From eric.britton at ecoplan.org Sat Jan 2 21:37:50 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Sat, 2 Jan 2010 13:37:50 +0100 Subject: [sustran] 1 January 2009: Is World Streets worth continuing in 2010? We asked 100 experts for their views - - and 101 responded. Message-ID: <00d101ca8ba8$70307170$50915450$@britton@ecoplan.org> 1 January 2009: Is World Streets worth continuing in 2010? We asked 100 experts for their views - - and 101 responded. January 1 2009. We have just competed our first year of publication of World Streets, and we now know that we are going to need financial and other forms of support if we are to continue this international sustainability adventure. Is what we are doing useful and worthy of support? 101 of our readers picked up their pens and responded to our question. [Have a look and if upon consideration you would like to add your voice and views to what you see here, you will see on the site that you are more than welcome to do so. The editor.] --> Full text of this article appears in today's World Streets at http://WorldStreets.org/ --> Discussions on New Mobility Forum at www.newmobility.org (Post to NewMobilityCafe@yahoogroups.com) Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility From yanivbin at gmail.com Mon Jan 4 03:42:15 2010 From: yanivbin at gmail.com (Vinay Baindur) Date: Mon, 4 Jan 2010 00:12:15 +0530 Subject: [sustran] =?windows-1252?Q?UPA_government=92s_100-day_promise_com?= =?windows-1252?Q?es_a_cropper?= Message-ID: <86b8a7051001031042w6c16014eycc9deab1634c492c@mail.gmail.com> UPA government?s 100-day promise comes a cropper *Vikas Pathak , Hindustan Times* Email Author New Delhi, January 02, 2010 One of the 100-day promises of the United Progressive Alliance government has already overshot its target, without yielding much result. Of the 15,220 buses sanctioned for 61 cities covered under the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) in February 2009, just 2,781 have been delivered, as per the latest figures. However, the number for 2009 may yet go up, as more figures will be available in January. ?These buses will be delivered by December 2009,? the 100-day agenda of the Ministry of Urban Development had said. Just a fifth of the number have been delivered. The Centre sanctioned a certain number of buses for each city and released half its share ? the Centre funds 50 percent of the cost of the buses ? as advance. It got weekly reports from cities, with copies of bus purchase orders to decide whether to release another instalment. Till now, 13,800 orders have been placed by states, part of the cause of the delay. The companies supplying the buses include TATA, Ashok Leyland, Eicher Motors, Volvo and Swaraj Mazda. There is another reason, too, for the delay: bus manufacturers have taken more than the expected time to supply the buses. ?Industry was not geared to supply buses,? said a senior official of the Ministry, not wishing to be named. ?If we can compress the time to make a scheme and release the money to some months, why can?t they deliver the buses timely?? Bangalore, Chennai, Hyderabad, Kolkata, Mysore and Mumbai already have JNNURM-funded buses on the roads. Delhi ? which had not sent the Ministry purchase orders of a single bus till many months after the scheme?s announcement in February 2009 -- is yet to see this fleet taking to the roads, said an official. The bus-funding offer by the Centre was a one-time offer as part of the second economic stimulus package to revive the automobile industry at the height of the meltdown. *http://www.hindustantimes.com/StoryPage/Print/492934.aspx* From kaye.patdu at cai-asia.org Mon Jan 4 10:15:38 2010 From: kaye.patdu at cai-asia.org (Kaye Patdu) Date: Mon, 4 Jan 2010 09:15:38 +0800 Subject: [sustran] Sustainable Urban Transport in Asia 2009: A Year in Review Message-ID: <81215e5a1001031715s79346e4dmf46aec779bc3b55b@mail.gmail.com> *Sustainable Urban Transport in Asia 2009: A Year in Review* Year 2009 can be considered very significant as climate change concerns in transport became the primary driver of the Sustainable Transport agenda. At the end of the year as deal at Copenhagen became just a "step forward" to hopefuls and a "dismal act" to many environmentalists, if we step back and analyze important developments in transport in Asia; we see many climate change initiatives pushing transport. The "other" important benefits seems to have taken the backseat and many in policy making and transport community started recognizing Transport as a key element in mitigating Climate Change. "Low Carbon Transport" became the mantra, which would decide the future course of transport for the next decade. In this document, CAI-Asia presents selected news stories, relevant studies and other articles which summarize the best and worst of year 2009 from the transport perspective. Full document can be accessed here: http://www.cleanairnet.org/caiasia/1412/article-73662.html Cheers Kaye -- Maria Katherina Patdu Environmental Researcher Clean Air Initiative for Asian Cities (CAI-Asia Center) Center T +63 2 395 2843 to 45 | F +63 2 395 2846 | M +63 927 441 5692 | kaye.patdu@cai-asia.org Unit 3510, 35F, Robinsons-Equitable Tower, ADB Avenue, Pasig City, 1605, Philippines Please consider the environment before printing this email. From cornie.huizenga at slocatpartnership.org Mon Jan 4 16:17:30 2010 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Mon, 4 Jan 2010 15:17:30 +0800 Subject: [sustran] Re: Rickshaw puller in Dhaka earns Tk 6, 300 per month: JICA study In-Reply-To: References: Message-ID: <47a72ec51001032317r32bfd8eao3183b841e1883418@mail.gmail.com> Dear Sudhir, Have you been able to get hold of the study itself? Cornie On Wed, Dec 23, 2009 at 7:07 PM, Sudhir wrote: > This Christmas season is bringing some "thought provoking" articles from > people. Over past few days we are seeing some very good articles. > > But, what do you think of this ? > > http://www.thefinancialexpress-bd.com/more.php?news_id=87400 > > this is classic - *The study demolishes the myth that the rickshaw pullers > are one of the lowest earning working groups in the city, regularly > portrayed as "oppressed" and "deprived" people in the country's popular > media.* > > -- > Sudhir Gota > Transport Specialist > CAI-Asia Center > Unit 3510, 35th Floor, Robinsons-Equitable Tower, > ADB Avenue, Ortigas Center, Pasig City > Metro Manila, Philippines 1605 > Tel: +63-2-395-2843 > Fax: +63-2-395-2846 > http://www.cleanairnet.org/caiasia > Skype : sudhirgota > > > > -- > Sudhir Gota > Transport Specialist > CAI-Asia Center > Unit 3510, 35th Floor, Robinsons-Equitable Tower, > ADB Avenue, Ortigas Center, Pasig City > Metro Manila, Philippines 1605 > Tel: +63-2-395-2843 > Fax: +63-2-395-2846 > http://www.cleanairnet.org/caiasia > Skype : sudhirgota > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From kanthikannan at gmail.com Mon Jan 4 18:56:05 2010 From: kanthikannan at gmail.com (Kanthi Kannan) Date: Mon, 4 Jan 2010 15:26:05 +0530 Subject: [sustran] Re: Implementation of access paths In-Reply-To: <86b8a7051001031042w6c16014eycc9deab1634c492c@mail.gmail.com> Message-ID: <4b41bb40.0f0bca0a.2927.ffffc78e@mx.google.com> Dear all Greetings!! I really do not know where to start this mail because we all know and I think that almost all the people in authority concerned know that footpaths and pedestrian crossings are a MUST and also the benefits of these 'access paths' too. Almost every other day there is an article about footpaths and pedestrian crossings in the newspapers. Now the most important part of the story is "How do we get the implementation done?" The footpath story becomes sadder by the day and the lack of pedestrian crossings is now forcing a lot of people to either risk their lives or take an auto (the worst 3 wheeler contraption) to cross the roads. All of us also realise that in India for anything to become popular or talked about we need an actor/ cricketer as a Brand Ambassador. Any ideas/ suggestions? Warm Regards Kanthi Kannan THOSE WHO WALK CANNOT DECIDE AND THOSE WHO DECIDE DO NOT WALK From jmcusset1 at yahoo.fr Tue Jan 5 14:47:25 2010 From: jmcusset1 at yahoo.fr (Jean Michel CUSSET) Date: Tue, 5 Jan 2010 05:47:25 +0000 (GMT) Subject: [sustran] EMERGENCY Message-ID: <550980.16656.qm@web23604.mail.ird.yahoo.com> Hope you get this on time ? Sorry I didn't inform you about my trip to the United Kingdom, I'm presently in Scotland and am having some difficulties here.I misplaced my bag on my way to the hotel where other valuable things were kept including my passport. I will like you to assist me with a loan of 2,500 Euros or whatever amount you can afford to borrow me to sort-out my hotel bills and to get myself back home. I will appreciate whatever you can afford to assist me with and I promise to Refund the money as soon as i return.let me know if you can be of any assistance. ?? Kindly help me send the money through western union,I will get a temporary document in replacement for my stolen passport from the embassy,here is the information below: Name; Jean Michel CUSSET ADDRESS:19 North Bridge STATE: Edinburgh COUNTRY:United Kingdom ZIP CODE: EH1 1SD Write me immediately, so i know when the money has been wired,scan and send me the western union money transfer receipt or just write out the details on the receipt and send to me. this mystery is enough.. Thank you. Jean Michel From richmond at alum.mit.edu Tue Jan 5 15:13:45 2010 From: richmond at alum.mit.edu (Jonathan Richmond) Date: Tue, 5 Jan 2010 12:13:45 +0600 (Central Asia Standard Time) Subject: [sustran] FRAUD In-Reply-To: <550980.16656.qm@web23604.mail.ird.yahoo.com> References: <550980.16656.qm@web23604.mail.ird.yahoo.com> Message-ID: Just in case it is not clear, the following message must be taken as fraudulent. --Jonathan On Tue, 5 Jan 2010, Jean Michel CUSSET wrote: > Hope you get this on time ? Sorry I didn't inform you about my trip to the United Kingdom, I'm presently in Scotland and am having some difficulties here.I misplaced my bag on my way to the hotel where other valuable things were kept including my passport. I will like you to assist me with a loan of 2,500 Euros or whatever amount you can afford to borrow me to sort-out my hotel bills and to get myself back home. I will appreciate whatever you can afford to assist me with and I promise to Refund the money as soon as i return.let me know if you can be of any assistance. > > ?? Kindly help me send the money through western union,I will get a temporary document in replacement for my stolen passport from the embassy,here is the information below: > > Name; Jean Michel CUSSET > ADDRESS:19 North Bridge > STATE: Edinburgh > COUNTRY:United Kingdom > ZIP CODE: EH1 1SD > > Write me immediately, so i know when the money has been wired,scan and send me the > western union money transfer receipt or just write out the details on the receipt and send to me. this mystery is enough.. > Thank you. > > Jean Michel > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 Advisor Dhaka Transport Coordination Board Ministry of Communications Government of Bangladesh Nagar Bhaban, 13-14th Floor Dhaka-1000 Bangladesh Phone: +880 (0)1714 179013 Fax: +880 (0)2 956-8892 e-mail: richmond@alum.mit.edu http://the-tech.mit.edu/~richmond/ From paulbarter at nus.edu.sg Tue Jan 5 16:33:07 2010 From: paulbarter at nus.edu.sg (Paul Barter) Date: Tue, 5 Jan 2010 15:33:07 +0800 Subject: [sustran] Re: FRAUD References: <550980.16656.qm@web23604.mail.ird.yahoo.com> Message-ID: An HTML attachment was scrubbed... URL: http://list.jca.apc.org/public/sustran-discuss/attachments/20100105/67858b47/attachment.html From litman at vtpi.org Thu Jan 7 15:16:23 2010 From: litman at vtpi.org (Todd Alexander Litman) Date: Wed, 06 Jan 2010 22:16:23 -0800 Subject: [sustran] VTPI Newsletter: 2010 TRB Special Message-ID: <20100107062451.D21DD2DF94@mx-list.jca.ne.jp> ----------- VTPI NEWS ----------- Victoria Transport Policy Institute "Efficiency - Equity - Clarity" ------------------------------------- January 2010 TRB Special ----------------------------------- The 89th Transportation Research Board (TRB) Annual Meeting takes place next week, 10-14 January 2010 in Washington, D.C. (http://www.trb.org/AnnualMeeting2010/Public/AnnualMeeting2010.aspx ). The Victoria Transport Policy Institute is involved in TRB in several ways. Below are highlights. Sustainable Transportation Indicators Subcommittee (ADD40-1) Monday, 11 January 2010, 8:00AM- 9:45AM; Hilton, Kalorama Agenda at: http://pressamp.trb.org/conferenceinteractiveprogram/EventDetails.aspx?ID=16224&Email= This Subcommittee is working to develop appropriate performance indicators for evaluating transport system sustainability. VTPI Executive Director Todd Litman chairs this Subcommittee. "Is VMT A Good Or A Bad?" Transportation Economics Committee Tuesday, 12 January 2010, 8:00AM- 9:45AM; Hilton Todd Litman will give a brief (5-minute) presentation on recent research concerning transportation economic development impacts (http://www.vtpi.org/econ_dev.pdf ). The research indicates that in industrialized countries, per capita GDP tends to increase with: * Higher fuel prices * Higher per capita public transit ridership * Higher land use density * Lower per capita vehicle miles traveled (VMT) * Lower per capita lane-miles This indicates that policy and planning reforms which improve transport options (better walking, cycling, public transit, etc.), more efficiently price vehicle travel (better road, parking, insurance and fuel pricing), and create more accessible, multi-modal, smart growth communities tend to increase economic productivity in addition to their social and environmental benefits. "Sustainable Transportation Indicator Data Quality and Availability" (http://www.vtpi.org\sustain\TRB_2010_STI_Data.pdf) Poster Session 437: Coming to Grips with Sustainability: Framework Approach Tuesday, 12 January 2010, 9:30AM- 12:00PM; Hilton, International Center This paper investigates the quality and availability of data required for sustainable transportation indicators. It finds that much of the information required is already collected, but inconsistencies in definitions and collection methods, a lack of disaggregation to appropriate geographic scales, and difficulties accessing data reduce the utility of this information. With relatively little incremental costs, transportation professional organizations could improve the quality of transportation-related statistics to facilitate transportation research, policy analysis and planning. "Are Vehicle Travel Reduction Targets Justified?" (http://www.vtpi.org/vmt_red.pdf ) Panel (Debate) Session 499: Vehicle Miles Traveled Reduction Targets: Will This Strategy Get the Desired Results? Tuesday, 12 January 2010, 1:30PM- 3:15PM; Hilton, International West Several current and proposed transportation policies include targets for reducing vehicle miles traveled (VMT). Proponents and opponents will debate the benefits, drawbacks, and viability of VMT reduction targets. Proponents: Todd Litman - Victoria Transport Policy Institute Patricia L. Mokhtarian - University of California, Davis Opponents: Alan E. Pisarski - Consultant Samuel Staley - Reason Foundation "Comprehensive Transport Planning: Best Practices in Planning for Sustainable Development" (http://www.vtpi.org/comprehensive.pdf ) Workshop 717: Role of Integrated Planning in Developing Sustainable Transportation Strategies Thursday, 14 January 2010, 8:00AM- 12:00PM, Hilton Workshop Description: While most transportation professionals intuitively understand that transportation is a means to many ends rather than an end in itself, transportation planning processes are often driven by a narrow perspective derived exclusively from within the transportation industry. This workshop will address the role of integrated planning in developing sustainable transportation strategies. (http://pressamp.trb.org/conferenceinteractiveprogram/PresentationDetails.aspx?ID=36751&Email= ) 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 yanivbin at gmail.com Fri Jan 8 03:48:12 2010 From: yanivbin at gmail.com (Vinay Baindur) Date: Fri, 8 Jan 2010 00:18:12 +0530 Subject: [sustran] 6-year-high car numbers raise Nov vehicle sales 46% Message-ID: <86b8a7051001071048i5af49ae9p1d1c073a7e3165c@mail.gmail.com> *Date:09/12/2009* *URL: http://www.thehindubusinessline.com/2009/12/09/stories/2009120952860100.htm* ------------------------------ * 6-year-high car numbers raise Nov vehicle sales 46% * * Commercial vehicles post 98% growth. * Our Bureau New Delhi, Dec. 8 Climbing a steep incline from the extremely low base of last year, the sales growth in the commercial vehicle and the passenger car segments in November have been among the strongest in recent history. Other reasons for the robust performance include low financing rates for new vehicles and improved demand from consumers. While domestic commercial vehicle (CV) sales have continued the positive trend of the last month, with a 98 per cent growth, as compared to the 52 per cent in October 2009, even the passenger car segment is on a six-year high. According to a Society of Indian Automobile Manufacturers (SIAM) official, the passenger car segment which grew 61 per cent in November had last scaled such heights in February 2004, when it grew 73.1 per cent. Vehicle sales, meanwhile, have risen 46 per cent in the month. According to SIAM data, total vehicle sales in the domestic market for the month stood at 1,037,133 units, against 711,363 units in the same period last year. COMMERCIAL VEHICLES Led by Tata Motors, Volvo-Eicher, Ashok Leyland and Mahindra, commercial vehicle (CV) sales in November have been strong at 40,847 units. This is against 20,631 units sold in the same month last year. According to a SIAM official, the main reason behind the strong numbers is the extremely low base of last year. Ms Vaishali Jajoo, Auto Analyst, Angel Broking, commented, ?Besides the low base effect, the pick up in manufacturing activity, reflected in the strong IIP (Index of Industrial Production) figures, and the delivery of buses under the JNNURM (Jawaharalal Nehru National Urban Renewal Mission) scheme have all supported the growth of the CV segment.? PASSENGER VEHICLES While domestic passenger car sales were at 1,33,687 units, overall passenger vehicles (PVs) posted a 67 per cent jump at 1,66,653 units. In the same month last year, sales stood at 1,00,066 units. Among passenger cars, Maruti Suzuki remained the clear market leader with the highest sales at 67,786 units, a growth of 57 per cent. The company was followed by Hyundai and Tata Motors which posted a sales growth of 93 and 48 per cent respectively. * * Related Stories: Auto cos race to record monthly sales Passenger vehicle makers move into top gear Auto loans moving into top gear From eric.britton at ecoplan.org Tue Jan 12 19:08:55 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Tue, 12 Jan 2010 11:08:55 +0100 Subject: [sustran] [World Streets] Want to know more on carsharing development around the world? Message-ID: <01dc01ca936f$4f540600$edfc1200$@britton@ecoplan.org> Want to know more on carsharing development around the world? \In addition to the country review that are appearing in these pages in the weeks ahead, you may be interested to know that we have developed some tools that permit you to dig deeper and faster. Here are four you may wish to check out for your own research purposes. No problem. Get comfortable, pour yourself a cup of coffee and take a bit of time to investigate . . . --> Full text of this article appears in today's World Streets at http://WorldStreets.org/ --> Discussions on New Mobility Forum at www.newmobility.org (Post to NewMobilityCafe@yahoogroups.com) Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility From sutp at sutp.org Thu Jan 14 08:53:22 2010 From: sutp at sutp.org (SUTP Team) Date: Wed, 13 Jan 2010 18:53:22 -0500 Subject: [sustran] Ahmedabad, India Wins 2010 Sustainable Transport Award Message-ID: <4B4E5CF2.90102@sutp.org> City's Janmarg Bus Rapid Transit System Reduces Carbon Emissions, Dramatically Improves Residents Access Cities in Developing World Dominate Award WASHINGTON, Jan. 12 -- The developing world is leapfrogging developed countries when it comes to urban transport, with the city of Ahmedabad, India, today announced as winner of the 2010 Sustainable Transport Award for the successful implementation of Janmarg, India's first full bus rapid transit (BRT) system. "This year's Sustainable Transport Award nominees demonstrate the relevance of the developing world in the fight against climate change while improving citizen's quality of life and enhancing their international competitiveness," said Walter Hook, Executive Director of the Institute for Transportation and Development Policy. "Cities have the power to significantly reduce carbon emissions by actively seeking ways to improve transport." The Sustainable Transport Award is given annually to a city that uses transport innovations to increase mobility for all residents, while reducing transportation greenhouse and air pollution emissions and increasing cyclist and pedestrian safety and access. Ahmedabad's Janmarg BRT system is a sustainable model for the future of transportation in India, where a quarter of the world's population lives. "BRT systems can positively impact air quality if car and motorbike drivers start taking trips by bus," said Sophie Punte, Executive Director of the Clean Air Initiative for Asian Cities (CAI-ASIA). "This is particularly important in Asian cities, where air pollution levels are often far above guidelines of the World Health Organization." City residents have embraced their new BRT system; 18,000 daily passengers use Janmarg to commute to work, to school and elsewhere. In just a few months of operation, Janmarg has transformed the delivery of transit in South Asia. Janmarg uses innovative central median stations pulled away from the junctions. Bus stations feature passive solar design, an inexpensive way to keep stations naturally cool. The city is making continued efforts to be a leader in sustainable transport, including incorporating high-quality pedestrian facilities in some corridors, as well as bicycle lanes. Ahmedabad has initiated car-free days and recently announced more. For the first time in the six-year history of the Sustainable Transport Award, all of the nominees are cities in developing nations. The four honorable mentions go to Cali, Colombia, for transforming citywide BRT service with MIO; Curitiba, Brazil, for opening a new BRT line and city park on a former federal highway; Guadalajara, Mexico, for completing a full BRT system in less than two years and at an affordable cost; and Johannesburg, South Africa, for creating Rea Vaya, Africa's first BRT and the first public transit system that connects Soweto to the downtown district. The official award ceremony will take place tonight, January 12, 2010, from 6:00-7:30 pm at the Hilton Washington, 1919 Connecticut Avenue NW. Commissioner Janette Sadik-Khan, New York City Department of Transportation, will be the keynote speaker. The event is hosted by Enrique Penalosa, ITDP Board President and former Mayor of Bogota, Colombia. To attend, please RSVP to Claudia Gunter at cgunter@itdp.org This e-mail address is being protected from spam bots, you need JavaScript enabled to view it or +1 646 221-7288. The cities that received honorable mentions were all recognized for creating new BRT systems that reduce carbon emissions and create an optimal environment for pedestrians and cyclists. The city of Cali, Colombia, is revolutionizing public transit with a complete overhaul of its transport systems. Cali opened its BRT system, called MIO, introducing a new type of service that allows the buses to work both within and outside its dedicated corridors. Curitiba, Brazil, continues its sustainable transport heritage to link land use policy to transport interventions, including not only buses but also cycle ways, public space and pedestrian access. "Curitiba has laid the foundation for innovative transit," said Kathryn Phillips, a transportation policy expert with Environmental Defense Fund based in Sacramento. "Everyone recognizes it deserves to be an honorable mention recipient for the 2010 Sustainable Transport Award." Guadalajara, Mexico, opened a full BRT system in just two years. This rapid implementation shows the city's courage and its political dedication to delivering public transport access to its residents. "The Guadalajara Macrobus BRT System is an extraordinary example of farsighted leadership, good planning, and effective implementation," said Daio Hidalgo, Senior Transport Engineer, EMBARQ, The World Resources Institute Center for Sustainable Transport. "Macrobus is now fully operational just two years after the idea was embraced by the local authorities, with high quality and extraordinary performance." "Nominations to three major Latin American cities (Cali, Curitiba and Guadalajara) for this year's Sustainable Transport Award reaffirm the leadership role adopted by this region of the world to develop cleaner and more efficient transport systems," said Sergio Sanchez, Executive Director of the Clean Air Institute. "Examples like these should enlighten other Latin American cities and elsewhere to keep moving to build more competitive cities, while improving air quality and reducing greenhouse gas emissions." The city of Johannesburg, South Africa, opened the first full BRT in Africa, and completed the first mass transit investments in the city since the fall of apartheid. Rea Vaya is the first public transit system to link the previously disadvantaged Soweto area to the central business district. "In under three years, Johannesburg opened a state-of-the-art BRT system that uses the cleanest buses on the continent," said Manfred Breithaupt of Deutsche Gesellschaft fur Technische Zusammenarbeit (GTZ) GmbH. "Johannesburg's accomplishment against enormous challenges and the upgrading of the corridor in Soweto with lighting and sidewalks makes it an exceptional honorable mention." Chosen by a selection committee that includes the most respected experts and organizations working internationally on sustainable transportation, this year's nominated cities have successfully addressed a diverse range of urban transport challenges. The Sustainable Transport Award selection committee includes the most respected experts from organizations working internationally on sustainable transportation. The committee members include: * Walter Hook, Executive Director, Institute for Transportation and Development Policy * Kathryn Phillips, transportation policy expert, Environmental Defense Fund * Ralph Gakenheimer, Chair, Transportation Research Board Committee on Transportation in Developing Countries * Sophie Punte, Executive Director, Clean Air Initiative for Asia Center * Sergio Sanchez, Clean Air Institute, Clean Air Initiative for Latin American Cities. * Dario Hidalgo, Senior Transport Engineer, EMBARQ, The World Resources Institute Center for Sustainable Transport * Manfred Breithaupt, Senior Transport Advisor, GTZ (Deutsche Gesellschaft fur Technische Zusammenarbeit) * Heather Allen, Senior Manager, Sustainable Development, International Association of Public Transport (UITP) * Choudhury Rudra Charan Mohanty, Environmental Expert, United Nations Centre for Regional Development (UNCRD) The Sustainable Transport Award is given each year during the annual Transportation Research Board meeting in Washington, D.C. Past winners include: 2009 ? Mayor Michael Bloomberg, New York, United States, for making bold moves to achieve the ambitious goals of PlaNYC 2030. 2008 ? Mayor Bertrand Delanoe, Paris, France for implementing a range of innovative mobility solutions with vision, commitment and vigor. Mayor Ken Livingston, London, United Kingdom for expanding London's congestion charge program and developing other low emissions programs that dramatically impacted air quality. 2007 ? Mayor Jaime Nebot, Guayquil, Ecuador for revitalizing the downtown, creating dynamic public spaces, and instituting a new public transit system. 2006 ? Mayor Myung-Bak Lee, Seoul, Korea for the revitalization of the Cheongyecheon River and the implementation of its bus rapid transit system. 2005 ? Former Mayor Enrique Penalosa, Bogota, Colombia for the TransMilenio bus rapid transit system, bicycle integration, and public space reclamation. For more information, photos, and videos about the award and a list of past winners, visit www.st-award.org. For more information please contact: Claudia Gunter, Institute for Transportation and Development Policy, +1 646 839-6479, cgunter@itdp.org This e-mail address is being protected from spam bots, you need JavaScript enabled to view it SOURCE Institute for Transportation and Development Policy RELATED LINKS http://www.st-award.org Also at: http://www.sutp.org/index.php?option=com_content&task=view&id=1820&Itemid=1&lang=uk From eric.britton at ecoplan.org Thu Jan 14 17:01:05 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Thu, 14 Jan 2010 09:01:05 +0100 Subject: [sustran] Carsharing 2010 progress report on your country on World Streets? Message-ID: <010d01ca94ef$bb330ca0$319925e0$@britton@ecoplan.org> Dear Sustraners, On World Streets, we have just started a series of 21010 country reports on carsharing developments and futures. You can see the first three of them at www.WorldStreets.org - Canada, US, and UK. It is our intention to present these overviews for all countries currently with operations in the sector, and perhaps a few that are thinking about it but do not yet have something under operation. In the South East Asia, region, we are already discussing reports on developments in Singapore, Japan, Korea and perhaps also in Taiwan. All that is well, good, useful and timely. But just as interesting would be a couple of reports on why carsharing is not yet taking place in (name your country or countries of choice here). Carsharing is after all a sustainable transport mode that works in more than one thousand places in the world. It no longer is enveloped in mystery. For users its appeal is above all that it is economic, but just after because it is for those who use it simply more convenient than having to deal with their own car. That it is healthy and makes for a cleaner, less polluted and less crowded city is also great, but those are not for most people the motives for switching. So . . . and now my question/invitation: Is there anyone here who might like to take a swipe at carsharing 2009/2010 in their country. If so you have a really interested partner in . . . Eric Britton ? ?? Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 7550 3788 eric.britton(at)newmobility.org Skype: newmobility From eric.britton at ecoplan.org Thu Jan 14 21:47:14 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Thu, 14 Jan 2010 13:47:14 +0100 Subject: [sustran] Building a World-Wide Learning Community [World Streets] Message-ID: <04a701ca9517$b57bdb20$20739160$@britton@ecoplan.org> A Major Sustainability Challenge of 2010 : Building a World-Wide Learning Community Is there a requirement, a potentially useful role for a more creative and powerful system of linkage, dynamic multi-level interaction, information exchange and eventually collaboration between the many and fast growing number of outstanding programs and their considerable knowledge and competence bases, with specific reference to the issues, roles and possibilities of the new mobility transport policy, planning, and practice? And if so: who, when, what next? --> Full text of this article appears in today's World Streets at http://WorldStreets.org/ --> Discussions on New Mobility Forum at www.newmobility.org (Post to NewMobilityCafe@yahoogroups.com) Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility From eric.britton at ecoplan.org Mon Jan 18 08:00:55 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Mon, 18 Jan 2010 00:00:55 +0100 Subject: [sustran] =?iso-8859-1?Q?We_support_Medecins_Sans_Fronti=E8res_in?= =?iso-8859-1?Q?_Haiti_today=2E_And_invite_you_to_do_the_same=2E?= Message-ID: <001401ca97c8$f75ad920$e6108b60$@britton@ecoplan.org> We support Medecins Sans Fronti?res in Haiti today. And invite you to do the same. Paris, Sunday, 17 January, 2010. Greetings from a city that is living this mid-January 2010 day in peace, health and security. Our children are safe, our neighbors about to sit down to a full Sunday meal, and most of us will venture out onto the streets of our cities tomorrow morning to another full and peaceful day. You too I hope. But that is not at all the case in Haiti and its tragic streets. [Summary: Take 5 minutes, go to http://www.msf.org/msfinternational/donations/, and make your donation. You will be glad you did.] But why do I interrupt your peaceful weekend with this unasked-for message? Because I am sure that somewhere in your heart you feel it is important that you take some kind of action in such an agonizing case. But what to do from so far away? Here's a thought. --> Full text of this article appears in today?s World Streets at http://WorldStreets.org/ --> Discussions on New Mobility Forum at www.newmobility.org (Post to NewMobilityCafe@yahoogroups.com) Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships ? http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility From eric.britton at ecoplan.org Mon Jan 18 14:26:48 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Mon, 18 Jan 2010 06:26:48 +0100 Subject: [sustran] Our challenge in Haiti today -jmnz Message-ID: <04e001ca9800$78a45ce0$69ed16a0$@britton@ecoplan.org> In short: Support Medecins Sans Fronti?res in Haiti today - http://www.msf.org/msfinternational/donations/. Paris, Monday, 18 January, 2010 Greetings from a city that is living this mid-January 2010 day in peace, health and security. Our children are safe, our neighbors about to sit down to a full Sunday meal, and most of us will venture out onto the streets of our cities tomorrow morning to another full and peaceful day. You too I hope. But that is not at all the case in Haiti and its tragic streets. Why do I interrupt your weekend with this unasked-for message? Because as it happens over the last couple of decades through our work with The Commons (since 1973), the New Mobility Agenda (since 1988) and over the last year on World Streets, I have had the great luck to meet, correspond with, get to know, and on occasion work directly with several thousand highly creative people in some eighty countries on all continents, just about all of whom I know have big hearts and are good neighbors in all senses of the word.. Now that's a lot of the right kind of people to know when the going gets tough. So following the latest from Haiti, the following struck me. Suppose you and I and the others we know bond and carry out the same simple act that takes just a few minutes -- and which I am sure every one of us, even the most modest, can afford with no great pain? If I do it, if you do it, then others will do it too. We may amaze ourselves. Let's see how this might work. It's simple: We move to our computer or "smart" phone, click to Medecins Sans Fronti?res/Doctors without Borders at www.msf.org and make a donation, large or small. Say ten or twenty Euros/dollars as a symbolic statement. Or perhaps the price of a meal this evening with someone you love, that latest iPhone that you may not really need, or more, That will be your choice, but the important thing is that we make our donation here and now, or in some other way no matter how small. And if you already did it, well go ahead and do it again. (Click the image here to view the MSF press conference.) I had already been thinking about Haiti of late for several reasons. Recently we started work with an NGO -- EcoWorks International who maintain a small office in Port au Prince, where only two of their ten colleagues on the ground there have yet to report in? to lay the base for what we hoped were going to become a series of collaborative workshops with local groups, agencies and operators in support of low cost, high impact appropriate transport innovations across the country. The situation we were originally looking at on the ground was already about as tragic as you can imagine. But even that has been catastrophically cut short, for now, though we are ready to go as soon as circumstances permit. However as you are aware there is a great deal that must be done first. So what about this, old friends and colleagues from all over this troubled planet? What about joining hands today in clicking to MSF's donation page at http://www.msf.org/msfinternational/donations/. Once there all you have to do is pick your country and whip through their efficient donation cycle, using credit card or PayPal. I just did it here through their French site just now: it took all of five minutes, lightened my purse by a few Euros, and hey! I feel just one small bit better already. I am not just one more passive soul sitting this one out next to a blabbing TV. Of course I want to have done more, but we each do what we can afford. May I then invite you, may I encourage you, may I entreat you to do the same? You will know that you have done the right thing. And once you have, if you find a minute please doo drop a quick email to us here to editor@worldstreets.org to let us know that you have stepped up to the challenge, we can add your name to our World Streets honor roll. If World Streets in all its forms and extensions does not care right down to our guts about what happens on the streets of the world, we are no more than idle chatterers. Thank you for proving otherwise, Eric Britton cid:image007.png@01CA8874.3B320C40 What we intend to do once the emergency has been met. The importance of safe streets: No city, no place in the world can hope for a fair future if it does not have safe streets that work for people in their day to day lives. Streets are the circulatory systems of our cities, They are not "roads" which tend to be treated as more or less isolated conduits down which we try to channel as many vehicles as fast as possible. No streets are rather highly idiosyncratic, hugely varied human spaces in which people move and mill around but also do a lot of other things as well. Roads are for vehicles, streets are for people. We do streets. But in their rightful place: We all know the old one that to a man with a hammer all problems look like nails. So of course we have to make sure that all that we think is important is properly understood in the broader context of the needs and priorities of the people in that place. Alanna Hartzok of Earth Rights Institute sent us this morning their list of priorities for rebuilding Haiti. Putting on my hat as an development economist, let me share with you my own revised read of the situation. The overall priorities then, in some kind of rough order . . . 1. Public safety 2. Potable water 3. Access to basic food supply 4. Sanitation 5. Habitat 6. Safe streets 7. Appropriate transport (affordable, clean, available to all, sustainable) 8. Low cost first-line health care 9. Public schools for all 10. Reforestation And not even one nanometer behind these: 1. Land reform 2. Agricultural fields (rice and root crops) and appropriate technology 3. Transparent public finance 4. Wind and solar energy 5. Dairy farms (goats, cows) 6. Cotton and hemp fields for fabric and building material 7. Mangosteen, mango, pineapple, papaya, trees 8. Nut trees/ coconut trees, ground nuts (peanuts) 9. Cooperatives. 10. Small industries. Debt Forgiveness: A critical step to help Haitians build a better tomorrow will be to convince global creditors to cancel Haiti?s $890 million international debt. This I believe should extend to all debts held by the poor. After bailing out the biggest banks on the planet we are not talking about huge numbers here. Doing so will help make sure that every possible future dollar goes towards rebuilding a stronger Haiti, not to servicing old debts. United Nations Trusteeship Council: To all of which I have to add a much stronger role on the part of the much-neglected Trusteeship Council which needs a far more aggressive mandate for overseeing the next ten or twenty years in democracy and peace. In many parts of the world we have for far too long been fooling ourselves about the importance of that trip to the polls as a guarantor of democracy. The facts speak for themselves. True democracy requires a full stomach and a safe walk to the polling place. And there are times in life when we all can use a little help from outside. International Partnerships for Sustainable Transport: And in this, our partial bailiwick, I hope that our collaborators around the world will now turn their eyes and hearts toward Haiti, not only for a bit of help from our wallets today but more actively in the months and years ahead. Already and in part in reaction to the great chaos that soured COP15 in Copenhagen last month. we are already beginning to get together lay the base for more solid international collaboration in our field, and World Streets is but one small example of this. The new International Partnerships for Sustainable Transport (http://slocat.net/) already groups brings together come fifty of the most active international, bi-laterals, NGOs and other actors in our field. So let's all of us get together to work on the fair transport agenda for poor Haiti. We can do it. Eric Britton Read World Streets Today at http://www.worldstreets.org/ 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 7550 3788 eric.britton(at)newmobility.org Skype: newmobility -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 3941 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3343f27f/attachment-0004.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 39044 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3343f27f/attachment-0005.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 24597 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3343f27f/attachment-0006.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 36358 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3343f27f/attachment-0007.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 2639 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3343f27f/attachment-0003.jpe -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 4781 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3343f27f/attachment-0004.jpe -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 2140 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3343f27f/attachment-0005.jpe From eric.britton at ecoplan.org Mon Jan 18 20:53:39 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Mon, 18 Jan 2010 12:53:39 +0100 Subject: [sustran] World Streets challenge: Part I and II Message-ID: <117601ca9838$382b1ae0$a88150a0$@britton@ecoplan.org> In short: Support Medecins Sans Fronti?res in Haiti today - http://www.msf.org/msfinternational/donations/. Paris, Sunday, 17 January, 2010 Greetings from a city that is living this mid-January 2010 day in peace, health and security. Our children are safe, our neighbors about to sit down to a full Sunday meal, and most of us will venture out onto the streets of our cities tomorrow morning to another full and peaceful day. You too I hope. But that is not at all the case in Haiti and its tragic streets. Part I: What we can do today Why do I interrupt your weekend with this unasked-for message? Because as it happens over the last couple of decades through our work with The Commons (since 1973), the New Mobility Agenda (since 1988) and over the last year on World Streets, I have had the great luck to meet, correspond with, get to know, and on occasion work directly with several thousand highly creative people in some eighty countries on all continents, just about all of whom I know have big hearts and are good neighbors in all senses of the word.. Now that's a lot of the right kind of people to know when the going gets tough. So following the latest from Haiti, the following struck me. Suppose you and I and the others we know bond and carry out the same simple act that takes just a few minutes -- and which I am sure every one of us, even the most modest, can afford with no great pain? If I do it, if you do it, then others will do it too. We may amaze ourselves. Let's see how this might work. It's simple: We move to our computer or "smart" phone, click to Medecins Sans Fronti?res/Doctors without Borders at www.msf.org and make a donation, large or small. Say ten or twenty Euros/dollars as a symbolic statement. Or perhaps the price of a meal this evening with someone you love, that latest iPhone that you may not really need, or more, That will be your choice, but the important thing is that we make our donation here and now, or in some other way no matter how small. And if you already did it, well go ahead and do it again. (Click the image here to view the MSF press conference.) I had already been thinking about Haiti of late for several reasons. Recently we started work with an NGO -- EcoWorks International who maintain a small office in Port au Prince, where only two of their ten colleagues on the ground there have yet to report in? to lay the base for what we hoped were going to become a series of collaborative workshops with local groups, agencies and operators in support of low cost, high impact appropriate transport innovations across the country. The situation we were originally looking at on the ground was already about as tragic as you can imagine. But even that has been catastrophically cut short, for now, though we are ready to go as soon as circumstances permit. However as you are aware there is a great deal that must be done first. So what about this, old friends and colleagues from all over this troubled planet? What about joining hands today in clicking to MSF's donation page at http://www.msf.org/msfinternational/donations/. Once there all you have to do is pick your country and whip through their efficient donation cycle, using credit card or PayPal. I just did it here through their French site just now: it took all of five minutes, lightened my purse by a few Euros, and hey! I feel just one small bit better already. I am not just one more passive soul sitting this one out next to a blabbing TV. Of course I want to have done more, but we each do what we can afford. May I then invite you, may I encourage you, may I entreat you to do the same? You will know that you have done the right thing. And once you have, if you find a minute please doo drop a quick email to us here to editor@worldstreets.org to let us know that you have stepped up to the challenge, we can add your name to our World Streets honor roll. If World Streets in all its forms and extensions does not care right down to our guts about what happens on the streets of the world, we are no more than idle chatterers. Thank you for proving otherwise, Eric Britton cid:image007.png@01CA8874.3B320C40 What we intend to do once the emergency has been met. The importance of safe streets: No city, no place in the world can hope for a fair future if it does not have safe streets that work for people in their day to day lives. Streets are the circulatory systems of our cities, They are not "roads" which tend to be treated as more or less isolated conduits down which we try to channel as many vehicles as fast as possible. No streets are rather highly idiosyncratic, hugely varied human spaces in which people move and mill around but also do a lot of other things as well. Roads are for vehicles, streets are for people. We do streets. But in their rightful place: We all know the old one that to a man with a hammer all problems look like nails. So of course we have to make sure that all that we think is important is properly understood in the broader context of the needs and priorities of the people in that place. Alanna Hartzok of Earth Rights Institute sent us this morning their list of priorities for rebuilding Haiti. Putting on my hat as an development economist, let me share with you my own revised read of the situation. The overall priorities then, in some kind of rough order . . . 1. Public safety 2. Potable water 3. Access to basic food supply 4. Sanitation 5. Habitat 6. Safe streets 7. Appropriate transport (affordable, clean, available to all, sustainable) 8. Low cost first-line health care 9. Public schools for all 10. Reforestation And not even one nanometer behind these: 1. Land reform 2. Agricultural fields (rice and root crops) and appropriate technology 3. Transparent public finance 4. Wind and solar energy 5. Dairy farms (goats, cows) 6. Cotton and hemp fields for fabric and building material 7. Mangosteen, mango, pineapple, papaya, trees 8. Nut trees/ coconut trees, ground nuts (peanuts) 9. Cooperatives. 10. Small industries. Debt Forgiveness: A critical step to help Haitians build a better tomorrow will be to convince global creditors to cancel Haiti?s $890 million international debt. This I believe should extend to all debts held by the poor. After bailing out the biggest banks on the planet we are not talking about huge numbers here. Doing so will help make sure that every possible future dollar goes towards rebuilding a stronger Haiti, not to servicing old debts. United Nations Trusteeship Council: To all of which I have to add a much stronger role on the part of the much-neglected Trusteeship Council which needs a far more aggressive mandate for overseeing the next ten or twenty years in democracy and peace. In many parts of the world we have for far too long been fooling ourselves about the importance of that trip to the polls as a guarantor of democracy. The facts speak for themselves. True democracy requires a full stomach and a safe walk to the polling place. And there are times in life when we all can use a little help from outside. International Partnerships for Sustainable Transport: And in this, our partial bailiwick, I hope that our collaborators around the world will now turn their eyes and hearts toward Haiti, not only for a bit of help from our wallets today but more actively in the months and years ahead. Already and in part in reaction to the great chaos that soured COP15 in Copenhagen last month. we are already beginning to get together lay the base for more solid international collaboration in our field, and World Streets is but one small example of this. The new International Partnerships for Sustainable Transport (http://slocat.net/) already groups brings together come fifty of the most active international, bi-laterals, NGOs and other actors in our field. So let's all of us get together to work on the fair transport agenda for poor Haiti. We can do it. Eric Britton Read World Streets Today at http://www.worldstreets.org/ 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 7550 3788 eric.britton(at)newmobility.org Skype: newmobility -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 3941 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3f100432/attachment.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 39044 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3f100432/attachment-0001.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 24597 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3f100432/attachment-0002.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 36358 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3f100432/attachment-0003.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 2639 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3f100432/attachment.jpe -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 4781 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3f100432/attachment-0001.jpe -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 2140 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100118/3f100432/attachment-0002.jpe From eric.britton at ecoplan.org Mon Jan 18 22:57:03 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Mon, 18 Jan 2010 14:57:03 +0100 Subject: [sustran] Haitian Streets after the emergency: Introduction to an Informal brainstorm Message-ID: <15b001ca9846$2565ed50$7031c7f0$@britton@ecoplan.org> Haitian Streets after the emergency: Introduction to an Informal brainstorm * Comments invited to editor@worldstreets.org to the group via NewMobilityCafe@yahoogroups.com : * References: Oops. Your help invited to prepare a good list here. Our own print materials are for the most part old, and in large part look at what can be done with bicycles. Anyone who may have more good up-to-date references will be more than welcome to share them (with URL). * World Streets MsF article of 17 Jan. http://tinyurl.com/yghn6xf What is this: I would like to brainstorm on this with whomever out there may want to pitch in. The working notes assume some familiarity with city transport conditions in very poor countries. I attach a first good note just in from Dave Holladay of Glasgow which to my mind certainly belongs on our final idea shortlist. Just to be sure that we have our future street work in the big picture, I also attach below some notes that appeared in yesterdays' positing to World Streets in support of the Medecins sans Fronti?res brave work to deal as best possible with the emergency. As with the following, there are intended merely food for thought and for comment, discussion and improvement. In an attempt to get a running start on what needs to happen on the streets of Haiti's cities. Here to get us going are my first imperfect thoughts. 1. Keep it simple. (Not least because there is a lot there they can work well with) 2. Work with what you have. Don't try to get fancy, expensive or introduce a lot of new infrastructure. 3. Don't fix what is already working pretty well (i.e., once you have fully understood, we then work with what we have and figure out how to make the best of it ?which is we get it right will be very good indeed. 4. Strong Points: Here are the strong points that should NOT be shouldered aside in any ill-considered attempt to "modernize" or otherwise follow the dominant western mobility model. a. Congestion: Heavy density on many streets forces traffic to go slow ? That's perfect. Do what is needed to keep it slow and safe b. Confusion: Highly varied mixed use ? Walkers, Animals, bikers, peddlers, street life, motorized two wheelers, buses, taxis, vans, trucks ? keep it mixed (and keep it slow and safe) c. Danger: Taxis, Tap-Taps, buses, trucks, motor bikes as public or shared transport providers ? There is a lot out there and it is carrying many people every day. It may be unsafe, dirty, dangerous, polluting chaotic and at times life threatening. But one way or another it accomplished an important job every day and the city and the people would be badly deprived of these lively services if they were to be swept away. Keep it, improve it and give attention to making it better in all these key areas (and bear in mind that you can't do it all overnight). 5. Firing order: Favor, protect and support in this order: a. Pedestrians (targeting above all safety and comfort for women and children walking to school) b. Bicyclists (non-motorized) c. Peddlers and other street people d. Shared transport providers (taxis collectives, small buses, Tap-taps, etc.) e. Local delivery services f. Parking (i.e., none for cars) g. Cars ? do what is needed to provide high quality mobility without favoring or supporting individual car ownership (in cities) h. Community participation in system design and policing i. Enforcement 6. Dave Holladay comments on role of bikes: a. In the UK the Postal service runs around 40,000 bikes, and a 7 year renewal cycle means that about 6000-7000 bikes are replaced every year. Many go out to Africa through various routes. The French postal service also uses sturdy cargo carrying bikes - what happens with their renewal programme? Could we perhaps divert the postal service workbikes that are being renewed out to Haiti? Work bikes tend to be a) robust b) have drum brakes and c) of relaxed geometry which in turn makes them easier to ride with flat or no tyres. Unlike a motor vehicle sent as 'aid' the bike requires no further import of fuel (and consequent need to secure the bunkering facilities) and can carry almost 20 times its own weight, as well as packing to a high density in a shipping container - you get a far greater transport capacity from a container filled with bikes than one with 1 or 2 motor vehicles. Bikes can also help to resolve the local unrest by giving the people wanting aid to be delivered a role in its delivery, and if you can accept some 'leakage' the bikes will filter in to driving the local economic recovery moving people and produce around. If you need mechanics then recruit from the youth-bike projects which have won back kids from a route into delinquency - offer them a trip to help Haiti - an adventure with hard work but guaranteed to deliver a 'lifetime' memory. Dave Holladay, Glasgow PS The other issue I noted was the dependence of portable power generation on imported fuel. Baxi make a Sterling Engine-powered unit and as this is an external combustion engine it can use any source of heat which can be focussed onto the right part of the cylinder(s), an so it can generate power as long as you have something to burn. II. What we intend to do once the emergency has been met. (Notes from http://newmobilityagenda.blogspot.com/2010/01/we-support-medecins-sans-front ieres-in.html) The goal of this section is to make sure that we keep our target area in the necessary broader context: The importance of safe streets: No city, no place in the world can hope for a fair future if it does not have safe streets that work for people in their day to day lives. Streets are the circulatory systems of our cities, They are not "roads" which tend to be treated as more or less isolated conduits down which we try to channel as many vehicles as fast as possible. No streets are rather highly idiosyncratic, hugely varied human spaces in which people move and mill around but also do a lot of other things as well. Roads are for vehicles, streets are for people. We do streets. But in their rightful place: We all know the old one that to a man with a hammer all problems look like nails. So of course we have to make sure that all that we think is important is properly understood in the broader context of the needs and priorities of the people in that place. Alanna Hartzok of Earth Rights Institute sent us this morning their list of priorities for rebuilding Haiti. Putting on my hat as an development economist, let me share with you my own revised read of the situation. The overall priorities as I see them then, in some kind of rough order . . . 1. Public safety 2. Potable water 3. Access to basic food supply 4. Sanitation 5. Habitat 6. Safe streets 7. Appropriate transport (affordable, clean, available to all, sustainable) 8. Low cost first-line health care 9. Public schools for all 10. Reforestation And not even one nanometer behind these: 1. Land reform 2. Agricultural fields (rice and root crops) and appropriate technology 3. Transparent public finance 4. Wind and solar energy 5. Dairy farms (goats, cows) 6. Cotton and hemp fields for fabric and building material 7. Mangosteen, mango, pineapple, papaya, trees 8. Nut trees/ coconut trees, ground nuts (peanuts) 9. Cooperatives. 10. Small industries Debt Forgiveness: A critical step to help Haitians build a better tomorrow will be to convince global creditors to cancel Haiti?s $890 million international debt. This I believe should extend to all debts held by the poor. After bailing out the biggest banks on the planet we are not talking about huge numbers here. Doing so will help make sure that every possible future dollar goes towards rebuilding a stronger Haiti, not to servicing old debts. United Nations Trusteeship Council: To all of which I have to add a much stronger role on the part of the much-neglected Trusteeship Council which needs a far more aggressive mandate for overseeing the next ten or twenty years in democracy and peace. In many parts of the world we have for far too long been fooling ourselves about the importance of that trip to the polls as a guarantor of democracy. The facts speak for themselves. True democracy requires a full stomach and a safe walk to the polling place. And there are times in life when we all can use a little help from outside. International Partnerships for Sustainable Transport: And in this, our partial bailiwick, I hope that our collaborators around the world will now turn their eyes and hearts toward Haiti, not only for a bit of help from our wallets today but more actively in the months and years ahead. Already and in part in reaction to the great chaos that soured COP15 in Copenhagen last month, a broad range of groups and programs are already beginning to get together lay the base for more effective international collaboration in our field, and World Streets is but one small example of this. The OECD's International Transportation Forum is also an important force for international collaboration and support. The new International Partnerships for Sustainable Transport (http://slocat.net/) already groups brings together come fifty of the most active international, bi-laterals, NGOs and other actors in our field. Others are emerging and hopefully will be regularly introduced and tracked in the pages of World Streets. Read World Streets Today at From whook at itdp.org Tue Jan 19 00:11:12 2010 From: whook at itdp.org (Walter Hook) Date: Mon, 18 Jan 2010 10:11:12 -0500 Subject: [sustran] Re: Haitian Streets after the emergency: Introduction to an Informal brainstorm In-Reply-To: <-3900247855117620907@unknownmsgid> References: <-3900247855117620907@unknownmsgid> Message-ID: <38e55ad31001180711s533afa9eraece1b4131808949@mail.gmail.com> we are also interested in helping out in haiti. we worked there for years with the hospital albert schweitzer. we are looking into what we can do exactly. walter On Mon, Jan 18, 2010 at 8:57 AM, Eric Britton wrote: > Haitian Streets after the emergency: Introduction to an Informal brainstorm > > * Comments invited to editor@worldstreets.org to the group via > NewMobilityCafe@yahoogroups.com : > * References: Oops. Your help invited to prepare a good list here. > Our own print materials are for the most part old, and in large part look > at what can be done with bicycles. Anyone who may have more good up-to-date > references will be more than welcome to share them (with URL). > * World Streets MsF article of 17 Jan. http://tinyurl.com/yghn6xf > > What is this: > I would like to brainstorm on this with whomever out there may want to > pitch > in. The working notes assume some familiarity with city transport > conditions > in very poor countries. I attach a first good note just in from Dave > Holladay of Glasgow which to my mind certainly belongs on our final idea > shortlist. > > Just to be sure that we have our future street work in the big picture, I > also attach below some notes that appeared in yesterdays' positing to World > Streets in support of the Medecins sans Fronti?res brave work to deal as > best possible with the emergency. As with the following, there are intended > merely food for thought and for comment, discussion and improvement. In an > attempt to get a running start on what needs to happen on the streets of > Haiti's cities. > > Here to get us going are my first imperfect thoughts. > > 1. Keep it simple. (Not least because there is a lot there they can > work well with) > > 2. Work with what you have. Don't try to get fancy, expensive or > introduce a lot of new infrastructure. > > 3. Don't fix what is already working pretty well (i.e., once you have > fully understood, we then work with what we have and figure out how to make > the best of it ?which is we get it right will be very good indeed. > > 4. Strong Points: Here are the strong points that should NOT be > shouldered aside in any ill-considered attempt to "modernize" or otherwise > follow the dominant western mobility model. > > a. Congestion: Heavy density on many streets forces traffic to go slow > ? That's perfect. Do what is needed to keep it slow and safe > > b. Confusion: Highly varied mixed use ? Walkers, Animals, bikers, > peddlers, street life, motorized two wheelers, buses, taxis, vans, trucks ? > keep it mixed (and keep it slow and safe) > > c. Danger: Taxis, Tap-Taps, buses, trucks, motor bikes as public or > shared transport providers ? There is a lot out there and it is carrying > many people every day. It may be unsafe, dirty, dangerous, polluting > chaotic > and at times life threatening. But one way or another it accomplished an > important job every day and the city and the people would be badly deprived > of these lively services if they were to be swept away. Keep it, improve it > and give attention to making it better in all these key areas (and bear in > mind that you can't do it all overnight). > > 5. Firing order: Favor, protect and support in this order: > a. Pedestrians (targeting above all safety and comfort for women and > children walking to school) > b. Bicyclists (non-motorized) > c. Peddlers and other street people > d. Shared transport providers (taxis collectives, small buses, > Tap-taps, etc.) > e. Local delivery services > f. Parking (i.e., none for cars) > g. Cars ? do what is needed to provide high quality mobility without > favoring or supporting individual car ownership (in cities) > h. Community participation in system design and policing > i. Enforcement > > 6. Dave Holladay comments on role of bikes: > a. In the UK the Postal service runs around 40,000 bikes, and a 7 year > renewal cycle means that about 6000-7000 bikes are replaced every year. > Many > go out to Africa through various routes. The French postal service also > uses > sturdy cargo carrying bikes - what happens with their renewal programme? > > Could we perhaps divert the postal service workbikes that are being renewed > out to Haiti? > > Work bikes tend to be a) robust b) have drum brakes and c) of relaxed > geometry which in turn makes them easier to ride with flat or no tyres. > Unlike a motor vehicle sent as 'aid' the bike requires no further import of > fuel (and consequent need to secure the bunkering facilities) and can carry > almost 20 times its own weight, as well as packing to a high density in a > shipping container - you get a far greater transport capacity from a > container filled with bikes than one with 1 or 2 motor vehicles. > > Bikes can also help to resolve the local unrest by giving the people > wanting > aid to be delivered a role in its delivery, and if you can accept some > 'leakage' the bikes will filter in to driving the local economic recovery > moving people and produce around. > > If you need mechanics then recruit from the youth-bike projects which have > won back kids from a route into delinquency - offer them a trip to help > Haiti - an adventure with hard work but guaranteed to deliver a 'lifetime' > memory. > > Dave Holladay, Glasgow > > PS The other issue I noted was the dependence of portable power generation > on imported fuel. Baxi make a Sterling Engine-powered unit and as this is > an > external combustion engine it can use any source of heat which can be > focussed onto the right part of the cylinder(s), an so it can generate > power > as long as you have something to burn. > > > II. What we intend to do once the emergency has been met. > (Notes from > > http://newmobilityagenda.blogspot.com/2010/01/we-support-medecins-sans-front > ieres-in.html) > > The goal of this section is to make sure that we keep our target area in > the > necessary broader context: > > The importance of safe streets: No city, no place in the world can hope for > a fair future if it does not have safe streets that work for people in > their > day to day lives. Streets are the circulatory systems of our cities, They > are not "roads" which tend to be treated as more or less isolated conduits > down which we try to channel as many vehicles as fast as possible. No > streets are rather highly idiosyncratic, hugely varied human spaces in > which > people move and mill around but also do a lot of other things as well. > Roads > are for vehicles, streets are for people. We do streets. > > But in their rightful place: We all know the old one that to a man with a > hammer all problems look like nails. So of course we have to make sure that > all that we think is important is properly understood in the broader > context > of the needs and priorities of the people in that place. Alanna Hartzok of > Earth Rights Institute sent us this morning their list of priorities for > rebuilding Haiti. Putting on my hat as an development economist, let me > share with you my own revised read of the situation. > > The overall priorities as I see them then, in some kind of rough order . . > . > > 1. Public safety > 2. Potable water > 3. Access to basic food supply > 4. Sanitation > 5. Habitat > 6. Safe streets > 7. Appropriate transport (affordable, clean, available to > all, sustainable) > 8. Low cost first-line health care > 9. Public schools for all > 10. Reforestation > > And not even one nanometer behind these: > 1. Land reform > 2. Agricultural fields (rice and root crops) and appropriate > technology > 3. Transparent public finance > 4. Wind and solar energy > 5. Dairy farms (goats, cows) > 6. Cotton and hemp fields for fabric and building material > 7. Mangosteen, mango, pineapple, papaya, trees > 8. Nut trees/ coconut trees, ground nuts (peanuts) > 9. Cooperatives. > 10. Small industries > > Debt Forgiveness: A critical step to help Haitians build a better > tomorrow will be to convince global creditors to cancel Haiti?s $890 > million > international debt. This I believe should extend to all debts held by the > poor. After bailing out the biggest banks on the planet we are not talking > about huge numbers here. Doing so will help make sure that every possible > future dollar goes towards rebuilding a stronger Haiti, not to servicing > old > debts. > > United Nations Trusteeship Council: To all of which I have to add a > much stronger role on the part of the much-neglected Trusteeship Council > which needs a far more aggressive mandate for overseeing the next ten or > twenty years in democracy and peace. In many parts of the world we have for > far too long been fooling ourselves about the importance of that trip to > the > polls as a guarantor of democracy. The facts speak for themselves. True > democracy requires a full stomach and a safe walk to the polling place. And > there are times in life when we all can use a little help from outside. > > International Partnerships for Sustainable Transport: And in this, > our partial bailiwick, I hope that our collaborators around the world will > now turn their eyes and hearts toward Haiti, not only for a bit of help > from > our wallets today but more actively in the months and years ahead. Already > and in part in reaction to the great chaos that soured COP15 in Copenhagen > last month, a broad range of groups and programs are already beginning to > get together lay the base for more effective international collaboration in > our field, and World Streets is but one small example of this. The OECD's > International Transportation Forum > is also an important force > for international collaboration and support. The new International > Partnerships for Sustainable Transport (http://slocat.net/) already groups > brings together come fifty of the most active international, bi-laterals, > NGOs and other actors in our field. Others are emerging and hopefully will > be regularly introduced and tracked in the pages of World Streets. > > Read World Streets Today at > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 yanivbin at gmail.com Tue Jan 19 17:14:47 2010 From: yanivbin at gmail.com (Vinay Baindur) Date: Tue, 19 Jan 2010 13:44:47 +0530 Subject: [sustran] Fitch Ratings augur well for auto industry in 2010 with 10-12 per cent growth Message-ID: <86b8a7051001190014p76f8fe94q37a90f8c042ad11b@mail.gmail.com> http://wheelsunplugged.blogspot.com/2010/01/fitch-ratings-augur-well-for-auto.html Monday, January 18, 2010 Fitch Ratings augur well for auto industry in 2010 with 10-12 per cent growth Fitch Ratings Indian Auto Sector Outlook 2010 report just released augurs well for the Indian auto industry - an overall growth in sales of 10 -12 per cent during 2010; Passenger Vehicle (PV) volumes a 12-14 per cent and Commercial Vehicles (CV) a 5-6 per cent growth. This would however, lead to sharp increase in capex plans, offseting the positive impact on credit profiles of higher volumes and lower inventories. The trend should fall in line with the improvement in the domestic economic environment and improved availability of credit. Against domestic sales, exports would remain an area of concern? due to the slowdown in global automotive markets and the expiry of scrappage incentives for replacing older vehicles (as were offered for PVs in 2009). PV sales began to improve from June 2009, and CVs from October 2009. The PV rebound has been supported by an improving liquidity scenario and restoration of consumer confidence; modest growth in industrial production, together with the government stimulus, has brought about stability in CV sales, though at lower levels than for PVs. CVs segment has seen cyclical patterns, typically a period of two to three years of high growth which is then followed with a similar downward cycle ? to which the CV manufacturers were exposed during 2008 and most of 2009. Improving industrial production and economic growth rates, coupled with a reversal of more than two years of downtrend, are likely to spur a positive track for CV manufacturers in 2010. Domestic CV sales grew by 22.3per cent during April-December 2009 compared with the comparable period in 2008, building on the recovery in demand beginning Q409. However, growth trends have distinctly varied within the CV segment ? depending on the tonnage capacity and end use, as light commercial vehicles (LCVs) have been able to maintain their ground while medium and heavy commercial vehicles (M&HCVs) continued to face pressure due to the decline in industrial output. The M&HCV segment is now stabilising with the higher industrial production, while the LCV segment is showing a more rapid recovery. Fitch expects the full year 2010 numbers to reveal moderate growth in the range of 5- 6 per cent for domestic sales, with the first few months being driven by regulatory guidelines pertaining to fiscal benefits and less stringent emission norms. The agency believes that the polarisation in the CV market should continue, with higher growth rates for the lower and heavier ends of the spectrum. This is also evident from the capacity addition plans of original equipment manufacturers (OEMs), wherein most of the capacity is being added in the LCV segment (less than 1.5 tonne gross vehicle weight) by Tata Motors Limited and Mahindra & Mahindra Limited. The heavy range of trucks is receiving investment essentially from new entrants such as Daimler AG ('BBB+'/Negative), the Nissan Motor Co. Ltd. ('BBB'/Negative)?Renault SA ('BB'/Negative)?Ashok Leyland Ltd. ('AA?(ind)'/Negative) JV, and the Mahindra & Mahindra?International Truck & Engine Corporation (ITEC) JV. Export volumes should remain under pressure, as significant international capacity is lying unutilised. There was an easing in late-2009 in the decline of freight volumes, and higher fuel and financing costs, which contributed to the weak sales of CV manufacturers during 2009 as a whole. Combined with government's stimulus to revive the domestic CV industry through the Jawaharlal Nehru National Urban Renewal Mission (JNNURM), this has added to the order-book position of CV manufacturers ? since a significant portion of the cost involved in replacement of the older fleet of state transport undertakings (STUs) is borne by central government. Many of these orders are likely to be executed over the next couple of months up to March 2010, for the manufacturers to avail themselves of the fiscal benefits. The accelerated depreciation benefit offered for CV purchases during early 2009 expired in September 2009, although volumes continued to show positive yoy growth due to the low base effect. The switchover to new emission norms from April 2010 should support demand during Q1 of 2010, as operators pre-empt their purchases to save on higher costs brought about by the tighter emission norms. However, the recovery in the overall economic environment should drive CV growth prospects in the long term. PV sales, which clearly suffered amid the global liquidity and credit crisis during Q4 of 2008, started posting growth from H2/2009 after reeling under pressure for about a year. The recovery in demand for domestic PVs, propelled by new model launches, discount offerings by OEMs, and easy and cheaper consumer finance, has come earlier than anticipated by Fitch. Furthermore, monetary incentives offered by governments in international markets helped the cause of Indian PV manufacturers, as their product portfolio comprised smaller, fuel-efficient vehicles entitled to such incentives. As a result, exports from India increased significantly by 28.8 per cent Y-o-Y during April-November 2009, benefitting small car manufacturers such as Maruti Suzuki India and Hyundai Motors India. The termination of these monetary incentives in international markets is likely to affect export volumes, which constituted about 19 per cent of total sales volumes for Indian manufacturers during April-November 2009. The easy credit availability and affordable cost of consumer finance could continue to have a positive impact on domestic car volumes during 2010, with accelerated purchases during the first few months in anticipation of the new emission norms from April 2010 ? and the consequent increase in vehicle prices. This demand advancement, along with the higher vehicle prices as a result of tighter emission and safety norms from April 2010, could put pressure on short-term volume growth after April 2010. There could also be issues with regard to availability of fuel to meet the new emission norms from the oil companies, which could also impact sales. Domestic PV sales registered a 21.2per cent growth during April-November 2009 compared with the same period the previous year. Most growth was brought about by the compact, or "A2" segment as defined by Society of Indian Automobile Manufacturers, as many new models were launched. The utility vehicles segment has also started showing signs of growth due to a reduction in excise duty, and demand emanating from semi-urban and rural markets. Given the favourable demographic profile and economic growth prospects, many OEMs have announced the launch of smaller, affordable and fuel-efficient vehicles over the next 12 months. Many global OEMs with a limited presence in the compact car segment are planning to tap the segment in collaboration with established small car manufacturers, through their global tie-ups such as the Volkswagen Group ('BBB+'/Stable)-Suzuki combine and the General Motors Shanghai Automotive Industry Corporation (SAIC) venture. As a result, the compact car segment ? currently dominated by Maruti Suzuki India, Hyundai Motor India and Tata Motors ?shall become increasingly fragmented. Thus, the growing volumes in the compact car segment, which contributed more than 58per cent of total domestic volumes in April-November 2009, shall largely guide the growth in the domestic PV segment. Overall, the agency expects the PV segment to grow by between 12 -14per cent through 2010. The lengthening of the working capital cycle due to inventory pile-up and limited credit availability, which forced production cuts across the board in 2009, has started to return to earlier levels. This has partly been aided by the off-take of inventory over time with the alleviation of the tight liquidity situation. Despite the shortening of the working capital cycle from 2009's levels, the leverage of OEMs is likely to remain high over the medium term ? owing to restoration of their capex plans. A large number of OEMs which had deferred their capex plans in the wake of the difficult operating environment in early 2009, have resumed the capital spending ? for ramping up capacity, for developing new products/adapting existing ones to local requirements, or for compliance with new emission and safety norms. Many global OEMs which had hitherto been carrying out assembly operations are setting up production units to cater to the domestic and global demand. The existing players have also announced plans for capacity addition, in order to maintain their market share in the wake of competition. As a result, the next two years to 2012 could bring a further 0.9 million PV units (accounting for about 35per cent-40per cent of current capacity) and 0.6 million CV units (estimated to be around 80per cent of current capacity, with significant additions in the LCV segment). Together with OEMs focusing on localising certain key components in a bid to reduce costs, these developments could result in significant capex over the next two years. Fitch notes that the big-ticket capex plans of the OEMs are likely to mean significant negative free cash flow (FCF), as operating cash flows should be limited owing to margin pressures and rising competitive intensity. Since much of this negative FCF is likely to be funded from borrowings, Fitch expects financial leverage for OEMs to remain high over the medium term. India's demographic profile ? with a large, growing middle class and low vehicle penetration ? has attracted many global OEMs which plan to use the country as a regional production base. In the PV segment, many of these players are introducing products specifically designed for the local Indian market. This is reflected in the number of new launches from existing (as well as new) entrants in the PV segment scheduled for 2010. The CV segment is also witnessing increased competition from global OEMs targeting India to capitalise on the country's economic growth. Many international OEMs are coming in either independently or in collaboration with existing players ? with the objective of reducing time to market and to take advantage of an established distribution network. The Indian auto sector is likely to witness significant competition by 2012 when most of the new capacity comes on stream. This is in turn likely to result in under-utilisation of capacity in the medium term, on account of the demand/supply mismatch. The number of new players, as well as the higher number of new product launches from existing players, is likely to increase competitive intensity over the medium term. Coupled with pressure on utilisation levels, this could lead to increased price competition and consequently margin pressures, as multiple players attempt to gain market share. From yanivbin at gmail.com Tue Jan 19 17:17:47 2010 From: yanivbin at gmail.com (Vinay Baindur) Date: Tue, 19 Jan 2010 13:47:47 +0530 Subject: [sustran] Tenth CSE Media Fellowships: JNNURM and Indian cities: misguided mission or reform blueprint? Message-ID: <86b8a7051001190017o23ae82d5xd54823297dd59ade@mail.gmail.com> http://www.cseindia.org/content/tenth-cse-media-fellowships-jnnurm-and-indian-cities-misguided-mission-or-reform-blueprint Tenth CSE Media Fellowships: JNNURM and Indian cities: misguided mission or reform blueprint? But has the scheme really benefited cities? What is the current status of implementation of the projects proposed under JNNURM? Have there really been any long- or short-term reforms in the way India?s cities are growing? The Planning Commission's half-term review of the scheme is due this year. What is the review most likely to find? Centre for Science and Environment (CSE) offers a media fellowship to journalists to study, investigate and report on JNNURM in our cities ? with respect to two key components: transport and water supply, sanitation and sewerage. The fellowship offers a unique opportunity to travel to JNNURM cities to look at the issues and concerns at close range and to write and comment on them. *Who can apply* These fellowships are open to Indian journalists only, including freelancers, photojournalists and television/video/radio journalists. *Suggested areas of research* Proposals must focus on either transport or water supply, sanitation and sewerage, or both in JNNURM cities only. Under either head, applicants can opt to investigate a wide range of issues: - State of infrastructure - Proposals and projects - State of implementation - Economics: the money trail - Corruption, controversies and conflicts - Impacts and benefits See here the complete list of JNNURM cities . *Duration* Two months ? March 2010 to April 2010 ? with one month of travel time and another month for research, writing, publication and submission of stories and features. *Compensation and funding* Selected fellows will each receive a stipend of Rs 40,000 (subject to tax deductions at source) to support research, travel and writing between March 2010 and April 2010. The stipend will be released in two installments ? the first as a travel grant at the start of the fellowship programme and the second after its successful completion. Applications must be accompanied by the following documents: - Curriculum vitae - For print journalists, three samples of published work on development issues. By ?published work?, we mean articles published by/in national or regional newspapers or magazines. - Those writing in regional languages must have at least one of their articles translated into English. - For television and radio journalists, two samples of telecasted/broadcasted programmes on development issues ? those telecasting/broadcasting in regional languages must also give a short written summary of the programme along with the CDs of the samples. - A letter of support from the editor that the output under the fellowship will be published/broadcast (mandatory for all candidates, including freelancers). - A comprehensive fellowship proposal outlining (a) the city/cities/state on which the proposal is focused, (b) the subject/s and story ideas that the applicant proposes to focus on, (c) tentative travel plans and (d) a list of people who might be interviewed. *Last date for submission of applications * February 20, 2010 *Fellowships output* Selected applicants from the print media will be expected to generate feature and news article/s totaling 5,000 words, based on the research carried out under the fellowship. Original clippings of these articles will have to be submitted at the completion of the fellowship programme. Selected applicants from the audio-visual media will be expected to generate either a single film/broadcast or a series of episodes, based on the research carried out under the fellowships. CDs of these outputs will have to be submitted at the completion of the fellowship programme. Applicants who complete the fellowship programme successfully, will receive certificates of merit. *Additional research opportunity* CSE might offer some shortlisted applicants a separate and additional research opportunity -- to survey urban transportation projects in selected JNNURM cities. Under this, shortlisted applicants will be expected to investigate and collect/collate information on the basis of a specific format/questionnaire prepared by CSE. CSE would expect the shortlisted applicants to complete this research project on a priority basis within the fellowship time-frame. CSE will pay an additional small stipend to each applicant for doing this research on its behalf. Applications and queries should be addressed to: Shachi Chaturvedi Assistant Coordinator Media Resource Centre Centre for Science and Environment 41, Tughlakabad Institutional Area New Delhi 110 062 Ph: 011-29955124, 29955125, Fax: 011-29955879 Mobile: 98187 50007 Email: shachi@cseindia.org Website: www.cseindia.org From yanivbin at gmail.com Thu Jan 21 15:04:22 2010 From: yanivbin at gmail.com (Vinay Baindur) Date: Thu, 21 Jan 2010 11:34:22 +0530 Subject: [sustran] =?windows-1252?Q?high_time_we_reversed_the_processes_of?= =?windows-1252?Q?_=93automobilisation=94=2C_urban_sprawl=2C_and_un?= =?windows-1252?Q?even_development?= Message-ID: <86b8a7051001202204g7dfd4c0bvdbf4844f565d7ac8@mail.gmail.com> Editorial on Cars in EPW -------------- next part -------------- A non-text attachment was scrubbed... Name: Distress of ?Automobilisation'.pdf Type: application/pdf Size: 103054 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100121/1710f807/windows-1252QDistress_of_91Automobilisation272Epdf.pdf From sutp at sutp.org Fri Jan 22 13:16:18 2010 From: sutp at sutp.org (SUTP Team) Date: Thu, 21 Jan 2010 23:16:18 -0500 Subject: [sustran] Guidance on Transport NAMAs Message-ID: <4B592692.2030602@sutp.org> Dear All and Climate-L readers, The Copenhagen Accord provides an opportunity for non-Annex I country Parties to submit a list of Nationally Appropriate Mitigation Actions (NAMAs) by the 31st January 2010, for inclusion within Appendix II of the Accord. The ?Bridging the Gap? initiative has developed a guidance document for Parties on the submission of NAMAs in the transport sector, providing an overview of the potential mitigation actions, at national and sub-national level, that could be included within NAMA submissions. In the hope that this may help trigger further action towards sustainable low-carbon transport, we encourage you to disseminate this widely, particularly to developing country Parties and their relevant institutions/individuals involved in the formulation/communication of NAMAs. A MS Word version is also available upon request, which we welcome you to edit for your tailored purposes. Please also see our new report analysing the outcomes of COP15, and the implications for the transport sector: http://www.transport2012.org/bridging/ressources/documents/1/556,Copenhagen_report_FINAL_Bridging_the.pdf The document has been prepared by the Bridging the Gap Initiative (GTZ, Veolia Transport, UITP and TRL) in partnership with ITDP. www.transport2012.org It is a contribution to the Partnership on Sustainable Low-Carbon Transport. www.slocat.net Note: The Bridging the Gap Initiative does not endorse any particular position on the Copenhagen Accord, nor is the document meant to prejudice the negotiation outcome in any way. With Best Regards, Daniel Bongardt, GTZ + 49 6196/79-1375, http://www.transport2012.org From kanthikannan at gmail.com Fri Jan 22 15:38:35 2010 From: kanthikannan at gmail.com (Kanthi Kannan) Date: Fri, 22 Jan 2010 12:08:35 +0530 Subject: [sustran] Re: TEDx Conf Message-ID: <4b5947f2.0f0bca0a.677c.712e@mx.google.com> Dear all Greetings!! I am delighted to share the news with all of you that I am a speaker at the TEDx Conf at Hyderabad. The event is going to be held on Jan 31, 2010. For my presentation, I need photos that show good footpaths. Can any of you send me these? These will be used only in the presentation and credit will be given to the author. It is for non profit and shall not be used for commercial purposes. If the footpaths can be the boulevard kind, that will be wonderful. My need is urgent. So please send the photos as soon as possible. Thanks and Regards Kanthi THOSE WHO WALK CANNOT DECIDE AND THOSE WHO DECIDE DO NOT WALK From eric.britton at ecoplan.org Fri Jan 22 18:16:12 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Fri, 22 Jan 2010 10:16:12 +0100 Subject: [sustran] How our public transport system compares with the rest of Mama Africa. Message-ID: <014001ca9b43$91ca5170$b55ef450$@britton@ecoplan.org> Message from South Africa: How our public transport system compares with the rest of Mama Africa. South African travel writer Sihle Khumalo knows African public transport intimately, but is more accustomed to his own private wheels in his home town of Jozi. He took time out recently to explore his own backyard by public transport, from Soweto to Sandton. Having travelled by public transport in more than 10 other African countries, it was only natural that I explore my own backyard using taxis and the newly launched Bus Rapid Transport (BRT) System - better known as ReaVaya. Amongst other things I wanted to see how our public transport system compares with the rest of Mama Africa. --> The full text of this article appears in today's World Streets at http://WorldStreets.org/ --> To read all World Streets articles on Africa click to http://tinyurl.com/ws-africa Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility From carlosfpardo at gmail.com Sat Jan 23 00:32:38 2010 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Fri, 22 Jan 2010 10:32:38 -0500 Subject: [sustran] Re: Guidance on Transport NAMAs In-Reply-To: <4B592692.2030602@sutp.org> References: <4B592692.2030602@sutp.org> Message-ID: <4B59C516.9080508@gmail.com> Hi, Regarding NAMAs and the opportunity described below, I don't understand why the timeframe (until January 31st) is so short to submit something, especially since this is only for developing countries which haven't developed strong methodologies. We've consulted the Colombian agency in charge of climate change mitigation and they've said they will not submit a NAMA as such because they cannot commit to anything that they haven't quantified in terms of mitigation potential or abatement costs. They are hoping that there will be future deadlines, which I find complicated because this may be a window of opportunity which will close soon... or is it? I'm not sure if anyone has been able to move forward with their respective governments in such an insanely short timeframe (less than 2 months from the publication of the Copenhagen Accord!). Finally, thanks to Bridging the Gap initiative for producing such useful documents. We would otherwise have drowned trying to understand all those acronyms and information that UNFCCC and other agencies produce. Best regards, Carlosfelipe Pardo Country Director, Colombia Institute for Transportation & Development Policy (ITDP) Regional Office Carrera 7 N? 79B-15, Oficina 404 Bogot?, DC, COLOMBIA Tels: +57 (1) 211-0654 / 235-4240 - Fax: +57 (1) 211-0654 Cel 320 837 5858 Headquarters 127 W. 26th St. Suite 1002 New York, NY 10001, USA Tel +1 (212) 629-8001 - Fax +1 (212) 629-8334 URL: www.itdp.org - cpardo@itdp.org E-mail 2: carlosfpardo@gmail.com Promoting environmentally sustainable and equitable transportation worldwide *consider the environment: please think* SUTP Team wrote: > Dear All and Climate-L readers, > > The Copenhagen Accord provides an opportunity for non-Annex I country > Parties to submit a list of Nationally Appropriate Mitigation Actions > (NAMAs) by the 31st January 2010, for inclusion within Appendix II of > the Accord. The ?Bridging the Gap? initiative has developed a guidance > document for Parties on the submission of NAMAs in the transport sector, > providing an overview of the potential mitigation actions, at national > and sub-national level, that could be included within NAMA submissions. > > In the hope that this may help trigger further action towards > sustainable low-carbon transport, we encourage you to disseminate this > widely, particularly to developing country Parties and their relevant > institutions/individuals involved in the formulation/communication of NAMAs. > > A MS Word version is also available upon request, which we welcome you > to edit for your tailored purposes. > > Please also see our new report analysing the outcomes of COP15, and the > implications for the transport sector: > http://www.transport2012.org/bridging/ressources/documents/1/556,Copenhagen_report_FINAL_Bridging_the.pdf > > The document has been prepared by the Bridging the Gap Initiative (GTZ, > Veolia Transport, UITP and TRL) in partnership with ITDP. > www.transport2012.org > > It is a contribution to the Partnership on Sustainable Low-Carbon Transport. > www.slocat.net > > Note: The Bridging the Gap Initiative does not endorse any particular > position on the Copenhagen Accord, nor is the document meant to > prejudice the negotiation outcome in any way. > > With Best Regards, > > Daniel Bongardt, GTZ > + 49 6196/79-1375, > > http://www.transport2012.org > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 cornie.huizenga at slocatpartnership.org Sat Jan 23 01:26:22 2010 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Sat, 23 Jan 2010 00:26:22 +0800 Subject: [sustran] Re: Guidance on Transport NAMAs In-Reply-To: <4B59C516.9080508@gmail.com> References: <4B592692.2030602@sutp.org> <4B59C516.9080508@gmail.com> Message-ID: <47a72ec51001220826h4ac23f02n55b2d3ead596ec35@mail.gmail.com> Carlos, As I understand there will be possibilities after 31st January for developing countries to make entries in Annex 2. The 31st January deadline applies especially for the developed countries to register their emission reduction commitments in Annex 1 of the Copenhagen Accord. I understand the sentiment of Colombia that they want to know what the emission reduction potential is and associated costs. It shows that they are taking this serious. Some people have however argued that it is good to have placeholders in Annex 2 of the Copenhagen Accord on transport. Since there are no guidelines on how such NAMAs for developing countries will be monitored there would at this point not have to be a detailed quantitative assessment of emission reductions. With best regards, Cornie On Fri, Jan 22, 2010 at 11:32 PM, Carlosfelipe Pardo wrote: > Hi, > > Regarding NAMAs and the opportunity described below, I don't understand > why the timeframe (until January 31st) is so short to submit something, > especially since this is only for developing countries which haven't > developed strong methodologies. > > We've consulted the Colombian agency in charge of climate change > mitigation and they've said they will not submit a NAMA as such because > they cannot commit to anything that they haven't quantified in terms of > mitigation potential or abatement costs. They are hoping that there will > be future deadlines, which I find complicated because this may be a > window of opportunity which will close soon... or is it? > > I'm not sure if anyone has been able to move forward with their > respective governments in such an insanely short timeframe (less than 2 > months from the publication of the Copenhagen Accord!). > > Finally, thanks to Bridging the Gap initiative for producing such useful > documents. We would otherwise have drowned trying to understand all > those acronyms and information that UNFCCC and other agencies produce. > > Best regards, > > Carlosfelipe Pardo > Country Director, Colombia > Institute for Transportation & Development Policy (ITDP) > > Regional Office > Carrera 7 N? 79B-15, Oficina 404 > Bogot?, DC, COLOMBIA > Tels: +57 (1) 211-0654 / 235-4240 - Fax: +57 (1) 211-0654 > Cel 320 837 5858 > > Headquarters > 127 W. 26th St. Suite 1002 > New York, NY 10001, USA > Tel +1 (212) 629-8001 - Fax +1 (212) 629-8334 > URL: www.itdp.org - cpardo@itdp.org E-mail 2: carlosfpardo@gmail.com > Promoting environmentally sustainable and equitable transportation > worldwide > *consider the environment: please think* > > > SUTP Team wrote: > > Dear All and Climate-L readers, > > > > The Copenhagen Accord provides an opportunity for non-Annex I country > > Parties to submit a list of Nationally Appropriate Mitigation Actions > > (NAMAs) by the 31st January 2010, for inclusion within Appendix II of > > the Accord. The ?Bridging the Gap? initiative has developed a guidance > > document for Parties on the submission of NAMAs in the transport sector, > > providing an overview of the potential mitigation actions, at national > > and sub-national level, that could be included within NAMA submissions. > > > > In the hope that this may help trigger further action towards > > sustainable low-carbon transport, we encourage you to disseminate this > > widely, particularly to developing country Parties and their relevant > > institutions/individuals involved in the formulation/communication of > NAMAs. > > > > A MS Word version is also available upon request, which we welcome you > > to edit for your tailored purposes. > > > > Please also see our new report analysing the outcomes of COP15, and the > > implications for the transport sector: > > > http://www.transport2012.org/bridging/ressources/documents/1/556,Copenhagen_report_FINAL_Bridging_the.pdf > > > > The document has been prepared by the Bridging the Gap Initiative (GTZ, > > Veolia Transport, UITP and TRL) in partnership with ITDP. > > www.transport2012.org > > > > It is a contribution to the Partnership on Sustainable Low-Carbon > Transport. > > www.slocat.net > > > > Note: The Bridging the Gap Initiative does not endorse any particular > > position on the Copenhagen Accord, nor is the document meant to > > prejudice the negotiation outcome in any way. > > > > With Best Regards, > > > > Daniel Bongardt, GTZ > > + 49 6196/79-1375, > > > > http://www.transport2012.org > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > -------------------------------------------------------- > > If you get sustran-discuss 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. > > > > ================================================================ > > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From carlosfpardo at gmail.com Sat Jan 23 06:14:13 2010 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Fri, 22 Jan 2010 16:14:13 -0500 Subject: [sustran] Re: Guidance on Transport NAMAs In-Reply-To: <47a72ec51001220826h4ac23f02n55b2d3ead596ec35@mail.gmail.com> References: <4B592692.2030602@sutp.org> <4B59C516.9080508@gmail.com> <47a72ec51001220826h4ac23f02n55b2d3ead596ec35@mail.gmail.com> Message-ID: <4B5A1525.1030807@gmail.com> Cornie, We agree on your points. However, I think this is not at all clear to governments (as happens with the Copenhagen documents, which are only decipherable after reading the Bridging the gap document or to those who were present in Copenhagen...). I think all of us who are working in developing countries should find out how to include transport in NAMAs. The issue is that if we don't ask for it, they won't include it and thus the lack of recognition of transport in its role to reduce climate change emissions will still be a problem. Best regards, Carlos. Cornie Huizenga wrote: > Carlos, > > As I understand there will be possibilities after 31st January for > developing countries to make entries in Annex 2. The 31st January > deadline applies especially for the developed countries to register > their emission reduction commitments in Annex 1 of the Copenhagen Accord. > > I understand the sentiment of Colombia that they want to know what the > emission reduction potential is and associated costs. It shows that > they are taking this serious. Some people have however argued that it > is good to have placeholders in Annex 2 of the Copenhagen Accord on > transport. Since there are no guidelines on how such NAMAs for > developing countries will be monitored there would at this point not > have to be a detailed quantitative assessment of emission reductions. > > With best regards, > Cornie > > On Fri, Jan 22, 2010 at 11:32 PM, Carlosfelipe Pardo > > wrote: > > Hi, > > Regarding NAMAs and the opportunity described below, I don't > understand > why the timeframe (until January 31st) is so short to submit > something, > especially since this is only for developing countries which haven't > developed strong methodologies. > > We've consulted the Colombian agency in charge of climate change > mitigation and they've said they will not submit a NAMA as such > because > they cannot commit to anything that they haven't quantified in > terms of > mitigation potential or abatement costs. They are hoping that > there will > be future deadlines, which I find complicated because this may be a > window of opportunity which will close soon... or is it? > > I'm not sure if anyone has been able to move forward with their > respective governments in such an insanely short timeframe (less > than 2 > months from the publication of the Copenhagen Accord!). > > Finally, thanks to Bridging the Gap initiative for producing such > useful > documents. We would otherwise have drowned trying to understand all > those acronyms and information that UNFCCC and other agencies produce. > > Best regards, > > Carlosfelipe Pardo > Country Director, Colombia > Institute for Transportation & Development Policy (ITDP) > > Regional Office > Carrera 7 N? 79B-15, Oficina 404 > Bogot?, DC, COLOMBIA > Tels: +57 (1) 211-0654 / 235-4240 - Fax: +57 (1) 211-0654 > Cel 320 837 5858 > > Headquarters > 127 W. 26th St. Suite 1002 > New York, NY 10001, USA > Tel +1 (212) 629-8001 - Fax +1 (212) 629-8334 > URL: www.itdp.org - cpardo@itdp.org > E-mail 2: carlosfpardo@gmail.com > > Promoting environmentally sustainable and equitable transportation > worldwide > *consider the environment: please think* > > > SUTP Team wrote: > > Dear All and Climate-L readers, > > > > The Copenhagen Accord provides an opportunity for non-Annex I > country > > Parties to submit a list of Nationally Appropriate Mitigation > Actions > > (NAMAs) by the 31st January 2010, for inclusion within Appendix > II of > > the Accord. The ?Bridging the Gap? initiative has developed a > guidance > > document for Parties on the submission of NAMAs in the transport > sector, > > providing an overview of the potential mitigation actions, at > national > > and sub-national level, that could be included within NAMA > submissions. > > > > In the hope that this may help trigger further action towards > > sustainable low-carbon transport, we encourage you to > disseminate this > > widely, particularly to developing country Parties and their > relevant > > institutions/individuals involved in the > formulation/communication of NAMAs. > > > > A MS Word version is also available upon request, which we > welcome you > > to edit for your tailored purposes. > > > > Please also see our new report analysing the outcomes of COP15, > and the > > implications for the transport sector: > > > http://www.transport2012.org/bridging/ressources/documents/1/556,Copenhagen_report_FINAL_Bridging_the.pdf > > > > The document has been prepared by the Bridging the Gap > Initiative (GTZ, > > Veolia Transport, UITP and TRL) in partnership with ITDP. > > www.transport2012.org > > > > > It is a contribution to the Partnership on Sustainable > Low-Carbon Transport. > > www.slocat.net > > > > Note: The Bridging the Gap Initiative does not endorse any > particular > > position on the Copenhagen Accord, nor is the document meant to > > prejudice the negotiation outcome in any way. > > > > With Best Regards, > > > > Daniel Bongardt, GTZ > > + 49 6196/79-1375, > > > > http://www.transport2012.org > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > -------------------------------------------------------- > > If you get sustran-discuss 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. > > > > ================================================================ > > SUSTRAN-DISCUSS is a forum devoted to discussion of > people-centred, equitable and sustainable transport with a focus > on developing countries (the 'Global South'). > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of > people-centred, equitable and sustainable transport with a focus > on developing countries (the 'Global South'). > > > > > -- > Cornie Huizenga > Joint Convener > Partnership on Sustainable, Low Carbon Transport > Mobile: +86 13901949332 > cornie.huizenga@slocatpartnership.org > > www.slocat.net From hongkong2010transed at gmail.com Fri Jan 22 15:04:34 2010 From: hongkong2010transed at gmail.com (Hong Kong TRANSED2010) Date: Fri, 22 Jan 2010 14:04:34 +0800 Subject: [sustran] TRANSED 2010 - Early Bird Registration before January 31, 2010 In-Reply-To: <5f62f43e1001212203x2cec9e28pcff9ea7211bc99ab@mail.gmail.com> References: <5f62f43e1001210008g7871074agfb4e69895d704b9e@mail.gmail.com> <5f62f43e1001210011w11595b08tfc31d92794684a28@mail.gmail.com> <5f62f43e1001210012i5d53808ewe5e10d9900032750@mail.gmail.com> <5f62f43e1001210014q78fba762saa7c3a41bb25b340@mail.gmail.com> <5f62f43e1001210017s16b86433l254e70a3572dc995@mail.gmail.com> <5f62f43e1001210019l77bb7ed7me8634e5d22ad0926@mail.gmail.com> <5f62f43e1001210020n736acc67g74996f1a6cd91b19@mail.gmail.com> <5f62f43e1001212203x2cec9e28pcff9ea7211bc99ab@mail.gmail.com> Message-ID: <5f62f43e1001212204v35c44177if366cb8e7376c907@mail.gmail.com> -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 85700 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100122/3a26d9a0/attachment-0001.jpe From eric.britton at ecoplan.org Sun Jan 24 06:13:33 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Sat, 23 Jan 2010 22:13:33 +0100 Subject: [sustran] World Streets / Haitian Streets. Part II Message-ID: <043101ca9c70$ebe082f0$c3a188d0$@britton@ecoplan.org> World Streets / Haitian Streets. Part II To Heal Haiti, Look to History, Not Nature http://1.bp.blogspot.com/_kbTo-M_pSuw/S1sdgHA3coI/AAAAAAAACYg/Rk383OasWP0/s2 00/ws-haitian-street9.jpgThis special series sets out to tap the considerable competence of people and groups at the leading edge of the field of sustainable transport worldwide, to invite them to provide some independent strategic counsel for the decision-makers who eventually are going to have to figure out what to do to provide and improve mobility arrangements of Haitians in their daily lives. But before digging into the transport specifics, let's step back to share with you an outstanding article from today's International Herald Tribune in which Mark Danner in a few telling pages helps us better understand the extent to which the future of Haiti will not, must not resemble its past. __,_._,___--> The full text of this article appears in today's World Streets at http://WorldStreets.org/ Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 21355 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100123/8f626ee6/attachment.jpe -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 12177 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100123/8f626ee6/attachment-0001.jpe From yanivbin at gmail.com Sun Jan 24 18:18:18 2010 From: yanivbin at gmail.com (Vinay Baindur) Date: Sun, 24 Jan 2010 14:48:18 +0530 Subject: [sustran] =?windows-1252?Q?=91Fund_us_for_more_BRTs?= Message-ID: <86b8a7051001240118u5df5ca9djee95b7e05e6df57d@mail.gmail.com> ?Fund us for more BRTs? New Delhi, January 23, 2010 First Published: 00:53 IST(23/1/2010) Last Updated: 00:54 IST(23/1/2010) To expand bus rapid transit (BRT) system in the Capital, Delhi government's transport department will now approach the Centre government to fund the project. Senior transport department officials said Delhi could get 35 per cent of the total project cost under Jawahar Lal Nehru National Urban Renewal Mission (JNNURM) scheme to fund the BRT expansion plans. Delhi transport secretary R.K. Verma said the project will have to be approved by a state level committee, which vets such projects, before it could be sent to the Centre. The decision came two days after Chief Minister Sheila Dikshit announced that the state government was committed to promote public transport in Delhi and constructing more BRT corridors was one of its priorities. ?We will move the proposal in the state level committee next week. Once approved, we will move it to the ministry of urban development (MoUD) along with the detailed project reports of the corridors we intend to develop,? Verma said. The transport department plans to develop five more BRT corridors in different parts of the Capital in the next couple of years. The new corridors would be from Karawal Nagar to Gandhi Nagar and Bhajanpura to Mori Gate (15 km), Jamia Nagar to Tilak Nagar (27km), Kondli to Gokalpuri (14.5 km), Nizamuddin to Nand Nagri (17 km) and Rajendra Nagar to Pragati Maidan (7 km). The Capital?s first BRT corridor, the 14.5 kilometre stretch from Ambedkar Nagar to Delhi Gate, was entirely funded by the state government. Only 5.8 km part (Ambedkar Nagar to Moolchand) of Rs 360-crore project is operational while the state government plans to make the remaining 8.7 km stretch (from Moolchand to Delhi Gate) before the Commonwealth Games in October 2010. The construction of the five corridors, said senior transport department officials, is expected to cost about Rs 700 crore. ?While the Centre can fund up to 35 per cent of the project cost under the scheme, the state will have to bear the remaining 65 per cent,? Verma said. The Delhi government has already approved the detailed project reports (DPR) for all five corridors. The urban development ministry has given support to develop 422 kilometres of the BRT corridors in nine cities across the country. A senior ministry official said Delhi?s BRT expansion plans can also be funded if they meet the criteria laid-down under the scheme including creation for a separate corpus for such projects and formation of urban mass transit authority. *http://www.hindustantimes.com/StoryPage/Print/500773.aspx* From eric.britton at ecoplan.org Tue Jan 26 18:20:01 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Tue, 26 Jan 2010 10:20:01 +0100 Subject: [sustran] Citiscope: Reporting on Worldwide City Innovation Message-ID: <019801ca9e68$c08ddb30$41a99190$@britton@ecoplan.org> High Visibility Journalism Focuses on City Innovation Breakthroughs In the wake of the troubles and lessons of COP15 we are seeing projects, programs and groups sprouting up around the world setting out to take the high ground in ideas and communications on the up-side of the change and innovations necessary if we are to face the challenges of the planet and our cities. We invite you to have an advance look at the Citiscope project that will be formally announced this March at the World Urban Forum in Rio de Janeiro. --> The full text of this article appears in today's World Streets at http://WorldStreets.org/ --> Discussions on New Mobility Forum at www.newmobility.org (Post to NewMobilityCafe@yahoogroups.com) Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility From paulbarter at nus.edu.sg Wed Jan 27 08:54:42 2010 From: paulbarter at nus.edu.sg (Paul Barter) Date: Wed, 27 Jan 2010 07:54:42 +0800 Subject: [sustran] FW: ITDP's Sustainable Transport e-Bulletin: January 2010 References: Message-ID: An HTML attachment was scrubbed... URL: http://list.jca.apc.org/public/sustran-discuss/attachments/20100127/6d71f53b/attachment.html From eric.britton at ecoplan.org Wed Jan 27 10:49:02 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Wed, 27 Jan 2010 02:49:02 +0100 Subject: [sustran] Tell the world about the leading edge of sustainable transport in the Asia-Pacific region. Message-ID: <008101ca9ef2$ea2c81a0$be8584e0$@britton@ecoplan.org> Dear Friends, Please tell me if I have this wrong? I don't understand why this excellent forum is not being more and better used. There is so much that is going on in South East Asia, and there was a time when Sustran was a first rate source of information and independent critical views on transport projects and policies, good and bad, in cities across the Asia-Pacific region. But this is not happening now for some reason. Is it because someone is doing this better? If so, who is it and how can one, how can we, plug in to benefit and better understand what is going on? And in turn communicate some of this to our international readers on World Streets. (One of the great things about Sustran was that it did not overload the busy reader. One or two good front line communications or comments a day, nicely organized by topic. Great stuff!) It is my view that the key to success lies in sticking to the region. African, Latin American and readers in other parts of the Global South can check in here, but I really think it is not the comparative advantage of Sustran to try to cover the whole of the Global South. Here are World Streets we are trying to lend a hand with a number of African colleagues, to get something along the lines of an African Streets forum and news source going. It's still early days, but if you stay tuned you will surely see progress there. Likewise our friends in Latin America are gradually weaving their webs, so I really do not see that the comparative advantage of Sustran is to try to offer first line coverage of either of these two important regions. One small thing we have recently introduced over at World Streets is a "news hot link" which draw attention to the latest posting on Sustran. You will see it if you scroll down the left column a bit. The idea is to draw the attention of our pretty substantial readership to Sustran. Perhaps a start at better interaction and coordination. I very much hope that we can inject new life into this great forum. (Might this be one more case of the famous: "location, location and location"?) Eric Britton PS. And for my part, I have to say that from World Streets we have ported too much information over to Sustran in these last months. Pardon. Let me see if I can do this in a more time-economic manner. Thinking on it friends. Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 7550 3788 eric.britton(at)newmobility.org Skype: newmobility From edelman at greenidea.eu Wed Jan 27 10:53:00 2010 From: edelman at greenidea.eu (Todd Edelman, Green Idea Factory) Date: Wed, 27 Jan 2010 02:53:00 +0100 Subject: [sustran] Oil & Polar Bears Don't Mix. Stop EMBARQ-partner Shell Now Message-ID: <4B5F9C7C.1050606@greenidea.eu> Hi all, EMBARQ has two "Global Strategic Partners": Shell (Foundation) and Caterpillar (Foundation). I did write directly to someone at EMBARQ about their partnership with Caterpillar (see links below) over a month ago but received no reply. Greenwashing by the automobile industry and its energy suppliers is a much of a threat as peer-imagery (i.e. what the neighbours are driving...), and perhaps even more so in the developing world, which is of course the main focus of EMBARQ. The involvement of Caterpillar in oppression of Palestinians is perhaps even worse. The links following this forwarded and manipulated email will hopefully shed some more light on this subject. */ /* /*The Obama Administration has given EMBARQ-partner Shell the green light to begin exploratory drilling off the coast of the Arctic National Wildlife Refuge -- during the Refuge's 50th Anniversary Year no less! Unless we block EMBARQ-partner Shell's plan, drilling could begin this summer! Please donate now and help NRDC fight in court to protect polar bears, whales, and walruses from EMBARQ-partner Shell's reckless scheme. Frances */ Block Shell's Arctic drilling and save polar bears from a deadly oil spill. Stop EMBARQ-partner Shell's Attack on the Polar Bear's Birthing Ground Before Drilling Starts This Summer! Oil-covered polar bears stand almost NO chance of survival Even government officials admit that *an oil spill is inevitable* if full-scale production occurs off the coast of the Arctic Refuge -- the main birthing ground of Alaska's polar bears. Help NRDC fight back in court! Give now to stop Shell Dear Todd, Just when you thought the Arctic Refuge and its polar bears were safe from the last administration's pro-polluter policies and EMBARQ-partner Shell's drilling schemes, *the threat of deadly oil spills has reappeared.* Yes, *I'm sorry to say that EMBARQ-partner Shell is back* with a plan to drill off the coast of the Arctic National Wildlife Refuge -- even after NRDC sent them packing in a major court victory two years ago. *I'm even sorrier to tell you that it's the Obama Administration that has given EMBARQ-partner Shell the go-ahead this time* -- which is deeply disappointing since the White House has proposed steps that would strengthen international protections for polar bears. Now NRDC is going back to court to block EMBARQ-partner Shell's latest plan, and we need your emergency donation to *help us prevail for the sake of polar bears and other imperilled wildlife.* The shores of the Arctic Refuge are Alaska's main birthing ground and denning area for polar bears. And *government experts have predicted at least one oil spill will occur if full-scale oil production moves ahead.* What's worse, the oil industry has no proven method for cleaning up oil in icy water. When that inevitable oil spill happens, *any polar bears swimming in the thickly oiled waters will most certainly die* -- since there is almost no chance of survival for oil-covered polar bears. *Polar bears that step in oil that washes up on the shore could be killed as well* -- as they try to lick off the toxic oil to groom themselves. Mother polar bears and their cubs are especially in danger during denning season. But it's not just polar bears that would be imperilled. *Whales would be suffocated or poisoned* ... hundreds of thousands of birds would be killed ... and seal populations would be severely impacted. In short, an oil spill would be an unmitigated catastrophe *-- blanketing the coast of the Refuge with an irremovable layer of thick toxic oil* for generations to come. Yet, Interior Secretary Ken Salazar has given EMBARQ-partner Shell the green light to begin exploratory drilling anyway -- *during the 50th Anniversary of the Refuge no less!* NRDC needs your immediate financial help to fight in court and stop the drilling -- BEFORE it begins this summer. Yes, we've defeated EMBARQ-partner Shell before -- and we can do it again. *But we cannot take on Big Oil and the government without your immediate help.* So please, give your most generous gift to help us stop Shell and defend our environment in the most effective way possible. I look forward to celebrating the 50th Anniversary of the Arctic Refuge with you -- knowing that together we have kept EMBARQ-partner Shell's oil rigs out of its coastal waters. Sincerely, Frances Frances Beinecke President Natural Resources Defense Council P.S. Please don't wait for disturbing photos of polar bears covered in oil before taking action. By then it will be too late. Please give now and NRDC will fight to make sure that an oil spill never happens! NRDC takes pride in our careful stewardship of your contributions. Funds collected from this solicitation will be used for wildlife and wildlands protection and for other campaigns that allow NRDC to protect the environment in the most effective way possible. We appreciate the opportunity to communicate with you and other NRDC BioGems Defenders. We are committed to protecting your privacy and will never sell, exchange or rent your email address. To update your contact information or manage your subscriptions, go to your profile editor . If you would prefer not to receive these action alerts and updates, you can click here to remove yourself from this list. * http://www.embarq.org/en/about/global-strategic-partners **Related info on Shell in Nigeria: * *http://www.dutchnews.nl/news/archives/2009/12/nigerians_win_right_to_sue_she.php In Canada: http://www.shell.com/home/content/can-en/aboutshell/our_business/oil_sands/ http://www.oilsandswatch.org/home http://www.greenpeace.org/canada/en/campaigns/tarsands/ on Caterpillar, which makes bulldozers for the Israeli Army: http://www.shellfoundation.org/pages/core_lines.php?p=corelines_inside_content&page=embarq&newsID=82 http://www.haaretz.com/hasen/spages/950666.html http://www.icahd.org/eng/news.asp?menu=5&submenu=1&item=683 http://wfol.tv/index.php?option=com_content&view=article&id=2196&Itemid=14 EDITED and MANIPULATED by Green Idea Factory and thus should not be understood to be an official communication by NRDC * -- -------------------------------------------- Todd Edelman Green Idea Factory Urbanstr. 45 D-10967 Berlin Germany Skype: toddedelman Mobile: ++49 0162 814 4081 edelman@greenidea.eu www.greenidea.eu www.flickr.com/photos/edelman CAR* is over. If you want it. "Fort mit der Privatautostadt und was Neues hingebaut!" - B. Brecht (with slight modification) * "Car" is a sub-category of automobile, i.e. one used inappropriately, opportunistically or without creativity From yanivbin at gmail.com Wed Jan 27 23:09:55 2010 From: yanivbin at gmail.com (Vinay Baindur) Date: Wed, 27 Jan 2010 19:39:55 +0530 Subject: [sustran] Finance Ministry considers lowering duty on buses Message-ID: <86b8a7051001270609r429d993v40f882ef7adc6dcb@mail.gmail.com> http://www.business-standard.com/india/news/finance-ministry-considers-lowering-dutybuses/383788/ Finance Ministry considers lowering duty on busesJyoti Mukul & Vrishti Beniwal / New Delhi January 27, 2010, 0:08 IST Even as the finance ministry is looking at exiting stimulus measures, it is considering a proposal for lowering the excise duty on buses from the present level of 8 per cent. The Ministry of Urban Development has asked the finance ministry to ower the duty in order to promote the public transportation system in the country. A senior official told Business Standard that the proposal has been made to strengthen city transportation and promote a more environment-friendly way of commuting. ?Though the duty on bus is at 8 per cent, we want that the Ministry of Finance should further bring it down,? said the official. The urban development ministry had last year too proposed that buses meant for urban transport with a minimum seating capacity of 20 be exempted from value added tax and central excise duty to help restore economic growth. The demand had not found any takers in the finance ministry at that time because the government had provided stimulus to the industry earlier in the year, by sanctioning 15,000 buses for urban transport in 61 cities. Besides, it had reduced excise duty on buses from 16 per cent to 12 per cent and further to 8 per cent as part of the stimulus measures to boost the economy. This time also, it would be difficult for the government given the condition of its finances. The stimulus packages are projected to widen the fiscal deficit to 6.8 of the gross domestic product this financial year. ?Any further duty cut will lead to loss of revenue to the government. Though the revenue loss will not be substantial, if we give relief to one section, others will also ask for it. It will be better to enhance the allocation for the segment rather than reducing the duty further. Moreover, the auto industry is recovering now and it does not need further stimulus,? said a finance ministry official. The urban development ministry has also proposed more than three-fold increase in Gross Budgetary Support (GBS) for its plan outlay for 2010-11. In its proposal to the Planning Commission, it has sought Rs 10,858 crore as against Rs 3,060 crore allotted to it under the Budget 2009-10. The demand is more than the Rs 10,610 crore it had been given in the first three years of the Eleventh Five-Year Plan period (2007-12). The residual GBS available for the remaining two years (2010-12) is Rs 1,833 crore. ?The increase in GBS demand is mainly on account of greater spending expected primarily on account of the Jawaharlal Nehru National Urban Renewal Mission,? said an urban development ministry official. From simon.bishop at dimts.in Thu Jan 28 18:16:16 2010 From: simon.bishop at dimts.in (Simon Bishop) Date: Thu, 28 Jan 2010 14:46:16 +0530 Subject: [sustran] Re: Request to have SUSTRAN reactivated Message-ID: <247EE4DD2AD33940B402771AC8C2CDFE326FC78A0C@dimts-exch.dimts.org> Dear Sir/Madam, I have not received a SUSTRAN newsletter for many months and would like my subscription to be re-activated. Kind regards, Simon Bishop Snr Consultant DIMTS Delhi From eric.britton at ecoplan.org Thu Jan 28 20:20:18 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Thu, 28 Jan 2010 12:20:18 +0100 Subject: [sustran] Mumbai monorail project looks to reduce CO2 emissions ??? Message-ID: <02b301caa00b$e1816b00$a4844100$@britton@ecoplan.org> Mumbai monorail project looks to reduce CO2 emissions By Lisa Sibley Published 2010-01-27 09:22 Kuala Lumpur, Malaysia-based Scomi Group, a global service provider mainly in the oil and gas industry, said today its trial run of India's first monorail car for a project in Mumbai has been a success. The Malaysia-listed company also specializes in urban transit systems, with an emphasis on India, China, the Gulf states, and Brazil. The trial run occurred yesterday, also a national holiday, the Republic Day of India. The monorail is expected to prevent 200 tons of carbon dioxide emissions daily. The proposed structure is also considered environmentally friendly because it won't obstruct sunlight or trap excessive emissions. In addition, it's expected to be quieter than other modes of transportation. Scomi India's Country President Suhaimi Yaacob said in a news release the project's focus is on sustainable mobility, reduced urban congestion, improved reliability, and comfortable travel. Other cities looking to reduce mass transport emissions include China's Lanzhou, which is working on a comprehensive urban development plan linking a new city center with a rapid bus transport system, expected to result in a cleaner, more economical mass transportation system (see China's Lanzhou makes plans to reduce mass transport emissions [1]). Scomi's engineering division and partner Larsen & Toubro, India's largest engineering and construction conglomerate, secured $545 million for the Mumbai Monorail Project in November 2008, and are expected to complete the project by 2011. Scomi is tasked with delivering 60 cars, making up 15 sets of four-car trains. Each four-coach monorail is expected to be able to accommodate about 600 passengers, carrying a total of nearly 300,000 daily commuters. The monorail project is expected to have a 20-kilometer (12.4 mile) proposed route between Jacob Circle and Chembur, a suburban neighborhood in eastern Mumbai, with one central depot and about 18 user-friendly stations. Chembur is located about 22 kilometers from downtown Mumbai and considered a transit point for travelers to Pune. Source URL: http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc From eric.britton at ecoplan.org Thu Jan 28 23:09:20 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Thu, 28 Jan 2010 15:09:20 +0100 Subject: [sustran] FW: [ericbritton] [World Streets] Casual Carpooling, California, 28 January 2010
E pur si ... Message-ID: <034301caa023$831c2600$89547200$@britton@ecoplan.org> E pur si muove. Casual Carpooling, California, 26 January 2010 One of the keys to sustainable transportation is to gain high quality mobility for people while reducing overall traffic. One way for doing this is to figure out how to get more people into fewer vehicles, efficiently. Fortunately there are many ways of doing this, not all of which take a lot of time to build and cost a bundle. Here is one example: casual carsharing. And despite the fact that it may seem a bit odd and marginal, as Galileo Galilei so famously put it: "E pur si muove" (roughly, "they certainly seem to be getting there"). Casual carpooling works. Let's have a look. --> The full text of this article appears in today's World Streets at http://WorldStreets.org/ --> Discussions on New Mobility Forum at www.newmobility.org (Post to NewMobilityCafe@yahoogroups.com) Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility From whook at itdp.org Fri Jan 29 07:46:42 2010 From: whook at itdp.org (Walter Hook) Date: Thu, 28 Jan 2010 17:46:42 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <-4924434588356379607@unknownmsgid> References: <-4924434588356379607@unknownmsgid> Message-ID: sudhir from CAI Asia just ran some numbers for metro projects and CO2. If you include all the construction related CO2, they come out negative for a large number of years, and to get positive co2 impact you need to push the project time line out something like 20 years or more. i imagine monorails would not be quite as concrete intensive but may be close. Interesting to note the mention of Lanzhou. w On Thu, Jan 28, 2010 at 6:20 AM, Eric Britton wrote: > Mumbai monorail project looks to reduce CO2 emissions > > By Lisa Sibley > Published 2010-01-27 09:22 > Kuala Lumpur, Malaysia-based Scomi Group, a global service provider mainly > in the oil and gas industry, said today its trial run of India's first > monorail car for a project in Mumbai has been a success. > The Malaysia-listed company also specializes in urban transit systems, with > an emphasis on India, China, the Gulf states, and Brazil. The trial run > occurred yesterday, also a national holiday, the Republic Day of India. > The monorail is expected to prevent 200 tons of carbon dioxide emissions > daily. The proposed structure is also considered environmentally friendly > because it won't obstruct sunlight or trap excessive emissions. In > addition, > it's expected to be quieter than other modes of transportation. > Scomi India's Country President Suhaimi Yaacob said in a news release the > project's focus is on sustainable mobility, reduced urban congestion, > improved reliability, and comfortable travel. > Other cities looking to reduce mass transport emissions include China's > Lanzhou, which is working on a comprehensive urban development plan linking > a new city center with a rapid bus transport system, expected to result in > a > cleaner, more economical mass transportation system (see China's Lanzhou > makes plans to reduce mass transport emissions > [1]). > Scomi's engineering division and partner Larsen & Toubro, India's largest > engineering and construction conglomerate, secured $545 million for the > Mumbai Monorail Project in November 2008, and are expected to complete the > project by 2011. > Scomi is tasked with delivering 60 cars, making up 15 sets of four-car > trains. Each four-coach monorail is expected to be able to accommodate > about > 600 passengers, carrying a total of nearly 300,000 daily commuters. > The monorail project is expected to have a 20-kilometer (12.4 mile) > proposed > route between Jacob Circle and Chembur, a suburban neighborhood in eastern > Mumbai, with one central depot and about 18 user-friendly stations. Chembur > is located about 22 kilometers from downtown Mumbai and considered a > transit > point for travelers to Pune. > > Source URL: > http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 bruun at seas.upenn.edu Fri Jan 29 08:24:39 2010 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Thu, 28 Jan 2010 18:24:39 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: References: <-4924434588356379607@unknownmsgid> Message-ID: <20100128182439.34656zcl3g1nfmw4@webmail.seas.upenn.edu> Walter raises an important issue. There is indeed a payback time. But it isn't necessarily 20 years for systems that have frequent service and carry large numbers of people all day. And even when it is 20 years, keep in mind that metros and railways are around for a century or more. The tunnel for the first line in London. the Metropolitan Railway, was opened in 1863 and is still in service today. That is true sustainability. If the point is that BRT avoids this problem, we have been over this before. Points to consider: 1) Sometimes a tunnel is the only way to get both decent capacity and high performance to the places that need it. Once a tunnel is needed anyway, the case for rail strengthens. 2) I heard the presentation at WRI about Ahmedabad two weeks ago where the speaker said "build BRT,study Metro" which got laughs from the audience. I point out that just the opposite also happens. "Build Metro, study BRT" was the case in Delhi. This difference in incubation time must be taken into consideration when evaluating the carbon reduction. How much extra would have been emitted waiting for the go-ahead for the first BRT line? 3) What are the real options on the table? If the choice is between building a Metro and building a highway, I will take the Metro. If the choice is between BRT and Metro, then it needs to be studied closer. I don't automatically pick either one. Eric Bruun Quoting Walter Hook : > sudhir from CAI Asia just ran some numbers for metro projects and CO2. If > you include all the construction related CO2, they come out negative for a > large number of years, and to get positive co2 impact you need to push the > project time line out something like 20 years or more. i imagine monorails > would not be quite as concrete intensive but may be close. Interesting to > note the mention of Lanzhou. > > w > > On Thu, Jan 28, 2010 at 6:20 AM, Eric Britton > wrote: > >> Mumbai monorail project looks to reduce CO2 emissions >> >> By Lisa Sibley >> Published 2010-01-27 09:22 >> Kuala Lumpur, Malaysia-based Scomi Group, a global service provider mainly >> in the oil and gas industry, said today its trial run of India's first >> monorail car for a project in Mumbai has been a success. >> The Malaysia-listed company also specializes in urban transit systems, with >> an emphasis on India, China, the Gulf states, and Brazil. The trial run >> occurred yesterday, also a national holiday, the Republic Day of India. >> The monorail is expected to prevent 200 tons of carbon dioxide emissions >> daily. The proposed structure is also considered environmentally friendly >> because it won't obstruct sunlight or trap excessive emissions. In >> addition, >> it's expected to be quieter than other modes of transportation. >> Scomi India's Country President Suhaimi Yaacob said in a news release the >> project's focus is on sustainable mobility, reduced urban congestion, >> improved reliability, and comfortable travel. >> Other cities looking to reduce mass transport emissions include China's >> Lanzhou, which is working on a comprehensive urban development plan linking >> a new city center with a rapid bus transport system, expected to result in >> a >> cleaner, more economical mass transportation system (see China's Lanzhou >> makes plans to reduce mass transport emissions >> [1]). >> Scomi's engineering division and partner Larsen & Toubro, India's largest >> engineering and construction conglomerate, secured $545 million for the >> Mumbai Monorail Project in November 2008, and are expected to complete the >> project by 2011. >> Scomi is tasked with delivering 60 cars, making up 15 sets of four-car >> trains. Each four-coach monorail is expected to be able to accommodate >> about >> 600 passengers, carrying a total of nearly 300,000 daily commuters. >> The monorail project is expected to have a 20-kilometer (12.4 mile) >> proposed >> route between Jacob Circle and Chembur, a suburban neighborhood in eastern >> Mumbai, with one central depot and about 18 user-friendly stations. Chembur >> is located about 22 kilometers from downtown Mumbai and considered a >> transit >> point for travelers to Pune. >> >> Source URL: >> http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc >> >> -------------------------------------------------------- >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> -------------------------------------------------------- >> If you get sustran-discuss 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. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >> equitable and sustainable transport with a focus on developing countries >> (the 'Global South'). >> > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 Fri Jan 29 08:42:37 2010 From: whook at itdp.org (Walter Hook) Date: Thu, 28 Jan 2010 18:42:37 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <20100128182439.34656zcl3g1nfmw4@webmail.seas.upenn.edu> References: <-4924434588356379607@unknownmsgid> <20100128182439.34656zcl3g1nfmw4@webmail.seas.upenn.edu> Message-ID: eric, we are developing these parameters for brt also, and there is also a give back on co2 from constructoin, though usually its smaller, and if you need to build the elevated brt (like they are doing in ahmedabad in places) there is a lot of concrete there also. its not a brt/mrt thing. i am trying to integrate the evaluation criteria to look at mrt and brt and other optoins using similar methods. i am in guanzhou for the opening of the bRT here and one veyr nice feature is its integration with the metro system, maybe the first time we get nice full integratoin. the brt is not on a corridor with mrt in the long term plan, so its additional and not competitive. On Thu, Jan 28, 2010 at 6:24 PM, wrote: > > > Walter raises an important issue. There is indeed a payback time. But it > isn't necessarily 20 years for systems that have frequent service and carry > large numbers > of people all day. And even when it is 20 years, keep in mind that metros > and railways > are around for a century or more. The tunnel for the first line in London. > the Metropolitan > Railway, was opened in 1863 and is still in service today. That is true > sustainability. > > If the point is that BRT avoids this problem, we have been over this > before. Points to consider: > > 1) Sometimes a tunnel is the only way to get both decent capacity and high > performance to the places > that need it. Once a tunnel is needed anyway, the case for rail > strengthens. > > 2) I heard the presentation at WRI about Ahmedabad two weeks ago where the > speaker said "build BRT,study Metro" which got laughs from the audience. I > point out that just the opposite also happens. "Build Metro, study BRT" was > the case in Delhi. This difference in incubation time must be taken into > consideration when evaluating the carbon reduction. How much extra would > have been emitted waiting for the go-ahead for the first BRT line? > > 3) What are the real options on the table? If the choice is between > building a Metro and building a highway, I will take the Metro. If the > choice is between BRT and Metro, then it needs to be studied closer. I don't > automatically pick either one. > > Eric Bruun > > > Quoting Walter Hook : > > sudhir from CAI Asia just ran some numbers for metro projects and CO2. If >> you include all the construction related CO2, they come out negative for a >> large number of years, and to get positive co2 impact you need to push the >> project time line out something like 20 years or more. i imagine monorails >> would not be quite as concrete intensive but may be close. Interesting >> to >> note the mention of Lanzhou. >> >> w >> >> On Thu, Jan 28, 2010 at 6:20 AM, Eric Britton > >wrote: >> >> Mumbai monorail project looks to reduce CO2 emissions >>> >>> By Lisa Sibley >>> Published 2010-01-27 09:22 >>> Kuala Lumpur, Malaysia-based Scomi Group, a global service provider >>> mainly >>> in the oil and gas industry, said today its trial run of India's first >>> monorail car for a project in Mumbai has been a success. >>> The Malaysia-listed company also specializes in urban transit systems, >>> with >>> an emphasis on India, China, the Gulf states, and Brazil. The trial run >>> occurred yesterday, also a national holiday, the Republic Day of India. >>> The monorail is expected to prevent 200 tons of carbon dioxide emissions >>> daily. The proposed structure is also considered environmentally friendly >>> because it won't obstruct sunlight or trap excessive emissions. In >>> addition, >>> it's expected to be quieter than other modes of transportation. >>> Scomi India's Country President Suhaimi Yaacob said in a news release the >>> project's focus is on sustainable mobility, reduced urban congestion, >>> improved reliability, and comfortable travel. >>> Other cities looking to reduce mass transport emissions include China's >>> Lanzhou, which is working on a comprehensive urban development plan >>> linking >>> a new city center with a rapid bus transport system, expected to result >>> in >>> a >>> cleaner, more economical mass transportation system (see China's Lanzhou >>> makes plans to reduce mass transport emissions >>> [1]). >>> Scomi's engineering division and partner Larsen & Toubro, India's largest >>> engineering and construction conglomerate, secured $545 million for the >>> Mumbai Monorail Project in November 2008, and are expected to complete >>> the >>> project by 2011. >>> Scomi is tasked with delivering 60 cars, making up 15 sets of four-car >>> trains. Each four-coach monorail is expected to be able to accommodate >>> about >>> 600 passengers, carrying a total of nearly 300,000 daily commuters. >>> The monorail project is expected to have a 20-kilometer (12.4 mile) >>> proposed >>> route between Jacob Circle and Chembur, a suburban neighborhood in >>> eastern >>> Mumbai, with one central depot and about 18 user-friendly stations. >>> Chembur >>> is located about 22 kilometers from downtown Mumbai and considered a >>> transit >>> point for travelers to Pune. >>> >>> Source URL: >>> http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc >>> >>> -------------------------------------------------------- >>> To search the archives of sustran-discuss visit >>> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >>> >>> -------------------------------------------------------- >>> If you get sustran-discuss 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. >>> >>> ================================================================ >>> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >>> equitable and sustainable transport with a focus on developing countries >>> (the 'Global South'). >>> >>> -------------------------------------------------------- >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> -------------------------------------------------------- >> If you get sustran-discuss 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. >> >> ================================================================ >> 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 carlosfpardo at gmail.com Fri Jan 29 09:16:44 2010 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Thu, 28 Jan 2010 19:16:44 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <02b301caa00b$e1816b00$a4844100$@britton@ecoplan.org> References: <02b301caa00b$e1816b00$a4844100$@britton@ecoplan.org> Message-ID: <4B6228EC.3080004@gmail.com> I don't get it: 200 tons of CO2 reduction per day with 300 thousand commuters? In what timespan? For background, Delhi metro estimated 90 thousand tons reduction between 2004- 2007 ( X pax per day?) , and TransMilenio in Bogot? got 70 thousand tons reduction for 2008 with 1.6 million pax per day. Do the numbers come out right for this Mumbai monorail? I'm not good with numbers but somehow the ones for Mumbai seem a bit high... anyone? Best regards, Carlos. - 2008, 70,000 tons Eric Britton wrote: > Mumbai monorail project looks to reduce CO2 emissions > > By Lisa Sibley > Published 2010-01-27 09:22 > Kuala Lumpur, Malaysia-based Scomi Group, a global service provider mainly > in the oil and gas industry, said today its trial run of India's first > monorail car for a project in Mumbai has been a success. > The Malaysia-listed company also specializes in urban transit systems, with > an emphasis on India, China, the Gulf states, and Brazil. The trial run > occurred yesterday, also a national holiday, the Republic Day of India. > The monorail is expected to prevent 200 tons of carbon dioxide emissions > daily. The proposed structure is also considered environmentally friendly > because it won't obstruct sunlight or trap excessive emissions. In addition, > it's expected to be quieter than other modes of transportation. > Scomi India's Country President Suhaimi Yaacob said in a news release the > project's focus is on sustainable mobility, reduced urban congestion, > improved reliability, and comfortable travel. > Other cities looking to reduce mass transport emissions include China's > Lanzhou, which is working on a comprehensive urban development plan linking > a new city center with a rapid bus transport system, expected to result in a > cleaner, more economical mass transportation system (see China's Lanzhou > makes plans to reduce mass transport emissions > [1]). > Scomi's engineering division and partner Larsen & Toubro, India's largest > engineering and construction conglomerate, secured $545 million for the > Mumbai Monorail Project in November 2008, and are expected to complete the > project by 2011. > Scomi is tasked with delivering 60 cars, making up 15 sets of four-car > trains. Each four-coach monorail is expected to be able to accommodate about > 600 passengers, carrying a total of nearly 300,000 daily commuters. > The monorail project is expected to have a 20-kilometer (12.4 mile) proposed > route between Jacob Circle and Chembur, a suburban neighborhood in eastern > Mumbai, with one central depot and about 18 user-friendly stations. Chembur > is located about 22 kilometers from downtown Mumbai and considered a transit > point for travelers to Pune. > > Source URL: > http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 sudhir at cai-asia.org Fri Jan 29 09:36:13 2010 From: sudhir at cai-asia.org (Sudhir) Date: Fri, 29 Jan 2010 08:36:13 +0800 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <4B6228EC.3080004@gmail.com> References: <4B6228EC.3080004@gmail.com> Message-ID: Hi Carlos, Its around 3500 tons/km/year which is average. Important thing is as shown by Mikhail chester - is construction in? it can be 3-28 years of operation emissions ( depends on how you measure it).. regards Sudhir On 29 January 2010 08:16, Carlosfelipe Pardo wrote: > I don't get it: 200 tons of CO2 reduction per day with 300 thousand > commuters? In what timespan? For background, Delhi metro estimated 90 > thousand tons reduction between 2004- 2007 ( X pax per day?) , and > TransMilenio in Bogot? got 70 thousand tons reduction for 2008 with 1.6 > million pax per day. Do the numbers come out right for this Mumbai > monorail? I'm not good with numbers but somehow the ones for Mumbai seem > a bit high... anyone? > > Best regards, > > Carlos. > > - 2008, 70,000 tons > > > > Eric Britton wrote: > > Mumbai monorail project looks to reduce CO2 emissions > > > > By Lisa Sibley > > Published 2010-01-27 09:22 > > Kuala Lumpur, Malaysia-based Scomi Group, a global service provider > mainly > > in the oil and gas industry, said today its trial run of India's first > > monorail car for a project in Mumbai has been a success. > > The Malaysia-listed company also specializes in urban transit systems, > with > > an emphasis on India, China, the Gulf states, and Brazil. The trial run > > occurred yesterday, also a national holiday, the Republic Day of India. > > The monorail is expected to prevent 200 tons of carbon dioxide emissions > > daily. The proposed structure is also considered environmentally friendly > > because it won't obstruct sunlight or trap excessive emissions. In > addition, > > it's expected to be quieter than other modes of transportation. > > Scomi India's Country President Suhaimi Yaacob said in a news release the > > project's focus is on sustainable mobility, reduced urban congestion, > > improved reliability, and comfortable travel. > > Other cities looking to reduce mass transport emissions include China's > > Lanzhou, which is working on a comprehensive urban development plan > linking > > a new city center with a rapid bus transport system, expected to result > in a > > cleaner, more economical mass transportation system (see China's Lanzhou > > makes plans to reduce mass transport emissions > > [1]). > > Scomi's engineering division and partner Larsen & Toubro, India's largest > > engineering and construction conglomerate, secured $545 million for the > > Mumbai Monorail Project in November 2008, and are expected to complete > the > > project by 2011. > > Scomi is tasked with delivering 60 cars, making up 15 sets of four-car > > trains. Each four-coach monorail is expected to be able to accommodate > about > > 600 passengers, carrying a total of nearly 300,000 daily commuters. > > The monorail project is expected to have a 20-kilometer (12.4 mile) > proposed > > route between Jacob Circle and Chembur, a suburban neighborhood in > eastern > > Mumbai, with one central depot and about 18 user-friendly stations. > Chembur > > is located about 22 kilometers from downtown Mumbai and considered a > transit > > point for travelers to Pune. > > > > Source URL: > > http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc > > > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > -------------------------------------------------------- > > If you get sustran-discuss 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. > > > > ================================================================ > > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > > > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > -- Sudhir Gota Transport Specialist CAI-Asia Center Unit 3510, 35th Floor, Robinsons-Equitable Tower, ADB Avenue, Ortigas Center, Pasig City Metro Manila, Philippines 1605 Tel: +63-2-395-2843 Fax: +63-2-395-2846 http://www.cleanairnet.org/caiasia Skype : sudhirgota From carlosfpardo at gmail.com Fri Jan 29 09:41:44 2010 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Thu, 28 Jan 2010 19:41:44 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: References: <4B6228EC.3080004@gmail.com> Message-ID: <4B622EC8.4090806@gmail.com> An HTML attachment was scrubbed... URL: http://list.jca.apc.org/public/sustran-discuss/attachments/20100128/b450e610/attachment.html From morten7an at yahoo.com Fri Jan 29 18:22:00 2010 From: morten7an at yahoo.com (Morten Lange) Date: Fri, 29 Jan 2010 01:22:00 -0800 (PST) Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <4B622EC8.4090806@gmail.com> Message-ID: <806808.73772.qm@web51005.mail.re2.yahoo.com> Hi, This is an interesting discussion. Do you have any pointers to articles that detail how one can arrive at such numbers ? No less interesting and wrought with guestimates would be the number brutto number referred to in the subject : "Mumbai monorail project looks to reduce CO2 emissions" I guess one would guestimate how large a proportion of trips with the monorail are replacing car, bus or scooter trips, and decide on a probable share of different classes of fuel consumption, find a weighted average and multiply ? But this would ignore systemic changes, like possibly cleaner air leading to better health and thus less spent on healthcare or lost in days from work. Removing that number of cars and buses from traffic might open up possibilites for reallocating of roadspace from cars to cyclists, pedestrians and buses, giving further wins. Or could delay road expansion which would have meant further increases in road traffic ( in cars ). More transit users will increase mean a growth in the number of pedestrians which in turn both improves health and improves safety for pedestrians and cyclists. Which in turn can increase cycling and walking still further. Is anyone on the list aware of good articles / books on systems thinking (feedback loops, leverage points etc ) in the evaluation of car v.s "alternative" transport in cities ? Best Regards, Morten -- Regards / Kve?ja Morten Lange, Reykjav?k --- On Fri, 29/1/10, Carlosfelipe Pardo wrote: > From: Carlosfelipe Pardo > Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? > To: "Sudhir" > Cc: "Global 'South' Sustainable Transport" > Date: Friday, 29 January, 2010, 0:41 > > > > > Yes, I've heard this as well from the energy > expenditure side with some > huge numbers. The argument I know is that some systems have > very high > net energy expenditures during construction which are too > high compared > to the actual emission reductions during operation (as you > also note). > But I've actually read it in rail vs roads discussions > which was a bit > frightening... not sure what to think since numbers for > mass transit > systems are so often misleading and operating companies > never give you > the actual numbers on many issues (for instance, when you > ask about > subsidies, many operating companies state that they > don't have > subsidies when they are 100% aware of them...). > > > > Best regards, > > > > Carlos. > > > > Sudhir wrote: > > Hi Carlos, > > > > Its around 3500 tons/km/year which is average. Important > thing is as > shown by Mikhail chester - is construction in? it can be > 3-28 years of > operation emissions ( depends on how you measure it).. > > > > regards > Sudhir > > > > > > On 29 January 2010 08:16, > Carlosfelipe Pardo > > wrote: > > I > don't get it: 200 tons of CO2 reduction per day with > 300 thousand > > commuters? In what timespan? For background, Delhi metro > estimated 90 > > thousand tons reduction between 2004- 2007 ( X pax per > day?) , and > > TransMilenio in Bogot? got 70 thousand tons > reduction for 2008 with 1.6 > > million pax per day. Do the numbers come out right for this > Mumbai > > monorail? I'm not good with numbers but somehow the > ones for Mumbai seem > > a bit high... anyone? > > > > Best regards, > > > > Carlos. > > > > - 2008, 70,000 tons > > > > > > > > > Eric Britton wrote: > > > Mumbai monorail project looks to reduce CO2 emissions > > > > > > By Lisa Sibley > > > Published 2010-01-27 09:22 > > > Kuala Lumpur, Malaysia-based Scomi Group, a global > service > provider mainly > > > in the oil and gas industry, said today its trial run > of India's > first > > > monorail car for a project in Mumbai has been a > success. > > > The Malaysia-listed company also specializes in urban > transit > systems, with > > > an emphasis on India, China, the Gulf states, and > Brazil. The > trial run > > > occurred yesterday, also a national holiday, the > Republic Day of > India. > > > The monorail is expected to prevent 200 tons of carbon > dioxide > emissions > > > daily. The proposed structure is also considered > environmentally > friendly > > > because it won't obstruct sunlight or trap > excessive emissions. In > addition, > > > it's expected to be quieter than other modes of > transportation. > > > Scomi India's Country President Suhaimi Yaacob > said in a news > release the > > > project's focus is on sustainable mobility, > reduced urban > congestion, > > > improved reliability, and comfortable travel. > > > Other cities looking to reduce mass transport > emissions include > China's > > > Lanzhou, which is working on a comprehensive urban > development > plan linking > > > a new city center with a rapid bus transport system, > expected to > result in a > > > cleaner, more economical mass transportation system > (see China's > Lanzhou > > > makes plans to reduce mass transport emissions > > > > ?[1]). > > > Scomi's engineering division and partner Larsen > & Toubro, > India's largest > > > engineering and construction conglomerate, secured > $545 million > for the > > > Mumbai Monorail Project in November 2008, and are > expected to > complete the > > > project by 2011. > > > Scomi is tasked with delivering 60 cars, making up 15 > sets of > four-car > > > trains. Each four-coach monorail is expected to be > able to > accommodate about > > > 600 passengers, carrying a total of nearly 300,000 > daily commuters. > > > The monorail project is expected to have a > 20-kilometer (12.4 > mile) proposed > > > route between Jacob Circle and Chembur, a suburban > neighborhood in > eastern > > > Mumbai, with one central depot and about 18 > user-friendly > stations. Chembur > > > is located about 22 kilometers from downtown Mumbai > and considered > a transit > > > point for travelers to Pune. > > > > > > Source URL: > > > http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc > > > > > > > -------------------------------------------------------- > > > To search the archives of sustran-discuss visit > > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > > > > -------------------------------------------------------- > > > If you get sustran-discuss 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. > > > > > > > ================================================================ > > > SUSTRAN-DISCUSS is a forum devoted to discussion of > people-centred, equitable and sustainable transport with a > focus on > developing countries (the 'Global South'). > > > > > > > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > -------------------------------------------------------- > > If you get sustran-discuss 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. > > > > ================================================================ > > SUSTRAN-DISCUSS is a forum devoted to discussion of > people-centred, > equitable and sustainable transport with a focus on > developing > countries (the 'Global South'). > > > > > > > > > > > > -- > > Sudhir Gota > > Transport Specialist > > CAI-Asia Center > > Unit 3510, 35th Floor, Robinsons-Equitable Tower, > > ADB Avenue, Ortigas Center, Pasig City > > Metro Manila, Philippines 1605 > > Tel: +63-2-395-2843 > > Fax: +63-2-395-2846 > > http://www.cleanairnet.org/caiasia > > Skype : sudhirgota > > > > > > > > -----Inline Attachment Follows----- > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 eric.britton at ecoplan.org Fri Jan 29 21:31:39 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Fri, 29 Jan 2010 13:31:39 +0100 Subject: [sustran] Defamation, and reclamation Message-ID: <019c01caa0df$0a451090$1ecf31b0$@britton@ecoplan.org> Subject: Message of 27 Jan. 2010. "Oil & Polar Bears Don't Mix. Stop EMBARQ-partner Shell Now - http://groups.yahoo.com/group/sustran-discuss/message/5729 Paris, Friday, 29 January, 2010 Dear Colleagues, We have suffered an embarrassing incident here this week to which I would like to draw your attention this morning in the hope that together we can perhaps learn a few positive lessons from it. The event: On the 27th one of our number, in his impatience for his own version of a better world, decided to engage in a pure propaganda maneuver which merits a bit of reflection. In a phrase : this person posted to the forum a communication that he represented as having some from Francis Beinecke, president of the Natural Resources Defense Council (NDRC). The communication as he posted it violently denigrated the work and integrity of two important organizations working for the sustainable transportation agenda by associating them directly with the aggressive Arctic Refuge drilling policies of the Shell Oil Company. Thus, in his doctored version each time the original made reference to the Shell Oil Company, he inserted "EMBARQ-partner Shell ". This disinformation was then distributed to several lists including ours. The consequences: This is not only dishonorable, something that concerns the perpetrator of this sordid mess alone, but it is also a harmful thing on many levels. First, because it puts the NRDC in a position which is more than awkward and which indeed is entirely contrary to their principles, given that they in fact collaborate and interact with the groups whose integrity was impugned. I can well imagine the impact this has on them and their staff, they who are working so hard and so vigorously for a better world. Not fair! (You can see more about their work and contributions at http://www.nrdc.org/about/.) And not fair either to our colleagues at Embarq, a global network of researchers, engineers and policy specialists created in 2002 under the aegis of the prestigious World Resources Institute specifically to support environmentally and financially sustainable transport solutions to improve quality of life in cities in the developing world. Why should their hard-working staff and supporters be obliged to suffer from this calumny? (More on Embarq at http://www.embarq.org/en/about/about-embarq) The third innocent victim was the Shell Foundation, a charity active since 1997 in funding a lot of good work in the field of sustainable transportation and other areas where greater thoughtfulness and more aggressive representation is much needed. Their mandate links them to working with global development and environmental challenges linked to the impact of energy and globalization. (Go to http://www.shellfoundation.org/ and see for yourself.) The fourth victim - and in my view certainly the most important - is all of us who are working so hard for this (I chose my word carefully here) noble cause. There are thousands of us in local environmental and transport groups, public agencies, NGOs, universities, operators ready to take new approaches, consultants ready to join in, reporters, writers, and others who are committed to our common cause. When one of us suffers such calumny, we all are affected. I will not comment on this person's motivations, which I have difficulty imagining on the part of a mature individual. What I can hope is that he will now reflect in silence on all this, not hopefully lose his obvious enthusiasm for sustainable transport and sustainable lives, and after a couple months of judicious silence and self-examination come back to us with his ethics in order. (Who of us has never made a mistake?) There was a good piece in yesterday's New York Times on this subject that is worth a look. Entitled "Tacking corrupt research and missing the point", you can read it at http://www.nytimes.com/2010/01/26/science/26tier.html?n=Top%2fNews%2fScience %2fColumns%2fFindings But if you do not have time to do that, let me take a single point he makes that I believe has significance in our present context. I quote: "Conflict-of-interest accusations have become the simplest strategy for avoiding a substantive debate." Indeed! Why we need to unite: One of the reasons all this is so harmful is that those of us who are giving our lives, energy, brains, and resources to addressing the sustainable transportation agenda and all that entails, need all the help and solidarity we can get to pursue and prevail. When it comes to money and influence we are losing the war of sustainable development and social justice. As a group we are heavily outgunned by the lobbies of those people and groups who are doing very well under the present circumstances and whose strategy by and large is either to ignore the gravity of the situation , to deny it, or to prolong action as far into the future as possible. So that their goose can continue to lay their golden eggs. In this unequal battle, what do we have going for us? Well, first of all, in terms of all the basic values and fundamentals: we have the fact that we are right. Sustainable transport, sustainable cites, sustainable lives - that is something that we can and should do. It will be the future. We will make it the future. Our "rightness" however is considerably attenuated by the fact that as with any movement involving a lot of clever people, there are a wide range of views concerning how best to achieve these objectives. That can make things a bit difficult at times. But this diversity is also an important part of our strength. We are not a monoculture, we are eco-diverse with all that entails. Take us as but one example: Here in our work at the New Mobility Agenda and World Streets for example we have made the strategic decision to concentrate our attention and work on what can be done in the next two to four years to achieve significant progress. That's all we do, and others work in terms of a less defined or longer time horizon. What this aggressive shortening of the time horizon offers, we find, is a big help to ensure the near-term changes which are needed and possible without waiting around for something perhaps bigger and better - but above all later. Not everyone agrees with this approach, but one thing that happens when you have successes in the near-term, and that is that what you learn in the process instructs you and others as to what to do next, and gives you courage in order to be able to execute those important next steps. We, the international sustainable transport alliance, have one other thing going for us and this is absolutely vital -- and that is our integrity. Without our integrity we cannot prevail -- , so anything, no matter how minor, which undermines that is the true dagger in our heart. It is not just a matter of "reputation Iago". It goes far deeper than that. It is not only what others think of us, but what we think of ourselves -- and if we do not have high thoughts and high ambitions we are going to lose this war. And now what? Well, what about Haiti? In closing I would like to suggest that as allies we treat this as a wake-up call for greater solidarity and cooperation. And with that in mind I would like to see if we could now start to discuss how we can gather all of our resources, all of our energy, all of our knowledge, and all of our integrity --- to point it in the direction of one place and one time right now in order to demonstrate that sustainable transportation and social justice can work even in the most challenging circumstances Specifically, I hope that all of you read this letter will at least consider the possibility of finding ways for us to gather forces to undertake to create a viable sustainable transportation agenda that makes sense for Haiti. Now the time to do this. The fundamental decisions as to directions and values which will underlie what happens next in our sector have yet to be made. Now is the time that we need to show up and make our voices heard. Together! I hope we will in this manner perhaps turn an embarrassing, regrettable event into an opportunity. The pas this the past, the future is our challenge. Starting today And of course as always I invite your comments and suggestions. Kind regards, Eric Britton Read World Streets Today at From eric.britton at ecoplan.org Fri Jan 29 23:08:26 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Fri, 29 Jan 2010 15:08:26 +0100 Subject: [sustran] The only good monorail, is an old monorail (maybe). In-Reply-To: References: <-4924434588356379607@unknownmsgid> <20100128182439.34656zcl3g1nfmw4@webmail.seas.upenn.edu> Message-ID: <022401caa0ec$8e9a66d0$abcf3470$@britton@ecoplan.org> The only good monorail, is an old monorail (maybe). Schwebebahn Wuppertal since 1901-> Monorails? There is something almost touching about avarice and stupidity when they get together and blatantly hang out there for all to see. I first looked at monorails for city transport of all kinds of types and stripes back in 1970, and on a number of grounds they looked awful then and they still do today. I have my own long list on this, but if you wish we might have some fun starting a collaborative list under the title of something very elegant such as "Why monorails suck". I am amazed that these discussions are still taking place and that there are cities and eventual sponsors that take them seriously. There is a monorail mafia that shows up wherever at the drop of a hat to show their stuff, often offering generous credits and other forms of compensation to see that their job gets done. I haven't made an effort to keep up. But I do remember some recent salvoes in parts of India, also Bogota, S?o Paulo, Curitiba, and a certain number of US cities that just don't know when to let a bad idea go. (Check out the historical stuff on this in the Wikipedia. Pretty good.) What I don't understand is why they are not simply laughed at and set aside for more serous things. But then again, perhaps there is something that I fail to understand. Educate me. Eric Britton PS. Here's a nice exercise for you if you wish to dig a bit. Go to the New Mobility Partnerships at www.newmobility.org and on the top menu click Knoogle (yes, it's an ugly word) and once there pop in "monorail". This will then take you on a lightning survey of more than eight hundred sources, projects and pogroms looking at sustainable and at times unsustainable transport in countries around the world. Interesting. Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships ? http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 7550 3788 eric.britton(at)newmobility.org Skype: newmobility On Behalf Of Walter Hook Sent: Friday, 29 January, 2010 00:43 To: bruun@seas.upenn.edu Cc: Eric Britton; TheNotSoSustainableTransportLibrary@yahoogroups.com; Sustran-discuss@list.jca.apc.org Subject: Re: Mumbai monorail project looks to reduce CO2 emissions ??? eric, we are developing these parameters for BRT also, and there is also a give back on co2 from construction, though usually its smaller, and if you need to build the elevated BRT (like they are doing in Ahmadabad in places) there is a lot of concrete there also. its not a BRT/mrt thing. i am trying to integrate the evaluation criteria to look at mrt and brt and other options using similar methods. i am in Guangzhou for the opening of the BRT here and one very nice feature is its integration with the metro system, maybe the first time we get nice full integration. the BRT is not on a corridor with mrt in the long term plan, so its additional and not competitive. On Thu, Jan 28, 2010 at 6:24 PM, wrote: Walter raises an important issue. There is indeed a payback time. But it isn't necessarily 20 years for systems that have frequent service and carry large numbers of people all day. And even when it is 20 years, keep in mind that metros and railways are around for a century or more. The tunnel for the first line in London. the Metropolitan Railway, was opened in 1863 and is still in service today. That is true sustainability. If the point is that BRT avoids this problem, we have been over this before. Points to consider: 1) Sometimes a tunnel is the only way to get both decent capacity and high performance to the places that need it. Once a tunnel is needed anyway, the case for rail strengthens. 2) I heard the presentation at WRI about Ahmedabad two weeks ago where the speaker said "build BRT,study Metro" which got laughs from the audience. I point out that just the opposite also happens. "Build Metro, study BRT" was the case in Delhi. This difference in incubation time must be taken into consideration when evaluating the carbon reduction. How much extra would have been emitted waiting for the go-ahead for the first BRT line? 3) What are the real options on the table? If the choice is between building a Metro and building a highway, I will take the Metro. If the choice is between BRT and Metro, then it needs to be studied closer. I don't automatically pick either one. Eric Bruun Quoting Walter Hook : sudhir from CAI Asia just ran some numbers for metro projects and CO2. If you include all the construction related CO2, they come out negative for a large number of years, and to get positive co2 impact you need to push the project time line out something like 20 years or more. i imagine monorails would not be quite as concrete intensive but may be close. Interesting to note the mention of Lanzhou. w On Thu, Jan 28, 2010 at 6:20 AM, Eric Britton wrote: Mumbai monorail project looks to reduce CO2 emissions By Lisa Sibley Published 2010-01-27 09:22 Kuala Lumpur, Malaysia-based Scomi Group, a global service provider mainly in the oil and gas industry, said today its trial run of India's first monorail car for a project in Mumbai has been a success. The Malaysia-listed company also specializes in urban transit systems, with an emphasis on India, China, the Gulf states, and Brazil. The trial run occurred yesterday, also a national holiday, the Republic Day of India. The monorail is expected to prevent 200 tons of carbon dioxide emissions daily. The proposed structure is also considered environmentally friendly because it won't obstruct sunlight or trap excessive emissions. In addition, it's expected to be quieter than other modes of transportation. Scomi India's Country President Suhaimi Yaacob said in a news release the project's focus is on sustainable mobility, reduced urban congestion, improved reliability, and comfortable travel. Other cities looking to reduce mass transport emissions include China's Lanzhou, which is working on a comprehensive urban development plan linking a new city center with a rapid bus transport system, expected to result in a cleaner, more economical mass transportation system (see China's Lanzhou makes plans to reduce mass transport emissions [1]). Scomi's engineering division and partner Larsen & Toubro, India's largest engineering and construction conglomerate, secured $545 million for the Mumbai Monorail Project in November 2008, and are expected to complete the project by 2011. Scomi is tasked with delivering 60 cars, making up 15 sets of four-car trains. Each four-coach monorail is expected to be able to accommodate about 600 passengers, carrying a total of nearly 300,000 daily commuters. The monorail project is expected to have a 20-kilometer (12.4 mile) proposed route between Jacob Circle and Chembur, a suburban neighborhood in eastern Mumbai, with one central depot and about 18 user-friendly stations. Chembur is located about 22 kilometers from downtown Mumbai and considered a transit point for travelers to Pune. -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/png Size: 63151 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100129/852d810a/attachment.png -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 7773 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100129/852d810a/attachment.jpe From litman at vtpi.org Sat Jan 30 02:01:49 2010 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 29 Jan 2010 09:01:49 -0800 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <806808.73772.qm@web51005.mail.re2.yahoo.com> References: <4B622EC8.4090806@gmail.com> <806808.73772.qm@web51005.mail.re2.yahoo.com> Message-ID: <20100129170431.A6C782C2D0@mx-list.jca.ne.jp> This is an interesting and important discussion. Conventional analysis often greatly underestimates the benefits of high quality public transportation, including emission reductions, by underestimating the vehicle travel reduction impacts. They often assume that a transit passenger-kilometer at best reduces one automobile-vehicle-kilometer. Research by myself and others indicates that high quality public transportation (high quality rail transit and bus rapid transit) often has a significant leverage effect by affecting local land use patterns and vehicle ownership rates. In particular, rail stations, and to a lesser degree, bus stations, provide a catalyst for transit-oriented development (www.vtpi.org/tdm/tdm45.htm ): compact, mixed-use, walkable neighborhoods where residents tend to own fewer automobiles, drive less, and rely more on alternative modes than would otherwise occur. In a typical situation, each rail transit passenger-kilometers substitutes for 2 to 9 automobile-vehicle-kilometers, resulting in large reductions in per capita congestion delays, road and parking facility costs, consumer costs, traffic accidents, energy consumption and pollution emissions. The key to achieving these vehicle travel reductions is a combination of high quality public transit (convenient, comfortable, relatively fast, reliable, affordable, safe), with supportive policies (parking pricing or cash out), and integrated land use (maximizing appropriate development within 1/2-kilometer of stations). High quality service requires grade-separated rail/bus routes at least most of the route, and attractive stations. When all of these factors are in place the benefits (including economic returns, energy savings and emission reductions) can be very large. When these factors are taken into account, transit system construction energy consumption and emissions turn out to be tiny compared with long-term savings. Unfortunately, conventional policy and project economic evaluation overlooks these impacts and so significantly undervalues public transit investments. Below are publications that discuss these impacts and benefits. Although most are based on developed country analysis, I expect that the impacts are even larger in developing country cities where vehicle ownership rates are still relatively low. If such cities fail to invest in high quality public transit, residents will assume that, as they become more affluent they must purchase automobiles, since the only public transit available is inconvenient and uncomfortable. This results in automobile dependency. However, if such cities invest in high quality public transportation, even affluent households will continue to use public transit at least for some trips, and many middle-class households will choose to forego automobile ownership altogether. G.B. Arrington, et al. (2008), Effects of TOD on Housing, Parking, and Travel, Report 128, Transit Cooperative Research Program (www.trb.org/CRP/TCRP/TCRP.asp). Jeff Kenworthy (2008), ?An International Review of The Significance of Rail in Developing More Sustainable Urban Transport Systems in Higher Income Cities,? World Transport Policy & Practice, Vol. 14, No. 2 (www.eco-logica.co.uk); at www.eco-logica.co.uk/pdf/wtpp14.2.pdf. Todd Litman (2004), Rail Transit In America: Comprehensive Evaluation of Benefits, VTPI (www.vtpi.org); at www.vtpi.org/railben.pdf. Todd Litman (2005), Evaluating Public Transit Benefits and Costs, VTPI (www.vtpi.org); at www.vtpi.org/tranben.pdf. John Holtzclaw (2000), Does A Mile In A Car Equal A Mile On A Train? Exploring Public Transit?s Effectiveness In Reducing Driving, The Sierra Club, (www.sierraclub.org/sprawl/articles/reducedriving.asp). ICF International (2008), The Broader Connection between Public Transportation, Energy Conservation and Greenhouse Gas Reduction, American Public Transportation Association (www.apta.com). Best wishes, -Todd Litman At 01:22 AM 29/01/2010, Morten Lange wrote: >Hi, > >This is an interesting discussion. Do you have >any pointers to articles that detail how one can arrive at such numbers ? > >No less interesting and wrought with guestimates >would be the number brutto number referred to in >the subject : "Mumbai monorail project looks to reduce CO2 emissions" > >I guess one would guestimate how large a >proportion of trips with the monorail are >replacing car, bus or scooter trips, and decide >on a probable share of different classes of fuel >consumption, find a weighted average and multiply ? > >But this would ignore systemic changes, like >possibly cleaner air leading to better health >and thus less spent on healthcare or lost in >days from work. Removing that number of cars and >buses from traffic might open up possibilites >for reallocating of roadspace from cars to >cyclists, pedestrians and buses, giving further >wins. Or could delay road expansion which would >have meant further increases in road traffic ( in cars ). >More transit users will increase mean a growth >in the number of pedestrians which in turn both >improves health and improves safety for >pedestrians and cyclists. Which in turn can >increase cycling and walking still further. > >Is anyone on the list aware of good articles / >books on systems thinking (feedback loops, >leverage points etc ) in the evaluation of car >v.s "alternative" transport in cities ? > > >Best Regards, >Morten >-- >Regards / Kve?ja >Morten Lange, Reykjav?k > > >--- On Fri, 29/1/10, Carlosfelipe Pardo wrote: > > > From: Carlosfelipe Pardo > > Subject: [sustran] Re: Mumbai monorail > project looks to reduce CO2 emissions ??? > > To: "Sudhir" > > Cc: "Global 'South' Sustainable Transport" > > > Date: Friday, 29 January, 2010, 0:41 > > > > > > > > > > Yes, I've heard this as well from the energy > > expenditure side with some > > huge numbers. The argument I know is that some systems have > > very high > > net energy expenditures during construction which are too > > high compared > > to the actual emission reductions during operation (as you > > also note). > > But I've actually read it in rail vs roads discussions > > which was a bit > > frightening... not sure what to think since numbers for > > mass transit > > systems are so often misleading and operating companies > > never give you > > the actual numbers on many issues (for instance, when you > > ask about > > subsidies, many operating companies state that they > > don't have > > subsidies when they are 100% aware of them...). > > > > > > > > Best regards, > > > > > > > > Carlos. > > > > > > > > Sudhir wrote: > > > > Hi Carlos, > > > > > > > > Its around 3500 tons/km/year which is average. Important > > thing is as > > shown by Mikhail chester - is construction in? it can be > > 3-28 years of > > operation emissions ( depends on how you measure it).. > > > > > > > > regards > > Sudhir > > > > > > > > > > > > On 29 January 2010 08:16, > > Carlosfelipe Pardo > > > > wrote: > > > > I > > don't get it: 200 tons of CO2 reduction per day with > > 300 thousand > > > > commuters? In what timespan? For background, Delhi metro > > estimated 90 > > > > thousand tons reduction between 2004- 2007 ( X pax per > > day?) , and > > > > TransMilenio in Bogot? got 70 thousand tons > > reduction for 2008 with 1.6 > > > > million pax per day. Do the numbers come out right for this > > Mumbai > > > > monorail? I'm not good with numbers but somehow the > > ones for Mumbai seem > > > > a bit high... anyone? > > > > 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 Jan 30 03:31:39 2010 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Fri, 29 Jan 2010 13:31:39 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <4b63151e.8f13f30a.74c7.ffffe473SMTPIN_ADDED@mx.google.com> References: <4B622EC8.4090806@gmail.com> <806808.73772.qm@web51005.mail.re2.yahoo.com> <4b63151e.8f13f30a.74c7.ffffe473SMTPIN_ADDED@mx.google.com> Message-ID: <4B63298B.7010800@gmail.com> Exactly. What I see in the case of mumbai and its monorail is that I don't think they will complement that project with either land use policies or TDM measures. It happens a lot in developing cities, right? In the case of Bogot?, for instance, it was only when TransMilenio was developed that car restriction measures were developed, but land use policies took almost ten years to catch up. In the current metro project, they explicitly state that they do NOT want to complement it with a proper parking pricing policy, nor fuel surcharges, nor congestion charging, or anything. They say that the metro will be so wonderful that car drivers will just flock to the nearest station, which is absolutely na?ve. I think that is the key issue: that in order to calculate emissions reductions that take into account all those factors, the projects themselves must be complemented by many other measures which policymakers are not willing to develop. They prefer to just have their "big shiny project" but at the same time they want to let cars on their own. This, I guess you agree, leads to reduced demands (when compared to the projected values) and emissions reductions which are much lower than the projected ones. However, it's good to have this discussion. We should have more case studies of these things, especially for developing cities. At this point, information is scarce and dubious... Best regards, Carlos. Todd Alexander Litman wrote: > > This is an interesting and important discussion. Conventional analysis > often greatly underestimates the benefits of high quality public > transportation, including emission reductions, by underestimating the > vehicle travel reduction impacts. They often assume that a transit > passenger-kilometer at best reduces one automobile-vehicle-kilometer. > > Research by myself and others indicates that high quality public > transportation (high quality rail transit and bus rapid transit) often > has a significant leverage effect by affecting local land use patterns > and vehicle ownership rates. In particular, rail stations, and to a > lesser degree, bus stations, provide a catalyst for transit-oriented > development ( www.vtpi.org/tdm/tdm45.htm > ): compact, mixed-use, walkable > neighborhoods where residents tend to own fewer automobiles, drive > less, and rely more on alternative modes than would otherwise occur. > In a typical situation, each rail transit passenger-kilometers > substitutes for 2 to 9 automobile-vehicle-kilometers, resulting in > large reductions in per capita congestion delays, road and parking > facility costs, consumer costs, traffic accidents, energy consumption > and pollution emissions. > > The key to achieving these vehicle travel reductions is a combination > of high quality public transit (convenient, comfortable, relatively > fast, reliable, affordable, safe), with supportive policies (parking > pricing or cash out), and integrated land use (maximizing appropriate > development within 1/2-kilometer of stations). High quality service > requires grade-separated rail/bus routes at least most of the route, > and attractive stations. When all of these factors are in place the > benefits (including economic returns, energy savings and emission > reductions) can be very large. When these factors are taken into > account, transit system construction energy consumption and emissions > turn out to be tiny compared with long-term savings. Unfortunately, > conventional policy and project economic evaluation overlooks these > impacts and so significantly undervalues public transit investments. > > Below are publications that discuss these impacts and benefits. > Although most are based on developed country analysis, I expect that > the impacts are even larger in developing country cities where vehicle > ownership rates are still relatively low. If such cities fail to > invest in high quality public transit, residents will assume that, as > they become more affluent they must purchase automobiles, since the > only public transit available is inconvenient and uncomfortable. This > results in automobile dependency. However, if such cities invest in > high quality public transportation, even affluent households will > continue to use public transit at least for some trips, and many > middle-class households will choose to forego automobile ownership > altogether. > > G.B. Arrington, et al. (2008), /Effects of TOD on Housing, > Parking, and Travel/, Report 128, Transit Cooperative Research > Program (_ www.trb.org/CRP/TCRP/TCRP.asp_ > ). > Jeff Kenworthy (2008), ?An International Review of The > Significance of Rail in Developing More Sustainable Urban > Transport Systems in Higher Income Cities,? /World Transport > Policy & Practice/, Vol. 14, No. 2 (_ www.eco-logica.co.uk_ > ); at > _www.eco-logica.co.uk/pdf/wtpp14.2.pdf_ > . > Todd Litman (2004), /Rail Transit In America: Comprehensive > Evaluation of Benefits/, VTPI (www.vtpi.org > ); at www.vtpi.org/railben.pdf > . > Todd Litman (2005), /Evaluating Public Transit Benefits and > Costs/, VTPI (www.vtpi.org ); at > www.vtpi.org/tranben.pdf . > John Holtzclaw (2000), /Does A Mile In A Car Equal A Mile On A > Train? Exploring Public Transit?s Effectiveness In Reducing > Driving/, The Sierra Club, ( > www.sierraclub.org/sprawl/articles/reducedriving.asp > ). > ICF International (2008), /The Broader Connection between Public > Transportation, Energy Conservation and Greenhouse Gas Reduction/, > American Public Transportation Association (_www.apta.com_ > ). > > Best wishes, > -Todd Litman > > > > > At 01:22 AM 29/01/2010, Morten Lange wrote: >> Hi, >> >> This is an interesting discussion. Do you have any pointers to >> articles that detail how one can arrive at such numbers ? >> >> No less interesting and wrought with guestimates would be the number >> brutto number referred to in the subject : "Mumbai monorail project >> looks to reduce CO2 emissions" >> >> I guess one would guestimate how large a proportion of trips with the >> monorail are replacing car, bus or scooter trips, and decide on a >> probable share of different classes of fuel consumption, find a >> weighted average and multiply ? >> >> But this would ignore systemic changes, like possibly cleaner air >> leading to better health and thus less spent on healthcare or lost in >> days from work. Removing that number of cars and buses from traffic >> might open up possibilites for reallocating of roadspace from cars to >> cyclists, pedestrians and buses, giving further wins. Or could delay >> road expansion which would have meant further increases in road >> traffic ( in cars ). >> More transit users will increase mean a growth in the number of >> pedestrians which in turn both improves health and improves safety >> for pedestrians and cyclists. Which in turn can increase cycling and >> walking still further. >> >> Is anyone on the list aware of good articles / books on systems >> thinking (feedback loops, leverage points etc ) in the evaluation of >> car v.s "alternative" transport in cities ? >> >> >> Best Regards, >> Morten >> -- >> Regards / Kve?ja >> Morten Lange, Reykjav?k >> >> >> --- On Fri, 29/1/10, Carlosfelipe Pardo wrote: >> >> > From: Carlosfelipe Pardo >> > Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 >> emissions ??? >> > To: "Sudhir" >> > Cc: "Global 'South' Sustainable Transport" >> >> > Date: Friday, 29 January, 2010, 0:41 >> > >> > >> > >> > >> > Yes, I've heard this as well from the energy >> > expenditure side with some >> > huge numbers. The argument I know is that some systems have >> > very high >> > net energy expenditures during construction which are too >> > high compared >> > to the actual emission reductions during operation (as you >> > also note). >> > But I've actually read it in rail vs roads discussions >> > which was a bit >> > frightening... not sure what to think since numbers for >> > mass transit >> > systems are so often misleading and operating companies >> > never give you >> > the actual numbers on many issues (for instance, when you >> > ask about >> > subsidies, many operating companies state that they >> > don't have >> > subsidies when they are 100% aware of them...). >> > >> > >> > >> > Best regards, >> > >> > >> > >> > Carlos. >> > >> > >> > >> > Sudhir wrote: >> > >> > Hi Carlos, >> > >> > >> > >> > Its around 3500 tons/km/year which is average. Important >> > thing is as >> > shown by Mikhail chester - is construction in? it can be >> > 3-28 years of >> > operation emissions ( depends on how you measure it).. >> > >> > >> > >> > regards >> > Sudhir >> > >> > >> > >> > >> > >> > On 29 January 2010 08:16, >> > Carlosfelipe Pardo >> > >> > wrote: >> > >> > I >> > don't get it: 200 tons of CO2 reduction per day with >> > 300 thousand >> > >> > commuters? In what timespan? For background, Delhi metro >> > estimated 90 >> > >> > thousand tons reduction between 2004- 2007 ( X pax per >> > day?) , and >> > >> > TransMilenio in Bogot? got 70 thousand tons >> > reduction for 2008 with 1.6 >> > >> > million pax per day. Do the numbers come out right for this >> > Mumbai >> > >> > monorail? I'm not good with numbers but somehow the >> > ones for Mumbai seem >> > >> > a bit high... anyone? >> > >> > > > > 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 bruun at seas.upenn.edu Sat Jan 30 06:03:39 2010 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Fri, 29 Jan 2010 16:03:39 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <806808.73772.qm@web51005.mail.re2.yahoo.com> References: <806808.73772.qm@web51005.mail.re2.yahoo.com> Message-ID: <20100129160339.93327iaobowzmfwg@webmail.seas.upenn.edu> Hi all' There was a recent article by Horvath, et.al. at UC Berkeley that tries to show the lifecycle consumption including manufacturing of vehicles, of guideways, etc. The material is too new to have been critiqued in detail. The results will no doubt be adjusted over time. As for arriving at useful numbers, I think that Kenworthy, Newman, Laube, et.al's database about energy consumption and travel over entire regions versus the land density, types of modes, etc. is perhaps the helpful of all if one is trying to project a long view. In the end, it is the entire regional results that count,not particular lines or corridors. Unfortunately, UITP owns this Millenium Database of over 50 cities and you must purchase it. Bits and pieces are here and there in various articles. Eric Quoting Morten Lange : > Hi, > > This is an interesting discussion. Do you have any pointers to > articles that detail how one can arrive at such numbers ? > > No less interesting and wrought with guestimates would be the number > brutto number referred to in the subject : "Mumbai monorail project > looks to reduce CO2 emissions" > > I guess one would guestimate how large a proportion of trips with > the monorail are replacing car, bus or scooter trips, and decide on > a probable share of different classes of fuel consumption, find a > weighted average and multiply ? > > But this would ignore systemic changes, like possibly cleaner air > leading to better health and thus less spent on healthcare or lost > in days from work. Removing that number of cars and buses from > traffic might open up possibilites for reallocating of roadspace > from cars to cyclists, pedestrians and buses, giving further wins. > Or could delay road expansion which would have meant further > increases in road traffic ( in cars ). > More transit users will increase mean a growth in the number of > pedestrians which in turn both improves health and improves safety > for pedestrians and cyclists. Which in turn can increase cycling and > walking still further. > > Is anyone on the list aware of good articles / books on systems > thinking (feedback loops, leverage points etc ) in the evaluation of > car v.s "alternative" transport in cities ? > > > Best Regards, > Morten > -- > Regards / Kve?ja > Morten Lange, Reykjav?k > > > --- On Fri, 29/1/10, Carlosfelipe Pardo wrote: > >> From: Carlosfelipe Pardo >> Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 >> emissions ??? >> To: "Sudhir" >> Cc: "Global 'South' Sustainable Transport" >> >> Date: Friday, 29 January, 2010, 0:41 >> >> >> >> >> Yes, I've heard this as well from the energy >> expenditure side with some >> huge numbers. The argument I know is that some systems have >> very high >> net energy expenditures during construction which are too >> high compared >> to the actual emission reductions during operation (as you >> also note). >> But I've actually read it in rail vs roads discussions >> which was a bit >> frightening... not sure what to think since numbers for >> mass transit >> systems are so often misleading and operating companies >> never give you >> the actual numbers on many issues (for instance, when you >> ask about >> subsidies, many operating companies state that they >> don't have >> subsidies when they are 100% aware of them...). >> >> >> >> Best regards, >> >> >> >> Carlos. >> >> >> >> Sudhir wrote: >> >> Hi Carlos, >> >> >> >> Its around 3500 tons/km/year which is average. Important >> thing is as >> shown by Mikhail chester - is construction in? it can be >> 3-28 years of >> operation emissions ( depends on how you measure it).. >> >> >> >> regards >> Sudhir >> >> >> >> >> >> On 29 January 2010 08:16, >> Carlosfelipe Pardo >> >> wrote: >> >> I >> don't get it: 200 tons of CO2 reduction per day with >> 300 thousand >> >> commuters? In what timespan? For background, Delhi metro >> estimated 90 >> >> thousand tons reduction between 2004- 2007 ( X pax per >> day?) , and >> >> TransMilenio in Bogot? got 70 thousand tons >> reduction for 2008 with 1.6 >> >> million pax per day. Do the numbers come out right for this >> Mumbai >> >> monorail? I'm not good with numbers but somehow the >> ones for Mumbai seem >> >> a bit high... anyone? >> >> >> >> Best regards, >> >> >> >> Carlos. >> >> >> >> - 2008, 70,000 tons >> >> >> >> >> >> >> >> >> Eric Britton wrote: >> >> > Mumbai monorail project looks to reduce CO2 emissions >> >> > >> >> > By Lisa Sibley >> >> > Published 2010-01-27 09:22 >> >> > Kuala Lumpur, Malaysia-based Scomi Group, a global >> service >> provider mainly >> >> > in the oil and gas industry, said today its trial run >> of India's >> first >> >> > monorail car for a project in Mumbai has been a >> success. >> >> > The Malaysia-listed company also specializes in urban >> transit >> systems, with >> >> > an emphasis on India, China, the Gulf states, and >> Brazil. The >> trial run >> >> > occurred yesterday, also a national holiday, the >> Republic Day of >> India. >> >> > The monorail is expected to prevent 200 tons of carbon >> dioxide >> emissions >> >> > daily. The proposed structure is also considered >> environmentally >> friendly >> >> > because it won't obstruct sunlight or trap >> excessive emissions. In >> addition, >> >> > it's expected to be quieter than other modes of >> transportation. >> >> > Scomi India's Country President Suhaimi Yaacob >> said in a news >> release the >> >> > project's focus is on sustainable mobility, >> reduced urban >> congestion, >> >> > improved reliability, and comfortable travel. >> >> > Other cities looking to reduce mass transport >> emissions include >> China's >> >> > Lanzhou, which is working on a comprehensive urban >> development >> plan linking >> >> > a new city center with a rapid bus transport system, >> expected to >> result in a >> >> > cleaner, more economical mass transportation system >> (see China's >> Lanzhou >> >> > makes plans to reduce mass transport emissions >> >> > >> ?[1]). >> >> > Scomi's engineering division and partner Larsen >> & Toubro, >> India's largest >> >> > engineering and construction conglomerate, secured >> $545 million >> for the >> >> > Mumbai Monorail Project in November 2008, and are >> expected to >> complete the >> >> > project by 2011. >> >> > Scomi is tasked with delivering 60 cars, making up 15 >> sets of >> four-car >> >> > trains. Each four-coach monorail is expected to be >> able to >> accommodate about >> >> > 600 passengers, carrying a total of nearly 300,000 >> daily commuters. >> >> > The monorail project is expected to have a >> 20-kilometer (12.4 >> mile) proposed >> >> > route between Jacob Circle and Chembur, a suburban >> neighborhood in >> eastern >> >> > Mumbai, with one central depot and about 18 >> user-friendly >> stations. Chembur >> >> > is located about 22 kilometers from downtown Mumbai >> and considered >> a transit >> >> > point for travelers to Pune. >> >> > >> >> > Source URL: >> >> > http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc >> >> > >> >> > >> -------------------------------------------------------- >> >> > To search the archives of sustran-discuss visit >> >> > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> > >> >> > >> -------------------------------------------------------- >> >> > If you get sustran-discuss 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. >> >> > >> >> > >> ================================================================ >> >> > SUSTRAN-DISCUSS is a forum devoted to discussion of >> people-centred, equitable and sustainable transport with a >> focus on >> developing countries (the 'Global South'). >> >> > >> >> > >> >> -------------------------------------------------------- >> >> To search the archives of sustran-discuss visit >> >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> >> >> -------------------------------------------------------- >> >> If you get sustran-discuss 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. >> >> >> >> ================================================================ >> >> SUSTRAN-DISCUSS is a forum devoted to discussion of >> people-centred, >> equitable and sustainable transport with a focus on >> developing >> countries (the 'Global South'). >> >> >> >> >> >> >> >> >> >> >> >> -- >> >> Sudhir Gota >> >> Transport Specialist >> >> CAI-Asia Center >> >> Unit 3510, 35th Floor, Robinsons-Equitable Tower, >> >> ADB Avenue, Ortigas Center, Pasig City >> >> Metro Manila, Philippines 1605 >> >> Tel: +63-2-395-2843 >> >> Fax: +63-2-395-2846 >> >> http://www.cleanairnet.org/caiasia >> >> Skype : sudhirgota >> >> >> >> >> >> >> >> -----Inline Attachment Follows----- >> >> -------------------------------------------------------- >> >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> -------------------------------------------------------- >> If you get sustran-discuss 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. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion of >> people-centred, equitable and sustainable transport with a >> focus on developing countries (the 'Global South'). > > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 litman at vtpi.org Sat Jan 30 07:02:36 2010 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 29 Jan 2010 14:02:36 -0800 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions ??? In-Reply-To: <20100129160339.93327iaobowzmfwg@webmail.seas.upenn.edu> References: <806808.73772.qm@web51005.mail.re2.yahoo.com> <20100129160339.93327iaobowzmfwg@webmail.seas.upenn.edu> Message-ID: <20100129220453.0744D2BD24@mx-list.jca.ne.jp> Chester and Horvath did a pretty detailed study of lifecycle energy and emissions by mode. Unfortunately they used a significant underestimate of parking supply (they used an estimate of just commercial, user paid parking spaces, which are only about 5% of total parking spaces), and so their original study underestimates the resources consumed by automobile travel. See: Mikhail Chester and Arpad Horvath (2008), "Environmental Life-cycle Assessment of Passenger Transportation," UC Berkeley Center for Future Urban Transport, (www.its.berkeley.edu/volvocenter); at www.sustainable-transportation.com. Todd Litman (2009), "Resource Consumption External Costs; Transportation Cost and Benefit Analysis," VTPI (http://www.vtpi.org/tca/tca0512.pdf ) Best wishes, -Todd Litman At 01:03 PM 29/01/2010, bruun@seas.upenn.edu wrote: >Hi all' > >There was a recent article by Horvath, et.al. at UC Berkeley that >tries to show >the lifecycle consumption including manufacturing of vehicles, of >guideways, etc. >The material is too new to have been critiqued in detail. The results will no >doubt be adjusted over time. > >As for arriving at useful numbers, I think that Kenworthy, Newman, >Laube, et.al's >database about energy consumption and travel over entire regions >versus the land >density, types of modes, etc. is perhaps the helpful of all if one is >trying to project >a long view. In the end, it is the entire regional results that >count,not particular lines or corridors. Unfortunately, UITP owns this >Millenium Database of over 50 cities and you must purchase it. Bits >and pieces are here and there in various articles. > >Eric > > > > >Quoting Morten Lange : > > > Hi, > > > > This is an interesting discussion. Do you have any pointers to > > articles that detail how one can arrive at such numbers ? > > > > No less interesting and wrought with guestimates would be the number > > brutto number referred to in the subject : "Mumbai monorail project > > looks to reduce CO2 emissions" > > > > I guess one would guestimate how large a proportion of trips with > > the monorail are replacing car, bus or scooter trips, and decide on > > a probable share of different classes of fuel consumption, find a > > weighted average and multiply ? > > > > But this would ignore systemic changes, like possibly cleaner air > > leading to better health and thus less spent on healthcare or lost > > in days from work. Removing that number of cars and buses from > > traffic might open up possibilites for reallocating of roadspace > > from cars to cyclists, pedestrians and buses, giving further wins. > > Or could delay road expansion which would have meant further > > increases in road traffic ( in cars ). > > More transit users will increase mean a growth in the number of > > pedestrians which in turn both improves health and improves safety > > for pedestrians and cyclists. Which in turn can increase cycling and > > walking still further. > > > > Is anyone on the list aware of good articles / books on systems > > thinking (feedback loops, leverage points etc ) in the evaluation of > > car v.s "alternative" transport in cities ? > > > > > > Best Regards, > > Morten > > -- > > Regards / Kve?ja > > Morten Lange, Reykjav?k > > > > > > --- On Fri, 29/1/10, Carlosfelipe Pardo wrote: > > > >> From: Carlosfelipe Pardo > >> Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 > >> emissions ??? > >> To: "Sudhir" > >> Cc: "Global 'South' Sustainable Transport" > >> > >> Date: Friday, 29 January, 2010, 0:41 > >> > >> > >> > >> > >> Yes, I've heard this as well from the energy > >> expenditure side with some > >> huge numbers. The argument I know is that some systems have > >> very high > >> net energy expenditures during construction which are too > >> high compared > >> to the actual emission reductions during operation (as you > >> also note). > >> But I've actually read it in rail vs roads discussions > >> which was a bit > >> frightening... not sure what to think since numbers for > >> mass transit > >> systems are so often misleading and operating companies > >> never give you > >> the actual numbers on many issues (for instance, when you > >> ask about > >> subsidies, many operating companies state that they > >> don't have > >> subsidies when they are 100% aware of them...). > >> > >> > >> > >> Best regards, > >> > >> > >> > >> Carlos. > >> > >> > >> > >> Sudhir wrote: > >> > >> Hi Carlos, > >> > >> > >> > >> Its around 3500 tons/km/year which is average. Important > >> thing is as > >> shown by Mikhail chester - is construction in? it can be > >> 3-28 years of > >> operation emissions ( depends on how you measure it).. > >> > >> > >> > >> regards > >> Sudhir > >> > >> > >> > >> > >> > >> On 29 January 2010 08:16, > >> Carlosfelipe Pardo > >> > >> wrote: > >> > >> I > >> don't get it: 200 tons of CO2 reduction per day with > >> 300 thousand > >> > >> commuters? In what timespan? For background, Delhi metro > >> estimated 90 > >> > >> thousand tons reduction between 2004- 2007 ( X pax per > >> day?) , and > >> > >> TransMilenio in Bogot? got 70 thousand tons > >> reduction for 2008 with 1.6 > >> > >> million pax per day. Do the numbers come out right for this > >> Mumbai > >> > >> monorail? I'm not good with numbers but somehow the > >> ones for Mumbai seem > >> > >> a bit high... anyone? > >> > >> > >> > >> Best regards, > >> > >> > >> > >> Carlos. > >> > >> > >> > >> - 2008, 70,000 tons > >> > >> > >> > >> > >> > >> > >> > >> > >> Eric Britton wrote: > >> > >> > Mumbai monorail project looks to reduce CO2 emissions > >> > >> > > >> > >> > By Lisa Sibley > >> > >> > Published 2010-01-27 09:22 > >> > >> > Kuala Lumpur, Malaysia-based Scomi Group, a global > >> service > >> provider mainly > >> > >> > in the oil and gas industry, said today its trial run > >> of India's > >> first > >> > >> > monorail car for a project in Mumbai has been a > >> success. > >> > >> > The Malaysia-listed company also specializes in urban > >> transit > >> systems, with > >> > >> > an emphasis on India, China, the Gulf states, and > >> Brazil. The > >> trial run > >> > >> > occurred yesterday, also a national holiday, the > >> Republic Day of > >> India. > >> > >> > The monorail is expected to prevent 200 tons of carbon > >> dioxide > >> emissions > >> > >> > daily. The proposed structure is also considered > >> environmentally > >> friendly > >> > >> > because it won't obstruct sunlight or trap > >> excessive emissions. In > >> addition, > >> > >> > it's expected to be quieter than other modes of > >> transportation. > >> > >> > Scomi India's Country President Suhaimi Yaacob > >> said in a news > >> release the > >> > >> > project's focus is on sustainable mobility, > >> reduced urban > >> congestion, > >> > >> > improved reliability, and comfortable travel. > >> > >> > Other cities looking to reduce mass transport > >> emissions include > >> China's > >> > >> > Lanzhou, which is working on a comprehensive urban > >> development > >> plan linking > >> > >> > a new city center with a rapid bus transport system, > >> expected to > >> result in a > >> > >> > cleaner, more economical mass transportation system > >> (see China's > >> Lanzhou > >> > >> > makes plans to reduce mass transport emissions > >> > >> > > >> [1]). > >> > >> > Scomi's engineering division and partner Larsen > >> & Toubro, > >> India's largest > >> > >> > engineering and construction conglomerate, secured > >> $545 million > >> for the > >> > >> > Mumbai Monorail Project in November 2008, and are > >> expected to > >> complete the > >> > >> > project by 2011. > >> > >> > Scomi is tasked with delivering 60 cars, making up 15 > >> sets of > >> four-car > >> > >> > trains. Each four-coach monorail is expected to be > >> able to > >> accommodate about > >> > >> > 600 passengers, carrying a total of nearly 300,000 > >> daily commuters. > >> > >> > The monorail project is expected to have a > >> 20-kilometer (12.4 > >> mile) proposed > >> > >> > route between Jacob Circle and Chembur, a suburban > >> neighborhood in > >> eastern > >> > >> > Mumbai, with one central depot and about 18 > >> user-friendly > >> stations. Chembur > >> > >> > is located about 22 kilometers from downtown Mumbai > >> and considered > >> a transit > >> > >> > point for travelers to Pune. > >> > >> > > >> > >> > Source URL: > >> > >> > http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc > >> > >> > > >> > >> > > >> -------------------------------------------------------- > >> > >> > To search the archives of sustran-discuss visit > >> > >> > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > >> > >> > > >> > >> > > >> -------------------------------------------------------- > >> > >> > If you get sustran-discuss 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. > >> > >> > > >> > >> > > >> ================================================================ > >> > >> > SUSTRAN-DISCUSS is a forum devoted to discussion of > >> people-centred, equitable and sustainable transport with a > >> focus on > >> developing countries (the 'Global South'). > >> > >> > > >> > >> > > >> > >> -------------------------------------------------------- > >> > >> To search the archives of sustran-discuss visit > >> > >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > >> > >> > >> > >> -------------------------------------------------------- > >> > >> If you get sustran-discuss 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. > >> > >> > >> > >> ================================================================ > >> > >> SUSTRAN-DISCUSS is a forum devoted to discussion of > >> people-centred, > >> equitable and sustainable transport with a focus on > >> developing > >> countries (the 'Global South'). > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> -- > >> > >> Sudhir Gota > >> > >> Transport Specialist > >> > >> CAI-Asia Center > >> > >> Unit 3510, 35th Floor, Robinsons-Equitable Tower, > >> > >> ADB Avenue, Ortigas Center, Pasig City > >> > >> Metro Manila, Philippines 1605 > >> > >> Tel: +63-2-395-2843 > >> > >> Fax: +63-2-395-2846 > >> > >> http://www.cleanairnet.org/caiasia > >> > >> Skype : sudhirgota > >> > >> > >> > >> > >> > >> > >> > >> -----Inline Attachment Follows----- > >> > >> -------------------------------------------------------- > >> > >> To search the archives of sustran-discuss visit > >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > >> > >> -------------------------------------------------------- > >> If you get sustran-discuss 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. > >> > >> ================================================================ > >> SUSTRAN-DISCUSS is a forum devoted to discussion of > >> people-centred, equitable and sustainable transport with a > >> focus on developing countries (the 'Global South'). > > > > > > > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > -------------------------------------------------------- > > If you get sustran-discuss 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. > > > > ================================================================ > > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > > equitable and sustainable transport with a focus on developing > > countries (the 'Global South'). > > > > > > >-------------------------------------------------------- >To search the archives of sustran-discuss visit >http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > >-------------------------------------------------------- >If you get sustran-discuss 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. > >================================================================ >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 MPai at wri.org Sat Jan 30 20:54:58 2010 From: MPai at wri.org (Madhav Pai) Date: Sat, 30 Jan 2010 06:54:58 -0500 Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions??? In-Reply-To: <20100129160339.93327iaobowzmfwg@webmail.seas.upenn.edu> References: <806808.73772.qm@web51005.mail.re2.yahoo.com> <20100129160339.93327iaobowzmfwg@webmail.seas.upenn.edu> Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C070444F1@wricsex029330.WRI.CRM.Local> EMBARQ/WRI did life cycle CO2 emission analysis for the Purple line in Washington DC. The link to the work is attached. http://www.wri.org/press/2009/01/enhanced-buses-best-option-dc-area-purple-line-wri-finds Madhav Madhav Pai Technical Director - India EMBARQ, The WRI Center for Sustainable Transport Godrel & Boyce Premises Gaswork Lane, Lalbaug, Parel, Mumbai 400012 email: mpai@wri.org phone: +91 22 24713565 fax: +91 22 24713591 cell: +91 99875 48808 website: embarq.wri.org blog: TheCityFix.com -----Original Message----- From: sustran-discuss-bounces+mpai=wri.org@list.jca.apc.org [mailto:sustran-discuss-bounces+mpai=wri.org@list.jca.apc.org] On Behalf Of bruun@seas.upenn.edu Sent: Saturday, January 30, 2010 2:34 AM To: Morten Lange Cc: Global 'South' Sustainable Transport Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 emissions??? Hi all' There was a recent article by Horvath, et.al. at UC Berkeley that tries to show the lifecycle consumption including manufacturing of vehicles, of guideways, etc. The material is too new to have been critiqued in detail. The results will no doubt be adjusted over time. As for arriving at useful numbers, I think that Kenworthy, Newman, Laube, et.al's database about energy consumption and travel over entire regions versus the land density, types of modes, etc. is perhaps the helpful of all if one is trying to project a long view. In the end, it is the entire regional results that count,not particular lines or corridors. Unfortunately, UITP owns this Millenium Database of over 50 cities and you must purchase it. Bits and pieces are here and there in various articles. Eric Quoting Morten Lange : > Hi, > > This is an interesting discussion. Do you have any pointers to > articles that detail how one can arrive at such numbers ? > > No less interesting and wrought with guestimates would be the number > brutto number referred to in the subject : "Mumbai monorail project > looks to reduce CO2 emissions" > > I guess one would guestimate how large a proportion of trips with the > monorail are replacing car, bus or scooter trips, and decide on a > probable share of different classes of fuel consumption, find a > weighted average and multiply ? > > But this would ignore systemic changes, like possibly cleaner air > leading to better health and thus less spent on healthcare or lost in > days from work. Removing that number of cars and buses from traffic > might open up possibilites for reallocating of roadspace > from cars to cyclists, pedestrians and buses, giving further wins. > Or could delay road expansion which would have meant further increases > in road traffic ( in cars ). > More transit users will increase mean a growth in the number of > pedestrians which in turn both improves health and improves safety for > pedestrians and cyclists. Which in turn can increase cycling and > walking still further. > > Is anyone on the list aware of good articles / books on systems > thinking (feedback loops, leverage points etc ) in the evaluation of > car v.s "alternative" transport in cities ? > > > Best Regards, > Morten > -- > Regards / Kve?ja > Morten Lange, Reykjav?k > > > --- On Fri, 29/1/10, Carlosfelipe Pardo wrote: > >> From: Carlosfelipe Pardo >> Subject: [sustran] Re: Mumbai monorail project looks to reduce CO2 >> emissions ??? >> To: "Sudhir" >> Cc: "Global 'South' Sustainable Transport" >> >> Date: Friday, 29 January, 2010, 0:41 >> >> >> >> >> Yes, I've heard this as well from the energy >> expenditure side with some >> huge numbers. The argument I know is that some systems have >> very high >> net energy expenditures during construction which are too >> high compared >> to the actual emission reductions during operation (as you >> also note). >> But I've actually read it in rail vs roads discussions >> which was a bit >> frightening... not sure what to think since numbers for >> mass transit >> systems are so often misleading and operating companies >> never give you >> the actual numbers on many issues (for instance, when you >> ask about >> subsidies, many operating companies state that they >> don't have >> subsidies when they are 100% aware of them...). >> >> >> >> Best regards, >> >> >> >> Carlos. >> >> >> >> Sudhir wrote: >> >> Hi Carlos, >> >> >> >> Its around 3500 tons/km/year which is average. Important >> thing is as >> shown by Mikhail chester - is construction in? it can be >> 3-28 years of >> operation emissions ( depends on how you measure it).. >> >> >> >> regards >> Sudhir >> >> >> >> >> >> On 29 January 2010 08:16, >> Carlosfelipe Pardo >> >> wrote: >> >> I >> don't get it: 200 tons of CO2 reduction per day with >> 300 thousand >> >> commuters? In what timespan? For background, Delhi metro >> estimated 90 >> >> thousand tons reduction between 2004- 2007 ( X pax per >> day?) , and >> >> TransMilenio in Bogot? got 70 thousand tons >> reduction for 2008 with 1.6 >> >> million pax per day. Do the numbers come out right for this >> Mumbai >> >> monorail? I'm not good with numbers but somehow the >> ones for Mumbai seem >> >> a bit high... anyone? >> >> >> >> Best regards, >> >> >> >> Carlos. >> >> >> >> - 2008, 70,000 tons >> >> >> >> >> >> >> >> >> Eric Britton wrote: >> >> > Mumbai monorail project looks to reduce CO2 emissions >> >> > >> >> > By Lisa Sibley >> >> > Published 2010-01-27 09:22 >> >> > Kuala Lumpur, Malaysia-based Scomi Group, a global >> service >> provider mainly >> >> > in the oil and gas industry, said today its trial run >> of India's >> first >> >> > monorail car for a project in Mumbai has been a >> success. >> >> > The Malaysia-listed company also specializes in urban >> transit >> systems, with >> >> > an emphasis on India, China, the Gulf states, and >> Brazil. The >> trial run >> >> > occurred yesterday, also a national holiday, the >> Republic Day of >> India. >> >> > The monorail is expected to prevent 200 tons of carbon >> dioxide >> emissions >> >> > daily. The proposed structure is also considered >> environmentally >> friendly >> >> > because it won't obstruct sunlight or trap >> excessive emissions. In >> addition, >> >> > it's expected to be quieter than other modes of >> transportation. >> >> > Scomi India's Country President Suhaimi Yaacob >> said in a news >> release the >> >> > project's focus is on sustainable mobility, >> reduced urban >> congestion, >> >> > improved reliability, and comfortable travel. >> >> > Other cities looking to reduce mass transport >> emissions include >> China's >> >> > Lanzhou, which is working on a comprehensive urban >> development >> plan linking >> >> > a new city center with a rapid bus transport system, >> expected to >> result in a >> >> > cleaner, more economical mass transportation system >> (see China's >> Lanzhou >> >> > makes plans to reduce mass transport emissions >> >> > >> ?[1]). >> >> > Scomi's engineering division and partner Larsen >> & Toubro, >> India's largest >> >> > engineering and construction conglomerate, secured >> $545 million >> for the >> >> > Mumbai Monorail Project in November 2008, and are >> expected to >> complete the >> >> > project by 2011. >> >> > Scomi is tasked with delivering 60 cars, making up 15 >> sets of >> four-car >> >> > trains. Each four-coach monorail is expected to be >> able to >> accommodate about >> >> > 600 passengers, carrying a total of nearly 300,000 >> daily commuters. >> >> > The monorail project is expected to have a >> 20-kilometer (12.4 >> mile) proposed >> >> > route between Jacob Circle and Chembur, a suburban >> neighborhood in >> eastern >> >> > Mumbai, with one central depot and about 18 >> user-friendly >> stations. Chembur >> >> > is located about 22 kilometers from downtown Mumbai >> and considered >> a transit >> >> > point for travelers to Pune. >> >> > >> >> > Source URL: >> >> > http://cleantech.com/news/5567/mumbai-monorail-project-looks-reduc >> >> > >> >> > >> -------------------------------------------------------- >> >> > To search the archives of sustran-discuss visit >> >> > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> > >> >> > >> -------------------------------------------------------- >> >> > If you get sustran-discuss 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. >> >> > >> >> > >> ================================================================ >> >> > SUSTRAN-DISCUSS is a forum devoted to discussion of >> people-centred, equitable and sustainable transport with a >> focus on >> developing countries (the 'Global South'). >> >> > >> >> > >> >> -------------------------------------------------------- >> >> To search the archives of sustran-discuss visit >> >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> >> >> -------------------------------------------------------- >> >> If you get sustran-discuss 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. >> >> >> >> ================================================================ >> >> SUSTRAN-DISCUSS is a forum devoted to discussion of >> people-centred, >> equitable and sustainable transport with a focus on >> developing >> countries (the 'Global South'). >> >> >> >> >> >> >> >> >> >> >> >> -- >> >> Sudhir Gota >> >> Transport Specialist >> >> CAI-Asia Center >> >> Unit 3510, 35th Floor, Robinsons-Equitable Tower, >> >> ADB Avenue, Ortigas Center, Pasig City >> >> Metro Manila, Philippines 1605 >> >> Tel: +63-2-395-2843 >> >> Fax: +63-2-395-2846 >> >> http://www.cleanairnet.org/caiasia >> >> Skype : sudhirgota >> >> >> >> >> >> >> >> -----Inline Attachment Follows----- >> >> -------------------------------------------------------- >> >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> -------------------------------------------------------- >> If you get sustran-discuss 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. >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion of >> people-centred, equitable and sustainable transport with a >> focus on developing countries (the 'Global South'). > > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing > countries (the 'Global South'). > > -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss -------------------------------------------------------- If you get sustran-discuss 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. ================================================================ 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 eric.britton at ecoplan.org Sun Jan 31 02:03:28 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Sat, 30 Jan 2010 18:03:28 +0100 Subject: [sustran] The only good monorail, is an old monorail (maybe). In-Reply-To: References: <-4924434588356379607@unknownmsgid> , <20100128182439.34656zcl3g1nfmw4@webmail.seas.upenn.edu> , <-1662896532713865409@unknownmsgid>, Message-ID: <024301caa1ce$35ff2910$a1fd7b30$@britton@ecoplan.org> Dear Ashok and others, Thanks for sharing that Times of India article. Glad to see that someone is pointing out one or two of the downsides of this inappropriate project. But I am somewhat disappointed that no one on our Sustran list thus far seems to want to step forward and help us enumerate all the reasons why monorails are such a brain dead concept. Someone tell me that I am wrong, but among the many flagrant disadvantages/absurdities of the monorail concept for cities, include: 1. They cost far too much money given the level of service they provide 2. They don't (really) go anywhere (i.e., where they are needed in a many-to-many world) 3. Good transportation is supposed to be as close to seamless as we can make it ? and they are anything but, cut off from the rest as they are by definition 4. Limited capacity (per buck spent) 5. They are a visual intrusion (scar) on the city scape 6. The ignore, they actually degrade the street in many ways ? which is the very heart of the city 7. They are, to a pylon, to a track, to a car, to a station, ugly as sin (my old grandmother's expression). 8. If they need switches, the space requirement becomes complicated. 9. Emergencies are very messy. 10. They don't do the basic job that is needed. 11. They saddle the city with debt. 12. To be "cost effective" (ho ho), they cannot provide affordable service for the majority 13. They are not sustainable by any measure 14. They are often the project of industrial-financial-political interest alliances and even, if one digs deep, corruption. (As so often is the case with big ticket transport and other public investments.) By the way, did anyone note that almost to the day as Mumbai joyously welcomed their first test car the Las Vegas Monorail Co has filed for bankruptcy? Just thought I would mention it. In summary: They are so awful, so thoroughly dysfunctional that I even have difficulty in anyone trying to justify them (or not) in terms of anything like "relative CO2 efficiency". This I see as a splendid project for a MA of PhD student sharpening their tools, but when it comes to the politics of transportation they defy common sense. So out they go. (I invite comment and corrections as always). Eric Britton PS. Ask me what's better, what gives more sustainable transport bang per buck than a monorail? From: ashok mundkur [mailto:ashok_mundkur@hotmail.com] Sent: Saturday, 30 January, 2010 07:34 Some data re: Metro Vs Mono rail presented in today's Mumbai edition of Times of India that may be of interest to you ..... in case U haven't seen it... http://epaper.timesofindia.com/Default/Client.asp?Daily=TOIM&showST=true&log in=default&pub=TOI&Enter=true&Skin=TOINEW&GZ=T&AW=1264832913750 Cheers Ashok _____ From: phaizan@gmail.com Date: Fri, 29 Jan 2010 19:58:39 +0530 Please take a look at the forwarded email. The final nail in the coffin of monorail, in maverick Eric Britton style. Faizan ---------- Forwarded message ---------- From: Eric Britton < eric.britton@ecoplan.org> Date: Fri, Jan 29, 2010 at 7:38 PM The only good monorail, is an old monorail (maybe). Schwebebahn Wuppertal since 1901-> Monorails? There is something almost touching about avarice and stupidity when they get together and blatantly hang out there for all to see. I first looked at monorails for city transport of all kinds of types and stripes back in 1970, and on a number of grounds they looked awful then and they still do today. I have my own long list on this, but if you wish we might have some fun starting a collaborative list under the title of something very elegant such as "Why monorails suck". I am amazed that these discussions are still taking place and that there are cities and eventual sponsors that take them seriously. There is a monorail mafia that shows up wherever at the drop of a hat to show their stuff, often offering generous credits and other forms of compensation to see that their job gets done. I haven't made an effort to keep up. But I do remember some recent salvoes in parts of India, also Bogota, S?o Paulo, Curitiba, and a certain number of US cities that just don't know when to let a bad idea go. (Check out the historical stuff on this in the Wikipedia. Pretty good.) What I don't understand is why they are not simply laughed at and set aside for more serous things. But then again, perhaps there is something that I fail to understand. Educate me. Eric Britton PS. Here's a nice exercise for you if you wish to dig a bit. Go to the New Mobility Partnerships at www.newmobility.org and on the top menu click Knoogle (yes, it's an ugly word) and once there pop in "monorail". This will then take you on a lightning survey of more than eight hundred sources, projects and pogroms looking at sustainable and at times unsustainable transport in countries around the world. Interesting. --- On Behalf Of Walter Hook Sent: Friday, 29 January, 2010 00:43 eric, we are developing these parameters for BRT also, and there is also a give back on co2 from construction, though usually its smaller, and if you need to build the elevated BRT (like they are doing in Ahmadabad in places) there is a lot of concrete there also. its not a BRT/mrt thing. i am trying to integrate the evaluation criteria to look at mrt and brt and other options using similar methods. i am in Guangzhou for the opening of the BRT here and one very nice feature is its integration with the metro system, maybe the first time we get nice full integration. the BRT is not on a corridor with mrt in the long term plan, so its additional and not competitive. On Thu, Jan 28, 2010 at 6:24 PM, < bruun@seas.upenn.edu> wrote: Walter raises an important issue. There is indeed a payback time. But it isn't necessarily 20 years for systems that have frequent service and carry large numbers of people all day. And even when it is 20 years, keep in mind that metros and railways are around for a century or more. The tunnel for the first line in London. the Metropolitan Railway, was opened in 1863 and is still in service today. That is true sustainability. If the point is that BRT avoids this problem, we have been over this before. Points to consider: 1) Sometimes a tunnel is the only way to get both decent capacity and high performance to the places that need it. Once a tunnel is needed anyway, the case for rail strengthens. 2) I heard the presentation at WRI about Ahmedabad two weeks ago where the speaker said "build BRT,study Metro" which got laughs from the audience. I point out that just the opposite also happens. "Build Metro, study BRT" was the case in Delhi. This difference in incubation time must be taken into consideration when evaluating the carbon reduction. How much extra would have been emitted waiting for the go-ahead for the first BRT line? 3) What are the real options on the table? If the choice is between building a Metro and building a highway, I will take the Metro. If the choice is between BRT and Metro, then it needs to be studied closer. I don't automatically pick either one. Eric Bruun --- Quoting Walter Hook < whook@itdp.org>: sudhir from CAI Asia just ran some numbers for metro projects and CO2. If you include all the construction related CO2, they come out negative for a large number of years, and to get positive co2 impact you need to push the project time line out something like 20 years or more. i imagine monorails would not be quite as concrete intensive but may be close. Interesting to note the mention of Lanzhou. w --- On Thu, Jan 28, 2010 at 6:20 AM, Eric Britton < eric.britton@ecoplan.org>wrote: Mumbai monorail project looks to reduce CO2 emissions By Lisa Sibley Published 2010-01-27 09:22 Kuala Lumpur, Malaysia-based Scomi Group, a global service provider mainly in the oil and gas industry, said today its trial run of India's first monorail car for a project in Mumbai has been a success. The Malaysia-listed company also specializes in urban transit systems, with an emphasis on India, China, the Gulf states, and Brazil. The trial run occurred yesterday, also a national holiday, the Republic Day of India. The monorail is expected to prevent 200 tons of carbon dioxide emissions daily. The proposed structure is also considered environmentally friendly because it won't obstruct sunlight or trap excessive emissions. In addition, it's expected to be quieter than other modes of transportation. Scomi India's Country President Suhaimi Yaacob said in a news release the project's focus is on sustainable mobility, reduced urban congestion, improved reliability, and comfortable travel. Other cities looking to reduce mass transport emissions include China's Lanzhou, which is working on a comprehensive urban development plan linking a new city center with a rapid bus transport system, expected to result in a cleaner, more economical mass transportation system (see China's Lanzhou makes plans to reduce mass transport emissions < http://cleantech.com/news/5429/lanzhou-mass-transport-system> [1]). Scomi's engineering division and partner Larsen & Toubro, India's largest engineering and construction conglomerate, secured $545 million for the Mumbai Monorail Project in November 2008, and are expected to complete the project by 2011. Scomi is tasked with delivering 60 cars, making up 15 sets of four-car trains. Each four-coach monorail is expected to be able to accommodate about 600 passengers, carrying a total of nearly 300,000 daily commuters. The monorail project is expected to have a 20-kilometer (12.4 mile) proposed route between Jacob Circle and Chembur, a suburban neighborhood in eastern Mumbai, with one central depot and about 18 user-friendly stations. Chembur is located about 22 kilometers from downtown Mumbai and considered a transit point for travelers to Pune. From alok.priyanka at gmail.com Sun Jan 31 02:07:55 2010 From: alok.priyanka at gmail.com (Jains) Date: Sat, 30 Jan 2010 22:37:55 +0530 Subject: [sustran] Re: The only good monorail, is an old monorail (maybe). In-Reply-To: <-1662896532713865409@unknownmsgid> References: <-4924434588356379607@unknownmsgid> <20100128182439.34656zcl3g1nfmw4@webmail.seas.upenn.edu> <-1662896532713865409@unknownmsgid> Message-ID: <6e4025ad1001300907h7eee392cga3fc15eba5e47ec3@mail.gmail.com> Eric, The article below strengthens your point. Alok http://epaper.timesofindia.com/Default/Scripting/ArticleWin.asp?From=Archive&Source=Page&Skin=TOINEW&BaseHref=TOIM/2010/01/30&EntityId=Ar00400&GZ=T&AppName=1&ViewMode=HTML&GZ=T Monorail to carry less, cost more than MetroChittaranjan Tembhekar | TNN Mumbai: The monorail, which had a show run on Republic Day, may end up as little more than a feeder to the Metro and suburban trains, experts fear. This is because the monorail can pack in only a total of 560 passengers in four coaches, compared to the metro?s capacity of 1,500. Moreover, the monorail?s doors will refuse to close if the number of passengers in any of the coaches exceeds their capacity of 140. The Metro too will remain stationary till its doors shut but it may not be so sensitive to overloading. And more interesting, the metro will not only carry more than double the passengers of the mono, but at a much lesser cost. The cost of the 12 km Versova-Andheri-Ghatkopar Metro rail project is Rs 2,365 crore while that of 19 km mono rail between Jacob Circle and Chembur via Wadala is Rs 2,460 crore. ?The carrying capacity is higher in the Metro and the monorail is more like a feeder to the Metro and suburban trains. Monorail won?t work unless it is properly inter-connected with other modes of transport. For low commuter density and congested areas, the bus transit system could have been a good option,? said urban transportation expert Beena Balkrishnan. Agreed another public transport expert Ashok Datar: ?We should not consider only the per kilometre cost of the monorail or the Metro but the cost per kilometre per thousand passengers during peak and non-peak hours. If all benefits are considered, the Metro may give better results.? However, Mumbai Metropolitan Region Development Authority (MMRDA) officials pointed out that the monorail was being built through congested but low-commuter-density areas which would otherwise have been untouched by suburban rail, buses and the Metro rail too. The Metro, on the other hand, was being planned for high-commuter-potential routes where ample space is available for construction and hence it would be wrong to compare the two modes of transport. The MMRDA plans to build four mono routes ?one in Mumbai and others in Thane, Kalyan and Bhiwandi? and nine Metro routes. On Fri, Jan 29, 2010 at 7:38 PM, Eric Britton wrote: > The only good monorail, is an old monorail (maybe). Schwebebahn Wuppertal > since 1901-> > > > > Monorails? There is something almost touching about avarice and stupidity > when they get together and blatantly hang out there for all to see. > > > > I first looked at monorails for city transport of all kinds of types and > stripes back in 1970, and on a number of grounds they looked awful then and > they still do today. I have my own long list on this, but if you wish we > might have some fun starting a collaborative list under the title of > something very elegant such as "Why monorails suck". > > > > I am amazed that these discussions are still taking place and that there > are > cities and eventual sponsors that take them seriously. There is a monorail > mafia that shows up wherever at the drop of a hat to show their stuff, > often > offering generous credits and other forms of compensation to see that their > job gets done. I haven't made an effort to keep up. But I do remember some > recent salvoes in parts of India, also Bogota, S?o Paulo, Curitiba, and a > certain number of US cities that just don't know when to let a bad idea go. > (Check out the historical stuff on this in the Wikipedia. Pretty good.) > > > > What I don't understand is why they are not simply laughed at and set aside > for more serous things. > > > > But then again, perhaps there is something that I fail to understand. > > > > Educate me. > > > > Eric Britton > > > > PS. Here's a nice exercise for you if you wish to dig a bit. Go to the New > Mobility Partnerships at www.newmobility.org and on the top menu click > Knoogle (yes, it's an ugly word) and once there pop in "monorail". This > will > then take you on a lightning survey of more than eight hundred sources, > projects and pogroms looking at sustainable and at times unsustainable > transport in countries around the world. Interesting. > > > > > > > > Read World Streets Today at > http://www.worldstreets.org/ > > New Mobility Partnerships ? > http://www.newmobility.org > > 8/10 rue Joseph Bara, 75006 Paris, France, Europe > > +331 7550 3788 eric.britton(at)newmobility.org Skype: newmobility > > > > On Behalf Of Walter Hook > Sent: Friday, 29 January, 2010 00:43 > To: bruun@seas.upenn.edu > Cc: Eric Britton; TheNotSoSustainableTransportLibrary@yahoogroups.com; > Sustran-discuss@list.jca.apc.org > Subject: Re: Mumbai monorail project looks to reduce CO2 emissions ??? > > > > eric, > > we are developing these parameters for BRT also, and there is also a give > back on co2 from construction, though usually its smaller, and if you need > to build the elevated BRT (like they are doing in Ahmadabad in places) > there > is a lot of concrete there also. its not a BRT/mrt thing. i am trying to > integrate the evaluation criteria to look at mrt and brt and other options > using similar methods. i am in Guangzhou for the opening of the BRT here > and one very nice feature is its integration with the metro system, maybe > the first time we get nice full integration. the BRT is not on a corridor > with mrt in the long term plan, so its additional and not competitive. > > On Thu, Jan 28, 2010 at 6:24 PM, wrote: > > > > Walter raises an important issue. There is indeed a payback time. But it > isn't necessarily 20 years for systems that have frequent service and carry > large numbers > of people all day. And even when it is 20 years, keep in mind that metros > and railways > are around for a century or more. The tunnel for the first line in London. > the Metropolitan > Railway, was opened in 1863 and is still in service today. That is true > sustainability. > > If the point is that BRT avoids this problem, we have been over this > before. > Points to consider: > > 1) Sometimes a tunnel is the only way to get both decent capacity and high > performance to the places > that need it. Once a tunnel is needed anyway, the case for rail > strengthens. > > 2) I heard the presentation at WRI about Ahmedabad two weeks ago where the > speaker said "build BRT,study Metro" which got laughs from the audience. I > point out that just the opposite also happens. "Build Metro, study BRT" was > the case in Delhi. This difference in incubation time must be taken into > consideration when evaluating the carbon reduction. How much extra would > have been emitted waiting for the go-ahead for the first BRT line? > > 3) What are the real options on the table? If the choice is between > building > a Metro and building a highway, I will take the Metro. If the choice is > between BRT and Metro, then it needs to be studied closer. I don't > automatically pick either one. > > Eric Bruun > > > > Quoting Walter Hook : > > sudhir from CAI Asia just ran some numbers for metro projects and CO2. If > you include all the construction related CO2, they come out negative for a > large number of years, and to get positive co2 impact you need to push the > project time line out something like 20 years or more. i imagine monorails > would not be quite as concrete intensive but may be close. Interesting to > note the mention of Lanzhou. > > w > > On Thu, Jan 28, 2010 at 6:20 AM, Eric Britton > wrote: > > Mumbai monorail project looks to reduce CO2 emissions > > By Lisa Sibley > Published 2010-01-27 09:22 > Kuala Lumpur, Malaysia-based Scomi Group, a global service provider mainly > in the oil and gas industry, said today its trial run of India's first > monorail car for a project in Mumbai has been a success. > The Malaysia-listed company also specializes in urban transit systems, with > an emphasis on India, China, the Gulf states, and Brazil. The trial run > occurred yesterday, also a national holiday, the Republic Day of India. > The monorail is expected to prevent 200 tons of carbon dioxide emissions > daily. The proposed structure is also considered environmentally friendly > because it won't obstruct sunlight or trap excessive emissions. In > addition, > it's expected to be quieter than other modes of transportation. > Scomi India's Country President Suhaimi Yaacob said in a news release the > project's focus is on sustainable mobility, reduced urban congestion, > improved reliability, and comfortable travel. > Other cities looking to reduce mass transport emissions include China's > Lanzhou, which is working on a comprehensive urban development plan linking > a new city center with a rapid bus transport system, expected to result in > a > cleaner, more economical mass transportation system (see China's Lanzhou > makes plans to reduce mass transport emissions > [1]). > Scomi's engineering division and partner Larsen & Toubro, India's largest > engineering and construction conglomerate, secured $545 million for the > Mumbai Monorail Project in November 2008, and are expected to complete the > project by 2011. > Scomi is tasked with delivering 60 cars, making up 15 sets of four-car > trains. Each four-coach monorail is expected to be able to accommodate > about > 600 passengers, carrying a total of nearly 300,000 daily commuters. > The monorail project is expected to have a 20-kilometer (12.4 mile) > proposed > route between Jacob Circle and Chembur, a suburban neighborhood in eastern > Mumbai, with one central depot and about 18 user-friendly stations. Chembur > is located about 22 kilometers from downtown Mumbai and considered a > transit > point for travelers to Pune. > > > > > > > > > > > > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > -------------------------------------------------------- > If you get sustran-discuss 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. > > ================================================================ > 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 schipper at wri.org Sun Jan 31 04:15:09 2010 From: schipper at wri.org (Lee Schipper) Date: Sat, 30 Jan 2010 14:15:09 -0500 Subject: [sustran] monorails and other low capacity systems Message-ID: <46E2E1971BCEC1459149FBB1A4B4342C07044567@wricsex029330.WRI.CRM.Local> Let me weigh in on Eric Britton's side here. There are all kinds of high-flying ideas, called Pods or personal taxis or rail taxis or personal rapid transit or what-you-have. They are all interesting, but as Eric says their scale is tiny compared to the access needs of two billion people in cities around the world. I remember taking the Monorail from the Disneyland Hotel into Disneyland in S. California in the 1950s. I rode the Schwebebahn in Wuppertal in 1999 and recently rode the experimental, low-speed Maglev in Nagoya near the site of Expo 2005. There are serious studies underway in Sweden and elsewhere because these things have some merit. But so far that's as far as it goes. They are fine for those who want to build them and don't care who rides them, particularly if they are built to shuttle small numbers of people around fairgrounds, parking lots, etc. But please let's not waste even precious OPM (Other peoples' money, i.e., bilateral or multilateral assistance funds) or our own funds when a huge need for access for ordinary folks goes unmet. For Asian and Latin America cities, we are looking at corridors requiring over 1 million trips per day and cities with 20-30 million trips/day at the beginning of development, i.e., less than 2 trips/day/person. How will Shanghai provide 50 million trips/day in 2020? I don't see any evidence that these small systems can provide much relief except where an aerial tramway or other small system has to climb a hill for a few hundred people/hour. The "nostalgic, semi-underground cog-railway in Istanbul is a good example here. But we have to focus what limited funds we have on moving the masses cleanly, smoothly, reliably, equitably, and above all rapidly. Lee From dalmaluf at yahoo.com Sun Jan 31 05:48:42 2010 From: dalmaluf at yahoo.com (Dal Maluf) Date: Sat, 30 Jan 2010 12:48:42 -0800 (PST) Subject: [sustran] Re: monorails and other low capacity systems Message-ID: <512628.28024.qm@web55703.mail.re3.yahoo.com> Hello all, Let me share my point of view coming from a developing city (Sao Paulo/Brazil) which saw?some projects?like the?Mumbai Monorail trying to break ground here, and now is much happier to see that they won?t happen that easily...?? For the carbon footprint discussion, if?we add the total construction cost, which, by the way, should be at least 3 times what the Malaysian company Scomi is saying it would cost, plus operational subsidies, life cost analyze of the concrete, trains and energy consumption, which in India should be pretty bad (energy comes majority from coal, isn?t it?), after all of that, their ?Co2 reductions? would probably not look that good at all. Even if they did construct it very cheap, private cars users will only increase! We are in the developing world with huge population increase, economic grow and revenues going up??Come on? But the most important thing, in my opinion, is that the MUMBAI monorail will likely not going to happen at all! If you have patience to read this long email, I?ll try to show you how their numbers for the Mumbai monorail are unreal, and, as I explain briefly Scomi background (as well as JICA?s monorail proposal) in Brazil I?ll try to show my point of view that this monorail will not be constructed as soon as the prices goes up and private financing disappears... ?They might do the first 3 or 4 kms and win whatever election India might have this year, but after that, no way they will finish it? Why? Well. First of all, Scomi and JICA both uses pretty rough numbers to make politicians believe that monorail are good for them, but when the final costs are more than double, triple, and, even worst, when the City realize the amount of operational subsidies it would have to pay, they just give up on the project. It happened in almost all projects here in Brazil? Scomi?did many presentations in Brazil to foster monorails for the World Cup, using the magical number (17 or 37 mi/km ? which was the cost of the Kuala Lumpur monorail in 1997) sometimes in REAIS, sometimes in US Dollars, but the reality is that after 1 year of studies, most of their projects were already abandoned as the prices have just skyrocket? Lula (Brazilian President) has just announced that BRT are going to be built in 9 of the 12 World Cup cities, so most of Scomi work to send people to Japan, Malaysia and India, to pay for campaigns and projects, will be lost? The only two projects still?alive are: one in Manaus/ Amazon Jungle (by Scomi) which should be abandoned?soon? believe me?? and one extra monorail for Sao Paulo (by Jica), which I?ll?talk about it?better later, as I?m positive that it won?t happen either, although there are many other issues involved, which are not technical at all. Monorails to connect airport or leisure parks are different?in my opinion,?you don?t need high capacity and you can charge them 5, 10 dollars per way... But for urban transportation... come on?? BACKGROUND INFORMATION These Malaysian companies have a very ?controversial? background in fostering and working with monorails around the World, if we look at real?numbers and deliverables.?Well, let?s start with the Kuala Lumpur project, after JICA decide they wouldn?t finance the monorail project with Hitachi, so?some Malaysian companies were born there to do that project. Kuala Lumpur (one of only 3 monorail really construction in these last decades) got bankrupted and the State had to pay for their debt.? If you want to learn more on that, please take a look? http://www.itdp.org/index.php/news_events/news_detail/special_report_monorails_back_to_the_future/ After that, they got some ?contracts? with?cities for the World Cup in South Africa, but their projects never went through, after the real costs and operational difficulties became clearer. Therefore, South Africa did BRTs instead and Rea Vaya is there to prove how BRTS can deliver a much better economical solution for our developing world cities. Now we come Brazil, oh yeah? my beautiful and lovely Brazil? We had JICA here! The Japanese cooperation agency came to Sao Paulo to help Hitachi exports some monorails. Sao Paulo is the paradise for large constructions: we have BRTs, highways, bridges, subways, everything under construction?. It?s an election year in Brazil, therefore, many projects are only launched and paid for the engineering project, although we all known they won?t be done (because there is no budget separated for the construction). Anyway, because SP has been achieving 15% increase in its budget per year these last years, they thought money wouldn?t be a problem. Therefore, the Japanese found a good opportunity to foster their beautiful monorail here. Nobody wanted it here, they were all talking about BRTs and light train to replace the subway projects, as their construction costs went really high this last decade for underground subway, but the Japanese gave?us monorail project for free, sent everybody travelling?to Japan, Scomi came in too, ?help them? consider the monorail again... you known? well, therefore, the Japanese guys start studying it and it would cost "only" US$ 37mi/km. But then it became US$ 70mi/km, now they are saying US$ 100 mi/km?or US$ 120 mi/km, which would be very close to our subway cost, which?vary?around US$ 170 ? US$ 250mi/km. But besides the billions for the construction costs, they still need more?3 billion of private money to pay for the monorail! Come on...?Just impossible? They estimate 100% transfer mode from the buses to the monorail, and, in 2012, it would increase 50% the ridership!!! Come on? AFD (France Cooperation Agency) also gave a free project to foster Light Train in Brasilia, but as the Mayor was caught in corruption receiving money (he was filmed and it was all over television) the project is holding on in justice and it will likely not happen. It?s illegal to have the same company doing (fostering) the basic project, and also doing the construction, so Alston (French) couldn?t have won the tender as they did. Now the federal justice has stopped their project and the same thing will happened in SP. there was no basic project?to do a monorail in the extension of a BRT under construction. I don?t think they are not going to construct it in Sao Paulo anyway, believe me? It was going to cost 1.5 billion for everything, now, it would cost 2 billion for the construction plus 3 billion in private financing to buy the monorail? and how would the Japanese banks find someone to take that loan? There?are no crazy guys enough to invest in this monorail... Oh no!! The only large scale PPP ever done in Brazil was less than 500 million... Now 3 billion? Impossible... The reality is that they will only open the tender, pay 50 million for the company to do the basic engineering?studies?at an elections year, then after the costs have been elevated they would just forget about it? You known, campaign, projects? financing? campaign, forget the projects! Normal politics for Brazil, and after that, they will continue to construct BRT, as they have normally done.?SP has already 130 kms of ?open BRTs?, with a lot of challenges to be done, but, since the basic network creation and integration? done in 2004, it went from ?5 million trips (2004) to 10 million trips/per day (2009) and many more BRTs still on planning... It?s just a political/ election games... It looks good for the mayor to say they will do monorails all over the City... Ah, and the Mayor?s brother is the Director of the Metro, so the metro would construct the monorail and help the City to finance it? What about the other monorails done around the World? Did they work? The most recent?elevated monorail done was the JICA/Hitachi proposal in DUBAI. As DUBAI didn?t have any financial problems, JICA was doing well to deliver.? ArabeBussiness.com, said the elevated metro would cost US$ 3.38 billion (AED 13 bi) and then it became US$ 7.6 billion (AED 28 bi). The monorail inside the Palm Jumeirah, 5.4 kms, was tender by US$ 381 million, became US$ 550 mi, but really cost US$ 1,1 billion. Source (1): Arabebussiness.com - Our city, our Metro - 19 September 2009 http://www.arabianbusiness.com/568075-our-city-our-metro Source (2): Arabebussiness.com - Quiet please for region?s first monorail - 07 April 2007 http://www.arabianbusiness.com/property/article/10716-quiet-please-for-regions-first-monorail Source (3):? Klalleej Times online - Nice and Easy, but Fares Not So Fair - 7 May 2009. http://www.khaleejtimes.com/DisplayArticle.asp?xfile=data/theuae/2009/May/theuae_May169.xml§ion=theuae&col= ? Now, Dubai is having hard time to pay the operational subsides and pay back the loan to the Japanese banks, therefore, it won?t be easy to find financing for a large scale monorail for Mumbai? Google: Mitsubishi Construction, Mitzuo Bank, Hitachi and Sumitomo Mitsui Financial Group and Dubai World, monorail and you will see what I?m talking?about ? A good part of the Dubai default is related to the monorail/ elevated metro projects... Seattle had the same monorail proposal. Their green line monorail went from 1.3 billion to 2 billion, plus more 7 billion in financing, therefore, US$ 9 billion of total cost,?therefore, of course, it?was cancelled by a public referendum with 65%...??http://seattletimes.nwsource.com/html/localnews/2002612604_monorail09m.html I visit Seattle in January to see their small monorail done in 1962 for the World fair earlier in January 2010 because Scomi and Jica said it was a very sucessfull example, so I went there and it was broken due to mechanical repairs? look like a joke, but, it?s not... Seattle has?a tunnel downtown used exclusively to public transportation? Their most important road downtown, the 3th, is closed for cars on peak hours, and ALL buses are free downtown in the peak hours? This was the result of the monorail project there? Bus improvements!!! Awesome! And BRTS are all over the West cost? Las Vegas monorail was the same (more than US$ 100 mi/km then they abandoned the rest of the project). None of the other projects which JICA, HITACHI or SCOMI tried around ever really happened. Not even in Tokyo and Osaka they did finish the first projects as they had planned? So, if in Japan with the technology, capital and elevated roads everywhere, they didn?t do it, why Mumbai project would actually happen? It?s very easy to open a tender, sign a contract, ask the private initiative to come and deliver?a huge mobility?project, turn key, but it normally doesn?t happen that easily? someone has to pay, there is no free lunch! And in India, if I recall well, the bus fares are so low.... How would they pay for those huge subsidies? My friends, I really want to continue these discussions, but you are all already tired (and bored) with such a long email, and I also have to leave anyway. But I would like to finish my thoughts on that topic and discuss it even further one day? If you are interested in this issue, please take a look at a small report I did to the Secretary of Transport and the Mayor of Sao Paulo about the reality of the monorail. Now, I?m sending it to the mayor (and the press) in Manaus? Let?s see how far the project will go there... If you can?t read Portuguese or Spanish, just take a look at the pictures and data, and you will get the message? I also did some estimates of the amount of subsidies that Manaus and Sao Paulo would have to pay if the monorail was done, and the results are incredible!!!?? I?did a small comparisson with what they could do with the R$ 4.5 billion for the monorail in Sao Paulo,?if it was BRTS, sidewalks, bicycle? and the numbers are good. Conclusion: Could Mumbai pay for the real price of construction and operation? Brazilian cities couldn?t... Adalberto --- On Sat, 1/30/10, Lee Schipper wrote: From: Lee Schipper Subject: [sustran] monorails and other low capacity systems To: sustran-discuss@list.jca.apc.org Date: Saturday, January 30, 2010, 11:15 AM Let me weigh in on Eric Britton's side here. There are all kinds of high-flying ideas, called Pods or personal taxis or rail taxis or personal rapid transit or what-you-have. They are all interesting, but as Eric says their scale is tiny compared to the access needs of two billion people in cities around the world.? I remember taking the Monorail from the Disneyland Hotel into Disneyland in S. California in the 1950s.? I rode the Schwebebahn in Wuppertal in 1999 and recently rode the experimental, low-speed Maglev in Nagoya near the site of Expo 2005. There are serious studies underway in Sweden and elsewhere because these things have some merit. But so far that's as far as it goes. They are fine for those who want to build them and don't care who rides them, particularly if they are built to shuttle small numbers of people around fairgrounds, parking lots, etc.? But please let's not waste even precious OPM (Other peoples' money, i.e., bilateral or multilateral assistance? funds) or our own funds when a huge need for access for ordinary folks goes unmet.? For Asian and Latin America cities, we are looking at corridors requiring over 1 million trips per day and cities with 20-30 million trips/day at the beginning of development, i.e., less than 2 trips/day/person.? How will Shanghai provide 50 million trips/day in 2020? I don't see any evidence that these small systems can provide much relief except where an aerial tramway or other small system has to climb a hill for a few hundred people/hour.? The "nostalgic, semi-underground cog-railway? in Istanbul is a? good example here.. But we have to focus what limited funds we have on moving the masses cleanly, smoothly, reliably, equitably, and above all rapidly. Lee -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss -------------------------------------------------------- If you get sustran-discuss 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. ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). -------------- next part -------------- A non-text attachment was scrubbed... Name: 101209 Realidade dos monotrilhos.pdf Type: application/pdf Size: 2528686 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20100130/a11e333b/101209Realidadedosmonotrilhos-0001.pdf From eric.britton at ecoplan.org Sun Jan 31 18:03:39 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Sun, 31 Jan 2010 10:03:39 +0100 Subject: [sustran] The only good monorail, is an old monorail (maybe). Message-ID: <00eb01caa254$4a134590$de39d0b0$@britton@ecoplan.org> On Behalf Of Kerry Wood Sent: Saturday, 30 January, 2010 23:50 Dear Eric Monorails, hmm... maybe I should start with the advantages. -- A very small land footprint without the cost of tunneling. -- The capacity of rail or light rail. -- A sexy look. Surely with all these advantages there is a fortune to be made? I suggest that the big disadvantages are -- Passengers are stuck up in the air when they want to be at street level (especially in an emergency). In principle this is no different from a metro. -- Noise and visual. In principle these can be at least mitigated (even by going underground in an extreme case), and at worst a monorail is much better than a road flyover. Bridge designs and noise suppression have improved since the Schwebebahn. Again, this is not so different from a metro. -- Getting trains from one track to another. You say that space is a problem if monorails need switches (I like the 'if') but there are three related problems. -- Switches are expensive as well as space-hungry. -- High-speed switches are impractically expensive. High-speed monorails manage about 70 km/h through switches (very slow for a high-speed train), by jacking a length of straight track into a curve. The displaced end must move by the width of a train plus a bit of clearance, or say 3-4 metres, so the jacked section has to be very long. -- Switches are minimised because of cost, and too few switches lead to an inflexible system. Operators struggle with any breakdown because there are few options for getting a train out of the way. Delays are easier: there is nothing you can do except make good use of any slack in the timetable. In contrast, a late-running bus can end its run before an outer terminus, transferring passengers to the bus that is now just behind. Then it can, hopefully, start its shortened inward trip on time. Light rail can do the same trick if the right loops or sidings are provided. Better still, either system can be scheduled to terminate some services before the end of the route. Heavy rail is not that flexible but can use switches to put a train on to another track, another platform, a loop or a siding. A long monorail has excellent carrying capacity -- just like a railway train -- but takes a long time to run through low-speed switches. For example, if the speed limit through a switch was 10 km/h, a 200 metre train would take 80 seconds to go through a switch 20 metres long. More complex layouts would take longer. When the train was clear, a departing train might face a further wait while the switch was reset; a matter of two or three seconds for rail but longer or much longer for monorail. I have pulled these numbers out of thin air, but they are enough to suggest that there are problems with scaling up monorail beyond a 'demonstration project'. Designing a terminus for a departure every two minutes might be a technical challenge, especially for multiple routes. Success might be a funding challenge and failure would be a commercial challenge. Monorail systems never seem to have two or more routes running on one track, as is common for rail systems. In principle passengers can interchange between routes but in practice I don't think this is done -- does anybody know of a city having two monorail routes? If it is not done, might the reason be that the city authorities got wise before the second line was built? Kerry Wood On 31/01/2010, at 6:07 AM, Eric Britton wrote: Dear Ashok and others, Thanks for sharing that Times of India article. Glad to see that someone is pointing out one or two of the downsides of this inappropriate project. But I am somewhat disappointed that no one on our Sustran list thus far seems to want to step forward and help us enumerate all the reasons why monorails are such a brain dead concept. Someone tell me that I am wrong, but among the many flagrant disadvantages/absurdities of the monorail concept for cities, include: 1. They cost far too much money given the level of service they provide 2. They don't (really) go anywhere (i.e., where they are needed in a many-to-many world) 3. Good transportation is supposed to be as close to seamless as we can make it - and they are anything but, cut off from the rest as they are by definition 4. Limited capacity (per buck spent) 5. They are a visual intrusion (scar) on the city scape 6. The ignore, they actually degrade the street in many ways - which is the very heart of the city 7. They are, to a pylon, to a track, to a car, to a station, ugly as sin (my old grandmother's expression). 8. If they need switches, the space requirement becomes complicated. 9. Emergencies are very messy. 10. They don't do the basic job that is needed. 11. They saddle the city with debt. 12. To be "cost effective" (ho ho), they cannot provide affordable service for the majority 13. They are not sustainable by any measure 14. They are often the project of industrial-financial-political interest alliances and even, if one digs deep, corruption. (As so often is the case with big ticket transport and other public investments.) By the way, did anyone note that almost to the day as Mumbai joyously welcomed their first test car the Las Vegas Monorail Co has filed for bankruptcy? Just thought I would mention it. In summary: They are so awful, so thoroughly dysfunctional that I even have difficulty in anyone trying to justify them (or not) in terms of anything like "relative CO2 efficiency". This I see as a splendid project for a MA of PhD student sharpening their tools, but when it comes to the politics of transportation they defy common sense. So out they go. (I invite comment and corrections as always). Eric Britton PS. Ask me what's better, what gives more sustainable transport bang per buck than a monorail? From eric.britton at ecoplan.org Sun Jan 31 21:37:24 2010 From: eric.britton at ecoplan.org (Eric Britton) Date: Sun, 31 Jan 2010 13:37:24 +0100 Subject: [sustran] Sustainable transport survey identifies five types of travellers Message-ID: <019001caa272$2739a0a0$75ace1e0$@britton@ecoplan.org> Sustainable transport survey identifies five types of travellers A new study from Germany of attitudes towards transport and mobility has identified five groups of travellers. The groups differ significantly in their choice of transport, distance travelled and the impact their transport choices have on the environment in terms of greenhouse gas (GHG) emissions. --> The full text of this article appears in today's World Streets at http://WorldStreets.org/ --> Discussions on New Mobility Forum at www.newmobility.org (Post to NewMobilityCafe@yahoogroups.com) Read World Streets Today at http://www.worldstreets.org/ New Mobility Partnerships - http://www.newmobility.org 8/10 rue Joseph Bara, 75006 Paris, France, Europe +331 4326 1323 eric.britton(at)newmobility.org Skype: newmobility