From sustran at po.jaring.my Wed Sep 1 11:07:30 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 01 Sep 1999 10:07:30 +0800 Subject: [sustran] Nepal bans import of 2-stroke motorcycles Message-ID: <3.0.6.32.19990901100730.007cc200@relay101.jaring.my> Seen in today's newspaper: Kathmandu: Nepal has banned the import of two-stroke motorcycles in a bid to improve air quality in the Himalayan kingdom, a newspaper report said. Bhakta Bahadur Balayar, a junior minister in charge of population and environment, told the daily Kathmandu Post that the ban would be enforced immediately. - Reuters. PLEASE NOTE NEW 8 DIGIT TELEPHONE/FAX NUMBER Dr A. Rahman Paul BARTER Sustainable Transport Action Network for Asia and the Pacific (SUSTRAN) P.O. Box 11501, Kuala Lumpur 50748, Malaysia. TEL/FAX: +60 3 2274 2590 E-mail: sustran@po.jaring.my (old address tkpb@barter.pc.my has been cancelled) Web: http://www.geocities.com/RainForest/Canopy/2853/ The SUSTRAN Network promotes and popularises people-centred, equitable and sustainable transport with a focus on Asia and the Pacific. From eric.britton at ecoplan.org Wed Sep 1 15:49:46 1999 From: eric.britton at ecoplan.org (Eric Britton) Date: Wed, 1 Sep 1999 08:49:46 +0200 Subject: [sustran] (no title) Message-ID: Dear Paul, I know that you have a thousand things to do, but please let me pester you a bit about our Sustainability Advocates Register and my stubborn insistence of getting you on it. Each day I add one distinguished (the word is not too strong, have a look) person to our register. It would be terrific (and most appropriate) that you would be among the next. In case you want a quick look and decide (and do) routine? 1. First go to http://www.ecoplan.org/com_index.htm , and there have a quick look at the text in the entirely redrawn entry page, 2. Then have a look at the single page that?s lodged at the link ?The Tools?. 3. Next, give a minute to ?Quick Update? section, in which you will see, among other I hope interesting things, that.... 4. ?Advocates? is one of the hot links. You are now HERE!!! As you can imagine, it?s extremely important that this first group that appears here sets the standard. This is not just any old list. We will want not only the usual old white males but also young people, women (lots of them!), activists and a good full spread of countries, backgrounds and approaches. And we want them of very high quality and very committed. As far as examples are concerned, you might want to check out the ?basic model? (musself) and for an idea of the intended spread, John Thackara (good value) and, for a bit tamer but still right on example, Bob Ayres. Luud and Wieland are in rough first cut shape, but hey! we gotta start somewhere. As you will see when you look it all over, all I need is some 3-500 well chosen words on your original and creative self, and a few links. Sorry to add to your work load, but I think it is a good cause and just may serve you and Sustran well. Eric -------------- next part -------------- A non-text attachment was scrubbed... Name: winmail.dat Type: application/ms-tnef Size: 4924 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990901/16e8bb17/winmail.bin From sustran at po.jaring.my Thu Sep 2 10:55:50 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 02 Sep 1999 09:55:50 +0800 Subject: [sustran] more on CSE's clean air campaigning in India Message-ID: <3.0.6.32.19990902095550.007dbd60@relay101.jaring.my> From: "webadmin" Organization: Center For Science and Environment Date: Wed, 1 Sep 1999 15:36:20 +0530 Subject: What's new at CSE What's new at the Centre for Science and Environment, New Delhi, India ..... DTC: OUT OF GAS? With the deadline for converting its entire bus fleet to compressed natural gas drawing near, the Delhi Transport Corporation looks for excuses and more time to meet its target as it plays into the hands of the diesel lobby http://www.oneworld.org/cse/html/dte/dte990831/dte_srep1.htm ------------------------------------------------------------ FUELLING DEVILISH DEBATE CSE’s ‘Our Right To Clean Air’ campaign director Anumita Roychowdhury replies to two letters from S G Shah published in The Economic Times and Business Standard. In his letters, Shah, a former executive director of the Society of the Indian Automobile Manufacturers, has made all kinds of accusations at the CSE’s recently published monograph ‘Engines of the Devil’ http://www.oneworld.org/cse/html/dte/dte990831/dte_rjnder.htm ------------------------------------------------------------ ..... Usha Sekhar Website Unit Centre for Science and Environment **************************************************************** 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: webadmin@cseindia.org **************************************************************** From sustran at po.jaring.my Fri Sep 3 00:22:10 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 02 Sep 1999 23:22:10 +0800 Subject: [sustran] fwd: Reply to Y2K bug - fix it yourself (Take 1) Message-ID: <3.0.6.32.19990902232210.007f7100@relay101.jaring.my> Subject: BOUNCE sustran-discuss@jca.ax.apc.org: Non-member submission from [Anthony Reynolds ] ------------------------------- Dear Colleagues: First apologies to all those who already know this: With respect to email concerning Y2K bug - fix it yourself (Take 1) posted to the UTSG list on Thusday, 26 Aug 1999: Microsoft are treating the proliferation of that particular piece of information regarding Windows' Y2K compliancy as a hoax. See http://www.microsoft.com/y2k/hoax/y2khoax.htm (extracted below). In short, the setting discussed in the email pertains solely to display format, which, categorically, impacts on no internal processing. For example, even without changing your settings as described below, if you load Excel and enter 2/2/2000 in a cell, regardless of what is displayed, the date is stored as an offset from 1900, as are all dates in Microsoft applications - how exactly it's displayed depends on the display settings within Excel, not as applied to the Win 95 OS as per the 'fix' circulated in the email. That said, there are still Y2K "issues" with versions of Win95. According to Microsoft's Win95 Y2K website [http://www.microsoft.com/technet/year2k/product/user_view68382EN.htm ] the only version of Windows95 that is (fully) Y2K compliant is Win95 OSR 2.5, 4.00.1111 Microsoft pledge continuing support for this version of Windows through Jan 1st. 2001. Earlier releases of Win95 are computationally sound viz a viz Y2K but do have various non-compliant issues relating primarily to display functions. The exact nature of compliancy/non-compliancy of MS products (including OSes) can be determined by means of the MS Year 2000 Product Guide, accessible at: http://www.microsoft.com/technet/year2k/product/product.asp Hope this is of help! Anthony Reynolds Department of Mechanical Engineering National University of Ireland, Galway Galway Ireland Tel. : +353-91-524411 ext. 3036 Fax : +353-91-563991 Email: Anthony.Reynolds@nuigalway.ie From sustran at po.jaring.my Fri Sep 3 12:41:52 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 03 Sep 1999 11:41:52 +0800 Subject: [sustran] fwd: Useful papers in Transportation Research A 33: 7-8 Message-ID: <3.0.6.32.19990903114152.00813bf0@relay101.jaring.my> Several papers in the latest Transportation Research A (33: 7-8) look relevent to the focus of susran-discuss. ------------------------------------------ ContentsDirect from Elsevier Science ===================================== URL: http://www.elsevier.nl/locate/jnlnr/00547 Journal: Transportation Research Part A ISSN : 0965-8564 Volume : 33 Issue : 7-8 Date : 24-Aug-1999 pp 493-503 Transportation trends, problems, and policies: an international perspective J Pucher pp 527-547 Cars and clean air: a reappraisal D Pickrell pp 549-574 The trouble with minimum parking requirements DC Shoup pp 575-599 Demand management as an element of transportation policy: using carrots and sticks to influence travel behavior MD Meyer pp 601-624 Secrets of success: assessing the large increases in transit ridership achieved by Houston and San Diego transit providers JF Kain, Z Liu pp 625-654 Bicycling renaissance in North America? Recent trends and alternative policies to promote bicycling J Pucher, C Komanoff, P Schimek pp 655-669 Transformation of transport policy in Great Britain P Goodwin pp 671-689 Urban mobility in the developing world R Gakenheimer pp 691-723 Patterns of automobile dependence in cities: an international overview of key physical and economic dimensions with some implications for urban policy JR Kenworthy, FB Laube --- **** TR UPDATE Online **** TR UPDATE Online**** TR UPDATE Online**** TR Update, The Free Elsevier Science Transportation Research Newsletter, is now available online. Keep up to date on the latest published research by browsing the FREE ABSTRACTS pages. ACCESS the current edition as well as past issues via downloadable pdfs. Features include: New publications and backlist information Journal abstracts Editorials Conference calender Special discounts Each issue contains a themed pullout section on a particular topic. Past pullouts have included: Transport Modelling Intelligent Transport Systems Transport Policy Watch out for September's issue which focuses on safety. http://www.elsevier.com/locate/trupdate http://www.elsevier.nl/locate/trupdate If you would like to be alerted whenever a new issue goes live on the web send an email to: s.iannacci@elsevier.co.uk ------- If you have any questions about ContentsDirect, please send an e-mail to: CDhelp@elsevier.co.uk .... Copyright Elsevier Science Ltd, 1999 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publisher, Elsevier Science Ltd, The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, UK. No responsibility is assumed by the publisher for any injury and/or damage to persons or property as a matter of products liability, negligence or otherwise, or from any use or operation of any methods, products, instructions or ideas contained in the material herein. Users should take note that information contained in ContentsDirect is derived directly from a production tracking system which is unchecked and may well be revised or modified in future. From townsend at central.murdoch.edu.au Wed Sep 8 02:31:48 1999 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Tue, 07 Sep 1999 10:31:48 -0700 Subject: [sustran] Ban Krua community threatened by expressway (again) Message-ID: <3.0.6.32.19990907103148.0079b100@central.murdoch.edu.au> The news item below is from today's Nation newspaper in Thailand. It refers to the case of Ban Krua, a 200-year-old community of Muslim Chams from Cambodia who were settled in Bangkok by King Rama I in recognition of their loyal military service to Siam. (Although in the news report it refers to the community members as "villagers", the community is in fact in central Bangkok.) A century later, when French gunboats advanced up the Chao Phraya River during the reign of Rama V, Muslim seamen fought fiercely for Siameses independence. Half were killed and are buried in Ban Krua's three Muslim cemeteries. In 1987, a cemetery and a mosque were targeted for destruction by the Expressway and Rapid Transit Authority (ETA) to make way for the Bang Khlo-Chaeng Wattana Expressway. Residents protested, saved the threatened mosque, and thus launched a battle that is still being fought today to save their community. Intendend to serve a central shopping mall (the World Trade Centre), the proposed expressway and approach ramp would evict about half of the families. The Ban Krua committee forced a series of public hearings between May and September 1993, allowing them exposure to the media. In September 1993, a government committee came down on the side of residents, yet the ETA has continued to press ahead with construction. With the economic crisis that begun in Bangkok in 1997, there was hope that the plans would finally be buried. >From The Nation newspaper (Thailand), 7 September "Villagers foil bid to start expressway work" AN attempt to continue construction of the controversial section B of the expressway project faced strong opposition from the local community at Ban Khrua yesterday. Project owner, Bangkok Expressway Plc (BECL), sent 50 workers and engineers into the Saphan Hua Chang community at Bang Khrua to demolish buildings to make way for the second stage of the expressway. But their work was blocked by villagers, several hundreds of whom surrounded the three teams of workers and engineers. Villagers claimed the construction is illegal because a Cabinet resolution abandoning section B of the expressway has already been approved, mainly due to investment difficulties and the highway's adverse impact on surrounding communities. ''The public hearing committee established by the government concluded in November 1994 that section B must be scrapped,'' villagers' leader Thong-in Soonsawasdi said. After a tense five-hour standoff, amid acrimony and arguments, the construction teams were forced out of the area. No injuries were reported. The villagers are against the construction because many families in the project area have not agreed to move or take compensation. Less than 50 per cent of owners of structures have agreed, they said. ''The problem is that the buildings are connected to each other. You cannot demolish one block without damaging the next,'' Thong-in said. ''Moreover, the demolition of such buildings must be approved by district officials, according to the law. In this case, they did not get such an approval. I confirmed this with an official of the Ratchathevi sub-district,'' he added. Thong-in said the villagers have called an urgent meeting tonight to plan their next move against BECL. ''We will try to use legal ways to fight back. But if that does not work, other more violent measures will be considered,'' he warned. ''This is not the first time that BECL has sent such construction teams to our community, but it was their first serious effort. They came like commandos, and wanted to bring down the buildings without prior warning to the community. I think some officials of the Expressway and Rapid Transit Authority of Thailand were also members of the team,'' he added. The villagers plan to consult the Law Society of Thailand in a bid to file a lawsuit against BECL. ***************************************** 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 mobility at igc.apc.org Tue Sep 14 01:38:02 1999 From: mobility at igc.apc.org (ITDP) Date: Mon, 13 Sep 1999 12:38:02 -0400 Subject: [sustran] [Fwd: FW: New Virus!] Message-ID: <37DD2869.E42BD6F4@igc.apc.org> >Dear, > >If you receive an e-mail with subject "How to Give a Cat Colonic" >DO NOT open it. It will erase your hard disk immediately if you do. > >Send this e-mail to as many people as possible. >It is a new, very malicious virus and only a few people know of it. > >This information was made public on the morning of 8/8/99 by IBM. >Share this information with everybody in your address book in order to stop >the distribution of the virus. >It is a very dangerous virus which is not yet recognised by any antivirus >programme. > >With kind regards, >Dirk Verschaeren >Version One Technologies nv >Maximizer Business Partner for BeLux >Tel : +32 (3) 385.11.22 Fax : +32 (3) 385.11.09 >http//:www.version1.be L. WILLE - Director European Union of House Builders and Developers - UEPC RUE DE LA VIOLETTE 43 B-1000 BRUSSELS TEL +32.2.511.25.26 FAX +32.9.221.68.91 E-MAIL uepc@unicall.be www.uepc.org *********************************************** Cesare Ottolini Presidente Nazionale Unione Inquilini HIC Europe Focal Point 2/ter, via Carlo Bettella 35133 Padova - Italia tel +39 049691771 fax +39 049617672 e-mail: pad48@padovanet.it ******************************************** -- 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 townsend at central.murdoch.edu.au Wed Sep 15 01:42:53 1999 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Tue, 14 Sep 1999 09:42:53 -0700 Subject: [sustran] Bangkok buses for disabled Message-ID: <3.0.6.32.19990914094253.00795db0@central.murdoch.edu.au> The Bangkok Post, 14 Sept. 1999 Special buses fail to attract the disabled: Halt to further costly vehicle modification Supoj Wancharoen The Bangkok Mass Transit Authority's special buses have failed to attract wheel-chair users after a month in operation, according to the city bus agency. Not many disabled people have shown interest in the buses currently serving only the Sanam Luang-Thammasat University's Rangsit Campus route. However, BMTA director Yanyong Kurowat said the project would not be scrapped with due regard for the constitution. The agency would halt adding such buses, each costing additional 470,000 baht for modification, said the director. "According to our survey, sometimes there were no passengers at all," he said. Lt Col Torpong Kunkhanchit, access officer of the National Physically Disabled of Thailand, said the disabled are not using the buses because they do not go to where they want. He said the disabled had tried in vain to get the BMTA to serve the Phra Pradang-Nonthaburi route for the benefit of a large number of them. He said the bus agency thought the disabled wanted the Sanam Luang-Rangsit route simply because it passes the Government Lottery Office. According to Lt-Col Torpong, the city bus agency claimed it was unable to provide the service because the route had been granted to a private operator. He believed the agency's ineffective campaign could have made such buses unpopular, adding it could be out of service eventually. "Most disabled people know nothing of such service. It's a pity if the service would be scrapped because of this," he said. Meanwhile, the BMTA plans to switch two buses to Phra Pradaeng-Rangsit route next month, in a bid to serve the real need. Mr Yangyong also urged concerned parties to provide basic facilities to the disabled. ***************************************** 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 ganant at vsnl.com Tue Sep 14 21:06:55 1999 From: ganant at vsnl.com (ganant) Date: Tue, 14 Sep 1999 17:36:55 +0530 Subject: [sustran] fare integration Message-ID: <000901befea9$a59535e0$9386c5cb@vsnl.net.in> Fare integration is an advance for public transport, but how successful have Asian cities been in achieving this ? There is no Indian city with integrated fares for urban rail and buses. I am trying to put together information in support of fare integration and would be grateful for any inputs, particularly with ref to Asian cities. Weblinks, study reports most welcome. G.Ananthakrishnan, The Hindu, Chennai, India. G.Ananthakrishnan, Chennai-based journalist can be reached at Tel: + 91 44 8413942 , Fax: + 91 44 8415395. From sustran at po.jaring.my Thu Sep 16 11:12:56 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 16 Sep 1999 10:12:56 +0800 Subject: [sustran] Re: [Fwd: FW: New Virus!] In-Reply-To: <37DD2869.E42BD6F4@igc.apc.org> Message-ID: <3.0.6.32.19990916101256.007d8af0@relay101.jaring.my> Dear sustran-discussers Before forwarding a virus warning to everyone in your address book, please take time to check if the warning is bonafide or a hoax. This is easy to do if you have web access. Do a search on virus hoaxes or the name of the virus. Here is one good page for checking hoaxes - http://www.Europe.DataFellows.com/virus-info/ It seems that 99.9% of these "breathless"-sounding virus warnings are hoaxes. Paul. At 12:38 13/09/99 -0400, you wrote: >>If you receive an e-mail with subject "How to Give a Cat Colonic" >>DO NOT open it. It will erase your hard disk immediately if you do. >> >>Send this e-mail to as many people as possible. >>It is a new, very malicious virus and only a few people know of it. >> From sustran at po.jaring.my Thu Sep 16 12:48:46 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 16 Sep 1999 11:48:46 +0800 Subject: [sustran] fwd: online sustainable urban travel resources (restructured) Message-ID: <3.0.6.32.19990916114846.00826100@relay101.jaring.my> >Date: Fri, 10 Sep 1999 17:16:16 GMT0BST >Subject: online sustainable urban travel resources (restructured) >From: "HUGH MCCLINTOCK" >To: utsg@mailbase.ac.uk, alt-transp@flora.ottawa.on.ca > >ONLINE >SUSTAINABLE >URBAN TRAVEL >RESOURCES > >Comprehensive Sustainable Urban >Travel bibliographies, with a >particular emphasis on cycling and >walking, all regularly updated, >together with full list of relevant >organisations, contact details and >web sites, are now available in online >at >http://omni.ac.uk:8099/ >Then click on Planning Bibliographies >and then ‘Sustainable Urban Travel’ > >This has been made possible as part of the EU >Liberation/Hypermedia Project to promote the use of the >Internet in Higher Education in which the George Green Library >of the University of Nottingham is a partner along with the >University Libraries of Graz and Freiburg. > >These sites form part of a wider range of Planning and Planning- >related topics. Comments both on the structure of the lists and >on individual items within it, including missing items, inaccurate >classifications, etc. would be welcome. > >For more information on the EU Hypermedia/Liberation Project >please contact the Project Officer, Carol Collins (Mondays- >Wednesdays only) in the Greenfield Medical Library, tel. (0115) >924 9924 ext. 44071, email: carol.collins@nottingham.ac.uk > >Hugh McClintock, >Institute of Urban Planning,. School of the Built Environment, >University Park, Nottingham, (GB) NG7 2RD, >tel. +44 115 951 4875, fax. +44 115 951 3159, >email: Hugh.McClintock@nottingham.ac.uk > >P.S.. Advice from Carol Collins and the technical support officer for the >Liberation/Hyperwave project.: >You need to check that the browser you are using is sufficiently >powerful to cope with the hyperwave site. You need to have an >equivalent of Netscape 3, which apparently means Explorer 4 or above. >You need to have Java and JavaScript enabled on your machines as >well, so this would be worth checking, but more likely an upgrade to >Explorer 4 is the answer as Explorer 3 is not sufficiently powerful. You >should be able to upgrade by simply downloading the latest version. >Do make use of the Search facility to assist your search as well as using >the Detailed Topic Index. > > >Hugh McClintock, >Institute of Urban Planning, >School of the Built Environment >University of Nottingham, U.K. > >Mail address: >Institute of Urban Planning, >School of the Built Environment >University Park, >Nottingham >(GB-)NG7 2RD > >tel. +44 115 951 4875, fax. +44 115 951 3159/ 951 4879 > > > From sustran at po.jaring.my Thu Sep 16 12:41:30 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 16 Sep 1999 11:41:30 +0800 Subject: [sustran] fwd: Earth Day 2000: Coming to a Place Near You! Message-ID: <3.0.6.32.19990916114130.007e8100@relay101.jaring.my> >X-Sender: worldwide@earthday.net (Unverified) >Date: Wed, 15 Sep 1999 18:50:23 -0700 >To: worldwide@earthday.net >From: "worldwide@earthday.net" >Subject: Earth Day 2000: Coming to a Place Near You! > >Thank you for being among the 2900 groups in 163 countries >who have joined the Earth Day Network. > >With your help, Earth Day Network is building the world's >largest network of environmental activists. Earth Day 2000 >will mobilize that network to stage the most powerful >environmental event in human history. > >Events and campaigns are already being planned all over the >planet. Thousands more events will be developed between now >and April 2000. > >************* > >ADD YOUR VOICE TO THAT OF MILLIONS AROUND THE WORLD.... > >All events and campaigns, big or small, are vital parts of >Earth Day. Tell us about your Earth Day 2000 plans or ideas >and we will share them with the world, through our website, >email bulletins and the Worldwide Network Bulletin! > >You can register your event directly on our website: >http://www.earthday.net, send an email to >mailto:worldwide@earthday.net, fax us at (1 206) 682 1184, >telephone us at (1 206) 264 0114, or mail us at 91 Marion >Street, Seattle WA 98104, USA. > >Many thanks to those of you who have already told us of your >plans. Check our website to ensure we have listed your >contact and event details correctly. Email us, or use the >website, to notify us of any changes. The website allows >password access to change your events and contact details >online. > >************* > >A SMALL SAMPLING OF EARTH DAY EVENTS AROUND THE WORLD > >* In TOKYO, Earth Day Japan will keep busy Tokyo streets free >of traffic for a car-free day, and coordinate events across >the city's famous Rainbow Bridge. > >* In LONDON, Fauna and Flora International will sponsor a >global conference on biodiversity, hosted by Prince Charles, >that will bring together key business leaders and >non-governmental organizations (NGOs). > >* In MANILA, Asian NGO Coalition's (ANGOC) huge environmental >concert for youth will be broadcast live all over Asia. > >* In BEIJING, Global Village Beijing's massive bicycle rally >will mobilize thousands of people. > >* In MEXICO CITY, Instituto Aut?nomo de Investigaciones >Ecol?gicas (INAINE) will coordinate tree plantings by 30,000 >high school students. > >* In GHANA, the Environment and Development Association will >host a 3-day workshop for women and youth on natural resource >conservation. > >************* > >These are just a few of the events going on for Earth Day 2000. >Want to see more? Visit our NEW, UPDATED website - >http://www.earthday.net. > >Wherever you are in April 2000, there will be an Earth Day event >to participate in! > >************* > >HELP SPREAD THE EARTH DAY WORD... Encourage your friends and >colleagues to subscribe to this list by sending a message to >mailto:worldwide@earthday.net with the word "subscribe" in the >subject line. > >To register as an Earth Day organizer, send a message to >mailto:worldwide@earthday.net. Include your contact details and >put "register" in the subject line. > >If you would like to stop receiving this bulletin, reply to this >message and put the word "unsubscribe" in the subject line. > > > > > From sustran at po.jaring.my Mon Sep 20 19:02:26 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Mon, 20 Sep 1999 18:02:26 +0800 Subject: [sustran] fwd comments on Brazil pedestrian situation Message-ID: <3.0.6.32.19990920180226.008269d0@relay101.jaring.my> fowarded from the pednet list: Date: Thu, 9 Sep 1999 11:11:37 -0300 From: "=?iso-8859-1?Q?Jos=E9_Augusto_Rocha_Mendes?=" Subject: Re: pednet: Brazilian pedestrians This message sent to pednet by "Augusto_Rocha_Mendes" . - -----Mensagem original----- De: Andrea Para: Pednet Data: Quarta-feira, 8 de Setembro de 1999 11:12 Assunto: pednet: Brazilian pedestrians >This message sent to pednet by "Andrea" . > >The comments from the list member from Sao Paulo reminded me of something I >was wondering about. > >Earlier this year, my company sent me to Brazil and many people warned me >that pedestrians never have the right of way and that I must yield to cars >at all times unless there was a specific pedestrian signal. > >Even then, I had some problems, and I would guess it was not just my >perception -- there were teams of people with banners blocking cars so peds >could cross a signalized intersection outside the weekend market. Also, >someone mentioned that there were a number of red light cameras in use. > >Is this sort of thing common? It didn't seem to have any real impact. Even >my European co-workers ignored stop signs and traffic lights when driving, >just like the locals. Walking across the street to get lunch was a daily >ordeal because there were no pedestrian signals at a complex intersection. All that you said was true... Unfortunatelly... The right of way in Brazil is to the cars. At the sinalized pedestrian crosswalks, we observe a continuous disrespect of th red light. The instalation of cameras to punish the violators don't reach success because there is a new " legal industry" here... They're specialized on transit violations... The new Brazilian Transit Law, aproved on december, 1997 changes a lot of this situation, but in an article the law introduces a bill that is paid by pedestrias who walk outside the crosswalks. "blame the pedestrians again"? We're trying to change this situation, but it took a long, long time. Sorry about the behaviour of our citizens Andrea, hope the next visit be better Jose Augusto Mendes ------------------------------ From ebruun at rci.rutgers.edu Mon Sep 20 23:15:31 1999 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Mon, 20 Sep 1999 10:15:31 -0400 (EDT) Subject: [sustran] Re: fare integration In-Reply-To: <000901befea9$a59535e0$9386c5cb@vsnl.net.in> Message-ID: You might want to write to: John Maryon, Editor Urban Transport International 3 Avenue Hoche 75008 Paris, France 33-1-42274835 phone and fax (sorry, no e-mail yet) There have been numerous articles about Asian fare systems as well as websites. The editor is always looking for correspondents, so maybe you could give him some information about Chennai in return. Sincerely, Eric Bruun On Tue, 14 Sep 1999, ganant wrote: > Fare integration is an advance for public transport, but how successful have > Asian cities been in achieving this ? > > There is no Indian city with integrated fares for urban rail and buses. I > am trying to put together information in support of fare integration and > would be grateful for any inputs, particularly with ref to Asian cities. > Weblinks, study reports most welcome. > > > G.Ananthakrishnan, The Hindu, Chennai, India. > > > > > > G.Ananthakrishnan, Chennai-based journalist can be reached at Tel: + 91 44 > 8413942 , Fax: + 91 44 8415395. > > From yshin at hyomin.dongeui.ac.kr Tue Sep 21 11:16:12 1999 From: yshin at hyomin.dongeui.ac.kr (=?iso-8859-1?B?udm29w==?=) Date: Tue, 21 Sep 1999 11:16:12 +0900 Subject: [sustran] Re: fare integration References: Message-ID: <002001bf03d7$4d5f33c0$e1c6f1cb@hyomin.dongeui.ac.kr> Eric! I just came back from the East Asia Transportation Conference, Taipei, Taiwan. I presented a paper on the subject of Smart Card System in Pusan and Seoul. Pusan Smart Card System is truly an integrated fare system which applies to multiple modes (most transit modes in Pusan) operated by multiple service providers. I love to write an article about the Pusan system in UTI. Actually I already published a paper in the proceedings of ASCE last March. But the proceedings not yet published. Could you find me an e-mail address of John Marton? Hard to believe he does not have an e-mail address. Talk again!! Shin ----- Original Message ----- From: Eric Bruun To: Sustrans Discussion List Sent: Monday, September 20, 1999 11:15 PM Subject: [sustran] Re: fare integration > > > You might want to write to: > > John Maryon, Editor > Urban Transport International > 3 Avenue Hoche > 75008 Paris, France > 33-1-42274835 phone and fax > (sorry, no e-mail yet) > > There have been numerous articles about Asian fare systems as well > as websites. The editor is always looking for correspondents, so > maybe you could give him some information about Chennai in return. > > Sincerely, > Eric Bruun > > > On Tue, 14 Sep 1999, ganant wrote: > > > Fare integration is an advance for public transport, but how successful have > > Asian cities been in achieving this ? > > > > There is no Indian city with integrated fares for urban rail and buses. I > > am trying to put together information in support of fare integration and > > would be grateful for any inputs, particularly with ref to Asian cities. > > Weblinks, study reports most welcome. > > > > > > G.Ananthakrishnan, The Hindu, Chennai, India. > > > > > > > > > > > > G.Ananthakrishnan, Chennai-based journalist can be reached at Tel: + 91 44 > > 8413942 , Fax: + 91 44 8415395. > > > > > > From ganant at vsnl.com Tue Sep 21 12:22:51 1999 From: ganant at vsnl.com (Ananthakrishnan) Date: Tue, 21 Sep 1999 08:52:51 +0530 Subject: [sustran] Re: fwd comments on Brazil pedestrian situation References: <3.0.6.32.19990920180226.008269d0@relay101.jaring.my> Message-ID: <000f01bf03e0$99d08340$d386c5cb@vsnl.net.in> Pedestrians are getting short shrift in India too. In Chennai, a city of 6 million inhabitants, the traffic engineers are doing the most puzzling of things : getting rid of pavements to facilitate more road space for vehicle users. Media criticism seems to achieve nothing, as the wave of globalisation bringing car borne mobility to the more affluent among Indians has made them insensitive to the most basic of concerns. They even tend to ignore the fact that the moment they step out of their car, they become a pedestrian. Their only worry : we need more space because there are more cars, so do away with the pavements. The most popular of the city's roads - Mount Road later renamed Anna Salai - has no pavements at all, on several stretches, forcing people to compete with vehicles. G.Ananthakrishnan, Chennai-based journalist can be reached at Tel: + 91 44 8413942 , Fax: + 91 44 8415395. ----- Original Message ----- From: SUSTRAN Resource Centre To: Sent: Monday, September 20, 1999 3:32 PM Subject: [sustran] fwd comments on Brazil pedestrian situation > fowarded from the pednet list: > > > Date: Thu, 9 Sep 1999 11:11:37 -0300 > From: "=?iso-8859-1?Q?Jos=E9_Augusto_Rocha_Mendes?=" > > Subject: Re: pednet: Brazilian pedestrians > > This message sent to pednet by "Augusto_Rocha_Mendes" > . > > > - -----Mensagem original----- > De: Andrea > Para: Pednet > Data: Quarta-feira, 8 de Setembro de 1999 11:12 > Assunto: pednet: Brazilian pedestrians > > > >This message sent to pednet by "Andrea" . > > > >The comments from the list member from Sao Paulo reminded me of something I > >was wondering about. > > > >Earlier this year, my company sent me to Brazil and many people warned me > >that pedestrians never have the right of way and that I must yield to cars > >at all times unless there was a specific pedestrian signal. > > > >Even then, I had some problems, and I would guess it was not just my > >perception -- there were teams of people with banners blocking cars so peds > >could cross a signalized intersection outside the weekend market. Also, > >someone mentioned that there were a number of red light cameras in use. > > > >Is this sort of thing common? It didn't seem to have any real impact. Even > >my European co-workers ignored stop signs and traffic lights when driving, > >just like the locals. Walking across the street to get lunch was a daily > >ordeal because there were no pedestrian signals at a complex intersection. > > > All that you said was true... Unfortunatelly... > The right of way in Brazil is to the cars. At the sinalized pedestrian > crosswalks, we observe a continuous disrespect of th red light. The > instalation of cameras to punish the violators don't reach success because > there is a new " legal industry" here... They're specialized on transit > violations... > > The new Brazilian Transit Law, aproved on december, 1997 changes a lot of > this situation, but in an article the law introduces a bill that is paid by > pedestrias who walk outside the crosswalks. "blame the pedestrians again"? > > We're trying to change this situation, but it took a long, long time. > Sorry about the behaviour of our citizens Andrea, hope the next visit be > better > > Jose Augusto Mendes > > ------------------------------ > > From huright at vsnl.com Wed Sep 22 16:53:37 1999 From: huright at vsnl.com (India Center) Date: Wed, 22 Sep 1999 15:53:37 +0800 Subject: [sustran] sustainable transport Message-ID: <3.0.6.32.19990922155337.008222f0@relay101.jaring.my> Dear Madam/ Sir, We have filed a public interest litigation in court against the government asking for better traffic management and strong steps to be taken to reduce air pollution in Bombay. I need the following information urgently: 1) Workable solutions to reduce air pollution and to manage urban traffic in Bombay 2) Ideal car to road ratio Please could you add us to your listserve. Sincerely, Deepika From ghawkes at sover.net Thu Sep 23 09:36:41 1999 From: ghawkes at sover.net (Gerry Hawkes) Date: Wed, 22 Sep 1999 20:36:41 -0400 Subject: [sustran] Bikes & Train Tracks Message-ID: <01bf055b$b4a8fe00$945fc6d1@mag.vermontel.com> Dear Sustrans Members, I just received the following inquiry from a doctor in Virginia, USA. Does anyone know of a solution to this problem? >>I am a physician practicing in Virginia who is also an avid biker and a >>promoter of bike safety. I noticed the "blurb" about your company in the >>MEDA newsletter. I have been troubled by the dangers that bike riders >>face when crossing railroad tracks, particularly tracks that are diagonal >>and nearly parallel to the road. We have two such crossings in our city >>and every year we see several serious accidents in our Emergency Room >>caused by the bike wheel getting caught in the "gap" beside the rails, >>and throwing the rider to the pavement. Who knows how many less serious >>accidents go unreported. The city has placed warning signs but have >>taken no further steps to protect bikers. The railroad is "unresponsive" >>to put it kindly. Do you know of any solutions to this problem? Are you >>aware of any device that could be placed in the gap that would support a >>bike but be compressed by a train wheel? If you have any leads or could >>direct me to bulletin boards where these problems are discussed I would >>be most appreciative. Best regards, Gerry Hawkes Bike Track, Inc. P.O. Box 235 Woodstock, VT 05091 ghawkes@biketrack.com www.biketrack.com From sustran at po.jaring.my Thu Sep 23 09:39:03 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 23 Sep 1999 08:39:03 +0800 Subject: [sustran] Re: urban rail and transport problems in KL Message-ID: <3.0.6.32.19990923083903.007cea00@relay101.jaring.my> Dear sustran-discussers, A response to my earlier piece on urban rail and transport problems in KL (from the new Malaysian Transport list). I am pushed for time to respond right now. Any takers? Paul ------------------------------------------- From: "Kathy & Eng Hwa" To: Date: Wed, 22 Sep 1999 23:59:54 +0800 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3110.1 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Subject: [malaysia-transport] Re: urban rail and transport problems in KL Dear Malaysia Transport discussion list members Although many, if not most, of the transport professionals are in favour of promoting Public Transport (PT) and rail systems to combat the ever-increasing onslaught of private vehicles, there is another school of thought (as featured in the latest issue of World Highways) that says .... " well, cater the need for private transport by building more roads.. it is a classic economic case of supply and demand...". The sad thing is that in most countries, eg Europe, the public transport systems have always been cross-subsidised and are not able to "stand alone" as a business venture. Even so, if I am not mistaken, the European experience is that PT is fighting a losing battle as ridership for rail and PT decline. So, for it to be succesful in Malaysia and elsewhere for that matter, I believe there is also a need for a comprehensive (and brave ?) financial and funding framework that has to be set up to ensure a sustainable balance between private and public transport mode, since ultimately it boils down to "who to pay for what ??". Perhaps a need for government intervention and not leave to the free market ? Any comments , views , especially the pro-Keynesian advocates ?? Regards, Lim Eng Hwa ... my original message snipped ... From sustran at po.jaring.my Thu Sep 23 09:56:12 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 23 Sep 1999 08:56:12 +0800 Subject: [sustran] HTML formatted text and small text Message-ID: <3.0.6.32.19990923085612.007fedc0@relay101.jaring.my> Sorry for redirecting the HTML message with the tiny text to the list yesterday. My mistake. The general rule is that it is best to use plain text rather than formatted text for discussion lists. Formatted text does not work for those getting the digest and for anyone using older email software. For them the html coding appears rather than nicely formatted text. Paul List manager. From kwood at central.co.nz Thu Sep 23 14:00:05 1999 From: kwood at central.co.nz (Kerry Wood) Date: Thu, 23 Sep 1999 17:00:05 +1200 Subject: [sustran] Re: Bikes & Train Tracks Message-ID: Dear Gerry and Sustrans Members, > >I have been troubled by the dangers that bike riders >>>face when crossing railroad tracks, particularly tracks that are diagonal >>>and nearly parallel to the road. (original snipped) The simplest solution might be to segregate cycles for the crossing, then limit the crossing angle for cyclists by putting a dog-leg in the cycle path. The Dutch cycle route design manual (available in English and excellent value) calls for a minimum angle between cycle track and rails of 45 degrees, with a minimum track width of 2.5 m (to allow cyclists some manoeuvering room). The problem might be finding enough room for the dog-leg. I don't know of any special compounds. Kerry Wood MIPENZ, MCIT Transport Consulting Engineer Phone/fax + 64 4 971 5549 1 McFarlane St Wellington 6001 New Zealand From kwood at central.co.nz Thu Sep 23 14:00:09 1999 From: kwood at central.co.nz (Kerry Wood) Date: Thu, 23 Sep 1999 17:00:09 +1200 Subject: [sustran] Re: urban rail and transport problems in KL Message-ID: Dear sustran-discussers, >Although many, if not most, of the transport professionals are in favour of >promoting Public Transport (PT) and rail systems to combat the >ever-increasing onslaught of private vehicles, there is another school of >thought (as featured in the latest issue of World Highways) that says .... >" well, cater the need for private transport by building more roads.. it is >a classic economic case of supply and demand...". (snipped) It is also a classic example of the 'tragedy of the commons'. In the UK villagers used to hold grazing land in common. Each villager could get extra benefit by putting out an extra beast, even if that meant all the other beasts were a little more starved because of over-grazing. The system had largely collapsed by the time Adam Smith died. And the fundamental problem is the same in transport: runaway demand when costs are unrelated to use. There is a view in New Zealand that unsubsidised public transport will work when road users are charged full costs - that is, when the market distortions are removed. But it has not been tried, the reform proposals do not charge full costs (on the grounds the the environmental costs are not sufficiently well established) and the gurus now seem to be backing away from their proposals. The cheapest car on the local market has 4 seats, reasonable luggage space and can exceed the speed limit. Sales are limited. The most expensive has 2 seats, less luggage space and costs 25 times as much, but it can exceed the speed limit by a larger margin. All of which suggests that the market is responding to other considerations than cost. If this is correct, assuming purely cost-based behavior will give the wrong answer, no matter what economic theory is applied. Privatising public transport in New Zealand has brought major cost reductions, so perhaps shutting out the private sector is a mistake. But leaving it all to the private sector is also a mistake, as shown by some disastrous falls in UK patronage. In New Zealand the routes are decided by the public sector, and bus operators register commercial (unsubsidised) routes and tender for the subsidy they need to operate the other routes. This two-level system has its problems, with integration difficulties and data loss under 'commercial confidence'. A better system might be to tender all routes, in the expectation that operators will submit 'negative subsidy' tenders for the most profitable. However, all this gets more difficult if you have major fixed structures, such as rail track, trolleybus overhead or even bus shelters. However it is done, the operators need to be able to optimise vehicle use, while the route designers need to insist on timetables containing fixed points, to allow the system to operate as an integrated whole. This means that both groups need to respond positively to the other's proposals. Taking another approach entirely, try looking at which transport modes use road and parking space most efficiently, and what could be done with the land that is not taken for new roads to meet an artificially inflated 'demand'. The busiest road in New Zealand is the Auckland Harbour Bridge (8 lanes, 10 000 vehicles/hr one way). Capacity could be doubled by building the proposed new bridge alongside it, at a cost of over $ billion with approach ramps, or by converting two existing lanes to light rail, or converting three existing lanes to a busway. A cycle track would help, too. Kerry Wood MIPENZ, MCIT Transport Consulting Engineer Phone/fax + 64 4 971 5549 1 McFarlane St Wellington 6001 New Zealand From sustran at po.jaring.my Thu Sep 23 14:09:13 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 23 Sep 1999 13:09:13 +0800 Subject: [sustran] Re: Bombay request for information In-Reply-To: <3.0.6.32.19990922155337.008222f0@relay101.jaring.my> Message-ID: <3.0.6.32.19990923130913.00821d20@relay101.jaring.my> Dear Deepika At 15:53 22/09/99 +0800, India Center wrote: > >Dear Madam/ Sir, >We have filed a public interest litigation in court against the government >asking for better traffic management and strong steps to be taken to reduce >air pollution in Bombay. >I need the following information urgently: >1) Workable solutions to reduce air pollution and to manage urban traffic >in Bombay >2) Ideal car to road ratio I have made a few points below. I don't think traffic management can ever solve Bombay's problems... more drastic policies will be needed. I will also send you a conference paper that I presented on the theme of urban transport dilemmas in dense cities. Can you handle a pdf file? (you can reply off the list direct to me at sustran@po.jaring.my) Bombay is an extremely high-density city. I do not yet have access to reliable data but it is clearly one of the densest cities in the world, along with Cairo, Hong Kong, Shanghai, Seoul and a few others. High densities have enormous implications for urban transport and for air pollution issues. Dense cities face STARK CHOICES. Bangkok illustrates that a 'traffic disaster' can arise very quickly as motorisation increases in a dense city (and Bangkok's density is much lower than Bombay's at "only" about 130 to 140 persons per hectare). High-density cities are unsuited to high rates of motor vehicle use (especially private car use). It is physically impossible for a dense city to have a high levels of road capacity PER PERSON - it would require an impossibly high level of road capacity PER HECTARE. Cars take up a huge amount of space when in motion AND for parking. In dense cities, space is a valuable commodity. Congestion and parking problems can therefore become very serious in dense cities even when only a few percent of people own cars. The problem is inherently a spatial one and not just a result of a failure to build enough roads. Dense cities are prone to experience high levels of traffic impacts per hectare, such as pollution or noise. Many Asian cities, including Bombay, are traffic-dominated places DESPITE low vehicle ownership and low vehicle use per person. High levels of traffic per hectare will inevitable cause severe local air pollution. This would probably be the case even if the vehicles in Bombay were as clean as the cleanest in the world (which they are not of course!!). Public transport, walking and cycling are very much more space-efficient than private vehicles, especially cars. The most successful urban transport systems in Asia are those that have encouraged walking, cycling and public transport and discouraged private transport (Tokyo, Singapore, Hong Kong, Seoul have all done so). Passenger transport in Bombay is already primarily on public transport and non-motorised transport. The high density means that further enhancing these modes and restraining private vehicles is absolutely essential in order to avoid gridlock and even worse air pollution. The precious road space will have to be carefully rationed between public transport, non-motorised transport and goods traffic (as is done in Hong Kong for example). In my view, an extremely vigorous effort to restrain private vehicles and promote the cleaner and more space-efficient alternatives is the only viable strategy for such a dense city as Bombay. In addition, a strong effort to clean up vehicle emissions will probably also be required because even a small number of dirty vehicles can quickly pollute a dense city (as they already are in Bombay). Of course, the city may gradually spread out in the future - but not fast enough to make space for many vehicles. Urban sprawl is a slow process, whereas an explosion of motor vehicle numbers can happen in the space of a decade or two. I hope this helps. The points I make are backed up a bit more by data in the paper. Please let me know if you can handle pdf files and I will email it to you. PLEASE NOTE NEW 8 DIGIT TELEPHONE/FAX NUMBER Dr A. Rahman Paul BARTER Sustainable Transport Action Network for Asia and the Pacific (SUSTRAN) P.O. Box 11501, Kuala Lumpur 50748, Malaysia. TEL/FAX: +60 3 2274 2590 E-mail: sustran@po.jaring.my (old address tkpb@barter.pc.my has been cancelled) Web: http://www.geocities.com/RainForest/Canopy/2853/ The SUSTRAN network promotes and popularises people-centred, equitable and sustainable transport with a focus on Asia and the Pacific. From ajain at kcrc.com Thu Sep 23 15:50:27 1999 From: ajain at kcrc.com (Jain Alok) Date: Thu, 23 Sep 1999 14:50:27 +0800 Subject: [sustran] Re: fare integration Message-ID: In Hong Kong, the ticketing media for all the major public transport modes is integrated using a contactless smart card technology (called Octopus card). Fare integration, as such, is in place only on special sectors. A sub-urban railway company and Light Rail system operator, Kowloon-Canton Railway Corporation, also operates some feeder buses. For access to train or light rail services, these buses do deduct a fare upon boarding which is refunded when the smart card is validated at the railway station. On return the detector recognises whether a passenger comes from a railway station and does not deduct a fare. All other passengers have to pay a fare to use these services. Should you require more details, you can contact me off the list. Alok Jain Transport Planner Hong Kong > ---------- > From: ganant[SMTP:ganant@vsnl.com] > Sent: September 14, 1999 8:06 PM > To: Sustrans Discussion List > Subject: [sustran] fare integration > > Fare integration is an advance for public transport, but how successful > have > Asian cities been in achieving this ? > > There is no Indian city with integrated fares for urban rail and buses. I > am trying to put together information in support of fare integration and > would be grateful for any inputs, particularly with ref to Asian cities. > Weblinks, study reports most welcome. > > > G.Ananthakrishnan, The Hindu, Chennai, India. > > > > > > G.Ananthakrishnan, Chennai-based journalist can be reached at Tel: + 91 44 > 8413942 , Fax: + 91 44 8415395. > From pascal at pop.gn.apc.org Thu Sep 23 19:36:48 1999 From: pascal at pop.gn.apc.org (Pascal Desmond) Date: Thu, 23 Sep 1999 10:36:48 +0000 Subject: [sustran] Re: Bikes & Train Tracks In-Reply-To: Message-ID: When new tram lines are installed in many European cities they take a pile of old car tyres and grind them down to make a rubber wedge/stip which fits into the gap between the track and tarmac. Basically the tram rides along and squeezes this stuff out of the way. Cyclists just ride over it cos they are relatively light. Afaik this stuff is available commercially but I have no further information. >Dear Gerry and Sustrans Members, >> >>I have been troubled by the dangers that bike riders >>>>face when crossing railroad tracks, particularly tracks that are diagonal >>>>and nearly parallel to the road. (original snipped) > > >The simplest solution might be to segregate cycles for the crossing, then >limit the crossing angle for cyclists by putting a dog-leg in the cycle >path. The Dutch cycle route design manual (available in English and >excellent value) calls for a minimum angle between cycle track and rails of >45 degrees, with a minimum track width of 2.5 m (to allow cyclists some >manoeuvering room). > >The problem might be finding enough room for the dog-leg. > >I don't know of any special compounds. > > > > >Kerry Wood MIPENZ, MCIT >Transport Consulting Engineer >Phone/fax + 64 4 971 5549 >1 McFarlane St Wellington 6001 New Zealand Kind regards Pascal Desmond. From ibike at ibike.org Fri Sep 24 00:49:42 1999 From: ibike at ibike.org (International Bicycle Fund) Date: Thu, 23 Sep 1999 08:49:42 -0700 Subject: [sustran] Re: Bikes & Train Tracks Message-ID: <002801bf05db$5dbe6a00$d1aff5d1@david-mozer> Goodyear company makes a rubber rail track crossing design to improve safety for bicyclists and compatible with trains. Several other companies also have products but Goodyear's is considered the best. ~ INTERNATIONAL BICYCLE FUND ~ Promoting sustainable transport and understanding worldwide Email: ibike@ibike.org Internet: http://www.ibike.org -----Original Message----- From: Gerry Hawkes To: sustran-discuss@jca.ax.apc.org Cc: alhostet@rhcc.com Date: Wednesday, September 22, 1999 5:31 PM Subject: [sustran] Bikes & Train Tracks Dear Sustrans Members, I just received the following inquiry from a doctor in Virginia, USA. Does anyone know of a solution to this problem? >>I am a physician practicing in Virginia who is also an avid biker and a >>promoter of bike safety. I noticed the "blurb" about your company in the >>MEDA newsletter. I have been troubled by the dangers that bike riders >>face when crossing railroad tracks, particularly tracks that are diagonal >>and nearly parallel to the road. We have two such crossings in our city >>and every year we see several serious accidents in our Emergency Room >>caused by the bike wheel getting caught in the "gap" beside the rails, >>and throwing the rider to the pavement. Who knows how many less serious >>accidents go unreported. The city has placed warning signs but have >>taken no further steps to protect bikers. The railroad is "unresponsive" >>to put it kindly. Do you know of any solutions to this problem? Are you >>aware of any device that could be placed in the gap that would support a >>bike but be compressed by a train wheel? If you have any leads or could >>direct me to bulletin boards where these problems are discussed I would >>be most appreciative. Best regards, Gerry Hawkes Bike Track, Inc. P.O. Box 235 Woodstock, VT 05091 ghawkes@biketrack.com www.biketrack.com From ebruun at rci.rutgers.edu Fri Sep 24 00:56:13 1999 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Thu, 23 Sep 1999 11:56:13 -0400 (EDT) Subject: [sustran] Spoornet crisis in South Africa (fwd) Message-ID: AFP wrote: > > > CAPE TOWN, Sept 21 (AFP) - Spoornet, South Africa's loss-making > state railway company, is planning to decommission several > unprofitable lines and shed at least 20,000 jobs, an official > announced Tuesday. > Saki Macozoma, managing director of parent company Transnet, > told parliament that three alternative proposals for cutting rail > lines would be put to trade unions and government soon. > Under the most drastic of the proposals, the railway line from > Johannesburt to the central city of Bloemfontein would be > decommissioned in the shakeup, which would cost some 27,000 jobs > overall. > A softer option would be to keep that line and save some 7,000 > jobs, but it was not clear whether the struggling rail provider > could afford that. > Transnet in July posted losses of 462 million rand (75 million > dollars) for the 1998-99 financial year. More than a quarter of the > money was lost by Spoornet. > Job losses have long been on the cards at Transnet. When it > released its financial report in July, the company announced that it > was mulling cutting tens of thousands of jobs. > When trade unions threatened large-scale labour action, > government put the plans on hold. > Macozoma Tuesday said he regretted that Spoornet, Africa's > biggest rail provider, had not cut its workforce five years ago, > when South Africa was undergoing the change from an apartheid state > to a democracy. > "It would have been less painful," he told reporters. > ---End of forwarded mail from carol@sgimess.physics.upenn.edu -- 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 ebruun at rci.rutgers.edu Fri Sep 24 01:35:32 1999 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Thu, 23 Sep 1999 12:35:32 -0400 (EDT) Subject: [sustran] Re: urban rail and transport problems in KL In-Reply-To: <3.0.6.32.19990923083903.007cea00@relay101.jaring.my> Message-ID: I have a few comments below. Eric Bruun On Thu, 23 Sep 1999, SUSTRAN Resource Centre wrote: > Dear sustran-discussers, > A response to my earlier piece on urban rail and transport problems in KL > (from the new Malaysian Transport list). I am pushed for time to respond > right now. Any takers? > Paul > > ------------------------------------------- > From: "Kathy & Eng Hwa" > To: > Date: Wed, 22 Sep 1999 23:59:54 +0800 > X-MSMail-Priority: Normal > X-Mailer: Microsoft Outlook Express 4.72.3110.1 > X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 > Subject: [malaysia-transport] Re: urban rail and transport problems in KL > > Dear Malaysia Transport discussion list members > > Although many, if not most, of the transport professionals are in favour of > promoting Public Transport (PT) and rail systems to combat the > ever-increasing onslaught of private vehicles, there is another school of > thought (as featured in the latest issue of World Highways) that says .... > " well, cater the need for private transport by building more roads.. it is > a classic economic case of supply and demand...". > > The sad thing is that in most countries, eg Europe, the public transport > systems have always been cross-subsidised and are not able to "stand alone" > as a business venture. Even so, if I am not mistaken, the European > experience is that PT is fighting a losing battle as ridership for rail and > PT decline. > This is an exaggeration. The largest losses were in intercity rail as more people used their cars for such trips. But even there, high-speed rail has stopped the decline in the areas it is available. The situation for urban passenger transport is not so bleak. Eastern Europe has had problems as public services got slashed, but many cities in Western Europe have actually had increases in mode split for transit, bicycling, and walking over the last decade. It really depends upon local and national policies, there is not universal ridership loss. I suggest a search on Prof. John Pucher's articles. He talks a lot about the importance of policy. Deregulation does not work. It has been a disaster for the UK. London area did not deregulate and it did not suffer the ridership losses the rest of the UK did. A planned network with integrated fares works much better. But the trick is to get innovative and responsive planning without having to resort to total deregulation, which throws out much of the good in order to get rid of the bad (unresponsive public monopolies). > So, for it to be succesful in Malaysia and elsewhere for that matter, I > believe there is also a need for a comprehensive (and brave ?) financial > and funding framework that has to be set up to ensure a sustainable balance > between private and public transport mode, since ultimately it boils down > to "who to pay for what ??". Perhaps a need for government intervention and > not leave to the free market ? > > Any comments , views , especially the pro-Keynesian advocates ?? > > Regards, Lim Eng Hwa > > > ... my original message snipped ... > From pendakur at interchange.ubc.ca Fri Sep 24 03:01:57 1999 From: pendakur at interchange.ubc.ca (Dr. V. S. Pendakur) Date: Thu, 23 Sep 1999 11:01:57 -0700 Subject: [sustran] Re: fare integration References: Message-ID: <006c01bf05fa$9c6e4b20$025e17cf@ramakka> Hi, Alok. You may recall us meeting at AIT. I am glad to see you are contributing to SUSTRAN. Best wishes. Setty. ----- Original Message ----- From: Jain Alok To: Sent: Wednesday, September 22, 1999 11:50 PM Subject: [sustran] Re: fare integration > In Hong Kong, the ticketing media for all the major public transport modes > is integrated using a contactless smart card technology (called Octopus > card). Fare integration, as such, is in place only on special sectors. A > sub-urban railway company and Light Rail system operator, Kowloon-Canton > Railway Corporation, also operates some feeder buses. For access to train or > light rail services, these buses do deduct a fare upon boarding which is > refunded when the smart card is validated at the railway station. On return > the detector recognises whether a passenger comes from a railway station and > does not deduct a fare. All other passengers have to pay a fare to use these > services. > > Should you require more details, you can contact me off the list. > > Alok Jain > Transport Planner > Hong Kong > > ---------- > > From: ganant[SMTP:ganant@vsnl.com] > > Sent: September 14, 1999 8:06 PM > > To: Sustrans Discussion List > > Subject: [sustran] fare integration > > > > Fare integration is an advance for public transport, but how successful > > have > > Asian cities been in achieving this ? > > > > There is no Indian city with integrated fares for urban rail and buses. I > > am trying to put together information in support of fare integration and > > would be grateful for any inputs, particularly with ref to Asian cities. > > Weblinks, study reports most welcome. > > > > > > G.Ananthakrishnan, The Hindu, Chennai, India. > > > > > > > > > > > > G.Ananthakrishnan, Chennai-based journalist can be reached at Tel: + 91 44 > > 8413942 , Fax: + 91 44 8415395. > > From joel at xs4all.nl Fri Sep 24 04:29:18 1999 From: joel at xs4all.nl (J.H. Crawford) Date: Thu, 23 Sep 1999 20:29:18 +0100 Subject: [sustran] Re: urban rail and transport problems in KL In-Reply-To: <3.0.6.32.19990923083903.007cea00@relay101.jaring.my> Message-ID: <3.0.1.32.19990923202918.00699140@pop.xs4all.nl> ....snip... >Any comments , views , especially the pro-Keynesian advocates ?? The problem is that Keynes only knew about money. Many externalized costs of transport cannot be reckoned in money, and as it now stands, most of these costs are simply ignored. Examples are noise, loss of congenial public spaces, air pollution, etc. As long as any system of economics fails to account for these real, although non-monetary, costs, it cannot yield a truly correct accounting. Private transport by automobile fares very poorly on non-monetary external costs. ### J.H. Crawford joel@xs4all.nl http://www.carfree.com/ From sustran at po.jaring.my Fri Sep 24 09:49:40 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 24 Sep 1999 08:49:40 +0800 Subject: [sustran] From ITDP: Re: sustainable transport Message-ID: <3.0.6.32.19990924084940.007d3e40@relay101.jaring.my> This response bounced initially due to a small change in ITDP's email address. Date: Thu, 23 Sep 1999 10:37:57 -0400 From: ITDP Organization: ITDP X-Mailer: Mozilla 4.04 [en] (Win95; U) MIME-Version: 1.0 To: sustran-discuss@jca.ax.apc.org Subject: Re: [sustran] sustainable transport References: <3.0.6.32.19990922155337.008222f0@relay101.jaring.my> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Dear Deepika, As a rule of thumb, one lane of road space in mixed traffic can generally handle abour 440-800 persons per hour, if there are one or two people in each vehicle, or about 400 cars per hour. Any more than this and you have very serious congestion. On a motorway, a single lane can handle generally around 2750 persons per hour, or roughly 2000 cars an hour I would guess. A lane or road with only buses in mixed traffic should be able to move at least 10,000 people per hour, and 20,000 in an exclusive busway, more on a highway or elevated structure. In a high density city like Bombay, private motor vehicles don't really make much sense. Bombay seems like a classic location for a Singapore-style area pricing scheme, and I am sure this has been suggested by others. Regarding air quality, the World Bank has done a reasonably good book on urban air quality measures "Urban Air Quality Management Strategy in Asia: Greater Mumbai Report" by Jitendra Shah. You can buy it from the World BAnk via their website at www.worldbank.org, or send an email to books@worldbank.org, or you might contact jitendra shah directly at jshah@worldbank.org. It is weak on traffic demand management measures. Best, Walter India Center (by way of SUSTRAN Resource Centre ) wrote: > Dear Madam/ Sir, > We have filed a public interest litigation in court against the government asking for better traffic management and strong steps to be taken to reduce air pollution in Bombay. > I need the following information urgently: > 1) Workable solutions to reduce air pollution and to manage urban traffic in Bombay > 2) Ideal car to road ratio > > Please could you add us to your listserve. > Sincerely, > Deepika From sustran at po.jaring.my Fri Sep 24 16:41:04 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 24 Sep 1999 15:41:04 +0800 Subject: [sustran] AP fwd: French cities sponsor `Day Without Cars' to counter pollution Message-ID: <3.0.6.32.19990924154104.007ba3d0@relay101.jaring.my> French cities sponsor `Day Without Cars' to counter pollution PARIS (AP) - Paris was quieter and the air at least seemed cleaner Wednesday as tens of thousands of drivers heeded an appeal to keep their cars in the garage to reduce air pollution. All too often these days, the Eiffel Tower is shrouded in smog, emergency rooms are crowded with people suffering from bronchial distress and visitors go away with memories of clogged streets and hazy skies. Though it is unclear whether the one-day effort - first held last year - will cut smog significantly, environmentalists hope the ``Day Without Cars'' in Paris and 65 other French cities will force drivers to think about pollution and their role in creating it. The effort to keep cars at home was voluntary and motorists were not fined for ignoring the appeal, though police-guarded blockades were set up at some points to discourage traffic. Only buses, taxis, emergency vehicles and motorcycles were supposed to circulate in several central Paris neighborhoods. About 3 million cars enter the French capital daily, and the resulting smog that engulfs the city causes health problems like asthma and chronic coughing, particularly among children and the elderly. The mayor's office estimated that the traffic in car-free zones on Wednesday afternoon was 59 percent less than on regular days. In all of Paris, traffic was reduced by 31 percent, the mayor's office said. The Place de la Concorde, usually a whirlwind of cars and tour buses, was strangely calm, with police directing only buses and pedestrians. ``Traffic never moves this quickly,'' said Patrick Khimonier, 43, a taxi driver observing the transformation in the famous square. ``Never,'' he added with finality. But in neighborhoods not blocked off, some streets were as congested as usual. ``Look at that, just look,'' said bus driver Patrick Mottaes, 44, pointing to a row of vehicles at a standstill on a bridge in western Paris. ``The French are just too attached to their cars.'' About 90 cities in Italy embraced the no-car effort as well. Rome and several other cities offered free bus rides for the day to commuters who abandoned their cars. They were enticed with claims that traffic would be speedy. But waits for many routes in Rome were the same as on any other day. Suburban commuters make up a large part of Paris traffic, even though the city has an extensive commuter train network. Still, it's not always easy to get from the suburbs to the capital, said suburban mother Anne Lucas, 33, riding the Metro with her preschool-age daughter. ``It's not safe at night, and if you have heavy packages, or if you have your kids with you, it's just not worth it,'' said Mrs. Lucas. French Environment Minister Dominique Voynet said the car-free day was not designed to punish drivers, but rather to force them to think. ``The idea is to create a dynamic, to force people to think about their transportation habits,'' Voynet said in an interview published Wednesday in the Le Parisien newspaper. Voynet and other government ministers rode bikes, tandems and electric scooters to a Cabinet meeting Wednesday, despite light showers. Copyright 1999 Associated Press. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed. ------------------------------ From sustran at po.jaring.my Fri Sep 24 16:57:06 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 24 Sep 1999 15:57:06 +0800 Subject: [sustran] fwd from Joost Beuving - INZET's car project Message-ID: <3.0.6.32.19990924155706.007bae20@relay101.jaring.my> Dear Joost, Thanks for your interesting email which has been forwarded to me by the UN office here in Malaysia. I am now forwarding it on to our discussion list, sustran-discuss (by the way, please let me know if you would like more details about getting involved in sustran-discuss). I will answer as soon as I can. In the meantime, I hope that other people on the sustran-discuss list might also give you some feedback. Sincerely, Paul Dr A. Rahman Paul BARTER Sustainable Transport Action Network for Asia and the Pacific (SUSTRAN) P.O. Box 11501, Kuala Lumpur 50748, Malaysia. TEL/FAX: +60 3 2274 2590 E-mail: sustran@po.jaring.my (old address tkpb@barter.pc.my has been cancelled) Web: http://www.geocities.com/RainForest/Canopy/2853/ ------------------------------------- Amsterdam, 21 September 1999 Dear Sir, Since only a few weeks ago was I introduced to the SUSTRAN-network. Regularly I receive contributions from SUSTRAN?s participants and the material I reviewed so far has been interesting, and promising. Therefore would I like to participate in the discussion group?s debates. Through this email I would like to present some of the themes that characterise my work. Then I will direct as number of questions to you. But first, allow me to introduce myself, and my project, briefly. My name is Joost Beuving and for INZET, a Dutch development foundation I carry out a project concerned with the trade of used European personal cars to countries of West-Africa. In 1998 INZET launched the project : Good Riddance (to Rubbish): The Netherlands and sustainable transport in West-African Benin. The objective of this project was to structurally contribute to sustainable transport in Benin. In order to not step into the pitfall of traditional modernisation approach to development, INZET has from the onset closely co-operated with three Beninese counterparts. Practically, this means that INZET and its partners have jointly formulated the project?s terms of reference and co- defined the project activities. Around the summer the first phase of the project was finalised. And we can look back with satisfaction, because our joint efforts have brought some interesting results. In April INZET organised a seminar, where representants of the car business, environmental and developmental NGOs, experience-experts and University researchers discussed on basis of INZET?s research paper the scope for sustainable transport in Benin. Two themes were treated extensively: (1) how can the trade in Dutch used cars to Africa be improved, and (2) which measures are required to direct contemporary flows of traffic in Benin versus sustainable transport. Notwithstanding the large differences among and between the participants, there was a fundamental agreement about INZET?s problem analysis. In our research report we have concluded that a functional relation exists between the export of used cars and a range of environmental problems in (developing) countries that import these cars, such as Benin. The relation functions as follows. Member states of the EU export used cars to countries all over the world. About one third of this stock is exported to Africa, and the majority thereof are exported to sub-Saharan West Africa. These cars are generally old and make use of outdated car technology. Together with the low quality of fuel (kpayo: contains lead and is not purified properly) and improper maintenance (related to lack of spare parts) the ever increasing stock of cars in Benin produce more and more vehicular pollution. GP?s are already observing an marked increase in the incidence of airpollution related diseases. Another environmental problem is related to the absence of a recycling industry. Benin simply lacks the means to collect and demolish car- wrecks in an environmentally sound manner. As we see it now, the member states of the EU are transferring part of their waste problem to developing countries such as Benin under the cover of trade. All participants agreed with INZET?s proposition that environmental problems in e.g. Benin are related to the export of European used cars. A firm statement, which offers scope for changes. However, not all participants agreed on the problem resolving strategy. Key problem here is rooted in the responsibility that member states of the EU hold with respect to environmental problems of developing countries. Representants of the car business and trade firmly denied this responsibility. Others agreed, and even acknowledged with INZET that we will have to contribute financially to resolve environmental problems in Benin. Notwithstanding these differences, short-term action should be undertaken. That became more than clear during our mission to Benin last June. Our counterparts pointed at the negative effects of used cars in Benin for people and environment and underlined the necessity to act swiftly. With its car project, INZET has reached the national press on a number of occasions. On basis of the results of the first phase of the project an extensive article was published in the largest Dutch newspaper. Furthermore, a documentary was filmed and broadcasted last spring. Finally the issue was taken up by the Green party, who has directed parliamentary questions to the Minister of Environment about the expenditure of Dutch environmental funds to developing countries. Last September INZET has started the second phase of the car project. In this phase a number of concrete activities are to be carried out, including the organisation of a ?lead-seminar?. This seminar is concerned with the phasing out of leaded fuel and the introduction of unleaded fuel in Benin. I would like to share some of the preliminary thoughts we have on this theme. At present the Beninese government is, under pressure of the Worldbank and IMF liberalising the fuel market and privatising the distribution of fuel. Last July the government presented a tender for the take-over of 55% of the SONACOP (Beninese State Oil Company) shares. Shell and Elf-Aquitaine have already demonstrated their interest for this market opportunity. Unfortunately, we don?t know what will happen. Negotiations are taking place behind closed doors and it is not clear when the Beninese government decides. However, when two dogs fight over a bone .The negotiations provide an excellent opportunity to demand for the introduction of lead-free fuel and to negotiate a quality standard for fuel. Preceding all this, INZET wishes to organise a seminar to discuss institutional and technical conditions for the introduction of lead-free fuel. I imagine this to be a highly technical and specialist debate and INZET will have to rely on external technical expertise. In preparation for the seminar I will study a number of cases of the introduction of lead- free fuel. The findings will be published in a brief report, that will provide the material basis for further discussion. I would like to get in touch with people, or organisations, that have dealt with the introduction of lead-free fuel in developing countries. Naturally, sub-Saharan Africa can not without precautions be compard with e.g. South-East Asia. Obviously, what we are striving for requires expertise, knowledge and experience from the international community. Through the SUSTRAN-network I would like to direct to the international community the following set of questions: under what technical and institutional conditions can the introduction of lead-free fuel be successful; which political hindrances should be tackled in order to effectively facilitate such an introduction; when constructing a framework for negotiation: how should Oil companies be related to it. Furthermore, I would like to ask you, SUSTRAN?s board, to what degree SUSTRAN maintains its geographical demarcation for the debate. From your point of view, can I share my experiences with the network?s participants, and contribute to the network?s discussions? I hope you can find some time to answer my questions. Yours,  Joost Beuving Sustainable Development Programme From alanhowes at usaksa.com Sat Sep 25 02:18:26 1999 From: alanhowes at usaksa.com (Alan P Howes) Date: Fri, 24 Sep 1999 17:18:26 GMT Subject: [sustran] Re: fwd comments on Brazil pedestrian situation In-Reply-To: <3.0.6.32.19990920180226.008269d0@relay101.jaring.my> References: <3.0.6.32.19990920180226.008269d0@relay101.jaring.my> Message-ID: <37edab9c.3999564@smtp.usaksa.com> On Mon, 20 Sep 1999 18:02:26 +0800, "Andrea" wrote: >>Earlier this year, my company sent me to Brazil and many people warned me >>that pedestrians never have the right of way and that I must yield to cars >>at all times unless there was a specific pedestrian signal. Surprisingly enough, this does not seem to be the case here in Saudi Arabia - though it would be a brave pedestrian who assumed a car might give way to him or her (particularly the latter). The Highway Code (English version) has - - "You should help the Children and woman in crossing the road." and - "Do not put the pedestrians in danger with your car." Mind you, it also has "Do not scare others unless you want to be scared by them", and other such gems. And it fails to give any instructions about priority to pedestrians when making right (nearside) turns on red. And I have yet to meet another driver here who has actually _seen_ the code in question, let alone read it! -- Alan & Jacqui Howes, Riyadh, Saudi Arabia (Formerly Perthshire, Scotland) alanhowes@usaksa.com http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] *** A debt-free start for a billion people in the world's poorest *** *** countries - Jubilee 2000, http://www.jubilee2000uk.org *** From rajatr at civil.iitb.ernet.in Sat Sep 25 23:22:53 1999 From: rajatr at civil.iitb.ernet.in (Rajat Rastogi 98404302) Date: Sat, 25 Sep 1999 19:52:53 +0530 (IST) Subject: [sustran] Re: sustainable transport In-Reply-To: <3.0.6.32.19990922155337.008222f0@relay101.jaring.my> Message-ID: Dear Deepika, I am a research scholar under QIP scheme of Govt.of India working in Transportation Systems Engineering in Department of Civil Engineering of IIT, Bombay.I am working for the promotion and integration of walk and bicycle with public transport and private and passenger vehicles for accessing Sub Urban Rail (SUR) stations.In the process the share of Single Occupancy Vehicles (SOV) will be reduced for this purpose. > I need the following information urgently: > > 1) Workable solutions to reduce air pollution and to manage urban traffic > in Bombay Well there are many solutions,which have been tried in many parts of the world for the reduction of above two mentioned problems.Some of them are: 1) Flexible Woring Hour System 2) Automobile Restrictions, like no entry during peak hours in CBD, Parking restriction, partial restrictions (entry of vehicle with odd last number of registration on odd days of week) 3) Provision of Ring Roads, Through corridors (like Eastern and Western Express Highways) and so on. Well, what I feel that though 1st and 3rd can be implemented with a little persuation (3rd already underway with construction of flyovers), the 2nd is very difficult to be implemented. Instead authorities have to think in the direction of providing facilities for pedestrians and bicyclists in an area of radius of 1.2 and 3.5 km from SUR stations respectively. At the same time, BEST has to improve their services by increasing their fleet size so that people can move with No Standing condition or with a load factor of 1.0 (i.e. with stipulated standings only). So as to reduce the use of Single occcupancy vehicles, it will be better if the BMC increases the parking fee for cars and 2-W by 2-3 times of present level, along with increasing the parking distance from SUR station.The provision of direct connectivity for pedestrians and bicyclists, the bicycle designated lane and the protected storage facility for bicycles adjacent to the station will definitely increase the share of walk and bicycle for accessing SUR stations along with for short distance commuting with different purposes. Another way is allowing to use the SOVs upto certain distance or upto the outskirts of the CBD, parking the vehcile there and then using public transport to enter the CBD. In this case the parking fee can also include the charges for PT commuting to the destination. Another aspect, which should be studied is the availability of resources and their optimal use. The resources being put for the construction of flyovers, if have been used for the construction of pedestrian and bicycle facilities, would have provided 10 times more facilities of high grade. Secondly, the construction of flyovers will cater to the needs of only 6-9% of trip makers who use private vehicles for commuting.In Greater Mumbai 86% of the trips are by public transport and therefore, the policies should be such which give maximum relief to public transport users. Third aspect, which require consideration is the beauty of Mumbai in terms of vertical expansion leaving a good amount of area for recreational activities, including plantation. This can also be used for reducing the share of SOV users. The opponents of this type of expansion argue that with the increase of tenaments in a building the vehcile occupancy also increases, which may require additional space for vehicular movements.Though this is true, but can be tackeled. In an office, it has been found that even at Nariman Point, only one or two persons come by personal or company car. Such companies should be asked to get accommodation in the same building for such persons so that these trips can be reduced. > > 2) Ideal car to road ratio > As per my information, you can use following values. 1) In Persons/m. width/hr Walk-3600, Bicycle-1500, Scooter-100 to 200, Automobile-120 to 220, bus-2700. 2) In Persons/hr/lane Walk-1800, Bicycle-1500, Motor cycle-1100, Car-440 to 800, Bus Mixes Traffic-10000, Bus Busway-19000. 3) 2m wide bikelane-one way:5200 cycles/hr 3.5m to 4m wide car lane:2000 cars/hr 4) One Car space ~ 18 to 22 times Bicycle space You can furthercontact me out of the list, if required. with warm compliments from, Rajat Rastogi ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ BE WOBMEF: Walking Or Bicycling Makes(you) Environment Friendly. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ################################################################ # # # RAJAT RASTOGI, Research Scholar, QIP, # # Transportation Systems Engineering, # # Department of Civil Engineering, # # IIT, Powai, MUMBAI-400 076. # # Res.:QIP Qtr 12, Bldg.1,Hill Side. # # Phone:91-022-578 2545(Extn.)-7348(LAB), Res:5778510(pp) # # E-Mail:rajatr@gemini.civil.iitb.ernet.in # ################################################################ On Wed, 22 Sep 1999, India Center wrote: > > > Dear Madam/ Sir, > > We have filed a public interest litigation in court against the > government asking for better traffic management and strong steps to be > taken to reduce air pollution in Bombay. > > > > Please could you add us to your listserve. > > Sincerely, > > Deepika > > > From alanhowes at usaksa.com Sun Sep 26 01:10:31 1999 From: alanhowes at usaksa.com (Alan P Howes) Date: Sat, 25 Sep 1999 16:10:31 GMT Subject: [sustran] Re: urban rail and transport problems in KL In-Reply-To: References: Message-ID: <37eeea56.3471033@smtp.usaksa.com> On Thu, 23 Sep 1999 12:35:32 -0400 (EDT), Eric Bruun wrote: >On Thu, 23 Sep 1999, SUSTRAN Resource Centre wrote: > >> From: "Kathy & Eng Hwa" >> >> The sad thing is that in most countries, eg Europe, the public transport >> systems have always been cross-subsidised and are not able to "stand alone" >> as a business venture. Even so, if I am not mistaken, the European >> experience is that PT is fighting a losing battle as ridership for rail and >> PT decline. >> > This is an exaggeration. I agree with you there. > >Deregulation does not work. It has been a disaster for the UK. But not entirely there. UK Dereg worked in that it achieved what the government wanted - big cuts in subsidy. (OK, they also said they wanted to revitalise Public Transport, but if you believed that ...) And IMO the public as a whole (including taxpayers) got better value for money out of PT after Dereg than before it. But crucially, Dereg failed to provide a PT system which would tempt people out of their cars, and the absence of effective anti-trust legislation in the UK resulted in abuse of monopoly power by a few large bus groups. >London area did not deregulate and it did not suffer the ridership >losses the rest of the UK did. Yes, but London is different in many other ways too. >A planned network with integrated fares >works much better. But the trick is to get innovative and responsive >planning without having to resort to total deregulation, which throws out >much of the good in order to get rid of the bad (unresponsive public >monopolies). Quite right. Many UK transit authorities were too politically motivated to look after PT effectively - for instance, spending money on rail lines used by relatively few middle-income passengers, while not supporting bus services used by lower income groups. I firmly believe that the best transport networks are those planned by operators motivated by profit - BUT, working under the right regulatory framework. Which brings me back to my usual hobby-horse, Curitiba (Brazil). As well as having a splendid "Bus Metro", they have a rather interesting regulatory system. There are several operators, operating on routes and at fares set down by the TA (if I remember correctly - I'm quoting from memory). I am not sure if they are limited in the bus-kms they run - though I guess they are. The clever bit is that the TA collects all the revenue, and allocates it to operators on the basis of bus-kms run. So the operators have an interest in maximising revenue on the system as a whole, but not in competing with other operators for revenue. Neat, don't you think? I would have thought the Curitiba model might be of interest in KL. >> Any comments , views , especially the pro-Keynesian advocates ?? I used to work in Milton Keynes - will that do? -- Alan Howes, Riyadh, Saudi Arabia (Formerly Perthshire, Scotland) alanhowes@usaksa.com http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] *** A debt-free start for a billion people in the world's poorest *** *** countries - Jubilee 2000, http://www.jubilee2000uk.org *** From alanhowes at usaksa.com Sun Sep 26 04:07:40 1999 From: alanhowes at usaksa.com (Alan P Howes) Date: Sat, 25 Sep 1999 19:07:40 GMT Subject: [sustran] Re: urban rail and transport problems in KL In-Reply-To: <37eeea56.3471033@smtp.usaksa.com> References: <37eeea56.3471033@smtp.usaksa.com> Message-ID: <37ee1c0f.477888@smtp.usaksa.com> What I should have added, is that AFAIK PT in Curitiba runs without susbsidy. If anyone has chapter and verse handy on their finance and regulatory setup, perhaps they would like to post it. If not, and people are interested, I will dig out what I can find. On Sat, 25 Sep 1999 16:10:31 GMT, I wrote: >Which brings me back to my usual hobby-horse, >Curitiba (Brazil). > >As well as having a splendid "Bus Metro", they have a rather >interesting regulatory system. There are several operators, operating >on routes and at fares set down by the TA (if I remember correctly - >I'm quoting from memory). I am not sure if they are limited in the >bus-kms they run - though I guess they are. The clever bit is that the >TA collects all the revenue, and allocates it to operators on the >basis of bus-kms run. So the operators have an interest in maximising >revenue on the system as a whole, but not in competing with other >operators for revenue. > >Neat, don't you think? I would have thought the Curitiba model might >be of interest in KL. -- Alan & Jacqui Howes, Riyadh, Saudi Arabia (Formerly Perthshire, Scotland) alanhowes@usaksa.com http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] *** A debt-free start for a billion people in the world's poorest *** *** countries - Jubilee 2000, http://www.jubilee2000uk.org *** From bogus@does.not.exist.com Sun Sep 26 04:07:40 1999 From: bogus@does.not.exist.com () Date: Sat, 25 Sep 1999 19:07:40 GMT Subject: ***no article*** Message-ID: ***no article*** From ajain at kcrc.com Mon Sep 27 15:03:03 1999 From: ajain at kcrc.com (Jain Alok) Date: Mon, 27 Sep 1999 14:03:03 +0800 Subject: [sustran] Re: fwd comments on Brazil pedestrian situation Message-ID: No amount of legislation or guidelines is helpful for pedestrians unless there is a strong will to enforce it. A pedestrian is the poorest soul on the roads (my definition includes sidewalks) who is being constantly intimidated by iron monsters while the belching smoke is constantly killing him. If the former spares the latter gets him. In a number of countries even segregated sidewalks are not safe for them because people on mobikes and cars use them for "shortcuts" on congested streets (a common sight in Bangkok) or "parking" (list of cities too big for this discussion group). And some of these cities have very flashy and ideological "policies" towards pedestrians. Giving right-of-way to the pedestrians at crossings is expecting too much in such circumstances. Alok Jain > ---------- > From: alanhowes@usaksa.com[SMTP:alanhowes@usaksa.com] > Sent: September 25, 1999 1:18 AM > To: sustran-discuss@jca.ax.apc.org > Subject: [sustran] Re: fwd comments on Brazil pedestrian situation > > On Mon, 20 Sep 1999 18:02:26 +0800, "Andrea" > wrote: > > >>Earlier this year, my company sent me to Brazil and many people warned > me > >>that pedestrians never have the right of way and that I must yield to > cars > >>at all times unless there was a specific pedestrian signal. > > Surprisingly enough, this does not seem to be the case here in Saudi > Arabia - though it would be a brave pedestrian who assumed a car might > give way to him or her (particularly the latter). The Highway Code > (English version) has - > > - "You should help the Children and woman in crossing the road." and > > - "Do not put the pedestrians in danger with your car." > > Mind you, it also has "Do not scare others unless you want to be > scared by them", and other such gems. And it fails to give any > instructions about priority to pedestrians when making right > (nearside) turns on red. And I have yet to meet another driver here > who has actually _seen_ the code in question, let alone read it! > -- > Alan & Jacqui Howes, Riyadh, Saudi Arabia (Formerly Perthshire, Scotland) > alanhowes@usaksa.com > http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] > > *** A debt-free start for a billion people in the world's poorest *** > *** countries - Jubilee 2000, http://www.jubilee2000uk.org *** > From sustran at po.jaring.my Mon Sep 27 20:56:05 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Mon, 27 Sep 1999 19:56:05 +0800 Subject: [sustran] Re: urban rail and transport problems in KL Message-ID: <3.0.6.32.19990927195605.00843270@relay101.jaring.my> [Lim EH's response on Malaysia-Transport list. Paul.] From: "Kathy & Eng Hwa" Date: Sun, 26 Sep 1999 23:00:35 +0800 Subject: [msia-trans] Re:[sustran] urban rail and transport problems in KL In view of the 2 responses from Eric Bruun and Alan Howe, I am obliged to add a few points to my earlier email, as stated below. Regards, Lim Eng Hwa -----Original Message----- [another response on sustran-dsicuss to Eng Hwa's questions. Paul.] From: alanhowes@usaksa.com (Alan P Howes) To: sustran-discuss@jca.ax.apc.org On Thu, 23 Sep 1999 12:35:32 -0400 (EDT), Eric Bruun wrote: >On Thu, 23 Sep 1999, SUSTRAN Resource Centre wrote: > >> From: "Kathy & Eng Hwa" >> The sad thing is that in most countries, eg Europe, the public transport >> systems have always been cross-subsidised and are not able to "stand >> alone" as a business venture. Even so, if I am not mistaken, the European >> experience is that PT is fighting a losing battle as ridership for rail >> and PT decline. Eric Brunn> This is an exaggeration. = Alan Howes> I agree with you there. Lim Eng Hwa replies : Could anyone substantiate otherwise, ie PT and rail in Europe are doing fine? Any examples of a succesful privatised PT venture? I quote from an address by Mr Wim Westerhuis, Director General of IRF Geneva Program Centre during a conference in Finland, June 1999 that says.. " Road development in Europe has outpaced the other modes. Private individuals decided that they preferred to go by car and bought one. Companies opted for road transport because goods could be transported to their precise destination and .. Railways are running well below capacity". He added "European govt taxed the road users at fuel costs 3 to 4 times higher than in US hoping to cut demand for road transport .... = A recent BBC report on the privatised rail system in UK carried the title - Trains unreliable, late and getting worse" That is why I suggest a need for a comprehensive financial and funding framework that has to be set up to ensure a sustainable balance between private and public transport mode, since ultimately it boils downto "who to pay for what ??". Perhaps a need for government intervention and not leave to the free market > >Eric Bruun wrote : Deregulation does not work. It has been a disaster for = the UK. >Alan Howes wrote : Dereg failed to provide a PT system which would tempt p= eople out of their >cars, and the absence of effective anti-trust legislation in the UK >resulted in abuse of monopoly power by a few large bus groups. Lim Eng Hwa replies : There are plans mooted for a Klang Valley transport authority that would in principle oversees the whole transport planning business for KL and its surrounding area.. When that will happen is another question and how effective it can be is an even bigger question ?? >Alan Howes wrote: Which brings me back to my usual hobby-horse, >Curitiba (Brazil)....I would have thought the Curitiba model might be of interest in KL. Lim Eng Hwa replies : Would appreciate if anyone suggest where to find detailed info on the Curitiba model ? Especially when it is without subsidy !! >>Lim wrote: Any comments , views , especially the pro-Keynesian advocates= ?? >Alan Howes wrote: I used to work in Milton Keynes - will that do? Lim EH adds: I would not know if that will do :) :) but I do know in Milton Keynes, the council has succesfully implemented a system of "Redway" - I believe it is a system of pedestrian/cycling routes, right Alan ?? Could be useful to see how they do it, vis a vis the Penang Study !!! ----------------------------------------------------------------= From sustran at po.jaring.my Mon Sep 27 22:31:09 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Mon, 27 Sep 1999 21:31:09 +0800 Subject: [sustran] Re: Bombay request for information In-Reply-To: <00d401bf05cb$25a47ca0$7904c5cb@A.ICHRL> Message-ID: <3.0.6.32.19990927213109.008367f0@relay101.jaring.my> At 19:22 23/09/99 +0530, you wrote: >Secondly do you know what is the ideal car to road ratio. Is there any measure for Bombay? Sorry, there is no "ideal" ratio of numbers of vehicles versus road length. There are too many complicating factors (lane kilometres would be better than road km, arterial capacity is more relevant than small streets, and traffic mix, traffic management, etc.... all make a difference). There is also a danger from focusing on vehicle to roads ratios. The danger is that some people will conclude that the only obvious solution is to build more and more roads as quickly as possible. Having said that, let's look briefly at some simple numbers on this issue. Below are data for 1990. The first column is total vehicles per km of road (including local streets) for the whole metropolitan area. These numbers are derived from the Kenworthy, Laube, et al. data set (the 1990 update of the Newman and Kenworthy data set). The second column is passenger car-equivalent units (PCU) per km of road. They are based on the same data set's raw numbers and using some simple assumptions. By the way, Passenger Car-equivalent Units (PCUs) are a way to take some account of the fact that differnt kinds of vehicles use different amount of road space (e.g. in this case for argument's sake I just used a very very simple assumption that 1 motorcycle = half a pcu, 1 car = 1 pcu and all other vehicles = 1.5 pcus). I have dropped most of the cities from the list, leaving only a few to comment on, including all of the cities which had high numbers of vehicles per length of road. Vehicles/km of road pcu/km of road Perth 63 68 Canberra 61 64 Phoenix 78 81 ... Tokyo 195 215 ... Munich 295 299 ... Jakarta 371 306 Hong Kong 284 333 Surabaya 618 433 Paris 456 ? (>~460) Bangkok 538 499 Unfortunately this little exercise suggests that these ratios are NOT particularly useful, although they are not totally meaningless either. Cities with very low ratios do indeed have very free-flowing traffic. And, of the 5 cities with the highest pcu per road ratios, 4 are indeed notoriously congested throughout the day. BUT Surabaya is not particularly congested even though it's high ratios suggest that it should be. Also I have heard that Tokyo's arterial roads and expressways are clogged throughout the day. But Tokyo's ratios were NOT up among the high figures. As I said above, there are many other factors..... NEVERTHELESS, maybe we could use these numbers as a very rough "RULE OF THUMB" to suggest that a figure of 300 or 400 vehicles per km of road means a city is probably heading for big trouble from congestion, especially if vehicle numbers are still rising quickly and especially if there are not many motorcycles. You will need some recent data on roads and vehicle numbers for Bombay (careful that the roads and the vehicle data are BOTH for the SAME area which should be the whole metropolitan area if possible - Greater Bombay say). You could also try to look at trends to see how soon Bombay will reach these "high" ratios. >Also in Bombay alot of the public transport like taxis, autorickshaws and buses cause a great deal of air pollution. This needs to be regulated. How do we do that? A very big question. There is lots of literature on this. You could start by consulting the World Bank's Urbair document that Walter Hook recommended to you. I am sure it would have a few simple suggestions. Sometimes a simple requirement for a yearly vehicle inspection for all commercial vehicles brings a substantial pollution reduction, provided corruption is not too rampant among those responsible for inspecting the vehicles. I don't have references handy on this issue.. any experts on this on sustran-discuss?? >What do you mean by gridlock? Gridlock is a colloquial way to say "bad traffic congestion". I hope this helps. PLEASE NOTE NEW 8 DIGIT TELEPHONE/FAX NUMBER Dr A. Rahman Paul BARTER Sustainable Transport Action Network for Asia and the Pacific (SUSTRAN) P.O. Box 11501, Kuala Lumpur 50748, Malaysia. TEL/FAX: +60 3 2274 2590 E-mail: sustran@po.jaring.my (old address tkpb@barter.pc.my has been cancelled) Web: http://www.geocities.com/RainForest/Canopy/2853/ The SUSTRAN network promotes and popularises people-centred, equitable and sustainable transport with a focus on Asia and the Pacific. From ebruun at rci.rutgers.edu Mon Sep 27 23:24:26 1999 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Mon, 27 Sep 1999 10:24:26 -0400 (EDT) Subject: [sustran] Re: Bombay request for information In-Reply-To: <3.0.6.32.19990927213109.008367f0@relay101.jaring.my> Message-ID: I have a few additional comments below. Eric Bruun On Mon, 27 Sep 1999, SUSTRAN Resource Centre wrote: > At 19:22 23/09/99 +0530, you wrote: > >Secondly do you know what is the ideal car to road ratio. Is there any > measure for Bombay? > > Sorry, there is no "ideal" ratio of numbers of vehicles versus road length. > There are too many complicating factors (lane kilometres would be better > than road km, arterial capacity is more relevant than small streets, and > traffic mix, traffic management, etc.... all make a difference). > Also, vehicle OWNERSHIP is not a reliable method of determining vehicle use. Off the top of my head I think Germany has between 500 and 600 vehicles per 1000 citizens whild the US has about 700, yet the annual urban vehicle-kilometers travelled in the US is twice as high. Just because people own cars doesn't mean that they use them for every trip. > There is also a danger from focusing on vehicle to roads ratios. The danger > is that some people will conclude that the only obvious solution is to > build more and more roads as quickly as possible. > > Having said that, let's look briefly at some simple numbers on this issue. > Below are data for 1990. The first column is total vehicles per km of road > (including local streets) for the whole metropolitan area. These numbers > are derived from the Kenworthy, Laube, et al. data set (the 1990 update of > the Newman and Kenworthy data set). The second column is passenger > car-equivalent units (PCU) per km of road. They are based on the same data > set's raw numbers and using some simple assumptions. > > By the way, Passenger Car-equivalent Units (PCUs) are a way to take some > account of the fact that differnt kinds of vehicles use different amount of > road space (e.g. in this case for argument's sake I just used a very very > simple assumption that 1 motorcycle = half a pcu, 1 car = 1 pcu and all > other vehicles = 1.5 pcus). > > I have dropped most of the cities from the list, leaving only a few to > comment on, including all of the cities which had high numbers of vehicles > per length of road. > > Vehicles/km of road pcu/km of road > > Perth 63 68 > Canberra 61 64 > Phoenix 78 81 > ... > Tokyo 195 215 > ... > Munich 295 299 > ... > Jakarta 371 306 > Hong Kong 284 333 > Surabaya 618 433 > Paris 456 ? (>~460) > Bangkok 538 499 > > Unfortunately this little exercise suggests that these ratios are NOT > particularly useful, although they are not totally meaningless either. > > Cities with very low ratios do indeed have very free-flowing traffic. And, > of the 5 cities with the highest pcu per road ratios, 4 are indeed > notoriously congested throughout the day. BUT Surabaya is not particularly > congested even though it's high ratios suggest that it should be. Also I > have heard that Tokyo's arterial roads and expressways are clogged > throughout the day. But Tokyo's ratios were NOT up among the high figures. > As I said above, there are many other factors..... > The space consumption for parking gets huge when cities become based on autos. This, in turn, starts to ruin the pedestrian atmosphere and increase travel distances for the non-motorized modes. Then it causes even more people to want to drive. Just look at what has happened to most US cities. One can not walk or bicycle safely even if one would prefer it. > NEVERTHELESS, maybe we could use these numbers as a very rough "RULE OF > THUMB" to suggest that a figure of 300 or 400 vehicles per km of road means > a city is probably heading for big trouble from congestion, especially if > vehicle numbers are still rising quickly and especially if there are not > many motorcycles. You will need some recent data on roads and vehicle > numbers for Bombay (careful that the roads and the vehicle data are BOTH > for the SAME area which should be the whole metropolitan area if possible - > Greater Bombay say). You could also try to look at trends to see how soon > Bombay will reach these "high" ratios. > > > >Also in Bombay alot of the public transport like taxis, autorickshaws and > buses cause a great deal of air pollution. This needs to be regulated. > How do we do that? > > A very big question. There is lots of literature on this. You could start > by consulting the World Bank's Urbair document that Walter Hook recommended > to you. I am sure it would have a few simple suggestions. Sometimes a > simple requirement for a yearly vehicle inspection for all commercial > vehicles brings a substantial pollution reduction, provided corruption is > not too rampant among those responsible for inspecting the vehicles. I > don't have references handy on this issue.. any experts on this on > sustran-discuss?? > > >What do you mean by gridlock? > > Gridlock is a colloquial way to say "bad traffic congestion". > > I hope this helps. > PLEASE NOTE NEW 8 DIGIT TELEPHONE/FAX NUMBER > > Dr A. Rahman Paul BARTER > Sustainable Transport Action Network for Asia and the Pacific (SUSTRAN) > P.O. Box 11501, Kuala Lumpur 50748, Malaysia. > TEL/FAX: +60 3 2274 2590 > E-mail: sustran@po.jaring.my > (old address tkpb@barter.pc.my has been cancelled) > Web: http://www.geocities.com/RainForest/Canopy/2853/ > > The SUSTRAN network promotes and popularises > people-centred, equitable and sustainable transport > with a focus on Asia and the Pacific. > From ebruun at rci.rutgers.edu Tue Sep 28 00:57:03 1999 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Mon, 27 Sep 1999 11:57:03 -0400 (EDT) Subject: [sustran] [sustran] More on urban rail and transport problems in KL In-Reply-To: <37eeea56.3471033@smtp.usaksa.com> Message-ID: On Sat, 25 Sep 1999, Alan P Howes wrote: > On Thu, 23 Sep 1999 12:35:32 -0400 (EDT), Eric Bruun > wrote: > > >On Thu, 23 Sep 1999, SUSTRAN Resource Centre wrote: > > > >> From: "Kathy & Eng Hwa" > >> > >> The sad thing is that in most countries, eg Europe, the public transport > >> systems have always been cross-subsidised and are not able to "stand alone" > >> as a business venture. Even so, if I am not mistaken, the European > >> experience is that PT is fighting a losing battle as ridership for rail and > >> PT decline. > >> > > This is an exaggeration. > > I agree with you there. > > > >Deregulation does not work. It has been a disaster for the UK. > > But not entirely there. UK Dereg worked in that it achieved what the > government wanted - big cuts in subsidy. (OK, they also said they > wanted to revitalise Public Transport, but if you believed that ...) > And IMO the public as a whole (including taxpayers) got better value > for money out of PT after Dereg than before it. But crucially, Dereg > failed to provide a PT system which would tempt people out of their > cars, and the absence of effective anti-trust legislation in the UK > resulted in abuse of monopoly power by a few large bus groups. > I would like to know your reasoning how you think the public is getting more value for money from the present system. Fares are not low by northern European standards, yet service is inferior to most northern European cities. > >London area did not deregulate and it did not suffer the ridership > >losses the rest of the UK did. > > Yes, but London is different in many other ways too. > Agreed, they are historically much more transit-oriented than the rest of the UK. The driving alternative is so terrible for many that even a bad system would get used. Fortunately, they still have a good system, even if the fares are a bit high, since the UK somehow thinks subsidies are a sin. > >A planned network with integrated fares > >works much better. But the trick is to get innovative and responsive > >planning without having to resort to total deregulation, which throws out > >much of the good in order to get rid of the bad (unresponsive public > >monopolies). > > Quite right. Many UK transit authorities were too politically > motivated to look after PT effectively - for instance, spending money > on rail lines used by relatively few middle-income passengers, while > not supporting bus services used by lower income groups. > > I firmly believe that the best transport networks are those planned by > operators motivated by profit - BUT, working under the right > regulatory framework. Which brings me back to my usual hobby-horse, > Curitiba (Brazil). > I think a distinction has to be made between planning and operating. Profit-motivated operators might be more efficient on a cost per kilometer basis, but Howe himself agreed that there must be regulation. Much of this regulation is in network design, that is, "planning", and in service standards. In developed countries, the systems with high usage are planned by public agencies, not private operators. The reason this might not hold true in developing countries is because the government may not have the institutions and funding needed to manage such systems, or there might be corruption. Curitiba is not typical, it is much better managed and organized than typical for developing countries. Not only is its public transport better, its schools are better, its sewers are better, its recycling is better, its care for the poor is better, etc, etc. > As well as having a splendid "Bus Metro", they have a rather > interesting regulatory system. There are several operators, operating > on routes and at fares set down by the TA (if I remember correctly - > I'm quoting from memory). I am not sure if they are limited in the > bus-kms they run - though I guess they are. The clever bit is that the > TA collects all the revenue, and allocates it to operators on the > basis of bus-kms run. So the operators have an interest in maximising > revenue on the system as a whole, but not in competing with other > operators for revenue. > > Neat, don't you think? I would have thought the Curitiba model might > be of interest in KL. > > >> Any comments , views , especially the pro-Keynesian advocates ?? > > I used to work in Milton Keynes - will that do? > -- > Alan Howes, Riyadh, Saudi Arabia (Formerly Perthshire, Scotland) > alanhowes@usaksa.com > http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] > > *** A debt-free start for a billion people in the world's poorest *** > *** countries - Jubilee 2000, http://www.jubilee2000uk.org *** > > From ebruun at rci.rutgers.edu Tue Sep 28 01:10:04 1999 From: ebruun at rci.rutgers.edu (Eric Bruun) Date: Mon, 27 Sep 1999 12:10:04 -0400 (EDT) Subject: [sustran] Yet more on urban rail and transport problems in KL In-Reply-To: Message-ID: Oops, people tell me that Manchester was a bad example of a bad system, in that it has some coordinated services. Let me say Liverpool instead. Eric From alanhowes at usaksa.com Wed Sep 29 04:21:33 1999 From: alanhowes at usaksa.com (Alan P Howes) Date: Tue, 28 Sep 1999 19:21:33 GMT Subject: [sustran] Re: urban rail and transport problems in KL In-Reply-To: <3.0.6.32.19990927195605.00843270@relay101.jaring.my> References: <3.0.6.32.19990927195605.00843270@relay101.jaring.my> Message-ID: <37f710b9.4841705@smtp.usaksa.com> On Mon, 27 Sep 1999 19:56:05 +0800, "Lim Eng Hwa" wrote: >Lim Eng Hwa replies : Could anyone substantiate otherwise, ie PT and >rail in Europe are doing fine? Any examples of a succesful privatised >PT venture? All I can readily lay hands on is the following; "Number of [UK] Rail Trips continues to grow by 7%. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ... between April & June, with 7% more passenger trips than in the corresponding period in 1998. Quoted in Local Transport Today (LTT), from a report by the UK DETR (Govt. Dept.). LTT is a good, reliable data source for UK transport info. Also, I believe rail freight traffic is growing strongly in the UK now, thanks to good management by the US-owned franchisee (and of course, rail freight in the US is growing by leaps and bounds, with lines being widened all over the place to cope with the demand). Oxford, England, is an example of where UK deregulation had beneficial effects, in increasing (privatised) bus ridership through competition. >I quote from an address by Mr Wim Westerhuis, Director General of >IRF Geneva Program Centre during a conference in Finland, June 1999 >that says.. The IRF's statements (on anything) cannot be taken seriously by any transport professional. They are merely a lobby group for road builders. >A recent BBC report on the privatised rail system > in UK carried the title - Trains unreliable, late and getting worse" And don't take too much notice of the general media either. They are not interested in good news. >That is why I suggest a need for a comprehensive financial and >funding framework that has to be set up to ensure a sustainable balance >between private and public transport mode, since ultimately it boils >downto "who to pay for what ??". Perhaps a need for government >intervention and not leave to the free market But the trick is to get the government intervention right. As far as Curitiba is concerned, here is all I have on my m/c at present: [I wrote] >Having checked, seems like Curitiba works like this. The city controls >fares, routes, schedules etc. Operators purchase a franchise to >operate on a particular route. All receipts go to the City, who >distribute them between the operators in proportion to kilometres run, >presumably after taking out admin costs. It's a revenue pool, similar >to ones we used to have in the UK. I assume fare increases are >negotiated between all the parties. The city sets quality standards, >and monitors and enforces them. > >So there is no incentive for operators to compete with each other for >passengers, but they do have an incentive to increase overall >ridership. They also have an incentive to cut operating costs. > >This info comes from an excellent report, which I have yet to read in >full. Too much time spent on Usenet! The report is - > >"A Sustainable Urban Transportation System: The "Surface Metro" in >Curitiba, Brazil." by Jonas Rabinovitch and John Hoehn. ISSN >1072-9496. "No 19", May 1995. I can't quite work out who thepublisher >is - choose from EPAT/MUCIA, UNDP ... but copies from Ellen A Maurer, >Univ. of Wiscosin-Madison, eamaurer@facstaff.wisc.edu or fax (608) >265-2993. > [some else wrote:] >Reprinted Scientific American >(without permission) > >"..savings enabled Curitiba to keep its fleet of 2,000 buses - owned >by 10 private companies under contract to the city - among the >newest in the world. The average bus is only 3 years old. The city >pays bus owners 1 percent of the value of a bus each month; after >10 years it takes possession of retired vehicles and refurbishes >them as free park buses or mobile schools. > >Companies are paid according to the length of the routes they >serve rather than the number of passengers they carry, giving >the city a strong incentive to provide service that increases >ridership. Indeed, more than a quarter of Curitiba's automobile >owners take the bus to work. In response to increased demand, >the city has augmented the capacity of its busways by using >extra-long buses-the equivilant of multicar subway trains. The >biarticulated bus, inservice since 1992, has three sections >connected by hinges that allow it to turn corners. At full >capacity, these vehicles can carry 270 passengers..." Cheers, Alan. -- Alan & Jacqui Howes, Riyadh, Saudi Arabia (Formerly Perthshire, Scotland) alanhowes@usaksa.com http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] *** A debt-free start for a billion people in the world's poorest *** *** countries - Jubilee 2000, http://www.jubilee2000uk.org *** From alanhowes at usaksa.com Wed Sep 29 04:23:09 1999 From: alanhowes at usaksa.com (Alan P Howes) Date: Tue, 28 Sep 1999 19:23:09 GMT Subject: [sustran] Re: More on urban rail and transport problems in KL In-Reply-To: References: Message-ID: <37f60eca.4346058@smtp.usaksa.com> On Mon, 27 Sep 1999 11:57:03 -0400 (EDT), Eric Bruun wrote: > I would like to know your reasoning how you think the public is >getting more value for money from the present system. Fares are not >low by northern European standards, yet service is inferior to most >northern European cities. As I said, I am including the taxpayer in the equation. >the UK >somehow thinks subsidies are a sin. Depends if they distort the market too much - which IMO has much merit in deciding transport priorities. > I think a distinction has to be made between planning and operating. There's also policy-making, which is obviously a government responsibility. IMO, given the right policy framework, and given that all road users pay something approximating to true costs, network planning is best done according to market principles. -- Alan & Jacqui Howes, Riyadh, Saudi Arabia (Formerly Perthshire, Scotland) alanhowes@usaksa.com http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] *** A debt-free start for a billion people in the world's poorest *** *** countries - Jubilee 2000, http://www.jubilee2000uk.org *** From jmbw at msn.com.au Wed Sep 29 08:37:58 1999 From: jmbw at msn.com.au (Jean-Marc & Wendy) Date: Wed, 29 Sep 1999 09:37:58 +1000 Subject: [sustran] Australia information wanted Message-ID: <000f01bf0a0a$a4a6aa80$f764868b@com.au> Hello I sent an email about 3 months ago on info about things great and exciting (also not great and exciting) happening in sustainable transport in Australia. One was about Westrail and there were imminent things happening. Did they ever happen? 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URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990929/5eadc680/attachment.htm From sustran at po.jaring.my Wed Sep 29 09:57:29 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Wed, 29 Sep 1999 08:57:29 +0800 Subject: [sustran] XI PANAMERICAN CONFERENCE IN TRAFFIC AND TRANSPORTATION Message-ID: <3.0.6.32.19990929085729.008184c0@relay101.jaring.my> CALL FOR PAPERS ***************************************************** XI PANAMERICAN CONFERENCE IN TRAFFIC AND TRANSPORTATION ENGINEERING ***************************************************** ----------------------------------------------------- 19-23 November, 2000 Gramado, state of Rio Grande do Sul, Brazil ----------------------------------------------------- Deadlines: ---------- Submission of extended abstracts: 30 November, 1999 Notification of acceptance: 31 January, 2000 Submission of full papers: 15 May, 2000 The Conference: --------------- The biggest event covering Panamerican interests and problems in the field of transportation and traffic for professionals of private and public companies, researchers, lecturers and consultants. The 11th edition of the Conference will take place in Gramado (a touristic city at the mountains near the metropolitan region of Porto Alegre), state of Rio Grande do Sul, Brazil. It will be held during the major cultural-artistic event of the 'Sierra Gaucha', the Christmas' Summer Light Show. The Conference includes presentation of papers and posters, seminars with international funding agencies, a fair with exhibitors from the transportation industry and consultancy, and thematic meetings (i.e. one day satellite seminars) covering current issues of Panamerican and international interest. Scientific Committee: --------------------- President: Prof. Juan de Dios Ortuzar (Chile) Vice-presidents: Prof. Carlos Daganzo (USA) Prof. Juan C. San?nez (Venezuela) Prof. Orlando Strambi (Brazil) Prof. Antonio Gonz?lez (Puerto Rico) Scope: ------ The Scientific Committee welcomes papers and posters in all aspects of transportation and traffic. Topics include: Transportation planning and economics Traffic engineering Public transportation Transportation and sustainability Transportation and land use Transportation and the environment Transportation infrastructure Freight transportation Logistics management ITS and information technology Road pricing Road safety Submission of Papers and Posters: --------------------------------- Authors are invited to submit extended abstracts (2 pages) for refereeing via home-page of the event before the deadline of 30 November 1999. For further details and sending abstracts, visit the home-page (http://www.ufrgs.br/panam) Languages: ---------- Abstracts (and later on: full papers and posters) can be written in English, Portuguese or Spanish. Presentations can be made in any of these languages. Proceedings: ------------ Papers presented at the Conference will appear in the Proceedings. Proceedings will be made available to registered participants. Pre-registration: ----------------- If you are interested in the Conference and wish to be kept informed on its organization and development, travel and hotel arrangements, satellite seminars, conference fees, social program for accompanying persons, before/after the conference tours in Brazil, please PRE-REGISTER (free) by visiting the home-page (www.ufrgs.br/panam). The home-page displays information that will be constantly updated. Organization: ------------- LASTRAN - Laboratory of Transportation Systems Department of Industrial and Transportation Engineering School of Engineering UFRGS - Federal University of Rio Grande do Sul, Brazil in collaboration with, ANPET - The Brazilian Society for Transportation Research Further information: -------------------- Please access the home-page of the Conference: http://www.ufrgs.br/panam or contact, Dr. Luis Antonio Lindau President of the Organizing Committee e-mail: panam@orion.ufrgs.br Escola de Engenharia/UFRGS Pra?a Argentina n.9 Sala408 90040-020 Porto Alegre, Brasil Fone: + 55 51 316 3596 Fax : + 55 51 316 4007 ************************************************************************ -- _/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/ _/ Helena Beatriz Bettella Cybis mailto:helenabc@vortex.ufrgs.br _/ _/ Escola de Engenharia http://www.ufrgs.br _/ _/ PPGEP - LASTRAN _/ _/ Pra?a Argentina, 9 sala 402 tel: (55) 051 316 35 96 _/ _/ 90040-020 - Porto Alegre, RS - Brasil fax: (55) 051 316 40 07 _/ _/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/ From jmbw at msn.com.au Wed Sep 29 10:16:19 1999 From: jmbw at msn.com.au (Jean-Marc & Wendy) Date: Wed, 29 Sep 1999 11:16:19 +1000 Subject: [sustran] Information about good things happening outside Europe Message-ID: <000001bf0a38$cda5ba60$04ec868b@com.au> Hello I am looking for some information about public transport, pedestrianism and biking anywhere but Europe. Is there anything good happening there? Thanks for your help wendy -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/19990929/9caddfbc/attachment.htm From msenior at uswest.net Thu Sep 30 05:22:36 1999 From: msenior at uswest.net (Milnor H. Senior, III) Date: Wed, 29 Sep 1999 14:22:36 -0600 Subject: [sustran] Re: sustainable transport References: <3.0.6.32.19990922155337.008222f0@relay101.jaring.my> Message-ID: <37F2750C.C84811D1@dnvr.uswest.net> Dear India Center, Please see my web site at www.biketrans.com to see a workable solution to reduce air pollution and manage traffic in Bombay. It is the most effective and least expensive option available in the transportation market today. Please contact me if you would like more information. Sincerely, Milnor H. Senior, III India Center (by way of SUSTRAN Resource Centre ) wrote: > Dear Madam/ Sir, > We have filed a public interest litigation in court against the government asking for better traffic management and strong steps to be taken to reduce air pollution in Bombay. > I need the following information urgently: > 1) Workable solutions to reduce air pollution and to manage urban traffic in Bombay > 2) Ideal car to road ratio > > Please could you add us to your listserve. > Sincerely, > Deepika From msenior at uswest.net Thu Sep 30 05:46:31 1999 From: msenior at uswest.net (Milnor H. Senior, III) Date: Wed, 29 Sep 1999 14:46:31 -0600 Subject: [sustran] Re: urban rail and transport problems in KL References: <3.0.1.32.19990923202918.00699140@pop.xs4all.nl> Message-ID: <37F27AA6.6CA64D7A@dnvr.uswest.net> Dear J.H. Crawford, The problem with public transit today is that it is too expensive and too technically complicated especially for developing countries. What will work is an approach which lowers costs while providing for less high tech approaches. Lowering capital and operating costs can make public transit a profit making venture. Inner city bus services stopped making profits in the U.S. in 1962. Trolley or now called light rail ridership peaked in the U.S. in 1917. The National Personal Transportation Surveys done by the Federal Highway Administration show light rail is losing market share. New approaches are needed. You may wish to see my web site at www.biketrans.com to see one new answer. Sincerely, Milnor H. Senior, III J.H. Crawford wrote: > ....snip... > > >Any comments , views , especially the pro-Keynesian advocates ?? > > The problem is that Keynes only knew about money. Many externalized > costs of transport cannot be reckoned in money, and as it now stands, > most of these costs are simply ignored. Examples are noise, loss of > congenial public spaces, air pollution, etc. As long as any system > of economics fails to account for these real, although non-monetary, > costs, it cannot yield a truly correct accounting. Private transport > by automobile fares very poorly on non-monetary external costs. > > ### > > J.H. Crawford joel@xs4all.nl http://www.carfree.com/ From sustran at po.jaring.my Fri Sep 24 16:57:06 1999 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 24 Sep 1999 15:57:06 +0800 Subject: ***removed*** Message-ID: <3.0.6.32.19990924155706.007bae20@relay101.jaring.my> ***removed***