From paul at swisscontact.or.id Mon Oct 1 18:48:02 2001 From: paul at swisscontact.or.id (Paul) Date: Mon, 1 Oct 2001 09:48:02 -0000 Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] Message-ID: <01C14A5E.29F09B20.paul@swisscontact.or.id> Hi, Paul, it is good that you share this information with other people. But I think, to have a balance information, please check also with government why they do all of this. I am sure they don't do that just for fun, it must be a reason. Thanks, Paul Butarbutar -----Original Message----- From: Paul Barter [SMTP:geobpa@nus.edu.sg] Sent: Saturday, September 29, 2001 10:20 AM To: 'sustran-discuss@jca.apc.org' Subject: [sustran] FW: Update, Jakarta Issue [LOCOA] -----Original Message----- From: hyowoo na [mailto:locoa2000@yahoo.com] Sent: Saturday, 29 September 2001 10:22 To: Kirtee Shah; Mr. Leo Shah; Rajesh Shah; Myung Ho Shin; SeungMin Shin; Tomoe Shitaba; Johan Silas; Amarasiri de Silva; Teresita Silva; Raajen Singh; Dibalok Singha; dickson Singha; Sri Sofjan; Sofyan; Thomas Soi; Thomas Steinbugler; Sustran; Amor Tampubolon; Jo Hann Tan; Tibet Fund; Edicio De La Torre; UCDO; UDLE; Dennis Upa Subject: Update, Jakarta Issue [LOCOA] UPDATE,August 15 to 26 September 2001 - Jakarta, Indonesia - A. NUMBER OF CASUALTIES OF STATE VIOLENCE AGAINST THE URBAN POOR OF JAKARTA 1. Confiscated becak "X Central Jakarta 1904 "X North Jakarta 2283 "X West Jakarta 2665 "X East Jakarta 2147 Total number who lost jobs 8,999 This means 8999 people lost their jobs, thus the same number of families lost their earnings. 2. Food vendors (evicted, demolished) 71.857 3. Car wash service (demolished) 40 4. Houses (demolished) 1.010 Total number of people lost jobs 72.907 3. Urban poor arrested/detained "X 436 street sex workers "X 23 lepers and mentally disturbed "X 12 alms collectors "X 735 beggars and homeless "X 27 difables "X 95 stree children "X 329 ??informal?? traffic policemen "X 250 street musicians "X 386 others 3.293 Total 4. Houses demolished 1.010 B. Chornology of Urban Poor Resistance 5. September 2001-09-26 Pademangan Subdistrict, North Jakarta Confiscation of becak started at 02.00 a.m. One becak driver was shot by the police in a physical confrontation that followed. Becak drivers, street vendors and others retaliated, they attacked Pademangan sub-district office, resulted in glass windows, the foor and the front gate of the office all broken. Teluk Gong, North Jakarta Confiscation operation started by 04.30 a.m. One becak driver who alerted his friends by beating the lamp post was gang-beaten by around 20 municipality security guards; his skull was 10cm fractured. 7 September 2001: Muara Angke, North Jakarta A physical confrontation between becak drivers, food vendors and others with municipality security guards has resulted in 5 becak drivers badly injured. 11 September 2001: Muara Baru, North Jakarta Hundreds of becak drivers demonstrated at the Muara Baru village office that resulted in the village head agreed to stop becak eviction in the area. 13 September 2001: Jelambar Baru, West Jakarta Confiscation of becaks happened in Jelambar Baru the day before. Hundreds of becak drivers, food vendors and others attacked Jelambar Baru village office. The glass windows, doors and roof were broken. 15 September 2001: Municipality Office of East Jakarta More than 500 becak drivers, street vendors, street children and others attacked EastJakarta municipality office, resulted in glass doors, windows and roof were broken and 1 bus ruined. One becak driver was badhly hurt in the head, 4 others were detained in the Jakarta police headquarters. They were interrogated, beaten and was jailed in a very small room together with around 15 more people. 17 September 2001: Kalianyar, West Jakarta A municipality team confiscated a number of becaks in Kalianyar. Hundreds of urban poor, the majority of whom were becak drivers then attacked the village office. They threw stones to the building, the glass windows and doors of the office. Three becak drivers were arrested, one was released on 21 September, the other two were still detained in the police precinct of Tambora, West Jakarta. The two were beaten. 25 September 2001: Angke, North Jakarta 1 becak in Angke, North Jakarta and 5 in Kwitang, Central Jakarta wre confiscated. 26 September 2001: Sunter, Central Jakarta 16 becaks were confiscated, the team involved hundreds of policemen, mobile brigade, the army and municipality security guards. Sources: UPC (field data and clippings) ===== LOCOA Leaders and Organizers of Community Organization in Asia 80-A, Malakas Street, Brgy Pinyahan, 1100 Quezon City, Philippines Tel: (632) 925-8432,426-4118 Fax :(632) 426-4132 E-mail: locoa2000@yahoo.com http://www.locoa.net __________________________________________________ Do You Yahoo!? Listen to your Yahoo! Mail messages from any phone. http://phone.yahoo.com From sujit at vsnl.com Mon Oct 1 15:20:34 2001 From: sujit at vsnl.com (Sujit Patwardhan) Date: Mon, 01 Oct 2001 11:50:34 +0530 Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] In-Reply-To: <01C14A5E.29F09B20.paul@swisscontact.or.id> Message-ID: <5.1.0.14.0.20011001105310.02463b80@202.54.10.1> 1 October 2001 Hello Friends, I am always amazed by the naive faith people have in "Governments' intentions". Though I don't know everything about the problem highlighted by Paul (Barter) it is obvious isn't it that the Government is acting in an inhuman manner and striking out against the poor, when their efforts should actually be directed at improving their lot. This is a common trait with all Governments, in developing as well as in the developed world as should have become clear from what the US President is doing (in this case under the excuse of stamping out terrorism). Ignoring people's protests against expanding and destructive motorways in the UK during the seventies (?) the government went ahead and built the roads which ultimately did not benefit the population as a whole. I'm sure there will be tons of such cases from countries of the third world . Paul's (Butarbutar) suggestion "to have a balance(d) information, please check also with government why they do all of this. I am sure they don't do that just for fun, it must be a reason." makes me wonder if he has ever tried to interact with any government representative on a controversial issue. Is it our experience that the government is ever AT ALL interested in explaining what it is doing? Particularly to those holding a different viewpoint? Is it our experience that documents, project reports, calculations, cost benefit analysis, on basis of which such action is initiated are ever given out to ordinary citizens? Is it our experience that the voice of the weak and the powerless even reaches the rulers and policy makers who time and again try to justify their anti-people drives in the name of progress, development and modernization when actually all that these schemes succeed in doing is to line the pockets of the powerful, the rich and those close to the rulers, at the cost of thousands who are robbed out of their meagre livelihoods. Of course they don't do it ONLY for the fun. There are many good reasons... the main one is to use their power and their position for their own benefit rather than for the benefit of the common man in the street. Mahatma Gandhi whose birthday (2nd October ) will be celebrated with much fanfare in my country tomorrow, characteristically had a very simple way to judge if any policy should or should not be implemented. "Look at the poorest and the weakest man out there, and see if HE will benefit from what you are planning to do". Sadly we still need to heed what the old man had said so many years back. -- Sujit Patwardhan Parisar. Pune, India ----------------------------------------------------------------- At 09:48 AM 10/1/01 +0000, you wrote: >Hi, Paul, >it is good that you share this information with other people. But I think, >to have a balance information, please check also with government why they >do all of this. I am sure they don't do that just for fun, it must be a >reason. > >Thanks, > >Paul Butarbutar > >-----Original Message----- >From: Paul Barter [SMTP:geobpa@nus.edu.sg] >Sent: Saturday, September 29, 2001 10:20 AM >To: 'sustran-discuss@jca.apc.org' >Subject: [sustran] FW: Update, Jakarta Issue [LOCOA] > >-----Original Message----- >From: hyowoo na [mailto:locoa2000@yahoo.com] >Sent: Saturday, 29 September 2001 10:22 >To: Kirtee Shah; Mr. Leo Shah; Rajesh Shah; Myung Ho Shin; SeungMin >Shin; Tomoe Shitaba; Johan Silas; Amarasiri de Silva; Teresita Silva; >Raajen Singh; Dibalok Singha; dickson Singha; Sri Sofjan; Sofyan; Thomas >Soi; Thomas Steinbugler; Sustran; Amor Tampubolon; Jo Hann Tan; Tibet >Fund; Edicio De La Torre; UCDO; UDLE; Dennis Upa >Subject: Update, Jakarta Issue [LOCOA] > > > UPDATE,August 15 to 26 September 2001 > - Jakarta, Indonesia - > >A. NUMBER OF CASUALTIES OF STATE VIOLENCE >AGAINST THE URBAN POOR OF JAKARTA > >1. Confiscated becak >"X Central Jakarta 1904 >"X North Jakarta 2283 >"X West Jakarta 2665 >"X East Jakarta 2147 >Total number who lost jobs 8,999 > >This means 8999 people lost their jobs, thus the same >number of families lost their earnings. > >2. Food vendors (evicted, demolished) 71.857 >3. Car wash service (demolished) 40 >4. Houses (demolished) 1.010 >Total number of people lost jobs 72.907 > >3. Urban poor arrested/detained >"X 436 street sex workers >"X 23 lepers and mentally disturbed >"X 12 alms collectors >"X 735 beggars and homeless >"X 27 difables >"X 95 stree children >"X 329 ??informal?? traffic policemen >"X 250 street musicians >"X 386 others > 3.293 Total > >4. Houses demolished 1.010 > > >B. Chornology of Urban Poor Resistance > >5. September 2001-09-26 >Pademangan Subdistrict, North Jakarta >Confiscation of becak started at 02.00 a.m. One becak >driver was shot by the police in a physical >confrontation that followed. Becak drivers, street >vendors and others retaliated, they attacked >Pademangan sub-district office, resulted in glass >windows, the foor and the front gate of the office all >broken. > >Teluk Gong, North Jakarta >Confiscation operation started by 04.30 a.m. One becak >driver who alerted his friends by beating the lamp >post was gang-beaten by around 20 municipality >security guards; his skull was 10cm fractured. >7 September 2001: Muara Angke, North Jakarta >A physical confrontation between becak drivers, food >vendors and others with municipality security guards >has resulted in 5 becak drivers badly injured. > >11 September 2001: Muara Baru, North Jakarta >Hundreds of becak drivers demonstrated at the Muara >Baru village office that resulted in the village head >agreed to stop becak eviction in the area. > >13 September 2001: Jelambar Baru, West Jakarta >Confiscation of becaks happened in Jelambar Baru the >day before. Hundreds of becak drivers, food vendors >and others attacked Jelambar Baru village office. The >glass windows, doors and roof were broken. > >15 September 2001: Municipality Office of East Jakarta >More than 500 becak drivers, street vendors, street >children and others attacked EastJakarta municipality >office, resulted in glass doors, windows and roof were >broken and 1 bus ruined. > >One becak driver was badhly hurt in the head, 4 others >were detained in the Jakarta police headquarters. They >were interrogated, beaten and was jailed in a very >small room together with around 15 more people. > >17 September 2001: Kalianyar, West Jakarta >A municipality team confiscated a number of becaks in >Kalianyar. Hundreds of urban poor, the majority of >whom were becak drivers then attacked the village >office. They threw stones to the building, the glass >windows and doors of the office. > >Three becak drivers were arrested, one was released on >21 September, the other two were still detained in the >police precinct of Tambora, West Jakarta. The two were >beaten. > >25 September 2001: Angke, North Jakarta >1 becak in Angke, North Jakarta and 5 in Kwitang, >Central Jakarta wre confiscated. > >26 September 2001: Sunter, Central Jakarta >16 becaks were confiscated, the team involved hundreds >of policemen, mobile brigade, the army and >municipality security guards. > >Sources: UPC (field data and clippings) > > > >===== >LOCOA > Leaders and Organizers of Community Organization in Asia > 80-A, Malakas Street, Brgy Pinyahan, 1100 Quezon City, > Philippines > Tel: (632) 925-8432,426-4118 Fax :(632) 426-4132 > E-mail: locoa2000@yahoo.com http://www.locoa.net > >__________________________________________________ ------------------------------------------------------------------------------- Sujit Patwardhan. PARISAR, Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007 Tel: 5537955 Email: sujit@vsnl.com ***************************************************************** In nature there are neither Rewards nor Punishments--- there are Consequences. From rasagam at tm.net.my Mon Oct 1 23:36:23 2001 From: rasagam at tm.net.my (rasagam) Date: Mon, 01 Oct 2001 22:36:23 +0800 Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] References: <01C14A5E.29F09B20.paul@swisscontact.or.id> Message-ID: <001d01c14a86$75bedbc0$1abdbad2@default> Hi Paul (Butarbutar?), I would guess that the reasons for the government action are as follows: 1. appear to be seen to be cleaning up the streets and removing all obstructions to the free flow of cars i.e. improving transportation! 2. easier to pick on the poor and defenceless than the car owning middle and upper class 3. some hidden local political or business elite agenda that we will discover in the near future!! Ganesh ----- Original Message ----- From: "Paul" To: Sent: Monday, October 01, 2001 5:48 PM Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] > Hi, Paul, > it is good that you share this information with other people. But I think, > to have a balance information, please check also with government why they > do all of this. I am sure they don't do that just for fun, it must be a > reason. > > Thanks, > > Paul Butarbutar > > -----Original Message----- > From: Paul Barter [SMTP:geobpa@nus.edu.sg] > Sent: Saturday, September 29, 2001 10:20 AM > To: 'sustran-discuss@jca.apc.org' > Subject: [sustran] FW: Update, Jakarta Issue [LOCOA] > > -----Original Message----- > From: hyowoo na [mailto:locoa2000@yahoo.com] > Sent: Saturday, 29 September 2001 10:22 > To: Kirtee Shah; Mr. Leo Shah; Rajesh Shah; Myung Ho Shin; SeungMin > Shin; Tomoe Shitaba; Johan Silas; Amarasiri de Silva; Teresita Silva; > Raajen Singh; Dibalok Singha; dickson Singha; Sri Sofjan; Sofyan; Thomas > Soi; Thomas Steinbugler; Sustran; Amor Tampubolon; Jo Hann Tan; Tibet > Fund; Edicio De La Torre; UCDO; UDLE; Dennis Upa > Subject: Update, Jakarta Issue [LOCOA] > > > UPDATE,August 15 to 26 September 2001 > - Jakarta, Indonesia - > > A. NUMBER OF CASUALTIES OF STATE VIOLENCE > AGAINST THE URBAN POOR OF JAKARTA > > 1. Confiscated becak > "X Central Jakarta 1904 > "X North Jakarta 2283 > "X West Jakarta 2665 > "X East Jakarta 2147 > Total number who lost jobs 8,999 > > This means 8999 people lost their jobs, thus the same > number of families lost their earnings. > > 2. Food vendors (evicted, demolished) 71.857 > 3. Car wash service (demolished) 40 > 4. Houses (demolished) 1.010 > Total number of people lost jobs 72.907 > > 3. Urban poor arrested/detained > "X 436 street sex workers > "X 23 lepers and mentally disturbed > "X 12 alms collectors > "X 735 beggars and homeless > "X 27 difables > "X 95 stree children > "X 329 ??informal?? traffic policemen > "X 250 street musicians > "X 386 others > 3.293 Total > > 4. Houses demolished 1.010 > > > B. Chornology of Urban Poor Resistance > > 5. September 2001-09-26 > Pademangan Subdistrict, North Jakarta > Confiscation of becak started at 02.00 a.m. One becak > driver was shot by the police in a physical > confrontation that followed. Becak drivers, street > vendors and others retaliated, they attacked > Pademangan sub-district office, resulted in glass > windows, the foor and the front gate of the office all > broken. > > Teluk Gong, North Jakarta > Confiscation operation started by 04.30 a.m. One becak > driver who alerted his friends by beating the lamp > post was gang-beaten by around 20 municipality > security guards; his skull was 10cm fractured. > 7 September 2001: Muara Angke, North Jakarta > A physical confrontation between becak drivers, food > vendors and others with municipality security guards > has resulted in 5 becak drivers badly injured. > > 11 September 2001: Muara Baru, North Jakarta > Hundreds of becak drivers demonstrated at the Muara > Baru village office that resulted in the village head > agreed to stop becak eviction in the area. > > 13 September 2001: Jelambar Baru, West Jakarta > Confiscation of becaks happened in Jelambar Baru the > day before. Hundreds of becak drivers, food vendors > and others attacked Jelambar Baru village office. The > glass windows, doors and roof were broken. > > 15 September 2001: Municipality Office of East Jakarta > More than 500 becak drivers, street vendors, street > children and others attacked EastJakarta municipality > office, resulted in glass doors, windows and roof were > broken and 1 bus ruined. > > One becak driver was badhly hurt in the head, 4 others > were detained in the Jakarta police headquarters. They > were interrogated, beaten and was jailed in a very > small room together with around 15 more people. > > 17 September 2001: Kalianyar, West Jakarta > A municipality team confiscated a number of becaks in > Kalianyar. Hundreds of urban poor, the majority of > whom were becak drivers then attacked the village > office. They threw stones to the building, the glass > windows and doors of the office. > > Three becak drivers were arrested, one was released on > 21 September, the other two were still detained in the > police precinct of Tambora, West Jakarta. The two were > beaten. > > 25 September 2001: Angke, North Jakarta > 1 becak in Angke, North Jakarta and 5 in Kwitang, > Central Jakarta wre confiscated. > > 26 September 2001: Sunter, Central Jakarta > 16 becaks were confiscated, the team involved hundreds > of policemen, mobile brigade, the army and > municipality security guards. > > Sources: UPC (field data and clippings) > > > > ===== > LOCOA > Leaders and Organizers of Community Organization in Asia > 80-A, Malakas Street, Brgy Pinyahan, 1100 Quezon City, > Philippines > Tel: (632) 925-8432,426-4118 Fax :(632) 426-4132 > E-mail: locoa2000@yahoo.com http://www.locoa.net > > __________________________________________________ > Do You Yahoo!? > Listen to your Yahoo! Mail messages from any phone. > http://phone.yahoo.com > > From mobility at igc.org Tue Oct 2 01:16:17 2001 From: mobility at igc.org (mobility) Date: Mon, 01 Oct 2001 12:16:17 -0400 Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] References: <01C14A5E.29F09B20.paul@swisscontact.or.id> Message-ID: <3BB896D1.955DFE5F@igc.org> Dear Paul and others, I was in Jakarta when the crackdowns were going on. (In fact, at the same time, the World Trade Center was being attacked.) I have spoken to numerous government officials and NGOs in Jakarta about their justification for the crackdown. The depressing and rather amazing thing is that virtually everyone in a position of leadership in the bureaucracy supports the crackdown. Somehow, those of us arguing for legalization of becak in Jakarta have lost this battle completely, despite rather continuous and herculean efforts. First, a few comments on why the government claims it is so against becak, second, other reasons that may be involved, third, why we are losing this struggle, and fourth, what we might do about it. Reasons the Government Officials Are Enfocing now the Ban on Becak a. Some support the crackdown mainly because the use of becak and manufacture of becak in Jakarta remains against the law, and will continue to do so until the law is changed. There does not, however, appear to be any support in the regional parliament to overturn the law. They said they eased up on the crackdown during the crisis, but feel the crisis is starting to end. (this, I believe is the position of the Governor Sutioso and Deputy Governor Budhardjo, though I will say more on them later) b. Many believe that becak driver is the first job taken by new migrants to Jakarta, and feel that legalization or even tolerance will encourage further migration of poor people into Jakarta from surrounding areas. (this is the position of Aboejoewono, the city environment agency) c. Many believe they contribute to traffic congestion, though this is fewer and fewer people, because, as was pointed out in the jakarta Post, there are almost no becaks in Jakarta any more and the traffic is still completely jammed. (this is the view of some in DLLAJ and DPU, though not all) d. Many believe they are backward and embarassing. e. Many believe that the drivers are unruly and support the crackdown mainly to drive off the drivers. What Weve Done to Try to Correct this Mis-Impression ITDP and our partner NGOs in Indonesia presented extensive evidence at the Jakarta Intl. Conference on Transport and Clean Air that becak is not the cause of traffic problems. Almost all international participants and all NGOs called for the removal of the ban on becak. We have initiated a becak modernization project in Yogyakarta, to show that becak can be modernized. WE showed extensive pictures of modern cycle rickshaws plying the streets in Berlin, New York, other developed country cities. LPIST did an extensive study of many neighborhoods in Jakarta, working with the local community associations in a way which using voluntary measures restricted the total number of becak drivers in any given area, which would have put natural limits on the level of rural-urban migration through this mechanism. Certainly, many people no doubt understand these points now as they have gotten a lot of coverage in the press, in very good articles in the newspapers. What's Really Going On All of the modes of transportation that do not have large powerful commercial backers are facing similar bans. Bajaj is also threatened with bans. Bemo is basically gone. Since nobody has been allowed to import new Bajaj bodies for 15 years, they are only importing engines. There are a few relatively powerful commercial interests that control the Bajaj industry, but they are not corporate giants like PT Astra. Several other vehicle manufacturers and transit service providers would like to compete for the same transportation market currently served by becak, and these manufacturers have a lot more political clout. Some of these new vehicles are being made by state companies like Nusantara. The Regional Parliament and much of the bureaucracy is currently so corrupt that there is basically a price tag attached to any piece of legislation you may want to get passed, and so long as this condition persists, any legislative change is going to need a power and rich political backer to get through. There is almost no one inside the bureaucracy who's hands are entirely clean. This deep corruption of the levers of the state has led to profound alienation among some segments of the NGO community. The Urban Poor Consortium, (UPC), for example, feels that the only way that popular forces are likely to win anything from so corrupted a bureaucracy is through the threat of street demonstrations and social upheaval. Others feel that the initiation of democracy in Indonesia has made less rabble-rousing approaches more appropriate as the government is somewhat more responsive to the popular will. UPC, led by Wardah Hafiz, has increasingly organized the becak drivers not only to help solve the problems of becak drivers, but as a symbol of the poor and socially excluded. UPC has had becak drivers organizing demonstrations against the Regional budget, against some IMF restructuring measures, and all sorts of issues which have nothing to to with becaks as part of the transportation system. The UPC becak unions have therefore become their crack troops in a much broader political struggle. Frequently, crackdowns against becak drivers and demonstrations by becak drivers have turned violent, with police and other security services being killed, police cars burned, etc. Now that Gus Dur has fallen from power, he claims to be the great proponent of the becak drivers, even though when he was in power he did nothing to overturn the ban. Megawati was previously the champion of the becak drivers, and now that she is in power she has also done nothing for them. Like it or not, until the law restricting becaks in Jakarta is changed, the law is on the side of the police. Antagonism between the Government and Wardah Hafiz and UPC on a whole number of issues has made it impossible for the government to deal with the issue in a reasonable manner based on a reasonable and fair means of regulating commercial passenger vehicles and traffic. In this sense, UPC has done a disservice to the cause of non-motorized transportation. While many of us feel that the issue needs to be de-politicized and treated rationally as a technical issue of how best to regulate traffic and how best to regulate commercial vehicles, UPC has turned into a battle over rich and poor, over justice and injustice. While many of UPC's criticisms are certainly valid, their enormous frustration about the corruption of the political process entirely justified, and while their efforts in defense of the becak drivers have been more rigorous than what anyone else has been able to manage, ultimately one has to recognize that this approach is not working. What to Do Now I have made the controversial suggestion that we use the becak modernization project to try and convince a large investor like PT Astra, a national or internatinal bicycle company, a state company like Nusantara, or any other large, powerful and politically connected private investor to take up production of a 'modern cycle rickshaw'. ITDP and GMU and YSIK have already developed the prototypes and are looking for an investor. This vehicle we would argue is not, in fact, a becak, as it is much lighter, has multiple gears, is more comfortable, etc. In this way, there would be a face-saving mechanism for the government to show that they aren't anti-poor, they are just anti-lawlessness, anti-UPC, anti-Wardah, and anti-exploitation of the poor. Also, this large investor would be able to make some money in a way which did not pollute the environment and could win it some positive public relations. This would not of course be an ideal solution, but the circumstances are far from ideal. rgds, walter hook Paul wrote: > Hi, Paul, > it is good that you share this information with other people. But I think, > to have a balance information, please check also with government why they > do all of this. I am sure they don't do that just for fun, it must be a > reason. > > Thanks, > > Paul Butarbutar > > -----Original Message----- > From: Paul Barter [SMTP:geobpa@nus.edu.sg] > Sent: Saturday, September 29, 2001 10:20 AM > To: 'sustran-discuss@jca.apc.org' > Subject: [sustran] FW: Update, Jakarta Issue [LOCOA] > > -----Original Message----- > From: hyowoo na [mailto:locoa2000@yahoo.com] > Sent: Saturday, 29 September 2001 10:22 > To: Kirtee Shah; Mr. Leo Shah; Rajesh Shah; Myung Ho Shin; SeungMin > Shin; Tomoe Shitaba; Johan Silas; Amarasiri de Silva; Teresita Silva; > Raajen Singh; Dibalok Singha; dickson Singha; Sri Sofjan; Sofyan; Thomas > Soi; Thomas Steinbugler; Sustran; Amor Tampubolon; Jo Hann Tan; Tibet > Fund; Edicio De La Torre; UCDO; UDLE; Dennis Upa > Subject: Update, Jakarta Issue [LOCOA] > > UPDATE,August 15 to 26 September 2001 > - Jakarta, Indonesia - > > A. NUMBER OF CASUALTIES OF STATE VIOLENCE > AGAINST THE URBAN POOR OF JAKARTA > > 1. Confiscated becak > "X Central Jakarta 1904 > "X North Jakarta 2283 > "X West Jakarta 2665 > "X East Jakarta 2147 > Total number who lost jobs 8,999 > > This means 8999 people lost their jobs, thus the same > number of families lost their earnings. > > 2. Food vendors (evicted, demolished) 71.857 > 3. Car wash service (demolished) 40 > 4. Houses (demolished) 1.010 > Total number of people lost jobs 72.907 > > 3. Urban poor arrested/detained > "X 436 street sex workers > "X 23 lepers and mentally disturbed > "X 12 alms collectors > "X 735 beggars and homeless > "X 27 difables > "X 95 stree children > "X 329 ??informal?? traffic policemen > "X 250 street musicians > "X 386 others > 3.293 Total > > 4. Houses demolished 1.010 > > B. Chornology of Urban Poor Resistance > > 5. September 2001-09-26 > Pademangan Subdistrict, North Jakarta > Confiscation of becak started at 02.00 a.m. One becak > driver was shot by the police in a physical > confrontation that followed. Becak drivers, street > vendors and others retaliated, they attacked > Pademangan sub-district office, resulted in glass > windows, the foor and the front gate of the office all > broken. > > Teluk Gong, North Jakarta > Confiscation operation started by 04.30 a.m. One becak > driver who alerted his friends by beating the lamp > post was gang-beaten by around 20 municipality > security guards; his skull was 10cm fractured. > 7 September 2001: Muara Angke, North Jakarta > A physical confrontation between becak drivers, food > vendors and others with municipality security guards > has resulted in 5 becak drivers badly injured. > > 11 September 2001: Muara Baru, North Jakarta > Hundreds of becak drivers demonstrated at the Muara > Baru village office that resulted in the village head > agreed to stop becak eviction in the area. > > 13 September 2001: Jelambar Baru, West Jakarta > Confiscation of becaks happened in Jelambar Baru the > day before. Hundreds of becak drivers, food vendors > and others attacked Jelambar Baru village office. The > glass windows, doors and roof were broken. > > 15 September 2001: Municipality Office of East Jakarta > More than 500 becak drivers, street vendors, street > children and others attacked EastJakarta municipality > office, resulted in glass doors, windows and roof were > broken and 1 bus ruined. > > One becak driver was badhly hurt in the head, 4 others > were detained in the Jakarta police headquarters. They > were interrogated, beaten and was jailed in a very > small room together with around 15 more people. > > 17 September 2001: Kalianyar, West Jakarta > A municipality team confiscated a number of becaks in > Kalianyar. Hundreds of urban poor, the majority of > whom were becak drivers then attacked the village > office. They threw stones to the building, the glass > windows and doors of the office. > > Three becak drivers were arrested, one was released on > 21 September, the other two were still detained in the > police precinct of Tambora, West Jakarta. The two were > beaten. > > 25 September 2001: Angke, North Jakarta > 1 becak in Angke, North Jakarta and 5 in Kwitang, > Central Jakarta wre confiscated. > > 26 September 2001: Sunter, Central Jakarta > 16 becaks were confiscated, the team involved hundreds > of policemen, mobile brigade, the army and > municipality security guards. > > Sources: UPC (field data and clippings) > > ===== > LOCOA > Leaders and Organizers of Community Organization in Asia > 80-A, Malakas Street, Brgy Pinyahan, 1100 Quezon City, > Philippines > Tel: (632) 925-8432,426-4118 Fax :(632) 426-4132 > E-mail: locoa2000@yahoo.com http://www.locoa.net > > __________________________________________________ > Do You Yahoo!? > Listen to your Yahoo! Mail messages from any phone. > http://phone.yahoo.com From paul at swisscontact.or.id Tue Oct 2 16:46:54 2001 From: paul at swisscontact.or.id (Paul) Date: Tue, 2 Oct 2001 07:46:54 -0000 Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] Message-ID: <01C14B16.689985E0.paul@swisscontact.or.id> Dear Walter and others, I fully agree with your opinion. What I am trying to say with my mail is actually within the government there are still some people who are really able to hear what the other have to say. This is from our experiences doing thing in Jakarta. But important thing is that if we want to change or achieve something we have to be able to make them as partner. What I have seen from what NGO organize concerning becak, those NGO just want to do what they want, don't want to hear other people's opinion. In this sence NGO is just the same like the government. Recently Lemkohi supported by CAP Swisscontact has organized a workshop on Bajaj. Bevor, standard statement of government official are that bajaj is not consider as one of transportation mode in Jakarta. But in the workshop representative of LTO has stated that bajaj is still required. See, if we really want to achieve something, so we have to talk to them not confront with them. So what next with bajaj, we are now working out a proposal as a follow up of the workshop, how bajaj in Jakarta should be treated, how can we reduce the emission, etc. Bth, Walter, in cooperation with stakeholder in Jakarta we will organize a workshop on integrated vehicle emission reduction strategy in Le Meridian Hotel from 16 to 18 October 2001. Non-motorized transport will be one of the topic. We have ask Pak Danang Parikesit to be the speaker. We hope that he will be able to present a proposal, how NMT should be encouraged. Regards, Paul -----Original Message----- From: mobility [SMTP:mobility@igc.org] Sent: Monday, October 01, 2001 11:16 PM To: sustran-discuss@jca.ax.apc.org Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] Dear Paul and others, I was in Jakarta when the crackdowns were going on. (In fact, at the same time, the World Trade Center was being attacked.) I have spoken to numerous government officials and NGOs in Jakarta about their justification for the crackdown. The depressing and rather amazing thing is that virtually everyone in a position of leadership in the bureaucracy supports the crackdown. Somehow, those of us arguing for legalization of becak in Jakarta have lost this battle completely, despite rather continuous and herculean efforts. First, a few comments on why the government claims it is so against becak, second, other reasons that may be involved, third, why we are losing this struggle, and fourth, what we might do about it. Reasons the Government Officials Are Enfocing now the Ban on Becak a. Some support the crackdown mainly because the use of becak and manufacture of becak in Jakarta remains against the law, and will continue to do so until the law is changed. There does not, however, appear to be any support in the regional parliament to overturn the law. They said they eased up on the crackdown during the crisis, but feel the crisis is starting to end. (this, I believe is the position of the Governor Sutioso and Deputy Governor Budhardjo, though I will say more on them later) b. Many believe that becak driver is the first job taken by new migrants to Jakarta, and feel that legalization or even tolerance will encourage further migration of poor people into Jakarta from surrounding areas. (this is the position of Aboejoewono, the city environment agency) c. Many believe they contribute to traffic congestion, though this is fewer and fewer people, because, as was pointed out in the jakarta Post, there are almost no becaks in Jakarta any more and the traffic is still completely jammed. (this is the view of some in DLLAJ and DPU, though not all) d. Many believe they are backward and embarassing. e. Many believe that the drivers are unruly and support the crackdown mainly to drive off the drivers. What Weve Done to Try to Correct this Mis-Impression ITDP and our partner NGOs in Indonesia presented extensive evidence at the Jakarta Intl. Conference on Transport and Clean Air that becak is not the cause of traffic problems. Almost all international participants and all NGOs called for the removal of the ban on becak. We have initiated a becak modernization project in Yogyakarta, to show that becak can be modernized. WE showed extensive pictures of modern cycle rickshaws plying the streets in Berlin, New York, other developed country cities. LPIST did an extensive study of many neighborhoods in Jakarta, working with the local community associations in a way which using voluntary measures restricted the total number of becak drivers in any given area, which would have put natural limits on the level of rural-urban migration through this mechanism. Certainly, many people no doubt understand these points now as they have gotten a lot of coverage in the press, in very good articles in the newspapers. What's Really Going On All of the modes of transportation that do not have large powerful commercial backers are facing similar bans. Bajaj is also threatened with bans. Bemo is basically gone. Since nobody has been allowed to import new Bajaj bodies for 15 years, they are only importing engines. There are a few relatively powerful commercial interests that control the Bajaj industry, but they are not corporate giants like PT Astra. Several other vehicle manufacturers and transit service providers would like to compete for the same transportation market currently served by becak, and these manufacturers have a lot more political clout. Some of these new vehicles are being made by state companies like Nusantara. The Regional Parliament and much of the bureaucracy is currently so corrupt that there is basically a price tag attached to any piece of legislation you may want to get passed, and so long as this condition persists, any legislative change is going to need a power and rich political backer to get through. There is almost no one inside the bureaucracy who's hands are entirely clean. This deep corruption of the levers of the state has led to profound alienation among some segments of the NGO community. The Urban Poor Consortium, (UPC), for example, feels that the only way that popular forces are likely to win anything from so corrupted a bureaucracy is through the threat of street demonstrations and social upheaval. Others feel that the initiation of democracy in Indonesia has made less rabble-rousing approaches more appropriate as the government is somewhat more responsive to the popular will. UPC, led by Wardah Hafiz, has increasingly organized the becak drivers not only to help solve the problems of becak drivers, but as a symbol of the poor and socially excluded. UPC has had becak drivers organizing demonstrations against the Regional budget, against some IMF restructuring measures, and all sorts of issues which have nothing to to with becaks as part of the transportation system. The UPC becak unions have therefore become their crack troops in a much broader political struggle. Frequently, crackdowns against becak drivers and demonstrations by becak drivers have turned violent, with police and other security services being killed, police cars burned, etc. Now that Gus Dur has fallen from power, he claims to be the great proponent of the becak drivers, even though when he was in power he did nothing to overturn the ban. Megawati was previously the champion of the becak drivers, and now that she is in power she has also done nothing for them. Like it or not, until the law restricting becaks in Jakarta is changed, the law is on the side of the police. Antagonism between the Government and Wardah Hafiz and UPC on a whole number of issues has made it impossible for the government to deal with the issue in a reasonable manner based on a reasonable and fair means of regulating commercial passenger vehicles and traffic. In this sense, UPC has done a disservice to the cause of non-motorized transportation. While many of us feel that the issue needs to be de-politicized and treated rationally as a technical issue of how best to regulate traffic and how best to regulate commercial vehicles, UPC has turned into a battle over rich and poor, over justice and injustice. While many of UPC's criticisms are certainly valid, their enormous frustration about the corruption of the political process entirely justified, and while their efforts in defense of the becak drivers have been more rigorous than what anyone else has been able to manage, ultimately one has to recognize that this approach is not working. What to Do Now I have made the controversial suggestion that we use the becak modernization project to try and convince a large investor like PT Astra, a national or internatinal bicycle company, a state company like Nusantara, or any other large, powerful and politically connected private investor to take up production of a 'modern cycle rickshaw'. ITDP and GMU and YSIK have already developed the prototypes and are looking for an investor. This vehicle we would argue is not, in fact, a becak, as it is much lighter, has multiple gears, is more comfortable, etc. In this way, there would be a face-saving mechanism for the government to show that they aren't anti-poor, they are just anti-lawlessness, anti-UPC, anti-Wardah, and anti-exploitation of the poor. Also, this large investor would be able to make some money in a way which did not pollute the environment and could win it some positive public relations. This would not of course be an ideal solution, but the circumstances are far from ideal. rgds, walter hook Paul wrote: > Hi, Paul, > it is good that you share this information with other people. But I think, > to have a balance information, please check also with government why they > do all of this. I am sure they don't do that just for fun, it must be a > reason. > > Thanks, > > Paul Butarbutar > > -----Original Message----- > From: Paul Barter [SMTP:geobpa@nus.edu.sg] > Sent: Saturday, September 29, 2001 10:20 AM > To: 'sustran-discuss@jca.apc.org' > Subject: [sustran] FW: Update, Jakarta Issue [LOCOA] > > -----Original Message----- > From: hyowoo na [mailto:locoa2000@yahoo.com] > Sent: Saturday, 29 September 2001 10:22 > To: Kirtee Shah; Mr. Leo Shah; Rajesh Shah; Myung Ho Shin; SeungMin > Shin; Tomoe Shitaba; Johan Silas; Amarasiri de Silva; Teresita Silva; > Raajen Singh; Dibalok Singha; dickson Singha; Sri Sofjan; Sofyan; Thomas > Soi; Thomas Steinbugler; Sustran; Amor Tampubolon; Jo Hann Tan; Tibet > Fund; Edicio De La Torre; UCDO; UDLE; Dennis Upa > Subject: Update, Jakarta Issue [LOCOA] > > UPDATE,August 15 to 26 September 2001 > - Jakarta, Indonesia - > > A. NUMBER OF CASUALTIES OF STATE VIOLENCE > AGAINST THE URBAN POOR OF JAKARTA > > 1. Confiscated becak > "X Central Jakarta 1904 > "X North Jakarta 2283 > "X West Jakarta 2665 > "X East Jakarta 2147 > Total number who lost jobs 8,999 > > This means 8999 people lost their jobs, thus the same > number of families lost their earnings. > > 2. Food vendors (evicted, demolished) 71.857 > 3. Car wash service (demolished) 40 > 4. Houses (demolished) 1.010 > Total number of people lost jobs 72.907 > > 3. Urban poor arrested/detained > "X 436 street sex workers > "X 23 lepers and mentally disturbed > "X 12 alms collectors > "X 735 beggars and homeless > "X 27 difables > "X 95 stree children > "X 329 ??informal?? traffic policemen > "X 250 street musicians > "X 386 others > 3.293 Total > > 4. Houses demolished 1.010 > > B. Chornology of Urban Poor Resistance > > 5. September 2001-09-26 > Pademangan Subdistrict, North Jakarta > Confiscation of becak started at 02.00 a.m. One becak > driver was shot by the police in a physical > confrontation that followed. Becak drivers, street > vendors and others retaliated, they attacked > Pademangan sub-district office, resulted in glass > windows, the foor and the front gate of the office all > broken. > > Teluk Gong, North Jakarta > Confiscation operation started by 04.30 a.m. One becak > driver who alerted his friends by beating the lamp > post was gang-beaten by around 20 municipality > security guards; his skull was 10cm fractured. > 7 September 2001: Muara Angke, North Jakarta > A physical confrontation between becak drivers, food > vendors and others with municipality security guards > has resulted in 5 becak drivers badly injured. > > 11 September 2001: Muara Baru, North Jakarta > Hundreds of becak drivers demonstrated at the Muara > Baru village office that resulted in the village head > agreed to stop becak eviction in the area. > > 13 September 2001: Jelambar Baru, West Jakarta > Confiscation of becaks happened in Jelambar Baru the > day before. Hundreds of becak drivers, food vendors > and others attacked Jelambar Baru village office. The > glass windows, doors and roof were broken. > > 15 September 2001: Municipality Office of East Jakarta > More than 500 becak drivers, street vendors, street > children and others attacked EastJakarta municipality > office, resulted in glass doors, windows and roof were > broken and 1 bus ruined. > > One becak driver was badhly hurt in the head, 4 others > were detained in the Jakarta police headquarters. They > were interrogated, beaten and was jailed in a very > small room together with around 15 more people. > > 17 September 2001: Kalianyar, West Jakarta > A municipality team confiscated a number of becaks in > Kalianyar. Hundreds of urban poor, the majority of > whom were becak drivers then attacked the village > office. They threw stones to the building, the glass > windows and doors of the office. > > Three becak drivers were arrested, one was released on > 21 September, the other two were still detained in the > police precinct of Tambora, West Jakarta. The two were > beaten. > > 25 September 2001: Angke, North Jakarta > 1 becak in Angke, North Jakarta and 5 in Kwitang, > Central Jakarta wre confiscated. > > 26 September 2001: Sunter, Central Jakarta > 16 becaks were confiscated, the team involved hundreds > of policemen, mobile brigade, the army and > municipality security guards. > > Sources: UPC (field data and clippings) > > ===== > LOCOA > Leaders and Organizers of Community Organization in Asia > 80-A, Malakas Street, Brgy Pinyahan, 1100 Quezon City, > Philippines > Tel: (632) 925-8432,426-4118 Fax :(632) 426-4132 > E-mail: locoa2000@yahoo.com http://www.locoa.net > > __________________________________________________ > Do You Yahoo!? > Listen to your Yahoo! Mail messages from any phone. > http://phone.yahoo.com From kisansbc at vsnl.com Tue Oct 2 10:32:56 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 2 Oct 2001 07:02:56 +0530 Subject: [sustran] Jakarta Issue -State viol;ence on the poor References: <01C14A5E.29F09B20.paul@swisscontact.or.id> Message-ID: <001f01c14ae2$2a589fc0$074bc5cb@r4v7p2> Dear Paul (Barter). Paul (Butarbutar), Hyowoo Na and our Sustran friends, Paul Butarbutar has asked our Paul whether the Sustran has tried to find out reasons from the authorities for violence and inhuman treatment meted out to the poor citizens, becab drivers, other service providers and householders. I am sure the authorities would not justify their actions against such a large section of the society. No officer including the highest in power would share their reasoning. The authorities have never felt obliged to share their reasons for inhuman treatment. They persist in their violence on the poor. It has not been the practice even in the democracies to be accountable to citizens. The fact still remains that state violence to people continues. If Paul Butarbutar feels hopeful of getting the official side of the matter, he should approach the authorities for their reasons. It is painful to see the people in power using, rather misusing, public machinery to suppress poorer sections of the society. Though it appears on the face that violence is being perpetrated on the becab drivers and other low cost amenity and service providers, it is directed against the whole community using and depending on this affordable means of transport and which cannot pay the cost of taxies or higher transport modes. Statistics provided by our friends of the poor losing their only means of livelihood and thus facing deaths by starvation , larger section using these affordable facilities are not taken into consideration which would end up in millions. CASUALTIES OF STATE VIOLENCE AGAINST THE URBAN POOR OF JAKARTA > > 1. Confiscated becak > Total number who lost jobs 8,999 This means that 8999 people lost their jobs and equal number of families lost their (only) earnings. > Food vendors (evicted, demolished) 71.857 Car wash service (demolished) 40 Houses (demolished) 1.010 Total number of people lost jobs 72.907 Urban poor arrested/detained Total 3.293 Houses demolished 1.010 This is in fact a class war perpetrated by the few `haves' against the large number of `have nots' The reasons probably lie in the government desire to conform to the conditionalities of the multilateral agencies placed on borrowers, everywhere in the borrowing countries. India has surrendered to the WB/IMF dictats that require borrowers to create and provide infrastructure for globalisation and free market access. Though the World Bank has not sanctioned any project for assistance in last few years, and has stopped considering any following the US direction to these multilateral agencies, yet it has been indirectily pressurising the Indian government to provide road network for linking metropolitan cities of the country. This network would cost more than double of the annual budget of the Central Government. Many more urgent programmes are not being taken up for the financial difficulties. Hundreds of citizens are dyeing due to starvation and water shortage. The Prime Minister of India stated a couple of days ago that info on starvation deaths has been created and inflated by the media and voluntary organisations. The fact remains that deaths flashed in the press did take place, the Supreme Court of India is already considering Public Interest Litigation Writ against the state and that food in government warehouses is roting as the poor cannot buy at constantly increasing prices. For the poor (so called developing) countries the WB is godsend which cannot be flouted. Is there no way to get the government to understand the difficulties of the poor and take measures that do not deprive poor commuters as well of their only means of transport? Some times when the executives do not understand and do not hid to the natural, one can go to the legal courts. It is not a case of an individual but a large section of the community being put to hardship. This would justify taking up what is known as Public Interest Litigation. Pedicabs users and poor service consumers are another section which suffers due to taking away of an affordable mode of transport already available for decades. Many nations have set up Human Rights Commission where citizens can go. Probably independent human rights commissions can be persuaded to take interest. If the state is following WB/IMF dictats, the response would be difficult to obtain however all these means need to be considered. Number of people suffering and deprived of any means for survival has substantially increased to take up matters at international levels if local remedies are not forthcoming. The WB can also be approached. Our experience is that the WB and others find it embarrassing if correct situation is placed before them and the public. They do not like to be exposed in the world as creating such situation. Our experience in approaching the WB President directly is not bad. The Constitution of India assures a number of fundamental rights including right to life. Our Law Courts have interpreted that the state has the duty to provide means for life including shelter. The WB has now included resettlement and rehabilitation as an essential component in every project where ousting from traditional house becomes unavoidable for implementing a development project. Slums had come up in very close proximity of the suburban railway tracks such that trains were unduly delayed. The Court directed the Railways to remove slums from their property. The state is now providing shelter where likely oustees would be rehabilitated. Hawkers and peddlers removed from particular location are being provided alternate hawking sites. New sites have become more popular as they are systematically laid out. Voluntary organisations should go into these possibilities for the victims. Number of people affected by any standard is large and frightening. Consumers of these amenities losing such facilities would run into millions. All can approach higher authorities and resort to the Law Courts. Our deepest sympathies for the people being deprived of their only means of survival and shelter and course of larger section of citizenry being deprived of only affordable means of transport and survival. Kisan Mehta kisansbc@vsnl.com ----- Original Message ----- From: Paul To: Sent: Monday, October 01, 2001 3:18 PM Subject: FW: Update, Jakarta Issue [LOCOA] > Hi, Paul, > it is good that you share this information with other people. But I think, to have a balance information, please check also with government why they do all this. I am sure they don't do that just for fun, it must be a reason. > > Thanks, > > Paul Butarbutar > > -----Original Message----- > From: Paul Barter [SMTP:geobpa@nus.edu.sg] > Sent: Saturday, September 29, 2001 10:20 AM > To: 'sustran-discuss@jca.apc.org' > Subject: FW: Update, Jakarta Issue [LOCOA] > > -----Original Message----- > From: hyowoo na [mailto:locoa2000@yahoo.com] > Sent: Saturday, 29 September 2001 10:22 > To: Kirtee Shah; Mr. Leo Shah; Rajesh Shah; Myung Ho Shin; SeungMin > Shin; Tomoe Shitaba; Johan Silas; Amarasiri de Silva; Teresita Silva; > Raajen Singh; Dibalok Singha; dickson Singha; Sri Sofjan; Sofyan; Thomas > Soi; Thomas Steinbugler; Sustran; Amor Tampubolon; Jo Hann Tan; Tibet > Fund; Edicio De La Torre; UCDO; UDLE; Dennis Upa > Subject: Update, Jakarta Issue [LOCOA] > > > UPDATE,August 15 to 26 September 2001 > - Jakarta, Indonesia - CASUALTIES OF STATE VIOLENCE AGAINST THE URBAN POOR OF JAKARTA From kisansbc at vsnl.com Tue Oct 2 10:35:19 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 2 Oct 2001 07:05:19 +0530 Subject: [sustran] Poem on the sacrifice of a small child in the cause of pedestrians Message-ID: <002501c14ae2$7f6e8ba0$074bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: ; Sent: Monday, October 01, 2001 8:59 PM Subject: Re:poem on the sacrifice of a small child in the cause of pedestrians > Dear Akila and Sustran friends, > > Our heartfelt sympathies for the innocent child for his sacrifice for the > cause of pedestrians. Governments of India and states are all after > providing facilities to motorists. They are unconcerned to what happens to > pedestrians who form the bulk of the population. > > Kisan Mehta kisansbc@vsnl.com > > ----- Original Message ----- > From: Akila Dinakar > To: > Sent: Sunday, September 30, 2001 11:22 AM > Subject: [sustran] Re:poem > > > > A poem on the recent incident at Mannady in Chennai. > > The Perilous Path > > ----------------- > > What a cherubic boy was he > > Barely five and raring to go > > His eyes had just opened > > To the joys of this earth. > > > > Tamilmani, he was named > > By hopeful parents > > That one day he will adorn > > His mother tongue like a jewel in the crown. > > > > Only cheer knew he when > > Trotting home from school > > Satchel yoked behind, eager > > To gorge on Mama's evening delicacies. > > > > He knew not what was in store > > When eyes gaping and heart jubilant > > He set foot on soil loose > > Down he went and eight feet deep. > > > > And thus began a saga > > That brought inconspicuous Mannady > > A tiny spot in North Chennai > > To hog the international flashlights. > > > > Was it for this that the fateful path > > Was named Aadiya Padam Street? > > Nataraja danced, but surefooted enough > > He did not fall into a thirty-feet bore well. > > > > And when Tamilmani did fall > > Every tongue wagged about how perilous > > Our city roads are - lip sympathy the > > Easiest help to offer. > > > > Sure there was assistance > > For the milk of human kindness still flows > > They tugged at his shirt > > And his collar came ripping off. > > > > Not content with holding him eight feet within > > Mother earth sucked in the lad > > Loosening her throat > > Into her 30-feet long mouth. > > > > There he stayed for two days and nights > > As humanity worked above > > Pumping gallons of oxygen > > Digging and redigging wells about him. > > > > When the whole world watched > > On television and newspapers > > Fire service remained hopeful each minute > > At 1-30 past midnight they sniffed death. > > > > Onlookers aghast - their prayers in vain > > When personnel in masks drew out of cruel earth > > Chirpy, joyous and bouncy Tamilmani > > Secure in a jute sack. > > > > When it was all over - the three day drama > > Arc lights off, all went back home > > Like dispersing after a thrilling school game > > Letting Tamilmani into the hospital morgue. > > > > The Government announced solatium > > Of a few lakhs of Rupees > > But the grief of loss for doting parents > > Can it ever replace? > > > > Here was one case of social apathy > > An illegal well scooped out > > Covered like a camouflage trap > > Laid in the forest to catch an elephant. > > > > But how many we have in our cities and villages > > Pushing the hapless pedestrian > > To the edge of extinction > > Is one Tamilmani enough or do we need more? > > > > - Akhilananda Bharati. > > > > > From geobpa at nus.edu.sg Tue Oct 2 11:03:18 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Tue, 2 Oct 2001 10:03:18 +0800 Subject: [sustran] FW: Smart Urban Transport Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0B86F54F@exs04.ex.nus.edu.sg> Some sustran-discussers may be interested in this new commercial newsletter. Paul Dr Paul Barter Visiting Fellow Department of Geography National University of Singapore 1 Arts Link, Singapore 117570 Tel: +65-874 3860; Fax: +65-777 3091 E-mail: geobpa@nus.edu.sg -----Original Message----- From: SUTNews [mailto:sutnews@smarturbantransport.com] Sent: Monday, 1 October 2001 3:18 Subject: Smart Urban Transport WELCOME to the second edition of Smart Urban Transport's e-newsletter. SUT is the modern communication medium for developers, regulators, operators and financiers of passenger and freight traffic systems in our increasingly urbanised world. SUT's focus is to highlight solutions for cost-effective and environmentally friendly transportation movements within the cities of the Asian triangle centred between Japan, India and New Zealand. Each month SUT will be sent as an email newsletter with links to our six Information Silos: - Strategy & Policy - People & Companies - Technology - Environment - Infrastructure & Operations - Business Information. For a limited time these Information Silos will be publicly available. After the introductory period the Information Silos will only be available to SUT subscribers. Subscribers will also receive the SUT magazine three times a year with fuller details and longer articles. This is backed up by Smart Urban Transport conferences. By using the best of each technology, Smart Urban Transport delivers the best communication solution for Smart Transport Professionals. ---------------------- SUBSCRIPTION DETAILS ---------------------- By subscribing to SUT you will receive: - Access to SUT's Information Silos (updated monthly) via the links in our e-newsletters - The Smart Urban Transport magazine mailed to you 3 times a year. For our subscription rates and details on how to subscribe visit us online at http://www.smarturbantransport.com Simply click on the "Subscribe" link at the left hand side of the page. To change the email address that we send this free newsletter to or to add other email addresses for colleagues, email us at mailto:subs@pubserv.com.au ---------------- TO UNSUBSCRIBE ---------------- To be removed from this mailing list simply send a blank email to mailto:unsubscribe@smarturbantransport.com with the text "UNSUBSCRIBE SUT" in the subject. ===================================================== Smart Urban Transport Issue #2 October 2001 ===================================================== CONTENTS - Singapore developing new expressway - Thailand's largest construction company seeks help - Outcome of Hanoi 2-stroke motorcycle workshop - Mega-project fixation persists in Jakarta - Safe electronic financial transaction service - Chinese exports trouble Asian neighbours +++++++++++++++++++++++++ + STRATEGY AND POLICY + +++++++++++++++++++++++++ SINGAPORE DEVELOPING NEW EXPRESSWAY Although severely impacted by the present economic downturn, the Singapore government continues to invest heavily in implementing its strategy to give priority to developing its public transport system and restraining travel by car. Expenditures of the order of US$7 billion over five years with about 80% oriented to rail-based Mass Rapid Transit (MRT) and other public transport are planned. Similar levels of investment are likely to be made in the following five years. The objective of the Land Transport Authority is to provide Singapore with a "world class" transport system. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silo1.cfm TOP STRATEGY STORIES... - GREATER CAIRO URBAN TRANSPORT STUDY - BEIJING'S PLANS FOR A NEW CBD - PUBLIC ATTITUDES TO TRANSPORT --advertisement-------------------------------- Are you looking for an innovative way to communicate to 10,000 key decision-makers involved in improving urban transport in Pacific Rim countries? Then book this space for the next three months. Contact David Sweedman +61 7 3854 1286, 1800 649 578 (Australia only) or mailto:dsweed@pubserv.com.au. ------------------------------------------------ ++++++++++++++++++++++++ + PEOPLE & COMPANIES + ++++++++++++++++++++++++ THAILAND'S LARGEST CONSTRUCTION COMPANY SEEKS HELP Italian-Thai Development (ITD) filed with Thailand's Bankruptcy Court on September 4 seeking help to reorganise its Bht 20 billion (US $440 million) of debt. Out-of-court negotiations over the past year have made little headway. Having greatly benefited from Thailand's construction boom evident over the 1990s ITD had used its then huge cashflow to acquire numerous non-core assets. Unable to pay debts because of losses and falling asset values, ITD proposed with major creditor Siam Commercial Bank (SCB) the formation of ITD Planner Company to manage its finances. The company is likely to survive as it has numerous large construction contracts with government agencies. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silo2.cfm TOP PEOPLE & COMPANIES STORIES... - MALAYSIA'S RENONG GROUP TO BE RESTRUCTURED - CONNEX AUSTRALIA - MACQUARIE INFRASTRUCTURE GROUP +++++++++++++++++++++ + ENVIRONMENT + +++++++++++++++++++++ OUTCOME OF HANOI 2-STROKE MOTORCYCLE WORKSHOP The ADB-sponsored Regional Workshop on "Education of Emissions from 2-3 Wheelers" in Hanoi, Vietnam on September 5-7 was attended by more than 150 senior government and NGO representatives from the Asian region. Presentations were of a high standard and most sessions were followed by lively and sometimes robust discussion. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silo3.cfm TOP ENVIRONMENT STORIES... - COURIER COMPANIES DELIVER 50% EMISSION CUTS - GREEN BUS TECHNOLOGIES - NEW WORLD BANK URBAN AIR QUALITY POLICY - GAS IS BEST: CSIRO - EASIER GAS FOR SMALL VEHICLES +++++++++++++++++++++++++++++++ + INFRASTRUCTURE & OPERATIONS + +++++++++++++++++++++++++++++++ MEGA-PROJECT FIXATION PERSISTS IN JAKARTA On September 15, 2001 the Jakarta Post reported the chairman of the Indonesian Transportation Society and member of Indonesia's National Planning Agency, Suyono Dikun, had said many of the transportation projects planned for Jakarta would not "solve" the city's transportation problem. He is reported to have said mass rapid transit (MRT) should be built first and was particularly critical of Jakarta DKI, the city government's plans for a new bus terminal to be built in East Jakarta. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silo4.cfm TOP INFRASTRUCTURE & OPERATIONS STORIES... - ADB PROMOTES PRIVATE SECTOR INVESTMENT - UPGRADING INDIAN HIGHWAYS IMPROVES SAFETY - LONDON UNDERGROUND PUBLIC-PRIVATE PARTNERSHIP - RECORD NUMBERS USE WA'S PUBLIC TRANSPORT - REVIVIAL OF BANGKOK'S HOPEWELL MRT PROJECT URGED - HONG KONG TRIAL USE OF OCTOPUS SMART CARDS ++++++++++++++++++++ + TECHNOLOGY + ++++++++++++++++++++ SINGAPORE'S SAFE ELECTRONIC FINANCIAL TRANSACTION SERVICE On June 19, 2001, Singapore's advanced IT systems and technology developer, Stratech Systems Limited, announced the set up of a wholly-owned subsidiary in Singapore known as Safe-EX Global Pte Ltd. Safe-EX Global has developed and will provide and market Safe-EX, which is a payment escrow service that leverages on the Internet and that encompasses complete end-to-end payment & fulfilment assurance. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silo5.cfm TOP TECHNOLOGY STORIES... - DUE IN 1 MINUTE - HONDA DEVELOPS MINIATURE FUEL CELLS - INNOVATIVE TECHNOLOGIES WEBSITE ++++++++++++++++++++++++ + BUSINESS INFORMATION + ++++++++++++++++++++++++ CHINESE EXPORTS TROUBLE ASIAN NEIGHBOURS Agreement has been reached for China to join the World Trade Organisation, ending a fifteen-year process to bring the country into the multilateral trading system. China will now need to undertake its trade in accordance with international norms, which also require a strong measure of reciprocity including a reduction in tariffs and increased access for overseas companies to the Chinese market. China's trade has been growing at a compound rate of 15% per annum, doubling every five years. One market after another seems to have been won over to a significant extent by Chinese manufacturers. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silo6.cfm TOP BUSINESS INFORMATION STORIES... - ADB SAYS ASIA'S ECONOMIES SHOW POSITIVE TRENDS - CHINA MAINTAINS GROWTH - CONFERENCES - FUTURE BUSINESS OPPORTUNITIES ------------------------------------------------ About the editors: Professor Philip Charles has broad experience in transport strategy roles and has been responsible for transport strategy and policy initiatives nationally, and in the Australian states of New South Wales, Western Australia and Queensland. He has expertise and experience in transport-strategy development, including infrastructure development and management, intelligent transport systems, and road safety and traffic management, strategic analysis and futures scanning, institutional strengthening, professional capability development and business planning, including market assessment for new transport technologies. He has undertaken these roles in Western Australia and New South Wales' road authorities, as chief executive of a national association, as a management consultant with Booz Allen and Hamilton and as part of a university research centre. Professor Charles has graduate and postgraduate qualifications in engineering, and public and business management. mailto:p.charles@transportroundtable.com.au Philip Sayeg has specialised in transport planning, policy and related management issues for more than 25 years since graduation. Clients have included all levels of government in Australia, foreign governments, international organisations and private companies. He has held advisory positions to senior public officials in Asia and has lived and worked in Asia (12 countries) for 10 of the past 17 years. As a former director of a large Australian consulting company, he managed its Thailand operations for three years after which he established his own firm in Bangkok and, subsequently, in Brisbane, Australia. He maintains close connections with his Asian colleagues, works part-time with the World Bank as a staff consultant in several Asian countries, and works with numerous other international clients. For a number of years, Phil Sayeg has specialised in studies relating to Asia's urban and regional commercial fleet operations, Intelligent Transportation Systems, environmental issues related to transport, and the impact of Asia's development and socio-economic change on the future demand for transport. He is also the Asia-Pacific Correspondent for UK magazine "Traffic Technology International" mailto:p.sayeg@transportroundtable.com.au If you have comments about the content or format of SUT, contact us by mailto:p.sayeg@transportroundtable.com.au ------------------------------------------------ ---------------------------------------------------- Copyright 2001 Transport Roundtable. All rights reserved. ---------------------------------------------------- Transport Roundtable Australasia Pty Ltd PO Box 3224 South Brisbane QLD 4101 AUSTRALIA Tel: +61 7 3365 1569 Fax: + 61 7 3844 5501 http://www.smarturbantransport.com/ From townsend at central.murdoch.edu.au Tue Oct 2 19:56:53 2001 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Tue, 02 Oct 2001 18:56:53 +0800 Subject: [sustran] Reports online Message-ID: <5.0.2.1.0.20011002185110.009f1490@central.murdoch.edu.au> These reports that I came across on the web may be of interest to some of you on Sustran: Transportation in Developing Countries: Greenhouse Gas Scenarios for Delhi, India Prepared for the Pew Center on Global Climate Change, May 2001 http://www.pewclimate.org/projects/transportation_delhi.cfm By: Ranjan Bose, K.S. Nesamani, Tata Energy Research Institute, (TERI) Geetam Tiwari, Indian Institute of Technology-Delhi Daniel Sperling, Mark Delucchi, Lorien Redmond, Institute of Transportation Studies, University of California, Davis Lee Schipper, International Energy Agency Transportation in Developing Countries: Greenhouse Gas Scenarios for Shanghai, China Prepared for the Pew Center on Global Climate Change, July 2001 http://www.pewclimate.org/projects/transportation_shanghai.cfm By: Hongchang Zhou, Tongji University, Shanghai Daniel Sperling, Mark Delucchi, Deborah Salon, Institute of Transportation Studies, University of California, Davis ________________________________________________ Craig Townsend Institute for Sustainability & Technology Policy Murdoch University South Street, Murdoch Perth, Western Australia 6150 tel: (61 8) 9360 6278 fax: (61 8) 9360 6421 email: townsend@central.murdoch.edu.au -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011002/acab65b4/attachment.htm From mobility at igc.org Tue Oct 2 23:19:28 2001 From: mobility at igc.org (mobility) Date: Tue, 02 Oct 2001 10:19:28 -0400 Subject: [sustran] Re: FW: Update, Jakarta Issue [LOCOA] References: <01C14B16.689985E0.paul@swisscontact.or.id> Message-ID: <3BB9CCF0.ACDBA39A@igc.org> Dear Paul Butarbutar, Nice to hear of your efforts on bajaj as well, and glad you have invited Dr. Danang Parikesit as a speaker at your event at the Meridien Hotel in October. Bajaj India now makes a CNG vehicle that is all over Delhi. I spoke with the drivers, and though they are more expensive, CNG is cheaper in the long run, though there have been major fueling problems due to lack of CNG supply. Perhaps that would be one solution for Jakarta as well. We continue to value Swiss Contact as a partner, though Pak Hugo has left. best, walter From eric.britton at ecoplan.org Fri Oct 5 20:59:09 2001 From: eric.britton at ecoplan.org (eric.britton@ecoplan.org) Date: Fri, 5 Oct 2001 13:59:09 +0200 Subject: [sustran] Regional Workshop on Transport Sector Inspection and Maintenance Policy in Asia, Dec 2001 Message-ID: Our friends at the United Nations Department of Economic and Social Affairs GITE program are organizing a Regional Workshop on Transport Sector Inspection and Maintenance Policy in Asia in Bangkok from 10-12 December 2001. They are on the lookout for speakers and ideas. Here's a quick rundown for you, just in case: Goals and Objectives This Workshop aims to assist developing countries in Asia to identify and promote appropriate policies to encourage inspection and maintenance programmes at the national level. It will 1) explore opportunities for regional cooperation in the area of inspection and maintenance, fuel standards, exhaust pipe and safety regulations; 2) provide a forum for sharing country experiences in the design and implementation of vehicle inspection and maintenance programmes; 3) consider legal, organizational and cross-sectoral issues relating to vehicle inspection and maintenance in Asia; and 4) provide input to the inspection and maintenance comparative study of ESCAP member countries being undertaken by the Japanese Automobile Research Institute. The Workshop is intended to contribute to the Asian region's ability to enforce vehicle safety standards, promote transport energy efficiency and reduce emissions from vehicles. . I&M will be introduced as one potential solution and a means of regulating three branches of road travel issues: (a) road safety, (b) energy efficiency, (c) air quality while keeping in mind issues of stakeholders, different types of vehicles, regulatory frameworks, infrastructure development, and various stakeholders. For further information contact Ghazal Badiozamani [badiozamani@un.org] or Kathleen Abdalla [abdallak@un.org] Energy and Transport Branch (ETB) Division for Sustainable Development (DSD) Department for Economic and Social Affairs (DESA) United Nations, DC2-2018 New York, NY 10017 USA Phone: +212-963 8416, Fax: 212-963-1795 = = = = With all good wishes, Eric Britton The @New Mobility Forum is permanently at http://newmobility.org 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 IP Videoconference: 193.251.38.219 eric.britton@newmobility.org Backup email: ecoplan.adsl@wanadoo.fr From geobpa at nus.edu.sg Sat Oct 6 10:55:48 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Sat, 6 Oct 2001 09:55:48 +0800 Subject: [sustran] FW: update on angalore Mysore Infrastructure Corridor Project iss ue Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0B86F566@exs04.ex.nus.edu.sg> -----Original Message----- From: Environment Support Group [mailto:esg@bgl.vsnl.net.in] Sent: Thursday, 4 October 2001 5:38 To: sustran@po.jaring.my Subject: NHRC directs review by Karnataka Chief Secretary on Human Rights Violations in BMIC Public Hearings Dear Friends, India's National Human Rights Commission has issued a directive to the Karnataka Chief Secretary to take "appropriate" action on human rights violations during the Environmental Public Hearings held as part of the clearance process of the Bangalore Mysore Infrastructure Corridor Project. The project is presently estimated to cost over Rs. 4,000 crores or approx. US$ 1 billion, and involves the construction of five major cities and an Expressway between Bangalore and Mysore cities. You will recall, that during July 2000 there was widespread condemnation of the Karnataka Government's selective and brutal arrests of citizens and representatives of civil society groups who demanded access to social, environmental and techno-economic information on this massive project in order that the Hearings held were meaningful exercises. ESG initiated a letter campaign to the Chief Minister of Karnataka and as a result of the combined pressure Mr. Krishna assured that an enquiry into the incident would be conducted. The enquiry was never initiated however, and we then appealed to the National Human Rights Commission (NHRC). The present directive is a result of this process. The Indian Ministry of Environment and Forests appeared convinced that the Hearings had not been held fairly. Aware of the NHRC review underway, it had even publicly acknowledged that it would perhaps not accord environmental clearance to the project under the circumstances. The Ministry however, did an volte face on this commitment and during August this year extended a conditional environmental clearance to the project. Curiously the clearance applied only to the Expressway component, a small part of the BMIC Project. The Ministry thus shirked its responsibility in reviewing the wider impacts such as displacement from over 170 villages and the widespread environmental impacts of the townships proposed. Ironically the attack on citizens participating in Statutory Public Hearings was at a time when the Karnataka Government was projecting itself as an adminstration that values transparency and was even holding consultations towards legislating the Right to Information Act. If there was an opportunity to demonstrate the State's intentions of ensuring transparency in decision making, it was in conceding the just demand of citizens across Bangalore, Mandya and Mysore districts to access information on the project. Having thus failed, the Government stands exposed as regards its sincere commitment to ensuring transparency. The NHRC directive now provides both the State and Central Governments an opportunity to support fair and full discussion on this Project by holding the Statutory Public Hearings again. Not only would this help set right the grave wrongs committed, but would even demonstrated the Government's true commitment to ensuring transparency in decision making. Our appeal to the Chief Secretary of Karnataka in this regard, along with a Press Release on the matter, is enclosed. Meanwhile the campaign demanding the BMIC Project be scrapped, led by the Karnataka Vimochana Ranga initiated BMIC Virodhi Okkoota (BMIC Opposition Federation), is gaining momentum. To demonstrate wide public support to this demand, a "Bundh" (Public Strike) of Mandya city has been called on 6th October to protest against the continuing support of the Government to this highly controversial and questionable project. Your continuing support and interest in this campaign is highly valued by all and we thank you for your cooperation and support. Best regards Leo F. Saldanha Coordinator Environment Support Group PS: More details about the Project, its impacts and the ongoing Campaign against the BMIC project please visit: . .... (long supporting documentation snipped) From geobpa at nus.edu.sg Sat Oct 6 11:11:25 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Sat, 6 Oct 2001 10:11:25 +0800 Subject: [sustran] FW: more transport news from CSE, India Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0B86F56A@exs04.ex.nus.edu.sg> Irrelevant stuff has been snipped from forwarded message below... -----Original Message----- From: webadmin@cseindia.org [mailto:webadmin@cseindia.org] Sent: Thursday, 4 October 2001 12:27 To: CSE-LIST2@listserv.cseindia.org Subject: What's new at CSE, India ... What's new at the Centre for Science and Environment (CSE), New Delhi, India. ... ------------------------------------------------- METHOD BEHIND THE MADNESS THREE years ago (July 28, 1998), the Supreme Court (SC) ruled that the total passenger bus fleet of Delhi be increased from the then figure of about 6,000 to 10,000 by April 1, 2001 and the entire city bus fleet be converted to CNG. Read the latest click http://www.cseindia.org/html/cmp/air/cng/cng_diary.htm ------------------------------------------------- WHAT IS CLEAN FUEL? The EPCA cracks the conundrum and comes up with solutions to implement the Supreme Court order. More at http://www.cseindia.org/html/cmp/air/cng/cng_EPCAreport.htm ------------------------------------------------- A message from the Chairperson, Anil Agarwal: IS NAIK SERIOUS ABOUT AUTO FULES POLICY? THE ministry of petroleum has cleverly reduced air pollution control to a high school debate on compressed natural gas (CNG) versus diesel. During the recent meeting with prime minister Atal Behari Vajpayee, the Union government dismissed the plea for an ordinance to override the Supreme Court orders to convert Delhi's bus fleet to CNG. But newspapers did report that a committee will be set up under R A Mashelkar, director-general of the Council of Scientific and Industrial Research (CSIR), to recommend a mix of fuels like CNG and Euro II diesel (widely publicised by the pro-diesel lobby as low sulphur diesel (LSD) which has 500 parts per million (ppm) sulphur) for the metros of India. The findings of this committee, if it is ever set up, would have major implications for pollution control. In the entire media reportage, two things have got lost. One, the Supreme Court is not promoting CNG, LSD or any other fuel but is trying to clean up the air of Delhi and hopefully set a model for the rest of urban India suffering from serious air pollution. Two, there is already a report prepared by an Inter-Ministerial Task Force for evolving a policy and road map on fuel quality, submitted only a few months ago, but is gathering dust. Now petroleum minister (or should I say, monopolist) Ram Naik wants yet another committee. The automobile industry is currently producing Euro II cars for the National Capital Region under the orders of the Supreme Court. These vehicles were to come to India in 2005. Slowly, these vehicles are being introduced into the four metros across the country with the availability of Euro II petrol and diesel. But the rest of the country will benefit from Euro II vehicles and fuels, believe it or not, only by 2005, nine years behind Europe - which already has reasonably clean air and a pretty stable urban human and vehicular population. Our refineries will continue to produce Euro I quality diesel and petrol till then. The road map committee offered two suggestions. One, refineries should produce Euro III petrol and diesel (350 ppm sulphur diesel, introduced in Europe in 2000) for six metro-cities (Delhi, Kolkata, Mumbai, Chennai, Hyderabad and Bangalore) by 2005. But, the second option, which it considered more desirable (because the first option would hardly reduce pollution) is to introduce Euro-III fuels across the country by 2005 and ultra-low sulphur diesel (ULSD) with 10 ppm sulphur for the metrocities by then. But six months have gone by since this exercise was conducted. Naik's ministry has not even cared to respond. If there is no effort by his ministry to deal with pollution problems, then what else can we expect, but the Supreme Court ordering CNG for the Delhi's bus fleet despite Naik's discomfiture over CNG. Even Chandrababu Naidu has announced that he would like to move all Hyderabad buses to liquefied petroleum gas (LPG) and CNG, having been deeply impressed by the CNG buses that he saw in Beijing. If there is any benefit from globalisation, it is that a nation can avail of the latest technology worldwide. With so many global auto players now operating in India, they can easily be forced to improve the emissions of their vehicles. The Society of Indian Automobile Manufacturers (SIAM) has already presented a road map for vehicular emissions. This road map can be greatly improved but even this cannot move ahead unless Naik is prepared to give the corresponding fuel. Unfortunately, Naik is not the only anti-environment minister. His colleague, B C Khanduri, who runs the Ministry of Road Transport and Highways is another one. At a meeting in January this year, Central Pollution Control Board (CPCB) chairperson asked whether there was any problem in imposing stringent fuel and vehicle standards for air pollution hotspots like the Indian metros in advance of the rest of the country. Representatives of the automobile industry made agreeable noises. But the MRTH representative protested. "Such norms would open up a Pandora's box and other state governments and high courts would demand similar norms." After that the auto and petroleum industry representatives shut up. Either we meet the air pollution challenge or we just forget it. This debate over CNG vs diesel is quite puerile. We know that India has allowed millions to die because of lack of food and clean water over the last 50 years. Why doesn't Naik simply say: What does it matter if a million or more die because of air pollution? The statistics will not even say so. They will call these murders by innocuous names like cancer, asthma and heart problems. The problem is simple: The hon'ble minister Naik does not believe that pollution or public health is an issue for governance. He has produced LSD, Euro II diesel, call it what you want, and that's it. This problem runs through his ministry. A few years ago, the Environment Pollution Control Authority (EPCA) had gone to see the then petroleum secretary, T Vijayraghavan, to plead for rapid cleaning up of petroleum fuels. The secretary left everyone speechless when he asked, "Is air pollution really a serious problem in Delhi?" Nothing obviously came out of the meeting. Sometimes I truly wonder: Are we chasing some chimera? Why doesn't Naik simply say: What does it matter if a million or more die because of air pollution? - Anil Agarwal (This article is also available online at http://www.cseindia.org/html/dte/dte20010930/dte_edit.htm ************************************************* Visit our website at www.cseindia.org and check out what's new. Our website carries our science and environment fortnightly Down To Earth, a daily environment news flash by subject categories, a catalog of books and publications that are available, and all of our recent press releases. We also give regular updates on all of our campaigns on topics like vehicular pollution, climate change, biodiversity, water resources, wildlife, forests, environment education etc. Our online library of books, journals, images and videos is searchable through a thesaurus of environmental keywords at http://data.cseindia.org We are also looking for reciprocal linking to other website in this area. Let us know your website address and we would be happy to link to you. Please feel free to forward this message to other interested individuals. Past archives of this bulletin are available at http://www.cseindia.org/html/au/au6.htm ... ************************************************* Sucheta Sharma Website Unit Centre for Science and Environment ********************************************************** Centre for Scince and Environment 41, Tughlakabad Institutional Area New Delhi - 110 062 INDIA Ph : 6081110, 6083394, 6081124, 6086399 REPLY TO SUCHETA EXTENSION 270 ********************************************************** **************************************************************** CENTRE FOR SCIENCE AND ENVIRONMENT ( CSE ) 41, TUGHLAKABAD INSTITUTIONAL AREA, NEW DELHI- 110 062 TELE: 608 1110, 608 1124 608 3394, 608 6399 FAX : 91-11-608 5879 VISIT US AT: http://www.cseindia.org Email: webadmin@cseindia.org **************************************************************** From geobpa at nus.edu.sg Sat Oct 6 12:15:07 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Sat, 6 Oct 2001 11:15:07 +0800 Subject: [sustran] FW: CAR BUSTERS BULLETIN #28 Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0B86F56D@exs04.ex.nus.edu.sg> I won't forward the whole bulletin to sustran-discuss but for those who are interested the latest CAR BUSTERS BULLETIN (from the CAR BUSTERS Magazine and Resource Centre in the Czech Republic) can be seen (or should be soon) at http://carbusters.ecn.cz The headlines: - WARNING! / ABOUT THIS BULLETIN - WORLD CAR-FREE DAY WRAP-UP - ?ROADKILL BILL? BOOK COMING SOON - ?CAR-TOONS? SECOND PRINT RUN - SUBMISSIONS FOR CARBUSTERS MAG. 13 - GRAPHICS BOOK TO BE UPDATED, DIGITALIZED - WEB SITE IMPROVED (THANKS, PETR!) - MEDIEVAL URBAN DESIGN IN MOROCCO TRIP - PRAGUE CRITICAL MASS! - BALKAN UNITY BIKE TOUR WRAP-UP - NEW CAR BUSTERS STAFF / JOB OPENINGS - ERRATA: DETOUR CORRECTION - DISCLAIMER From kisansbc at vsnl.com Sun Oct 7 10:31:21 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sun, 7 Oct 2001 07:01:21 +0530 Subject: [sustran] [sustran] Update on Bangalore Mysore Infrastructure Corridor Project issue Message-ID: <001101c14ecf$c5dee300$0e4bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: Cc: <>; <>; Sent: Saturday, October 06, 2001 8:27 PM Subject: [sustran] update on Bangalore Mysore Infrastructure Corridor Project issue > Dear Leo, Paul and Sustran Colleagues, > > Ref emails of Leo Saldanha and Paul Barter giving update on the > Bangallore-Mysore Infrastructure Corridor Project. > > Leo and colleagues have done a real good job in getting the National Human > Rights Commissioner > take interest and issue notice to the Karnatak Government. Public Hearings > as evolved by the Central Ministry of Environment and Forests are > an eye wash. The way they are conducted are an > insult to the concept. A District Collector who has nothing to do with > Project implementation or is not concerned with the environment conducting > Public Hearings defeats the concept of Public Hearing. Though financial > viability is as relevant as > environment protection, the Presiding Officer does > not allow questions on financial aspect. We cannot raise questions as to > who will benefit, who will pay > for the project and why public exchequer created > from common man's taxes should be burdened with the cost of such projects. > > The Maharashtra Government has set up > Maharashtra State Road Development Corporation (MSRDC) to take up > construction of roads, flyovers, elevated roads, expressways. The MSRDC > built > 50 and odd flyovers in Mumbai at a cost of Rs 20 billion (true figures never > disclosed) at a time when > Mumbai's local authorities were negotiating for the World Bank assistance > for the Mumbai Urban Transport Project (MUTP II). The WB withdrew > on seeing that measures envisaged under > MUTP II were getting obliterated. So Mumbai > is huddled with unwanted dangerous flyovers > and non-car users undergoing serious hardship. > > A matter that may be of interest to you, Leo, in > your present challenge, is the development of > Mumbai-Pune Expressway (MPE) on a hush hush basis. The MSRDC planned, > publicised and > rushed through MPE. Out of 165 km distance between Mumbai and Pune, the > MPE covers 80-90 > km requiring motorists to fend their way through > highly crowded balance 75 km killing pedestrians. > The MPE has become serious accident hazard for motorists (as pedestrians are > not allowed) killing > five to six vehicle users a week. > > The State Finance Minister now admitted that toll motorists pay does not > even cover even > the interest charges payable on Rs 16 billion > spent. What to talk of other costs connected to maintenance of the > expressway? > > We had at the time of project planning suggested > that with Rs 20 billion provided for the MPE, new > bullet type train service with separate tracks can > be set up to cover the entire distance in 90 minutes > and to take commuters in busy midtowns. Many more people than the motorists > would avail of the facility. > This alternative was rejected outright because the MSRDC are basically road > builders. > > Maharashtra Government is under severe financial strain. So called > progressive Maharashtra added population at a rate higher than the national > average > (Census of India March 2001), has low literacy, hopeless public health > levels. About 60% of Maharashtra's villages suffer from drinking water > scarcity, high starvation death rate. . > > You can use this example of how craze for roads (sophisticated gargon > `infrastructure' foisted by WB/IMF) can ruin the government and people. > I can send zerox of Maharashtra Finance > Minister's public admission and my letter that > I am drafting at present. The MPE included development of two urban centres > to finance, > they claim, the cost of expressway. Now with > the State poorer by Rs 16 billion, the question of creating urban centres is > shelved. So this is > how public projects are mooted and implemented. > > In any case, Bangalore-Mysore is well connected > by train service. This can be upgraded if > necessary so that everybody using the corridor > can benefit. Added benefit to all and lower pollution. > Best wishes. > > Kisan Mehta kisansbc@vsnl.com > > ---- Original Message ----- > From: Paul Barter > To: > Sent: Saturday, October 06, 2001 7:25 AM > Subject: [sustran] FW: update on angalore Mysore Infrastructure Corridor > Project issue > > > -----Original Message----- > From: Environment Support Group [mailto:esg@bgl.vsnl.net.in] > Sent: Thursday, 4 October 2001 5:38 > To: sustran@po.jaring.my > > Subject: NHRC directs review by Karnataka Chief Secretary on Human Rights > Violations in BMIC > Public Hearings > > > Dear Friends, > > > > India's National Human Rights Commission has issued a directive to the > Karnataka > > Chief Secretary to take "appropriate" action on human rights violations > during > > the Environmental Public Hearings held as part of the clearance process of > the > > Bangalore Mysore Infrastructure Corridor Project. The project is > presently estimated > > to cost over Rs. 4,000 crores or approx. US$ 1 billion, and involves the > construction > > of five major cities and an Expressway between Bangalore and Mysore > cities. > > > > You will recall, that during July 2000 there was widespread condemnation > of the > > Karnataka Government's selective and brutal arrests of citizens and > representatives > > of civil society groups who demanded access to social, environmental and > techno-economic > > information on this massive project in order that the Hearings held were > meaningful > > exercises. ESG initiated a letter campaign to the Chief Minister of > Karnataka > > and as a result of the combined pressure Mr. Krishna assured that an > enquiry > into the incident would be conducted. The enquiry was never initiated > however, > > and we then appealed to the National Human Rights Commission (NHRC). The > present directive is a result of this process. > > > > The Indian Ministry of Environment and Forests appeared convinced that the > Hearings > > had not been held fairly. Aware of the NHRC review underway, it had even > publicly > > acknowledged that it would perhaps not accord environmental clearance to > the project under the circumstances. The Ministry however, did an volte > face on this commitment and during August this year extended a conditional > environmental > > clearance to the project. Curiously the clearance applied only to the > Expressway > > component, a small part of the BMIC Project. The Ministry thus shirked its > responsibility > > in reviewing the wider impacts such as displacement from over 170 villages > and > > the widespread environmental impacts of the townships proposed. > Ironically the attack on citizens participating in Statutory Public Hearings > was at a time when the Karnataka Government was projecting itself as an > adminstration > > that values transparency and was even holding consultations towards > legislating > > the Right to Information Act. If there was an opportunity to demonstrate > the > > State's intentions of ensuring transparency in decision making, it was in > conceding > > the just demand of citizens across Bangalore, Mandya and Mysore districts > to > access information on the project. Having thus failed, the Government > stands > > exposed as regards its sincere commitment to ensuring transparency. > > > > The NHRC directive now provides both the State and Central Governments an > opportunity > > to support fair and full discussion on this Project by holding the > Statutory > > Public Hearings again. Not only would this help set right the grave > wrongs committed, > > but would even demonstrated the Government's true commitment to ensuring > transparency > > in decision making. Our appeal to the Chief Secretary of Karnataka in > this regard, > > along with a Press Release on the matter, is enclosed. > > > > Meanwhile the campaign demanding the BMIC Project be scrapped, led by the > Karnataka > > Vimochana Ranga initiated BMIC Virodhi Okkoota (BMIC Opposition > Federation), > > is gaining momentum. To demonstrate wide public support to this demand, a > "Bundh" > > (Public Strike) of Mandya city has been called on 6th October to protest > against > > the continuing support of the Government to this highly controversial and > questionable project. > > > > Your continuing support and interest in this campaign is highly valued by > all and we thank you for your cooperation and support. > > > > Best regards > > > > Leo F. Saldanha > > Coordinator > > Environment Support Group > > > > PS: More details about the Project, its impacts and the ongoing Campaign > against > > the BMIC project please visit: > > . > > (long supporting documentation snipped) > > > > From pendakur at interchange.ubc.ca Tue Oct 9 02:35:33 2001 From: pendakur at interchange.ubc.ca (V. S. Pendakur) Date: Tue, 9 Oct 2001 01:35:33 +0800 Subject: [sustran] Re: [sustran] Update on Bangalore Mysore Infrastructure Corridor Project issue References: <001101c14ecf$c5dee300$0e4bc5cb@r4v7p2> Message-ID: <008301c15024$8eb42560$1c5e17cf@notebook> We seem to be getting only the negative part of this project. A discussion group can only with input from all aspects. What the positives? Cheers. Setty. Reply email:pendakur@interchange.ubc.ca Dr. V. Setty Pendakur, Professor Emeritus (Planning) and Adjunct Professor (Engineering), University of British Columbia President, Pacific Policy & Planning Associates 1099 Marinaside Crescent--#702 Vancouver, BC, Canada V6Z 2Z3 Ph:604-263-3576; Fax:604-263-6493 ----- Original Message ----- From: kisan mehta To: sustran-discuss Cc: ; ; Sent: October 7, 2001 9:31 AM Subject: [sustran] [sustran] Update on Bangalore Mysore Infrastructure Corridor Project issue > > ----- Original Message ----- > From: kisan mehta > To: > Cc: <>; <>; > Sent: Saturday, October 06, 2001 8:27 PM > Subject: [sustran] update on Bangalore Mysore Infrastructure Corridor > Project issue > > > > Dear Leo, Paul and Sustran Colleagues, > > > > Ref emails of Leo Saldanha and Paul Barter giving update on the > > Bangallore-Mysore Infrastructure Corridor Project. > > > > Leo and colleagues have done a real good job in getting the National Human > > Rights Commissioner > > take interest and issue notice to the Karnatak Government. Public > Hearings > > as evolved by the Central Ministry of Environment and Forests are > > an eye wash. The way they are conducted are an > > insult to the concept. A District Collector who has nothing to do with > > Project implementation or is not concerned with the environment > conducting > > Public Hearings defeats the concept of Public Hearing. Though financial > > viability is as relevant as > > environment protection, the Presiding Officer does > > not allow questions on financial aspect. We cannot raise questions as to > > who will benefit, who will pay > > for the project and why public exchequer created > > from common man's taxes should be burdened with the cost of such > projects. > > > > The Maharashtra Government has set up > > Maharashtra State Road Development Corporation (MSRDC) to take up > > construction of roads, flyovers, elevated roads, expressways. The MSRDC > > built > > 50 and odd flyovers in Mumbai at a cost of Rs 20 billion (true figures > never > > disclosed) at a time when > > Mumbai's local authorities were negotiating for the World Bank assistance > > for the Mumbai Urban Transport Project (MUTP II). The WB withdrew > > on seeing that measures envisaged under > > MUTP II were getting obliterated. So Mumbai > > is huddled with unwanted dangerous flyovers > > and non-car users undergoing serious hardship. > > > > A matter that may be of interest to you, Leo, in > > your present challenge, is the development of > > Mumbai-Pune Expressway (MPE) on a hush hush basis. The MSRDC planned, > > publicised and > > rushed through MPE. Out of 165 km distance between Mumbai and Pune, the > > MPE covers 80-90 > > km requiring motorists to fend their way through > > highly crowded balance 75 km killing pedestrians. > > The MPE has become serious accident hazard for motorists (as pedestrians > are > > not allowed) killing > > five to six vehicle users a week. > > > > The State Finance Minister now admitted that toll motorists pay does not > > even cover even > > the interest charges payable on Rs 16 billion > > spent. What to talk of other costs connected to maintenance of the > > expressway? > > > > We had at the time of project planning suggested > > that with Rs 20 billion provided for the MPE, new > > bullet type train service with separate tracks can > > be set up to cover the entire distance in 90 minutes > > and to take commuters in busy midtowns. Many more people than the > motorists > > would avail of the facility. > > This alternative was rejected outright because the MSRDC are basically > road > > builders. > > > > Maharashtra Government is under severe financial strain. So called > > progressive Maharashtra added population at a rate higher than the > national > > average > > (Census of India March 2001), has low literacy, hopeless public health > > levels. About 60% of Maharashtra's villages suffer from drinking water > > scarcity, high starvation death rate. . > > > > You can use this example of how craze for roads (sophisticated gargon > > `infrastructure' foisted by WB/IMF) can ruin the government and people. > > I can send zerox of Maharashtra Finance > > Minister's public admission and my letter that > > I am drafting at present. The MPE included development of two urban > centres > > to finance, > > they claim, the cost of expressway. Now with > > the State poorer by Rs 16 billion, the question of creating urban centres > is > > shelved. So this is > > how public projects are mooted and implemented. > > > > In any case, Bangalore-Mysore is well connected > > by train service. This can be upgraded if > > necessary so that everybody using the corridor > > can benefit. Added benefit to all and lower pollution. > > Best wishes. > > > > Kisan Mehta kisansbc@vsnl.com > > > > ---- Original Message ----- > > From: Paul Barter > > To: > > Sent: Saturday, October 06, 2001 7:25 AM > > Subject: [sustran] FW: update on angalore Mysore Infrastructure Corridor > > Project issue > > > > > > -----Original Message----- > > From: Environment Support Group [mailto:esg@bgl.vsnl.net.in] > > Sent: Thursday, 4 October 2001 5:38 > > To: sustran@po.jaring.my > > > Subject: NHRC directs review by Karnataka Chief Secretary on Human > Rights > > Violations in BMIC > > Public Hearings > > > > > Dear Friends, > > > > > > India's National Human Rights Commission has issued a directive to the > > Karnataka > > > Chief Secretary to take "appropriate" action on human rights violations > > during > > > the Environmental Public Hearings held as part of the clearance process > of > > the > > > Bangalore Mysore Infrastructure Corridor Project. The project is > > presently estimated > > > to cost over Rs. 4,000 crores or approx. US$ 1 billion, and involves the > > construction > > > of five major cities and an Expressway between Bangalore and Mysore > > cities. > > > > > > You will recall, that during July 2000 there was widespread condemnation > > of the > > > Karnataka Government's selective and brutal arrests of citizens and > > representatives > > > of civil society groups who demanded access to social, environmental and > > techno-economic > > > information on this massive project in order that the Hearings held were > > meaningful > > > exercises. ESG initiated a letter campaign to the Chief Minister of > > Karnataka > > > and as a result of the combined pressure Mr. Krishna assured that an > > enquiry > > into the incident would be conducted. The enquiry was never initiated > > however, > > > and we then appealed to the National Human Rights Commission (NHRC). > The > > present directive is a result of this process. > > > > > > The Indian Ministry of Environment and Forests appeared convinced that > the > > Hearings > > > had not been held fairly. Aware of the NHRC review underway, it had > even > > publicly > > > acknowledged that it would perhaps not accord environmental clearance to > > the project under the circumstances. The Ministry however, did an volte > > face on this commitment and during August this year extended a conditional > > environmental > > > clearance to the project. Curiously the clearance applied only to the > > Expressway > > > component, a small part of the BMIC Project. The Ministry thus shirked > its > > responsibility > > > in reviewing the wider impacts such as displacement from over 170 > villages > > and > > > the widespread environmental impacts of the townships proposed. > > Ironically the attack on citizens participating in Statutory Public > Hearings > > was at a time when the Karnataka Government was projecting itself as an > > adminstration > > > that values transparency and was even holding consultations towards > > legislating > > > the Right to Information Act. If there was an opportunity to > demonstrate > > the > > > State's intentions of ensuring transparency in decision making, it was > in > > conceding > > > the just demand of citizens across Bangalore, Mandya and Mysore > districts > > to > > access information on the project. Having thus failed, the Government > > stands > > > exposed as regards its sincere commitment to ensuring transparency. > > > > > > The NHRC directive now provides both the State and Central Governments > an > > opportunity > > > to support fair and full discussion on this Project by holding the > > Statutory > > > Public Hearings again. Not only would this help set right the grave > > wrongs committed, > > > but would even demonstrated the Government's true commitment to ensuring > > transparency > > > in decision making. Our appeal to the Chief Secretary of Karnataka in > > this regard, > > > along with a Press Release on the matter, is enclosed. > > > > > > Meanwhile the campaign demanding the BMIC Project be scrapped, led by > the > > Karnataka > > > Vimochana Ranga initiated BMIC Virodhi Okkoota (BMIC Opposition > > Federation), > > > is gaining momentum. To demonstrate wide public support to this demand, > a > > "Bundh" > > > (Public Strike) of Mandya city has been called on 6th October to protest > > against > > > the continuing support of the Government to this highly controversial > and > > questionable project. > > > > > > Your continuing support and interest in this campaign is highly valued > by > > all and we thank you for your cooperation and support. > > > > > > Best regards > > > > > > Leo F. Saldanha > > > Coordinator > > > Environment Support Group > > > > > > PS: More details about the Project, its impacts and the ongoing > Campaign > > against > > > the BMIC project please visit: > > > . > > > (long supporting documentation snipped) > > > > > > > > > From geobpa at nus.edu.sg Tue Oct 9 09:41:40 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Tue, 9 Oct 2001 08:41:40 +0800 Subject: [sustran] FW: Bogota item from latest MOBILIZING AFRICA #7 Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0B86F575@exs04.ex.nus.edu.sg> Bogota is not in Africa obviously. But there is a particularly interesting item on the city from the latest Mobilizing Africa newsletter. -----Original Message----- ... MOBILIZING AFRICA A Bi-Weekly Bulletin from ITDP and Africa Sustainable Transport (SusTran) Advocates ============================================================= Electronic Edition Number 7 October 5, 2001 ============================================================= HEADLINES ============================================================== * NEW INVESTMENT FUND TARGETS AFRICA'S BIKE DEALERS * BOGOTA'S MIRACLE: WHAT LESSONS FOR AFRICAN CITIES? * TUK-TUKS FOR ZIMBABWE? * GROUP CYCLES 550KM TO SPREAD AIDS MESSAGE * SWAZILAND: LUXURY CARS JUSTIFIED SAYS MINISTER ============================================================== * The Fall 2001 edition of Sustainable Transport Magazine is now available. To receive a complimentary copy, or to send a complimentary copy to an influential policy maker, please send us a message. ** To learn more about ITDP visit http://www.itdp.org *** To submit your articles to Mobilizing Africa, or to (un)subzcribe: steely@igc.org ...snip... * * * BIKE USE IN BOGOTA JUMPS 900%, BOOSTS LOCAL RETAILERS Bogot?, COLOMBIA-- Sales of Trek, GT, Schwinn, Bianchi and Giant have increased 80% at Bici Ruta, a bike retailer in Bogot?, Colombia. Bici Ruta is not the only retailer who is selling increasing numbers of bikes and accessories; business is booming for bike dealers throughout Bogot?, a city of 7 million people. Why the sudden jump? This year, Bogot? completed a network of "Ciclo-Rutas", 300 kilometers of bicycle paths, the most extensive dedicated bike path network in the world. The new paths, coupled with other bike promotion measures, have caused a 900% increase in cycling. In 1997 only 0.5% of the population used the bicycle as a means of transportation, today more than 5% do it. Other strategies that have led to the growth of cycling in Bogot? include a crack down on cars parking on public space, and the "Ciclovia", a policy by which all cars are banned from 120 kilometers city's main arteries on Sundays and holidays, opening the streets to up to 2 million cyclists, walkers, and roller-bladers. The popular Enrique Pe?alosa, who because of term limits recently stepped down as Mayor of Bogot?, was the primary force behind these and other pro- bicycle measures. On Thursday, February 24, 2000 Mayor Pe?alosa carried out Bogota's first Car Free Day, a day in which no cars were allowed to circulate in the entire urban area (32,000 hectares). During 13 hours, from 6:30 AM to 7:30 PM, about 6,5 million people moved in public transit, bicycles, roller blades, taxis and by foot. On this workday 98% of all activities functioned normally. Indeed, many businesses reported increased sales. Due to these visionary efforts, Mayor Pe?alosa was recently awarded the prestigious Stockholm Challenge Prize. A bus rapid transit system called TransMilenio was also launched in December 2000. 160-passenger buses run through exclusive corridors. The system is integrated with the Ciclo-Ruta network, TransMilenio's main stations are provided with bicycle parking facilities. In a referendum held on October 29, 2000, Mayor Pe?alosa asked citizens if they wanted to have a Car Free Day every year the first Thursday of February and whether they wanted to prohibit all cars circulation at peak hours (6 AM to 9 AM and 4:30 PM to 7:30 PM) by the year 2015. Both proposals were approved, which means that Bogot? is becoming the first Car Free City in the world. "Mayor Pe?alosa's policies have positively affected my business; I have increased sales as well as the mechanical service. People have become passionate about bicycles; they buy accessories to repair or improve their bikes, sport clothes, hamlets, gloves, etcetera," said Carlos Torrado, the owner of Bici Ruta. According to Torrado, who in addition to Trek, Gary Fischer, GT, Schwinn, and Bianchi carries his own line of "Torrado" bicycles, monthly sales have jumped 80%, to US$ 9,900 per month in one year "It has become a trend for parents and their children who go together to the Ciclovia or the Bike Paths. I have seen cases in which the father buys a bicycle for his son and then buys one for himself and another one for his wife, so they can enjoy bicycling together," continued Torrado. Oscar Edmundo Diaz, who is currently employed at the Institute for Transportation and Development Policy (ITDP), an international bike advocacy group based in New York City, gave a seminar to industry leaders at this year's Interbike trade show. "This is a perfect example of how pro-bicycle policies and infrastructure can yield significant increases in sales for the bike industry," said Diaz. Mr. Diaz, before he came to ITDP, was Mayor Pe?alosa's Special Advisor on Foreign Affairs. "Now that I am at ITDP, I am working to convince other cities around the world adopt the same things that have worked so well in Bogot?." The Bogot? model has been studied with interest by other Latin American capital cities such as Lima, Quito, Santiago de Chile, Panama City and Guatemala City. ... other items snipped ... MOBILIZING AFRICA #7 * * * ---------------------------------------------------------- MA#7 Editor: Paul S. White steely@igc.org ---------------------------------------------------------- Institute for Transportation and Development Policy (ITDP) 115 West 30th Street, New York, NY 10001 tel. (212) 629-8001 fax (212) 629-8033 mobility@igc.org Paul Steely White Director, Africa Programs Institute for Transportation & Development Policy (ITDP) 115 W. 30th St. Suite 1205, New York, NY 10001 Tel +212 629 8001, Fax -8033, www.ITDP.org From kisansbc at vsnl.com Tue Oct 9 10:18:57 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 9 Oct 2001 06:48:57 +0530 Subject: [sustran] Viability and Relevance of Expressways Message-ID: <001a01c15060$5f9ea700$434bc5cb@r4v7p2> Dear Friend, I am giving my response to Mr Jayant Patil, Minister for Finance of the Government of Maharashtra that the Mumbai-Pune Expressway has become financially unviable. This was already pointed to the Government prior to undertaking the construction. I shall appreciate your publishing the same in your esteemed newspaper. The Government of Maharashtra(GOM), following the dictats of the World Bank/IMF to the Government of India, has been blindly constructing highways, expressways, flyovers in Maharashtra. The GOM has set up a fully owned corporation, Maharashtra State Road Development Corporation (MSRDC) for taking up construction of roads throughtout the state and more particularly in metro cities and links between metros. The one that has come up is about 80-90 km sector in the Mumbai Pune Road, which they term as Mumbai Pune Expressway at the cost of Rs 1,600 crores (Rs 16 billion). The MSRDC collects toll for this sector of expressway. We had then proposed to the GOM to build a fullfledged bullet type train service which will bring the commuters to their destination within 75-90 minutes. Our suggestion was not considered. The GOM Finance Minister has for the first time admitted that the Expressway has proved to be financially unviable, not to talk of immense damage to the environment. With a very low car ownership and car owners having not to pay anything for construction and use of roads, the Expressway is highly underutlised. The MSRDC has a plan to build West Island Expressway in the crowded and congested southern part of Mumbai. The cost has gone from Rs 165 crores to now 5,000 to 7,000 crores. The expressway will be used by max 20,000 cars in 2011. We have addressed a letter to the Finance Minister to drop this project on the basis of unsavoury experience on Mumbai- Pune Expressway. This may be useful for stopping construction of flamboyant unviable programmes including Bangalore- Mysore Infrastructure Corridor. Best wishes. My letter to the Shri Jayant Patil, Finance Minister Shri Jayant Patil Minister for Finance Government of Maharashtra Mantralaya MUMBAI 400 032 Dear Shri Patil, Viability and Relevance of Public Projects The Times of India of 2 October 2001 carries a report on the interaction organised by Maharashtra Economic Development Council where you are reported to have stated that Mumbai-Pune Expressway (MPE) has proved to be financially non-viable. Toll collected from the vehicles falls very much short of even the interest cost of Rs 240 crores payable on Rs 1,600 crores spent for the project. As the Finance Minister, you know that many other costs need to be taken into account to decide the financial and environmental viability of projects undertaken by the State in the name of benefitting the community and/or even the motorists in this case. If other relevant costs are added up, you will conclude that construction of the MPE was Maharashtra Government's biggest blunder. With your deep understanding of public affairs, it is improbable that you have not noticed that not a single project undertaken by the Maharashtra State Road Development Corporation (MSRDC) is financially viable, disregarding for the moment the environmental and social costs incurred in the MSRDC taking up disastrous projects. Environmental Impact Assessment (EIA) studies have not been taken for none of the projects undertaken to help the motorists. Ministers and the government have given unrestricted licence to the MSRDC to take up projects in areas that do not belong to the Government like Mumbai, Pune, Nagpur etc where there is no legal duty or ethical liability on the government or the MSRDC to meddle. The concept of local self government, so well nurtured over decades has been given a go bye. This infringement has damaged beyond repair the public interest and public good. You are aware that the MSRDC embarked without any need on a programme for constructing 50 and odd flyovers and elevated roads costing over Rs 2,000 crores when the MMRDA, Indian Railways, Municipal Corporation of Greater Mumbai, BEST Undertaking and Mumbai Police were negotiating with the World Bank for assistance for the MUTP II which met citizens' need for better public transport. The WB withdrew from the MUTP II on learning about MSRDC's unwarranted intervention. We have not been able to take up the MUTP II due to constant financial crunch. Not only all flyovers are financially and environmentally unviable, they have damaged the ultimate interests of Maharashtra. Mumbai's traffic and transport problems have since worsened. Hardship of the common man has multiplied. This has disabled the Maharashtra Government from taking up more urgent projects like stopping starvation deaths and providing water to thirsty Maharashtrians. Maharashtra has the highest number of starvation deaths in India. As if this is not enough for the Maharashtra Ministers to understand the damage to the economy and to the people of Maharashtra, Ministers have asked the MSRDC to pursue West Island Freeway (WIF) in Mumbai's Island City. Cost of the Bandra-Gateway of India project originally estimated at Rs 165 crores is now likely to be anything between Rs 5,000 to 7,000 crores depending on the number of cable stayed pre-stressed bridges to be put up. Number of vehicles likely to avail this facility even in the year 2011 is estimated at 20,000 a day only. What is the financial viability of this project and which of the motorists you wish to serve at public cost? The Maharashtra Government and MSRDC do not care to place the basic data before citizens who have a stake in Mumbai's well-being. We understand that the project shall require three to four towers of 200 metre height erected in the sea in front of Shivaji Park, Haji Ali, Girgaum Chowpatty and Mantralaya. It will bring the Raj Bhavan, Ministers' bungalows and Government offices in easy firing range of the enemy. Towers will make Mumbai easy target of Pakistan's land to land missiles developed with the US/China assistance. Towers even damaged (and not broken down) by enemy action will collapse with thousands of vehicles and occupants sinking in the sea. Many more thousands of people in the nearby areas will die. In addition to the financial disaster, the Government is deliberately contributing to irreparable damage to Mumbai, much larger than what one recently witnessed in New York and Washington. You know that motorists are not going to bear the cost of constructing the WIE. In fact the Maharashtra Government has directed the Municipal Corporation to stop charging the paltry wheel tax at a rate fixed 70 years ago to help motorists while users of public transport are required to pay 120 times the fare. May we request you to make public the financial viability studies of the WIE and get the Cabinet decision to ask the MSRDC to stop construction of not only of the WIE and also all programmes throughout Maharashtra and its cities. The irresponsible and secretive working of the MSRDC so far requires total closing down of the MSRDC. Sooner the Government acts to close down the MSRDC, the better it would be not only for Maharashtra but for India. Mumbai's 12 million people would be saved from the provocative enemy action. Closing down of the MSRDC will give Maharashtra financial liquidity to take up socially more important and urgent projects in the State. We are ready to talk with and explain to you, Chief Minister and other Ministers as well as with government officials if you still have doubts in our submission. The US and Western Powers have already through the UK Prime Minister clarfied that attacking terrorism widely prevalent in India is not on their agenda. Attack on Bin Laden and Taliban is bound to increase terrorism in our country now. Any Indian concerned about the well-being of Indians will not embark on programmes likely to bring disasters and more disasters for the people. We await your prompt response. Yours sincerely Kisan Mehta President Save Bombay Committee 620 Jame Jamshed Road, Dadar East, MUMBAI 400 014 Tel: 00 91 22 414 9688 Fax: 00 91 22 415 5536 Email: kisansbc@vsnl.com Encl: Copy of the Times of India Report Times of India, Mumbai dated October 02, 2001 TRAFFIC PROJECTIONS GO AWRY: EXPRESSWAY PROVES NON-VIABLE By Vidyadhar Date Times News Network MUMBAI: The Mumbai-Pune expressway is proving to be financially non-viable. The Maharashtra State Road Development Corporation, which had invested Rs 1600 crore in the Project and has to bear an annual interest burden of Rs 240 Crore, stands to get only Rs 28 Crore annually by way of toll. According to finance minister Jayant Patil, traffic projections for the expressway have gone awry. The traffic should have increased but has actually gone down. And this has happened in the most advanced part of the state and in spite of the fact that the expressway had been built to the international standards. The finance minister made these observation during an interaction with representatives of McKinsey & Company, which has recommended to the Centre measures to improve the Indian economy, and leaders of business and industry organised by the Maharashtra Economic Development Council. The minister said he supported privatisation and liberalisation but pointed out unhappy experiences regarding certain projects, including Enron. He said several questions regarding the Enron project had been raised at the Indian Institute of Management, Ahmedabad. It was strange that in this case the private sector had not taken any responsibility or risk, he said, adding that the Government was now in a piquant situation-"it cannot get out of the project nor can it afford to go along with it." The Government would not have money to buy coal for other projects of the State Electricity board or to pay wages to the employees of those projects if the second phase came up, he said. Clarifying that he was not against privatisation, Mr. Patil said the government was facing some problems and would like to consult McKinsey on these issues. Shirsih Sankhe, partner of McKinsey said the Enron mess could be attributed to the lack of competition. The project had been finalised without competition, he said. Elsewhere, privatisation of the power sector had worked out, he said, adding that in Mexico, where in consultancy, privatisation had brought down the cost of power. However, the minsiter pointed out the privatisation of the electricity sector in Andhra Pradesh and Orissa was also not encouraging. The Maharashtra State Electricity Board was doing well till a few years ago, he added. He also questioned the need for a second international airport for Mumbai. "It is fashionable to talk about the second international airport but the question is whether the present airport itself is being used to its full capacity. Unless, there is growth in other sectors, there is no need for another airport, he said. -----xxx----- -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011009/38f1c1e3/attachment.htm From kisansbc at vsnl.com Tue Oct 9 11:12:33 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 9 Oct 2001 07:42:33 +0530 Subject: [sustran] Update on Bangalore Mysore Infrastructure Corridor Project issue References: <001101c14ecf$c5dee300$0e4bc5cb@r4v7p2> <008301c15024$8eb42560$1c5e17cf@notebook> Message-ID: <008601c15067$dc5fbd40$434bc5cb@r4v7p2> Dear Setty, Leo, Paul, and Sustranfriends, This is in response to your email received this morning. As a Sustran colleague you will receive my email sent this morning to esg and copied to Sustran. In India, with low car ownership and 40% of our people living below poverty line, the positive is that we first attack poverty and ensure minimum living level to our people, In one year, a good number of people died due to starvation and many moreare facing water shortage and food shortage in India, Maharashtra leading. Our government claims that we are selfsufficient in food. Have we checked whether all have an access to food and water, forget shelter. Bangalore-Mysore are well connected by a railway service. We need tp upgrade this service. Motor roads do not provide access to all. What we need is strengthening our railway services so that larger number of our people have access to fast travel. With population now over one billion, only 14 million train journeys take place in this country with 40% arising in the Mumbai region. Even in Mumbai,car occupancy is 1.6 persons while our public road buses and suburban railways run with suffocating crowding. In this situation, the positive is that we care for the people and not for a small sector. You will see from my despatch this morning to the esg and sustran, Mumbai Pune Expressway has proved to be unviable financially which means that non-motorists pay for the construction and maintenance of expressways. Conditionis certainly are different in the US with car ownership of average 1.75 persons per car. I would be most happy to know your response in the situation existing in India and poor countries. They are being bled in the name of providing infrastructure for globalisatrion and free market. Kellogs and Nestle are marketing potato chips at Rs160 a kg while we can make them in our home at less than Rs 20. This is free market access. Best wishes. Kisan Mehta kisansbc@vsnl.com ----- Original Message ----- From: V. S. Pendakur To: Cc: ; ; Sent: Monday, October 08, 2001 11:05 PM Subject: Update on Bangalore Mysore Infrastructure Corridor Project issue > We seem to be getting only the negative part of this project. A discussion > group can only with input from all aspects. What the positives? > > Cheers. Setty. > Reply email:pendakur@interchange.ubc.ca > Dr. V. Setty Pendakur, Professor Emeritus (Planning) and > Adjunct Professor (Engineering), University of British Columbia > President, Pacific Policy & Planning Associates > 1099 Marinaside Crescent--#702 > Vancouver, BC, Canada V6Z 2Z3 > Ph:604-263-3576; Fax:604-263-6493 > ----- Original Message ----- > From: kisan mehta > To: sustran-discuss > Cc: ; ; > Sent: October 7, 2001 9:31 AM > Subject: [sustran] [sustran] Update on Bangalore Mysore Infrastructure > Corridor Project issue > > > > > > ----- Original Message ----- > > From: kisan mehta > > To: > > Cc: <>; <>; > > Sent: Saturday, October 06, 2001 8:27 PM > > Subject: [sustran] update on Bangalore Mysore Infrastructure Corridor > > Project issue > > > > > > > Dear Leo, Paul and Sustran Colleagues, > > > > > > Ref emails of Leo Saldanha and Paul Barter giving update on the > > > Bangallore-Mysore Infrastructure Corridor Project. > > > > > > Leo and colleagues have done a real good job in getting the National > Human > > > Rights Commissioner > > > take interest and issue notice to the Karnatak Government. Public > > Hearings > > > as evolved by the Central Ministry of Environment and Forests are > > > an eye wash. The way they are conducted are an > > > insult to the concept. A District Collector who has nothing to do with > > > Project implementation or is not concerned with the environment > > conducting > > > Public Hearings defeats the concept of Public Hearing. Though > financial > > > viability is as relevant as > > > environment protection, the Presiding Officer does > > > not allow questions on financial aspect. We cannot raise questions as > to > > > who will benefit, who will pay > > > for the project and why public exchequer created > > > from common man's taxes should be burdened with the cost of such > > projects. > > > > > > The Maharashtra Government has set up > > > Maharashtra State Road Development Corporation (MSRDC) to take up > > > construction of roads, flyovers, elevated roads, expressways. The MSRDC > > > built > > > 50 and odd flyovers in Mumbai at a cost of Rs 20 billion (true figures > > never > > > disclosed) at a time when > > > Mumbai's local authorities were negotiating for the World Bank > assistance > > > for the Mumbai Urban Transport Project (MUTP II). The WB withdrew > > > on seeing that measures envisaged under > > > MUTP II were getting obliterated. So Mumbai > > > is huddled with unwanted dangerous flyovers > > > and non-car users undergoing serious hardship. > > > > > > A matter that may be of interest to you, Leo, in > > > your present challenge, is the development of > > > Mumbai-Pune Expressway (MPE) on a hush hush basis. The MSRDC planned, > > > publicised and > > > rushed through MPE. Out of 165 km distance between Mumbai and Pune, > the > > > MPE covers 80-90 > > > km requiring motorists to fend their way through > > > highly crowded balance 75 km killing pedestrians. > > > The MPE has become serious accident hazard for motorists (as pedestrians > > are > > > not allowed) killing > > > five to six vehicle users a week. > > > > > > The State Finance Minister now admitted that toll motorists pay does > not > > > even cover even > > > the interest charges payable on Rs 16 billion > > > spent. What to talk of other costs connected to maintenance of the > > > expressway? > > > > > > We had at the time of project planning suggested > > > that with Rs 20 billion provided for the MPE, new > > > bullet type train service with separate tracks can > > > be set up to cover the entire distance in 90 minutes > > > and to take commuters in busy midtowns. Many more people than the > > motorists > > > would avail of the facility. > > > This alternative was rejected outright because the MSRDC are basically > > road > > > builders. > > > > > > Maharashtra Government is under severe financial strain. So called > > > progressive Maharashtra added population at a rate higher than the > > national > > > average > > > (Census of India March 2001), has low literacy, hopeless public health > > > levels. About 60% of Maharashtra's villages suffer from drinking water > > > scarcity, high starvation death rate. . > > > > > > You can use this example of how craze for roads (sophisticated gargon > > > `infrastructure' foisted by WB/IMF) can ruin the government and people. > > > I can send zerox of Maharashtra Finance > > > Minister's public admission and my letter that > > > I am drafting at present. The MPE included development of two urban > > centres > > > to finance, > > > they claim, the cost of expressway. Now with > > > the State poorer by Rs 16 billion, the question of creating urban > centres > > is > > > shelved. So this is > > > how public projects are mooted and implemented. > > > > > > In any case, Bangalore-Mysore is well connected > > > by train service. This can be upgraded if > > > necessary so that everybody using the corridor > > > can benefit. Added benefit to all and lower pollution. > > > Best wishes. > > > > > > Kisan Mehta kisansbc@vsnl.com > > > > > > ---- Original Message ----- > > > From: Paul Barter > > > To: > > > Sent: Saturday, October 06, 2001 7:25 AM > > > Subject: [sustran] FW: update on angalore Mysore Infrastructure Corridor > > > Project issue > > > > > > > > > -----Original Message----- > > > From: Environment Support Group [mailto:esg@bgl.vsnl.net.in] > > > Sent: Thursday, 4 October 2001 5:38 > > > To: sustran@po.jaring.my > > > > Subject: NHRC directs review by Karnataka Chief Secretary on Human > > Rights > > > Violations in BMIC > > > Public Hearings > > > > > > > Dear Friends, > > > > > > > > India's National Human Rights Commission has issued a directive to > the > > > Karnataka > > > > Chief Secretary to take "appropriate" action on human rights > violations > > > during > > > > the Environmental Public Hearings held as part of the clearance > process > > of > > > the > > > > Bangalore Mysore Infrastructure Corridor Project. The project is > > > presently estimated > > > > to cost over Rs. 4,000 crores or approx. US$ 1 billion, and involves > the > > > construction > > > > of five major cities and an Expressway between Bangalore and Mysore > > > cities. > > > > > > > > You will recall, that during July 2000 there was widespread > condemnation > > > of the > > > > Karnataka Government's selective and brutal arrests of citizens and > > > representatives > > > > of civil society groups who demanded access to social, environmental > and > > > techno-economic > > > > information on this massive project in order that the Hearings held > were > > > meaningful > > > > exercises. ESG initiated a letter campaign to the Chief Minister of > > > Karnataka > > > > and as a result of the combined pressure Mr. Krishna assured that an > > > enquiry > > > into the incident would be conducted. The enquiry was never initiated > > > however, > > > > and we then appealed to the National Human Rights Commission (NHRC). > > The > > > present directive is a result of this process. > > > > > > > > The Indian Ministry of Environment and Forests appeared convinced that > > the > > > Hearings > > > > had not been held fairly. Aware of the NHRC review underway, it had > > even > > > publicly > > > > acknowledged that it would perhaps not accord environmental clearance > to > > > the project under the circumstances. The Ministry however, did an volte > > > face on this commitment and during August this year extended a > conditional > > > environmental > > > > clearance to the project. Curiously the clearance applied only to the > > > Expressway > > > > component, a small part of the BMIC Project. The Ministry thus shirked > > its > > > responsibility > > > > in reviewing the wider impacts such as displacement from over 170 > > villages > > > and > > > > the widespread environmental impacts of the townships proposed. > > > Ironically the attack on citizens participating in Statutory Public > > Hearings > > > was at a time when the Karnataka Government was projecting itself as an > > > adminstration > > > > that values transparency and was even holding consultations towards > > > legislating > > > > the Right to Information Act. If there was an opportunity to > > demonstrate > > > the > > > > State's intentions of ensuring transparency in decision making, it was > > in > > > conceding > > > > the just demand of citizens across Bangalore, Mandya and Mysore > > districts > > > to > > > access information on the project. Having thus failed, the Government > > > stands > > > > exposed as regards its sincere commitment to ensuring transparency. > > > > > > > > The NHRC directive now provides both the State and Central Governments > > an > > > opportunity > > > > to support fair and full discussion on this Project by holding the > > > Statutory > > > > Public Hearings again. Not only would this help set right the grave > > > wrongs committed, > > > > but would even demonstrated the Government's true commitment to > ensuring > > > transparency > > > > in decision making. Our appeal to the Chief Secretary of Karnataka in > > > this regard, > > > > along with a Press Release on the matter, is enclosed. > > > > > > > > Meanwhile the campaign demanding the BMIC Project be scrapped, led by > > the > > > Karnataka > > > > Vimochana Ranga initiated BMIC Virodhi Okkoota (BMIC Opposition > > > Federation), > > > > is gaining momentum. To demonstrate wide public support to this > demand, > > a > > > "Bundh" > > > > (Public Strike) of Mandya city has been called on 6th October to > protest > > > against > > > > the continuing support of the Government to this highly controversial > > and > > > questionable project. > > > > > > > > Your continuing support and interest in this campaign is highly valued > > by > > > all and we thank you for your cooperation and support. > > > > > > > > Best regards > > > > > > > > Leo F. Saldanha > > > > Coordinator > > > > Environment Support Group > > > > > > > > PS: More details about the Project, its impacts and the ongoing > > Campaign > > > against > > > > the BMIC project please visit: > > > > . > > > > (long supporting documentation snipped) > > > > > > > > > > > > > > > > From je at swisscontact.ph Tue Oct 9 19:16:23 2001 From: je at swisscontact.ph (Jun Ellis (Swisscontact-Philippines)) Date: Tue, 09 Oct 2001 18:16:23 +0800 Subject: [sustran] Sustainable Mobility by World Business Council for Sustainable Development Message-ID: <3.0.32.20011009181616.006fe7cc@203.167.5.7> Good day. The World Business Council for Sustainable Development is hosting a stakeholder dialogue as part of the "Sustainable Mobility" project initiated by its members (see www.wbcsdmobility.org). It will be held from the 23rd to the 25th of this month here in Manila. I would like to ask those who have attended the previous dialogues, if there are any, for feedback. What do you think of the dialogue? Is it worth attending? Thank you. Jun Ellis From intlbike at ibike.org Thu Oct 11 15:24:21 2001 From: intlbike at ibike.org (David Mozer) Date: Wed, 10 Oct 2001 23:24:21 -0700 Subject: [sustran] Research on education and development of sustainable transport In-Reply-To: <2C9E855D35B9D01198190020AFFBE8CB0B86F56D@exs04.ex.nus.edu.sg> Message-ID: We, the International Bicycle Fund, received the following enquiry. If you have produced or know of research on this topic please send information to Richard. Comments: I am a masters degree student who is studying sociak research and would like to complete my dissertation around education and development of sustainable transport, with particular reference to the use of the bicycle. Would you be able to point me in the direction of any previous or current research papers around this topic. I would greatly appreciate any contact addresses of organizations concerned with sustainable teansport issues both in developed and developing countries. UserName: Richard Rothwell UserEmail: rich_charlott50@hotmail.com From geobpa at nus.edu.sg Thu Oct 11 15:46:54 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Thu, 11 Oct 2001 14:46:54 +0800 Subject: [sustran] FW: Stockholm Partnerships for Sustainable Cities Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0B86F591@exs04.ex.nus.edu.sg> Stockholm Partnerships for Sustainable Cities Conference, Exhibition and Award Programme 5 - 8 June 2002 at Kulturhuset, Stockholm, Sweden Conference, Visiting Programme, Exhibition & Award Programme 5 - 8 June 2002 Kulturhuset, Stockholm, Sweden Invitation to Showcase Urban Sustainable Solutions This letter of invitation aims at soliciting submissions of best practices in regard to urban sustainable solutions to be displayed at the exhibition of the Stockholm Partnerships for Sustainable Cities, 5 - 8 June 2002 at Kulturhuset, Stockholm, Sweden. The exhibited projects will automatically be entered into the award programme. You are also cordially invited to attend the conference of the Stockholm Partnerships and the technical visits. More information about the event in Stockholm during 5 8 June 2002 is continuously being updated at: www.partnerships.stockholm.se. Please book the dates and expect additional information in follow-up correspondence. The conference programme is evolving as we acquire knowledge of the topics of participating projects, Some 600 delegates are expected to attend the conference that takes place in immediate conjunction with the exhibition. Taking the form of a dialogue between different stakeholders from around the world, the conference will pursue issues such as: Human Health in the Urban Environment; New Technology to Increase Sustainability; Indicators for Sustainable Development; Corporate Sustainability Reporting and Environmental Management Systems; Knowledge & Technology Transfer: is leapfrogging possible? and Partnerships for Building Urban Sustainability. Better Understanding of Urban Sustainable Solutions The aim of the Stockholm Partnerships for Sustainable Cities is to support networking for the purpose of a better understanding of sustainable initiatives across borders, cultures and economies. The Stockholm Partnerships focuses on the positive effects of modern technology, creative urban management responses as well as community-based proactive initiatives and wishes to highlight existing solutions for urban sustainability by providing a platform for demonstration and inspiration. Thus, on 5 8 June 2002 the programme culminates in an international, multidimensional event in the centre of Stockholm. The three-day June 2002 event is multidimensional in the sense that there will be a conference, and an exhibit along with the award programme. During the meeting, the international delegates, representing all possible stakeholders, will be analysing and discussing the pre-selected competitive, sustainable urban solutions from many parts of the world, from developing as well as industrialised countries and countries with an economy in transition. Additionally, a visiting programme will be arranged to different points and with different persons in the areas surrounding Stockholm. Thus, the City of Stockholm now launches a worldwide invitation to other cities, national and international corporations and all other stakeholders to a networking and award programme for pioneering urban sustainability projects. The thrust is to showcase urban sustainable solutions in order to identify innovative and replicable examples that can move us away from health-threatening urban congestion towards improved living conditions and creative environments. Linking History with the Future The Stockholm Partnerships for Sustainable Cities will be an important event in linking history with the future. First of all, 5 June is the worldwide-recognised World Environment Day. This day was inaugurated at the 1972 United Nations Conference on the Human Environment, which indeed took place in Stockholm. Thus, the Stockholm Partnerships event will commemorate 30 years since that trend-setting conference. Another reason for taking stock of developments and looking into the future is the fact that Stockholm is celebrating its 750th anniversary as a proper city. The 1992 Earth Summit in Rio adopted the comprehensive programme of action known as Agenda 21. An additional reason is that a few months later the World Summit on Sustainable Development will take place in South Africa, which will be one of the conduits for the findings from the Stockholm event. In addition to UNCHS (Habitat), SEI, ICLEI, and Global Cities Dialogue, great interest has been noted from several organisations and corporations of international importance that wish to collaborate in making the Stockholm Partnerships into a milestone event. Creative Solutions Exist The Stockholm Partnerships has as its mission to facilitate the sharing of knowledge and applied technology from inspiring urban sustainability projects, which will emanate from national and local governments, industry, NGOs, academia, media, finance institutions, international organisations, individuals, etc. The backbone of the Stockholm Partnerships is a conviction that many creative solutions to common problems of cities already exist. However, we know too little about them and how such successes can be duplicated. Fifty Projects to be Selected for Display The most inspiring, concrete projects in the field of urban sustainability will be selected for inclusion in the exhibit in Stockholm and over Internet and form the basis for the discussions at the conference. The projects that will be demonstrated in Stockholm will also be competing in the award programme. The submission deadline is Thursday 6 December 2001. Early entries are reaching the Secretariat, so you are encouraged to act as soon as possible. Information re. Submissions and Participation in the Conference Describe the project on the submission form, available electronically at the website. Hard copies of the submission form can be requested from the Secretariat. Submissions concerning a multitude of topics are welcome, incl. Mobility; Housing; Work, Production & Economy; Energy; Solid Waste; Water; Nature, Culture & Recreation; Local-Agenda 21; Urban Regeneration and Land-use Conversion; and The Little Citizen. More detailed accounts of the topics are available on the submission form, found under www.partnerships.stockholm.se. The projects selected for the exhibition and two associated experts participate free of charge at the exhibit hall and in the meetings. However, the preparation and transportation of the exhibits and all costs associated with the travel to and from Stockholm and all expenses incurred during the stay in Stockholm of each participant must be covered by the individual projects. The conceptualisation and finalisation of the actual exhibits are also the responsibility of the organisation/company submitting proposals for the award programme. Potential participants, especially from developing countries and countries in transition, are therefore encouraged to look for financial support, and it should be noted that it is not the responsibility of the Secretariat to identify and establish such contacts. Short technical study tours will be arranged in close association with the relevant topics and they will be an integral part of the event. For further information on submission of competing solutions as well as participation in the conference, please visit: www.partnerships.stockholm.se, which is continuously updated, and where the submission form is available. The Stockholm Partnerships Secretariat can be reached through the co-ordinates below. Sincerely yours, Cecilia Ruben Programme Development Manager, SEI Senior Technical Advisor, the Stockholm Partnerships for Sustainable Cities Stockholm, October 2001 The Stockholm Partnerships for Sustainable Cities Mailing address: City of Stockholm Economic Development Agency S-105 35 Stockholm Sweden Fax: +46 8 508 28 030 Homepage: www.partnerships.stockholm.se Adam Holmstr?m, Programme ManagerLena Kling, Project Co-ordinator Tel: +46 8 508 28 017Tel: +46 8 508 28 015 adam.holmstrom@partnerships.stockholm.selena.kling@partnerships.stockholm.se Cecilia Ruben, Senior Technical Advisor Tel: +46 8 412 14 16 cecilia.ruben@sei.se Categories The Stockholm Partnerships for Sustainable Cities Awards Programme has designated ten main categories for participation. These categories reflect activities that most cities are busy finding solutions to today. The procedure is such that for each category five finalist projects will be invited to exhibit in Stockholm in June 2002, and for each category there will be one winner to receive the award. It should be noted though that should there be significantly more projects participating in selected categories, the jury may choose to award more than one project in any particular category. Thus, under consideration for participation are development projects, technical devices, technological systems and laws & regulations that target the issues suggested under each of the ten headings below. 1 Mobility Transport management, reducing the need to travel, car free areas, multi-modal transport systems, public transport, cycling, pedestrians, parking management, city logistics, specialist vehicles and fuels, priority systems for public vehicles, efficiency and clarity of information provision - especially for public transport systems, emission reduction, noise abatement, increased speed of public transport systems, etc. 2 Housing New developments, development plans, ecological building techniques, eco-efficiency, climate systems for buildings, smart houses, senior citizens housing, nursing homes, design criteria, integration of citizen categories, etc. 3 Work, Production & Economy Industrial sites, wholesale and retail areas, offices, new ways of working, green business strategies, job creation, distance work mechanisms, reduction of transports in designated areas, holistic approaches to community development with functional mixes, whenever possible, eco-efficiency, transport nodes, information technology, design criteria and implementation of health care services and higher education and training facilities, elimination of site contamination, promotion of environmental business sector, green tourism, reducing industrial pollution, software for enhancing development efforts, environmental management systems, etc. ? ? ? ............................................................................ ............................................. Stockholm Partnerships for Sustainable Cities Secretariat: adam.holmstrom@partnerships.stockholm.se, lena.kling@partnerships.stockholm.se and cecilia.ruben@sei.se www.partnerships.stockholm.se 4 Energy Locally adapted energy management, minimisation of energy consumption, energy transports, local energy production, renewable energy sources, clean technology, air pollution reduction, least cost planning, co-generation, energy from industrial waste heat, energy from waste, ground heat, distance heating, distance cooling, innovative energy technologies, scenario and modelling tools, tax swapping, improved charcoal production and consumption, enhanced cooking stoves, etc. 5 Solid Waste Waste management, waste reduction, waste collection, incineration, packaging producers' responsibility, eco-efficiency, taxation and fee schedules, re-cycling, local composting, processing and disposal, trade of waste products, toxic waste handling, etc. 6 Water Ground water management, quality monitoring, fresh water supply, treatment of waste water, minimising water consumption, storm water or day water collection, infiltration, retention, recycling of grey water, management of rivers, streams and lakes for health and recreational purposes, water transport systems, , rain water harvesting, urban agriculture requirements, renaturation of surface waters, scenario and modelling tools, ecological sanitation, etc. 7 Nature, Culture & Recreation Nature conservation, landscape protection, species protection/biodiversity, open space and parks management, greening the cities, cultural heritage, access to water fronts, multipurpose cultural facilities, library promotion, exposure to other than local cultures, visual impressions, signposting, cleanliness in public spaces, public toilet facilities, sports & recreation facilities, multi-purpose facilities, urban agriculture, tourism promotion, places of worship, etc. 8 Local-Agenda 21 Holistic local agenda processes, incl. social, economic as well as environmental, agendas, equal opportunity programmes, development plans with gender perspectives, information and knowledge technology, international development efforts, South-South development initiatives, public participation, social equity, urban security and safety, human rights and democracy, urban design and architecture for human well-being, etc. 9 Urban Regeneration and Land-use Conversion Complex, large-scale development projects with massive use of information technology, - that target matters such as: mixed use development, development of the inner city districts, urban regeneration and rehabilitation programmes, which involve actions in two or more of the categories above. 10 The Little Citizen Hopefully all projects in the categories above serve the purpose of creating more liveable cities for future generations. The tenth category of the Stockholm Partnerships for Sustainable Cities, therefore, welcomes initiatives specifically targeted for children and young people such as nurseries, day-care centres, schools, and educational facilities, playgrounds, children's health, creativity and security, culturally fostering, inter-generational initiatives, ideas for children by children - e.g. across-border projects between schools and groupings of children and young people, information and knowledge technology, etc. SUBMISSION FORM SUBMISSION OF PROJECTS TO BE CONSIDERED FOR INCLUSION IN THE STOCKHOLM PARTNERSHIPS EXHIBIT AND AWARD PROGRAMME General Conditions To participate in the Stockholm Partnerships for Sustainable Cities you need to submit this form. There is no entry fee charged for project submission. 1. The information you provide here will allow for your project to be: ? published on the Stockholm Partnerships website, i.e. www.partnerships.stockholm.se/ ? competing for the Stockholm Partnerships Award ? exhibited during the Conference and Exhibition, if one of 50 selected projects ? communicated to media and relevant partners 2. You will be allowed to make alterations and additions to your project description through the Secretariat 3. To be eligible, a project must be fully implemented and in use or piloted in a realistic setting for at least three months 4. All fields must be completed in order for the jury to correctly evaluate your project 5. All submissions must be made in English 6. Submit your entry form by 6 December 2001 directly from the website or e-mail to: lena.kling@partnerships.stockholm.se (or by fax to: +46 8 508 28 030) If you have queries, do not hesitate to contact the Stockholm Partnerships Secretariat. <><><><><><><><><><><><><><><><><><><><><><><><><><><><><><> Project name: Describe your project in one (1) sentence: Type of institution(s) submitting the project 1. Company 2. Authority 3. Institute/Community group/Academia/Other 4. D. Any combination of the above "Owner(s)" of project 1. Company 2. Authority 3. Institute/Community group/Academia/Other 4. D. Any combination of the above Describe the role of each partner in no more than 200 words. Contact person Name Mailing address Visiting address City, State Zip code, if applicable, Country E-mail Telephone Fax Website address, if applicable Location of project implementation For physical projects indicate location and regarding technical devices indicate the application as well: Application(s) Neighbourhood(s) City(ies) County(ies) Continent(s) Scale of project Number of technical devices in use, e.g. filters in 1 000 busses, 10 monitors in 5 locations, etc. Size, such as square metres, square kilometres, etc Number of persons concerned, e.g.10 000 commuters, 250 residents Amount of US$ saved as compared to conventional solutions, if applicable Other prominent features, e.g. city-wide collaboration, pilot projects in one neighbourhood, etc. Source(s) of financing by %-age 1. Private 2. Corporate 3. Public 4. Government and development assistance 5. Any combination of the above Estimated project budget State the approximate size of the budget in US$ Indicate if your project is self-sufficient and if not, how is the difference is covered Start of project and/or duration of project Your project must be up and running for at least three (3) months to be submitted to the Stockholm Partnerships for Sustainable Cities. A test phase in a smaller scale is acceptable, if it has been implemented in a realistic context. Start-up date of the project Start-up date of the pilot project Applicable categories 1- 10 1. Mobility 2. Housing 3. Work, Production & Economy 4. Energy 5. Solid Waste 6. Water 7. Nature, Culture, & Recreation 8. Local Agenda 21 9. Urban Regeneration and Land-use Conversion 10. The Little Citizen Goals and objectives Attempt to provide succinct, qualitative descriptions using a maximum of 200 words. Achievements Attempt to provide succinct, qualitative descriptions using a maximum of 200 words. Problems at implementation Attempt to provide succinct, qualitative descriptions using a maximum of 200 words. What were the major barriers to achieve the goals of your project? Innovative aspects Attempt to provide succinct, qualitative descriptions using a maximum of 200 words. Potential for replicability Attempt to provide succinct, qualitative descriptions using a maximum of 200 words. Has your project been replicated or adapted anywhere else? Can it be replicated? What can others learn from your experiences? Verifiable indicators If available, please describe, using a maximum of 200 words, the improvements achieved in terms of sustainability criteria related to quality of air, water, soil, noise, social insertion, education, economy, public image, attractiveness of location, happiness, quality of life, health, biodiversity, ecological balance, community spirit, etc. Possibility to prepare a visual presentation of your project for the exhibit in Stockholm Briefly describe your image of a visual presentation. Final and optional question re your project While having indicated the background of the project above, we hope that you can describe your plans and desires for your project, using a maximum of 200 words, and how it may assist us in forming our visions for the future. ---------------------------------------------------------------------------- ----------- Tigran D. Hasic, Dipl.Eng.Arch/M.Arch., M.Sc. Royal Institute of Technology | Tel: +46 (0) 8 790 8504 Dept. of Infrastructure and Planning | Fax: +46 (0) 8 790 6761 Div. of Urban Studies | Cell: +46 (0) 70 918 9699 Internet Home Page http://www.infra.kth.se/~tigran/ Fiskartorpsvagen 15A, Plan 6 | mailto:tigran@arch.kth.se S - 100 44 Stockholm, Sweden | mailto:tigran@infra.kth.se ---------------------------------------------------------------------------- ------------ From tk at thomaskrag.com Thu Oct 11 18:53:17 2001 From: tk at thomaskrag.com (Thomas Krag) Date: Thu, 11 Oct 2001 11:53:17 +0200 Subject: [sustran] Sv: [sustran] Research on education and development of sustainable transport Message-ID: <01e801c1523a$8df04880$d26f9dd9@oemcomputer> A very comprehensive document on cycling in developed countries was prepared last year by the Danish Road Directorate by a researcher named Soren Underlien Jensen, now working at the Danish Transport Research Institute. The document has numerous references to other literature and exists in English, titled "Collection of Cycle Concepts". It can be ordered for free at boghandel@vd.dk or achieved electronically at http://www.vd.dk/wimpdoc.asp?page=document&objno=17291 . Best regards Thomas Krag . -- Thomas Krag Wilhelm Marstrands Gade 11 - DK-2100 Kobenhavn O tel +45 35 42 86 24, mobil +45 27 11 86 24 www.thomaskrag.com, email tk@thomaskrag.com -----Oprindelig meddelelse----- Fra: David Mozer Til: sustran-discuss@jca.ax.apc.org Dato: 11. oktober 2001 08:24 Emne: [sustran] Research on education and development of sustainable transport >We, the International Bicycle Fund, received the following enquiry. If you >have produced or know of research on this topic please send information to >Richard. > >Comments: I am a masters degree student who is studying sociak research and >would like to complete my dissertation around education and development of >sustainable transport, with particular reference to the use of the bicycle. >Would you be able to point me in the direction of any previous or current >research papers around this topic. I would greatly appreciate any contact >addresses of organizations concerned with sustainable teansport issues both >in developed and developing countries. > >UserName: Richard Rothwell > >UserEmail: rich_charlott50@hotmail.com > > From czegras at MIT.EDU Thu Oct 11 22:56:13 2001 From: czegras at MIT.EDU (Chris Zegras) Date: Thu, 11 Oct 2001 09:56:13 -0400 Subject: [sustran] Fwd: WBCSD - Launch of the "Mobility 2001" report Message-ID: <5.0.0.25.2.20011011095340.031233c0@po9.mit.edu> >SNAPSHOTS OF WORLD MOBILITY > >Today the Sustainable Mobility Project is launching: > >THE "MOBILITY 2001" REPORT - a snapshot of world's mobility and its >sustainability >produced by a team of researchers at MIT and Charles River Associates. >The report and the press release are available on www.wbcsdmobility.org > >SUSTAINABLE MOBILITY NEWS - our brand new web service: Exclusive news >stories >posted on the web and sent to your inbox free of charge at least once a >week. >Sustainable Mobility News will provide you with a regular update on >Sustainable Mobility >with all its modes and manifestations, all its problems and promises. To >register as a subscriber, >please enter: http://www.wbcsdmobility.org/news_letter/news_letter.asp > >and check out our first stories: > >Megacity Traffic Threatens to Choke the World : >http://www.wbcsdmobility.org/news/cat_1/news_10/index.asp > >One Travel Budget the World Over: >http://www.wbcsdmobility.org/news/cat_1/news_12/index.asp > >New Study Takes a Snapshot of World Mobility: >http://www.wbcsdmobility.org/news/cat_1/news_11/index.asp > >The Sustainable Mobility Project is a project carried out under the >auspices of the World >Business Council for Sustainable Development (WBCSD). The project aims to >develop a global >vision covering Sustainable Mobility of people, goods and services. The >project aims to chart >possible pathways towards Sustainable Mobility that will answer societal, >environmental and >economic concerns. The member companies of the project include BP, >DaimlerChrysler, >Ford, General Motors, Honda, Michelin, Norsk Hydro, Renault, Shell, Toyota >and Volkswagen. > >With regards, > >Kristian Pladsen >Communications Manager >Sustainable Mobility Project >WBCSD > >Email: pladsen@wbcsd.org >Phone: +41 22 839 3101 -------------------------------------------------- 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 litman at vtpi.org Thu Oct 11 23:28:40 2001 From: litman at vtpi.org (Todd Litman) Date: Thu, 11 Oct 2001 07:28:40 -0700 Subject: [sustran] Re: Research on education and development of sustainable transport In-Reply-To: References: <2C9E855D35B9D01198190020AFFBE8CB0B86F56D@exs04.ex.nus.edu.sg> Message-ID: <3.0.5.32.20011011072840.0176b760@pop.islandnet.com> See our Online TDM Encyclopedia (http://www.vtpi.org/tdm), particularly the following chapters: Sustainable Development Nonmotorized Planning Bicycle and Pedestrian Encouragement School Transport Management Bicycle Improvements Bicycle Parking Campus Transport Management Success Stories 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 At 11:24 PM 10/10/01 -0700, you wrote: >We, the International Bicycle Fund, received the following enquiry. If you >have produced or know of research on this topic please send information to >Richard. > >Comments: I am a masters degree student who is studying sociak research and >would like to complete my dissertation around education and development of >sustainable transport, with particular reference to the use of the bicycle. >Would you be able to point me in the direction of any previous or current >research papers around this topic. I would greatly appreciate any contact >addresses of organizations concerned with sustainable teansport issues both >in developed and developing countries. > >UserName: Richard Rothwell > >UserEmail: rich_charlott50@hotmail.com > > > > From ibike at ibike.org Sat Oct 13 02:19:29 2001 From: ibike at ibike.org (International Bicycle Fund) Date: Fri, 12 Oct 2001 10:19:29 -0700 Subject: [sustran] FW: TRANSPORT Message-ID: TRANSPORTThe contents of the following message that might interest this group are in the second half of the message. -----Original Message----- From: Ceri Collingborn [mailto:claridge@appleonline.net] Sent: Friday, October 12, 2001 2:37 AM To: ibike@ibike.org Subject: TRANSPORT OPENDEMOCRACY : "HOW YOU TRAVEL IS WHO YOU ARE" I work for a new, internet discussion forum, www.openDemocracy.net. openDemocracy is an independent, non-profit project which aims to develop a global dialogue about major questions of politics, culture, and human experience. We want to expand the space for high-quality but accessible debate by involving a wide range of voices ? from policy-makers and academics to NGO activists and refugees. Reflection on individual experience is as welcome as analysis or polemic. CITY&COUNTRY At present, as well as responding intensively to September 11, we are running debates in three distinct topic areas - the future of Europe, the global media, and City&Country. I work with the co-editors of the City&Country section, Roger Scruton and Ken Worpole(both are prolific, respected British writers). We have just concluded a debate about Planning, which moved between architecture, land use and suburbia to find surprising agreement on the relevance of aesthetic considerations to decisions about the lived environment. The debate is accessible by visiting this page and following the links : http://www.opendemocracy.net/forum/Strand_home.asp?CatID=4 TRANSPORT Now, we are starting a debate on Transport. We are interested in all aspects of the topic - economic, political, environmental, cultural - and in including perspectives from many different countries around the world. We also wish to take an original approach to this subject, one whose centre is 'lived experience' rather than public policy. We will, therefore, pose basic questions like : why do we travel? Have place and settlement been defeated by constant movement? What are the ideas and emotions tied up with different forms of travel, and what kinds of social relations and behaviours do they imply? This is the reason for giving our Transport debate the title : "How you travel is who you are". So our starting points will be human needs and engagements, and from there we will ask what transport or travel polices might flow from different patterns of living and flourishing. We will discuss (among other topics) the journeys between home and school or work, the relationship between the car or bicycle to different landscapes, holiday and leisure travel, the connection between modes of travel and ideas of individual and national freedom. To give a few examples : we may look at why cycling in Amsterdam makes for a different experience from flying across the Pyrenees, or driving across America; how each mode of travel seems to produce its own literature and culture, from the walking tour to the road movie; and how the experience of movement in wartime (Czech and Polish airmen or snow-skiing Finnish soldiers in the Second World War, bicycling Vietnamese soldiers and Israeli tank crew) informs later communal memory and even attitudes to transport policy. WALKING In approaching the subject like this, we hope to cross boundaries of the mind as well as geography, and to put the relationship between mobility and lived experience at the heart of arguments about long-term social and environmental sustainability. To open the debate, we will discuss the most elemental form of human transport : walking. THREE QUESTIONS We would like to make the debate as international as possible (60% of our readership is outside the UK). We want to address the attitudes to various forms of transport in different countries. So, I would like to ask you : 1 Could you please look at our site, especially the City&Country section, and let me know if it interests you? 2 If you have colleagues, friends, or people in other organisations you think might be interested in openDemocracy, could you let them know about us (by sending this letter or our web address)? 3 Could you recommend to us the names of people, whether in your organisation or outside, who might be interested in our debate or even in writing articles for us? Please let me know if you would like me to register you to receive our regular email updates. This would also allow you to write contributions in the discussion. To do this I will need your name and email address. I hope that openDemocracy, and the Transport debate in particular, would be of interest to you, and I look forward to hearing from you. With best wishes Ceri Collingborn Tel: 00 44 1666 510 327, Fax: 00 44 1666 510 607 ceri.collingborn@openDemocracy.net -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011012/2152cdbe/attachment.htm From litman at vtpi.org Sat Oct 13 02:27:02 2001 From: litman at vtpi.org (Todd Litman) Date: Fri, 12 Oct 2001 10:27:02 -0700 Subject: [sustran] Evaluating Accessibility Message-ID: <3.0.5.32.20011012102702.0177d9e0@pop.islandnet.com> Dear Colleagues, I'm working on a new chapter on the concept of "accessibility" for our Online TDM Encyclopedia (http://www.vtpi.org/tdm). The concept is simple, of course, but I'm finding it difficult to explain it clearly, describe its implications for transportation planning, and establish functional ways to evaluate it. I now have a draft version, and would appreciate feedback. This is a particularly important chapter that can help explain to planners how the traditional emphasis on mobility can be harmful to society, and how alternative approaches to accessibility can help solve transportation progblems. I feel like a cook who needs feedback on a stew: Does it have enough onion? Is it too salty? What spices does it need? Let me know if you are willing to review the 19-page draft and I'll email it to you. 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 sujit at vsnl.com Sat Oct 13 03:24:00 2001 From: sujit at vsnl.com (Sujit Patwardhan) Date: Fri, 12 Oct 2001 23:54:00 +0530 Subject: [sustran] Re: Evaluating Accessibility In-Reply-To: <3.0.5.32.20011012102702.0177d9e0@pop.islandnet.com> Message-ID: <5.1.0.14.0.20011012235215.0247d080@202.54.10.1> 13 October 2001 Dear Todd, I would be very happy to read and respond to the chapter on "accessibility". Please do Email it to me. With good wishes, -- Sujit Patwardhan Parisar, Pune, India At 10:27 AM 10/12/01 -0700, you wrote: >Dear Colleagues, > >I'm working on a new chapter on the concept of "accessibility" for our >Online TDM Encyclopedia (http://www.vtpi.org/tdm). The concept is simple, >of course, but I'm finding it difficult to explain it clearly, describe its >implications for transportation planning, and establish functional ways to >evaluate it. I now have a draft version, and would appreciate feedback. > >This is a particularly important chapter that can help explain to planners >how the traditional emphasis on mobility can be harmful to society, and how >alternative approaches to accessibility can help solve transportation >progblems. I feel like a cook who needs feedback on a stew: Does it have >enough onion? Is it too salty? What spices does it need? > >Let me know if you are willing to review the 19-page draft and I'll email >it to you. > >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 ------------------------------------------------------------------------------- Sujit Patwardhan. PARISAR, Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007 Tel: 5537955 Email: sujit@vsnl.com ***************************************************************** In nature there are neither Rewards nor Punishments--- there are Consequences. ***************************************************************** From pendakur at interchange.ubc.ca Sat Oct 13 04:20:49 2001 From: pendakur at interchange.ubc.ca (pendakur) Date: Fri, 12 Oct 2001 12:20:49 -0700 Subject: [sustran] Re: Evaluating Accessibility References: <3.0.5.32.20011012102702.0177d9e0@pop.islandnet.com> Message-ID: <002b01c15355$de94bde0$a75d4540@novustelecom.net> Todd, I will be pleased to do so. I am traveling quite a bit from next week, so please send it as an email attached file. best wishes. setty. Dr. V. Setty Pendakur Professor Emeritus (Planning) & Adjunct Professor, University of British Columbia; and President Pacific Policy and Planning Associates 1099 Marinaside Crescent--#702 Vancouver, BC, Canada V6Z 2Z3 Phone:1-604-263-3576; Fax:1-604-263-6493 ----- Original Message ----- From: "Todd Litman" To: ; Sent: Friday, October 12, 2001 10:27 AM Subject: [sustran] Evaluating Accessibility > > Dear Colleagues, > > I'm working on a new chapter on the concept of "accessibility" for our > Online TDM Encyclopedia (http://www.vtpi.org/tdm). The concept is simple, > of course, but I'm finding it difficult to explain it clearly, describe its > implications for transportation planning, and establish functional ways to > evaluate it. I now have a draft version, and would appreciate feedback. > > This is a particularly important chapter that can help explain to planners > how the traditional emphasis on mobility can be harmful to society, and how > alternative approaches to accessibility can help solve transportation > progblems. I feel like a cook who needs feedback on a stew: Does it have > enough onion? Is it too salty? What spices does it need? > > Let me know if you are willing to review the 19-page draft and I'll email > it to you. > > 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 rasagam at tm.net.my Sun Oct 14 01:08:18 2001 From: rasagam at tm.net.my (rasagam) Date: Sun, 14 Oct 2001 00:08:18 +0800 Subject: [sustran] Re: Evaluating Accessibility References: <3.0.5.32.20011012102702.0177d9e0@pop.islandnet.com> Message-ID: <001b01c15401$4ab10460$c2bcbad2@default> Dear Todd, I will be happy to read it and give my views..although I am not necessarily an expert on accessibility! Ganesh Rasagam ----- Original Message ----- From: "Todd Litman" To: ; Sent: Saturday, October 13, 2001 1:27 AM Subject: [sustran] Evaluating Accessibility > > Dear Colleagues, > > I'm working on a new chapter on the concept of "accessibility" for our > Online TDM Encyclopedia (http://www.vtpi.org/tdm). The concept is simple, > of course, but I'm finding it difficult to explain it clearly, describe its > implications for transportation planning, and establish functional ways to > evaluate it. I now have a draft version, and would appreciate feedback. > > This is a particularly important chapter that can help explain to planners > how the traditional emphasis on mobility can be harmful to society, and how > alternative approaches to accessibility can help solve transportation > progblems. I feel like a cook who needs feedback on a stew: Does it have > enough onion? Is it too salty? What spices does it need? > > Let me know if you are willing to review the 19-page draft and I'll email > it to you. > > 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 Sun Oct 14 11:13:24 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sun, 14 Oct 2001 07:43:24 +0530 Subject: [sustran] Fw: [sustran] Sv: Research on education and development of sustainable transport Message-ID: <002001c15455$ceb05320$8d4bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: Cc: ; David Mozer Sent: Saturday, October 13, 2001 9:40 PM Subject:: [sustran] Sv: Research on education and development of sustainable transport > Dear Friends, > > Mr Thomas Krag drew the attention of the Sustran fraternity to a > comprehensive document on cycling in developed countries prepared by Soren > Underlien for the Danish Road Directorate. We would appreciate your sending > a copy for our study and reference. > > Situation in the developing countries is different. We are introducing > motor car indiscrimatingly everywhere, without worrying about the > inconvenience and the damage the motorcar can cause. Multilateral > agencies insist on the developing countries seeking loans to create > infrastructure in which construction of motorable highways is at the top.. > > Cycle was hitherto the main mode of movement for the common man. Some > cities like Pune, Bhavnagar, had cycle as the main mode so much so that > practically every resident had a cycle of hisown. This is going, gone. > Driving motor cars on narrow not-motorable roads has made cycling risky and > apprear redundent. Everybody wants to own a car if he does not already have > one. All facilities are extended to own a car, but none tocycles. Roads > are constantly being widened by narrowing down or eliminating pavements. > All this ishappening when a good section of the community cannot afford a > personal car or even pay for the public transport.. > > Cycling is not given any priority or even facility like you have in central > Copenhagen or in the countryside. It is feared that cycling would vanish > as a > convenient mode for movement in the developing countries even if majority of > the citizens cannot afford a car. It will lose its place as a mode of > personal transport becauseof increasing accident hazards.. Our authorities want our populations to converge and concentrate in urban areas. With an average density of 260 persons per sq km for the country, Mumbai > has a relative density of 27,000. Twelve million residents huddled in Mumbai's 434 > sq km area. . > All banks extend easy loans now at extremely low or no interest while a person wanting to buy a cycle will not recieive a loan of Rs1,500. less than 0.5% of the cost of the cheapest car. > What can one do when the government is blindly accepting the World Bank > dictats. Best wishes. > > Kisan Mehta kisansbc@vsnl.com > . . > ----- Original Message ----- > From: Thomas Krag > To: > Sent: Thursday, October 11, 2001 3:23 PM > Subject: [sustran] Research on education and development of sustainable > transport > > Oprindelig meddelelse----- > Fra: David Mozer > Til: sustran-discuss@jca.ax.apc.org > Dato: 11. oktober 2001 08:24 > Emne:Research on education and development of sustainable transport > From kisansbc at vsnl.com Sun Oct 14 11:16:11 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sun, 14 Oct 2001 07:46:11 +0530 Subject: [sustran] Fw: [sustran] Evaluating Accessibility Message-ID: <003001c15456$31e38700$8d4bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: Cc: <>; <> Sent: Saturday, October 13, 2001 10:09 AM Subject: Re: [sustran] Evaluating Accessibility > DearTodd, > > I would be happy to study and give my reactions to the 19 page draft on > accessibility. Youmay indicate the time limit for response while > forwarding the draft. Best wishes. > > Kisan Mehta kisansbc@vsnl.com > > ----- Original Message ----- > From: Todd Litman > To: ; > Sent: Friday, October 12, 2001 10:57 PM > Subject: [sustran] Evaluating Accessibility > > > > > > Dear Colleagues, > > > > I'm working on a new chapter on the concept of "accessibility" for our > > Online TDM Encyclopedia (http://www.vtpi.org/tdm). The concept is simple, > > of course, but I'm finding it difficult to explain it clearly, describe > its > > implications for transportation planning, and establish functional ways to > > evaluate it. I now have a draft version, and would appreciate feedback. > > > > This is a particularly important chapter that can help explain to planners > > how the traditional emphasis on mobility can be harmful to society, and > how > > alternative approaches to accessibility can help solve transportation > > progblems. I feel like a cook who needs feedback on a stew: Does it have > > enough onion? Is it too salty? What spices does it need? > > > > Let me know if you are willing to review the 19-page draft and I'll email > > it to you. > > > > 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 Sun Oct 14 20:14:48 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sun, 14 Oct 2001 16:44:48 +0530 Subject: [sustran] [sustran] Cycling in Pune and Mumbai Message-ID: <008c01c154a1$709eaec0$4e4fc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: Harshad Kamdar ; hjk@rincon.net sutran-discuss@jca.ax.apc.org Cc: sujit Patwardhan ; Vishweshwar raste Aaplepune saksena6@bom8.vsnl.net.com Sent: Sunday, October 14, 2001 12:05 PM Subject: Re: [sustran] Sv: [sustran] Research on education and development of sustainable transport Dear Harshadbhai, Sustranfriends, Pune friends, Your email on the fate of cycling is well understood. You know the predicament of the pedestrians in our cities, towns and our villages. Motor car has penetrated to the most interior private areas creating horrors for the residents. In Mumbai, pavements are being cut down drastically and whatever is left isused by motorists for parking. The motorist feels that he has the licence to park on pavements and private compounds. The government supports the motorists, by allowing import of cars, more cars and luxury cars at public coast. I recollect having read that for enabling import of Mercedes, the public exchequer lost Rs 70 billion. Not to be out done, the BMW imports will cost Rs 20.17 billion. Import of reconditioned Cadillac at Rs 7 million is being actively considered. (Cadillac makers came to the conclusion that poor Indians cannot buy new ones at estimate Rs 14 million, what a poor reflection on our Ambanis, Premji etc amongst the world's richest) For the same poor motorists, we spend our money even at the time of breaking down for flyovers and bringing intensive congestion. Mumbai has no chance for extending facilities tocyclists. About 30% of Copenhagen in the most congested interior is car free, first for pedestrians and then toi cyclists. Danes love to cycle so the authorities extend all support cyclists. And what we do in our country? But Pune must be saved. Our friends Sujit Patwardhan (sujit@vsnl.com) Shekhar Raaste (vmraate@hotmail.com and aaplepune@hotmail.com), Vijay Paranjpe (do not know his email) and scores of volunteers of Aaple Pune aredoing everything to improve traffic in Pune. Shekhar was on a five day long from Mahatma Gandhi's birthday to focus on the seriousness of the problem. Why don't you ask our friends in Pune to talk to Sujit. Shekhar and Vijaybhai? Do let me know if we can be of any further use. Aaple Pune must be saved. Best wishes Kisan Mehta kisansbc@vsnl.com ----- Original Message ----- From: Harshad Kamdar To: Kisan Mehta (E-mail) Cc: Sirish Kamdar (E-mail) ; Rita & Trilok Kamdar (E-mail) Sent: Thursday, October 11, 2001 7:20 PM Subject: FW: [sustran] Sv: [sustran] Research on education and development of sustainable transport Dear Kisanbhai, Sirish & Trilok, Pune was known as a city of cycles and each household had many bi-cycles. I remember as a child I always wondered at Dhoti clad cyclists (Also wearing a jacket & hat in winter). Today we are civilized and Pune has scooters. It is unsafe for students to ride can this be changed ? I extract below Abstract of the website and you can have the whole book if you desire. Can we get some ideas for Pune and our other cities? Do you think the Mayors of smaller cities and towns be intrested in providing safe cycle tracks? Sirish & Trilok can you also contribute some ideas from Pune? Kanu A very comprehensive document on cycling in developed countries was prepared last year by the Danish Road Directorate by a researcher named Soren Underlien Jensen, now working at the Danish Transport Research Institute. The document has numerous references to other literature and exists in English, titled "Collection of Cycle Concepts". It can be ordered for free at boghandel@vd.dk or achieved electronically at http://www.vd.dk/wimpdoc.asp?page=document&objno=17291 . ABSTRACT Promotion of more and safer bicycle traffic produces healthier road users and helps to create better towns. Collection of Cycle Concepts presents some ideas on how to increase the use of bicycles and how to prevent bicycle accidents. The growth in car traffic is creating environmental problems and congestion. Compared to other countries in Europe traffic problems in Denmark are still modest. An important explanation for this is the development in the course of the last century of a robust bicycle culture. Today, one trip out of five in Denmark is by bicycle. The future role of the bicycle must also be strong in order to create a sustainable society. It is important to develop and infrastructure that permits the optimal exploitation of the bicycle's qualities and possibilities. A larger share of the short trips in towns can take placy by bicycle. The car is often indispensable on longer trips. The bicycle can not be alone. Intermodality is important. The right balance of good roads and paths for pedestrians, cyclists and motorists can create better towns without losing the interaction between modes of transport. The bicycle can more often be used as feeder traffic for coach, bus, train and plane on longer trips. This calls for safe an functional access roads and terminals with good possibilities for interchanges. Not only road administrations, but also companies, institutions, schools associations ets, must contribute to changing our attitudes to transport and making it more acceptable to cycle. The individual advantages are big. Half an hour's cycling daily increases our mean life expectancy by 1-2 years and gives better quality of life, both physically and mentally. There are many measures that can be taken to improve cyclist safety. In spite of this, the accident risk for Danish cyclists has not changed over the past 25 years. It is necessary to approach the problem more systematically and introduce proposed solutions and places and among target groups where they will have the greatest impact. The main challenge is promoting more and safer bicycle traffic is the need to implement a wide range of measures simultaneously. I therefore invite the reader to consider the many ideas contained in Collection of Cycle Concepts - and be inspired of those ideas, which apply to local conditions. Henning Christiansen Director General of the Road Directorate Publisher: Road Directorate Niels Juels Gade 13 DK-1059 Copenhagen K Denmark Tel.: +45 33 93 33 38 vd@vd.dk -----Original Message----- From: owner-sustran-discuss@jca.ax.apc.org [mailto:owner-sustran-discuss@jca.ax.apc.org]On Behalf Of Thomas Krag Sent: Thursday, October 11, 2001 15:23 To: sustran-discuss@jca.ax.apc.org Subject: [sustran] Sv: [sustran] Research on education and development of sustainable transport A very comprehensive document on cycling in developed countries was prepared last year by the Danish Road Directorate by a researcher named Soren Underlien Jensen, now working at the Danish Transport Research Institute. The document has numerous references to other literature and exists in English, titled "Collection of Cycle Concepts". It can be ordered for free at boghandel@vd.dk or achieved electronically at http://www.vd.dk/wimpdoc.asp?page=document&objno=17291 . Best regards Thomas Krag . -- Thomas Krag Wilhelm Marstrands Gade 11 - DK-2100 Kobenhavn O tel +45 35 42 86 24, mobil +45 27 11 86 24 www.thomaskrag.com, email tk@thomaskrag.com -----Oprindelig meddelelse----- Fra: David Mozer Til: sustran-discuss@jca.ax.apc.org Dato: 11. oktober 2001 08:24 Emne: [sustran] Research on education and development of sustainable transport >We, the International Bicycle Fund, received the following enquiry. If you >have produced or know of research on this topic please send information to >Richard. > >Comments: I am a masters degree student who is studying sociak research and >would like to complete my dissertation around education and development of >sustainable transport, with particular reference to the use of the bicycle. >Would you be able to point me in the direction of any previous or current >research papers around this topic. I would greatly appreciate any contact >addresses of organizations concerned with sustainable teansport issues both >in developed and developing countries. > >UserName: Richard Rothwell > >UserEmail: rich_charlott50@hotmail.com > > -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011014/9dfd2044/attachment.htm From kisansbc at vsnl.com Mon Oct 15 00:41:10 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sun, 14 Oct 2001 21:11:10 +0530 Subject: [sustran] Fw: [sustran] Cycling in Pune and Mumbai Message-ID: <004101c154c6$a6a9fae0$904bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: sustran-discuss ; tk@thomaskrag.com ; intlbike@ibike.org Cc: hjk@rincon.netSujitPatwardhan ; vishweshwar raste ; saksena Sent: Sunday, October 14, 2001 4:44 PM Subject: [sustran] Cycling in Pune and Mumbai ----- Original Message ----- From: kisan mehta To: Harshad Kamdar ; hjk@rincon.net sutran-discuss@jca.ax.apc.org Cc: sujit Patwardhan ; Vishweshwar raste Aaplepune saksena6@bom8.vsnl.net.com Sent: Sunday, October 14, 2001 12:05 PM Subject: Re: [sustran] Sv: [sustran] Research on education and development of sustainable transport Dear Harshadbhai, Sustranfriends, Pune friends, Harshad Kamdar's email on the fate of cycling is well understood. You know the predicament of the pedestrians in our cities, towns and our villages. Motor car has penetrated into the most interior private areas creating horrors for residents. In Mumbai, pavements are being cut down drastically and whatever is left is used by motorists for parking. The motorist feels that he has the licence to park on pavements and private compounds. The government supports motorists, by allowing import of cars, more cars and luxury cars at public coast. I recollect having read about 3 years ago that for enabling import of Mercedes, the public exchequer lost Rs 70 billion. Not to be out done, the BMW imports will cost Rs 20.17 billion. Import of reconditioned Cadillac each costing at Rs 7 million is being actively considered. (Cadillac makers came to the conclusion that poor Indians cannot buy new ones at estimated CIF cost of Rs 14 million. (what a poor reflection on our Ambanis, Premji etc amongst the world's richest) For the same poor motorists, we spend our money even at the time of breaking down of state economy for flyovers and bringing intensive congestion. Mumbai (population12 million) has no chance for extending facilities to cyclists. With motor car taking over the entire road network, we do not wish to espose cyclists to sure accident hazard. About 30% of Copenhagen in the most congested interior is car free, first for pedestrians and then toi cyclists. Danes love to cycle so the authorities extend all support cyclists. And what do we do in our country? But Pune (population 2 million) must be saved. Our friends Sujit Patwardhan (sujit@vsnl.com) Shekhar Raste (vmraste@hotmail.com and aaplepune@hotmail.com), Vijay Paranjpe (do not know his email but easily accessible through Sujit ) and scores of Aaple Pune volunteers are doing everything to improve traffic in Pune. Shekhar was on a five day long fast from Mahatma Gandhi's birthday (2nd October) to focus on the seriousness of the traffic problem. Why don't you ask our friends in Pune to talk to Sujit. Shekhar and Vijaybhai? Do let me know if we can be of any further use. Aaple Pune (our Pune) must be saved. Best wishes Kisan Mehta kisansbc@vsnl.com Priya Salvi priya_salvi@yahoo.com ----- Original Message ----- From: Harshad Kamdar To: Kisan Mehta (E-mail) Cc: Sirish Kamdar (E-mail) ; Rita & Trilok Kamdar (E-mail) Sent: Thursday, October 11, 2001 7:20 PM Subject: FW: [sustran] Sv: [sustran] Research on education and development of sustainable transport Dear Kisanbhai, Sirish & Trilok, Pune was known as a city of cycles and each household had many bi-cycles. I remember as a child I always wondered at Dhoti clad cyclists (Also wearing a jacket & hat in winter). Today we are civilized and Pune has scooters. It is unsafe for students to ride can this be changed ? I extract below Abstract of the website and you can have the whole book if you desire. Can we get some ideas for Pune and our other cities? Do you think the Mayors of smaller cities and towns be intrested in providing safe cycle tracks? Sirish & Trilok can you also contribute some ideas from Pune? Kanu A very comprehensive document on cycling in developed countries was prepared last year by the Danish Road Directorate by a researcher named Soren Underlien Jensen, now working at the Danish Transport Research Institute. The document has numerous references to other literature and exists in English, titled "Collection of Cycle Concepts". It can be ordered for free at boghandel@vd.dk or achieved electronically at http://www.vd.dk/wimpdoc.asp?page=document&objno=17291 . ABSTRACT Promotion of more and safer bicycle traffic produces healthier road users and helps to create better towns. Collection of Cycle Concepts presents some ideas on how to increase the use of bicycles and how to prevent bicycle accidents. The growth in car traffic is creating environmental problems and congestion. Compared to other countries in Europe traffic problems in Denmark are still modest. An important explanation for this is the development in the course of the last century of a robust bicycle culture. Today, one trip out of five in Denmark is by bicycle. The future role of the bicycle must also be strong in order to create a sustainable society. It is important to develop and infrastructure that permits the optimal exploitation of the bicycle's qualities and possibilities. A larger share of the short trips in towns can take placy by bicycle. The car is often indispensable on longer trips. The bicycle can not be alone. Intermodality is important. The right balance of good roads and paths for pedestrians, cyclists and motorists can create better towns without losing the interaction between modes of transport. The bicycle can more often be used as feeder traffic for coach, bus, train and plane on longer trips. This calls for safe an functional access roads and terminals with good possibilities for interchanges. Not only road administrations, but also companies, institutions, schools associations ets, must contribute to changing our attitudes to transport and making it more acceptable to cycle. The individual advantages are big. Half an hour's cycling daily increases our mean life expectancy by 1-2 years and gives better quality of life, both physically and mentally. There are many measures that can be taken to improve cyclist safety. In spite of this, the accident risk for Danish cyclists has not changed over the past 25 years. It is necessary to approach the problem more systematically and introduce proposed solutions and places and among target groups where they will have the greatest impact. The main challenge is promoting more and safer bicycle traffic is the need to implement a wide range of measures simultaneously. I therefore invite the reader to consider the many ideas contained in Collection of Cycle Concepts - and be inspired of those ideas, which apply to local conditions. Henning Christiansen Director General of the Road Directorate Publisher: Road Directorate Niels Juels Gade 13 DK-1059 Copenhagen K Denmark Tel.: +45 33 93 33 38 vd@vd.dk -----Original Message----- From: owner-sustran-discuss@jca.ax.apc.org [mailto:owner-sustran-discuss@jca.ax.apc.org]On Behalf Of Thomas Krag Sent: Thursday, October 11, 2001 15:23 To: sustran-discuss@jca.ax.apc.org Subject: [sustran] Sv: [sustran] Research on education and development of sustainable transport A very comprehensive document on cycling in developed countries was prepared last year by the Danish Road Directorate by a researcher named Soren Underlien Jensen, now working at the Danish Transport Research Institute. The document has numerous references to other literature and exists in English, titled "Collection of Cycle Concepts". It can be ordered for free at boghandel@vd.dk or achieved electronically at http://www.vd.dk/wimpdoc.asp?page=document&objno=17291 . Best regards Thomas Krag . -- Thomas Krag Wilhelm Marstrands Gade 11 - DK-2100 Kobenhavn O tel +45 35 42 86 24, mobil +45 27 11 86 24 www.thomaskrag.com, email tk@thomaskrag.com -----Oprindelig meddelelse----- Fra: David Mozer Til: sustran-discuss@jca.ax.apc.org Dato: 11. oktober 2001 08:24 Emne: [sustran] Research on education and development of sustainable transport >We, the International Bicycle Fund, received the following enquiry. If you >have produced or know of research on this topic please send information to >Richard. > >Comments: I am a masters degree student who is studying sociak research and >would like to complete my dissertation around education and development of >sustainable transport, with particular reference to the use of the bicycle. >Would you be able to point me in the direction of any previous or current >research papers around this topic. I would greatly appreciate any contact >addresses of organizations concerned with sustainable teansport issues both >in developed and developing countries. > >UserName: Richard Rothwell > >UserEmail: rich_charlott50@hotmail.com > > -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011014/128bca41/attachment.htm From kuki at pelangi.or.id Mon Oct 15 07:40:09 2001 From: kuki at pelangi.or.id (Moekti H. Soejachmoen) Date: Mon, 15 Oct 2001 05:40:09 +0700 Subject: [sustran] Re: Evaluating Accessibility References: <3.0.5.32.20011012102702.0177d9e0@pop.islandnet.com> Message-ID: <010601c15502$07582fc0$9b3b9eca@oemcomputer> Dear Tod, I would be happy to read it and give my comment if necessary. Do send your 19 pages to my email ... Regards, Moekti Handajani Soejachmoen (Kuki) PELANGI Jl. Danau Tondano no. A-4, Pejompongan Jakarta 10210 INDONESIA ph. (62) 21 573 5020 fax (62) 21 573 2503 -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011015/95de0f69/attachment.htm From Alan.Perkins at transport.sa.gov.au Mon Oct 15 16:16:05 2001 From: Alan.Perkins at transport.sa.gov.au (Perkins, Alan (TSA)) Date: Mon, 15 Oct 2001 16:46:05 +0930 Subject: [sustran] Re: Evaluating Accessibility Message-ID: Todd, We are grappling with the accessibility issue at the Dept. Transport, South Australia at the moment, so I would be pleased to read your 19 pages and offer comments. Alan Perkins, alan.perkins@transport.sa.gov.au -----Original Message----- From: Todd Litman [mailto:litman@vtpi.org] Sent: Saturday, 13 October 2001 2:57 am To: sustran-discuss@jca.ax.apc.org; alt-transp@flora.org Subject: [sustran] Evaluating Accessibility Dear Colleagues, I'm working on a new chapter on the concept of "accessibility" for our Online TDM Encyclopedia (http://www.vtpi.org/tdm). The concept is simple, of course, but I'm finding it difficult to explain it clearly, describe its implications for transportation planning, and establish functional ways to evaluate it. I now have a draft version, and would appreciate feedback. This is a particularly important chapter that can help explain to planners how the traditional emphasis on mobility can be harmful to society, and how alternative approaches to accessibility can help solve transportation progblems. I feel like a cook who needs feedback on a stew: Does it have enough onion? Is it too salty? What spices does it need? Let me know if you are willing to review the 19-page draft and I'll email it to you. 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 rajendra.aryal at undp.org Tue Oct 16 12:24:12 2001 From: rajendra.aryal at undp.org (Rajendra Aryal) Date: Tue, 16 Oct 2001 08:54:12 +0530 Subject: [sustran] Re: Evaluating Accessibility References: <3.0.5.32.20011012102702.0177d9e0@pop.islandnet.com> Message-ID: <3BCBA85C.80C6FDF4@undp.org> Dear Todd, YOu could also send it to me. I would best to give my feedback. Regards. Rajendra Aryal UN Capital Development Fund From APHOWES at dm.gov.ae Tue Oct 16 13:16:39 2001 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Tue, 16 Oct 2001 08:16:39 +0400 Subject: [sustran] Public Transport / Traffic Engineering Job Opportunity, Dubai Mun icipality (DM) Message-ID: I would be pleased if list members could bring the following job opportunity to the attention of anyone who might be interested. Expressions of interest should be emailed to myself. Post: Planning Officer (Traffic Engineering), DMPTD (see Job Specification following) Status: Expatriate worker, 2-year contract extendable by mutual agreement. Salary: Package of AED 10,980 per month (AED3.678 = US$1.00) Fringe Benefits: Return airline tickets to home country once per year for self and family, air travel to take up appointment at start and finish of package; Car with servicing and fuel; Furnished accommodation; Basic primary and secondary medical care package. Ability to speak Arabic would be an advantage, but not essential. The main working language of the Planning and Marketing Office is English. All subject to DM conditions of contract. Dubai, a city-state within the United Arab Emirates, is a cosmopolitan city of 800,000 (and growing) on the south shore of the Arabian Gulf. It offers a high standard of living, with a high level of personal freedom and a variety of recreational opportunities. --------------------- Start of Job Specification ---------------------------------------- Outline Job Specification: Planning Officer, Dubai Municipality Public Transport Department Immediate supervisor: Head of Planning & Marketing Office Work place: Al Ramoul Garage, Dubai Main tasks: Responsible for evaluating the traffic engineering needs of the Bus transport system such as bus only lanes, priority at signals, criteria for location and development of bus stations, passenger shelters and bus stops/laybys. Will also determine the need for new/additional connector roads to improve the bus circulation for improved bus operation. Duties and responsibilities: Establish Public Transport needs regarding arterial and collector road layouts, pedestrian access/circulation, bus stop location criteria and liaise with Planning and Roads departments in accommodating them in the urban and road development process Liaise with the Planning department and Roads department to obtain information relating to the new structural developments and changes to the existing land use and road network. Carry out studies to identify road and maneuverability problems and liaise with Roads department in finding solutions in the form of bus lanes, signal priority etc Identify accident prone spots on the bus network and coordinate with Roads and Police departments in finding corrective measures Establish standard design criterion for bus stations and passenger shelters based on passenger safety/comfort as well as ease of operation Scrutinise the proposals of the Road Consultants with regards to the road developments and bus stop siting and ensure that the interests of Public Transport are adequately taken care of Maintain on going liaison with Road Consultants/Contractors to ensure that agreed facilities are correctly accommodated during the construction Liaise with the Roads and Maintenance departments in setting up new bus stop signs on the existing/proposed bus services as also their upkeep Liaise with the Planning & Survey department for securing plots for future bus stations/bus depots. Ensure that all bus stop fixtures are equipped with Point Timetable frames Keep an up to date inventory of all bus stops and passenger shelters - end - -- Alan P Howes, Special Transport Advisor, DM Public Transport Department aphowes@dm.gov.ae Tel: 04 286 1616 ext 214 Mobile: 050 5989661 From kisansbc at vsnl.com Wed Oct 17 10:22:21 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Wed, 17 Oct 2001 06:52:21 +0530 Subject: [sustran] Fw: [sustran] Cycling in Pune and Mumbai Message-ID: <002c01c156aa$2c1fdfc0$b34fc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: Charlotte Ruth ; <> Cc: Sent: Tuesday, October 17, 2001 6:50 AM Subject: [sustran] Cycling in Pune and Mumbai > Dear Charlotte, > > Thank you for your prompt reply. If you really wish to delve in the > depths of problems of mobility inc. cycling, you have to decide to study the > South. Studying on the West issues is like driving on the Turnpike, Autobahn or Expressway at 140 km while working in the South is going in a buggy on bumpy broken down passge which was once a makadam road. Researching in the South gives one satisfaction of a job of a lifetime. Social, human, equity in addition to technical aspects are involved. Our colleagues are strong agitators for better public transport and cycling in Pune and other cities. Based in Mumbai > we try to get intimate insight in Mumbai authorities supporting > private car at the cost of other mode of traffic. You can rely on this easily accessible resource. Best wishes. > > Kisan Mehta > > ----- Original Message ----- > From: Charlotte Ruth > To: > Sent: Tuesday, October 16, 2001 4:14 PM > Subject: Re: FW: [sustran] Cycling in Pune and Mumbai > > > Dear Kisan Mehta, > > Thank you for your highly informative mail. I am, at the moment, deciding > > wether to conduct my research in The West or the South. If I decide to > study > > in the South I would like to further investigate the problems in India > > because I have received a great deal of e-mails describing similar > problems > > to those that you outlined. If I do follow this line of work I will > contact > > you again. Thank you again. > > Richard Rothwell. > > > > > > > > >From: "International Bicycle Fund" > > >To: > > >Subject: FW: [sustran] Cycling in Pune and Mumbai > > >Date: Sun, 14 Oct 2001 13:01:56 -0700 From cameron at iinet.net.au Wed Oct 17 10:28:37 2001 From: cameron at iinet.net.au (Iain Cameron) Date: Wed, 17 Oct 2001 09:28:37 +0800 Subject: [sustran] Asian household travel surveys Message-ID: <3.0.6.32.20011017092837.007b49e0@pop3.norton.antivirus> I am a PhD student at Western Australia's Murdoch University working with Assoc Prof Jeff Kenworthy. The broad topic of my research is automobile dependence in developed and developing cities/countries. I am writing seeking your assistance to try and locate personal and / or household travel surveys for Jakarta, Bangkok, Hong Kong, Kuala Lumpur, Manila and Tokyo. The years of interest are 1990/91 and 1995/96. Thank you for your assistance. Ian Cameron email cameron@iinet.net.au From ajain at kcrc.com Wed Oct 17 11:02:24 2001 From: ajain at kcrc.com (Jain Alok) Date: Wed, 17 Oct 2001 10:02:24 +0800 Subject: [sustran] Re: Asian household travel surveys Message-ID: Dear Iain, Transport Department in Hong Kong conducted a Travel Characteristics Survey (TCS) in 1992 (MVA was the consultant). To obtain a copy of these survey reports, contact Transport Department or MVA. Links to their web pages are provided below. www.info.gov.hk/td/eng/td29_flash.html www.mva.com.hk Good luck.. Alok Jain > -----Original Message----- > From: Iain Cameron [mailto:cameron@iinet.net.au] > Sent: Wednesday, October 17, 2001 9:29 AM > To: sustran-discuss@jca.ax.apc.org > Subject: [sustran] Asian household travel surveys > > > > I am a PhD student at Western Australia's Murdoch University > working with > Assoc Prof Jeff Kenworthy. The broad topic of my research is > automobile > dependence in developed and developing cities/countries. I am writing > seeking your assistance to try and locate personal and / or household > travel surveys for Jakarta, Bangkok, Hong Kong, Kuala Lumpur, > Manila and > Tokyo. The years of interest are 1990/91 and 1995/96. Thank > you for your > assistance. > > Ian Cameron email cameron@iinet.net.au > This email and any attachment to it may contain confidential or proprietary information that are intended solely for the person / entity to whom it was originally addressed. If you are not the intended recipient, any disclosure, copying, distributing or any action taken or omitted to be taken in reliance on it, is prohibited and may be unlawful. Internet communications cannot be guaranteed to be secure or error-free as information could be intercepted, corrupted, lost, arrive late or contain viruses. The sender therefore does not accept liability for any errors or omissions in the context of this message which arise as a result of transmission over the Internet. No opinions contained herein shall be construed as being a formal disclosure or commitment of the Kowloon-Canton Railway Corporation unless specifically so stated. From howes at emirates.net.ae Thu Oct 18 23:38:18 2001 From: howes at emirates.net.ae (Alan P Howes) Date: Thu, 18 Oct 2001 18:38:18 +0400 Subject: [sustran] Ridership predictions, urban rail transit Message-ID: <1uptst88888nsdqk6i5om4b1lje2uc9qap@4ax.com> Hi everyone - Can anyone point me to a reference on predicted vs. actual ridership for new urban rail transit systems? (or better still qute some examples). I saw something in a mag. recently saying that quite a few in the US recently have failed to meet expectations - and I know Bangkok has been accused of the same. Cheers, Alan -- Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] From johnrenne at hotmail.com Fri Oct 19 01:12:05 2001 From: johnrenne at hotmail.com (John Renne) Date: Thu, 18 Oct 2001 10:12:05 -0600 Subject: [sustran] Re: Ridership predictions, urban rail transit Message-ID: Alan, Check out the Regional Transportation District (RTD) in Denver, Colorado. They had a new light rail line open last summer and predicted ridership far underestimated actual ridership. I wish I knew more, but you can look them up on the web at www.rtd-denver.com Cheers, John L. Renne >From: Alan P Howes >Reply-To: sustran-discuss@jca.ax.apc.org >To: sustran-discuss@jca.apc.org, transit-prof@yahoogroups.com, >UTSG@JISCMAIL.AC.UK >Subject: [sustran] Ridership predictions, urban rail transit >Date: Thu, 18 Oct 2001 18:38:18 +0400 > >Hi everyone - > >Can anyone point me to a reference on predicted vs. actual ridership >for new urban rail transit systems? (or better still qute some >examples). I saw something in a mag. recently saying that quite a few >in the US recently have failed to meet expectations - and I know >Bangkok has been accused of the same. > >Cheers, Alan >-- >Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) >alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) >http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com/intl.asp From johnrenne at hotmail.com Fri Oct 19 01:15:07 2001 From: johnrenne at hotmail.com (John Renne) Date: Thu, 18 Oct 2001 10:15:07 -0600 Subject: [sustran] Re: Ridership predictions, urban rail transit Message-ID: Alan, Check out the Regional Transportation District (RTD) in Denver, Colorado. They had a new light rail line open last summer and predicted ridership far underestimated actual ridership. I wish I knew more, but you can look them up on the web at www.rtd-denver.com Cheers, John L. Renne >From: Alan P Howes >Reply-To: sustran-discuss@jca.ax.apc.org >To: sustran-discuss@jca.apc.org, transit-prof@yahoogroups.com, >UTSG@JISCMAIL.AC.UK >Subject: [sustran] Ridership predictions, urban rail transit >Date: Thu, 18 Oct 2001 18:38:18 +0400 > >Hi everyone - > >Can anyone point me to a reference on predicted vs. actual ridership >for new urban rail transit systems? (or better still qute some >examples). I saw something in a mag. recently saying that quite a few >in the US recently have failed to meet expectations - and I know >Bangkok has been accused of the same. > >Cheers, Alan >-- >Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) >alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) >http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com/intl.asp From wcox at publicpurpose.com Fri Oct 19 01:18:04 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Thu, 18 Oct 2001 11:18:04 -0500 Subject: [sustran] Re: Ridership predictions, urban rail transit References: <1uptst88888nsdqk6i5om4b1lje2uc9qap@4ax.com> Message-ID: <01eb01c157f0$78b6d4a0$957a2e3f@y8f2e> Hudson Bergen data will be found at... http://www.publicpurpose.com/ut-hudsonb.htm DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: Alan P Howes To: ; ; Sent: Thursday, 18 October, 2001 09:38 Subject: [sustran] Ridership predictions, urban rail transit > Hi everyone - > > Can anyone point me to a reference on predicted vs. actual ridership > for new urban rail transit systems? (or better still qute some > examples). I saw something in a mag. recently saying that quite a few > in the US recently have failed to meet expectations - and I know > Bangkok has been accused of the same. > > Cheers, Alan > -- > Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) > alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) > http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] From lfwright at usa.net Fri Oct 19 02:10:37 2001 From: lfwright at usa.net (Lloyd Wright) Date: Thu, 18 Oct 2001 13:10:37 EDT Subject: [sustran] Re: [[sustran] Ridership predictions, urban rail transit] Message-ID: <20011018171037.20334.qmail@cpdvg201.cms.usa.net> Dear Alan, I think the one of the definitive articles on the long-history of over-estimating rail passenger demand is "A Desire Name Streetcar: Fantasy and Fact in Rail Transit Planning" by Don Pickrell of the Volpe Center. The article appears in Spring 1992 edition of the Journal of the American Planning Association. Lloyd Wright Alan P Howes wrote: Hi everyone - Can anyone point me to a reference on predicted vs. actual ridership for new urban rail transit systems? (or better still qute some examples). I saw something in a mag. recently saying that quite a few in the US recently have failed to meet expectations - and I know Bangkok has been accused of the same. Cheers, Alan -- Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] ____________________________________________________________________ Get free e-mail and a permanent address at http://www.amexmail.com/?A=1 From czegras at MIT.EDU Fri Oct 19 04:36:29 2001 From: czegras at MIT.EDU (Chris Zegras) Date: Thu, 18 Oct 2001 15:36:29 -0400 Subject: [sustran] Re: Ridership predictions, urban rail transit In-Reply-To: <200110181700.CAA90603@mail.jca.apc.org> Message-ID: <5.0.0.25.2.20011018152322.03222c58@po9.mit.edu> For the US, the most thorough original treatment of this is: Pickrell, Don. 1989. Urban Rail Transit Projects: Forecast versus Actual Ridership and Costs. Wash, DC: Urban Mass Transportation Administration (UMTA). I don't know how easy it will be to find (UMTA is now FTA). Here's a useful, on-line reference: http://confusion.mit.edu/~richmond/professional/wholesys.pdf. Kain also touches on the subject in "The Urban Transportation Problem" in Essays in Transportation Economics and Poicy. Brookings. 1999. You might also find some useful info here: http://www.publicpurpose.com/pp-infra.htm cheers, chris z. At 02:00 AM 10/19/2001 +0900, you wrote: >Date: Thu, 18 Oct 2001 18:38:18 +0400 >From: Alan P Howes >Subject: [sustran] > >Hi everyone -=20 > >Can anyone point me to a reference on predicted vs. actual ridership >for new urban rail transit systems? (or better still qute some >examples). I saw something in a mag. recently saying that quite a few >in the US recently have failed to meet expectations - and I know >Bangkok has been accused of the same. > >Cheers, Alan -------------------------------------------------- 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 ajain at kcrc.com Fri Oct 19 08:47:49 2001 From: ajain at kcrc.com (Jain Alok) Date: Fri, 19 Oct 2001 07:47:49 +0800 Subject: [sustran] Re: Ridership predictions, urban rail transit Message-ID: Tung Chung Line and Airport Express (both opened in 1998) by Mass Transit Railway Corp. also could not meet the predictions but probably it was just a timing issue. Asian financial crisis was unforeseen when the forecasts were made. Alok Jain Hong Kong > -----Original Message----- > From: Alan P Howes [mailto:howes@emirates.net.ae] > Sent: Thursday, October 18, 2001 10:38 PM > To: sustran-discuss@jca.apc.org; transit-prof@yahoogroups.com; > UTSG@JISCMAIL.AC.UK > Subject: [sustran] Ridership predictions, urban rail transit > > > Hi everyone - > > Can anyone point me to a reference on predicted vs. actual ridership > for new urban rail transit systems? (or better still qute some > examples). I saw something in a mag. recently saying that quite a few > in the US recently have failed to meet expectations - and I know > Bangkok has been accused of the same. > > Cheers, Alan > -- > Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) > alaninthegulf@yahoo.co.uk (Alan) > cybermog57@yahoo.co.uk (Jacqui) > http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] > > This email and any attachment to it may contain confidential or proprietary information that are intended solely for the person / entity to whom it was originally addressed. If you are not the intended recipient, any disclosure, copying, distributing or any action taken or omitted to be taken in reliance on it, is prohibited and may be unlawful. Internet communications cannot be guaranteed to be secure or error-free as information could be intercepted, corrupted, lost, arrive late or contain viruses. The sender therefore does not accept liability for any errors or omissions in the context of this message which arise as a result of transmission over the Internet. No opinions contained herein shall be construed as being a formal disclosure or commitment of the Kowloon-Canton Railway Corporation unless specifically so stated. From townsend at central.murdoch.edu.au Fri Oct 19 11:08:07 2001 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Fri, 19 Oct 2001 10:08:07 +0800 Subject: [sustran] Re: Ridership predictions, urban rail transit In-Reply-To: <1uptst88888nsdqk6i5om4b1lje2uc9qap@4ax.com> Message-ID: <5.0.2.1.0.20011019092739.009f4da0@central.murdoch.edu.au> There was a lack of independent study of the 24km elevated heavy rail Bangkok Transit System which opened in late 1999. The project was a solely private sector undertaking, and the company responsible is alleged to have paid consultants to produce inflated ridership forecasts in order to secure finance and encourage private investors (including the World Bank). In defence of the company responsible, the city government (the Bangkok Metropolitan Administration) had made commitments to provide certain improvements around stations and to contribute to a re-organization of the public buses to feed the stations and these commitments were not met. The forecasts were for 400,000-600,000 passengers per day (no one ever really took the high end forecasts seriously) and actual ridership at present was recently estimated at 220,000 passengers per day. While it is considered a failure because it hasn't met ridership forecasts, to most people in Bangkok it is considered a good thing for a number of other reasons (it is estimated that 40,000 of the daily passengers were previously driving), and ways are currently being looked at to extend the system and to integrate it with the subway that is currently under construction (it is likely that the subway will also have trouble meeting its forecasts in the absence of government actions to rationalize bus services and improve pedestrian access to stations). It should be noted that the BTS is charging premium fares which are in some cases 10 times the fare for a bus running on the same route, and the per km ridership per day is actually higher than Singapore's MRT in the first year of operations. There is a similar story to be told about Kuala Lumpur's two private LRT systems. In a paper presented in July at the WCTR in Seoul, Roger Mackett presented a paper (co-authored by Ela Babalik) analyzing 8 LRT systems. According to this paper, San Diego Trolley (80.4km), St Louis Metrolink (27.2km), Vancouver Skytrain (28.9km), and Manchester Metrolink (31.0km) all met or exceeded their forecasts. Miami Metrorail (33.8km), Sacramento Light Rail (29.2km), Sheffield Supertram (29.0km), and Newcastle upon Tyne Tyne and Wear Metro (59.1km) did not meet their forecasts. I have been told that one of the most successful (i.e. actual patronage far exceeded forecasts) new LRTs is in Turkey, but I don't have the details. At 06:38 PM 18/10/01 +0400, you wrote: >Hi everyone - > >Can anyone point me to a reference on predicted vs. actual ridership >for new urban rail transit systems? (or better still qute some >examples). I saw something in a mag. recently saying that quite a few >in the US recently have failed to meet expectations - and I know >Bangkok has been accused of the same. > >Cheers, Alan >-- >Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) >alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) >http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] ________________________________________________ Craig Townsend Institute for Sustainability & Technology Policy Murdoch University South Street, Murdoch Perth, Western Australia 6150 tel: (61 8) 9360 6278 fax: (61 8) 9360 6421 email: townsend@central.murdoch.edu.au From BruunB at aol.com Sat Oct 20 00:41:42 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Fri, 19 Oct 2001 11:41:42 EDT Subject: [sustran] Re: Ridership predictions, urban rail transit Message-ID: Dear people, In short, defining which ridership prediction to use can be a subject of dispute. Sometimes the best assumptions can be undermined, for example, if the region fails to implement supporting policies. Neverthelesss, depending upon definition, quite a few agencies in the US have gotten higher than expected ridership. The Bangkok case is unusual, since it is privately funded and must charge fares much higher than the majority can afford. Eric From BruunB at aol.com Sat Oct 20 00:41:42 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Fri, 19 Oct 2001 11:41:42 EDT Subject: [sustran] Re: Ridership predictions, urban rail transit Message-ID: Dear people, In short, defining which ridership prediction to use can be a subject of dispute. Sometimes the best assumptions can be undermined, for example, if the region fails to implement supporting policies. Neverthelesss, depending upon definition, quite a few agencies in the US have gotten higher than expected ridership. The Bangkok case is unusual, since it is privately funded and must charge fares much higher than the majority can afford. Eric From BruunB at aol.com Sat Oct 20 00:44:01 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Fri, 19 Oct 2001 11:44:01 EDT Subject: [sustran] Re: [[sustran] Ridership predictions, urban rail transit] Message-ID: <8d.e12434f.2901a441@aol.com> Maybe the author of "A Desire Named Streetcar" was John Kain, not Don Pickrell, although I don't have the reference handy. In my opinion, I think this article is flawed. Eric Bruun From ptimms at its.leeds.ac.uk Sat Oct 20 02:13:50 2001 From: ptimms at its.leeds.ac.uk (Paul TIMMS) Date: Fri, 19 Oct 2001 17:13:50 GMT Subject: [sustran] Re: Ridership predictions, urban rail transit Message-ID: <19F965C64AC@its.leeds.ac.uk> There were a large number of studies of BTS and other lines in Bangkok conducted by consultants for various government departments in the 80s and 90s. All these studies assumed that the rail fare would be comparable to the fare for an air-condtioned bus and one even assumed the fare would be the same as for non-air-conditioned buses. As a result they led to relatively high estimates of ridership. The fare actually implemented was about 5 times that of an air-conditioned bus and ten times that of a non-air-conditioned bus. It could be said that today's ridership of 220,000 is higher than might be expected under these circumstances. The simple message here is that fares should be set at a level to maximise social benefit rather than maximise private profit. Paul Timms obtain maximum socila benefit. If they are set at a level utIt seems clear > Date: Fri, 19 Oct 2001 10:08:07 +0800 > To: sustran-discuss@jca.ax.apc.org > From: Craig Townsend > Subject: [sustran] Re: Ridership predictions, urban rail transit > Reply-to: sustran-discuss@jca.ax.apc.org > There was a lack of independent study of the 24km elevated heavy rail > Bangkok Transit System which opened in late 1999. The project was a solely > private sector undertaking, and the company responsible is alleged to have > paid consultants to produce inflated ridership forecasts in order to secure > finance and encourage private investors (including the World Bank). In > defence of the company responsible, the city government (the Bangkok > Metropolitan Administration) had made commitments to provide certain > improvements around stations and to contribute to a re-organization of the > public buses to feed the stations and these commitments were not met. The > forecasts were for 400,000-600,000 passengers per day (no one ever really > took the high end forecasts seriously) and actual ridership at present was > recently estimated at 220,000 passengers per day. While it is considered a > failure because it hasn't met ridership forecasts, to most people in > Bangkok it is considered a good thing for a number of other reasons (it is > estimated that 40,000 of the daily passengers were previously driving), and > ways are currently being looked at to extend the system and to integrate it > with the subway that is currently under construction (it is likely that the > subway will also have trouble meeting its forecasts in the absence of > government actions to rationalize bus services and improve pedestrian > access to stations). It should be noted that the BTS is charging premium > fares which are in some cases 10 times the fare for a bus running on the > same route, and the per km ridership per day is actually higher than > Singapore's MRT in the first year of operations. > > There is a similar story to be told about Kuala Lumpur's two private LRT > systems. > > In a paper presented in July at the WCTR in Seoul, Roger Mackett presented > a paper (co-authored by Ela Babalik) analyzing 8 LRT systems. According to > this paper, San Diego Trolley (80.4km), St Louis Metrolink (27.2km), > Vancouver Skytrain (28.9km), and Manchester Metrolink (31.0km) all met or > exceeded their forecasts. Miami Metrorail (33.8km), Sacramento Light Rail > (29.2km), Sheffield Supertram (29.0km), and Newcastle upon Tyne Tyne and > Wear Metro (59.1km) did not meet their forecasts. > > I have been told that one of the most successful (i.e. actual patronage far > exceeded forecasts) new LRTs is in Turkey, but I don't have the details. > > > At 06:38 PM 18/10/01 +0400, you wrote: > >Hi everyone - > > > >Can anyone point me to a reference on predicted vs. actual ridership > >for new urban rail transit systems? (or better still qute some > >examples). I saw something in a mag. recently saying that quite a few > >in the US recently have failed to meet expectations - and I know > >Bangkok has been accused of the same. > > > >Cheers, Alan > >-- > >Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) > >alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) > >http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] > > ________________________________________________ > Craig Townsend > Institute for Sustainability & Technology Policy > Murdoch University > South Street, Murdoch > Perth, Western Australia 6150 > > tel: (61 8) 9360 6278 > fax: (61 8) 9360 6421 > email: townsend@central.murdoch.edu.au > > From litman at vtpi.org Sat Oct 20 01:24:48 2001 From: litman at vtpi.org (Todd Litman) Date: Fri, 19 Oct 2001 09:24:48 -0700 Subject: [sustran] Re: [[sustran] Ridership predictions, urban rail transit] In-Reply-To: <8d.e12434f.2901a441@aol.com> Message-ID: <3.0.5.32.20011019092448.012eee30@pop.islandnet.com> Don Pickrell did author "A Desire Named Streetcar". The full citation is: Don Pickrell, "A Desire Named Streetcar: Fantasy and Fact in Rail Transit Planning," Journal of the American Planning Association, Vol. 58, No. 2, Spring 1992, pp. 158-76. One of his main conclusions was that funding practices encouraged local transportation officials to exaggerate ridership predictions in order to receive federal funds. The examples he looked at are more than a decade old, and the FTA has changed some of their practices to demand more reasonable ridership estimates, although I don't know the details. I've heard that some recent rail systems have exceeded ridership projections, including St Louis, Portland and Calgary. I would not assume that the findings of Pickrell's 1992 article necessarily apply now. The criticism that transportation planners often understate costs and overstate benefits also applies to highway projects. Many highway capacity expansion projects are promoted as congestion reduction strategies, but their congestion reduction benefits disappear within a few years. Highways capacity expansion is also promoted as a way to increase regional economic development, but recent research suggests that this is not usually a cost effective investment if demand management strategies can encourage more efficient use of existing roadway capacity. This is not to say that rail transit investments are always worthwhile or that transit planning is foolproof, but there is no need to suggest that public transit planning is worse than other types of transportation planning. For discussion see: Marlon Boarnet and Andrew F. Haughwout, "Do Highways Matter? Evidence and Policy Implications of Highways' Influence on Metropolitan Development," Brooking Institute (www.brookings.edu), 2000. "Social Benefits of Public Transit" Online TDM Encyclopedia http://www.vtpi.org/tdm/tdm62.htm "Economic Development Benefits of TDM" Online TDM Encyclopedia http://www.vtpi.org/tdm/tdm54.htm SACTRA, Transport Investment, Transport Intensity and Economic Growth, Standing Advisory Committee on Trunk Road Assessment, Dept. of Environment, Transport and Regions (London; www.roads.detr.gov.uk/roadnetwork), 1999. STPP, An Analysis of the Relationship Between Highway Expansion and Congestion in Metropolitan Areas, Surface Transportation Policy Project (Washington DC; www.transact.org), 1998. Jeffery J. Smith, Does Mass Transit Raise Site Values Around Its Stops Enough To Pay For Itself (Were The Value Captured)?, Geonomy Society (www.progress.org/geonomy), 2001. Also available at the Victoria Transport Policy Institute (www.vtpi.org). At 11:44 AM 10/19/01 EDT, you wrote: >Maybe the author of "A Desire Named Streetcar" was John Kain, not Don >Pickrell, although I don't have the reference handy. In my opinion, I think >this article is flawed. 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 mobility at igc.org Sat Oct 20 07:11:57 2001 From: mobility at igc.org (mobility) Date: Fri, 19 Oct 2001 18:11:57 -0400 Subject: [sustran] initial reaction to WBCSD Mobility 2001 study Message-ID: <3BD0A52D.9D94E600@igc.org> Our Ten Cents on a Ten Million Dollar Study The World Business Council for Sustainable Development (WBCSD) has just released a new $10 million study called Mobility 2001, that was written under their supervision by MIT and Charles River Associates. It is available online at www.wbcsdmobility.org. ITDP will draft comments on the study. Your input is welcome. Please send comments to mobility@igc.org The auto and oil industries had two conflicting aims with this study: 1) assessing whether or not they have a future, 2) subtly promoting their agenda in the face of mounting criticism. The study doesn't entirely succeed on either of these counts. It extols the automobile, while recognizing the problems that its growing use causes. It suffers from a tendency to generalize from US experience to developing countries, which would no doubt be better off deciding for themselves whether a future of automobile dependency in the face of rapidly shrinking oil supplies is a good idea. Initial Reaction to Mobility 2001 by the WBCSD The study is largely descriptive, rather than prescriptive, and much of this description is reasonably accurate. Its overview of pollution trends, traffic trends are reasonable. However, it frequently suffers from over-generalizing trends from the US. Comments like "conventional public transport systems are best at serving high levels of travel demand...areas that typically meet these criteria include the urban core and the high density corridors between the core and the suburbs," were written with the US in mind. "Public transport" in developing countries is almost non-existent, being all but replaced by paratransit and private bus transport, and these services make a profit even in distant peripheral areas. It characterizes the problem of urban sprawl, for example, as a direct result of growing private motor vehicle use, whereas in developing countries most people living in sprawling settlements do not own cars and are pushed to the periphery by a low income housing crisis. Much time is spent extolling the alleged freedom of private motor vehicles: "Privately owned motor vehicles are typically the most flexible means of providing mobility." Sitting in a traffic jam and searching for a parking space seems far less flexible to many of us than walking or biking to a busway or subway, then walking somewhere else, without having to worry about parking, refueling, maintaining the vehicle, theft, or crashing the vehicle. A flexible system is one where people have many choices about how to make a trip, not a system of automobile dependence. The authors claim that 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." There exists, unfortunately, no accepted mechanism for determining the 'sufficiency' of a road network, nor an appropriate urban density. Japan has managed to produce higher levels of per capita GNP than the US, with a fraction of the level of road infrastructure. Many developing country cities, like Curitiba and Bogota, have done a far better job than Houston or Los Angeles in fixing transport sector problems. Even in the first world, the report claims that "highway infrastructure needs to be increased," though it admits "it is not possible to build our way out of congestion." To much of the world, it looks like the US has enough roads. Should the rest of the world pay, with flooded coastlines, for the luxury of US drivers to continue to generate greenhouse gases? The report says that 96% of transportation relies on oil forgeting that in Africa 70% of freight is moved by headloading, and in countries like India and China a majority of trips continue to be made by non-motorized means. Oil is clearly the number one fuel. Perhaps food is the second most important fuel, but it is not mentioned. Given that large oil companies funded the study, one would expect a thorough review of the risks and ramifications of the world's limited fuel reserves.In fact the analysis is limited to quotes from the International Energy Agency and the US Department of Energy that global fuel consumption will double in 25 - 28 years, and that a transition to non-oil energy sources will be necessary beginning in the next 20 - 50 years, with oil prices estimated to rise only marginally (from a current price around $22 to around $25 a barrel) by 2020. This is a great deal of uncertainty given that whole economies can be made or broken by fuel price volatility. From wcox at publicpurpose.com Sat Oct 20 07:12:26 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Fri, 19 Oct 2001 17:12:26 -0500 Subject: [sustran] Re: [[sustran] Ridership predictions, urban rail transit] References: <8d.e12434f.2901a441@aol.com> Message-ID: <013d01c158eb$238a2760$7f7a2e3f@y8f2e> I don't think it is flawed. If anyone would like the Pickrell study, would be happy to put a copy of the executive summary up on the web. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: To: Sent: Friday, 19 October, 2001 10:44 Subject: [sustran] Re: [[sustran] Ridership predictions, urban rail transit] > Maybe the author of "A Desire Named Streetcar" was John Kain, not Don > Pickrell, although I don't have the reference handy. In my opinion, I think > this article is flawed. > > Eric Bruun From APHOWES at dm.gov.ae Sat Oct 20 13:33:47 2001 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Sat, 20 Oct 2001 08:33:47 +0400 Subject: [sustran] Re: Ridership predictions, urban rail transit Message-ID: Interesting - and would be more so if it made clear what Hudson-Bergen is! (I assume that is Hudson as in NY, not Bergen as in Norway ...) -- Alan P Howes, Special Transport Advisor, DM Public Transport Department aphowes@dm.gov.ae Tel: 04 286 1616 ext 214 Mobile: 050 5989661 -----Original Message----- From: Wendell Cox [mailto:wcox@publicpurpose.com] Sent: Thursday, October 18, 2001 8:18 PM To: sustran-discuss@jca.ax.apc.org Subject: [sustran] Re: Ridership predictions, urban rail transit Hudson Bergen data will be found at... http://www.publicpurpose.com/ut-hudsonb.htm DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA From wcox at publicpurpose.com Sat Oct 20 21:24:21 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Sat, 20 Oct 2001 07:24:21 -0500 Subject: [sustran] Re: Ridership predictions, urban rail transit References: Message-ID: <00ec01c15962$27009060$86cc2a3f@y8f2e> Hudson Bergen is a light rail line along the west bank (liberally speaking) of the Hudson across from Manhattan. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: Alan Patrick Howes To: Sent: Friday, 19 October, 2001 23:33 Subject: [sustran] Re: Ridership predictions, urban rail transit > Interesting - and would be more so if it made clear what Hudson-Bergen is! > (I assume that is Hudson as in NY, not Bergen as in Norway ...) > > > -- > Alan P Howes, Special Transport Advisor, DM Public Transport Department > aphowes@dm.gov.ae > Tel: 04 286 1616 ext 214 > Mobile: 050 5989661 > > > -----Original Message----- > From: Wendell Cox [mailto:wcox@publicpurpose.com] > Sent: Thursday, October 18, 2001 8:18 PM > To: sustran-discuss@jca.ax.apc.org > Subject: [sustran] Re: Ridership predictions, urban rail transit > > > Hudson Bergen data will be found at... > > http://www.publicpurpose.com/ut-hudsonb.htm > > DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) > http://www.demographia.com (Demographics & Land Use) > http://www.publicpurpose.com (Public Policy & Transport)) > Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 > PO Box 841 - Belleville, IL 62222 USA From kisansbc at vsnl.com Sun Oct 21 23:59:37 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sun, 21 Oct 2001 20:29:37 +0530 Subject: [sustran] Fw: [sustran] Re: Ridership predictions, urban rail transit Message-ID: <002b01c15a41$03d43ee0$574bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: Sent: Sunday, October 21, 2001 7:31 PM Subject: [sustran] Ridership predictions, urban rail transit Dear Sustran Colleagues, > > I am amazed by the lively discussion on studies taken up on rail services. Majority of them talk of underutlisation of facilities planned and/or created. > > In Mumbai, the situation is different. Basic Suburban Railway Services in Mumbai built in the Thirties. This helped the city to grow along the railway corridor between Fifties and Eighties. Amalgmation of small municipalities of the then suburbs with that of Island City accelerated the expansion or rather sprawl of the city. >From a mere 800,000 in 1901 Mumbai touched in March 2001 12 million staying on 434 sq km area with a suffocating average density 27,000 persons per sq km. > > The Island City is losing in population in favour of erstwhile suburbs. Trading activities are concentrated in the Island City. So long train and bus journeys. An estimated 55% of Mumbai's jobs are provided by people living outside the Island City. Mumbai does not have metro or adequate extension of suburban railways. Railway and bus services provide about 10 million journeys a day. Both services are crowded to a suffocation level at four times the normal capacity. Trains run so jam packed that they say proverbially that a commuter would not be able to move his wrist away even if he feels his wrist watch being pinched. Railways are owned by the Indian Government and Buses by the municipality. We wonder whether sophisticated travel demand management concepts have any relevance at all in human centres of the developing countries. With globalisation and free market access operating on full scale, the government priority in the so called developing (respectable designation for poor) countries is motor roads and expressways. The Maharashtra Government built about 80 km of the 160 km of Mumbai Pune Road at the cost of Rs 16 billion. Toll from motor cars using the facility does not cover even the interest cost of Rs 2.4 billion. The Finance Minister admited the other day that the expressway has proved to be financially unviable. Best wishes. Kisan Mehta kisansbc@vsnl.com From townsend at central.murdoch.edu.au Mon Oct 22 11:35:58 2001 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Mon, 22 Oct 2001 10:35:58 +0800 Subject: [sustran] Pedestrian street in Bangkok Message-ID: <5.0.2.1.0.20011022103223.009f31f0@central.murdoch.edu.au> from The Nation online edition Sundays without cars on Silom Published on Oct 21, 2001 In less than a month's time, Bangkok, the City of Angels, will have its first permanent Sunday pedestrian street. For the first time, all motor vehicles will be banned from noon to midnight on an 800-metre stretch of Silom Road in the city's main business district from Sala Daeng to Narathiwat Nakarin intersections. Deputy premier Pitak Indaraviriyanun, the chief proponent of the Bangkok pedestrian-street programme, says Silom will be off limits to vehicles from November 18, with Khao San and Phra Arthit roads to follow suit as pedestrian streets shortly afterwards. The scheme, drawn up by the National Energy Policy Office in cooperation with the city traffic, tourism and other authorities, will create social, economic, and environmental benefits for Bangkok residents as well as foreign visitors. Full story at: http://www.nationmultimedia.com/page.arcview.php3?clid=2&id=50131&usrsess=1 ________________________________________________ Craig Townsend Institute for Sustainability & Technology Policy Murdoch University South Street, Murdoch Perth, Western Australia 6150 tel: (61 8) 9360 6278 fax: (61 8) 9360 6421 email: townsend@central.murdoch.edu.au -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011022/ad953933/attachment.htm From wcox at publicpurpose.com Mon Oct 22 21:53:09 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Mon, 22 Oct 2001 07:53:09 -0500 Subject: [sustran] Re: Fw: [sustran] Re: Ridership predictions, urban rail transit References: <002b01c15a41$03d43ee0$574bc5cb@r4v7p2> Message-ID: <012101c15af8$81e5e100$bd7e2e3f@y8f2e> Interesting information. Mumbai is on my list for a visit, I hope within the next year. Data seems to indicate the possibility that Mumbai is the world's most densely populated urbanized area, perhaps even higher than Hong Kong. My understanding is that the 2001 census data shows a slight increase in the island city population, though there has been incredible growth in the balance of the city. Have not been able to determine the extent of urbanized area growth outside the city, but would not be surprised if it were substantial. I think there are predictions to the effect that Mumbai could emerge as the world's largest urban area in a couple of decades. Of course, there was a time that the same was said about Mexico City and Sao Paulo, and both have settled into much slower growth patterns. But the Mumbai public transport and rail situtation is a good example of how different things are between the world's urbanized areas. Too often our western colleagues fail to recognize that there is a difference between Mumbai and say, Portland or Phoenix. Indeed, the Mumbai municipality's 12 million people are huddled in an area only 1.5 times the size of Portland, with its 500.000 residents. If one took out the national park that occupies a large part of the area annexed in the late 1950s, the land area is probably below that of Portland. The point... What makes sense in Mumbai is likely to be rather different than in places that look much different. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: kisan mehta To: sustran-discuss Sent: Sunday, 21 October, 2001 09:59 Subject: [sustran] Fw: [sustran] Re: Ridership predictions, urban rail transit > > ----- Original Message ----- > From: kisan mehta > To: > Sent: Sunday, October 21, 2001 7:31 PM > Subject: [sustran] Ridership predictions, urban rail transit > > > Dear Sustran Colleagues, > > > > I am amazed by the lively discussion on studies taken > up on rail services. Majority of them talk of underutlisation > of facilities planned and/or created. > > > > In Mumbai, the situation is different. Basic Suburban > Railway Services in Mumbai built in the Thirties. > This helped the city to grow along the railway corridor between Fifties and > Eighties. Amalgmation of small > municipalities of the then suburbs with that of Island City accelerated the > expansion or rather sprawl of the city. > >From a mere 800,000 in 1901 Mumbai touched in March > 2001 12 million staying on 434 sq km area with a suffocating average density > 27,000 persons per sq km. > > > > The Island City is losing in population in favour of > erstwhile suburbs. Trading activities are concentrated > in the Island City. So long train and bus journeys. An > estimated 55% of Mumbai's jobs are provided by > people living outside the Island City. > > Mumbai does not have metro or adequate extension > of suburban railways. Railway and bus services > provide about 10 million journeys a day. Both > services are crowded to a suffocation level at four > times the normal capacity. Trains run so jam packed > that they say proverbially that a commuter would not > be able to move his wrist away even if he feels his > wrist watch being pinched. > > Railways are owned by the Indian Government and > Buses by the municipality. We wonder whether > sophisticated travel demand management concepts > have any relevance at all in human centres of the > developing countries. > > With globalisation and free market access operating > on full scale, the government priority in the so > called developing (respectable designation for poor) > countries is motor roads and expressways. The > Maharashtra Government built about 80 km of > the 160 km of Mumbai Pune Road at the cost of Rs > 16 billion. Toll from motor cars using the facility > does not cover even the interest cost of Rs 2.4 > billion. The Finance Minister admited the other day > that the expressway has proved to be financially > unviable. Best wishes. > > Kisan Mehta kisansbc@vsnl.com > > From wcox at publicpurpose.com Mon Oct 22 21:53:40 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Mon, 22 Oct 2001 07:53:40 -0500 Subject: [sustran] Urban Rail Projects: Forecase Versus Actual Ridership and Costs (The Pickrell Report) Message-ID: <012501c15af8$94431ca0$bd7e2e3f@y8f2e> 1989 FTA Report --- Urban Rail Projects: Forecast Versus Actual Ridership and Costs (The Pickrell Report) now available at... http://www.publicpurpose.com/ut-fta-on-rail.htm DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011022/6be11dc4/attachment.htm From kisansbc at vsnl.com Tue Oct 23 10:57:32 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Tue, 23 Oct 2001 07:27:32 +0530 Subject: [sustran] New from Mumbai References: <3.0.6.32.20011022092403.007b7830@pop3.norton.antivirus> Message-ID: <003901c15b66$162b1ac0$0a4bc5cb@r4v7p2> Dear Iain, I was relieved to hear from an environmental engineer concerned about the real welfare of people in the developing (poor) countries. Our feelings that people's scarce resources are being frittered away on socially damaging programmes find a reflection in your utterances. The World Bank and multilateral agencies (there are many and increasing at dangerous level) create easy liquidity and to some extent dangerous credibility for less urgent and often bad projects. The WB has been less generous at present because of the US embargo yet about 40% of the Central Government's annual budget is used up in amortising and servicing loans from them while 40% of people live under the poverty line. To meet the WB/IMF dictats our authorities are talking of linking all metro cities through of India motor roads. This was estimated in 1997 to cost double the annual Central Government budget. Possibly the East Coast Road with which you were associated was a part of this grand all India programme. The authorities might be planning to turn it into an expressway requiring five times the money you were associated in spending. And Andhra Pradesh through the East Coast Road is passing had about 2,000 suicide deaths of farmers who could not meet the debt they created to implement the dictats of the socalled Green Revolution where the multilateral agencies, our authorities and big MNCs advise (correct word insist on) maximum chemical input jacking up the cost of food beyond the affordability of people. Starvation continues. I do not remember whether I referred earlier to the 80-90 km sector of 160 km long Mumbai-Pune Road that the Maharashtra Government turned into expressway spending Rs 16 billion last year. (They term this road as Mumbai Pune Expressway). Now the Maharashtra Finance Minister admits that the expressway is financially unviable because it can not meet even the annual interest charges. Many concerned citizens had then recoomended creating a bullet train type facilitry for many times more commuters to use for fast commuting between two busy centres. Flyovers and elevated roads are being constructed in all cities. Similar anachronisms have come up in Chennai too. You know Chief Minister Jayalalita used the Chennai flyover to arrest the former Chief Minister. So flyovers can be used for political vendetta as they fail to meet the needs of the citizens. Even they fail to help motor cars having an average occupancy of 1.6 persons. Stranglehold of the western ideas backed by easy money that flows to promote them is working everywhere in the poor countries. How else can one justify inhuman and unethical treatment to becabs and rikshaws in Jakarta? To placate the likely needs of the motorcar thousands of poor earning their honest bread and serving the poor section of the community are harassed, humilated and killed. This we label as progress! I would be happy if I can help you to make your years in India more lively. Best wishes ----- Original Message ----- From: Iain Cameron To: Sent: Monday, October 22, 2001 6:54 AM Subject: New from Mumbai > > Kisan > > Since joining the Sustran network I have enjoyed reading your emails about > Mumbai. It does put into perspective issues that developing countries and > cities experience with their rapidly expanding transportation and > infrastructure. > > In 1998 I worked on a road project in Chennai, East Coast Road, some 1,500 > kilometres of of new road and 'reconditioning' some parts and with some > 100 bridges. This World Bank funded project was I think to cost some $US600 > million. At the time I was very concerned that this money was being spent > on roads rather than much needed other infrastructure such as water, sewage > drainage, housing or flood control as well as TDM and its associated > stratgeies. A major concern, from work I have been asoociated with for many > years, was the urban air pollution caused by very poor vehicle exhaust > emission control and uncontrolled industrial emissions. Environmental > health aspects of Chennai's urban atmospheric environment were in need of > considerable attention. A situation not unlike that in Mumbai with priority > for additional roads while the city's transit service is in need of an > upgrade. As well I would imagine in other respects it would be like Chennai. > > Apart from that, my time in your country was one of the most rewarding > personal and professional experiences I have encountered. > > After working for many years as a chemical engineering and environmental > scientist, with specialities in urban air environments, I am at present > undertaking my PhD at Perth's Murdoch University and the broad topic of my > thesis is automobile dependence in developed and developing cities and > countries. > > Thank you for your most informative emails about Mumbia and many kind > regards. > Iain Cameron > Institute for Sustainability and Technology Policy > Murdoch University > Murdoch 6150 > WESTERN AUSTRALIA > > Home Address and Communication Details: > 29 Knebworth Avenue > HIGHGATE 6003 > WESTERN AUSTRALIA > > Telephone home: 61 8 9227 8678 > Fax home: 61 8 9227 1664 > email: cameron@iinet.net.au > From BruunB at aol.com Wed Oct 24 00:10:41 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Tue, 23 Oct 2001 11:10:41 EDT Subject: [sustran] Re: "Desire Named Streetcar" paper Message-ID: Wendell, I was referring to the article in the subject header above, but I think you are referring to the Pickrell report. No matter, I think both are flawed, but I will have to save the debate for another day, since I am too busy at the moment with projects that have deadlines. This argument deserves some time. Eric From BruunB at aol.com Wed Oct 24 00:16:08 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Tue, 23 Oct 2001 11:16:08 EDT Subject: [sustran] More on Ridership predictions, urban rail transit Message-ID: <132.3789289.2906e3b8@aol.com> The Hudson-Bergen line is on the west side of the Hudson in New Jersey, right across from Manhattan. By the way, ridership has changed substantially since the attack on the WTC. I want to point out two other things: 1) There are some new rail systems that are well above official projections, for example, Dallas and Saint Louis. 2) The concern that a line is not immediately near capacity is misplaced. Do we want our airports or motorways to be near capacity right after opening? No, we want reserve capacity, especially if we hope to attract develop along the line. Eric From wcox at publicpurpose.com Tue Oct 23 23:21:03 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Tue, 23 Oct 2001 09:21:03 -0500 Subject: [sustran] Re: More on Ridership predictions, urban rail transit References: <132.3789289.2906e3b8@aol.com> Message-ID: <002201c15bcd$f366abe0$51782e3f@y8f2e> Depends upon what you call official projections. In the case of Dallas, the projections made at the time the program was sold to the public for the ballot referendum are way above anything that will ever be achieved even when they finish the system. STL has done better, but as for reduction of traffic congestion during peak hours, or even slowing its growth, the score is, frankly, zero. One of the important debate issues is what projections are used to justify a project. In Los Angeles, we approved the Blue Line light rail line when the anticipated cost was less than $150 million. Even then, the votes were barely there at the time on the LACTC (commission). A series of cost increases eventually got the project to over $900m, with a more than doubling in real $ (dont remember the exact figure) by the time it was opened. Fact is that the votes would not have been there for a $900 million project in 1981, even in 1981$. For me, the crucial ridership and cost projections are those made at the point that the decision to proceed is made. Rarely will a government agency cancel a project once approved. Best example of that is the world record holding Big Dig in Boston. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: To: Sent: Tuesday, 23 October, 2001 10:16 Subject: [sustran] More on Ridership predictions, urban rail transit > The Hudson-Bergen line is on the west side of the Hudson in New Jersey, right > across from Manhattan. By the way, ridership has changed substantially since > the > attack on the WTC. > > I want to point out two other things: > > 1) There are some new rail systems that are well above official projections, > for example, Dallas and Saint Louis. > 2) The concern that a line is not immediately near capacity is misplaced. Do > we want our airports or motorways to be near capacity right after opening? > No, we want reserve capacity, especially if we hope to attract develop along > the line. > > Eric From wcox at publicpurpose.com Tue Oct 23 23:14:46 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Tue, 23 Oct 2001 09:14:46 -0500 Subject: [sustran] Re: "Desire Named Streetcar" paper References: Message-ID: <001f01c15bcd$1429edc0$51782e3f@y8f2e> Just wanted to make sure that people know there are two sides to this debate. No time for it here either, and it does deserve some serious attention. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: To: Sent: Tuesday, 23 October, 2001 10:10 Subject: [sustran] Re: "Desire Named Streetcar" paper > Wendell, > > I was referring to the article in the subject header above, but I think you > are referring > to the Pickrell report. No matter, I think both are flawed, but I will have > to save the > debate for another day, since I am too busy at the moment with projects that > have > deadlines. This argument deserves some time. > > Eric From BruunB at aol.com Wed Oct 24 00:55:58 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Tue, 23 Oct 2001 11:55:58 EDT Subject: [sustran] Re: Litman on Ridership predictions, urban rail transit] Message-ID: <4d.132ea28e.2906ed0e@aol.com> Todd, Thanks for taking the time to get out this article or to look it up. Your comments about highway planning having the same flaws as rail planning were also highly relevant. The Pickrell report is old, but nevertheless still cited. Therefore, it needs to be discussed. I am trying to get hold of Leroy Demery, whose e-mail is now bouncing back. He did a detailed analysis of which estimates Pickrell chose to criticize. He pointed out that there were a variety of esimates floating around and Pickrell dwelled only on the ones that made his case. I don't have it in electronic form, but if I get it, I will post it. I think most of us agree that models can be doctored to give the projections one wants to seek, but I think in fairness it must be pointed out that errors can be innocent. For example, the Miami rapid transit line was assumed to be well connected to a bus network and to have frequent service. When it opened, there were insufficient funds to operate the bus network, so of course the models would then be wrong. Even today, I hear that they operate the rapid transit line on 1/2 hour headways in the evening. What analyst would assume that any agency would operate such infrequent service? It defeats the whole point of the investment to provide such sparse service. Similarly, when Sacramento's light rail line opened, it was initially without a timed transfer network. When it was corrected, ridership vastly increased. Thus, the devil is in the details of the operation. Finally, the FTA no longer allows situations like Miami. Before the US federal government will give capital support, the local plan must prove that there are sufficient operating funds in place. Eric Bruun From litman at vtpi.org Wed Oct 24 03:12:30 2001 From: litman at vtpi.org (Todd Litman) Date: Tue, 23 Oct 2001 11:12:30 -0700 Subject: [sustran] Re: More on Ridership predictions, urban rail transit In-Reply-To: <002201c15bcd$f366abe0$51782e3f@y8f2e> References: <132.3789289.2906e3b8@aol.com> Message-ID: <3.0.5.32.20011023111230.012f07f0@pop.islandnet.com> I think Mr. Cox indicates the basis of much disagreement about the value of rail and busways, and other transportation investments, in his second paragraph below which reflects the common assumption that transportation investments in general and rail transit investments in particular should be evaluated based only on their congestion reduction impacts. Rail transit investments probably won't reduce congestion as it is conventionally measured, i.e., roadway level of service or average vehicle traffic speeds because urban congestion tends to maintain a self-limiting equilibrium. However, there is good reason to believe that rail transit can be a catalyst for more accessible land use and improved transportation choice. Although this will not significantly reduce traffic congestion, it can reduce overall transportatiion costs and allow consumers a better range of transportation and land use options to choose from. This is not to say that I think that rail transit is always better than busways. However, it means that critics of rail transit should acknowledge that there may be other significant evaluation criteria besides ridership, costs-per-trip and direct congestion impacts. For discussion of these issues see the following chapters in our Encyclopedia: "Social Benefits of Public Transit" - http://www.vtpi.org/tdm/tdm62.htm "Accessibility" - http://www.vtpi.org/tdm/tdm84.htm "Transit Oriented Development - http://www.vtpi.org/tdm/tdm45.htm "Measuring Transportation" - http://www.vtpi.org/tdm/tdm55.htm "Comprehensive Transportation Evaluation" http://www.vtpi.org/tdm/tdm76.htm Best wishes. -Todd Litman At 09:21 AM 10/23/01 -0500, Wendell Cox wrote: >Depends upon what you call official projections. In the case of Dallas, the >projections made at the time the program was sold to the public for the >ballot referendum are way above anything that will ever be achieved even >when they finish the system. > >STL has done better, but as for reduction of traffic congestion during peak >hours, or even slowing its growth, the score is, frankly, zero. > >One of the important debate issues is what projections are used to justify a >project. In Los Angeles, we approved the Blue Line light rail line when the >anticipated cost was less than $150 million. Even then, the votes were >barely there at the time on the LACTC (commission). A series of cost >increases eventually got the project to over $900m, with a more than >doubling in real $ (dont remember the exact figure) by the time it was >opened. Fact is that the votes would not have been there for a $900 million >project in 1981, even in 1981$. For me, the crucial ridership and cost >projections are those made at the point that the decision to proceed is >made. Rarely will a government agency cancel a project once approved. Best >example of that is the world record holding Big Dig in Boston. > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) >http://www.demographia.com (Demographics & Land Use) >http://www.publicpurpose.com (Public Policy & Transport)) >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 >PO Box 841 - Belleville, IL 62222 USA >----- Original Message ----- >From: >To: >Sent: Tuesday, 23 October, 2001 10:16 >Subject: [sustran] More on Ridership predictions, urban rail transit > > >> The Hudson-Bergen line is on the west side of the Hudson in New Jersey, >right >> across from Manhattan. By the way, ridership has changed substantially >since >> the >> attack on the WTC. >> >> I want to point out two other things: >> >> 1) There are some new rail systems that are well above official >projections, >> for example, Dallas and Saint Louis. >> 2) The concern that a line is not immediately near capacity is misplaced. >Do >> we want our airports or motorways to be near capacity right after opening? >> No, we want reserve capacity, especially if we hope to attract develop >along >> the line. >> >> Eric > > > > 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 wcox at publicpurpose.com Wed Oct 24 02:32:07 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Tue, 23 Oct 2001 12:32:07 -0500 Subject: [sustran] Re: More on Ridership predictions, urban rail transit References: <132.3789289.2906e3b8@aol.com> <3.0.5.32.20011023111230.012f07f0@pop.islandnet.com> Message-ID: <017801c15be8$a492a9e0$51782e3f@y8f2e> DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: Todd Litman To: Sent: Tuesday, 23 October, 2001 13:12 Subject: [sustran] Re: More on Ridership predictions, urban rail transit > > I think Mr. Cox indicates the basis of much disagreement about the value of > rail and busways, and other transportation investments, in his second > paragraph below which reflects the common assumption that transportation > investments in general and rail transit investments in particular should be > evaluated based only on their congestion reduction impacts. > WC --- Said no such thing. From kisansbc at vsnl.com Wed Oct 24 11:23:35 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Wed, 24 Oct 2001 07:53:35 +0530 Subject: [sustran] [sustran] Pedestrian street in Bangkok, the City of Angels References: <5.0.2.1.0.20011022103223.009f31f0@central.murdoch.edu.au> Message-ID: <006f01c15c32$e34bcb40$604bc5cb@r4v7p2> Dear Craig and Sustran friends, , Your news that a 800 metre long patch of the Silom Street of Bangkok will be car free on Sundays is refreshing but you will agree that the City of Angels should reserve more than 800 metres stretch for the angels to tread. In any case, congrats to all who worked for achieving and convincing the Dy Premier to launch. While any move to deny passage to the modern horror that the motorcar is even for a short patch and only for a hours is a good start, one has appreciate that Bangkok, crowded with pedestrians on all the days (and nights too) should have this as a regular feature on all days and for a longer stretch to prove the benefits of such a move to the city, its people and the world. Typical pedestrian friendly street furniture cannot be installed if it is car free for a day weekly. You know that the orientation of London's famed Oxford Street was recast to remove car and enable pedestrians plus limited access to the London Red Buses. The stretch was, may be 2 km, in the 70s and 80s for all days and all time. Shoppers from the world over could crisscross freely over the carriage way, whatever was left for buses to move at snail speed. The 800 m long Silom may not provide that freedom. What eventually happens is that the authorities in charge of traffic and law and order soon come up with ideas to cut down even the 800 m strech. Let us hope that this does not happen in a city where the Deputy Premier of the country is with the pedestrians. Best wishes. Kisan Mehta kisansbc@vsnl.com ----- Original Message ----- From: Craig Townsend To: sustran-discuss@jca.ax.apc.org Sent: Monday, October 22, 2001 8:05 AM Subject: [sustran] Pedestrian street in Bangkok from The Nation online edition Sundays without cars on Silom Published on Oct 21, 2001 In less than a month's time, Bangkok, the City of Angels, will have its first permanent Sunday pedestrian street. For the first time, all motor vehicles will be banned from noon to midnight on an 800-metre stretch of Silom Road in the city's main business district from Sala Daeng to Narathiwat Nakarin intersections. Deputy premier Pitak Indaraviriyanun, the chief proponent of the Bangkok pedestrian-street programme, says Silom will be off limits to vehicles from November 18, with Khao San and Phra Arthit roads to follow suit as pedestrian streets shortly afterwards. The scheme, drawn up by the National Energy Policy Office in cooperation with the city traffic, tourism and other authorities, will create social, economic, and environmental benefits for Bangkok residents as well as foreign visitors. Full story at: http://www.nationmultimedia.com/page.arcview.php3?clid=2&id=50131&usrsess=1 ________________________________________________ Craig Townsend Institute for Sustainability & Technology Policy Murdoch University South Street, Murdoch Perth, Western Australia 6150 tel: (61 8) 9360 6278 fax: (61 8) 9360 6421 email: townsend@central.murdoch.edu.au -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011024/def67aee/attachment.htm From kisansbc at vsnl.com Wed Oct 24 11:40:18 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Wed, 24 Oct 2001 08:10:18 +0530 Subject: [sustran] Fw: Ridership predictions, urban rail transit ; Mumbai and Pune Message-ID: <008701c15c35$38bb36e0$604bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: ; <> Cc: ; ; ; ; Sent: Wednesday, October 24, 2001 7.30 AM Subject: Ridership predictions, urban rail transit ; Mumbai and Pune > Dear Wendell, > > Your news that Mumbai is on your visit list for coming year brings fresh > air. Mumbai is a throbbing urban megalopolis > with Pune, 180 km away, exhibiting the pains of > overexploited town now rushing to become a suffocating > human settlement. Many old timers wishfully > hope to protect the charm of Old Poona. > > Keep enough time for looking at things in a sustainable > manner and not like a jet traveller with last leg on the > place visited and next on the place to hop in. Mumbai has many beautiful > landmarks to show in addition to sickening > urban sprawl. Mumbai takes the pride of having the > largest number of Victorian structures in the midst of > typical varnacular architecture meeting the utility and > aethetics of human centre perched literally on water. > > The population of Island City is gradually, imperceptibly, > declining though average population density still is over > 45,000 per sq km, with some pockets reaching 100,000. > Suburbs are galloping so also parts of the metropolitan > Mumbai. It is estimated that the Mumbai Metro region > admeasuring 4,090 sq km will have 22.3 million residents > in 2011. Boundaries between Greater Mumbai and metro regions will have > vanished by then. To the relief of Mumbaiites, the decadal growth > (1991-2001) of Mumbai > was 20% unlike 38-42% in between the Sixty and Eighty. > > Chances of Mumbai galloping in population and therefore congestion are > provided by the state government relaxing > the FSI index. Erstwhile residential areas with narrow > roads are now vying to have 7 and 10 storeyed buildings > in place of one/two storeyed bungalows. This is to be > viewed in light of the fact of 65% of Mumbaiites being condemned in > unauthorised slums. Average built up space > in Mubami is average 2.5 sq m in contrast to 89 in Sweden > and 49 in Germany. > > We do not know whether we shall outwit Mexico City > or SaoPaulo. Mumbai's problems seem to be in the > peculiar condition that the Island City is sealocked on > 90% while Mumbai's suburbs having water on about > 60% of landmass. . > > One has to reckon that despite this suffocating > population, both public train and bus services are > fairly in good shape and provide good mobility. Mumbai > is the only metro out of four -Delhi, Calcutta, Mumbai and Chennai- which > earns surplus on suburban railway > service. Not resulting from efficiency but from the > suffocating crowding. It appears that the capacity of Mumbaiites to get > along with overcrowding is > limitless. Best wishes. > > Kisan Mehta kisansbc@vsnl.com > Save Bombay Committee > 620 Jame Jamshed Road, Dadar East, > MUMBAI 400 014 > Tel: 00 91 22 414 9688 > Fax: 00 91 22 415 5536 > ----- Original Message ----- > From: Wendell Cox > To: > Sent: Monday, October 22, 2001 6:23 PM > Subject: Ridership predictions, urban rail transit ; Mumbai and Pune > > > > Interesting information. Mumbai is on my list for a visit, I hope within > the > > next year. > > > > Data seems to indicate the possibility that Mumbai is the world's most > > densely populated urbanized area, perhaps even higher than Hong Kong. My > > understanding is that the 2001 census data shows a slight increase in the > > island city population, though there has been incredible growth in the > > balance of the city. Have not been able to determine the extent of > urbanized > > area growth outside the city, but would not be surprised if it were > > substantial. I think there are predictions to the effect that Mumbai could > > emerge as the world's largest urban area in a couple of decades. Of > course, > > there was a time that the same was said about Mexico City and Sao Paulo, > and > > both have settled into much slower growth patterns. > > > > But the Mumbai public transport and rail situtation is a good example of > how > > different things are between the world's urbanized areas. Too often our > > western colleagues fail to recognize that there is a difference between > > Mumbai and say, Portland or Phoenix. Indeed, the Mumbai municipality's 12 > > million people are huddled in an area only 1.5 times the size of Portland, > > with its 500.000 residents. If one took out the national park that > occupies > > a large part of the area annexed in the late 1950s, the land area is > > probably below that of Portland. > > > > The point... What makes sense in Mumbai is likely to be rather different > > than in places that look much different. > > > > > > DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) > > http://www.demographia.com (Demographics & Land Use) > > http://www.publicpurpose.com (Public Policy & Transport)) > > Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 > > PO Box 841 - Belleville, IL 62222 USA > > ----- Original Message ----- > > From: kisan mehta > > To: sustran-discuss > > Sent: Sunday, 21 October, 2001 09:59 > > Subject: [sustran] Fw: [sustran] Re: Ridership predictions, urban rail > > transit > > > > > > > > > > ----- Original Message ----- > > > From: kisan mehta > > > To: > > > Sent: Sunday, October 21, 2001 7:31 PM > > > Subject: [sustran] Ridership predictions, urban rail transit > > > > > > > > > Dear Sustran Colleagues, > > > > > > > > I am amazed by the lively discussion on studies taken > > > up on rail services. Majority of them talk of underutlisation > > > of facilities planned and/or created. > > > > > > > > In Mumbai, the situation is different. Basic Suburban > > > Railway Services in Mumbai built in the Thirties. > > > This helped the city to grow along the railway corridor between Fifties > > and > > > Eighties. Amalgmation of small > > > municipalities of the then suburbs with that of Island City accelerated > > the > > > expansion or rather sprawl of the city. > > > >From a mere 800,000 in 1901 Mumbai touched in March > > > 2001 12 million staying on 434 sq km area with a suffocating average > > density > > > 27,000 persons per sq km. > > > > > > > > The Island City is losing in population in favour of > > > erstwhile suburbs. Trading activities are concentrated > > > in the Island City. So long train and bus journeys. An > > > estimated 55% of Mumbai's jobs are provided by > > > people living outside the Island City. > > > > > > Mumbai does not have metro or adequate extension > > > of suburban railways. Railway and bus services > > > provide about 10 million journeys a day. Both > > > services are crowded to a suffocation level at four > > > times the normal capacity. Trains run so jam packed > > > that they say proverbially that a commuter would not > > > be able to move his wrist away even if he feels his > > > wrist watch being pinched. > > > > > > Railways are owned by the Indian Government and > > > Buses by the municipality. We wonder whether > > > sophisticated travel demand management concepts > > > have any relevance at all in human centres of the > > > developing countries. > > > > > > With globalisation and free market access operating > > > on full scale, the government priority in the so > > > called developing (respectable designation for poor) > > > countries is motor roads and expressways. The > > > Maharashtra Government built about 80 km of > > > the 160 km of Mumbai Pune Road at the cost of Rs > > > 16 billion. Toll from motor cars using the facility > > > does not cover even the interest cost of Rs 2.4 > > > billion. The Finance Minister admited the other day > > > that the expressway has proved to be financially > > > unviable. Best wishes. > > > > > > Kisan Mehta kisansbc@vsnl.com > > > > > > > > > > > From APHOWES at dm.gov.ae Wed Oct 24 12:48:59 2001 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Wed, 24 Oct 2001 07:48:59 +0400 Subject: [sustran] Re: More on Ridership predictions, urban rail trans it Message-ID: Many thanks for all the useful contributions on this subject. As far as transit investments and congestion reduction are concerned, sticks and carrots are the answer. Provision of a good transit system (whether rail or bus) should make it feasible to introduce measures to restrain car use - parking charges, tolling, gas taxes or whatever. At least, feasible in terms of equity - whether politically feasible is another matter, and depends very much on where you are ... -- Alan P Howes, Special Transport Advisor, DM Public Transport Department aphowes@dm.gov.ae Tel: 04 286 1616 ext 214 Mobile: 050 5989661 -----Original Message----- From: Todd Litman [mailto:litman@vtpi.org] Sent: Tuesday, October 23, 2001 10:13 PM To: sustran-discuss@jca.ax.apc.org Subject: [sustran] Re: More on Ridership predictions, urban rail transit I think Mr. Cox indicates the basis of much disagreement about the value of rail and busways, and other transportation investments, in his second paragraph below which reflects the common assumption that transportation investments in general and rail transit investments in particular should be evaluated based only on their congestion reduction impacts. Rail transit investments probably won't reduce congestion as it is conventionally measured, i.e., roadway level of service or average vehicle traffic speeds because urban congestion tends to maintain a self-limiting equilibrium. However, there is good reason to believe that rail transit can be a catalyst for more accessible land use and improved transportation choice. Although this will not significantly reduce traffic congestion, it can reduce overall transportatiion costs and allow consumers a better range of transportation and land use options to choose from. This is not to say that I think that rail transit is always better than busways. However, it means that critics of rail transit should acknowledge that there may be other significant evaluation criteria besides ridership, costs-per-trip and direct congestion impacts. For discussion of these issues see the following chapters in our Encyclopedia: "Social Benefits of Public Transit" - http://www.vtpi.org/tdm/tdm62.htm "Accessibility" - http://www.vtpi.org/tdm/tdm84.htm "Transit Oriented Development - http://www.vtpi.org/tdm/tdm45.htm "Measuring Transportation" - http://www.vtpi.org/tdm/tdm55.htm "Comprehensive Transportation Evaluation" http://www.vtpi.org/tdm/tdm76.htm Best wishes. -Todd Litman At 09:21 AM 10/23/01 -0500, Wendell Cox wrote: >Depends upon what you call official projections. In the case of Dallas, the >projections made at the time the program was sold to the public for the >ballot referendum are way above anything that will ever be achieved even >when they finish the system. > >STL has done better, but as for reduction of traffic congestion during peak >hours, or even slowing its growth, the score is, frankly, zero. > >One of the important debate issues is what projections are used to justify a >project. In Los Angeles, we approved the Blue Line light rail line when the >anticipated cost was less than $150 million. Even then, the votes were >barely there at the time on the LACTC (commission). A series of cost >increases eventually got the project to over $900m, with a more than >doubling in real $ (dont remember the exact figure) by the time it was >opened. Fact is that the votes would not have been there for a $900 million >project in 1981, even in 1981$. For me, the crucial ridership and cost >projections are those made at the point that the decision to proceed is >made. Rarely will a government agency cancel a project once approved. Best >example of that is the world record holding Big Dig in Boston. > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) >http://www.demographia.com (Demographics & Land Use) >http://www.publicpurpose.com (Public Policy & Transport)) >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 >PO Box 841 - Belleville, IL 62222 USA >----- Original Message ----- >From: >To: >Sent: Tuesday, 23 October, 2001 10:16 >Subject: [sustran] More on Ridership predictions, urban rail transit > > >> The Hudson-Bergen line is on the west side of the Hudson in New Jersey, >right >> across from Manhattan. By the way, ridership has changed substantially >since >> the >> attack on the WTC. >> >> I want to point out two other things: >> >> 1) There are some new rail systems that are well above official >projections, >> for example, Dallas and Saint Louis. >> 2) The concern that a line is not immediately near capacity is misplaced. >Do >> we want our airports or motorways to be near capacity right after opening? >> No, we want reserve capacity, especially if we hope to attract develop >along >> the line. >> >> Eric > > > > 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 townsend at central.murdoch.edu.au Wed Oct 24 14:37:26 2001 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Wed, 24 Oct 2001 13:37:26 +0800 Subject: [sustran] "tuk tuk" news In-Reply-To: <3.0.5.32.20011023073740.012f3880@pop.islandnet.com> Message-ID: <5.0.2.1.0.20011024132758.009f5ae0@central.murdoch.edu.au> I don't know what the "new international standard" for three-wheeled motorized taxis is, and I'm not sure how they could be used as "national vehicles", but this could be of interest to Sustran! Incidentally, a couple of weeks ago the Thai Prime Minister Taksin Shinawatra presented a "tuk tuk taxi" to visiting Zimbabwean President Robert Mugabe who was impressed and declared that Zimbabwe should import them from Thailand. ------------------------------------------------------------------------------------------------ from The Nation online edition (http://www.nationmultimedia.com/page.news.php3?clid=2&id=782&usrsess=1) Tuk-tuk makers to face int'l standards Published on Oct 24, 2001 Thailand's famous tuk-tuk taxis will be manufactured according to a new international standard within three months under a plan to boost exports of the vehicles. Deputy Industry Minister Pichate Satirachaval yesterday appointed Vehicle Institute director Wallop Tiasiri head of a panel that will set specifications for tuk-tuks under a plan to make the three-wheeled taxis a "national vehicle". The panel comprises officials from the Transport Department's Office of Industrial Product Standards. The Vehicle Institute studied the plan in detail for over a year before coming up with the proposal. The institute has invited auto-parts manufacturers to invest in a public company to implement the project, which will be established with the Industrial Estate of Thailand holding 10 per cent of total equity. The government hopes that setting international standards for the vehicles will open up more export markets for manufacturers, creating more jobs at home. The Transport Department limits production and registration of tuk-tuks to just 50,000 a year. Four local manufacturers export about 10,000 excess vehicles per year to Sri Lanka, Bangladesh and India. Pichate said the tuk-tuk had become a symbol of Thailand. The vehicles are made almost entirely of local parts, the exception being the engines, which are imported from China. If the plan is successful, the ministry will promote local production of small 150cc, 200cc and 450cc engines. "Suzuki, which produces tuk-tuk engines in China, has proposed investing in production of the engines in Thailand," he said. ________________________________________________ Craig Townsend Institute for Sustainability & Technology Policy Murdoch University South Street, Murdoch Perth, Western Australia 6150 tel: (61 8) 9360 6278 fax: (61 8) 9360 6421 email: townsend@central.murdoch.edu.au -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011024/74eeefe9/attachment.htm From johnernst at asia.com Tue Oct 23 17:12:18 2001 From: johnernst at asia.com (John Ernst) Date: Tue, 23 Oct 2001 15:12:18 +0700 Subject: [sustran] Re: Ridership predictions, urban rail transit In-Reply-To: Message-ID: <5.1.0.14.0.20011023144804.00a4eb20@popa.attglobal.net> An interesting side-light comparing the Bangkok and Denver rail transit systems is that the Bangkok system is considered a failure for moving only 220,000 passengers per day while the Denver system is a resounding success moving 25,000 passengers per day. Okay, there's more differences than similarities -- urban size, density, construction cost, routing, though roughly similar system length at present. What is interesting is the public perception. Denver RTD predicted 20,000 riders, so at 25,000 could announce success -- though surely they are losing money at that level (anyone know?). Bangkok predicted 400,000 plus because they needed to show they could pay for the all elevated system and make a profit. So, 220,000 riders using a well-run system with a 3-minute headway looks like a failure because it's not paying for itself. (Fortunately, er unfortunately, Bangkok doesn't consider how much private cars aren't paying for themselves.) John At 10:08 AM 10/19/01 +0800, Craig Townsend wrote: >There was a lack of independent study of the 24km elevated heavy rail >Bangkok Transit System ...The forecasts were for 400,000-600,000 >passengers per day (no one ever really took the high end forecasts >seriously) and actual ridership at present was recently estimated at >220,000 passengers per day. While it is considered a failure because it >hasn't met ridership forecasts, to most people in Bangkok it is considered >a good thing for a number of other reasons (it is estimated that 40,000 of >the daily passengers were previously driving)... At 10:12 AM 10/18/01 -0600, John Renne wrote: >Alan, Check out the Regional Transportation District (RTD) in Denver, >Colorado. They had a new light rail line open last summer and predicted >ridership far underestimated actual ridership. I wish I knew more, but you >can look them up on the web at www.rtd-denver.com >>From: Alan P Howes >>Date: Thu, 18 Oct 2001 18:38:18 +0400 >>Can anyone point me to a reference on predicted vs. actual ridership >>for new urban rail transit systems? (or better still qute some >>examples). I saw something in a mag. recently saying that quite a few >>in the US recently have failed to meet expectations - and I know >>Bangkok has been accused of the same. > >- - - - - - - - - - - - - - - - - - - - - - - - - - - - >John Ernst - Asia Regional Director > >ITDP - The Institute for Transport and Development Policy www.itdp.org > >8 Sukhumvit Soi 49/9 Bangkok 10110 Thailand >Tel +66 (2) 326-8727 Fax +1 (801) 365-5914 >- - - - - - - - - - - - - - - - - - - - - - - - - - - - From jbs at u.washington.edu Thu Oct 25 03:30:50 2001 From: jbs at u.washington.edu (Jerry Schneider) Date: Wed, 24 Oct 2001 11:30:50 -0700 (PDT) Subject: [sustran] Ridership estimates Message-ID: >More recent than Pickrell report. >> >>New Rail Transit Investments =97 A Review, by Jonathan Richmond, Taubman >>Center for State and Local Government, John F. Kennedy School of >>Government, Harvard University. The full report is available for $20 by >>e-mailing taubman@harvard.edu. > >Summary is available on line at: >http://the-tech.mit.edu/~richmond/professional/wholesys.pdf > > > > >>- Jerry Schneider - >> Innovative Transportation Technologies >> http://faculty.washington.edu/jbs/itrans >> Transit-Focused Development >> http://www.peak.org/~jbs > > >- Jerry Schneider - > Innovative Transportation Technologies > http://faculty.washington.edu/jbs/itrans > Transit-Focused Development > http://www.peak.org/~jbs - Jerry Schneider - Innovative Transportation Technologies http://faculty.washington.edu/jbs/itrans Transit-Focused Development http://www.peak.org/~jbs From wcox at publicpurpose.com Thu Oct 25 10:11:50 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Wed, 24 Oct 2001 20:11:50 -0500 Subject: [sustran] Re: Ridership predictions, urban rail transit References: <5.1.0.14.0.20011023144804.00a4eb20@popa.attglobal.net> Message-ID: <007501c15cf2$07c24de0$6500323f@y8f2e> Yes, Denver is losing money. The technical term for the amount they are using is "gobs." Best new rail cost recovery in the US is San Diego, at something like 70 percent of operations and no capital cost recovery. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: John Ernst To: Sent: Tuesday, 23 October, 2001 03:12 Subject: [sustran] Re: Ridership predictions, urban rail transit > An interesting side-light comparing the Bangkok and Denver rail transit > systems is that the Bangkok system is considered a failure for moving only > 220,000 passengers per day while the Denver system is a resounding success > moving 25,000 passengers per day. > > Okay, there's more differences than similarities -- urban size, density, > construction cost, routing, though roughly similar system length at present. > > What is interesting is the public perception. Denver RTD predicted 20,000 > riders, so at 25,000 could announce success -- though surely they are > losing money at that level (anyone know?). Bangkok predicted 400,000 plus > because they needed to show they could pay for the all elevated system and > make a profit. So, 220,000 riders using a well-run system with a 3-minute > headway looks like a failure because it's not paying for itself. > (Fortunately, er unfortunately, Bangkok doesn't consider how much private > cars aren't paying for themselves.) > > John > > At 10:08 AM 10/19/01 +0800, Craig Townsend wrote: > >There was a lack of independent study of the 24km elevated heavy rail > >Bangkok Transit System ...The forecasts were for 400,000-600,000 > >passengers per day (no one ever really took the high end forecasts > >seriously) and actual ridership at present was recently estimated at > >220,000 passengers per day. While it is considered a failure because it > >hasn't met ridership forecasts, to most people in Bangkok it is considered > >a good thing for a number of other reasons (it is estimated that 40,000 of > >the daily passengers were previously driving)... > > At 10:12 AM 10/18/01 -0600, John Renne wrote: > >Alan, Check out the Regional Transportation District (RTD) in Denver, > >Colorado. They had a new light rail line open last summer and predicted > >ridership far underestimated actual ridership. I wish I knew more, but you > >can look them up on the web at www.rtd-denver.com > > >>From: Alan P Howes > >>Date: Thu, 18 Oct 2001 18:38:18 +0400 > >>Can anyone point me to a reference on predicted vs. actual ridership > >>for new urban rail transit systems? (or better still qute some > >>examples). I saw something in a mag. recently saying that quite a few > >>in the US recently have failed to meet expectations - and I know > >>Bangkok has been accused of the same. > > > >- - - - - - - - - - - - - - - - - - - - - - - - - - - - > >John Ernst - Asia Regional Director > > > >ITDP - The Institute for Transport and Development Policy www.itdp.org > > > >8 Sukhumvit Soi 49/9 Bangkok 10110 Thailand > >Tel +66 (2) 326-8727 Fax +1 (801) 365-5914 > >- - - - - - - - - - - - - - - - - - - - - - - - - - - - From BruunB at aol.com Fri Oct 26 03:14:08 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Thu, 25 Oct 2001 14:14:08 EDT Subject: [sustran] Re: Denver data Message-ID: <3e.13699c98.2909b070@aol.com> To supplement what Wendell said, virtually all transit properties in the US need large amounts of subsidy. In general, the more car-oriented the service area, the lower the percentage of operating cost that can be recovered. The question is not how much subsidy a particular line requires, but how much the network or each passenger requires. Assuming a static service area, a system reoriented around a rail trunk can lower the subsidy required or increase the service for the same budget. The idea is to use a hub-spoke system in entirely the same fashion as airlines or package expeditors. It improves service for the majority through more frequent service and deteriorates it for a minority by removing some straight-through services. Assuming a dynamic service area (continually sprawling), adding a rail trunk might be the only way to get reasonable frequency of service in outlying areas. Connecting buses serve as both feeder/distributors and local service. Without the trunk, buses must go much farther, perhaps all the way to a Central Business District, which amounts to an inefficient way to use an operating budget. Eric From wcox at publicpurpose.com Fri Oct 26 02:15:12 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Thu, 25 Oct 2001 12:15:12 -0500 Subject: [sustran] Re: Denver data References: <3e.13699c98.2909b070@aol.com> Message-ID: <033301c15d79$042d7b00$807a2e3f@y8f2e> With respect to new rail systems, it can generally be posited that the subsidy of trips that are all or part on rail will be more highly subsidized than those on buses, due to the very high capital subsidy for rail. US transit agencies treat capital as manna from on high --- something free that does not have to be accounted for. Whatever one can do with feeder buses to rail can also be done with feeder buses to trunk line buses. One of the more intractible problems in the US has been the bias of transport planners in comparing modes. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: To: Sent: Thursday, 25 October, 2001 13:14 Subject: [sustran] Re: Denver data > > To supplement what Wendell said, virtually all transit properties in the US > need large amounts of subsidy. In general, the more car-oriented the service > area, the lower the percentage of operating cost that can be recovered. > > The question is not how much subsidy a particular line requires, but how much > the network or each passenger requires. > > Assuming a static service area, a system reoriented around a rail trunk can > lower the subsidy required or increase the service for the same budget. The > idea is to use a hub-spoke system in entirely the same fashion as airlines or > package expeditors. It improves service for the majority through more > frequent service and deteriorates it for a minority by removing some > straight-through services. > > Assuming a dynamic service area (continually sprawling), adding a rail trunk > might be the only way to get reasonable frequency of service in outlying > areas. Connecting buses serve as both feeder/distributors and local service. > Without the trunk, buses must go much farther, perhaps all the way to a > Central Business District, which amounts to an inefficient way to use an > operating budget. > > Eric From BruunB at aol.com Fri Oct 26 06:22:57 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Thu, 25 Oct 2001 17:22:57 EDT Subject: [sustran] Re: More on Denver thread Message-ID: <15e.2d4105e.2909dcb1@aol.com> I guess I don't want Wendell to have the last word. I would like to elaborate on these points a little further. In a message dated 10/25/01 2:34:34 PM Eastern Daylight Time, wcox@publicpurpose.com writes: << With respect to new rail systems, it can generally be posited that the subsidy of trips that are all or part on rail will be more highly subsidized than those on buses, due to the very high capital subsidy for rail. US transit agencies treat capital as manna from on high --- something free that does not have to be accounted for. We all agree that the rail capital investment can be quite high. I also agree that public transport agencies can often view these investments as "free money", but it is not only the public transport agency's viewpoint that counts here. These investments can also be justified as alternatives to highway projects that are also expensive and have higher social and environmental costs. << Whatever one can do with feeder buses to rail can also be done with feeder buses to trunk line buses. One of the more intractible problems in the US has been the bias of transport planners in comparing modes. >> Trunk bus systems can work fine too, but they also need some investment in separation from general traffic and traffic signal pre-emption if they are to work reliably and with attractive speed. But they do not work as well as rail systems when demand is quite high and the number of buses required becomes very large. But the real operating performance difference comes in systems with highly peaked demand. Rail consists can have additional cars added at low marginal cost to increase peak capacity, whereas every unit of bus capacity costs equally much as the last. Eric From wcox at publicpurpose.com Fri Oct 26 05:30:05 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Thu, 25 Oct 2001 15:30:05 -0500 Subject: [sustran] Re: More on Denver thread References: <15e.2d4105e.2909dcb1@aol.com> Message-ID: <009e01c15d93$d661e4c0$f67e2e3f@y8f2e> You get the last word Eric. Dont have the time to go further into it at this time, except to say that after having challenged people on a couple of lists to come up with a single highway project that is more expensive than a competing rail project on a cost per pkm basis, there have been no valid takers. A few people have provided examples, but always fall into the logical error of comparing cost per mile rather than cost per pkm. I know that there are all sorts of ways to distort economics to come to such conclusions, but, as many know here, even Mark Delucci of UCBerkeley, no highway advocate, found total costs (direct and external) of transit to be higher than that of highways. DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: To: Sent: Thursday, 25 October, 2001 16:22 Subject: [sustran] Re: More on Denver thread > > > I guess I don't want Wendell to have the last word. I would like to elaborate > on these points a little further. > > In a message dated 10/25/01 2:34:34 PM Eastern Daylight Time, > wcox@publicpurpose.com writes: > > << With respect to new rail systems, it can generally be posited that the > subsidy of trips that are all or part on rail will be more highly subsidized > than those on buses, due to the very high capital subsidy for rail. US > transit agencies treat capital as manna from on high --- something free that > does not have to be accounted for. > > We all agree that the rail capital investment can be quite high. I also agree > that public transport agencies can often view these investments as "free > money", but it is not only the public transport agency's viewpoint that > counts here. These investments can also be justified as alternatives to > highway projects that are also expensive and have higher social and > environmental costs. > > << Whatever one can do with feeder buses to rail can also be done with feeder > buses to trunk line buses. One of the more intractible problems in the US > has been the bias of transport planners in comparing modes. > >> > > Trunk bus systems can work fine too, but they also need some investment in > separation from general traffic and traffic signal pre-emption if they are to > work reliably and with attractive speed. But they do not work as well as rail > systems when demand is quite high and the number of buses required becomes > very large. But the real operating performance difference comes in systems > with highly peaked demand. > Rail consists can have additional cars added at low marginal cost to increase > peak capacity, whereas every unit of bus capacity costs equally much as the > last. > > Eric From Gmenckhoff at worldbank.org Fri Oct 26 14:01:24 2001 From: Gmenckhoff at worldbank.org (Gmenckhoff@worldbank.org) Date: Fri, 26 Oct 2001 01:01:24 -0400 Subject: [sustran] Gerhard Menckhoff/Person/World Bank is out of the office. Message-ID: I will be out of the office starting 10/25/2001 and will not return until 10/30/2001. Automatic Reply: Thanks for your message. I shall be away until October 30. If you need a quick response, please call Mr. Paul Guitink at 202-473-3948, or send him an EMail at pguitink@worldbank.org. From geobpa at nus.edu.sg Fri Oct 26 15:05:37 2001 From: geobpa at nus.edu.sg (Paul Barter) Date: Fri, 26 Oct 2001 14:05:37 +0800 Subject: [sustran] FW: Sustainable Mobility News: C02 from planes harm twice as much Message-ID: <2C9E855D35B9D01198190020AFFBE8CB0B86F5F8@exs04.ex.nus.edu.sg> -----Original Message----- From: WBCSD Sustainable Mobility [mailto:mobility@wbcsd.org] Sent: Thursday, 25 October 2001 10:46 To: geobpa@nus.edu.sg Subject: Sustainable Mobility News: C02 from planes harm twice as much CO2 from planes harm twice as much Air travel has an unexpectedly large impact on the environment, according to a new report from the World Business Council for Sustainable Development (WBCSD). Please click here for the complete article. http://www.wbcsdmobility.org/news/cat_1/news_14/ "Sustainable Mobility News" is a service from the World Business Council for Sustainable Development (WBCSD) - the Sustainable Mobility Project (www.wbcsdmobility.org). From litman at vtpi.org Sat Oct 27 01:11:44 2001 From: litman at vtpi.org (Todd Litman) Date: Fri, 26 Oct 2001 09:11:44 -0700 Subject: [sustran] Re: More on Denver thread In-Reply-To: <009e01c15d93$d661e4c0$f67e2e3f@y8f2e> References: <15e.2d4105e.2909dcb1@aol.com> Message-ID: <3.0.5.32.20011026091144.0125a100@pop.islandnet.com> Neither costs per line-mile nor costs per passenger-mile are appropriate units of comparision between highway and rail project. (This is similar to comparing housing investments based only on land costs while ignoring differences in construction, utility and tax costs.) A better unit is cost per passenger trip, which includes additional costs such as parking and vehicle expenses. The best unit is a comparision between the incremental benefits and incremental costs of each project (i.e., Net Present Value). Both urban highway and urban transit projects are expensive. Delucci made the mistake of comparing average transit costs with average highway costs, rather than under urban conditions, which is where major transit investments make sense. For discussion see the "Comprehensive Transportation Evaluaton", "Measuring Transportation" and "Least Cost Planning" chapters of our Encyclopedia (http://www.vtpi.org/tdm). At 03:30 PM 10/25/01 -0500, you wrote: >You get the last word Eric. > >Dont have the time to go further into it at this time, except to say that >after having challenged people on a couple of lists to come up with a single >highway project that is more expensive than a competing rail project on a >cost per pkm basis, there have been no valid takers. A few people have >provided examples, but always fall into the logical error of comparing cost >per mile rather than cost per pkm. I know that there are all sorts of ways >to distort economics to come to such conclusions, but, as many know here, >even Mark Delucci of UCBerkeley, no highway advocate, found total costs >(direct and external) of transit to be higher than that of highways. > > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) >http://www.demographia.com (Demographics & Land Use) >http://www.publicpurpose.com (Public Policy & Transport)) >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 >PO Box 841 - Belleville, IL 62222 USA >----- Original Message ----- >From: >To: >Sent: Thursday, 25 October, 2001 16:22 >Subject: [sustran] Re: More on Denver thread > > >> >> >> I guess I don't want Wendell to have the last word. I would like to >elaborate >> on these points a little further. >> >> In a message dated 10/25/01 2:34:34 PM Eastern Daylight Time, >> wcox@publicpurpose.com writes: >> >> << With respect to new rail systems, it can generally be posited that the >> subsidy of trips that are all or part on rail will be more highly >subsidized >> than those on buses, due to the very high capital subsidy for rail. US >> transit agencies treat capital as manna from on high --- something free >that >> does not have to be accounted for. >> >> We all agree that the rail capital investment can be quite high. I also >agree >> that public transport agencies can often view these investments as "free >> money", but it is not only the public transport agency's viewpoint that >> counts here. These investments can also be justified as alternatives to >> highway projects that are also expensive and have higher social and >> environmental costs. >> >> << Whatever one can do with feeder buses to rail can also be done with >feeder >> buses to trunk line buses. One of the more intractible problems in the >US >> has been the bias of transport planners in comparing modes. >> >> >> >> Trunk bus systems can work fine too, but they also need some investment in >> separation from general traffic and traffic signal pre-emption if they are >to >> work reliably and with attractive speed. But they do not work as well as >rail >> systems when demand is quite high and the number of buses required becomes >> very large. But the real operating performance difference comes in systems >> with highly peaked demand. >> Rail consists can have additional cars added at low marginal cost to >increase >> peak capacity, whereas every unit of bus capacity costs equally much as >the >> last. >> >> Eric > > > > 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 Sat Oct 27 11:26:24 2001 From: kisansbc at vsnl.com (kisan mehta) Date: Sat, 27 Oct 2001 07:56:24 +0530 Subject: [sustran] [sustran] More on Ridership predictions, urban rail transit Message-ID: <001901c15e8e$c6dfb080$444bc5cb@r4v7p2> ----- Original Message ----- From: kisan mehta To: sustran-discuss@jca.ax.apc.org Cc: hjk@rincon.net ; salvi_vinita@hotmail.com surekha52@yahoo.com ; marjaben43@hotmail.com ; saksena6@bom8.vsnl.net.in ; surekha52@yahoo.com ISM Sent: Saturday, October 27, 2001 7.00 AM Subject: [sustran] More on Ridership predictions, urban rail transit > Dear Sustran friends, > > The Ridership debate is going on with so many actors playing so many different roles creating heat. In countries having cold climate and getting colder due to incoming winter, heat made available free is welcome however in tropical countries this additional heat causes further discomfort. The debate is certainly informative and instructive. I do not want to add the last word because a person like me giving the first or second word cannot stop further discussion by declaring it as last word. > > I cannot relate my submissions to what is happening or has happened in the West or in affluent countries. I can only talk, if at all, about what is happening in the poor countries. which the rich euphematically address as developing countries. > > In India, railways are provided by the Government of India (GOI) and not even by state governments. Many diverse services developed by private companies and authorities were taken over and merged by the GOI on the dawn of independence in 1947. The Indian Railways (IR) then split them up in zones. Development or extension of services, frequency of trains etc is decided by the apex IR to be managed by zonal railways. Finance, passenger and cargo fares are fixed through the GOI annual budget (though sometimes sporadic changes do come up). So you can imagine that this is decided on political considerations. The area from where the ruling Railway Minister comes shall in all probability get more new services. > > IR are the largest employer in this country and in the world. The network is also the largest in the world though not adequate. All zones are required to end up in surplus. There is no subsidy. The GOI charges interest on capital invested in the railways. > > Suburban railways in four metro cities- Delhi, Kolkata, > Mumbai, Chennai- are however an exception. They are a part of the zone in which they operate. Except services in Mumbai all three end up in financial loss year by year, to be made good by the respective zone. Mumbai suburban service provides 5 million journeys daily, accounting for slightly more than 35% of total journeys undertaken throughout the country. Trains run at suffocation level (like sardines in a tin) so some contend that though they charge a paltry fare (starting at much less than 10 US cents) they are not in loss due to overcrowding. There is no subsidy in fares though the GOI bears total capital cost realising capital and recurring costs from users. > > For poor countries having much less than adequate > facilities, discussion on ridership appears to be > irrelevant or at the most academic. New facility > comes up much later with demand high pant up at explosion level. We do not have underground or other than traditional land railways except in Kolkata where it makes heavy losses. Probably demand forecasts were not properly done or tram traffic has not been weaned over. Kolkata again is the only metro where the ramshackle tram is the backbone for fast movement to city centre. > > We feel that railways running on their exclusive track have specific role of moving masses fast. They provide fastest direct and certainly the cheapest connection between two points and carry much larger number of commuters when compared to any other mode of traffic including public bus service. In the interior India too, long distance passengers use railways though buses are more > frequent and direct. Buses have become feeders to railways in many centres for providing closer link to the destination. Issue of financial loss does not arise or the subsidies. > > Railways have a definite and distinct role of spreading population and decongesting urban centres. Two private railway lines of Bombay set up two suburban railway lines in the Thirties and that has moulded the face and geography of Mumbai. Mumbai has spread along these two corridors. Two zones Central and Western headquartered in Mumbai (which took over 2 private railway operators) bring 55% of Mumbai workers from commuting areas spread upto 100-150 km in the congested Island City. No worker brings motor car (fortunately he does not own one) or commutes by a bus for commuting long distance to work. > > We do not think railways or buses are meant to > reduce traffic. Both, in fact, increase traffic in the same way like facilities one provides to personal car traffic. While trains reduce traffic jams cars aggravate. We do not feel that trains are designed or result in reduction of traffic, as some discussants in our present debate, tried to show. Job of trains is certainly different, nobody plans or builds a train facility to reduce traffic. > > Ridership counted in numbers is not a criterion either. All services existing or coming up are fully rather overfully used. Very rarely the actual ridership data disappoints planned ridership. Some in Mumbai have just started talking about installing light railway in Mumbai for a short distance. Number of journeys being planned is so small, compared to the demand, that others wonder as to why should light railway be considered at all. It can neither ease the road traffic jams nor reduce pedestrian inconvenience. If it works within the present fare structure, it will be financially unviable for the money invested in creating the facility. Yet ridership issue will not come in. As long as it runs charging affordable fares comparable to existing railway fare structure it will have users but it will be a financial loss. We know of many workers walking 5 to 7 km along the railway track as they cannot afford even fare of much less than 10 cents. Any takers? Wendell, Eric, Alan and all those who vehemently participated in the ridership issue as well as intruders like me talking of railways as an affordable mode of traffic? Best wishes. Kisan Mehta kisansbc@vsnl.com > . > > ----- Original Message ----- > From: Alan Patrick Howes > To: > Sent: Wednesday, October 24, 2001 9:18 AM > Subject: [sustran] More on Ridership predictions, urban rail transit > > > > Many thanks for all the useful contributions on this subject. > > > > As far as transit investments and congestion reduction are concerned, > sticks > > and carrots are the answer. Provision of a good transit system (whether > rail > > or bus) should make it feasible to introduce measures to restrain car > use - > > parking charges, tolling, gas taxes or whatever. At least, feasible in > terms > > of equity - whether politically feasible is another matter, and depends > very > > much on where you are ... > > > > -- > > Alan P Howes, Special Transport Advisor, DM Public Transport Department > > aphowes@dm.gov.ae > > Tel: 04 286 1616 ext 214 > > Mobile: 050 5989661 > > > > > > -----Original Message----- > > From: Todd Litman [mailto:litman@vtpi.org] > > Sent: Tuesday, October 23, 2001 10:13 PM > > To: sustran-discuss@jca.ax.apc.org > > Subject: [sustran] Re: More on Ridership predictions, urban rail transit > > > > > > > > I think Mr. Cox indicates the basis of much disagreement about the value > of > > rail and busways, and other transportation investments, in his second > > paragraph below which reflects the common assumption that transportation > > investments in general and rail transit investments in particular should > be > > evaluated based only on their congestion reduction impacts. > > > > Rail transit investments probably won't reduce congestion as it is > > conventionally measured, i.e., roadway level of service or average vehicle > > traffic speeds because urban congestion tends to maintain a self-limiting > > equilibrium. > > > > However, there is good reason to believe that rail transit can be a > > catalyst for more accessible land use and improved transportation choice. > > Although this will not significantly reduce traffic congestion, it can > > reduce overall transportatiion costs and allow consumers a better range of > > transportation and land use options to choose from. > > > > This is not to say that I think that rail transit is always better than > > busways. However, it means that critics of rail transit should acknowledge > > that there may be other significant evaluation criteria besides ridership, > > costs-per-trip and direct congestion impacts. For discussion of these > > issues see the following chapters in our Encyclopedia: > > > > "Social Benefits of Public Transit" - http://www.vtpi.org/tdm/tdm62.htm > > "Accessibility" - http://www.vtpi.org/tdm/tdm84.htm > > "Transit Oriented Development - http://www.vtpi.org/tdm/tdm45.htm > > "Measuring Transportation" - http://www.vtpi.org/tdm/tdm55.htm > > "Comprehensive Transportation Evaluation" > http://www.vtpi.org/tdm/tdm76.htm > > > > > > Best wishes. > > > > -Todd Litman > > > > > > At 09:21 AM 10/23/01 -0500, Wendell Cox wrote: > > >Depends upon what you call official projections. In the case of Dallas, > the > > >projections made at the time the program was sold to the public for the > > >ballot referendum are way above anything that will ever be achieved even > > >when they finish the system. > > > > > >STL has done better, but as for reduction of traffic congestion during > peak > > >hours, or even slowing its growth, the score is, frankly, zero. > > > > > >One of the important debate issues is what projections are used to > justify > > a > > >project. In Los Angeles, we approved the Blue Line light rail line when > the > > >anticipated cost was less than $150 million. Even then, the votes were > > >barely there at the time on the LACTC (commission). A series of cost > > >increases eventually got the project to over $900m, with a more than > > >doubling in real $ (dont remember the exact figure) by the time it was > > >opened. Fact is that the votes would not have been there for a $900 > million > > >project in 1981, even in 1981$. For me, the crucial ridership and cost > > >projections are those made at the point that the decision to proceed is > > >made. Rarely will a government agency cancel a project once approved. > Best > > >example of that is the world record holding Big Dig in Boston. > > > > > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) > > >http://www.demographia.com (Demographics & Land Use) > > >http://www.publicpurpose.com (Public Policy & Transport)) > > >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 > > >PO Box 841 - Belleville, IL 62222 USA > > >----- Original Message ----- > > >From: > > >To: > > >Sent: Tuesday, 23 October, 2001 10:16 > > >Subject: [sustran] More on Ridership predictions, urban rail transit > > > > > > > > >> The Hudson-Bergen line is on the west side of the Hudson in New Jersey, > > >right > > >> across from Manhattan. By the way, ridership has changed substantially > > >since > > >> the > > >> attack on the WTC. > > >> > > >> I want to point out two other things: > > >> > > >> 1) There are some new rail systems that are well above official > > >projections, > > >> for example, Dallas and Saint Louis. > > >> 2) The concern that a line is not immediately near capacity is > misplaced. > > >Do > > >> we want our airports or motorways to be near capacity right after > > opening? > > >> No, we want reserve capacity, especially if we hope to attract develop > > >along > > >> the line. > > >> > > >> Eric > > > > > > > > > > > > > > > > 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 eric.britton at ecoplan.org Sat Oct 27 20:48:22 2001 From: eric.britton at ecoplan.org (eric.britton@ecoplan.org) Date: Sat, 27 Oct 2001 13:48:22 +0200 Subject: [sustran] Our Ten Cents on a Ten Million Dollar Study Message-ID: Apropos of the latest comments on this of our good friends at the ITDP, I'd like to add a penny's worth of perception: Much as I hate to seem like knee-jerk critic on this, but is it not with bearing in mind that the International Energy Agency and the US Department of Energy have been unswerving apologists for the automotive industry broadly defined for several decades now, and that while governments and administrations may come and go their basic agenda is largely unchanged? Head off "disaster" (from their point of view of course). By this I do not mean to denigrate either the reality that cleaner and more efficient engines, better recycling via design and productive technology, and cleaner fuels are indeed having at least a first round of positive impact on the environment in certain situations and in a number of ways, but when we factor in the rebound effect which ineluctably works to push up the total numbers of vehicles out there on the road, thereby canceling out most if not all of the targeted improvements. Likewise, we are seeing considerable progress at the rhetorical level - see Mobility 2001 for the latest on this - but the bottom line remains. Which means of course that the lead or perceptual leap has not, and in all probability will not, come from those quarters. So while one nonetheless does duly read what they put out, spot the slow shifts in underlying attitudes and language, but at the end of the day I am afraid that we gotta look elsewhere if we are to sort out the problems of sustainability and social justice, which at the end of the day must be our uncompromising bottom line. Eric Britton The @New Mobility Forum is permanently at http://newmobility.org 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 IP Videoconference: Ils.austin.polycom.com The Commons Email: ecoplan.adsl@wanadoo.fr URL www.ecoplan.org From dmohan at cbme.iitd.ernet.in Sat Oct 27 20:54:00 2001 From: dmohan at cbme.iitd.ernet.in (Dinesh Mohan) Date: Sat, 27 Oct 2001 17:24:00 +0530 Subject: [sustran] Re: Our Ten Cents on a Ten Million Dollar Study References: Message-ID: <3BDAA058.B3700C40@cbme.iitd.ernet.in> Eric: Agreed! Dinesh Mohan eric.britton@ecoplan.org wrote: > Apropos of the latest comments on this of our good friends at the > ITDP, I'd > like to add a penny's worth of perception: > > Much as I hate to seem like knee-jerk critic on this, but is it not > with > bearing in mind that the International Energy Agency and the US > Department > of Energy have been unswerving apologists for the automotive industry > broadly defined for several decades now, and that while governments > and > administrations may come and go their basic agenda is largely > unchanged? > Head off "disaster" (from their point of view of course). > > By this I do not mean to denigrate either the reality that cleaner and > more > efficient engines, better recycling via design and productive > technology, > and cleaner fuels are indeed having at least a first round of positive > > impact on the environment in certain situations and in a number of > ways, but > when we factor in the rebound effect which ineluctably works to push > up the > total numbers of vehicles out there on the road, thereby canceling out > most > if not all of the targeted improvements. Likewise, we are seeing > considerable progress at the rhetorical level - see Mobility 2001 for > the > latest on this - but the bottom line remains. > > Which means of course that the lead or perceptual leap has not, and in > all > probability will not, come from those quarters. So while one > nonetheless > does duly read what they put out, spot the slow shifts in underlying > attitudes and language, but at the end of the day I am afraid that we > gotta > look elsewhere if we are to sort out the problems of sustainability > and > social justice, which at the end of the day must be our uncompromising > > bottom line. > > Eric Britton > > The @New Mobility Forum is permanently at http://newmobility.org > 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 > IP Videoconference: Ils.austin.polycom.com The Commons > Email: ecoplan.adsl@wanadoo.fr URL www.ecoplan.org -- ======================================================================= 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 ======================================================================= From kerry.wood at paradise.net.nz Sun Oct 28 11:34:50 2001 From: kerry.wood at paradise.net.nz (Kerry Wood) Date: Sun, 28 Oct 2001 15:34:50 +1300 Subject: [sustran] Re: [[sustran] Ridership predictions, urban rail transit] References: <20011018171037.20334.qmail@cpdvg201.cms.usa.net> Message-ID: <3BDB6EC3.B00ACC61@paradise.net.nz> Dear Alan So far as I remember, this report needs to be approached with caution. I think one of the biases was to use the highest estimate of ridership, not the one that was current at the time of commitment to the scheme as it was built. I also seem to remember that transit costs as presented were frigteningly high, but in fact look tame when road transport costs are presented in the same way. Kerry Wood Lloyd Wright wrote: > Dear Alan, > > I think the one of the definitive articles on the long-history of > over-estimating rail passenger demand is "A Desire Name Streetcar: Fantasy and > Fact in Rail Transit Planning" by Don Pickrell of the Volpe Center. The > article appears in Spring 1992 edition of the Journal of the American Planning > Association. > > Lloyd Wright > > Alan P Howes wrote: > Hi everyone - > > Can anyone point me to a reference on predicted vs. actual ridership > for new urban rail transit systems? (or better still qute some > examples). I saw something in a mag. recently saying that quite a few > in the US recently have failed to meet expectations - and I know > Bangkok has been accused of the same. > > Cheers, Alan > -- > Alan & Jacqui Howes, Dubai, UAE (Otherwise Perthshire, Scotland) > alaninthegulf@yahoo.co.uk (Alan) cybermog57@yahoo.co.uk (Jacqui) > http://www.users.zetnet.co.uk/alanhowes/ [Needs Updating!] > > ____________________________________________________________________ > Get free e-mail and a permanent address at http://www.amexmail.com/?A=1 From wcox at publicpurpose.com Mon Oct 29 07:15:15 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Sun, 28 Oct 2001 16:15:15 -0600 Subject: [sustran] Re: More on Denver thread References: <15e.2d4105e.2909dcb1@aol.com> <3.0.5.32.20011026091144.0125a100@pop.islandnet.com> Message-ID: <000e01c15ffe$1bb58f60$57782e3f@y8f2e> This debate could rage for years. After sending my original note, I was sorry that I had not clarified the point. My point had to do with the former "colonies" --- US, Canada, New Zealand and Australia, where the land use tends to make transit investments real losers and incapable of competing with highways. Elsewhere this may not be the case. Especially in the developing world, authorities need to understand that the only hope for limiting the growth of auto use as people become more affluent is to provide comprehensive region wide transit systems that make people NOT WANT to buy cars. This means providing as much public transport as possible within the constrained budgets availalbe, it means priority for buses, jitneys, rickshaws and it means it is time to stop building Metro systems that cannot sustainably provide an alternative to the automobile for most of the trips. Of course, I disagree with Todd. I am quite of the view that cost per passenger mile is an appropriate measure. I wonder if Mark Delucci realizes the blunder he made? Presume he will soon be clarifying his research. Meanwhile, my offer remains outstanding, though limited to the former colonies; DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: Todd Litman To: Sent: Friday, 26 October, 2001 10:11 Subject: [sustran] Re: More on Denver thread > > Neither costs per line-mile nor costs per passenger-mile are appropriate > units of comparision between highway and rail project. (This is similar to > comparing housing investments based only on land costs while ignoring > differences in construction, utility and tax costs.) A better unit is cost > per passenger trip, which includes additional costs such as parking and > vehicle expenses. The best unit is a comparision between the incremental > benefits and incremental costs of each project (i.e., Net Present Value). > > Both urban highway and urban transit projects are expensive. Delucci made > the mistake of comparing average transit costs with average highway costs, > rather than under urban conditions, which is where major transit > investments make sense. > > For discussion see the "Comprehensive Transportation Evaluaton", "Measuring > Transportation" and "Least Cost Planning" chapters of our Encyclopedia > (http://www.vtpi.org/tdm). > > > > At 03:30 PM 10/25/01 -0500, you wrote: > >You get the last word Eric. > > > >Dont have the time to go further into it at this time, except to say that > >after having challenged people on a couple of lists to come up with a single > >highway project that is more expensive than a competing rail project on a > >cost per pkm basis, there have been no valid takers. A few people have > >provided examples, but always fall into the logical error of comparing cost > >per mile rather than cost per pkm. I know that there are all sorts of ways > >to distort economics to come to such conclusions, but, as many know here, > >even Mark Delucci of UCBerkeley, no highway advocate, found total costs > >(direct and external) of transit to be higher than that of highways. > > > > > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) > >http://www.demographia.com (Demographics & Land Use) > >http://www.publicpurpose.com (Public Policy & Transport)) > >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 > >PO Box 841 - Belleville, IL 62222 USA > >----- Original Message ----- > >From: > >To: > >Sent: Thursday, 25 October, 2001 16:22 > >Subject: [sustran] Re: More on Denver thread > > > > > >> > >> > >> I guess I don't want Wendell to have the last word. I would like to > >elaborate > >> on these points a little further. > >> > >> In a message dated 10/25/01 2:34:34 PM Eastern Daylight Time, > >> wcox@publicpurpose.com writes: > >> > >> << With respect to new rail systems, it can generally be posited that the > >> subsidy of trips that are all or part on rail will be more highly > >subsidized > >> than those on buses, due to the very high capital subsidy for rail. US > >> transit agencies treat capital as manna from on high --- something free > >that > >> does not have to be accounted for. > >> > >> We all agree that the rail capital investment can be quite high. I also > >agree > >> that public transport agencies can often view these investments as "free > >> money", but it is not only the public transport agency's viewpoint that > >> counts here. These investments can also be justified as alternatives to > >> highway projects that are also expensive and have higher social and > >> environmental costs. > >> > >> << Whatever one can do with feeder buses to rail can also be done with > >feeder > >> buses to trunk line buses. One of the more intractible problems in the > >US > >> has been the bias of transport planners in comparing modes. > >> >> > >> > >> Trunk bus systems can work fine too, but they also need some investment in > >> separation from general traffic and traffic signal pre-emption if they are > >to > >> work reliably and with attractive speed. But they do not work as well as > >rail > >> systems when demand is quite high and the number of buses required becomes > >> very large. But the real operating performance difference comes in systems > >> with highly peaked demand. > >> Rail consists can have additional cars added at low marginal cost to > >increase > >> peak capacity, whereas every unit of bus capacity costs equally much as > >the > >> last. > >> > >> Eric > > > > > > > > > > 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 wcox at publicpurpose.com Mon Oct 29 08:44:08 2001 From: wcox at publicpurpose.com (Wendell Cox) Date: Sun, 28 Oct 2001 17:44:08 -0600 Subject: [sustran] Re: [sustran] More on Ridership predictions, urban rail transit References: <001901c15e8e$c6dfb080$444bc5cb@r4v7p2> Message-ID: <01b501c1600a$71131520$57782e3f@y8f2e> Dear Kisan.. Thank you for your well considered note and the informative details. Part of the problem, from a western perspective, is that many of our planners and politicians do not understand the fundamental differences between Mumbai, Hong Kong or even Tokyo and Portland or Phoenix. Radically different places. While I have not yet visited Mumbai, I suspect that it could not survive without its railways and that alternative modes simply could not do the job, physically or for the money. Those kinds of reasons caused me to editorialize in the second largest Chinese daily newspaper in Hong Kong for the government's aggressive plans for expanding the rail system. I am not anti-rail. I am for what makes sense and opposed to waste. In some cases rail makes sense, and in others it does not. It is safe to say that where it does not exist in the former colonies it largely makes no sense (that is, it is not the optimal solution) and was a mistake to build in the first place. This exempts special places like Toronto, New York, and Chicago (and perhaps more, but surely not St. Louis, Portland or God forbid, San Jose). Mumbai is of similar or even greater density than Hong Kong. It may be the world's most dense urban area. Its center can be reached over land from only one direction. This means that the corridors leading to the island city may face volume challenges that dwarf that of Manhattan. The city's population density is nearing 50k per square mile, even with a big national park in the middle. Urbanized area density may approach 80k from what I can discern. Compare this to Portland at 3000 or our champion, Los Angeles at 5800 or the Canadian champion, Montreal at under 9000. These are entirely different organisms, so you should just ignore us when we argue about what to do in the affluent former colonies. It is just a different world. As I indicated in my last post, the challenge in the dense developing world cities is to make transit so attractive that people will not want cars as their income goes up. Maybe Bogota is on to something in this regard. Because if such a system is not provided --- a system that provides better mobility (or at least competitive) than can be provided by car for virtually every trip too far to walk, then people are going to buy cars as soon as they can afford them. My concern is that all sorts of western "used car salesmen" are riding circuit through the developing world selling systems that will make their companies a lot of money and ensure that people forsake walking and transit for the car as soon as they have the chance. It is time we recognized that the resources available for transport are limited, and that if we are serious we will do the most cost effective things, or pay the price, as it were. Best regards, Wendell Cox DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: kisan mehta To: sustran-discuss Cc: Harshad Kamdar ; vinita salvi ; Surekha ; ; saksena ; ISM Sent: Friday, 26 October, 2001 20:26 Subject: [sustran] [sustran] More on Ridership predictions, urban rail transit > > ----- Original Message ----- > From: kisan mehta > To: sustran-discuss@jca.ax.apc.org > Cc: hjk@rincon.net ; salvi_vinita@hotmail.com surekha52@yahoo.com ; > marjaben43@hotmail.com ; > saksena6@bom8.vsnl.net.in ; surekha52@yahoo.com > ISM > Sent: Saturday, October 27, 2001 7.00 AM > Subject: [sustran] More on Ridership predictions, urban rail transit > > > > Dear Sustran friends, > > > > The Ridership debate is going on with so many actors > playing so many different roles creating heat. In > countries having cold climate and getting colder due > to incoming winter, heat made available free is welcome however in tropical > countries this additional heat causes further discomfort. The debate is > certainly informative > and instructive. I do not want to add the last word > because a person like me giving the first or second > word cannot stop further discussion by declaring it > as last word. > > > > I cannot relate my submissions to what is happening > or has happened in the West or in affluent countries. > I can only talk, if at all, about what is happening in the > poor countries. which the rich euphematically address > as developing countries. > > > > In India, railways are provided by the Government of > India (GOI) and not even by state governments. Many diverse services > developed by private companies and authorities were taken over and merged by > the GOI on > the dawn of independence in 1947. The Indian Railways > (IR) then split them up in zones. Development or > extension of services, frequency of trains etc is decided > by the apex IR to be managed by zonal railways. Finance, passenger and > cargo fares are fixed through > the GOI annual budget (though sometimes sporadic > changes do come up). So you can imagine that this > is decided on political considerations. The area from > where the ruling Railway Minister comes shall in all > probability get more new services. > > > > IR are the largest employer in this country and in > the world. The network is also the largest in the world > though not adequate. All zones are required to end up in surplus. There is > no subsidy. The GOI charges interest > on capital invested in the railways. > > > > Suburban railways in four metro cities- Delhi, Kolkata, > > Mumbai, Chennai- are however an exception. They > are a part of the zone in which they operate. Except > services in Mumbai all three end up in financial loss > year by year, to be made good by the respective zone. Mumbai suburban > service provides 5 million journeys > daily, accounting for slightly more than 35% of total > journeys undertaken throughout the country. Trains > run at suffocation level (like sardines in a tin) so > some contend that though they charge a paltry fare > (starting at much less than 10 US cents) they are not > in loss due to overcrowding. There is no subsidy in fares though the GOI > bears total capital cost realising capital and recurring costs from users. > > > > For poor countries having much less than adequate > > facilities, discussion on ridership appears to be > > irrelevant or at the most academic. New facility > > comes up much later with demand high pant up at > explosion level. We do not have underground or > other than traditional land railways except in > Kolkata where it makes heavy losses. Probably > demand forecasts were not properly done or tram > traffic has not been weaned over. Kolkata again > is the only metro where the ramshackle tram is > the backbone for fast movement to city centre. > > > > We feel that railways running on their exclusive > track have specific role of moving masses fast. > They provide fastest direct and certainly the > cheapest connection between two points and carry > much larger number of commuters when compared > to any other mode of traffic including public bus > service. In the interior India too, long distance > passengers use railways though buses are more > > frequent and direct. Buses have become > feeders to railways in many centres for providing > closer link to the destination. Issue of financial loss > does not arise or the subsidies. > > > > Railways have a definite and distinct role of > spreading population and decongesting urban centres. > Two private railway lines of Bombay set up two > suburban railway lines in the Thirties and that has > moulded the face and geography of Mumbai. Mumbai > has spread along these two corridors. Two zones > Central and Western headquartered in Mumbai > (which took over 2 private railway operators) bring > 55% of Mumbai workers from commuting areas spread > upto 100-150 km in the congested Island City. No > worker brings motor car (fortunately he does not own > one) or commutes by a bus for commuting long > distance to work. > > > > We do not think railways or buses are meant to > > reduce traffic. Both, in fact, increase traffic in > the same way like facilities one provides to personal > car traffic. While trains reduce traffic jams cars > aggravate. We do not feel that trains are designed > or result in reduction of traffic, as some discussants > in our present debate, tried to show. Job of trains > is certainly different, nobody plans or builds a train > facility to reduce traffic. > > > > Ridership counted in numbers is not a criterion > either. All services existing or coming up are fully rather > overfully used. Very rarely the actual ridership data > disappoints planned ridership. Some in Mumbai have > just started talking about installing light railway in > Mumbai for a short distance. Number of journeys > being planned is so small, compared to the demand, > that others wonder as to why should light railway be > considered at all. It can neither ease the road traffic > jams nor reduce pedestrian inconvenience. If it works > within the present fare structure, it will be financially > unviable for the money invested in creating the facility. > Yet ridership issue will not come in. As long as it > runs charging affordable fares comparable to > existing railway fare structure it will have users > but it will be a financial loss. We know of many > workers walking 5 to 7 km along the railway track > as they cannot afford even fare of much less > than 10 cents. Any takers? Wendell, Eric, Alan > and all those who vehemently participated in the > ridership issue as well as intruders like me > talking of railways as an affordable mode of > traffic? Best wishes. > > Kisan Mehta kisansbc@vsnl.com > > . > > > > ----- Original Message ----- > > From: Alan Patrick Howes > > To: > > Sent: Wednesday, October 24, 2001 9:18 AM > > Subject: [sustran] More on Ridership predictions, urban rail transit > > > > > > > Many thanks for all the useful contributions on this subject. > > > > > > As far as transit investments and congestion reduction are concerned, > > sticks > > > and carrots are the answer. Provision of a good transit system (whether > > rail > > > or bus) should make it feasible to introduce measures to restrain car > > use - > > > parking charges, tolling, gas taxes or whatever. At least, feasible in > > terms > > > of equity - whether politically feasible is another matter, and depends > > very > > > much on where you are ... > > > > > > -- > > > Alan P Howes, Special Transport Advisor, DM Public Transport Department > > > aphowes@dm.gov.ae > > > Tel: 04 286 1616 ext 214 > > > Mobile: 050 5989661 > > > > > > > > > -----Original Message----- > > > From: Todd Litman [mailto:litman@vtpi.org] > > > Sent: Tuesday, October 23, 2001 10:13 PM > > > To: sustran-discuss@jca.ax.apc.org > > > Subject: [sustran] Re: More on Ridership predictions, urban rail transit > > > > > > > > > > > > I think Mr. Cox indicates the basis of much disagreement about the value > > of > > > rail and busways, and other transportation investments, in his second > > > paragraph below which reflects the common assumption that transportation > > > investments in general and rail transit investments in particular should > > be > > > evaluated based only on their congestion reduction impacts. > > > > > > Rail transit investments probably won't reduce congestion as it is > > > conventionally measured, i.e., roadway level of service or average > vehicle > > > traffic speeds because urban congestion tends to maintain a > self-limiting > > > equilibrium. > > > > > > However, there is good reason to believe that rail transit can be a > > > catalyst for more accessible land use and improved transportation > choice. > > > Although this will not significantly reduce traffic congestion, it can > > > reduce overall transportatiion costs and allow consumers a better range > of > > > transportation and land use options to choose from. > > > > > > This is not to say that I think that rail transit is always better than > > > busways. However, it means that critics of rail transit should > acknowledge > > > that there may be other significant evaluation criteria besides > ridership, > > > costs-per-trip and direct congestion impacts. For discussion of these > > > issues see the following chapters in our Encyclopedia: > > > > > > "Social Benefits of Public Transit" - http://www.vtpi.org/tdm/tdm62.htm > > > "Accessibility" - http://www.vtpi.org/tdm/tdm84.htm > > > "Transit Oriented Development - http://www.vtpi.org/tdm/tdm45.htm > > > "Measuring Transportation" - http://www.vtpi.org/tdm/tdm55.htm > > > "Comprehensive Transportation Evaluation" > > http://www.vtpi.org/tdm/tdm76.htm > > > > > > > > > Best wishes. > > > > > > -Todd Litman > > > > > > > > > At 09:21 AM 10/23/01 -0500, Wendell Cox wrote: > > > >Depends upon what you call official projections. In the case of Dallas, > > the > > > >projections made at the time the program was sold to the public for the > > > >ballot referendum are way above anything that will ever be achieved > even > > > >when they finish the system. > > > > > > > >STL has done better, but as for reduction of traffic congestion during > > peak > > > >hours, or even slowing its growth, the score is, frankly, zero. > > > > > > > >One of the important debate issues is what projections are used to > > justify > > > a > > > >project. In Los Angeles, we approved the Blue Line light rail line when > > the > > > >anticipated cost was less than $150 million. Even then, the votes were > > > > >barely there at the time on the LACTC (commission). A series of cost > > > >increases eventually got the project to over $900m, with a more than > > > >doubling in real $ (dont remember the exact figure) by the time it was > > > >opened. Fact is that the votes would not have been there for a $900 > > million > > > >project in 1981, even in 1981$. For me, the crucial ridership and cost > > > >projections are those made at the point that the decision to proceed is > > > >made. Rarely will a government agency cancel a project once approved. > > Best > > > >example of that is the world record holding Big Dig in Boston. > > > > > > > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) > > > >http://www.demographia.com (Demographics & Land Use) > > > >http://www.publicpurpose.com (Public Policy & Transport)) > > > >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 > > > >PO Box 841 - Belleville, IL 62222 USA > > > >----- Original Message ----- > > > >From: > > > >To: > > > >Sent: Tuesday, 23 October, 2001 10:16 > > > >Subject: [sustran] More on Ridership predictions, urban rail transit > > > > > > > > > > > >> The Hudson-Bergen line is on the west side of the Hudson in New > Jersey, > > > >right > > > >> across from Manhattan. By the way, ridership has changed > substantially > > > >since > > > >> the > > > >> attack on the WTC. > > > >> > > > >> I want to point out two other things: > > > >> > > > >> 1) There are some new rail systems that are well above official > > > >projections, > > > >> for example, Dallas and Saint Louis. > > > >> 2) The concern that a line is not immediately near capacity is > > misplaced. > > > >Do > > > >> we want our airports or motorways to be near capacity right after > > > opening? > > > >> No, we want reserve capacity, especially if we hope to attract > develop > > > >along > > > >> the line. > > > >> > > > >> Eric > > > > > > > > > > > > > > > > > > > > > > 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 APHOWES at dm.gov.ae Mon Oct 29 12:56:44 2001 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Mon, 29 Oct 2001 07:56:44 +0400 Subject: [sustran] Re: More on Denver thread Message-ID: Wendell's points below are very fair, but on one major matter I have to take issue, and that is with the appropriate measure to use in evaluating transport schemes. Any measure that does not consider non-use benefits and disbenefits is hopelessly flawed. These effects include congestion costs, accidents, environmental effects etc. (Just because there will always be disagreement about how to value these doesn't mean they are any less real.) This seems to be a blind spot for North Americans. The consultants working on our Transit Options study in Dubai (where this thread started off) were amazed when I suggested such an approach, which would certainly be standard in the UK and I suspect in the rest of Europe. In fact, I think they said that not only had they not costed their study on this basis, but they would not know how to do it anyway! -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae Tel: 04 286 1616 ext 214 Mobile: 050 5989661 -----Original Message----- From: Wendell Cox [mailto:wcox@publicpurpose.com] Sent: Monday, October 29, 2001 2:15 AM To: sustran-discuss@jca.ax.apc.org Subject: [sustran] Re: More on Denver thread This debate could rage for years. After sending my original note, I was sorry that I had not clarified the point. My point had to do with the former "colonies" --- US, Canada, New Zealand and Australia, where the land use tends to make transit investments real losers and incapable of competing with highways. Elsewhere this may not be the case. Especially in the developing world, authorities need to understand that the only hope for limiting the growth of auto use as people become more affluent is to provide comprehensive region wide transit systems that make people NOT WANT to buy cars. This means providing as much public transport as possible within the constrained budgets availalbe, it means priority for buses, jitneys, rickshaws and it means it is time to stop building Metro systems that cannot sustainably provide an alternative to the automobile for most of the trips. Of course, I disagree with Todd. I am quite of the view that cost per passenger mile is an appropriate measure. I wonder if Mark Delucci realizes the blunder he made? Presume he will soon be clarifying his research. Meanwhile, my offer remains outstanding, though limited to the former colonies; DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) http://www.demographia.com (Demographics & Land Use) http://www.publicpurpose.com (Public Policy & Transport)) Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 PO Box 841 - Belleville, IL 62222 USA ----- Original Message ----- From: Todd Litman To: Sent: Friday, 26 October, 2001 10:11 Subject: [sustran] Re: More on Denver thread > > Neither costs per line-mile nor costs per passenger-mile are appropriate > units of comparision between highway and rail project. (This is similar to > comparing housing investments based only on land costs while ignoring > differences in construction, utility and tax costs.) A better unit is cost > per passenger trip, which includes additional costs such as parking and > vehicle expenses. The best unit is a comparision between the incremental > benefits and incremental costs of each project (i.e., Net Present Value). > > Both urban highway and urban transit projects are expensive. Delucci made > the mistake of comparing average transit costs with average highway costs, > rather than under urban conditions, which is where major transit > investments make sense. > > For discussion see the "Comprehensive Transportation Evaluaton", "Measuring > Transportation" and "Least Cost Planning" chapters of our Encyclopedia > (http://www.vtpi.org/tdm). > > > > At 03:30 PM 10/25/01 -0500, you wrote: > >You get the last word Eric. > > > >Dont have the time to go further into it at this time, except to say that > >after having challenged people on a couple of lists to come up with a single > >highway project that is more expensive than a competing rail project on a > >cost per pkm basis, there have been no valid takers. A few people have > >provided examples, but always fall into the logical error of comparing cost > >per mile rather than cost per pkm. I know that there are all sorts of ways > >to distort economics to come to such conclusions, but, as many know here, > >even Mark Delucci of UCBerkeley, no highway advocate, found total costs > >(direct and external) of transit to be higher than that of highways. > > > > > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) > >http://www.demographia.com (Demographics & Land Use) > >http://www.publicpurpose.com (Public Policy & Transport)) > >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 > >PO Box 841 - Belleville, IL 62222 USA > >----- Original Message ----- > >From: > >To: > >Sent: Thursday, 25 October, 2001 16:22 > >Subject: [sustran] Re: More on Denver thread > > > > > >> > >> > >> I guess I don't want Wendell to have the last word. I would like to > >elaborate > >> on these points a little further. > >> > >> In a message dated 10/25/01 2:34:34 PM Eastern Daylight Time, > >> wcox@publicpurpose.com writes: > >> > >> << With respect to new rail systems, it can generally be posited that the > >> subsidy of trips that are all or part on rail will be more highly > >subsidized > >> than those on buses, due to the very high capital subsidy for rail. US > >> transit agencies treat capital as manna from on high --- something free > >that > >> does not have to be accounted for. > >> > >> We all agree that the rail capital investment can be quite high. I also > >agree > >> that public transport agencies can often view these investments as "free > >> money", but it is not only the public transport agency's viewpoint that > >> counts here. These investments can also be justified as alternatives to > >> highway projects that are also expensive and have higher social and > >> environmental costs. > >> > >> << Whatever one can do with feeder buses to rail can also be done with > >feeder > >> buses to trunk line buses. One of the more intractible problems in the > >US > >> has been the bias of transport planners in comparing modes. > >> >> > >> > >> Trunk bus systems can work fine too, but they also need some investment in > >> separation from general traffic and traffic signal pre-emption if they are > >to > >> work reliably and with attractive speed. But they do not work as well as > >rail > >> systems when demand is quite high and the number of buses required becomes > >> very large. But the real operating performance difference comes in systems > >> with highly peaked demand. > >> Rail consists can have additional cars added at low marginal cost to > >increase > >> peak capacity, whereas every unit of bus capacity costs equally much as > >the > >> last. > >> > >> Eric > > > > > > > > > > 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 mark at sustainabilitycentre.com.au Mon Oct 29 14:15:02 2001 From: mark at sustainabilitycentre.com.au (Mark Diesendorf) Date: Mon, 29 Oct 2001 16:15:02 +1100 Subject: [sustran] [sustran] More on Denver thread In-Reply-To: References: Message-ID: My former colleagues and I at Institute for Sustainable Futures, University of Technology, Sydney, have calculated the effect of land value on the economics of cars, buses and trains in Sydney, Australia. We found that the highest cost, in $ per passenger-km travelled, was that of motor cars, followed by heavy rail and then buses. The paper was on the ISF website until recently, www.isf.uts.edu.au/, but the site was revamped after I left the institute a month ago and the paper has temporarily disappeared. No doubt it will be restored shortly. Recently, I went back to our original data and calculated the user charges and subsidies to cars, trains and buses in Sydney. Here is the abstract of a paper I submitted recently to an international transport conference. "The Effect of Land Costs on the Economics of Urban Transportation Systems" Using Sydney, Australia, as a case study, this paper reports on calculations of the costs of automobiles, heavy rail and buses, taking into account the costs of land, infrastructure, rolling stock, operations and maintenance. Land is found to be the principal contributor to the total direct economic cost to society of transportation by automobile. This total cost, measured in cents per passenger per kilometre travelled, is about 1.5 times the cost of train travel and is about double the cost of bus travel. All three urban transport modes receive public subsidies. The annual subsidy to automobiles is largest in terms of billions of dollars and second largest (after heavy rail) in terms of dollars per passenger per km travelled. These results suggest that, in Sydney and many other cities where land costs and car use are high, the economic optimal mix of transport modes would contain a smaller contribution from automobiles and a larger contribution from trains and buses. Thus our research in Sydney seems to contradict the Denver hypothesis. >With respect to new rail systems, it can generally be posited that the >subsidy of trips that are all or part on rail will be more highly subsidized >than those on buses, due to the very high capital subsidy for rail. US >transit agencies treat capital as manna from on high --- something free that >does not have to be accounted for. > >Whatever one can do with feeder buses to rail can also be done with feeder >buses to trunk line buses. One of the more intractible problems in the US >has been the bias of transport planners in comparing modes. > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) >http://www.demographia.com (Demographics & Land Use) >http://www.publicpurpose.com (Public Policy & Transport)) >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 >PO Box 841 - Belleville, IL 62222 USA Dr Mark Diesendorf Director, Sustainability Centre Pty Ltd PO Box 221, Epping NSW 1710, Australia phone: +61 2 9801 2976; fax: +61 2 9801 2986 email: mark@sustainabilitycentre.com.au web: www.sustainabilitycentre.com.au -------------- next part -------------- Skipped content of type text/enriched From APHOWES at dm.gov.ae Mon Oct 29 15:38:13 2001 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Mon, 29 Oct 2001 10:38:13 +0400 Subject: [sustran] Bus parking area requirements Message-ID: Can anyoone give me a rule-of-thumb figure for the parking area requirement of a standard 12 metre bus, allowing for manoeuvring in and out, and assuming buses cannot be "stacked"? In other words, a factor to apply to calculate the capacity of a bus park based on its area (assuming it is reasonably square). -- 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 From eric.britton at ecoplan.org Mon Oct 29 20:10:17 2001 From: eric.britton at ecoplan.org (eric.britton@ecoplan.org) Date: Mon, 29 Oct 2001 12:10:17 +0100 Subject: [sustran] Critical thinking on Car Free Days and their uses Message-ID: We are setting up a small informal group to mull over and encourage critical thinking as to Car Free Day strategies and next steps, world wide. The point of departure in these discussions is a fairly high degree of dissatisfaction with the actual on-street accomplishments of most of these efforts thus far -- and to see if we can come up with some clues as to ways of getting away from today's generally cheery rhetoric about the concept and on to using the Car Free Day as a strategic instrument to achieve actual concrete moves to more sustainable transport in cities. A Car Free Day without visible results of this sort is in our view a fairly trivial exercise (unless of course it is seen and treated as a explicit step in this more ambitious direction) . That at least will be the starting point for these discussions. If this exercise interests you and you think that you may be able to help us do a better job with this challenge, please do get in touch. All hands are welcome. Eric Britton 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 IP Videoconference: Ils.austin.polycom.com The Commons Email: ecoplan.adsl@wanadoo.fr URL www.ecoplan.org From BruunB at aol.com Mon Oct 29 23:46:21 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Mon, 29 Oct 2001 09:46:21 EST Subject: [sustran] Re: More on Denver thread Message-ID: <79.1d38cfdb.290ec5bd@aol.com> Alan and company, This debate could go on and on.... I want to add one other fuzzy attribute to the evaluation process. Wendell mentioned that rail is a waste in Portland. But what if people like what rail has done to their city? It has created an option to live without a car along a corridor and has put employment possibilities along it as well. I feel that if I have to pay for professional sports stadiums I don't use and breathe dirty air from cars I don't drive, these same folk can help me build better public transport options. Livability is a real concern, even if it is hard to quantify. Also, we can agree that metros are expensive and hard for poor countries to afford. But from someone who tries to estimate performance of alternatives, I see no other solution that can move the numbers of people and with the speed required to span large cities. Metros can also be electric, which jitneys will never be. (I am not against jitneys, but they can not be the main form of public transport for large cities.) Thus, the problem is that large poor cities need rail, even if they can not afford it. In my opinion, the richer countries are just going to have to help finance them instead of trying to just make money from selling consulting and hardware. Eric Bruun From litman at vtpi.org Tue Oct 30 04:16:39 2001 From: litman at vtpi.org (Todd Litman) Date: Mon, 29 Oct 2001 11:16:39 -0800 Subject: [sustran] Re: More on Denver thread In-Reply-To: <000e01c15ffe$1bb58f60$57782e3f@y8f2e> References: <15e.2d4105e.2909dcb1@aol.com> <3.0.5.32.20011026091144.0125a100@pop.islandnet.com> Message-ID: <3.0.5.32.20011029111639.00dcd930@pop.islandnet.com> Mr. Cox's arguement reflect the assumptions that: * Increased wealth leads to increased automobile ownership and lower-density development. * Increased automobile ownership and lower-density development lead to reduced transit use and cost effectiveness. This leads to the conclusion that North American suburbs represent the optimal transportation/land use system that all consumers wish to attain. There is plenty of evidence that these assumptions are true, but there are also intreguing indications that they are neither universal or without limits or alternatives. Rather, there is evidence that at least some wealthy people prefer a less automobile-dependent community, particularly if they have a high quality level of transit service. Let me give just a few of the indications that this is true that I've run across: * U.S. transit ridership has grown at a faster rate that automobile travel during the last five years, despite growth in consumer wealth. * Property values in traditional urban neighborhoods in Seattle, Portland, San Francisco and other cities have increased dramatically, provided that those areas have other attributes valued by residents such as safety, good schools and prestige. This suggests that a portion of the value that households placed on moving to the suburbs reflected social conditions, not their physical attributes. (Decisions Data, Puget Sound Housing Preference Study, Puget Sound Regional Council (www.psrc.org), 1994.) * Home buyers are willing to pay a premium for housing located in New Urban communities. (Mark Eppli and Charles C. Tu, Valuing the New Urbanism; The Impact of New Urbanism on Prices of Single-Family Homes, Urban Land Institute (www.uli.org), 2000.) * Many European cities and towns have redeveloped their urban centers based on a less automobile-dependent model, often with rail transit as a key feature. (TRB, Making Transit Work; Insights from Western Europe, Canada and the United States, Special Report 257, Transportation Research Board, National Academy Press (www.trb.org), 2001.) * Residents of communities with rail systems tend to spend significantly less on transportation than residents of automobile-dependent communities. This suggests that rail transit "leverages" land use changes that improve accessiblity and provide consumer benefits. (Barbara McCann, Driven to Spend; The Impact of Sprawl on Household Transportation Expenses, STPP (www.transact.org), 2000.) Property values tend to increase significantly near transit stations, indicting consumer preferences and economies of agglomeration. (Jeffery J. Smith, Does Mass Transit Raise Site Values Around Its Stops Enough To Pay For Itself (Were The Value Captured)?, Geonomy Society (www.progress.org/geonomy), 2001. Also available at the Victoria Transport Policy Institute, http://www.vtpi.org.) I believe that it is quite possible that as households become wealthier, what many really want to purchase is better quality neighborhoods, more comfortable-convenient-prestegious transit, and transportation choices such as carsharing, and that suburban communities with universal automobile ownership are really a second-best alternative for a significant portion of consumers. This all suggests that extrapolating past trends, economic analysis of cost per line-mile or per passenger-mile, and transportation planning based on congestion reduction impacts, are simply inadequate to evaluate transit investments. There appear to be other significant factors, many of which seem to justify rail transit investments. This is not to say that rail transit is always superior to buses or highway investments, but it does means that transportation planners must use a more comprehensive model and do a better job of listening to consumers. Best wishes. -Todd At 04:15 PM 10/28/01 -0600, you wrote: >This debate could rage for years. After sending my original note, I was >sorry that I had not clarified the point. My point had to do with the former >"colonies" --- US, Canada, New Zealand and Australia, where the land use >tends to make transit investments real losers and incapable of competing >with highways. Elsewhere this may not be the case. Especially in the >developing world, authorities need to understand that the only hope for >limiting the growth of auto use as people become more affluent is to provide >comprehensive region wide transit systems that make people NOT WANT to buy >cars. This means providing as much public transport as possible within the >constrained budgets availalbe, it means priority for buses, jitneys, >rickshaws and it means it is time to stop building Metro systems that cannot >sustainably provide an alternative to the automobile for most of the trips. > >Of course, I disagree with Todd. I am quite of the view that cost per >passenger mile is an appropriate measure. I wonder if Mark Delucci realizes >the blunder he made? Presume he will soon be clarifying his research. > >Meanwhile, my offer remains outstanding, though limited to the former >colonies; > > >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) >http://www.demographia.com (Demographics & Land Use) >http://www.publicpurpose.com (Public Policy & Transport)) >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 >PO Box 841 - Belleville, IL 62222 USA >----- Original Message ----- >From: Todd Litman >To: >Sent: Friday, 26 October, 2001 10:11 >Subject: [sustran] Re: More on Denver thread > > >> >> Neither costs per line-mile nor costs per passenger-mile are appropriate >> units of comparision between highway and rail project. (This is similar to >> comparing housing investments based only on land costs while ignoring >> differences in construction, utility and tax costs.) A better unit is cost >> per passenger trip, which includes additional costs such as parking and >> vehicle expenses. The best unit is a comparision between the incremental >> benefits and incremental costs of each project (i.e., Net Present Value). >> >> Both urban highway and urban transit projects are expensive. Delucci made >> the mistake of comparing average transit costs with average highway costs, >> rather than under urban conditions, which is where major transit >> investments make sense. >> >> For discussion see the "Comprehensive Transportation Evaluaton", >"Measuring >> Transportation" and "Least Cost Planning" chapters of our Encyclopedia >> (http://www.vtpi.org/tdm). >> >> >> >> At 03:30 PM 10/25/01 -0500, you wrote: >> >You get the last word Eric. >> > >> >Dont have the time to go further into it at this time, except to say that >> >after having challenged people on a couple of lists to come up with a >single >> >highway project that is more expensive than a competing rail project on a >> >cost per pkm basis, there have been no valid takers. A few people have >> >provided examples, but always fall into the logical error of comparing >cost >> >per mile rather than cost per pkm. I know that there are all sorts of >ways >> >to distort economics to come to such conclusions, but, as many know here, >> >even Mark Delucci of UCBerkeley, no highway advocate, found total costs >> >(direct and external) of transit to be higher than that of highways. >> > >> > >> >DEMOGRAPHIA & THE PUBLIC PURPOSE (Wendell Cox Consultancy) >> >http://www.demographia.com (Demographics & Land Use) >> >http://www.publicpurpose.com (Public Policy & Transport)) >> >Telephone: +1.618.632.8507 - Facsimile: +1.810.821.8134 >> >PO Box 841 - Belleville, IL 62222 USA >> >----- Original Message ----- >> >From: >> >To: >> >Sent: Thursday, 25 October, 2001 16:22 >> >Subject: [sustran] Re: More on Denver thread >> > >> > >> >> >> >> >> >> I guess I don't want Wendell to have the last word. I would like to >> >elaborate >> >> on these points a little further. >> >> >> >> In a message dated 10/25/01 2:34:34 PM Eastern Daylight Time, >> >> wcox@publicpurpose.com writes: >> >> >> >> << With respect to new rail systems, it can generally be posited that >the >> >> subsidy of trips that are all or part on rail will be more highly >> >subsidized >> >> than those on buses, due to the very high capital subsidy for rail. US >> >> transit agencies treat capital as manna from on high --- something >free >> >that >> >> does not have to be accounted for. >> >> >> >> We all agree that the rail capital investment can be quite high. I also >> >agree >> >> that public transport agencies can often view these investments as >"free >> >> money", but it is not only the public transport agency's viewpoint that >> >> counts here. These investments can also be justified as alternatives to >> >> highway projects that are also expensive and have higher social and >> >> environmental costs. >> >> >> >> << Whatever one can do with feeder buses to rail can also be done with >> >feeder >> >> buses to trunk line buses. One of the more intractible problems in >the >> >US >> >> has been the bias of transport planners in comparing modes. >> >> >> >> >> >> >> Trunk bus systems can work fine too, but they also need some investment >in >> >> separation from general traffic and traffic signal pre-emption if they >are >> >to >> >> work reliably and with attractive speed. But they do not work as well >as >> >rail >> >> systems when demand is quite high and the number of buses required >becomes >> >> very large. But the real operating performance difference comes in >systems >> >> with highly peaked demand. >> >> Rail consists can have additional cars added at low marginal cost to >> >increase >> >> peak capacity, whereas every unit of bus capacity costs equally much as >> >the >> >> last. >> >> >> >> Eric >> > >> > >> > >> > >> >> 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 > > > > 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 kerry.wood at paradise.net.nz Tue Oct 30 15:08:04 2001 From: kerry.wood at paradise.net.nz (Kerry Wood) Date: Tue, 30 Oct 2001 19:08:04 +1300 Subject: [sustran] Re: Bus parking area requirements References: Message-ID: <3BDE43B6.6757644C@paradise.net.nz> Alan I don't know of a rule of thumb, and I suspect that there cannot be one. As one dimension of the park increases, the best layout will tend to go from angle parking to right angle parking, then back to angle parking with an additional row of buses. Would you accept backing out, or require drive-in, drive-out? You might just have to draw out the options. You could save a great deal of space if the last buses in could fill the aisles, then be the first buses out (but with some spare spaces for buses that were late in but not going out next day). Another option would be angle or right angle parking in tandem pairs or threes, with each group operating first-in, first-out. Happy draughting Kerry Alan Patrick Howes wrote: > Can anyoone give me a rule-of-thumb figure for the parking area requirement > of a standard 12 metre bus, allowing for manoeuvring in and out, and > assuming buses cannot be "stacked"? In other words, a factor to apply to > calculate the capacity of a bus park based on its area (assuming it is > reasonably square). > > -- > 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 -- Kerry Wood Sustainable Transport Consulting Engineer 76 Virginia Road, Wanganui 5001, New Zealand Phone and fax (+64 6) 347 2307 Mobile 021 115 9346 From kerry.wood at paradise.net.nz Tue Oct 30 16:53:08 2001 From: kerry.wood at paradise.net.nz (Kerry Wood) Date: Tue, 30 Oct 2001 20:53:08 +1300 Subject: [sustran] Denver, Houten and Auckland References: <15e.2d4105e.2909dcb1@aol.com> <3.0.5.32.20011026091144.0125a100@pop.islandnet.com> <000e01c15ffe$1bb58f60$57782e3f@y8f2e> Message-ID: <3BDE5C54.FA3F75B2@paradise.net.nz> Wendell I think you have gone a generalisation too far. In New Zealand the reason why transit investments are incapable of competing with highways is structural: no capital funding is available, (except from local body taxation) so nobody has seriously tried. In contrast, statutory funding mechanisms are available for road building, from central government funds. The last serious try was electrification of Wellington's suburban lines in the 1930s, completed in the 1950s. That scheme (still with some of the original rolling stock) seems to be the reason why overall transport costs and congestion are lower in Wellington than in Auckland or Christchurch. There is now increasing awareness of the limitations of road building, and Auckland is developing a sensible-looking transit proposal. It uses suburban rail, light rail and a busway (horses for courses), and looks reasonably fundable, with central government more receptive to such ideas than for many years. But there is still no regular funding mechanism. Partial studies by the NZ Ministry of Transport (1994 - 96) suggest that NZ road transport has externalities equivalent to somewhere around 2 - 4% of GNP, even ignoring externalities such as 'free' parking provision (a favourite of Todd Litman's). With subsidies like this, no wonder the alternatives cannot compete with highways. Of course, those externalities are contestable: in some cases the costs cover a 20:1 range, but with a reasonably reassuring 'most probable' figure towards the bottom of the range. Arguing about precise figures is fruitless; such charges can never be exactly right, but can only too easily be exactly wrong, as they are at present. In Auckland a professor of economics has identified a 400 m spur road off a grade-separated flyover junction which, by back-of-envelope calculations, would have costs of USD 2.00 / vehicle kilometre if the opportunity cost of the land were included (the width is about 200 m, because of multiple approaches to the grade separated junction). But it is not included. Another difficulty is the cuckoo effect: providing for cars tends to drive out other modes. Congestion makes buses or trams too slow and unreliable, roading engineers allow drivers to go too fast and fail to provide adequately for other modes, and drivers make walking and cycling too dangerous. Other approaches are possible. I have just got back from visiting Houten, a new satellite town of Utrecht, in the Netherlands. Houten now has a population of 40 000, but has not had a traffic fatality since 1987. The trick is to make walking and cycling safe, with easy journeys to local shops or a station with an excellent transit service to the city centre. Car ownership and use is practicable, but local car journeys are not: drivers have to go out to the ring road, travelling slowly on roads designed to favour other modes, then slowly back in to their destination. Cyclists and pedestrians go direct, so walking is often faster than taking the car, and cycling is almost always faster. Cycle and pedestrian crossings of the ring road are all grade separated, and commuting into Utrecht by bicycle is practicable. Children as young as 5 years cycle to school without adult supervision, and here lies the inevitable downside: they have crashes when they move to other and less safe cities. I also visited Milton Keynes, in the UK, which is also a new town and is also designed for safe cycling. The safe cycling objective has failed, and with hindsight it was doomed from the start. Milton Keynes has safe segregated cycle paths, but they are socially unsafe and have poor or very poor access at either end. My guess is that ultimately, it was not designed for safe cycling: it was designed to keep the cyclists out of the way. Milton Keynes is an old-paradigm city, Houten is new-paradigm. Regards -- Kerry Wood Sustainable Transport Consulting Engineer 76 Virginia Road, Wanganui 5001, New Zealand Wendell Cox wrote: > This debate could rage for years. After sending my original note, I was > sorry that I had not clarified the point. My point had to do with the former > "colonies" --- US, Canada, New Zealand and Australia, where the land use > tends to make transit investments real losers and incapable of competing > with highways. Elsewhere this may not be the case. Especially in the > developing world, authorities need to understand that the only hope for > limiting the growth of auto use as people become more affluent is to provide > comprehensive region wide transit systems that make people NOT WANT to buy > cars. This means providing as much public transport as possible within the > constrained budgets availalbe, it means priority for buses, jitneys, > rickshaws and it means it is time to stop building Metro systems that cannot > sustainably provide an alternative to the automobile for most of the trips. (snipped) From matthias_mueth at hotmail.com Tue Oct 30 17:19:17 2001 From: matthias_mueth at hotmail.com (matthias mueth) Date: Tue, 30 Oct 2001 09:19:17 +0100 Subject: [sustran] Re: More on Denver thread Message-ID: An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011030/1132e72e/attachment.htm From eric.britton at ecoplan.org Tue Oct 30 21:08:23 2001 From: eric.britton at ecoplan.org (eric.britton@ecoplan.org) Date: Tue, 30 Oct 2001 13:08:23 +0100 Subject: [sustran] Tramjatra II In-Reply-To: Message-ID: More on that 'streetcar friendship' project between Kolkata and Melbourne http://new.rmit.edu.au/browse?SIMID=mz8gmfgm5arq1&STATUS=A&QRY=tram&STYPE=EN TIRE http://www.indiainnewyork.com/india-news/mar2001/street.shtml From eric.britton at ecoplan.org Tue Oct 30 21:23:27 2001 From: eric.britton at ecoplan.org (eric.britton@ecoplan.org) Date: Tue, 30 Oct 2001 13:23:27 +0100 Subject: [sustran] "Future Transport in Cities" Message-ID: -----Original Message----- From: Brian Richards [mailto:brianr@dircon.co.uk] Sent: Tuesday, October 30, 2001 12:52 PM To: eric.britton@ecoplan.org Subject: Future Transport in Cities Dear Eric, I'm just writing to let you know that my new book 'Future Transport in Cities' is now published by Spon Press. Cities around the world are being wrecked by the ever-increasing burden oftraffic. A significant part of the problem is the enduring popularity of the private car - still an attractive and convenient option to many, who turn a blind eye to the environmental and public health impact. Public transport has always seemed to take second place to the car,and yet alternative ways of moving around cities are possible. Measures to improve public transport, as well as initiatives to encourage walking and cycling, have been introduced in many large cities to decrease car use, or at least persuade people to use their cars in different ways. This book explores many of the measures being tried. It takes the best examples from around the world, and illustrates the work of those architects and urban planners who have produced some of the most significant models of 'transport architecture' and city planning. The book examines the ways in which new systems are evolving, and how these are being integrated into the urban environment. It suggests a future where it could be mandatory to provide systems of horizontal movement within large-scale development, using the analogy of the lift, upon which every high-rise building depends. In so doing, future cities could evolve without dependence on the private car. Kind Regards, Brian Richards Brian Richards trained as an architect at Liverpool and Yale and have taught at the Architectural Association, and worked in Sweden, the United States, France and Morocco. I have also worked as a consultant to OECD on pedestrian movement, and with London Transport on station planning and interchanges. This is my fourth book on the subject of transport and urban design. Contents: Part One: The Transport Situation Today. Part Two: Transport and the Future City. Part Three: The New Transport Technology. 'Future Transport in Cities' by Brian Richards can be ordered from all good bookshops at ?24.99, or you can order a copy directly by phoning Spon Press on +44 (0) 1263 343 071, by e-mail: book.orders@tandf.co.uk or via the Internet www.sponpress.com. Prices including P&P are as follows: UK ?26.24, Europe ?27.94, ROW ?31.49 From BruunB at aol.com Wed Oct 31 04:24:02 2001 From: BruunB at aol.com (BruunB@aol.com) Date: Tue, 30 Oct 2001 14:24:02 EST Subject: [sustran] Re: yet more on Denver thread Message-ID: <166.316a452.29105852@aol.com> Matthias, Your points are well taken. I may be given to overstatement. However, in my defense, I would like to refine my comments a little bit. Yes, I am totally in favor of far more projects like the Curitiba bus project. But I note that Curitiba is one of the most progressive cities in the world. Most will never give up their streets to public transport to the degree Curitiba has, since it is the decision makers who get to drive around in their cars. How long does the fight go on before one concedes defeat and start to build something that is substantially grade separated? I also note that Curitiba is looking to convert a line or two to rail as the limits of the busway approach are being reached. I also made an unstated assumption that it is unacceptable in the long run to doom the poor to long rides at slow speeds, wasting large parts of their day traveling back and forth to work. Once one gets enough control of the streets to favor public transport, it just makes more sense to go to larger vehicles like Curitiba buses or LRT rather than have a long stream of jitneys. In my opinion, the jitneys would then be better re-oriented to community circulation and connecting to a trunk line. Further, as the distances get longer and longer, at some point grade separation becomes necessary in order to get high enough speed to keep travel times reasonable. This was my thinking at the time I wrote my statement. Eric Bruun From eric.britton at ecoplan.org Wed Oct 31 17:40:25 2001 From: eric.britton at ecoplan.org (eric.britton@ecoplan.org) Date: Wed, 31 Oct 2001 09:40:25 +0100 Subject: [sustran] =?iso-8859-1?Q?_'streetcar_friendship'_project_between_Kolkata_and_Melbou?= =?iso-8859-1?Q?rne?= Message-ID: Dear Friends, Doubtless many of you already know about that terrific Tramjatra 'streetcar friendship' project between Kolkata and Melbourne, but if not here is another reference for you: http://www.indiainnewyork.com/india-news/mar2001/street.shtml This is, as I see it, part of what I like to call a 'whole mind' or 'pattern break' approach to our difficult challenge of sustainability cities. And I for one would like to see a lot more of these kind of things. With all good wishes, Eric Britton The @New Mobility Forum is permanently at http://newmobility.org 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 Email: ecoplan.adsl@wanadoo.fr URL www.ecoplan.org IP Videoconference: 192.168.1.102 The Commons From matthias_mueth at hotmail.com Wed Oct 31 18:15:38 2001 From: matthias_mueth at hotmail.com (matthias mueth) Date: Wed, 31 Oct 2001 10:15:38 +0100 Subject: [sustran] Re: yet more on Denver thread Message-ID: An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20011031/2afb277e/attachment.htm From eric.britton at ecoplan.org Wed Oct 31 18:52:12 2001 From: eric.britton at ecoplan.org (eric.britton@ecoplan.org) Date: Wed, 31 Oct 2001 10:52:12 +0100 Subject: [sustran] Re: yet more on Denver thread In-Reply-To: Message-ID: Very good Matthias. Two quick points en passant: 1. ?..expansion into rail-based systems is an organic development.? I am not at all sure that this is any longer the case (indeed if it ever was). It?s a long story that cannot, should not be compressed into an email exchange, but it might be that we are now, for a while cluster of reasons, at the ?end of metros?. Full conversation to follow another day. 2. ?the main difficulty lies in bringing across a highly complex task to a broad spectrum of people?. You bet. Now, one of the mechanisms that we have been working on for the better part of a decade is these various Car Free Day exercises as pattern break/public communications/consensus building drills. And while that may not be immediately self-evident, a careful perusal (takes time though) of our inefficient but rich www.carfreeday.com site and its extensions will help make this clear. (And in fairly short order I hope that our reshuffle of this and all our other websites will make this a much less painful exercise.) And by the way, you write beautifully. Very agreeable read. All the best, Eric The @New Mobility Forum is permanently at http://newmobility.org 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 IP Videoconference: Ils.austin.polycom.com The Commons 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/20011031/2e3b7de3/attachment.htm