From peebeebarter at gmail.com Sun Dec 2 16:06:40 2007 From: peebeebarter at gmail.com (Paul Barter) Date: Sun, 2 Dec 2007 15:06:40 +0800 Subject: [sustran] Fwd: Event: Getting the climate right for transport Message-ID: <6fc1c1110712012306w2d93600dh8ca5eb327655d2b4@mail.gmail.com> Trying to forward this message which the list blocked for some reason. Paul ---------- Forwarded message ---------- From: Carlosfelipe Pardo To: Global 'South' Sustainable Transport Date: Sat, 01 Dec 2007 18:05:30 -0500 Subject: Event: Getting the climate right for transport Transport side event at COP 13, Bali Indonesia Organized by TRL/GTZ, UITP, UIC, ITPS The German Technical Cooperation (GTZ) will host a side event titled "Getting the climate right for transport" at the United Nations Climate Change Conference (COP 13) in Bali. The event will be in cooperation with the Transport Research Laboratory (UK), UITP, UIC and Institution for Transport Policy Studies (Japan). The event will discuss future pathways to a more sustainable transport system along with options for decision-makers to integrate climate change mitigation measures into the transport sector. The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in the Tidal Room at the Grand Hyatt Hotel. The event will combine practical as well as methodological approaches with actual experience on sustainable transportation. The draft program is on our SUTP website at www.sutp.org . At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) will present the new sourcebook module titled "Transport and Climate Change", which is the latest publication in the GTZ Sustainable Urban Transport series, and discuss available instruments to reduce carbon dioxide emissions in the transport sector. The module summarises the challenges that climate change mitigation has to face in the transport sector and presents the major options and instruments available to deal with them. The module also explains the various sustainable transport policy and planning options and sketches out their potential for reducing carbon dioxide emissions. With the new module, the GTZ Sustainable Urban Transport Sourcebook now has 26 modules focussing on various issues of transportation. All the modules are available to download from the SUTP websites at no cost ( http://www.sutp.org and http://www.sutp.cn for Chinese users). -- Carlosfelipe Pardo Coordinador de Proyecto- Project Coordinator GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) Cl 93A # 14-17 of 708 Bogot? D.C., Colombia Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 carlos.pardo@sutp.org www.sutp.org -- Carlosfelipe Pardo Coordinador de Proyecto- Project Coordinator GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) Cl 93A # 14-17 of 708 Bogot? D.C., Colombia Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 carlos.pardo@sutp.org www.sutp.org From operations at velomondial.net Mon Dec 3 03:46:42 2007 From: operations at velomondial.net (Pascal van den Noort) Date: Sun, 2 Dec 2007 19:46:42 +0100 Subject: [sustran] Global Knowledge for Local Sustainability In-Reply-To: <4750156B.6090301@gmail.com> References: <4750156B.6090301@gmail.com> Message-ID: <141401c83513$b9ebfac0$9a00000a@MPBV> YOU ARE CORDIALLY INVITED TO ATTEND THE LAUNCH OF SUSTA-INFO Global Knowledge for Local Sustainability Parallel event to the United Nations Climate Change Conference, Bali Indonesia Susta-Info is an initiative that supports local authorities in attaining sustainable development, by establishing a portal and web based database, making knowledge on local sustainable development accessible to a large group of targeted users. Susta-Info provides validated access to European Commission funded projects on urban management, sustainable land use, water treatment and management, and urban mobility. Additionally, it provides access to urban research projects supported by UN-HABITAT and case studies from the UN-HABITAT best practices database. When: Tuesday December 11, 2007 8:30 - 9:30 Susta-Info Launch Breakfast Host: Susta-Info Consortium; Venue: Grand Hyatt Bali Hotel - Courtyard . Breakfast and Official launch on behalf of European Commission and UN-HABITAT . EU and UN-HABITAT representatives will be present 11:30 - 12:30 Added Value of Susta-Info Host: Susta-Info Consortium; Venue: Grand Hyatt Bali Hotel - Room Singaraja I . Opening . The relevance of research for sustainable development of cities: Mrs. Marta Moreno Abat, EC . The usefulness for Susta-Info in relation to Millennium Development Goals/Climate change/ Local Agenda 21 . The need for easily accessible knowledge. Video Katholieke Universiteit Leuven, Belgium . The added value of Susta-info tool for local governments; Ewa Ciuk, ICLEI, Toronto, Canada . Susta-Info: validation, abstracts, Collexis search; Demonstration of the system itself Vanessa Foo, GHK Consulting, London, England . The Future of Susta-Info. Discussion on the future of Susta-info with Mrs. Marta Moreno Abat, EC Mr. Marco Keiner, UN-HABITAT and others. Moderated by Paul van Beek, Goudappel Coffeng, The Hague, The Netherlands . Closing 12:30 - 13:00 How to use Susta-Info Host: Susta-Info Consortium; Venue: Grand Hyatt Bali HotelSingaraja I . Hands on demonstration of the Susta-Info system by Vanessa Foo, GHK Consulting, London, England www.susta-info.net (accessible from December 11, 2007) From operations at velomondial.net Mon Dec 3 03:47:47 2007 From: operations at velomondial.net (Pascal van den Noort) Date: Sun, 2 Dec 2007 19:47:47 +0100 Subject: [sustran] Global Knowledge for Local Sustainability In-Reply-To: <20071129030119.51B012DD6E@mx-list.jca.ne.jp> References: <20071129030119.51B012DD6E@mx-list.jca.ne.jp> Message-ID: <141f01c83513$eee07f80$9a00000a@MPBV> YOU ARE CORDIALLY INVITED TO ATTEND THE LAUNCH OF SUSTA-INFO Global Knowledge for Local Sustainability Parallel event to the United Nations Climate Change Conference, Bali Indonesia Susta-Info is an initiative that supports local authorities in attaining sustainable development, by establishing a portal and web based database, making knowledge on local sustainable development accessible to a large group of targeted users. Susta-Info provides validated access to European Commission funded projects on urban management, sustainable land use, water treatment and management, and urban mobility. Additionally, it provides access to urban research projects supported by UN-HABITAT and case studies from the UN-HABITAT best practices database. When: Tuesday December 11, 2007 8:30 - 9:30 Susta-Info Launch Breakfast Host: Susta-Info Consortium; Venue: Grand Hyatt Bali Hotel - Courtyard . Breakfast and Official launch on behalf of European Commission and UN-HABITAT . EU and UN-HABITAT representatives will be present 11:30 - 12:30 Added Value of Susta-Info Host: Susta-Info Consortium; Venue: Grand Hyatt Bali Hotel - Room Singaraja I . Opening . The relevance of research for sustainable development of cities: Mrs. Marta Moreno Abat, EC . The usefulness for Susta-Info in relation to Millennium Development Goals/Climate change/ Local Agenda 21 . The need for easily accessible knowledge. Video Katholieke Universiteit Leuven, Belgium . The added value of Susta-info tool for local governments; Ewa Ciuk, ICLEI, Toronto, Canada . Susta-Info: validation, abstracts, Collexis search; Demonstration of the system itself Vanessa Foo, GHK Consulting, London, England . The Future of Susta-Info. Discussion on the future of Susta-info with Mrs. Marta Moreno Abat, EC Mr. Marco Keiner, UN-HABITAT and others. Moderated by Paul van Beek, Goudappel Coffeng, The Hague, The Netherlands . Closing 12:30 - 13:00 How to use Susta-Info Host: Susta-Info Consortium; Venue: Grand Hyatt Bali HotelSingaraja I . Hands on demonstration of the Susta-Info system by Vanessa Foo, GHK Consulting, London, England www.susta-info.net (accessible from December 11, 2007) From itdpasia at comcast.net Mon Dec 3 19:13:00 2007 From: itdpasia at comcast.net (John Ernst) Date: Mon, 03 Dec 2007 03:13:00 -0700 Subject: [sustran] Re: Jakarta busway twists and turns? Message-ID: <20071202181335.859F92DB9C@mx-list.jca.ne.jp> If I can pick up this now dated thread on the Jakarta busway (with apologies, I was on vacation)... I agree with the assessment that the Jakarta busway is in serious trouble. It is also true that former Governor Sutiyoso forced the busway through. (I still complement him for it because my guess is that going slow would have meant not going at all.) I believe Jakarta holds the record as the shortest design and build time of any full BRT in the world. (I would welcome hearing of other systems that might be contenders.) Jakarta officially started planning in May of 2003. By early 2008 it will have about 200km of corridors, or an average of 40km per year from conception to operation. By 'full BRT', I basically mean segregated lanes, raised platforms and pre-board fare collection, but we could niggle on mixed traffic sections of segregated corridors, etc. (Keep in mind that I am definitely talking about quantity here, not quality.) One of the main consequences of Sutiyoso's rapid implementation is that there was little legal work completed. There is no provision in law or regulation for the busway itself, it is actually a manipulation of normal bus route licenses. The appropriation of road space for the busway is also a gray area. My understanding is that because the busway does not have clear legal basis, the police consider it up to their discretion whether or not they enforce the corridors. This year, one of the new corridors under construction is in a very wealthy area. So, there have been a lot of complaints about losing road space for cars. A lot of this is misunderstanding -- in that area the city will widen the road to preserve the same number of mixed traffic lanes, although narrower ones. In the meantime, the police have reacted by opening more and more sections of bus lanes to mixed traffic. ITDP is one group working to keep BRT on course in Jakarta. We have this year begun working more with the police (city police in Indonesia are not under city government, but under a national police agency). For example, we took a key member of the police to Bogota for the transit fair last month. I agree fully with Carlos Pardo's comments (Nov 23) about the difficulty of convincing the public about BRT lanes. Overall, this is an interesting problem in implementing BRT systems: the lanes often look empty. When we see a photo of a BRT, it always has a bus or two in the lane, but between buses you see only 2-5 minutes of empty lane -- at least in closed systems without overlapping routes. On the other hand, if the mixed traffic lanes are not congested, there is no reason to build segregated BRT lanes. In a city like Jakarta, where for 20 years streets have been generally filled curb-to-curb, it is very hard to accept that a lane that looks empty could be carrying 10 or 20 times as many passengers as the ones that look chock-full. You can imagine the pressure on the police officer on the street. A lot needs to be done to improve the capacity and performance of the Jakarta busway. Hopefully that will soon include returning to full enforcement of all busway corridors. While several scenarios are possible, it's unlikely to fully happen until the 3 corridors now under construction start operating at full service. If history is any guide, that could be around next June. I hope this information is useful. Sorry to be slow to pitch in. Best, John At 11:09 PM 11/21/2007, you wrote: >Evidence on the ground in Jakarta suggest that there is indeed cause for >serious concern over the continued viability of Bus Rapid Transit in >Jakarta. The history of excellent measures being scrapped due to problems of >implementation is crowded enough to give one pause. > >The whole endeavor was basically forced through on the force of personality >by Governor Sutiyoso loosely based on Transmilenio, Bogota. His gamble >seemed a good one at the time: We can endure the hardship of construction >and the initial decrease in the flow of traffic confident that in the >medium-term, more people will take to the buses, even those with cars, and >overall mobility as quantified and perceived will increase. The problem is >that even Jakartans that one would expect to support the busway are now >incensed at the dramatically worsening of conditions. They eagerly await >what they perceive as the all but inevitable rolling back of the program and >a return to the ever expanding asphalt approach to mobility. > >I am not aware of serious endeavors towards course correction but I will >inquire a bit. > >Robert Cowherd, PhD, Associate Professor of Architecture >Wentworth Institute of Technology 550 Huntington Ave. Boston, MA 02115 USA >cowherdr@wit.edu; +1 617 989-4453 > > >On 11/21/07 8:43 AM, "Walter Hook" wrote: > > > John ernst tells me that several of the corridors have been open for some > > time now during the construction, but that it is temporary. > > > > w > > > > -----Original Message----- > > From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org > > [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf > > Of Paul Barter > > Sent: Wednesday, November 21, 2007 1:49 AM > > To: Global 'South' Sustainable Transport > > Subject: [sustran] Jakarta busway twists and turns? > > > > The Jakarta busways appear to be facing some curious decisions according > > to this Jakarta Post article below. > > > > See near the end where it says: > > "On Nov. 5 the administration announced motorists would be permitted to > > use certain sections of other busway corridors in the city for a month. > > The decision was made to ease traffic congestion caused by the ongoing > > construction of the three new corridors." > > > > This means mixed traffic is being allowed into operational busways? > > Can anyone fill in the background on what is going on in Jakarta? Should > > we be worried about the future of BRT there or is this a minor hiccup? > > > > Paul > > ------------------------------------------------------- - - - - - - - - - - - - - - - - - - - - - - - - - - - - John Ernst - Senior Program Director ITDP - The Institute for Transportation and Development Policy 127 W 26th St. Suite 1002, New York, NY 10001 Tel +1 (212) 629-8001 Direct Tel +1 (347) 694-4771 Direct Fax +1 (801) 365-5914 Skype: john.ernst Promoting environmentally sustainable and equitable transportation worldwide Visit http://www.itdp.org - - - - - - - - - - - - - - - - - - - - - - - - - - - - From litman at vtpi.org Tue Dec 4 05:42:19 2007 From: litman at vtpi.org (Todd Alexander Litman) Date: Mon, 03 Dec 2007 12:42:19 -0800 Subject: [sustran] Re: Fwd: Event: Getting the climate right for transport In-Reply-To: <6fc1c1110712012306w2d93600dh8ca5eb327655d2b4@mail.gmail.co m> References: <6fc1c1110712012306w2d93600dh8ca5eb327655d2b4@mail.gmail.com> Message-ID: <6.2.3.4.2.20071203123020.03a7e830@mail.islandnet.com> Last week I attended the National Renewable Energy Laboratory (NREL) Energy Analysis Forum in Golden, Colorado (http://www.nrel.gov/analysis/news.html ), where leading North American energy analysts shared the latest thinking concerning greenhouse gas emission reduction strategies and legislation, much of which involves emission cap and trade programs (http://www.rff.org/rff/News/Releases/2007Releases/loader.cfm?url=/commonspot/security/getfile.cfm&PageID=31222 ). Similarly, a recent report by McKinsey, "Reducing U.S. Greenhouse Gas Emissions: How Much At What Cost" (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp ) estimates the economic costs of achieving emission reduction targets. Virtually all these analyses are biased against mobility management (various strategies that increase transport system efficiency by improving mobility options, encouraging use of more efficient modes, and reducing the need to travel), for the following reasons: * Co-benefits are ignored. Current analysis gives virtually no consideration to benefits such as reduced traffic congestion, road and parking cost savings, consumer savings, reduced traffic risk, improved mobility for non-drivers, and improved public health, although these benefits are often larger in total value than emission reduction benefits (see http://www.vtpi.org/tdm and www.ap-net.org/docs/16th_seminar/huizenga_caiasia_special.pdf ). * Current analysis generally ignores the additional external costs that result when increased vehicle fuel efficiency and subsidized alternative fuels stimulates additional vehicle travel, called a "rebound effect" (see http://www.vtpi.org/cafe.pdf and http://www.rff.org/documents/RFF-DP-04-53.pdf ). * Mobility management emission reductions are considered difficult to predict. Although case studies and models are available for many of these strategies (see for example, case studies in http://www.vtpi.org/tdm and the TRIMMS Model at http://www.nctr.usf.edu/abstracts/abs77704.htm ), such models are not widely available or designed for energy planning. * Mobility management programs are considered difficult to implement. Such programs often involve multiple stakeholders, such as regional and local governments, employers and developers, and various special interest groups. Even PAYD, a relatively simple strategy, requires cooperation of insurance regulators, insurance companies, and various special interest groups. As a result, they tend to seem difficult and risky compared with other emission reduction strategies that only require changes to utility operations, fuel production or vehicle designs. * Analysis often assume that current transport patterns are economically optimal and any reduction in vehicle travel harms consumers and the economy. This ignores various market distortions that stimulate motor vehicle travel, and the benefits to consumers and the economy of many mobility management strategies (www.vtpi.org/distortions_BPJ.pdf ). With improved travel options and efficient incentives travel reductions reflect low-value vehicle-miles that consumers willingly forego in exchange for cost savings. In a more optimal market, with efficient road, parking and vehicle insurance pricing, and more optimal planning practices, motorists would drive significantly less and be better off overall (http://www.vtpi.org/sotpm.pdf ). Described differently, there are two general approaches to reducing transportation emissions: reduce emission rates per vehicle-kilometer or reduce total vehicle-travel. The first generally seems easier, because it simply requires changing fuels or vehicle design, but, if done correctly, the second provides far more total benefits. As a result, significant emission reductions can be achieved with negative costs (they provide net economic benefits). Due to these factors, currently proposed emission reduction programs will not implement mobility management as much as optimal and so will fail to achieve other important benefits such as congestion reductions, crash reductions, consumer savings and equity objectives (http://www.vtpi.org/wwclimate.pdf ). A truly sustainable transportation system requires more than simply reducing consumption of fossil fuels, it requires creating a more efficient transportation system. It will be up to those of us who understand the wider value of mobility management to educate decision makers about their full benefits and overcome barriers, so they can be implemented as much as justified. Please let me know if you have comments or questions. Best wishes, -Todd Litman At 11:06 PM 12/1/2007, Paul Barter wrote: >Trying to forward this message which the list blocked for some reason. >Paul > >---------- Forwarded message ---------- >From: Carlosfelipe Pardo >To: Global 'South' Sustainable Transport >Date: Sat, 01 Dec 2007 18:05:30 -0500 >Subject: Event: Getting the climate right for transport > Transport side event at COP 13, Bali Indonesia >Organized by TRL/GTZ, UITP, UIC, ITPS > >The German Technical Cooperation (GTZ) will host a side event titled "Getting >the climate right for transport" at the United Nations Climate Change >Conference (COP 13) in Bali. The event will be in cooperation with the >Transport Research Laboratory (UK), UITP, UIC and Institution for Transport >Policy Studies (Japan). > >The event will discuss future pathways to a more sustainable transport >system along with options for decision-makers to integrate climate change >mitigation measures into the transport sector. > >The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in >the Tidal Room at the Grand Hyatt Hotel. > >The event will combine practical as well as methodological approaches with >actual experience on sustainable transportation. The draft program is on our >SUTP website at www.sutp.org . > >At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) >will present the new sourcebook module titled "Transport and Climate >Change", which is the latest publication in the GTZ Sustainable Urban >Transport series, and discuss available instruments to reduce carbon dioxide >emissions in the transport sector. > >The module summarises the challenges that climate change mitigation has to >face in the transport sector and presents the major options and instruments >available to deal with them. The module also explains the various >sustainable transport policy and planning options and sketches out their >potential for reducing carbon dioxide emissions. >With the new module, the GTZ Sustainable Urban Transport Sourcebook now has >26 modules focussing on various issues of transportation. All the modules >are available to download from the SUTP websites at no cost ( >http://www.sutp.org and http://www.sutp.cn for Chinese users). > >-- >Carlosfelipe Pardo >Coordinador de Proyecto- Project Coordinator >GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) >Cl 93A # 14-17 of 708 >Bogot? D.C., Colombia >Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 >carlos.pardo@sutp.org www.sutp.org >-------------------------------------------------------- >IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > >Please go to >http://list.jca.apc.org/manage/listinfo/sustran-discuss >to join the real sustran-discuss and get full >membership rights. The yahoogroups version is >only a mirror and 'members' there cannot post to >the real sustran-discuss (even if the >yahoogroups site makes it seem like you can). >Apologies for the confusing arrangement. > >================================================================ >SUSTRAN-DISCUSS is a forum devoted to discussion >of people-centred, equitable and sustainable >transport with a focus on developing countries (the 'Global South'). Sincerely, Todd Alexander Litman Victoria Transport Policy Institute (www.vtpi.org) litman@vtpi.org Phone & Fax 250-360-1560 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA ?Efficiency - Equity - Clarity? From cherry at utk.edu Wed Dec 5 06:56:05 2007 From: cherry at utk.edu (Chris Cherry) Date: Tue, 4 Dec 2007 16:56:05 -0500 Subject: [sustran] Re: Jakarta busway twists and turns? In-Reply-To: <20071204030123.C72F52D9F3@mx-list.jca.ne.jp> References: <20071204030123.C72F52D9F3@mx-list.jca.ne.jp> Message-ID: <000001c836c0$7870fab0$6952f010$@edu> There has been some research coming out of the transportation engineering (Michael Cassidy and Carlos Daganzo) group looking at trying to maximize the use of these "empty" BRT lanes (or any limited access lane for that matter). Essentially, if planned right, one could allow vehicles to enter the restricted lane only at bottlenecks in the system and thus vastly increase the throughput of cars with minimal disruption to buses. They have been looking at this from the context of HOV lanes in the USA, but have recently been trying to apply the theory to busways in China. This would ultimately improve the efficiency of the transportation system, reduce congestion and potentially allow the drivers to perceive the BRT system in a better light. Of course there are a lot of policy issues around letting cars in some strategic areas of the BRT system and convincing them that it is not beneficial to let them in the entire system. Here are a couple of paper out of the UC-Berkeley Volvo Center http://www.its.berkeley.edu/publications/UCB/2007/VWP/UCB-ITS-VWP-2007-1.pdf http://www.its.berkeley.edu/publications/ucb/2005/vwp/ucb-its-vwp-2005-2.pdf Chris Cherry Assistant Professor Civil and Environmental Engineering University of Tennessee-Knoxville 223 Perkins Hall Knoxville, TN 37996-2010 phone: 865-974-7710 mobile: 865-684-8106 fax: 865-974-2669 http://web.utk.edu/~cherry ---------------------------------------------------------------------- Message: 1 Date: Mon, 03 Dec 2007 03:13:00 -0700 From: John Ernst Subject: [sustran] Re: Jakarta busway twists and turns? To: Message-ID: <20071202181335.859F92DB9C@mx-list.jca.ne.jp> Content-Type: text/plain; charset="us-ascii"; format=flowed If I can pick up this now dated thread on the Jakarta busway (with apologies, I was on vacation)... I agree with the assessment that the Jakarta busway is in serious trouble. It is also true that former Governor Sutiyoso forced the busway through. (I still complement him for it because my guess is that going slow would have meant not going at all.) I believe Jakarta holds the record as the shortest design and build time of any full BRT in the world. (I would welcome hearing of other systems that might be contenders.) Jakarta officially started planning in May of 2003. By early 2008 it will have about 200km of corridors, or an average of 40km per year from conception to operation. By 'full BRT', I basically mean segregated lanes, raised platforms and pre-board fare collection, but we could niggle on mixed traffic sections of segregated corridors, etc. (Keep in mind that I am definitely talking about quantity here, not quality.) One of the main consequences of Sutiyoso's rapid implementation is that there was little legal work completed. There is no provision in law or regulation for the busway itself, it is actually a manipulation of normal bus route licenses. The appropriation of road space for the busway is also a gray area. My understanding is that because the busway does not have clear legal basis, the police consider it up to their discretion whether or not they enforce the corridors. This year, one of the new corridors under construction is in a very wealthy area. So, there have been a lot of complaints about losing road space for cars. A lot of this is misunderstanding -- in that area the city will widen the road to preserve the same number of mixed traffic lanes, although narrower ones. In the meantime, the police have reacted by opening more and more sections of bus lanes to mixed traffic. ITDP is one group working to keep BRT on course in Jakarta. We have this year begun working more with the police (city police in Indonesia are not under city government, but under a national police agency). For example, we took a key member of the police to Bogota for the transit fair last month. I agree fully with Carlos Pardo's comments (Nov 23) about the difficulty of convincing the public about BRT lanes. Overall, this is an interesting problem in implementing BRT systems: the lanes often look empty. When we see a photo of a BRT, it always has a bus or two in the lane, but between buses you see only 2-5 minutes of empty lane -- at least in closed systems without overlapping routes. On the other hand, if the mixed traffic lanes are not congested, there is no reason to build segregated BRT lanes. In a city like Jakarta, where for 20 years streets have been generally filled curb-to-curb, it is very hard to accept that a lane that looks empty could be carrying 10 or 20 times as many passengers as the ones that look chock-full. You can imagine the pressure on the police officer on the street. A lot needs to be done to improve the capacity and performance of the Jakarta busway. Hopefully that will soon include returning to full enforcement of all busway corridors. While several scenarios are possible, it's unlikely to fully happen until the 3 corridors now under construction start operating at full service. If history is any guide, that could be around next June. I hope this information is useful. Sorry to be slow to pitch in. Best, John At 11:09 PM 11/21/2007, you wrote: >Evidence on the ground in Jakarta suggest that there is indeed cause for >serious concern over the continued viability of Bus Rapid Transit in >Jakarta. The history of excellent measures being scrapped due to problems of >implementation is crowded enough to give one pause. > >The whole endeavor was basically forced through on the force of personality >by Governor Sutiyoso loosely based on Transmilenio, Bogota. His gamble >seemed a good one at the time: We can endure the hardship of construction >and the initial decrease in the flow of traffic confident that in the >medium-term, more people will take to the buses, even those with cars, and >overall mobility as quantified and perceived will increase. The problem is >that even Jakartans that one would expect to support the busway are now >incensed at the dramatically worsening of conditions. They eagerly await >what they perceive as the all but inevitable rolling back of the program and >a return to the ever expanding asphalt approach to mobility. > >I am not aware of serious endeavors towards course correction but I will >inquire a bit. > >Robert Cowherd, PhD, Associate Professor of Architecture >Wentworth Institute of Technology 550 Huntington Ave. Boston, MA 02115 USA >cowherdr@wit.edu; +1 617 989-4453 > > >On 11/21/07 8:43 AM, "Walter Hook" wrote: > > > John ernst tells me that several of the corridors have been open for some > > time now during the construction, but that it is temporary. > > > > w > > > > -----Original Message----- > > From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org > > [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf > > Of Paul Barter > > Sent: Wednesday, November 21, 2007 1:49 AM > > To: Global 'South' Sustainable Transport > > Subject: [sustran] Jakarta busway twists and turns? > > > > The Jakarta busways appear to be facing some curious decisions according > > to this Jakarta Post article below. > > > > See near the end where it says: > > "On Nov. 5 the administration announced motorists would be permitted to > > use certain sections of other busway corridors in the city for a month. > > The decision was made to ease traffic congestion caused by the ongoing > > construction of the three new corridors." > > > > This means mixed traffic is being allowed into operational busways? > > Can anyone fill in the background on what is going on in Jakarta? Should > > we be worried about the future of BRT there or is this a minor hiccup? > > > > Paul > > ------------------------------------------------------- - - - - - - - - - - - - - - - - - - - - - - - - - - - - John Ernst - Senior Program Director ITDP - The Institute for Transportation and Development Policy 127 W 26th St. Suite 1002, New York, NY 10001 Tel +1 (212) 629-8001 Direct Tel +1 (347) 694-4771 Direct Fax +1 (801) 365-5914 Skype: john.ernst Promoting environmentally sustainable and equitable transportation worldwide Visit http://www.itdp.org - - - - - - - - - - - - - - - - - - - - - - - - - - - - ------------------------------ Message: 2 Date: Mon, 03 Dec 2007 12:42:19 -0800 From: Todd Alexander Litman Subject: [sustran] Re: Fwd: Event: Getting the climate right for transport To: "Paul Barter" , sustran-discuss@list.jca.apc.org Message-ID: <6.2.3.4.2.20071203123020.03a7e830@mail.islandnet.com> Content-Type: text/plain; charset="iso-8859-1"; format=flowed Last week I attended the National Renewable Energy Laboratory (NREL) Energy Analysis Forum in Golden, Colorado (http://www.nrel.gov/analysis/news.html ), where leading North American energy analysts shared the latest thinking concerning greenhouse gas emission reduction strategies and legislation, much of which involves emission cap and trade programs (http://www.rff.org/rff/News/Releases/2007Releases/loader.cfm?url=/commonspo t/security/getfile.cfm&PageID=31222 ). Similarly, a recent report by McKinsey, "Reducing U.S. Greenhouse Gas Emissions: How Much At What Cost" (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp ) estimates the economic costs of achieving emission reduction targets. Virtually all these analyses are biased against mobility management (various strategies that increase transport system efficiency by improving mobility options, encouraging use of more efficient modes, and reducing the need to travel), for the following reasons: * Co-benefits are ignored. Current analysis gives virtually no consideration to benefits such as reduced traffic congestion, road and parking cost savings, consumer savings, reduced traffic risk, improved mobility for non-drivers, and improved public health, although these benefits are often larger in total value than emission reduction benefits (see http://www.vtpi.org/tdm and www.ap-net.org/docs/16th_seminar/huizenga_caiasia_special.pdf ). * Current analysis generally ignores the additional external costs that result when increased vehicle fuel efficiency and subsidized alternative fuels stimulates additional vehicle travel, called a "rebound effect" (see http://www.vtpi.org/cafe.pdf and http://www.rff.org/documents/RFF-DP-04-53.pdf ). * Mobility management emission reductions are considered difficult to predict. Although case studies and models are available for many of these strategies (see for example, case studies in http://www.vtpi.org/tdm and the TRIMMS Model at http://www.nctr.usf.edu/abstracts/abs77704.htm ), such models are not widely available or designed for energy planning. * Mobility management programs are considered difficult to implement. Such programs often involve multiple stakeholders, such as regional and local governments, employers and developers, and various special interest groups. Even PAYD, a relatively simple strategy, requires cooperation of insurance regulators, insurance companies, and various special interest groups. As a result, they tend to seem difficult and risky compared with other emission reduction strategies that only require changes to utility operations, fuel production or vehicle designs. * Analysis often assume that current transport patterns are economically optimal and any reduction in vehicle travel harms consumers and the economy. This ignores various market distortions that stimulate motor vehicle travel, and the benefits to consumers and the economy of many mobility management strategies (www.vtpi.org/distortions_BPJ.pdf ). With improved travel options and efficient incentives travel reductions reflect low-value vehicle-miles that consumers willingly forego in exchange for cost savings. In a more optimal market, with efficient road, parking and vehicle insurance pricing, and more optimal planning practices, motorists would drive significantly less and be better off overall (http://www.vtpi.org/sotpm.pdf ). Described differently, there are two general approaches to reducing transportation emissions: reduce emission rates per vehicle-kilometer or reduce total vehicle-travel. The first generally seems easier, because it simply requires changing fuels or vehicle design, but, if done correctly, the second provides far more total benefits. As a result, significant emission reductions can be achieved with negative costs (they provide net economic benefits). Due to these factors, currently proposed emission reduction programs will not implement mobility management as much as optimal and so will fail to achieve other important benefits such as congestion reductions, crash reductions, consumer savings and equity objectives (http://www.vtpi.org/wwclimate.pdf ). A truly sustainable transportation system requires more than simply reducing consumption of fossil fuels, it requires creating a more efficient transportation system. It will be up to those of us who understand the wider value of mobility management to educate decision makers about their full benefits and overcome barriers, so they can be implemented as much as justified. Please let me know if you have comments or questions. Best wishes, -Todd Litman At 11:06 PM 12/1/2007, Paul Barter wrote: >Trying to forward this message which the list blocked for some reason. >Paul > >---------- Forwarded message ---------- >From: Carlosfelipe Pardo >To: Global 'South' Sustainable Transport >Date: Sat, 01 Dec 2007 18:05:30 -0500 >Subject: Event: Getting the climate right for transport > Transport side event at COP 13, Bali Indonesia >Organized by TRL/GTZ, UITP, UIC, ITPS > >The German Technical Cooperation (GTZ) will host a side event titled "Getting >the climate right for transport" at the United Nations Climate Change >Conference (COP 13) in Bali. The event will be in cooperation with the >Transport Research Laboratory (UK), UITP, UIC and Institution for Transport >Policy Studies (Japan). > >The event will discuss future pathways to a more sustainable transport >system along with options for decision-makers to integrate climate change >mitigation measures into the transport sector. > >The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in >the Tidal Room at the Grand Hyatt Hotel. > >The event will combine practical as well as methodological approaches with >actual experience on sustainable transportation. The draft program is on our >SUTP website at www.sutp.org . > >At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) >will present the new sourcebook module titled "Transport and Climate >Change", which is the latest publication in the GTZ Sustainable Urban >Transport series, and discuss available instruments to reduce carbon dioxide >emissions in the transport sector. > >The module summarises the challenges that climate change mitigation has to >face in the transport sector and presents the major options and instruments >available to deal with them. The module also explains the various >sustainable transport policy and planning options and sketches out their >potential for reducing carbon dioxide emissions. >With the new module, the GTZ Sustainable Urban Transport Sourcebook now has >26 modules focussing on various issues of transportation. All the modules >are available to download from the SUTP websites at no cost ( >http://www.sutp.org and http://www.sutp.cn for Chinese users). > >-- >Carlosfelipe Pardo >Coordinador de Proyecto- Project Coordinator >GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) >Cl 93A # 14-17 of 708 >Bogot? D.C., Colombia >Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 >carlos.pardo@sutp.org www.sutp.org >-------------------------------------------------------- >IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > >Please go to >http://list.jca.apc.org/manage/listinfo/sustran-discuss >to join the real sustran-discuss and get full >membership rights. The yahoogroups version is >only a mirror and 'members' there cannot post to >the real sustran-discuss (even if the >yahoogroups site makes it seem like you can). >Apologies for the confusing arrangement. > >================================================================ >SUSTRAN-DISCUSS is a forum devoted to discussion >of people-centred, equitable and sustainable >transport with a focus on developing countries (the 'Global South'). Sincerely, Todd Alexander Litman Victoria Transport Policy Institute (www.vtpi.org) litman@vtpi.org Phone & Fax 250-360-1560 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA ?Efficiency - Equity - Clarity? ------------------------------ ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). End of Sustran-discuss Digest, Vol 52, Issue 2 ********************************************** From richmond at alum.mit.edu Wed Dec 5 17:49:00 2007 From: richmond at alum.mit.edu (Jonathan Richmond) Date: Wed, 5 Dec 2007 12:49:00 +0400 (Arabian Standard Time) Subject: [sustran] Re: Jakarta busway twists and turns? In-Reply-To: <000001c836c0$7870fab0$6952f010$@edu> References: <20071204030123.C72F52D9F3@mx-list.jca.ne.jp> <000001c836c0$7870fab0$6952f010$@edu> Message-ID: I am very interested in this - does anyone think that this principle could be extended to optimizing the use of BRT rights of way to allow buses to enter and leave at various points without causing congestion? On Tue, 4 Dec 2007, Chris Cherry wrote: > There has been some research coming out of the transportation engineering > (Michael Cassidy and Carlos Daganzo) group looking at trying to maximize the > use of these "empty" BRT lanes (or any limited access lane for that matter). > Essentially, if planned right, one could allow vehicles to enter the > restricted lane only at bottlenecks in the system and thus vastly increase > the throughput of cars with minimal disruption to buses. They have been > looking at this from the context of HOV lanes in the USA, but have recently > been trying to apply the theory to busways in China. This would ultimately > improve the efficiency of the transportation system, reduce congestion and > potentially allow the drivers to perceive the BRT system in a better light. > Of course there are a lot of policy issues around letting cars in some > strategic areas of the BRT system and convincing them that it is not > beneficial to let them in the entire system. Here are a couple of paper out > of the UC-Berkeley Volvo Center > > http://www.its.berkeley.edu/publications/UCB/2007/VWP/UCB-ITS-VWP-2007-1.pdf > http://www.its.berkeley.edu/publications/ucb/2005/vwp/ucb-its-vwp-2005-2.pdf > > > Chris Cherry > Assistant Professor > Civil and Environmental Engineering > University of Tennessee-Knoxville > 223 Perkins Hall > Knoxville, TN 37996-2010 > phone: 865-974-7710 > mobile: 865-684-8106 > fax: 865-974-2669 > http://web.utk.edu/~cherry > > > > > ---------------------------------------------------------------------- > > Message: 1 > Date: Mon, 03 Dec 2007 03:13:00 -0700 > From: John Ernst > Subject: [sustran] Re: Jakarta busway twists and turns? > To: > Message-ID: <20071202181335.859F92DB9C@mx-list.jca.ne.jp> > Content-Type: text/plain; charset="us-ascii"; format=flowed > > > If I can pick up this now dated thread on the Jakarta busway (with > apologies, I was on vacation)... > > I agree with the assessment that the Jakarta busway is in serious > trouble. It is also true that former Governor Sutiyoso forced the > busway through. (I still complement him for it because my guess is > that going slow would have meant not going at all.) > > I believe Jakarta holds the record as the shortest design and build > time of any full BRT in the world. (I would welcome hearing of other > systems that might be contenders.) Jakarta officially started > planning in May of 2003. By early 2008 it will have about 200km of > corridors, or an average of 40km per year from conception to > operation. By 'full BRT', I basically mean segregated lanes, raised > platforms and pre-board fare collection, but we could niggle on mixed > traffic sections of segregated corridors, etc. (Keep in mind that I > am definitely talking about quantity here, not quality.) > > One of the main consequences of Sutiyoso's rapid implementation is > that there was little legal work completed. There is no provision in > law or regulation for the busway itself, it is actually a > manipulation of normal bus route licenses. The appropriation of road > space for the busway is also a gray area. My understanding is that > because the busway does not have clear legal basis, the police > consider it up to their discretion whether or not they enforce the > corridors. > > This year, one of the new corridors under construction is in a very > wealthy area. So, there have been a lot of complaints about losing > road space for cars. A lot of this is misunderstanding -- in that > area the city will widen the road to preserve the same number of > mixed traffic lanes, although narrower ones. In the meantime, the > police have reacted by opening more and more sections of bus lanes to > mixed traffic. > > ITDP is one group working to keep BRT on course in Jakarta. We have > this year begun working more with the police (city police in > Indonesia are not under city government, but under a national police > agency). For example, we took a key member of the police to Bogota > for the transit fair last month. > > I agree fully with Carlos Pardo's comments (Nov 23) about the > difficulty of convincing the public about BRT lanes. Overall, this > is an interesting problem in implementing BRT systems: the lanes > often look empty. When we see a photo of a BRT, it always has a bus > or two in the lane, but between buses you see only 2-5 minutes of > empty lane -- at least in closed systems without overlapping > routes. On the other hand, if the mixed traffic lanes are not > congested, there is no reason to build segregated BRT lanes. > > In a city like Jakarta, where for 20 years streets have been > generally filled curb-to-curb, it is very hard to accept that a lane > that looks empty could be carrying 10 or 20 times as many passengers > as the ones that look chock-full. You can imagine the pressure on > the police officer on the street. > > A lot needs to be done to improve the capacity and performance of the > Jakarta busway. Hopefully that will soon include returning to full > enforcement of all busway corridors. While several scenarios are > possible, it's unlikely to fully happen until the 3 corridors now > under construction start operating at full service. If history is > any guide, that could be around next June. > > I hope this information is useful. Sorry to be slow to pitch in. > > Best, > John > > At 11:09 PM 11/21/2007, you wrote: >> Evidence on the ground in Jakarta suggest that there is indeed cause for >> serious concern over the continued viability of Bus Rapid Transit in >> Jakarta. The history of excellent measures being scrapped due to problems > of >> implementation is crowded enough to give one pause. >> >> The whole endeavor was basically forced through on the force of personality >> by Governor Sutiyoso loosely based on Transmilenio, Bogota. His gamble >> seemed a good one at the time: We can endure the hardship of construction >> and the initial decrease in the flow of traffic confident that in the >> medium-term, more people will take to the buses, even those with cars, and >> overall mobility as quantified and perceived will increase. The problem is >> that even Jakartans that one would expect to support the busway are now >> incensed at the dramatically worsening of conditions. They eagerly await >> what they perceive as the all but inevitable rolling back of the program > and >> a return to the ever expanding asphalt approach to mobility. >> >> I am not aware of serious endeavors towards course correction but I will >> inquire a bit. >> >> Robert Cowherd, PhD, Associate Professor of Architecture >> Wentworth Institute of Technology 550 Huntington Ave. Boston, MA 02115 USA >> cowherdr@wit.edu; +1 617 989-4453 >> >> >> On 11/21/07 8:43 AM, "Walter Hook" wrote: >> >>> John ernst tells me that several of the corridors have been open for > some >>> time now during the construction, but that it is temporary. >>> >>> w >>> >>> -----Original Message----- >>> From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org >>> [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On > Behalf >>> Of Paul Barter >>> Sent: Wednesday, November 21, 2007 1:49 AM >>> To: Global 'South' Sustainable Transport >>> Subject: [sustran] Jakarta busway twists and turns? >>> >>> The Jakarta busways appear to be facing some curious decisions according >>> to this Jakarta Post article below. >>> >>> See near the end where it says: >>> "On Nov. 5 the administration announced motorists would be permitted to >>> use certain sections of other busway corridors in the city for a month. >>> The decision was made to ease traffic congestion caused by the ongoing >>> construction of the three new corridors." >>> >>> This means mixed traffic is being allowed into operational busways? >>> Can anyone fill in the background on what is going on in Jakarta? Should >>> we be worried about the future of BRT there or is this a minor hiccup? >>> >>> Paul >>> ------------------------------------------------------- > > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > John Ernst - Senior Program Director > ITDP - The Institute for Transportation and Development Policy > 127 W 26th St. Suite 1002, New York, NY 10001 > Tel +1 (212) 629-8001 Direct Tel +1 (347) 694-4771 Direct Fax > +1 (801) 365-5914 > Skype: john.ernst > > Promoting environmentally sustainable and equitable transportation worldwide > Visit http://www.itdp.org > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > > > > ------------------------------ > > Message: 2 > Date: Mon, 03 Dec 2007 12:42:19 -0800 > From: Todd Alexander Litman > Subject: [sustran] Re: Fwd: Event: Getting the climate right for > transport > To: "Paul Barter" , > sustran-discuss@list.jca.apc.org > Message-ID: <6.2.3.4.2.20071203123020.03a7e830@mail.islandnet.com> > Content-Type: text/plain; charset="iso-8859-1"; format=flowed > > > Last week I attended the National Renewable > Energy Laboratory (NREL) Energy Analysis Forum in > Golden, Colorado > (http://www.nrel.gov/analysis/news.html ), where > leading North American energy analysts shared the > latest thinking concerning greenhouse gas > emission reduction strategies and legislation, > much of which involves emission cap and trade > programs > (http://www.rff.org/rff/News/Releases/2007Releases/loader.cfm?url=/commonspo > t/security/getfile.cfm&PageID=31222 > ). Similarly, a recent report by McKinsey, > "Reducing U.S. Greenhouse Gas Emissions: How Much > At What Cost" > (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp > ) estimates the economic costs of achieving emission reduction targets. > > Virtually all these analyses are biased against > mobility management (various strategies that > increase transport system efficiency by improving > mobility options, encouraging use of more > efficient modes, and reducing the need to travel), for the following > reasons: > > * Co-benefits are ignored. Current analysis gives > virtually no consideration to benefits such as > reduced traffic congestion, road and parking cost > savings, consumer savings, reduced traffic risk, > improved mobility for non-drivers, and improved > public health, although these benefits are often > larger in total value than emission reduction > benefits (see http://www.vtpi.org/tdm and > www.ap-net.org/docs/16th_seminar/huizenga_caiasia_special.pdf ). > > * Current analysis generally ignores the > additional external costs that result when > increased vehicle fuel efficiency and subsidized > alternative fuels stimulates additional vehicle > travel, called a "rebound effect" (see > http://www.vtpi.org/cafe.pdf and > http://www.rff.org/documents/RFF-DP-04-53.pdf ). > > * Mobility management emission reductions are > considered difficult to predict. Although case > studies and models are available for many of > these strategies (see for example, case studies > in http://www.vtpi.org/tdm and the TRIMMS Model > at http://www.nctr.usf.edu/abstracts/abs77704.htm > ), such models are not widely available or designed for energy planning. > > * Mobility management programs are considered > difficult to implement. Such programs often > involve multiple stakeholders, such as regional > and local governments, employers and developers, > and various special interest groups. Even PAYD, a > relatively simple strategy, requires cooperation > of insurance regulators, insurance companies, and > various special interest groups. As a result, > they tend to seem difficult and risky compared > with other emission reduction strategies that > only require changes to utility operations, fuel production or vehicle > designs. > > * Analysis often assume that current transport > patterns are economically optimal and any > reduction in vehicle travel harms consumers and > the economy. This ignores various market > distortions that stimulate motor vehicle travel, > and the benefits to consumers and the economy of > many mobility management strategies > (www.vtpi.org/distortions_BPJ.pdf > ). With improved travel options and efficient > incentives travel reductions reflect low-value > vehicle-miles that consumers willingly forego in > exchange for cost savings. In a more optimal > market, with efficient road, parking and vehicle > insurance pricing, and more optimal planning > practices, motorists would drive significantly > less and be better off overall (http://www.vtpi.org/sotpm.pdf ). > > > Described differently, there are two general > approaches to reducing transportation emissions: > reduce emission rates per vehicle-kilometer or > reduce total vehicle-travel. The first generally > seems easier, because it simply requires changing > fuels or vehicle design, but, if done correctly, > the second provides far more total benefits. As a > result, significant emission reductions can be > achieved with negative costs (they provide net economic benefits). > > Due to these factors, currently proposed emission > reduction programs will not implement mobility > management as much as optimal and so will fail to > achieve other important benefits such as > congestion reductions, crash reductions, consumer > savings and equity objectives > (http://www.vtpi.org/wwclimate.pdf ). A truly > sustainable transportation system requires more > than simply reducing consumption of fossil fuels, > it requires creating a more efficient > transportation system. It will be up to those of > us who understand the wider value of mobility > management to educate decision makers about their > full benefits and overcome barriers, so they can > be implemented as much as justified. > > Please let me know if you have comments or questions. > > > Best wishes, > -Todd Litman > > At 11:06 PM 12/1/2007, Paul Barter wrote: >> Trying to forward this message which the list blocked for some reason. >> Paul >> >> ---------- Forwarded message ---------- >> From: Carlosfelipe Pardo >> To: Global 'South' Sustainable Transport >> Date: Sat, 01 Dec 2007 18:05:30 -0500 >> Subject: Event: Getting the climate right for transport >> Transport side event at COP 13, Bali Indonesia >> Organized by TRL/GTZ, UITP, UIC, ITPS >> >> The German Technical Cooperation (GTZ) will host a side event titled > "Getting >> the climate right for transport" at the United Nations Climate Change >> Conference (COP 13) in Bali. The event will be in cooperation with the >> Transport Research Laboratory (UK), UITP, UIC and Institution for Transport >> Policy Studies (Japan). >> >> The event will discuss future pathways to a more sustainable transport >> system along with options for decision-makers to integrate climate change >> mitigation measures into the transport sector. >> >> The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in >> the Tidal Room at the Grand Hyatt Hotel. >> >> The event will combine practical as well as methodological approaches with >> actual experience on sustainable transportation. The draft program is on > our >> SUTP website at www.sutp.org . >> >> At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) >> will present the new sourcebook module titled "Transport and Climate >> Change", which is the latest publication in the GTZ Sustainable Urban >> Transport series, and discuss available instruments to reduce carbon > dioxide >> emissions in the transport sector. >> >> The module summarises the challenges that climate change mitigation has to >> face in the transport sector and presents the major options and instruments >> available to deal with them. The module also explains the various >> sustainable transport policy and planning options and sketches out their >> potential for reducing carbon dioxide emissions. >> With the new module, the GTZ Sustainable Urban Transport Sourcebook now has >> 26 modules focussing on various issues of transportation. All the modules >> are available to download from the SUTP websites at no cost ( >> http://www.sutp.org and http://www.sutp.cn for Chinese users). >> >> -- >> Carlosfelipe Pardo >> Coordinador de Proyecto- Project Coordinator >> GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) >> Cl 93A # 14-17 of 708 >> Bogot? D.C., Colombia >> Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 >> carlos.pardo@sutp.org www.sutp.org >> -------------------------------------------------------- >> IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. >> >> Please go to >> http://list.jca.apc.org/manage/listinfo/sustran-discuss >> to join the real sustran-discuss and get full >> membership rights. The yahoogroups version is >> only a mirror and 'members' there cannot post to >> the real sustran-discuss (even if the >> yahoogroups site makes it seem like you can). >> Apologies for the confusing arrangement. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion >> of people-centred, equitable and sustainable >> transport with a focus on developing countries (the 'Global South'). > > > Sincerely, > Todd Alexander Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > Phone & Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > ?Efficiency - Equity - Clarity? > > > > ------------------------------ > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > End of Sustran-discuss Digest, Vol 52, Issue 2 > ********************************************** > > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). > ----- Jonathan Richmond Transport Adviser to the Government of Mauritius Ministry of Public Infrastructure, Land Transport and Shipping Level 4 New Government Centre Port Louis Mauritius +230 707-1134 (Mauritius mobile: most reliable way to reach me at all times) +1 (617) 395-4360 (US phone number rings at home -- call me in Mauritius for the price of a call to the US). +1 (425) 998-0998 (US phone number, connects to mobile phone when in wifi zone, or goes to voice mail) +44 (0)7978 807532 (UK mobile number, connects to mobile phone when in wifi zone, or goes to voice mail). This is also a SIP number. If you have a SIP phone you can reach me by dialing: sip:447978807532@truphone.com >From Google Talk you can add me as a contact by clicking add and then entering ext+447978807532@truphone.com. Clicking on this address will then ring my mobile phone when I am in a wifi zone, or go to voice mail at other times. e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ From edelman at greenidea.eu Wed Dec 5 23:49:00 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 05 Dec 2007 15:49:00 +0100 Subject: [sustran] Calcutta: Lawyer no-show derails smog plan Message-ID: <4756BA5C.5030501@greenidea.eu> Lawyer no-show derails smog plan *Attempts to cut pollution in the Indian city of Calcutta by banning old vehicles have failed after state lawyers did not appear in court.* Judges dismissed the case as "invalid" after officials from West Bengal state's law department missed the crucial hearing. The state government had earlier said it wanted to ban all vehicles made before 1990 in the fight against smog. Air pollution in Calcutta is believed to be among the worst in the world. *Nobody appeared* In May 2005, the West Bengal government said that it wanted all buses, trucks and taxis manufactured before 1990 to be taken off the streets of Calcutta, because they were heavily polluting the city's air. If the initiative had gone ahead, it would have meant that nearly 80% of the city's buses and trucks and nearly 50% of its taxis and auto-rickshaws would have been forced off the roads. But the Bengal Bus Syndicate challenged the state government in the Calcutta High Court. When the case came up for hearing on Wednesday before a division bench of the Calcutta High Court, nobody appeared for the government. Justices Pratap Roy and Prasenjit Mondal had no option but to dismiss the case and declare the government notification invalid. *'Half-hearted and callous'* "The case has fallen through on technical grounds because there was no one to represent the government," said Swapan Dutta, a lawyer for the Bengal Bus Syndicate. The office of the state's Advocate-General Balai Ray pleaded ignorance about the hearing. "The transport department should inform us about the case date. Unless they do that, how can we send our lawyers?" an official in the advocate-general's office said. The state government blamed the absence of a "junior lawyer" as the cause of the case falling through. Environmentalist Subhas Dutta condemned the state government for not taking the issue of Calcutta's air pollution seriously enough. "They have been half-hearted and callous in pressing for the ban on old vehicles," he said. "This is a killer but the government is doing nothing to check it." About 70% of people in Calcutta suffer from respiratory disorders caused by air pollution, a recent study by a prominent cancer institute in India concluded. Ailments include lung cancer, breathing difficulties and asthma, the Chittaranjan National Cancer Institute (CNCI) study said. One of its key findings was a direct link between air pollution among the 18 million people of Calcutta and the high incidence of lung cancer. Calcutta tops all Indian cities when it comes to lung cancer - at 18.4 cases per 100,000 people - far ahead of Delhi at 13.34 cases per 100,000. -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From schipper at wri.org Thu Dec 6 01:10:32 2007 From: schipper at wri.org (Lee Schipper) Date: Wed, 5 Dec 2007 11:10:32 -0500 Subject: [sustran] Re: Jakarta busway twists and turns? References: <20071204030123.C72F52D9F3@mx-list.jca.ne.jp><000001c836c0$7870fab0$6952f010$@edu> Message-ID: <46E2E1971BCEC1459149FBB1A4B4342CC7353E@wricsex029330.WRI.CRM.Local> This is what Alan Hoffman of San Diego has been developing, he calls his busways smartways. Lee Schipper Director of Research, EMBARQ www.embarq.wri.org >From Oct 1, Visiting Scholar, UC Transportation Center UC Berkeley, CA www.uctc.net 510 642 6889 202 262 7476 -----Original Message----- From: sustran-discuss-bounces+schipper=wri.org@list.jca.apc.org on behalf of Jonathan Richmond Sent: Wed 12/5/2007 3:49 AM To: Chris Cherry Cc: UTSG@JISCMAIL.AC.UK; Sustran List Subject: [sustran] Re: Jakarta busway twists and turns? I am very interested in this - does anyone think that this principle could be extended to optimizing the use of BRT rights of way to allow buses to enter and leave at various points without causing congestion? On Tue, 4 Dec 2007, Chris Cherry wrote: > There has been some research coming out of the transportation engineering > (Michael Cassidy and Carlos Daganzo) group looking at trying to maximize the > use of these "empty" BRT lanes (or any limited access lane for that matter). > Essentially, if planned right, one could allow vehicles to enter the > restricted lane only at bottlenecks in the system and thus vastly increase > the throughput of cars with minimal disruption to buses. They have been > looking at this from the context of HOV lanes in the USA, but have recently > been trying to apply the theory to busways in China. This would ultimately > improve the efficiency of the transportation system, reduce congestion and > potentially allow the drivers to perceive the BRT system in a better light. > Of course there are a lot of policy issues around letting cars in some > strategic areas of the BRT system and convincing them that it is not > beneficial to let them in the entire system. Here are a couple of paper out > of the UC-Berkeley Volvo Center > > http://www.its.berkeley.edu/publications/UCB/2007/VWP/UCB-ITS-VWP-2007-1.pdf > http://www.its.berkeley.edu/publications/ucb/2005/vwp/ucb-its-vwp-2005-2.pdf > > > Chris Cherry > Assistant Professor > Civil and Environmental Engineering > University of Tennessee-Knoxville > 223 Perkins Hall > Knoxville, TN 37996-2010 > phone: 865-974-7710 > mobile: 865-684-8106 > fax: 865-974-2669 > http://web.utk.edu/~cherry > > > > > ---------------------------------------------------------------------- > > Message: 1 > Date: Mon, 03 Dec 2007 03:13:00 -0700 > From: John Ernst > Subject: [sustran] Re: Jakarta busway twists and turns? > To: > Message-ID: <20071202181335.859F92DB9C@mx-list.jca.ne.jp> > Content-Type: text/plain; charset="us-ascii"; format=flowed > > > If I can pick up this now dated thread on the Jakarta busway (with > apologies, I was on vacation)... > > I agree with the assessment that the Jakarta busway is in serious > trouble. It is also true that former Governor Sutiyoso forced the > busway through. (I still complement him for it because my guess is > that going slow would have meant not going at all.) > > I believe Jakarta holds the record as the shortest design and build > time of any full BRT in the world. (I would welcome hearing of other > systems that might be contenders.) Jakarta officially started > planning in May of 2003. By early 2008 it will have about 200km of > corridors, or an average of 40km per year from conception to > operation. By 'full BRT', I basically mean segregated lanes, raised > platforms and pre-board fare collection, but we could niggle on mixed > traffic sections of segregated corridors, etc. (Keep in mind that I > am definitely talking about quantity here, not quality.) > > One of the main consequences of Sutiyoso's rapid implementation is > that there was little legal work completed. There is no provision in > law or regulation for the busway itself, it is actually a > manipulation of normal bus route licenses. The appropriation of road > space for the busway is also a gray area. My understanding is that > because the busway does not have clear legal basis, the police > consider it up to their discretion whether or not they enforce the > corridors. > > This year, one of the new corridors under construction is in a very > wealthy area. So, there have been a lot of complaints about losing > road space for cars. A lot of this is misunderstanding -- in that > area the city will widen the road to preserve the same number of > mixed traffic lanes, although narrower ones. In the meantime, the > police have reacted by opening more and more sections of bus lanes to > mixed traffic. > > ITDP is one group working to keep BRT on course in Jakarta. We have > this year begun working more with the police (city police in > Indonesia are not under city government, but under a national police > agency). For example, we took a key member of the police to Bogota > for the transit fair last month. > > I agree fully with Carlos Pardo's comments (Nov 23) about the > difficulty of convincing the public about BRT lanes. Overall, this > is an interesting problem in implementing BRT systems: the lanes > often look empty. When we see a photo of a BRT, it always has a bus > or two in the lane, but between buses you see only 2-5 minutes of > empty lane -- at least in closed systems without overlapping > routes. On the other hand, if the mixed traffic lanes are not > congested, there is no reason to build segregated BRT lanes. > > In a city like Jakarta, where for 20 years streets have been > generally filled curb-to-curb, it is very hard to accept that a lane > that looks empty could be carrying 10 or 20 times as many passengers > as the ones that look chock-full. You can imagine the pressure on > the police officer on the street. > > A lot needs to be done to improve the capacity and performance of the > Jakarta busway. Hopefully that will soon include returning to full > enforcement of all busway corridors. While several scenarios are > possible, it's unlikely to fully happen until the 3 corridors now > under construction start operating at full service. If history is > any guide, that could be around next June. > > I hope this information is useful. Sorry to be slow to pitch in. > > Best, > John > > At 11:09 PM 11/21/2007, you wrote: >> Evidence on the ground in Jakarta suggest that there is indeed cause for >> serious concern over the continued viability of Bus Rapid Transit in >> Jakarta. The history of excellent measures being scrapped due to problems > of >> implementation is crowded enough to give one pause. >> >> The whole endeavor was basically forced through on the force of personality >> by Governor Sutiyoso loosely based on Transmilenio, Bogota. His gamble >> seemed a good one at the time: We can endure the hardship of construction >> and the initial decrease in the flow of traffic confident that in the >> medium-term, more people will take to the buses, even those with cars, and >> overall mobility as quantified and perceived will increase. The problem is >> that even Jakartans that one would expect to support the busway are now >> incensed at the dramatically worsening of conditions. They eagerly await >> what they perceive as the all but inevitable rolling back of the program > and >> a return to the ever expanding asphalt approach to mobility. >> >> I am not aware of serious endeavors towards course correction but I will >> inquire a bit. >> >> Robert Cowherd, PhD, Associate Professor of Architecture >> Wentworth Institute of Technology 550 Huntington Ave. Boston, MA 02115 USA >> cowherdr@wit.edu; +1 617 989-4453 >> >> >> On 11/21/07 8:43 AM, "Walter Hook" wrote: >> >>> John ernst tells me that several of the corridors have been open for > some >>> time now during the construction, but that it is temporary. >>> >>> w >>> >>> -----Original Message----- >>> From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org >>> [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On > Behalf >>> Of Paul Barter >>> Sent: Wednesday, November 21, 2007 1:49 AM >>> To: Global 'South' Sustainable Transport >>> Subject: [sustran] Jakarta busway twists and turns? >>> >>> The Jakarta busways appear to be facing some curious decisions according >>> to this Jakarta Post article below. >>> >>> See near the end where it says: >>> "On Nov. 5 the administration announced motorists would be permitted to >>> use certain sections of other busway corridors in the city for a month. >>> The decision was made to ease traffic congestion caused by the ongoing >>> construction of the three new corridors." >>> >>> This means mixed traffic is being allowed into operational busways? >>> Can anyone fill in the background on what is going on in Jakarta? Should >>> we be worried about the future of BRT there or is this a minor hiccup? >>> >>> Paul >>> ------------------------------------------------------- > > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > John Ernst - Senior Program Director > ITDP - The Institute for Transportation and Development Policy > 127 W 26th St. Suite 1002, New York, NY 10001 > Tel +1 (212) 629-8001 Direct Tel +1 (347) 694-4771 Direct Fax > +1 (801) 365-5914 > Skype: john.ernst > > Promoting environmentally sustainable and equitable transportation worldwide > Visit http://www.itdp.org > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > > > > ------------------------------ > > Message: 2 > Date: Mon, 03 Dec 2007 12:42:19 -0800 > From: Todd Alexander Litman > Subject: [sustran] Re: Fwd: Event: Getting the climate right for > transport > To: "Paul Barter" , > sustran-discuss@list.jca.apc.org > Message-ID: <6.2.3.4.2.20071203123020.03a7e830@mail.islandnet.com> > Content-Type: text/plain; charset="iso-8859-1"; format=flowed > > > Last week I attended the National Renewable > Energy Laboratory (NREL) Energy Analysis Forum in > Golden, Colorado > (http://www.nrel.gov/analysis/news.html ), where > leading North American energy analysts shared the > latest thinking concerning greenhouse gas > emission reduction strategies and legislation, > much of which involves emission cap and trade > programs > (http://www.rff.org/rff/News/Releases/2007Releases/loader.cfm?url=/commonspo > t/security/getfile.cfm&PageID=31222 > ). Similarly, a recent report by McKinsey, > "Reducing U.S. Greenhouse Gas Emissions: How Much > At What Cost" > (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp > ) estimates the economic costs of achieving emission reduction targets. > > Virtually all these analyses are biased against > mobility management (various strategies that > increase transport system efficiency by improving > mobility options, encouraging use of more > efficient modes, and reducing the need to travel), for the following > reasons: > > * Co-benefits are ignored. Current analysis gives > virtually no consideration to benefits such as > reduced traffic congestion, road and parking cost > savings, consumer savings, reduced traffic risk, > improved mobility for non-drivers, and improved > public health, although these benefits are often > larger in total value than emission reduction > benefits (see http://www.vtpi.org/tdm and > www.ap-net.org/docs/16th_seminar/huizenga_caiasia_special.pdf ). > > * Current analysis generally ignores the > additional external costs that result when > increased vehicle fuel efficiency and subsidized > alternative fuels stimulates additional vehicle > travel, called a "rebound effect" (see > http://www.vtpi.org/cafe.pdf and > http://www.rff.org/documents/RFF-DP-04-53.pdf ). > > * Mobility management emission reductions are > considered difficult to predict. Although case > studies and models are available for many of > these strategies (see for example, case studies > in http://www.vtpi.org/tdm and the TRIMMS Model > at http://www.nctr.usf.edu/abstracts/abs77704.htm > ), such models are not widely available or designed for energy planning. > > * Mobility management programs are considered > difficult to implement. Such programs often > involve multiple stakeholders, such as regional > and local governments, employers and developers, > and various special interest groups. Even PAYD, a > relatively simple strategy, requires cooperation > of insurance regulators, insurance companies, and > various special interest groups. As a result, > they tend to seem difficult and risky compared > with other emission reduction strategies that > only require changes to utility operations, fuel production or vehicle > designs. > > * Analysis often assume that current transport > patterns are economically optimal and any > reduction in vehicle travel harms consumers and > the economy. This ignores various market > distortions that stimulate motor vehicle travel, > and the benefits to consumers and the economy of > many mobility management strategies > (www.vtpi.org/distortions_BPJ.pdf > ). With improved travel options and efficient > incentives travel reductions reflect low-value > vehicle-miles that consumers willingly forego in > exchange for cost savings. In a more optimal > market, with efficient road, parking and vehicle > insurance pricing, and more optimal planning > practices, motorists would drive significantly > less and be better off overall (http://www.vtpi.org/sotpm.pdf ). > > > Described differently, there are two general > approaches to reducing transportation emissions: > reduce emission rates per vehicle-kilometer or > reduce total vehicle-travel. The first generally > seems easier, because it simply requires changing > fuels or vehicle design, but, if done correctly, > the second provides far more total benefits. As a > result, significant emission reductions can be > achieved with negative costs (they provide net economic benefits). > > Due to these factors, currently proposed emission > reduction programs will not implement mobility > management as much as optimal and so will fail to > achieve other important benefits such as > congestion reductions, crash reductions, consumer > savings and equity objectives > (http://www.vtpi.org/wwclimate.pdf ). A truly > sustainable transportation system requires more > than simply reducing consumption of fossil fuels, > it requires creating a more efficient > transportation system. It will be up to those of > us who understand the wider value of mobility > management to educate decision makers about their > full benefits and overcome barriers, so they can > be implemented as much as justified. > > Please let me know if you have comments or questions. > > > Best wishes, > -Todd Litman > > At 11:06 PM 12/1/2007, Paul Barter wrote: >> Trying to forward this message which the list blocked for some reason. >> Paul >> >> ---------- Forwarded message ---------- >> From: Carlosfelipe Pardo >> To: Global 'South' Sustainable Transport >> Date: Sat, 01 Dec 2007 18:05:30 -0500 >> Subject: Event: Getting the climate right for transport >> Transport side event at COP 13, Bali Indonesia >> Organized by TRL/GTZ, UITP, UIC, ITPS >> >> The German Technical Cooperation (GTZ) will host a side event titled > "Getting >> the climate right for transport" at the United Nations Climate Change >> Conference (COP 13) in Bali. The event will be in cooperation with the >> Transport Research Laboratory (UK), UITP, UIC and Institution for Transport >> Policy Studies (Japan). >> >> The event will discuss future pathways to a more sustainable transport >> system along with options for decision-makers to integrate climate change >> mitigation measures into the transport sector. >> >> The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in >> the Tidal Room at the Grand Hyatt Hotel. >> >> The event will combine practical as well as methodological approaches with >> actual experience on sustainable transportation. The draft program is on > our >> SUTP website at www.sutp.org . >> >> At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) >> will present the new sourcebook module titled "Transport and Climate >> Change", which is the latest publication in the GTZ Sustainable Urban >> Transport series, and discuss available instruments to reduce carbon > dioxide >> emissions in the transport sector. >> >> The module summarises the challenges that climate change mitigation has to >> face in the transport sector and presents the major options and instruments >> available to deal with them. The module also explains the various >> sustainable transport policy and planning options and sketches out their >> potential for reducing carbon dioxide emissions. >> With the new module, the GTZ Sustainable Urban Transport Sourcebook now has >> 26 modules focussing on various issues of transportation. All the modules >> are available to download from the SUTP websites at no cost ( >> http://www.sutp.org and http://www.sutp.cn for Chinese users). >> >> -- >> Carlosfelipe Pardo >> Coordinador de Proyecto- Project Coordinator >> GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) >> Cl 93A # 14-17 of 708 >> Bogot? D.C., Colombia >> Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 >> carlos.pardo@sutp.org www.sutp.org >> -------------------------------------------------------- >> IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. >> >> Please go to >> http://list.jca.apc.org/manage/listinfo/sustran-discuss >> to join the real sustran-discuss and get full >> membership rights. The yahoogroups version is >> only a mirror and 'members' there cannot post to >> the real sustran-discuss (even if the >> yahoogroups site makes it seem like you can). >> Apologies for the confusing arrangement. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion >> of people-centred, equitable and sustainable >> transport with a focus on developing countries (the 'Global South'). > > > Sincerely, > Todd Alexander Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > Phone & Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > ?Efficiency - Equity - Clarity? > > > > ------------------------------ > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > End of Sustran-discuss Digest, Vol 52, Issue 2 > ********************************************** > > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). > ----- Jonathan Richmond Transport Adviser to the Government of Mauritius Ministry of Public Infrastructure, Land Transport and Shipping Level 4 New Government Centre Port Louis Mauritius +230 707-1134 (Mauritius mobile: most reliable way to reach me at all times) +1 (617) 395-4360 (US phone number rings at home -- call me in Mauritius for the price of a call to the US). +1 (425) 998-0998 (US phone number, connects to mobile phone when in wifi zone, or goes to voice mail) +44 (0)7978 807532 (UK mobile number, connects to mobile phone when in wifi zone, or goes to voice mail). This is also a SIP number. If you have a SIP phone you can reach me by dialing: sip:447978807532@truphone.com >From Google Talk you can add me as a contact by clicking add and then entering ext+447978807532@truphone.com. Clicking on this address will then ring my mobile phone when I am in a wifi zone, or go to voice mail at other times. e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ -------------------------------------------------------- IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From edelman at greenidea.eu Thu Dec 6 02:57:46 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 05 Dec 2007 18:57:46 +0100 Subject: [sustran] [Fwd: [carfree_network] Carfree conference -- Proposals due Dec 15 -- help get the word out!] Message-ID: <4756E69A.1060707@greenidea.eu> Hi, I think this was posted here before but it is a good thing to remind people about... (By the way.... to peoples from Latin America and beyond: The organisers of the TCFC series cannot necessarily fund travel or other costs, even for presenters... so now is the time to start to look for a way to get lots of people to Portland who might not be able to fund it on their own... or because they are the director, etc. of their organisation...) - T -------- Original Message -------- Subject: [carfree_network] Carfree conference -- Proposals due Dec 15 -- help get the word out! Date: Wed, 5 Dec 2007 08:07:08 -0800 From: Eleanor Blue To: WCN list , Shift , Portland Car Free Day , Trans - Action Hi all, This is a reminder that proposals for presentations and activities at Towards Carfree Cities VIII in Portland next June are due on December 15, which is in less than two weeks. If you're considering submitting a proposal, now is the time! Also, please take a few minutes to help us get the word out by forwarding the message below to colleagues, friends, professional organizations, and nonprofits who do work on carfree-related issues. If you have any questions, feel free to email carfreeportland@gmail.com . Thanks, Elly Towards Carfree Cities VIII ----------------------------------- Greetings! In June of 2008 Portland, Oregon will be the first American city to host the annual conference of the World Carfree Network. This is an international conference focusing on the future of urban transportation and livability. Titled "Towards Carfree Cities: Rethinking Mobility, Rediscovering Proximity", this conference seeks to find creative, practical solutions to the environmental, economic, community, and public health problems that arise from car-oriented urban policies, culture, and development. We are currently soliciting presenters from around the world on this theme and urge you and your colleagues to submit a proposal. Please see the proposal description below, or visit our website http://www.carfreeportland.org for more information and to download a PDF version of Call for Proposals. Sincerely, Elly Blue Conference Organizer portland@worldcarfree.net ------------------------------------------------- *TOWARDS CARFREE CITIES VIII, JUNE 16-20, PORTLAND, OREGON, USA * *CALL FOR PROGRAM PROPOSALS * The Towards Carfree Cities conference series brings together people from around the world who are promoting practical alternatives to car dependence. Professionals, activists, and community leaders alike will share how they have been building sustainable transportation systems and promoting the transformation of cities, towns and villages into human-scaled environments rich in public space and community life. As a part of the carfree movement, the conference seeks to find creative, practical solutions to the environmental, economic, community, and public health problems that arise from car-oriented urban policies, culture, and development. It looks to promote local, diverse, and sustainable neighborhoods that are accessible and pleasurable to everyone in the community. This year's conference theme is "Rethinking mobility, rediscovering proximity." The theme is intended to promote discussion of urban livability, mixed-use development, local agriculture, pedestrian safety, strong neighborhoods, accessible public space, and sustainable transportation. *PROPOSALS SOLICITED * World Carfree Network and Shift are now seeking program proposals on the theme of "Rethinking Mobility, Rediscovering Proximity". Proposals are requested in the following categories: * Research abstracts * Presentations of programs (e.g., government, non-profit, or private sector initiatives) * Presentations of World Carfree Network members' organizational activities * Panelists on the following topics: a) alternatives to the private automobile; b) closures of parks or city streets to cars, c) carfree towns, housing developments, or shopping districts; d) experiences of carfree individuals and families, e) World Carfree Day events * Interactive workshops, activities, and tours * Films * Works of art Proposals of 1-2 pages in length, in English, shall include a title and description of the proposed activity, any equipment, time, or space requirements, relevant personal information or experience, and full contact details. Discounted entry for presenters. Send all proposals and questions to proposals@carfreeportland.org or mail to: Shift, PO Box 6662, Portland OR 97228, USA by December 15, 2007. See www.carfreeportland.org for further details about the conference. -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From edelman at greenidea.eu Thu Dec 6 03:10:26 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 05 Dec 2007 19:10:26 +0100 Subject: [sustran] World Throughput Update (was Re: Jakarta busway twists and turns?) In-Reply-To: <46E2E1971BCEC1459149FBB1A4B4342CC7353E@wricsex029330.WRI.CRM.Local> References: <20071204030123.C72F52D9F3@mx-list.jca.ne.jp><000001c836c0$7870fab0$6952f010$@edu> <46E2E1971BCEC1459149FBB1A4B4342CC7353E@wricsex029330.WRI.CRM.Local> Message-ID: <4756E992.8060209@greenidea.eu> Lee Schipper wrote: > This is what Alan Hoffman of San Diego has been developing, he calls his busways smartways. > > Lee Schipper > Director of Research, EMBARQ > www.embarq.wri.org > >From Oct 1, Visiting Scholar, > UC Transportation Center > UC Berkeley, CA > www.uctc.net > 510 642 6889 > 202 262 7476 > > > > [...] > >> There has been some research coming out of the transportation engineering >> (Michael Cassidy and Carlos Daganzo) group looking at trying to maximize the >> use of these "empty" BRT lanes (or any limited access lane for that matter). >> Essentially, if planned right, one could allow vehicles to enter the >> restricted lane only at bottlenecks in the system and thus vastly increase >> the throughput of cars with minimal disruption to buses. MY first thought - even before noticing which research centre this came out of - was that increasing private automobile throughput would simply induce more traffic on adjacent streets... [...] >> In a city like Jakarta, where for 20 years streets have been >> generally filled curb-to-curb, it is very hard to accept that a lane >> that looks empty could be carrying 10 or 20 times as many passengers >> as the ones that look chock-full. You can imagine the pressure on >> the police officer on the street. >> HOW about a large portable L.E.D. sign - similar to ones warning of road hazards, temporary speed limit, etc. - which shows current passenger throughput? It could be based on average occupancy of private cars and buses... one such apparatus could be moved to different locations, would look great on TV, etc... there could be a live throughput counter on municipal website, local news websites... >> A lot needs to be done to improve the capacity and performance of the >> Jakarta busway. Hopefully that will soon include returning to full >> enforcement of all busway corridors. YES. >> [...] -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From whook at itdp.org Thu Dec 6 06:11:24 2007 From: whook at itdp.org (Walter Hook) Date: Wed, 5 Dec 2007 16:11:24 -0500 Subject: [sustran] Re: Jakarta busway twists and turns? In-Reply-To: Message-ID: <00ad01c83783$66be4c50$3601a8c0@DFJLYL81> The papers from Berkeley make a few generalizations that are more typical of conditions in the US than in developing countries. Segregated bus lanes will actually increase the speeds and capacity of the mixed traffic lanes if the current traffic mix includes a large number of buses with very disorganized stopping behavior. This situation is typical on many BRT corridors that ITDP is working on, all in developing countries, but it is quite rare in the US. In conditions, as frequently occurs in the US, where bus frequencies and passenger volumes are quite low, say below 5000 pphpd, and certainly below 2000pphpd, the advantages of physically segregated lanes drop if this leads to congestion of mixed traffic, since a mixed traffic lane can move almost as many people depending on the vehicle mix. This is a real issue in the US where the bus frequencies tend to be pretty low due to low demand except on a few very exceptional corridors. This would be the case on Wiltshire Boulevard, for instance, and on a few major arterials in New York, etc. Probably a cost benefit analysis of converting a mixed traffic lane to an exclusive bus lane would only yield a positive result in higher demand corridors, and so harder to sell in the US. Of course you can drop bus priority at bottlenecks, but you only need bus priority at bottlenecks, so what is the point of the bus priority? On many brt systems we are planning there are parts of the brt network where we end the physical segregation for a certain section. Flyovers are the typical situation. However, we continue the segregation up to the bottleneck, so the bus avoids the cue that sometimes forms to reach the bottleneck. This works fine. But to open the brt up only at traffic bottlenecks sort of defeats the purpose of the lane segregation otherwise, no? In the developing world, this low bus frequency is not so typical. In the case of TransJakarta the lanes look empty at times in part because the bus procurement has been held up, in part because demand is not that high yet because there are very few feeder buses, and in part because the station/bus interface in Corridor I, with only one door per bus on Corridor I, can't really handle so many buses per hour. Once these problems are resolved, then the bus frequency will be much higher, and there will no longer be empty lanes. The justification for removing segregation will be weaker. That being said, even a bus every 1.5 minutes looks pretty empty except at the stations. Stand on the road sometime and count a minute and a half inside a lane, it seems like a long time. There are bus priority systems in Europe where there are bus priorty lanes only at such bottlenecks, and they are cheaper to build but lack a system identity. Hope this clarifies rather than confuses Best Walter -----Original Message----- From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf Of Jonathan Richmond Sent: Wednesday, December 05, 2007 3:49 AM To: Chris Cherry Cc: UTSG@JISCMAIL.AC.UK; Sustran List Subject: [sustran] Re: Jakarta busway twists and turns? I am very interested in this - does anyone think that this principle could be extended to optimizing the use of BRT rights of way to allow buses to enter and leave at various points without causing congestion? On Tue, 4 Dec 2007, Chris Cherry wrote: > There has been some research coming out of the transportation engineering > (Michael Cassidy and Carlos Daganzo) group looking at trying to maximize the > use of these "empty" BRT lanes (or any limited access lane for that matter). > Essentially, if planned right, one could allow vehicles to enter the > restricted lane only at bottlenecks in the system and thus vastly increase > the throughput of cars with minimal disruption to buses. They have been > looking at this from the context of HOV lanes in the USA, but have recently > been trying to apply the theory to busways in China. This would ultimately > improve the efficiency of the transportation system, reduce congestion and > potentially allow the drivers to perceive the BRT system in a better light. > Of course there are a lot of policy issues around letting cars in some > strategic areas of the BRT system and convincing them that it is not > beneficial to let them in the entire system. Here are a couple of paper out > of the UC-Berkeley Volvo Center > > http://www.its.berkeley.edu/publications/UCB/2007/VWP/UCB-ITS-VWP-2007-1.pdf > http://www.its.berkeley.edu/publications/ucb/2005/vwp/ucb-its-vwp-2005-2.pdf > > > Chris Cherry > Assistant Professor > Civil and Environmental Engineering > University of Tennessee-Knoxville > 223 Perkins Hall > Knoxville, TN 37996-2010 > phone: 865-974-7710 > mobile: 865-684-8106 > fax: 865-974-2669 > http://web.utk.edu/~cherry > > > > > ---------------------------------------------------------------------- > > Message: 1 > Date: Mon, 03 Dec 2007 03:13:00 -0700 > From: John Ernst > Subject: [sustran] Re: Jakarta busway twists and turns? > To: > Message-ID: <20071202181335.859F92DB9C@mx-list.jca.ne.jp> > Content-Type: text/plain; charset="us-ascii"; format=flowed > > > If I can pick up this now dated thread on the Jakarta busway (with > apologies, I was on vacation)... > > I agree with the assessment that the Jakarta busway is in serious > trouble. It is also true that former Governor Sutiyoso forced the > busway through. (I still complement him for it because my guess is > that going slow would have meant not going at all.) > > I believe Jakarta holds the record as the shortest design and build > time of any full BRT in the world. (I would welcome hearing of other > systems that might be contenders.) Jakarta officially started > planning in May of 2003. By early 2008 it will have about 200km of > corridors, or an average of 40km per year from conception to > operation. By 'full BRT', I basically mean segregated lanes, raised > platforms and pre-board fare collection, but we could niggle on mixed > traffic sections of segregated corridors, etc. (Keep in mind that I > am definitely talking about quantity here, not quality.) > > One of the main consequences of Sutiyoso's rapid implementation is > that there was little legal work completed. There is no provision in > law or regulation for the busway itself, it is actually a > manipulation of normal bus route licenses. The appropriation of road > space for the busway is also a gray area. My understanding is that > because the busway does not have clear legal basis, the police > consider it up to their discretion whether or not they enforce the > corridors. > > This year, one of the new corridors under construction is in a very > wealthy area. So, there have been a lot of complaints about losing > road space for cars. A lot of this is misunderstanding -- in that > area the city will widen the road to preserve the same number of > mixed traffic lanes, although narrower ones. In the meantime, the > police have reacted by opening more and more sections of bus lanes to > mixed traffic. > > ITDP is one group working to keep BRT on course in Jakarta. We have > this year begun working more with the police (city police in > Indonesia are not under city government, but under a national police > agency). For example, we took a key member of the police to Bogota > for the transit fair last month. > > I agree fully with Carlos Pardo's comments (Nov 23) about the > difficulty of convincing the public about BRT lanes. Overall, this > is an interesting problem in implementing BRT systems: the lanes > often look empty. When we see a photo of a BRT, it always has a bus > or two in the lane, but between buses you see only 2-5 minutes of > empty lane -- at least in closed systems without overlapping > routes. On the other hand, if the mixed traffic lanes are not > congested, there is no reason to build segregated BRT lanes. > > In a city like Jakarta, where for 20 years streets have been > generally filled curb-to-curb, it is very hard to accept that a lane > that looks empty could be carrying 10 or 20 times as many passengers > as the ones that look chock-full. You can imagine the pressure on > the police officer on the street. > > A lot needs to be done to improve the capacity and performance of the > Jakarta busway. Hopefully that will soon include returning to full > enforcement of all busway corridors. While several scenarios are > possible, it's unlikely to fully happen until the 3 corridors now > under construction start operating at full service. If history is > any guide, that could be around next June. > > I hope this information is useful. Sorry to be slow to pitch in. > > Best, > John > > At 11:09 PM 11/21/2007, you wrote: >> Evidence on the ground in Jakarta suggest that there is indeed cause for >> serious concern over the continued viability of Bus Rapid Transit in >> Jakarta. The history of excellent measures being scrapped due to problems > of >> implementation is crowded enough to give one pause. >> >> The whole endeavor was basically forced through on the force of personality >> by Governor Sutiyoso loosely based on Transmilenio, Bogota. His gamble >> seemed a good one at the time: We can endure the hardship of construction >> and the initial decrease in the flow of traffic confident that in the >> medium-term, more people will take to the buses, even those with cars, and >> overall mobility as quantified and perceived will increase. The problem is >> that even Jakartans that one would expect to support the busway are now >> incensed at the dramatically worsening of conditions. They eagerly await >> what they perceive as the all but inevitable rolling back of the program > and >> a return to the ever expanding asphalt approach to mobility. >> >> I am not aware of serious endeavors towards course correction but I will >> inquire a bit. >> >> Robert Cowherd, PhD, Associate Professor of Architecture >> Wentworth Institute of Technology 550 Huntington Ave. Boston, MA 02115 USA >> cowherdr@wit.edu; +1 617 989-4453 >> >> >> On 11/21/07 8:43 AM, "Walter Hook" wrote: >> >>> John ernst tells me that several of the corridors have been open for > some >>> time now during the construction, but that it is temporary. >>> >>> w >>> >>> -----Original Message----- >>> From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org >>> [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On > Behalf >>> Of Paul Barter >>> Sent: Wednesday, November 21, 2007 1:49 AM >>> To: Global 'South' Sustainable Transport >>> Subject: [sustran] Jakarta busway twists and turns? >>> >>> The Jakarta busways appear to be facing some curious decisions according >>> to this Jakarta Post article below. >>> >>> See near the end where it says: >>> "On Nov. 5 the administration announced motorists would be permitted to >>> use certain sections of other busway corridors in the city for a month. >>> The decision was made to ease traffic congestion caused by the ongoing >>> construction of the three new corridors." >>> >>> This means mixed traffic is being allowed into operational busways? >>> Can anyone fill in the background on what is going on in Jakarta? Should >>> we be worried about the future of BRT there or is this a minor hiccup? >>> >>> Paul >>> ------------------------------------------------------- > > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > John Ernst - Senior Program Director > ITDP - The Institute for Transportation and Development Policy > 127 W 26th St. Suite 1002, New York, NY 10001 > Tel +1 (212) 629-8001 Direct Tel +1 (347) 694-4771 Direct Fax > +1 (801) 365-5914 > Skype: john.ernst > > Promoting environmentally sustainable and equitable transportation worldwide > Visit http://www.itdp.org > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > > > > ------------------------------ > > Message: 2 > Date: Mon, 03 Dec 2007 12:42:19 -0800 > From: Todd Alexander Litman > Subject: [sustran] Re: Fwd: Event: Getting the climate right for > transport > To: "Paul Barter" , > sustran-discuss@list.jca.apc.org > Message-ID: <6.2.3.4.2.20071203123020.03a7e830@mail.islandnet.com> > Content-Type: text/plain; charset="iso-8859-1"; format=flowed > > > Last week I attended the National Renewable > Energy Laboratory (NREL) Energy Analysis Forum in > Golden, Colorado > (http://www.nrel.gov/analysis/news.html ), where > leading North American energy analysts shared the > latest thinking concerning greenhouse gas > emission reduction strategies and legislation, > much of which involves emission cap and trade > programs > (http://www.rff.org/rff/News/Releases/2007Releases/loader.cfm?url=/commonspo > t/security/getfile.cfm&PageID=31222 > ). Similarly, a recent report by McKinsey, > "Reducing U.S. Greenhouse Gas Emissions: How Much > At What Cost" > (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp > ) estimates the economic costs of achieving emission reduction targets. > > Virtually all these analyses are biased against > mobility management (various strategies that > increase transport system efficiency by improving > mobility options, encouraging use of more > efficient modes, and reducing the need to travel), for the following > reasons: > > * Co-benefits are ignored. Current analysis gives > virtually no consideration to benefits such as > reduced traffic congestion, road and parking cost > savings, consumer savings, reduced traffic risk, > improved mobility for non-drivers, and improved > public health, although these benefits are often > larger in total value than emission reduction > benefits (see http://www.vtpi.org/tdm and > www.ap-net.org/docs/16th_seminar/huizenga_caiasia_special.pdf ). > > * Current analysis generally ignores the > additional external costs that result when > increased vehicle fuel efficiency and subsidized > alternative fuels stimulates additional vehicle > travel, called a "rebound effect" (see > http://www.vtpi.org/cafe.pdf and > http://www.rff.org/documents/RFF-DP-04-53.pdf ). > > * Mobility management emission reductions are > considered difficult to predict. Although case > studies and models are available for many of > these strategies (see for example, case studies > in http://www.vtpi.org/tdm and the TRIMMS Model > at http://www.nctr.usf.edu/abstracts/abs77704.htm > ), such models are not widely available or designed for energy planning. > > * Mobility management programs are considered > difficult to implement. Such programs often > involve multiple stakeholders, such as regional > and local governments, employers and developers, > and various special interest groups. Even PAYD, a > relatively simple strategy, requires cooperation > of insurance regulators, insurance companies, and > various special interest groups. As a result, > they tend to seem difficult and risky compared > with other emission reduction strategies that > only require changes to utility operations, fuel production or vehicle > designs. > > * Analysis often assume that current transport > patterns are economically optimal and any > reduction in vehicle travel harms consumers and > the economy. This ignores various market > distortions that stimulate motor vehicle travel, > and the benefits to consumers and the economy of > many mobility management strategies > (www.vtpi.org/distortions_BPJ.pdf > ). With improved travel options and efficient > incentives travel reductions reflect low-value > vehicle-miles that consumers willingly forego in > exchange for cost savings. In a more optimal > market, with efficient road, parking and vehicle > insurance pricing, and more optimal planning > practices, motorists would drive significantly > less and be better off overall (http://www.vtpi.org/sotpm.pdf ). > > > Described differently, there are two general > approaches to reducing transportation emissions: > reduce emission rates per vehicle-kilometer or > reduce total vehicle-travel. The first generally > seems easier, because it simply requires changing > fuels or vehicle design, but, if done correctly, > the second provides far more total benefits. As a > result, significant emission reductions can be > achieved with negative costs (they provide net economic benefits). > > Due to these factors, currently proposed emission > reduction programs will not implement mobility > management as much as optimal and so will fail to > achieve other important benefits such as > congestion reductions, crash reductions, consumer > savings and equity objectives > (http://www.vtpi.org/wwclimate.pdf ). A truly > sustainable transportation system requires more > than simply reducing consumption of fossil fuels, > it requires creating a more efficient > transportation system. It will be up to those of > us who understand the wider value of mobility > management to educate decision makers about their > full benefits and overcome barriers, so they can > be implemented as much as justified. > > Please let me know if you have comments or questions. > > > Best wishes, > -Todd Litman > > At 11:06 PM 12/1/2007, Paul Barter wrote: >> Trying to forward this message which the list blocked for some reason. >> Paul >> >> ---------- Forwarded message ---------- >> From: Carlosfelipe Pardo >> To: Global 'South' Sustainable Transport >> Date: Sat, 01 Dec 2007 18:05:30 -0500 >> Subject: Event: Getting the climate right for transport >> Transport side event at COP 13, Bali Indonesia >> Organized by TRL/GTZ, UITP, UIC, ITPS >> >> The German Technical Cooperation (GTZ) will host a side event titled > "Getting >> the climate right for transport" at the United Nations Climate Change >> Conference (COP 13) in Bali. The event will be in cooperation with the >> Transport Research Laboratory (UK), UITP, UIC and Institution for Transport >> Policy Studies (Japan). >> >> The event will discuss future pathways to a more sustainable transport >> system along with options for decision-makers to integrate climate change >> mitigation measures into the transport sector. >> >> The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in >> the Tidal Room at the Grand Hyatt Hotel. >> >> The event will combine practical as well as methodological approaches with >> actual experience on sustainable transportation. The draft program is on > our >> SUTP website at www.sutp.org . >> >> At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) >> will present the new sourcebook module titled "Transport and Climate >> Change", which is the latest publication in the GTZ Sustainable Urban >> Transport series, and discuss available instruments to reduce carbon > dioxide >> emissions in the transport sector. >> >> The module summarises the challenges that climate change mitigation has to >> face in the transport sector and presents the major options and instruments >> available to deal with them. The module also explains the various >> sustainable transport policy and planning options and sketches out their >> potential for reducing carbon dioxide emissions. >> With the new module, the GTZ Sustainable Urban Transport Sourcebook now has >> 26 modules focussing on various issues of transportation. All the modules >> are available to download from the SUTP websites at no cost ( >> http://www.sutp.org and http://www.sutp.cn for Chinese users). >> >> -- >> Carlosfelipe Pardo >> Coordinador de Proyecto- Project Coordinator >> GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) >> Cl 93A # 14-17 of 708 >> Bogot? D.C., Colombia >> Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 >> carlos.pardo@sutp.org www.sutp.org >> -------------------------------------------------------- >> IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. >> >> Please go to >> http://list.jca.apc.org/manage/listinfo/sustran-discuss >> to join the real sustran-discuss and get full >> membership rights. The yahoogroups version is >> only a mirror and 'members' there cannot post to >> the real sustran-discuss (even if the >> yahoogroups site makes it seem like you can). >> Apologies for the confusing arrangement. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion >> of people-centred, equitable and sustainable >> transport with a focus on developing countries (the 'Global South'). > > > Sincerely, > Todd Alexander Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > Phone & Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > ?Efficiency - Equity - Clarity? > > > > ------------------------------ > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > End of Sustran-discuss Digest, Vol 52, Issue 2 > ********************************************** > > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). > ----- Jonathan Richmond Transport Adviser to the Government of Mauritius Ministry of Public Infrastructure, Land Transport and Shipping Level 4 New Government Centre Port Louis Mauritius +230 707-1134 (Mauritius mobile: most reliable way to reach me at all times) +1 (617) 395-4360 (US phone number rings at home -- call me in Mauritius for the price of a call to the US). +1 (425) 998-0998 (US phone number, connects to mobile phone when in wifi zone, or goes to voice mail) +44 (0)7978 807532 (UK mobile number, connects to mobile phone when in wifi zone, or goes to voice mail). This is also a SIP number. If you have a SIP phone you can reach me by dialing: sip:447978807532@truphone.com >From Google Talk you can add me as a contact by clicking add and then entering ext+447978807532@truphone.com. Clicking on this address will then ring my mobile phone when I am in a wifi zone, or go to voice mail at other times. e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ -------------------------------------------------------- IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From cherry at utk.edu Thu Dec 6 06:36:36 2007 From: cherry at utk.edu (Chris Cherry) Date: Wed, 5 Dec 2007 16:36:36 -0500 Subject: [sustran] Re: Jakarta busway twists and turns? In-Reply-To: <00ad01c83783$66be4c50$3601a8c0@DFJLYL81> References: <00ad01c83783$66be4c50$3601a8c0@DFJLYL81> Message-ID: <001501c83786$ea083190$be1894b0$@edu> I didn't work on this project directly, but if I understand it correctly, one would open up the bus lane at the bottleneck so that the traffic is always flowing out of the bottleneck at maximum capacity (so a 2 mixed + 1 BRT configuration would have an effective capacity of three lanes). The bus would still have a huge advantage in heavily congested corridors because it would effectively jump the longest queues leading up to the bottleneck and would be inhibited by mixed traffic for only a short section of the busway (like the queue formed by one cycle length). One could design it so that the queue never expanded more than one cycle length at a signalized intersection. Of course this traffic theory and technology leads to many policy and implementation questions etc and it might be dangerous to concede any bus right of way, especially in a difficult enforcement environment. Also, as the bus lane becomes more saturated with buses, the effectiveness of trying to use excess lane capacity dwindles. One note, Volvo is one of the leading bus producers in the world and sells a lot of buses in China under its joint venture Sunwin. -----Original Message----- From: Walter Hook [mailto:whook@itdp.org] Sent: Wednesday, December 05, 2007 4:11 PM To: 'Jonathan Richmond'; 'Chris Cherry' Cc: UTSG@JISCMAIL.AC.UK; 'Sustran List' Subject: RE: [sustran] Re: Jakarta busway twists and turns? The papers from Berkeley make a few generalizations that are more typical of conditions in the US than in developing countries. Segregated bus lanes will actually increase the speeds and capacity of the mixed traffic lanes if the current traffic mix includes a large number of buses with very disorganized stopping behavior. This situation is typical on many BRT corridors that ITDP is working on, all in developing countries, but it is quite rare in the US. In conditions, as frequently occurs in the US, where bus frequencies and passenger volumes are quite low, say below 5000 pphpd, and certainly below 2000pphpd, the advantages of physically segregated lanes drop if this leads to congestion of mixed traffic, since a mixed traffic lane can move almost as many people depending on the vehicle mix. This is a real issue in the US where the bus frequencies tend to be pretty low due to low demand except on a few very exceptional corridors. This would be the case on Wiltshire Boulevard, for instance, and on a few major arterials in New York, etc. Probably a cost benefit analysis of converting a mixed traffic lane to an exclusive bus lane would only yield a positive result in higher demand corridors, and so harder to sell in the US. Of course you can drop bus priority at bottlenecks, but you only need bus priority at bottlenecks, so what is the point of the bus priority? On many brt systems we are planning there are parts of the brt network where we end the physical segregation for a certain section. Flyovers are the typical situation. However, we continue the segregation up to the bottleneck, so the bus avoids the cue that sometimes forms to reach the bottleneck. This works fine. But to open the brt up only at traffic bottlenecks sort of defeats the purpose of the lane segregation otherwise, no? In the developing world, this low bus frequency is not so typical. In the case of TransJakarta the lanes look empty at times in part because the bus procurement has been held up, in part because demand is not that high yet because there are very few feeder buses, and in part because the station/bus interface in Corridor I, with only one door per bus on Corridor I, can't really handle so many buses per hour. Once these problems are resolved, then the bus frequency will be much higher, and there will no longer be empty lanes. The justification for removing segregation will be weaker. That being said, even a bus every 1.5 minutes looks pretty empty except at the stations. Stand on the road sometime and count a minute and a half inside a lane, it seems like a long time. There are bus priority systems in Europe where there are bus priorty lanes only at such bottlenecks, and they are cheaper to build but lack a system identity. Hope this clarifies rather than confuses Best Walter -----Original Message----- From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf Of Jonathan Richmond Sent: Wednesday, December 05, 2007 3:49 AM To: Chris Cherry Cc: UTSG@JISCMAIL.AC.UK; Sustran List Subject: [sustran] Re: Jakarta busway twists and turns? I am very interested in this - does anyone think that this principle could be extended to optimizing the use of BRT rights of way to allow buses to enter and leave at various points without causing congestion? On Tue, 4 Dec 2007, Chris Cherry wrote: > There has been some research coming out of the transportation engineering > (Michael Cassidy and Carlos Daganzo) group looking at trying to maximize the > use of these "empty" BRT lanes (or any limited access lane for that matter). > Essentially, if planned right, one could allow vehicles to enter the > restricted lane only at bottlenecks in the system and thus vastly increase > the throughput of cars with minimal disruption to buses. They have been > looking at this from the context of HOV lanes in the USA, but have recently > been trying to apply the theory to busways in China. This would ultimately > improve the efficiency of the transportation system, reduce congestion and > potentially allow the drivers to perceive the BRT system in a better light. > Of course there are a lot of policy issues around letting cars in some > strategic areas of the BRT system and convincing them that it is not > beneficial to let them in the entire system. Here are a couple of paper out > of the UC-Berkeley Volvo Center > > http://www.its.berkeley.edu/publications/UCB/2007/VWP/UCB-ITS-VWP-2007-1.pdf > http://www.its.berkeley.edu/publications/ucb/2005/vwp/ucb-its-vwp-2005-2.pdf > > > Chris Cherry > Assistant Professor > Civil and Environmental Engineering > University of Tennessee-Knoxville > 223 Perkins Hall > Knoxville, TN 37996-2010 > phone: 865-974-7710 > mobile: 865-684-8106 > fax: 865-974-2669 > http://web.utk.edu/~cherry > > > > > ---------------------------------------------------------------------- > > Message: 1 > Date: Mon, 03 Dec 2007 03:13:00 -0700 > From: John Ernst > Subject: [sustran] Re: Jakarta busway twists and turns? > To: > Message-ID: <20071202181335.859F92DB9C@mx-list.jca.ne.jp> > Content-Type: text/plain; charset="us-ascii"; format=flowed > > > If I can pick up this now dated thread on the Jakarta busway (with > apologies, I was on vacation)... > > I agree with the assessment that the Jakarta busway is in serious > trouble. It is also true that former Governor Sutiyoso forced the > busway through. (I still complement him for it because my guess is > that going slow would have meant not going at all.) > > I believe Jakarta holds the record as the shortest design and build > time of any full BRT in the world. (I would welcome hearing of other > systems that might be contenders.) Jakarta officially started > planning in May of 2003. By early 2008 it will have about 200km of > corridors, or an average of 40km per year from conception to > operation. By 'full BRT', I basically mean segregated lanes, raised > platforms and pre-board fare collection, but we could niggle on mixed > traffic sections of segregated corridors, etc. (Keep in mind that I > am definitely talking about quantity here, not quality.) > > One of the main consequences of Sutiyoso's rapid implementation is > that there was little legal work completed. There is no provision in > law or regulation for the busway itself, it is actually a > manipulation of normal bus route licenses. The appropriation of road > space for the busway is also a gray area. My understanding is that > because the busway does not have clear legal basis, the police > consider it up to their discretion whether or not they enforce the > corridors. > > This year, one of the new corridors under construction is in a very > wealthy area. So, there have been a lot of complaints about losing > road space for cars. A lot of this is misunderstanding -- in that > area the city will widen the road to preserve the same number of > mixed traffic lanes, although narrower ones. In the meantime, the > police have reacted by opening more and more sections of bus lanes to > mixed traffic. > > ITDP is one group working to keep BRT on course in Jakarta. We have > this year begun working more with the police (city police in > Indonesia are not under city government, but under a national police > agency). For example, we took a key member of the police to Bogota > for the transit fair last month. > > I agree fully with Carlos Pardo's comments (Nov 23) about the > difficulty of convincing the public about BRT lanes. Overall, this > is an interesting problem in implementing BRT systems: the lanes > often look empty. When we see a photo of a BRT, it always has a bus > or two in the lane, but between buses you see only 2-5 minutes of > empty lane -- at least in closed systems without overlapping > routes. On the other hand, if the mixed traffic lanes are not > congested, there is no reason to build segregated BRT lanes. > > In a city like Jakarta, where for 20 years streets have been > generally filled curb-to-curb, it is very hard to accept that a lane > that looks empty could be carrying 10 or 20 times as many passengers > as the ones that look chock-full. You can imagine the pressure on > the police officer on the street. > > A lot needs to be done to improve the capacity and performance of the > Jakarta busway. Hopefully that will soon include returning to full > enforcement of all busway corridors. While several scenarios are > possible, it's unlikely to fully happen until the 3 corridors now > under construction start operating at full service. If history is > any guide, that could be around next June. > > I hope this information is useful. Sorry to be slow to pitch in. > > Best, > John > > At 11:09 PM 11/21/2007, you wrote: >> Evidence on the ground in Jakarta suggest that there is indeed cause for >> serious concern over the continued viability of Bus Rapid Transit in >> Jakarta. The history of excellent measures being scrapped due to problems > of >> implementation is crowded enough to give one pause. >> >> The whole endeavor was basically forced through on the force of personality >> by Governor Sutiyoso loosely based on Transmilenio, Bogota. His gamble >> seemed a good one at the time: We can endure the hardship of construction >> and the initial decrease in the flow of traffic confident that in the >> medium-term, more people will take to the buses, even those with cars, and >> overall mobility as quantified and perceived will increase. The problem is >> that even Jakartans that one would expect to support the busway are now >> incensed at the dramatically worsening of conditions. They eagerly await >> what they perceive as the all but inevitable rolling back of the program > and >> a return to the ever expanding asphalt approach to mobility. >> >> I am not aware of serious endeavors towards course correction but I will >> inquire a bit. >> >> Robert Cowherd, PhD, Associate Professor of Architecture >> Wentworth Institute of Technology 550 Huntington Ave. Boston, MA 02115 USA >> cowherdr@wit.edu; +1 617 989-4453 >> >> >> On 11/21/07 8:43 AM, "Walter Hook" wrote: >> >>> John ernst tells me that several of the corridors have been open for > some >>> time now during the construction, but that it is temporary. >>> >>> w >>> >>> -----Original Message----- >>> From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org >>> [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On > Behalf >>> Of Paul Barter >>> Sent: Wednesday, November 21, 2007 1:49 AM >>> To: Global 'South' Sustainable Transport >>> Subject: [sustran] Jakarta busway twists and turns? >>> >>> The Jakarta busways appear to be facing some curious decisions according >>> to this Jakarta Post article below. >>> >>> See near the end where it says: >>> "On Nov. 5 the administration announced motorists would be permitted to >>> use certain sections of other busway corridors in the city for a month. >>> The decision was made to ease traffic congestion caused by the ongoing >>> construction of the three new corridors." >>> >>> This means mixed traffic is being allowed into operational busways? >>> Can anyone fill in the background on what is going on in Jakarta? Should >>> we be worried about the future of BRT there or is this a minor hiccup? >>> >>> Paul >>> ------------------------------------------------------- > > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > John Ernst - Senior Program Director > ITDP - The Institute for Transportation and Development Policy > 127 W 26th St. Suite 1002, New York, NY 10001 > Tel +1 (212) 629-8001 Direct Tel +1 (347) 694-4771 Direct Fax > +1 (801) 365-5914 > Skype: john.ernst > > Promoting environmentally sustainable and equitable transportation worldwide > Visit http://www.itdp.org > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > > > > ------------------------------ > > Message: 2 > Date: Mon, 03 Dec 2007 12:42:19 -0800 > From: Todd Alexander Litman > Subject: [sustran] Re: Fwd: Event: Getting the climate right for > transport > To: "Paul Barter" , > sustran-discuss@list.jca.apc.org > Message-ID: <6.2.3.4.2.20071203123020.03a7e830@mail.islandnet.com> > Content-Type: text/plain; charset="iso-8859-1"; format=flowed > > > Last week I attended the National Renewable > Energy Laboratory (NREL) Energy Analysis Forum in > Golden, Colorado > (http://www.nrel.gov/analysis/news.html ), where > leading North American energy analysts shared the > latest thinking concerning greenhouse gas > emission reduction strategies and legislation, > much of which involves emission cap and trade > programs > (http://www.rff.org/rff/News/Releases/2007Releases/loader.cfm?url=/commonspo > t/security/getfile.cfm&PageID=31222 > ). Similarly, a recent report by McKinsey, > "Reducing U.S. Greenhouse Gas Emissions: How Much > At What Cost" > (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp > ) estimates the economic costs of achieving emission reduction targets. > > Virtually all these analyses are biased against > mobility management (various strategies that > increase transport system efficiency by improving > mobility options, encouraging use of more > efficient modes, and reducing the need to travel), for the following > reasons: > > * Co-benefits are ignored. Current analysis gives > virtually no consideration to benefits such as > reduced traffic congestion, road and parking cost > savings, consumer savings, reduced traffic risk, > improved mobility for non-drivers, and improved > public health, although these benefits are often > larger in total value than emission reduction > benefits (see http://www.vtpi.org/tdm and > www.ap-net.org/docs/16th_seminar/huizenga_caiasia_special.pdf ). > > * Current analysis generally ignores the > additional external costs that result when > increased vehicle fuel efficiency and subsidized > alternative fuels stimulates additional vehicle > travel, called a "rebound effect" (see > http://www.vtpi.org/cafe.pdf and > http://www.rff.org/documents/RFF-DP-04-53.pdf ). > > * Mobility management emission reductions are > considered difficult to predict. Although case > studies and models are available for many of > these strategies (see for example, case studies > in http://www.vtpi.org/tdm and the TRIMMS Model > at http://www.nctr.usf.edu/abstracts/abs77704.htm > ), such models are not widely available or designed for energy planning. > > * Mobility management programs are considered > difficult to implement. Such programs often > involve multiple stakeholders, such as regional > and local governments, employers and developers, > and various special interest groups. Even PAYD, a > relatively simple strategy, requires cooperation > of insurance regulators, insurance companies, and > various special interest groups. As a result, > they tend to seem difficult and risky compared > with other emission reduction strategies that > only require changes to utility operations, fuel production or vehicle > designs. > > * Analysis often assume that current transport > patterns are economically optimal and any > reduction in vehicle travel harms consumers and > the economy. This ignores various market > distortions that stimulate motor vehicle travel, > and the benefits to consumers and the economy of > many mobility management strategies > (www.vtpi.org/distortions_BPJ.pdf > ). With improved travel options and efficient > incentives travel reductions reflect low-value > vehicle-miles that consumers willingly forego in > exchange for cost savings. In a more optimal > market, with efficient road, parking and vehicle > insurance pricing, and more optimal planning > practices, motorists would drive significantly > less and be better off overall (http://www.vtpi.org/sotpm.pdf ). > > > Described differently, there are two general > approaches to reducing transportation emissions: > reduce emission rates per vehicle-kilometer or > reduce total vehicle-travel. The first generally > seems easier, because it simply requires changing > fuels or vehicle design, but, if done correctly, > the second provides far more total benefits. As a > result, significant emission reductions can be > achieved with negative costs (they provide net economic benefits). > > Due to these factors, currently proposed emission > reduction programs will not implement mobility > management as much as optimal and so will fail to > achieve other important benefits such as > congestion reductions, crash reductions, consumer > savings and equity objectives > (http://www.vtpi.org/wwclimate.pdf ). A truly > sustainable transportation system requires more > than simply reducing consumption of fossil fuels, > it requires creating a more efficient > transportation system. It will be up to those of > us who understand the wider value of mobility > management to educate decision makers about their > full benefits and overcome barriers, so they can > be implemented as much as justified. > > Please let me know if you have comments or questions. > > > Best wishes, > -Todd Litman > > At 11:06 PM 12/1/2007, Paul Barter wrote: >> Trying to forward this message which the list blocked for some reason. >> Paul >> >> ---------- Forwarded message ---------- >> From: Carlosfelipe Pardo >> To: Global 'South' Sustainable Transport >> Date: Sat, 01 Dec 2007 18:05:30 -0500 >> Subject: Event: Getting the climate right for transport >> Transport side event at COP 13, Bali Indonesia >> Organized by TRL/GTZ, UITP, UIC, ITPS >> >> The German Technical Cooperation (GTZ) will host a side event titled > "Getting >> the climate right for transport" at the United Nations Climate Change >> Conference (COP 13) in Bali. The event will be in cooperation with the >> Transport Research Laboratory (UK), UITP, UIC and Institution for Transport >> Policy Studies (Japan). >> >> The event will discuss future pathways to a more sustainable transport >> system along with options for decision-makers to integrate climate change >> mitigation measures into the transport sector. >> >> The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in >> the Tidal Room at the Grand Hyatt Hotel. >> >> The event will combine practical as well as methodological approaches with >> actual experience on sustainable transportation. The draft program is on > our >> SUTP website at www.sutp.org . >> >> At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) >> will present the new sourcebook module titled "Transport and Climate >> Change", which is the latest publication in the GTZ Sustainable Urban >> Transport series, and discuss available instruments to reduce carbon > dioxide >> emissions in the transport sector. >> >> The module summarises the challenges that climate change mitigation has to >> face in the transport sector and presents the major options and instruments >> available to deal with them. The module also explains the various >> sustainable transport policy and planning options and sketches out their >> potential for reducing carbon dioxide emissions. >> With the new module, the GTZ Sustainable Urban Transport Sourcebook now has >> 26 modules focussing on various issues of transportation. All the modules >> are available to download from the SUTP websites at no cost ( >> http://www.sutp.org and http://www.sutp.cn for Chinese users). >> >> -- >> Carlosfelipe Pardo >> Coordinador de Proyecto- Project Coordinator >> GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) >> Cl 93A # 14-17 of 708 >> Bogot? D.C., Colombia >> Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 >> carlos.pardo@sutp.org www.sutp.org >> -------------------------------------------------------- >> IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. >> >> Please go to >> http://list.jca.apc.org/manage/listinfo/sustran-discuss >> to join the real sustran-discuss and get full >> membership rights. The yahoogroups version is >> only a mirror and 'members' there cannot post to >> the real sustran-discuss (even if the >> yahoogroups site makes it seem like you can). >> Apologies for the confusing arrangement. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion >> of people-centred, equitable and sustainable >> transport with a focus on developing countries (the 'Global South'). > > > Sincerely, > Todd Alexander Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > Phone & Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > ?Efficiency - Equity - Clarity? > > > > ------------------------------ > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > End of Sustran-discuss Digest, Vol 52, Issue 2 > ********************************************** > > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). > ----- Jonathan Richmond Transport Adviser to the Government of Mauritius Ministry of Public Infrastructure, Land Transport and Shipping Level 4 New Government Centre Port Louis Mauritius +230 707-1134 (Mauritius mobile: most reliable way to reach me at all times) +1 (617) 395-4360 (US phone number rings at home -- call me in Mauritius for the price of a call to the US). +1 (425) 998-0998 (US phone number, connects to mobile phone when in wifi zone, or goes to voice mail) +44 (0)7978 807532 (UK mobile number, connects to mobile phone when in wifi zone, or goes to voice mail). This is also a SIP number. If you have a SIP phone you can reach me by dialing: sip:447978807532@truphone.com >From Google Talk you can add me as a contact by clicking add and then entering ext+447978807532@truphone.com. Clicking on this address will then ring my mobile phone when I am in a wifi zone, or go to voice mail at other times. e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ -------------------------------------------------------- IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From whook at itdp.org Thu Dec 6 06:44:32 2007 From: whook at itdp.org (Walter Hook) Date: Wed, 5 Dec 2007 16:44:32 -0500 Subject: [sustran] Re: Jakarta busway twists and turns? In-Reply-To: <001501c83786$ea083190$be1894b0$@edu> Message-ID: <00b001c83788$05e78cc0$3601a8c0@DFJLYL81> Chris, This solution is generally pretty reasonable as you have described it. So long as there us priority leading up to the bottleneck, it is indeed the best solution. We use this solution quite a bit. We know Volvo well. Best Walter -----Original Message----- From: Chris Cherry [mailto:cherry@utk.edu] Sent: Wednesday, December 05, 2007 4:37 PM To: 'Walter Hook'; 'Jonathan Richmond' Cc: UTSG@JISCMAIL.AC.UK; 'Sustran List' Subject: RE: [sustran] Re: Jakarta busway twists and turns? I didn't work on this project directly, but if I understand it correctly, one would open up the bus lane at the bottleneck so that the traffic is always flowing out of the bottleneck at maximum capacity (so a 2 mixed + 1 BRT configuration would have an effective capacity of three lanes). The bus would still have a huge advantage in heavily congested corridors because it would effectively jump the longest queues leading up to the bottleneck and would be inhibited by mixed traffic for only a short section of the busway (like the queue formed by one cycle length). One could design it so that the queue never expanded more than one cycle length at a signalized intersection. Of course this traffic theory and technology leads to many policy and implementation questions etc and it might be dangerous to concede any bus right of way, especially in a difficult enforcement environment. Also, as the bus lane becomes more saturated with buses, the effectiveness of trying to use excess lane capacity dwindles. One note, Volvo is one of the leading bus producers in the world and sells a lot of buses in China under its joint venture Sunwin. -----Original Message----- From: Walter Hook [mailto:whook@itdp.org] Sent: Wednesday, December 05, 2007 4:11 PM To: 'Jonathan Richmond'; 'Chris Cherry' Cc: UTSG@JISCMAIL.AC.UK; 'Sustran List' Subject: RE: [sustran] Re: Jakarta busway twists and turns? The papers from Berkeley make a few generalizations that are more typical of conditions in the US than in developing countries. Segregated bus lanes will actually increase the speeds and capacity of the mixed traffic lanes if the current traffic mix includes a large number of buses with very disorganized stopping behavior. This situation is typical on many BRT corridors that ITDP is working on, all in developing countries, but it is quite rare in the US. In conditions, as frequently occurs in the US, where bus frequencies and passenger volumes are quite low, say below 5000 pphpd, and certainly below 2000pphpd, the advantages of physically segregated lanes drop if this leads to congestion of mixed traffic, since a mixed traffic lane can move almost as many people depending on the vehicle mix. This is a real issue in the US where the bus frequencies tend to be pretty low due to low demand except on a few very exceptional corridors. This would be the case on Wiltshire Boulevard, for instance, and on a few major arterials in New York, etc. Probably a cost benefit analysis of converting a mixed traffic lane to an exclusive bus lane would only yield a positive result in higher demand corridors, and so harder to sell in the US. Of course you can drop bus priority at bottlenecks, but you only need bus priority at bottlenecks, so what is the point of the bus priority? On many brt systems we are planning there are parts of the brt network where we end the physical segregation for a certain section. Flyovers are the typical situation. However, we continue the segregation up to the bottleneck, so the bus avoids the cue that sometimes forms to reach the bottleneck. This works fine. But to open the brt up only at traffic bottlenecks sort of defeats the purpose of the lane segregation otherwise, no? In the developing world, this low bus frequency is not so typical. In the case of TransJakarta the lanes look empty at times in part because the bus procurement has been held up, in part because demand is not that high yet because there are very few feeder buses, and in part because the station/bus interface in Corridor I, with only one door per bus on Corridor I, can't really handle so many buses per hour. Once these problems are resolved, then the bus frequency will be much higher, and there will no longer be empty lanes. The justification for removing segregation will be weaker. That being said, even a bus every 1.5 minutes looks pretty empty except at the stations. Stand on the road sometime and count a minute and a half inside a lane, it seems like a long time. There are bus priority systems in Europe where there are bus priorty lanes only at such bottlenecks, and they are cheaper to build but lack a system identity. Hope this clarifies rather than confuses Best Walter -----Original Message----- From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On Behalf Of Jonathan Richmond Sent: Wednesday, December 05, 2007 3:49 AM To: Chris Cherry Cc: UTSG@JISCMAIL.AC.UK; Sustran List Subject: [sustran] Re: Jakarta busway twists and turns? I am very interested in this - does anyone think that this principle could be extended to optimizing the use of BRT rights of way to allow buses to enter and leave at various points without causing congestion? On Tue, 4 Dec 2007, Chris Cherry wrote: > There has been some research coming out of the transportation engineering > (Michael Cassidy and Carlos Daganzo) group looking at trying to maximize the > use of these "empty" BRT lanes (or any limited access lane for that matter). > Essentially, if planned right, one could allow vehicles to enter the > restricted lane only at bottlenecks in the system and thus vastly increase > the throughput of cars with minimal disruption to buses. They have been > looking at this from the context of HOV lanes in the USA, but have recently > been trying to apply the theory to busways in China. This would ultimately > improve the efficiency of the transportation system, reduce congestion and > potentially allow the drivers to perceive the BRT system in a better light. > Of course there are a lot of policy issues around letting cars in some > strategic areas of the BRT system and convincing them that it is not > beneficial to let them in the entire system. Here are a couple of paper out > of the UC-Berkeley Volvo Center > > http://www.its.berkeley.edu/publications/UCB/2007/VWP/UCB-ITS-VWP-2007-1.pdf > http://www.its.berkeley.edu/publications/ucb/2005/vwp/ucb-its-vwp-2005-2.pdf > > > Chris Cherry > Assistant Professor > Civil and Environmental Engineering > University of Tennessee-Knoxville > 223 Perkins Hall > Knoxville, TN 37996-2010 > phone: 865-974-7710 > mobile: 865-684-8106 > fax: 865-974-2669 > http://web.utk.edu/~cherry > > > > > ---------------------------------------------------------------------- > > Message: 1 > Date: Mon, 03 Dec 2007 03:13:00 -0700 > From: John Ernst > Subject: [sustran] Re: Jakarta busway twists and turns? > To: > Message-ID: <20071202181335.859F92DB9C@mx-list.jca.ne.jp> > Content-Type: text/plain; charset="us-ascii"; format=flowed > > > If I can pick up this now dated thread on the Jakarta busway (with > apologies, I was on vacation)... > > I agree with the assessment that the Jakarta busway is in serious > trouble. It is also true that former Governor Sutiyoso forced the > busway through. (I still complement him for it because my guess is > that going slow would have meant not going at all.) > > I believe Jakarta holds the record as the shortest design and build > time of any full BRT in the world. (I would welcome hearing of other > systems that might be contenders.) Jakarta officially started > planning in May of 2003. By early 2008 it will have about 200km of > corridors, or an average of 40km per year from conception to > operation. By 'full BRT', I basically mean segregated lanes, raised > platforms and pre-board fare collection, but we could niggle on mixed > traffic sections of segregated corridors, etc. (Keep in mind that I > am definitely talking about quantity here, not quality.) > > One of the main consequences of Sutiyoso's rapid implementation is > that there was little legal work completed. There is no provision in > law or regulation for the busway itself, it is actually a > manipulation of normal bus route licenses. The appropriation of road > space for the busway is also a gray area. My understanding is that > because the busway does not have clear legal basis, the police > consider it up to their discretion whether or not they enforce the > corridors. > > This year, one of the new corridors under construction is in a very > wealthy area. So, there have been a lot of complaints about losing > road space for cars. A lot of this is misunderstanding -- in that > area the city will widen the road to preserve the same number of > mixed traffic lanes, although narrower ones. In the meantime, the > police have reacted by opening more and more sections of bus lanes to > mixed traffic. > > ITDP is one group working to keep BRT on course in Jakarta. We have > this year begun working more with the police (city police in > Indonesia are not under city government, but under a national police > agency). For example, we took a key member of the police to Bogota > for the transit fair last month. > > I agree fully with Carlos Pardo's comments (Nov 23) about the > difficulty of convincing the public about BRT lanes. Overall, this > is an interesting problem in implementing BRT systems: the lanes > often look empty. When we see a photo of a BRT, it always has a bus > or two in the lane, but between buses you see only 2-5 minutes of > empty lane -- at least in closed systems without overlapping > routes. On the other hand, if the mixed traffic lanes are not > congested, there is no reason to build segregated BRT lanes. > > In a city like Jakarta, where for 20 years streets have been > generally filled curb-to-curb, it is very hard to accept that a lane > that looks empty could be carrying 10 or 20 times as many passengers > as the ones that look chock-full. You can imagine the pressure on > the police officer on the street. > > A lot needs to be done to improve the capacity and performance of the > Jakarta busway. Hopefully that will soon include returning to full > enforcement of all busway corridors. While several scenarios are > possible, it's unlikely to fully happen until the 3 corridors now > under construction start operating at full service. If history is > any guide, that could be around next June. > > I hope this information is useful. Sorry to be slow to pitch in. > > Best, > John > > At 11:09 PM 11/21/2007, you wrote: >> Evidence on the ground in Jakarta suggest that there is indeed cause for >> serious concern over the continued viability of Bus Rapid Transit in >> Jakarta. The history of excellent measures being scrapped due to problems > of >> implementation is crowded enough to give one pause. >> >> The whole endeavor was basically forced through on the force of personality >> by Governor Sutiyoso loosely based on Transmilenio, Bogota. His gamble >> seemed a good one at the time: We can endure the hardship of construction >> and the initial decrease in the flow of traffic confident that in the >> medium-term, more people will take to the buses, even those with cars, and >> overall mobility as quantified and perceived will increase. The problem is >> that even Jakartans that one would expect to support the busway are now >> incensed at the dramatically worsening of conditions. They eagerly await >> what they perceive as the all but inevitable rolling back of the program > and >> a return to the ever expanding asphalt approach to mobility. >> >> I am not aware of serious endeavors towards course correction but I will >> inquire a bit. >> >> Robert Cowherd, PhD, Associate Professor of Architecture >> Wentworth Institute of Technology 550 Huntington Ave. Boston, MA 02115 USA >> cowherdr@wit.edu; +1 617 989-4453 >> >> >> On 11/21/07 8:43 AM, "Walter Hook" wrote: >> >>> John ernst tells me that several of the corridors have been open for > some >>> time now during the construction, but that it is temporary. >>> >>> w >>> >>> -----Original Message----- >>> From: sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org >>> [mailto:sustran-discuss-bounces+whook=itdp.org@list.jca.apc.org] On > Behalf >>> Of Paul Barter >>> Sent: Wednesday, November 21, 2007 1:49 AM >>> To: Global 'South' Sustainable Transport >>> Subject: [sustran] Jakarta busway twists and turns? >>> >>> The Jakarta busways appear to be facing some curious decisions according >>> to this Jakarta Post article below. >>> >>> See near the end where it says: >>> "On Nov. 5 the administration announced motorists would be permitted to >>> use certain sections of other busway corridors in the city for a month. >>> The decision was made to ease traffic congestion caused by the ongoing >>> construction of the three new corridors." >>> >>> This means mixed traffic is being allowed into operational busways? >>> Can anyone fill in the background on what is going on in Jakarta? Should >>> we be worried about the future of BRT there or is this a minor hiccup? >>> >>> Paul >>> ------------------------------------------------------- > > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > John Ernst - Senior Program Director > ITDP - The Institute for Transportation and Development Policy > 127 W 26th St. Suite 1002, New York, NY 10001 > Tel +1 (212) 629-8001 Direct Tel +1 (347) 694-4771 Direct Fax > +1 (801) 365-5914 > Skype: john.ernst > > Promoting environmentally sustainable and equitable transportation worldwide > Visit http://www.itdp.org > - - - - - - - - - - - - - - - - - - - - - - - - - - - - > > > > ------------------------------ > > Message: 2 > Date: Mon, 03 Dec 2007 12:42:19 -0800 > From: Todd Alexander Litman > Subject: [sustran] Re: Fwd: Event: Getting the climate right for > transport > To: "Paul Barter" , > sustran-discuss@list.jca.apc.org > Message-ID: <6.2.3.4.2.20071203123020.03a7e830@mail.islandnet.com> > Content-Type: text/plain; charset="iso-8859-1"; format=flowed > > > Last week I attended the National Renewable > Energy Laboratory (NREL) Energy Analysis Forum in > Golden, Colorado > (http://www.nrel.gov/analysis/news.html ), where > leading North American energy analysts shared the > latest thinking concerning greenhouse gas > emission reduction strategies and legislation, > much of which involves emission cap and trade > programs > (http://www.rff.org/rff/News/Releases/2007Releases/loader.cfm?url=/commonspo > t/security/getfile.cfm&PageID=31222 > ). Similarly, a recent report by McKinsey, > "Reducing U.S. Greenhouse Gas Emissions: How Much > At What Cost" > (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp > ) estimates the economic costs of achieving emission reduction targets. > > Virtually all these analyses are biased against > mobility management (various strategies that > increase transport system efficiency by improving > mobility options, encouraging use of more > efficient modes, and reducing the need to travel), for the following > reasons: > > * Co-benefits are ignored. Current analysis gives > virtually no consideration to benefits such as > reduced traffic congestion, road and parking cost > savings, consumer savings, reduced traffic risk, > improved mobility for non-drivers, and improved > public health, although these benefits are often > larger in total value than emission reduction > benefits (see http://www.vtpi.org/tdm and > www.ap-net.org/docs/16th_seminar/huizenga_caiasia_special.pdf ). > > * Current analysis generally ignores the > additional external costs that result when > increased vehicle fuel efficiency and subsidized > alternative fuels stimulates additional vehicle > travel, called a "rebound effect" (see > http://www.vtpi.org/cafe.pdf and > http://www.rff.org/documents/RFF-DP-04-53.pdf ). > > * Mobility management emission reductions are > considered difficult to predict. Although case > studies and models are available for many of > these strategies (see for example, case studies > in http://www.vtpi.org/tdm and the TRIMMS Model > at http://www.nctr.usf.edu/abstracts/abs77704.htm > ), such models are not widely available or designed for energy planning. > > * Mobility management programs are considered > difficult to implement. Such programs often > involve multiple stakeholders, such as regional > and local governments, employers and developers, > and various special interest groups. Even PAYD, a > relatively simple strategy, requires cooperation > of insurance regulators, insurance companies, and > various special interest groups. As a result, > they tend to seem difficult and risky compared > with other emission reduction strategies that > only require changes to utility operations, fuel production or vehicle > designs. > > * Analysis often assume that current transport > patterns are economically optimal and any > reduction in vehicle travel harms consumers and > the economy. This ignores various market > distortions that stimulate motor vehicle travel, > and the benefits to consumers and the economy of > many mobility management strategies > (www.vtpi.org/distortions_BPJ.pdf > ). With improved travel options and efficient > incentives travel reductions reflect low-value > vehicle-miles that consumers willingly forego in > exchange for cost savings. In a more optimal > market, with efficient road, parking and vehicle > insurance pricing, and more optimal planning > practices, motorists would drive significantly > less and be better off overall (http://www.vtpi.org/sotpm.pdf ). > > > Described differently, there are two general > approaches to reducing transportation emissions: > reduce emission rates per vehicle-kilometer or > reduce total vehicle-travel. The first generally > seems easier, because it simply requires changing > fuels or vehicle design, but, if done correctly, > the second provides far more total benefits. As a > result, significant emission reductions can be > achieved with negative costs (they provide net economic benefits). > > Due to these factors, currently proposed emission > reduction programs will not implement mobility > management as much as optimal and so will fail to > achieve other important benefits such as > congestion reductions, crash reductions, consumer > savings and equity objectives > (http://www.vtpi.org/wwclimate.pdf ). A truly > sustainable transportation system requires more > than simply reducing consumption of fossil fuels, > it requires creating a more efficient > transportation system. It will be up to those of > us who understand the wider value of mobility > management to educate decision makers about their > full benefits and overcome barriers, so they can > be implemented as much as justified. > > Please let me know if you have comments or questions. > > > Best wishes, > -Todd Litman > > At 11:06 PM 12/1/2007, Paul Barter wrote: >> Trying to forward this message which the list blocked for some reason. >> Paul >> >> ---------- Forwarded message ---------- >> From: Carlosfelipe Pardo >> To: Global 'South' Sustainable Transport >> Date: Sat, 01 Dec 2007 18:05:30 -0500 >> Subject: Event: Getting the climate right for transport >> Transport side event at COP 13, Bali Indonesia >> Organized by TRL/GTZ, UITP, UIC, ITPS >> >> The German Technical Cooperation (GTZ) will host a side event titled > "Getting >> the climate right for transport" at the United Nations Climate Change >> Conference (COP 13) in Bali. The event will be in cooperation with the >> Transport Research Laboratory (UK), UITP, UIC and Institution for Transport >> Policy Studies (Japan). >> >> The event will discuss future pathways to a more sustainable transport >> system along with options for decision-makers to integrate climate change >> mitigation measures into the transport sector. >> >> The event will take place on 7th and 8th December, 2007 from 1 to 3 pm in >> the Tidal Room at the Grand Hyatt Hotel. >> >> The event will combine practical as well as methodological approaches with >> actual experience on sustainable transportation. The draft program is on > our >> SUTP website at www.sutp.org . >> >> At this event Mr. Manfred Breithaupt (GTZ) and Mr. Holger Dalkmann (TRL) >> will present the new sourcebook module titled "Transport and Climate >> Change", which is the latest publication in the GTZ Sustainable Urban >> Transport series, and discuss available instruments to reduce carbon > dioxide >> emissions in the transport sector. >> >> The module summarises the challenges that climate change mitigation has to >> face in the transport sector and presents the major options and instruments >> available to deal with them. The module also explains the various >> sustainable transport policy and planning options and sketches out their >> potential for reducing carbon dioxide emissions. >> With the new module, the GTZ Sustainable Urban Transport Sourcebook now has >> 26 modules focussing on various issues of transportation. All the modules >> are available to download from the SUTP websites at no cost ( >> http://www.sutp.org and http://www.sutp.cn for Chinese users). >> >> -- >> Carlosfelipe Pardo >> Coordinador de Proyecto- Project Coordinator >> GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) >> Cl 93A # 14-17 of 708 >> Bogot? D.C., Colombia >> Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 >> carlos.pardo@sutp.org www.sutp.org >> -------------------------------------------------------- >> IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. >> >> Please go to >> http://list.jca.apc.org/manage/listinfo/sustran-discuss >> to join the real sustran-discuss and get full >> membership rights. The yahoogroups version is >> only a mirror and 'members' there cannot post to >> the real sustran-discuss (even if the >> yahoogroups site makes it seem like you can). >> Apologies for the confusing arrangement. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion >> of people-centred, equitable and sustainable >> transport with a focus on developing countries (the 'Global South'). > > > Sincerely, > Todd Alexander Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > Phone & Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > ?Efficiency - Equity - Clarity? > > > > ------------------------------ > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > End of Sustran-discuss Digest, Vol 52, Issue 2 > ********************************************** > > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). > ----- Jonathan Richmond Transport Adviser to the Government of Mauritius Ministry of Public Infrastructure, Land Transport and Shipping Level 4 New Government Centre Port Louis Mauritius +230 707-1134 (Mauritius mobile: most reliable way to reach me at all times) +1 (617) 395-4360 (US phone number rings at home -- call me in Mauritius for the price of a call to the US). +1 (425) 998-0998 (US phone number, connects to mobile phone when in wifi zone, or goes to voice mail) +44 (0)7978 807532 (UK mobile number, connects to mobile phone when in wifi zone, or goes to voice mail). This is also a SIP number. If you have a SIP phone you can reach me by dialing: sip:447978807532@truphone.com >From Google Talk you can add me as a contact by clicking add and then entering ext+447978807532@truphone.com. Clicking on this address will then ring my mobile phone when I am in a wifi zone, or go to voice mail at other times. e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ -------------------------------------------------------- IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to join the real sustran-discuss and get full membership rights. The yahoogroups version is only a mirror and 'members' there cannot post to the real sustran-discuss (even if the yahoogroups site makes it seem like you can). Apologies for the confusing arrangement. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From edelman at greenidea.eu Thu Dec 6 06:54:24 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 05 Dec 2007 22:54:24 +0100 Subject: [sustran] Re: Jakarta busway twists and turns? In-Reply-To: <001501c83786$ea083190$be1894b0$@edu> References: <00ad01c83783$66be4c50$3601a8c0@DFJLYL81> <001501c83786$ea083190$be1894b0$@edu> Message-ID: <47571E10.6050106@greenidea.eu> Chris Cherry wrote: [...] > One note, Volvo is one of > the leading bus producers in the world and sells a lot of buses in China > under its joint venture Sunwin. [...] MY apologies! I am well-aware of Volvo has a bus (and truck) maker, and a biogas train powered by Volvo engines is part of the subject matter of the first entry on my Blog. I have spoken to Volvo Bus UK people about regulations related to front bike racks. I simply thought I had looked into the Volvo Foundations before - these are funders of the programme at UC Berkeley - and thought it was part of the Volvo CAR brand (currently owned by Ford). I think I had also confused it with some other "green" transport think tank run by another automobile manufacturer. (On the same issue, people should know that the biggest Czech automobile manufacturer - Skoda Auto - is owned by VW - and it is 100% split from Skoda Transporation which makes trams, trolleybuses, metro cars, etc.). So, sorry again.... Yours with less haste and more truthful throughput, T -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From carlosfpardo at gmail.com Thu Dec 6 22:16:30 2007 From: carlosfpardo at gmail.com (carlosfpardo at gmail.com) Date: Thu, 6 Dec 2007 08:16:30 -0500 (EST) Subject: [sustran] IHT.com Article: Does building new roads help or hurt global warming? Message-ID: <20071206131630.5B1C4FA24@dumpty.iht.com> This IHT.com article has been sent to you by: carlosfpardo@gmail.com Particularly interesting the info about Paris\'s pledge to end new highway construction. ------------------------------------------------------ Does building new roads help or hurt global warming? By James Kanter International Herald Tribune Wednesday, December 5, 2007 Seeking a place in the vanguard of the battle against global warming, France last month unveiled a package of ambitious pledges that included a particularly bold proposition: An end to new highway construction. Environmentalists cheered the development, but they are watching carefully. They want the government to publish specific measures by next March, and they also want to make sure that loopholes - such as allowing new roads to relieve congestion and promote safety - are not abused. "Every politician in the country wants to keep the power to build small roads," said Michel Dubromel, a transport expert with France Nature Environnement, a federation of environmental groups. Even so, the tentative steps France is taking to slow road building are in sharp contrast with developments elsewhere in Europe and many other parts of the world. And even environmental groups concede the positive role new roads can sometimes play in promoting mass transit, for example, or easing fuel-wasting bottlenecks. One of the biggest projects is the Asian Highway, a network of new and upgraded roads spanning 140,000 kilometers, or about 87,000 miles, and crisscrossing 32 countries from Southeast Asia to Central Asia. Another project is a vast ring road 7,500 kilometers long that would snake around the Black Sea and link Armenia with Turkey and Georgia. Further to the west, large-scale highway projects from the Balkans to the Baltic are under way to link isolated towns and villages with the rest of the European continent. But many of these costly road projects are draining money away from environmentally friendlier transport, such as rail services, according to Anelia Stefanova, the transport coordinator for CEE Bankwatch Network, a group that monitors public funding in Central and Eastern Europe. Stefanova said the European Union had budgeted about ?25 billion, or nearly $37 billion, which is more than half of all its transport investments in the region, for new road projects for countries including Poland and Bulgaria over the next five years. She said railways in the region would only receive half that amount, undermining the EU goal of shifting more transport from trucks to less-polluting trains. Advocates for roads say that comparing funding for trains and roads is shortsighted. Roads can relieve poverty, allow access to education and health services and open up new markets - and they often accomplish these far more effectively than other forms of transport alone, said Sybille Rupprecht, the director general of the International Road Federation. "You can't go into every village by rail or inland waterway," said Rupprecht, whose organization represents the world's road-building associations as well as major constructors like Colas of France and Budimex Dromex of Poland. "At some point you need roads." As well as playing a vital role in development, new roads can in some cases also benefit the environment by bypassing city centers and completing links between strips of highway where drivers still use circuitous routes, she said. Without such improvements, drivers are stuck in stop-and-go traffic, burning more fuel and releasing more emissions than they would if direct routes existed, she said. Many environmentalists acknowledge the role roads can play in pulling people out of poverty, and they concede that lower carbon alternatives like buses and bicycles also benefit from paved surfaces. But they are skeptical about expanding roads in the name of environmental protection. "Under almost any set of plausible assumptions, widening a highway in a congested urban area will substantially increase long-term greenhouse gas emissions," said Clark Williams-Derry, the research director for the Sightline Institute, a think-tank based in Seattle. Williams-Derry, who wrote a report on the environmental effects of expanding highways published in October, said there may be short-term benefits from building bigger roads. But those benefits would last only about five years before larger numbers of road users began to use the route, producing more emissions and ultimately more congestion. In Western Europe, cars tend to be more fuel efficient than American models, but Williams-Derry said that new traffic would quickly overwhelm any congestion benefits there, too. For the moment, France may be the only country where a government is considering a formal moratorium on road construction. But environmentalists claim some notable victories against roads. In 2003, Mayor Myung Bak Lee of Seoul defied local lobbies and replaced a six-kilometer elevated highway that once covered the Cheonggyecheon River in the city center with parks, walkways and cycle routes. Seattle voters in November rejected a package of road and mass transit measures, in part, environmentalists say, because of concerns that more highways would add to global warming. And in Poland, the European Court of Justice is to rule on whether the Polish government's promotion of highways between Warsaw and the Finnish capital, Helsinki, ignored EU legislation on preserving important natural habitats, including some of Europe's last pristine wetlands and primeval forest. http://www.iht.com/articles/2007/12/05/business/greencol06.php From richmond at alum.mit.edu Fri Dec 7 20:51:27 2007 From: richmond at alum.mit.edu (Jonathan Richmond) Date: Fri, 7 Dec 2007 15:51:27 +0400 (Arabian Standard Time) Subject: [sustran] Formulas for value capture in transport Message-ID: Firstly, thanks to the many people who have given me great feedback on my earlier questions! I find myself learning a great deal as I find myself faced with having to take practical steps which may be different from those suggested by academic theories! We are building a new highway and have decided we wish developers to share the costs. Right now, we are having some developer discussions, but urgently need to formalize them by the use of a formula which reflects the value developers will receive from the presence of the highway, and asks them to pay for it. I would much appreciate hearing of formulas in use throughout the world, and how well they have worked out in practice. My first thought is to assess the likely trip attraction/generation associated with each developer's activities. Then estimate likely total atttraction/generation associated with all new developments related to the highway and compare this to the total volume of usage expected on the highway (which includes trips by people not gaining access to the development). Then charge developers that fraction of highway construction costs which relates to their predicted share of vehicle movements. But there are other approaches I can think of, including using as basis the the value of increased business the developers get as a result of the highway... Any ideas would be much appreciated, bearing in mind that we need something we can use quickly and which can be shown to be fair to developers (who have some political clout) and to the public as a whole! Many thanks! --Jonathan! ----- Jonathan Richmond Transport Adviser to the Government of Mauritius Ministry of Public Infrastructure, Land Transport and Shipping Level 4 New Government Centre Port Louis Mauritius +230 707-1134 (Mauritius mobile: most reliable way to reach me at all times) +1 (617) 395-4360 (US phone number rings at home -- call me in Mauritius for the price of a call to the US). +1 (425) 998-0998 (US phone number, connects to mobile phone when in wifi zone, or goes to voice mail) +44 (0)7978 807532 (UK mobile number, connects to mobile phone when in wifi zone, or goes to voice mail). This is also a SIP number. If you have a SIP phone you can reach me by dialing: sip:447978807532@truphone.com >From Google Talk you can add me as a contact by clicking add and then entering ext+447978807532@truphone.com. Clicking on this address will then ring my mobile phone when I am in a wifi zone, or go to voice mail at other times. e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ From litman at vtpi.org Fri Dec 7 23:28:38 2007 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 07 Dec 2007 06:28:38 -0800 Subject: [sustran] Re: Formulas for value capture in transport In-Reply-To: References: Message-ID: <6.2.3.4.2.20071207062420.07519d18@mail.islandnet.com> The following report summarizes the literature on value capture, including discussion of implementation mechanisms. Although it mainly deals with capturing the value of transit projects, there are some references to the impacts that highway proximity has on property values. "Financing Transit Systems Through Value Capture: An Annotated Bibliography" (http://www.vtpi.org/smith.pdf ). Best wishes, -Todd Litman At 03:51 AM 12/7/2007, Jonathan Richmond wrote: >Firstly, thanks to the many people who have given me great feedback on my >earlier questions! I find myself learning a great deal as I find myself >faced with having to take practical steps which may be different from >those suggested by academic theories! > >We are building a new highway and have decided we wish developers to share >the costs. Right now, we are having some developer discussions, but >urgently need to formalize them by the use of a formula which reflects the >value developers will receive from the presence of the highway, and asks >them to pay for it. > >I would much appreciate hearing of formulas in use throughout the world, >and how well they have worked out in practice. My first thought is to >assess the likely trip attraction/generation associated with each >developer's activities. Then estimate likely total atttraction/generation >associated with all new developments related to the highway and compare >this to the total volume of usage expected on the highway (which includes >trips by people not gaining access to the development). Then charge >developers that fraction of highway construction costs which relates to >their predicted share of vehicle movements. > >But there are other approaches I can think of, including using as basis >the the value of increased business the developers get as a result of the >highway... > >Any ideas would be much appreciated, bearing in mind that we need >something we can use quickly and which can be shown to be fair to >developers (who have some political clout) and to the public as a whole! > >Many thanks! > > --Jonathan! >----- >Jonathan Richmond >Transport Adviser to the Government of Mauritius >Ministry of Public Infrastructure, Land Transport and Shipping >Level 4 >New Government Centre >Port Louis >Mauritius > >+230 707-1134 (Mauritius mobile: most reliable way to reach me at >all times) > >+1 (617) 395-4360 (US phone number rings at home -- call me in >Mauritius for the price of a call to the US). > >+1 (425) 998-0998 (US phone number, connects to mobile phone when in >wifi zone, or goes to voice mail) > >+44 (0)7978 807532 (UK mobile number, connects to mobile phone when in >wifi zone, or goes to voice mail). This is also a SIP number. If you >have a SIP phone you can reach me by dialing: sip:447978807532@truphone.com > > >From Google Talk you can add me as a contact by clicking add and >then entering ext+447978807532@truphone.com. Clicking on this address >will then ring my mobile phone when I am in a wifi zone, or go to voice >mail at other times. > >e-mail: richmond@alum.mit.edu >http://the-tech.mit.edu/~richmond/ > >-------------------------------------------------------- >IMPORTANT NOTE to everyone who gets sustran-discuss messages via YAHOOGROUPS. > >Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss >to join the real sustran-discuss and get full membership rights. The >yahoogroups version is only a mirror and 'members' there cannot post >to the real sustran-discuss (even if the yahoogroups site makes it >seem like you can). Apologies for the confusing arrangement. > >================================================================ >SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >equitable and sustainable transport with a focus on developing >countries (the 'Global South'). Sincerely, Todd Alexander Litman Victoria Transport Policy Institute (www.vtpi.org) litman@vtpi.org Phone & Fax 250-360-1560 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA "Efficiency - Equity - Clarity" From carlosfpardo at gmail.com Sat Dec 8 00:32:44 2007 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Fri, 07 Dec 2007 10:32:44 -0500 Subject: [sustran] Spanish translations of modules- Transport and Climate Change, Gender and Urban Transport Message-ID: <4759679C.6080006@gmail.com> Dear all, The Sustainable Urban Transport Project has published the Spanish translation of the module 5e "Transport and Climate Change" (Transporte y Cambio Clim?tico"), originally written by Holger Dalkmann and Charlotte Brannigan. The Spanish module can be downloaded from the link given below. The Project has also published today the Spanish translation of the module 7a "Gender and Urban Transport" ("G?nero y Transporte Urbano"), originally written by Mika Kunieda and Aim?e Gauthier. The Spanish module can be downloaded from the link given below. As always, comments and suggestions are most welcome. Links: Transporte y Cambio Clim?tico: http://www.sutp.org/component/option,com_docman/task,doc_details/gid,386/Itemid,54/lang,uk/ G?nero y Transporte Urbano: http://www.sutp.org/component/option,com_docman/task,doc_details/gid,387/Itemid,54/lang,uk/ Please note: you must be registered to download these modules. Registration can be done in this link: http://www.sutp.org/component/option,com_comprofiler/task,registers/lang,uk/ in Spanish: http://www.sutp.org/component/option,com_comprofiler/task,registers/lang,es/ Best regards, -- Carlosfelipe Pardo Coordinador de Proyecto- Project Coordinator GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) Cl 93A # 14-17 of 708 Bogot? D.C., Colombia Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 carlos.pardo@sutp.org www.sutp.org From sutp at sutp.org Sat Dec 8 00:49:41 2007 From: sutp at sutp.org (Sustainable Urban Transport Project- SUTP) Date: Fri, 07 Dec 2007 10:49:41 -0500 Subject: [sustran] Spanish translations of modules- Transport and Climate Change, Gender and Urban Transport Message-ID: <47596B95.7020805@sutp.org> Dear all, The Sustainable Urban Transport Project has published the Spanish translation of the module 5e "Transport and Climate Change" (Transporte y Cambio Clim?tico"), originally written by Holger Dalkmann and Charlotte Brannigan. The Spanish module can be downloaded from the link given below. The Project has also published today the Spanish translation of the module 7a "Gender and Urban Transport" ("G?nero y Transporte Urbano"), originally written by Mika Kunieda and Aim?e Gauthier. The Spanish module can be downloaded from the link given below. As always, comments and suggestions are most welcome. Links: Transporte y Cambio Clim?tico: http://www.sutp.org/component/option,com_docman/task,doc_details/gid,386/Itemid,54/lang,uk/ G?nero y Transporte Urbano: http://www.sutp.org/component/option,com_docman/task,doc_details/gid,387/Itemid,54/lang,uk/ Please note: you must be registered to download these modules. Registration can be done in this link: http://www.sutp.org/component/option,com_comprofiler/task,registers/lang,uk/ in Spanish: http://www.sutp.org/component/option,com_comprofiler/task,registers/lang,es/ Best regards, -- Carlosfelipe Pardo Coordinador de Proyecto- Project Coordinator GTZ - Proyecto de Transporte Sostenible (SUTP, SUTP-LAC) Cl 93A # 14-17 of 708 Bogot? D.C., Colombia Tel/fax: +57 (1) 236 2309 Mobile: +57 (3) 15 296 0662 carlos.pardo@sutp.org www.sutp.org From litman at vtpi.org Sat Dec 8 05:10:42 2007 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 07 Dec 2007 12:10:42 -0800 Subject: [sustran] Smart Transport Emission Reductions - VTPI Special News Message-ID: <6.2.3.4.2.20071207121025.03ac65f8@mail.islandnet.com> Dear Colleagues, Last week I attended the Energy Analysis Forum sponsored by the National Renewable Energy Laboratory (http://www.nrel.gov/analysis/news.html ), where leading North American energy analysts discussed current thinking concerning greenhouse gas emission reduction strategies, much of which involves emission cap and trade programs (http://www.rff.org/rff/News/Releases/2007Releases/July2007ClimateChangeBillsinCongress.cfm ). Similarly, a recent report by McKinsey, "Reducing U.S. Greenhouse Gas Emissions: How Much At What Cost" (http://www.mckinsey.com/clientservice/ccsi/greenhousegas.asp ) evaluates emission reduction strategies according to their cost effectiveness. Virtually all this analysis is biased against mobility management (strategies that increase transport system efficiency by improving accessibility options and applying more efficient incentives, described at http://www.vtpi.org/tdm ), for the following reasons: * Co-benefits are ignored. Current analysis gives little consideration to benefits such congestion reduction, road and parking facility cost savings, consumer savings, reduced traffic accidents, and improved mobility for non-drivers, although these benefits are often larger in total value than emission reduction benefits. When all impacts are considered, mobility management strategies are often among the most cost effective GHG emission reduction strategies, because they are justified on economic grounds and so provide "free" environmental benefits (see http://www.vtpi.org/winwin.pdf ). * Current analysis generally ignores the additional external costs that result when increased vehicle fuel efficiency and subsidized alternative fuels stimulates additional vehicle travel, called a "rebound effect" (see http://www.vtpi.org/cafe.pdf and http://www.rff.org/documents/RFF-DP-04-53.pdf ). * Mobility management emission reductions are considered difficult to predict. Although case studies and models are available for many of these strategies (see for example, http://www.vtpi.org/tdm , www.ccap.org/trans.htm and the TRIMMS Model at http://www.nctr.usf.edu/abstracts/abs77704.htm ) this information is not widely applied to energy planning. * Mobility management programs are considered difficult to implement. Such programs often involve multiple stakeholders, such as regional and local governments, employers and developers, and various special interest groups. As a result, they tend to seem difficult and risky compared with other emission reduction strategies that only require changes to utility operations, fuel production or vehicle designs (http://www.cleanairnet.org/caiasia/1412/articles-70119_paper.pdf ). * Analysis often assumes that vehicle travel reductions harm consumers and the economy. In fact, many mobility management strategies benefit consumers directly and increase economic productivity (www.nctr.usf.edu/pdf/77704.pdf ). Our research indicates that with more optimal pricing and planning practices, travelers would choose to drive less, use alternative modes more, and be better off overall as a result (http://www.vtpi.org/sotpm.pdf ). Described differently, there are two general approaches to reducing transportation emissions: reduce emission rates per vehicle-kilometer or reduce total vehicle-travel. The first often seems easier, but if done correctly, the second provides far more benefits and so is often best overall (http://www.vtpi.org/wwclimate.pdf ). Currently proposed emission reduction programs (particularly those that rely on cap-and-trade) will not implement mobility management as much as optimal, and will miss an opportunity to help address other planning objectives, such as congestion reductions, crash reductions, consumer savings and improved mobility for non-drivers. It is up to people who understand the wider value of mobility management to educate energy analysts about these issues, so mobility management can receive the support justified. Please let me know if you have comments or questions. Sincerely, Todd Alexander Litman Victoria Transport Policy Institute (www.vtpi.org) litman@vtpi.org Phone & Fax 250-360-1560 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA "Efficiency - Equity - Clarity" From edelman at greenidea.eu Wed Dec 12 10:51:46 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 12 Dec 2007 02:51:46 +0100 Subject: [sustran] UPDATED! Green Idea Factory's "Public Transport: Self-Harming Adverts" Message-ID: <475F3EB2.7070205@greenidea.eu> Hi, My series on Self-Harming Adverts in Public Transport ...has been updated with contributions from Brazil and beyond... See: Brazil: Prague: Be good, T -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From sujit at vsnl.com Wed Dec 12 15:10:42 2007 From: sujit at vsnl.com (Sujit Patwardhan) Date: Wed, 12 Dec 2007 11:40:42 +0530 Subject: [sustran] Re: UPDATED! Green Idea Factory's"Public Transport: Self-Harming Adverts" In-Reply-To: <475F3EB2.7070205@greenidea.eu> References: <475F3EB2.7070205@greenidea.eu> Message-ID: <4cfd20aa0712112210j5630a0cbl7fafb56de33b7e4c@mail.gmail.com> Absolutely scandelous!!!! Thank you Todd for the collection. A timely warning of things to come for countries like India. -- Sujit On Dec 12, 2007 7:21 AM, Todd Edelman, Green Idea Factory < edelman@greenidea.eu> wrote: > Hi, > > My series on Self-Harming Adverts in Public Transport > > > > ...has been updated with contributions from Brazil and beyond... > > See: > > Brazil: > > > > > > > > > Prague: > > > > > > > > Be good, > T > > -- > -------------------------------------------- > > Todd Edelman > Director > Green Idea Factory > > Korunni 72 > CZ-10100 Praha 10 > Czech Republic > > Skype: toddedelman > ++420 605 915 970 > ++420 222 517 832 > > edelman@greenidea.eu > http://greenideafactory.blogspot.com/ > www.flickr.com/photos/edelman > > Green Idea Factory is a member of World Carfree Network > www.worldcarfree.net > > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to > join the real sustran-discuss and get full membership rights. The > yahoogroups version is only a mirror and 'members' there cannot post to the > real sustran-discuss (even if the yahoogroups site makes it seem like you > can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > -- ------------------------------------------------------ Sujit Patwardhan sujit@vsnl.com sujitjp@gmail.com "Yamuna", ICS Colony, Ganeshkhind Road, Pune 411 007 India Tel: 25537955 ----------------------------------------------------- Hon. Secretary: Parisar www.parisar.org ------------------------------------------------------ Founder Member: PTTF (Pune Traffic & Transportation Forum) www.pttf.net ------------------------------------------------------ From edelman at greenidea.eu Wed Dec 12 19:10:29 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 12 Dec 2007 11:10:29 +0100 Subject: [sustran] Correction Re: UPDATED! Green Idea Factory's "Public Transport: Self-Harming Adverts" Message-ID: <475FB395.9050102@greenidea.eu> Hi, Regarding... My series on Self-Harming Adverts in Public Transport ... the following are ONLY in a marketing brochure, not on public transport vehicles in Prague: But this advert IS on a tram in Prague: We regret the error, T -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net [carfree_network] list guidelines and unsubscribe information are found at http://www.worldcarfree.net/listservs/. Send messages for the entire list to carfree_network@lists.riseup.net. Send replies to individuals off-list. From itdpasia at comcast.net Fri Dec 14 06:29:24 2007 From: itdpasia at comcast.net (John Ernst) Date: Thu, 13 Dec 2007 14:29:24 -0700 Subject: [sustran] Re: World Throughput Update (was Re: Jakarta busway twists and turns?) In-Reply-To: <4756E992.8060209@greenidea.eu> References: <20071204030123.C72F52D9F3@mx-list.jca.ne.jp> <000001c836c0$7870fab0$6952f010$@edu> <46E2E1971BCEC1459149FBB1A4B4342CC7353E@wricsex029330.WRI.CRM.Local> <4756E992.8060209@greenidea.eu> Message-ID: <20071213214859.3B8892D807@mx-list.jca.ne.jp> Dear Todd, At 11:10 AM 12/5/2007, Todd Edelman, Green Idea Factory wrote: [...] >> In a city like Jakarta, where for 20 years streets have been >> generally filled curb-to-curb, it is very hard to accept that a lane >> that looks empty could be carrying 10 or 20 times as many passengers >> as the ones that look chock-full. You can imagine the pressure on >> the police officer on the street. >> >HOW about a large portable L.E.D. sign - similar to ones warning of road >hazards, temporary speed limit, etc. - which shows current passenger >throughput? It could be based on average occupancy of private cars and >buses... one such apparatus could be moved to different locations, would >look great on TV, etc... there could be a live throughput counter on >municipal website, local news websites... Just to let you know, I like your idea for a variable message sign showing passenger throughput. and have been thinking about how to implement it. The critical aspect is that the sign at least appears to be giving accurate information. (Jakarta has had signs for years allegedly giving current pollution readouts, but they are either displaying crazily optimistic numbers or simply not working at all. Neither is effective.) The ideal is a sign that would be giving exactly accurate information, but that is not possible since there would need to be some estimation of the number of passengers in each vehicle. This is not a big problem as averages could be used for private vehicles, and adjusted boarding counts for the BRT. The counters could be an optical recognition system using video cameras. Have not checked the prices, but am thinking Mitsubishi may want to donate. One problem is using optical recognition to count motorcycle traffic of the bunched and weaving variety common in Asia. If anyone knows relevant software or has other suggestions for this, I would be interested. Thanks, John From eric.britton at ecoplan.org Fri Dec 14 18:01:32 2007 From: eric.britton at ecoplan.org (eric.britton) Date: Fri, 14 Dec 2007 10:01:32 +0100 Subject: [sustran] Job opening at Helvetas Head office: Programme Coordinator East Africa and Rural Infrastructure Message-ID: <001501c83e2f$f19e2f40$d4da8dc0$@britton@ecoplan.org> From: transweb@skat.ch [mailto:transweb@skat.ch] Sent: Friday, 14 December 2007 09:19 To: eric.britton@ecoplan.org Subject: Job opening at Helvetas Head office: Programme Coordinator East Africa and Rural Infrastructure Dear "Focus on Mobility" readers - Apologies for cross posting - Helvetas, Swiss Association for International Cooperation, is searching for a Programme Coordinator East Africa and Rural Infrastructure with special emphasis on rural access (trail bridges, access roads) and/or renewable energy. In case of interest or questions, please contact directly Helvetas as indicate in the attachment. With kind regards R. Schmid For the SDC Support Mandate in Mobility mailto:transweb@skat.ch http://www.trans-web.ch Skat Vadianstrasse 42 CH-9000 St.Gallen Switzerland phone: +41 71 228 54 38 fax: +41 71 228 54 55 skype: r-schmid web: http://www.skat.ch From edelman at greenidea.eu Sat Dec 15 05:39:53 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Fri, 14 Dec 2007 21:39:53 +0100 Subject: [sustran] ADB in Viet Nam: Bring on the Asphalt! Message-ID: <4762EA19.4060703@greenidea.eu> ADB Assists Viet Nam in Ho Chi Minh City Expressway Development MANILA, PHILIPPINES - The Asian Development Bank (ADB) is providing a $10 million loan to help develop an expressway that will ease traffic congestion in and around Ho Chi Minh City, the largest city in Viet Nam and the country?s economic hub. *** ADB Approves Largest-Ever Project Loan for Billion-Dollar Highway Linking Ha Noi, Kunming MANILA, PHILIPPINES - The Asian Development Bank (ADB) is providing loans totaling US$1.1 billion to Viet Nam for the construction of a modern 244 kilometer (151 mile) highway stretching from suburban Ha Noi to Lao Cai, on Viet Nam?s border with the People?s Republic of China (PRC). It is the biggest single project financing in ADB?s history. BBC: ++++ WELL, at least they don't use the word "sustainable" anywhere in these press releases... no mention of railway, BRT, buses, public transport, etc. I imagine they would even if it was a small part of the scheme... seems like a railway for long-distance would be a better idea, and buses on the expressway. ... the documents linked to from here barely mention transport at all: CLEARLY creating more economic opportunities is important, but Japan and the USA together own about 30% of the shares in the ADB, and it seems like a good future is being created for lorry and private automobile manufacturers and the oil industry... Please enlighten me - I am sure I am missing lots of important details. - T -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From zvi.leve at gmail.com Sun Dec 16 05:39:36 2007 From: zvi.leve at gmail.com (Zvi Leve) Date: Sat, 15 Dec 2007 15:39:36 -0500 Subject: [sustran] Re: ADB in Viet Nam: Bring on the Asphalt! Message-ID: Todd, Thank you for forwarding that article on. I do not know enough about this proposed highway to have an opinion on whether or not it is an "appropriate" project for the region, but I do not share your "knee-jerk" hostility to it! >From a developed country perspective it is difficult to imagine just how important providing basic access is! How many agricultural regions are you familiar with which literally are not connected to anything? Without a road, a village has no way to join the rest of the world. This highway is not being built to serve passenger travel alone. When it is physically impossible to get things from point A to point B, then "environmental" and "sustainability" considerations will often receive less weight. And certainly when it is some westerner preaching that underdeveloped regions should stay that way! Certainly many multi-national companies will be receiving generous contracts to execute the works, and it goes without saying that this will not help lower the already skyrocketing rates of motorization which Vietnam is experiencing.... A rail alternative would certainly be extremely expensive as well, but it would be far less practical in terms of providing access to a wide range of users throughout the area.... And it's not like the companies involved in providing this option would be local ones either. Vietnam is facing huge development challenges, and not only vis-a-vis motorized transportation. Take a look (with an open mind) at last week's leader in The Economist about rising food prices: http://economist.com/opinion/displaystory.cfm?story_id=10252015 The ADB article itself specifies the reasons why a road is more appropriate than some other type of transportation connection: "It currently takes two days for passenger cars and three days for trucks to travel from Kunming, PRC to Ha Noi. Once the new highway is completed in 2012, drivers will be able to make the overland trip in less than one day. Reduced travel times will allow industries clustered around Ha Noi and Viet Nam's major port city, Hai Phong, to expand into the country's impoverished northwest region, increasing employment opportunities and social service access for communities along the highway corridor. The new highway will increase Viet Nam's ability to export agricultural and maritime products to Yunnan province, and beyond to the huge hinterland markets of southwestern PRC. The highway will provide shippers in Kunming with a new channel for the rapid shipment of products that depend on fast access to global markets, as Viet Nam's Hai Phong and Cai Lan ports are significantly closer to Kunming than Fangcheng port in Guangxi Province." Cheers, Zvi On Dec 14, 2007 10:01 PM, wrote: > > Date: Fri, 14 Dec 2007 21:39:53 +0100 > From: "Todd Edelman, Green Idea Factory" > Subject: [sustran] ADB in Viet Nam: Bring on the Asphalt! > To: Sustran Resource Centre , Editors > Carbusters , sandy.chan@uitp.org, > ALLEN > Heather , SAGEVIK Margrethe > > Message-ID: <4762EA19.4060703@greenidea.eu> > Content-Type: text/plain; charset=windows-1252; format=flowed > > > > > ++++ > > > WELL, at least they don't use the word "sustainable" anywhere in these > press releases... no mention of railway, BRT, buses, public transport, > etc. I imagine they would even if it was a small part of the scheme... > seems like a railway for long-distance would be a better idea, and buses > on the expressway. > > ... the documents linked to from here barely mention transport at all: > < > http://www.adb.org/Media/Articles/2007/12331-asian-climates-changes/default.asp > > > > CLEARLY creating more economic opportunities is important, but Japan and > the USA together own about 30% of the shares in the ADB, and it seems > like a good future is being created for lorry and private automobile > manufacturers and the oil industry... > > Please enlighten me - I am sure I am missing lots of important details. > > - T > > -- > -------------------------------------------- > > Todd Edelman > Director > Green Idea Factory > > Korunni 72 > CZ-10100 Praha 10 > Czech Republic > > Skype: toddedelman > ++420 605 915 970 > ++420 222 517 832 > > edelman@greenidea.eu > http://greenideafactory.blogspot.com/ > www.flickr.com/photos/edelman > > Green Idea Factory is a member of World Carfree Network > www.worldcarfree.net > > > > > From edelman at greenidea.eu Sun Dec 16 08:32:39 2007 From: edelman at greenidea.eu (edelman at greenidea.eu) Date: Sun, 16 Dec 2007 00:32:39 +0100 (CET) Subject: [sustran] Re: ADB in Viet Nam: Bring on the Asphalt! In-Reply-To: References: Message-ID: <62147.89.176.8.153.1197761559.squirrel@mail.smartweb.cz> Hi Zve, hi everyone.. > Todd, > > Thank you for forwarding that article on. I do not know enough about this > proposed highway to have an opinion on whether or not it is an > "appropriate" > project for the region, but I do not share your "knee-jerk" hostility to > it! > >>From a developed country perspective it is difficult to imagine just how > important providing basic access is! How many agricultural regions are you > familiar with which literally are not connected to anything? Without a > road, > a village has no way to join the rest of the world. This highway is not > being built to serve passenger travel alone. When it is physically > impossible to get things from point A to point B, then "environmental" and > "sustainability" considerations will often receive less weight. And > certainly when it is some westerner preaching that underdeveloped regions > should stay that way! IN my email I mentioned a rail corridor for long-distance, and I did not imply that every farm or small factory would have to have its own siding, though that of course would be ideal. I should have been clear that I meant a railway as the core, the backbone. Appropriate roads are absolutely necessary. How could you infer that I think Vietnam should stay underdeveloped? In fact I think I said I appreciated and wanted the opposite. > > Certainly many multi-national companies will be receiving generous > contracts > to execute the works, and it goes without saying that this will not help > lower the already skyrocketing rates of motorization which Vietnam is > experiencing.... A rail alternative would certainly be extremely expensive > as well, but it would be far less practical in terms of providing access > to > a wide range of users throughout the area.... And it's not like the > companies involved in providing this option would be local ones either. > > Vietnam is facing huge development challenges, and not only vis-a-vis > motorized transportation. Take a look (with an open mind) at last week's > leader in The Economist about rising food prices: > http://economist.com/opinion/displaystory.cfm?story_id=10252015 > > The ADB article itself specifies the reasons why a road is more > appropriate > than some other type of transportation connection: > > "It currently takes two days for passenger cars and three days for trucks > to > travel from Kunming, PRC to Ha Noi. Once the new highway is completed in > 2012, drivers will be able to make the overland trip in less than one day. > > Reduced travel times will allow industries clustered around Ha Noi and > Viet > Nam's major port city, Hai Phong, to expand into the country's > impoverished > northwest region, increasing employment opportunities and social service > access for communities along the highway corridor. > > The new highway will increase Viet Nam's ability to export agricultural > and > maritime products to Yunnan province, and beyond to the huge hinterland > markets of southwestern PRC. > > The highway will provide shippers in Kunming with a new channel for the > rapid shipment of products that depend on fast access to global markets, > as > Viet Nam's Hai Phong and Cai Lan ports are significantly closer to Kunming > than Fangcheng port in Guangxi Province." PLEASE tell me - leaving the initial expense part out of it - how a highway can be better than a railway as the core of all of this? Russia and the USA, despite all their other transportation mistakes, depend heavily on railways for long-distance cargo. Which companies are providing the oil used in asphalt? Vietnamese ones? I don't think so. The lorries, the police cars, the fuel? Sure, if I owned part of Siemens or Alstom I might want a subway to be built from Beijing to Lhasa... I think we need to be wary of knee-jerk responses to proposals for any kind of guided transport. So, again, I was not I was saying against a transport corridor, but am simply a little surprised that they got the cheap option, given the growing problems with prices of oil, among other things. Sure, maybe they will invest the hoped for wealth in railways, but in the meantime people will be investing in vehicles for the roads. All this asphalt in the absence of other infrastructure seems like one of the bad examples some of us "Westerners" don't want to share. My criticism was directed more at the ADB then at officials or others in Viet Nam. Thanks, T > > > Cheers, > > Zvi > > On Dec 14, 2007 10:01 PM, > wrote: > >> >> Date: Fri, 14 Dec 2007 21:39:53 +0100 >> From: "Todd Edelman, Green Idea Factory" >> Subject: [sustran] ADB in Viet Nam: Bring on the Asphalt! >> To: Sustran Resource Centre , sandy.chan@uitp.org Editors >> Carbusters , , >> ALLEN >> Heather , SAGEVIK Margrethe >> >> Message-ID: <4762EA19.4060703@greenidea.eu> >> Content-Type: text/plain; charset=windows-1252; format=flowed >> >> >> >> >> ++++ >> >> >> WELL, at least they don't use the word "sustainable" anywhere in these >> press releases... no mention of railway, BRT, buses, public transport, >> etc. I imagine they would even if it was a small part of the scheme... >> seems like a railway for long-distance would be a better idea, and buses >> on the expressway. >> >> ... the documents linked to from here barely mention transport at all: >> < >> http://www.adb.org/Media/Articles/2007/12331-asian-climates-changes/default.asp >> > >> >> CLEARLY creating more economic opportunities is important, but Japan and >> the USA together own about 30% of the shares in the ADB, and it seems >> like a good future is being created for lorry and private automobile >> manufacturers and the oil industry... >> >> Please enlighten me - I am sure I am missing lots of important details. >> >> - T >> >> -- >> -------------------------------------------- >> >> Todd Edelman >> Director >> Green Idea Factory >> >> Korunni 72 >> CZ-10100 Praha 10 >> Czech Republic >> >> Skype: toddedelman >> ++420 605 915 970 >> ++420 222 517 832 >> >> edelman@greenidea.eu >> http://greenideafactory.blogspot.com/ >> www.flickr.com/photos/edelman >> >> Green Idea Factory is a member of World Carfree Network >> www.worldcarfree.net >> >> >> >> >> > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to > join the real sustran-discuss and get full membership rights. The > yahoogroups version is only a mirror and 'members' there cannot post to > the real sustran-discuss (even if the yahoogroups site makes it seem like > you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > From cherry at utk.edu Mon Dec 17 04:00:50 2007 From: cherry at utk.edu (Cherry, Christopher Robin) Date: Sun, 16 Dec 2007 14:00:50 -0500 Subject: [sustran] Re: ADB in Viet Nam: Bring on the Asphalt! In-Reply-To: <20071216030108.44EE62C52F@mx-list.jca.ne.jp> References: <20071216030108.44EE62C52F@mx-list.jca.ne.jp> Message-ID: <77747183B4FD2445A7B139CD6416CD21178F84@KFSVS4.utk.tennessee.edu> For the record: There has historically been a rail corridor from Kunming to Hanoi, through Hekou. This is an old narrow gauge line built by the French in the early 1900's. From what I've heard, the service is agonizingly slow and unreliable. Most people opted for long distance buses (as in much of Yunnan province). In the last couple of years, the Chinese segment has been shut down to passenger travel and is used primarily for freight. Now, one can take a bus from Kunming to Hekou, then transfer to train, The trip can take over 24 hours to travel around 500km (as the crow flies). Certainly, there needs to be a flexible improvement to infrastructure, but the historic highway AND rail systems have not seemed to meet the goods and passenger movement demands of this century. Chris -----Original Message----- From: sustran-discuss-bounces+cherry=utk.edu@list.jca.apc.org [mailto:sustran-discuss-bounces+cherry=utk.edu@list.jca.apc.org] On Behalf Of sustran-discuss-request@list.jca.apc.org Sent: Saturday, December 15, 2007 10:01 PM To: sustran-discuss@list.jca.apc.org Subject: Sustran-discuss Digest, Vol 52, Issue 11 Send Sustran-discuss mailing list submissions to sustran-discuss@list.jca.apc.org To subscribe or unsubscribe via the World Wide Web, visit http://list.jca.apc.org/manage/listinfo/sustran-discuss or, via email, send a message with subject or body 'help' to sustran-discuss-request@list.jca.apc.org You can reach the person managing the list at sustran-discuss-owner@list.jca.apc.org When replying, please edit your Subject line so it is more specific than "Re: Contents of Sustran-discuss digest..." ######################################################################## Sustran-discuss Mailing List Digest IMPORTANT NOTE: When replying please do not include the whole digest in your reply - just include the relevant part of the specific message that you are responding to. Many thanks. About this mailing list see: http://list.jca.apc.org/manage/listinfo/sustran-discuss ######################################################################## Today's Topics: 1. Re: ADB in Viet Nam: Bring on the Asphalt! (Zvi Leve) 2. Re: ADB in Viet Nam: Bring on the Asphalt! (edelman@greenidea.eu) ---------------------------------------------------------------------- Message: 1 Date: Sat, 15 Dec 2007 15:39:36 -0500 From: "Zvi Leve" Subject: [sustran] Re: ADB in Viet Nam: Bring on the Asphalt! To: sustran-discuss@list.jca.apc.org Message-ID: Content-Type: text/plain; charset=ISO-8859-1 Todd, Thank you for forwarding that article on. I do not know enough about this proposed highway to have an opinion on whether or not it is an "appropriate" project for the region, but I do not share your "knee-jerk" hostility to it! >From a developed country perspective it is difficult to imagine just how important providing basic access is! How many agricultural regions are you familiar with which literally are not connected to anything? Without a road, a village has no way to join the rest of the world. This highway is not being built to serve passenger travel alone. When it is physically impossible to get things from point A to point B, then "environmental" and "sustainability" considerations will often receive less weight. And certainly when it is some westerner preaching that underdeveloped regions should stay that way! Certainly many multi-national companies will be receiving generous contracts to execute the works, and it goes without saying that this will not help lower the already skyrocketing rates of motorization which Vietnam is experiencing.... A rail alternative would certainly be extremely expensive as well, but it would be far less practical in terms of providing access to a wide range of users throughout the area.... And it's not like the companies involved in providing this option would be local ones either. Vietnam is facing huge development challenges, and not only vis-a-vis motorized transportation. Take a look (with an open mind) at last week's leader in The Economist about rising food prices: http://economist.com/opinion/displaystory.cfm?story_id=10252015 The ADB article itself specifies the reasons why a road is more appropriate than some other type of transportation connection: "It currently takes two days for passenger cars and three days for trucks to travel from Kunming, PRC to Ha Noi. Once the new highway is completed in 2012, drivers will be able to make the overland trip in less than one day. Reduced travel times will allow industries clustered around Ha Noi and Viet Nam's major port city, Hai Phong, to expand into the country's impoverished northwest region, increasing employment opportunities and social service access for communities along the highway corridor. The new highway will increase Viet Nam's ability to export agricultural and maritime products to Yunnan province, and beyond to the huge hinterland markets of southwestern PRC. The highway will provide shippers in Kunming with a new channel for the rapid shipment of products that depend on fast access to global markets, as Viet Nam's Hai Phong and Cai Lan ports are significantly closer to Kunming than Fangcheng port in Guangxi Province." Cheers, Zvi On Dec 14, 2007 10:01 PM, wrote: > > Date: Fri, 14 Dec 2007 21:39:53 +0100 > From: "Todd Edelman, Green Idea Factory" > Subject: [sustran] ADB in Viet Nam: Bring on the Asphalt! > To: Sustran Resource Centre , Editors > Carbusters , sandy.chan@uitp.org, > ALLEN > Heather , SAGEVIK Margrethe > > Message-ID: <4762EA19.4060703@greenidea.eu> > Content-Type: text/plain; charset=windows-1252; format=flowed > > > > > ++++ > > > WELL, at least they don't use the word "sustainable" anywhere in these > press releases... no mention of railway, BRT, buses, public transport, > etc. I imagine they would even if it was a small part of the scheme... > seems like a railway for long-distance would be a better idea, and buses > on the expressway. > > ... the documents linked to from here barely mention transport at all: > < > http://www.adb.org/Media/Articles/2007/12331-asian-climates-changes/defa ult.asp > > > > CLEARLY creating more economic opportunities is important, but Japan and > the USA together own about 30% of the shares in the ADB, and it seems > like a good future is being created for lorry and private automobile > manufacturers and the oil industry... > > Please enlighten me - I am sure I am missing lots of important details. > > - T > > -- > -------------------------------------------- > > Todd Edelman > Director > Green Idea Factory > > Korunni 72 > CZ-10100 Praha 10 > Czech Republic > > Skype: toddedelman > ++420 605 915 970 > ++420 222 517 832 > > edelman@greenidea.eu > http://greenideafactory.blogspot.com/ > www.flickr.com/photos/edelman > > Green Idea Factory is a member of World Carfree Network > www.worldcarfree.net > > > > > ------------------------------ Message: 2 Date: Sun, 16 Dec 2007 00:32:39 +0100 (CET) From: edelman@greenidea.eu Subject: [sustran] Re: ADB in Viet Nam: Bring on the Asphalt! To: sustran-discuss@jca.apc.org Cc: editors@carbusters.org, sagevik@uic.asso.fr, sandy.chan@uitp.org, heather.allen@uitp.com Message-ID: <62147.89.176.8.153.1197761559.squirrel@mail.smartweb.cz> Content-Type: text/plain;charset=iso-8859-2 Hi Zve, hi everyone.. > Todd, > > Thank you for forwarding that article on. I do not know enough about this > proposed highway to have an opinion on whether or not it is an > "appropriate" > project for the region, but I do not share your "knee-jerk" hostility to > it! > >>From a developed country perspective it is difficult to imagine just how > important providing basic access is! How many agricultural regions are you > familiar with which literally are not connected to anything? Without a > road, > a village has no way to join the rest of the world. This highway is not > being built to serve passenger travel alone. When it is physically > impossible to get things from point A to point B, then "environmental" and > "sustainability" considerations will often receive less weight. And > certainly when it is some westerner preaching that underdeveloped regions > should stay that way! IN my email I mentioned a rail corridor for long-distance, and I did not imply that every farm or small factory would have to have its own siding, though that of course would be ideal. I should have been clear that I meant a railway as the core, the backbone. Appropriate roads are absolutely necessary. How could you infer that I think Vietnam should stay underdeveloped? In fact I think I said I appreciated and wanted the opposite. > > Certainly many multi-national companies will be receiving generous > contracts > to execute the works, and it goes without saying that this will not help > lower the already skyrocketing rates of motorization which Vietnam is > experiencing.... A rail alternative would certainly be extremely expensive > as well, but it would be far less practical in terms of providing access > to > a wide range of users throughout the area.... And it's not like the > companies involved in providing this option would be local ones either. > > Vietnam is facing huge development challenges, and not only vis-a-vis > motorized transportation. Take a look (with an open mind) at last week's > leader in The Economist about rising food prices: > http://economist.com/opinion/displaystory.cfm?story_id=10252015 > > The ADB article itself specifies the reasons why a road is more > appropriate > than some other type of transportation connection: > > "It currently takes two days for passenger cars and three days for trucks > to > travel from Kunming, PRC to Ha Noi. Once the new highway is completed in > 2012, drivers will be able to make the overland trip in less than one day. > > Reduced travel times will allow industries clustered around Ha Noi and > Viet > Nam's major port city, Hai Phong, to expand into the country's > impoverished > northwest region, increasing employment opportunities and social service > access for communities along the highway corridor. > > The new highway will increase Viet Nam's ability to export agricultural > and > maritime products to Yunnan province, and beyond to the huge hinterland > markets of southwestern PRC. > > The highway will provide shippers in Kunming with a new channel for the > rapid shipment of products that depend on fast access to global markets, > as > Viet Nam's Hai Phong and Cai Lan ports are significantly closer to Kunming > than Fangcheng port in Guangxi Province." PLEASE tell me - leaving the initial expense part out of it - how a highway can be better than a railway as the core of all of this? Russia and the USA, despite all their other transportation mistakes, depend heavily on railways for long-distance cargo. Which companies are providing the oil used in asphalt? Vietnamese ones? I don't think so. The lorries, the police cars, the fuel? Sure, if I owned part of Siemens or Alstom I might want a subway to be built from Beijing to Lhasa... I think we need to be wary of knee-jerk responses to proposals for any kind of guided transport. So, again, I was not I was saying against a transport corridor, but am simply a little surprised that they got the cheap option, given the growing problems with prices of oil, among other things. Sure, maybe they will invest the hoped for wealth in railways, but in the meantime people will be investing in vehicles for the roads. All this asphalt in the absence of other infrastructure seems like one of the bad examples some of us "Westerners" don't want to share. My criticism was directed more at the ADB then at officials or others in Viet Nam. Thanks, T > > > Cheers, > > Zvi > > On Dec 14, 2007 10:01 PM, > wrote: > >> >> Date: Fri, 14 Dec 2007 21:39:53 +0100 >> From: "Todd Edelman, Green Idea Factory" >> Subject: [sustran] ADB in Viet Nam: Bring on the Asphalt! >> To: Sustran Resource Centre , sandy.chan@uitp.org Editors >> Carbusters , , >> ALLEN >> Heather , SAGEVIK Margrethe >> >> Message-ID: <4762EA19.4060703@greenidea.eu> >> Content-Type: text/plain; charset=windows-1252; format=flowed >> >> >> >> >> ++++ >> >> >> WELL, at least they don't use the word "sustainable" anywhere in these >> press releases... no mention of railway, BRT, buses, public transport, >> etc. I imagine they would even if it was a small part of the scheme... >> seems like a railway for long-distance would be a better idea, and buses >> on the expressway. >> >> ... the documents linked to from here barely mention transport at all: >> < >> http://www.adb.org/Media/Articles/2007/12331-asian-climates-changes/defa ult.asp >> > >> >> CLEARLY creating more economic opportunities is important, but Japan and >> the USA together own about 30% of the shares in the ADB, and it seems >> like a good future is being created for lorry and private automobile >> manufacturers and the oil industry... >> >> Please enlighten me - I am sure I am missing lots of important details. >> >> - T >> >> -- >> -------------------------------------------- >> >> Todd Edelman >> Director >> Green Idea Factory >> >> Korunni 72 >> CZ-10100 Praha 10 >> Czech Republic >> >> Skype: toddedelman >> ++420 605 915 970 >> ++420 222 517 832 >> >> edelman@greenidea.eu >> http://greenideafactory.blogspot.com/ >> www.flickr.com/photos/edelman >> >> Green Idea Factory is a member of World Carfree Network >> www.worldcarfree.net >> >> >> >> >> > -------------------------------------------------------- > IMPORTANT NOTE to everyone who gets sustran-discuss messages via > YAHOOGROUPS. > > Please go to http://list.jca.apc.org/manage/listinfo/sustran-discuss to > join the real sustran-discuss and get full membership rights. The > yahoogroups version is only a mirror and 'members' there cannot post to > the real sustran-discuss (even if the yahoogroups site makes it seem like > you can). Apologies for the confusing arrangement. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > ------------------------------ ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). End of Sustran-discuss Digest, Vol 52, Issue 11 *********************************************** From zvi.leve at gmail.com Mon Dec 17 08:02:04 2007 From: zvi.leve at gmail.com (Zvi Leve) Date: Sun, 16 Dec 2007 18:02:04 -0500 Subject: [sustran] Re: ADB in Viet Nam: Bring on the Asphalt! Message-ID: *Hi Todd, > > How could you infer that I think Vietnam should stay underdeveloped? In > fact I think I said I appreciated and wanted the opposite. > Of course I know that you have good intentions and certainly want the best for Vietnam, but I am just trying to highlight that the ADB also has good intentions, although you may not want to admit it. Major investment projects can only be put into motion by certain kinds of institutions - those with huge amounts of money! Due to the nature of these institutions, they tend to prefer backing a small number of large projects as opposed to trying to manage a larger number of small projects. Many of these agencies are slowly starting to recognize the importance of 'soft development' (institutional frameworks, training, etc.) as well, but there is much work to be done. You know the saying: "give someone a fish and they eat for a day, teach someone to fish and they can feed themselves for a lifetime". It is the same in development work. I hope that development work in the 21st century will concentrate more on building skills and knowledge (who better to identify the needs of Vietnam than the Vietnamese themselves?) and less on building physical things. As Chris noted, the French had built a rail link through this corridor in the early 20th century, but it has since fallen into disrepair. This has also happened to much of the 'colonial' infrastructure which was built in Africa. In a sense, development agencies are still building the same kinds of often misguided projects, but their goals are presumably different. Colonial powers were interested in maximizing their returns from trade so they focused on connecting ports with resource-rich hinterlands (the Belgians left Congo with an extensive well-built road-network), whereas development agencies hopefully are applying a different calculus as to what constitutes 'regional development' (although I do admit that the choice of projects does look rather similar). The one constant is that some external 'authority' is providing a massive investment in infrastructure yet they are not providing any means for the maintenance of this investment! If this is not changed, then with time these efforts will also recede back into the jungles as surely as previous efforts have.... Cheers, Zvi * From au.ables at gmail.com Mon Dec 17 18:37:13 2007 From: au.ables at gmail.com (Aurora Fe Ables) Date: Mon, 17 Dec 2007 01:37:13 -0800 (PST) Subject: [sustran] Sustainable Urban Mobility in Asia (SUMA) News Digest 17 December 2007 Message-ID: <2c5ed01f-191b-4bb5-95ee-e451ba539d53@s12g2000prg.googlegroups.com> Sustainable Urban Mobility in Asia (SUMA) News Digest Vol. 4 Issue 22 17 December 2007 SUMA News Digest is a free weekly e-mail publication that features news, information, and events related to sustainable urban transportation in Asia. To contribute articles, news items, or event announcements for the next issue, send an email with the complete details and URL source to suma-news-owner@googlegroups.com with subject "FOR SUMA NEWS". mailto:suma-news-owner@googlegroups.com?subject=FOR_SUMA_NEWS . Past issues from Feb 2007 are found at http://groups.google.com/group/suma-news Read about the SUMA program at http://www.cleanairnet.org/suma * * * * * HEADLINES Beijing, PR China: Cleaner energy for Beijing cars 12 December 2007 Xinhua Beijing will introduce cleaner energy for automobiles and greatly cut emissions, as air pollution has become a major concern for the city in the preparation for "green" Olympic Games. From January 1, 2008, automobile distributors in Beijing will have to sell gasoline and diesel meeting the new China IV standards that are equivalent to the Euro IV standards in the European Union, according to Du Shaozhong, deputy director of Beijing Environment Protection Bureau. http://www.chinadaily.com.cn/olympics/2007-12/07/content_6306101.htm Bangalore, India: India's techies take to cycling 10 December 2007 By Sumana Mukherjee When GV Dasarathi pulls up his bicycle at a traffic intersection on his way to work in India's InfoTech city, Bangalore, heads turn. Bicycles may be the most popular two-wheeler on India's roads, but the millions who use them to commute and to transport goods and family in India's towns and villages certainly don't wear white helmets, fluorescent jackets or biking gloves. Through his attire and vehicle of choice, Mr Dasarathi, 48 and director of a software products development company, makes a potent statement for an alternative mode of daily transport in the choked roads of India's Silicon Valley. http://www.cleanairnet.org/caiasia/1412/article-72304.html Taipei,China: Public transport must be a priority 09 December 2007 By Lee Ker-tsung, Taipei Times The demand for public transport in southern Taiwan has decreased. At a time when oil prices are rising, 250 remote bus routes will be axed by the end of this month. This will shrink the public transportation network and affect at least 40 townships in southern Taiwan, leaving residents with no public transport options. Of these, mountainous areas, sea front locations and Aboriginal settlements will be most seriously inconvenienced. The access to education and medicine, as well as the standard of living for the elderly and for school children, will suffer. http://www.cleanairnet.org/caiasia/1412/article-72303.html Global: Does building new roads help or hurt global warming? 05 December 2007 By James Kanter, International Herald Tribune PARIS: Seeking a place in the vanguard of the battle against global warming, France last month unveiled a package of ambitious pledges that included a particularly bold proposition: An end to new highway construction. http://www.cleanairnet.org/caiasia/1412/article-72300.html Fazilka, India: Fazilka amongst first in Asian Cities for setting best examples to fight against Global Warming 04 December 2007 By NAVDEEP ASIJA, Punjabnewsline.com Another reason to celebrate for this India's smallest big town Fazilka in Punjab. Fazilka has been selected first amongst all Asian cities for adopting best energy saving practices to fight against global warming in transportation. http://www.cleanairnet.org/caiasia/1412/article-72297.html Global: Considering the Urban Planet of 2050 04 December 2007 By Sewell Chan, earth What does New York City have in common with cities in Africa and Asia, like Mumbai, Seoul, Jakarta, Lagos, Cairo and Kinshasa? Population growth, aging and environmental pressures will transform these metropolises by 2050, according to a panel of experts who took up the issue of "sustainable cities" at a panel discussion.The members of the panel -- a population scientist, a deputy mayor and an architectural critic -- made sobering predictions about urban change over the next several decades. http://www.cleanairnet.org/caiasia/1412/article-72305.html Metro Manila, Philippines: Study: Coco-biodiesel use improves MM air quality 04 December 2007 ABS-CBN News The Department of Environment and Natural Resources (DENR) said that air quality in Metro Manila has substantially improved after the first four months of blending one percent coco-biodiesel as mandated by the Biofuels Act. http://www.abs-cbnnews.com/storypage.aspx?StoryId=101394 For more news on China see also Ms. Li Shuang's CAI-Asia Project e- newsletter, http://www.cleanairnet.org/caiasia/1412/article-69329.html More air quality and sustainable mobility news at http://www.cleanairnet.org/caiasia/1412/propertyvalue-14783.html * * * * * INTERESTING FINDS Climate Change Mitigation Strategies for the Transportation Sector in China (2006) Vance Wagner, Alex Whitworth, and Feng An, PhD of the Auto Project on Energy and Climate Change jointly prepared this report for the Stern Review on the Economics of Climate Change in July 2006. The report describes three overall strategies to mitigate climate change in China's transportation sector: (1) reduce transportation demand by improving public transportation and introducing progressive urban transportation policies; (2) reduce energy demand by improving fuel efficiency of vehicles; and (3) replace fossil-fuel based energy sources with alternative and renewable energy sources. http://www.cleanairnet.org/caiasia/1412/article-72302.html Transporte y Cambio Clim?tico (2007) The Sustainable Urban Transport Project (SUTP) has published the Spanish translation of the module 5e "Transport and Climate Change" (Transporte y Cambio Clim?tico), originally written by Holger Dalkmann and Charlotte Brannigan. http://www.cleanairnet.org/caiasia/1412/article-72196.html * * * * * OPPORTUNITIES 2008 Spring Internships at IGES Projects IGES is accepting applications for spring internships at its research projects with the aim of promoting understanding of its work by offering the opportunity for practical training through internships to capable people who wish to be active in fields related to the research of policies concerning environmental issues in the future. http://www.cleanairnet.org/caiasia/1412/article-69633.html * * * * * MARK YOUR CALENDARS TRB 87th Annual Meeting 13-17 Jan 2008 Washington, DC Online registration now open. http://www.cleanairnet.org/caiasia/1412/article-72251.html Third Regional Environmentally Sustainable Transport (EST) Forum 17-19 Mar 2008 Singapore http://www.cleanairnet.org/caiasia/1412/article-72269.html International Conference on Funding Transportation Infrastructure & la Dixi?me Journ?e Transport 19-20 Jun 2008 Paris, France Call for papers deadline 15 January 2008 http://www.cleanairnet.org/caiasia/1412/article-72268.html 4th International Symposium on Travel Demand Management 16-18 Jul 2008 Vienna, Austria Call for Papers Deadline: December 17, 2007 http://www.cleanairnet.org/caiasia/1412/article-72218.html Towards Carfree Cities VIII 16-20 Jun 2008 Portland, Oregon, USA Call for Program Proposals http://www.cleanairnet.org/caiasia/1412/article-72243.html See more SUT events http://www.cleanairnet.org/caiasia/1412/propertyvalue-27089.html See CAI-Asia's events calendar http://www.cleanairnet.org/caiasia/1412/propertyvalue-13577.html * * * * THANKS * * * * Thank you Li Shuang and Bert Fabian for your inputs; and to Jaja Panopio and Mike Co for uploading the articles. - Aurora Fe Ables, Editor, SUMA News; Transport Specialist, CAI-Asia Center * * * ABOUT SUMA * * * The Sustainable Urban Mobility in Asia (SUMA) program of the Clean Air Initiative for Asian Cities ( www.cleanairnet.org/caiasia), Asian Development Bank (www.adb.org), EMBARQ-the World Resources Institute Center for Sustainable Transport ( http://embarq.wri.org ), GTZ Sustainable Urban Transport Project ( www.sutp.org), Interface for Cycling Expertise (www.cycling.nl), Institute for Transportation and Development Policy ( www.itdp.org), and United Nations Center for Regional Development (www.uncrd.or.jp/est) is made possible through the generous support of the Swedish International Development Cooperation Agency (www.sida.se). SUMA works with Asian countries and cities to strengthen then formulation and implementation of sustainable urban transportation policies, specifically in (i) improving urban air quality by adopting AQM planning in sustainable transport policies and promoting public transportation, (ii) improving road safety by encouraging non- motorized transport and public transport, and (iii) reducing transport's contribution to climate change by adopting a co-benefits approach with urban air quality management. From edelman at greenidea.eu Wed Dec 19 03:27:38 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Tue, 18 Dec 2007 19:27:38 +0100 Subject: [sustran] USA and RUSSIA star in Green Idea Factory's "Public Transport: Self-Harming Adverts" Message-ID: <4768111A.1070802@greenidea.eu> Hi, My series on Self-Harming Adverts in Public Transport... (ads in or on PT properties - vehicles, bus shelters, etc. - which are against their own interest....) ...has been updated with contributions from the USA and Russia: See... USA: Russia: Be good, T -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From esg at esgindia.org Tue Dec 18 16:22:32 2007 From: esg at esgindia.org (ESG India) Date: Tue, 18 Dec 2007 12:52:32 +0530 Subject: [sustran] HASIRU USIRU: PUBLIC CONSULTATION on ROAD WIDENING SCHEMES OF BENGALURU: IMPACTS AND ALTERNATIVES Message-ID: <47677538.20809@esgindia.org> */HASIRU USIRU/* & *Environment Support Group ?* 105, East End B Main Road, Jayanagar 9^th Block East, Bengaluru 560069 Tel: 91-80-22441977/26531339 Voice/Fax: 91-80-26534364 *Email: *esg@... or* *esgindia@... * * *Web: *www.esgindia.org *CIVIC* #6, Kasturi Apts, 2nd floor, No.35/23, Langford Road Cross, Shanthinagar, Bengaluru 560025 Tel: 2211 0584 / 41144126 / 2271 1001 / 98803 97401 *E-mail: *civicblore@... *Web: *www.civicspace.in *Alternative Law Forum* No 4 Ground Floor 3rd Cross, Vasanthnagar Bengaluru 560052 Tel: +91- 80 -- 22356845 Fax: (Fax)+91- 80 -- 22370028 Email: alforum@... Web: www.altlawforum.org /Cordially invite you / /to attend the/ * PUBLIC CONSULTATION* * * *on* * * *ROAD WIDENING SCHEMES OF BENGALURU: IMPACTS AND ALTERNATIVES* */Date/*/: //20^th December 2007//, Thursday* Venue*: Senate Hall, //Central// //College//, Bengaluru/ */ /* */Programme/*// / Display of Road Widening Scheme Drawings: //4:00 PM -- 5:00 PM/// /Discussion on the Scheme: //5:00 PM -- 7:00 PM/// / / / / The Chief Secretary, Government of Karnataka and Members of the Bangalore Metropolitan Land Transport Authority are expected to actively participate in these proceedings. *_Background note_*: Known and recognised as the Garden City, a positive distinction of the rare kind, Bengaluru's landscape is defined seasonally by the blooms in its tree lined corridors. Unfortunately, the fast changing dynamics within the city along with a burgeoning population and unplanned 'development' has led to the often illogical and ruthless removal of these trees. */Hasiru Usiru/ *(HU), a network of concerned citizens, has over the years endeavored to work towards finding creative means in which to conserve this identity of the city. The group has evolved from a loose informal group to one which is now recognised and appreciated for its interest in different aspects of the city's environment and social justice concerns. The Hon'ble High Court of Karnataka decided on a PIL filed by Environment Support Group in 2005 (WP No. 14104/2005 (GM-PIL) against such indiscriminate tree felling, that all decisions relating to protection of trees or according permission to fell them would be per the Karnataka Preservation of Trees Act. The judgement also vitally recognised the positive involvement and deep concerns of the public in such processes and highlighted that the /Hasiru Usiru/ network should be involved by the government in all its decisions on projects where trees were to be felled.** *_The current issue_*: It had come to light in the last few months that the BBMP has been planning to undertake a major Road Widening scheme to accommodate the growing traffic and to deal with the congestion in the city's core areas. This would lead to the felling of thousands of trees within the city along with the removal of existing road infrastructure -not to mention affecting a wide number of open spaces and private properties. In addition there are a range of concerns relating to rights of pedestrians, cyclists, the elderly and the physically challenged, children, pavement vendors, etc. To summarise, the scheme would result in a drastic and irreversible change in the landscape and environment of the city. Concerned about the logic of this decision, network members approached the Chief Secretary, Mr. Mahishi, on 19^th October 2007 with the request of a more public and open process of decision making. The outcome was a larger discussion with the Bangalore Metropolitan Land Transportation Authority (BMLTA) on the 30^th of November 2007 regarding the management of the city's growing traffic congestion issues. Sadly, while the discussion ranged over a wide variety of topics with the mention of various internationally recognised and lauded methods of managing traffic in urban conglomerates such as charging cess on personal vehicles, increasing public transportation facilities, etc., no concrete decisions resulted from this meeting. Recognising the need for urgent action, it was felt that a Public Consultation regarding the scheme would not only benefit the public through a larger dissemination of information, but would also lead to a process which identifies the vitality of the citizens and their participation in their own city's management. *_Organisers_*: * * *Environment Support Group* is a registered non-profit public interest research, training, campaign and advocacy initiative working on a variety of social and environmental justice issues. *Citizens Voluntary Initiative for the City*- CIVICs primary mandate is to generate and disseminate empowering information to the citizens of Bengaluru and to activate and mobilize participation of the local people in the planning, administration and management of the affairs of the Local Authorities. *Alternative Law Forum* (ALF) recognises itself as a space that integrates alternative lawyering with critical research, alternative dispute resolution, pedagogic interventions and more generally maintaining sustained legal interventions in various social issues. From sutp at sutp.org Fri Dec 21 13:16:17 2007 From: sutp at sutp.org (sutp at sutp.org) Date: Fri, 21 Dec 2007 04:16:17 +0000 Subject: [sustran] Bangkok BRT: Bestlin wins bus contract Message-ID: Bangkok BRT: Bestlin wins bus contractSUPOJ WANCHAROEN Bestlin Group has won a bid to supply the BangkokMetropolitan Administration (BMA) with 45 air-conditioned, gas-fuelledbuses costing 388 million baht for the Bangkok Rapid Transit (BRT)project. Bangkok Deputy Governor Panich Vikitsreth said the price quotedby the firm was one million baht lower than the mean price. The second round of bidding for the project, a platform policyof Bangkok Governor Apirak Kosayodhin when he was contesting theelection to become governor, was held yesterday. A total of 18 companies registered for the first round ofbidding but none turned up to offer a bid, saying the mean price set bythe BMA was too low. Mr Panich said the BMA would meet the winning firm soon todiscuss the contract's details. He would also ask the firm to lower thecost. If an agreement is reached, Bestlin is required to hand overthe first batch of 20 buses within 120 days for trials. Link: http://www.bangkokpost.com/News/21Dec2007_news16.php From eric.britton at ecoplan.org Sun Dec 23 00:01:26 2007 From: eric.britton at ecoplan.org (eric.britton) Date: Sat, 22 Dec 2007 16:01:26 +0100 Subject: [sustran] "Visions of sugar plums float in their heads" Message-ID: <009801c844ab$89b78020$9d268060$@britton@ecoplan.org> We think we live in the present, but this present is so colored by all kinds of images that we have picked up along the way. And when it comes to rethinking, and even more to reinventing, transport in cities, it is important that we understand not just what might be lodged in our heads as to our favored great next idea for society -- but also to have a good feel for that the other guys may have, both in their conscious minds and back there further in their heads. If we don't understand the other guys, and more than that have at least a certain sympathy with the various corners into which they may have painted themselves, we have little chance of making any deep changes in our pluralistic often divided democracies. Those that think differently from thee and me are not monsters. But it may be useful if we can find ways to open up their thinking to more positive ideas and practices. Which of course is what we are trying to do in this space. So very much in this spirit of understanding the other guys here is a nine minute "thinkpiece" about our favorite topic as seen and cooked by no other that Walt Disney exactly fifty years ago next week, which I am pleased to share with you today (and with kind thanks to our friends at NYC Streetsblog.org (try it, you'll like it)). Check it out at http://www.streetsblog.org/2007/12/20/disneys-highway-to-hell/. It's no joke. Eric Britton From edelman at greenidea.eu Sun Dec 23 01:02:25 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Sat, 22 Dec 2007 17:02:25 +0100 Subject: [sustran] Re: "Visions of sugar plums float in their heads" In-Reply-To: <009801c844ab$89b78020$9d268060$@britton@ecoplan.org> References: <009801c844ab$89b78020$9d268060$@britton@ecoplan.org> Message-ID: <476D3511.5020705@greenidea.eu> eric.britton wrote [I add in brackets]: > [...] > Those that think differently from thee and me are not [I suggest "necessarily"] monsters. [Monsters can be tamed, but only with a firm hand and little compromise, and no excuses] > So very much in this spirit of understanding the other guys here is a nine > minute "thinkpiece" about our favorite topic as seen and cooked by no other > that Walt Disney exactly fifty years ago next week [...] > -- > THE "train truck" shown here is not such a bad idea, depending on what source of power it uses and all the other demands. - T -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From edelman at greenidea.eu Sun Dec 23 01:19:21 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Sat, 22 Dec 2007 17:19:21 +0100 Subject: [sustran] Vietnam Backs Biogas Over Biofuels Message-ID: <476D3909.2000704@greenidea.eu> Vietnam Backs Biogas Over [other] Biofuels Viet Nam is backing biogas--production of methane from manure and agricultural waste--and banning [other] biofuels. Hanoi rejects "biofuel fever" as a crime against humanity. The Communist government says biofuels will aggravate the situation of hungry people around the world and possibly lead to an environmental catastrophe. *** This comes from and lists no sources or anything so don't assume anything... I found this through a Google News or Google Blogs Alert - I am signed up to receive news about "biogas" among other things like "carfree" and "car-free". Very useful. There is really a lot going on with biogas for generating electricity, etc. I realise that developing countries are often more developed in this area, at least in using biomethane for cooking, etc, than developed ones... -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From edelman at greenidea.eu Sun Dec 23 02:16:06 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Sat, 22 Dec 2007 18:16:06 +0100 Subject: [sustran] MEXICO: Transgenic Maize Knocking at the Door (Frankenfoods, Frankenfuels) Message-ID: <476D4656.7050705@greenidea.eu> This is related to the Vietnam biofuels story.... "Hey, wait, kiddo," you might be sayin', "This is not about transport in the developing world"... Well, okay, not exactly, but I think the pressure put on Mexico because of rising foodcorn prices due to the increased use of fuelcorn in El Norte (USA) is creating better political conditions for GMO foodcorn.(Frankenfood ).. and there is genetic engineering going on with the goal of increasing yields of fuelcrops (Frankenfuel*). What's next? Chicken-powered rickshaws? - T * "...We shouldn't call genetically engineered plants /biofuels/. They are /frankenfuels/. By tampering with plant DNA, we run the risk of getting further out of balance, possibly introducing new and unexpected harms like invasive species that take over croplands and natural ecosystems...." - Joe Brewer -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From operations at velomondial.net Sun Dec 23 02:52:05 2007 From: operations at velomondial.net (Pascal van den Noort) Date: Sat, 22 Dec 2007 18:52:05 +0100 Subject: [sustran] Expected in 2008: Amsterdam Cycling Capital Message-ID: <04b301c844c3$6ac906d0$9a00000a@MPBV> Pascal J.W. van den Noort Executive Director Velo Mondial Velo Mondial's Blog Google Velo Mondial www.velomondial.net www.velo.info http://spicycles.velo.info http://susta-info.net operations@velomondial.net +31206270675 landline +31627055688 mobile phone From eric.britton at ecoplan.org Mon Dec 24 19:14:36 2007 From: eric.britton at ecoplan.org (eric.britton) Date: Mon, 24 Dec 2007 11:14:36 +0100 Subject: [sustran] Report on Clinton Climate Initiative/C40 join workshop on transport, London, Dec. 2007 Message-ID: <001c01c84615$cb7f3c30$627db490$@britton@ecoplan.org> We have to reduce about 80% of our greenhouse gas emissions over the next 10 to 15 years." - William Jefferson Clinton, 1 August 2006 As many of you in our several New Mobility programs and discussion groups are aware, we have been enthusiastic supporters of these goals of the Clinton Climate Initiative (http://www.clintonfoundation.org/cf-pgm-cci-home.htm ) as set out in the opening statement of President Clinton back in the summer of 2006. In this spirit here is the latest information that we have from them their first report on their collaborative transportation program event with the C40 Cities Climate Leadership Group (http://www.c40cities.org) that took place in London in the first week of this month:. ? Opening page on their 3-5 December transport/congestions workshop in London - http://www.c40cities.org/events/0712transport/index.jsp ? C40 workshop program - http://www.c40cities.org/events/0712transport/programme.jsp (text follows below) ? Press release announcing event and its objectives - http://www.c40cities.org/news/news-20071203.jsp ? Remarks on city cycles - http://www.c40cities.org/docs/0712transport/day1-sess1-dector.pdf ? Closing remarks on the Clinton Climate Initiative transportation program - Steve Crolius, Senior Director, Clinton Climate Initiative - http://www.c40cities.org/docs/0712transport/day2-sess8-crolius.pdf This last overview paper by their Senior Director sets out the 13 product/service areas which they are targeting. I have shifted their order slightly to put the three that interest our new mobility/climate action programs (http://www.invent.newmobility.org) most in the top three slots. ? BRT Design Services ? Fare Collection Systems ? Traffic Management Systems ? Advanced All-Electric Buses ? Diesel Particulate Filters ? Ethanol Buses ? Fuel-Cell Buses ? Hybrid-Diesel Buses ? Hybrid-Diesel Refuse Trucks ? Hybrid-Diesel School Buses ? LED Traffic Lights ? Light-Vehicle PHEV Conversion Kits ? Outdoor Lights Your comments on this program and these documents are welcomed. May I suggest that you address them to NewMobilityCafe@yahoogroups.com . Eric Britton "The C40 Cities Climate Leadership Group is a tremendous idea and a fine example of the different dimensions of international collaboration." Sir Nicholas stern Pointing the way to New Mobility Photo of Velib showing the way in Paris traffic. From the Greening of Transport report. http://www.invent.newmobility.org C40 workshop on transport and congestion Programme All presentations are available as PDF files. Day 1: Monday 3 December 2007: Changing behavious Opening remarks: Aims and objectives of the workshop, useful information ? Simon Reddy, Manager, C40 Secretariat Keynote address: Ulla Hamilton, Vice Mayor of Stockholm; Ken Livingstone, Mayor of London Day 1, Session 1: Walking and Cycling Introduction and overview of Day 1 topics: Moderated by Mark Watts, Special Adviser to the Mayor of London How to make cycling a lifestyle choice in your city: Niels T?rsl?v, Director, Traffic Department, City of Copenhagen Cycle hire schemes: a way to encourage the rapid uptake of cycling? ? German Dector-Vega, Strategy Manager, Transport for London (Strategy Development, Surface Transport) Day 1, Session 2: Infrastructure investment, land-use planning and urban design Moderated by Gustaf Landahl, City of Stockholm Bus Rapid Transit (BRT) systems: Ang?lica Castro Rodr?guez , Transmilenio Company, Bogot? Attractive urban redesign for walking and cycling: Torsten Malmberg, Director, Strategic Planning Department, City of Stockholm Sao Paulo initiatives to climate change: Cesar Morales, Deputy Secretary for Transport, City of Sao Paulo Berlin?s progress in implementing a sustainable transport policy in the city: Senator Katrin Lompscher, Senate Department for Health, the Environment and Consumer Protection, Berlin Day 1, Key note address 2 How Transport for London is addressing climate change in its planning for the future: Peter Hendy, Commissioner, Transport for London Day 1, Session 3: Travel demand management (TDM): smart measures Moderated by Mr Bharat Singal, Delhi Integrated Multi-modal Transit, Delhi London?s Sutton trial: practical implementation of a range of TDM programmes: Ben Plowden, Programme Director, Travel Demand Management Programme, Transport for London Sustainable Mobility through Access Restriction Policies and Clean Zones: Fabio Nussio, Head of International Relations, Mobility Agency for the City of Rome Day 1, Session 4: Travel demand management: regulatory measures Moderated by Commissioner Janette Sadik-Khan, NYC Department of Transport Congestion and emissions-related charging in London: Mich?le Dix, Managing Director for Planning, Transport for London Congestion tax in Stockholm: Gunnar S?derholm, Head of Administration and former head of Stockholm congestion trial, Stockholm Environment-Friendly Traffic Demand Management in Seoul: Mr Hong Seog Goh, Director of Transportation Planning, Seoul Metropolitan Government Reception, London Transport Museum Hosted by the City of Stockholm and address by Ulla Hamilton, Vice Mayor of Stockholm Day 2: Tuesday 4 December 2007: vehicle technologies Opening Remarks Day 2, Session 5: Alternative vehicle technologies Plug-in hybrids (cars): Phil Jessup, Executive Director, Toronto Atmospheric Fund ( Transcript of the presentation) Hybrid and fuel cell buses: Mike Weston, Operations Director, Surface Transport, Transport for London Bio-ethanol buses: Fredrik Morsing, Director, Alternative Fuels, Scania Buses with internal combustion engines using gaseous fuels: Prof. Edward Jobson, Environmental Director, Volvo Day 2, Session 6: City Experiences Moderated by Ulla Hamilton, Vice Mayor of Stockholm New York?s experiences with hybrids to date: Thomas J. Savage, President, MTA Bus Company, New York Stockholm?s experience with ethanol and bio-gas buses: Stefan Wallin, Environment Manager, Stockholm Public Transport Company (SL), City of Stockholm Introduction of Compressed Natural Gas in Delhi: Bharat Singal, Officer on Special Duty, Delhi Integrated Multi-modal Transit, Delhi Day 2, Session 7: Other key issues to consider Moderated by Linda Manyuchi, Director, Air Quality Management and Climate Change, City of Johannesburg Creating a market for clean vehicles: Gustaf Landahl, Head of Department Planning and Environment, Environment and Health Administration, City of Stockholm Alternative vehicle and fuel sustainability: Dr Jeremy Woods, Research Fellow, Imperial College, London Biofuel certification options: Greg Archer, Director, Low Carbon Vehicle Partnership, London Day 2: Session 8: The Clinton Initiative Transport Programme Presentation of the CCI?s Transport Programme: Steve Crolius, Senior Director, Clinton Climate Initiative Closing Remarks: Nicky Gavron, Deputy Mayor of London From eric.britton at ecoplan.org Tue Dec 25 17:33:32 2007 From: eric.britton at ecoplan.org (eric.britton) Date: Tue, 25 Dec 2007 09:33:32 +0100 Subject: [sustran] Fuel Consumption and Environmental Impact of Rickshaw Bans in Dhaka Message-ID: <000001c846d0$da028800$8e079800$@britton@ecoplan.org> From: Saiful Alam [mailto:shovan1209@yahoo.com] Sent: Tuesday, 25 December 2007 06:53 To: eric.britton@ecoplan.org Subject: Fuel Consumption and Environmental Impact of Rickshaw Bans in Dhaka Fuel Consumption and Environmental Impact of Rickshaw Bans in Dhaka Dear all Most trips in Dhaka are short in distance, usually one to five kilometers. These trips are perfect of Rickshaws. Rickshaws are cheap and popular mode of transport over short distances. Rickshaws are safe, environmentally friendly and do not rely on fossil fuels. Rickshaws support a significant portion of the population, not only the pullers, but also their families in the villages, the mechanics who fix the rickshaws, as well as street hawkers who sell them food. From the raw materials to the finished product the Rickshaw employs some 38 different professions. Action needs to be taken to support the Rickshaw instead of further banning it in Dhaka . The combined profits of all Rickshaws out earn all other passenger transport modes (bus, rail, boats and airlines) combined. In Dhaka alone, Rickshaw pullers combine to earn 20 million taka a month. We think that over the coming holiday of Eid du Ajah, new Rickshaw bans will be put into action on roads in Dhaka . Eid was used in the past to place new bans on roads in Dhaka . Last Eid many roads were declared Rickshaw free without public support or approval. By banning Rickshaws roads are clogged with increased private car use as well as increased parking by cars. Banning of Rickshaws on major roads increases the transportation costs for commuters. Not only due to longer trips to avoid roads with bans in effect, but also due to actually having to take more expensive forms of transport such as CNG or Taxi, where in the past a Rickshaw would suffice. The environmental impact of banning Rickshaws is obvious because it exchanges a non-motorized form of transport for a motorized form of transport, thus increasing the pollution and harming the environment. Rickshaw bans harm the most vulnerable in society, mainly the sick, poor, women, children and the elderly; generally those who can not afford or do not feel comfortable on other forms of public transport. To ban Rickshaws also hurts small businesses that rely on them as a cheap and reliable form of transporting their goods. Rickshaws are ideal for urban settings because they can transport a relatively large number of passengers while taking up a small portion of the road. In 1998 the data showed that Rickshaws took up 38% of road space while transporting 54% of passengers in Dhaka . The private cars on the other hand, took up 34% of road space while only transporting 9% of the population (1998 DUTP). This data does not include the parking space on roads that cars take up in Dhaka . If included this would further raise the amount of space taken up by private cars. Every year the Rickshaw saves Bangladesh 100 billion taka in environmental damage. The government makes many efforts to reduce traffic congestion in Dhaka but with no success. Blaming Rickshaws for traffic congestion and subsequently banning them from major roads has not had the desired affect. Traffic is still as bad now as it was before the Rickshaws were banned on major roads. Rickshaws thus can not be seen as the major cause of traffic congestion. Instead one should look towards private cars and private car parking on roads as the major cause of traffic congestion. The space gained by banning Rickshaws is often used for private car parking. The current trend in transport planning reduces the mobility of the majority for the convenience of the minority. The next time a ban on Rickshaws on another road is discussed please take into consideration who is being hurt and who is being helped. For a better transport system in Dhaka we need to create a city wide network of Rickshaw lanes. If this is done Dhaka can reduce its fuel usage dramatically as well its pollution. We ask your help in our fight to keep Dhaka a Rickshaw city. Any information or help is very much appreciated and sought after. I write you this letter to describe the difficulties we are facing and some solutions but they are by no means exhaustive and we look forward to your help and input. Syed Saiful Alam Shovan Volunteer Save Environment Movement House # 58/1, Kalabagan 1st lane Dhanmondi, Dhaka,Bangladesh Email shovan1209@yahoo. www environmentmovementbd.org. _____ Never miss a thing. Make Yahoo your homepage. From eric.britton at ecoplan.org Wed Dec 26 00:35:13 2007 From: eric.britton at ecoplan.org (eric.britton) Date: Tue, 25 Dec 2007 16:35:13 +0100 Subject: [sustran] Knowledge-based Transport Planning and More Rickshaw Bans in Dhaka City Message-ID: <006201c8470b$c326a040$4973e0c0$@britton@ecoplan.org> "Dr. Mahabubul Bari" wrote: Knowledge-based Transport Planning and More Rickshaw Bans in Dhaka City Please find attached a document on "Knowledge-based Transport Planning and More Rickshaw Bans in Dhaka City" which you may find relevant considering further extension of fuel free transport ban on more roads of Dhaka City and other contemporary transport investment initiatives. The truism "history repeats itself" applies to those who ignore the lessons of the past and insist on forging ahead, committing the same mistakes, and experiencing the same results. It is hoped that city authorities will learn form the mistakes of the Mirpur Road Demonstration project and try to assign the due importance of fuel-free transport. Given the small modal share of automobiles and the many problems they cause, there should be no provision for creating more auto-only roads within urban areas, and all existing auto-only roads should be converted into mixed-use roads by properly integrating public transit, FFT and fuel-dependent transport (FDT). If the Mirpur Road project is indeed a demonstration-in a sense an experiment-then clearly the lessons should be carefully learned before proceeding with transport planning. In this case, the lessons are startlingly clear, and point in a very different direction from that of current transport planning in Dhaka. Again, while developing a mass transit system for a mega city like Dhaka, efforts should be made to develop an affordable system for the majority under a well-integrated multi-modal system. It would be rather unfortunate to develop a mass transit system mainly as a profit making enterprise. Given the complexity of the transport planning process and the fact that transport and urban planning have significant effects on the economic and overall well-being of a city's residents, it is important to adopt a knowledge-based and participatory approach involving all segments of the stakeholders. Such a participatory planning process should take into account not only technical issues about feasibility and efficiency, but also the likely effects of policies on mobility, accessibility, and quality of life for all those affected, with a particular focus on vulnerable groups, those most likely to be left out of, and highly affected by, the existing planning process. It is important to have an open discussion to explore the scientific validity of the further extensions of fuel-free transport bans and the justification of the building of mass transit mainly as a profit-making enterprise under the perspectives of sustainable transport development in Dhaka City. We, the proponents of sustainable transport development, would be very keen to discuss the issues at lengths at any place in Dhaka in between December 29, 2007 to January 21, 2008. Active participation of DTCB, DCC, police, high officials from the Ministry of Communications, academics from universities, representatives from the development partners and members of the STP advisory committee would be highly appreciated. Best regards, Mahabubul Bari Transport Specialist, UK From mahabubul.bari at sky.com Wed Dec 26 03:03:29 2007 From: mahabubul.bari at sky.com (Dr. Mahabubul Bari) Date: Tue, 25 Dec 2007 18:03:29 -0000 Subject: [sustran] Knowledge-based Transport Planning and More Rickshaw Bans in Dhaka City Message-ID: <006701c8478d$5df72d20$0200a8c0@MMBari> Knowledge-based Transport Planning and More Rickshaw Bans in Dhaka City Please find attached a document on "Knowledge-based Transport Planning and More Rickshaw Bans in Dhaka City" which you may find relevant considering further extension of fuel free transport ban on more roads of Dhaka City and other contemporary transport investment initiatives. The truism "history repeats itself" applies to those who ignore the lessons of the past and insist on forging ahead, committing the same mistakes, and experiencing the same results. It is hoped that city authorities will learn form the mistakes of the Mirpur Road Demonstration project and try to assign the due importance of fuel-free transport. Given the small modal share of automobiles and the many problems they cause, there should be no provision for creating more auto-only roads within urban areas, and all existing auto-only roads should be converted into mixed-use roads by properly integrating public transit, FFT and fuel-dependent transport (FDT). If the Mirpur Road project is indeed a demonstration-in a sense an experiment-then clearly the lessons should be carefully learned before proceeding with transport planning. In this case, the lessons are startlingly clear, and point in a very different direction from that of current transport planning in Dhaka. Again, while developing a mass transit system for a mega city like Dhaka, efforts should be made to develop an affordable system for the majority under a well-integrated multi-modal system. It would be rather unfortunate to develop a mass transit system mainly as a profit making enterprise. Given the complexity of the transport planning process and the fact that transport and urban planning have significant effects on the economic and overall well-being of a city's residents, it is important to adopt a knowledge-based and participatory approach involving all segments of the stakeholders. Such a participatory planning process should take into account not only technical issues about feasibility and efficiency, but also the likely effects of policies on mobility, accessibility, and quality of life for all those affected, with a particular focus on vulnerable groups, those most likely to be left out of, and highly affected by, the existing planning process. It is important to have an open discussion to explore the scientific validity of the further extensions of fuel-free transport bans and the justification of the building of mass transit mainly as a profit-making enterprise under the perspectives of sustainable transport development in Dhaka City. We, the proponents of sustainable transport development, would be very keen to discuss the issues at lengths at any place in Dhaka in between December 29, 2007 to January 21, 2008. Active participation of DTCB, DCC, police, high officials from the Ministry of Communications, academics from universities, representatives from the development partners and members of the STP advisory committee would be highly appreciated. Best regards, Mahabubul Bari Transport Specialist, UK From edelman at greenidea.eu Wed Dec 26 21:51:50 2007 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 26 Dec 2007 13:51:50 +0100 Subject: [sustran] Netherlands, Viet Nam and USA support biogas/waste methane / Shell Message-ID: <47724E66.5060402@greenidea.eu> Hi, The news below from Vietnam is focused on using waste methane (biogas/biomethane) for domestic cooking and heating but the US international programme could be about any use of waste methane (and from sources like old coal mines, etc). For transport, the most effective use of waste methane (if you have enough) is in generating electricity for electrically-powered guided vehicles, but of course that is difficult or not justifiable in many places and certainly rural areas. So, my favourite idea for biogas/waste methane for transport is a combination sewage treatment/biogas reactor facility. (Though I think this requires fair amounts of water). The gas could then be cleaned and concentrated and used in all vehicles which use CNG. So using this a community could possibly provide energy for all local transport, trash vehicles, etc. However, last year Manfred Breithaupt from GTZ asked me the following questions related to that (specifically about biogas trains): "Being in general quite sceptical on biofuels in transport, I?m also in this case inclined to pose my usual set of questions: * Who is interested in using bio-mass (in this case biogas)? ? The agricultural sector (because of income), the energy sector (in order to enhance energy security), or the transport sector (why)? * What is the price of bio-mass per unit compared to conventional fuels (for various crude-oil price levels and under which tax schemes?) * Are there any favourable policy frameworks for bio-mass use in place? (eg. tax incentives) * What are overall indicators related to the mentioned trains (e.g., usage, mode share, energy consumption per seat-km, cost coverage)? * How do they compare to similar systems as well as to other public modes in the area? * Are there other policy options available in order to achieve the intended objectives? * Are there competing options for bio-mass use in local energy production?" Maybe some of these questions have answered themselves since then... *** [In the first article there is mentioned towards the end an interesting benefit for sustainable transport... really, decreasing unnecessary mobility] Biogas tanks benefit farmers, environment (25-12-2007) *by To Nhu* HA NOI ? The environment has benefited a lot from a joint programme between Viet Nam and the Netherlands on building biogas tanks in rural areas throughout the country, said the deputy director of the Agriculture and Rural Development Ministry?s Livestock Breeding Department, Nguyen Thanh Son. The 2006 Global Energy Prize-winning programme, began in 2003, aims at developing a stable biogas industry in the country while reducing reliance on fossil fuels. Son, who is also the project?s director, said the programme had helped people build more than 36,000 family biogas tanks in 25 cities and provinces nationwide. More than 100,000 people had benefited from the programme. Biogas has helped reduce air pollution, improve sewage treatment, lessen odours and deforestation and improve public health, said Son. Statistics from the department indicate that a family with a biogas tank used 2.3 tonnes of firewood less than those without a tank, equal to 0.03 ha of forest per year, while producing 30 tonnes of high-quality waste for farming. It is estimated that 90 per cent of rural households had used waste from biogas tanks to improve impoverished soil. Nguyen Thi Van, a beneficiary of the programme from Nghe An Province, said her family had escaped from poverty thanks to the project. "We farmers who earn a living from livestock breeding and agriculture have benefited a lot from biogas tanks," said Van. "It has not only helped my family reduce costs for fuel including coal, wood, oil and electricity to between VND70,000-80,000 (US$5) per month, but also helped supply waste for farming so I don?t have to use chemical fertilisers." Le Van Ngoc, from northern Thai Nguyen Province, said he built a biogas tank three years ago at a cost of VND3 million ($188). He received VND1 million ($63) from the project. Ngoc said it was now rare to see smoke rising in the village from burning wood and straw, as many local households had built biogas tanks. People had used gas from biogas tanks to cook dishes, even mash for pigs, and many of them had installed water heaters thanks to the tanks. "My family has a herd of 15 pigs, three times more than we had in 2003," said Ngoc. "Cooking mash for pigs is easier than before." He said that biogas tanks helped his family earn more than VND100 million ($6,250) per year and build a modern house. Son said biogas tanks could improve human health by reducing bad smells and air pollution. "Women and children are now free to do other things in stead of fetching firewood. Destruction of local forests has also decreased." Minister of Agriculture and Rural Development Cao Duc Phat said livestock breeding had flourished in the country?s agricultural sector following industrialisation, but the impact to the environment was a concern. He said the programme had opened a new development way for livestock breeding as it addressed environment protection concerns. Phat said the Netherlands had committed to support an additional amount of 3.7 euro to help with another 140,000 biogas tanks by 2010. The Government expected the plan to help reduce CO2 emissions by 420,000 tonnes, save 300,000 tonnes of wood per year and create at least 2,500 biogas-related jobs. *** EPA Issues RFPs to Support Biogas Production _http://green.onevillage.tv/?p=189 _ U.S. EPA issued a major request for proposals (RFP) to support the Methane to Markets Partnership by funding projects and activities that advance methane recovery and use as a clean energy source. The total estimated amount for this competitive funding opportunity is up to $7 million. EPA expects to award up to 40 cooperative agreements through this announcement, ranging in value from approximately $100,000 to $700,000. EPA seeks proposals from organizations including international governments, not-for-profit organizations, states, local governments, and universities. Successful proposals will promote project development internationally. The estimated project period for awards is September 2008 through September 2011. Proposals are due by February 22, 2008, 4:00 p.m. EST. All proposals, however transmitted, must be received by EPA or through grants.gov (RFP number EPA-OAR-CCD-08-01) by the closing date and time to receive consideration. See EPA?s Methane to Markets Grants page for additional information on how to apply. [Argentina, Brazil, China, Colombia, Ecuador, India, Korea, Mexico, Nigeria, Russia, Ukraine, and Vietnam. EPA will also consider Regional proposals as long as at least one of the countries listed above is included in the proposed work.] *** OK, that was the positive part... and while we are still on the subject of energy: HERE is Shell (and Ferrari) utterly mocking all our efforts in cities of the world: PLEASE think about how much Shell probably spent on these adverts vs. how much they give to BRT projects etc... Finally, I think it is only fair to end this on Shell's (and BP's) sustainable energy business: - T -- -------------------------------------------- Todd Edelman Director Green Idea Factory Korunni 72 CZ-10100 Praha 10 Czech Republic Skype: toddedelman ++420 605 915 970 ++420 222 517 832 edelman@greenidea.eu http://greenideafactory.blogspot.com/ www.flickr.com/photos/edelman Green Idea Factory is a member of World Carfree Network www.worldcarfree.net From et3 at et3.com Sat Dec 29 04:20:49 2007 From: et3 at et3.com (Daryl Oster) Date: Fri, 28 Dec 2007 14:20:49 -0500 Subject: [sustran] Chinese Motorcycles Change Lives In-Reply-To: <006701c8478d$5df72d20$0200a8c0@MMBari> References: <006701c8478d$5df72d20$0200a8c0@MMBari> Message-ID: <00ae01c84986$d1913960$7d00a8c0@P90CAD> http://www.nytimes.com/2007/12/27/world/asia/27laos.html December 27, 2007 Long Lao Gao Journal In Laos, Chinese Motorcycles Change Lives By THOMAS FULLER LONG LAO GAO, Laos - The pineapple that grows on the steep hills above the Mekong River is especially sweet, the red and orange chilies unusually spicy, and the spring onions and watercress retain the freshness of the mountain dew. For years, getting this prized produce to market meant that someone had to carry a giant basket on a back-breaking, daylong trek down narrow mountain trails cutting through the jungle. That is now changing, thanks in large part to China. Villagers ride their cheap Chinese motorcycles, which sell for as little as $440, down a rutted dirt road to the markets of Luang Prabang, a charming city of Buddhist temples along the Mekong that draws flocks of foreign tourists. The trip takes one and half hours. "No one had a motorcycle before," said Khamphao Janphasid, 43, a teacher in the local school whose extended family now has three of them. "The only motorcycles that used to be available were Japanese and poor people couldn't afford them." Cheap Chinese products are flooding China's southern neighbors like Myanmar, Laos, Vietnam and Cambodia. The products are transforming the lives of some of the poorest people in Asia, whose worldly possessions a few years ago typically consisted of not much more than a set or two of clothes, cooking utensils and a thatch-roofed house built by hand. The concerns in the West about the safety of Chinese toys and pet food are largely moot for the people living in the remote villages here. As the first introduction to global capitalism, Chinese products are met with deep appreciation. "Life is better because prices are cheaper," Mr. Khamphao said. Chinese television sets and satellite dishes connect villagers to the world, stereos fill their houses with music and the Chinese motor scooters often serve as transport for entire families. The motor scooters, which typically have small but adequate 110cc engines, literally save lives, says Saidoa Wu, the 43-year-old village headman of Long Lao Mai, a village nestled in a valley at the end of the dirt road, adjacent to Long Lao Gao. "Now when we have a sick person we can get to the hospital in time," Mr. Wu said. Improvised bamboo stretchers that villagers here used as recently as a decade ago to carry the gravely ill on foot are history. In a village of 150 families, Mr. Wu counts a total of 44 Chinese motorcycles; there were none five years ago. Chinese motorbikes fill the streets of Hanoi, Vientiane, Mandalay and other large cities in Indochina. Thirty-nine percent of the two million motorcycles sold annually in Vietnam are Chinese brands, according to Honda, which has a 34 percent market share. Chinese exports to Vietnam, Myanmar and Laos amounted to $8.3 billion in the first eight months of the year, up about 50 percent from the same period in 2006. About seven years ago, residents here say, Chinese salesmen began arriving with suitcases filled with smuggled watches, tools and small radios; they would close up and move on when the police arrived. More recently Chinese merchants, who speak only passable Lao, received permission to open permanent stalls in the towns and small cities across Indochina. In Laos, these are "talad jin," or Chinese markets. Khamphao and his neighbors all have $100 Chinese-made television sets connected to Chinese-made satellite dishes and decoders, causing both joy and occasional tension among family members sitting on the bare concrete or dirt floors of their living rooms. "I like watching the news," Mr. Khamphao said. "My children love to watch movies." A two-hour interview with Khamphao was interrupted twice: once when his buffalo in the adjoining field gave birth to a healthy calf and a second time when a cable TV channel was showing "Lost in Translation," and the actor Bill Murray sang an off-key rendition of Bryan Ferry's "More Than This." Mr. Khamphao's children, whose daily lives are largely confined to the mountain village, have picked up the Thai language from television and they sing along to commercials broadcast from Thailand. The enthusiasm for Chinese goods here is tempered by one commonly heard complaint: maintenance problems. "The quality of the Japanese brands is much better," said Gu Silibapaan, a 31-year-old motorcycle mechanic in Luang Prabang. People with money, he said, buy Honda, Yamaha and Suzuki motorcycles. People with lots of money buy cars. Mr. Gu claims he can tell a Japanese brand, manufactured in Thailand, just by listening to the engine. "It sounds more firm and the engine noise is softer," he said. Some Thai-made Japanese motorcycles can go 10 years without an engine overhaul. Chinese bikes, he said, usually need major repairs within 3 to 4 years. "I want a motorcycle from Thailand but I don't have the money," said Kon Panlachit, a police officer who brought his Jinlong 110cc motorcycle to Gu's shop for repairs on a recent weekend. "When I ride it, it makes a noise - dap, dap dap," Mr. Kon complained. "It's the second time I've brought it here for this problem." The cheapest Thai-made Honda goes for 55,000 baht, about $1,670 - four times the price of the cheapest Chinese bikes, which are sold under many brand names, including Yinxiang, Dashan, Yincin, Zongshen and Honshun. The influx of Chinese motorcycles is keeping mechanics busy in Luang Prabang. A decade ago there were only two or three repair shops in the city, says Mr. Gu. Now he counts 20. Mr. Gu does not worry about maintenance for his own motorcycle. "I have a Honda," the mechanic said. Copyright 2007 The New York Times Company