From mobility at igc.apc.org Thu Jul 1 00:14:15 1999 From: mobility at igc.apc.org (ITDP) Date: Wed, 30 Jun 1999 11:14:15 -0400 Subject: [sustran] Re: Driving Forces-further thoughts References: <3.0.5.32.19990628082940.00a84c00@mail.IslandNet.com> Message-ID: <377A3446.F3B39815@igc.apc.org> > Just to raise one further point, Todd says > The question is not whether motor vehicle use provides benefits. Obviously > it does or people would not be shelling out a major portion of their income > to drive. However, the real question is whether marginal benefits exceed > marginal costs which would justify existing high levels of automobile use > (probably not), and whether external marginal benefits exceed external > marginal costs which would justify underpricing automobile use (almost > certainly not). There is no reason to assume that there are significant > external marginal benefits from driving (i.e., you benefit if all of your > neighbors drive MORE than they do now) for the simple reason that rational > consumers tend to internalize benefits and externalize costs. Researchers > that have looked for external benefits have found few, and virtually no > marginal external benefits. The argument is not over whether there are external benefits from individuals who drive, the way there are external costs. I agree that there are not. Where this comes up is in cost benefit analysis about whether or not to invest in a new road. There used to be some discussion of quantifying 'economic development' benefits from new infrastructure above and beyond the usual quantified benefits of reduced travel time and fuel for existing drivers. This was the classic Rosenstein-Rodan justification for public investment into 'social overhead capital.' Most of the time these benefits are not quantified, but they probably could be. I'm just playing devils advocate here. Best, Walter From rverzola at phil.gn.apc.org Thu Jul 1 09:15:38 1999 From: rverzola at phil.gn.apc.org (Roberto Verzola) Date: Thu, 01 Jul 1999 09:15:38 Subject: [sustran] Re: Driving Forces-further thoughts Message-ID: <199907010217.KAA05067@phil.gn.apc.org> >otherwise would, which I would guess is rare in the US. I'm going to lay out >what I think the Neoclassical argument would be, and see if anyone is >convinced. > >The Shopping Center owners will build additional units of parking so long as >the marginal revenue they receive from that last customer is greater than the >marginal cost of providing the additional parking. If the marginal revenue of >providing that last unit of parking is less than its marginal cost, a shopping But mall parking areas are never built marginal unit by marginal unit, in response to marginal revenues. Have you ever met a mall owner that operates as you described? A mall builder makes a plan and decides how much parking to build, and that's it. Then perhaps in several years or so, they again decide if they need more parking or not. Roberto Verzola From sustran at po.jaring.my Thu Jul 1 10:11:34 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 01 Jul 1999 09:11:34 +0800 Subject: [sustran] Re: Appeal for help from disabled people in Bangkok Message-ID: <3.0.6.32.19990701091134.007e7b00@relay101.jaring.my> Subject: BOUNCE sustran-discuss@jca.ax.apc.org: Non-member submission from ["Rosemary G. Mathias" ] Subject: RE: [sustran] Appeal for help from disabled people in Bangkok Date: Wed, 30 Jun 1999 11:47:51 -0400 Eric & Eric, The Transportation Research Board has an International Subcommittee under the Committee on Accessible Transportation and Mobility. It has members with a great deal of expertise, so I am forwarding your request to them, as well as to Karla Karash, here at Multisystems, who is familiar with issues in Bangkok. I hope this helps you. Rosemary Mathias -----Original Message----- From: Eric Bruun [mailto:ebruun@rci.rutgers.edu] Sent: Wednesday, June 23, 1999 3:01 PM To: Eric Britton Cc: ..... Subject: Re: [sustran] Appeal for help from disabled people in Bangkok Eric #1: I am forwarding this to Rosemary Mathias and Roy Lave, chair and past chair of the US Transportation Research Board Committee on Paratransit. It might want to participate, or at least publicize your search for authors. Eric #2 ..... From litman at islandnet.com Thu Jul 1 20:43:20 1999 From: litman at islandnet.com (Todd Litman) Date: Thu, 01 Jul 1999 04:43:20 -0700 Subject: [sustran] Economic Development Benefits of Highways In-Reply-To: <377A3446.F3B39815@igc.apc.org> References: <3.0.5.32.19990628082940.00a84c00@mail.IslandNet.com> Message-ID: <3.0.5.32.19990701044320.010d6bb0@mail.IslandNet.com> >Just to raise one further point, Todd says > >> The question is not whether motor vehicle use provides benefits. Obviously >> it does or people would not be shelling out a major portion of their income >> to drive. However, the real question is whether marginal benefits exceed >> marginal costs which would justify existing high levels of automobile use >> (probably not), and whether external marginal benefits exceed external >> marginal costs which would justify underpricing automobile use (almost >> certainly not). There is no reason to assume that there are significant >> external marginal benefits from driving (i.e., you benefit if all of your >> neighbors drive MORE than they do now) for the simple reason that rational >> consumers tend to internalize benefits and externalize costs. Researchers >> that have looked for external benefits have found few, and virtually no >> marginal external benefits. > At 11:14 AM 6/30/99 -0400, Walter Hook wrote: >The argument is not over whether there are external benefits from individuals >who drive, the way there are external costs. >I agree that there are not. Where this comes up is in cost benefit analysis >about whether or not to invest in a new road. There used to be some discussion >of quantifying 'economic development' benefits from new infrastructure above >and beyond the usual quantified benefits of reduced travel time and fuel for >existing drivers. This was the classic Rosenstein-Rodan justification for >public investment into 'social overhead capital.' Most of the time these >benefits are not quantified, but they probably could be. I'm just playing >devils advocate here. Walter explains nicely the common justification for highway investments and subsidies, which is probably true in a developing country where basic road access is a significant constraint on economic activity, but most objective research indicates that in developed countries, increased highway capacity provides relatively little economic development benefits. This is exactly what economic theory would suggest: as highways and automobile use increase marginal benefits deminish. Now, adding new highway capacity tends to simply shift around economic activity (e.g., shifting business locations from a traditional downtown to a suburban highway intersection) and provides consumer benefits (such as the ability to work in a city and live further out in rural areas), but these benefits do not increase productivity, economic development or employment (i.e., provide exernal economic benefits). Although highway investments showed high returns on investment (0.54) during the 1960s, this declined to a low level (0.09) by 1991, indicating that there are far more productive ways to spend the funds. (Economic Effects of Federal Spending on Infrastructure and Other Investments, Congressional Budget Office [http://www.cbo.gov], June 1998). Measures that encourage more efficient use of existing roadway capacity are likely to provide far greater economic benefits than increasing roadway capacity (Marlon G. Boarnet, "Road Infrastructure, Economic Productivity, and the Need for Highway Finance Reform," Public Works Management & Policy, Vol. 3, No. 4, April 1999, pp. 289-303). My conclusion is that in most communities, increasing highway capacity will at best attract some additional business activity that would otherwise locate elsewhere in the region, but is unlikely to signficiantly increase regional economic development. On the other hand, increased highway capacity, and the increased vehicle travel that results, imposes a number of economic, social and environmental costs. In developed countries with adequate road system, much greater benefits are likely to result from TDM strategies that encourage more efficient use of existing highway capacity. As long as automobile use is as underpriced as it currently is in North America, it is wrong to assume that increased automobile use reflects true net benefits to society. A number of pricing reforms should be implemented before highway capacity is increased, in order to insure net benefits. At a minimum, new highway capacity should be financed through direct tolls that test users willingness to pay the costs of that additional unit of capacity. Only if new capacity is likely to recover its costs through tolls should it be considered economically viable. For more information on these issues see: Marlon Boarnet, "New Highways & Economic Productivity: Interpreting Recent Evidence," Journal of Planning Literature, Vol. 11, No. 4, May 1997, pp. 476-486. Standing Committee on Trunk Road Assessment, Transport Investment, Transport Intensity and Economic Growth: Interim Report, Dept. of Environment, Transport and Regions (London; www.roads.detr.gov.uk/roadnetwork/heta/sactra98.htm), 1997. Todd Litman and Felix Laube, Automobile Dependency and Economic Development, VTPI (http://www.islandnet.com/~litman), 1999. Todd Litman, The Costs of Automobile Dependency, VTPI (http://www.islandnet.com/~litman), 1998. Todd Litman, Potential TDM Strategies, VTPI (http://www.islandnet.com/~litman), 1998. 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 From litman at islandnet.com Thu Jul 1 21:14:46 1999 From: litman at islandnet.com (Todd Litman) Date: Thu, 01 Jul 1999 05:14:46 -0700 Subject: [sustran] Is Free Parking a Subsidy to Driving? In-Reply-To: <377A2F04.5314D32B@igc.apc.org> References: <3.0.5.32.19990628082940.00a84c00@mail.IslandNet.com> Message-ID: <3.0.5.32.19990701051446.010db480@mail.IslandNet.com> Walter lays out the Neoclassical arguement for free parking: the fact that businesses offer this benefit indicates that it must be economially efficient. "The proof is in the pudding." This assumes that retail/employement/land use/transportation market is efficient: which means that producers and consumers have choice, competition, and information. Let me make a few points about the real market for parking. * For the last century, most parking has been provided to motorists for free or significantly underpriced. This is required by zoning codes, provided by municipal governments, and supported by tax policies that provide the equivalent of a matching grant, in terms of income tax exemptions, to companies that provide free parking. This has made free parking the standard. Motorists expect it. Even if individual businesses were allowed to reduce their parking, most would not because it places them at a competitive disadvantage with other firms. The result is a highly distorted market that is unlikely to quickly correct itself even if some constraints (such as zoning requirements and tax exemptions) were eliminated. * Free or underpriced parking is primarily an economic transfer; somebody pays while somebody else recieves. The only net economic benefit is the transaction cost savings: malls and employers avoid having to collect parking fees, and consumers avoid having to pay the fees. That is a legitimate savings, but these costs could be greatly reduced with electronic charging, which would allow motorists to easily pay for just the amount of parking they use. * There may be economies of agglomeration from big-box stores, but there are offsetting diseconomies. For example, the retail efficiency of arterial shopping strips reduce the overall efficiency of traditional downtowns: The efficiency of being able to walk to a store near your house are lost as they are replaced by fewer, centralized retail centers that require automobile access. Thus, at least part of the savings in lower prices are offset by increased transportation costs, including costs to consumers (going from a one to a two car household) and to society (more traffic requires more road capacity and produces more air pollution and accidents). * I think it is a mistake to focus too much on the term "subsidy", which happens to be a hot-button word, although there clearly is at least some cross-subsidy from people who use alternative modes (walking, bicycling, transit) to motorists. Free and underpriced parking is an external cost (a cost that consumers impose but do not individually bear) and a market distortion that encourages increased automobile use. Because the external costs of automobile use are cummulative, underpricing parking also increases congestion, roadway costs, accidents and environmental impacts from driving. -Todd Litman At 10:51 AM 6/30/99 -0400, Walter Hook wrote: >I still don't buy that private shopping center parking is subsidizing motorists >except for tax breaks for employer provided parking and in the case that >regulations are forcing developers to build more parking units than they >otherwise would, which I would guess is rare in the US. I'm going to lay out >what I think the Neoclassical argument would be, and see if anyone is >convinced. > >The Shopping Center owners will build additional units of parking so long as >the marginal revenue they receive from that last customer is greater than the >marginal cost of providing the additional parking. If the marginal revenue of >providing that last unit of parking is less than its marginal cost, a shopping >center owner will not build it or he will be losing money. Unfortunately, in >the U.S., bus passengers tend to be low income people. As such, they probably >spend less at shops than motorists, so even though the marginal cost of >providing parking to them his higher, the marginal revenue earned from them is >also probably higher. Unless the marginal revenue is lower than the marginal >cost, I don't think you have much of a case for a subsidy or an externality. > >The value of the land (and the land rent) on which the shopping center sits is >largely a reflection of its accessibility. The less people need to spend to >reach the shopping mall, (ie. if 90% of the people are able to walk to the >shopping mall), then the land rent is going to be much higher than in the case >where most peole will have to drive. > >The theory of the bid-rent curve indicates that total rent plus total travel >costs will tend toward a constant in a metropolitan area. The cheaper the >place is to reach, (ie. easy to get there by transit and bus) the higher the >rent will be. > >Therefore, whatever mode you take, the cost of your access will be reflected in >the land rent and passed on to the products you buy. > >>From the shopper's point of view, they will shop at the store which offers the >items they want at the lowest cost plus the lowest cost of reaching the >store. If a store was spending more money on parking than it was receiving >from the motorists who use the parking, its prices would have to be higher than >at other stores which were more pedestrian friendly. Thus, they would lose >their business, as these shoppers would shop somewhere else, perhaps in a >downtown shopping center without any parking. Of course, these downtown shops >and residents of higher density areas are paying greater rent directly because >their transport costs are lower. > > >> Externalities (or "subsidies") can be defined in three ways: >> >> 1. Marginal >> This requires that the prices (what consumers pay directly for a good) >> reflect full marginal costs. This is the only definition to use when >> analyzing economic efficiency > >Efficiency is achieved only when the price reaches a level where marginal >revenues equal marginal costs and average costs. If the price equals marginal >revenues and marginal costs at a point below average costs, you have a strong >case for a subsidy. From sustran at po.jaring.my Fri Jul 2 10:59:59 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 02 Jul 1999 09:59:59 +0800 Subject: [sustran] Accident Analysis & Prevention special issue Message-ID: <3.0.6.32.19990702095959.007ce420@relay101.jaring.my> The latest edition of the journal, "Accident Analysis & Prevention" (Vol 31, Issue 4) is a SPECIAL ISSUE ON DEVELOPING COUNTRIES It includes a number of transport-related articles, including: "Urban development and traffic accidents in Brazil" by EA Vasconcellos "Risky behavior of bus commuters and bus drivers in Karachi, Pakistan" by S Mirza, M Mirza, H Chotani, S Luby "Pedestrian environment and behaviour in Karachi, Pakistan" by FM Khan, M Jawaid, H Chotani, S Luby For Accident Analysis & Prevention subscription details or purchase information for the above special issue please send an email to s.iannacci@elsevier.co.uk From sustran at po.jaring.my Tue Jul 6 11:36:34 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Tue, 06 Jul 1999 10:36:34 +0800 Subject: [sustran] Short term Indonesia appointment in Traffic Eng/Transport Planning Message-ID: <3.0.6.32.19990706103634.007dcc60@relay101.jaring.my> WSP International, a U.K. Consultant, is presently managing an MSc. Programme in Highway Engineering and Development at the Institute of Technology, Bandung, Indonesia. The company would like to hear from experienced Traffic Engineers/Transport Planners who might be interested in providing inputs to the Programme between now and March 31, 2000. Two inputs are scheduled, the first, of 2.5 months duration, to be provided as soon as possible, the second, of 2.0 months duration, to be provided next year. However there is some flexibility regarding the timing and duration of inputs. The MSc Programe at the Institute of Technology Bandung (ITB) has been underway since 1982 and is funded by the Ministry of Public Works from the World Bank Highway Sector Loan. It is a 2-year, full-time programme and at the end of the first year students choose to specialise in either Highway Engineering or Traffic Engineering. All students are required to write a thesis for which they are awarded 6 of the 36 credits needed for completion of the Programme. Theses are written in English and are examined in that language. At present there are 14 students in the Traffic Engineering stream; 6 are required to complete the Programme by September 30, 1999, the remaining 8 by March 31, 2000. The person appointed will be involved primarily in assisting students in the Traffic Engineering stream to complete their theses and should meet the following criteria: - not less than 20 years experience of research/teaching in the area of Traffic Engineering/Transport Planning - MSc degree (preferably PhD) in the area of specialization. Further information on the appointment can be obtained from: Contact Person: Mr Michael Ellis, Country Director WSP International Intl. Telephone: +62 21 5220891/92 Intl. Fax: +62 21 5220893 e-mail: mellis@rad.net.id From sustran at po.jaring.my Tue Jul 6 20:16:21 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Tue, 06 Jul 1999 19:16:21 +0800 Subject: [sustran] fwd: BEYOND TRAFFIC CALMING 2 DAY COURSE in Nth America Message-ID: <3.0.6.32.19990706191621.00812950@relay101.jaring.my> forwarded from David Engwicht for benefit of sustran-discussers in North America. Dear Colleague, Greetings from Australia! I will be in North America later this year for the launch of my new book STREET RECLAIMING: CREATING LIVABLE STREETS AND VIBRANT COMMUNITIES. Below you will find information about an exciting 2 day training course I will be running in five cities for a limited number of people. I expect these BEYOND TRAFFIC CALMING workshops to be a highly creative process that will set a new agenda for transport planning and urban design in North American cities. This new material is not Traffic Calming in new garb. It is a whole new design approach. I believe that the BEYOND TRAFFIC CALMING workshops will go down in history as a defining moment -- a turning point in the way we view our cities and streets. P.S. I would appreciate it if you could pass this onto your friends and colleagues or post it on any discussion lists you are part of. I also have a great brochure advertising the workshops. If you would like one or more copies (I would appreciate any help in distributing these) drop me an email. P.P.S The Traffic Reduction Kit is coming!! I will send you more information soon. ================================================== BEYOND TRAFFIC CALMING: New solutions that build community and save money ================================================== A Two Day Course San Fancisco, Denver, Boston, Toronto & Vancouver with DAVID ENGWICHT author of the NEW book (to be released September 1999) STREET RECLAIMING: Creating Livable Streets and Vibrant Communities also author of + Traffic Calming + Reclaiming Our Cities and Towns: Better Living with Less Traffic - ------------------------------------------------- A limited numbers, two-day intensive training course for planners, urban designers, engineers, decision-makers, community development workers, and citizens involved in community building. LEARN HOW to apply the principles of TRAFFIC REDUCTION and STREET RECLAIMING in your city, using neighbourhood and citizen based initiatives. GOAL OF THE COURSE: That each participant develop new skills, and a personal plan, for moving their city towards a traffic reduction future. - ------------------------------------------------- COURSE CONTENT ++ Street Reclaiming: How your city can make an quantum leap beyond traffic calming which saves money and tackles the root causes of traffic problems ++ The 5R's of Traffic Reduction: How the same resource management techniques used to reduce garbage can be used to reduce traffic by up to 50% ++ Changing Car Culture: How a new theory of cultural change helped David develop such inventions as the Traffic Reduction Kit, The Traffic Reduction Treaty, and the Walking School Bus. ++ Building Local Economies: How traffic reduction and street reclaiming can be used as a stimulus for growth in local jobs and commerce. - ------------------------------------------------- ABOUT THE COURSE FACILITATOR David Engwicht is from Brisbane, Australia and has carved out an international reputation as an innovative thinker and inventor in the area of traffic reduction and urban design. His first booklet titled Traffic Calming is considered by many to have triggered the traffic calming revolution in Australia and North America. His second book Reclaiming Our Cities and Towns has become a text in many university courses and has changed public policy in cities such as Edinburgh, Scotland. David's latest book (to be released September 1999), Street Reclaiming: Creating Livable Streets and Vibrant Communities breaks significant new ground by giving residents the tools to solve their own traffic problems, while at the same time helping reduce traffic city wide. It also contains a host of practical design ideas. David has developed a unique teaching style that involves audience participation in the learning experience. David has previously presented full day teaching events for planning professionals in Australia, New Zealand, USA, Canada, and Europe. - ------------------------------------------------- SKILLS YOU WILL LEARN + HOW TO DEVELOP A TRAFFIC REDUCTION PLAN for your city which includes: ++ reducing traffic in existing residential areas ++ reducing school-based traffic ++ reducing traffic generated by greenfield developments ++ reducing commercial traffic + HOW TO CREATE INNOVATIVE TRAFFIC REDUCTION PROGRAMS that deliver significant behavioural changes. Process includes: ++ creating 'whole-of-system maps' which chart the relationship between personal, social, cultural and physical realities in the shaping of transport choices ++ using the 'whole-of-system map' to identify possible 'upstream interventions'and to evolve holistic solutions. + HOW TO EMPLOY NEW STREET DESIGN TECHNIQUES that move beyond traffic calming and help build stronger community and a stronger economy. Learn how these new techniques can be applied to both residential streets and major roads. + HOW TO CREATE AN IMPLEMENTATION STRATEGY that is politically feasible. - ------------------------------------------------- ABOUT THIS COURSE This certificate course will be limited to 40 places. The course will be structured to provide a combination of instruction and action learning through interaction. You will work with others in a small group to develop a traffic reduction/street reclaiming plan for your city or neighbourhood. Through exposure to ideas from other groups, and through constant interaction with David Engwicht, you will develop your ideas into an implementable strategy. The goal of the 2 day course is that you leave with a personal action plan for helping move your city towards a traffic reduction/street reclaiming future. - ------------------------------------------------- FIVE COURSE LOCATIONS: SAN FRANCISCO -- November 4th, and 5th DENVER -- November 11th and 12th BOSTON -- November 18th and 19th TORONTO -- November 22nd and 23rd VANCOUVER -- December 1st and 2nd The workshop tour is sponsored by: The City Program, SIMON FRASER UNIVERSITY - ------------------------------------------------- REGISTRATION Cost : $300 American for courses in United States $350 Canadian for courses in Canada Cheques payable to PLANNING SOLUTIONS NETWORK - ------------------------------------------------- REGISTRATION FORM YES!! Please reserve me a place at the BEYOND TRAFFIC CALMING 2 day course in _______________ (name of city) * NOTE: places will only be considered reserved on receipt of full payment for your place. Confirmation and receipt will be mailed to course participants If this course is sold out, or sells out before I get my cheque to you, my second choice is __________________ (name of city). Also please contact me if additional courses are put on due to the current courses selling out. Name...................................... Organization.............................. Address................................... .......................................... Phone Number.............. Fax number................ email address............. Cheque enclosed for $________ [ ] I will send cheque made out to PLANNING SOLUTIONS NETWORK by mail FAX or mail this form to: Planning Solutions Network Attn: ENGWICHT: BEYOND TRAFFIC CALMING COURSE 4276 West 10th Ave. Vancouver BC V6R 2H4 CANADA fax 604-224-7652 (Vancouver, Canada) email: psn@smartt.com. From sustran at po.jaring.my Wed Jul 7 13:55:51 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 07 Jul 1999 12:55:51 +0800 Subject: [sustran] Social Impact Assessment for Highway Development Message-ID: <3.0.6.32.19990707125551.007ce2f0@relay101.jaring.my> Dear sustran-discussers I have had a request for information from a Malaysian NGO about Social Impact Assessment for Highway Development Tamaddun Research Trust has been commissioned to look into this for a new proposed intercity expressway in the eastern part of Peninsular Malaysia. The terrain involved will include mainly rural areas but will cut accross some urban areas, on flat as well as hilly or even mountainous terrain, and may also involve displacement of people as well as natural habitats. They are at an early stage on exploring this issue and it is not my speciality. Can anyone please suggest some key references, useful websites or contacts to help them with this. I have one book from the World Bank, with a helpful section on social impacts. It is "Roads and the Environment: A Handbook", September 1994, Report TWU 13, The World Bank. It has a section on "Human and Social Environment". Any additional references would be most appreciated. A. Rahman Paul BARTER SUSTRAN Resource Centre P.O. Box 11501, Kuala Lumpur 50748, Malaysia. Tel/Fax: +60 3 2742590, E-mail: sustran@po.jaring.my Web: http://www.geocities.com/RainForest/Canopy/2853/ The SUSTRAN Resource Centre is a not-for-profit organisation that promotes and popularises people-centred, equitable and sustainable transport with a focus on Asia and the Pacific. From sustran at po.jaring.my Wed Jul 7 19:38:50 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 07 Jul 1999 18:38:50 +0800 Subject: [sustran] fwd: study on worldwide road safety Message-ID: <3.0.6.32.19990707183850.00814100@relay101.jaring.my> forwarded from the utsg list: The University of Sunderland's Institute of Automotive Manufacturing and Advanced Practice (AMAP) is participating in a research project with five other Universities around the world (France, Italy, Czech Republic, Kuwait, Bahrain) with a view to challenging current practice in some countries with extremely high road accident statistics. Please help us by completing the our web based questionnaire at http://www.aerg.sunderland.ac.uk/Roadsigns/default.htm Thank you for your assistance. Neil Perry Consultant Institute for Automotive & Manufacturing Advanced Practice The Industry Centre Sunderland Enterprise Park West Wessington Way Sunderland Tyne & Wear UK SR5 3XB Tel: +44 (0191) 515 3396 (Direct) Fax: +44 (0191) 515 3377 E-mail: neil.perry@sunderland.ac.uk From sustran at po.jaring.my Wed Jul 7 21:49:26 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 07 Jul 1999 20:49:26 +0800 Subject: [sustran] Urgent help needed by CSE on its diesel campaign Message-ID: <3.0.6.32.19990707204926.0084be00@relay101.jaring.my> BOUNCE sustran-discuss@jca.ax.apc.org: Non-member submission from ["SUNITA NARAIN" ] Dear Roger and friends at Sustran You are going to be inundated with messages of help from us. Thank you very much for writing to us when our case against TELCO was raging. Sorry for not replying earlier but things have been difficult. As you know we have been pushing Indian car manufacturers to get out of using diesel (which is kept cheap in India to subsidise public transport and agriculture). TELCO -- the key Indian manufacturer had filed a US$ 25 million case against us. They withdrew the case three weeks later saying that they never meant it. The details are on our site (cseindia.org). Last month we also organised the top medical community to issue a statement on the impact of diesel emissions on health. This has been widely received (the statement and pictures of lungs of a person living in clean rural India and Delhi are also on our site). We have also published a detailed monograph on the issue of dieselisation of private vehicles which can also be downloaded from our site. We are getting a lot of public support and will be taking this issue to the Supreme Court of India as well. We have already got the court to order an advancement of standards -- Euro II standards have been advanced by 5 years -- but now we will be asking for a ban on private diesel cars. The Court has already ordered that all public transport in Delhi has to move to CNG and other clean fuels by March 2001. We now need your help, in particular, to put pressure on the multinational car companies -- Ford, Mercedes Benz, General Motors and Toyota -- who are launching a number of new cars running on diesel in India. As my colleague, Sandhya Sharma, has written in an email that she sent to all of you, we are finding that multinational car companies operating in India just do not want to accept diesel as a public health issue. All these companies -- we have just interviewed their CEO's -- insist that diesel is a "green fuel". We have done a strong (possibly libellous) article on these companies and the response of their CEOs. This is published in the latest issue of our magazine, Down To Earth and will be on our site in a day or so. We need your help to put pressure on these companies to stop selling diesel cars in Delhi -- which already has RSPM levels that are 5-6 times the WHO standard and is literally choking on particulate emissions. Please let us know what you can do. We need to move fast as the Supreme Court will be listening to the case again in 10-15 days and we would like to put pressure on these companies and have a public campaign. We look forward to hearing from you. Sandhya's email has got further details. With warm regards Sunita Narain > > **************************************************************** * NOTE CHANGE IN OUR EMAIL ADDRESS: PLEASE NOTE IT AS FOLLOWS * **************************************************************** CENTRE FOR SCIENCE AND ENVIRONMENT ( CSE ) 41, TUGHLAKABAD INSTITUTIONAL AREA, NEW DELHI- 110 062 TELE: 698 1110, 698 1124 698 3394, 698 6399 FAX : 91-11-698 5879 VISIT US AT: http://www.cseindia.org Email: sunita@cseindia.org **************************************************************** From sustran at po.jaring.my Thu Jul 8 12:46:01 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 08 Jul 1999 11:46:01 +0800 Subject: [sustran] fwd: Community Bike Program Forum Message-ID: <3.0.6.32.19990708114601.007fb3e0@relay101.jaring.my> forwarded from IBF Dear Bicyclist, It was suggested to us that we start a forum on community bike programs, so we are trying. We envision the discussion focusing on community bike, earn-a-bike, free-bike, bike library and other forms of cooperative bicycle programs. Hopefully it will provide those new to the movement an opportunity to get information that will help them along and those with experience an opportunity to share their knowledge and further expand the movement. We hope you will participate and find the effort worthwhile. To sub*scribe send an e-mail to community-bike-sub*scribe@egroups.com [NOTE from Paul: take out the * in the above email address - I have to put it there to trick sustran-discuss into accepting this message which looks like an administrative request, Paul]. Please forward information about the Community Bike Forum to others who might be interested. Sincerely, International Bicycle Fund From eric.britton at ecoplan.org Thu Jul 8 16:00:28 1999 From: eric.britton at ecoplan.org (Eric Britton) Date: Thu, 8 Jul 1999 09:00:28 +0200 Subject: [sustran] Re: fwd: Community Bike Program Forum In-Reply-To: <3.0.6.32.19990708114601.007fb3e0@relay101.jaring.my> Message-ID: Hello, If the people from the Community Bike Forum would like to set up their electronic network under The Commons, we would be pleased to give a hand. Specifically , we could help them set up a structure along the lines of what we have done for the International CarShare Consortium which you can see at http://www.ecoplan.org/carshare/. There may be some advantages to this kind of layered approach. Maybe. However they handle it, we wish them the best of luck. Eric Britton ecopl@n ___ technology, economy, society ___ Le Frene, 8/10 rue Joseph Bara, F-75006 Paris, France email@ecoplan.org URL www.ecoplan.org Tel: +331.4326.1323 Videoconference +331.4441.6340 (1-4) 24 hour fax/voicemail hotline: In Europe +331 5301 2896 In North America +1 888 522 6419 (toll free) From litman at islandnet.com Tue Jul 13 03:20:48 1999 From: litman at islandnet.com (Todd Litman) Date: Mon, 12 Jul 1999 11:20:48 -0700 Subject: [sustran] Re: Social Impact Assessment for Highway Development In-Reply-To: <3.0.6.32.19990707125551.007ce2f0@relay101.jaring.my> Message-ID: <3.0.6.32.19990712112048.00aae6e0@mail.IslandNet.com> At 12:55 PM 7/7/99 +0800, you wrote: >I have had a request for information from a Malaysian NGO about Social >Impact Assessment for Highway Development > >Tamaddun Research Trust has been commissioned to look into this for a new >proposed intercity expressway in the eastern part of Peninsular Malaysia. >The terrain involved will include mainly rural areas but will cut accross >some urban areas, on flat as well as hilly or even mountainous terrain, and >may also involve displacement of people as well as natural habitats. > >They are at an early stage on exploring this issue and it is not my >speciality. Can anyone please suggest some key references, useful websites >or contacts to help them with this. > >I have one book from the World Bank, with a helpful section on social >impacts. It is "Roads and the Environment: A Handbook", September 1994, >Report TWU 13, The World Bank. It has a section on "Human and Social >Environment". Any additional references would be most appreciated. This is a big subject. Most transportation professionals are only familiar with a portion of the many social impacts (both positive and negative, direct and indirect, monetary and non-monetary) that result from a major transportation project. I'm currently involved in a major study that is attempting to develop a typology of these impacts and provide recommended ways to quantify them, but it will be many months before this work becomes available. Major categories include: * Economic productivity, development and balance of trade impacts. * Impacts on neighborhoods, including environmental degradation, displacement and barrier effect. * Inducement for low-density, urban periphery development (urban sprawl). * Impacts on future transportation choices (such as a highway that reduces the operating efficiency of transit services). * Consumers' transportation costs. * Accident costs. * Equity impacts (which is a perspective that can be applied to each of the previously mentioned impacts). Here are some reports that you might want to review: Adamowicz, W. et al, "Combining Revealed and Stated Preference Methods for Valuing Environmental Amenities," Journal of Environmental Economics and Management, v.3, n.3, 1994. Al-Mosaind et al., "Light Rail Transit Station and Property Values: A Hedonic Price Approach," in Transportation Research Record, No. 1466, Transportation Research Board, 1994. Burchell, R., et al., The Costs of Sprawl - Revisited, TCRP Report 39, Transportation Research Board (www.nas.edu/trb), 1998. Steven Burrington and Bennet Heart, City Routes, City Rights: Building Livable Neighborhoods and Environmental Justice by Fixing Transportation, Conservation Law Foundation (Boston; www.clf.org, 1998. Robert Bullard and Glenn Johnson (eds), Just Transportation; Dismantling Race & Class Barriers to Mobility, New Society Publishing (Gabriola Island, BC), 1997. Burkhardt, J. et al., Assessment of the Economic Impacts of Rural Public Transportation, TCRP Report 34, TRB, 1998. Robert DeSanto and William Bailey, "Environmental Justice Tools and Assessment Practices," presented at Commuter Rail/Rapid Transit Conference, Toronto (www.apta.com), May 22-27, 1999; "Environmental Justice; A Vital Aspect of Project Planning," in Transportation Network Transfer Notes, Vol. 6, No. 1, Parsons Transportation Group, Jan-Feb. 1999. Hank Dittmar, "Isn't It Time We Talked About Equity" Progress, Vol. IV, No. 5, Surface Transportation Policy Project (Washington DC; www.transact.org), June 1994. David Forkenbrock and Lisa Schweitzer, Environmental Justice and Transportation Investment Policy, Public Policy Center, University of Iowa (Iowa City), 1997. Ganley, J. and J. Cubbin (1992). Public Sector Efficiency Measurement, North Holland Press. Phil Goodwin, "Demographic Impacts, Social Consequences, and the Transport Debate," Oxford Review of Economic Policy, Vol. 6, No. 2, Summer 1990, 76-89. David Hodge, "Social Impacts of Urban Transportation Decisions: Equity Impacts," in The Geography of Urban Transportation, Susan Hanson (Ed.) Guilford Press (New York), 1986. C. Jotin Khisty, "Operationalizing Concepts of Equity for Public Project Investment," Transportation Research Record, 1559, 1997, pp. 94-99. Tore Langmyhr, "Managing Equity; The Case of Road Pricing," Transport Policy, Vol. 4, No. 1, 1997, pp. 25-39. Douglass Lee, "Making the Concept of Equity Operational," Transportation Research Record 677, 1987, pp. 46-53. Litman, Todd, Land Use Impact Costs of Transportation, Victoria Transport Policy Institute (www.islandnet.com/~litman), 19958. Litman, Todd, Transportation Cost Analysis: Techniques, Estimates and Implications, Victoria Transport Policy Institute (www.islandnet.com/~litman), 1999. Includes discussion of non-market costing techniques, and definitions of 20 cost categories. McMillan, M, B. Reid and D. Gillen, "An extension of the Hedonic Approach for Estimating the Value of Quiet", Land Economics, August 1980. Mitchell, Merle, "Links Between Transport Policy and Social Policy," in Ogden et. Al, eds: Transport Policies for the New Millennium, Monash University (Australia), 1994. Oron, Y, D. Pines and E. Sheshinski, "The Effect of Nuisances Associated with Urban Traffic on Suburbanization and Land Values," Journal of UrbanEconomics, October 1974. Stuart Murray, Social Exclusion and Integrated Transport, University of Manchester Transport Seminar (www.art.man.ac.uk/transres/socexclu5.htm), 1998. Tom Rickert, Mobility for All: Accessible Transportation Around the World, Access Exchange International, Swedish Institute on Independent Living (www.independentliving.org/Mobility/index.html), 1998. Schaeffer and Sclar, Access for All, Columbia University Press (New York), 1980. Rosenbloom and Altshuler in "Equity Issues in Urban Transportation", Policy Studies Journal, Autumn 1977, p. 29-39. The Highway Cost & Pricing Study, by Cambridge Systematics for the Wisconsin Dept. of Transportation Translinks 21 project includes comprehensive equity analysis. Access to Opportunity: Cooperative Planning to Improve Mobility for Residents of Inner-City Communities, East-West Gateway Coordination Council (St. Louis, www.ewgateway.org), 1995. Parsons Brinckerhoff Quade & Douglas, Transit and Urban Form, TCRP Report 16, TRB, 1996. Workman, Steven and Daniel Brod, Measuring the Neighborhood Benefits of Rail Transit Accessibility, Hickling Lewis Brod, paper 97-1371, Transportation Research Board Annual Conference, 1997. World Bank, Sustainable Transport: Priorities for Policy Sector Reform, International Bank for Reconstruction and Development, 1995. Here are website: Access Exchange International (email: globalride-sf@worldnet.att.net) is a provides resources for improving mobility services for physically disabled people throughout the world. The Center for Neighborhood Technology (www.cnt.org/lem/apaframe.htm) operates programs that address transportation, land use and housing issues in urban America. The Community Transportation Association (www.ctaa.org) is a coaltion of agencies that provide mobility services for non-drivers. The Conservation Law Foundation (www.clf.org) has programs and materials dealing with transportation equity. Detour Publications (www.web.apc.org/~detour) provides information related to urban ecology, equity and transportation planning. The Environmental Defence Fund (www.edf.org) works on a number of initiatives to integrate environmental and equity goals. The International Bicycle Fund (www.ibike.org) is a non-governmental, non-profit organization, promoting bicycle transport and international understanding. RoadPeace (www.roadpeace.org.uk) is the United Kingdom's national charity for road crash victims, "Working for Real Road Safety; Supporting those bereaved or injured in a road crash." The Surface Transportation Policy Project (www.transact.org) works to create more equitable and environmentally responsible transportation policies. Transportation Alternatives (www.transalt.org) represents the interests of non-drivers in New York City. U.S. Department of Transportation has Environmental Justice information at http://www.dot.gov/ost/docr/EJ.HTM and http://www.fhwa.dot.gov/environment. 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 From ebruun at rci.rutgers.edu Tue Jul 13 03:43:15 1999 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Mon, 12 Jul 1999 14:43:15 -0400 (EDT) Subject: [sustran] Public Transport Crisis in South Africa Message-ID: AFP wrote: > > > JOHANNESBURG, July 12 (AFP) - South Africa's state transport > company, Transnet, on Monday posted losses of 462 million rand (75 > million dollars), amid reports of a massive jobs cutback. > Transnet managing director Saki Macozoma blamed the company's > dismal performance in the 1998-99 financial year on losses at the > company's subsidiaries, including its rail arm Spoornet. > He said the company, which last year posted a 45 million dollar > profit but has shed some 17,000 jobs in recent years, was forced to > downsize and privatise loss-making sectors. > Spoornet, Africa's biggest rail operator, has lost 140 million > rand (23 million dollars), SABC public radio reported, and will have > to shed between 18,000 and 27,000 jobs. > Autonet has made a loss of 74 million rand (12 million dollars) > and will have to privatise its bus services, Macozoma said. > Hundreds of rail workers gathered in Johannesburg on Monday to > march to Transnet headquarters to protest at the impending job cuts, > ahead of a planned mass march by some 40,000 rail workers scheduled > for July 20. > Powerful trade union federation COSATU has described impending > retrenchment plans as "a serious crisis of major and hazardous > proportions." > The Congress of South African Trade Unions (COSATU) has vowed to > embark on a programme of radical labour action until Spoornet > shelves the retrenchment plans. > Reports on Monday said the labour federation will ask its > alliance partners, the ruling African National Congress and the > South African Communist Party, to intervene and stop the process. > -- Alex Welte Home (215) 747-5596 Dept of Physics & Astronomy Office (215) 898-8491 209 S 33rd Street fax (215) 898-2010 Philadelphia PA 19104-6396 alex@sgimess.physics.upenn.edu From jmbw at msn.com.au Tue Jul 13 08:43:06 1999 From: jmbw at msn.com.au (Jean-Marc & Wendy) Date: Tue, 13 Jul 1999 09:43:06 +1000 Subject: [sustran] Public transport news in Australia Message-ID: <00a001beccc0$4b750560$c266868b@com.au> Hello I put together a magazine about public transport in Sydney. Does anyone out there know anything new happening either in regional NSW or in any other state in Australia? Here's to hoping! Wendy -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990713/3d3e7971/attachment.htm From sustran at po.jaring.my Tue Jul 13 10:02:51 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Tue, 13 Jul 1999 09:02:51 +0800 Subject: [sustran] fwd: Advocacy for access to transportation Message-ID: <3.0.6.32.19990713090251.007a0930@relay101.jaring.my> [Forwarded with permission from Tom Rickerts of Access Exchange International., Paul.] SUBJECT: Advocacy for access to transportation TO: Tupong Kulkhanchit and friends at Access Office, DPI-Thailand Let me introduce myself. I am with Access Exchange International, an NGO in San Francisco, USA, which promotes access to transportation in countries around the world, with a special emphasis on Latin America, Asia, Africa, eastern Europe and other regions where often there is little or no access to date. I returned from a trip in June to find 12 responses from six countries concerning your pioneering effort to advocate by e-mail for access to the newly opening Bangkok Sky Train. I have learned a lot from the responses to your fine advocacy, which helps me realize the great potential for further collaboration. Here are my own initial observations: I think that the responses from Naziaty Yaacob (Malaysia) and San Yuenwah (Thailand) contain many excellent points on advocacy. They represent the approaches which I have observed to have the best success in other regions. I would like to incorporate their ideas and the experiences of others elsewhere into a small publication on effective advocacy for access, for distribution around the world, and will proceed to seek resources for this. Our direct experience is mainly in Russia, South Africa, and the Americas -- experiences in Asia will help make this a better publication. One model for very effective advocacy is that of Libre Acceso (Free Access), a disability NGO in Mexico City with an unusual record for getting results. I have listed Federico Fleishmann, the Founder and President of Libre Acceso, above, and Maria Eugenia Ant?nez of Libre Acceso could also be of help given her background on international access standards. The "key station" approach which I gather is occuring in Bangkok is also being taken by Mexico City Metro -- but their's is an older system and they must retrofit those stations. It is no longer appropriate -- anywhere in the world -- for new rail systems to be built which are inaccessible. The emerging international standard includes access for all using principles of universal design. One definitive source for information on standards is our friend CGB (Kit) Mitchell in the UK (see e-mail listing above). He is an excellent resource for transportation professionals who need technical material on rail and bus standards. We have produced a publication titled "Mobility for All: Accessible Transportation Around the World," 26 pages with many illustrations, published by the United Methodist Church. Do send me your address if you desire a mailed copy. The entire English version is on the Internet at the Swedish Institute on Independent Living's site: http://www.independentliving.org/Mobility/index.html This site has excellent coverage of disability issues (see listing above for Adolf Ratzka). We have English and Spanish print versions, and my friend Walt Spillum (Tokyo) is working with others on translations into Japanese and other languages as resources permit. Koseph Kwan (see above) in Hong Kong has good experience which might be of help. Their new rail line from the airport to downtown is, I understand, completely accessible. I note you have already been put in touch with Michael Legge in Hong Kong. The next time I plan to be in the region will perhaps be April 2000, when I hope to participate in conferences or workshops on transportation access in Hong Kong and Japan (working with Walt Spillum) and perhaps elsewhere if there is interest. This past March I was gratified by an excellent response at workshops for transportation and disability leaders in Mexico City and in Costa Rica. I think we will continue to see major breakthroughs in Latin America in years ahead. I'll know more after a planned workshop in Buenos Aires in October, which may permit additonal meetings in Brazil, Chile, or Uruguay. One concern I have relates to the "dark side" of the otherwise very positive influence of the Internet on global communication between accessibility advocates. This is the need to assure that disability agencies in less-wealthy countries have access to the Internet or, failing this, that they continue to be reached through regular mail. As all of us become ever more oriented toward electronic communications, there is the danger of the isolation of disability agencies that cannot afford that access. Hopefully this problem will diminish as access becomes less expensive over time. Finally, disability agencies need to plan for representation at the next "TRANSED" triennial conference on Transport and Mobility for Elderly and Disabled People, in Warsaw, Poland, July 2-4, 2001. Of equal importance, key transportation professionals in Asia and elsewhere need to attend in order to directly benefit from discussions of global standards. I bring this up well ahead of time because the long budget cycles for transportation agencies need to be anticipated in planning participation. Information may be had by contacting Dr. Liliana Schwartz (Warsaw), who is listed above. With best wishes - Tom Rickert Access Exchange International From townsend at central.murdoch.edu.au Tue Jul 13 14:13:54 1999 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Tue, 13 Jul 1999 13:13:54 +0800 Subject: [sustran] Bangkok transport update Message-ID: <3.0.3.32.19990713131354.0068d53c@central.murdoch.edu.au> Progress is a ' boring ' job Prinya Muangarkas Eight six-metre-high ‘‘giant moles’’ are digging their way under Bangkok streets. Twenty metres under the hustle and bustle of major thoroughfares, the moles have been working for the Metropolitan Rapid Transit Authority (MRTA) since early this year. The boring machines are charting the course of the city’s future mass transit service and were imported by two contractors to build dual tunnels for Bangkok’s first subway which is expected to serve 400,000 commuters a day in the next four years. Prime Minister Chuan Leekpai officially activated the first two of the eight tunnelling machines under Ratchadapisek Road in February. Both belong to ION Joint Venture, led by Italian-Thai Development Plc, which was hired for 28.5 billion baht to build the northern half of the 20-km Hua Lampong-Huay Khwang-Bang Sue subway tunnels and underground stations for the MRTA. The other six machines gradually started their mission under Ratchadapisek Road in the first half of the year. The machines were imported from Japan and Germany for more than 100 million baht each. Each is 6.43 metres high, 8.35 metres long and weighs 320 tons. They work non-stop and can advance 10 metres a day underground while assembling 30-cm-thick concrete walls of the subway tunnels. ION Joint Venture has four tunnelling machines and the other four belong to Joint Venture BCKT, led by Ch Karnchang Plc, which was contracted for 23.9 billion baht to build the southern half of the subway tunnels and stations. Subway tunnels will lie under Ratchadapisek, Lat Phrao, Phaholyothin, Kamphaengphet, and Rama IV roads. Each night, earth is removed from the tunnels and transported to Huay Khwang where the MRTA will develop its subway depot. Some of the earth is given to construction projects of state agencies. The MRTA expects all the tunnels to be finished in two years after about three million cubic metres of soil have been dug from under Bangkok streets. Work on the 103-billion-baht subway has been proceeding since late 1997. Other highlights of progress include the completion in May of structural work for the 400-metre-long and 23-metre-wide Rama IX station, the biggest underground station, which will serve passengers and provide switches for trains to change tracks on the 20-km route. Another important step, also in May, was the beginning of the subway depot construction on Thiam Ruammit Road in Huay Khwang. The MRTA hired the Siam/Nippon consortium to build the 6.3-billion-baht depot where electric trains will be maintained, parked and tested and equipment will be stored. The 300-rai (480,000-square-metre) depot is scheduled to be completed by January 2002. During the first half of this year, the MRTA also settled subway operation contract details with the BMCL consortium led by Ch Karnchang Plc. The authority awarded a 25-year concession to the consortium in exchange for about 50 billion baht. The contractor will give part of subway fares and income from the commercial use of subway stations and pay annual concession fees to the authority. The MRTA’s share of fares to be collected from the service will be 1% for the first 14 years of operation, 2% in the 15th year, 3% from the 16th to the 18th year, and 15% from the 19th to the 25th year. Annual concession fees will start from the 11th year at 981 million baht and increase annually to 5.561 billion baht in the 25th year. Besides, the MRTA will have a 7% share of the income that the consortium will earn from leasing commercial areas in subway stations throughout the concession period. The fares of the subway are set at 15 to 37 baht, depending on distances travelled. They will increase every two years with the first rise set for 2005. Above ground, operational tests are continuing for the 23-km elevated electric train system of Bangkok Mass Transit System Corp (BTSC), which plans to open the service to commuters on December 5 this year. Under its 30-year concession, the company will run its elevated trains from 6 a.m. to midnight and expects to serve 1.15 million passengers a day. Along with the successful test run, the BTSC won a wrangle with Mater Dei, a school for girls, over plans for an elevated train station in front of the campus on Ploenchit Road. The school’s representatives, who opposed the station on the grounds of pollution and potential risks of assault on its pupils, gave up their three-year fight after BTSC delivered an ultimatum. The corporation said that without the Mater Dei station, the whole elevated train system would fail and the Bangkok Metropolitan Administration (BMA), the project owner, would have to pay it about 50 billion baht in compensation. The BMA asked BTSC to scale down the station as a compromise. Those who still keep fighting are the disabled, who demand elevators at elevated train stations to ensure access to the mass transit system. The BTSC passed the responsibility to the BMA, and Bangkok governor Bhichit Rattakul promised to arrange for a total of 11 elevators serving at least five main stations out of the 23-station network. However, the BMA still has no idea how to fund the 170-million-baht installation of the elevators. A fare structure is another matter for the BMA and the BTSC to settle before the service starts. The company ranged the fares from 15 to 60 baht depending on distances travelled. The BMA agrees with the rates, but city councillors do not and complain that the 60-baht ceiling is too high. The BMA tried to explain that the rates had been contracted and would have to be honoured, but city councillors said that the Bangkok Metropolitan Administration Act required the BMA to consult them on matters involving its contracts with the private sector, and that included the train deal. For its own cashflow, BTSC won approval from the Securities and Exchange Commission in January for an initial public offering of shares. The company later revealed a plan to float about 220 million shares in October, raising about 4.4 billion baht. Despite the offering, property developer Tanayong Plc will still maintain its control over BTSC. The sharp fall in prices on the Stock Exchange of Thailand has delayed the share issue since 1997. Hopewell project Above ground, with no sign of surrounding life, are pillars of the stalled Hopewell elevated road and train project. After terminating the contract with Hopewell (Thailand) Ltd in 1997, the government still has not found a way to revive the project to solve Bangkok’s traffic congestion. The first half of this year saw the occasional wrangle between the government and Hopewell while the state sought the advice of consultants. Hopewell repeated its demand to retain control of the project. As it had invested US$575 million (about 21 billion baht) in past construction, it believed it was right in claiming a stake in any new consortium formed by the government to revive the project. The company also demanded compensation from the government for unilaterally terminating its contract and sought the return of the 2.85-billion-baht concession fees it had paid. In response, the government simply turned down the demands, saying that Hopewell’s delayed implementation of its project warranted the cancellation of the contract. The government threatened to sue Hopewell if the company filed a lawsuit. Hopewell would have to bid for the project if it wanted to play a further part, the government said. By August, the government expects to select consultants to look at ways to revive the project. It hopes the study will be completed in the following eight months. German development bank Kreditanstalt fadir Wiederaufbau (KfW) offered an unconditional grant of US$1.5 million (about 55 million baht) toward meeting the costs estimated at 100 million bahtHopewell (Thailand) Co, a subsidiary of Hong Kong-based infrastructure developer Hopewell Holdings, stopped construction of the project in August 1997 after failing to raise enough funds from its creditors. Under the original timetable, part of the 60-km project should have been in service by December 1995. The whole system, designed mainly to run above Bangkok’s existing railway, was originally scheduled for completion by December this year. Before Hopewell halted its work, only 13% of the project had been built in seven years of construction. Hence the concrete pillars and beams along Bangkok’s northern and eastern railway tracks. Bus services The city bus agency’s cashflow and on-road problems continued. The Bangkok Mass Transit Authority (BMTA) made repeated requests for financial help from the government in the first half of this year. In February, the agency called on the Finance Ministry to clear its old debts of 10 billion baht and to subsidise the ordinary bus service, as the fares are deliberately kept low to help commuters and do not cover costs. The agency also sought approval to borrow five billion baht from existing creditors to have old buses repaired, buy new ones, and to clear overdue fuel bills with the Petroleum Authority of Thailand. The bills alone cost about 3.1 billion baht. While waiting for the government’s help, the BMTA gradually sold its loss-ridden bus routes plus some old buses to private operators to cut costs. The Finance Ministry responded in May by saying it would help clear the overdue fuel bills, but was silent on the BMTA’s request to borrow more and to have all its old debts cleared. Earlier, the ministry said the bus agency should not borrow more as its burden would worsen. As of May, the BMTA had accumulated debts of about 20 billion baht, creating a monthly interest burden of about 200 million baht. Railways The problem of fares much lower than operating costs also plagues the State Railway of Thailand (SRT), which said the current fares caused it to face a monthly operational loss of about 200 million baht. It needed about eight billion baht in cash this fiscal year to solve its liquidity problem. However the SRT is more strongly placed than the bus agency in that it has about 270,000 rai (432 square kilometres) of land nationwide. Of the total, 60,000 rai (about 96 square kilometres) throughout 13 provinces has commercial potential and should generate more than enough income to offset its loss-ridden train operation. However, the property development will affect about 40,000 encroachers who live on its land. Those people have already voiced their opposition to the development. About 100 encroachers from the northeastern province of Khon Kaen arrived at the Transport and Communications Ministry headquarters in Bangkok early in March to denounce the plan. Another protest by southern encroachers later in same month was more aggressive, with about 300 people blocking railway tracks in Hat Yai district of Songkhla province in defiance of an eviction order. The community had for decades operated goods and food stalls. The protest paralysed most rail services between Bangkok and the South for eight hours. The SRT, in a search for a solution, began talks for the National Housing Authority to build cheap residential units for the encroachers. In Bangkok, the SRT has hired a contractor to renovate six main railway stations for commercial use. The SRT will collect a monthly rent of 170,000 baht in return. As property development will take a long time to yield a significant return, the SRT announced it would seek a low-interest loan of about 23 billion baht from Japan’s Special Yen Loan to maintain old railway tracks and lay new tracks alongside to improve train services. Although the loan requires the SRT to hire Japanese contractors for at least half the work, it seems the best option as the SRT has difficulty raising funds elsewhere. However, France has offered a low-interest loan of about nine billion baht to help the project. **************************************************************************** ******* For the original text of this Bangkok Post 1999 Mid-Year Economic Review update on transport projects and public bus operations in Bangkok, go to: http://www.bangkokpost.net/99mideco/99mye12.html ***************************************** Craig Townsend Institute for Science & Technology Policy Murdoch University South Street, Murdoch Perth, Western Australia 6150 tel: (61 8) 9360 6293 fax: (61 8) 9360 6421 email: townsend@central.murdoch.edu.au From sustran at po.jaring.my Tue Jul 13 14:34:23 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Tue, 13 Jul 1999 13:34:23 +0800 Subject: [sustran] fwd: Campaign for ban on diesel cars Message-ID: <3.0.6.32.19990713133423.0080b380@relay101.jaring.my> Times New RomanDear Mr Paul, We need your help to stop the global auto majors from flooding the Indian market with diesel cars which are notorious for extremely toxic emissions, especially particulate emissions. Delhi is already recording 10,000 deaths a year ? one death an hour ? because of particulate pollution. Yet all automobile giants ? Ford, General Motors, Toyota and Mercedes Benz -- are pushing diesel cars in India. With the opening up of the Indian economy in the 1990s, we had hoped that the trans-national companies which have a capacity to produce better and cleaner technology would help us clean the air. On the contrary, they are all set to invade the Indian market with polluting diesel cars to cash in on cheap diesel prices in India. They are ignoring scientific evidence gathered in their own countries on the toxic effects of diesel particulates and the limitation of existing diesel technology to control these deadly particles. Not only are these companies spreading disinformation that diesel engines are clean, they are claiming that they do not wish to deprive the Indian consumer of his ?right to choice?. Unfortunately, the uninformed public in India does not realise that this is a choice between life and death. We have reasons to be deeply concerned about the increasing use of diesel as a fuel for luxury cars. outUnlike the cities in the West, Indian cities like Delhi are reeling under serious particulate emissions. The annual average level of the total suspended particulate matter in Delhi has consistently remained three to five times higher than the World Health Organisation (WHO) standards. The levels of PM10 (inhalable particles) reach 8-9 times the standards in Delhi that is, disastrous levels of over 500 micrograms per cubic metre. This is where WHO has concluded that there is no safe level of exposure to particulate pollution. outAccording to a World Bank study, conducted for the year 1991-92, particulate pollution was responsible for 40,000 premature deaths every year. The same study when repeated by the Centre for Science and Environment for the year 1995 showed an increase in the death rate by about 28 per cent in just three years. One person dies every hour due to air pollution in Delhi. outWorld wide, studies have shown that diesel particles are extremely tiny, go deep into the lungs and are rich in polycyclic aromatic hydrocarbons (PAH), which are highly carcinogenic. The Scientific Review Panel of the California Air Resources Board designated diesel particulates as a ?Toxic Air Contaminant? (TAC) on August 27, 1998. Thus, diesel has the potential to cause serious health damage and should be controlled. outIndian citizens are spending an estimated Rs 4,550 crore each year to make up for the health damages caused only by air pollution. A developing country can ill-afford such costs and there is need to control the factors that add to this burden on the economy and public health. Yet the auto majors are investing heavily in India to produce diesel cars on a plea that the number of diesel cars is actually increasing in other countries as these are fuel efficient and are being actively promoted to control global warming. You would agree with us that urban smog is a serious environment and public health problem and we must not allow the industry to confuse the strategies to deal with global warming with that of smog abatement measures. You will be surprised to know that private diesel cars in the capital city of Delhi are poised to take off at a time when the Government of Delhi is under the directive of the Supreme Court of India to run all public buses on CNG by March 31, 2001 -- a measure that will greatly reduce particulate pollution. While it is true that the Indian government has overlooked the folly of allowing private diesel cars, is it morally correct for companies to take advantage of the flawed policies in newly emerging economies and dump polluting technologies to make a fast buck? By flooding the Indian market with diesel-powered cars, the industry is shrugging off its social responsibility. We are aware of the civil society movements in other countries that have achieved success in restricting the use of diesel. One such movement on the eastern coast of the United States, the ?Dump Dirty Diesel? campaign by a coalition of health, environment, transportation and public interest groups, has forced the New York City to start replacing its diesel-powered buses with models run on cleaner fuels, including natural gas. Delhi could do well with a similar movement to restrict use of diesel in private vehicles. Down to Earth has just carried an article built on interviews with CEOs of foreign car manufacturers in India. It shows that none of them want to address the problem of particulate pollution. They only want to disinform ? ?who says diesel is bad? ? or confuse ? ?but petrol also produces particles? or ?but Europe is going in for diesel cars, so why not India, etc. You can access the article on CSE?s website 0000,0000,ffffwww.cseindia.orgTimes New Roman. CSE has also produced a monograph on the health effects of diesel which also can be accessed on CSE?s website. We are keen to intensify our campaign against diesel and seek your support to put pressure on companies from your country to shoulder their social responsibilities. outPlease tell us how you can launch a campaign against these companies or help us in our campaign. outCan you help us to reach out to a large number of people and other environmental networks in your country to build up a coalition? We would sincerely appreciate your help in countering the move of the transnational companies and help save many more Indians from dying. Waiting to hear from you soon. With regards, Sandhya Networking Associate, CSE's Right to Clean Air Campaign From ccordero at amauta.rcp.net.pe Tue Jul 13 16:16:40 1999 From: ccordero at amauta.rcp.net.pe (Carlos Cordero V.) Date: Tue, 13 Jul 1999 02:16:40 -0500 Subject: [sustran] Re: fwd: Campaign for ban on diesel cars Message-ID: <001c01beccff$c2c6fc60$82b601c8@q8v1n7> I think we can start having an indian government e mail address to write, after that we can agree to send each of us and our friends a message expressing our concern about the issue during one single day, how many messages can we gather, lets say, for the next week? -----Mensaje original----- De: SUSTRAN Resource Centre Para: sustran-discuss@jca.ax.apc.org ; alt-transp@flora.org CC: SANDHYA@cseindia.org Fecha: Martes, 13 de Julio de 1999 01:09 a.m. Asunto: [sustran] fwd: Campaign for ban on diesel cars Dear Mr Paul, We need your help to stop the global auto majors from flooding the Indian market with diesel cars which are notorious for extremely toxic emissions, especially particulate emissions. Delhi is already recording 10,000 deaths a year ? one death an hour ? because of particulate pollution. Yet all automobile giants ? Ford, General Motors, Toyota and Mercedes Benz -- are pushing diesel cars in India. With the opening up of the Indian economy in the 1990s, we had hoped that the trans-national companies which have a capacity to produce better and cleaner technology would help us clean the air. On the contrary, they are all set to invade the Indian market with polluting diesel cars to cash in on cheap diesel prices in India. They are ignoring scientific evidence gathered in their own countries on the toxic effects of diesel particulates and the limitation of existing diesel technology to control these deadly particles. Not only are these companies spreading disinformation that diesel engines are clean, they are claiming that they do not wish to deprive the Indian consumer of his ?right to choice?. Unfortunately, the uninformed public in India does not realise that this is a choice between life and death. We have reasons to be deeply concerned about the increasing use of diesel as a fuel for luxury cars. Unlike the cities in the West, Indian cities like Delhi are reeling under serious particulate emissions. The annual average level of the total suspended particulate matter in Delhi has consistently remained three to five times higher than the World Health Organisation (WHO) standards. The levels of PM10 (inhalable particles) reach 8-9 times the standards in Delhi that is, disastrous levels of over 500 micrograms per cubic metre. This is where WHO has concluded that there is no safe level of exposure to particulate pollution. According to a World Bank study, conducted for the year 1991-92, particulate pollution was responsible for 40,000 premature deaths every year. The same study when repeated by the Centre for Science and Environment for the year 1995 showed an increase in the death rate by about 28 per cent in just three years. One person dies every hour due to air pollution in Delhi. World wide, studies have shown that diesel particles are extremely tiny, go deep into the lungs and are rich in polycyclic aromatic hydrocarbons (PAH), which are highly carcinogenic. The Scientific Review Panel of the California Air Resources Board designated diesel particulates as a ?Toxic Air Contaminant? (TAC) on August 27, 1998. Thus, diesel has the potential to cause serious health damage and should be controlled. Indian citizens are spending an estimated Rs 4,550 crore each year to make up for the health damages caused only by air pollution. A developing country can ill-afford such costs and there is need to control the factors that add to this burden on the economy and public health. Yet the auto majors are investing heavily in India to produce diesel cars on a plea that the number of diesel cars is actually increasing in other countries as these are fuel efficient and are being actively promoted to control global warming. You would agree with us that urban smog is a serious environment and public health problem and we must not allow the industry to confuse the strategies to deal with global warming with that of smog abatement measures. You will be surprised to know that private diesel cars in the capital city of Delhi are poised to take off at a time when the Government of Delhi is under the directive of the Supreme Court of India to run all public buses on CNG by March 31, 2001 -- a measure that will greatly reduce particulate pollution. While it is true that the Indian government has overlooked the folly of allowing private diesel cars, is it morally correct for companies to take advantage of the flawed policies in newly emerging economies and dump polluting technologies to make a fast buck? By flooding the Indian market with diesel-powered cars, the industry is shrugging off its social responsibility. We are aware of the civil society movements in other countries that have achieved success in restricting the use of diesel. One such movement on the eastern coast of the United States, the ?Dump Dirty Diesel? campaign by a coalition of health, environment, transportation and public interest groups, has forced the New York City to start replacing its diesel-powered buses with models run on cleaner fuels, including natural gas. Delhi could do well with a similar movement to restrict use of diesel in private vehicles. Down to Earth has just carried an article built on interviews with CEOs of foreign car manufacturers in India. It shows that none of them want to address the problem of particulate pollution. They only want to disinform ? ?who says diesel is bad? ? or confuse ? ?but petrol also produces particles? or ?but Europe is going in for diesel cars, so why not India, etc. You can access the article on CSE?s website www.cseindia.org. CSE has also produced a monograph on the health effects of diesel which also can be accessed on CSE?s website. We are keen to intensify our campaign against diesel and seek your support to put pressure on companies from your country to shoulder their social responsibilities. Please tell us how you can launch a campaign against these companies or help us in our campaign. Can you help us to reach out to a large number of people and other environmental networks in your country to build up a coalition? We would sincerely appreciate your help in countering the move of the transnational companies and help save many more Indians from dying. Waiting to hear from you soon. With regards, Sandhya Networking Associate, CSE's Right to Clean Air Campaign -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990713/5cf9c511/attachment.htm From rogerh at foe.co.uk Tue Jul 13 22:11:09 1999 From: rogerh at foe.co.uk (Roger Higman) Date: Tue, 13 Jul 1999 13:11:09 +0000 Subject: [sustran] Re: Social Impact Assessment for Highway Development In-Reply-To: Todd Litman "[sustran] Re: Social Impact Assessment for Highway Development" (Jul 12, 11:20am) References: <3.0.6.32.19990712112048.00aae6e0@mail.IslandNet.com> Message-ID: <990713131111.ZM9751@unknown.zmail.host> Todd Don't know if you're interested.... Didn't have time to read your e-mail ... But, the UK Overseas Development Administration used to publish a Manual for the Social Impact Assessment of roads in developing countries. We used to have a copy but we don't anymore. Roger Higman "A thorn in the side of Senior Campaigner (Atmosphere and Transport) the motor industry" Friends of the Earth (E,W+NI), Car Magazine 26-28 Underwood Street, London, N1 7JQ Tel + 44 171 566 1661 Fax + 44 171 490 0881 E-mail rogerh@foe.co.uk http://www.foe.co.uk From adhikar at hotmail.com Tue Jul 13 21:35:50 1999 From: adhikar at hotmail.com (sumit adhikari) Date: Tue, 13 Jul 1999 05:35:50 PDT Subject: [sustran] Re: fwd: Advocacy for access to transportation Message-ID: <19990713123553.4270.qmail@hotmail.com> >From: SUSTRAN Resource Centre >Reply-To: sustran-discuss@jca.ax.apc.org >To: sustran-discuss@jca.ax.apc.org >Subject: [sustran] fwd: Advocacy for access to transportation >Dear friends, >Thank you for your information on your worldwide venture on the >'Advocacy for access to transportation' . As I am pursuing reserch on >public >transport accessibility in an Indian city, viz., DELHI, I think I will be >able to give >you some feedback to your project, if required. I really need some good > >literature on this topic. So if you able to send me the required >materials then it >will be helpful for my research. >OK , all the best, >Sumit Adhikari, >#245, Kaveri Hostel, >awaharlal Nehru University, >New Delhi-110067, INDIA. >Date: Tue, 13 Jul 1999 09:02:51 +0800 > >[Forwarded with permission from Tom Rickerts of Access Exchange >International., Paul.] > > >SUBJECT: Advocacy for access to transportation > >TO: Tupong Kulkhanchit and friends at Access Office, DPI-Thailand > >Let me introduce myself. I am with Access Exchange International, an >NGO in San Francisco, USA, which promotes access to transportation in >countries around the world, with a special emphasis on Latin America, >Asia, Africa, eastern Europe and other regions where often there is >little or no access to date. > >I returned from a trip in June to find 12 responses from six countries >concerning your pioneering effort to advocate by e-mail for access to >the newly opening Bangkok Sky Train. I have learned a lot from the >responses to your fine advocacy, which helps me realize the great >potential for further collaboration. > >Here are my own initial observations: > >I think that the responses from Naziaty Yaacob (Malaysia) and San >Yuenwah (Thailand) contain many excellent points on advocacy. They >represent the approaches which I have observed to have the best >success in other regions. I would like to incorporate their ideas >and the experiences of others elsewhere into a small publication on >effective advocacy for access, for distribution around the world, and >will proceed to seek resources for this. Our direct experience is >mainly in Russia, South Africa, and the Americas -- experiences in >Asia will help make this a better publication. > >One model for very effective advocacy is that of Libre Acceso (Free >Access), a disability NGO in Mexico City with an unusual record for >getting results. I have listed Federico Fleishmann, the Founder and >President of Libre Acceso, above, and Maria Eugenia Antúnez of Libre >Acceso could also be of help given her background on international >access standards. The "key station" approach which I gather is >occuring in Bangkok is also being taken by Mexico City Metro -- but >their's is an older system and they must retrofit those stations. It >is no longer appropriate -- anywhere in the world -- for new rail >systems to be built which are inaccessible. The emerging >international standard includes access for all using principles of >universal design. > >One definitive source for information on standards is our friend CGB >(Kit) Mitchell in the UK (see e-mail listing above). He is an >excellent resource for transportation professionals who need technical >material on rail and bus standards. > >We have produced a publication titled "Mobility for All: Accessible >Transportation Around the World," 26 pages with many illustrations, >published by the United Methodist Church. Do send me your address if >you desire a mailed copy. The entire English version is on the >Internet at the Swedish Institute on Independent Living's site: >http://www.independentliving.org/Mobility/index.html This site has >excellent coverage of disability issues (see listing above for Adolf >Ratzka). We have English and Spanish print versions, and my friend >Walt Spillum (Tokyo) is working with others on translations into >Japanese and other languages as resources permit. > >Koseph Kwan (see above) in Hong Kong has good experience which might >be of help. Their new rail line from the airport to downtown is, I >understand, completely accessible. I note you have already been put in >touch with Michael Legge in Hong Kong. > >The next time I plan to be in the region will perhaps be April 2000, >when I hope to participate in conferences or workshops on >transportation access in Hong Kong and Japan (working with Walt >Spillum) and perhaps elsewhere if there is interest. This past March >I was gratified by an excellent response at workshops for >transportation and disability leaders in Mexico City and in Costa >Rica. I think we will continue to see major breakthroughs in Latin >America in years ahead. I'll know more after a planned workshop in >Buenos Aires in October, which may permit additonal meetings in >Brazil, Chile, or Uruguay. > >One concern I have relates to the "dark side" of the otherwise very >positive influence of the Internet on global communication between >accessibility advocates. This is the need to assure that disability >agencies in less-wealthy countries have access to the Internet or, >failing this, that they continue to be reached through regular mail. >As all of us become ever more oriented toward electronic >communications, there is the danger of the isolation of disability >agencies that cannot afford that access. Hopefully this problem will >diminish as access becomes less expensive over time. > >Finally, disability agencies need to plan for representation at the >next "TRANSED" triennial conference on Transport and Mobility for >Elderly and Disabled People, in Warsaw, Poland, July 2-4, 2001. Of >equal importance, key transportation professionals in Asia and >elsewhere need to attend in order to directly benefit from discussions >of global standards. I bring this up well ahead of time because the >long budget cycles for transportation agencies need to be anticipated >in planning participation. Information may be had by contacting Dr. >Liliana Schwartz (Warsaw), who is listed above. > >With best wishes - > >Tom Rickert >Access Exchange International > > ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com From edmund at mozcom.com Wed Jul 14 00:09:53 1999 From: edmund at mozcom.com (Edmund So) Date: Tue, 13 Jul 1999 23:09:53 +0800 Subject: [sustran] Re: Public transport news in Australia Message-ID: <01becd41$c2989360$95eea0d0@skyinet.skyinet.net> hello wendy! not really but i would like to know about it thought. ed -----Original Message----- From: Jean-Marc & Wendy To: sustran-discuss@jca.ax.apc.org Date: Tuesday, July 13, 1999 8:17 AM Subject: [sustran] Public transport news in Australia Hello I put together a magazine about public transport in Sydney. Does anyone out there know anything new happening either in regional NSW or in any other state in Australia? Here's to hoping! Wendy -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990713/fe68018f/attachment.htm From ganant at vsnl.com Wed Jul 14 01:32:28 1999 From: ganant at vsnl.com (ganant) Date: Tue, 13 Jul 1999 22:02:28 +0530 Subject: [sustran] Re: fwd: Campaign for ban on diesel cars Message-ID: <001f01becd4e$12c38820$9681c5cb@md2.vsnl.net.in> At the heart of the issue that CSE is rightly championing is the pricing of fuel in India. Apart from a highly stretched network of buses which provide access to mobility, the economy of the country has become intertwined with diesel - the entire commercial road transport industry revolves around this fuel, which is priced less than half the petrol price. The automobile industry naturally wants to ride this pricing mechanism to profits, and in a recession hit economy, Governments are unfortunately not likely to do anything that will dampen car sales (it should be borne in mind that the auto industry would try to defend itself, citing the higher taxes levied on diesel driven cars). The campaign should therefore focus as much on the perversity of people driving luxury cars in a poor country, using diesel which is sold cheap by the Government essentially for commerce and public mobility. Shocking as it may seem, many people who can afford diesel Mercedes Benz, Ford, Fiat and the entire stable of Tata cars and MPVs, often leave their engines on for long periods even when waiting in parking lots, to keep the air-conditioning on. This is possible because diesel is cheap. Lending a farcical touch, when Tatas introduced their Sumo 10 seater model, it was touted as a semi-urban vehicle which would provide much needed transport access to those who were on the fringes of urban India. But it has turned out to be the symbol of the political elite, carrying even Chief Ministers of States with hangers on in tow. One former Chief Minister, Mr.Laloo Yadav, said Members of Parliament were demanding this particular vehicle as a quid pro quo to cast favourable votes on confidence motions in Parliament. Municipal Corporators consider that when they have a Sumo, they are making a statement about their worth. I narrate this to show how much those deprived of access to mobility in India, are actually subsidising the personal travel of the rich and famous, all thanks to diesel. Concerns about pollution are poorly understood in India, as the primary goal is to generate jobs and ensure economic growth. This would of course extract hidden costs in the big cities. The campaign against use of diesel is a subset of the overall campaign against unsustainable trends in commuting. Apart from the focus on pollution, which is undoubtedly a major one, if attention is also given to the lopsided way road use is priced in India (the rich have right of way with cars, the less affluent are forced to come up with intermediate solutions because mass transit is grossly underdeveloped) there will be strong public opinion against the USE of cars, which will address pollution, road safety, mobility and allied concerns. G.Ananthakrishnan journalist Chennai India -----Original Message----- From: SUSTRAN Resource Centre To: sustran-discuss@jca.ax.apc.org ; alt-transp@flora.org Cc: SANDHYA@cseindia.org Date: Tuesday, July 13, 1999 12:17 PM Subject: [sustran] fwd: Campaign for ban on diesel cars Dear Mr Paul, We need your help to stop the global auto majors from flooding the Indian market with diesel cars which are notorious for extremely toxic emissions, especially particulate emissions. Delhi is already recording 10,000 deaths a year ? one death an hour ? because of particulate pollution. Yet all automobile giants ? Ford, General Motors, Toyota and Mercedes Benz -- are pushing diesel cars in India. With the opening up of the Indian economy in the 1990s, we had hoped that the trans-national companies which have a capacity to produce better and cleaner technology would help us clean the air. On the contrary, they are all set to invade the Indian market with polluting diesel cars to cash in on cheap diesel prices in India. They are ignoring scientific evidence gathered in their own countries on the toxic effects of diesel particulates and the limitation of existing diesel technology to control these deadly particles. Not only are these companies spreading disinformation that diesel engines are clean, they are claiming that they do not wish to deprive the Indian consumer of his ?right to choice?. Unfortunately, the uninformed public in India does not realise that this is a choice between life and death. We have reasons to be deeply concerned about the increasing use of diesel as a fuel for luxury cars. Unlike the cities in the West, Indian cities like Delhi are reeling under serious particulate emissions. The annual average level of the total suspended particulate matter in Delhi has consistently remained three to five times higher than the World Health Organisation (WHO) standards. The levels of PM10 (inhalable particles) reach 8-9 times the standards in Delhi that is, disastrous levels of over 500 micrograms per cubic metre. This is where WHO has concluded that there is no safe level of exposure to particulate pollution. According to a World Bank study, conducted for the year 1991-92, particulate pollution was responsible for 40,000 premature deaths every year. The same study when repeated by the Centre for Science and Environment for the year 1995 showed an increase in the death rate by about 28 per cent in just three years. One person dies every hour due to air pollution in Delhi. World wide, studies have shown that diesel particles are extremely tiny, go deep into the lungs and are rich in polycyclic aromatic hydrocarbons (PAH), which are highly carcinogenic. The Scientific Review Panel of the California Air Resources Board designated diesel particulates as a ?Toxic Air Contaminant? (TAC) on August 27, 1998. Thus, diesel has the potential to cause serious health damage and should be controlled. Indian citizens are spending an estimated Rs 4,550 crore each year to make up for the health damages caused only by air pollution. A developing country can ill-afford such costs and there is need to control the factors that add to this burden on the economy and public health. Yet the auto majors are investing heavily in India to produce diesel cars on a plea that the number of diesel cars is actually increasing in other countries as these are fuel efficient and are being actively promoted to control global warming. You would agree with us that urban smog is a serious environment and public health problem and we must not allow the industry to confuse the strategies to deal with global warming with that of smog abatement measures. You will be surprised to know that private diesel cars in the capital city of Delhi are poised to take off at a time when the Government of Delhi is under the directive of the Supreme Court of India to run all public buses on CNG by March 31, 2001 -- a measure that will greatly reduce particulate pollution. While it is true that the Indian government has overlooked the folly of allowing private diesel cars, is it morally correct for companies to take advantage of the flawed policies in newly emerging economies and dump polluting technologies to make a fast buck? By flooding the Indian market with diesel-powered cars, the industry is shrugging off its social responsibility. We are aware of the civil society movements in other countries that have achieved success in restricting the use of diesel. One such movement on the eastern coast of the United States, the ?Dump Dirty Diesel? campaign by a coalition of health, environment, transportation and public interest groups, has forced the New York City to start replacing its diesel-powered buses with models run on cleaner fuels, including natural gas. Delhi could do well with a similar movement to restrict use of diesel in private vehicles. Down to Earth has just carried an article built on interviews with CEOs of foreign car manufacturers in India. It shows that none of them want to address the problem of particulate pollution. They only want to disinform ? ?who says diesel is bad? ? or confuse ? ?but petrol also produces particles? or ?but Europe is going in for diesel cars, so why not India, etc. You can access the article on CSE?s website www.cseindia.org. CSE has also produced a monograph on the health effects of diesel which also can be accessed on CSE?s website. We are keen to intensify our campaign against diesel and seek your support to put pressure on companies from your country to shoulder their social responsibilities. Please tell us how you can launch a campaign against these companies or help us in our campaign. Can you help us to reach out to a large number of people and other environmental networks in your country to build up a coalition? We would sincerely appreciate your help in countering the move of the transnational companies and help save many more Indians from dying. Waiting to hear from you soon. With regards, Sandhya Networking Associate, CSE's Right to Clean Air Campaign -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990713/92a62a93/attachment.htm From sustran at po.jaring.my Wed Jul 14 15:38:14 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 14 Jul 1999 14:38:14 +0800 Subject: [sustran] fwd: Re: Campaign for ban on diesel cars Message-ID: <3.0.6.32.19990714143814.00812100@relay101.jaring.my> From: "SUNITA NARAIN" Organization: Center For Science and Environment To: ccordero@amauta.rcp.net.pe, sustran@po.jaring.my Date: Wed, 14 Jul 1999 11:18:51 +0530 Subject: Re: [Campaign for ban on diesel cars CC: SANDHYA@cseindia.org, ANUMITA@cseindia.org, ANIL@cseindia.org Priority: normal X-mailer: Pegasus Mail for Windows (v3.01b) X-MDaemon-Deliver-To: sustran@po.jaring.my X-Return-Path: sunita@cseindia.org Reply-To: sunita@cseindia.org Dear Friends at Sustran, Thank you for this message that we have just received and for your offer of help. However, what we need right now is pressure on multinational companies who are selling diesel cars in India and refusing to accept the health implications of their action. We need a targetted and focussed international campaign on these companies. The names are as follows: a. General Motors b. Ford motors; c. Mitsubishi d. Toyota e. Mercedes Benz. f. Hyundai We have done a detailed article on these companies in the latest issue of our magazine and this is available on our website. The article is called, Merchants of Menace. We have the following suggestions of the kind of action we could organise together: a. we could find the email addresses of the Indian CEO's of these companies and send them to the network. If you could send messages to these people in adequate numbers if would certainly help; b. we could also send messages to the Presidents of these companies where their headquarters are based. We would have to find these names and numbers but I am sure that is possible; c. we would be happy to find the email numbers of all Indian government officials and send these to you. But remember that these officials do not access emails in most cases and are less susceptible to public pressure from abroad. We have already energised eminent people in India to write to the Indian PM on this issue. Please let us know if these ideas are of interest to the network and if you need us to prepare a basic draft of the message to be sent. We would be grateful for all help at this moment. With best wishes, Sandhya, Sunita, Anumita To: SANDHYA@cseindia.org From: "Carlos Cordero V." (by way of SUSTRAN Resource Centr > [Dear Sandhya, A suggestion from Peru on the sustran-discuss > list. Best wishes, Paul] > > > > I think we can start having an indian government e mail address to write, > after that we can agree to send each of us and our friends a message > expressing our concern about the issue during one single day, how many > messages can we gather, lets say, for the next week? > ......old message snipped..... **************************************************************** * NOTE CHANGE IN OUR EMAIL ADDRESS: PLEASE NOTE IT AS FOLLOWS * **************************************************************** CENTRE FOR SCIENCE AND ENVIRONMENT ( CSE ) 41, TUGHLAKABAD INSTITUTIONAL AREA, NEW DELHI- 110 062 TELE: 698 1110, 698 1124 698 3394, 698 6399 FAX : 91-11-698 5879 VISIT US AT: http://www.cseindia.org Email: sunita@cseindia.org **************************************************************** From joel at xs4all.nl Wed Jul 14 18:48:44 1999 From: joel at xs4all.nl (J.H. Crawford) Date: Wed, 14 Jul 1999 10:48:44 +0100 Subject: [sustran] Re: fwd: Campaign for ban on diesel cars In-Reply-To: <001f01becd4e$12c38820$9681c5cb@md2.vsnl.net.in> Message-ID: <3.0.1.32.19990714104844.006b9544@pop.xs4all.nl> I cannot read the message from Ganant. It's formatted in text so small I can't see it well enough to read. Please, everybody, don't format your e-mail. ### J.H. Crawford joel@xs4all.nl http://www.carfree.com/ From jmbw at msn.com.au Wed Jul 14 20:55:46 1999 From: jmbw at msn.com.au (Jean-Marc & Wendy) Date: Wed, 14 Jul 1999 21:55:46 +1000 Subject: [sustran] Re: Public transport news in Australia References: <01becd41$c2989360$95eea0d0@skyinet.skyinet.net> Message-ID: <004301becdef$cf309ce0$61eb868b@com.au> Hi Where are you? if I have a spare copy, I'll send you one. wendy ----- Original Message ----- From: Edmund So To: sustran-discuss@jca.ax.apc.org Sent: Wednesday, July 14, 1999 1:09 AM Subject: [sustran] Re: Public transport news in Australia hello wendy! not really but i would like to know about it thought. ed -----Original Message----- From: Jean-Marc & Wendy To: sustran-discuss@jca.ax.apc.org Date: Tuesday, July 13, 1999 8:17 AM Subject: [sustran] Public transport news in Australia Hello I put together a magazine about public transport in Sydney. Does anyone out there know anything new happening either in regional NSW or in any other state in Australia? Here's to hoping! Wendy -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990714/53c68ffe/attachment.htm From mobility at igc.apc.org Thu Jul 15 00:08:12 1999 From: mobility at igc.apc.org (ITDP) Date: Wed, 14 Jul 1999 11:08:12 -0400 Subject: [sustran] velo mondiale 2000 Message-ID: <378CA7DB.DE964938@igc.apc.org> Announcement from ITDP Regarding Velo 2000 in Amsterdam Velo Mondiale will be held in Amsterdam June 18 - 22nd. Ton Slesdens and I will be organizing the 'environment' track of this conference. I think holding the conference in Amsterdam presents a unique opportunity to learn from Dutch bicycle planning experience, which is very advanced. They want papers within the next five weeks. This is very quick. Please at least send me abstracts of paper ideas right away for anyone that is interested in presenting. I would particularly like studies or reports that demonstrate directly the environmental benefits of bicycling promotion projects, but other topics related to bicycling and the environment are of course welcome. Each 'track is supposed to address the following themes: > - A world-wide experience: comparison and co-operation; > - Better (i.e. more usable) bicycles; > - The Dutch Experience; > - bicycle use determinants: cycling feasibility. The schedule is: > 16 August 1999: deadline Call for Contributions > Start of reviewing process. > > End of September 1999 > Reviewers report their opinions and judgments to the concerning 'track > chairs'. > > First hald of October: > Track chairs make a proposal for the programme in their track (with special > attention for an 'interactive' and 'participating' approach). > > Beginning of November > Programme committee and track chairs decide on the final conference > programme, including the information market. > > November - December 1999: > Notification to accepted and rejected contributers > Production 'final announcement - call for registration' > Appointments for selction and instruction of session chairs; > Appointments for preparing 'conference declaration' > > January - May 2000 > Invitation and instruction session chairs; > Drafting 'conference declaration' > Production 'summary book' > > June 2000: conference V?lo Mondial 2000 > > Finally I can announce that our website will be on line from 11 June on: > www.velomondial2000.nl > It contains all information of our 'call for contributions'. Access ITDP's New Website: www.ITDP.org The Institute for Transportation and Development Policy 115 W. 30th Street - Suite 1205 - New York, NY 10001 - USA tel: (212) 629-8001 fax: (212) 629-8033 From sustran at po.jaring.my Thu Jul 15 00:23:57 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 14 Jul 1999 23:23:57 +0800 Subject: [sustran] fwd: Campaign to save Santiago's heart Message-ID: <3.0.6.32.19990714232357.007fe1e0@relay101.jaring.my> BOUNCE sustran-discuss@jca.ax.apc.org: Non-member submission from [Ciudad Viva ] Hello everyone We are looking for people in Italy, Spain, France and Mexico to help us with our campaign against the Costanera Norte, a 33-km long highway that is planned to cut through the historic heart of Santiago, destroying some of the city's most unique neighborhoods (the central market area, the cultural community of Bellavista, a chunk of the San Cristobal hill, which is the city's most important park, and displacing the poor residents of Independencia to the city's fringe where they will not have access to services). It is a concession and the government's first attempt to tender failed at the end of last year, because among other problems, the project is a technical nightmare. Now it has been resuscitated and the govt is attempting to convince companies to do it, basically by throwing a lot of money at them -- well over US$80 million in direct subsidies, and an unknown amount in indirect subisidies. Anyway, we are looking for people in the above-mentioned countries to assist us in our campaign to convince the companies not to participate in the tender offer. We are preparing an information package that we can send to anyone interested and what we need is the following: 1) contacts with like-minded organizations working on urban transit issues in these countries, who could potentially organize press or letter-writing or public awareness campaigns, 2) people willing to write letters (in their own language) to the local press in the countries and cities of origin of these companies, critizing them for their interest in supporting a project that will seriously damage the quality of life in Santiago generally, and destroy traditional neighborhoods where people still enjoy a decent standard of living, even when their incomes aren't necessary too high. 3) people willing to write letters to the companies themselves, warning them of the impact this will have on their corporate image, etc. If anyone can help, please contact us directly. All best, and thanks very much, in advance. Lake From edmund at mozcom.com Thu Jul 15 00:37:33 1999 From: edmund at mozcom.com (Edmund So) Date: Wed, 14 Jul 1999 23:37:33 +0800 Subject: [sustran] Re: Public transport news in Australia Message-ID: <01bece0e$ca6a9840$97eea0d0@skyinet.skyinet.net> i am from the philippines. my address is: edmund so crowne 88 condominium #8004 quezon city, metro manila philippines i do hope that you could send me a copy. thnaks..ed -----Original Message----- From: Jean-Marc & Wendy To: sustran-discuss@jca.ax.apc.org Date: Wednesday, July 14, 1999 8:53 PM Subject: [sustran] Re: Public transport news in Australia Hi Where are you? if I have a spare copy, I'll send you one. wendy ----- Original Message ----- From: Edmund So To: sustran-discuss@jca.ax.apc.org Sent: Wednesday, July 14, 1999 1:09 AM Subject: [sustran] Re: Public transport news in Australia hello wendy! not really but i would like to know about it thought. ed -----Original Message----- From: Jean-Marc & Wendy To: sustran-discuss@jca.ax.apc.org Date: Tuesday, July 13, 1999 8:17 AM Subject: [sustran] Public transport news in Australia Hello I put together a magazine about public transport in Sydney. Does anyone out there know anything new happening either in regional NSW or in any other state in Australia? Here's to hoping! Wendy -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990714/8dc33071/attachment.htm From dmohan at cbme.iitd.ernet.in Thu Jul 15 12:33:46 1999 From: dmohan at cbme.iitd.ernet.in (Dinesh Mohan) Date: Thu, 15 Jul 1999 09:03:46 +0530 Subject: [sustran] Re: velo mondiale 2000 References: <378CA7DB.DE964938@igc.apc.org> Message-ID: <378D5699.B969C959@cbme.iitd.ernet.in> Dear Friends, All of you must be aware that the Fifth World Conference on Injury Control is being held in Delhi 5-8 March 2000. We have just reviewed the themes on which the abstracts have been submitted. Unfortunately, out of hundreds of papers received there are very few on safety of vulnerable road users. And almost none from Asia, Africa and South America. Since this conference attracts a large number of international experts on safety including those working with policy issues, it is important to have better representation of our concerns. Papers on community action, policy and promotion are also welcome. The deadline for abstracts has been extended to 2nd August 2000. Do consider participating and encourage your friends to do so. If you want to organise a special roundtable discussion or further information you can contact the scientific programme chair Dr. Geetam Tiwari . Details of the conference are available at http://www.ciionline.org/fiwoco/. All the best. Dinesh Mohan -- ======================================================================= Information on the 5th World Conference on Injury Control http://www.ciionline.org/fiwoco/ [IMORTANT: if this server gives you trouble in sending a mail to me, you can use temporarily.] ======================================================================= Dinesh Mohan Professor and Coordinator Transportation Research and Injury Prevention Programme Indian Institute of Technology Hauz Khas New Delhi 110016 Phone: (++91 11) 659 1147 & 686 1977 FAX: (++91 11) 685 8703 & 685 1169 Email: dmohan@cbme.iitd.ernet.in ======================================================================= From dmohan at cbme.iitd.ernet.in Thu Jul 15 15:36:29 1999 From: dmohan at cbme.iitd.ernet.in (Dinesh Mohan) Date: Thu, 15 Jul 1999 12:06:29 +0530 Subject: [sustran] Fifth World Conference on Injury Control, 5-8 March 2000, New Delhi References: <378CA7DB.DE964938@igc.apc.org> <378D5699.B969C959@cbme.iitd.ernet.in> Message-ID: <378D816D.1E06EF7C@cbme.iitd.ernet.in> IT HAS JUST BEEN POINTED OUT TO US THAT WE MADE A MISTAKE IN THE FOLLOWING MESSAGE. THE LAST DATE FOR MAILING ABSTARCTS IS 2ND AUGUST 1999 (not 2000) Dinesh Mohan wrote: > Dear Friends, > > All of you must be aware that the Fifth World Conference on Injury > > Control is being held in Delhi 5-8 March 2000. We have just reviewed > the > themes on which the abstracts have been submitted. Unfortunately, out > of > hundreds of papers received there are very few on safety of vulnerable > > road users. And almost none from Asia, Africa and South America. Since > > this conference attracts a large number of international experts on > safety including those working with policy issues, it is important to > have better representation of our concerns. Papers on community > action, > policy and promotion are also welcome. > > The deadline for abstracts has been extended to 2nd August 2000. Do > consider participating and encourage your friends to do so. If you > want > to organise a special roundtable discussion or further information you > > can contact the scientific programme chair Dr. Geetam Tiwari > . Details of the conference are available > at > http://www.ciionline.org/fiwoco/. > > All the best. > > Dinesh Mohan > -- > > == > ==================================================================== > Information on the 5th World Conference on Injury Control > http://www.ciionline.org/fiwoco/ > > [IMORTANT: if this server gives you trouble in sending a mail to me, > you can use temporarily.] > ================================================== > ==================== > Dinesh Mohan > Professor and Coordinator > Transportation Research and Injury Prevention Programme > Indian Institute of Technology > Hauz Khas > New Delhi 110016 > > Phone: (++91 11) 659 1147 & 686 1977 > FAX: (++91 11) 685 8703 & 685 1169 > Email: dmohan@cbme.iitd.ernet.in > =================================== > =================================== -- ======================================================================= Information on the 5th World Conference on Injury Control http://www.ciionline.org/fiwoco/ [IMORTANT: if this server gives you trouble in sending a mail to me, you can use temporarily.] ======================================================================= Dinesh Mohan Professor and Coordinator Transportation Research and Injury Prevention Programme Indian Institute of Technology Hauz Khas New Delhi 110016 Phone: (++91 11) 659 1147 & 686 1977 FAX: (++91 11) 685 8703 & 685 1169 Email: dmohan@cbme.iitd.ernet.in ======================================================================= From mobility at igc.apc.org Tue Jul 20 02:58:37 1999 From: mobility at igc.apc.org (ITDP) Date: Mon, 19 Jul 1999 13:58:37 -0400 Subject: [sustran] Re: fwd: Re: Campaign for ban on diesel cars References: <3.0.6.32.19990714143814.00812100@relay101.jaring.my> Message-ID: <3793674D.4C507961@igc.apc.org> Dear Sunite and CSE, I think SUSTRAN should try and help you on your campaign. As Ford and G.M., and also Mercedes (via Daimler Chrystler) are heavily represented or based in the U.S. we should try to do something. We should develop a press release and circulate it to major media in the US. We need a bit more information, however. Unfortunately, it appears that specific tailpipe emissions from differet vehicle types differ widely from country to country, so I could not find any aggregate data on different levels of particulate emissions for deisel versus gasoline vehicles. My understanding was that gasoline vehicles also produce quite a bit of micro-particulate (smaller than PM10) which is not measured in India I understand. We therefore would need from you some specific data on the differences between particulate emission levels from deisel and gasoline vehicles of a similar type. We might be able to blast the foreign car companies on the safety of their vehicle designs also. You might, however, consider that the foreign motor vehicle companies, which dont produce many deisel vehicles for sale in the West, may agree with many of the policies you promote regarding deisel, as it is no doubt costing them a fortune to develop these new deisel vehicles. Perhaps they could be powerful lobbying allies for a policy to either increase the taxes on certain types of deisel, or to require the sale of reformulated deisel. Perhaps you should contact these motor vehicle companies directly before we slam them in the press. If they are totally intransigent, then we can slam them in the press for their intransigence. I was unable to find your article 'Merchants of Menace' on the CSE website. Can you give more explicit directions to it? Is it in your magazine Down to Earth? Best Walter Hook, ITDP SUSTRAN Resource Centre wrote: > From: "SUNITA NARAIN" > Organization: Center For Science and Environment > To: ccordero@amauta.rcp.net.pe, sustran@po.jaring.my > Date: Wed, 14 Jul 1999 11:18:51 +0530 > Subject: Re: [Campaign for ban on diesel cars > CC: SANDHYA@cseindia.org, ANUMITA@cseindia.org, ANIL@cseindia.org > Priority: normal > X-mailer: Pegasus Mail for Windows (v3.01b) > X-MDaemon-Deliver-To: sustran@po.jaring.my > X-Return-Path: sunita@cseindia.org > Reply-To: sunita@cseindia.org > > Dear Friends at Sustran, > Thank you for this message that we have just received and for your > offer of help. > However, what we need right now is pressure on multinational > companies who are selling diesel cars in India and refusing to > accept the health implications of their action. We need a targetted > and focussed international campaign on these companies. The > names are as follows: > a. General Motors > b. Ford motors; > c. Mitsubishi > d. Toyota > e. Mercedes Benz. > f. Hyundai > We have done a detailed article on these companies in the latest > issue of our magazine and this is available on our website. The > article is called, Merchants of Menace. > We have the following suggestions of the kind of action we could > organise together: > a. we could find the email addresses of the Indian CEO's of these > companies and send them to the network. If you could send > messages to these people in adequate numbers if would certainly > help; > b. we could also send messages to the Presidents of these > companies where their headquarters are based. We would have to > find these names and numbers but I am sure that is possible; > c. we would be happy to find the email numbers of all Indian > government officials and send these to you. But remember that > these officials do not access emails in most cases and are less > susceptible to public pressure from abroad. We have already > energised eminent people in India to write to the Indian PM on this > issue. > Please let us know if these ideas are of interest to the network and > if you need us to prepare a basic draft of the message to be sent. > We would be grateful for all help at this moment. > With best wishes, > Sandhya, Sunita, Anumita > > To: SANDHYA@cseindia.org > From: "Carlos Cordero V." > (by way of SUSTRAN Resource > Centr > > [Dear Sandhya, A suggestion from Peru on the sustran-discuss > > list. Best wishes, Paul] > > > > > > > > I think we can start having an indian government e mail address to write, > > after that we can agree to send each of us and our friends a message > > expressing our concern about the issue during one single day, how many > > messages can we gather, lets say, for the next week? > > > ......old message snipped..... > > **************************************************************** > * NOTE CHANGE IN OUR EMAIL ADDRESS: PLEASE NOTE IT AS FOLLOWS * > **************************************************************** > CENTRE FOR SCIENCE AND ENVIRONMENT ( CSE ) > 41, TUGHLAKABAD INSTITUTIONAL AREA, NEW DELHI- 110 062 > TELE: 698 1110, 698 1124 > 698 3394, 698 6399 > FAX : 91-11-698 5879 > VISIT US AT: http://www.cseindia.org > > Email: sunita@cseindia.org > **************************************************************** -- Access ITDP's New Website: www.ITDP.org The Institute for Transportation and Development Policy 115 W. 30th Street - Suite 1205 - New York, NY 10001 - USA tel: (212) 629-8001 fax: (212) 629-8033 From sustran at po.jaring.my Fri Jul 23 10:46:03 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 23 Jul 1999 09:46:03 +0800 Subject: [sustran] fwd: Data on tricylcle emissions and health impact Message-ID: <3.0.6.32.19990723094603.007d0bc0@relay101.jaring.my> A request for information from the Philippines. I don't have the numbers here. Can anyone else help? Jo is referring to the Philippine equivalent of Bangkok's tuk-tuk, or Jakarta's bajaj or South Asia "autos", except that in the Philippines the passengers are in a side-car attached to an ordinary motorbike. Paul >From: "jobau" >To: >Subject: Data on tricylcle emissions and health impact >Date: Sun, 18 Jul 1999 14:12:19 +0930 >X-MSMail-Priority: Normal >X-Mailer: Microsoft Internet Mail 4.70.1155 > >Dear Paul, > >Hi, rememebr me from the Philipies. Iwonder if your have data on emissions >of motorbikes/tricycles (the ones used as passenger conveyence in small >towns in the Philippines) in terms of health impact. I think youve seen >tem in the Philippines and I would like to work with ur town mayor on this >issue with some substantive data..... > >Jo Bautista > > From brucelin at Princeton.EDU Fri Jul 23 13:01:42 1999 From: brucelin at Princeton.EDU (Bruce Lin) Date: Fri, 23 Jul 1999 00:01:42 -0400 (EDT) Subject: [sustran] Re: fwd: Data on tricylcle emissions and health impact In-Reply-To: <3.0.6.32.19990723094603.007d0bc0@relay101.jaring.my> Message-ID: Hi SUSTRAN people and Jo, could I get a copy of any information that you send/receive? I am working on two-stroke emissions for scooters, and a colleague is considering developing a prototype fuel cell powered tuk-tuk in Thailand. Bruce center for energy and environmental studies, princeton university fuel cell scooters : http://www.princeton.edu/~brucelin/thesis email address : brucelin@alumni.princeton.edu On Fri, 23 Jul 1999, SUSTRAN Resource Centre wrote: > A request for information from the Philippines. I don't have the numbers > here. Can anyone else help? Jo is referring to the Philippine equivalent > of Bangkok's tuk-tuk, or Jakarta's bajaj or South Asia "autos", except that > in the Philippines the passengers are in a side-car attached to an ordinary > motorbike. > Paul > > >From: "jobau" > >To: > >Subject: Data on tricylcle emissions and health impact > >Date: Sun, 18 Jul 1999 14:12:19 +0930 > >X-MSMail-Priority: Normal > >X-Mailer: Microsoft Internet Mail 4.70.1155 > > > >Dear Paul, > > > >Hi, rememebr me from the Philipies. Iwonder if your have data on emissions > >of motorbikes/tricycles (the ones used as passenger conveyence in small > >towns in the Philippines) in terms of health impact. I think youve seen > >tem in the Philippines and I would like to work with ur town mayor on this > >issue with some substantive data..... > > > >Jo Bautista From sustran at po.jaring.my Sat Jul 24 13:24:34 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Sat, 24 Jul 1999 12:24:34 +0800 Subject: [sustran] fwd: pednet: A Safer Journey to School Message-ID: <3.0.6.32.19990724122434.00825570@relay101.jaring.my> Date: Thu, 22 Jul 1999 15:41:17 +0100 From: Geraint Jennings Subject: pednet: A Safer Journey to School This message sent to pednet by Geraint Jennings . A Safer Journey to School - new website from UK DETR: http://www.local-transport.detr.gov.uk/schooltravel/safe/index.htm Extract re walking: More walking Children's freedom and the car While child pedestrian casualties have fallen in the last 10 years, this is probably because children are increasingly kept away from traffic. Children using roads are at their most vulnerable when they first gain their independence, but may not have the road skills to match. Overall, they are most likely to become pedestrian casualties at 11, 12 and 13, (though the chances of a boy being killed as a pedestrian also peak around the age of eight). Pedestrian training can help children to act more safely on the roads, but no child gets it right all the time. We have to make roads safer for children, and that means slower speeds and less traffic. Walking is such an everyday activity that it is easy to take it for granted. Yet we don't walk nearly as much as we used to - about a fifth less than 20 years ago - and the loss of this exercise is a health concern. Walking to school helps children to keep fit now, and makes it more likely that they'll stay active when they are older. Younger children who walk to school with a parent or carer have the chance to build up their road sense over time, making them better prepared for independent journeys later on. Ticket to walk "The children love it," says Coreen King, a parent volunteer who regularly accompanies the walking bus to Wheatfields Junior School in St Albans. "They all chat about what they've been up to and what they watched on telly the night before." As an added incentive, children are given a sticker for every journey and can trade them for free goods in the school book shop. The walking bus Parents may have difficulty in finding time to walk to school. One option is to arrange an escort rota - so that two or three families take turns in accompanying children. Some primary schools have taken this idea much further by setting up a 'walking bus'. This is a group of children, walking to school with two parent volunteers - a 'driver', who leads the way, and a 'conductor' at the rear. The walking bus follows a set route, stopping at agreed pick up points in the neighbourhood. Volunteers and children are kitted out with reflective clothing and a trolley can be used to carry bags. A number of safety checks are used in setting up schemes, for example: -volunteers receive training in road safety and follow a route worked out by a road safety officer -a ratio of at least one volunteer to eight children is recommended for junior age children -parents sign a consent form and make sure their child understands a set of road safety guidelines -volunteers are vetted by police to check they have no criminal background -arrangements are made for volunteers to be covered by third party public liability insurance, for example through the local authority. Full guidelines for setting up a walking bus are available (see resource file). Walk to school events Many schools promote walking by taking part in national Walk to School Week when parents are encouraged to accompany their children on foot. Badges, stickers and other materials are available (see resource file). Some schools have gone on to run year-round campaigns for parents and children to 'walk a day a week'. Pedestrian training You can work with local authority road safety officers to provide practical pedestrian training for children as part of Personal, Social and Health Education. Effective training involves sessions at the roadside, rather than being purely classroom based. Many schemes train parent volunteers to work with pupils. It's important to convey to parents that children who have completed a series of sessions are not automatically 'roadworthy'. Pedestrian training should be a long term process with frequent, short sessions at different ages. There is a particular need to raise children's awareness about road safety as they approach secondary transfer. At this age, many children gain their independence and start to make longer journeys. Feet first At Waingel Copse School in Reading drivers leaving the school grounds are held back for 15 minutes at the end of the day until pedestrians and cyclists have left the site. Traffic-free entrances Children need to be able to walk safely into school without having to weave between vehicles coming in or out. Ideally there should be a separate, traffic-free entrance for walkers and cyclists. Where pedestrians and cyclists are using the same pathway, the space should be clearly divided. Entrances should be wide enough for several people to use them at once. Even without a separate entrance, arrangements at the end of the school day can prevent a free-for-all. One idea is to hold traffic back until children who are walking or cycling have left in safety. Visible school clothing School uniforms are often quite dark, making it difficult for children to be seen by drivers. Consider whether changes are needed. Some schools supply reflective badges and other accessories to children at discounted prices. Storage space Children may be coming by car because they have to carry heavy books, musical instruments or materials for classes. Providing plenty of locker space at school can reduce the amount they need to take home and make it easier to store coats and outdoor shoes. Think about whether changes can be made to the homework timetable to ensure that children don't have too much to carry on any one night. Lollipop crossings Schools can approach the local authority road safety department to request a school crossing patrol at a busy crossing point. The decision to provide a patrol will depend on the volume of traffic and the number of unaccompanied children using the crossing. If the council refuses a permanent patrol, they may agree to provide a temporary one, and see if the numbers using the crossing point increase over time. Schools can help with recruitment, which can be difficult. Resource file Guidelines for setting up a walking bus are available from Environment Department, Hertfordshire County Council, County Hall, Pegs Lane, Hertford, SG13 8DN, tel 01992 555265, price ?5. ROSALIND is a computerised database of road safety education resources, for use by road safety practitioners, teachers and other professionals. Copies are available from the British Institute for Traffic Education Research, Kent House, Kent Street, Birmingham B5 6QF, tel 0121 622 2402, price ?49.95. Most road safety departments have copies they can lend to schools. Kerbcraft, by Strathclyde University, published by the Department of the Environment, Transport and the Regions, is a resource for practical pedestrian training, available on the DETR website: http://www.detr.gov.uk. Footsteps, a traffic awareness programme, is available from Oxfordshire County Council, Environmental Services, Road Safety/TravelWise Group, Speedwell House, Speedwell Street, Oxford OX1 1NE, tel 01865 815657, sample pack price ?2.60. Walk to School information packs, stickers and posters are available from the Pedestrians Association, 31-33 Bondway, Vauxhall, London SW8 1SJ, tel 0171 820 1010 or 020 7820 1010, price ?5 for pack. Other Walk to School resources are available from National TravelWise Association, contact John Sykes at Hertfordshire County Council on 01992 556117. ***************** Geraint Jennings ******************* Artist, Teacher, Green, and general all-round good egg geraint@itl.net ************* http://user.itl.net/~geraint/ ************* From sustran at po.jaring.my Sat Jul 24 18:05:43 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Sat, 24 Jul 1999 17:05:43 +0800 Subject: [sustran] Indonesia cancels 24 toll road projects due to "irregularties" Message-ID: <3.0.6.32.19990724170543.007c7100@relay101.jaring.my> JAKARTA, July 23 (AFP) - The Indonesian government has cancelled 24 toll road projects worth 13.06 trillion rupiah (1.9 billion dollars), many of them linked to the family of former president Suharto, citing "irregularities," press reports said Friday. The projects include a triple-decker venture that would have connected south and north Jakarta, a central Java island toll road, and two major inter-island bridge projects, the Jakarta Post quoted Public Works Minister Rachmadi B. Sumadhidjo as saying. One of the toll bridges was linked to Suharto's grandson, Ari Sigit, a West Java province toll road with his son Hutomo "Tommy" Mandala Putra, while the triple-tier Jakarta project was being developed by a company belonging to his eldest daughter Siti "Tutut" Hardiyanti Rakmana, the Post said. Sumadhidjo said another 16 toll road projects, still in the tender process by state-owned toll road operator P.T. Jasa Marga, had also been cancelled, and that a final review of several other projects hads yet to be completed. He did not explain why the projects under tender were cancelled. But the ministry had found "irregularities" in the other 21 toll road projects, nine of them related to administrative problems, such as construction being not in line with standard requirements, he said. There were indications the contract agreement between PT Jasa Marga and toll road developers in the remaining 12 projects had caused a burden to PT Jasa Marga, the minister said, citing seven instances where Jasa Marga had to cover deficits in operational expenses. Sumadhidjo also said the Indonesian Bank Restructuring Agency was carrying out a "due diligence" study on five toll road projects, including the Pondok Pinang-Kebon Jeruk outer ring road in Jakarta, worth 700 billion rupiah, and Cikunir-Cilincing-Tanjung Priok ring road, worth 1.04 trln rupiah. The agency is also conducting due diligence on Palimanan-Cirebon toll road in West Java worth, 400 billion rupiah, the Bekasi-Cawang-Kampung Melayu toll road in Jakarta, worth 1.7 trillion rupiah, and Surabaya-Gresik project in East Java province, worth 265 billion rupiah. He said that so far, there was no indication of corruption, collusion and nepotism in the company's remaining 46 toll road projects. Sumadhidjo also said the ministry had evaluated 2,976 non-toll road projects, where it identified 583 cases that could result in a loss of 114 billion rupiah to the state. However, after re-evaluation of the projects, the government found 301 ventures worth 62.2 billion rupiah will not necessarily lead to losses. "The remaining 282 cases worth 51.8 billion rupiah are in the final evaluation process," he said. Since Suharto's resignation in May of last year amid riots and pressure for reform, Indonesian government ministries and state companies have been weeding out hundreds of projects awarded through corruption, many of them without tenders. ?AFP 1999 The information provided in this product is for personal use only. None of it may be reproduced in any form whatsoever without the express permission of Agence France-Presse. From eric.britton at ecoplan.org Mon Jul 26 04:55:59 1999 From: eric.britton at ecoplan.org (Eric Britton) Date: Sun, 25 Jul 1999 21:55:59 +0200 Subject: [sustran] Geraint Jennings, A Safer Journey to School and the Walking Bus In-Reply-To: <3.0.6.32.19990724122434.00825570@relay101.jaring.my> Message-ID: This note and the timely references that good egg Jennings brought to our attention last Friday has spurred me to action - so I spent the weekend bashing away at our somewhat moribund "Children on the Move" Web site (at http://www.ecoplan.org/children/) to see what might be done to make it into a useful SOA communications and group learning tool. I think that we now have an interesting platform here for anyone who is interested in the topic of children, transport and sustainable development (including of ourselves), so I invite you to visit and share your comments and ideas with me and anyone else who might check in. I intend to see what kind of reaction this gets in the coming week, and if I find a strong response we can really begin to dig into it. Like this wonderful list here, it is a group project - but we have some pretty interesting gizmos that make it potentially quite interactive, so you may want to have a peek. And BTW Paul, if you think something along these lines could be useful for good old Sustran, all you have to do is let me know and we'll do whatever we can do to make the basic framework available to you and your colleagues. Regards from toasty Paris, Eric Britton Almost an economist ecopl@n ___ technology, economy, society ___ Le Frene, 8/10 rue Joseph Bara, F-75006 Paris, France email@ecoplan.org URL www.ecoplan.org Tel: +331.4326.1323 Videoconference +331.4441.6340 (1-4) 24 hour fax/voicemail hotline: In Europe +331 5301 2896 In North America +1 888 522 6419 (toll free) From sustran at po.jaring.my Mon Jul 26 13:33:45 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Mon, 26 Jul 1999 12:33:45 +0800 Subject: [sustran] City for All even in Jakarta - "ajakan bersama KOTA UNTUK SEMUA" Message-ID: <3.0.6.32.19990726123345.00839c80@relay101.jaring.my> (since UPC is not a sustran-discuss subscriber, their original email bounced. So I am forwarding it with a short exlanation for those who don't read Indonesian) Primarily for Indonesians on the list, here is an invitation from Urban Poor Consortium to the "City for All" program in Indonesia. It arises from a "vision to bring back the involvement of the people.." and rejecting the top-down planning that is prevalent in Indonesian cities. They are calling for participants for a program of activities from August to October, culminating on Habitat Day, 8 October 1999. There was a long attachment with it, which I am not including. Contact UPC for more information. =============================================== S U R A T A J A K A N K O T A U N T U K S E M U A Kawan-kawan, permisi Forum kita bersama ini, yang mau disebut KOTA UNTUK SEMUA, berangkat dari visi untuk mengembalikan keterlibatan rakyat, kita semua, terhadap banyak hal yang langsung terkait dengan kehidupan kita bersama di sini, di negeri kita, yang beragam ini. Kita berada dalam momen perubahan politik. Momen di mana rakyat, kita semua, harus terlibat dengan perubahan itu sendiri. Rezim pembangunan yang melemahkan rarkyat, meminggirkannya dengan berbagai dalih, teror, dan birokrasi yang otoriter --- tidak lagi! Kebersamaan dan keberagaman harus dikembalikan. Setiap pengelolaan historis harus melibatkan rakyat. Ajakan untuk membuat sesuatu bersama-sama ini, dengan fokus kawasan kota dan otonomi daerah, adalah ajakan yang terbuka. Masing-masing peserta independen dari membuat program, jaringan kerja sampai pelaksanaannya. Program ini diturunkan oleh sejumlah NGO yang menolak Rancangan Pemerintahan dan Pengelolaan (RPP) tentang Kawasan Perkotaan tanpa melibatkan rakyat. Dan memutuskan UPC (Urban Poor Consortium) untuk mengkoordinasi pengelolaan informasi. Dalam surat ini, dilampirkan beberapa catatan, konsep gagasan, hubungan, dan berbagai catatan yang teknis sifatnya, dapat kawan-kawan pelajari. Kami menunggu tanggapan kawan-kawan, baik terhadap program ini, baik dalam bentuk keterlibatan yang langsung membuat koordinasi, gagasan dan program yang akan dilakukan di masing-masing kota. Karena semua masukan kawan-kawan, akan kami sebar kembali ke seluruh jaringan yang mau terlibat dengan ajakan forum KOTA UNTUK SEMUA ini. Dengan memutar seluruh elemen informasi yang masuk, forum menjadi terbuka untuk terjadinya kerja sama antar jaringan, pemahaman masalah, dan program di masing-masing kota. Setiap kota adalah unik. Keberagaman adalah kenyataan kita bersama. Semua masukan harap dikirim ke Urban Poor Consortium: Billy Moon Blok H-I/7 Jakarta 13450, Phone/Fax: 62.21.8642915, e-mail: mailto:upc@centrin.net.id. Pengiriman lewat email -- kalau bisa -- akan lebih baik untuk penyebarannya kembali. Sampai jumpa lagi. Jakarta, 24 Juli 1999 Permisi Wardah Hafidz, Afrizal Malna, Achmad Huzairin -- Urban Poor Consortium (Konsorsium Kemiskinan Kota) Billy Moon Blok H-I/7 Jakarta 13450 Phone/Fax: 62.21.8642915 e-mail: mailto:upc@centrin.net.id Urban Poor Website: http://welcome.to/urbanpoor Ruwatan Bumi Website: http://ruwatanbumi.base.org/ Poetry Box Website: http://www.geocities.com/Tokyo/Pagoda/3781/ From cowherd at MIT.EDU Wed Jul 28 11:27:03 1999 From: cowherd at MIT.EDU (Bob Cowherd) Date: Wed, 28 Jul 1999 11:27:03 Subject: [sustran] Re: City for All even in Jakarta - "ajakan bersama KOTA UNTUK SEMUA" Message-ID: <9907281526.AA10606@MIT.MIT.EDU> Nama saya Robert Cowherd. Saya sedang ikut program Ph.D. di MIT dengan topik: "Development and the Public Realm in Southeast Asia". Fokusnya adalah tentang perubahan ruang publik (di jalan-jalan, alun-alun, dls.) dengan perubahan sistem transport (bis, sepeda motor, mobile pribadi, jalan raya, kemacetan, dls.). Saya akan tinggal di Bandung selama satu tahun mulainya bulan Januari yang akan datang. Harap saya dikasih tahu tentang kegiatan Kota Untuk Semua, kususnya kalau saya sudah tinggal di Bandung. Email saya: Cowherd@MIT.edu. Banyak terima kasih, Robert Cowherd > X-Sender: sustran@relay101.jaring.my > X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.6 (32) > Date: Mon, 26 Jul 1999 12:33:45 +0800 > To: sustran-discuss@jca.ax.apc.org > From: SUSTRAN Resource Centre > Subject: [sustran] City for All even in Jakarta - "ajakan bersama KOTA UNTUK > SEMUA" > Cc: upc@centrin.net.id > Mime-Version: 1.0 > Content-Type: text/plain; charset="iso-8859-1" > Content-Transfer-Encoding: quoted-printable > Sender: owner-sustran-discuss@jca.ax.apc.org > X-Sequence: sustran-discuss 1140 > Precedence: bulk > Reply-To: sustran-discuss@jca.ax.apc.org > X-Unsub1: To unsubscribe, send the command UNSUBSCRIBE sustran-discuss > X-Unsub2: in the body of an e-mail message to majordomo@jca.ax.apc.org > > (since UPC is not a sustran-discuss subscriber, their original email > bounced. So I am forwarding it with a short exlanation for those who don't > read Indonesian) > > Primarily for Indonesians on the list, here is an invitation from Urban > Poor Consortium to the "City for All" program in Indonesia. It arises from > a "vision to bring back the involvement of the people.." and rejecting the > top-down planning that is prevalent in Indonesian cities. They are calling > for participants for a program of activities from August to October, > culminating on Habitat Day, 8 October 1999. There was a long attachment > with it, which I am not including. Contact UPC for more information. > > =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= > =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D > > S U R A T A J A K A N K O T A U N T U K S E M U A > Kawan-kawan, permisi =85 > > Forum kita bersama ini, yang mau disebut KOTA UNTUK SEMUA, berangkat > dari visi untuk mengembalikan keterlibatan rakyat, kita semua, terhadap > banyak hal yang langsung terkait dengan kehidupan kita bersama di sini, > di negeri kita, yang beragam ini. > > Kita berada dalam momen perubahan politik. Momen di mana rakyat, kita > semua, harus terlibat dengan perubahan itu sendiri. Rezim pembangunan > yang melemahkan rarkyat, meminggirkannya dengan berbagai dalih, teror, > dan birokrasi yang otoriter --- tidak lagi! Kebersamaan dan keberagaman > harus dikembalikan. Setiap pengelolaan historis harus melibatkan rakyat. > > Ajakan untuk membuat sesuatu bersama-sama ini, dengan fokus kawasan kota > dan otonomi daerah, adalah ajakan yang terbuka. Masing-masing peserta > independen dari membuat program, jaringan kerja sampai pelaksanaannya. > Program ini diturunkan oleh sejumlah NGO yang menolak Rancangan > Pemerintahan dan Pengelolaan (RPP) tentang Kawasan Perkotaan tanpa > melibatkan rakyat. Dan memutuskan UPC (Urban Poor Consortium) untuk > mengkoordinasi pengelolaan informasi. > > Dalam surat ini, dilampirkan beberapa catatan, konsep gagasan, hubungan, > dan berbagai catatan yang teknis sifatnya, dapat kawan-kawan pelajari. > > Kami menunggu tanggapan kawan-kawan, baik terhadap program ini, baik > dalam bentuk keterlibatan yang langsung membuat koordinasi, gagasan dan > program yang akan dilakukan di masing-masing kota. Karena semua masukan > kawan-kawan, akan kami sebar kembali ke seluruh jaringan yang mau > terlibat dengan ajakan forum KOTA UNTUK SEMUA ini. Dengan memutar > seluruh elemen informasi yang masuk, forum menjadi terbuka untuk > terjadinya kerja sama antar jaringan, pemahaman masalah, dan program di > masing-masing kota. Setiap kota adalah unik. Keberagaman adalah > kenyataan kita bersama. > > Semua masukan harap dikirim ke Urban Poor Consortium: Billy Moon Blok > H-I/7 Jakarta 13450, Phone/Fax: 62.21.8642915, e-mail: > mailto:upc@centrin.net.id. Pengiriman lewat email -- kalau bisa -- akan > lebih baik untuk penyebarannya kembali. > > Sampai jumpa lagi. > > Jakarta, 24 Juli 1999 > Permisi =85 > Wardah Hafidz, Afrizal Malna, Achmad Huzairin > > -- > > Urban Poor Consortium (Konsorsium Kemiskinan Kota) > Billy Moon Blok H-I/7 Jakarta 13450 > Phone/Fax: 62.21.8642915 > e-mail: mailto:upc@centrin.net.id > Urban Poor Website: http://welcome.to/urbanpoor > Ruwatan Bumi Website: http://ruwatanbumi.base.org/ > Poetry Box Website: http://www.geocities.com/Tokyo/Pagoda/3781/ > > From pascal at pop.gn.apc.org Fri Jul 30 01:27:28 1999 From: pascal at pop.gn.apc.org (Pascal Desmond) Date: Thu, 29 Jul 1999 16:27:28 +0000 Subject: [sustran] Vol 5, no 2 of WTPP Message-ID: The contents and abstracts of Volume 5, number 2 (1999) of 'World Transport Policy & Practice' (ISSN 1352-7614) are as follows... City Logistics: A Contribution to Sustainable Development? - A Contribution to the Discussion on Solutions to Freight Transport Problems in Urban Areas by Peter L?ffler European Sustainable Cities & Towns Campaign, Brussels Abstract The increasing amount of freight transport by road in urban areas of industrialised countries induces serious social and economic impacts through local and global environmental deterioration. Sustainable development demands that these effects be reduced substantially. The concept of City Logistics seems to offer an ideal method to decrease the number of trucks without harming economic performance. However, its current use is restricted in a number of ways. In particular, large-scale implementation of City Logistics would require different economic incentives for private actors. ************** An appraisal of decreased depth of production on traffic demand: development of a model by Helmut Holzapfel Department of Town and Country Planning, University GH Kassel and Richard Vahrenkamp Department of Economics, University GH Kassel Abstract In recent discussions about future traffic growth in Europe, it is generally assumed that rates of increase, especially of road freight traffic, are overestimated. Sometimes it is vigorously denied that the ever increasing division of labour with just-in-time production processes has an influence on transport worth mentioning at all. These points are addressed in an attempt to seek an understanding of the dynamics of the division of labour and the growth of traffic. A theoretical model is produced which lead to deductions. ********* Where is Stranraer now? Space-time convergence re-visited by Gordon Clark Department of Geography, Lancaster University, Lancaster LA1 4YB, UK Abstract This paper revisits the concept of space-time convergence in the context of data on InterCity rail journey times in the UK between 1914 and 1998. The paper concludes that the concept of convergence needs to be considerably refined in both historical and geographical senses in order to fully represent long-run trends in the adoption of new transport technologies. The paper considers the geographical and policy implications of the quest for speed, particularly for the role of London. *********** Scenarios for Transboundary Air Pollutants from the Transport Sector in Europe by Gary Haq and Peter Bailey Stockholm Environment Institute at the University of York Abstract Scenarios for the European transport sector are used to examine the impact on transboundary air pollution of a range of vehicle emission standards, technologies and demand management measures and to produce estimates of national emissions in the UN/ECE region. This paper demonstrates the possible reductions in emissions of nitrogen oxides and volatile organic compounds which could be achieved using different policy instruments. ********** The Effects of Strategic Network Changes on Traffic by John Elliott, Jillian Beardwood and Steve Purnell Transportation and Development Department Greater London Council Abstract The Department of Transport's Counsel at the Public Inquiry into a section of the North Circular Road in 1985 stated that "? the proper way to advance the [GLC] case is to put their evidence before the Secretary of State, to put their evidence before the Government and say 'This is the result of our research; your policy for roads should be amended accordingly - at least it should be reconsidered on the basis of this evidence'." In response to this recommendation the GLC presented this paper to the DoT. The Secretary of State, Nicholas Ridley, responded: "No attempt has been made either to assess the benefits which additional traffic might bring to the community as a whole or to evaluate its adverse effects" ? "we have no intention of building urban motorways" ? "the [Government does not] disregard the views of Londoners". The paper was presented to the Transport Committee of the GLC on 10th July 1985. The Committee recommended its publication on a wide basis. Soon after, the GLC was abolished despite approximately three-quarters of Londoners canvassed being opposed. This paper was tested and accepted by the Standing Advisory Committee on Trunk Road Assessment in their 1994 report "Trunk Roads and the Generation of Traffic". The Government accepted the SACTRA report. ******* 'World Transport Policy & Practice' (ISSN 1352-7614) is published by Eco-Logica Ltd., 53 Derwent Road, LANCASTER, LA1 3ES. U.K. telephone +44 1524 63175 fax +44 1524 848340 Editor: Professor John Whitelegg [mailto:j.whitelegg@lancaster.ac.uk] Business manager: Pascal Desmond [mailto:pascal@gn.apc.org] The journal costs 75 UK pounds per volume. Subscribers are requested to pay by cheque in UK pounds made out to Eco-Logica. From sustran at po.jaring.my Fri Jul 30 11:09:35 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 30 Jul 1999 10:09:35 +0800 Subject: [sustran] fwd: Velo_Mondial_2000_Call_for_Contributions Message-ID: <3.0.6.32.19990730100935.007ef950@relay101.jaring.my> this bounced because Tom is not a member of the sustran-discuss list. So I am forwarding. From: Tom Godefrooij Subject: =?iso-8859-1?Q?V=E9lo_Mondial_2000_Call_for_Contributions_(?= deadline 16 August 1999) Mime-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Dear sir, madam, dear friends, As you may know, in June 2000 Amsterdam will be the venue of Velo Mondial 2000, the world bicycle conference. The relevance of cycling for transport, land use planning, health, economy and environment will be discussed. We want input from all regions of the world, and from all stakeholders of cycling. The deadline for proposals to our programme committee is on 16 August 1999. We think this conference might be very relevant for participants in your discussion group. If you want to submit a proposal, please don't wait. If you know any persons who (to your opnion) should submit a proposal, please make sure that they do so in due time. For all information, visit our website: http://www.velomondial2000.nl Help us make a good and relevant programme for you, and spread this message within your organisation. Thanks for your assistence. Tom Godefrooij, programme director Velo Mondial 2000 Tom Godefrooij vm2000.fbenfb@pz.nl tel +31 (0)30 2918110 (Velo Mondial 2000) tel +31 (0)30 2918160 (Fietsersbond enfb) fax +31 (0)30 2918188 _______________ For more information about the world bicycle conference Velo Mondial 2000, including the 'Call For Contributions', visit our website: http://www.velomondial2000.nl NB The deadline for submissions is 16 August 1999