From sustran at po.jaring.my Sun Oct 1 17:36:47 2000 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Sun, 01 Oct 2000 16:36:47 +0800 Subject: [sustran] REQUEST: comments on Governance Indicators for Transport Message-ID: <3.0.6.32.20001001163647.0084d2f0@relay101.jaring.my> Dear sustran-discussers I am seeking opinions for a project that I am carrying out for The Urban Governance Initiative (TUGI). TUGI is a Kuala Lumpur-based project developed and funded by the UNDP. The objectives of TUGI are to (a) strengthen capacity of local authorities to practice good governance and (b) promote good urban governance throughout the Asia and Pacific region. TUGI is developing a series of "Good Governance Report Cards" on various issues. I am helping them to improve their draft REPORT CARD ON TRANSPORT AND ACCESSIBILITY. The Report Card is intended to be used by local authorities, metropolitan governments, NGOs, research bodies and others to promote good urban governance in their own local area or city. Your comments will help me to make sure that the Report Card is an effective tool that can make a difference in many cities around the region. MY FIRST MAJOR TASK IS TO IMPROVE THE INDICATORS FOR THE REPORT CARD. I have produced a draft list of indicators and I would like your opinions on these. If possible, I would like your comments by Monday 9 October. I will then improve and finalise the indicators and test the Report Card with stakeholders in several cities. The aim is to create an easy-to-use kit as a tool for anyone who wants to organise a Report Card process in their own city. The Report Cards are meant to be filled in by a wide range of people - "stakeholders" - who will give the city a score from 1 for "very poor" to 5 for "very good". People will usually fill in the Report Cards in the context of a workshop. Each local authority or city's overall score on the Report Card will reflect many people's subjective opinions about how well it is doing. The indicators are meant to stimulate discussion and to motivate change. HERE IS MY REQUEST: YOUR COMMENTS ON THE DRAFT LIST OF INDICATORS Please reply to me at sustran@po.jaring.my and I will later summarise the responses. Please look at the qualitative indicators below and imagine a "Report Card workshop" for government staff and stakeholders that focuses on these indicators witheveryone giving the city scores from 1 for "very poor" to 5 for "very good". * Please RANK the indicators in each category from "most useful" to "least useful". * Please suggest improvements to the indicators to make sure they promote the cause of good governance in urban transport. Even very brief comments will be helpful. * Have we have missed any important issues? HERE IS THE DRAFT LIST OF INDICATORS with space for your comments: 1. Indicators to measure the level of PARTICIPATION a) Openness to dialogue on transport issues between municipality and community organisations. b) Timely and genuine consultation with the community and with stakeholders on significant transport changes or projects. c) How welcome are members of the public to attend committees and council meetings that deal with transport issues. d) Avenues for the public to participate in transport planning and vision-making (eg via surveys or workshops). e) Level of informed and constructive media debate on local transport matters. YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Participation: 2. Indicators to measure the level of RULE OF LAW a) Adequate procedures for award of contracts for transport infrastructure, services or supplies. b) Fairness in award of contracts for transport infrastructure, services or supplies. c) Adequate and fair road rules and parking regulations d) Adequate and fair enforcement of road rules and parking regulations. e) Public respect for existing road rules and parking regulations. f) Adequate and fair regulation of public transport and informal transport operators. YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Rule Of Law: 3. Indicators to measure the level of TRANSPARENCY a) Availability of information on transport-related municipal revenue and expenditures. b) Availability of transport-related statistics and indicators c) Openness and proper scrutiny of transport-related contracts and tenders d) Availability of minutes of transport-related committee meetings e) Transparent process for transport policy-making (is it clear to the public how decisions are made and by whom) YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Transparency: 4. Indicators to measure the level of RESPONSIVENESS a) Constructiveness of responses by municipal authority to criticisms over transport matters. b) Effort to find out and respond to transport-related problems and aspirations of the public. c) Effort to find out and respond to transport problems of disadvantaged groups in the community. d) Effective monitoring of transport matters under municipal responsibility. e) Transport policies are carefully considered (based on both realistic technical assessments and participatory processes). YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Responsiveness: 5. Indicators to measure the level of CONSENSUS ORIENTATION a) Level of public involvement in planning of transport to promote consensus on transport strategic vision. b) Strength of formal mechanisms for genuine consultation with stakeholders on transport issues, plans and policies. c) Success at keeping the public and stakeholder groups informed on transport-related decision-making processes. d) Success in finding workable resolutions to contentious transport debates. YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Consensus Orientation: 6. Indicators to measure the level of EQUITY a) Effort to improve accessibility for the poorest people and other disadvantaged groups. b) Success in promoting and enhancing low-cost transport modes used widely by the poor (such as walking, cycling, public transport). c) Attention to gender and social equity in transport plans and policies? d) Progress in reducing transport subsidies that benefit primarily high-income people. e) Encouragement of mixed land use patterns and "proximity planning" to allow short travel distances. f) Sensitivity in handling the trade-offs between maintaining transport rights-of-way and regulating street hawking and informal transport modes. g) Efforts to reduce the stigma attached to low-cost transport modes. YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on the draft indicators of Equity: 7. Indicators to measure the level of EFFECTIVENESS AND EFFICIENCY a) Cost-effectiveness of recent major transport-related investments (eg are they offering high benefits for modest cost?) b) Timeliness of maintenance of transport infrastructure and facilities (to reduce need for costly replacements). c) Progress in reducing road crash deaths (including pedestrians and bicyclists). d) Sufficient skilled staff for municipal transport-related responsibilities. e) Level of coordination among agencies responsible for transport in the municipality. f) Progress on meeting targets set in the strategic transport plan? YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Effectiveness and Efficiency: 8. Indicators to measure the level of ACCOUNTABILITY a) Effective grievance mechanisms for transport-related complaints. b) Effective channels for redress in case of proven negligence by municipal transport-related agencies? c) Publicly reported assessment of performance by municipal transport-related agencies. d) Progress to reduce overlap in transport-related responsibilities of municipal and other agencies. YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Accountability: 9. Indicators to measure the level of STRATEGIC VISION a) Quality of long-to-mid term Strategic Planning for transport and accessibility b) Level of public understanding and support for the strategic plan for transport c) Level of official commitment to the strategic plan for transport d) Effectiveness of integration between transport planning and urban planning e) Availability and quality of information on the status of transport YOUR RANKING of these indicators (from "most useful" to "least useful"): YOUR COMMENTS on these draft indicators of Strategic Vision: Thank you very much for any comments at all that you can offer. It will be most helpful in the process of improving the Report Cards to be a useful tool. Best wishes, Paul Paul BARTER SUSTRAN Resource Centre P.O. Box 11501, 50748 Kuala Lumpur, Malaysia sustran@po.jaring.my Information services for the Sustainable Transport Action Network for Asia and the Pacific (the SUSTRAN Network) http://www.malaysiakini.com/sustran http://www.geocities.com/sustrannet From pascal at pop.gn.apc.org Mon Oct 2 04:45:04 2000 From: pascal at pop.gn.apc.org (Pascal Desmond) Date: Sun, 1 Oct 2000 19:45:04 +0000 Subject: [sustran] [sustran] Re: Obedientia civium urbis felicitas In-Reply-To: <003001c025ef$635992c0$3b646464@alanhowes> References: <003001c025ef$635992c0$3b646464@alanhowes> Message-ID: Hello Alan Been away and just back what is Baile Atha Cliath (IIRC), and why >replace one perfectly respectable Gaelic name with another. (I bet those >English imperialists come into it somewhere ... just as well I can say my >home is in Scotland!). Baile is the Irish for Town [usually anglicised to 'Bally'] Atha = ford [as in a river crossing and nothing to do with Henry] Cliath = hurdle So BAC is Hurdlefordburgh [to give it a slightly Scottish twist!] As to why, I do not know at present but will advise within a week -- Kind regards Pascal Desmond. From sustran at po.jaring.my Tue Oct 3 09:51:58 2000 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Tue, 03 Oct 2000 08:51:58 +0800 Subject: [sustran] (Fwd) New publication: URBAN PUBLIC TRANSPORT Message-ID: <3.0.6.32.20001003085158.00881100@relay101.jaring.my> Date sent: Thu, 28 Sep 2000 11:45:45 +0100 To: wedc-information@lboro.ac.uk From: Rod Shaw Subject: New publication: URBAN PUBLIC TRANSPORT Send reply to: owner-wedc-information@lboro.ac.uk ________________________________________________________ Urban Public Transport and Sustainable Livelihoods for the Poor A case study: Karachi, Pakistan Edited by M. Sohail with contributions from URC, Pakistan ________________________________________________________ A reference copy is now available on-line at: http://www.lboro.ac.uk/wedc/publications/upt.htm Order on-line from the above address or email K.J.Betts@lboro.ac.uk for mail order details. ________________________________________________________ Abstract This book presents findings from project R7455 'Partnerships to improve access and quality of urban public transport for the urban poor' carried out by the authors as part of the Knowledge and Research (KaR) programme of the Infrastructure and Urban Development Department, Department for International Development (DFID) of the British Government. The purpose of the project was to identify, explore, and document critical issues in the provision of transport services for and in low-income settlements in developing countries. The identified issues can be used at policy and operational levels to provide better transport services to low-income communities in urban areas. In the research methodology, a sustainable livelihoods framework was used to set the research framework. The focus of the research was Karachi, Pakistan, which is a city of between 10 and 13 million people in southern Pakistan. It is a city with diverse economic activities and a wide mix of different social groups, including a substantial migrant community, drawn primarily from India and other areas in Pakistan. --- Rod Shaw Water, Engineering and Development Centre (WEDC) Loughborough University Leicestershire LE11 3TU United Kingdom Telephone: (0) 44 1509 222885 Fax: (0) 44 1509 211079 http://www.lboro.ac.uk/wedc/team/rod-shaw.htm ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ QUEEN'S ANNIVERSARY PRIZE WINNERS, 1998 for service to developing countries ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Education, training, research and consultancy for the planning, provision and management of physical infrastructure for development in low- and middle-income countries ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ From sustran at po.jaring.my Thu Oct 5 17:47:00 2000 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Thu, 05 Oct 2000 16:47:00 +0800 Subject: [sustran] fwd: accessible public transport comment Message-ID: <3.0.6.32.20001005164700.0083ea20@relay101.jaring.my> I should share this comment on an item in the last SUSTRAN News Flash (#40). Paul ----------------- From: "Adolf Ratzka" To: Cc: Date: Wed, 20 Sep 2000 14:20:20 +0200 Regarding accessibility for old and disabled people in public transportation The latest SUSTRAN newsletter featured a report by SIDA, the Swedish International Development Agency, on Urban Transport and Development Assistance. The 44-page report omits a large part of the population, namely older persons and those with disabilities. Not a single references is made to this group whose members are dependent on public transportation probably more than any other sector of the public in any country, developing or "developed". This oversight might be explained by the present attitude to public transportation for older and disabled Swedish citizens. Needs of this group are primarily met by special - as opposed to mainstream - solutions, for example, special minibusses, exclusively for the use of disabled persons. Intercity trains might have, at best, one wheelchair accessible seat per departure and destination. Intracity busses while increasingly of the low-floor type, still leave an approximately 25 cm high step at the entrance which presents an unsurmountable obstacle to users of power wheelchairs or unaccompanied users of manual wheelchairs, unless they are wheelchair acrobats. Given this domestic record Swedish agencies and consultants need to learn that SUSTAINABLE public transportation includes ALL citizens. Adolf D. Ratzka, Ph D wheelchair user Institute on Independent Living, Stockholm, Sweden http://www.independentliving.org ______________________________ Our columnist, Audrey King analyzes residential institutions at http://www.independentliving.org/column/king8_00.html From howesap at saptco.com.sa Thu Oct 5 18:45:32 2000 From: howesap at saptco.com.sa (Alan Howes) Date: Thu, 5 Oct 2000 12:45:32 +0300 Subject: [sustran] Re: fwd: accessible public transport comment References: <3.0.6.32.20001005164700.0083ea20@relay101.jaring.my> Message-ID: <001d01c02eb1$01610b00$3b646464@alanhowes> Point taken - but there is another issue. Saudi Arabia has many of the characteristics of a developing country. One of these is that ALL facilities for the disabled are virtually non-existent. If we provided ULF buses with every provision for the wheelchair user, virtually no-one would use them - because they would not be able to manage at the ends of the trip because of total lack of pavements etc. There is a high number of wheelchair-bound people here, but you never see them on the streets. So there needs to be a total solution - there is no point in burdening the PT system with a cost that will yield no benefits because of failings elsewhere. -- Alan Howes Saudi Public Transport Company, Riyadh ----- Original Message ----- From: SUSTRAN Resource Centre To: ; Cc: Sent: Thursday, October 05, 2000 11:47 AM Subject: [sustran] fwd: accessible public transport comment > I should share this comment on an item in the last SUSTRAN News Flash (#40). > Paul > ----------------- > > From: "Adolf Ratzka" > To: > Cc: > Date: Wed, 20 Sep 2000 14:20:20 +0200 > > Regarding accessibility for old and disabled people in public > transportation > > The latest SUSTRAN newsletter featured a report by SIDA, the Swedish > International Development Agency, on Urban Transport and Development > Assistance. The 44-page report omits a large part of the population, > namely older persons and those with disabilities. Not a single > references is made to this group whose members are dependent on public > transportation probably more than any other sector of the public in any > country, developing or "developed". > > This oversight might be explained by the present attitude to public > transportation for older and disabled Swedish citizens. Needs of this > group are primarily met by special - as opposed to mainstream - > solutions, for example, special minibusses, exclusively for the use of > disabled persons. Intercity trains might have, at best, one wheelchair > accessible seat per departure and destination. Intracity busses while > increasingly of the low-floor type, still leave an approximately 25 cm > high step at the entrance which presents an unsurmountable obstacle to > users of power wheelchairs or unaccompanied users of manual wheelchairs, > unless they are wheelchair acrobats. > > Given this domestic record Swedish agencies and consultants need to > learn that SUSTAINABLE public transportation includes ALL citizens. > > Adolf D. Ratzka, Ph D > wheelchair user > Institute on Independent Living, Stockholm, Sweden > http://www.independentliving.org > ______________________________ > Our columnist, Audrey King analyzes residential institutions at > http://www.independentliving.org/column/king8_00.html > > > > From eric.britton at ecoplan.org Sat Oct 7 14:50:42 2000 From: eric.britton at ecoplan.org (ecopl@n.adsl) Date: Sat, 7 Oct 2000 07:50:42 +0200 Subject: [sustran] Other ways of doing things Message-ID: Dear Colleagues, Within our transport-related activities, which we group globally under the rubric @ccess on the Web at http://www.ecoplan.org/access (from which he divides further into various specific program areas as you can see on the site), it has occurred to me that we should start to build up a new category ? which for now we are calling ?Other ways of doing things?. The following item by Jan Visser is now being popped there,,, and if you have other examples that you think we might somehow eventually weave into something with a bit of structure and thrust, we would be pleased to add them in this open public slot on The Commons. This could be interesting. Eric Britton ecopl@n ___ technology, economy, society ___ Le Frene, 8/10 rue Joseph Bara, 75006 Paris, France Eric.Britton@ecoplan.org URL www.ecoplan.org Telephone +331 4326 1323 Voice/Videoconference +331.4441.6340 (1-4) Fax + Voicemail: +1 888 522 6419 (toll free) -----Original Message----- From: Jan Visser [mailto:jvisser@learndev.org] Sent: Saturday, 7 October 2000 5:35 AM To: Eric. Britton@Ecoplan. Org Subject: traffic control, self-regulation, and holy cows TRAFFIC CONTROL, SELF-REGULATION, AND HOLY COWS Dear Eric, Several years ago an anthropologist friend of mine and I were being expertly driven through the streets of Cairo. Despite the density of the traffic, cars moving forward side by side only several inches apart from each other, bodily contact would normally be avoided. My friend observed: ?They move like sheep. When one changes course only slightly, all the others follow.? It looked to me like the typical behavior of a complex adaptive system, each agent (sheep) minding its own immediate neighbors and no one trying to provide centralized control. Indeed, policemen were abundantly present. Some of them featuring walkie-talkies (we called them the talking police) and some constantly busy recording events on a little notepad (we called them the writing police). Whatever they did, it seemed to serve its own purpose (like keeping people employed), but it certainly had nothing to do with traffic control. I spent the past two weeks in India and another taxi driver drove me, with considerable speed, through the crowded streets of Bhopal and Delhi. I felt perfectly safe and confident that there were no risks either for the other road users. The traffic in India is self-regulated in quite different a manner. Cows! You release them in the streets, make it a sin to harm them, and can be sure to keep drivers constantly on the alert. From the perspective of complex system behavior, it?s quite interesting. Imagine that here, in South Florida, one would introduce holy cows on the I-95. Significant portions of the local radio programming in the early morning and late afternoon peak hours currently get devoted to informing the driving public about the daily accident scene. Such airtime could serve better purposes. Granted, one would have to seek reemployment for the Florida Highway Patrol, which, in turn, would also somewhat affect the performance of donut establishments in the area. However, I expect the overall change to be perceived as beneficial in the long run. Thinking about this option, I realized that the Dutch have already done in their country what I just proposed for South Florida. They have adopted legislation that makes any driver of a motorized vehicle punishable whenever he or she hits a pedestrian or a cyclist, whatever the behavior of the latter. In fact, this means that they gave pedestrians and cyclists the status of holy cows. I think it?s a neat idea, fully in line with the recognition that traffic behavior cannot be controlled exclusively through centralized interventions. I imagine that someone may want to install non-invasive magnetic imaging devices in cars to monitor brain activity in people who drive cars in systems where holy cows have replaced the police and those that are still traditionally controlled. I conjecture that significant differences in brain activity could be shown in the average driver in India as compared to the control group in South Florida. JAN Jan Visser, Ph.D. President, Learning Development Institute E-mail: jvisser@learndev.org Fax and voice messages: North America: (1-520) 569-7978 Europe: (44-870) 125-7432 Phone: Florida: (1-954) 981-4275 France: (33-4) 902-49275 Check out: http://www.learndev.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20001007/4a9d90d5/attachment.htm From sustran at po.jaring.my Mon Oct 9 22:07:48 2000 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Mon, 09 Oct 2000 21:07:48 +0800 Subject: [sustran] fwd: Gambia's police try pedal power Message-ID: <3.0.6.32.20001009210748.008462b0@relay101.jaring.my> BBC World News http://news.bbc.co.uk/hi/english/world/africa/newsid_963000/963469.stm Monday, 9 October, 2000, 11:29 GMT 12:29 UK Gambia's police try pedal power The cycle patrols have had a great reception By Ebrima Sillah in Banjul For many years now, the Gambian Police has been battling hard to restore public confidence in its ailing image. Allegations of corruption and inefficiency as well as bias, harassment and intimidation are not new. "Children ringing their bicycle bells can be seen, chasing them across the city", Ebrima Sillah In response to these concerns the police are trying to revive public faith in schemes like the bicycle patrol. A pedal power fleet has been recently introduced in the capital Banjul to reduce the rising level of crime. Each patrol officer is provided with a brand new blue uniform and bicycle. Officers no longer have to patrol on foot, sweating in the blazing sun. Patrolling zones In Banjul, there is new air of enthusiasm about the introduction of the new patrol scheme. Before, complainants had to hire a taxi to transport police officers to the scene of a crime. Now because Banjul is now divided into different patrolling zones, people can simply walk to the nearest zone and register a complaint and a police officer will soon be there to sort out the problem. Cycling officers are attracting attention where ever they go. Children ringing their bicycle bells can be seen, chasing them across the city. The pedal patrol at the moment runs from early morning to early evening but local people want the patrols increased to around the clock. And other parts of the country with big crime problems are demanding that something similar is tried in their area. The police are taking the demands seriously. There are plans to cut back on administration and increase the amount of patrols across the country. Copyright BBC ------------------- Distributed for the purpose of education and research. Paul BARTER (aka A. Rahman Paul Barter) SUSTRAN Resource Centre P.O. Box 11501, 50748 Kuala Lumpur, Malaysia sustran@po.jaring.my Information services for the Sustainable Transport Action Network for Asia and the Pacific (the SUSTRAN Network) http://www.malaysiakini.com/sustran http://www.geocities.com/sustrannet From halubis at trans.si.itb.ac.id Wed Oct 11 18:12:53 2000 From: halubis at trans.si.itb.ac.id (Harun al-Rasyid Sorah Lubis) Date: Wed, 11 Oct 2000 16:12:53 +0700 Subject: [sustran] Satelite cities : Which transport strategy ? Message-ID: <002301c03363$7067bec0$1a02cda7@harun.si.itb.ac.id> Jakarta's neighboring cities, namely Bogor, Bekasi, Tangerang have been pushed to carry some extra load of residential choice. In fact, the four cities has become a megapolitan of 25 millions people. Net outing rushed to Jakarta from each (the satellite) city more or less 200.000 people per day. Toll road widening, plus suburban rail double tracking have been the recent policies. Nevertheless, day-to-day congestion remains a nightmare for commuters. What interesting is motorcycle park and ride seems to be getting more popular, as motorcycle parking space and occupation are widespread in the suburban rail stations heading to Jakarta. Putting more lanes both motorways (toll roads) and arterial will not solve the problems. The most obvious solutions, alternatively, is doing some TDM measures, like car pooling, park and ride plus pricing to restrict car get into the capital city Jakarta. The recent and 'always mood of the local government of the satellite cities is to keep doing more and more predict and provide, mainly, toll road and arterials, just coincidentally follow Jakarta's most recent transport policy, even for radial urban roads. Noted, now the regional autonomy plus fiscal decentralization is soon be in place for the satellite cities. My question is how to assess economically the tdm schemes such as the park and ride ? Is the any experience in other megapolitan cities in the world, as to how the transport strategy should best be formulated, rather than providing more roads ? To what extent rail could fill the excessive demand ? What if the four region be administered under one minister, rather than different local government ? Harun al-Rasyid S. Lubis http://trans.si.itb.ac.id Traffic Lab, Transport Engineering Division Dept. of Civil Engineering - ITB Jl. Ganeca 10 Bandung 40132 - Indonesia Tel/Facs. +62 22 250 23 50 halubis@trans.si.itb.ac.id From hertel at zedat.fu-berlin.de Thu Oct 12 03:36:44 2000 From: hertel at zedat.fu-berlin.de (Christof Hertel) Date: Wed, 11 Oct 2000 20:36:44 +0200 Subject: [sustran] Wanted: Positive Examples of Sustainable Transport in South Africa Message-ID: I start to write a thesis about sustainable transport in South Africa (with special focus on the Afribike-Project in Midrand). To get an overview about the SustTran-scene in S.A., I need also other examples of Sustainable Transport in South Africa. I would be very thankful for any mail about plans, projects, cities, organisation, contacts, websites etc.... besides the Afribike-projects. Thank you very much! Christof Hertel Freie Universit?t Berlin, Germany Institut f?r Geographische Wissenschaften e-mail: hertel@zedat.fu-berlin.de From ajain at kcrc.com Thu Oct 12 10:39:13 2000 From: ajain at kcrc.com (Jain Alok) Date: Thu, 12 Oct 2000 09:39:13 +0800 Subject: [sustran] Re: Satelite cities : Which transport strategy ? Message-ID: PnR can only be attractive if the land for the parking is cheap and the parking prices in the city centre is much more expensive as compared to the PnR. Here in Hong Kong with no subsidy from Government, the PnR experience is not so encouraging. Land is expensive and is in short supply. Multi-storey car-parks are never financially viable if the parking rates for PnR is low. Also, it does not seem to make any considerable impact in reducing the traffic on the urban area roads. Probably, the critical mass is lacking. Railways are a good idea for high density development corridors. Here in HK, the future new towns are planned to be railway centric with a high degree of pedestrianisation, lower parking densities, exclusive public transport corridors etc. If you want more details, check www.info.gov.hk and go to sites for Planning Department and Transport Bureau. Alok Jain Hong Kong > -----Original Message----- > From: Harun al-Rasyid Sorah Lubis [mailto:halubis@trans.si.itb.ac.id] > Sent: October 11, 2000 5:13 PM > To: sustrans > Cc: bagus; Hedi Hidayat > Subject: [sustran] Satelite cities : Which transport strategy ? > > > Jakarta's neighboring cities, namely Bogor, Bekasi, Tangerang > have been > pushed to carry some extra load of residential choice. In > fact, the four > cities has become a megapolitan of 25 millions people. Net > outing rushed to > Jakarta from each (the satellite) city more or less 200.000 > people per day. > Toll road widening, plus suburban rail double tracking have > been the recent > policies. Nevertheless, day-to-day congestion remains a nightmare for > commuters. > > What interesting is motorcycle park and ride seems to be getting more > popular, as motorcycle parking space and occupation are > widespread in the > suburban rail stations heading to Jakarta. Putting more lanes > both motorways > (toll roads) and arterial will not solve the problems. The > most obvious > solutions, alternatively, is doing some TDM measures, like > car pooling, park > and ride plus pricing to restrict car get into the capital > city Jakarta. > > The recent and 'always mood of the local government of the > satellite cities > is to keep doing more and more predict and provide, mainly, > toll road and > arterials, just coincidentally follow Jakarta's most recent transport > policy, even for radial urban roads. > > Noted, now the regional autonomy plus fiscal decentralization > is soon be in > place for the satellite cities. My question is how to assess > economically > the tdm schemes such as the park and ride ? Is the any > experience in other > megapolitan cities in the world, as to how the transport > strategy should > best be formulated, rather than providing more roads ? To > what extent rail > could fill the excessive demand ? What if the four region > be administered > under one minister, rather than different local government ? > > > Harun al-Rasyid S. Lubis http://trans.si.itb.ac.id > Traffic Lab, Transport Engineering Division > Dept. of Civil Engineering - ITB > Jl. Ganeca 10 Bandung 40132 - Indonesia > Tel/Facs. +62 22 250 23 50 halubis@trans.si.itb.ac.id > From matt.burke at mailbox.uq.edu.au Thu Oct 12 14:33:41 2000 From: matt.burke at mailbox.uq.edu.au (Matthew Burke) Date: Thu, 12 Oct 2000 15:33:41 +1000 Subject: [sustran] Re: Satelite cities : Which transport strategy ? Message-ID: <200010120534.PAA22869@mailbox.uq.edu.au> I've had to think this satellite city question through a few times here in Australia, notably when I lived in Canberra working for our Transport Department. The satellite city situation invariably means the linkaging of disparate locations by high-speed, limited-access motorways and express rail. These two options are the 'standard' - though some of us will have our own ideas about the usefulness or at least one, if not both. Invariably a corridor develops between the centre and the satellite [as has happened leading out of Jakarta southwards to Bogor, through Pasar Minggu]. But what type of corridor should be stimulated? Should more accessible major roadways with higher order land uses [commercial and retail] be encouraged along parallel routes to the inevitable expressways? Should urban activities be concentrated at train stops or other transit nodes in between the two settlements? What type of accessibility needs to be provided for adjacent neighbourhoods to reach nearby activity centres? Should there be in-fill development or should green-belts be put in place to allow for recreation, health, greenery etc.? And, perhaps most importantly, what land uses will be encouraged in the satellite city itself. I recently lived in the Australian capital, Canberra. While a small city with less than 400,000 residents and certainly not comparable to Jakarta [it used draconian planning legislation and institutions of a kind never seen in South-east Asia], it is a fascinating example of what occurs when satellites are used as the building blocks of urban form. Using the Y-development plan, since the major expansion of the city in the 1950s and 60s, the growth of Canberra was funnelled into a number of 'self-contained' suburban centres, roughly of equivalent size, each with its own mini-Central-Business-District, and each separated from the others by expanses of green open space [forests, grasslands and the like]. The planners thought that workers would choose to co-locate their work and their housing, and that the total trip length of the urban population would be reduced due to this self-containment. Alas, this never happened. From memory only 20-something percent of residents work in the same centre as that in which they live in - with people driving much longer distances to cross the green-belts. These spaces are vast, are cris-crossed by large limited-access roadways, but they do provide for both nice vistas, and some recreational opportunities. As a result, per city size and per capita, Canberra is the most auto-centric city in Australia, with low modal shares for public transport [though cycling is quite high] and very high vkt per annum, despite a pretty decent bus service by this country's standards [which is woeful when compared to Canadian, European or Asian examples, but better than the US]. Everyone whinged about the traffic, even though there was next to no congestion! And numerous schemes were continually put forth to get people onto public transport. Heavy rail, light rail, monorail, etc. It's too late to really fix things up though [not that plugging some of the leaks isn't a wise manouvre]. A more compact city-form, urban corridors of higher-order activity, and concentration of activity on key transit nodes along those corridors would have been a better set of planning policies. It might also have saved Canberra from becoming the most boring city in Australia [but then again, it is full of public servants and set in a particularly cold location!]. What I'm getting at is that there is much about land use policies that will dictate how successful any transportation planning strategy is when connecting satellites like Bogor and Tangerang to Jakata. The answers may lie more in how we treat suburban areas in West, South and East Jakarta, how we locate future commercial office space, elite private schools, high-income housing, universities etc. in the region, and what policies are used to contain growth at the fringe, rather than in whether carpooling or park'n'ride is used to transport the commuters across that vast space. Just some thoughts. Matt --- --- --- --- --- --- --- Matthew Burke Department of Geographical Sciences and Planning University of Queensland BRISBANE QLD 4072 [w] +61 7 3365 3836 e-mail: matt.burke@mailbox.uq.edu.au --- --- --- --- --- --- --- ---------- > From: Jain Alok > To: 'sustran-discuss@jca.ax.apc.org' > Subject: [sustran] Re: Satelite cities : Which transport strategy ? > Date: Thursday, 12 October 2000 11:39 > > PnR can only be attractive if the land for the parking is cheap and the > parking prices in the city centre is much more expensive as compared to the > PnR. Here in Hong Kong with no subsidy from Government, the PnR experience > is not so encouraging. Land is expensive and is in short supply. > Multi-storey car-parks are never financially viable if the parking rates for > PnR is low. Also, it does not seem to make any considerable impact in > reducing the traffic on the urban area roads. Probably, the critical mass is > lacking. > > Railways are a good idea for high density development corridors. Here in HK, > the future new towns are planned to be railway centric with a high degree of > pedestrianisation, lower parking densities, exclusive public transport > corridors etc. If you want more details, check www.info.gov.hk and go to > sites for Planning Department and Transport Bureau. > > Alok Jain > Hong Kong > > -----Original Message----- > > From: Harun al-Rasyid Sorah Lubis [mailto:halubis@trans.si.itb.ac.id] > > Sent: October 11, 2000 5:13 PM > > To: sustrans > > Cc: bagus; Hedi Hidayat > > Subject: [sustran] Satelite cities : Which transport strategy ? > > > > > > Jakarta's neighboring cities, namely Bogor, Bekasi, Tangerang > > have been > > pushed to carry some extra load of residential choice. In > > fact, the four > > cities has become a megapolitan of 25 millions people. Net > > outing rushed to > > Jakarta from each (the satellite) city more or less 200.000 > > people per day. > > Toll road widening, plus suburban rail double tracking have > > been the recent > > policies. Nevertheless, day-to-day congestion remains a nightmare for > > commuters. > > > > What interesting is motorcycle park and ride seems to be getting more > > popular, as motorcycle parking space and occupation are > > widespread in the > > suburban rail stations heading to Jakarta. Putting more lanes > > both motorways > > (toll roads) and arterial will not solve the problems. The > > most obvious > > solutions, alternatively, is doing some TDM measures, like > > car pooling, park > > and ride plus pricing to restrict car get into the capital > > city Jakarta. > > > > The recent and 'always mood of the local government of the > > satellite cities > > is to keep doing more and more predict and provide, mainly, > > toll road and > > arterials, just coincidentally follow Jakarta's most recent transport > > policy, even for radial urban roads. > > > > Noted, now the regional autonomy plus fiscal decentralization > > is soon be in > > place for the satellite cities. My question is how to assess > > economically > > the tdm schemes such as the park and ride ? Is the any > > experience in other > > megapolitan cities in the world, as to how the transport > > strategy should > > best be formulated, rather than providing more roads ? To > > what extent rail > > could fill the excessive demand ? What if the four region > > be administered > > under one minister, rather than different local government ? > > > > > > Harun al-Rasyid S. Lubis http://trans.si.itb.ac.id > > Traffic Lab, Transport Engineering Division > > Dept. of Civil Engineering - ITB > > Jl. Ganeca 10 Bandung 40132 - Indonesia > > Tel/Facs. +62 22 250 23 50 halubis@trans.si.itb.ac.id > > From sustran at po.jaring.my Mon Oct 16 23:23:27 2000 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Mon, 16 Oct 2000 22:23:27 +0800 Subject: [sustran] New column: "Freak accidents" Message-ID: <3.0.6.32.20001016222327.00840750@relay101.jaring.my> I have a new column is at the local independent news site, Malaysiakini: http://www.malaysiakini.com/archives_news/2000/oct/oct16/news5.htm I hope you enjoy it. Oct 16, 2000 GETTING THERE A Rahman Paul Barter Freak accidents How many times every month do the newspapers report that there has been a "freak accident" that has killed someone on the roads? I have lost count, but there seems to be an awfully large number of "freak" accidents in this country. How many do there have to be before we start to wonder what was so freakish about all of these events? Is this apparent epidemic of freak events some kind of X-file? I think not. Actually I would love newspaper editors to place the phrase "freak accident" near the top of their black-list of forbidden expressions along with the nastiest of those four-letter words. Let me explain what irks me so much. ..... for the rest go to Malaysiakini. Paul BARTER SUSTRAN Resource Centre P.O. Box 11501, 50748 Kuala Lumpur, Malaysia sustran@po.jaring.my Information services for the Sustainable Transport Action Network for Asia and the Pacific (the SUSTRAN Network) http://www.malaysiakini.com/sustran http://www.geocities.com/sustrannet From ganant at vsnl.com Tue Oct 17 13:42:50 2000 From: ganant at vsnl.com (ganant@vsnl.com) Date: Tue, 17 Oct 2000 09:42:50 +0500 Subject: [sustran] Re: New column: "Freak accidents" Message-ID: <200010170423.JAA25985@md2.vsnl.net.in> Paul: > New column: "Freak accidents" Excellent. I quite see the point about "freak" accidents which many newspapers continue to use (mine included). I am sending your piece to our correspondent covering crime/traffic. Six thousand people killed in a year is ghastly. Whatever be our population size, India's tally of about 60,000 dead and countless maimed is nothing short of an annual calamity. But then, as you say, it is seen as an inevitable price paid for progress - winners of the death lottery. Best Anant Download NeoPlanet at http://www.neoplanet.com From mobility at igc.org Wed Oct 18 11:53:42 2000 From: mobility at igc.org (ITDP) Date: Tue, 17 Oct 2000 22:53:42 -0400 Subject: [sustran] ANC Backs Bicycling Message-ID: <39ED10B5.D733FB5E@igc.org> >From Business Day South Africa, 10/16/00 (for more information, check itdp.org) ------- One person, one bike TO THE list of essential items the African National Congress intends to provide those who cannot afford them, add bicycles. So said Transport Minister Dullah Omar in Washington last week. "The time has come," he said, "to promote bicycle transport as a strategic solution." Ten thousand bikes are to be distributed in rural areas early next year. By 2010, Omar aims to have rolled out a million. He calculates that a subsidy of about R200 will be required per "low-income bicycle user". So we are potentially talking about R200m over the next decade to achieve his dream, inspired by Afribike, a Gauteng-based nonprofit agency. It is easy to mock and wonder just how many lambs Omar if he can overcome what he calls "the social taboos against cycling" will be sending to the slaughter on SA's already deadly roads. As Afribike's Sam Maswanganyi says, "most combi and car drivers treat cyclists like insects". The trick, say Omar and Afribike, is to turn SA into a cycling culture, like Holland, where all planning accommodates bicycles as a key form of transport. As social engineering goes, this is quite benign. Certainly it would create lots of opportunities for small sales and service businesses. Flat tyres are going to need fixing and bent wheels straightening. If it will help a rural child get to school in 20 minutes compared with an hour on foot, the child should ideally have a bike. But he or she should ideally have a lot of other things as well. -- 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 carbusters at ecn.cz Wed Oct 18 21:24:06 2000 From: carbusters at ecn.cz (Car Busters) Date: Wed, 18 Oct 2000 13:24:06 +0100 Subject: [sustran] World Bank Transport Statedgy Message-ID: <01c038fe$4f3fbe00$0101a8c0@sunny> Dear All, In response to an email sent out yesterday regarding the World Bank's Transport Stratedgy review, calling people to visit their website and make a few suggestions about not privatising public transport, and switching investment from large infrastructure projects to infrastructure for pedestrains, cyclists and non-motorised transport, Car Busters Received this reply: Hello everyone -- We (Ciudad Viva, Santiago Chile) have been invited to participate in the Latin American part of this process, which is early next month. I will be speaking on one of the panels and we will have two representatives at the whole meeting. So all input, suggestions, ideas, perspectives that can enrich ours will be very much appreciated. Our own presentation will be based on our Citizens' Transportation Agenda, which has developed very well (we had a good e-debate in August, and are now preparing a public forum which looks likely to be very successful for November 8th). Best, Lake --- If you have any information that can help Cuidad Viva to steer the World Bank in the right direction, please resond to sagaris@lake.cl Thanks The Carbies ----- Original Message ----- From: Car Busters To: Bulletin Blind List ; Lis - Alt-Trans Listserve ; Lis - Global CM Listserve ; Lis - EYFA Traffic Organising List ; Lis - A SEED Transport Listserve Sent: October 17, 2000 12:51 PM Subject: World Bank Transport Statedgy > > ***WORLD BANK URBAN TRANSPORT STRATEGY REVIEW > The World Bank is reviewing its Urban Transport Strategy. The > Review has created a Web Portal which has more information on > the review process, the draft strategy document, many > background papers on various transport issues. The Strategy > outline and the background papers are available for comment. > A series of consultations on the strategy will be held worldwide. > Feedback can also be given directly on the web site which is at > http://wbln0018.worldbank.org/transport/utsr.nsf > > > We suggest that you all visit the site and take the opportunity to add you > coments - Stop privatising public transport, causing job losses, price > hikes, deteriorating quality of services etc. > - Stop investing so much in large infranstructure projects (highway > construction etc.) and START subsidising the above public transport and > investing in infrastructure for walkers, cyclists and other non-motorised > forms of transport. > > More info was in the last Car Busters magazine for those who have it... > --------------------------------------------------------------------- > CAR BUSTERS Magazine and Resource Centre > Kratka 26, 100 00 Praha 10, Czech Republic > Tel: +(420) 2-781-08-49 ; Fax: +(420) 2-781-67-27 > > > Cars will "eliminate a greater part of the nervousness, > distraction, and strain of modern metropolitan life." > - prediction, Scientific American magazine, 1899 > > From eric.britton at ecoplan.org Thu Oct 26 18:26:52 2000 From: eric.britton at ecoplan.org (ecopl@n.adsl) Date: Thu, 26 Oct 2000 11:26:52 +0200 Subject: [sustran] =?iso-8859-1?Q?Support_for_Bogot=E1_Referendum_-_Urgent!?= Message-ID: Dear Colleagues, I hope that you will forgive me for placing this before you at the very last minute, but I have been out of communication for the last weeks due to an illness and death in my family. But life goes on, time presses, and those of us who are dedicated to the inextricably intertwined, ever pressing issues of sustainability and social justice have plenty of work cut out for us. Here is the situation in brief: On Sunday, the 29th of October, two questions are being submitted to the citizens that comprise the electoral census of Bogot?, covering issues which in my view are critical to the future well-being of the city and its inhabitants. The first of these asks for citizen views and support concerning institutionalization of the annual Car Free Day, in the wake of this year's highly successful venture which many of you were so kind as to publicly support. The second, much more daring, asks for their support for a proposal to ban ALL private car traffic in the city beginning in the year 2015. (This second proposition only makes sense if you are aware that the idea is to build cumulatively over the next 15 years on the achievements of their existing ingenious and successful car restriction program, Pico y Placa, concerning which you can find further background in the Bogot? section of the @World Car Free Day site at http://ecoplan.org/carfreeday/.) The full Spanish language version of the popular proposal can be found on the Web at http://www.terra.com.co/proyectos/bogotasincarros/, together with additional background material and a spot poll of visitor views. (A number of existing sites also are reporting on this, including: http://www.electorales.com, http://www.uol.com.co, http://www.co.starmedia.com, http://www.chibchombia.com, http://www.calle22.com, http://www.paisweb.com, and http://www.lalupa.com.) A quick translation of the Referendum text is annexed to this note. In this terribly tight time frame, here is what we are asking of you. First and if you agree, will you provide a public indication of your support of this important sustainability initiative? This would ideally take the form of a short email with a few lines of comments, rounded out by your name, title, etc., with as much immodesty and effusion as these unusual circumstances merit. This letter of support should be addressed to Bogot? City Hall at consnacion@gaitana.interred.net.co, and copied to us here at Referendum@ecoplan.org. Our friends in Bogot? will then make industrious use of these support letters over the next three days to show all those concerned that this is not simply an isolated local initiative of perhaps dubious merit, but a central issue and opportunity for this embattled city to make a contribution in the world sustainability arena. For our part we shall be working hard from here to support them in this. Second and last, they also are looking for volunteers to discuss these matters with the local media. They have already carried out radio interviews with several of our colleagues, and of course for this one does need to be comfortable working in Spanish. There you have it. One more example of thinking (and collaborating) globally, while acting locally. If this note catches you in time, I am sure that you are going to want to join us in supporting this citizen initiative at 2600 meters and ever so many kilometers away, in this embattled Third World city that is trying not only to deal with its own crushing problems of environment, life quality and social justice, but also, if we think about, to lead the way for us all. As our old labor union friends put it so well, In Solidarity, Eric Britton ecopl@n ___ technology, economy, society ___ Le Frene, 8/10 rue Joseph Bara, 75006 Paris, France Eric.Britton@ecoplan.org URL www.ecoplan.org Telephone +331 4326 1323 Voice/Videoconference +331.4441.6340 (1-4) Fax + Voicemail: +1 888 522 6419 (toll free) = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = BOGOT?'S REFERENDUM IN BRIEF The City of Bogot? is to hold a referendum on October 29, 2000 proposing a ban on car use during peak hours beginning January 1st, 2015. Should the people of Bogot? vote favorably on this issue, cars would be banned from using any city street from 6:30 a.m. to 9:30 a.m. and from 4:30 p.m. until 7:30 p.m. during weekdays. The referendum also includes a proposal about establishing the celebration of a Car Free Day once a year, as of the year 2001, every first Thursday of February in Bogot?. Car circulation would be prohibited on this day from 6:30 a.m. until 7:30 p.m. Bogot?, a 6.5 million inhabitants city, whose population is growing 160,000 per year, has a low motorization rate, with only 120 cars per 1,000 people. More than 80% of the population uses a low-quality bus system. The present city administration is structuring a very modern bus system based on exclusive busways which should reach all points in the city by the year 2015. The current administration has also promoted cycle use which has grown from 0,5% to nearly 4% in the last two years. A bicycle path network of more than 200 kilometers is under construction and should be in operation by the beginning of the year 2001. Bogot? at 2,600 meters of altitude, thus with a low oxygen content in the air, needs all the clean air it can get. Despite the as-yet low number of private cars, the city already evidences severe air pollution problems, which should get worse once Colombia gets over the economic recession which it is currently going through and car sales pick up. Bogot? has some unusual conditions and traditions, which makes it possible for the city to become the first in the world to solve its mobility problems based on a total restriction of car use. The city enjoys a 15 ?C (57 ?F) temperature year round, which makes it easy to walk a few blocks to a bus stop or to ride a bike a few kilometers. It has a high population density at 210 inhabitants per hectare and the average distance of 8 kilometers for home-to-work or study trips is rather short. The city already restricts car use at peak hours, effectively taking out of circulation 35% of cars every day through a system based on the last digit of the car license plate. For the last three years every Sunday the city closes 110 kilometers of main arteries to all auto traffic during 7 hours, so that more than one and half million people can use this public space for recreational purposes, mainly for bicycles. Bogot? also held the most successful car free day in the world last February 24 in which the city functioned normally without any cars on the streets except for taxis. Beyond the transportation and environmental reasons to carry out the proposal, Mayor Enrique Pe?alosa emphasizes its social integration implications. In a city with severe income inequalities and geographical segregation between poor and rich neighborhoods, the new system will seat together in buses high-level managers and shanty town dwellers and have them stand next to each other at traffic lights on their bikes, not separated by the window of a luxury car. City authorities believe that discussion on the issue will raise awareness about the type of city people want for their children. TEXT BEING SUBMITTED TO THE DECISION OF THE CITIZENS OF BOGOT? I. "CAR FREE DAY" QUESTION: Do you agree (YES or NO) with establishing the celebration of an annual "Day without Cars" beginning the year 2001, which will prohibit all private car traffic in the city on the first Thursday of the month of February of every year during the period between 6:30 a.m. and 7:30 p.m. (The following vehicles will be excluded from the above prohibition: public transport vehicles, equipped vehicles for disabled citizens, emergency vehicles (ambulances, firemen), properly authorized student transport services, special transportation services like wage-earning drivers who mobilize more than 10 passengers, vehicles delivering services for public companies, vehicles destined to traffic control and cranes of the secretariat of transit and transportation, presidential caravan, military vehicles and police, vehicles assigned to diplomatic core, vehicles with a 3 level shield or superior, vehicles destined to be escorts, funeral float, motorcycles, motorcars and bicycle taxis.) YES NO BLANK VOTE II. "VEHICULAR RESTRICTION BEGINNING THE YEAR 2015" QUESTION: Do you agree (YES or NO) with the objective of building an environmentally sustainable Bogot?, with cleaner air, less traffic congestion and a better quality of life, by prohibiting, starting January 1 of the year 2015, the circulation of all private automotive vehicles on the city streets on all work days, in the period between 6:00 a.m. and 9:00 a.m., and 4:30 p.m. and 7:30 p.m. (The following vehicles will be excluded from the above prohibition: public transport vehicles, equipped vehicles for disabled citizens, emergency vehicles (ambulances, firemen), properly authorized student transport services, special transportation services like wage-earning drivers who mobilize more than 10 passengers, vehicles delivering services for public companies, vehicles destined to traffic control and cranes of the secretariat of transit and transportation, presidential caravan, military vehicles and police, vehicles assigned to diplomatic core, vehicles with a 3 level shield or superior, vehicles destined to be escorts, funeral float, motorcycles, motorcars and bicycle taxis?) YES NO BLANK VOTE From sustran at po.jaring.my Fri Oct 27 17:33:03 2000 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 27 Oct 2000 16:33:03 +0800 Subject: [sustran] WB urban transport draft strategy ex.summ.1 Message-ID: <3.0.6.32.20001027163303.008d1360@relay101.jaring.my> To whet your appetites to get involved here is the contents page and executive summary of the draft World Bank Urb Transp Strategy review paper. http://wbln0018.worldbank.org/transport/utsr.nsf/All+Discussion+Items?OpenView Urban Transport Strategy Review - Draft Type of Paper: Strategy Paper TABLE OF CONTENTS EXECUTIVE SUMMARY CHAPTERS 1. INTRODUCTION A. The World Bank and urban transport B. The World Bank policy context: the objectives of the review 2. URBAN TRANSPORT AND CITY DEVELOPMENT A. Transport, urban economic growth and poverty B. The dynamic of urban structure and transport C. City development strategies D. Conclusions: A Strategy for Urban Transport in City Development 3. URBAN TRANSPORT AND POVERTY REDUCTION A. Urban poverty and social exclusion B. The transport patterns of the urban poor C. "Pro-poor" economic growth and poverty reduction D. Public transport service planning for the urban poor E. Fare policies, subsidies and budget constraints F. Focusing infrastructure policies G. Conclusions: A Strategy for Poverty Focused Urban Transport 4. TRANSPORT AND THE URBAN ENVIRONMENT A. The scale of the issue B. Noise and other disturbances C. Urban air pollution D. Global warming E. Conclusions; A Strategy for Urban Transport and Environment 5. URBAN TRANSPORT SAFETY AND SECURITY A. The scale of the issue B. Safety C. Security D. Conclusions: A Strategy for Urban Transport Safety and Security 6. THE URBAN ROAD SYSTEM A. Main elements of road strategy B. Infrastructure provision C. Road maintenance D. Traffic management E. Demand management F. Conclusions: A Strategy for Roads 7. THE ROLE OF PUBLIC TRANSPORT A. The significance of public transport B. The urban bus sector C. Para transit D. Mass transit E. Public Transport Integration F. Conclusion; Towards a Strategy for Public Transport 8. THE ROLE OF NON-MOTORIZED TRANSPORT A. The importance of NMT B. Walking is transport C. Walking on Wheels D. The policy package E. Institutions and organization F. Conclusions; A Strategy for NMT 9. URBAN TRANSPORT PRICING AND FINANCE A. The role of prices in urban transport B. Charging for the use of infrastructure C. Public transport pricing and finance D. Urban transport financing E. Conclusions: A Strategy for Urban Transport Pricing and Financing 10. AN INSTITUTIONAL REFORM AGENDA A. The institutional problem B. The major issues C. Organizational Options D. Human resources E. Conclusions: A Strategy for Institutional Reform in Urban Transport 11. IMPLICATIONS FOR THE BANK (To be completed) Executive Summary Refocusing the strategic vision for urban transport i. The primary focus of all World Bank activity is the reduction of poverty. The essence of its approach, embodied in the poverty reduction strategies being developed with the highly indebted poor countries, is a holistic view of the development process recognizing the interdependence between sectors, concentrating on the weak links in any particular country, and aiming to better co-ordinate the activity of the many agencies involved. In this process urban transport has an important function as a facilitator to the achievement of wider economic and social objectives including improved accessibility of health, education and social services, particularly for the very poor. ii. Performing that function is increasingly difficult. Urban population is expanding at more than 6 percent annually in most developing countries. Within a generation more than half of the developing world's population, and half of its poor, will live in cities. Motor vehicle ownership and use is growing even faster than population, with vehicle ownership growth rates of 15-20% per year not uncommon. The average distance traveled per vehicle is also increasing in all but the largest, most congested cities. This growth puts enormous pressures on urban transport systems in developing countries. Traffic congestion is intensifying. Travel speeds are decreasing. The environment is deteriorating. And the safety and security of travelers is also diminishing in many large cities. iii. These problems impact particularly seriously on the poor. Growing reliance on private vehicles has resulted in a substantial fall in the share, and in some cases the absolute number, of trips made by urban public transport in many cities. As a consequence there has been a decline in urban public transport service levels. Sprawling urban structures are making the journey to work excessively long and costly for some of the very poor. Twenty percent of workers in Mexico City spend more than three hours traveling to and from work each day, and 10 percent spend more than five hours. The poor also suffer disproportionately from deterioration of the environment, safety and security because they are locationally and vocationally most exposed, and less able to afford preventative or remedial action. iv. Urban transport is already an important part of the Bank portfolio with 24 projects under supervision and a further 14 in preparation, as well as urban transport components in a similar number of urban development or environment projects.. The recent urban development strategy stresses that the livability of cities depends on them being economically competitive, financially sustainable and well-governed and managed. The last World Bank urban transport policy paper, published in 1986, mainly emphasized the importance of managing traffic to secure economically efficient urban movement. Since then a broader perspective has been developing on transport sector policy, the Bank general transport policy framework of late 1996 emphasizing the essential integrity of economic, social and environmental dimensions of a sustainable transport policy. It is now important to see urban transport in a wider comprehensive development framework and with an increased emphasis on poverty. v. The objectives of the urban transport review are therefore i) to develop a better common understanding of the nature and magnitude of urban transport problems in developing and transitional economies, with particular reference to their impact on the poor; and ii) to articulate a strategy to assist national and city governments to address urban transport problems within which the role of the World Bank (and other agencies) can be identified. Urban Transport, City Development and Poverty Reduction vi. Urban transport contributes to poverty reduction both through its impact on the city economy and hence on economic growth, and through its direct impact on the daily needs of the very poor. Both of these contributions are presently being undermined by the deterioration of transport conditions in the large cities and particular the megacities. vii. High level structural policies may improve the situation, but in limited ways. Provision of adequate road capacity is important, but in many of the densest established cities it is physically and economically impossible to escape from congestion by road building. Deconcentration from primate cities is often advocated but rarely achieved in fast growing developing countries. Good local planning and management of urban land use structure can reduce total transport demand, but has practical limitations. The effectiveness of liberalization of land markets is severely weakened by the inability to internalize the external costs of development. viii. Some of the weaknesses of these structural policies can be addressed. Central governments can encourage the development of secondary cities as regional hubs, both by appropriate fiscal incentives and by the location of their own activities. Structure planning capability can be developed, and provision made within structure plans of adequate space for transport infrastructure to meet immediate demand and to accommodate growth. Planning and development of land use can be coordinated with that of transport infrastructure and services, as experience in a number of developing cities shows. This requires the nurturing of development control skills and practices at the city level as well as the elimination of price distortions in both land and transport markets, including the underpricing of congested road space and the absence of full cost connection charges and impact fees for land development. ix. Even when all this is done, the problems of the megacities are unlikely to be totally resolved. So, in the absence of any simple and comprehensive structural solution a more eclectic policy package must be devised, employing system management and restraint policies to find a workable balance between the individual desire for increased space consumption associated with unlimited personal mobility and its adverse economic consequences. Strengthening the poverty focus x. A tempting and common conception of a policy response balancing growth and equity is the combination of increased road capacity in an attempt to speed up the movement of vehicles, with public provision of fare controlled public transport. In practice this has usually proved to be ineffective (because it generates more congesting car traffic) and inequitable (because it leads to a progressive decline of public transport services). So a more poverty focused policy is needed, reflecting both the actual transport needs of the poor and the current impediments to those needs being satisfied. xi. In many countries the poor are heavily dependent on walking and on non-motorized transport. But planning for pedestrians is frequently sacrificed to planning for the faster flow of vehicles. Where attention is given to pedestrians it often takes the form of poorly located and designed segregated crossings forcing them to trade safety for substantial inconvenience. The first requirement of a poverty focused strategy is thus that the importance of walking and other non-motorized transport activities should be recognized both in infrastructure design and in traffic management. xii. Where the poor use motorized transport they depend heavily on public transport, both formal and informal. So a similar emphasis needs to be given to priorities to public transport in infrastructure design and management. But there are even more pressing issues concerning the operation of public transport. Ill judged policies on general public transport fare controls in the absence of secure subsidy mechanisms can actually harm the poor. Constraints on the informal transport sector often harm the poor in a similar way. In larger cities, with a variety of modes, efforts to secure modal integration also need to be carefully managed to ensure that they do not increase the number of times the poor have to pay per trip, and that fares on the services on which they are particularly dependent do not increase. xiii. The recent decline in public transport has resulted from deteriorating finances in the absence of a secure fiscal basis for support. Fiscal failure is certainly part of the problem. But experience suggests a rich agenda of urban public transport policies which are both pro-growth and pro-poor, yet which are consistent with the fiscal capabilities of even the relatively poorest countries. First, supply costs can be reduced. Absence of competition in public transport is likely to both increase costs and reduce supply to the poor. A preference for stable, disciplined supply should not be misinterpreted as a case for uncontested monopoly. Associated with this is the need for better targeting of support. Attention needs to be given to financing of support mechanisms, avoiding deficit financing of monopolist suppliers, and wherever possible targeting very specific groups. Because transport infrastructure investment and transport pricing policies affect land values, poverty oriented urban transport interventions should be integrated in a broader strategy incorporating housing, health, education and other social service policies. xiv. City governments may wish to go further than this in helping the poor to cope with their transport problems. Experience teaches some lessons about what not to do, as well as highlighting opportunities for more effective strategy development. First, controlling fares in the absence of realistic analysis of, and provision for, the resource needs of that social strategy, actually destroys public transport service and may seriously harm some of the poor. The use of public sector monopolies to ensure cross subsidy within public transport, does not escape the fundamental resource problem, and adds some extra burden of inefficiencies in supply. On the positive side, a fiscal source is usually readily at hand. If all road vehicle movements in congested areas were properly charged for that would not only secure more efficient use of infrastructure but also generate a secure financial basis for urban transport provision. An urban transport strategy should address the fiscal and institutional arrangements to achieve this by appropriate empowerment of municipal governments. Urban Transport and the Environment xv. Urban air pollution from transport in developing countries contributes to the premature death of over half a million people per year in developing countries, and imposes an economic cost of up to 2 percent of GDP. The most damaging pollutants are lead, small suspended particulate matter, and in some cities, ozone. The poor in the megacities face the worst of these problems. A strategy for urban transport environmental improvement is thus not a luxury to be afforded at the expense of the poor, but an important element of an urban transport strategy for the poor. xvi. Understanding of environmental impacts of urban transport remains deficient in several areas. This includes some fields of pure research, such as the detailed understanding of the health impacts of different small particulates, and some of simple data collection and analysis (such as the levels and sources of ambient air pollution). Where knowledge exists it is often poorly disseminated (as in the case of the optimal oil fuel mix for two stroke gasoline engines). Continued improvement of urban environmental data, better analysis and more energetic dissemination of proven knowledge can be assisted both by investment in equipment and by technical assistance. xvii. Some robust "win-win" strategies exist which can be adopted within the urban transport sector. Good traffic management reduces environmental impact as well as congestion. Because most critical decisions about travel behavior are made by individuals, driven largely by economic self-interest, incentive systems are very important. Tax levels and structures are often decisive in determining the amount of transport undertaken, and the choice of mode, technology and fuel. Tax structure reform can encourage the use of cleaner fuels and stimulate better vehicle maintenance. This requires the design of fiscal measures to handle problems associated with the use of the same fuel in several sectors (policy on kerosene) and multiple objectives (policies on diesel taxation). The integration of transport interventions in general municipal development packages may offer better leverage than transport specific projects in this respect. The Bank can help identify and focus on major polluters by the international exchange of experience in designing integrated urban environmental strategies. xviii. While it is generally preferable to concentrate on performance standards, rather than on specific technology preference, there are also some relatively clear technological priorities for the sector. These include the elimination in lead from gasoline, the replacement of two stroke by four stroke motorcycles, and the elimination or cleaning up of high mileage heavy polluting vehicles. The Bank can help both with technical assistance in these fields and, in some cases, with the financing of public infrastructure and incentive mechanisms to stimulate change. Safety and Security xix. Nearly half a million people die and up to 15 million people are injured in urban road accidents in developing countries each year, at a direct economic cost of between 1 and 2 percent of GDP. A majority of victims are poor pedestrians and cyclists. Fears for personal safety and security significantly deter the use of non-motorized transport. xx. For traffic safety the first step is the development of national road accident statistics data collection and analysis capability, and the formation of institutional arrangements to ensure that this data is effectively transmitted to those who need it for policy purposes. For example, the introduction of "black spot" identification and treatment as a joint activity analysis of police and traffic management departments is data dependent. But it is already clear that pedestrians and cyclists form a much larger proportion of victims in developing than in developed countries, and that accidents occur widely on road links rather than being concentrated at junctions as in developed countries. Seat belts and junction improvements thus do not have the same priority in developing as developed countries. xxi. Accident frequency and severity can be reduced by improved road design, traffic management, medical service and other policies. Some specific safety related infrastructure investment can be identified (such as infrastructure for NMT in Lima, or grade separated railway crossings in Buenos Aires). More generally, however, there is merit in incorporation of safety elements in all transport infrastructure projects by instituting a mandatory safety audit in the design process. Improved medical response can be achieved by some relatively cheap and simple institutional innovations. Increasing safety awareness to change traffic and pedestrian behavior requires development and training of staff for specific road safety coordinating agencies or councils, both at national and municipal levels. Much is possible, and is now being sought through the Bank instigated Global Road Safety Partnership. xxii. Personal security is a social problem which goes much wider than the transport sector in many countries. But it is nevertheless important to analyze the nature and significance of insecurity in the urban transport sector and to devise policy instruments to counter it. That might include collection and analysis of data on personal security in the sector to enhance official awareness of the problem, commitment of police authorities to arrest and the courts to appropriately penalize delinquents. Strengthening public participation in projects - particularly at the neighborhood level - is important. Some transport policy initiatives can contribute directly. For example, street lighting - designed to improve pedestrian security - can be included in street improvement and particularly in slum upgrading projects. For public transport, franchise conditions can give incentives for improved attention to security by public transport operators. From sustran at po.jaring.my Fri Oct 27 17:34:07 2000 From: sustran at po.jaring.my (SUSTRAN Resource Centre) Date: Fri, 27 Oct 2000 16:34:07 +0800 Subject: [sustran] WB urban transport draft strategy ex.summ.2 Message-ID: <3.0.6.32.20001027163407.008499d0@relay101.jaring.my> Continued from previous message.... Urban Roads xxiii. In newly developing or growing cities roads are a necessary component of urban infrastructure. Inadequacy of current road capacity to carry current traffic results in congestion, damage to the city economy, increased environmental impact, and, often, particularly harsh impact on the poor. The urban strategy for roads must thus include initial planning and reservation of space for transport infrastructure (including, but not restricted to roads), appropriate hierarchical structuring of the road network, and funding for adequate maintenance of the economically sustainable road capacity. Traffic on the roads must also be managed to maintain safe, efficient and environmentally acceptable movement of people (not just of vehicles). This implies prioritization of infrastructure to protect (a) the economic efficiency of the city and (b) movements of public and non-motorized transport against unrestricted expansion of private motorized. Agencies capable of managing and maintaining the urban road system may need development in some cities xxiv. In larger established cities, however, it is neither socially nor economically acceptable to balance supply and demand solely by increasing road capacity. Rigorous appraisal of investments in additional road capacity needs to take into account (a) the effects of induced traffic on benefits (b) the benefits and disbenefits of alternatives to non-motorized transport and (c) environmental impacts. Demand for road space must be managed to balance movement with capacity through restraint measures. Full cost charging for road use is the most important of these measures, though interim proxies, such as parking policies, also have a role to play. Integration of financing to recognize the interaction between roads and other modes of urban transport is also a logical corollary of the development of better charging regimes Public transport xxv. Public transport is a critical element in any poverty oriented city development strategy. Yet it is in decline in many developing countries just at the time when richer developed countries have begun to recognize its importance. That decline is mostly a consequence of the inappropriateness of its institutional and financial arrangements. xxvi. Planning arrangements for public transport are fundamental. The obvious interaction of public transport with land use require its careful integration into the planning of metropolitan structure and finance within a comprehensive long term plan for the city. The public sector must set strategy, identify infrastructure projects in some detail, confirm the acceptability of environmental consequences, tariffs and any contingent changes to the existing transport system. It must acquire the necessary land and rights of way, ensure development permissions, commit funding and provide some necessary guarantees. Physical co-ordination (to achieve convenient modal interchange) and fares coordination (to keep public transport attractive and to protect the poor). need to be embodied in a comprehensive transport strategy plan, within which the relationship between MRT and other modes (both physical and financial) are understood. There must be integrated implementation management, with arrangements put in place to facilitate co-ordination between public and private agencies. The public costs of infrastructure and operations should be foreseen and securely provided for in a comprehensive financial plan. xxvii. Supply arrangements for transport services in developing countries too often take the extreme forms of totally unregulated free entry or moribund, over-regulated public monopoly. There are better alternatives. Competition, if properly designed and managed, can secure good value for money in public transport, without danger of anti-social or illegal operating behavior. To achieve this, planning of public transport service should be separated from provision. In big cities competition for the market, through tendered franchises or concessions, may be preferable to competition in the market. But this will require new skills for regulation, procurement and enforcement in that restructured city transport administrations. xxviii. Small vehicle paratransit, supplied by the informal sector, is often dominant in satisfying dispersed trip patterns and in flexibly addressing the demands of the poor, particularly in poorer countries. But it is often associated with anti-social, and sometimes criminal elements in society, and viewed officially as part of the problem of public transport but not part of the solution. That is unfortunate. Certainly, anti-competitive or antisocial behavior within the sector should be controlled through quality controls and their enforcement. But cities should also strive to mobilize the potential of the informal sector through legalizing associations and through structuring franchising arrangements to give the small private sector the opportunity to participate in competitive processes. xxix. Mass transit systems, and particularly metros, are a controversial element of public transport strategy because of the large burden that they can impose on city budgets. Private finance is thus increasingly sought for them. However, opportunistic development on an ad hoc basis has almost always proved to be damaging, and ultimately costly to the public purse. Even if private finance is involved, mass transit investments should be consistent with an approved city structure plan. Moreover, mass transit systems should normally be incorporated in city-wide price level and structure plans. The full cost of new mass transit investments on the municipal budgets, on fares, and on the poor, should be estimated in advance. No commitment to expenditure should be made in the absence of secure long term funding. xxx. Pricing and financing issues are at the heart of public transport problems as formal bus operations face financial collapse. To some extent the decline is an unintentional consequence of good hearted but wrong headed fare and service controls. Some protective prescriptions can easily be made. General fare controls should be determined as part of a comprehensive city transport financing plan, and their effect on the expected quality and quantity of service carefully considered. Fare reductions or exemptions should be financed on the budget of the relevant line agency responsible for the categories of person affected (health, social sector, education, interior, etc.) Modally integrated fares schemes should be assessed for their impacts on the poor. None of those prescriptions means that there should be never be any subsidy of public. But they do emphasize that, in the interests of the poor, sustainable financing and efficient targeting of public transport is paramount. Non-motorized transport xxxi. Almost all trips in all cities involve some walking. In many small cities and even in some very large poorer cities, particularly in Africa, non-motorized transport accounts for more than half of trips and also very high proportions of person kilometers traveled. But it is fairly consistently neglected, or even suppressed, in planning for urban transport. xxxii. It would be socially and politically unrealistic to adopt an ideological preference for low technology over high technology in urban transport. Relatively few individuals or governments would support such a position. But an explicit strategy is necessary to redress a historic vicious policy circle in which urban transport policy too frequently sacrificed the interests of pedestrians and cyclists to those of users of motor vehicles. The consequence is that non-motorized transport has becomes less safe, less convenient and less attractive. That neglect of non-motorized transport is unacceptable because it stems from a failure to recognize some of the external effects of motorized transport which distorts individual choice against NMT and because it militates particularly against the poor who do not have the means to use even motorized public transport. Internalizing the negative externality through pricing is almost impossible to achieve in this case as it would require diffused subsidy payment to pedestrians and cyclists. Appropriate compensating action thus depends on the public sector. xxxiii. In the field of infrastructure the major elements of a strategy should include clear provision for the rights as well as responsibilities of pedestrians and cyclists in traffic law; formulation of a national strategy for non-motorized transport as a facilitating framework for local plans; explicit formulation of local plan for non-motorized transport as part of the planning procedures of municipal authorities, and provision of separate infrastructure where appropriate (for safe movement and for secure parking of vehicles); incorporation of standards of provision for cyclists and pedestrians in new road infrastructure design. Incorporation of responsibilities for provision for NMT should also be included in Road Fund statutes and procedures. xxxiv. Traffic management and public education should also be focused on improving the movement of people rather than of motorized vehicles. In order to achieve that police need to be trained to enforce the rights of NMT in traffic priorities as well as in accident recording and prevention. Furthermore, the development of small scale credit mechanisms for finance of bicycles in poor countries, which have begun to take off in rural areas, might also be developed in urban areas. Pricing and financing xxxv. It is ironical that with such a heavy demand for road space, and such palpable undercharging for its use, cities are short of financial resources to support the investments and the modes of transport which can best contribute to the relief of urban transport problems. In the interests of urban transport integration and sustainability developing countries could therefore profitably move towards prices reflecting full social costs for all modes, to a targeted approach to subsidization reflecting strategic objectives; and to an integration of urban transport funding, while still retaining supply arrangements for the individual modes which give high incentive to operational efficiency and cost effectiveness. Monopolistic public sector supply is not sine qua non for integration. xxxvi. Charging for road infrastructure is the core of a strategy both for efficient allocation of resources and for sustainable finance. In principle, vehicular users of congested urban road space should be charged a price at least equal to the short run marginal cost of use. Fuel tax is a poor surrogate for congestion or road maintenance impact pricing, but in the absence of direct charging should be structured along with vehicle license duties to give a proxy. Taxes on different fuels should be structured to reflect their relative contributions to urban air pollution, again in conjunction with the structuring of vehicle license duties. Parking charges are also a poor proxy for congestion charges but should in any case always cover the full opportunity cost of land used for parking. Where parking policy is the only available proxy for efficient pricing, controls need to cover all forms of parking space (including that provided privately by employers for employees), and should be designed to secure a level of restraint equivalent to that of efficient prices. Cordon pricing and tolling of specific roads is a step in the right direction, but the long term solution must lie in a more thoroughgoing application of congestion charges. All road congestion charges, or fuel tax surcharges operating as a proxy for them, should accrue to the municipal or metropolitan authority, and not to the central treasury. xxxvii. Pricing principles for public transport modes should be determined within an integrated urban strategy, and should then reflect the extent to which road infrastructure is adequately charged. Given the high level of interaction between modes, and the prevalent undercharging of road use, no absolute value should be ascribed to covering all costs from fares, either for public transport as a whole, or for individual modes. In particular, transfers between roads and public transport services, and between modes of public transport are potentially consistent with optimal pricing strategy. However, in the interests of efficient service supply, transport operators should operate competitively, with purely commercial objectives, financial transfers being achieved through contracts between municipal authorities and operators for the supply of services. Any non-commercial objectives imposed on operators should be compensated directly and transparently, where appropriate by non-transport line agencies in whose interests they are imposed. Above all, In the absence of appropriate contracting or other support mechanisms the sustainability of public transport service should be paramount, and generally have precedence over traditional price regulation arrangements. xxxviii. Some urban transport financing principles follow. Given the interaction between modes, there is a strong case for the pooling of urban transport financial resources within an urban transport fund administered by a strategic transport authority at the municipal or metropolitan level. Inter-governmental transfers should normally be made to the fund, and should be structured to avoid distorting the efficient allocation of resources within the transport sector at the local level. Private sector financing for transport infrastructure should be raised through competitive tendering of concessions, which may be supported by public contributions, so long as these have been subject to proper cost benefit analysis. Institutions xxxix. No single institutional blueprint for public transport is appropriate for all countries. But there is enough experience of the difficulties arising from the failure to align policies between jurisdictions, agencies or to secure collaboration between them, to establish some general principles for the reduction of institutional impediments to effective policy integration. xl. Better jurisdictional co-ordination. is a high priority. At a purely institutional level this may be facilitated through the clear establishment in law of the allocation of responsibility between levels of government. Formal institutional arrangements should be made for collaboration where multiple municipalities exist within a continuous conurbation. Inter-governmental transfers should be carefully planned to be consistent with the allocation of responsibility, but central government might use inter-governmental transfer arrangements to encourage co-ordination at the metropolitan level, as in France. xli. For functional co-ordination there should be a strategic land use and transport plan at the municipal or metropolitan level with which detailed planning, both of transport and land use should be aligned. Functions should be clearly allocated between agencies, with more strategic functions being retained at the higher level in metropolitan areas. Obligations statutorily imposed on local authorities should be linked to specific channels of finance (such as direct line agency funding of reduced fare or free public transport. Responsibility for traffic safety should be explicitly allocated, with an institutional responsibility at the highest level of the local administration (mayors office or its equivalent). Traffic policing should, where possible, be separated from more general "criminal" policing functions and traffic police, should be trained in traffic management and safety administration, and should be involved collaboratively in transport and safety policy planning xlii. For effective involvement of the private sector planning and operating responsibility for public transport should be institutionally separated and technical regulation should be separated from procurement and economic regulation. A clear legal framework should be established for competition in public transport supply, either in the market or for the market. Operating agencies should be fully commercialized or privatized, and the development of new competitive private suppliers of service should be encouraged through legal recognition of associations, etc. At the same time, the public sector should develop professional service procurement and contract enforcement skills. xliii. Human resource development is critical to all institutional change and can be assisted by technical assistance loans or grants, and by twinning arrangements between cities at different stages of institutional development. If this is not adequate all policy is likely to fail. Created by: Date Created: 10/17/2000 01:25 PM Date Modified: 10/18/2000 12:09 PM From tk at thomaskrag.com Fri Oct 27 17:57:34 2000 From: tk at thomaskrag.com (Thomas Krag) Date: Fri, 27 Oct 2000 10:57:34 +0200 Subject: [sustran] Sv: [sustran] WB urban transport draft strategy ex.summ.1 Message-ID: <000801c03ff3$f678f960$485836d4@oemcomputer> No role for bicycles in future urban transport? While recognizing a disbelief in a solely car-based development it strikes me how the World Bank can manage to avoid mentioning the word "bicycle" in the excutive summary of the urban transport strategy report. Numerous reports point on this human power based technologi as optimal for countries with limited financial resources. Thomas Krag -- Thomas Krag Wilhelm Marstrands Gade 11 - DK-2100 K?benhavn ? tel +45 35 42 86 24, mobil 28 40 04 52, tk@thomaskrag.com -----Oprindelig meddelelse----- Fra: SUSTRAN Resource Centre Til: sustran-discuss@jca.ax.apc.org Dato: 27. oktober 2000 10:46 Emne: [sustran] WB urban transport draft strategy ex.summ.1 >To whet your appetites to get involved here is the contents page and >executive summary of the draft World Bank Urb Transp Strategy review paper. >http://wbln0018.worldbank.org/transport/utsr.nsf/All+Discussion+Items?OpenView > > >Urban Transport Strategy Review - Draft >Type of Paper: Strategy Paper > From tk at thomaskrag.com Fri Oct 27 18:00:07 2000 From: tk at thomaskrag.com (Thomas Krag) Date: Fri, 27 Oct 2000 11:00:07 +0200 Subject: [sustran] Sv: [sustran] WB urban transport draft strategy ex.summ.2 Message-ID: <001101c03ff4$51940880$485836d4@oemcomputer> Sorry - I was a little too fast... Thomas Krag -- Thomas Krag Wilhelm Marstrands Gade 11 - DK-2100 K?benhavn ? tel +45 35 42 86 24, mobil 28 40 04 52, tk@thomaskrag.com -----Oprindelig meddelelse----- Fra: SUSTRAN Resource Centre Til: sustran-discuss@jca.ax.apc.org Dato: 27. oktober 2000 10:48 Emne: [sustran] WB urban transport draft strategy ex.summ.2 >Continued from previous message.... From eric.britton at ecoplan.org Fri Oct 27 18:55:52 2000 From: eric.britton at ecoplan.org (ecopl@n.adsl) Date: Fri, 27 Oct 2000 11:55:52 +0200 Subject: [sustran] Bogota Referendum - Results & Feedback possibilities Message-ID: Dear Sustran Colleagues, This is to let you know that we have just created a full fledged Web site in support of the Sunday referendum in Bogot? which you can now freely access at http://ecoplan.org/votebogota2000. The main immediate interest of the site will be seen in the topmost items on the menu bar, including . . . * The Quick Poll - collecting yours and our best guesses concerning the outcome of the Sunday vote * The "World Support" section -- where you will find all of the messages of support that have thus far come in to us and to the Mayor's office, and which are being used in the media campaign to garner further public support * A "Quick Background" section - that explains the Referendum and some of the main points of background to it. For the rest you will note that the menu also provides leads to Bogot?'s first car free day of last February 24th, and to the tools and programs of the @World Car Free Day program more generally. It is those three top items which are, however, most timely and important in the present context. Can we encourage you to check in and join the survey with your estimates? Imagine if there is a very strong vote of public support? Imagine the implications? In closing I would like to thank all of you who have so quickly added your voices, and to encourage those of you who have not yet had the time to do so to consider joining us. There are few better causes on the world transport scene. Regards, Eric Britton ecopl@n ___ technology, economy, society ___ Le Frene, 8/10 rue Joseph Bara, 75006 Paris, France Eric.Britton@ecoplan.org URL www.ecoplan.org Telephone +331 4326 1323 Voice/Videoconference +331.4441.6340 (1-4) Fax + Voicemail: +1 888 522 6419 (toll free)