.org Precedence: bulk Content-Type: text/plain; charset=US-ASCII Content-Length: 5406 Status: 1998 DUBAI INTERNATIONAL AWARD FOR BEST PRACTICES IN IMPROVING THE LIVING ENVIRONMENT All individuals, organisations, institutions and national committees for Habitat II are reminded that the submission deadline for the 1998 Dubai International Award for Best Practice in Improving the Living Environment is 30 April 1998. The 1998 round of submissions will respond to three of the objectives of the Habitat Agenda by: 1. Building global awareness of critical issues and viable solutions related to sustainable human settlement development; 2. Disseminating information to all groups of actors on innovative trends, policies and practices in meeting the goals and objectives of the Habitat Agenda; 3. Promoting the horizontal sharing and transfer of experience, expertise and technology in support of the implementation of the Habitat Agenda. All submissions RECEIVED BY 30 April 1998 and meeting the criteria of impact, partnerships and sustainability will be included in the updated version of the Best Practices database. This database will be released on the Internet (http:/www.bestpractices.org), on CD-ROM and on disk for the global celebrations for World Habitat Day on 5 October 1998. For 1998, Dubai Municipality has generously agreed to sponsor 10 Awards each consisting of a US$30,000 cash prize, a trophy and a commemorative certificate. In addition, two representatives of each Award-winning practice will be invited to Dubai for the Award Ceremony and to participate in an international seminar on "Lessons Learned from Best Practices". The guidelines for submission and the reporting format for your nomination are available through the following: A. INTERNET: http://www.unhabitat.org/blp http://www.bestpractices.org Note: You can download the reporting format for your nomination from these web sites (2.4 MByte file) from 20 February 1998. B. DISKETTE: On Dos or Windows diskettes (please specify) upon request through one of the following: Best Practices & Local Leadership Programme (BLP) UNCHS (Habitat) P.O. Box 30030 Nairobi, Kenya Tel: (254-2) 623029/623799/623224/624328 Fax: (254-2) 623080/624266/624267 Email: bestpractices@unchs.org Best Practices partner institutions: Asian Institute of Technology (AIT), G.P.O. Box 2754, Bangkok, Thailand, Fax: (66 2) 5162126; Email: yapks@ait.ac.th Brazilian Institute for Municipal Administration (IBAM), 1-Humaita, 22271 070 Rio de Janeiro, Brazil, Fax: (55 21) 5371262; Email: ibam@ibam.org.br Centre for Developing Cities, Faculty of Environmental Design, University of Canberra, P.O. Box 1, Belconnen ACT, Australia, Fax: (61 2) 62015034; Email: lrn@design.canberra.edu.au Centre for Environment and Development in the Arab Region and Europe (CEDARE), 21/23 Giza Street, Nile Tower Building - 13th Floor, P.O. Box 52 Orman, Cairo, Egypt, Fax: (20 2) 5703242; Email: cedare@ritsec1.com.eg Development Planning Unit (DPU), University College London, 9 Endsleigh Gardens, London WC1H OED, UK, Fax: (44 171) 387-4541; Email: dpu@ucl.ac.uk Dubai Municipality, P.O. Box 67, Dubai, United Arab Emirates, Fax: (971 4) 246666; Email: dm@emirates.net.ae ENDA Tiers Monde, BP 3370, Dakar, Senegal; Fax: (221) 8235157; Email: rup@enda.sn Harvard Graduate School of Design, Unit for Housing and Urbanization, 48 Quincy Street, Cambridge, Mass. 02138, USA, Fax: (1 617) 4959347; Email: mseragel@gsd.harvard.edu Huairou Commission, 2 United Nations Plaza, c/o UNCHS (Habitat), New York Office - 9th Floor, N.Y., New York 10017, USA; Fax: (1 212) 963-8721; Email:petersonj@aol.com Institute for Housing and Urban Development Studies (IHS), P.O. Box 1935, 3000 BX Rotterdam, The Netherlands, Fax: (31 10) 4045671; Email: ed.frank@ihs.nl International Council for Local Environmental Initiatives (ICLEI), City Hall, East Tower, 8th Floor, Toronto, Ontario M5H 2N2, Canada, Fax: (1 416) 3921478; Email: iclei@iclei.org Joslyn Castle Institute for Sustainable Communities, 3902 Davenport St., Omaha, Nebraska 68131, USA, Fax: (1 402) 4723806; Email: cmcguire@unlinfo.unl.edu Pratt Institute Centre for Community and Environmental Development, 200 Willoughby Avenue, Brooklyn, NY 11205, USA, Fax: (1 718) 6363709; Email: ronyvette@aol.com Programme d'Economie Environnementale Urbaine et Populaire (PRECEUP), 5, rue des Immeubles Industriels, 75011 Paris, France, Fax: (33 1) 43721681; Email: enda.preceup@globenet.org Together Foundation, 55 East 75th St., New York, NY 10021, USA, Fax: (1 212) 6284265; Email: info@together.org University of Pretoria, School of Public Management and Administration, Pretoria 0002, South Africa, Fax: (27 12) 342-4964; Email: spma@hakuna.up.ac.za The Best Practices & Local Leadership Programme is dedicated to promoting the sharing and transfer of best practice knowledge, expertise and experience in support of the implementation of the Habitat Agenda and Agenda 21. ******************************************************** Guenther Gross, Best Practices & Local Leadership Programme UNCHS (Habitat), P.O. Box 30030, Nairobi, Kenya Tel: 254 2 623224, Fax: 254 2 623080 E-Mail: Guenther.Gross@unchs.org ******************************************************** Visit our Internet sites: http://www.bestpractices.org http://www.unhabitat.org/blp ******************************************************** --- End Included Message --- Brian Williams, Human Settlements Officer United Nations Centre for Human Settlements (HABITAT) Research and Development Division P.O. Box 30030, Nairobi, Kenya TEL: (254 2) 623-916 FAX: (254 2) 624-265 EMAIL: brian.williams@unchs.org From mobility at igc.apc.org Sat Feb 14 00:25:04 1998 From: mobility at igc.apc.org (Institute for Transportation and Development Policy) Date: Fri, 13 Feb 1998 07:25:04 -0800 (PST) Subject: [sustran] Sustainable Transport #9 Message-ID: <2.2.16.19980213111439.2f1fd160@pop.igc.org> Dear Colleagues, Please consider submitting an article to ITDP for inclusion in the upcoming issue of Sustainable Transport. As always, we are looking for articles about newsworthy transport-related events-- i.e. implementation of bike lanes in a new city; proposed road projects that are particularly pernicious; fundamental policy shifts (pos or neg); initiatives by citizens groups. Deadline: April 30. Sincerely, Paul White Co-editor ________________________________________________________________________________ The Institute for Transportation and Development Policy (ITDP) 115 West 30th Street, Suite 1205 New York, NY 10001 Tel 212-629 8001, Fax 212-629 8033 mobility@igc.apc.org From pnettleship at nettleship.com Tue Feb 17 03:25:10 1998 From: pnettleship at nettleship.com (Tish Nettleship) Date: Mon, 16 Feb 1998 10:25:10 -0800 Subject: [sustran] Research and Technology E-forums Message-ID: The APTA Research and Technology Committees have posted websites covering a broad variety of research and technology sharing activities. We invite you to this site to learn of our work and to solicit your opinions and knowledge. We have just opened our electronic forums for use. Please come and be among the very first users! E-Forums have been created for the following topics: ADVOCACY- GRANTS Anyone interested in participating in activities to promote funding of research activities (through legislative action or grants sources) is invited to or ALTERNATIVE FUELS:- This site will tie you into APTA's Alternative Fuels Committee EDUCATION AND RESEARCH DISSEMINATION: Give us your ideas for APTA programs dealing with research or technology topics. Let us know if you've heard a terrific speaker we might use. This group also addresses professional capacity building opportunities, etc. EXTERNAL LIAISON: This portionof our website links us to the outside world. Please let us know of other organizations we might want to link. APTA members are also undertaking joint research projects with other organizations. If you have a joint project to suggest, let us know on this e-forum site. NEW VISIONS FOR TRANSIT: Mobility 21 and New Paradigms for Transportation reports can be requested here. We welcome comments on any of the current research projects we have underway and suggestions of others to be performed. HERE'S HOW TO VISIT WITH US via E-FORUMS: >From the APTA website http://www.apta.com - SELECT COMMITTEES SELECT: RESEARCH & TECHNOLOGY SELECT OVERVIEW SELECT THE TOPIC AREAS OF YOUR INTEREST FROM THE SIDEBAR ON LEFT SIDE OF SCREEN SELECT AFTER READING THE COMMITTEES' INFORMATION, SELECT THE E-FORUM(S) From inamura at plan.civil.tohoku.ac.jp Tue Feb 17 09:45:38 1998 From: inamura at plan.civil.tohoku.ac.jp (Hajime Inamura) Date: Tue, 17 Feb 1998 09:45:38 +0900 Subject: [sustran] International conference at AIT In-Reply-To: Message-ID: <9802170045.AA02807@scorpio.plan.civil.tohoku.ac.jp> Inamura@ Tohoku-U wrote, Dear Colleague, I have received the mail below from Prof. Balasubramaniam at AIT. I think some of you have already got the same mail directly. However, I would like again to ask you to participate the conference. Although the conference covers all fields of Civil & Environmental Engineering, however, this is a special message to the persons in the transportation planning/engineering field. I will act as a member of the steering committee of the conference. I would be most grateful if you would kindly support this Conference and fill in the Preliminary Registration Form and return to me. I will summarize the list of participants in our transportation field and send it Prof, Bala. With warmest regards Hajime Inamura ***************************** Geotechnical Engineering Program February 16, 1998 Dear Transportation Engineering Anniversary Event Civil & Environmental Engineering Conference New Frontiers & Challenges, 8-12 November 1999 The Transportation Engineering Program at AIT is very pleased to seek your valuable assistance and attendance related to the 40th Year Anniversary Conference which will be held at AIT from 8-12 November 1999. Over the last 39 years, the current and past faculty in this program include: Dr. Yordphol Tanaboriboon, Prof. Hisa Morisugi, Dr. Jian-Shiuh Chen, Dr. Nakatsuji, Prof. John Hugh Jones, Prof. Hajime Inamura, Prof. Shimazaki, Dr. T. Murata, Dr. Kazuaki Miyamoto, Dr.Koji Kuroda, Prof. Donald R. Drew, Dr. David Andreassend, etc. The American Society of Civil Engineers (ASCE), The Japanese Society of Civil Engineers (JSCE), The Korean Society of Civil Engineers (KSCE), The Institution of Civil Engineers, London (ICE), The Institution of Engineers, Malaysia (IEM), The Engineering Institute of Canada (EIC), The Institute of Engineers, Sri Lanka (IESL), The Institution of Engineers, Singapore (IES), The Institution of Engineers, India (IEI) and The Institution of Engineers, Australia (IEA) have also agreed to co-sponsor this major event. As we have mentioned before, the Institute maintains its international status with a community of teachers and students from some forty or more countries spread from Japan to USA via Asia. There are now more than 8000 Alumni with Master and Doctoral Degrees and the Transportation Engineering Program exceeds a few hundred. They come from Thailand, Japan, Korea, China, Taiwan, Hong Kong, Philippines, Vietnam, Burma, Laos, Malaysia, Nepal, Bhutan, Cambodia, Indonesia, Singapore, Bangladesh, India, Pakistan, Afghanistan, Iran etc. A few Alumni also come from Europe, South America, Australia and some African countries. In a similar manner, our teaching faculty now and in the past come from U.S.A, Canada, U.K, Germany, France, Denmark, Sweden, Norway, Finland, Netherlands, Austria, Switzerland, Belgium, Italy, Israel, Nigeria, Pakistan, India, Bangladesh, Sri Lanka, Nepal, Philippines, Australia, Korea, Taiwan and Japan. Thus, the 40th Year Anniversary and the associated Conference is an important event. It is intended that the Transportation Engineering Program will have a unique opportunity to have an International Activity in this important Conference. The complete program will include topics on Transportation System Management, Public Transportation and Policy, Transportation and the Environment, Pavement Engineering and Methods, Private Sector Frequency of Roads, Socio-economic Aspects of Transportation Investment, Traffic Management, Road Safety Modelling, Road Safety Devices, Road Crash Countermeasures, Air and Noise Pollution, Strategies for Safer Road Management, Application of Safety Audit, etc. We would be most grateful if you would kindly support this Conference and fill in the Preliminary Registration Form and return to us so that we can go ahead with our extensive planning. Indeed, we are most grateful to you for your kind help and cooperation. Meanwhile, good wishes. Sincerely yours, A.S. Balasubramaniam Chair Professor Geotechnical Engineering Program E-mail: (Visit our SEAGS and AIT website at - http://www.sce.ait.ac.th/ge-seags) School of Civil Engineering, AIT Conference on Civil and Environmental Engineering - New Frontiers & Challenges, 08-12 November 1999 Name :_______________________________________________________________ Position / Organisation :____________________________________________ Mailing Address : ___________________________________________________ ___________________________________________________________________ Fax:_______________________ E-mail: _________________________________ Please check : I am interested in submitting an abstract? Y / N I am Interested in presenting a paper? Y / N The tentativetitle is : _____________________________________________ I plan to attend the Conference : Y / N Send me additional information about hotel: Y / N Please return this completed from to: Prof. A.S. Balasubramaniam Chair Professor Geotechnical Engineering Program Asian Institute of Technology P.O. Box 4, Klongluang, Pathumthani 12120 THAILAND Fax: (66 2) 516 2126 Email: ========================================================================= Committed to Excellence in Teaching, Excellence in Research, Excellence in Professional Activities and Excellence in Interpersonal Relations. ========================================================================= ------------------------------------------------- Hajime INAMURA inamura@plan.civil.tohoku.ac.jp Phone:+81-22-217-7492 Facsimile:+81-22-217-7494 Web :http://www.plan.civil.tohoku.ac.jp Department of Civil Engineering, Graduate School of Information Sciences, Tohoku University, Aoba, Aoba-ku, Sendai, 980-77, JAPAN ------------------------------------------------- From Wafaa.Saleh at newcastle.ac.uk Tue Feb 17 13:56:14 1998 From: Wafaa.Saleh at newcastle.ac.uk (Wafaa Saleh) Date: Tue, 17 Feb 1998 12:56:14 +0800 (MYT) Subject: [sustran] International Transport Symposium on Travel Demand Management Message-ID: Final Announcement and Call for Papers Apologies for any cross posting. An International Transport Symposium on Travel Demand Management The Transport Operations Research Group (TORG) is organising an International Transport Symposium on Travel Demand Management, to take place from 8-10 July, 1998 at the University of Newcastle upon Tyne. Papers are invited on the following topics: ? What can travel demand management measures and strategies do to reduce the prospective growth in car traffic? ? What progress has been made within European research and development programmes in developing successful TDM strategies? ? How, where and when can pricing, access control and information measures be implemented, monitored and accepted? ? Can transport telematics reduce road traffic? And what kind of shifts in trip patterns can they produce? ? How can public transport be deployed efficiently to contribute to the substitution of car trips? ? What plans do the local authorities have to reduce road traffic in their areas? ? How successfully can we model the consequences and impacts of TDM measures? ? What are the short and long-term dynamics of adaptation to new policies? This three day symposium is designed for academics, local authorities, Department of Environment, Transport and the Regions, transport consultants and interest groups in this field to share their experiences and ideas thereby furthering the objective of disseminating "best practice" in managing the demand for travel. Authors wishing to contribute to the Symposium should send five copies of the paper (six pages in length) to the Symposium Secretariat by Friday, 6 March, 1998. The papers will be reviewed by the Scientific Committee of the Symposium and authors will be notified of acceptance by Friday 8 May, 1998. The Keynote Speaker will be Professor P.B.Goodwin of University College London, UK. For further information on the Symposium, contribution, registration and accommodation see the web site: http://www.ncl.ac.uk/~nws1/ Regards, Wafaa Saleh Dr. Wafaa Saleh Symposium Organiser Transport Operations Research Group University of Newcastle, Claremont Tower Newcastle upon Tyne NE1 7RU, UK Tel: + 44 191 222 8120 Fax: + 44 191 222 8352 e-mail: wafaa.saleh@ncl.ac.uk TORG: http://www.ncl.ac.uk/~nteng Why not come to TORG International Symposium on Travel Demand Management 8-10 July, 1998? Further details on:http://WWW.ncl.ac.uk/~nws1/ From tkpb at barter.pc.my Tue Feb 17 13:56:12 1998 From: tkpb at barter.pc.my (Paul Barter) Date: Tue, 17 Feb 1998 12:56:12 +0800 (MYT) Subject: [sustran] Research and Technology E-forums Message-ID: Dear sustran-discussers, For those outside North America who may have been puzzled by the previous message from Tish Nettleship, APTA stands for the American Public Transit Association. Tish Nettleship wrote: >The APTA Research and Technology Committees have posted websites >covering a broad variety of research and technology sharing activities. ............. From Brian.Williams at unchs.org Wed Feb 25 17:31:48 1998 From: Brian.Williams at unchs.org (Brian.Williams@unchs.org) Date: Wed, 25 Feb 1998 08:31:48 GMT Subject: [sustran] transport article solicitation Message-ID: <9802250831.3024A4@unchs57.unep.org> Dear Friends, As many of you may recall, I recently put out a request on the SUSTRAN network for articles on sustainable transport issues in developing countries for inclusion in UNCHS's upcoming issue of HABITAT DEBATE. This particular issue will be devoted exclusively to transport. While many people have responded, we still have three or four slots open. To reiterate, I had requested short articles (1200 word or less) hopefully accompanied by some graphics or photos, presenting the issue of transport vis-a-vis the issue of sustainable human settlements. The focus of attention can be urban or rural. The articles can be in a case-study format or more of a theoretical nature. For those who have tentatively agreed to do articles (and many of you have), I would simply request that you send me tentative titles with a one-sentence description of the content for approval by our editorial board. It is just a formality but an important one and needs to be done ASAP. Thanks and regards, Brian Brian Williams, Human Settlements Officer United Nations Centre for Human Settlements (HABITAT) Research and Development Division P.O. Box 30030, Nairobi, Kenya TEL: (254 2) 623-916 FAX: (254 2) 624-265 EMAIL: brian.williams@unchs.org From Nabornetdp at aol.com Wed Feb 25 22:21:38 1998 From: Nabornetdp at aol.com (Nabornetdp@aol.com) Date: Wed, 25 Feb 1998 08:21:38 EST Subject: [sustran] transport article solicitation Message-ID: In a message dated 98-02-25 04:12:09 EST, you write: << Subj: [sustran] transport article solicitation Date: 98-02-25 04:12:09 EST From: Brian.Williams@unchs.org Sender: owner-sustran-discuss@jca.ax.apc.org Reply-to: sustran-discuss@jca.ax.apc.org To: sustran-discuss@jca.ax.apc.org Dear Friends, As many of you may recall, I recently put out a request on the SUSTRAN network for articles on sustainable transport issues in developing countries for inclusion in UNCHS's upcoming issue of HABITAT DEBATE. This particular issue will be devoted exclusively to transport. While many people have responded, we still have three or four slots open. To reiterate, I had requested short articles (1200 word or less) hopefully accompanied by some graphics or photos, presenting the issue of transport vis-a-vis the issue of sustainable human settlements. The focus of attention can be urban or rural. The articles can be in a case-study format or more of a theoretical nature. For those who have tentatively agreed to do articles (and many of you have), I would simply request that you send me tentative titles with a one-sentence description of the content for approval by our editorial board. It is just a formality but an important one and needs to be done ASAP. Thanks and regards, Brian Brian Williams, Human Settlements Officer United Nations Centre for Human Settlements (HABITAT) Research and Development Division P.O. Box 30030, Nairobi, Kenya TEL: (254 2) 623-916 FAX: (254 2) 624-265 EMAIL: brian.williams@unchs.org >> Dear Brain, For transport article synopses, please click EcoGard International: Today's News . Another source may be Article Resource Association . Feel free to use any of the articles featured (or parts thereof). Good luck, Daniel Prins, EcoGard International From dhingra at civil.iitb.ernet.in Thu Feb 26 00:15:50 1998 From: dhingra at civil.iitb.ernet.in (Prof S L Dhingra) Date: Wed, 25 Feb 1998 20:45:50 +0530 (IST) Subject: [sustran] transport article solicitation In-Reply-To: <9802250831.3024A4@unchs57.unep.org> Message-ID: I propose here a topic for the Issue on Sustainable Transport in Developing Countries. "Coordination of NMT and Public Bus Transport as Feeder System to Suburban Rail Transit Station: A Case Study " by Prof S.L.Dhingra This study briefly presents the findings of a project for Thane Sububarn Railway Station Area Traffic Improvement Scheme. The NMT modes walk, bicycle are coordinated with the Public Bus Transport mode in the catchment/influence area of the station to improve the accessibilty by these modes to the station. The private modes are discouraged in order to reduce the cogestion .This exercise is based on the surveys carried out for railawy passenger flows at the station as well the classified traffic volumes (plus passenger and bicycle) flows on the roads leading to the station.The trip lengths for each of these modes have been found to be crucial for the coordinated Improvement Plan envisaged. But it is obvious, as it is true for many earlier studies,that the planners/decision-makers attitude and perception is the major hindrance not to talk of implemntation even for taking up the such NMT related study.So there need be a seachange of attitude for the success of such studies. ***********end of message******************* * Dr S. L DHINGRA * * Prof. of TRANSP. SYSTEMS ENGG. (TSE) * * HEAD, CIVIL ENGINEERING DEPARTMENT * * INDIAN INSTITUTE OF TECHNOLOGY * * POWAI,BOMBAY-400 076,INDIA * * VOICE:091-022-5782545 EXTN 7329/7300(Off)* * 5786530 .. 7348(LAB) * * 8329(RES) * * 5767300/01(O)/8329(R) DID * * 5777001(RES) Private * * FAX :091-022-5767302/5783480 * * GRAMS:TECHNOLOGY,BOMBY,INDIA * * TELEX:011-72313 IITB IN * * EMAIL:dhingra@gemini.civil.iitb.ernet.in * ******************************************** On Wed, 25 Feb 1998 Brian.Williams@unchs.org wrote: > Dear Friends, > > As many of you may recall, I recently put out a request > on the SUSTRAN network for articles on sustainable transport > issues in developing countries for inclusion in UNCHS's > upcoming issue of HABITAT DEBATE. This particular issue will > be devoted exclusively to transport. > > While many people have responded, we still have three or > four slots open. To reiterate, I had requested short > articles (1200 word or less) hopefully accompanied by some > graphics or photos, presenting the issue of transport > vis-a-vis the issue of sustainable human settlements. The > focus of attention can be urban or rural. The articles can > be in a case-study format or more of a theoretical nature. > > For those who have tentatively agreed to do articles > (and many of you have), I would simply request that you send > me tentative titles with a one-sentence description of the > content for approval by our editorial board. It is just a > formality but an important one and needs to be done ASAP. > > Thanks and regards, > > Brian > > Brian Williams, Human Settlements Officer > United Nations Centre for Human Settlements (HABITAT) > Research and Development Division > P.O. Box 30030, Nairobi, Kenya > TEL: (254 2) 623-916 > FAX: (254 2) 624-265 > EMAIL: brian.williams@unchs.org > From Brian.Williams at unchs.org Thu Feb 26 16:07:54 1998 From: Brian.Williams at unchs.org (Brian.Williams@unchs.org) Date: Thu, 26 Feb 1998 07:07:54 GMT Subject: [sustran] transport article solicitation Message-ID: <9802260707.362540@unchs57.unep.org> Dear Dr. Dhingra, Yes, it sounds very good. I will tentatively include you in the list and submit this article. Nice to hear from you and look forward to working with you on this. Brian Brian Williams, Human Settlements Officer United Nations Centre for Human Settlements (HABITAT) Research and Development Division P.O. Box 30030, Nairobi, Kenya TEL: (254 2) 623-916 FAX: (254 2) 624-265 EMAIL: brian.williams@unchs.org