From paulbarter at nus.edu.sg Tue Sep 2 18:21:06 2003 From: paulbarter at nus.edu.sg (Barter, Paul) Date: Tue, 2 Sep 2003 17:21:06 +0800 Subject: [sustran] FW: list.jca.apc.org mailing list memberships reminder Message-ID: <42F08B8662756D428F2811F53C6A93F579DBB5@MBXSRV04.stf.nus.edu.sg> Dear sustran-discussers You would have recently received two messages from JCA networks informing you about the new posting address for the list (IMPORTANT!), about how to get access to the new web-based interface, and assigning you a password so that you can access and modify your own settings for the list. I hope all these changes will make the list easier to use for all of us. Please ask me (off list) if you have any problems with the new arrangements. One benefit of the changes is that you can now see archives (via a link on http://list.jca.apc.org/manage/listinfo/sustran-discuss) of the list discussions all the way back to the beginning in May 1997 (albeit with no simple search facility). The yahoo groups mirror of sustran-discuss also still works and has the advantage of being more easily searchable, but it does not extend back so far in time. Paul (list manager) Dr Paul A. Barter Public Policy Programme, National University of Singapore 5 Arts Link, Singapore 117570 Tel: +65-6874 3324; Fax: +65-6778 1020 Email: paulbarter@nus.edu.sg Are you interested in urban transport in developing countries? Then consider joining the SUSTRAN-DISCUSS list, an email discussion and announcements list devoted to people-centred, equitable and sustainable transport with a focus on developing countries. Visit http://www.geocities.com/sustrannet/ for more information. From kisansbc at vsnl.com Wed Sep 3 15:42:04 2003 From: kisansbc at vsnl.com (Kisan Mehta) Date: Wed, 3 Sep 2003 12:12:04 +0530 Subject: [sustran] Innovative approach to transport which no public authority would follow Message-ID: <003501c371e6$7fbfd140$3226020a@im.eth.net> Dear Colleagues, Read the following article on Bogota. It is interesting. Do our authorities take this view ever? After the World Bank having supported motorisation in Mumbai through generous loan for the Mumbai Urban Transport Project (MUTP) in Mumbai, it is now encouraging the authorities to come up with another more ambitious programme in Mumbai for building elevated roads and for widening roads passing through crowded by removing pavements. The programme is unashamedly named as Mumbai Environmental Improvement Project (MEIP). The Bank has not objected to the MEIP and shown inclination to extend further assistance to a programme designed for increasing motorisation. Mumbai has the highest population density in the world and also has the highest road accident rate in the world, in which the World Bank study shows that 95% of victims are pedestrians. This is how we are providing better transport to the common man and irredicating poverty. Best wishes Kisan Mehta Save Bombay Committee 620 Jame Jamshed Road, Dadar East, Mumbai 400014 Tel: 00 91 24149688 ************************* Bogot? Designs Transportation for People, Not Cars From World Resources Institute Tuesday, September 02, 2003 When Enrique Pe?alosa became mayor of Bogot?, Colombia in 1998, he asked a question that is changing the way people all over the world think about cities: "In Bogot?, where 85 percent of the people do not use cars for their daily transport, is it fair that cars occupy most of the space on the streets?" The answers he came up with have reshaped Bogot?, home to 7 million people, into a city so easy to negotiate by public transportation that people actually voted in favor of outlawing cars in the city during rush hour by 2015. In just a few short years, the city has become a success story that cities around the world - from Mexico City to Shanghai - are aiming to copy. For decades Bogot? has been inundated by urban problems typical of a major city in a developing country. Pollution from cars and buses shroud the city, much of it trapped by the surrounding mountains. The city's population has boomed?more than 140,000 people move to Bogot? each year. About half of them migrate from the countryside, many displaced by Colombia's civil strife. Rampant crime and corruption have hampered past reform efforts. Rising incomes have lead to more cars and more gridlock. About 70,000 new cars hit the roads in this old colonial city every year. "Once everyone could afford to have a car, no one could get anywhere because of the traffic," said Pe?alosa, who is now a visiting scholar at New York University. Traffic congestion and transport is a major problem in Latin America, the most urbanized region in the world. More than 75 percent of its people live in cities. Mexico City, Sao Paolo, Brazil, and Buenos Aires, Argentina rank among the world's 10 largest cities. After taking office Pe?alosa implemented a number of simple measures designed to make living in the city easier. He built schools, paved roads, ran sewers to poor neighborhoods, repaired parks, and instituted policies to restrict automobiles. "At first, I was almost impeached for getting cars off sidewalks," he said. But Pe?alosa pressed ahead with his transportation reforms. And as the city became easier to navigate, support for his efforts grew. The city built 70 miles of bicycle routes and closed several streets to cars and converting them into pedestrian malls. More drastically, the city began to restrict car use during rush hour, banning each car in the city from the downtown area 2 days a week, based on the license plate number. The results were dramatic: the average commute time dropped by 21 minutes, and pollution was reduced significantly. And then came the TransMilenio. The city had been debating a multi-billion dollar subway system for decades. But Pe?alosa decided to copy the significantly cheaper rapid transit bus system that had turned Curitiba, Brazil into a model city for effective public transportation. The initial $350 million, 38 kilometer TransMilenio system was up and running in less than two years. The buses, running in separate lanes down the center of the city's main arteries, are able to carry 780,000 people a day at an average speed of 26 kilometers per hour ? considerably outpacing cars and private buses. Estimates have found that the system saves people an average of 300 hours of commuting time annually. Unlike expensive subways or elevated trains, the TransMilenio actually runs at a profit. And the city plans to add a number of new lines to the system by 2015, so that 85 percent of residents will live within 500 meters of a bus station. Not only is Bogot? now easier to travel around, Pe?alosa's reforms have helped make the city considerably safer. Since 1998, crime rates have dropped dramatically. For instance, seven years ago there were 84 homicides per 1,000 people; today the rate has dropped to 30. In comparison, Washington, DC had 52 homicides per 1,000 people in 2002. "The transformation in Bogot? is providing important cues for other cities around the world," said Dr. Lee Schipper, co-director of EMBARQ, the World Resources Institute's Center for Transport and the Environment (http://embarq.wri.org) "The growth of population in cities has outpaced all attempts to provide for roads, mass transit, and other forms of public transport." Three years ago, 14 of the world's 19 megacities (cities with populations of more than 10 million) were in developing countries. And that number is rapidly increasing as developing-country cities are expected to receive most of the world's population growth in the next quarter century. There are already about 292 cities in the developing world with populations of more than a million. These cities are not only saddled with the problem of how to move their people around, but also how to reduce air pollution. Transport is the primary source of air pollution in Latin America and third in Asia. Pe?alosa attributes his success in Bogot? to focusing on improving the lot of people, not their cars. "All over the developing world resources are used to help the affluent avoid traffic jams rather than mobilizing the entire population," he says. People ask him why this is not done everywhere, if it is so simple and inexpensive. "I tell them the only issue is a political one. They don't want to take space from cars and give it to buses, bicyclists, and pedestrians," Pe?alosa said. (WRI Features) -30- By Curtis Runyan (features@wri.org), managing editor of WRI Features, a monthly international news features service on environment and development issues. For more information, contact: Curtis Runyan Managing Editor, WRI Features World Resources Institute features@wri.org Web site: http://newsroom.wri.org/wrifeatures.cfm -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030903/a04ce66f/attachment-0001.htm -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: application/octet-stream Size: 43 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030903/a04ce66f/attachment-0002.bin -------------- next part -------------- A non-text attachment was scrubbed... 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Name: not available Type: image/gif Size: 335 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030903/a04ce66f/attachment-0009.gif From RanjithS at itdg.slt.lk Thu Sep 4 12:11:42 2003 From: RanjithS at itdg.slt.lk (Ranjith De Silva) Date: Thu, 4 Sep 2003 09:11:42 +0600 Subject: [sustran] Re: Innovative approach to transport which no public authoritywould follow Message-ID: <1F0F3AE7085FF34FACC2E77D67C5B7EA04C53A@itdgsl0c.itdg.slt.lk> Thanks Kishan. It is encouraging to hear that the Bogota example is now being replicated in Cape Town (S.Africa) and in few other cities. A programme for the city of Colombo is also at the planning stage. With regards to your important point on "environment improvements" I think we need to initiate a strong advocacy programme targeting the donours. The domination of motorised traffic strengthens every day with the increased influx of privately owned vehicles on to the roads of cities in the developing countries as a result of so called free economy. This seems to be the opposite in the developed countries where use of NMT and public transport is encouraged and practiced. As per your statistics on road deaths, this motor domination has extremely negative impacts on the livelihoods of the poor communities, where their safe mobility and the right to breathe unpolluted air are seriously threatened. Ranjith -----Original Message----- From: Kisan Mehta [mailto:kisansbc@vsnl.com] Sent: Wednesday 03 September 2003 12:42 PM To: Sustran discuss; Kush Cc: Vispi Jokhi; Ajit Shenoy Subject: [sustran] Innovative approach to transport which no public authoritywould follow Dear Colleagues, Read the following article on Bogota. It is interesting. Do our authorities take this view ever? After the World Bank having supported motorisation in Mumbai through generous loan for the Mumbai Urban Transport Project (MUTP) in Mumbai, it is now encouraging the authorities to come up with another more ambitious programme in Mumbai for building elevated roads and for widening roads passing through crowded by removing pavements. The programme is unashamedly named as Mumbai Environmental Improvement Project (MEIP). The Bank has not objected to the MEIP and shown inclination to extend further assistance to a programme designed for increasing motorisation. Mumbai has the highest population density in the world and also has the highest road accident rate in the world, in which the World Bank study shows that 95% of victims are pedestrians. This is how we are providing better transport to the common man and irredicating poverty. Best wishes Kisan Mehta Save Bombay Committee 620 Jame Jamshed Road, Dadar East, Mumbai 400014 Tel: 00 91 24149688 ************************* Bogot? Designs Transportation for People, Not Cars >From World Resources Institute Tuesday, September 02, 2003 When Enrique Pe?alosa became mayor of Bogot?, Colombia in 1998, he asked a question that is changing the way people all over the world think about cities: "In Bogot?, where 85 percent of the people do not use cars for their daily transport, is it fair that cars occupy most of the space on the streets?" The answers he came up with have reshaped Bogot?, home to 7 million people, into a city so easy to negotiate by public transportation that people actually voted in favor of outlawing cars in the city during rush hour by 2015. In just a few short years, the city has become a success story that cities around the world - from Mexico City to Shanghai - are aiming to copy. For decades Bogot? has been inundated by urban problems typical of a major city in a developing country. Pollution from cars and buses shroud the city, much of it trapped by the surrounding mountains. The city's population has boomed?more than 140,000 people move to Bogot? each year. About half of them migrate from the countryside, many displaced by Colombia's civil strife. Rampant crime and corruption have hampered past reform efforts. Rising incomes have lead to more cars and more gridlock. About 70,000 new cars hit the roads in this old colonial city every year. "Once everyone could afford to have a car, no one could get anywhere because of the traffic," said Pe?alosa, who is now a visiting scholar at New York University. Traffic congestion and transport is a major problem in Latin America, the most urbanized region in the world. More than 75 percent of its people live in cities. Mexico City, Sao Paolo, Brazil, and Buenos Aires, Argentina rank among the world's 10 largest cities. After taking office Pe?alosa implemented a number of simple measures designed to make living in the city easier. He built schools, paved roads, ran sewers to poor neighborhoods, repaired parks, and instituted policies to restrict automobiles. "At first, I was almost impeached for getting cars off sidewalks," he said. But Pe?alosa pressed ahead with his transportation reforms. And as the city became easier to navigate, support for his efforts grew. The city built 70 miles of bicycle routes and closed several streets to cars and converting them into pedestrian malls. More drastically, the city began to restrict car use during rush hour, banning each car in the city from the downtown area 2 days a week, based on the license plate number. The results were dramatic: the average commute time dropped by 21 minutes, and pollution was reduced significantly. And then came the TransMilenio. The city had been debating a multi-billion dollar subway system for decades. But Pe?alosa decided to copy the significantly cheaper rapid transit bus system that had turned Curitiba, Brazil into a model city for effective public transportation. The initial $350 million, 38 kilometer TransMilenio system was up and running in less than two years. The buses, running in separate lanes down the center of the city's main arteries, are able to carry 780,000 people a day at an average speed of 26 kilometers per hour ? considerably outpacing cars and private buses. Estimates have found that the system saves people an average of 300 hours of commuting time annually. Unlike expensive subways or elevated trains, the TransMilenio actually runs at a profit. And the city plans to add a number of new lines to the system by 2015, so that 85 percent of residents will live within 500 meters of a bus station. Not only is Bogot? now easier to travel around, Pe?alosa's reforms have helped make the city considerably safer. Since 1998, crime rates have dropped dramatically. For instance, seven years ago there were 84 homicides per 1,000 people; today the rate has dropped to 30. In comparison, Washington, DC had 52 homicides per 1,000 people in 2002. "The transformation in Bogot? is providing important cues for other cities around the world," said Dr. Lee Schipper, co-director of EMBARQ, the World Resources Institute's Center for Transport and the Environment (http://embarq.wri.org) "The growth of population in cities has outpaced all attempts to provide for roads, mass transit, and other forms of public transport." Three years ago, 14 of the world's 19 megacities (cities with populations of more than 10 million) were in developing countries. And that number is rapidly increasing as developing-country cities are expected to receive most of the world's population growth in the next quarter century. There are already about 292 cities in the developing world with populations of more than a million. These cities are not only saddled with the problem of how to move their people around, but also how to reduce air pollution. Transport is the primary source of air pollution in Latin America and third in Asia. Pe?alosa attributes his success in Bogot? to focusing on improving the lot of people, not their cars. "All over the developing world resources are used to help the affluent avoid traffic jams rather than mobilizing the entire population," he says. People ask him why this is not done everywhere, if it is so simple and inexpensive. "I tell them the only issue is a political one. They don't want to take space from cars and give it to buses, bicyclists, and pedestrians," Pe?alosa said. (WRI Features) -30- By Curtis Runyan (features@wri.org), managing editor of WRI Features, a monthly international news features service on environment and development issues. For more information, contact: Curtis Runyan Managing Editor, WRI Features World Resources Institute features@wri.org Web site: http://newsroom.wri.org/wrifeatures.cfm -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030904/a47b7a3b/attachment-0001.htm -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/gif Size: 43 bytes Desc: image001.gif Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030904/a47b7a3b/attachment-0008.gif -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/gif Size: 73 bytes Desc: image002.gif Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030904/a47b7a3b/attachment-0009.gif -------------- next part -------------- A non-text attachment was scrubbed... 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Name: not available Type: image/gif Size: 335 bytes Desc: image006.gif Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030904/a47b7a3b/attachment-0013.gif -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/gif Size: 73 bytes Desc: image007.gif Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030904/a47b7a3b/attachment-0014.gif -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/gif Size: 73 bytes Desc: image008.gif Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030904/a47b7a3b/attachment-0015.gif From reginamanzo at hotmail.com Fri Sep 5 12:23:14 2003 From: reginamanzo at hotmail.com (Regina Manzo) Date: Fri, 05 Sep 2003 03:23:14 +0000 Subject: [sustran] studies on use of public space Message-ID: Hello All - I've been trying to get information on the different ways public space is used in different countries - especially India and China, though any information would be useful. If anyone knows of any studies or information on the topic I would appreciate hearing about them. Best regards, Regina Manzo, AICP Singapore reginamanzo@hotmail.com regina_therese_manzo@ura.gov.sg ph +65 6476-7604 mobile +65 9733-1006 From: "Ranjith De Silva" Reply-To: Asia and the Pacific sustainable transport To: "Asia and the Pacific sustainable transport" Subject: [sustran] Re: Innovative approach to transport which no publicauthoritywould follow Date: Thu, 4 Sep 2003 09:11:42 +0600 Thanks Kishan. It is encouraging to hear that the Bogota example is now being replicated in Cape Town (S.Africa) and in few other cities. A programme for the city of Colombo is also at the planning stage. With regards to your important point on "environment improvements" I think we need to initiate a strong advocacy programme targeting the donours. The domination of motorised traffic strengthens every day with the increased influx of privately owned vehicles on to the roads of cities in the developing countries as a result of so called free economy. This seems to be the opposite in the developed countries where use of NMT and public transport is encouraged and practiced. As per your statistics on road deaths, this motor domination has extremely negative impacts on the livelihoods of the poor communities, where their safe mobility and the right to breathe unpolluted air are seriously threatened. Ranjith -----Original Message----- From: Kisan Mehta [mailto:kisansbc@vsnl.com] Sent: Wednesday 03 September 2003 12:42 PM To: Sustran discuss; Kush Cc: Vispi Jokhi; Ajit Shenoy Subject: [sustran] Innovative approach to transport which no public authoritywould follow Dear Colleagues, Read the following article on Bogota. It is interesting. Do our authorities take this view ever? After the World Bank having supported motorisation in Mumbai through generous loan for the Mumbai Urban Transport Project (MUTP) in Mumbai, it is now encouraging the authorities to come up with another more ambitious programme in Mumbai for building elevated roads and for widening roads passing through crowded by removing pavements. The programme is unashamedly named as Mumbai Environmental Improvement Project (MEIP). The Bank has not objected to the MEIP and shown inclination to extend further assistance to a programme designed for increasing motorisation. Mumbai has the highest population density in the world and also has the highest road accident rate in the world, in which the World Bank study shows that 95% of victims are pedestrians. This is how we are providing better transport to the common man and irredicating poverty. Best wishes Kisan Mehta Save Bombay Committee 620 Jame Jamshed Road, Dadar East, Mumbai 400014 Tel: 00 91 24149688 ************************* Bogotá Designs Transportation for People, Not Cars >From World Resources Institute Tuesday, September 02, 2003 When Enrique Peñalosa became mayor of Bogotá, Colombia in 1998, he asked a question that is changing the way people all over the world think about cities: "In Bogotá, where 85 percent of the people do not use cars for their daily transport, is it fair that cars occupy most of the space on the streets?" The answers he came up with have reshaped Bogotá, home to 7 million people, into a city so easy to negotiate by public transportation that people actually voted in favor of outlawing cars in the city during rush hour by 2015. In just a few short years, the city has become a success story that cities around the world - from Mexico City to Shanghai - are aiming to copy. For decades Bogotá has been inundated by urban problems typical of a major city in a developing country. Pollution from cars and buses shroud the city, much of it trapped by the surrounding mountains. The city's population has boomed?more than 140,000 people move to Bogotá each year. About half of them migrate from the countryside, many displaced by Colombia's civil strife. Rampant crime and corruption have hampered past reform efforts. Rising incomes have lead to more cars and more gridlock. About 70,000 new cars hit the roads in this old colonial city every year. "Once everyone could afford to have a car, no one could get anywhere because of the traffic," said Peñalosa, who is now a visiting scholar at New York University. Traffic congestion and transport is a major problem in Latin America, the most urbanized region in the world. More than 75 percent of its people live in cities. Mexico City, Sao Paolo, Brazil, and Buenos Aires, Argentina rank among the world's 10 largest cities. After taking office Peñalosa implemented a number of simple measures designed to make living in the city easier. He built schools, paved roads, ran sewers to poor neighborhoods, repaired parks, and instituted policies to restrict automobiles. "At first, I was almost impeached for getting cars off sidewalks," he said. But Peñalosa pressed ahead with his transportation reforms. And as the city became easier to navigate, support for his efforts grew. The city built 70 miles of bicycle routes and closed several streets to cars and converting them into pedestrian malls. More drastically, the city began to restrict car use during rush hour, banning each car in the city from the downtown area 2 days a week, based on the license plate number. The results were dramatic: the average commute time dropped by 21 minutes, and pollution was reduced significantly. And then came the TransMilenio. The city had been debating a multi-billion dollar subway system for decades. But Peñalosa decided to copy the significantly cheaper rapid transit bus system that had turned Curitiba, Brazil into a model city for effective public transportation. The initial $350 million, 38 kilometer TransMilenio system was up and running in less than two years. The buses, running in separate lanes down the center of the city's main arteries, are able to carry 780,000 people a day at an average speed of 26 kilometers per hour ? considerably outpacing cars and private buses. Estimates have found that the system saves people an average of 300 hours of commuting time annually. Unlike expensive subways or elevated trains, the TransMilenio actually runs at a profit. And the city plans to add a number of new lines to the system by 2015, so that 85 percent of residents will live within 500 meters of a bus station. Not only is Bogotá now easier to travel around, Peñalosa's reforms have helped make the city considerably safer. Since 1998, crime rates have dropped dramatically. For instance, seven years ago there were 84 homicides per 1,000 people; today the rate has dropped to 30. In comparison, Washington, DC had 52 homicides per 1,000 people in 2002. "The transformation in Bogotá is providing important cues for other cities around the world," said Dr. Lee Schipper, co-director of EMBARQ, the World Resources Institute's Center for Transport and the Environment (http://embarq.wri.org) "The growth of population in cities has outpaced all attempts to provide for roads, mass transit, and other forms of public transport." Three years ago, 14 of the world's 19 megacities (cities with populations of more than 10 million) were in developing countries. And that number is rapidly increasing as developing-country cities are expected to receive most of the world's population growth in the next quarter century. There are already about 292 cities in the developing world with populations of more than a million. These cities are not only saddled with the problem of how to move their people around, but also how to reduce air pollution. Transport is the primary source of air pollution in Latin America and third in Asia. Peñalosa attributes his success in Bogotá to focusing on improving the lot of people, not their cars. "All over the developing world resources are used to help the affluent avoid traffic jams rather than mobilizing the entire population," he says. People ask him why this is not done everywhere, if it is so simple and inexpensive. "I tell them the only issue is a political one. They don't want to take space from cars and give it to buses, bicyclists, and pedestrians," Peñalosa said. (WRI Features) -30- By Curtis Runyan (features@wri.org), managing editor of WRI Features, a monthly international news features service on environment and development issues. For more information, contact: Curtis Runyan Managing Editor, WRI Features World Resources Institute features@wri.org Web site: http://newsroom.wri.org/wrifeatures.cfm _________________________________________________________________ Get 10MB of e-mail storage! Sign up for Hotmail Extra Storage. http://join.msn.com/?PAGE=features/es From COLSZE at ntu.edu.sg Sat Sep 6 23:19:42 2003 From: COLSZE at ntu.edu.sg (Piotr Olszewski (Assoc Prof)) Date: Sat, 6 Sep 2003 22:19:42 +0800 Subject: [sustran] Re: Achieving Modal Shift - Market Research - another thought Message-ID: <2281E57770554C4BA7E5DD541A4EE33C013B8471@exchange02.staff.main.ntu.edu.sg> Dear Alan, You bring up a very important point - and I agree that this area is rather neglected. Here in Singapore we are conducting a research study on walking accessibility to public transport. While the public transport here is generally of a high standard, getting to an MRT station often requires quite an effort. We hope to develop a method of measuring this effort and to examine the effect on modal split of factors such as the number of steps to climb, walkway quality, exposure to traffic, etc. So far, a pilot survey shows that the most important factors influencing peoples' walking decisions (apart from the distance) are: provision of rain shelters (not surprising in the tropics), having to climb stairs and delay at pedestrian crossings. A bigger survey is planned for later this year. If anybody is conducting a similar research (or knows about it) - I would be glad to hear from them. Regards, ------------------------------------- Piotr Olszewski colsze@ntu.edu.sg Nanyang Technological University Singapore -----Original Message----- From: Alan Howes [mailto:Alan.Howes@cbuchanan.co.uk] Sent: Wed 8/20/2003 7:25 PM To: sustran-discuss@jca.apc.org Cc: Subject: [sustran] Achieving Modal Shift - Market Research - another thought [Re-sending now I am properly subscribed again!] A further point on the above - I'm now using public transport regularly for the first time in about 30 years. One of the things I find most annoying is the journey on foot to and from the station. Edinburgh is quite a good place to be a pedestrian. But nevertheless, if you are hurrying for a train, problem #1 is narrow footways, obstructed by bus shelters / tourists / slow walkers. Problem #2 is probably more widely felt - if it's wet, walking near the kerb carries a high risk of being soaked as (mainly) buses splash through puddles. Then there's uneven paving, lack of pedestrian crossing facilities, etc. But none of the research I have seen so far seems to look at this aspect - how much people are put off public transport by the pedestrian experience at either end. (I consider the pluses, e.g. view of Edinburgh Castle, or at the other end the trees and the birdsong, to be ample compensation - but others may think differently.) Cheers, Alan -- Alan Howes Associate Transport Planner Colin Buchanan and Partners PLEASE NOTE NEW MAILING ADDRESS from 4 Aug 2003 4 St Colme Street Edinburgh EH3 6AA Scotland email: alan.howes@cbuchanan.co.uk tel: (0)131 240 2892 (direct) (0)131 226 4693 (switchboard) fax: (0)131 220 0232 _______________________________ This email and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. Unless you are the named addressee, or authorised to receive it for the addressee, you may not copy or use it, or disclose it to anyone else. If you have received this email in error please contact the sender by replying to this email. Any views expressed by an individual within this email which do not constitute or record professional advice relating to the business of CBP, do not necessarily reflect the views of the company. Any professional advice or opinion contained within this email is subject to our terms and conditions of business. We have taken precautions to minimise the risk of transmitting software viruses. We cannot accept liability for any loss or damage caused by software viruses. _______________________________ -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: application/ms-tnef Size: 8234 bytes Desc: not available Url : http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030906/9ac83b73/attachment.bin From kisansbc at vsnl.com Wed Sep 10 17:32:51 2003 From: kisansbc at vsnl.com (Kisan Mehta) Date: Wed, 10 Sep 2003 14:02:51 +0530 Subject: [sustran] Fw: AHEAD OF GENERAL ASSEMBLY, ANNAN URGES COMMITMENT TO ROAD SAFETY Message-ID: <00c001c37776$1f91c900$3226020a@im.eth.net> Dear Colleagues, I would like to share my views on the UN Scy General's statement on road safety ands look forward to receiving your reactions and comments. There cannot be any respite in the developing countries as long as the World Bank and others continue to support motorisation at the cost of common man. Best iwshes. Kisan Mehta Tel: 00 91 22 2414 9688 ----- Original Message ----- From: "Kisan Mehta" To: "Bombay Traffic" ; ; "Sujit Patwardhan" ; "Ajit Shenoy" ; "Kush" Sent: Wednesday, September 10, 2003 1:32 PM Subject: Fw: AHEAD OF GENERAL ASSEMBLY, ANNAN URGES COMMITMENT TO ROAD SAFETY > Dear Friends, > > The UN Secretary General has expressed serious concern on the increasing > road accident injuries and > fatalities. We haave addressed a letter showing as tyo how the UN and > multilateral agencies working under > the UN or in close collaboration with the UN are responsible to increasing > road accidents. Append hereunder > our letter to the UN Secy Gen and his statement. Let us hope that higher > sense of responsibility prevails. > Pleaseshare with friends and concerned citizens. Would be happy to hear from > you. Best wishes. > > Kisan Mehta > Tel: 00 91 22 24149688 > > i----- Original Message ----- > From: "Kisan Mehta" > To: > Sent: Wednesday, September 10, 2003 1:24 PM > Subject: Re: AHEAD OF GENERAL ASSEMBLY, ANNAN URGES COMMITMENT TO ROAD > SAFETY > > > > Dear Secretary-General Kofi Annan, > > > > We were relieved to learn that you have urged the authorities to make a > > commitment to Road Safety > > on the occasion of the General Assembly. > > > > We must however state that the support and finance extended by the World > > Bank, ADB and other > > multilateral financial agencies to nations for road and transport > > development programmes can be > > considered as the major contributor to road accident fatalities and > > injuries. These agencies do not place > > any condition on the borrowing agencies on the requirements of creating > > safety facilities for pedestrians, > > they support motorisation by assisting liberally to construction of > > highways, flyovers etc while reducing > > and cutting down simultanously pedestrian movement fatalities and public > > transport services. > > > > We can cite many instances of this bias for the motorists. In Mumbai the > > World Bank extended a > > loan in 2002 of US $ 550 million for the Mumbai Urban Transport Project > out > > of which highway > > construction sans pavements and road crossing facilites through crowded > > downtown areas will get lion's > > share as much as $ 200 million. Yet car owners shall not be required to > pay > > anything for return of the > > loan. .Burden of constructing such roads will fall on poor residents. > > > > The municipalised road bus service will get only $ 25 million. Bus > > passengers will be required to pay out > > 40% higher bus fares. All this is happening after the World Bank study > has > > shown (1) public transport > > accounts for 88% of daily journeys with car providing 7%; (2) the road > > accident rate in Mumbai is the > > highest in the world (3) majority of roads have no pavements or are shorn > of > > pavements for carriageway > > widening and (4) 95% of the road accident victims are pedestrians. (ref: > > Project Approval Document > > of the World Bank June 2002). The Bank officers have observed that the > > authorities spent well over > > $ 2 billion on construction of flyovers, elevated roads and physical > > barricades in the movement of > > pedestrians just before the loan was approved. > > > > This all is happening even after the Bank found air quality in Mumbai to > be > > extremely poor. Auto exhaust > > forms about 81% of the air pollution. Yet the Bank sanctioned the loan and > > started paying out the money > > before taking any measures for improvement of air quality. About 65% of > > Mumbai residents live in > > unauthorised roadside shanties. Slum dwellers become the direct target of > > auto fumes. > > > > So you can see as to how the institutions working under or in close > > cooperation with the UN are > > contributing to increasing road accidents and to deteriorating public > > health. You are aware that all this > > is being done by the UN and multilateral agencies in the name of poverty > > removal and alleviation. It is no > > use declaring platitudes and at the same time supporting programmes that > > increase road accidents. > > > > We fervantly hope that you would study the situation in depth and mould a > > policy for assuring higher > > road safety. Research can come up afterwards. Road injuries in the > poor > > countries is already very high > > hardly taken cognizance by the affluent financial institutions. We do not > > have to wait till the year 2020 > > to comprehend the grim magnitude of the problem. Are you ready to start in > > earnest and make a sincere > > effort to work for improving the conditions? We are with you in your > > initiative. Best wishes. > > > > Kisan Mehta > > Save Bombay Committee > > 620 Jame Jamshed Road, Dadar East, > > Mumbai 400014 India > > Tel: 00 91 22 2414 9688 > > > > ----- Original Message ----- > > From: "UN News Service" > > To: > > Sent: Tuesday, September 09, 2003 11:30 PM > > Subject: AHEAD OF GENERAL ASSEMBLY, ANNAN URGES COMMITMENT TO ROAD SAFETY > > > New York, Sep 9 2003 2:00PM > > > In a > > <"http://daccess-ods.un.org/access.nsf/Get?Open&DS=A/58/228&Lang=E">report > > issued ahead of the upcoming session of the United Nations General > Assembly, > > Secretary-General Kofi Annan recommends that the UN's chief legislative > body > > call on Member States to stimulate a new level of commitment in tackling > the > > problem of road traffic injuries, projected to rank third among causes of > > death and disability by 2020. > > > > > "Improving road safety requires strong political will on the part of > > Governments," Mr. Annan says, recommending that countries be encouraged to > > develop and implement a national strategy on road traffic injury > prevention > > and appropriate > > action plans. > > > > > An estimated 1.26 million people worldwide died as a result of road > traffic > > injuries in 2000 alone, representing > > 25 per cent of all deaths due to injury, Mr. Annan says in the report > > released today. The UN World Health > > Organization (WHO) also estimates that by 2020, road traffic injuries > could > > rank third among the cause of death, > > ahead of malaria, tuberculosis and AIDS. > > > > > Mr. Annan notes that despite this widespread impact of traffic accidents, > > funding for research into the problem has been limited. "A lack of > research > > means that the magnitude of the problem, its impacts and the cost and > > effectiveness of > > intervention are not fully understood, particularly in low- and > > middle-income countries," he says. > > > > > Road crashes can indeed be prevented, but the historical approach that > > places responsibility on the road user is > > inadequate, the Secretary-General states, advocating an approach that > > recognizes not only the fallibility of road > > users but also the infrastructure. > > > > > "In a systems approach, not only the driver, but also the environment > > (infrastructure) and the vehicle are seen as part of the system in which > > road traffic injuries occur," Mr. Annan says, adding that Member States > > should also "aim to ensure that sufficient resources are available, > > commensurate with the size of the road safety problem in their country." > > > > > > The Secretary-General also recommends a General Assembly call for > efforts > > by the UN system to address the global road safety crisis. "Most United > > Nations agencies could integrate road safety into other policies, such as > > those related to sustainable development, the environment, gender, > children > > or the elderly," he notes. > > > 2003-09-09 00:00:00.000 > > > > > > ________________ > > > > > > For more details go to UN News Centre at http://www.un.org/news > > > > > > To change your profile or unsubscribe go to: > > > http://www.un.org/news/dh/latest/subscribe.shtml > > > From paulbarter at nus.edu.sg Fri Sep 12 16:08:15 2003 From: paulbarter at nus.edu.sg (Barter, Paul) Date: Fri, 12 Sep 2003 15:08:15 +0800 Subject: [sustran] FW: [cai-asia] Extension of Call for Abstracts - BAQ2003 Message-ID: <42F08B8662756D428F2811F53C6A93F579DBEE@MBXSRV04.stf.nus.edu.sg> News on the Better Air Quality conference in Manila in December. -----Original Message----- From: hfabian@adb.org [mailto:hfabian@adb.org] Sent: Friday, 12 September 2003 11:10 AM To: Clean Air Initiative -- Asia Subject: [cai-asia] Extension of Call for Abstracts - BAQ2003 Dear all, The BAQ2003 Organizing Committee has extended the deadline for submission of abstracts to October 1, 2003. BAQ2003 currently lists 16 subworkshops (see below). As of September 2, we received 70 abstracts for possible inclusion in sub-workshops and poster sessions. We encourage you to submit abstracts relevant for the different subworkshops. Please submit abstracts to Herbert Fabian (hfabian@adb.org) and Frank Murray (f.murray@murdoch.edu.au) and submit your pre-registration form to Glynda Bathan (gbathan@adb.org). The guidelines for submission of abstracts are available at (http://www.worldbank.org/cleanair/caiasia/baq2003/pdf/abstracts.pdf) and the pre-registration form can be downloaded from (http://www.worldbank.org/cleanair/caiasia/baq2003/pdf/preregistration.p df). 1. Health Effects of Air Pollution in Asia 2. Methodology for Vehicle Emission Factor Development 3. Air Quality Governance 4. Diesel Pollution Reduction Options 5. Non-Motorized Transport 6. AQM training (CATNet Asia) 7. Air Quality Monitoring and Modeling 8. AQM Knowledge Management 9. Opportunities and Challenges for CNG as Transport Fuel in Asia 10. Cost benefit of AQM 11. Local Air Quality Management: What can Asia learn from the rest of the world? 12. Indicators for Sustainable Transport 13. Fuel Quality Strategies 14. Awareness Raising 15. Policy and Economic Instruments for AQM 16. Indoor Air Quality Best regards, ____________________________________________________ Herbert G. Fabian Clean Air Initiative for Asian Cities Asian Development Bank, Manila tel: + 63 2 632 4444 loc. 7666 fax: + 63 2 636 2198 http://www.adb.org/vehicle-emissions http://www.worldbank.org/wbi/cleanair/caiasia/ -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030912/1e2adb54/attachment.htm From toledofall2003 at yahoo.com Sun Sep 21 06:57:16 2003 From: toledofall2003 at yahoo.com (bhairavi) Date: Sat, 20 Sep 2003 14:57:16 -0700 (PDT) Subject: [sustran] Mumbai Message-ID: <20030920215716.53497.qmail@web9506.mail.yahoo.com> Hi Friends, I am Bhairavi S. Dhakras, a graduate student in University of Toledo, USA. I am doing research on "Developing a Sustainable Transportation System in Mumbai", which would be socially, environmentally and economically friendly. I need your help in developing data about the current transportation scenario in Mumbai, the usual problems people face and their expectations from a good transportation system. I'll appreciate if you could answer the questionnaire ( the link as given below). The questionnaire will take only a few minutes to answer. The Questionnaire is to be filled up by people who travel in Mumbai. http://www.eng.utoledo.edu/~bdhakras/Questionnaire.html I would appreciate if anyone has more information to share about Mumbai. I am a new member here in this group, and am not aware of the previous discussions. Thanks and Regards, Bhairavi S. Dhakras. (Please forward this email to your friends in Mumbai) Please note: Do not hit the "ENTER" key unless you have filled up the entire questionnaire. Use "Tab" or "mouse click" to go to the next question. If you end up in hitting the "Enter" key, by mistake, please go back and fill up the questionnaire again. --------------------------------- Do you Yahoo!? Yahoo! SiteBuilder - Free, easy-to-use web site design software -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030920/33ee4c20/attachment.htm From paulbarter at nus.edu.sg Sun Sep 21 14:41:22 2003 From: paulbarter at nus.edu.sg (Barter, Paul) Date: Sun, 21 Sep 2003 13:41:22 +0800 Subject: [sustran] FW: [cai-asia] Jakarta Car Free Day Message-ID: <42F08B8662756D428F2811F53C6A93F579DC4E@MBXSRV04.stf.nus.edu.sg> Some news from Jakarta via the CAI-Asia list. Paul -----Original Message----- From: Ahmad Safrudin [mailto:puput@kpbb.org] Sent: Saturday, 20 September 2003 5:18 PM To: Clean Air Initiative -- Asia Subject: [cai-asia] Jakarta Car Free Day Dear all, MEB which are supported by Swisscontact, Pelangi, KPBB, Ministry of Environment, Girigahana, Mateksapala, Cicera, Untala, Koral, Kempala, Kerabat WWF, Masyarakat Komik Indonesia, Walhi Jakarta, US-AEP, the Local Government of Greater Jakarta and other institutions will organize Jakarta Car Free Day on 21 September 2003. The event will be held in Jalan Sudirman and Jalan Thamrin, the 2 protocol roads in business district area in Jakarta, where the motor vehicle can not entry to both roads on 6.00 am - 2.00 pm. Along the Car Free Day event will be held aerobic, fun bike, healthy walk, street soccer, family game, music, talk show, traditional food bazaar, etc. and it is predicted will be attended by 10 thousand of Jakartan. The Jakarta Car Free Day is conducted to encourage policy reform on transport management through Jakartan Movement to combat air pollution. Through the event, hopefully it will encourage policy reform on transport management, so in the future Jakarta transport will be developed in balancing between mass public vehicle versus private car, balancing between road base development versus rail base, balancing between motorized transport and non motorized transport. Regards from Jakarta Puput -------------- next part -------------- An HTML attachment was scrubbed... URL: http://list.jca.apc.org/manage/private/sustran-discuss/attachments/20030921/116bb5da/attachment.htm From binac at rediffmail.com Sun Sep 21 18:43:22 2003 From: binac at rediffmail.com (Bina C. Balakrishnan) Date: 21 Sep 2003 09:43:08 -0000 Subject: [sustran] Re: Mumbai Message-ID: <20030921094308.22384.qmail@webmail7.rediffmail.com> Hi Bhairavi, Your questionnaire seems to be for regular commuters, therefore I have not filled it in. However, I work in the field of transportation planning and engineering in Mumbai, and would be very happy to help you with any data / information that you would require for your work. My e-mail id is given below. Regards Bina C. Balakrishnan Consultant Transportation Planning & Engineering Mumbai, India e-mail: binac@rediffmail.com On Sun, 21 Sep 2003 bhairavi wrote : >Hi Friends, >I am Bhairavi S. Dhakras, a graduate student in University of >Toledo, USA. I am doing research on "Developing a Sustainable >Transportation System in Mumbai", which would be socially, >environmentally and economically friendly. I need your help in >developing data about the current transportation scenario in >Mumbai, the usual problems people face and their expectations > from a good transportation system. I'll appreciate if you could >answer the questionnaire ( the link as given below). The >questionnaire will take only a few minutes to answer. The >Questionnaire is to be filled up by people who travel in >Mumbai. > >http://www.eng.utoledo.edu/~bdhakras/Questionnaire.html > >I would appreciate if anyone has more information to share about >Mumbai. I am a new member here in this group, and am not aware of >the previous discussions. > >Thanks and Regards, >Bhairavi S. Dhakras. >(Please forward this email to your friends in Mumbai) > >Please note: Do not hit the "ENTER" key unless you have filled up >the entire questionnaire. Use "Tab" or "mouse click" to go to the >next question. If you end up in hitting the "Enter" key, by >mistake, please go back and fill up the questionnaire again. > > > > > >--------------------------------- >Do you Yahoo!? >Yahoo! SiteBuilder - Free, easy-to-use web site design software From ccordero at amauta.rcp.net.pe Thu Sep 25 14:58:22 2003 From: ccordero at amauta.rcp.net.pe (=?iso-8859-1?Q?Carlos_Cordero_Vel=E1squez?=) Date: Thu, 25 Sep 2003 00:58:22 -0500 Subject: [sustran] octubre a escala humana Message-ID: <000201c38371$16627440$cfb601c8@ccordero> CICLORED El Bolet?n del transporte a escala humana Octubre - noviembre, 03 Upsidedown El hombre decidi? no acudir a la cita y se puso a caminar. Calibr? su actitud, en la balanza peros y manzanas, en la calzada la noche cerrada. La calle le devolvi? sombras de im?genes. La mujer aparec?a en las esquinas, disfrazada de recuerdo. El hombre consecuente con su instancia mantuvo los pies aferrados al suelo. En plena visita de su sonrisa y el vuelo de sus cabellos confundidos, el hombre pens? que deb?a revisar los fundamentos mismos de la decisi?n, darle vueltas a la imaginaci?n. Y sin embargo sigui? caminando. Cuando, ahogado por su presencia vol?til, cambi? de opini?n era ya tarde, la casa de la mujer a sus pies. Toc? la puerta y sigui? caminando. Una f?bula ``Un caracol quer?a volverse ?guila. Sali? de su concha, trat? muchas veces de lanzarse al aire, y cada vez fracas?. Entonces decidi? volver a su concha. Pero ya no cab?a, pues hab?an empezado a crecerle alas.'' (Mariana Frenk) Parlamentarios Europeos van en bicicleta de Bruselas a Estrasburgo El primer viaje en bicicleta del Parlamento Europeo de Bruselas a Estrasburgo se celebr? entre el 27 de Agosto y el 1 de Septiembre de 2003, justo antes de la sesi?n plenaria de Septiembre en Estrasburgo. La bicicleta es un medio de transporte ya apoyado por la UE, pero estos parlamentarios reconocen la necesidad de promociones adicionales para su uso. En consecuencia han decidido crear un grupo ciclista dentro del Parlamento Europeo que ayudar?a a estimular el inter?s por la bicicleta. http://www.agaleveuropa.be/cycle/index.htm Ojo avizor ?De D?nde le sale el humor negro, la cochinada? - De la calle, que es cochinaza. Quiz? buscar situaciones de humor aqu? es mucho m?s f?cil. Creo que mi tipo de dibujo est? hecho para lo que veo en Lima. Observo bordes de veredas y los veo qui?ados, y pienso que son para m?, porque no tengo un trazo muy firme. Aunque he hecho ilustraciones para cuentos infantiles, creo que nunca he podido desarrollar tanto como cuando dibujo una esquina del Centro, un paradero, un basurero, una pared llena de papeles ajados... (de una entrevista a Alvaro Portales, dibujante) 4 a 1 Tal vez se pueda hacer un pa?s as?. Que los de afuera vengan a recordar de d?nde salieron. Que los que aqu? se ganen el derecho y la tribuna, una inmensa ola de confianza. Que empecemos perdiendo para que nadie diga que nos regalaron el triunfo. Que, como dijo Pablo, la severidad sea una condici?n de la alegr?a. Que el abrazo celebre y no ofenda al derrotado. Que se llenen las calles de banderas. Que no olvidemos el ma?ana en la algarab?a de hoy. 1 a 2 Pero la defensa debe saltar m?s. El rey peat?n (El Tiempo de Bogot?, Agosto 25 de 2003) El carro debe ser un invitado discreto en las v?as de la ciudad. "Los proyectos de rehabilitaci?n llevados a cabo en estos ?ltimos a?os han tenido como principal objetivo recuperar el espacio natural del peat?n. As? se han creado zonas accesibles y confortables mediante el ensanchamiento de aceras y su protecci?n con bolardos, potenciando los itinerarios peatonales, eliminando las barreras arquitect?nicas y soterrando aparcamientos para aumentar y mejorar la superficie peatonal". Cualquiera pensar?a que la anterior cita es de un informe de la administraci?n de Bogot?. La verdad es que proviene del programa electoral con el que Ruiz Gallard?n gan? la alcald?a de la capital de Espa?a y en el que se propone al peat?n como principal protagonista de la movilidad de Madrid. Es necesario rese?ar esta propuesta, ya que en el debate por la Alcald?a de nuestra ciudad empiezan a escucharse voces de candidatos que sostienen que basta ya de poner bonita la ciudad y que es hora de acciones de mayor calado. Tales afirmaciones reflejan la equivocada creencia que considera la construcci?n de espacios urbanos para el peat?n como un embeleco est?tico de los ?ltimos alcaldes. A su vez, evidencian un preocupante desconocimiento de procesos urbanos en el mundo, que demuestran c?mo ciudades m?s equitativas no son solo resultado de focalizar la inversi?n p?blica en los m?s pobres, sino tambi?n del derecho al disfrute de la ciudad mediante espacios urbanos dignos para todos. A lo largo del siglo XX, en buena parte de las ciudades del mundo, el peat?n fue acorralado por un dise?o urbano que le entreg? la ciudad al carro y lo expuls? a los sitios m?s inh?spitos. En pa?ses como el nuestro, el car?cter exclusivista que ha tenido la posesi?n de un carro, trajo consigo una discriminaci?n adicional en contra de la mayor?a de los peatones, habitualmente usuarios del transporte p?blico. Estos se vieron obligados a sobrevivir en medio de andenes, cuando los hay, usurpados por los carros estacionados en ellos. Para grupos especialmente vulnerables como las mujeres embarazadas, los discapacitados, los ancianos y los ni?os, la ausencia de espacios decentes para caminar se constituye en una abierta discriminaci?n. En los barrios populares, la ausencia de ?mbitos para el peat?n profundiza las desigualdades con los barrios pr?speros. En las ?ltimas d?cadas, el monopolio del carro en la vida urbana ha sido duramente cuestionado por su pesado impacto en la contaminaci?n y en los presupuestos p?blicos que se consumen construyendo autopistas. Para el nuevo urbanismo, el peat?n es el rey junto al transporte p?blico masivo y el carro debe ser un invitado discreto en las v?as de la ciudad. Es por eso que no deja de inquietar la superficialidad con que algunos de los aspirantes a Acalde examinan los logros iniciales obtenidos. El proceso no se debe frenar ya que muchos de nuestros barrios a?n no tienen andenes dignos para los peatones. Hay que ver c?mo mejoraron la vida en barrios populares los andenes de Santa Cecilia o la alameda Toscana en Suba, la alameda Paz-Danubio en Usme, el Zanj?n de la muralla en Ciudad Bol?var. Hace unos a?os, el historiador Herbert Braun nos recordaba que en alem?n b?rgersteig, anden o vereda, se descompone en b?rger (ciudadano) y steig (escal?n). El and?n pone al ciudadano por encima del barro, le confiere dignidad y contribuye a crear ciudadan?a. Los bogotanos tenemos derecho a esa condici?n de ciudadanos dignos e iguales. Cartelito agn?stico Este cartelito no contiene ning?n mandamiento, pues cree que mientras las cosas sigan mand?ndose y no pidi?ndose amablemente el mundo seguir? patas arriba. Noticiero LA TOYOTA le pide a sus empleados que no usen el auto para ir al trabajo Para aliviar la congesti?n de tr?nsito que ocurre cada d?a en la sede de la Toyota, la compa??a le pide a la gente que trabaje haciendo autos que evite usarlos para ir al trabajo. "Puede parecer una contradicci?n, pero si se piensa en los problemas que nosotros causamos a la comunidad alrededor nuestro, no se puede evitar hacerlo," dijo la vocera de la Toyota, Monika Fujita. "Es algo verdaderamente sin sentido manejar en medio de la congesti?n," dijo. Cada ma?ana de los d?as ?tiles un atrac?n de 2 a 3 kil?metros - que toma como una hora en despejar - se forma frente a la sede de la Toyota City, prefectura de Aichi , alrededor de 250 Km. de Tokio, dijo la vocera. Desde febrero la compa??a provee un servicio gratuito de ?mnibus desde las dos estaciones de trenes cercanas. En Julio, el n?mero de trabajadores que utilizan el transporte p?blico ha pasado de 3,000 a 5,000, afirm?. Un empleado de la compa??a de 43 a?os de edad inform? al peri?dico Asahi que hab?a vendido el carro que sol?a utilizar para ir a la oficina. " Puede ir en detrimento para la compa??a. Pero ahora utilizo el tiempo de viaje para m? mismo." [from Japan Today: www.japantoday.com/e/?content=news&cat=3&id=269910, traducci?n nuestra. (Intermedio comercial: mil ciudades en el mundo celebraron el "d?a sin auto", el 22 de setiembre) DISTRITO ESCOLAR PROHIBE BICICLETAS El distrito escolar de Wauconda (suburbios del norte de Chicago, EE.UU.) ha decidido prohibir a los estudiantes de la escuela de Wauconda asistir en bicicleta a la escuela. El superintendente del distrito escolar John Barbini explic? que hay demasiado tr?fico motorizado alrededor de la escuela para garantizar la seguridad de los ni?os ciclistas. Demasiados padres de familia llevan a sus hijos en autom?vil lo que constituye una amenaza para la seguridad de ciclistas y peatones. En lugar de controlar el tr?fico alrededor de la escuela, Barbini afirm? que "la respuesta m?s simple para la escuela es prohibir el uso de la bicicleta, y ahora con la prohibici?n de la bicicleta habr? aun m?s trafico" . La Chicagoland Bicycle Federation ha ofrecido trabajar con las escuelas de Wauconda para desarrollar un Programa de Rutas Seguras a la Escuela sin costo para el distrito. El directorio de la escuela ha aceptado la propuesta, pero la prohibici?n continua hasta que ellos y las aseguradoras se convenzan de que el riesgo pueda ser reducido a un no precisado nivel "aceptable". La prohibici?n empez? el 27 de agosto, al inicio de las clases. La ciudad y los perros (y gatos) Me gusta Par?s, a qui?n no, pero s? que hay algo que terminar? expuls?ndome de esta ciudad en la que he sido pobre, joven y feliz, algo m?s rico y algo menos joven, realmente feliz y profundamente infeliz. Todo esto es normal, no me quejo, en ninguna ciudad del mundo habr?a sido diferente, tampoco, puesto que ya no me cabe la menor duda de que mi car?cter ha tenido mucho m?s que ver en mi destino que los astros, las cartas, o el I Ching. Y por ello mismo me he negado, desde hace alg?n tiempo, a tener un perro o un gato en una ciudad en que perros y gatos se convierten a menudo en lazarillos de malvados de galopante maldad. Con excepci?n del perro de Octavia (pero hablar de Octavia y de su perro es hablar de un mundo que s?lo conoc? a?os m?s tarde), y de alguno que otro perro con costumbres y espacios vitales extranjeros, no creo que haya un solo perro en todo Par?s capaz de tirarse del trampol?n de la piscina y caer entre la refrigeradora de casa de mis padres. En fin, el que me entienda que me siga. Pero quien al imaginar su tercera edad como la llaman aqu? a la vejez, se ve a s? mismo solo en un departamento con un perro, va de culo camino a la maldad. Se comprender?, pues, por qu? tras mi separaci?n de In?s, opt? por una soledad sin perros. Se comprender?, tambi?n, por qu? cada nueva mujer que se me acerc?, para nuestro bien o para nuestro mal, volvi? a despertar en m? el deseo de tener un perro al estilo m?o. Y se comprender?, por ?ltimo, por qu? en esta actualidad que puede durar para siempre, Dios no lo quiera, s?lo recibo perros en las horas en que normalmente recibo a mis visitas. Concluyo ahora con una ?ltima intuici?n: no hay nada que pueda y deba causarle m?s p?nico a un joven en Par?s, que un perrito o gatito de viejo. Guerra avisada no mata gente. (Alfredo Bryce Echenique, La vida exagerada de Mart?n Roma?a, ed. Oveja Negra) 11 de setiembre Ser? siempre infausto este d?a que no olvida la ma?ana que los aviones amenazaron los s?mbolos de una democracia antigua, el d?a que el terrorismo armado se ensa?? contra la poblaci?n y el gobierno de un pa?s que buscaba su propio camino. Dos mensajes de distinto signo, transmitidos por las ondas de radio aquel septiembre de 1973, como en cualquier calle de la vida, no dejar?n de mencionar los dos sentidos en que se pueden hacer las cosas: las ?rdenes de muerte transmitidas por los usurpadores y, a contramano, la esperanza de transcurrir m?s temprano que tarde por las grandes alamedas por las que pasar? la gente, en el delgado metal de su voz, allende la dignidad, allende la historia, Allende. Un camino equivocado Lo que una vez fue verde nunca muere Toda vida posee un bello rostro Un camino equivocado es un camino Y nada son los d?as de la muerte. Washington Delgado (1927 - 2003) Lo escuch? en una pel?cula - Es un problema de educaci?n, si les dices a tus hijos todos los d?as que no se puede asaltar un taxi, cuando sean grandes no lo har?n... - yo creo que es un problema de riqueza mal repartida... - De educaci?n, rep?teles todos los d?as, que no se puede asaltar un taxi y no lo har?n de grandes - De riqueza mal repartida, adem?s cuando llego a casa despu?s de trabajar son las 11 y ya est?n dormidos... (cita de memoria, Taxi Para Tres, pel?cula chilena) Cartelito de cine Este cartelito contiene algunas definiciones que sirven para saber cosas que ya sabemos pero que no se acomodan en los diccionarios. En la secci?n espect?culos visuales una que dice: "rueda de cinta asistida por haz de luz que viaja en la oscuridad, de suma utilidad para sentarse y so?ar despierto. Del tipo categ?rico contradicci?n hermosa. Habitualmente seguida por caminata y caf? cercano". Adem?s de las consabidas definiciones el cartelito sirve para ubicar una pel?cula que usted no haya visto y el otro tampoco. De suma utilidad para evitar preguntar constantemente: ?has visto la ?ltima de...? Fotograf?a La se?ora que vende humitas en la esquina de la plaza, la luz filtrada por la catedral, la noche larga en las escaleras de piedra manchadas de lluvia, la sombra desde el poste hasta la marea de turistas que despierta, el fr?o nocturno en el roc?o del jard?n, el lustrabotas y la tragedia del pa?s, los viejitos en las bancas bendecidos por el sol, el domingo que empieza, la sombra de los portales, el se?or que me pregunta de qu? pa?s vengo, los balcones al borde y los corredores que los buscan, la ma?ana otra vez, el d?a que levanta y el cielo, uno que pasa y otro m?s. Cusco, 7 a.m. Clic, Clic, un gui?o de realidad. Carlos Cordero Vel?squez CICLORED - Centro de Asesor?a y Capacitaci?n para el Transporte y Ambiente Pasaje Lavalle 110 - Lima 04 Per? telf: (51 1) 4671322