From geobpa at nus.edu.sg Fri Dec 7 10:19:55 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Fri, 7 Dec 2001 09:19:55 +0800 Subject: [sustran] Fwd: Traffic crisis looms in Vietnam's big cities Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0E4C2368@exs04.ex.nus.edu.sg> Straits Times DEC 7, 2001 Traffic crisis looms in Vietnam's big cities Ho Chi Minh City and Hanoi could soon have the worst traffic problems among Asean cities HANOI - Ho Chi Minh City and Hanoi look set to overtake Bangkok and Manila as the most traffic- congested Asean cities, Vietnamese authorities have warned. Analysts estimate that the two Vietnamese cities will need up to 44.6 trillion dong (S$5.4 billion) over the next four years to tackle their traffic problems. Traffic authorities have identified 55 hot spots and eight routes in Hanoi that regularly experience congestion, while Ho Chi Minh City has 92 hot spots and 21 problem routes. These traffic snarls cost 9.7 billion dong (S$1.2 million) per day in the two cities alone, not including the sound and air pollution unleashed on the environment and the man-hours wasted in traffic jams. Authorities fear that without a solution, the two cities will soon have the worst traffic among Asean metro areas, displacing Bangkok and Manila. Analysts estimate that Hanoi will need 17 trillion dong and Ho Chi Minh City 27.6 trillion dong over the next four years to improve traffic. Transport authorities plan to build better infrastructure, divide more roads and create more bus routes to increase the use of public transport. There will be 45 bus routes in Hanoi and 100 routes in Ho Chi Minh City, with about 500 and 3,000 buses operating respectively. One of the most pressing tasks facing transport officials is how to reduce the number of motorcycles in the big cities. Hanoi now has an estimated 850,000 motorbikes, while Ho Chi Minh City has about 2 million. The Ministry of Transport hopes to introduce more measures to reduce the use of motorcycles and other private means of transport, such as increasing registration fees from the current 2 per cent of motorcycle value to 10 per cent. Some officials believe that fees collected from newly registered motorbikes, estimated at 480 billion dong in the two cities each year, should be used to develop public transport. But a similar initiative introduced by the Ministry of Transport two years ago, under which each motorbike owner would contribute 200,000 dong a year in fees, was criticised so heavily that it was never implemented. Others, such as Sgt-Major Than Anh Tuan of Ho Chi Minh City Road Traffic Police, have a more drastic solution: 'It is time to stop importing motorbikes.' --Viet Nam News/Asia News Network Copyright @ 2001 Singapore Press Holdings. All rights reserved. From geobpa at nus.edu.sg Fri Dec 7 15:09:35 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Fri, 7 Dec 2001 14:09:35 +0800 Subject: [sustran] Segway's assault on walking Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0E4C2379@exs04.ex.nus.edu.sg> A sceptical article about the hype on an interesting, weird even, new transport invention launched this week. Look at the picture. But in any case unlikely to have much relevance in poor countries in near future with a $3000 price tag. Paul http://www.salon.com/tech/feature/2001/12/07/segway/print.html Segway's assault on walking Dean Kamen's much-hyped superscooter is a slothful step in the wrong direction. - - - - - - - - - - - - By Christopher Orlet Dec. 7, 2001 | Dean Kamen readily admits that his Segway Human Transporter, unveiled Dec. 3, is not the futuristic answer to his nation's transportation woes, crowded highways and poor public transit, nor will it replace the SUV, the bus or the commuter train. The push-lawnmower-size scooter travels only 12.5 miles per hour with a 17-mile range between charges. It will have no impact on air quality nor will it reduce the reliance on fossil fuels. ... From czegras at MIT.EDU Sat Dec 8 05:24:17 2001 From: czegras at MIT.EDU (Chris Zegras) Date: Fri, 07 Dec 2001 15:24:17 -0500 Subject: [sustran] Politics of Urban Transport in Developing Countries Message-ID: <5.0.0.25.2.20011207152231.039db370@po9.mit.edu> Dear Friends, I am looking for any good articles on the politics of Urban Transport Project Implementation in Developing Countries to add to the reading list for a course. Any leads would be most appreciated, Chris -------------------------------------------------- Christopher Zegras Research Associate MIT * Laboratory for Energy & the Environment * Room E40-468 1 Amherst Street * Cambridge, MA 02139 Tel: 617 258 6084 * Fax: 617 253 8013 From COLSZE at ntu.edu.sg Mon Dec 10 00:42:12 2001 From: COLSZE at ntu.edu.sg (Piotr Olszewski (Assoc Prof)) Date: Sun, 9 Dec 2001 23:42:12 +0800 Subject: [sustran] Re: Segway's assault on walking Message-ID: <2281E57770554C4BA7E5DD541A4EE33C0D4D7F@exchange02.staff.main.ntu.edu.sg> I agree that at the current price of $3000, Segway HT looks like not more than an extravagant toy. But I would not be so sceptical about its future prospects. For argument?s sake, let?s assume that it becomes popular, proves to be safe and reliable, is mass-produced and the price drops to ~$500. There could be some positive effects of this for transport sustainability: - Human transporter (HT) increases personal mobility so it would not only replace some longer walking trips but also some short car/transit trips. And it is certainly more energy efficient and cleaner than the existing motorised modes. - A rail-HT intermodal combination could prove to be an attractive travel alternative. - HT popularity could create pressure for more, better, wider footpaths (or bicycle paths) which would benefit pedestrians (cyclists). - If an HT industry develops, there could be positive spin-offs in terms of more efficient batteries and other components which could be used for electrical bikes, sit-down scooters, etc. So will all this really happen? There are too many ?ifs?, so we?ll have to wait and see? For the time being, those interested can check out the Segway webpage: http://www.segway.com/consumer/vision/ Piotr Olszewski -----Original Message----- From: Paul Barter Sent: Fri 12/7/2001 2:09 PM To: 'sustran-discuss@jca.apc.org' Cc: Subject: [sustran] Segway's assault on walking A sceptical article about the hype on an interesting, weird even, new transport invention launched this week. Look at the picture. But in any case unlikely to have much relevance in poor countries in near future with a $3000 price tag. Paul http://www.salon.com/tech/feature/2001/12/07/segway/print.html Segway's assault on walking Dean Kamen's much-hyped superscooter is a slothful step in the wrong direction. - - - - - - - - - - - - By Christopher Orlet Dec. 7, 2001 | Dean Kamen readily admits that his Segway Human Transporter, unveiled Dec. 3, is not the futuristic answer to his nation's transportation woes, crowded highways and poor public transit, nor will it replace the SUV, the bus or the commuter train. The push-lawnmower-size scooter travels only 12.5 miles per hour with a 17-mile range between charges. It will have no impact on air quality nor will it reduce the reliance on fossil fuels. ... -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: application/ms-tnef Size: 5926 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011209/26c77111/attachment.bin From mobility at igc.org Mon Dec 10 08:23:58 2001 From: mobility at igc.org (mobility) Date: Sun, 09 Dec 2001 18:23:58 -0500 Subject: [sustran] Re: Segway's assault on walking References: <2C9E855D35B9D01198190020AFFBE8CB0E4C2379@exs04.ex.nus.edu.sg> Message-ID: <3C13F28E.35A08C5F@igc.org> while i share skepticism, there are a lot of rich people in developing countries and it would be good if they were on these things rather than in cars, no? walter Paul Barter wrote: > A sceptical article about the hype on an interesting, weird even, new > transport invention launched this week. Look at the picture. But in any > case unlikely to have much relevance in poor countries in near future with a > $3000 price tag. > Paul > > http://www.salon.com/tech/feature/2001/12/07/segway/print.html > > Segway's assault on walking > Dean Kamen's much-hyped superscooter is a slothful step in the wrong > direction. > - - - - - - - - - - - - > By Christopher Orlet > Dec. 7, 2001 | Dean Kamen readily admits that his Segway Human Transporter, > unveiled Dec. 3, is not the futuristic answer to his nation's transportation > woes, crowded highways and poor public transit, nor will it replace the SUV, > the bus or the commuter train. The push-lawnmower-size scooter travels only > 12.5 miles per hour with a 17-mile range between charges. It will have no > impact on air quality nor will it reduce the reliance on fossil fuels. > ... From Alan.Perkins at transport.sa.gov.au Mon Dec 10 13:57:33 2001 From: Alan.Perkins at transport.sa.gov.au (Perkins, Alan (TSA)) Date: Mon, 10 Dec 2001 15:27:33 +1030 Subject: [sustran] Re: Segway's assault on walking...redefinition of road space Message-ID: There was a recent e-mail debate within our transport department concerning Vespas. Someone suggested that we should start to promote motor scooters as a sustainable alternative to car use (particularly, in Australian cities, as an alternative to the second family car). The traffic safety people expressed great alarm at encouraging such a dangerous form of travel. Around the same time a prominent Adelaide businessman complained about the ban on riding razor scooters in the city's main pedestrain mall (he had been razor scooting to work). We may well be seeing the beginnings of a broader debate about how to accommodate that increasingly wide range of devices that fit (or at the moment don't fit) between walking and the car - roller-blades, roller-skates, skateboards, razor scooters, motorised razor scooters, bicycles, bicycles with motors, electric wheelchairs, motor scooters - and now The Segway. Australian cities are generally blessed with wide roads, and generous footpaths. So physically there is the potential to do a great deal to redefine the use of the road reserve. The answers for local residential streets may lie with the continuing expansion of traffic calming measures and wider introduction of "shared zones" - Woonerf style. For the more trafficed collector and arterial roads however we have unanswered questions. What goes on the footpath and what goes on the road ? Is average speed of travel the key determinant ? In an ideal world, would we slow all motorised traffic down to 40 km/hr and introduce road rules to facilitate the intermediate modes mixing with car traffic (but then we'd slow the buses as well) ? I'm wondering if the issues associated with the redefinition of main road space away from car dominance and towards this wider range of modes (not just bus lanes and cycle lanes) have been progressed further elsewhere in western cities. But also if any developing world cities (most appear to be moving in the same direction as western cities have done in the past - towards squeezing other modes while expanding road space for the car) have found a good balance, from which we can gain some new ideas. Alan Perkins Alan Perkins Adviser, Sustainable Transport and Planning Transport Policy Group Transport SA PO Box 1 Walkerville South Australia 5081 ph 61 (8) 8343 2436 fax 61 (8) 8343 2939 alan.perkins@transport.sa.gov.au -----Original Message----- From: Piotr Olszewski (Assoc Prof) [mailto:COLSZE@ntu.edu.sg] Sent: Monday, 10 December 2001 2:12 AM To: sustran-discuss@jca.ax.apc.org Subject: RE: [sustran] Segway's assault on walking I agree that at the current price of $3000, Segway HT looks like not more than an extravagant toy. But I would not be so sceptical about its future prospects. For argument?s sake, let?s assume that it becomes popular, proves to be safe and reliable, is mass-produced and the price drops to ~$500. There could be some positive effects of this for transport sustainability: - Human transporter (HT) increases personal mobility so it would not only replace some longer walking trips but also some short car/transit trips. And it is certainly more energy efficient and cleaner than the existing motorised modes. - A rail-HT intermodal combination could prove to be an attractive travel alternative. - HT popularity could create pressure for more, better, wider footpaths (or bicycle paths) which would benefit pedestrians (cyclists). - If an HT industry develops, there could be positive spin-offs in terms of more efficient batteries and other components which could be used for electrical bikes, sit-down scooters, etc. So will all this really happen? There are too many ?ifs?, so we?ll have to wait and see? For the time being, those interested can check out the Segway webpage: http://www.segway.com/consumer/vision/ Piotr Olszewski -----Original Message----- From: Paul Barter Sent: Fri 12/7/2001 2:09 PM To: 'sustran-discuss@jca.apc.org' Cc: Subject: [sustran] Segway's assault on walking A sceptical article about the hype on an interesting, weird even, new transport invention launched this week. Look at the picture. But in any case unlikely to have much relevance in poor countries in near future with a $3000 price tag. Paul http://www.salon.com/tech/feature/2001/12/07/segway/print.html Segway's assault on walking Dean Kamen's much-hyped superscooter is a slothful step in the wrong direction. - - - - - - - - - - - - By Christopher Orlet Dec. 7, 2001 | Dean Kamen readily admits that his Segway Human Transporter, unveiled Dec. 3, is not the futuristic answer to his nation's transportation woes, crowded highways and poor public transit, nor will it replace the SUV, the bus or the commuter train. The push-lawnmower-size scooter travels only 12.5 miles per hour with a 17-mile range between charges. It will have no impact on air quality nor will it reduce the reliance on fossil fuels. ... -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011210/11cf1b34/attachment.htm From dmaunder at trl.co.uk Mon Dec 10 18:14:39 2001 From: dmaunder at trl.co.uk (Dr D A C Maunder) Date: Mon, 10 Dec 2001 9:14:39 +0000 Subject: [sustran] Re: Politics of Urban Transport in Developing Countri Message-ID: Chris, You could have a look at Gardner G 1995 Technology options for medium sized cities or Gardner G 1994 Which Transit? or Gardner G and D Quinn 2000 Barriers to cost effective transport. or Gardner G 1998 Mass transit decision making. I can supply all of them if you give me a postal address . Regards Dave Maunder - - - - - - - - - - - - - - Original Message - - - - - - - - - - - - - - Dear Friends, I am looking for any good articles on the politics of Urban Transport Project Implementation in Developing Countries to add to the reading list for a course. Any leads would be most appreciated, Chris -------------------------------------------------- Christopher Zegras Research Associate MIT * Laboratory for Energy & the Environment * Room E40-468 1 Amherst Street * Cambridge, MA 02139 Tel: 617 258 6084 * Fax: 617 253 8013 - - - - - - - - - - - - End of Original Message - - - - - - - - - - - - _________________________________________________________________ This communication contains information sent from the TRL Limited email system which is confidential, and may also be privileged. It is for the exclusive use of the addressee. If you are not the addressee, please note that any distribution, copying or use of this communication, or the information therein, is prohibited. If you have received this communication in error, please notify the sender by return email. TRL Limited reserves the right to monitor emails in accordance with the Telecommunications Lawful Business Practice - Interception of Communications Regulations 2000. From Pguitink at worldbank.org Tue Dec 11 00:23:58 2001 From: Pguitink at worldbank.org (Pguitink@worldbank.org) Date: Mon, 10 Dec 2001 10:23:58 -0500 Subject: [sustran] Re: Segway's assault on walking Message-ID: Rich people in developing countries also have a lot of security concerns (assaults, robberies), so I doubt whether they would shift to another motorized option than the 'safety' of their private cars. On a more fundamental note, I think it is unfortunate that Segway's are mentioned as potentially beneficial as well to bicyclists and pedestrians. If indeed because of facilitating the Segway's use pedestrians walkways and bicycle paths suddenly would get a long time overdue attention, we still are far away from understanding the potential of non-motorized transport. ..... Cheers, Paul Guitink Sr. Transport Specialist Latin America and Caribbean Region MSN I5 506 The World Bank Phone + 1 202 473 3948 Fax +1 202 676 9594 From aldizon at pacific.net.sg Tue Dec 11 07:42:38 2001 From: aldizon at pacific.net.sg (Al R Dizon) Date: Tue, 11 Dec 2001 06:42:38 +0800 Subject: [sustran] LONDON UNDERGROUND In-Reply-To: <2281E57770554C4BA7E5DD541A4EE33C0D4D7F@exchange02.staff.main.ntu.edu.sg> Message-ID: [sustran] Segway's assault on walkingI'm forwarding a press release I got last night from the London Underground and Damovo. For your information. DAMOVO GIVES LONDON UNDERGROUND?S COMMUTERS THE RIGHT CONNECTION FOR NOW AND THE FUTURE Travellers on London Underground?s network will now be able to enjoy greater levels of customer service as a result of a new contact centre introduced by Damovo, the global solutions provider. The new installation in London Undergrounds St James?s Park customer services centre has been introduced as part of an initiative to improve telephone enquiry services to the public. This centre brings together 40 agents, who were previously based in four separate locations and contactable via 10 different numbers, providing a single point of response to all travel enquiries. Passengers can also make enquiries via e-mail from the www.tube.com website. Penny Hazell, London Underground?s Operational Services Manager, Stations, commented; "Damovo has provided us with tomorrows? expertise and systems which will enable us to support our customers well into the future as we continue to develop the functions of our contact centre. This is part of our ongoing commitment to provide the world?s best public transport system for London." Damovo offers a full range of services, from planning and design, to implementing and managing solutions. David McKeigue, President of Damovo UK Limited said: "By optimising the use of their people, processes and technology, we have enabled London Underground to significantly improve its customer services; travellers can now connect immediately to the travel enquiry service via any media" -ends- -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011211/55077edc/attachment.htm -------------- next part -------------- A non-text attachment was scrubbed... Name: winmail.dat Type: application/ms-tnef Size: 1244 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011211/55077edc/winmail.bin From andi_rahmah at pelangi.or.id Tue Dec 11 16:31:58 2001 From: andi_rahmah at pelangi.or.id (andi_rahmah) Date: Tue, 11 Dec 2001 14:31:58 +0700 Subject: [sustran] FW: Sustainable Mobility Meeting Message-ID: Dear Paul, Kuki asked me to forward this email to the SUSTRAN mailing list and to ask you to submit our name and contact information as the candidate from SUSTRAN to attend the Associated Partner Group Meeting in February 2002 in Singapore. Thanks for your help, Regards, Andi Rahmah Forwarded Message: > To: kuki@pelangi.or.id > From: "Glynda Bathan" > Subject: Sustainable Mobility Meeting > Date: Tue, 11 Dec 2001 11:21:31 +0800 > ----- > Dear Kuki, > > ADB, as a part of its air quality management projects, supports the > efforts of the World Business Council for Sustainable Development (WBCSD). > WBCSD is an organization composed of private companies such as Royal Dutch > Shell, British Petroleum, GM, Volkswagen, Daimler-Benz, Michellin, and > Nordz Hydro. It is undertaking a Sustainable Mobility Project. This > project will be organizing an Associated Partner Group Meeting in February > 2002 in Singapore. About 300 participants from Asian governments, private > sector companies, and NGOs will be invited to the meeting. The > participants should be involved in sustainable mobility projects in Asia. > > ADB is assisting WBCSD in compiling a guest list for the meeting. If you > have persons in mind who should be on this list, please send us their > names, designation, telephone and fax numbers, e-mail address, and office > address. > > We would be grateful to receive your reply within the week. Invitations are > due to be sent out within the month. > > Best regards, > Glynda Bathan > > Consultant > Asian Development Bank > 6 ADB Avenue, Mandaluyong City > Metro Manila, Philippines > Phone: + 63 2 632 5151 > Fax: + 63 2 636 2423 > > ---------------------------------------------------- This email was sent using http://webmail.cbn.net.id/ From andi_rahmah at pelangi.or.id Tue Dec 11 17:15:01 2001 From: andi_rahmah at pelangi.or.id (andi_rahmah) Date: Tue, 11 Dec 2001 15:15:01 +0700 Subject: [sustran] Re: FW: Sustainable Mobility Meeting In-Reply-To: Message-ID: Dear Paul, Sorry for mistakes that I've made. I meant that I want to ask you to submit names of Sustran members who you think would be suitable candidates to attend the Associated Partner Group Meeting in February 2002. Regards, Andi Rahmah -----Original Message----- From: owner-sustran-discuss@jca.ax.apc.org [mailto:owner-sustran-discuss@jca.ax.apc.org]On Behalf Of andi_rahmah Sent: Tuesday, December 11, 2001 2:32 PM To: Paul Barter Cc: SUSTRAN DISCUSS Subject: [sustran] FW: Sustainable Mobility Meeting Dear Paul, Kuki asked me to forward this email to the SUSTRAN mailing list. and to ask you to submit our name and contact information as the candidate from SUSTRAN to attend the Associated Partner Group Meeting in February 2002 in Singapore. Thanks for your help, Regards, Andi Rahmah Forwarded Message: > To: kuki@pelangi.or.id > From: "Glynda Bathan" > Subject: Sustainable Mobility Meeting > Date: Tue, 11 Dec 2001 11:21:31 +0800 > ----- > Dear Kuki, > > ADB, as a part of its air quality management projects, supports the > efforts of the World Business Council for Sustainable Development (WBCSD). > WBCSD is an organization composed of private companies such as Royal Dutch > Shell, British Petroleum, GM, Volkswagen, Daimler-Benz, Michellin, and > Nordz Hydro. It is undertaking a Sustainable Mobility Project. This > project will be organizing an Associated Partner Group Meeting in February > 2002 in Singapore. About 300 participants from Asian governments, private > sector companies, and NGOs will be invited to the meeting. The > participants should be involved in sustainable mobility projects in Asia. > > ADB is assisting WBCSD in compiling a guest list for the meeting. If you > have persons in mind who should be on this list, please send us their > names, designation, telephone and fax numbers, e-mail address, and office > address. > > We would be grateful to receive your reply within the week. Invitations are > due to be sent out within the month. > > Best regards, > Glynda Bathan > > Consultant > Asian Development Bank > 6 ADB Avenue, Mandaluyong City > Metro Manila, Philippines > Phone: + 63 2 632 5151 > Fax: + 63 2 636 2423 > > ---------------------------------------------------- This email was sent using http://webmail.cbn.net.id/ From hertel at zedat.fu-berlin.de Tue Dec 11 23:54:03 2001 From: hertel at zedat.fu-berlin.de (Christof Hertel) Date: Tue, 11 Dec 2001 15:54:03 +0100 Subject: [sustran] Research on Integrated Concepts on Goods and Services Transport Message-ID: Dear Sustran Colleagues, at the moment we're doing research about integrated transport concepts. The project focuses on the area of goods and commercial transport including the areas of transport which emerge through services (e.g. plumber on his way to the client or the delivery-service from take-away restaurants) and business-traffic) in urban aglomerations. To get a wider perspective and to learn about new concepts we also want to look at other countries than Germany. If you know any concept and you think it is interesting or in some way adaptable to Germany, or you know special newsgroups (or institutes, companies, websites etc.) focusing on these aspects please let us know. Thank you for your kind assistance Greetings from Heike Flaemig & Christof Hertel (flaemig@tu-harburg.de) (c.hertel@tu-harburg.de hertel@zedat.fu-berlin.de) -- List of research-projects at our institute: http://www.vsl.tu-harburg.de/ECTL/Projekte/ Technical University Hamburg-Harburg Research unit Transportation and Logistics European Centre for Transportation and Logistics (ECTL) AB 1-10 D-21071 Hamburg Tel: (+49) 40 - 428 78 - 39 03 Fax: (+49) 40 - 428 78 - 27 28 From litman at vtpi.org Wed Dec 12 00:09:24 2001 From: litman at vtpi.org (Todd Litman) Date: Tue, 11 Dec 2001 07:09:24 -0800 Subject: [sustran] Re: Research on Integrated Concepts on Goods and Services Transport In-Reply-To: Message-ID: <3.0.5.32.20011211070924.01327100@pop.islandnet.com> You may want to see the "Success Stories" (http://www.vtpi.org/tdm/tdm71.htm) and the "Freight Transport Management" (http://www.vtpi.org/tdm/tdm16.htm) chapters of our Online TDM Encyclopedia (http://www.vtpi.org/tdm), which describe a variety of programs and strategies. At 03:54 PM 12/11/01 +0100, you wrote: > >Dear Sustran Colleagues, >at the moment we're doing research about integrated transport concepts. >The project focuses on the area of goods and commercial transport >including the areas of transport which emerge through services (e.g. >plumber on his way to the client or the delivery-service from take-away >restaurants) and business-traffic) in urban aglomerations. To get a wider >perspective and to learn about new concepts we also want to look at other >countries than Germany. If you know any concept and you think it is >interesting or in some way adaptable to Germany, or you know special >newsgroups (or institutes, companies, websites etc.) focusing on these >aspects please let us know. > >Thank you for your kind assistance > >Greetings from > >Heike Flaemig & Christof Hertel >(flaemig@tu-harburg.de) (c.hertel@tu-harburg.de hertel@zedat.fu-berlin.de) > >-- >List of research-projects at our institute: >http://www.vsl.tu-harburg.de/ECTL/Projekte/ > >Technical University Hamburg-Harburg >Research unit Transportation and Logistics >European Centre for Transportation and Logistics (ECTL) >AB 1-10 >D-21071 Hamburg >Tel: (+49) 40 - 428 78 - 39 03 >Fax: (+49) 40 - 428 78 - 27 28 > > > > > > > > > Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 E-mail: litman@vtpi.org Website: http://www.vtpi.org From frwro at mahidol.ac.th Wed Dec 12 12:03:35 2001 From: frwro at mahidol.ac.th (William Ross) Date: Wed, 12 Dec 2001 10:03:35 +0700 (GMT+0700) Subject: [sustran] They are unambiguous Message-ID: <200112120303.KAA06886@mucc.mahidol.ac.th> Residents living around the Park are in favour of the Council?s heritage consciousness and seek Council?s support to have measures introduced to enhance and preserve the integrity of residential buildings of this unique area. Notwithstanding Council?s positive stance on heritage issues, there is a genuine concern amongst residents who live near the Park that the Council may be disposed to allowing non-sympathetic developments to take place, as evidenced by some recent development application approvals. -------------- next part -------------- A non-text attachment was scrubbed... Name: STRTMID.GIF Type: image/gif Size: 905 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011212/f64b55a6/STRTMID.gif -------------- next part -------------- A non-text attachment was scrubbed... Name: InterScan_SafeStamp.txt Type: text/plain Size: 214 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011212/f64b55a6/InterScan_SafeStamp.txt From ccordero at amauta.rcp.net.pe Wed Dec 12 12:50:07 2001 From: ccordero at amauta.rcp.net.pe (Carlos Cordero V.) Date: Tue, 11 Dec 2001 22:50:07 -0500 Subject: [sustran] possible virus Message-ID: <001e01c182c0$3dc16220$41b701c8@q8v1n7> I have been informed about a computer virus in our last sending, please chek and updated your antivirus, regards, He sido informado que en alguno de nuestros ultimos envios se ha colado un virus, por favor revisen y actualizen sus antivirus y disculpen por el problema, saludos Carlos Cordero Vel?squez CICLORED - Centro de Asesor?a y Capacitaci?n para el Transporte y Ambiente Psje. Lavalle 110 Lima 04 Per? tel : (51 1) 4671322 casilla: ccordero@amauta.rcp.net.pe -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011211/532f078c/attachment.htm From APHOWES at dm.gov.ae Wed Dec 12 12:58:08 2001 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Wed, 12 Dec 2001 07:58:08 +0400 Subject: [sustran] Re: possible virus Message-ID: I got the following message attached to the posting from William Ross [frwro@mahidol.ac.th] - is this what you mean? I seem to have no recent message from Carlos Cordero. ****** Message from InterScan E-Mail VirusWall NT ****** ** WARNING! Attached file ongoing.bat contains: PE_MAGISTR.B virus It has been deleted. ***************** End of message *************** -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 -----Original Message----- From: Carlos Cordero V. [mailto:ccordero@amauta.rcp.net.pe] Sent: Wednesday, December 12, 2001 7:50 AM To: Undisclosed-Recipient:;@amauta.rcp.net.pe;;; Subject: [sustran] possible virus I have been informed about a computer virus in our last sending, please chek and updated your antivirus, regards, He sido informado que en alguno de nuestros ultimos envios se ha colado un virus, por favor revisen y actualizen sus antivirus y disculpen por el problema, saludos Carlos Cordero Vel?squez CICLORED - Centro de Asesor?a y Capacitaci?n para el Transporte y Ambiente Psje. Lavalle 110 Lima 04 Per? tel : (51 1) 4671322 casilla: ccordero@amauta.rcp.net.pe -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011212/d51d528f/attachment.htm From dmohan at cbme.iitd.ernet.in Wed Dec 12 17:49:28 2001 From: dmohan at cbme.iitd.ernet.in (Dinesh Mohan) Date: Wed, 12 Dec 2001 14:19:28 +0530 Subject: [sustran] International Workshop on High Capacity Bus Systems, Delhi References: <001e01c182c0$3dc16220$41b701c8@q8v1n7> Message-ID: <3C171A17.BA6D42CD@cbme.iitd.ernet.in> An International Workshop on High Capacity Bus Systems is being organised in Delhi, India, on 20 January 2002. Details of the Workshop and Registration Form are available at http://www.iitd.ac.in/tripp. Click the BUS WORKSHOP button for details. Dinesh Mohan From geobpa at nus.edu.sg Thu Dec 13 09:34:26 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Thu, 13 Dec 2001 08:34:26 +0800 Subject: [sustran] FW: new website of Centre for Aviation, Transport and Environment (CATE) Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0E4C2468@exs04.ex.nus.edu.sg> -----Original Message----- From: Paul Upham [mailto:P.Upham@MMU.AC.UK] Sent: Wednesday, 12 December 2001 7:45 PM To: UTSG@JISCMAIL.AC.UK Subject: new website of Centre for Aviation, Transport and Environment (CATE) Dear all please find below the url of the new website of CATE, the Centre for Aviation, Transport and the Environment, at Manchester Metropolitan University. Several presentations at the recent workshop on sustainability and transport can be found via the events link. http://www.cate.mmu.ac.uk Thanks Paul Dr. Paul Upham Research Fellow Centre for Aviation, Transport and Environment Dept of Environmental & Geographical Sciences John Dalton Extension Chester Street Manchester UK M1 5GD p.upham@mmu.ac.uk Tel: +44 (0) 161 247 3652 Fax: +44 (0) 161 247 6332 http://www.cate.mmu.ac.uk From huright at vsnl.com Fri Dec 14 17:50:36 2001 From: huright at vsnl.com (huright) Date: Fri, 14 Dec 2001 14:20:36 +0530 Subject: [sustran] (no title) Message-ID: <016701c1847c$88432f00$8904c5cb@badadada1> Indian People's Tribunal on Environment and Human Rights Invitation for a Press and Public Meeting Date: 18th December Time: 4.30pm to 6.00pm Venue: Mumbai Marathi Patrakar Sangh What happened to the Government's plan to rebuild Gujarat stone by stone? Who benefited and who lost out? Are we prepared to face another disaster like the one in Gujarat? Dear Friends, We are glad to invite you for the Press and Public meeting to release the Indian People's Tribunal Report No foresight. No follow up on the relief and rehabilitation process after the January 26th, 2001 earthquake in Gujarat at: 4:30pm on Tuesday, 18th December 2001 at Mumbai Marathi Patrakar Sangh, Near VT opp. BMC Head office. The enquiry was conducted by an 11 member panel of experts which was headed by: Justice K Sukumaran (Retd Judge, Kerala & Mumbai High Courts) & panel consisted of: Dr PV Unnikrishnan (Disaster Management), Dr Harish Shetty (Mental Health), Dr Ashok Patil (Physiotherapy), Ms Sujata Patel (Sociologist), Ms Ranjana Subberwal (Disability), Ms Nimitta Bhatt (Health Care), Prof. Jitendra Dholakia (Economist), Adv. Mihir Desai (Legal), Dunu Roy (Housing), Max Martin (Journalist). Agenda a.. Sunil Scaria Background of the Enquiry b.. Adv. Mihir Desai The Question of Basic Rights c.. Dr. Harish Shetty Need for Psycho-Social Help d.. Dr. Ashok Patil Disasters and Disability e.. Dr. P.V. Unnikrishnan Need for Disaster Preparedness f.. Release of the IPT report g.. The presentations will be followed by the screening of the film - Voices from a Disaster - directed by K.P Sasi. Please do come and invite your friends as well, Regards, Sunil Scaria -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011214/d5fc67b4/attachment.htm From huright at vsnl.com Fri Dec 14 17:50:36 2001 From: huright at vsnl.com (huright) Date: Fri, 14 Dec 2001 14:20:36 +0530 Subject: [sustran] (no title) Message-ID: <016701c1847c$88432f00$8904c5cb@badadada1> Indian People's Tribunal on Environment and Human Rights Invitation for a Press and Public Meeting Date: 18th December Time: 4.30pm to 6.00pm Venue: Mumbai Marathi Patrakar Sangh What happened to the Government's plan to rebuild Gujarat stone by stone? Who benefited and who lost out? Are we prepared to face another disaster like the one in Gujarat? Dear Friends, We are glad to invite you for the Press and Public meeting to release the Indian People's Tribunal Report No foresight. No follow up on the relief and rehabilitation process after the January 26th, 2001 earthquake in Gujarat at: 4:30pm on Tuesday, 18th December 2001 at Mumbai Marathi Patrakar Sangh, Near VT opp. BMC Head office. The enquiry was conducted by an 11 member panel of experts which was headed by: Justice K Sukumaran (Retd Judge, Kerala & Mumbai High Courts) & panel consisted of: Dr PV Unnikrishnan (Disaster Management), Dr Harish Shetty (Mental Health), Dr Ashok Patil (Physiotherapy), Ms Sujata Patel (Sociologist), Ms Ranjana Subberwal (Disability), Ms Nimitta Bhatt (Health Care), Prof. Jitendra Dholakia (Economist), Adv. Mihir Desai (Legal), Dunu Roy (Housing), Max Martin (Journalist). Agenda a.. Sunil Scaria Background of the Enquiry b.. Adv. Mihir Desai The Question of Basic Rights c.. Dr. Harish Shetty Need for Psycho-Social Help d.. Dr. Ashok Patil Disasters and Disability e.. Dr. P.V. Unnikrishnan Need for Disaster Preparedness f.. Release of the IPT report g.. The presentations will be followed by the screening of the film - Voices from a Disaster - directed by K.P Sasi. Please do come and invite your friends as well, Regards, Sunil Scaria -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011214/d5fc67b4/attachment-0001.htm From dmohan at cbme.iitd.ernet.in Fri Dec 14 18:53:16 2001 From: dmohan at cbme.iitd.ernet.in (Dinesh Mohan) Date: Fri, 14 Dec 2001 15:23:16 +0530 Subject: [sustran] Re: (no title) References: <016701c1847c$88432f00$8904c5cb@badadada1> Message-ID: <3C19CC0C.77D401D5@cbme.iitd.ernet.in> > I would like to bring another human rights issue to the attention of > this group. Sutainable transport is only possible if non motorised forms oftransport becomes safe from traffic crashes and street crime. Even the use of public transport depends greatly on safety and security issues, especially for children, women and the elederly. These issues need much more attention and work politically, socially and technically. Since travel choice and road use choice is not voluntary for most trips it is essential that societal systems ensure our safety and security. Similarly, the place of work and the homes we live in are not very often by choice and the facilities provided not under our control. Therefore, in modern society, right to life includes the right to safety as a human right. As a preliminary move in this direction, a Draft Charter for People's Rightto Safety has been put on our website for comments. For details please go to http://www.iitd.ac.in/tripp and click on the button "People's Right to Safety". Comments welcome. > Dinesh Mohan > > > Indian People?s Tribunal on Environment and Human Rights > > > Invitation for a Press and Public Meeting > Date: 18th December > Time: 4.30pm to 6.00pm > Venue: Mumbai Marathi Patrakar Sangh > What happened to the Government?s plan to rebuild Gujarat stone by > stone? > Who benefited and who lost out? > Are we prepared to face another disaster like the one in Gujarat? > > > > Dear Friends, > > We are glad to invite you for the Press and Public meeting to release > the Indian People?s Tribunal Report No foresight No follow up on the > relief and rehabilitation process after the January 26th, 2001 > earthquake in Gujarat at: > 4:30pm on Tuesday, > 18th December 2001 at > Mumbai Marathi Patrakar Sangh, Near VT opp. BMC Head office. > > The enquiry was conducted by an 11 member panel of experts which was > headed by: > > Justice K Sukumaran (Retd Judge, Kerala & Mumbai High Courts) & panel > consisted of: > > Dr PV Unnikrishnan (Disaster Management), Dr Harish Shetty (Mental > Health), > > Dr Ashok Patil (Physiotherapy), Ms Sujata Patel (Sociologist), > > Ms Ranjana Subberwal (Disability), Ms Nimitta Bhatt (Health Care), > > Prof. Jitendra Dholakia (Economist), Adv. Mihir Desai (Legal), > > Dunu Roy (Housing), Max Martin (Journalist). > Agenda > > * Sunil Scaria Background of the Enquiry > * Adv. Mihir Desai The Question of Basic Rights > * Dr. Harish Shetty Need for Psycho-Social Help > * Dr. Ashok Patil Disasters and Disability > * Dr. P.V. Unnikrishnan Need for Disaster Preparedness > * Release of the IPT report > * The presentations will be followed by the screening of the film ? > Voices from a Disaster ? directed by K.P Sasi. > > Please do come and invite your friends as well, > > Regards, > > Sunil Scaria -- ======================================================================= Send your response to DRAFT CHARTER ON PEOPLE'S RIGHT TO SAFETY CHECK TRIPP website http://www.iitd.ac.in/tripp/ [IMORTANT: if this server gives you trouble in sending a mail to me, you can use temporarily.] ======================================================================= Dinesh Mohan Henry Ford Professor for Biomechanics and Transportation Safety Transportation Research and Injury Prevention Programme Room MS 808, Main Building Indian Institute of Technology Hauz Khas New Delhi 110016 Phone: (+91 11) 659 1147 & 659 6361 FAX: (+91 11) 685 8703 & 685 1169 Home: (+91 11) 649 4910 Email: dmohan@cbme.iitd.ernet.in ======================================================================= -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011214/c406422c/attachment.htm From dmohan at cbme.iitd.ernet.in Fri Dec 14 18:53:16 2001 From: dmohan at cbme.iitd.ernet.in (Dinesh Mohan) Date: Fri, 14 Dec 2001 15:23:16 +0530 Subject: [sustran] Re: (no title) References: <016701c1847c$88432f00$8904c5cb@badadada1> Message-ID: <3C19CC0C.77D401D5@cbme.iitd.ernet.in> > I would like to bring another human rights issue to the attention of > this group. Sutainable transport is only possible if non motorised forms oftransport becomes safe from traffic crashes and street crime. Even the use of public transport depends greatly on safety and security issues, especially for children, women and the elederly. These issues need much more attention and work politically, socially and technically. Since travel choice and road use choice is not voluntary for most trips it is essential that societal systems ensure our safety and security. Similarly, the place of work and the homes we live in are not very often by choice and the facilities provided not under our control. Therefore, in modern society, right to life includes the right to safety as a human right. As a preliminary move in this direction, a Draft Charter for People's Rightto Safety has been put on our website for comments. For details please go to http://www.iitd.ac.in/tripp and click on the button "People's Right to Safety". Comments welcome. > Dinesh Mohan > > > Indian People?s Tribunal on Environment and Human Rights > > > Invitation for a Press and Public Meeting > Date: 18th December > Time: 4.30pm to 6.00pm > Venue: Mumbai Marathi Patrakar Sangh > What happened to the Government?s plan to rebuild Gujarat stone by > stone? > Who benefited and who lost out? > Are we prepared to face another disaster like the one in Gujarat? > > > > Dear Friends, > > We are glad to invite you for the Press and Public meeting to release > the Indian People?s Tribunal Report No foresight No follow up on the > relief and rehabilitation process after the January 26th, 2001 > earthquake in Gujarat at: > 4:30pm on Tuesday, > 18th December 2001 at > Mumbai Marathi Patrakar Sangh, Near VT opp. BMC Head office. > > The enquiry was conducted by an 11 member panel of experts which was > headed by: > > Justice K Sukumaran (Retd Judge, Kerala & Mumbai High Courts) & panel > consisted of: > > Dr PV Unnikrishnan (Disaster Management), Dr Harish Shetty (Mental > Health), > > Dr Ashok Patil (Physiotherapy), Ms Sujata Patel (Sociologist), > > Ms Ranjana Subberwal (Disability), Ms Nimitta Bhatt (Health Care), > > Prof. Jitendra Dholakia (Economist), Adv. Mihir Desai (Legal), > > Dunu Roy (Housing), Max Martin (Journalist). > Agenda > > * Sunil Scaria Background of the Enquiry > * Adv. Mihir Desai The Question of Basic Rights > * Dr. Harish Shetty Need for Psycho-Social Help > * Dr. Ashok Patil Disasters and Disability > * Dr. P.V. Unnikrishnan Need for Disaster Preparedness > * Release of the IPT report > * The presentations will be followed by the screening of the film ? > Voices from a Disaster ? directed by K.P Sasi. > > Please do come and invite your friends as well, > > Regards, > > Sunil Scaria -- ======================================================================= Send your response to DRAFT CHARTER ON PEOPLE'S RIGHT TO SAFETY CHECK TRIPP website http://www.iitd.ac.in/tripp/ [IMORTANT: if this server gives you trouble in sending a mail to me, you can use temporarily.] ======================================================================= Dinesh Mohan Henry Ford Professor for Biomechanics and Transportation Safety Transportation Research and Injury Prevention Programme Room MS 808, Main Building Indian Institute of Technology Hauz Khas New Delhi 110016 Phone: (+91 11) 659 1147 & 659 6361 FAX: (+91 11) 685 8703 & 685 1169 Home: (+91 11) 649 4910 Email: dmohan@cbme.iitd.ernet.in ======================================================================= -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011214/c406422c/attachment-0001.htm From litman at vtpi.org Fri Dec 14 20:15:11 2001 From: litman at vtpi.org (Todd Litman) Date: Fri, 14 Dec 2001 03:15:11 -0800 Subject: [sustran] VTPI News - Fall 2001 Message-ID: <3.0.5.32.20011214031511.0173b990@pop.islandnet.com> ----------- VTPI NEWS ----------- Victoria Transport Policy Institute "Efficiency - Equity - Clarity" ------------------------------------ Fall 2001 Vol. 4, No. 3 ---------------------------------- The Victoria Transport Policy Institute is an independent research organization dedicated to developing innovative solutions to transportation problems. The VTPI website has many resources addressing a wide range of transport planning and policy issues. VTPI also provides consulting services. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ VTPI ONLINE TDM ENCYCLOPEDIA - EXPANSION AND UPDATE =================================================== The VTPI "Online TDM Encyclopedia" is a unique and comprehensive Internet resource to help transportation professionals identify and evaluate innovative solutions to transportation problems. The Encyclopedia is now significantly expanded and updated. It has more than 90 chapters with hundreds of pages of text and thousands of Internet links, providing convenient information for Transportation Demand Management (TDM) planning, evaluation and implementation. It is available free at http://www.vtpi.org/tdm. NEW CHAPTERS: ? Success Stories: http://www.vtpi.org/tdm/tdm71.htm This chapter provides information on successful and cost-effective TDM programs. ? Energy Conservation and Emission Reductions Strategies: http://www.vtpi.org/tdm/tdm59.htm This chapter identifies strategies that are particularly effective at reducing vehicle energy consumption and pollution emissions. ? Livability Strategies: http://www.vtpi.org/tdm/tdm97.htm This chapter describes strategies that help create more livable communities. Livability refers to environmental and social qualities that make a community a desirable place to live, work and visit. ? Congestion Reduction Strategies: http://www.vtpi.org/tdm/tdm96.htm This chapter describes strategies that are particularly effective at reducing congestion problems. ? Smart Growth Policy Reforms: http://www.vtpi.org/tdm/tdm95.htm This chapter describes various planning, regulatory and fiscal reforms that encourage more efficient land use. ? Resilience and Security: http://www.vtpi.org/tdm/tdm88.htm This chapter explores the concepts of resilience and security, and their implications for transportation policy and TDM. Resilience refers to a system's ability to accommodate variable and unexpected conditions. Security refers to freedom from danger or fear, and can be considered a subcomponent of resilience. ? Accessibility: http://www.vtpi.org/tdm/tdm84.htm This chapter discusses the concept of accessibility and its implications for transportation planning. ? Wit and Humor: http://www.vtpi.org/tdm/tdm94.htm To add a little fun we include jokes in some chapters. We try to find ones that relate to transportation and demand management, but some we just think are funny. The jokes are introduced in this chapter. Follow the link to the punchline. UPDATED CHAPTERS: Many chapters have been updated. In particular, see revised chapters on nonmotorized transportation (walking, cycling, universal access and small-wheeled transport), parking management, road pricing, equity, and evaluation methods. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ NEW & UDATED REPORTS ==================== The following new documents are posted at the VTPI website: http://www.vtpi.org. "Efficient Vehicles Versus Efficient Transportation: Comprehensive Comparison of Fuel Efficiency Standards and Transportation Demand Management" Strategies that increase vehicle fuel efficiency reduce per-mile vehicle operating costs, increasing annual vehicle mileage. This "rebound effect" typically offsets 20-30% of long-term energy conservation, so a 10% increase in average fuel efficiency causes a 2-3% increase in vehicle mileage, resulting in net fuel savings of 7-8%. The additional vehicle mileage imposes a number of costs on society, including increased traffic congestion, road and parking facility costs, crashes, and some environmental impacts. TDM-based emission reduction strategies reduce total vehicle mileage and therefore provide additional benefits. These mileage-related impacts are significant compared with fuel savings benefits. Emission reduction strategies that increase total vehicle mileage by even a small amount may be harmful to society overall, while those that also reduce vehicle mileage can provide far greater total benefits. End-0f-The-Trip Facility Design Program Materials ------------------------------------------------- The excellent information sheets on bicycle parking facilities listed below were produced by Rick Browning for the Oregon Department of Environmental Quality. The ODEQ gave permission to post them at the VTPI website: "Installing Secure and Convenient Bike Racks" (www.vtpi.org/bp1.pdf) "Providing Covered Bike Parking" (www.vtpi.org/bp2.pdf) "Bike Parking in Public Areas" (www.vtpi.org/bp3.pdf) "Indoor Bicycle Parking" (www.vtpi.org/bp4.pdf) "Lockers, Showers and Changing Rooms" (www.vtpi.org/bp5.pdf) Variable Work Hours Guide ------------------------- "Variable Work Hours: An Implementation Guide for Employers" (www.vtpi.org/vwh.pdf). This excellent guidebook was also produced for the Oregon Department of Environmental Quality, and is posted with permission. Thanks to the ODEQ for their generosity! "Bicycling Renaissance in North America? Recent Trends and Alternative Policies to Promote Bicycling," by John Pucher, Charles Komanoff, and Paul Schimek, originally published in Transportation Research A, Vol. 33, No. 7/8, 1999. Over the past two decades, the number of bicycle trips in the United States has doubled. Since 48% of trips by all modes in American cities are shorter than three miles, the potential for further growth in bicycling seems enormous. So far, efforts to promote bicycling have focused on building bike paths and bike lanes. Although necessary, separate cycling facilities must be complemented by a comprehensive program to make all roads bikeable, through both physical adaptations and enforcement of cyclists' right to use the road. Bicycling in Canada and especially the United States is impeded by the lack of a tradition of cycling for utilitarian purposes, and by the marginal legal, cultural and infrastructure status of cyclists in both countries' automobile-based transport systems. "Cycling Safety on Bikeways vs. Roads," by John Pucher, reply to John Forester's Spring 2001 Transportation Quarterly article "The Bikeway Controversy." This short article, published in the Autumn 2001 issue of Transportation Quarterly, replies to arguments by John Forester opposing all separate facilities and other special provisions for cyclists, written in response to the Pucher and Dijkstra summer 2000 TQ article listed above. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ PUBLISHED ELSEWHERE =================== Below are articles published in professional journals: Todd Litman, "Win-Win Transportation Management Strategies: Cooperation for Economic, Social and Environmental Benefits," in Bringing Business On Board; Sustainable Development and B-School Curriculum (P.N.Nemetz ed.), UBC Press (www.ubcpress.ca), 2002, pp. 293-308. Also published in the Journal of Business Administration and Policy Analysis, Vol. 27-29, 1999-2001. Todd Litman, "Generated Traffic: Implications for Transport Planning," ITE Journal, Vol. 71, No. 4, Institute of Transportation Engineers (www.ite.org), April 2001, pp. 38-47. Todd Litman, "What's It Worth? Life Cycle and Benefit/Cost Analysis for Evaluating Economic Value," Presented at Internet Symposium on Benefit-Cost Analysis, Transportation Association of Canada (www.tac-atc.ca), 2001; available at VTPI (http://www.vtpi.org). ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ UPCOMING EVENTS =============== TRB Annual Meeting ------------------ The Transportation Research Board Annual Meeting, held each January in Washington DC, attracts thousands of transportation professionals to share information and plan research activities. For information see the TRB website at http://www.trb.org). Todd Litman will present the following papers at the 2002 Annual Meeting: "Efficient Vehicles Versus Efficient Transportation: Comprehensive Comparison of Fuel Efficiency Standards and Transportation Demand Management," paper 02-3330, Poster Session 208, Monday, January 14, 2:30-5:30pm, Hilton Exhibit Hall. "Online TDM Encyclopedia; A Practical Tool for Identifying Innovative Solutions to Transportation Problems," paper 02-2888, Poster Session 340, Tuesday, January 15, 9:00am-12:00pm. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ CONSULTING ========== We are involved in several interesting consulting projects: Rail Transit Evaluation ----------------------- This project involves evaluating the potential economic, social and environmental benefits of a light rail system in the Victoria, BC region. (Client: Capital Area Regional Rail Initiative Group.) Transportation Energy Conservation Evaluation ---------------------------------------------- This project is a review of best practice in energy efficiency, energy conservation and use of renewables in the transport sector and to identify those programmes that would be most appropriate for implementation by the New Zealand Energy Efficiency and Conservation Authority. (Project Manager: Booz-Allen & Hamilton, New Zealand. Client: EECA, New Zealand.) Pay-As-You-Drive Vehicle Insurance Implementation Study ------------------------------------------------------ We are helping to develop program guidelines and promotional materials for Pay-As-You-Drive (distance-based) automobile insurance. (Project Manager: ICF Consulting. Client: U.S. Environmental Protection Agency. Time Period: May to December 2001). Parking Management Study ------------------------ Worked with a multi-disciplinary team to develop a comprehensive parking management plan for a commercial center in the Vancouver region. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ OTHER NEWS: =========== Residential Parking Guide ------------------------- Ryan Russo, "Planning for Residential Parking: A Guide For Housing Developers and Planners," Non-Profit Housing Association of Northern California (www.nonprofithousing.org) and the Berkeley Program on Housing and Urban Policy (http://urbanpolicy.berkeley.edu), 2001. This new Internet document contains information on many strategies for reducing parking costs and problems. (Also see the "Parking Solutions" chapter of our Online TDM Encyclopedia at http://www.vtpi.org/tdm/tdm72.htm.) * Parking Cash-Out Tax Policy ------------------------------ The U.S. federal tax code now makes it easier to "cash out" parking, which means that employers can offer employees tax exempt transit benefits or cash as an alternative to subsidized parking. For information see: Commuter Choice website (http://www.commuterchoice.com) Federal Transit Administration Commuter Choice website (http://www.fta.dot.gov/library/policy/cc/cc.html) "Commuter Financial Incentives" chapter of our Online TDM Encyclopedia (http://www.vtpi.org/tdm/tdm8.htm.) Transportation Elasticity Database ---------------------------------- The Australian Bureau of Transport Economics has produced a comprehensive "Transport Elasticities Database Online" (http://dynamic.dotrs.gov.au/bte/tedb/index.cfm), which contains approximately 200 separate bibliographic references and 400 table entries from international literature on transportation elasticities. (Also see the "Transport Elasticities" chapter of our Online TDM Encyclopedia at http://www.vtpi.org/tdm/tdm11.htm.) * Pay-As-You-Drive Insurance ============================= The Federal Highway Administration's Value Pricing Pilot Program is now providing funding for before/after PAYD insurance simulation pilots in Georgia and Massachusetts. The Georgia pilot will, after gathering baseline data, provide payments to participating households that reduce their vehicle travel, and thus their crash exposure. In a second phase, payments will be provided to households that reduce all crash exposure factors (vehicle mileage, risky driving behavior, and driving in dangerous corridors and at risky times). A similar pilot simulation is being conducted in Massachusetts. In addition to gathering before and after data, this simulation is designed to provide the Massachusetts Division of Insurance with the data it needs to allow PAYD insurance to be offered on a permanent basis. For more information on the Value Pricing program contact Allen Greenberg, Federal Highway Administration Office of Policy, at 202-366-2425 or Allen.Greenberg@fhwa.dot.gov. For more information on vehicle insurance price reform see the "Pay-As-You-Drive-Insurance" chapter of our Online TDM Encyclopedia (http://www.vtpi.org/tdm/tdm79.htm). Contact VTPI is you would like to receive updates on PAYD insurance issues. * Moving Beyond Planning: Implementing Transportation Solutions ================================================================= March 6 - 8, 2002, Harbour Centre, Downtown Vancouver, B.C. The first national Canadian conference on Transportation Demand Management (TDM) for transportation professionals, workplace TDM coordinators, policy-makers, business leaders, and community organizations from across Canada and the Pacific Northwest. Sample presentation and workshop topics: ? Promotional and social marketing techniques for the workplace. ? Economic tools & innovative strategies. ? Workplace incentive programs. ? Transportation Management Associations (TMAs). ? Parking management strategies and policies. ? Integrating TDM principles into land use planning. ? U-Pass programs. Speakers Include: * Don Chen, Executive Director, Smart Growth America * Beth Johnson, Former Chair of the GVRD Transportation and Strategic Planning Committee, and former board member of the Federation of Canadian Municipalities. * Eric Mann, LA Bus Rider's Union * Cynthia Thompson, City of Portland * David Collenette, Minister of Transport * Todd Litman, Victoria Transport Policy Institute Presented by: B.E.S.T. (Better Environmentally Sound Transportation) (http://www.best.bc.ca) Sponsored by: Transport Canada BC Ministry of Water, Land and Air Protection TransLink Washington State Ridesharing Organization Victoria Transport Policy Institute For more information: http://www.best.bc.ca/conference Joy Schellenberg Conference Coordinator 604-736-4374 joys@portal.ca UBC Chair in Sustainable Urban Transportation --------------------------------------------- The University of British Columbia is seeking applications for the J. Armand Bombardier Chair in Urban Transportation. This new position will provide leadership to UBC's research and teaching on sustainable urban transportation and spearhead the development of new capability in this area. The tenured position is jointly established in the School of Community and Regional Planning (SCARP) and the Sustainable Development Research Institute (SDRI). Candidates will have an established record of research focusing on urban transportation systems from the broad and integrative perspective of sustainability in its technological, economic, environmental, social and political-institutional dimensions. Within this context applicants will be knowledgeable about transportation technology and demand-side management and have research interests and experience in policy analysis and implementation, methods of policy assessment, transport modeling, and multistakeholder processes. The competition closes on January 31, 2002 and the position is available immediately. Salary and rank will be negotiated on the basis of qualifications and experience. Information is available at http://www.scarp.ubc.ca, http://www.chs.ubc.ca and http://www.sdri.ubc.ca ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Please let us know if you have comments or questions about any information in this newsletter, or if you would like to be removed from our mailing list. And please pass this newsletter on to others who may find it useful. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 E-mail: litman@vtpi.org Website: http://www.vtpi.org From kisansbc at vsnl.com Mon Dec 17 22:59:06 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Mon, 17 Dec 2001 19:29:06 +0530 Subject: [sustran] Re: (no title) References: <016701c1847c$88432f00$8904c5cb@badadada1> <3C19CC0C.77D401D5@cbme.iitd.ernet.in> Message-ID: <002601c18766$1e446fa0$3226020a@im.eth.net> Dear Sustran Friends and Prof Dinesh Mohan, Prof Dinesh Mohan has raised the issueof safety from non- motorised modes in case of Sustainable Transport. To be frank, safety is a critically important issue in life any where. It assumes more serious overtone in free-for-all motorised transport. Physical safety is one aspect, auto emission is another more critical aspect. Non-users of motorised vehicles including pedestrians, pavement dwellers become the victim of autoemission. With air conditioning becoming an essential part of motorised vehicles, drivers and occupants are protected against air pollution while non vehicle users suffer more. The authorities support the car by allowing more hazardous fuels to be sold cheaper. During a brief visit to Bangkok last week, we were amazed to notice impure petrol being sold at significantly lower prices. Another aspect is increased traffic congestion caused by chain of flyovers. This congestion also increased danger to life of nonusers of vehicles. More vehicles enter into crowded business areas causing tension on pedestrians and roadside vendors. We feel that for the pollution and congestion caused by the motrised vehicles endangering the human life, the state should see that fuel having more impurities is sold at higher price and levy, in addition, of say 10% each on petrol gasoline, diesel prices. This levy amount as well as price differential on impure fuel should be used for providing preventive health care facilities to citizens. It is essential to provide safety to citizens who become the victim of automobile speeding and road accidents. Best wishes. Mr Kisan Mehta and Ms Priya Salvi Save Bombay Committee ----- Original Message ----- From: Dinesh Mohan To: sustran-discuss@jca.ax.apc.org Cc: SUNIL PRABHU ; SUTRADHAR ; sustran-discuss@jca.apc.org ; Sushil Raj ; suran@vsnl.com ; Surabhi Chopra ; Surabhi Chopra ; Supriya ; Nargis Irani ; Sumita - CEHAT Sent: Friday, December 14, 2001 3:23 PM Subject: [sustran] Re: (no title) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011217/c4d4697f/attachment.htm From kisansbc at vsnl.com Tue Dec 18 10:43:29 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 18 Dec 2001 07:13:29 +0530 Subject: [sustran] Fw: [sustran] Safety and Sustainable Transport Message-ID: <002701c18766$205d8ba0$3226020a@im.eth.net> ----- Original Message ----- From: kisan mehta To: sustran-discuss@jca.ax.apc.org Cc: Dinesh Mohan Sent: Monday, December 17, 2001 7:29 PM Subject: [sustran] Safetyand Sustainable Transport Dear Sustran Friends and Prof Dinesh Mohan, Prof Dinesh Mohan has raised the issue of safety from non-motorised modes in Sustainable Transport. Frankly, safety is a critically important issue in life any where. It assumes more serious overtone in free-for-all motorised transport. Physical safety is one aspect, safety against auto emission is another more critical aspect. Non-users of motorised vehicles mainly pedestrians, pavement dwellers, vendors, traffic police become the victim of autoemission. With air conditioning becoming an extra gadget of motorised vehicles, drivers and occupants are protected against air pollution with non vehicle users being exposed more. The authorities support the car by allowing more hazardous fuels to be sold cheaper. During a brief visit to Bangkok last week, we were amazed to notice impure petrol being sold at significantly lower prices. Another aspect is increased traffic congestion caused by chain of flyovers and elevated roads. The resultant congestion increase danger to life of nonusers of vehicles. More vehicles enter into crowded business areas causing tension on pedestrians and road users. We feel that for the pollution and congestion caused by the motrised vehicles endangering the human life, the state should see that fuel having higher impurities is sold at higher price and levy, in addition, of say 10% each on all petrol, diesel and fuel prices. This levy amount as well as price differential on impure fuel should be used for providing preventive health care facilities to citizens. It is essential to provide safety to citizens who become the victim of automobile speeding and road accidents. Best wishes. Mr Kisan Mehta and Ms Priya Salvi Save Bombay Committee ----- Original Message ----- From: Dinesh Mohan To: sustran-discuss@jca.ax.apc.org Cc: SUNIL PRABHU ; SUTRADHAR ; sustran-discuss@jca.apc.org ; Sushil Raj ; suran@vsnl.com ; Surabhi Chopra ; Surabhi Chopra ; Supriya ; Nargis Irani ; Sumita - CEHAT Sent: Friday, December 14, 2001 3:23 PM Subject: [sustran] Re: (no title) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011218/9cd60ac9/attachment.htm From kisansbc at vsnl.com Tue Dec 18 10:48:33 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 18 Dec 2001 07:18:33 +0530 Subject: [sustran] Fw: [sustran] Safety and Sustainable Transport Message-ID: <002801c18766$21a41560$3226020a@im.eth.net> ----- Original Message ----- From: kisan mehta To: sustran-discuss Cc: Dinesh Mohan Sent: Tuesday, December 18, 2001 7:13 AM Subject: Fw: [sustran] Safety and Sustainable Transport Dear Sustran Friends and Prof Dinesh Mohan, Prof Dinesh Mohan has raised the issue of safety from non-motorised modes in Sustainable Transport. Frankly, safety is a critically important issue in life any where. It assumes more serious overtone in free-for-all motorised transport. Physical safety is one aspect, safety against auto emission is another more critical aspect. Non-users of motorised vehicles mainly pedestrians, pavement dwellers, vendors, traffic police become the victim of autoemission. With air conditioning becoming an extra gadget of motorised vehicles, drivers and occupants are protected against air pollution with non vehicle users being exposed more. The authorities support the car by allowing more hazardous fuels to be sold cheaper. During a brief visit to Bangkok last week, we were amazed to notice impure petrol being sold at significantly lower prices. Another aspect is increased traffic congestion caused by chain of flyovers and elevated roads. The resultant congestion increase danger to life of nonusers of vehicles. More vehicles enter into crowded business areas causing tension on pedestrians and road users. We feel that for the pollution and congestion caused by the motrised vehicles endangering the human life, the state should see that fuel having higher impurities is sold at higher price and levy, in addition, of say 10% each on all petrol, diesel and fuel prices. This levy amount as well as price differential on impure fuel should be used for providing preventive health care facilities to citizens. It is essential to provide safety to citizens who become the victim of automobile speeding and road accidents. Best wishes. Mr Kisan Mehta and Ms Priya Salvi Save Bombay Committee ----- Original Message ----- From: Dinesh Mohan To: sustran-discuss@jca.ax.apc.org Cc: SUNIL PRABHU ; SUTRADHAR ; sustran-discuss@jca.apc.org ; Sushil Raj ; suran@vsnl.com ; Surabhi Chopra ; Surabhi Chopra ; Supriya ; Nargis Irani ; Sumita - CEHAT Sent: Friday, December 14, 2001 3:23 PM Subject: [sustran] Re: (no title) -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011218/f2193a19/attachment.htm From tk at thomaskrag.com Tue Dec 18 16:22:46 2001 From: tk at thomaskrag.com (Thomas Krag) Date: Tue, 18 Dec 2001 08:22:46 +0100 Subject: [sustran] Safety of non motorised modes Message-ID: <003701c18794$ce601f00$a76f9dd9@oemcomputer> Research from Western Europe: Walking and cycling is safer than cardriving By tradition western transport professionels (traffic engineers and researchers) consider non-motorised modes unsafe. And as far as the risk of (fatal) accidents per kilometre is concerned this can be justified. When comparing walking, cycling and cardriving, fatality rates for the non motorised users are fund to be 4-10 times higher as those for car users (let's forget about mopeds and motorcycles, which are even more dangerous). Obviously the origin of the danger does not come from the non motorised means, but from the chosen organisation of traffic, where relatively fast going motorised vehicles are allowed in areas where unprotected human beings are present. But from the users point of view this is, in the short term, not relevant. The interesting point is whether one or the other mode is the best option from a personal safety point of view. Quite interestingly, the usual assumption that cardriving for the user is safer than the alternatives tends not to be true. A long car trip, thus, will usually not be replaced by walking and cycling alone but also with public transport, where the fatality risk is much lower than for the car. Studies from Denmark indicate that the risk of dying in a traffic accident for a given person generally increases with the number of cars in the household. Those who live without a car, and who are walking and cycling far more than the average, have the smallest risk, because they are also much less exposed to cardriving where the risk is far from neglectible. Another usual assumption is that air pollution is primarily a problem for the non-motorised users. A number of studies have been made in the area, most of them concluding the opposite, e.g. that car users are those being most heavily exposed to exhaust fumes. As long as the cars have not carbon filters installed the concentration of exhaust fumes inside the cars wil usually be beyond what is found at the roadside. The increased ventilation by non motorised users are usually not enough to "compensate" for this, so cyclists in total inhale less amonts of hazardous substances than car users going along the same road, when congested urban streets are in question. A recent Danish study from 1988 comfirms the finding. When taking the positive effects from physical activity into account, cycling - at least in the Western country of Denmark - is highly recommendable from a health point of view. A recent study has shown that cycling to work is one of the strongest single factors contributing to lowered occurrence of cardio-vascular diseases and increased life length (Lars Bo Andersen, Peter Schnohr, Marianne Schroll, Hans Ole Hein: All-Cause Mortality Associated With Physical Activity During Leisure Time, Work, Spots and Cycling to Work, Arch. Intern Med., 160, 12.6.2000). Several other studies exist on the issue. World Health Organization has some years ago accepted a number of these points, being reflected in a charter for transport, environment and health, where promotion of the "active" transport modes, walking and cycling, are strongly recommended (see http://www.who.dk/London99/transporte.htm ). Even though these findings are from the Western world, they have relevance also for less wealthy countries. I wish everybody good luck with the discussions on the issue. Be aware that emotions are usually preferred for facts. Thomas Krag -- Thomas Krag Wilhelm Marstrands Gade 11 - DK-2100 K?benhavn ? tel +45 35 42 86 24, mobil +45 27 11 86 24 www.thomaskrag.com, email tk@thomaskrag.com -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011218/fee5b71e/attachment.htm From diport at sinectis.com.ar Wed Dec 19 01:04:51 2001 From: diport at sinectis.com.ar (=?iso-8859-1?Q?Direcci=F3n_de_Infraestructura?=) Date: Tue, 18 Dec 2001 13:04:51 -0300 Subject: [sustran] Si recibieron uno de sergiog@cvtci.com.ar eliminenlo, tiene un virus Message-ID: <000001c187dd$e737cac0$86cef4d8@puerto2b.mecon.ar> Seguramente recibieron un email de sergiog@cvtci.com.ar No lo habran, tiene un virus. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011218/643a9845/attachment.htm From geobpa at nus.edu.sg Wed Dec 19 11:10:30 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Wed, 19 Dec 2001 10:10:30 +0800 Subject: [sustran] Fwd: advanced transport links page, and new ETT group Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0E4C25C0@exs04.ex.nus.edu.sg> -----Original Message----- From: owner-sustran-discuss@jca.ax.apc.org [mailto:owner-sustran-discuss@jca.ax.apc.org] Sent: Sunday, 16 December 2001 1:56 PM To: sustran-discuss-approval@jca.apc.org Subject: BOUNCE sustran-discuss@jca.ax.apc.org: Non-member submission from ["Daryl Oster" ] From: "Daryl Oster" To: , , , Subject: advanced transport links page, and new ETT group Date: Sun, 16 Dec 2001 00:58:31 -0500 Sustainable transportation is paramount. http://groups.yahoo.com/group/advanced_transportation/links Is a site for advanced transportation links, and file sharing. Make sure your link and important files are there. Anyone may join and add links, files, or photos. A database is also available, as is a calendar and polls for voting on any advanced transport issue you dream up. This site is for those who want to add to the advancement of transportation technology. Add to the site till the limit of 20meg is reached, then we can collectively vote on what to throw out. http://groups.yahoo.com/group/ETT/ This is a discussion group open to everyone interested in learning about or contributing to the Evacuated Tube Transport (ETT) knowledge base. This group is not moderated and is open to anyone. Attachments are removed, so post any files in the files section. ETT eliminates friction; making 4000mph possible, or 300mph on human power! A typical ETT system comprises: Evacuated tubes along a travel route for both directions. Capsules to transport occupants or cargo within the tubes. Equipment providing continuous transfer to tube while preserving vacuum. Capsule suspension that eliminates drag. Coordinated acceleration apparatus. Energy recovery braking. Vibration control structures. Tube alignment devices. automatic capsule switch and synchronization. Automated operation, inspection, and maintenance. Methods of construction. Redundant data, safety and security systems. Low and high technology embodiments are comprehensively disclosed. Possibilities include replacement or augmentation of: vehicles, power lines, energy storage devices, power plants, heaters, air conditioning, water and sewer pipes, and communication cables and satellites. ETT provides continuous, environmentally benign, sustainable, local and international travel. Aerodynamic limitations, weather exposure, and obstacles are essentially eliminated; The system enables a quantum improvement in safety, speed and efficiency. ETT List Rules: No ad homonym attacks Message must relate to ETT Best Regards, Daryl Oster ************************************************* CEO, et3.com Inc. http://www.et3.com et3@et3.com POB 1423 Crystal River FL 34423-1423 (352) 795-5415 (mobile (352)257-8337) Our ETT patent offers 300mph transit via human power, 4000mph with MagLev. Your help is vital. ************************************************* From mobility at igc.org Thu Dec 20 01:42:39 2001 From: mobility at igc.org (mobility) Date: Wed, 19 Dec 2001 11:42:39 -0500 Subject: [sustran] (long) final version of letter to WBCSD Mobility 2001 Message-ID: <200112200411.NAA74116@mail.jca.apc.org> Dear folks, The following is the final version of the letter we sent to the World Business Council for Sustainable Development on their Mobility 2001 report. I sent it to their steering committee and sponsors, as well as to a few of the authors. Thanks to those of you who gave feedback. It was a real slog to read, no question, but I think there might be something to be gained from initiating a real dialog w/ these guys. I have not heard any response from them. If I do I will pass it on. best walter TO: The World Business Council for Sustainable Development Mobility 2001 Project FROM: Dr. Walter Hook, Executive Director, Institute for Transportation and Development Policy, on behalf of the UN NGO Caucus for Sustainable Transportation RE: Mobility 2001 Report and Next Steps DATE: December 13, 2001 On behalf of the Institute for Transportation and Development Policy (ITDP) and the UN NGO Caucus for Sustainable Transport, we would like to pass on our comments to your Mobility 2001 Report. We have asked the members of our Caucus to read and comment on the report and we have tried to represent below a fair summary of these comments. The comments received addressed the process by which the report was prepared, and the nature of the report, as well as the contents. As the project is ongoing, we also asked people to comment on the utility of a next phase from their perspective. Though we were quite suspicious of a major assessment of transportation funded by automobile and oil companies, our readers had relatively minor quibbles with the contents of the report and did not feel it was heavily biased. Comments on the Nature of the Report and the Procedure by Which it was Developed The purpose of the report, according to its text, was to be "assessment not prescription." "Several member firms of the WBCSD decided to "take the pulse" of the world's mobility at the end of the twentieth century. They wanted to know just how mobile people and goods really were in various regions; how this mobility was changing; and the extent to which mobility was threatening to become unsustainable." As such, "In conducting this study, we have made choices between breadth and depth of coverage that we hope will provide the reader with a sense of the critical issues without overwhelming detail." Given that the WBCSD dedicated significant resources to this effort, and may dedicate further resources, many commentators questioned whether such a 'taking of the pulse' was really necessary, and if so, who the intended audience might be. In the words of one commentator, "Recent work by the World Bank's Urban Transport Unit, UNCSD, UNDP, UNCHS, UNECE, EU Third Ministerial Conference, Delft Declaration on Low-Cost Mobility in Africa, Amsterdam Declaration of Velo Mundiale, and the World Resources Institute have all covered these same issues but with far more depth and relevance. Why has the WBCSD spent such a large sum of money on a study that adds so little to the current debate on transport's future? Was this the best use of the funds?" If the aim was to be the single source of information on this topic accessed by the 'general public,' then I would think that a more 'popular' style would have been in order. The writing was rather too scholarly and the press releases rather too uninteresting to attract much of a popular audience. More sophisticated readers, meanwhile, are likely to doubt the credibility of large sections of a document paid for by the oil and motor vehicle industries, and are likely to rely more on the publications of the institutions listed above. The second objective of the report was that member companies "wanted to understand how companies like theirs might help assure that mobility is sustainable. They had a real stake in the question because...their long term survival depends on mobility being sustainable." If the intent was mainly to inform the auto and oil industry itself on the likely future of mobility trends, one wonders why the WBCSD did not simply rely on several other recent efforts to do much the same thing. Most notable would be the World Bank's Urban Transport Strategy (and its numerous background papers) their earlier Sustainable Transport: Lessons for Policy Reform, the Global Initiative on Transport Emissions' background paper for CSD 9, the UNDP's Draft Transport Policy, the World Resources Institute's Future of an Urbanizing World, the OECD's Urban Travel and Sustainable Development, just to mention a few. All of these documents also tried to 'take the pulse' of the current status of mobility around the world, and some of them are based on far more primary data. This report would have been far more useful if its sponsors had recognized up front their relative strengths and weaknesses as a credible source of information, and strengthened on those areas where their corporate base gives them privileged access to certain types of information. Furthermore, it would have been very valuable to know the range of corporate opinion regarding a large number of national and international policy measures. For example, one might be ready to believe the motor vehicle sales data for developing and developed countries in a report sponsored by several motor vehicle manufacturers, because we would turn to them for this sort of data in any case. These corporations should know better than anyone the projection for the sale of private motor vehicles in the developed and developing world, the types of vehicles that are selling. They should have more sophisticated methodologies for predicting these vehicle sales trends. It would be interesting to know what these methodologies are, their area of uncertainty, etc. They should know better than anyone what companies are going to be moving heavily into which markets (like Chinese motorcycle exports to Asia, for example). They should have informed opinions regarding how motor and non-motor vehicle sales figures might be affected by India and China joining the WTO, the impact on sales of globally recognized tailpipe standards, and the range of corporate opinion on a permanent phase out of two-stroke engine motorcycles or leaded gasoline. It would be interesting to know the percentage of profits that international construction companies plan to make from building highways overseas. Your companies should also have informed opinions about the likely market penetration of various alternative fuel vehicle options, such as hydrogen, electrics, CNG, hybrids, electric bicycles, etc. You should have valuable corporate experience in marketing such alternative vehicles. You should know what would be the impact of tightened CAF? standards or global CAF? standards on annual motor vehicle sales and fuel consumption. Similarly, as many oil companies were on the steering committee, it would be interesting to know the existing range of opinion within the oil industry regarding long term oil prices. This report relies on the International Energy Agency and US Department of Energy data. Does the industry believe these estimates, the more gloomy prognostications of more skeptical experts, or do you have your own independent corporate analysis? Since numerous variables affect these estimates, and your member companies must have considerable information regarding many of these variables, how much credence to you place in these projections? What will be the impact on vehicle sales if these figures shift significantly? What will happen to developing countries if fuel prices are on the high end, rather than the low end, of the estimates? What has been Ford's experience, for example, with its Think Mobility program? What can DHL or Fedex or Wal Mart tell us about how freight logistics can be reconfigured to reduce aggregate freight emissions? What do they believe the impact of growing internet sales will be on these trends? In the absence of clear projections on oil and auto sales, or with clear projections that show that oil and auto sales will continue to grow at a brisk pace for the next two or three decades, is anybody going to seriously believe that your corporations are likely to make any significant change in your corporate investment strategy? On the other hand, if oil supply really is likely to become very constrained in the next twenty years, or political pressure on greenhouse gases tightens, what will happen? Perhaps those companies sitting on huge long term concessions will become extremely rich as the global vehicular systems are unable to adjust sufficiently rapidly to the changing supply conditions. On the other hand, those energy companies which are able to corner the market on supplies for more sustainable alternatives (like hydrogen or natural gas), perhaps they will have a leg up. Obviously Shell and BP are exploring alternative energy sources. Perhaps this information, being market relevant, it secret, and hence was not disclosed to the writers of the report. If so, perhaps there is a lesson here. Perhaps your corporations really do have a significant stake in sharing information in order to get a clear picture of the future to protect your investors, and a certain amount of your own secrecy is becoming dysfunctional. In other words, the report does not seem to build on the informational strengths of the member companies of the World Business Council for Sustainable Development itself. It would also be useful to pushing forward policy reform measures if the report told readers about the range of opinion regarding such policies among its member companies. For example, would all the WBCSD member companies agree to a global phase out of leaded gasoline? What about minimum tailpipe emission standards, such as at least Euro II? What about fuel specification standards? What about ambient air standards, fuel efficiency standards, vehicle design safety standards, road design standards, etc? Having a clearer range of corporate opinion on these numerous policy issues would help clarify the extent to which these corporations could be allies in the fight for sustainable transport, or the extent to which their corporate interest is to fight measures which most of the world believe are critical to long term sustainability. If the intent was to issue a report representing the baseline facts of transport system changes and sustainability, then the process by which the report was prepared becomes critically important. If this was the intent, at least incorporating the extensive feedback the WBCSD received during its numerous Stakeholder Forums in the development of the study would have been important. However, there seems to be little relation between the inputs given during the Stakeholder Forums and the final contents of the document. This gives the impression that the forum events were merely a guise of stakeholder participation and not a true representation of inclusiveness. Several commentators also felt that for the study to be really credible as a consensus document, the steering committee supervising the report needed to be selected carefully from respected professionals, NGOs, and relevant interest groups. This body would also need gender balance as well as regional balance, (first world/third world, Asia, Latin America, etc). One could also make an argument that it should be chaired by technical experts whose impartiality and knowledge were largely respected by most academics and practitioners in the field, and this body would need to be independent of the funders in terms of the ultimate contents of the report. Rather, the process of the report's preparation was controlled by the corporations funding the research, and the work put out to contract. As such, the report reflects many of the strengths and weaknesses of the contractors. A number of other forums would have been more appropriate if the document is truly to be a consensus opinion on the state of mobility around the world. The transport sections of the Intergovernmental Panel on Climate Change, the various documents emerging from the United Nations Commission on Sustainable Development's Meeting #9 on Transport, the Global Plan of Action for Habitat II, and the relevant provisions of Agenda 21, most closely represent the level of consensus on these issues. Other forums which are not representative in that they largely exclude NGOs and other stakeholders from their steering committees, but nevertheless have a high level of technical sophistication upon which to base some sort of a consensus document would include the Global Initiative on Transport Emissions under UN DESA and the World Bank, the Global Road Safety Initiative under WHO and the World Bank, the Regional Air Quality Initiatives also coordinated by the World Bank, and the Shell Center for Sustainable Mobility's emerging program. All of these initiatives have held stakeholder dialogs, conferences, and other forums involving stakeholders in a manner similar to the WBCSD Stakeholder Dialogs. Needless to say, we have all been to a lot of such meetings recently. Recommendations for Next Steps We understand that not all of the funds allocated to this project have been spent. It would be inappropriate for us to tell you how to spend your money, but for what it is worth we would like to recommend the following: a. Coordinate your activities better with other institutions more established in the transport field, such as the World Bank and its various programs, other IFIs, UNCHS, UN DESA-GITE, OECD, etc. You are re-inventing the wheel here with many of your dialogs, papers, and seminars, which is a waste of your money. b. Think harder about how a private-industry sponsored initiative, with the strengths and weaknesses that this implies, will fit in with other institutional efforts. Publications should be focused not on being comprehensive but rather on those areas where 1. your companies have access to better raw data than anyone else, (oil and vehicle markets, markets for alternative vehicles, sales of public transit vehicles, etc.) 2. your companies are speaking with one voice on policy matters that we can site as the position of industry, c. Consider doing fewer studies and papers and implementing instead more pilot projects and venture capital funds where the impacts will concretely help people or make systems more sustainable. We would love it if a major motor company started investing in bicycles and busways in developing countries, for example. It would make international news and would be nice to have more powerful private sector partners. Real estate industry partners on the redevelopment of historical town centers in developing countries with major cultural assets like China and Industry would generate huge publicity and goodwill, much more than a paper that nobody is going to read. d. If you are going to spend the next phase projecting or predicting the future, you will need to take extensive care regarding the process by which this 'vision' or 'visions' are generated. You will need to draw on the best visionaries in the field, not a single consulting firm or two. You will need to rely on your own corporate visions of the future, and not farm the task out to consultants. You will need to maintain credibility by incorporating the opinions of people who's vision of a sustainable future may be diametrically opposed to your corporate interest. If you don't do it this way, nobody is going to take it seriously other than as a piece of objectionable propaganda. Comments on the Content of the Report -----General Comments Generally, the report covers an enormous range of issues in a generally even-handed and non-ideological way (with a few glaring exceptions). While there is not much information that will be new to experts in the field, (one commentator said it was 'an awfully old fashioned and predictable report), I think everyone will learn something from the report, and by and large the information seems trustworthy. In the criticisms below, we have focused mainly on those areas where we took exception. The bulk of the report has accurate information and many of the points we agree with. Perhaps we should have stressed some of those areas of agreement more, but time does not permit. However, some of the 'process' issues that were raised above find reflection in our criticisms of the contents of the report. For instance, the study seems to have largely ignored the points raised in several of the Stakeholder meetings where the nuances between the goal of 'mobility' and 'accessibility' were extensively discussed by the participants. For example, the article appears to be written mainly by Americans with a fairly American world view, particularly the introductory and concluding chapters, and those dealing with developing countries. A preponderance of the data is from the US, and the interpretation of this data is thus rather US in orientation. Similarly, its understanding of urban sprawl as driven by car-owning middle class suburban flight from cities is very US-oriented. However, the historian Kenneth Jackson, (who the report quotes) made the very specific point that the US is quite exceptional in the degree to which it was the middle and upper class, rather than the poor, which suburbanised. In developing countries, it is almost inevitably the paratransit-dependent poor who are suburbanising due to a shortage of more accessible and affordable low income housing. With a very American view expressed everywhere except in the developing country chapter, one is left with the impression that in developed countries automobile dominance of transport systems is irreversible and even desirable, and problems related to this mode of travel must be mitigated primarily through technical solutions. By contrast, the developing country section has a more integrated approach (public transit and non-motorised transport are given greater emphasis and importance). The juxtaposition of these two presentations seems to imply (perhaps unintentionally) that the developed world will merely continue with its unsustainable consumption of non-renewable resources and the generation of greenhouse gas emissions, while the developing world can try using bus rapid transit, bicycling, etc, until they are rich enough to afford cars. Typical of this problem is the treatment of Bus Rapid Transit. The study also focuses largely upon rail and air options. With the exception of a brief discussion on page 4-21 and brief descriptions of Bogota and Kunming, Bus Rapid Transit is only lightly mentioned, especially in the developed-nation context. This emphasis seems a bit amiss given the recent rise of Bus Rapid Transit as an economically attractive alternative to quality urban transport in both the developed and developing world. The lessons from cities like Curitiba and Quito have now spread to other parts of the world with impressive Bus Rapid Transit systems in Bogota, Kunming, Ottawa, Brisbane, and a host of European and US cities. The US FTA in fact has now placed Bus Rapid Transit at the core of its public transit efforts. The relative absence of this option in the developed nation context is a glaring omission. -----Comments on Introduction and Conclusion The Introduction is by and large inoffensive, if not terribly inspired, but some items were offensive to sustainable transport advocates. We have pulled out quotes that we find the most ideological and the weakest grounded in fact. "Privately owned motor vehicles are typically the most flexible means of providing mobility" While the report qualifies this statement with the fact that many cannot afford such vehicles, this generalization seems to ignore the fact that the conditions under which privately owned motor vehicles are the most flexible means of providing mobility are highly specific, and these conditions are by no means universal. For example, in China and India, (i.e. at least 2/5 of the world's population), in urban areas it is extremely difficult to park a privately-owned motor vehicle. In such conditions, commercial motor vehicles (taxis, bajaj, etc.) and in some cities bicycles are the most convenient way to travel. This statement also ignores the growing importance of inter-modal travel. In Tokyo, for example, a private motor vehicle is virtually useless for commuting reasons, also because of parking and congestion. By far the most flexible means of travel in Tokyo is walking or bicycling to a railway or subway, taking the railway, then walking or bicycling on the other end. This statement ignores the degree to which traffic congestion and/or parking constraints have made automobile travel inconvenient in many major cities. Most traffic experts would agree that a flexible system is one which optimizes the passenger's choices about how to make a trip in a manner that covers the trips full cost, providing the maximum number of trade offs between convenience, cost, risk, status, comfort, etc. The most flexible system is not one which makes automobile travel universal. [Developing country cities] "house and transport too many people, on insufficient numbers of poorly maintained roads and rails, and generally lack the money and institutional vigor to fix the problem." This comment is objectionable on a number of levels. It is offensive to many skilled technical people from developing countries, some of whom have been important innovators. Many developing country cities, like Curitiba and Bogota, have done a far better job than Houston or Los Angeles in fixing transport sector problems. Furthermore, it implies that the problems are a)overpopulation, b)insufficient roads, c) poverty, and d) ignorance. There exists no accepted mechanism for determining the 'sufficiency' of a road network nor an appropriate urban density or total urban population. Does Shanghai have too many people? Then why not New York City or Tokyo? Does Kuala Lumpur have too few roads? Japan, Hong Kong, Singapore, Switzerland, and many other countries have managed to produce higher levels of per capita GNP than the US, with a fraction of the level of road infrastructure. Maybe developing country cities would be better off taxing private car use heavily or simply restricting private motor vehicles, leaving the remaining road infrastructure free for public transit users, bicyclists, and trucks. Maybe they would still need more roads, maybe not, but since there is no agreed upon methodology for assessing the 'optimal' level of road infrastructure, outlining such a methodology would be more useful than such simple-minded blanket statements. The text box "Why Public Transit Loses Market Share: A Primer on the Power of Desirable Mobility Characteristics" This text box was clearly bating sustainable transport advocates. It offers the starkest and most ideological policy position within the document, and is out of keeping with the relatively more balanced and neutral tone of the rest of the study. It does at least gives us a coherent viewpoint, and something to sink our teeth into and say, aha! I knew big oil and auto companies would not be objective! Its basic point is that the downward trend in conventional public transit use is "nearly universal", and the reason for this trend is not any pernicious conspiracy theory, but simply the general superior convenience of private motor vehicle travel. "The majority prefer automobiles above all other means of transport." It further posits that passengers "move to faster means of transport as incomes rise." This is mainly due to reduced travel times and out of pocket costs. Public transit, which is seen as less convenient therefore inevitably declines. The prognosis for the developing world is that it will follow inexorably the path set by the first world in the growing dominance of private motor vehicle use. This old modernization-theory axiom is a typical example of converting a general trend into an iron law of nature. While the observation that transit use declines and motor vehicle use increases as incomes increase is broadly true, there are two exceptions. One is cities which have implemented extensive bus rapid transit systems. The other is cities which have implemented congestion pricing schemes or area licensing schemes. In both types of cities, public transit use has risen upon implementation and then remained roughly constant in terms of modal split over a large number of years. In many parts of the world total public transit use is increasing but not as a share of the modal split. The axiom above is thus an insufficient basis for a predictive model because there is enormous variation in the level of motor vehicle use between countries of the same per capita income, and this variation is of a sufficient magnitude to render the conclusion meaningless without further specification of additional variables. The most important of these being urban density and public policy (and all those factors that affect these two variables). If an extremely rich country like Singapore can be a dramatic outlier, then public policy and urban density can completely change the projected level and utility of private motor vehicle ownership and use. As such, the underlying axiom is valid but needs to be significantly qualified. "Highway infrastructure needs to be increased," though "it is not possible to build our way out of congestion." This statement, which is made about both developed and developing countries, reads like a political compromise rather than any objective assessment of needs. Again, what criteria have been used to come to this conclusion? There is an enormously complex economics literature on optimization of the level of investment into new roads. Certainly, a very strong case might be made in many countries that highway infrastructure should not be increased at least until a backlog of unmet maintenance needs are first addressed with available resources. Some countries in Africa do not seem to be able to properly maintain the level of road infrastructure they already have, and building more roads would only increase this fiscally unsustainable maintenance burden. Second, the question of whether more highway infrastructure is needed is difficult to isolate from the question of the level of road user fees and how this infrastructure is paid for, and by whom, or whether the external costs generated by the current users are already being covered by fees or not. To much of the world, surely it looks like the US has enough roads. Some cities like Milwaukee and San Francisco are actually removing roads. Should the rest of the world pay, with flooded coastlines, for the luxury of US drivers to continue to generate greenhouse gases? "Fuels derived from petroleum (crude oil) now account for more than 96% of all the energy used in transportation." "Production of CO2 goes hand in hand with the consumption of energy if the source of power is a fossil fuel. Where power is produced from other sources (for example, hydro-electric or nuclear), CO2 production is minimal. Presently, the only forms of transport that are able to use such clean power on any scale are public transport vehicles in countries such as Switzerland, Norway, and France that produce large amounts of electric power using hydro or nuclear energy." 1-12 "Transportation not only requires a great deal of petroleum, it needs very little energy other than petroleum." p. 1-14 While oil is clearly the most important transport energy source, this statement ignores the critical role that human powered transport plays in the world, the fuel for which is food, and the sustainability of which will be determined by the sustainability of the agricultural system. In much of Africa, 70% of freight is moved by headloading, and in countries like India and China an absolute majority of urban trips continue to be made by non-motorized means. The human being is the most efficient engine available, and the possibilities for increasing both the efficiency and the role of human-powered transportation systems on a global basis represents a significant hope for long term sustainability that has been all but ignored by development agencies and investors. It is not surprising that this fact would also be downplayed or ignored by a report issued by motor companies. Many of the statistics listed in the report exclude non-motorized travel, though the text mentions it extensively. By ignoring many well known solutions to reducing aggregate motor vehicle travel, the report concludes that reducing dependence on fossil fuels over the next two decades is virtually impossible. This is in danger of becoming a self-fulfilling prophecy. "So mobility, both the amount of travel and the manner in which travel is undertaken, provides more than mere accessibility." (p. 1-3) This statement is a somewhat mistaken reading of the long-standing debate about whether the goal of travel is 'access' or 'mobility'. While something of a semantic quibble, the main reason sustainable transport advocates have focused on 'access' is that 'access' can be improved by co-location of activities, whereas focusing on enhanced mobility seems to preclude such options. Arguably, people want 'access' to the public sphere, of which a highway is one such form, in order to compete with others for 'status.' Thus, even this 'mobility for its own sake' could be cast in terms of 'access.' If people could not 'access' the roads, they could not show off their vehicles. "Reducing the cost of various types of motorised vehicles is one such avenue of improvement." (p. 1-9) While a certain amount of technological innovation in the motor vehicle industry is likely to continue to reduce the real cost of motor vehicle production, with certain benefits, the real issue is whether the powers of the state should be in any way used to reduce the price of motor vehicle travel. Given the highly polluting and congesting nature of this product, as well as its use exclusively by higher income groups in developing countries, would argue strongly against subsidization of any kind. The section on "conventional emissions" (p. 1-9 - 1-11) merely provides a bit of descriptive background on the types of pollutants and a few end-of-tailpipe solutions to combat the problem. Missing from this discussion is the extensive epidemiological and other technical data collected directly linking such emissions to health impacts. The study should mention the work done by the Harvard School of Public Health (Carl Pope et al.) that has quantified mortality and morbidity rates due to vehicle emissions. Yes, the study is merely a brief summary of transport issues, but in this case the omission of the relation between emissions and serious health impacts harms the study's overall credibility. The section on noise pollution cites end-of-pipe type options such as noise barriers and tire tread designs as a solution to the problem. Perhaps a more effective solution would be rerouting of noisy traffic through careful traffic management, as well as the promotion of public transit and non-motorised modes, which would reduce noise causing traffic volumes. A case study of how Berlin ensured all districts complied with the noise standards would have been instructive. In the developing world, the development of standards, testing, and enforcement for noise impacts from 4-wheel and especially 2-wheel vehicles would be a very effective improvement. By selectively citing road accident deaths in only Western Europe and the United States, the study tends to understate the problem. The WRI estimates global road deaths in the area of 500,000 to 750,000. Other WHO studies now indicate the figure is likely to be 1.17 million a year or more, as many accidents go unreported, or people die after suffering in the hospital for a long time. Chapter II "People tend to increase the distances they travel roughly in proportion to increases in their incomes, particularly as they start to access faster modes." This is true mainly because of air travel. At the urban level, many people will pay for more accessible locations as their incomes increase, as their value of time increases. There are many cities around the world, from New York to Paris to Rio de Janeiro where the rich gentry still live in central urban areas within walking distance to their jobs. "Although the total distances travelled increased over the last 25 years, ...the time spent travelling remained roughly constant over many different time periods." There is insufficient data to support this sweeping generalization. There is no reliable aggregate or disaggregated data on time spent travelling in developing countries where household surveys have usually never been conducted or haven't been conducted in recent decades. This seems to be true of US data up to 1990, but I believe 2000 data indicates time spent travelling is increasing in absolute terms. Some OECD studies also indicate travel times are increasing in Europe, and our impression is that travel times are increasing in many megacities do to worsening congestion driven by motorization. "People in industrialized regions spend roughly 11% to 16% of their disposable income on travel, regardless of the average daily distance travelled...Japan is the exception at 7% to 8%." The range here is far more interesting than the generalization. The US, according to some analysis, uses more like 22% of disposable income on travel if broadly defined, and in Japan its only about 10% if similarly defined. This difference seems to correlate with the level of auto dependence. Some authors have posited a relationship between this observation and the differences in gross domestic savings rates. The determining factor may be housing costs and food costs. Some further analysis here would be very interesting, and a wider data set from developing countries. "Implications for the Future: In the earliest years of industrial development, bus and bicycle travel increased to supplement walking and animal transport. With further development, automobiles began making inroads to the extent that money and traffic would bear." This oversimplifies transportation history to the point of doing a major disservice. Rail-based modes of urban and interurban travel well predate bus and sometimes predate bicycle and even rickshaw travel in most parts of the world. Bicycle use fell, then rose again in many countries like Japan, Germany, the Netherlands, and even the US by some measures since the 1970s. Bike ownership in many countries tends to increase (or decrease, as in Africa) at roughly the same pace as motor vehicle ownership in many countries. This variation in historical experience is far more interesting than the broad and mostly incorrect truism above. If these are implications for the future, certainly the increase of air travel is hard to argue with, so long as fear of terrorism does not remain a permanent state of affairs. Some items that were interesting and unknown to some of us: Energy consumption of fuel processing and distribution accounts for 15% of transport sector energy use. Most natural gas is used for compressors in oil pipelines. Release of raw methane from natural gas into the atmosphere is 21 times worse for global warming than once it is burned. Natural tar deposits as a potential fuel source with reserves almost the equivalent of Saudi oil. Chapter III The Developed World "Metropolitan areas have spread out..." While generally true, there are some surprising signs of increasing urban densities in some Western cities. "On an individual basis, these trends have been driven by a strong aspiration of city dwellers toward both lower-density living and increased personal travel as their incomes increase in real terms." This over-simplification of the causes of urban sprawl is singularly unenlightening. There is no question that people are choosing to live where they are in fact living, but this tells us absolutely nothing. The more interesting question is why they are making these choices. Resorting to 'cultural' explanations is a dead end unless addressed by serious cultural anthropologists. Clearly, as economists would tell us, prices have a lot to do with it. The differences in the quality of urban services, particularly schools, also have a lot to do with it. Given the enormous level of distortion of market prices by government involvement in the provision of urban infrastructure and public services, not to mention non-location sensitive regulatory regimes for pricing in electricity, telecommunications, and postal services, and local government zoning regulations used to prevent the densification of high income inner suburban communities, saying that people are driven by a strong aspiration for low density living is simply a way of trying to avoid the question of why people chose to live where they do. "public transport needs significant public subsidies to operate." While there are many good reasons for subsidizing public transport, some lines in almost all cities achieve full cost recovery, and some entire systems could achieve full cost recovery if services were cut and prices increased. Putting this in the context of a discussion of the level of subsidization for road transport, which varies widely between developed countries, would also be appropriate. General Otherwise, there is much in this section we agree with or find unobjectionable. Information on the City Car was interesting, as this is the sort of thing your companies should know about. Curious that your generally supportive of fuel taxes, congestion pricing, traffic demand management, that you recognize induced demand, only qualifiedly support highway expansion. Definitely there is not enough about bus rapid transit systems which are rapidly emerging in developed countries as an important low cost alternative. Also, some of the Fast Tram options, like in Zurich, are attracting a lot of international interest. Most of the "Fast" in the Fast Tram comes from traffic signal prioritization. Disappointing that little is mentioned of the recent dramatic changes in Ireland, England, and many of the Nordic Countries restricting big box retailers and out of town retail development. Also comparatively little mentioned about innovative parking control schemes. Perhaps some reference should be made to the OECD Sustainable urban transport program. Chapter IV: Personal mobility in the Urbanized Regions of the Developing World "cities of the developing world are growing and motorizing so rapidly they have not had the time or the money to build new infrastructure or to adapt to new technologies. The cities house and transport too many people, on insufficient numbers of poorly maintained roads and rails, and lack the money and institutional vigor to fix the problem." See comments from similar quote in Chapter I. Casting the access problem in this way presupposes a set of conclusions or solutions which may in fact be sub-optimal. "motorization provides improved individual mobility, but the rapid pace often overwhelms infrastructure, urban structures, and institutions." Is individual mobility really improving with motorization? If aggregate travel times are increasing, which I would guess they are in many developing country megacities, this statement is false. Motorization is undermining individual mobility. This sentence accepts the inevitability of US-style motorization in the developing world, and casts the problem for developing countries as primarily an issue of public infrastructure keeping pace with this motorization. We would cast the problem differently: developing country megacities have already been developed with very high population densities. At those densities, a transition to a transportation system dominated by private automobiles is nearly physically impossible or would involve such enormous social and economic costs as to be undesirable to most societies. Chinese cities are already facing near gridlock with motor vehicle fleets 1/50 of US levels despite the most rapid expansion of road infrastructure the world has perhaps ever seen, at over 9% a year in southern Chinese provinces. What appears to be emerging are systems very heavily dominated by motorcycles and a variety of taxis and paratransit vehicles, with a growing number of cities implementing bus rapid transit systems. "Shanghai is evolving from a densely populated city with one predominant core to a less compact urban areas with multiple centers." This is an oversimplification of what is happening in Shanghai and other Chinese cities, and may be wrong. Density of employment and population in the urban core is actually increasing in Shanghai and some other Chinese cities, and may be increasing overall. If the density fell it was mainly because of annexation of adjacent low density areas. The density in these outlying areas is also increasing. "road revenues in Santiago are implicitly used for income redistribution, serve as a proxy for transport external costs, and/or show a general under-funding of investments in road maintenance and new construction." This quote from Zegras and Gackenheimer raises without answering a critical debate within the transport field, namely, to what extent should revenues taken from road users be re-invested back into new infrastructure, and is there an 'optimal' level of road investment. This question turns out to be exceptionally complicated. At the outset, there is a deep split between Neoclassical Economists and NeoKeynesian economists about whether 'investment' per se can be 'optimized.' Neoclassical economists tend to take the existing level of savings (and hence by definition investment) as a given and hence by definition 'optimal' as it results from the inherently 'rational' decisions of individual investors and savers. NeoKeynesian economists, by contrast, see the level of investment as a critical variable heavily influenced by public policy, and would tend to take the position that the higher level of aggregate investment, the better from an economic point of view. This debate is further complicated because the investment decision in this case is being made by the government not private investors. As roads are almost the paradigmatic public investment encouraged by Keynesians, from their point of view building more roads is always a good idea, for macroeconomic reasons, almost irregardless of the effect these investments might have on urban form, urban efficiency, air pollution, etc. Transport and urban economists involved in debates over marginal cost pricing have been reluctant to state that all revenues from road pricing should necessarily be re-invested back into transportation infrastructure. Just as the owner of a private company will not necessarily reinvest his profits back into the same company, but might consume them or invest them into some all-together different company if there is the chance for greater profits elsewhere, so too should the state take its revenues and invest them where it will maximize the public good. It is not possible to state that investing in roads will by definition be the best way to maximize the public good. In the hypothetical world of fully internalized social marginal cost pricing imposed on road users, the decision regarding whether or not to invest revenues above ongoing maintenance into road capacity expansion cannot be determined in isolation from other possible important uses of that money. As the World Bank has pointed out, because fuel taxes are relatively progressive, are easy to collect, and encourage energy efficiency, there are solid reasons for taxing fuels above the level needed for transport sector investment, and while a strong case exists for earmarking funds for road maintenance, the case for earmarking for roads in general is very weak. General Comments It should also be pointed out that fuel prices are in fact heavily subsidized in some of the most populous countries on earth, with long term ramifications for the rationality of fuel prices and the resulting transport systems that they inspire. The comments that the level of bicycle use is a 'cultural' issue, while the level of car use or the prevalence of Wal Marts are somehow not 'cultural' is unfair. Rather, it could be said that the bicycle industry is too weak to overcome cultural resistance to their adoption, whereas the auto and mega-malls are sufficiently rich to overcome considerable cultural resistance to their large scale introduction. Cars were no more a part of Javanese or Chinese or Arabic culture 100 years ago than were bicycles to Islamic African cultures. The process of motorization in developing countries is cast mainly as the growth of private cars and motorcycles. It should be mentioned that in India and China the motorization process is primarily taking the form of taxis, not private cars. Should be mentioned that China is in the process of building 9 metros, and some are quite far along. Should mention that sprawl in developing countries is not so much a result of motorization as a result of a low income housing crisis. The polarization of incomes in transition economies is also a factor. Chapter V: Intercity Travel General Comments The data presented is disproportionately from the US. The OECD Sustainable Transport study data is much broader. Agree that this makes sense for question of telecommunications and generally agree that major impact of telecommunications revolution is to complement or increase travel rather than reduce it. Discussion of rail in the developing world should make a greater effort to identify where heavy intercity rail makes sense, and identify trends. Intercity passenger rail travel in Indonesia, the fourth most populous country, is growing rapidly, and the island of Java with high population density would tend to lend itself to intercity rail travel. Rail systems in China are also expanding and modernizing. Lack of modernization of the rail systems in India, Russia, CIS, CEEC a clear issue. Intercity passenger rail not important in Africa and much of Latin America. Virtually no mention of the deregulation of international rail transport in Europe, which is perhaps the most important transition in rail in recent history. Discussion of the rapid growth of air travel is certainly valid and likely to continue but there is no mention of the degree to which this is being driven by huge subsidies from governments for both airport construction and the purchase of aircraft from the EU and US government which is no doubt exaggerating demand. Also the fact that airways largely evade fuel taxation not mentioned. Chapter VI: Freight travel This particular section was disappointing and singularly uninspired, and suffered heavily from a US world view. Almost no mention was made of growing truck-rail integration in Europe, particularly in ecologically sensitive areas like the Austrian and Swiss Alps. Also ignored, other than the small text box on boxed lunch delivery in Mumbai, was the fact that freight in Africa is not predominantly moved by truck; 70% is moved by women headloading, another large part is moved by pack animals. A sophisticated analysis of freight systems in developing country would indicate that while it is cheaper and cheaper to ship something from one side of the planet to another, it is increasingly expensive to make the last tiny link in the distribution chain. For this reason, Coca Cola and a host of other companies are increasingly relying on bicycle-based delivery services in many developing countries. DHL and UPS are using human powered delivery in London and Stutgart, and the postal service has long relied on human powered delivery. As in the previous section, the review of the deregulation of European rail policy and its likely impact on the competitiveness of the rail industry, was minimal. Also, little was mentioned about the likely impact of internet-based sales, the recent trends with Just-In-Time production in Japan, and a host of other much more interesting issues which might provide more clues to what to expect in the next century. Certainly, the continued increase in air freight is likely, but again the sustainability issue was separated from the cost recovery and subsidy issue. -- 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 litman at vtpi.org Sat Dec 22 04:32:22 2001 From: litman at vtpi.org (Todd Litman) Date: Fri, 21 Dec 2001 11:32:22 -0800 Subject: [sustran] Basic Access and Mobility In-Reply-To: <200112200411.NAA74116@mail.jca.apc.org> Message-ID: <3.0.5.32.20011221113222.00eb2d60@pop.islandnet.com> Holiday Greetings from Western Canada. I am in the process of updating and expanding our Online TDM Encyclopedia (http://www.vtpi.org/tdm), and have just added a chapter on "Basic Access and Mobility" (http://www.vtpi.org/tdm/tdm103.htm) It is, I think, an imporant issue because it implies that society should prioritize transportation activities based on their social value. I'd appreciate hearing any feedback you might have on what I wrote, and suggestions for improving it. As a reward for such assistence I also expanded the "Wit and Humor" chapter (http://www.vtpi.org/tdm/tdm94.htm), which I hope you enjoy. Best wishes. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 E-mail: litman@vtpi.org Website: http://www.vtpi.org From kisansbc at vsnl.com Mon Dec 24 21:00:41 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Mon, 24 Dec 2001 17:30:41 +0530 Subject: [sustran] NEW YEAR GREETINGS Message-ID: <004301c18ce5$89b4a000$3226020a@im.eth.net> WISHING YOU ALL A MERRY CHRISTMAS AND A VERY HAPPY AND PROSPEROUS NEW YEAR Kisan Mehta & Priya Salvi From kisansbc at vsnl.com Tue Dec 25 10:44:18 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 25 Dec 2001 07:14:18 +0530 Subject: [sustran] Fw: NEW YEAR GREETINGS Message-ID: <004a01c18ce5$ad102380$3226020a@im.eth.net> ----- Original Message ----- From: kisan mehta To: gaia-members ; ; sustran-discuss Sent: Monday, December 24, 2001 5:30 PM Subject: NEW YEAR GREETINGS > WISHING YOU ALL A MERRY CHRISTMAS AND A VERY HAPPY AND PROSPEROUS NEW YEAR > > > Kisan Mehta & Priya Salvi > From mohsin_jp at yahoo.com Wed Dec 26 13:02:43 2001 From: mohsin_jp at yahoo.com (Mohsin J. Sarker) Date: Tue, 25 Dec 2001 20:02:43 -0800 (PST) Subject: [sustran] Software for estimating OD table/matrices based traffic counts Message-ID: <20011226040243.37112.qmail@web10503.mail.yahoo.com> Dear All I am looking for a software in which it will be possible to estimate OD tables based on traffic counts on urban road network and at intersections. It will be very helpful to me if anyone knows about this type of softwares and let me know about it. With regards Mohsin J. Sarker Planning and development Fukisawa Construction Consultant Ltd. Japan. ===== Mohsin J. Sarker Utsunomiya Japan __________________________________________________ Do You Yahoo!? Send your FREE holiday greetings online! http://greetings.yahoo.com From tr_saranathan at hotmail.com Thu Dec 27 03:04:36 2001 From: tr_saranathan at hotmail.com (TR Saranathan) Date: Wed, 26 Dec 2001 18:04:36 +0000 Subject: [sustran] Re: Fw: NEW YEAR GREETINGS Message-ID: I WOULD LIKE TO JOIN MR.KISAN MEHTA WISHING YOU ALL A HAPPY,PEACEFUL,PROSPEROUS, PURPOSEFUL, TERROR-FREE NEW YEAR. T.R.SARANATHAN >From: "kisan mehta" >Reply-To: sustran-discuss@jca.ax.apc.org >To: "gaia-members" , >, "sustran-discuss" > >Subject: [sustran] Fw: NEW YEAR GREETINGS >Date: Tue, 25 Dec 2001 07:14:18 +0530 > > >----- Original Message ----- >From: kisan mehta >To: gaia-members ; > ; sustran-discuss > >Sent: Monday, December 24, 2001 5:30 PM >Subject: NEW YEAR GREETINGS > > > > WISHING YOU ALL A MERRY CHRISTMAS AND A VERY HAPPY AND PROSPEROUS NEW >YEAR > > > > > > Kisan Mehta & Priya Salvi > > > _________________________________________________________________ Chat with friends online, try MSN Messenger: http://messenger.msn.com From kisansbc at vsnl.com Thu Dec 27 19:05:57 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Thu, 27 Dec 2001 15:35:57 +0530 Subject: [sustran] UN Workshop on Inspection and Maintenance Policy for Vehicles Message-ID: <002a01c18ebe$14f33c60$3226020a@im.eth.net> Dear SUSTRAN colleagues, Mr Kisan Mehta and Ms Priya Salvi participated on behalf of the Save Bombay Committee in the UN Workshop on Inspection and Maintenance Policy for Vehicles held on 10-12 December 2001 in Bangkok (Written paper has been included in the official proceedings of the Workshop) Their oral submission is sent herewith for your information and learned comments. 1 The presumption that increase in the Gross Domestic Product (GDP) and/or Gross National Product (GNP) of a nation automatically reduces poverty or improves the quality of life for the poor is not true. 2. There cannot be any improvement in the quality of life unless the concept of equal access to natural resources becomes an indispensible factor of life between nations and amongst citizens within the nation. 3. Increase in the car ownership would not remove or reduce poverty. Practically all developing countries have embarked on policy and measures to increase motorisation and this has resulted in making the poor poorer. 4. Importance of mobility cannot however be underestimated in the present day context. What is required is not more and more personal vehicles but sustainable and affordable modes of traffic and mobility that all sections of the community can afford. A sustainable approach would mean developing public transport and mobility to which the entire community has easy access. This sustainable approach would mean developing different modes of public transport -railways, public buses, taxies, tuktuks, pedicabs, rikshaws, so that bulk of the population can move easily and conveniently. This approach also provides clues for achieving the three goals of safety, efficiency and infrastructure. 5. This approach would show as to what we need to do to protect and improve the environment. Petroleum products -petrol, diesel etc used for mobility pollute the environment by causing toxic exhausts. Improving the air quality should be the goal for the community. 6. Vehicle quality should be continuously upgradad to reduce noise from the vehicles. 7. Recommendations to Member Nations should be to a) Continuously upgrade and maintain the minimum quality of fuels by requiring the oil refineries to improve the quality of their products that affect the life of living beings. Production and use of fuels not conforming to the minimum standards shall be banned. b) Nations importing oil should insist on importing only clean fuel conforming to the norms laid down. Import of fuels not conforming to the standards laid down shall be banned. c) set up standards for maintenance of vehicles and then insist on checking and inspection for auto emissions and noise levels that can be achieved through simple measures, d) require the owners of modes of mobility -railways, public road transport, personal vehicles, heavy duty cargo vehicles and motorised agricultural equipment, to abide by standard and norms. e) evolve standards based on conditions prevailing in their respective countries rather than implanting standards from other countries, f) involve citizens as important stake holders at all levels. From akiladinakar at hotmail.com Thu Dec 27 19:21:41 2001 From: akiladinakar at hotmail.com (Akila Dinakar) Date: Thu, 27 Dec 2001 10:21:41 +0000 Subject: [sustran] Re: Fw: NEW YEAR GREETINGS Message-ID: Thank You. Wish you all the same and very best for a happy, peaceful, prosperous, traffic jam-free new year. Akila Dinakar. >From: "TR Saranathan" >Reply-To: sustran-discuss@jca.ax.apc.org >To: sustran-discuss@jca.ax.apc.org >Subject: [sustran] Re: Fw: NEW YEAR GREETINGS >Date: Wed, 26 Dec 2001 18:04:36 +0000 > >I WOULD LIKE TO JOIN MR.KISAN MEHTA WISHING YOU ALL A >HAPPY,PEACEFUL,PROSPEROUS, PURPOSEFUL, TERROR-FREE NEW YEAR. >T.R.SARANATHAN > > >>From: "kisan mehta" >>Reply-To: sustran-discuss@jca.ax.apc.org >>To: "gaia-members" , >>, "sustran-discuss" >> >>Subject: [sustran] Fw: NEW YEAR GREETINGS >>Date: Tue, 25 Dec 2001 07:14:18 +0530 >> >> >>----- Original Message ----- >>From: kisan mehta >>To: gaia-members ; >> ; sustran-discuss >> >>Sent: Monday, December 24, 2001 5:30 PM >>Subject: NEW YEAR GREETINGS >> >> >> > WISHING YOU ALL A MERRY CHRISTMAS AND A VERY HAPPY AND PROSPEROUS NEW >>YEAR >> > >> > >> > Kisan Mehta & Priya Salvi >> > >> > > > > >_________________________________________________________________ >Chat with friends online, try MSN Messenger: http://messenger.msn.com > _________________________________________________________________ Join the world’s largest e-mail service with MSN Hotmail. http://www.hotmail.com From ecoplan.adsl at wanadoo.fr Thu Dec 27 19:30:50 2001 From: ecoplan.adsl at wanadoo.fr (Eric Britton) Date: Thu, 27 Dec 2001 11:30:50 +0100 Subject: [sustran] UN Workshop on Inspection and Maintenance Policy for Vehicles In-Reply-To: <002a01c18ebe$14f33c60$3226020a@im.eth.net> Message-ID: <001f01c18ec1$8e76fec0$6601a8c0@home> Dear Kisan and Priya, I found your comments to the UN Workshop to be excellent and consistent with what must be the underlying goals and philosophy of sustainable development and social justice. But I have a question about this. Am I to gather that the main thrust of the UN Workshop and its participants was in some other direction? Not that I am asking for a full length report on all that took place in Bangkok, but from your comments I seem to gather that yours was not the mainline or majority position of the group as a whole. Was that the case? If so, perhaps we better have a look at the position which the UN has taken in this matter, if any. I would be most uncomfortable to think that the UN would allow itself to be manipulated in any way by groups or interests whose positions and net impact is inconsistent with the goals of sustainability and social justice. It?s not that I am looking for a fight, and certainly not a disavowal of the concept of public/private partnerships and discussions at all levels which I have actively promoted for years. But where there are important underlying differences, I feel that it is vital that they be clearly stated and that the points of non-agreement be put up front for all to see and ponder ? and not just tagged on as some sort of back page distant rejoinder in the interest of ?fairness?. That said, you or I or others will certainly have our own specific views or interpretations of what this means in many instances, and vigorous open exchanges among fair minded people are vital parts of the collective learning process. For example, I am not sure I am all that comfortable with all the fine details of some of your final recommendations. On the other hand, I would expect that you would take exception to anything that I might put forward on the topic. Creative dissonance, I believe it is called. I look forward with interest to learning how all this is playing out. Regards, Eric Britton Check out the Stockholm Partnerships at www.partnerships.stockholm.se/ The Commons __ technology, economy, society__ Le Frene, 8/10 rue Joseph Bara, 75006 Paris, France Day phone: +331 4326 1323 Mobile: +336 80 96 78 79 24 hour Fax/Voicemail hotline: +331 5301 2896 http://ecoplan.org/ IP Videoconference: 193.251.38.219 Email: ecoplan.adsl@wanadoo.fr URL www.ecoplan.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011227/c88b4c3a/attachment.htm From kisansbc at vsnl.com Sat Dec 29 17:44:19 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sat, 29 Dec 2001 14:14:19 +0530 Subject: [sustran] Re: CAR BUSTERS BULLETIN #30 References: <200112281133.MAA14696@ecn4.ecn.cz> Message-ID: <005b01c19045$01fd3880$3226020a@im.eth.net> Dear Car Busters, When we were going through reports INFRINGEMENT PROCEDURE AGAINST ELEVEN EUROPEAN COMISSION MEMBER STATES and PENSIONERS STRANDED BECAUSE OF TRAFFIC in the CAR BUSTERS BULLETIN Edition no. 30 - December 2001 we were reminded of the conditin obtaining in India and more particularly in Mumbai, a city of 12 million huddled in a landmass of 434 sq km. Pollution levels are extremely high mainly due to auto exhaust. Two wheelers, three wheeler rikshaws carrying 3 passengers, cars and taxies, public road buses, school and corporate buses, heavy duty vehicles that jam up limited road space. No count of emission levels is maintained. Road pricing and management are non-existent. Car owners jolly well park and double park on pavements and carriageways, Movement of pedestrians and essential service vehicles like fire and ambulance services, is pitiable. No wonder that Mumbai has the world's highest road fatality/injury rate. Old vehicles make unbearable noise resulting in impairment of hearing. Honking is rampant. The authorities do not take action like the one being in the European Commission member states. Let the number of car busters increase. Best wishes Kisan Mehta kisansbc@vsnl.com PriyaSalvi Hon Project Coordinator Save Bombay Committee 620 Jame Jamshed Road, Dadar East, Mumbai 400 014 ----- Original Message ----- From: Car Busters To: Sent: Friday, December 28, 2001 5:04 PM Subject: CAR BUSTERS BULLETIN #30