From geobpa at nus.edu.sg Thu Mar 6 09:46:16 2003 From: geobpa at nus.edu.sg (Paul Barter) Date: Thu, 6 Mar 2003 08:46:16 +0800 Subject: [sustran] FW: Smart Urban Transport Message-ID: <0709A702109DA844B290CEAA959078BD5EE03B@MBXSRV04.stf.nus.edu.sg> -----Original Message----- From: SNL [mailto:sutnews@smarturbantransport.com] Sent: Wednesday, 5 March 2003 4:10 PM To: SUSTRAN Resource Centre Subject: Smart Urban Transport ==================================================== = Smart Urban Transport Issue #17 March 2003 = ==================================================== CONTENTS - The half a billion dollar rebate - Federal Express moves into the digital age - New technology for road pricing in Singapore - China fuel cells research - Shelving planned superhighway to Shenzen - SUT2003 conference features Sydney's Transitway + lots more ... --Note to readers---------------------------------- SPECIAL OFFER: For the next five weeks, the Smart Urban Transport silos will be available to non-subscribers. After this time, they will again be closed off and accessed by subscribers only, using a password. In addition, from issue 18 (April) - Smart Urban Transport will be sent out on the second Monday of every month. --------------------------------------------------- SUT is the modern communication medium for developers, regulators, operators and financiers of passenger and freight traffic systems. SUT's focus is to highlight solutions for cost-effective and environmentally-friendly transportation movements within the cities of the Asian triangle encompassing Japan, India and New Zealand. This SUT email provides links to six Information Silos, available only to SUT subscribers, who also receive the SUT magazine three times a year. These news services are supported by SUT conferences. *** SUBSCRIBE AND UNSUBSCRIBE - details at the base of this mail *** NON-CLICKABLE LINKS - If the links in this newsletter are not clickable, please copy and paste them into your browser. +++++++++++++++++++++++ + STRATEGY & POLICY + +++++++++++++++++++++++ THE HALF A BILLION DOLLAR REBATE Congestion charging will cost the UK government ?500 million when businesses hit by loss of trade demand huge rates rebates, a new study warns. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silodisplay.cfm&siloID=1 TOP STRATEGY & POLICY STORIES (at the above link)... - London road pricing starts - Rail reform Kiwi style - People with disabilities need stronger voice - Public and private rendezvous in Shanghai - New UK bus quality indicators - Bus management - technology vs incentives - Austroads releases indicators on web - Germany pursues mass-distance charges - NTC to get rail access and pricing? --advertisement-------------------------------- Do you need specialised information on transportation in the Asia-Pacific region? While SUT covers transportation developments in the region you may have specific requirements. Chances are the editors and staff of SUT can help. With many years of experience in the region we offer a specialised advisory service to individuals or firms. We can provide specialised information on key players in the region and in-depth assessments of particular markets. For further details please contact Phil Sayeg at mailto:p.sayeg@transportroundtable.com.au. ----------------------------------------------- ++++++++++++++++++++++++ + PEOPLE & COMPANIES + ++++++++++++++++++++++++ FEDERAL EXPRESS MOVES INTO THE DIGITAL AGE Express transporter FedEx Express (FedEx) will introduce new technology, including a 'digital pen', throughout its Asian operations in the first half of this year as part of its continuing efforts to deliver "exceptional" service and convenience to its customers. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silodisplay.cfm&siloID=2 TOP PEOPLE & COMPANIES STORIES... - Engelhard wins diesel retrofit program - US PT Association heads national transit security - Top US transit websites recognized - NavTech maps Taiwan --advertisement-------------------------------- February 2003 issue of Smart Urban Transport magazine available. To see what you may be missing and to be able to download a sample article please view the current issue at http://www.smarturbantransport.com/index.cfm?li=cissue.cfm. To reserve your copy and others, subscribe at http://www.pubserv.com.au/subs/index.cfm?cp=Subscriptions&category=subscriptions&mag=Smart%20Urban%20Transport. ----------------------------------------------- ++++++++++++++++++++ + TECHNOLOGY + ++++++++++++++++++++ NEW TECHNOLOGY FOR ROAD PRICING IN SINGAPORE First launched in 1998, Singapore's world leading Electronic Road Pricing (ERP) system has helped to cut traffic volume in the CBD by more than 20%. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silodisplay.cfm&siloID=3 TOP TECHNOLOGY STORIES... - Smart containers ride the waves - Asia going mobile - Future of GPS vehicle tracking in doubt - Update on mobility management in Thailand - ITS in Chinese cities - Malaysia selects infrared as national standard - Delivering wireless networking into vehicles - Sectors cooperate to promote Korean telematics industry - Seoul bus priority system - Beijing promises smooth transport for Olympics - Aussie Customs launches security passport technology - Cooperative driverless vehicles ready to roll - Etoll offers seamless travel in eastern Australia - Green light for joining all cash-free tollways --advertisement-------------------------------- Combitech Traffic Systems supplies highway operators and systems integrators with systems and products for Electronic Toll Collection (ETC). The company works in two segments of the market: Supply of microwave-based communications links for the upgrading of manual toll systems to ETC, and supply of turnkey systems for state-of-the-art multi-lane free-flow tolling systems. For more information visit http://www.trafficsystems.com or mailto:info@trafficsystems.com or Tel +46-36-19 43 00 ------------------------------------------------ +++++++++++++++++++++ + ENVIRONMENT + +++++++++++++++++++++ CHINA FUEL CELLS RESEARCH China has been conducting research on hydrogen fuel cells, a potential source of clean energy, since the late 1980s, and is now looking to accelerate these efforts. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silodisplay.cfm&siloID=4 TOP ENVIRONMENT STORIES... - Rising to Asian air quality challenges - China's new indoor air quality standards - Global assistance for local air pollution - Lead phase-out in Sub-Saharan Africa - Zero pollution Air Car - How air-powered cars work - Hybrid cars are catching on - Air pollution takes toll in Philippine cities - Technology key to achieving climate change targets - EPA quantifies emission effects of biodiesel - China develops low emission vehicles - UPS study rates the reliability, low emissions of CNG trucks - Indonesia to use unleaded fuel - Senegal to improve urban mobility - Fuel cell cars start to move on full scale - Better Air Quality 2002: Workshop proceedings online --advertisement-------------------------------- Need information on leading global firms specialising in ITS? http://www.smarturbantransport.com/index.cfm?li=silodisplay.cfm&siloID=6#1179 Here is a resource that can assist. Just made available by Transport Roundtable Australasia, a partner in publishing Smart Urban Transport, the "ITS Profiles 2002" covers 170 firms in North America, UK and Western Europe, Asia, Brazil and Australia. "ITS Profiles 2002" are a cost-effective resource. They are available on CD-ROM only. Inquiries to Phil Sayeg - mailto:p.sayeg@transportroundtable.com.au. ------------------------------------------------ +++++++++++++++++++++++++++++++ + INFRASTRUCTURE & OPERATIONS + +++++++++++++++++++++++++++++++ SHELVING PLANNED SUPERHIGHWAY TO SHENZEN Controversy dogs the government's planned route 10 superhighway to link Hong Kong to neighbouring Shenzen. To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silodisplay.cfm&siloID=5 TOP INFRASTRUCTURE & OPERATIONS STORIES... - Fremantle container rail on track for 50% boost - Growth in China's highways - Profitable Thai railway - Preparations for car shutdown include better bus stops - Improving roads and transport in Sri Lanka - Property impact from Skytrain extension - Thai government supports gas vehicles - Incentives to switch freight to rail in Britain - Congestion eroding US Interstate system - Australian national Trucking Alliance launched - Sydney's proposed Enfield terminal too big - Queensland to get electronic road signs - Support for Fundamental Change in Public Transportation - Annual Progress Report of the High-Speed Rail Idea Program - European Strategic Rail Research Agenda - Australian and European Road Safety Comparisons - Cars down, buses ahead in congestion charge - Ticket tender finalised for Sydney --advertisement-------------------------------- China Urban Rail Summit 2003, Marriot Shanghai Hotel Hongqiao, Shanghai, China, April 24 to 25. The conference will serve as the primary networking opportunity for government officials in charge of urban rail construction projects, urban designers and planners, urban transport consultants, urban rail equipment and service providers, and local and international investors entering China's urban rail market. Enquiries: Shanghai International Consulting Corporation Ltd. Tel: 86-21-62836126 Fax: 86-21-62836120 Email: mailto:info@iccsh.com Website: http://www.iccsh.com/china_urban_2003.htm ------------------------------------------------ ++++++++++++++++++++++++ + BUSINESS INFORMATION + ++++++++++++++++++++++++ SUT2003 CONFERENCE FEATURES SYDNEY'S TRANSITWAY Third International Conference on Smart Urban Transport - featuring Sydney's Liverpool to Parramatta Transitway - 27 to 29 May 2003 :: Rydges Hotel, Parramatta Australia To read this story and more, visit http://www.smarturbantransport.com/index.cfm?li=silodisplay.cfm&siloID=6 TOP BUSINESS INFORMATION STORIES... - Public-private highway options: Toolkit for policymakers - The relationship between transportation and quality of life - UITP says "yes" to action on disability in 2003 - Saving dollars using net smarts - China Urban Rail Summit 2003 - BIC goes off shore - Transport responds to e-business SC challenge - 21st ARRB & 11th REAAA Conference 2003 - AusRAIL PLUS 2003 - Conferences - Future business opportunities --advertisement------------------ SPECIALIST TRANSPORT CONFERENCE PROCEEDINGS ON CD-ROM The proceedings from five recent specialist transport conferences run by Transport Roundtable Australasia P/L are available on CD-ROM: * Road Pricing Agenda 2000 - progressing electronic road pricing. Papers and presentations on the latest developments in electronic road pricing by 27 leading international experts, covering descriptions of the key elements of road pricing today, including economic arguments, technology and institutional issues and marketing and publicity. * Smart Urban Transport 2000 - using transitways and busways. Papers and presentations on the latest international and Australasian developments in bus rapid transit by more than 40 leading international experts, covering the design of bus services, busway infrastructure and bus stations and case studies on the use of ITS and passenger information and ticketing and discussions on institutional issues, evaluation and financing. * Smart Traffic 2001 - deploying incident management. Papers and key presentations on the latest international and Australasian developments in traffic incident management by more than 22 leading international experts, covering incident management programs and best practice in Australia, UK, Hong Kong and USA, key technologies and services in detection, response and traveller information and discussions on institutional, legal, enforcement and compliance issues and information on innovative financing and evaluation. * Smart Urban Transport 2001 - integration and performance. 21 leading international transport professionals from Asia, North America, New Zealand and Australia who made presentations on recent advances in public transport development and reform, designing transit services to meet market needs, contracting of bus services, developments in transit infrastructure and vehicles, and intelligent transport systems (ITS). Ultimately bus and mass transit of all types will be judged on their ability to attract significant patronage - recent experience with new mass transit systems opened in the Asia-Pacific region provides some insight into how they are perceived by potential riders. * Smart Traffic 2002 - operations and partnerships. 21 leading international transportation experts providing commentary on worldwide trends in transportation operations, partnerships, practical applications of technology and case studies on innovations deployed. This conference featured practical approaches to challenges and solutions in traffic operations, including transport operations trends, current and future issues and challenges in traffic management, freight logistics and public transit and infrastructure and technology partnerships. For more information see the Transport Roundtable Australasia website at http://www.transportroundtable.com.au. --------------------------------- ITS in Asia: Market Trends and Prospects to 2010 A comprehensive three part study of the emerging ITS market. Part One: ITS in ASEAN: Market Trends and Prospects to 2010 Part Two: ITS in China: Market Trends and Prospects to 2010 Part Three: Overview For more information see the Transport Roundtable Australasia website at http://www.transportroundtable.com.au. ------------------------------------------------ -------------------- SUBSCRIPTION DETAILS -------------------- For our subscription rates and details on how to subscribe, go to http://www.smarturbantransport.com and click on the "Subscribe" link on the left. To change the email address that we send this 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 send a blank email to mailto:unsubscribe@smarturbantransport.com with "UNSUBSCRIBE SUT" as the subject. ------------------------------------ Copyright 2003 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/ ========================================================= ===== By using the best of each technology, Smart ===== ==== Urban Transport delivers the best communication ==== ===== solution for Smart Transport Professionals. ===== ========================================================= From geobpa at nus.edu.sg Fri Mar 7 09:41:15 2003 From: geobpa at nus.edu.sg (Paul Barter) Date: Fri, 7 Mar 2003 08:41:15 +0800 Subject: [sustran] FW: BOUNCE sustran-discuss@jca.ax.apc.org: global taboo header: /^precedence *: *(bulk|list)/i Message-ID: <0709A702109DA844B290CEAA959078BD5EE071@MBXSRV04.stf.nus.edu.sg> -----Original Message----- From: owner-sustran-discuss@jca.ax.apc.org [mailto:owner-sustran-discuss@jca.ax.apc.org] Sent: Friday, 7 March 2003 5:30 AM To: sustran-discuss-approval@jca.apc.org Subject: BOUNCE sustran-discuss@jca.ax.apc.org: global taboo header: /^precedence *: *(bulk|list)/i From: "Car Busters" To: englishbulletin-l@ecn.cz Date: Thu, 6 Mar 2003 20:25:24 +0100 Subject: CAR BUSTERS MONTHLY E-BULLETIN #44 ... Worried about terrorists getting hold of your money? Give it to us instead. : a completely ethical investment. _________________________ CAR BUSTERS BULLETIN >>> ____________________________________ Edition no. 44 - March 2003 - English version ............................................... Thought for the month: "GET OUT OF THE BIKE LANE!" (Simple, but applicable worldwide. ) Contents: WORLD NEWS - LONDON LEADING THE CHARGE AGAINST CONGESTION - NEW "BULLET-RESISTANT" FORD - SUDDEN BICYCLE PROVISION IN MELBOURNE - CYCLISTS THROWN OUT OF TRAINS IN GERMANY - THE LATEST BUSH PUSH: SUBSIDIES TO SUVs & HYDROGEN - SUPPORT CYCLISTS' RIGHTS IN CALIFORNIA - THE DETROIT PROJECT: SAVING AMERICA FROM ITSELF - DOGS BUST CARS IN MUNICH ANNOUNCEMENTS - CALL OUT FOR CONTRIBUTIONS - SchNEWS ANNUAL 2003 - SUBVERTISE.ORG NEEDS HELP - CARNIVAL AGAINST OIL WARS AND CLIMATE CHAOS - JOB #1: BECAK DESIGNER - JOB #2: RISINGTIDE INTERNATIONAL CO-ORDINATOR - UPCOMING CONFERENCES CAR BUSTERS ANNOUNCEMENTS - TWO VACANCIES WITH CAR BUSTERS DISCLAIMER _______________ WORLD NEWS >> __________________ LONDON LEADING THE CHARGE AGAINST CONGESTION [submitted by Eric Britton and Jason Kirkpatrick] London's much-debated congestion charging scheme came into effect February 17. To the delight of London Mayor Ken Livingstone, who had anticipated a "bloody day," rush hour road traffic in and around the charging zone resembled that of a Sunday morning. The London Transport Users Committee said it had given "three cheers" to the first two weeks of the scheme, claimed by Transport for London to have caused an estimated 25 percent drop in traffic levels, though a British automobile club estimated 60 percent. Overall, the number of vehicles in the charging zone dropped from 250,000 on a typical day to 190,000 on the launch day. About 90,000 drivers have paid the charge daily since it was introduced. Approximately 10,000 drivers who failed to pay the GBP 5 charge have received Penalty Charging Notices. London's congestion charging scheme, which cost GBP 200 million to set up and around GBP 80 million per year to operate, is expected to reduce traffic in central London by 10 to 15 percent and to improve journey times by 25 percent. Congestion costs London businesses an estimated GBP 4 million per week. The scheme is predicted to raise GBP 130 million per year to invest in improving London's public transport network. As the largest congestion charging scheme in the world, the events and experiences of London are being avidly followed by many other cities in the UK and beyond. More information: . NEW "BULLET-RESISTANT" FORD [submitted by Bridget Brown from a Washington Post article] They don't call them bullet-proof, because that would be "misleading." The initials in the new Ford Lincoln Town Car BPS stand for "Ballistic Protection Series." But this opportunity to survive that first hail of bullets is being marketed at a significantly lower price than most armoured cars. Lincoln executives denied that they're cashing in on post-September 11 security fears, pointing out that work began on the model two years ago. But this is a sector of the industry which has been rapidly growing long before September 11, 2001: the wealthy fearing for their security is nothing new. The Town Car BPS goes on sale later this year; but it won't go alone. GM officials confirmed yesterday that they will offer a competitive model, probably a Cadillac DeVille armoured car, also scheduled to be released later in 2003. No figures for fuel mileage have been given for the 3.4- tonne vehicle. The full article is on the following tortuous URL: . SUDDEN BICYCLE PROVISION IN MELBOURNE [submitted by the urbanbicyclist project] Starting around six months ago, inner-city councils in Melbourne, Australia, have started making mysterious amendments to all manner of parking and traffic restrictions. A large number of two-hour, one-hour and No Standing parking signs have been amended to read "Bicycles Excepted." Nearly all of the inner-city councils have been implementing these changes, however none were able to offer any comment when asked about the programme. "I'm sorry, I don't know what you're talking about; we haven't amended any signs," one council engineer responded. As a further bonus to bicyclists, several One Way, Speed Limit and No Entry Signs have been amended, as well as selected signs that prohibited bicyclists from riding in car parks, through parks and on greeways. It is hoped that city councils around the world will begin to follow Melbourne's example. CYCLISTS THROWN OUT OF TRAINS IN GERMANY [submitted by Matthias Bauer] A year ago it was announced that bicycles would no longer be carried on the fast ICE trains in Germany. Sixteen environmental organisations formally protested, but the move went ahead and now the German Cyclists Club (ADFC) launched a campaign called "Jetzt sind wir am Zug" ("Now we're on course": 'Zug' meaning both 'course' and 'train'). Germany is famed throughout Europe for its integrated system of cycle tracks and its public transport. Bicycle provision was cancelled to try to make the ICEs run on schedule, however the exclusion of bikes hasn't made the ICEs more punctual than other services which do carry bikes. Karsten Huebener, ADFC chairman, has vowed to re- conquer the trains. The ADFC is mounting a donation drive to support this campaign. This and more info is on their website at . THE LATEST BUSH PUSH: SUBSIDIES TO SUVs & HYDROGEN [submitted by Bridget Brown and Andy Singer, compiled from various sources] Resident Bush is throwing money around again, the lucky recipients this time being SUV buyers and his friends in the energy business. The New York Times and Wall Street Journal reported that another bonus of SUVs being so darn big is that they get the same tax breaks as pick-up trucks when bought by businesses. So executives finally get the benefit of buying something which might or might not be commercial equipment. The Bush administration saw that this was Good and proposed increasing this effective subsidy from US$1 billion to US$3 billion per year, allowing the whole cost, 100 percent, to be deducted from the company's income, which means less taxes paid. So small businesses: buy enough SUVs, pay NO TAXES! - provided you don't make more than $75,000 per year. And it must be a big SUV: more than 6,000 pounds (2.7 tonnes), and that means CONSUME MORE FUEL! Oh yes, it's a good time to be in the energy business. It's all happening. Bush announced a US$1.2 billion programme to develop hydrogen fuel cells, the Freedom CAR project, last month. The project injects taxpayer cash into the pockets of the biggest car producers in the US, in exchange for the possibility of getting in 2020 the hydrogen car we've been told about since the early 1990s. There are no definite targets set, though, nor are there any incentives to use renewable energy in hydrogen production. So, they'll be needing some more oil then. THE DETROIT PROJECT: SAVING AMERICA FROM ITSELF [submitted by A. Clarke, A. Smith and many others] Pundit, columnist and author of the book "The Female Woman," Arianna Huffington is a professional outspoken critic of many things in Corporate America. She proposed the idea of a TV ad campaign based on the anti-drug adverts being run in the US, but instead venturing that oil money could also be financing international terrorism. There was a huge response to her column and the two ads have now been completed and aired, provoking a controversial discussion in US media. One of the ads intercuts people saying how much they like their car with boasts about the terrorist training camps they've funded. The other connects the dots between a simple US everyman called George filling up his SUV and the jubilant gun-wielding terrorists receiving the money. Both close with the message "Detroit: America needs hybrid cars now." Have a look at the attempts to scare Americans into slightly greener cars at . SUPPORT CYCLISTS' RIGHTS IN CALIFORNIA [submitted by Jason Meggs] Four civil cases have been brought against Berkeley police for incidents in 2000 and 2001 in which cycle activists were assaulted and property either destroyed, confiscated or both. Numerous activists have been left with ongoing medical symptoms from these attacks, many of which occurred without warning and appeared to be racially targetted. Many of these incidents were caught on video and form the basis of the strong legal case against the police department. Faced with a possibly lost case, the city attorney is dragging out proceedings. The Bicycle Civil Liberties Union is calling for people in Berkeley, California, the US, or anyone else who feels that they can, to contact the city to demand that they settle the cases quickly and stop the interference in the lives of the activists involved. More information on the BCLU site or at . DOGS BUST CARS IN MUNICH [submitted by Zack from a Reuters report] March 1, 2003, Germany: A pack of frenzied dogs attacked six parked cars in Munich, damaging them and causing panic among residents woken by the disturbance, the police said. Fenders, mud flaps and license plates were torn off. "It sounded like the cars were being broken into," said G?nther Sailler, 63, a local goldsmith. "It was incredible. One of them leaped again and again with unbelievable force into the side of a car and bit into it like a lunatic." _____________________ ANNOUNCEMENTS >> _____________________________ CALL OUT FOR CONTRIBUTIONS - SchNEWS ANNUAL 2003 [submitted by Kev Smith] The UK's SchNEWS Annual 2003 is in production and we are calling out for material: photos and short(ish) reports of actions and events, cartoons, spoof advertisements, and people to help put the thing together. The book will look like a satire on children's comic annuals, dressing up news in funny ways to reach new audiences. We're especially interested in articles about people who are involved in projects which are really offering routes to a sustainable future on a mass scale. The deadline for material is March 15 (not long) - but contact us as soon as possible with your ideas and suggestions. Please keep the articles as brief as possible, we won't have many articles over 1,800 words. Send to: SchNEWS, 55 Canning St, Brighton, BN2 0EF, England; tel: +44 (0)1273 685 913, e-mail: . SUBVERTISE.ORG NEEDS HELP [submitted by Chris Brace] The web site subvertise.org will almost certainly be closed down within a matter of weeks. The site features many spoof and subverted adverts on themes including feminism, genetic modification, globalisation, transport, and a huge range of others. Unfortunately such an image-heavy website is making great demands on their provider. Now offers of help with web space (or money) are urgently welcomed. See for the full story, or e-mail with anything you can offer. CARNIVAL AGAINST OIL WARS AND CLIMATE CHAOS [submitted by London Rising Tide] Book the day off work and get to London, UK, to BP's Annual General Meeting on April 24 at the Royal Festival Hall. Come down and say NO to Bloody Politics (BP is pushing for a big slice of the Iraqi oil pie), British Plunder (pipelines in Colombia, Tibet, Alaska and West Papua) and Burning Planet. This will be a celebration of the many safe, sustainable and socially just futures that could lie ahead of us. In the run up to the AGM there will be a speaker tour, alternative AGM and the publication of an alternative BP annual report whose initial aim is to counter the illusion of the 'good' oil company. Please send us BP-related pictures, quotes, graphics, testimonies and other info before March 15, if you're able. April 24 is an international day of action against BP, so look out for actions occurring elsewhere in the world. To get involved in any of the above, or for more information, contact or see . JOB #1: BECAK DESIGNER [submitted by Paul Steely White] The Institute for Transportation and Development Policy (ITDP) seeks an individual to work with the design team in Yogyakarta, Indonesia, to develop a modernised becak (front- loading tricycle rickshaw). The initial contract is for two months of work during late spring/summer 2003, with the possibility of further terms depending on performance. The position will work with an existing design team including two technicians, a design assistant and a steering group, in relatively primitive conditions, temperatures in the 80s (around 30 Celsius), and using basic tools for welding, tube bending and general assembly. Salary dependent on qualifications, but trip cost, basic accommodation and medical expenses will be covered. Applicants to this position should submit a resume, cover letter, and three references to: ITDP Becak Modernization Project, Attn: Paul Steely White: . Deadline March 20. JOB #2: RISINGTIDE INTERNATIONAL CO-ORDINATOR [submitted by Heidi Bachram] A one-year position is available with Rising Tide, an international network of activists taking action on climate change, in Oxford, UK. Responsibilities include organising the annual Risingtide international meeting, managing the e- groups, collecting news and producing a monthly e-mail bulletin (it's easy!), and a small amount of fundraising for future positions. These responsibilities should leave about half the co-ordinator's time free for other climate- change related projects. Applicants need to be eligible for the European Voluntary Service programme: under 26 and from an EU or EVS- affiliated country, and also have an understanding of the issues, a good working knowledge of English and be able to work independently. For more details contact Heidi, Jo or George on +(44)1865-727911 or 1865-241097; e-mail: . UPCOMING CONFERENCES [submitted by Matthias Bauer and Celia Jones] * April 11-12: Workshop on the current traffic conditions and alternative traffic concepts for the Erzgebirge Mountains (southeastern Germany). Contact Heike Aghte at DNR - tel: +(49)30-44339187, e-mail: , web: . * May 10-11, Bolzano, Italy: International conference of "Transport Initiative Europe," with the main topic "External costs of traffic." Information: . And an honourable mention for Coventry University's effort for Car-Free Day 2003. Their conference, "Connecting: People, Culture and the Future of Road Transport," jointly chaired with a product designer from formerly-British car manufacturer MG Rover, looks to be a proud exposition of big road business and car culture. However, "papers concerning incremental developments in vehicle and system design as well as radical proposals are welcome," so we encourage any interested Car Busters to submit. Attending will set you back GBP 300, though. See . ______________________________ CAR BUSTERS ANNOUNCEMENTS >> __________________________________ TWO VACANCIES WITH CAR BUSTERS Car Busters are still looking to keep our office as full as it is right now. We're currently searching for one long- term staff member and one single-year Buster. You've seen us do it, you know what we need: some activist experience, good computer skills, good English, sense of humour, some experience with publications, fundraising, and/or media work. The one-year position is open to European Voluntary Service-eligible people (under 26 and from an EU country). The two-year position is available to anyone. If you think you can stand the white-knuckle ride of international transport activism, please send your CVs and letter of motivation to us at . Spread the word. ___________________ DISCLAIMER >> __________________ Car Busters would like to offer our support to all the brave politicians on the front line poised to strike fear and death into the hearts of an already crippled country in Resident Bush's latest act of international terrorism. And to all those back home opposing the war effort STOP FORWARDING THOSE FAKE E- MAIL PETITIONS! No one's collecting signatures by e-mail. You can find real e-petitions against war in the Gulf and other ways of stopping it here: . ____________________________________________ CAR BUSTERS Kratka 26, 100 00 Prague 10, Czech Republic tel: +(420) 274-810-849 - fax: +(420) 274-816-727 - ____________________________________________ Best wishes for 2003 from all at Car Busters! Towards Car-Free Cities III Conference Hosted by Car Busters - March 17-22, 2003 From priyanthi.fernando at ifrtd.org Mon Mar 10 01:00:29 2003 From: priyanthi.fernando at ifrtd.org (priyanthi.fernando@ifrtd.org) Date: Sun, 9 Mar 2003 16:00:29 -0000 Subject: [sustran] (Fwd) Bicycle Space Equivalent Message-ID: <3E6B651D.8203.812357@localhost> Dear colleagues Below, a query received from a colleague in Cambodia. Would appreciate it if you could send any information to him direct. Many thanks Priyanthi Fernando IFRTD ------- Forwarded message follows ------- Date sent: Fri, 7 Mar 2003 16:49:37 +0700 To: Priyanthi Fernando From: Dara Johnston Subject: Bicycle Space Equivalent Copies to: "Mr. Mike Shone" , David Shelley Dear Priyanthi, Greetings from Cambodia. We are in the closing stages of the Upstream here, finishing off the preparation for a roads project with Kim San and Sidenine of the Public Works ministry. For this work we are trying to find a reference on Bicycle Space Equivalent in relation to work in China by a person caller U Lee, or Yuli, or You Li?? We are not sure. The date is around 1996. Do you know of any place where we might be able to find this reference? Also any research on motorcycle PCSE (passenger car space equivalent) in developing countries would also be very useful. Best regards, Dara. -- Dara Johnston, Project manager, ILO-PRIP CMB/02/01M/IDA, International Labour Organisation, House 9, Street 322, Phnom Penh, 3, CAMBODIA. Tel: (855) 23 723 641 Fax: (855) 23 427 632 Mobile: (855) 12 818 957 ------- End of forwarded message ------- Priyanthi Fernando Executive Secretary, IFRTD 113-114Spitfire Studios, 63-71 Collier Street London N1 9BE. United Kingdom Tel: +44 20 7713 6699 Fax: +44 20 7713 8290 Email: priyanthi.fernando@ifrtd.org OR ifrtd@ifrtd.org Web: www.ifrtd.org IFRTD provides a framework for collaboration between individuals and organisations interested in issues of access & mobility as they affect the lives of rural people in developing countries. _______________________________________________________ _____________ Priyanthi Fernando Executive Secretary International Forum for Rural Transport and Development 2 Spitfire Studios 63-71 Collier Street London N1 9BE UK Tel: +44 (0)20 7713 6699 Fax: +44 (0)20 7713 8290 Web page:www.ifrtd.org From litman at vtpi.org Sat Mar 15 02:37:27 2003 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 14 Mar 2003 09:37:27 -0800 Subject: [sustran] VTPI News - Winter 2003 Message-ID: <5.1.1.6.0.20030314093711.0220cdc8@mail.highspeedplus.com> ----------- VTPI NEWS ----------- Victoria Transport Policy Institute "Efficiency - Equity - Clarity" ------------------------------------ Winter 2003 Vol. 6, No. 1 ---------------------------------- The Victoria Transport Policy Institute is an independent research organization dedicated to developing innovative solutions to transportation problems. The VTPI website (http://www.vtpi.org) has many resources addressing a wide range of transport planning and policy issues. VTPI also provides consulting services. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ TRANSPORTATION COST AND BENEFIT ANALYSIS GUIDEBOOK ================================================== VTPI continues to update the Online edition of "Transportation Cost And Benefit Analysis: Techniques, Estimates And Implications" (http://www.vtpi.org/tca). This free guidebook provides comprehensive information on transportation economic impacts for use in planning and policy analysis. We have also updated the Cost Analysis Spreadsheet that automates costing calculations and allows values to be easily modified to reflect a particular situation or analysis perspective. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ VTPI ONLINE TDM ENCYCLOPEDIA - UPDATES ====================================== The VTPI "Online TDM Encyclopedia" (http://www.vtpi.org/tdm) is the most comprehensive resource available anywhere to help identify and evaluate innovative solutions to transport problems. It has dozens of chapters with hundreds of pages of text and thousands of Internet links, providing convenient information for Transportation Demand Management (TDM) planning, evaluation and implementation. We have been busy expanding and updating the Encyclopedia. Below are highlights. * Fuel Tax Increases (http://www.vtpi.org/tdm/tdm17.htm) - This chapter discusses various justifications for increasing fuel taxes and the impacts this has on fuel consumption and vehicle travel. * TDM Marketing (http://www.vtpi.org/tdm/tdm23.htm) - This chapter discusses how to implement marketing and promotion campaigns, and the effect they can have on travel behavior. Includes several examples. * Smart Growth (http://www.vtpi.org/tdm/tdm38.htm) - This chapter discusses Smart Growth land use policies, their benefits and costs, and their impacts on mobility and accessibility. * Measuring Transportation (http://www.vtpi.org/tdm/tdm55.htm) - This chapter discusses various ways of measuring transportation activities and conditions, and how different quantification methods affect transport decision-making. * Emission Reduction Strategies (http://www.vtpi.org/tdm/tdm59.htm) - This chapter describes and evaluates various strategies for reducing transport energy consumption and pollution emissions. Also see the revised report "Efficient Vehicles Versus Efficient Transportation" (http://www.vtpi.org/cafe.pdf), which compares the total benefits and costs of strategies that increase vehicle fuel efficiency with mobility management strategies. * Sustainable Transportation and TDM (http://www.vtpi.org/tdm/tdm67.htm) - This chapter discusses sustainability and the role TDM can play in creating more sustainable transport systems. Sustainability is a planning perspective that accounts for economic, social and environmental impacts, including those that are indirect and difficult to measure. * Smart Growth Policy Reforms (http://www.vtpi.org/tdm/tdm95.htm) - This chapter describes various planning, regulatory and fiscal reforms that help create more efficient land use. These reforms correct current practices that encourage lower-density, urban periphery, automobile-dependent development patterns. * Health and Fitness (http://www.vtpi.org/tdm/tdm102.htm) - This chapter discusses the potential of improving public health and fitness through more active transportation, including walking, cycling, running and skating. Transportation and land use policies that result in even modest increases in aerobic exercise could provide significant health benefits. Many TDM strategies increase active transportation by improving nonmotorized travel conditions, creating land use patterns more suitable for nonmotorized travel, and by encouraging shifts from driving to nonmotorized travel. * Managing Nonmotorized Facilities (http://www.vtpi.org/tdm/tdm108.htm) - This chapter describes best practices for managing nonmotorized facilities such as walkways, sidewalks and paths. It provides guidelines for sharing such facilities among different types of users, public education and enforcement programs, and facility maintenance standards. * Wit and Humor (http://www.vtpi.org/tdm/tdm94.htm) - This chapter adds a little fun by linking to jokes and witty quotes scattered around the Encyclopedia. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ NEW AND UPDATED REPORTS ======================= The following documents are posted at the VTPI website. "Economic Value of Walkability" (http://www.vtpi.org/walkability.pdf). This paper, presented at the Transportation Research Board Annual Meeting, received the Pedestrian Committee's 2003 Outstanding Paper Award. It uses standard economic evaluation methods to investigate the value of walking (the activity) and walkability (the quality of walking conditions). It indicates that current transport planning practices tend to undervalue walking. More comprehensive analysis techniques are likely to justify increased support for walking. "Sustainable Transportation Indicators" (http://www.vtpi.org/sus-indx.pdf). This revised paper describes various sustainable transportation performance indicators, including a proposed set that accounts for various economic, social and environmental impacts. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ SPECIAL PROJECTS ================ PAYDAYS Insurance Pricing ------------------------- Pay-As-You-Drive-And-You-Save (PAYDAYS) is a new insurance pricing concept that directly links vehicle insurance premiums to the amount a vehicle is driven by giving motorists a rebate based on annual mileage: the less you drive the larger your rebate. A coalition of national organizations including Environmental Defense, the Conservation Law Foundation, Oregon Environmental Council, King County Metro, Northwest Environment Watch, Sierra Club, Natural Resources Defense Council, Surface Transportation Policy Project, Clean Air and Transportation, Inc., and the U.S. Environmental Protection Agency is working with a private insurance broker to develop this concept. At least one major insurance company has already submitted a proposal to provide insurance services to the coalition, based on the PAYDAYS concept. We hope to have a specific program ready by this Summer. A workshop will be held for interested parties on Thursday, March 20, 2003 at Environmental Defense's Washington DC office. For information on this event contact Tracy Freuder, tfreuder@environmentaldefense.org or call 202-387-3500. VTPI is working on this and other efforts to develop Pay-As-You-Drive vehicle insurance. For more information see: Environmental Defense PAYD Insurance Program (http://www.environmentaldefense.org/article.cfm?contentid=2205) The Oregon Environmental Council's PAYD campaign (http://www.orcouncil.org/Laws/PAYDFactsheet.PDF) Transportation and Social Exclusion ----------------------------------- VTPI Director Todd Litman will present a paper titled "Social Inclusion As A Transport Planning Issue in Canada" at a seminar on social exclusion and transportation at the University of Westminster in London, April 3-4. Representatives from each of the G-7 countries will present findings. This is the first phase of a major research project sponsored by the Federation Internationale de l'Automobile (FIA). Social exclusion refers to constraints that prevent people from participating adequately in society, including education, employment, public services and activities (http://www.socialexclusionunit.gov.uk). The term social exclusion is not widely used in North America, but most transport officials are concerned with providing basic mobility to disadvantaged groups. A wide range of transport and land use policies and programs can help improve social inclusion, many of which are often overlooked as possible solutions to this problem. Further research is needed to better evaluate the problem and potential solutions. Vancouver Region Mobility Management ------------------------------------ VTPI is providing support for an Environment Canada sponsored project to evaluate the role that mobility management strategies can play to help achieve sustainable transportation objectives. We have recently completed a draft report that identifies potential mobility management strategies, evaluates their potential impacts on regional sustainability, discusses their current status, and what can be done to help implement them in the region. Draft reports are available at the URL below. Summary Report: http://www.vtpi.org/mm_sum.pdf Full Report: http://www.vtpi.org/mm_rpt.pdf We appreciate feedback on these reports and are organizing a multi-stakeholder technical workshop to be held April 24 in Vancouver. For more information contact Todd Litman (litman@vtpi.org). Federal Policies to Support Active Transportation ------------------------------------------------- VTPI is working with the organization "Go For Green" (http://www.goforgreen.ca) to produce a background paper that identifies ways to incorporate public health objectives into transport planning, and recommends specific federal policies to encourage more physically active transportation (walking, cycling, skating, etc.). For information on this issue see our paper "If Health Matters" (http://www.vtpi.org/health.pdf). ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ UPCOMING EVENTS =============== Walk21 Conference (http://www.walk21.com) ---------------------------------------- Walk21 IV: Health, Equity & Environment, the 4th International Conference on Walking in the 21st Century, will be held in Portland, Oregon, 1-3 May 2003. The conference will focus on rethinking the context and perfecting the tools for a more walkable world. Advocates, practitioners, academics and policy makers interested in walkability are encouraged to attend. Urban Street Symposium - "Uptown, Downtown, or Small Town: Designing Urban Streets that Work" and Smart Growth Debate, (http://gulliver.trb.org/conferences/USS2) ---------------------------------------- The 2nd Urban Street Symposium will be held July 28-30, 2003 in Anaheim, California. This symposium provides a forum for evaluating alternative urban street design practices, including problems caused by current design practices and potential alternatives; reexamining long-held urban street design practices in light of the "new urbanism" movement; identifying better urban street design practices; sharing experience and innovations; with case studies and workshops on "how to do it". This symposium will close with a debate titled "Smart Growth Pro or Con" between Todd Litman, VTPI Executive Director, and Wendell Cox, a critic of smart growth and mobility management. Sponsors include the Transportation Research Board, Institute of Transportation Engineers, ITE Traffic Engineer Council, the American Society of Civil Engineers, the Federal Highway Administration and the US Access Board. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ SUCCESS STORIES =============== Quebec Income tax deduction for transit passes ---------------------------------------- Feliciatations a nous tous! After years of lobbying by a diverse coalition of supporters, the Quebec provincial government recently approved an income tax deduction for transit pass users, worth about $120 per year in income tax reduction. Proponents hope that this will help lead to similar deductions by the Canadian federal government and other provinces. The U.S. has had such a deduction for several years, which has increased transit ridership in many markets. For more information on this issue see: IBI, "Tax Exempt Status For Employer-Provided Transit Benefits," Transportation Issue Table, National Climate Change Process and Transport Canada (http://www.tc.gc.ca/programs/environment/climatechange/subgroups1/passenger_urban/study5/exec_summary/english/transitpass.htm), 1999. The Commuter Choice Program (http://www.commuterchoice.com) provides information on Commute Trip Reduction programs and benefits, particularly U.S. income tax policies related to commuter benefits. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ USEFUL RESOURCES ================ "This View of Density" (http://www.sflcv.org/density) by the San Francisco League of Conservation Voters is a new website that illustrates different types of land use patterns, predicts their impacts on land consumption and travel behavior (using an automated calculator), and discusses various issues related to new urbanist development. "Transport Geography on the Web" (http://www.people.hofstra.edu/geotrans) provides excellent information on transport geography, including academic articles, maps, figures, and datatsets. VTPI has contributed material for chapters 6 (Urban Transportation) and 9 (Transport Planning and Policies) of this website. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Please let us know if you have comments or questions about any information in this newsletter, or if you would like to be removed from our mailing list. And please pass this newsletter on to others who may find it useful. NOTE: Please use our current email address (litman@vtpi.org or info@vtpi.org), rather than litman@islandnet.com, which will be discontinued in the future. Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 Email: litman@vtpi.org Website: http://www.vtpi.org From geobpa at nus.edu.sg Thu Mar 20 10:33:24 2003 From: geobpa at nus.edu.sg (Paul Barter) Date: Thu, 20 Mar 2003 09:33:24 +0800 Subject: [sustran] FW: Sustainable Transport E-Update Message-ID: <0709A702109DA844B290CEAA959078BD5EE29F@MBXSRV04.stf.nus.edu.sg> Forwarding this excellent newsletter without the original's beautiful formatting (sorry) ... FULL STORIES available at ITDP's website www.itdp.org Paul -----Original Message----- From: 52-1399520-return-38-51941687@lb.bcentral.com [mailto:52-1399520-return-38-51941687@lb.bcentral.com] On Behalf Of ITDP Sent: Thursday, 20 March 2003 12:06 AM To: List Member Subject: Sustainable Transport E-Update The Bulletin of the Institute for Transportation & Development Policy (ITDP) Contents * Latin America * Asia * Africa * Europe and North America * Events Latin America (click here to translate this section) Mexico City Announces Bus Rapid Transit Plans In early February, Mexico City Mayor Andr?s Manuel L?pez Obrador announced that the city has approved a five-year project to build 11 Bus Rapid Transit corridors on the city's main arteries. However, Mexico City's widely criticized "Segundo Piso" project, which would add a second deck to the city's two most congested highways, has still not been shelved. FULL STORY Mexico City's attempt to build its way out of congestion (Photo courtesy of Reforma) Cycleways Are No Longer Just a Dream for Quito After the Cycleway Seminar for Quito in February, the city has made a firm commitment to build permanent cycleways and celebrate the city's first Car-Free Sunday. A Management Committee made up of NGO representatives and municipal officials is overseeing the projects. FULL STORY (in English or Spanish) Asia (click here to translate this section) Jakarta Plans Bus Rapid Transit System In Jakarta, Indonesia, plans to develop a new Bus Rapid Transit system are gaining momentum. In February, a delegation of 15 Indonesian government, local parliament, private sector, press, and NGO representatives attended the International Seminar on Human Mobility in Bogot?. Many of the delegates returned to Indonesia enthusiastic to incorporate what they learned in Bogot? into Jakarta's plans. FULL STORY Tehran on the Road to More Sustainable Transport After a great deal of internal debate and a visit to Bogot?, the city of Tehran is poised to add a Bus Rapid Transit system to its transport strategy. Site visits and consultations with city officials from both Bogot? and other Latin American cities provided the insight and inspiration for the commitment to creating a similar system in Tehran as a compliment to the growing number of sustainable transport projects already begun by the last two administrations. FULL STORY Africa (click here to translate this section) Baesekele: The Hero's Journey >From Free State Farmworker to Competition Cyclist When they cross the finish line on March 16, the eleven men that make up BEN Team Thornvale will complete a journey that began not at the start of the Argus Cycle Tour, but many worlds away on a farm near the Free State town of Viljoenskroon. Two months earlier these men had never used a racing bicycle or been beyond the borders of the landlocked Free State. Soon, they will complete the biggest cycle race in the world. FULL STORY Transforming Dar es Salaam Dar es Salaam, the capital city of Tanzania, is faced with a number of problems, including inefficient urban transport services and management, inadequate infrastructure, as well as increasing levels of air pollution. In view of this, the opportunity to attend the "International Seminar on Human Mobility" was considered as a major step towards solving some of the problems facing Dar es Salaam's urban transport sector through introduction of a Bus Rapid Transit Project. FULL STORY Africa Accelerates Switch to Unleaded Gasoline Most African countries will switch to unleaded fuel within the next five years, according to research presented at a conference held by the United Nations Environment Program in early February. Environmental ministers from over 100 nations attended the conference, held in Nairobi. FULL STORY Europe and North America (click here to translate this section) Czech Transport Ministry Seeks to Undermine Highway Review Process The Czech Ministry of Transport is readying a new law that would sweep away delays caused by opposition to highway building projects. It would shorten highway approval processes, and limit who can object to approvals. Environmental groups protest that the law would be unconstitutional and violate the UN Declaration of Human Rights. They say that if their right to appeal through legal means is restricted, they will protect the public interest rights more directly. FULL STORY London's Smooth Shift to Congestion Pricing Critics of London's congestion charging program backed off last month when its first several weeks went off without a hitch. Although traffic crept up slightly after students returned from vacation, traffic levels remained 17-18% lower than typical levels. FULL STORY London's Speed Camera Program Cut Ped Injuries in Half Deaths and serious injuries fell by 35% on London roads where speed cameras have been in operation, according to a U.K. Department for Transport report. The number of pedestrians seriously injured or killed in crashes dropped by 56%. FULL STORY U.S. Road Building Extends to Earth's Farthest Reaches The United States is constructing a Trans-Antarctica highway, which after five years and $20 million will run nearly 1000 miles across the icy wilderness. The route - made of packed snow and ice - will connect the McMurdo Sound base to scientific research stations at the South Pole. FULL STORY The construction team blasts open the "Mongo crevasse" Ahold Scandal Puts Focus on Corporate Accountability News of Royal Ahold's $500 million accounting fib has The Economist and other observers calling it the Enron of Europe. In addition to overstating its profits, the Dutch foodservice giant has been accused of bribing officials in Argentina and giving off-the-books "bonuses" to US executives. FULL STORY and ITDP's Smart Retail Campaign Editor: Lisa Peterson Executive Director: Walter Hook Contents * Latin America * Asia * Africa * Europe and North America * Events Sustainable Transport e-Update is published by the Institute for Transportation and Development Policy (ITDP) mobility@itdp.org From p.gaffron at tu-harburg.de Thu Mar 20 20:36:40 2003 From: p.gaffron at tu-harburg.de (Philine Gaffron) Date: Thu, 20 Mar 2003 12:36:40 +0100 Subject: [sustran] car-free residential developments References: <0709A702109DA844B290CEAA959078BD5EE29F@MBXSRV04.stf.nus.edu.sg> Message-ID: <3E79A7C8.9040504@tu-harburg.de> Dear colleagues does anyone know of any guidelines for the planning of car-free housing areas in terms of path, building and block layout, geometry, width, length, quality of open spaces etc.? There is a lot of material on footpaths and cycleways in combination with motorised traffic, for pedestrian zones within city centres and for home zones/Woonerf/Wohnstrassen but I have so far found nothing that would help set parameters for the planning of larger car-free housing or mixed use areas. Any helpful hints gratefully received! Philine Gaffron -- Philine Gaffron Technische Universit?t Hamburg-Harburg European Centre for Transportation and Logistics Arbeitsbereich 1-10 D-21071 Hamburg Germany tel: + 49 / 40 / 42878-3728 fax: + 49 / 40 / 42878-2728 p.gaffron@tu-harburg.de www.vsl.tu-harburg.de From T.Rye at napier.ac.uk Thu Mar 20 22:12:04 2003 From: T.Rye at napier.ac.uk (Rye, Tom) Date: Thu, 20 Mar 2003 13:12:04 -0000 Subject: [sustran] Re: car-free residential developments Message-ID: <36402DCC1069D411922D00508B5B2CC213346DCB@ex-server1.napier.ac.uk> Hey-up Philine Try getting in touch with Richard Finch at Camden Council in London. He's been on a few Euro projects so you should be able to get his email off the web (if problems try Sarah Wixey wixeys@wmin.ac.uk she will definitely have it). I would not be surprised if they've come up with design guidelines. Edinburgh I know has not. How's the paper outline coming on? Tom -----Original Message----- From: Philine Gaffron [mailto:p.gaffron@tu-harburg.de] Sent: 20 March 2003 11:37 To: sustran-discuss@jca.ax.apc.org Subject: [sustran] car-free residential developments Dear colleagues does anyone know of any guidelines for the planning of car-free housing areas in terms of path, building and block layout, geometry, width, length, quality of open spaces etc.? There is a lot of material on footpaths and cycleways in combination with motorised traffic, for pedestrian zones within city centres and for home zones/Woonerf/Wohnstrassen but I have so far found nothing that would help set parameters for the planning of larger car-free housing or mixed use areas. Any helpful hints gratefully received! Philine Gaffron -- Philine Gaffron Technische Universit?t Hamburg-Harburg European Centre for Transportation and Logistics Arbeitsbereich 1-10 D-21071 Hamburg Germany tel: + 49 / 40 / 42878-3728 fax: + 49 / 40 / 42878-2728 p.gaffron@tu-harburg.de www.vsl.tu-harburg.de From ecologic at gn.apc.org Thu Mar 20 22:50:12 2003 From: ecologic at gn.apc.org (John Whitelegg) Date: Thu, 20 Mar 2003 13:50:12 -0000 Subject: [sustran] Re: car-free residential developments References: <36402DCC1069D411922D00508B5B2CC213346DCB@ex-server1.napier.ac.uk> Message-ID: <003d01c2eee8$a9653200$8a97f8d4@lancs.ac.uk> Philine, Good to hear from you. Try a web site run by J H Crawford. Its got carfree (carfree.com) in the title and he has produced guidelines. Also the work of Gehl and Lars Gemzoe on urban spaces is relevant. very best wishes John Whitelegg ----- Original Message ----- From: Rye, Tom To: Sent: Thursday, March 20, 2003 1:12 PM Subject: [sustran] Re: car-free residential developments Hey-up Philine Try getting in touch with Richard Finch at Camden Council in London. He's been on a few Euro projects so you should be able to get his email off the web (if problems try Sarah Wixey wixeys@wmin.ac.uk she will definitely have it). I would not be surprised if they've come up with design guidelines. Edinburgh I know has not. How's the paper outline coming on? Tom -----Original Message----- From: Philine Gaffron [mailto:p.gaffron@tu-harburg.de] Sent: 20 March 2003 11:37 To: sustran-discuss@jca.ax.apc.org Subject: [sustran] car-free residential developments Dear colleagues does anyone know of any guidelines for the planning of car-free housing areas in terms of path, building and block layout, geometry, width, length, quality of open spaces etc.? There is a lot of material on footpaths and cycleways in combination with motorised traffic, for pedestrian zones within city centres and for home zones/Woonerf/Wohnstrassen but I have so far found nothing that would help set parameters for the planning of larger car-free housing or mixed use areas. Any helpful hints gratefully received! Philine Gaffron -- Philine Gaffron Technische Universit?t Hamburg-Harburg European Centre for Transportation and Logistics Arbeitsbereich 1-10 D-21071 Hamburg Germany tel: + 49 / 40 / 42878-3728 fax: + 49 / 40 / 42878-2728 p.gaffron@tu-harburg.de www.vsl.tu-harburg.de From geobpa at nus.edu.sg Fri Mar 21 10:14:39 2003 From: geobpa at nus.edu.sg (Paul Barter) Date: Fri, 21 Mar 2003 09:14:39 +0800 Subject: [sustran] RE: Mailing list Message-ID: <0709A702109DA844B290CEAA959078BD5EE2D6@MBXSRV04.stf.nus.edu.sg> approve pbrahm0602 subscribe chart@via-architecture.com end -----Original Message----- From: Catherine Hart [mailto:chart@via-architecture.com] Sent: Friday, 21 March 2003 5:38 AM To: sustran@po.jaring.my Subject: Mailing list Could you please add my name to your email list and/or discussion group? I am particularly interested in the application of sustainable principles to rapid transit systems. Thank you, Catherine Hart __________________________ Catherine Hart, MAIBC, AIA, LEEDTM VIA Suzuki ARCHITECTURE 317 17th Avenue South Seattle WA 98144 tel: 206 284.5624 fax: 206 323.1295 www.via-architecture.com -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030321/403e3764/attachment.htm From geobpa at nus.edu.sg Fri Mar 21 10:44:17 2003 From: geobpa at nus.edu.sg (Paul Barter) Date: Fri, 21 Mar 2003 09:44:17 +0800 Subject: [sustran] Apology!! Message-ID: <0709A702109DA844B290CEAA959078BD5EE2DD@MBXSRV04.stf.nus.edu.sg> Dear sustran-discussers Many apologies for inadvertently sending an administrative message to the whole list just now. Very very embarrassing. Obviously, I have also now had to change the list password!! Paul From kisansbc at vsnl.com Fri Mar 21 12:18:24 2003 From: kisansbc at vsnl.com (kisan mehta) Date: Fri, 21 Mar 2003 08:48:24 +0530 Subject: [sustran] Re: BOUNCE sustran-discuss@jca.ax.apc.org: Non-member submission from: ["kisan mehta" ] References: <0709A702109DA844B290CEAA959078BD5EE2DA@MBXSRV04.stf.nus.edu.sg> Message-ID: <001f01c2ef58$89241900$3226020a@im.eth.net> Dear all, Message resent. Best wishes. Kisan Mehta ----- Original Message ----- From: Paul Barter To: Sent: Friday, March 21, 2003 6:52 AM Subject: RE: BOUNCE sustran-discuss@jca.ax.apc.org: Non-member submission from: ["kisan mehta" ] Dear Kisan Apologies for this. Had forgotten to put you back after the virus problem a while back. But I have just added your email back to the sustran-discuss list. So can you please resend your message? Paul > -----Original Message----- > From: owner-sustran-discuss@jca.ax.apc.org > [mailto:owner-sustran-discuss@jca.ax.apc.org] > Sent: Friday, 21 March 2003 12:28 AM > To: sustran-discuss-approval@jca.apc.org > Subject: BOUNCE sustran-discuss@jca.ax.apc.org: Non-member > submission from: ["kisan mehta" ] > > > >From owner-sustran-discuss@mail.jca.apc.org Fri Mar 21 01:27:55 2003 > Return-Path: > Received: from MAIL.SERVER ([203.187.216.2]) > by mail.jca.apc.org (8.11.6/3.7WJCANET-20011125) with > SMTP id h2KGRsS91456 > for ; Fri, 21 Mar 2003 > 01:27:54 +0900 (JST) > Received: from mehta ([10.10.10.1]) > by mail.server ([10.10.10.10]) > with SMTP (MDaemon.PRO.v6.7.1.R) > for ; Thu, 20 Mar 2003 > 22:03:40 +0530 > Message-ID: <000701c2eefd$4367ae00$3226020a@im.eth.net> > From: "kisan mehta" > To: > References: > <36402DCC1069D411922D00508B5B2CC213346DCB@ex-server1.napier.ac > .uk> <003d01c2eee8$a9653200$8a97f8d4@lancs.ac.uk> > Subject: Re: [sustran] Re: car-free residential developments > Date: Thu, 20 Mar 2003 21:55:03 +0530 > MIME-Version: 1.0 > Content-Type: text/plain; > charset="iso-8859-1" > Content-Transfer-Encoding: 8bit > X-Priority: 3 > X-MSMail-Priority: Normal > X-Mailer: Microsoft Outlook Express 5.00.2615.200 > X-MimeOLE: Produced By Microsoft MimeOLE V5.00.2615.200 > X-MDRemoteIP: 10.10.10.1 > X-Return-Path: kisansbc@vsnl.com > X-MDaemon-Deliver-To: sustran-discuss@jca.ax.apc.org > > Dear Colleagues, > > In quick exchange of emails, we could locate something that > we are looking for a long time. In Mumbai, India our > authorities are proceeding with the Mumbai Urban Transport Project > (MUTP) to consturct six lane superhighways withour pavements > and pedestrian crossing facilities. One road is 11 km long > and the other 6 km. World Bank has extended loan upto 86% of > the cost but has not insisted on construction of pedestrian > safety measures. > > We are looking for guide lines and norms on the pavements and > pedestrian crossing facilities on roads and streets having > heavy motorised vehicle movement and double side parking. > Philine states that `There is a lot of material on footpaths > and cycleways in combination with motorised traffic, for > pedestrian zones within city centres and for home > zones/Woonerf/Wohnstrassen...' > We are interested in this info, Philine. Are there any World Bank > guidelines or conditionalities > for pedestrian safety and public transport that the borrower > must comply with to qualify > for the loan? What has happened to the Bank object of > poverty reduction? > Best wishes. > > Kisan Mehta > Save Bombay Committee > 620 Jame Jamshed Road, Dadar East, > Mumbai 400 014 > Tel: 00 91 22 2414 9688 > ----- Original Message ----- > From: John Whitelegg > To: > Sent: Thursday, March 20, 2003 7:20 PM > Subject: [sustran] Re: car-free residential developments > > > > Philine, > > > > Good to hear from you. Try a web site run by J H Crawford. Its got > carfree > > (carfree.com) in the title and he has produced guidelines. > Also the > > work > of > > Gehl and Lars Gemzoe on urban spaces is relevant. > > > > very best wishes > > > > John Whitelegg > > > > > > ----- Original Message ----- > > From: Rye, Tom > > To: > > Sent: Thursday, March 20, 2003 1:12 PM > > Subject: [sustran] Re: car-free residential developments > > > > Hey-up Philine > > > > Try getting in touch with Richard Finch at Camden Council > in London. > > He's been on a few Euro projects so you should be able to get his > > email off the web (if problems try Sarah Wixey > wixeys@wmin.ac.uk she > > will definitely > have > > it). I would not be surprised if they've come up with design > > guidelines. Edinburgh I know has not. > > > > How's the paper outline coming on? > > > > Tom > > > > -----Original Message----- > > From: Philine Gaffron [mailto:p.gaffron@tu-harburg.de] > > Sent: 20 March 2003 11:37 > > To: sustran-discuss@jca.ax.apc.org > > Subject: [sustran] car-free residential developments > > > > Dear colleagues > > > > does anyone know of any guidelines for the planning of car-free > > housing areas in terms of path, building and block layout, > geometry, > > width, length, quality of open spaces etc.? > > > > There is a lot of material on footpaths and cycleways in > combination > > with motorised traffic, for pedestrian zones within city > centres and > > for home zones/Woonerf/Wohnstrassen but I have so far found nothing > > that would help set parameters for the planning of larger car-free > > housing or mixed use areas. > > > > Any helpful hints gratefully received! > > > > Philine Gaffron > > -- > > Philine Gaffron > > Technische Universit?t Hamburg-Harburg > > European Centre for Transportation and Logistics Arbeitsbereich 1-10 > > D-21071 Hamburg > > Germany > > > tel: + 49 / 40 / 42878-3728 > > fax: + 49 / 40 / 42878-2728 > > > > p.gaffron@tu-harburg.de > > www.vsl.tu-harburg.de > > > > > > > > > > From geobpa at nus.edu.sg Mon Mar 24 20:49:42 2003 From: geobpa at nus.edu.sg (Paul Barter) Date: Mon, 24 Mar 2003 19:49:42 +0800 Subject: [sustran] FW: TfL Press release - Congestion Charge Scheme (CCS) - summary of week five Message-ID: <0709A702109DA844B290CEAA959078BD5EE36F@MBXSRV04.stf.nus.edu.sg> Dear Sustran-discussers Here is some news about London's Congestion Charge Scheme (CCS) so far. How do you all feel about the relevance of London's (and Singapore's etc) experience with congestion charging/road pricing for middle-income cities elsewhere? Paul -----Original Message----- From: Wetzel Dave [mailto:Davewetzel@TFL.GOV.UK] Sent: Saturday, 22 March 2003 3:26 PM To: UTSG@JISCMAIL.AC.UK Subject: TfL Press release - Congestion Charge Scheme (CCS) - summary of week five Latest update on London's congestion charge scheme. CCS is working well so far but still early days. We will continue to publish a weekly update but this is the last update I will forward generally. If you want to keep up to date pls contact our TfL website. We will be conducting a 6-month study looking more closely at the effects of CCS. Dave Dave Wetzel Vice-Chair, Transport for London Windsor House. 42-50 Victoria Street. London. UK. SW1H 0TL Tel:020 7941 4200 Fax: 020 7941 4748 > <<...OLE_Obj...>> > > > > > <<...OLE_Obj...>> > <<...OLE_Obj...>> > > > No. 671 > 21 March 2003 > > CONGESTION CHARGE - SUMMARY OF WEEK FIVE > > Traffic > > * Traffic levels inside the zone again remained light throughout the > week. Observations are suggesting that the lower traffic levels are > beginning to stabilise with around 20% less traffic entering the zone > across the charging day. > * Traffic flowed well, including on the Inner Ring Road, the boundary > road of the zone. > * Preliminary data suggests there is little diverted traffic on roads > beyond the Inner Ring Road. > > Buses > > * Bus services ran well all week. Latest data on buses and congestion > charging was given in TfL Press Notice 666 (18 March 2003) [Attached > below > - Dave Wetzel] > > Operations > > * Payments of the charge for Friday 14 March were around 100,000 > * Approaching half a million payments are expected to have been made > this week by midnight on Friday 21 March > * Payments of the charge for each day throughout the week were: > * 94,000 (Monday) > * 98,000 (Tuesday) > * 99,000 (Wednesday) > * 100,000 (Thursday) > * Payments for today (Friday) are still being made > * > * For the first four weeks of the scheme, the percentage split between > all sales channels was: > * Retail 36% > * Call centre 28% > * Web 16% > * SMS 15% > * Interactive Voice Recognition (IVR) 4% > * Post 1% > > * The congestion charging web site has been receiving around 70,000 > hits per day on average > > * Discount registrations now total: > * Blue Badge 100,582 > * Residents 22,185 > * Other 7,186 > * > * In total, less than 15,000 Penalty Charge Notices are expected to be > issued for the week > * Payment channels (text messaging, retail, web and call centre) > generally worked well throughout the week. > > > ENDS > > For more information, please contact TfL Press Office on 020 7941 4141 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - <<...OLE_Obj...>> <<...OLE_Obj...>> <<...OLE_Obj...>> No. 666 18 March 2003 Congestion charging delivers better buses Early research shows that speedier and more reliable buses are being enjoyed by a record five million passengers a day since congestion charging started. The new data compiled by London Buses shows that since congestion charging started on February 17th: * In the first week of the charge, 9.5 per cent more passengers travelled than in the same week last year. In the second week the year-on-year increase was more than 10 per cent. Together with other improvements introduced in the last year, this has encouraged five million passengers to use buses each weekday; * Bus speeds in the morning peak in the charging zone have increased by 15 per cent (from 10.4 to 12 kilometres per hour); * Delays to buses caused by traffic congestion halved in the first two weeks * Excess waiting time (the additional time waited by passengers over and above the route schedule) reduced by 23 per cent in the first two weeks of the scheme in the charging zone; and * Early research shows that there are 6000 more bus passengers travelling to central London in the morning peak hour, compared to counts taken in autumn 2002, an increase of 14 per cent. The number of buses to the zone increased by 19 per cent over the same period. Mayor of London Ken Livingstone said: "Improved journey speeds and 6000 more people choosing the bus to get to central London in the rush hour is extremely encouraging. "TfL with the bus operators have delivered impressive improvements to the entire network over the last 12 months - more buses, better reliability and security and improved passenger information. Funds raised from the charge will help us continue to make buses even better." Seventy-five services to the zone in the morning peak hour benefited from the biggest single package of improvements for decades. Highlights of boosted services include: * 18-metre bendy buses on route 436 Lewisham to Paddington; 507 (Waterloo - Lambeth Bridge - Victoria); 521 (Waterloo - Cannon Street - London Bridge) and 453 (Deptford Broadway - Marylebone). * New services between Covent Garden and Tower Bridge; Camberwell and Shepherd's Bush; Fulham and Maida Vale; Elephant and Castle and South Kensington; Hackney Wick and Mansion House and Northumberland Park and Euston; * Double decks replaced single decks on ten routes and more than 300 extra buses to boost at least fifty services. Notes for Editors 1. The data for bus speeds includes time spent at bus stops and traffic lights. 2. Services not operated due to traffic congestion fell from 2.7 per cent of the network in the four weeks before the charge to 1.2 per cent during the first two weeks of the charge. 3. Monitoring of services by London Buses uses a combination of data collection methods including roadside surveys and information from ticket machines and the Automatic Vehicle Location system. 4. London Buses manages bus services in London for the Mayor's Transport for London. It plans routes, specifies service levels and monitors service quality. It is also responsible for bus stations, bus stops, security initiatives and passenger information. The bus services are operated by private operators, which work under contract to London Buses. 5. The London bus network is one of the largest and most comprehensive urban systems in the world. Each weekday 6,500 London buses carry 5.1 million passengers on more than 700 different routes. For more information about London Bus Services check out www.transportforlondon.gov.uk/buses For more information please telephone 020 7918 3864 or 020 7027 8063. For out-of-hours enquiries telephone 020 7941 4141. ********************************************************************** The contents of the e-mail and any transmitted files are confidential and intended solely for the use of the individual or entity to whom they are addressed. Transport for London hereby excludes any warranty and any liability as to the quality or accuracy of the contents of this e-mail and any attached transmitted files. If you are not the intended recipient, be advised that you have received this e-mail in error and that any use, dissemination, forwarding, printing or copying of this e-mail is strictly prohibited. If you have received this e-mail in error please notify postmaster@tfl.gov.uk. This footnote also confirms that this email message has been swept for the presence of computer viruses. ********************************************************************** From kennaughkb at yahoo.com.au Tue Mar 25 09:43:26 2003 From: kennaughkb at yahoo.com.au (=?iso-8859-1?q?Kirk=20Bendall?=) Date: Tue, 25 Mar 2003 11:43:26 +1100 (EST) Subject: [sustran] Re: FW: TfL Press release - Congestion Charge Scheme (CCS) - summary of week five In-Reply-To: <0709A702109DA844B290CEAA959078BD5EE36F@MBXSRV04.stf.nus.edu.sg> Message-ID: <20030325004326.39535.qmail@web21302.mail.yahoo.com> Hello, I think London has taken the key step. Transferability to cities outside Europe will vary. In Australian cities I don't think the CBD congestion is near London levels, and transit capacity is constrained. Political acceptqnce will probably take some time to achieve - probably not until similiar geographic and population size cities have done so successfully. regards, kirk Bendall Illawarra/Shoalhaven Transport Development Officer Paul Barter wrote:Dear Sustran-discussers Here is some news about London's Congestion Charge Scheme (CCS) so far. How do you all feel about the relevance of London's (and Singapore's etc) experience with congestion charging/road pricing for middle-income cities elsewhere? Paul --------------------------------- Yahoo! Mobile - Check & compose your email via SMS on your Telstra or Vodafone mobile. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030325/4fa85872/attachment.htm From APHOWES at dm.gov.ae Tue Mar 25 13:16:22 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Tue, 25 Mar 2003 08:16:22 +0400 Subject: [sustran] Re: FW: TfL Press release - Congestion Charge Scheme (CCS) - summary of week five Message-ID: <3E03B76D1A819C40A1DFB88287FA9943040F09@RAMMAIL.dm.ae> Good point, Kirk. Even in the UK it's doubtful how transferable London's experience is. London has a comprehensive, planned PT system - even if it is a little frayed at the edges. And something over 80% of commute trips to the CBD were already by public transport. No other UK city can match either of those qualities - I doubt anywhere else exceeds 30% on the modal split. In much of the world outside Europe a lot could be achieved by simply raising motor fuel prices - provided, of course, that the political will is there. The revenue raised should, of course, go to improving transit, thus reducing global oil dependency - the ill-effects of which are only too obvious at this time. UK prices (US$ 1.18 per litre for standard unleaded gasoline) were already among the highest in Europe, which are in turn among the highest in the world - I think. http://www.theaa.com/allaboutcars/fuel/motfue001.html gives a comparison of European (and US) road fuel prices - does anyone know a source of similar information for the rest of the world? (Prices here are about 21% of the UK level.) -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://vgn.dm.gov.ae/DMEGOV/dm-mp-transportation Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 -----Original Message----- From: Kirk Bendall [mailto:kennaughkb@yahoo.com.au] Sent: Tue, 25 March, 2003 04:43 To: sustran-discuss@jca.ax.apc.org Subject: [sustran] Re: FW: TfL Press release - Congestion Charge Scheme (CCS) - summary of week five Hello, I think London has taken the key step. Transferability to cities outside Europe will vary. In Australian cities I don't think the CBD congestion is near London levels, and transit capacity is constrained. Political acceptqnce will probably take some time to achieve - probably not until similiar geographic and population size cities have done so successfully. regards, kirk Bendall Illawarra/Shoalhaven Transport Development Officer Paul Barter wrote: Dear Sustran-discussers Here is some news about London's Congestion Charge Scheme (CCS) so far. How do you all feel about the relevance of London's (and Singapore's etc) experience with congestion charging/road pricing for middle-income cities elsewhere? Paul From townsend at central.murdoch.edu.au Tue Mar 25 16:45:14 2003 From: townsend at central.murdoch.edu.au (Craig Townsend) Date: Tue, 25 Mar 2003 15:45:14 +0800 Subject: [sustran] Re: FW: TfL Press release - Congestion Charge Scheme (CCS) - summary of week five In-Reply-To: <3E03B76D1A819C40A1DFB88287FA9943040F09@RAMMAIL.dm.ae> References: <3E03B76D1A819C40A1DFB88287FA9943040F09@RAMMAIL.dm.ae> Message-ID: <1048578314.3e80090ad952a@wwwstaff.murdoch.edu.au> > http://www.theaa.com/allaboutcars/fuel/motfue001.html gives a comparison of > European (and US) road fuel prices - does anyone know a source of similar > information for the rest of the world? (Prices here are about 21% of the UK > level.) Fuel Prices and Taxation, October 2001, with comparative tables for 160 countries: http://www.zietlow.com/docs/Fuel%202000.pdf From ktsourl at mailbox.gr Wed Mar 26 05:30:24 2003 From: ktsourl at mailbox.gr (ktsourl@mailbox.gr) Date: Tue, 25 Mar 2003 22:30:24 +0200 Subject: [sustran] [sustran] FW: TfL Press release - Congestion Charge Scheme (CCS) Message-ID: <200303252030.WAA09265@mailbox.gr> I am very skeptical about the TfL regulation. On the one side, this is obviously a positive project, since it is one of the few cases that the huge external (but real) cost of car use is externalized. Thus, private car users are taught that this way of transportation has negative consequences to others which (at least) should be compensated. However, from all the negative externalities the private car creates (and there are many of them), only the congestion is considered. So, it seems that the message to the drivers is "do drive, but pay, so that driving remains a feasible activity" instead of "don't drive, but use transit, bike or your feet, because this is healthier, environmental friendlier and more sustainable". BTW I would be grateful if anybody could clarify to me the so called "congestion cost". By "external cost" I understand a cost induced by an activity beneficial for someone at the expense of another person, without pricing it and compensate the infliction. That is, put simply, somebody is benefited from an activity and somebody else is undergoing the negative consequences of this activity, without full or partial compensation. But in the case of the "congestion cost" the persons who induce it, are exactly those who bear the consequences. A person who use a car in a congested road deters other drivers from using unimpeded the road, but these other drivers cause exactly the same to him. So, both "costs" are compensated. This is not the case at all, concerning other external costs, like the noise from motorized traffic, the air pollution over a city, the hardships inflicted to pedestrians, the greenhouse effect etc ______________________________________________________________________ http://www.mailbox.gr ÁðïêôÞóôå äùñåÜí ôï ìïíáäéêü óáò e-mail. http://www.thesuperweb.gr ÁðïêôÞóôå ôï äéêü óáò web site ìüíï ìå 6 Euro! From litman at vtpi.org Wed Mar 26 06:28:32 2003 From: litman at vtpi.org (Todd Alexander Litman) Date: Tue, 25 Mar 2003 13:28:32 -0800 Subject: [sustran] TfL Press release - Congestion Charge Scheme (CCS) In-Reply-To: <200303252030.WAA09265@mailbox.gr> Message-ID: <5.1.1.6.0.20030325131540.026942d0@mail.highspeedplus.com> For information on the general theory of congestion pricing see the "Road Pricing" (http://www.vtpi.org/tdm/tdm35.htm) and "Pricing Evaluation" (http://www.vtpi.org/tdm/tdm70.htm) chapters of our Online TDM Encyclopedia. For discussion of how congestion costs are evaluated, and how they compare with other transportation costs see the "Transportation Cost and Benefit Analysis Guidebook" (http://www.vtpi.org/tca), which includes a chapter on congestion costs ((http://www.vtpi.org/tca/tca0505.pdf). It is correct to say that congestion costs are external at the individual level but internal at a group level, that is, most of this cost is borne by road users as a group. But this is neither fair nor efficient, since the cost that an individual imposes is not related to how much congestion cost they bear. For example, a bus rider imposes a faction of the congestion costs imposed by a single-occupant automobile driver, but both are equally delayed by congestion, and so bear the same costs. As a result, individual motorists have little incentive to use alternatives, such as shifting to transit, ridesharing or cycling. Road pricing helps correct this, giving motor vehicle owners a greater incentive to use alternatives for some other their trips. Most experts agree that urban traffic congestion tends to maintain a self-limiting equilibrium, and so is virtually unsolvable without some sort of pricing strategy. London's road pricing project is not perfect, I would like to see fees that incorporate other external costs, that are mileage-based and which cover a larger area, but its a very encouraging first step. Despite considerable opposition by the automobile industry, it is demonstrating that road pricing can be effective in developed countries, and that it provides overall benefits to communities. This bodes well for efforts to implement other transportation pricing reforms. Best wishes, -Todd Litman At 10:30 PM 3/25/2003 +0200, ktsourl@mailbox.gr wrote: >I am very skeptical about the TfL regulation. On the one side, this is >obviously a positive project, since it is one of the few cases that the >huge external (but real) cost of car use is externalized. Thus, private >car users are taught that this way of transportation has negative >consequences to others which (at least) should be compensated. However, >from all the negative externalities the private car creates (and there are >many of them), only the congestion is considered. So, it seems that the >message to the drivers is "do drive, but pay, so that driving remains a >feasible activity" instead of "don't drive, but use transit, bike or your >feet, because this is healthier, environmental friendlier and more >sustainable". > >BTW I would be grateful if anybody could clarify to me the so called >"congestion cost". By "external cost" I understand a cost induced by an >activity beneficial for someone at the expense of another person, without >pricing it and compensate the infliction. That is, put simply, somebody is >benefited from an activity and somebody else is undergoing the negative >consequences of this activity, without full or partial compensation. But >in the case of the "congestion cost" the persons who induce it, are >exactly those who bear the consequences. A person who use a car in a >congested road deters other drivers from using unimpeded the road, but >these other drivers cause exactly the same to him. So, both "costs" are >compensated. This is not the case at all, concerning other external costs, >like the noise from motorized traffic, the air pollution over a city, the >hardships inflicted to pedestrians, the greenhouse effect etc > > > >______________________________________________________________________ >http://www.mailbox.gr ????????? ?????? ?? ???????? ??? e-mail. >http://www.thesuperweb.gr ????????? ?? ???? ??? web site ???? ?? 6 Euro! Sincerely, Todd Litman, Director Victoria Transport Policy Institute "Efficiency - Equity - Clarity" 1250 Rudlin Street Victoria, BC, V8V 3R7, Canada Phone & Fax: 250-360-1560 Email: litman@vtpi.org Website: http://www.vtpi.org From APHOWES at dm.gov.ae Wed Mar 26 13:01:29 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Wed, 26 Mar 2003 08:01:29 +0400 Subject: [sustran] Re: [sustran] FW: TfL Press release - Congestion Charge Scheme (CCS) Message-ID: <3E03B76D1A819C40A1DFB88287FA9943040F10@RAMMAIL.dm.ae> IANAE (I Am Not An Economist), so I will pass on the second para below - anyway, Todd has covered it very well. But it is worth noting that London's scheme has reduced traffic levels by 20% - it is not just a case of carry on driving but pay for it. And the revenue will be used to improve public transport, which could lead to further reductions in motor traffic in future, both within and outwith of the charged area. On the political side, I have lived in a command economy (of sorts) for the last five years, and not only that but the history of the 20th Century convinces me that such systems are inherently, fatally, flawed. The market is imperfect too, but it's the best way we have of apportioning scarce goods. Why should transport be exempt from the same economic laws that govern the distribution of bread - or caviar? It's the distribution of wealth that is the problem, rather than the way that wealth is spent. [Opinions are definitely my own!] -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://vgn.dm.gov.ae/DMEGOV/dm-mp-transportation Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: ktsourl@mailbox.gr [mailto:ktsourl@mailbox.gr] > Sent: Wed, 26 March, 2003 00:30 > To: sustran-discuss@jca.ax.apc.org > Subject: [sustran] [sustran] FW: TfL Press release - > Congestion Charge Scheme (CCS) > > > > I am very skeptical about the TfL regulation. On the one > side, this is obviously a positive project, since it is one > of the few cases that the huge external (but real) cost of > car use is externalized. Thus, private car users are taught > that this way of transportation has negative consequences to > others which (at least) should be compensated. However, from > all the negative externalities the private car creates (and > there are many of them), only the congestion is considered. > So, it seems that the message to the drivers is "do drive, > but pay, so that driving remains a feasible activity" instead > of "don't drive, but use transit, bike or your feet, because > this is healthier, environmental friendlier and more sustainable". > > BTW I would be grateful if anybody could clarify to me the so > called "congestion cost". By "external cost" I understand a > cost induced by an activity beneficial for someone at the > expense of another person, without pricing it and compensate > the infliction. That is, put simply, somebody is benefited > from an activity and somebody else is undergoing the negative > consequences of this activity, without full or partial > compensation. But in the case of the "congestion cost" the > persons who induce it, are exactly those who bear the > consequences. A person who use a car in a congested road > deters other drivers from using unimpeded the road, but these > other drivers cause exactly the same to him. So, both "costs" > are compensated. This is not the case at all, concerning > other external costs, like the noise from motorized traffic, > the air pollution over a city, the hardships inflicted to > pedestrians, the greenhouse effect etc > > > > ______________________________________________________________________ > http://www.mailbox.gr ????????? ?????? ?? ???????? ??? e-mail. > http://www.thesuperweb.gr ????????? ?? ???? ??? web site ???? > ?? 6 Euro! > > From kennaughkb at yahoo.com.au Wed Mar 26 15:38:23 2003 From: kennaughkb at yahoo.com.au (=?iso-8859-1?q?Kirk=20Bendall?=) Date: Wed, 26 Mar 2003 17:38:23 +1100 (EST) Subject: [sustran] Re: [sustran] FW: TfL Press release - Congestion Charge Scheme (CCS) In-Reply-To: <3E03B76D1A819C40A1DFB88287FA9943040F10@RAMMAIL.dm.ae> Message-ID: <20030326063823.6233.qmail@web21304.mail.yahoo.com> Sydeny has a Levy on off-street public parking spaces in the city and North Sydeny CBDs, which is applied to transport interchanges, and some near home parking. While a couple of dollars a day is largely insignifcant for the parking cost, it does provide recurrent funds to make the transit alternative more attractive. Econoically an imperfect instrument - but an improvemetn! When combined with tolls on freeways, restraint on parking space growth and pricing regimes encouraging shorter stays I thaink an effective package has resulted over tiem. Topography, including Sydeny Harbour, and 70 -80 % CBD transit commuting share also paly a part. regards, kirk Alan Patrick Howes wrote:IANAE (I Am Not An Economist), so I will pass on the second para below - anyway, Todd has covered it very well. But it is worth noting that London's scheme has reduced traffic levels by 20% - it is not just a case of carry on driving but pay for it. And the revenue will be used to improve public transport, which could lead to further reductions in motor traffic in future, both within and outwith of the charged area. On the political side, I have lived in a command economy (of sorts) for the last five years, and not only that but the history of the 20th Century convinces me that such systems are inherently, fatally, flawed. The market is imperfect too, but it's the best way we have of apportioning scarce goods. Why should transport be exempt from the same economic laws that govern the distribution of bread - or caviar? It's the distribution of wealth that is the problem, rather than the way that wealth is spent. [Opinions are definitely my own!] -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://vgn.dm.gov.ae/DMEGOV/dm-mp-transportation Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: ktsourl@mailbox.gr [mailto:ktsourl@mailbox.gr] > Sent: Wed, 26 March, 2003 00:30 > To: sustran-discuss@jca.ax.apc.org > Subject: [sustran] [sustran] FW: TfL Press release - > Congestion Charge Scheme (CCS) > > > > I am very skeptical about the TfL regulation. On the one > side, this is obviously a positive project, since it is one > of the few cases that the huge external (but real) cost of > car use is externalized. Thus, private car users are taught > that this way of transportation has negative consequences to > others which (at least) should be compensated. However, from > all the negative externalities the private car creates (and > there are many of them), only the congestion is considered. > So, it seems that the message to the drivers is "do drive, > but pay, so that driving remains a feasible activity" instead > of "don't drive, but use transit, bike or your feet, because > this is healthier, environmental friendlier and more sustainable". > > BTW I would be grateful if anybody could clarify to me the so > called "congestion cost". By "external cost" I understand a > cost induced by an activity beneficial for someone at the > expense of another person, without pricing it and compensate > the infliction. That is, put simply, somebody is benefited > from an activity and somebody else is undergoing the negative > consequences of this activity, without full or partial > compensation. But in the case of the "congestion cost" the > persons who induce it, are exactly those who bear the > consequences. A person who use a car in a congested road > deters other drivers from using unimpeded the road, but these > other drivers cause exactly the same to him. So, both "costs" > are compensated. This is not the case at all, concerning > other external costs, like the noise from motorized traffic, > the air pollution over a city, the hardships inflicted to > pedestrians, the greenhouse effect etc > > > > ______________________________________________________________________ > http://www.mailbox.gr ????????? ?????? ?? ???????? ??? e-mail. > http://www.thesuperweb.gr ????????? ?? ???? ??? web site ???? > ?? 6 Euro! > > --------------------------------- Yahoo! Mobile - Check & compose your email via SMS on your Telstra or Vodafone mobile. -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030326/c31a39f9/attachment.htm From geobpa at nus.edu.sg Thu Mar 27 19:18:02 2003 From: geobpa at nus.edu.sg (Paul Barter) Date: Thu, 27 Mar 2003 18:18:02 +0800 Subject: [sustran] Re: FW: Article in Guardian Newspaper Message-ID: <0709A702109DA844B290CEAA959078BD5EE440@MBXSRV04.stf.nus.edu.sg> Dear sustran-discussers See message below from Gary Haq. By the way, "John" = John Whitelegg and the book that Gary refers to is the new Earthscan Reader on World Transport Policy and Practice: http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new I should declare an interest: I have a little chapter in it. Paul Dr Paul Barter Fellow in the Department of Geography and the Public Policy Programme National University of Singapore 1 Arts Link, Singapore 117570 Tel: +65-6874 3860; Fax: +65-6777 3091 E-mail: geobpa@nus.edu.sg -----Original Message----- From: Gary Haq Sent: Wednesday, 26 March 2003 7:28 PM To: ... Subject: Article in Guardian Newspaper related to book Dear Colleagues, You may be interested in the following article that John has written based on the theme of the book that has just appeared in today's Guardian newspaper in the UK see: http://society.guardian.co.uk/comment/story/0,7884,921595,00.html Best regards Gary ??`????,??,????`????,??,????`????,??,???? Dr Gary Haq Research Associate Implementing Sustainability Group Stockholm Environment Institute at York University of York York YO10 5YW UK Telephone: +44 (0) 1904 432917 Facsimile: +44 (0) 1904 432898 E-mail: gh7@york.ac.uk Website: http://www.seiy.org/ NEW BOOK on World Transport Policy & Practice http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new ??`????,??,????`????,??,????`????,??,???? From ericbruun at earthlink.net Fri Mar 28 03:18:06 2003 From: ericbruun at earthlink.net (Eric Bruun) Date: Thu, 27 Mar 2003 13:18:06 -0500 Subject: [sustran] Re: Article in Guardian Newspaper References: <0709A702109DA844B290CEAA959078BD5EE440@MBXSRV04.stf.nus.edu.sg> Message-ID: <001a01c2f48d$399dbc80$335879a5@earthlink.net> Dear Colleagues: Don't get me wrong, I am an admirer of John Whitelegg, and certainly an admirer of the bus systems in Bogota, Curitiba, Quito, Kunming, and so on. Nevertheless, after reading the Guardian article, I must react to this continual rail bashing I see from people who are ostensible public transport advocates. The situation is more complicated than buses always being better than rail for poorer cities. It may be true that the rich might advocate for expensive metros so that they can continue to hog the street space. But the other side is that the poor would have their space taken by an above-ground busway as well. Many of the poor in some of world's densest cities would have to be displaced and communities disrupted in order to build a Transmillenio-type system. It is equivalent to a four to six-lane wide freeway, depending upon the standards used. Where could one have built such a system in Old Delhi? A tunnel or elevated section is sometimes the only solution. Furthermore, as cities get really large, distances become long and demand volumes become huge. A Metro can carry huge numbers of people at a high average speed. The comparisons between rail and bus systems are often confused because of different levels of crowding, peak versus average performance, neglect of speed differences, etc. It may be expensive to build, but a Metro really does have superior performance. This is not changed by the fact that poorer cities can not afford them without outside assistance. The statement that metros consume huge subsidies everywhere in the world also disappoints me, coming as it does from environmentally-conscious quarters. Even in the most simplistic sense, it is not true. The Hong Kong Metro recoups even its capital costs through land development over stations. The London Underground recovers 130 percent of its operating costs. Additions to existing rail systems are increasingly paid for by beneficiaries through tax increment financing, joint development, etc. But in a more sophisticated sense, in the richer countries, a network of metros and buses is likely to have a much higher average operating cost recovery ratio than a bus-only system. Thus, the capital costs defray some operating expenses. This could well prove true in some of the poorer cities as well. Furthermore, as Kenworthy, Newman, Laube, et. al.'s research shows, the cities with excellent rail systems in the richer countries actually spend less in total on personal transportation, so perhaps the "huge subsidies" are justified. These cities also are more compact, consuming less farm land and less petrol, benefits further justifying "huge subsidies". Again, this could well prove true in some of the poorer cities as well, especially if it slows down the otherwise rapid automobilization. But what really disappoints me is the neglect of sustainable development principles. Conventional economic analysis discounts all long-term investments to zero fairly quickly. Yet, rail tunnels built over 100 years ago still are just as important, if not more important, than the day they were built. The "huge subsidy" in fact is spread over many generations of beneficiaries. I certainly think there is room for debate on what the investment and land use policy should be for building public transport systems in moderately sized cities. But I find it hard to believe that the increasing number of megacities in the world would really be better served by bus-only systems. Eric Bruun ----- Original Message ----- From: "Paul Barter" To: Cc: Sent: Thursday, March 27, 2003 5:18 AM Subject: [sustran] Re: FW: Article in Guardian Newspaper Dear sustran-discussers See message below from Gary Haq. By the way, "John" = John Whitelegg and the book that Gary refers to is the new Earthscan Reader on World Transport Policy and Practice: http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new I should declare an interest: I have a little chapter in it. Paul Dr Paul Barter Fellow in the Department of Geography and the Public Policy Programme National University of Singapore 1 Arts Link, Singapore 117570 Tel: +65-6874 3860; Fax: +65-6777 3091 E-mail: geobpa@nus.edu.sg -----Original Message----- From: Gary Haq Sent: Wednesday, 26 March 2003 7:28 PM To: ... Subject: Article in Guardian Newspaper related to book Dear Colleagues, You may be interested in the following article that John has written based on the theme of the book that has just appeared in today's Guardian newspaper in the UK see: http://society.guardian.co.uk/comment/story/0,7884,921595,00.html Best regards Gary ??`????,??,????`????,??,????`????,??,???? Dr Gary Haq Research Associate Implementing Sustainability Group Stockholm Environment Institute at York University of York York YO10 5YW UK Telephone: +44 (0) 1904 432917 Facsimile: +44 (0) 1904 432898 E-mail: gh7@york.ac.uk Website: http://www.seiy.org/ NEW BOOK on World Transport Policy & Practice http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new ??`????,??,????`????,??,????`????,??,???? From ktsourl at mailbox.gr Fri Mar 28 06:48:48 2003 From: ktsourl at mailbox.gr (ktsourl@mailbox.gr) Date: Thu, 27 Mar 2003 23:48:48 +0200 Subject: [sustran] [sustran] FW: TfL Press release - Congestion Charge Scheme (CCS) Message-ID: <200303272148.XAA25217@mailbox.gr> I don't think putting private car users and public transit users in the same group is a good idea, when analyzing traffic issues. Actually they have much different features and respond in a completely different way to various regulations. The congestion costs imposed by a single-occupant automobile driver to the average bus rider could be better (and cheaper) avoided with dedicated bus-lanes, instead of sophisticated pricing systems. Perhaps it was my fault, but I was quite misunderstood. I don't think that road pricing is a bad idea at all - on the contrary all the external costs of car use should be internalized (subsidies are appropriate e.g. for education or health expenditures, not for private motor vehicles). But why, from all external costs, only congestion costs are considered, i.e. the only ones that bother motorists (and are imposed by themselves)? What about the costs of the damage in the health due to air pollution, the cost induced to pedestrians (delays, "barrier effect", accidents etc), the cost for the destruction of urban life, the waste of valuable land etc? Though it seems that motorists' convenience is the primary preoccupation of the TfL regulation, my reservations to this arrangement are rather of semantic than objective nature. ______________________________________________________________________ http://www.mailbox.gr ÁðïêôÞóôå äùñåÜí ôï ìïíáäéêü óáò e-mail. http://www.thesuperweb.gr ÁðïêôÞóôå ôï äéêü óáò web site ìüíï ìå 6 Euro! From debi at beag.net Sat Mar 29 10:50:01 2003 From: debi at beag.net (Debi Goenka) Date: Sat, 29 Mar 2003 07:20:01 +0530 Subject: [sustran] Re: Article in Guardian Newspaper References: <0709A702109DA844B290CEAA959078BD5EE440@MBXSRV04.stf.nus.edu.sg> <001a01c2f48d$399dbc80$335879a5@earthlink.net> Message-ID: <00af01c2f595$82fdab70$999944ca@desktop> Hi folks I tend to agree with Eric. There are also now options such as the Skybus metro, which do not involve any displacement at all, and which, whilst not as cheap as bus lanes on existing roads, are much cheaper than metros. (Incidentally, how does one fix a cost/value for bus lanes on existing roads?) Cheers Debi ----- Original Message ----- From: "Eric Bruun" To: Cc: ; "Matoff, Tom" ; "vuchic" ; "Francis Vanek" ; ; Sent: Thursday, March 27, 2003 11:48 PM Subject: [sustran] Re: Article in Guardian Newspaper Dear Colleagues: Don't get me wrong, I am an admirer of John Whitelegg, and certainly an admirer of the bus systems in Bogota, Curitiba, Quito, Kunming, and so on. Nevertheless, after reading the Guardian article, I must react to this continual rail bashing I see from people who are ostensible public transport advocates. The situation is more complicated than buses always being better than rail for poorer cities. It may be true that the rich might advocate for expensive metros so that they can continue to hog the street space. But the other side is that the poor would have their space taken by an above-ground busway as well. Many of the poor in some of world's densest cities would have to be displaced and communities disrupted in order to build a Transmillenio-type system. It is equivalent to a four to six-lane wide freeway, depending upon the standards used. Where could one have built such a system in Old Delhi? A tunnel or elevated section is sometimes the only solution. Furthermore, as cities get really large, distances become long and demand volumes become huge. A Metro can carry huge numbers of people at a high average speed. The comparisons between rail and bus systems are often confused because of different levels of crowding, peak versus average performance, neglect of speed differences, etc. It may be expensive to build, but a Metro really does have superior performance. This is not changed by the fact that poorer cities can not afford them without outside assistance. The statement that metros consume huge subsidies everywhere in the world also disappoints me, coming as it does from environmentally-conscious quarters. Even in the most simplistic sense, it is not true. The Hong Kong Metro recoups even its capital costs through land development over stations. The London Underground recovers 130 percent of its operating costs. Additions to existing rail systems are increasingly paid for by beneficiaries through tax increment financing, joint development, etc. But in a more sophisticated sense, in the richer countries, a network of metros and buses is likely to have a much higher average operating cost recovery ratio than a bus-only system. Thus, the capital costs defray some operating expenses. This could well prove true in some of the poorer cities as well. Furthermore, as Kenworthy, Newman, Laube, et. al.'s research shows, the cities with excellent rail systems in the richer countries actually spend less in total on personal transportation, so perhaps the "huge subsidies" are justified. These cities also are more compact, consuming less farm land and less petrol, benefits further justifying "huge subsidies". Again, this could well prove true in some of the poorer cities as well, especially if it slows down the otherwise rapid automobilization. But what really disappoints me is the neglect of sustainable development principles. Conventional economic analysis discounts all long-term investments to zero fairly quickly. Yet, rail tunnels built over 100 years ago still are just as important, if not more important, than the day they were built. The "huge subsidy" in fact is spread over many generations of beneficiaries. I certainly think there is room for debate on what the investment and land use policy should be for building public transport systems in moderately sized cities. But I find it hard to believe that the increasing number of megacities in the world would really be better served by bus-only systems. Eric Bruun ----- Original Message ----- From: "Paul Barter" To: Cc: Sent: Thursday, March 27, 2003 5:18 AM Subject: [sustran] Re: FW: Article in Guardian Newspaper Dear sustran-discussers See message below from Gary Haq. By the way, "John" = John Whitelegg and the book that Gary refers to is the new Earthscan Reader on World Transport Policy and Practice: http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new I should declare an interest: I have a little chapter in it. Paul Dr Paul Barter Fellow in the Department of Geography and the Public Policy Programme National University of Singapore 1 Arts Link, Singapore 117570 Tel: +65-6874 3860; Fax: +65-6777 3091 E-mail: geobpa@nus.edu.sg -----Original Message----- From: Gary Haq Sent: Wednesday, 26 March 2003 7:28 PM To: ... Subject: Article in Guardian Newspaper related to book Dear Colleagues, You may be interested in the following article that John has written based on the theme of the book that has just appeared in today's Guardian newspaper in the UK see: http://society.guardian.co.uk/comment/story/0,7884,921595,00.html Best regards Gary ??`????,??,????`????,??,????`????,??,???? Dr Gary Haq Research Associate Implementing Sustainability Group Stockholm Environment Institute at York University of York York YO10 5YW UK Telephone: +44 (0) 1904 432917 Facsimile: +44 (0) 1904 432898 E-mail: gh7@york.ac.uk Website: http://www.seiy.org/ NEW BOOK on World Transport Policy & Practice http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new ??`????,??,????`????,??,????`????,??,???? From mally at ieee.org Sat Mar 29 15:40:35 2003 From: mally at ieee.org (Jack Mallinckrodt) Date: Fri, 28 Mar 2003 22:40:35 -0800 Subject: [sustran] Re: Article in Guardian Newspaper In-Reply-To: <00af01c2f595$82fdab70$999944ca@desktop> References: <0709A702109DA844B290CEAA959078BD5EE440@MBXSRV04.stf.nus.edu.sg> <001a01c2f48d$399dbc80$335879a5@earthlink.net> Message-ID: <5.1.0.14.2.20030328220549.02b85dd0@mail.earthlink.net> At 05:50 PM 3/28/03, Debi Goenka wrote: >Incidentally, how does one fix a cost/value for bus lanes on existing >roads? > >Cheers > >Debi JM: Instead of cost in $ for the right-of-way, one can figure the "cost" in terms of general road capacity foregone by the ROW taking. In the case of the Orange County (CA) Centerline elevated light rail system, for example, it was computed that at average utilization for these streets, the one lane x 24.7 miles length taken from surface arterial streets for the stanchions, would have carried 31,000 person-trips per day. In the build alternative, the light rail system was projected to serve 17,400 person-trips per day, for a net loss of capacity of 13,000 person-trips per day. These findings were confirmed in another way by the traffic analysis which found that the light rail system would actually make traffic congestion worse at the 100 or so intersections and links for which congestion effects were calculated. ref: www.urbantransport.org/taking5.pdf Jack -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030328/73b148c4/attachment.htm From APHOWES at dm.gov.ae Sat Mar 29 16:35:00 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Sat, 29 Mar 2003 11:35:00 +0400 Subject: [sustran] Re: Article in Guardian Newspaper Message-ID: <3E03B76D1A819C40A1DFB88287FA9943040F14@RAMMAIL.dm.ae> OK Debi, I take it you are talking about Skybus as at http://www.konkanrailway.com/website/ehtm/sky_bus.htm Interesting - but it appears that this is not even yet at prototype stage - more of a "pipe dream". And Wuppertal, Germany, has had a suspended "monorail" for about 100 years! >From the description of Skybus on the website, I see no immediate reason why it should be substantially cheaper than an elevated VAL system. (V?hicule Automatique Leg?re - French - see http://www.railway-technology.com/projects/lille_val/ which gives another explanation for the acronym.) The Skybus webpage quotes US$10m per km as a cost - but does not really quantify this figure, and until a prototype has been built and shown to work any cost estimate must be treated with a lot of caution. Having said that, if India could "home-grow" its own light rail technology and make it work, then good luck! -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: Debi Goenka [mailto:debi@beag.net] > Sent: Sat, 29 March, 2003 05:50 > To: sustran-discuss@jca.ax.apc.org > Cc: gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; > Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com > Subject: [sustran] Re: Article in Guardian Newspaper > > > Hi folks > > I tend to agree with Eric. > > There are also now options such as the Skybus metro, which do > not involve > any displacement at all, and which, whilst not as cheap as > bus lanes on > existing roads, are much cheaper than metros. > > (Incidentally, how does one fix a cost/value for bus lanes on existing > roads?) > > Cheers > > Debi From APHOWES at dm.gov.ae Sat Mar 29 18:23:34 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Sat, 29 Mar 2003 13:23:34 +0400 Subject: [sustran] Re: Article in Guardian Newspaper Message-ID: <3E03B76D1A819C40A1DFB88287FA9943040F15@RAMMAIL.dm.ae> I read the comment on this article before I read the article itself - I would not call it exactly "rail bashing" - I am not sure whether "every metro in the world swallows up huge subsidies" is a comment by John Whitelegg or supposed to be a quote from Penalosa. But would anyone dispute that, comparing "like for like" as much as possible, that the subsidy required per passenger-km (including capital costs) will be, on worldwide comparisons, higher for a Metro than for a bus system - a lot higher. But OK, the benefits will be different too. One factor that has to be considered is urban density - bus systems are generally more appropriate the lower the urban density. In fact, rich low-density cities like Los Angeles (or even Du*ai) may well be better served by busways, while relatively poor high-density cities such as New Delhi or Mumbai may justify rail! But it is my view that more cities in the world get Metro systems when a Bus-based system would be more appropriate, than vice versa. And I think one of the reasons for this is the power of the rail industry lobby, and the desire of western governments to sell rail systems - which bring a lot more benefit to western companies than would a bus system to move the same demand. ("Oh dear, they might actually buy LOCALLY MADE buses" - shock horror) And in my recent experience, some western consultants work to the same agenda, which may justify the crack "we should stop sending our transport consultants to developing countries" - which might have raised my ire! (I am about to leave Dubai to work for a consultant in the UK - one that believes that buses and trains each have a part to play!) There are certainly cases where rail is preferable to bus for reasons such as speed or capacity - but the flexibility and ease of implementation of bus systems are a big advantage too. Curitiba and Bogota have shown that buses can move traffic volumes that previously have been thought to need rail - potentially up to 25,000 pax per hour per direction on a single lane, depending on suitable arrangements of stops/stations. And an elevated busway takes up no more space at ground level than does an elevated railway. -- These comments are my personal opinion ONLY Alan P Howes, Dubai aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: Eric Bruun [mailto:ericbruun@earthlink.net] > Sent: Thu, 27 March, 2003 22:18 > To: sustran-discuss@jca.apc.org > Cc: gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; > Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com > Subject: [sustran] Re: Article in Guardian Newspaper > > > > Dear Colleagues: > > Don't get me wrong, I am an admirer of John Whitelegg, and > certainly an > admirer of the bus systems in Bogota, Curitiba, Quito, > Kunming, and so on. > > Nevertheless, after reading the Guardian article, I must react to this > continual rail bashing I see from people who are ostensible > public transport > advocates. The situation is more complicated than buses > always being better > than rail for poorer cities. > > It may be true that the rich might advocate for expensive > metros so that > they can continue to hog the street space. But the other side > is that the > poor would have their space taken by an above-ground busway > as well. Many of > the poor in some of world's densest cities would have to be > displaced and > communities disrupted in order to build a Transmillenio-type > system. It is > equivalent to a four to six-lane wide freeway, depending upon > the standards > used. Where could one have built such a system in Old Delhi? > A tunnel or > elevated section is sometimes the only solution. > > Furthermore, as cities get really large, distances become > long and demand > volumes become huge. A Metro can carry huge numbers of people > at a high > average speed. The comparisons between rail and bus systems are often > confused because of different levels of crowding, peak versus average > performance, neglect of speed differences, etc. It may be expensive to > build, but a Metro really does have superior performance. This is not > changed by the fact that poorer cities can not afford them > without outside > assistance. > > The statement that metros consume huge subsidies everywhere > in the world > also disappoints me, coming as it does from environmentally-conscious > quarters. Even in the most simplistic sense, it is not true. > The Hong Kong > Metro recoups even its capital costs through land development > over stations. > The London Underground recovers 130 percent of its operating costs. > Additions to existing rail systems are increasingly paid for by > beneficiaries through tax increment financing, joint > development, etc. But > in a more sophisticated sense, in the richer countries, a > network of metros > and buses is likely to have a much higher average operating > cost recovery > ratio than a bus-only system. Thus, the capital costs defray > some operating > expenses. This could well prove true in some of the poorer > cities as well. > > Furthermore, as Kenworthy, Newman, Laube, et. al.'s research > shows, the > cities with excellent rail systems in the richer countries > actually spend > less in total on personal transportation, so perhaps the > "huge subsidies" > are justified. These cities also are more compact, consuming > less farm land > and less petrol, benefits further justifying "huge > subsidies". Again, this > could well prove true in some of the poorer cities as well, > especially if it > slows down the otherwise rapid automobilization. > > But what really disappoints me is the neglect of sustainable > development > principles. Conventional economic analysis discounts all long-term > investments to zero fairly quickly. Yet, rail tunnels built > over 100 years > ago still are just as important, if not more important, than > the day they > were built. > The "huge subsidy" in fact is spread over many generations of > beneficiaries. > > I certainly think there is room for debate on what the > investment and land > use policy should be for building public transport systems in > moderately > sized cities. But I find it hard to believe that the > increasing number of > megacities in the world would really be better served by > bus-only systems. > > Eric Bruun > > ----- Original Message ----- > From: "Paul Barter" > To: > Cc: > Sent: Thursday, March 27, 2003 5:18 AM > Subject: [sustran] Re: FW: Article in Guardian Newspaper > > > Dear sustran-discussers > > See message below from Gary Haq. By the way, "John" = John > Whitelegg and the > book that Gary refers to is the new Earthscan Reader on World > Transport > Policy and Practice: > http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new > > I should declare an interest: I have a little chapter in it. Paul > > Dr Paul Barter > Fellow in the Department of Geography and the Public Policy Programme > National University of Singapore 1 Arts Link, Singapore 117570 > Tel: +65-6874 3860; Fax: +65-6777 3091 > E-mail: geobpa@nus.edu.sg > > -----Original Message----- > From: Gary Haq > Sent: Wednesday, 26 March 2003 7:28 PM > To: ... > Subject: Article in Guardian Newspaper related to book > > > Dear Colleagues, > You may be interested in the following article that John has > written based > on the theme of the book that has just appeared in today's Guardian > newspaper in the UK see: > > http://society.guardian.co.uk/comment/story/0,7884,921595,00.html > > Best regards > > Gary > > > ??`????,??,????`????,??,????`????,??,???? > > Dr Gary Haq > Research Associate > Implementing Sustainability Group > Stockholm Environment Institute at York > University of York > York > YO10 5YW > UK > > Telephone: +44 (0) 1904 432917 > Facsimile: +44 (0) 1904 432898 > E-mail: gh7@york.ac.uk > Website: http://www.seiy.org/ > > NEW BOOK on World Transport Policy & Practice > http://www.earthscan.co.uk/asp/bookdetails.asp?key=3890&field=new > > ??`????,??,????`????,??,????`????,??,???? > > > > From debi at beag.net Sat Mar 29 22:47:12 2003 From: debi at beag.net (Debi Goenka) Date: Sat, 29 Mar 2003 19:17:12 +0530 Subject: [sustran] Re: Article in Guardian Newspaper References: <0709A702109DA844B290CEAA959078BD5EE440@MBXSRV04.stf.nus.edu.sg> <001a01c2f48d$399dbc80$335879a5@earthlink.net> <5.1.0.14.2.20030328220549.02b85dd0@mail.earthlink.net> Message-ID: <002001c2f5f9$b3f27b70$609944ca@desktop> Thanks Jack, for the inputs, but I was also wondering that if, for example, a 50 year old road, or part of it was being earmarked for an exclusive bus lane, would it be possible to put a financial cost to this? We are trying to get some buslanes in Mumbai, and I would like to get some answers. The standard response to bus lanes in Mumbai is that the existing roads are not wide enough - my answer is that in such cases, perhaps such roads should be reserved exclusively for buses! Cheers Debi PS Have now also looked at the very useful stuff on the VTPI website and Transportation Encyclopedia. ----- Original Message ----- From: Jack Mallinckrodt To: sustran-discuss@jca.ax.apc.org Cc: sustran-discuss@jca.ax.apc.org ; gh7@york.ac.uk ; Matoff, Tom ; vuchic ; Francis Vanek ; Ritjavakhtar@aol.com ; oeyvind.espe@ps.ge.com Sent: Saturday, March 29, 2003 12:10 PM Subject: [sustran] Re: Article in Guardian Newspaper At 05:50 PM 3/28/03, Debi Goenka wrote: Incidentally, how does one fix a cost/value for bus lanes on existing roads? Cheers Debi JM: Instead of cost in $ for the right-of-way, one can figure the "cost" in terms of general road capacity foregone by the ROW taking. In the case of the Orange County (CA) Centerline elevated light rail system, for example, it was computed that at average utilization for these streets, the one lane x 24.7 miles length taken from surface arterial streets for the stanchions, would have carried 31,000 person-trips per day. In the build alternative, the light rail system was projected to serve 17,400 person-trips per day, for a net loss of capacity of 13,000 person-trips per day. These findings were confirmed in another way by the traffic analysis which found that the light rail system would actually make traffic congestion worse at the 100 or so intersections and links for which congestion effects were calculated. ref: www.urbantransport.org/taking5.pdf Jack -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030329/9e5c7107/attachment.htm From debi at beag.net Sat Mar 29 22:53:33 2003 From: debi at beag.net (Debi Goenka) Date: Sat, 29 Mar 2003 19:23:33 +0530 Subject: [sustran] Re: Article in Guardian Newspaper References: <3E03B76D1A819C40A1DFB88287FA9943040F14@RAMMAIL.dm.ae> Message-ID: <002501c2f5fa$987a0d80$609944ca@desktop> Hi Alan Yes, that is the Skybus I was referring to. I understand that it is now going to be built in Kochi (Cochin) and we should soon know how successful it is. There are some advantages over light rail though the costs may be comparable (the Indian costs however for light rail seem to be about 40-60% higher). The advantages are - 1. can follow road alignments 2. lower heights for commuters to access 3. no risks of derailment 4. the space on top of the tracks can be used as a pedestrian walkway/cycle track/ etc. 5. no displacement of people Anyway, if it works, it might take care of a lot of problems. We are keeping our fingers crossed. Is there any website on the Wuppertal monorail? Cheers Debi ----- Original Message ----- From: "Alan Patrick Howes" To: Sent: Saturday, March 29, 2003 1:05 PM Subject: [sustran] Re: Article in Guardian Newspaper OK Debi, I take it you are talking about Skybus as at http://www.konkanrailway.com/website/ehtm/sky_bus.htm Interesting - but it appears that this is not even yet at prototype stage - more of a "pipe dream". And Wuppertal, Germany, has had a suspended "monorail" for about 100 years! >From the description of Skybus on the website, I see no immediate reason why it should be substantially cheaper than an elevated VAL system. (V?hicule Automatique Leg?re - French - see http://www.railway-technology.com/projects/lille_val/ which gives another explanation for the acronym.) The Skybus webpage quotes US$10m per km as a cost - but does not really quantify this figure, and until a prototype has been built and shown to work any cost estimate must be treated with a lot of caution. Having said that, if India could "home-grow" its own light rail technology and make it work, then good luck! -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: Debi Goenka [mailto:debi@beag.net] > Sent: Sat, 29 March, 2003 05:50 > To: sustran-discuss@jca.ax.apc.org > Cc: gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; > Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com > Subject: [sustran] Re: Article in Guardian Newspaper > > > Hi folks > > I tend to agree with Eric. > > There are also now options such as the Skybus metro, which do > not involve > any displacement at all, and which, whilst not as cheap as > bus lanes on > existing roads, are much cheaper than metros. > > (Incidentally, how does one fix a cost/value for bus lanes on existing > roads?) > > Cheers > > Debi From debi at beag.net Sat Mar 29 23:00:44 2003 From: debi at beag.net (Debi Goenka) Date: Sat, 29 Mar 2003 19:30:44 +0530 Subject: [sustran] Re: Article in Guardian Newspaper Message-ID: <002c01c2f5fb$9cb41840$609944ca@desktop> Whoops! Found these websites on Wupperstal http://www.trainweb.org/subwaymark/transit/Germany/wup_mono.htm http://www.monorails.org/tMspages/Wuprtal.html http://www.monorail.org/wupper.htm The Skybus, incidentally, will not be a monorail. Cheers Debi ----- Original Message ----- From: "Debi Goenka" To: Sent: Saturday, March 29, 2003 7:23 PM Subject: Re: [sustran] Re: Article in Guardian Newspaper > Hi Alan > > Yes, that is the Skybus I was referring to. I understand that it is now > going to be built in Kochi (Cochin) and we should soon know how successful > it is. > > There are some advantages over light rail though the costs may be comparable > (the Indian costs however for light rail seem to be about 40-60% higher). > The advantages are - > > 1. can follow road alignments > 2. lower heights for commuters to access > 3. no risks of derailment > 4. the space on top of the tracks can be used as a pedestrian walkway/cycle > track/ etc. > 5. no displacement of people > > Anyway, if it works, it might take care of a lot of problems. > > We are keeping our fingers crossed. > > Is there any website on the Wuppertal monorail? > > Cheers > > Debi > > > > > ----- Original Message ----- > From: "Alan Patrick Howes" > To: > Sent: Saturday, March 29, 2003 1:05 PM > Subject: [sustran] Re: Article in Guardian Newspaper > > > OK Debi, I take it you are talking about Skybus as at > http://www.konkanrailway.com/website/ehtm/sky_bus.htm > > Interesting - but it appears that this is not even yet at prototype stage - > more of a "pipe dream". And Wuppertal, Germany, has had a suspended > "monorail" for about 100 years! > > From the description of Skybus on the website, I see no immediate reason why > it should be substantially cheaper than an elevated VAL system. (V?hicule > Automatique Leg?re - French - see > http://www.railway-technology.com/projects/lille_val/ which gives another > explanation for the acronym.) > > The Skybus webpage quotes US$10m per km as a cost - but does not really > quantify this figure, and until a prototype has been built and shown to work > any cost estimate must be treated with a lot of caution. > > Having said that, if India could "home-grow" its own light rail technology > and make it work, then good luck! > > > -- > Alan P Howes, Special Transport Advisor, > Dubai Municipality Public Transport Department > aphowes@dm.gov.ae > http://www.dubaipublictransport.ae/ > Tel: +971 4 286 1616 ext 214 > Mobile: +971 50 5989661 > > > > -----Original Message----- > > From: Debi Goenka [mailto:debi@beag.net] > > Sent: Sat, 29 March, 2003 05:50 > > To: sustran-discuss@jca.ax.apc.org > > Cc: gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; > > Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com > > Subject: [sustran] Re: Article in Guardian Newspaper > > > > > > Hi folks > > > > I tend to agree with Eric. > > > > There are also now options such as the Skybus metro, which do > > not involve > > any displacement at all, and which, whilst not as cheap as > > bus lanes on > > existing roads, are much cheaper than metros. > > > > (Incidentally, how does one fix a cost/value for bus lanes on existing > > roads?) > > > > Cheers > > > > Debi > > > From howes at emirates.net.ae Sun Mar 30 01:26:09 2003 From: howes at emirates.net.ae (Alan P Howes) Date: Sat, 29 Mar 2003 20:26:09 +0400 Subject: [sustran] Re: Article in Guardian Newspaper In-Reply-To: <002c01c2f5fb$9cb41840$609944ca@desktop> References: <002c01c2f5fb$9cb41840$609944ca@desktop> Message-ID: I'm not sure if Wuppertal is a real monorail either (must look at those urls) - in fact it could be argued that most monorails are not "true" monorails, as they mostly have more than one support across their cross-section. To be a true monorail, it would either need to be suspended, or be kept upright by gyroscopes (yes, it has been done!). But perhaps I am being pedantic! My favourite "monorail" was the Listowel and Ballybunion, which was steam-powered and generated some amazing anecdotes. Irish, of course. Cheers, Alan On Sat, 29 Mar 2003 19:30:44 +0530, Debi Goenka wrote to sustran-discuss@jca.apc.org: >Whoops! > >Found these websites on Wupperstal >http://www.trainweb.org/subwaymark/transit/Germany/wup_mono.htm >http://www.monorails.org/tMspages/Wuprtal.html >http://www.monorail.org/wupper.htm > >The Skybus, incidentally, will not be a monorail. > >Cheers > >Debi >----- Original Message ----- >From: "Debi Goenka" >To: >Sent: Saturday, March 29, 2003 7:23 PM >Subject: Re: [sustran] Re: Article in Guardian Newspaper > > >> Hi Alan >> >> Yes, that is the Skybus I was referring to. I understand that it is now >> going to be built in Kochi (Cochin) and we should soon know how successful >> it is. >> >> There are some advantages over light rail though the costs may be >comparable >> (the Indian costs however for light rail seem to be about 40-60% higher). >> The advantages are - >> >> 1. can follow road alignments >> 2. lower heights for commuters to access >> 3. no risks of derailment >> 4. the space on top of the tracks can be used as a pedestrian >walkway/cycle >> track/ etc. >> 5. no displacement of people >> >> Anyway, if it works, it might take care of a lot of problems. >> >> We are keeping our fingers crossed. >> >> Is there any website on the Wuppertal monorail? >> >> Cheers >> >> Debi >> >> >> >> >> ----- Original Message ----- >> From: "Alan Patrick Howes" >> To: >> Sent: Saturday, March 29, 2003 1:05 PM >> Subject: [sustran] Re: Article in Guardian Newspaper >> >> >> OK Debi, I take it you are talking about Skybus as at >> http://www.konkanrailway.com/website/ehtm/sky_bus.htm >> >> Interesting - but it appears that this is not even yet at prototype >stage - >> more of a "pipe dream". And Wuppertal, Germany, has had a suspended >> "monorail" for about 100 years! >> >> From the description of Skybus on the website, I see no immediate reason >why >> it should be substantially cheaper than an elevated VAL system. (V?hicule >> Automatique Leg?re - French - see >> http://www.railway-technology.com/projects/lille_val/ which gives another >> explanation for the acronym.) >> >> The Skybus webpage quotes US$10m per km as a cost - but does not really >> quantify this figure, and until a prototype has been built and shown to >work >> any cost estimate must be treated with a lot of caution. >> >> Having said that, if India could "home-grow" its own light rail technology >> and make it work, then good luck! >> >> >> -- >> Alan P Howes, Special Transport Advisor, >> Dubai Municipality Public Transport Department >> aphowes@dm.gov.ae >> http://www.dubaipublictransport.ae/ >> Tel: +971 4 286 1616 ext 214 >> Mobile: +971 50 5989661 >> >> >> > -----Original Message----- >> > From: Debi Goenka [mailto:debi@beag.net] >> > Sent: Sat, 29 March, 2003 05:50 >> > To: sustran-discuss@jca.ax.apc.org >> > Cc: gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; >> > Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com >> > Subject: [sustran] Re: Article in Guardian Newspaper >> > >> > >> > Hi folks >> > >> > I tend to agree with Eric. >> > >> > There are also now options such as the Skybus metro, which do >> > not involve >> > any displacement at all, and which, whilst not as cheap as >> > bus lanes on >> > existing roads, are much cheaper than metros. >> > >> > (Incidentally, how does one fix a cost/value for bus lanes on existing >> > roads?) >> > >> > Cheers >> > >> > Debi >> >> >> -- Alan Howes, Dubai, UAE (Otherwise Perthshire, Scotland) alaninthegulf@yahoo.co.uk Professional website (Needs Updating!): http://www.users.zetnet.co.uk/alanhowes/ From mally at ieee.org Sun Mar 30 02:15:48 2003 From: mally at ieee.org (Jack Mallinckrodt) Date: Sat, 29 Mar 2003 09:15:48 -0800 Subject: [sustran] Re: Article in Guardian Newspaper In-Reply-To: <002001c2f5f9$b3f27b70$609944ca@desktop> References: <0709A702109DA844B290CEAA959078BD5EE440@MBXSRV04.stf.nus.edu.sg> <001a01c2f48d$399dbc80$335879a5@earthlink.net> <5.1.0.14.2.20030328220549.02b85dd0@mail.earthlink.net> Message-ID: <5.1.0.14.2.20030329083327.02922840@mail.earthlink.net> At 05:47 AM 3/29/03, Debi Goenka wrote: > >We are trying to get some buslanes in Mumbai, and I would like to get some >answers. The standard response to bus lanes in Mumbai is that the existing >roads are not wide enough - my answer is that in such cases, perhaps such >roads should be reserved exclusively for buses! JM: Well, maybe so, maybe not, but that should be based on comparison of how many persons per day the bus system would carry vs for the corresponding roadway. And that is exactly the same kind of calculation I was illustrating for light rail. To compare bus vs automobile in the same way compute PPHbus = BPD x BAVO PPHauto = APD x AAVO where BPH = buses per hour past an average point along the busway APH = Autos per hour past an average point along the road BAVO = Average Vehicle Occupancy of a bus, persons/bus AAVO = Average Vehicle Occupancy of an auto,persons/auto. The mode providing the higher PPH count is more productive. For example, using typical US numbers, if the roadway lane were to carry 1700 vehicle/hour at an average vehicle occupancy of 1.5 persons/vehicle, the roadway would be carrying 2550 persons/hour. In the alternative, if the average bus occupancy were 11 persons/bus, you would have to run 231 buses per hour, or one every 15 seconds to provide equivalent transport volume, 2550 persons/hour. All the above numbers are typical for US, except for the 231 buses per hour which is very high. You should make this calculation for your own numbers for Mumbai. But for typical US numbers, it seems very unlikely that a lane could be more productively used as a busway than as a regular freeway or expressway lane. Jack www.urbantransport.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030329/05aef838/attachment.htm From APHOWES at dm.gov.ae Sun Mar 30 13:04:06 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Sun, 30 Mar 2003 08:04:06 +0400 Subject: [sustran] Re: Article in Guardian Newspaper Message-ID: <3E03B76D1A819C40A1DFB88287FA9943041432@RAMMAIL.dm.ae> >From these sites (the third has the best pictures) it's obvious that the Wuppertal system IS a true suspended monorail. "Schwebebahn" in German - is that "suspended" or "swinging"? -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: Debi Goenka [mailto:debi@beag.net] > Sent: Sat, 29 March, 2003 18:01 > To: sustran-discuss@jca.apc.org > Subject: [sustran] Re: Article in Guardian Newspaper > > > Whoops! > > Found these websites on Wupperstal > http://www.trainweb.org/subwaymark/transit/Germany/wup_mono.htm > http://www.monorails.org/tMspages/Wuprtal.html > http://www.monorail.org/wupper.htm > > The Skybus, incidentally, will not be a monorail. > > Cheers > > Debi > ----- Original Message ----- > From: "Debi Goenka" > To: > Sent: Saturday, March 29, 2003 7:23 PM > Subject: Re: [sustran] Re: Article in Guardian Newspaper > > > > Hi Alan > > > > Yes, that is the Skybus I was referring to. I understand > that it is now > > going to be built in Kochi (Cochin) and we should soon know > how successful > > it is. > > > > There are some advantages over light rail though the costs may be > comparable > > (the Indian costs however for light rail seem to be about > 40-60% higher). > > The advantages are - > > > > 1. can follow road alignments > > 2. lower heights for commuters to access > > 3. no risks of derailment > > 4. the space on top of the tracks can be used as a pedestrian > walkway/cycle > > track/ etc. > > 5. no displacement of people > > > > Anyway, if it works, it might take care of a lot of problems. > > > > We are keeping our fingers crossed. > > > > Is there any website on the Wuppertal monorail? > > > > Cheers > > > > Debi > > > > > > > > > > ----- Original Message ----- > > From: "Alan Patrick Howes" > > To: > > Sent: Saturday, March 29, 2003 1:05 PM > > Subject: [sustran] Re: Article in Guardian Newspaper > > > > > > OK Debi, I take it you are talking about Skybus as at > > http://www.konkanrailway.com/website/ehtm/sky_bus.htm > > > > Interesting - but it appears that this is not even yet at prototype > stage - > > more of a "pipe dream". And Wuppertal, Germany, has had a suspended > > "monorail" for about 100 years! > > > > From the description of Skybus on the website, I see no > immediate reason > why > > it should be substantially cheaper than an elevated VAL > system. (V?hicule > > Automatique Leg?re - French - see > > http://www.railway-technology.com/projects/lille_val/ which > gives another > > explanation for the acronym.) > > > > The Skybus webpage quotes US$10m per km as a cost - but > does not really > > quantify this figure, and until a prototype has been built > and shown to > work > > any cost estimate must be treated with a lot of caution. > > > > Having said that, if India could "home-grow" its own light > rail technology > > and make it work, then good luck! > > > > > > -- > > Alan P Howes, Special Transport Advisor, > > Dubai Municipality Public Transport Department > > aphowes@dm.gov.ae > > http://www.dubaipublictransport.ae/ > > Tel: +971 4 286 1616 ext 214 > > Mobile: +971 50 5989661 > > > > > > > -----Original Message----- > > > From: Debi Goenka [mailto:debi@beag.net] > > > Sent: Sat, 29 March, 2003 05:50 > > > To: sustran-discuss@jca.ax.apc.org > > > Cc: gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; > > > Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com > > > Subject: [sustran] Re: Article in Guardian Newspaper > > > > > > > > > Hi folks > > > > > > I tend to agree with Eric. > > > > > > There are also now options such as the Skybus metro, which do > > > not involve > > > any displacement at all, and which, whilst not as cheap as > > > bus lanes on > > > existing roads, are much cheaper than metros. > > > > > > (Incidentally, how does one fix a cost/value for bus > lanes on existing > > > roads?) > > > > > > Cheers > > > > > > Debi > > > > > > > > > From APHOWES at dm.gov.ae Sun Mar 30 13:38:33 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Sun, 30 Mar 2003 08:38:33 +0400 Subject: [sustran] Re: Article in Guardian Newspaper Message-ID: <3E03B76D1A819C40A1DFB88287FA9943040F17@RAMMAIL.dm.ae> I smell disinformation! Let's leave aside for the moment such questions as the safety and environmental effects of 1,700 autos per hour vs 231 buses per hour, and the effects on congestion on the rest of the traffic system - which are major considferations. But even then - 11 persons per bus?! Our AVERAGE occupancy (passenger-kms/vehicle-kms) here is 20.5, and that includes some minibus routes. I would expect figures in Mumbai to be much higher. And if we had bus lanes (dream on!) they would be in places where the occupancy was higher still - perhaps 40 average and 50+ in the peak. Which even on Jack's limited criteria changes the picture dramatically. Jack - is that figure of 11 an overall US all-day average, or a figure for bus lane sites, or what? You can certainly look at traffic flow like it was analagous to electricity distribution - the more down the pipe the better - but that is only a fraction of the proper picture if your goal is a "livable city". Take a look at Jack's website Debi ( www.urbantransport.org) and you will see where he is coming from - then make your own judgement on the value of his advice in your situation. I don't know the full picture, but I suspect the problem in Mumbai is more one of politics than planning. -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 -----Original Message----- From: Jack Mallinckrodt [mailto:mally@ieee.org] Sent: Sat, 29 March, 2003 21:16 To: sustran-discuss@jca.ax.apc.org Cc: sustran-discuss@jca.ax.apc.org; gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com Subject: [sustran] Re: Article in Guardian Newspaper At 05:47 AM 3/29/03, Debi Goenka wrote: We are trying to get some buslanes in Mumbai, and I would like to get some answers. The standard response to bus lanes in Mumbai is that the existing roads are not wide enough - my answer is that in such cases, perhaps such roads should be reserved exclusively for buses! JM: Well, maybe so, maybe not, but that should be based on comparison of how many persons per day the bus system would carry vs for the corresponding roadway. And that is exactly the same kind of calculation I was illustrating for light rail. To compare bus vs automobile in the same way compute PPHbus = BPD x BAVO PPHauto = APD x AAVO where BPH = buses per hour past an average point along the busway APH = Autos per hour past an average point along the road BAVO = Average Vehicle Occupancy of a bus, persons/bus AAVO = Average Vehicle Occupancy of an auto,persons/auto. The mode providing the higher PPH count is more productive. For example, using typical US numbers, if the roadway lane were to carry 1700 vehicle/hour at an average vehicle occupancy of 1.5 persons/vehicle, the roadway would be carrying 2550 persons/hour. In the alternative, if the average bus occupancy were 11 persons/bus, you would have to run 231 buses per hour, or one every 15 seconds to provide equivalent transport volume, 2550 persons/hour. All the above numbers are typical for US, except for the 231 buses per hour which is very high. You should make this calculation for your own numbers for Mumbai. But for typical US numbers, it seems very unlikely that a lane could be more productively used as a busway than as a regular freeway or expressway lane. Jack www.urbantransport.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030330/f9fb943f/attachment.htm From mally at ieee.org Sun Mar 30 16:17:29 2003 From: mally at ieee.org (Jack Mallinckrodt) Date: Sat, 29 Mar 2003 23:17:29 -0800 Subject: [sustran] Re: Article in Guardian Newspaper Message-ID: <5.1.0.14.2.20030329230417.02848650@mail.earthlink.net> At 08:38 PM 3/29/03, Alan Patrick Howes wrote: >I smell disinformation! > >Let's leave aside for the moment such questions as the safety and >environmental effects of 1,700 autos per hour vs 231 buses per hour, and >the effects on congestion on the rest of the traffic system - which are >major considferations. > >But even then - 11 persons per bus?! Our AVERAGE occupancy >(passenger-kms/vehicle-kms) here is 20.5, and that includes some minibus >routes. I would expect figures in Mumbai to be much higher. And if we had >bus lanes (dream on!) they would be in places where the occupancy was >higher still - perhaps 40 average and 50+ in the peak. Which even on >Jack's limited criteria changes the picture dramatically. Jack - is that >figure of 11 an overall US all-day average, or a figure for bus lane >sites, or what? JM: I have found that there is a tendency to overestimate bus ridership when treated as an eyeball or off-the-cuff estimate. The figure of 11 persons per bus is accurate. It is from the DOT, FTA, US National Transit Database, 2001, for all times of day, all bus system opertors, all bus types, and is derived as AVO = US Annual Bus Passenger miles / US Annual Bus Revenue hours = 1.83E11/1.65E9 = 11.09 passengers/bus. That is quite an accurate number for the US average and has been about the same for the last ten years. Comparable peak hour AVO numbers are not available. And As I said in my post, you'll have to use your own figures. Peak hour loadings are certainly higher but they are so for both buses and for roads, so the comparison of day average persons/hour should be indicative. > >You can certainly look at traffic flow like it was analagous to >electricity distribution - the more down the pipe the better - but that is >only a fraction of the proper picture if your goal is a "livable city". >Take a look at Jack's website Debi >(www.urbantransport.org) and you will see >where he is coming from - then make your own judgement on the value of his >advice in your situation. Evidently Alan, you decide what to believe based on the credentials of who says it. I prefer, to make my arguments stand on their own valid data and logic. If that doesn't cut it with you, so be it. Jack >I don't know the full picture, but I suspect the problem in Mumbai is more >one of politics than planning. > >-- >Alan P Howes, Special Transport Advisor, > Dubai Municipality Public Transport Department >aphowes@dm.gov.ae >http://www.dubaipublictransport.ae/ >Tel: +971 4 286 1616 ext 214 >Mobile: +971 50 5989661 >-----Original Message----- >From: Jack Mallinckrodt [mailto:mally@ieee.org] >Sent: Sat, 29 March, 2003 21:16 >To: sustran-discuss@jca.ax.apc.org >Cc: sustran-discuss@jca.ax.apc.org; gh7@york.ac.uk; Matoff, Tom; vuchic; >Francis Vanek; Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com >Subject: [sustran] Re: Article in Guardian Newspaper > >At 05:47 AM 3/29/03, Debi Goenka wrote: > >>We are trying to get some buslanes in Mumbai, and I would like to get >>some answers. The standard response to bus lanes in Mumbai is that the >>existing roads are not wide enough - my answer is that in such cases, >>perhaps such roads should be reserved exclusively for buses! >JM: Well, maybe so, maybe not, but that should be based on comparison of >how many persons per day the bus system would carry vs for the >corresponding roadway. And that is exactly the same kind of calculation I >was illustrating for light rail. > >To compare bus vs automobile in the same way compute >PPHbus = BPD x BAVO >PPHauto = APD x AAVO >where BPH = buses per hour past an average point along the busway > APH = Autos per hour past an average point along the road > BAVO = Average Vehicle Occupancy of a bus, persons/bus > AAVO = Average Vehicle Occupancy of an auto,persons/auto. >The mode providing the higher PPH count is more productive. >For example, using typical US numbers, if the roadway lane were to carry >1700 vehicle/hour at an average vehicle occupancy of 1.5 persons/vehicle, >the roadway would be carrying 2550 persons/hour. In the alternative, if >the average bus occupancy were 11 persons/bus, you would have to run 231 >buses per hour, or one every 15 seconds to provide equivalent transport >volume, 2550 persons/hour. > >All the above numbers are typical for US, except for the 231 buses per >hour which is very high. You should make this calculation for your own >numbers for Mumbai. But for typical US numbers, it seems very unlikely >that a lane could be more productively used as a busway than as a regular >freeway or expressway lane. > >Jack >www.urbantransport.org > Jack www.urbantransport.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030329/f0e384c1/attachment.htm From APHOWES at dm.gov.ae Sun Mar 30 17:42:39 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Sun, 30 Mar 2003 12:42:39 +0400 Subject: [sustran] Re: Article in Guardian Newspaper Message-ID: <3E03B76D1A819C40A1DFB88287FA9943040F19@RAMMAIL.dm.ae> The main message is, if you are trying to judge the value of a bus lane in a particular location, use figures that are appropriate to the scheme in question - not averages. And look at the whole picture, not just the productivity of the road section in question. Bus lanes don't get put in "average" locations, they get put where bus loads are heaviest - or they should do. I am rusty on my traffic engineering, but isn't that figure of 1,700 autos per hour per lane a peak figure, rather than an average? It's certainly a lot higher than the 24-hour system-wide AVERAGE per lane flow in any city I can think of! -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 -----Original Message----- From: Jack Mallinckrodt [mailto:mally@ieee.org] Sent: Sun, 30 March, 2003 11:17 To: sustran-discuss@jca.ax.apc.org Cc: sustran-discuss@jca.ax.apc.org Subject: [sustran] Re: Article in Guardian Newspaper At 08:38 PM 3/29/03, Alan Patrick Howes wrote: I smell disinformation! Let's leave aside for the moment such questions as the safety and environmental effects of 1,700 autos per hour vs 231 buses per hour, and the effects on congestion on the rest of the traffic system - which are major considferations. But even then - 11 persons per bus?! Our AVERAGE occupancy (passenger-kms/vehicle-kms) here is 20.5, and that includes some minibus routes. I would expect figures in Mumbai to be much higher. And if we had bus lanes (dream on!) they would be in places where the occupancy was higher still - perhaps 40 average and 50+ in the peak. Which even on Jack's limited criteria changes the picture dramatically. Jack - is that figure of 11 an overall US all-day average, or a figure for bus lane sites, or what? JM: I have found that there is a tendency to overestimate bus ridership when treated as an eyeball or off-the-cuff estimate. The figure of 11 persons per bus is accurate. It is from the DOT, FTA, US National Transit Database, 2001, for all times of day, all bus system opertors, all bus types, and is derived as AVO = US Annual Bus Passenger miles / US Annual Bus Revenue hours = 1.83E11/1.65E9 = 11.09 passengers/bus. That is quite an accurate number for the US average and has been about the same for the last ten years. Comparable peak hour AVO numbers are not available. And As I said in my post, you'll have to use your own figures. Peak hour loadings are certainly higher but they are so for both buses and for roads, so the comparison of day average persons/hour should be indicative. You can certainly look at traffic flow like it was analagous to electricity distribution - the more down the pipe the better - but that is only a fraction of the proper picture if your goal is a "livable city". Take a look at Jack's website Debi ( www.urbantransport.org) and you will see where he is coming from - then make your own judgement on the value of his advice in your situation. Evidently Alan, you decide what to believe based on the credentials of who says it. I prefer, to make my arguments stand on their own valid data and logic. If that doesn't cut it with you, so be it. Jack I don't know the full picture, but I suspect the problem in Mumbai is more one of politics than planning. -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 -----Original Message----- From: Jack Mallinckrodt [ mailto:mally@ieee.org] Sent: Sat, 29 March, 2003 21:16 To: sustran-discuss@jca.ax.apc.org Cc: sustran-discuss@jca.ax.apc.org; gh7@york.ac.uk; Matoff, Tom; vuchic; Francis Vanek; Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com Subject: [sustran] Re: Article in Guardian Newspaper At 05:47 AM 3/29/03, Debi Goenka wrote: We are trying to get some buslanes in Mumbai, and I would like to get some answers. The standard response to bus lanes in Mumbai is that the existing roads are not wide enough - my answer is that in such cases, perhaps such roads should be reserved exclusively for buses! JM: Well, maybe so, maybe not, but that should be based on comparison of how many persons per day the bus system would carry vs for the corresponding roadway. And that is exactly the same kind of calculation I was illustrating for light rail. To compare bus vs automobile in the same way compute PPHbus = BPD x BAVO PPHauto = APD x AAVO where BPH = buses per hour past an average point along the busway APH = Autos per hour past an average point along the road BAVO = Average Vehicle Occupancy of a bus, persons/bus AAVO = Average Vehicle Occupancy of an auto,persons/auto. The mode providing the higher PPH count is more productive. For example, using typical US numbers, if the roadway lane were to carry 1700 vehicle/hour at an average vehicle occupancy of 1.5 persons/vehicle, the roadway would be carrying 2550 persons/hour. In the alternative, if the average bus occupancy were 11 persons/bus, you would have to run 231 buses per hour, or one every 15 seconds to provide equivalent transport volume, 2550 persons/hour. All the above numbers are typical for US, except for the 231 buses per hour which is very high. You should make this calculation for your own numbers for Mumbai. But for typical US numbers, it seems very unlikely that a lane could be more productively used as a busway than as a regular freeway or expressway lane. Jack www.urbantransport.org Jack www.urbantransport.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030330/e057fc0c/attachment.htm From mally at ieee.org Mon Mar 31 03:59:37 2003 From: mally at ieee.org (Jack Mallinckrodt) Date: Sun, 30 Mar 2003 10:59:37 -0800 Subject: [sustran] Re: Article in Guardian Newspaper In-Reply-To: <3E03B76D1A819C40A1DFB88287FA9943040F19@RAMMAIL.dm.ae> Message-ID: <5.1.0.14.2.20030330101449.02848cb0@mail.earthlink.net> At 12:42 AM 3/30/03, Alan Patrick Howes wrote: >The main message is, if you are trying to judge the value of a bus lane in >a particular location, use figures that are appropriate to the scheme in >question - not averages. And look at the whole picture, not just the >productivity of the road section in question. JM: Agreed and as I said. Still, there are many that argue that IN GENERAL ( that means averages) bus or rail is a more efficient use of land, ROW, and public funds. The averages numbers show that's terribly wrong. > >Bus lanes don't get put in "average" locations, they get put where bus >loads are heaviest - or they should do. As do road lanes. >I am rusty on my traffic engineering, but isn't that figure of 1,700 autos >per hour per lane a peak figure, rather than an average? It's certainly a >lot higher than the 24-hour system-wide AVERAGE per lane flow in any city >I can think of! Yes it is. Perhaps I was remiss in not saying so, but it should be clear that so also, is the 231 bus/hour result. As such it's an apples to apples comparison. Still, for the case of US average conditions, 231 buses per PEAK hour along a given route is hard to imagine, although I've seen, and counted more than that ( in each of two bus lanes in each direction !) in Santiago, Chile. Jack ======== > > >-- >Alan P Howes, Special Transport Advisor, > Dubai Municipality Public Transport Department >aphowes@dm.gov.ae >http://www.dubaipublictransport.ae/ >Tel: +971 4 286 1616 ext 214 >Mobile: +971 50 5989661 >-----Original Message----- >From: Jack Mallinckrodt [mailto:mally@ieee.org] >Sent: Sun, 30 March, 2003 11:17 >To: sustran-discuss@jca.ax.apc.org >Cc: sustran-discuss@jca.ax.apc.org >Subject: [sustran] Re: Article in Guardian Newspaper > >At 08:38 PM 3/29/03, Alan Patrick Howes wrote: >>I smell disinformation! >> >>Let's leave aside for the moment such questions as the safety and >>environmental effects of 1,700 autos per hour vs 231 buses per hour, and >>the effects on congestion on the rest of the traffic system - which are >>major considferations. >> >>But even then - 11 persons per bus?! Our AVERAGE occupancy >>(passenger-kms/vehicle-kms) here is 20.5, and that includes some minibus >>routes. I would expect figures in Mumbai to be much higher. And if we had >>bus lanes (dream on!) they would be in places where the occupancy was >>higher still - perhaps 40 average and 50+ in the peak. Which even on >>Jack's limited criteria changes the picture dramatically. Jack - is that >>figure of 11 an overall US all-day average, or a figure for bus lane >>sites, or what? >JM: I have found that there is a tendency to overestimate bus ridership >when treated as an eyeball or off-the-cuff estimate. The figure of 11 >persons per bus is accurate. It is from the DOT, FTA, US National Transit >Database, 2001, for all times of day, all bus system opertors, all bus >types, and is derived as >AVO = US Annual Bus Passenger miles / US Annual Bus Revenue hours > = 1.83E11/1.65E9 = 11.09 passengers/bus. > >That is quite an accurate number for the US average and has been about the >same for the last ten years. Comparable peak hour AVO numbers are not >available. And As I said in my post, you'll have to use your own figures. > >Peak hour loadings are certainly higher but they are so for both buses and >for roads, so the comparison of day average persons/hour should be >indicative. > >>You can certainly look at traffic flow like it was analagous to >>electricity distribution - the more down the pipe the better - but that >>is only a fraction of the proper picture if your goal is a "livable >>city". Take a look at Jack's website Debi >>(www.urbantransport.org) and you will see >>where he is coming from - then make your own judgement on the value of >>his advice in your situation. >Evidently Alan, you decide what to believe based on the credentials of who >says it. I prefer, to make my arguments stand on their own valid data and >logic. If that doesn't cut it with you, so be it. > >Jack > >>I don't know the full picture, but I suspect the problem in Mumbai is >>more one of politics than planning. >> >>-- >>Alan P Howes, Special Transport Advisor, >> Dubai Municipality Public Transport Department >>aphowes@dm.gov.ae >>http://www.dubaipublictransport.ae/ >>Tel: +971 4 286 1616 ext 214 >>Mobile: +971 50 5989661 >>-----Original Message----- >>From: Jack Mallinckrodt [mailto:mally@ieee.org] >>Sent: Sat, 29 March, 2003 21:16 >>To: sustran-discuss@jca.ax.apc.org >>Cc: sustran-discuss@jca.ax.apc.org; gh7@york.ac.uk; Matoff, Tom; vuchic; >>Francis Vanek; Ritjavakhtar@aol.com; oeyvind.espe@ps.ge.com >>Subject: [sustran] Re: Article in Guardian Newspaper >> >>At 05:47 AM 3/29/03, Debi Goenka wrote: >> >>>We are trying to get some buslanes in Mumbai, and I would like to get >>>some answers. The standard response to bus lanes in Mumbai is that the >>>existing roads are not wide enough - my answer is that in such cases, >>>perhaps such roads should be reserved exclusively for buses! >>JM: Well, maybe so, maybe not, but that should be based on comparison of >>how many persons per day the bus system would carry vs for the >>corresponding roadway. And that is exactly the same kind of calculation I >>was illustrating for light rail. >>To compare bus vs automobile in the same way compute >>PPHbus = BPD x BAVO >>PPHauto = APD x AAVO >>where BPH = buses per hour past an average point along the busway >> APH = Autos per hour past an average point along the road >> BAVO = Average Vehicle Occupancy of a bus, persons/bus >> AAVO = Average Vehicle Occupancy of an auto,persons/auto. >>The mode providing the higher PPH count is more productive. >>For example, using typical US numbers, if the roadway lane were to carry >>1700 vehicle/hour at an average vehicle occupancy of 1.5 persons/vehicle, >>the roadway would be carrying 2550 persons/hour. In the alternative, if >>the average bus occupancy were 11 persons/bus, you would have to run 231 >>buses per hour, or one every 15 seconds to provide equivalent transport >>volume, 2550 persons/hour. >> >>All the above numbers are typical for US, except for the 231 buses per >>hour which is very high. You should make this calculation for your own >>numbers for Mumbai. But for typical US numbers, it seems very unlikely >>that a lane could be more productively used as a busway than as a regular >>freeway or expressway lane. >> >>Jack >>www.urbantransport.org > >Jack >www.urbantransport.org Jack www.urbantransport.org -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030330/2a583957/attachment.htm From mailbox at carfree.com Mon Mar 31 06:52:59 2003 From: mailbox at carfree.com (J.H. Crawford) Date: Sun, 30 Mar 2003 21:52:59 +0000 Subject: [sustran] Re: Article in Guardian Newspaper In-Reply-To: <5.1.0.14.2.20030330101449.02848cb0@mail.earthlink.net> References: <3E03B76D1A819C40A1DFB88287FA9943040F19@RAMMAIL.dm.ae> Message-ID: <3.0.1.32.20030330215259.008bf008@carfree.com> > Still, for the case of US average conditions, 231 buses per PEAK hour >along a given route is hard to imagine, although I've seen, and counted >more than that ( in each of two bus lanes in each direction !) in Santiago, >Chile. The Port Authority Bus Terminal in Manhattan should see figures a good deal higher than that at peak hour, I think. Basically, one lane of the Lincoln Tunnel feeds a continuous stream of buses into the terminal. Regards, ---------------------------------------------------------------------- Drop Bush Not Bombs -- ### -- J.H. Crawford Carfree Cities mailbox@carfree.com http://www.carfree.com From APHOWES at dm.gov.ae Mon Mar 31 16:40:47 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Mon, 31 Mar 2003 11:40:47 +0400 Subject: [sustran] Bus Lane Capacities (was: Article in Guardian Newspaper) Message-ID: <3E03B76D1A819C40A1DFB88287FA9943040F1A@RAMMAIL.dm.ae> Yes, I'd thought of Lincoln Tunnel too. Anyone like to take a guess at, or even better have the data for, bus occupancies - - Peak Hour, Peak Direction (does it only operate one way?) - Average across the day I am sure no-one will deny that if you want to get the most people along a limited RoW, bus is better than car and rail is better than bus. UITP quotes that to carry 50,000 pax per hour each way you need a 175m. wide road for autos, 35m. wide road for buses, and pm. wide trackbed for rail. But I would like to see their assumptions too! But when implementing a specific scheme, you obviously need to look at what occupancies can reasonably be expected. There is no point in building bus lanes for empty buses (not much chance of that in Mumbai - or even Dubai, in the right locations). -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: J.H. Crawford [mailto:mailbox@carfree.com] > Sent: Mon, 31 March, 2003 01:53 > To: sustran-discuss@jca.ax.apc.org > Subject: [sustran] Re: Article in Guardian Newspaper > > > > Still, for the case of US average conditions, 231 buses > per PEAK hour > >along a given route is hard to imagine, although I've seen, > and counted > >more than that ( in each of two bus lanes in each direction > !) in Santiago, > >Chile. > > The Port Authority Bus Terminal in Manhattan should see figures > a good deal higher than that at peak hour, I think. Basically, > one lane of the Lincoln Tunnel feeds a continuous stream of > buses into the terminal. > > Regards, > > > ---------------------------------------------------------------------- > > Drop Bush > Not Bombs > > -- ### -- > > J.H. Crawford Carfree Cities > mailbox@carfree.com http://www.carfree.com > > From APHOWES at dm.gov.ae Mon Mar 31 18:44:38 2003 From: APHOWES at dm.gov.ae (Alan Patrick Howes) Date: Mon, 31 Mar 2003 13:44:38 +0400 Subject: [sustran] FW: [Transit-Prof] Bus Lane Capacities - CORRECTED Message-ID: <3E03B76D1A819C40A1DFB88287FA994304143D@RAMMAIL.dm.ae> Sorry! That should be "9m. wide trackbed for rail" in para 2 -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 -----Original Message----- From: Alan Patrick Howes Sent: Mon, 31 March, 2003 11:41 To: sustran-discuss@jca.ax.apc.org; Transit-Prof (E-mail) Subject: [Transit-Prof] Bus Lane Capacities (was: Article in Guardian Newspaper) Yes, I'd thought of Lincoln Tunnel too. Anyone like to take a guess at, or even better have the data for, bus occupancies - - Peak Hour, Peak Direction (does it only operate one way?) - Average across the day I am sure no-one will deny that if you want to get the most people along a limited RoW, bus is better than car and rail is better than bus. UITP quotes that to carry 50,000 pax per hour each way you need a 175m. wide road for autos, 35m. wide road for buses, and pm. wide trackbed for rail. But I would like to see their assumptions too! But when implementing a specific scheme, you obviously need to look at what occupancies can reasonably be expected. There is no point in building bus lanes for empty buses (not much chance of that in Mumbai - or even Dubai, in the right locations). -- Alan P Howes, Special Transport Advisor, Dubai Municipality Public Transport Department aphowes@dm.gov.ae http://www.dubaipublictransport.ae/ Tel: +971 4 286 1616 ext 214 Mobile: +971 50 5989661 > -----Original Message----- > From: J.H. Crawford [mailto:mailbox@carfree.com] > Sent: Mon, 31 March, 2003 01:53 > To: sustran-discuss@jca.ax.apc.org > Subject: [sustran] Re: Article in Guardian Newspaper > > > > Still, for the case of US average conditions, 231 buses > per PEAK hour > >along a given route is hard to imagine, although I've seen, > and counted > >more than that ( in each of two bus lanes in each direction > !) in Santiago, > >Chile. > > The Port Authority Bus Terminal in Manhattan should see figures > a good deal higher than that at peak hour, I think. Basically, > one lane of the Lincoln Tunnel feeds a continuous stream of > buses into the terminal. > > Regards, > > > ---------------------------------------------------------------------- > > Drop Bush > Not Bombs > > -- ### -- > > J.H. Crawford Carfree Cities > mailbox@carfree.com http://www.carfree.com > > ------------------------ Yahoo! Groups Sponsor ---------------------~--> Rent DVDs Online-No late fees! 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