From cornie.huizenga at slocatpartnership.org Thu Jun 2 17:29:56 2011 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Thu, 2 Jun 2011 16:29:56 +0800 Subject: [sustran] ADB is looking for Transport Specialist in support of GEF program. Message-ID: Dear All, To complement their existing GEF support team, ADB is seeking a staff consultant to provide strategic support to RSDD and OD staff in preparing sustainable transport projects for submission to GEF for cofinancing, with a focus on: low-carbon transport and urban systems. The main objective of the consultancy is to provide assistance in the preparation of projects eligible for GEF cofinancing ?provided at ADB Headquarters and in DMCs?for submission to the GEF Secretariat at various stages in the project cycle and in response to ADB and GEF priorities and formats. For additional details see: http://csrn.adb.org/csrn/publicNoticeList.htm?projectNo=43911&projectSeqNo=01&projectTypeCd=6&listingNo=S1R1&deadline=10-JUN-2011&pageSource=MainPage Cornie -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From lwright at vivacities.org Sat Jun 4 04:48:38 2011 From: lwright at vivacities.org (Lloyd Wright) Date: Fri, 3 Jun 2011 21:48:38 +0200 Subject: [sustran] Bicycles and literacy in India Message-ID: <000b01cc2227$3f1288f0$bd379ad0$@vivacities.org> http://www.grist.org/list/2011-06-02-how-bicycles-are-solving-illiteracy-and -empowering-women-in-indi How bicycles are fighting illiteracy and empowering women in India by Jess Zimmerman 2 Jun 2011 9:23 AM The Indian state of Bihar has only a 33 percent literacy rate for women -- the lowest in the country. But the state government, headed by Chief Minister Nitish Kumar, is turning education for girls around -- with bicycles. In 2007 Kumar instituted a plan to give schoolgirls money to buy bicycles once they successfully complete Class 8 (eighth grade). With girls now able to easily get themselves to school, Bihar swelled its Class 9 enrollment by 170,000 in the program's first year. The state gave out 871,000 bikes in its first three years, and dropouts among girls have dropped from 2.5 million to 1 million per year. The program has been so successful that other states in India are launching similar initiatives, and Bihar is expanding the program to include boys too. Viva Changing the world.one street at a time. Lloyd Wright Executive Director 6 Solan Road Gardens Cape Town 8001 South Africa Tel. +27 21 465 3942 Cel. +27 76 735 3942 Email Lwright@vivacities.org Web www.vivacities.org From datar.ashok at gmail.com Sat Jun 4 13:24:32 2011 From: datar.ashok at gmail.com (ashok datar) Date: Sat, 4 Jun 2011 09:54:32 +0530 Subject: [sustran] Re: Bicycles and literacy in India In-Reply-To: <000b01cc2227$3f1288f0$bd379ad0$@vivacities.org> References: <000b01cc2227$3f1288f0$bd379ad0$@vivacities.org> Message-ID: yes . focussing on providing bikes to girls is a high yield investment in empowerment of women and sustainable mobility for people and countries. it is great and worth continuously tracking, improving and replicating ashok datar On Sat, Jun 4, 2011 at 1:18 AM, Lloyd Wright wrote: > > http://www.grist.org/list/2011-06-02-how-bicycles-are-solving-illiteracy-and > -empowering-women-in-indi > > > How bicycles are fighting illiteracy and empowering women in India > > > by Jess Zimmerman > > 2 Jun 2011 9:23 AM > > The Indian state of Bihar has only a 33 percent literacy rate for women -- > the lowest in the country. But the state government, headed by Chief > Minister Nitish Kumar, is turning education for girls around -- with > bicycles. In 2007 Kumar instituted a plan > < > http://alttransport.com/2011/06/india-empowers-students-with-free-bicycles/ > > to give schoolgirls money to buy bicycles once they successfully > complete > Class 8 (eighth grade). With girls now able to easily get themselves to > school, Bihar swelled its Class 9 enrollment by 170,000 in the program's > first year. > > The state gave out 871,000 bikes in its first three years, and dropouts > among girls have dropped from 2.5 million to 1 million per year. The > program > has been so successful that other states in India are launching similar > initiatives, and Bihar is expanding the program to include boys too. > > Viva > > Changing the world.one street at a time. > > > > Lloyd Wright > > Executive Director > > 6 Solan Road > > Gardens > > Cape Town 8001 > > South Africa > > Tel. +27 21 465 3942 > > Cel. +27 76 735 3942 > > Email Lwright@vivacities.org > > Web www.vivacities.org > > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > -- Ashok R.Datar Mumbai Environmental Social Network 20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016 98676 65107/0222 444 9212 see our website : www.mesn.org * I hear, then I forget. I see, then I remember. I do, then I understand.* From eric.britton at ecoplan.org Sun Jun 5 18:15:19 2011 From: eric.britton at ecoplan.org (eric britton) Date: Sun, 5 Jun 2011 11:15:19 +0200 Subject: [sustran] Seminars on Sustainable Development, Business & Society Message-ID: <007e01cc2361$1c49a4d0$54dcee70$@britton@ecoplan.org> ______________________________________________________________ A Sustainable World Make it yours Paris. Sunday, 05 June, 2011 Why I am launching this week a series of seminars and programs on the topic of Sustainable Development, Business & Society: Let me put it this way: one of the principal reasons, I observe, that we are not making the needed large scale progress with sustainable transport, in cities and beyond, is because most of us who are involved and trying to advance the agenda and the actuality of the sector do not have a sufficiently deep understanding of the fundamentals of sustainable development. And with that the necessary complex interactions with business and society that we really need to master if we are to shape policy and practice in the sector. Hence this new program which is just getting underway ? Sustainable Development, Business & Society. I invite you to check it out at http://sustainabiltyseminar.wordpress.com/, and if it says anything to you at all to share your comments and suggestions with me. BTW, the first step in this process is the creation of an "invisible college" that will be an wide open, tuition-free e-classroom on our topic. With plenty of room for others to come in an refine and depend the curriculum as we move ahead. (That's another invitation) The first actual university seminar in this series is being held here in Paris at Institut Sup?rieur de Gestion for last term students of their MBA program. More on that too at http://sustain.ecoplan.org. I do not know of course what I can achieve with it, but at least I am giving it a run. Anybody out there want to pitch in? Eric Britton Eric Britton, Editor / Managing Director Sustainable Development, Business & Society | World Streets | New Mobility Partnerships 8, rue Jospeh Bara 75006 Paris France Tel. +331 7550 3788 | editor@ecoplan.org | Skype: newmobility P Avant d'imprimer, pensez ? l'environnement From edelman at greenidea.eu Tue Jun 7 10:59:39 2011 From: edelman at greenidea.eu (Todd Edelman) Date: Tue, 07 Jun 2011 03:59:39 +0200 Subject: [sustran] Bike vs Car on a Hot Planet Message-ID: <4DED860B.4060501@greenidea.eu> Bike vs Car on a Hot Planet http://ipsnews.net/news.asp?idnews=55943 By Stephen Leahy BERLIN, Jun 6, 2011 (IPS) - As global carbon emissions hit record-high levels last year, officials from leading Asian nations told the 2011 International Transport Forum in nearby Leipzig that their citizens want more cars. At the same meeting, some Europeans urged a 21st century renaissance in bicycle transport, with electric and electric-assist bikes for personal health and the health of the climate. "We in India need to provide more roads and rail," said B.K. Chaturvedi, a member of India's Planning Commission. "Cycling is a miniscule thing. That's not the future," Chaturvedi told the nearly 800 attendees. "The bike is better to get around in Beijing, but bicycle use is dropping fast due to poor air quality and the danger from car traffic," said Pan Haixiao, a professor at Tongji University in China. The number of cars and light trucks globally is projected to triple from the current 850 million to 2.5 billion by 2050, according to the International Transport Forum's (ITF) Transport Outlook 2011. That growth is projected to be almost entirely in the developing world. Richer countries are actually reducing the personal vehicle use in the last few years. The Organisation for Economic Cooperation and Development's ITF is an intergovernmental organisation for the transport sector involving 52 different nations. Transport is the second leading source of carbon dioxide emissions, contributing about 7.5 gigatonnes to the 30.6 gigatonnes (Gt) emitted in total in 2010. The International Energy Agency (IEA) reported last week that humanity cannot exceed annual emissions of 32.0 Gt or it will be impossible to achieve the internationally-agreed target of below two degrees C of global warming to avoid very dangerous levels of global warming. IEA acknowledges that 32.0 Gt could be reached by the end of this year. Even with significant improvements in fuel efficiency and wider use of electric vehicles, the ITF report projects that carbon emissions from the transport sector will likely grow 250 percent by 2050. That would amount to roughly 19 Gt annually from transport alone. Scientists warn that to have a 50-50 chance of staying below two degrees C, carbon emission growth must flatline by 2015 at the latest and start to decline by three percent per year. Carbon dioxide stays in the atmosphere for a long time - emissions from the 19th century are still contributing their small share to current and future warming. Scientists also caution that there are feedbacks in the climate system, such as the potential for large releases of carbon from melting permafrost, that have not been included in their estimations. Bicycles, and particularly electric-assist bikes, offer an important, practical solution for mobility and significant carbon emissions reductions, Manfred Neun, president of European Cyclists' Federation, told the conference. The advent of lithium batteries with improved capacity-to-weight ratios now means electric bikes or e-bikes are ideal for trips up to 15 km at speeds of 25 km/hour, Neun said. The Dutch Cyclists' Federation reported that if all car journeys up to 7.5 km would be replaced by cycling trips, carbon emissions would decrease by 2.4 million tonnes per year in the Netherlands. Even in Europe, with its very good public transit system, about half of all car trips are six km or shorter. To change this, the European Cyclists' Federation sponsored the "Charter of Seville" last March in Spain. Representatives from 47 countries called on all ministers of transport to recognise the benefits of cycling, to promote cycling at the international level, and to invest substantially in cycling in their own countries. Neun was critical of Germany's recent announcement to invest two billion euros to put one million electric cars on the road by 2020. Germany already has one million electric vehicles in the form of e- bikes but they do not receive anything like this support, he said. Lack of infrastructure such as separated bike lanes keeps bikes from wider use. To increase bike use, South Korea is planning bicycle highways - clear plexiglass tubes elevated above highways where commuters could easily ride 20 km into work protected from rain or wind, said Kee Yeon Hwang, president of the Korea Transport Institute. "Protected bikeways ought to be a right. It would increase the social status of bike riders," said Enrique Pe?alosa, a former mayor of Bogota, Colombia. Pe?alosa started Bogota's famous car-free Sundays where no cars were allowed in the entire city of eight million. "We have over 500 kilometres of bikeways - some 60 kilometres that are for bikes and pedestrians only," said Pe?alosa. However, there is enormous pressure from car owners and the construction industry to build more roads even though cars already use more space than all other modes of transport combined, he said. There is another reason most governments do not take bicycle transport more seriously. States are dependent on major revenue streams from taxes on fuels, pointed out Tim Leunig of the London School of Economics. "That is why governments are often eager to build new roads because that means more miles driven and more fuel tax revenue," Leunig said. To make the shift to other modes of transport, the tax system will have to change, he said. (END) -- Todd Edelman Green Idea Factory, a member of the OPENbike team Mobile: ++49(0)162 814 4081 edelman@greenidea.eu www.greenidea.eu todd@openbike.se www.openbike.se Skype: toddedelman http://twitter.com/toddedelman Urbanstr. 45 10967 Berlin Germany *** OPENbike - Share the Perfect Fit! From eric.britton at ecoplan.org Tue Jun 7 16:40:55 2011 From: eric.britton at ecoplan.org (eric britton) Date: Tue, 7 Jun 2011 09:40:55 +0200 Subject: [sustran] green car, car free, clean car Message-ID: <015f01cc24e6$3e564160$bb02c420$@britton@ecoplan.org> Google trends comes up with some interesting hints in comparing the terms green car, car free, clean car: http://www.google.com.hk/trends?q=green+car%2C+car+free%2C+clean+car &ctab=0&geo=all&date=2011&sort=0 And when we look at green car, carsharing, clean car we get this. http://www.google.com.hk/trends?q=green+car%2C+carsharing%2C+clean+car &ctab=0&geo=all&date=2011&sort=1 Hmm. From gsbravi026 at yahoo.co.in Tue Jun 7 19:49:45 2011 From: gsbravi026 at yahoo.co.in (ravi gadepalli) Date: Tue, 7 Jun 2011 16:19:45 +0530 (IST) Subject: [sustran] Re: Bicycles and literacy in India In-Reply-To: Message-ID: <976054.55962.qm@web137315.mail.in.yahoo.com> There was a similar initiative in Tamil Nadu a few years back. I dont have the exact statistics of the dropouts after that but I remember reading news articles on how these free bicycles were later sold to the same organisation which was responsible for distributing them. Presumably these are families whose household income is so low that they are willing to sell the bicycle for Rs. 1000-1500 at the cost of their child's future. While I agree with the idea of distributing bicycles as a method of empowering women/girls, I just want to bring to your notice that there are instances of politicians using this along with other freebies before elections. In such cases there are no proper guidelines to ensure that they are actually given to people who need them the most. Hence, such projects need to be properly monitored both for the intentions behind them and also to ensure that the people who are benefiting use them properly. Ravi Gadepalli, iTrans Pvt. Ltd., IIT Delhi, New Delhi. --- On Sat, 4/6/11, ashok datar wrote: From: ashok datar Subject: [sustran] Re: Bicycles and literacy in India To: "Lloyd Wright" Cc: "Sustran" Date: Saturday, 4 June, 2011, 9:54 AM yes . focussing on providing bikes to girls is a high yield investment in empowerment of women and sustainable mobility for people and countries. it is great and worth continuously tracking, improving and replicating ashok datar On Sat, Jun 4, 2011 at 1:18 AM, Lloyd Wright wrote: > > http://www.grist.org/list/2011-06-02-how-bicycles-are-solving-illiteracy-and > -empowering-women-in-indi > > > How bicycles are fighting illiteracy and empowering women in India > > > by Jess Zimmerman > > 2 Jun 2011 9:23 AM > > The Indian state of Bihar has only a 33 percent literacy rate for women -- > the lowest in the country. But the state government, headed by Chief > Minister Nitish Kumar, is turning education for girls around -- with > bicycles. In 2007 Kumar instituted a plan > < > http://alttransport.com/2011/06/india-empowers-students-with-free-bicycles/ > >? to give schoolgirls money to buy bicycles once they successfully > complete > Class 8 (eighth grade). With girls now able to easily get themselves to > school, Bihar swelled its Class 9 enrollment by 170,000 in the program's > first year. > > The state gave out 871,000 bikes in its first three years, and dropouts > among girls have dropped from 2.5 million to 1 million per year. The > program > has been so successful that other states in India are launching similar > initiatives, and Bihar is expanding the program to include boys too. > > Viva > > Changing the world.one street at a time. > > > > Lloyd Wright > > Executive Director > > 6 Solan Road > > Gardens > > Cape Town 8001 > > South Africa > > Tel. +27 21 465 3942 > > Cel. +27 76 735 3942 > > Email Lwright@vivacities.org > > Web www.vivacities.org > > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). > -- Ashok R.Datar Mumbai Environmental Social Network 20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016 98676 65107/0222 444 9212 see our website : www.mesn.org * I hear, then I forget.? I see, then I remember. I do, then I understand.* -------------------------------------------------------- To search the archives of sustran-discuss visit http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss ================================================================ 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 sunny.enie at gmail.com Tue Jun 7 20:06:56 2011 From: sunny.enie at gmail.com (Sunny Kodukula) Date: Tue, 7 Jun 2011 16:36:56 +0530 Subject: [sustran] Re: Bicycles and literacy in India In-Reply-To: <976054.55962.qm@web137315.mail.in.yahoo.com> References: <976054.55962.qm@web137315.mail.in.yahoo.com> Message-ID: <4913681A-8B81-4A9F-B982-09B3C9699A82@gmail.com> Totally agree with Ravi here. In developing cities, i think, the approach has to be, creating an environment where people "want" a bicycle and then on the long run they will "need" it. Right now the focus is more on the car. cheers sunny On 07-Jun-2011, at 4:19 PM, ravi gadepalli wrote: > > There was a similar initiative in Tamil Nadu a few years back. I dont have the exact statistics of the dropouts after that but I remember reading news articles on how these free bicycles were later sold to the same organisation which was responsible for distributing them. Presumably these are families whose household income is so low that they are willing to sell the bicycle for Rs. 1000-1500 at the cost of their child's future. > > While I agree with the idea of distributing bicycles as a method of empowering women/girls, I just want to bring to your notice that there are instances of politicians using this along with other freebies before elections. In such cases there are no proper guidelines to ensure that they are actually given to people who need them the most. > > Hence, such projects need to be properly monitored both for the intentions behind them and also to ensure that the people who are benefiting use them properly. > > Ravi Gadepalli, > iTrans Pvt. Ltd., > IIT Delhi, New Delhi. > > --- On Sat, 4/6/11, ashok datar wrote: > > From: ashok datar > Subject: [sustran] Re: Bicycles and literacy in India > To: "Lloyd Wright" > Cc: "Sustran" > Date: Saturday, 4 June, 2011, 9:54 AM > > yes . focussing on providing bikes to girls is a high yield investment in > empowerment of women and sustainable mobility for people and countries. > it is great and worth continuously tracking, improving and replicating > ashok datar > > On Sat, Jun 4, 2011 at 1:18 AM, Lloyd Wright wrote: > >> >> http://www.grist.org/list/2011-06-02-how-bicycles-are-solving-illiteracy-and >> -empowering-women-in-indi >> >> >> How bicycles are fighting illiteracy and empowering women in India >> >> >> by Jess Zimmerman >> >> 2 Jun 2011 9:23 AM >> >> The Indian state of Bihar has only a 33 percent literacy rate for women -- >> the lowest in the country. But the state government, headed by Chief >> Minister Nitish Kumar, is turning education for girls around -- with >> bicycles. In 2007 Kumar instituted a plan >> < >> http://alttransport.com/2011/06/india-empowers-students-with-free-bicycles/ >>> to give schoolgirls money to buy bicycles once they successfully >> complete >> Class 8 (eighth grade). With girls now able to easily get themselves to >> school, Bihar swelled its Class 9 enrollment by 170,000 in the program's >> first year. >> >> The state gave out 871,000 bikes in its first three years, and dropouts >> among girls have dropped from 2.5 million to 1 million per year. The >> program >> has been so successful that other states in India are launching similar >> initiatives, and Bihar is expanding the program to include boys too. >> >> Viva >> >> Changing the world.one street at a time. >> >> >> >> Lloyd Wright >> >> Executive Director >> >> 6 Solan Road >> >> Gardens >> >> Cape Town 8001 >> >> South Africa >> >> Tel. +27 21 465 3942 >> >> Cel. +27 76 735 3942 >> >> Email Lwright@vivacities.org >> >> Web www.vivacities.org >> >> >> >> -------------------------------------------------------- >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> ================================================================ >> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >> equitable and sustainable transport with a focus on developing countries >> (the 'Global South'). >> > > > > -- > Ashok R.Datar > Mumbai Environmental Social Network > 20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016 > 98676 65107/0222 444 9212 see our website : www.mesn.org > > * I hear, then I forget. I see, then I remember. I do, then I understand.* > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 > > ================================================================ > 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 Tue Jun 7 20:51:33 2011 From: carlosfpardo at gmail.com (Pardo) Date: Tue, 7 Jun 2011 06:51:33 -0500 Subject: [sustran] Re: Bicycles and literacy in India In-Reply-To: <4913681A-8B81-4A9F-B982-09B3C9699A82@gmail.com> References: <976054.55962.qm@web137315.mail.in.yahoo.com> <4913681A-8B81-4A9F-B982-09B3C9699A82@gmail.com> Message-ID: <2E17D0F0-7718-4CD7-9D59-6551FF8B183C@gmail.com> Right, but wait: in Bogota, the local govt once replaced windows of houses near the airport for soundproof ones. The week after, every family had sold them. Does that mean they weren't annoyed by the horrible noise of turbines? I think it's a broader economic and education problem when someone exchanges something for money (neglecting use value totally). Ok, the govt should have gotten them houses away from the airstrip... But i do agree that bicycles may sometimes have a political weight: two weeks ago I was asked by a mayoral candidate of a small city in Colombia if I could help him get one thousand 50-dollrs bikes that he wanted to give away as his first action as mayor - if he was elected. I reminded him of Mao's China, Fidel's Cuba and Peron's attempt at associating bicycles to political values and how it is now backfiring - not sure if there is any research on this. But the girls' project seems to be nice, and if properly monitored and away from politics it should yield good results anywhere if conditions for cycling are ok. It's similar to public bike systems: plan them properly, find suitable financing, develop a solid operational and maintenance system and don't pay attention to the mayor's political timeline and you should be ok. Pardo Typed on keyboard projected onto a glass surface. Please excuse typos. On 7/06/2011, at 6:06, Sunny Kodukula wrote: > Totally agree with Ravi here. > > In developing cities, i think, the approach has to be, creating an environment where people "want" a bicycle and then on the long run they will "need" it. Right now the focus is more on the car. > > cheers > sunny > > > On 07-Jun-2011, at 4:19 PM, ravi gadepalli wrote: > >> >> There was a similar initiative in Tamil Nadu a few years back. I dont have the exact statistics of the dropouts after that but I remember reading news articles on how these free bicycles were later sold to the same organisation which was responsible for distributing them. Presumably these are families whose household income is so low that they are willing to sell the bicycle for Rs. 1000-1500 at the cost of their child's future. >> >> While I agree with the idea of distributing bicycles as a method of empowering women/girls, I just want to bring to your notice that there are instances of politicians using this along with other freebies before elections. In such cases there are no proper guidelines to ensure that they are actually given to people who need them the most. >> >> Hence, such projects need to be properly monitored both for the intentions behind them and also to ensure that the people who are benefiting use them properly. >> >> Ravi Gadepalli, >> iTrans Pvt. Ltd., >> IIT Delhi, New Delhi. >> >> --- On Sat, 4/6/11, ashok datar wrote: >> >> From: ashok datar >> Subject: [sustran] Re: Bicycles and literacy in India >> To: "Lloyd Wright" >> Cc: "Sustran" >> Date: Saturday, 4 June, 2011, 9:54 AM >> >> yes . focussing on providing bikes to girls is a high yield investment in >> empowerment of women and sustainable mobility for people and countries. >> it is great and worth continuously tracking, improving and replicating >> ashok datar >> >> On Sat, Jun 4, 2011 at 1:18 AM, Lloyd Wright wrote: >> >>> >>> http://www.grist.org/list/2011-06-02-how-bicycles-are-solving-illiteracy-and >>> -empowering-women-in-indi >>> >>> >>> How bicycles are fighting illiteracy and empowering women in India >>> >>> >>> by Jess Zimmerman >>> >>> 2 Jun 2011 9:23 AM >>> >>> The Indian state of Bihar has only a 33 percent literacy rate for women -- >>> the lowest in the country. But the state government, headed by Chief >>> Minister Nitish Kumar, is turning education for girls around -- with >>> bicycles. In 2007 Kumar instituted a plan >>> < >>> http://alttransport.com/2011/06/india-empowers-students-with-free-bicycles/ >>>> to give schoolgirls money to buy bicycles once they successfully >>> complete >>> Class 8 (eighth grade). With girls now able to easily get themselves to >>> school, Bihar swelled its Class 9 enrollment by 170,000 in the program's >>> first year. >>> >>> The state gave out 871,000 bikes in its first three years, and dropouts >>> among girls have dropped from 2.5 million to 1 million per year. The >>> program >>> has been so successful that other states in India are launching similar >>> initiatives, and Bihar is expanding the program to include boys too. >>> >>> Viva >>> >>> Changing the world.one street at a time. >>> >>> >>> >>> Lloyd Wright >>> >>> Executive Director >>> >>> 6 Solan Road >>> >>> Gardens >>> >>> Cape Town 8001 >>> >>> South Africa >>> >>> Tel. +27 21 465 3942 >>> >>> Cel. +27 76 735 3942 >>> >>> Email Lwright@vivacities.org >>> >>> Web www.vivacities.org >>> >>> >>> >>> -------------------------------------------------------- >>> To search the archives of sustran-discuss visit >>> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >>> >>> ================================================================ >>> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, >>> equitable and sustainable transport with a focus on developing countries >>> (the 'Global South'). >>> >> >> >> >> -- >> Ashok R.Datar >> Mumbai Environmental Social Network >> 20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016 >> 98676 65107/0222 444 9212 see our website : www.mesn.org >> >> * I hear, then I forget. I see, then I remember. I do, then I understand.* >> -------------------------------------------------------- >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> ================================================================ >> 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 >> >> ================================================================ >> 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 > > ================================================================ > 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 krc12353 at gmail.com Wed Jun 8 04:24:49 2011 From: krc12353 at gmail.com (Karthik Rao-Cavale) Date: Tue, 7 Jun 2011 15:24:49 -0400 Subject: [sustran] Re: Bicycles and literacy in India In-Reply-To: <2E17D0F0-7718-4CD7-9D59-6551FF8B183C@gmail.com> References: <976054.55962.qm@web137315.mail.in.yahoo.com> <4913681A-8B81-4A9F-B982-09B3C9699A82@gmail.com> <2E17D0F0-7718-4CD7-9D59-6551FF8B183C@gmail.com> Message-ID: In the Tamil Nadu case, one possibility is that the bicycles were sold because they were not needed. The girls might have already had cycles for their use (not uncommon in Tamil Nadu to see girls cycling). Or they might have lived close to school and might not have needed bicycles. I don't think we should read into that any lack of "want" for a cycle. The interesting point is that Bihar took a very bold step in distributing cash rather than bicycles. The government claims that more than 90% of the recipients did buy bicycles for their daughters. (Even though they recieved cash and they could have easily spent it on anything they liked) I think what is important here is that we should be trying to find the best solution to achieve the desired goals. Designing a scheme intelligently requires that we pay a lot of attention to the following: a) what is being provided? b) in what quantity? c) to whom? d) and how is the benefit delivered to the recipient? Providing cycles is just one of many options. If one wanted to encourage school attendance (especially among girls) then one could do one or more of the following: 1) provide breakfast and lunch for children (this was a runaway success in Tamil Nadu, and it is being implemented nation-wide now) 2) improve the toilet facilities (poor toilet facilities discourage girls from going to school) 3) improve teaching (more teachers, better training, improving teacher attendance, teaching aids etc.)... and so on. Providing cycles would be useful only if it is determined that there is an accessibility problem. But the same problem could also be tackled by building more schools closer to current habitations. This would be a better solution because the distance to school is perceived not only as an accessibility problem but also as an issue of safety. For instance, one evaluation in Afghanistan showed that attendance was much higher in "community schools" because they were percieved to be safer than formal schools on the outskirts of the villages. On the other hand, building more schools is heavy on capital investment and difficult to scale up quickly. Providing bicycles also has its benefits. It increases the mobility of girls, which is intrinsically valuable in conservative societies where girls are discouraged to go outside often. The cycles can be used for purposes other than going to school - for exercise, to go to markets and playgrounds etc. But bicycles also need infrastructure in the form of paved roads - where roads are unpaved, bicycle tyres can quickly get punctured, and the maintenance cost might be prohibitive. It is also important to properly identify target groups and delivery mechanisms. For instance, should girls be the only beneficiaries, because their literacy levels are the lowest? Should rural schools be targeted because they face the biggest accessibility barriers? Should low-income children be targeted because they do not have the ability to buy cycles of their own? How easy is it to identify low-income households in the first place? (If you have been following the debates surrounding the food security bill in India, you would know that identifying the poor is virtually impossible) As for delivery mechanisms, we might choose between cash transfer, direct provision, or we could go for supply-side subsidies (where the subsidies are given to bicycle manufacturers rather than the buyers of the bicycles). The entire process is not very different from ordering a sandwich at a Subway outlet. On Tue, Jun 7, 2011 at 7:51 AM, Pardo wrote: > Right, but wait: in Bogota, the local govt once replaced windows of houses > near the airport for soundproof ones. The week after, every family had sold > them. Does that mean they weren't annoyed by the horrible noise of turbines? > I think it's a broader economic and education problem when someone exchanges > something for money (neglecting use value totally). Ok, the govt should have > gotten them houses away from the airstrip... > > But i do agree that bicycles may sometimes have a political weight: two > weeks ago I was asked by a mayoral candidate of a small city in Colombia if > I could help him get one thousand 50-dollrs bikes that he wanted to give > away as his first action as mayor - if he was elected. I reminded him of > Mao's China, Fidel's Cuba and Peron's attempt at associating bicycles to > political values and how it is now backfiring - not sure if there is any > research on this. > > But the girls' project seems to be nice, and if properly monitored and away > from politics it should yield good results anywhere if conditions for > cycling are ok. It's similar to public bike systems: plan them properly, > find suitable financing, develop a solid operational and maintenance system > and don't pay attention to the mayor's political timeline and you should be > ok. > > Pardo > > Typed on keyboard projected onto a glass surface. Please excuse typos. > > On 7/06/2011, at 6:06, Sunny Kodukula wrote: > > > Totally agree with Ravi here. > > > > In developing cities, i think, the approach has to be, creating an > environment where people "want" a bicycle and then on the long run they will > "need" it. Right now the focus is more on the car. > > > > cheers > > sunny > > > > > > On 07-Jun-2011, at 4:19 PM, ravi gadepalli wrote: > > > >> > >> There was a similar initiative in Tamil Nadu a few years back. I dont > have the exact statistics of the dropouts after that but I remember reading > news articles on how these free bicycles were later sold to the same > organisation which was responsible for distributing them. Presumably these > are families whose household income is so low that they are willing to sell > the bicycle for Rs. 1000-1500 at the cost of their child's future. > >> > >> While I agree with the idea of distributing bicycles as a method of > empowering women/girls, I just want to bring to your notice that there are > instances of politicians using this along with other freebies before > elections. In such cases there are no proper guidelines to ensure that they > are actually given to people who need them the most. > >> > >> Hence, such projects need to be properly monitored both for the > intentions behind them and also to ensure that the people who are benefiting > use them properly. > >> > >> Ravi Gadepalli, > >> iTrans Pvt. Ltd., > >> IIT Delhi, New Delhi. > >> > >> --- On Sat, 4/6/11, ashok datar wrote: > >> > >> From: ashok datar > >> Subject: [sustran] Re: Bicycles and literacy in India > >> To: "Lloyd Wright" > >> Cc: "Sustran" > >> Date: Saturday, 4 June, 2011, 9:54 AM > >> > >> yes . focussing on providing bikes to girls is a high yield investment > in > >> empowerment of women and sustainable mobility for people and countries. > >> it is great and worth continuously tracking, improving and replicating > >> ashok datar > >> > >> On Sat, Jun 4, 2011 at 1:18 AM, Lloyd Wright > wrote: > >> > >>> > >>> > http://www.grist.org/list/2011-06-02-how-bicycles-are-solving-illiteracy-and > >>> -empowering-women-in-indi > >>> > >>> > >>> How bicycles are fighting illiteracy and empowering women in India > >>> > >>> > >>> by Jess Zimmerman > >>> > >>> 2 Jun 2011 9:23 AM > >>> > >>> The Indian state of Bihar has only a 33 percent literacy rate for women > -- > >>> the lowest in the country. But the state government, headed by Chief > >>> Minister Nitish Kumar, is turning education for girls around -- with > >>> bicycles. In 2007 Kumar instituted a plan > >>> < > >>> > http://alttransport.com/2011/06/india-empowers-students-with-free-bicycles/ > >>>> to give schoolgirls money to buy bicycles once they successfully > >>> complete > >>> Class 8 (eighth grade). With girls now able to easily get themselves to > >>> school, Bihar swelled its Class 9 enrollment by 170,000 in the > program's > >>> first year. > >>> > >>> The state gave out 871,000 bikes in its first three years, and dropouts > >>> among girls have dropped from 2.5 million to 1 million per year. The > >>> program > >>> has been so successful that other states in India are launching similar > >>> initiatives, and Bihar is expanding the program to include boys too. > >>> > >>> Viva > >>> > >>> Changing the world.one street at a time. > >>> > >>> > >>> > >>> Lloyd Wright > >>> > >>> Executive Director > >>> > >>> 6 Solan Road > >>> > >>> Gardens > >>> > >>> Cape Town 8001 > >>> > >>> South Africa > >>> > >>> Tel. +27 21 465 3942 > >>> > >>> Cel. +27 76 735 3942 > >>> > >>> Email Lwright@vivacities.org > >>> > >>> Web www.vivacities.org > >>> > >>> > >>> > >>> -------------------------------------------------------- > >>> To search the archives of sustran-discuss visit > >>> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > >>> > >>> ================================================================ > >>> SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > >>> equitable and sustainable transport with a focus on developing > countries > >>> (the 'Global South'). > >>> > >> > >> > >> > >> -- > >> Ashok R.Datar > >> Mumbai Environmental Social Network > >> 20 Madhavi, Makarand Society, S.V.S.Marg, Mahim-400 016 > >> 98676 65107/0222 444 9212 see our website : www.mesn.org > >> > >> * I hear, then I forget. I see, then I remember. I do, then I > understand.* > >> -------------------------------------------------------- > >> To search the archives of sustran-discuss visit > >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > >> > >> ================================================================ > >> 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 > >> > >> ================================================================ > >> 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 > > > > ================================================================ > > 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 > > ================================================================ > 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 Fri Jun 10 23:17:50 2011 From: litman at vtpi.org (Todd Alexander Litman) Date: Fri, 10 Jun 2011 07:17:50 -0700 Subject: [sustran] VTPI Newsletter - Spring 2011 Message-ID: <06f101cc277d$486ab610$d9402230$@org> ----------- VTPI NEWS ----------- Victoria Transport Policy Institute "Efficiency - Equity - Clarity" ------------------------------------- Spring 2011 Vol. 11, No. 2 ----------------------------------- The Victoria Transport Policy Institute is an independent research organization dedicated to developing innovative solutions to transportation problems. The VTPI website ( http://www.vtpi.org ) has many resources addressing a wide range of transport planning and policy issues. VTPI also provides consulting services. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ NEW VTPI DOCUMENTS "Critique of the National Association of Home Builders' Research On Land Use Emission Reduction Impacts" (www.vtpi.org/NHBAcritique.pdf ) This report critiques National Association of Home Builders (NAHB) research concerning how various land use factors affect travel activity and pollution emissions, and therefore the impacts and benefits of smart growth policies. The NAHB contends that smart growth is an ineffective emission reduction strategy, but these conclusions are based on an inaccurate summation of its own research. Summarized in "A Stupid Attack On Smart Growth," Planetizen Blog (http://www.planetizen.com/node/49772 ). "A New Social Equity Agenda For Sustainable Transportation; Draft Report" (www.vtpi.org/equityagenda.pdf ) by Todd Litman and Marc Brenman. This report discusses the importance of incorporating social equity and environmental justice objectives into transport policy and planning analysis. It recommends a systematic and comprehensive social equity impact evaluation framework. This analysis considers how various transport planning distortions tend to reduce transport system diversity, which reduces transport options increases various costs that are particularly harmful to disadvantaged people. This comprehensive analysis framework can help identify integrated, win-win solutions, which achieve multiple social, economic and environmental objectives. This approach can help build broader coalitions among diverse interest groups. Changing Vehicle Travel Price Sensitivities, The Rebounding Rebound Effect (www.vtpi.org/VMT_Elasticities.pdf ). There is growing interest in various transportation pricing reforms to help reduce traffic congestion, accidents, energy consumption and pollution emissions. Their effectiveness is affected by the price sensitivity of transport, that is, the degree that travelers respond to price changes, measured as elasticities (the percentage change in vehicle travel caused by a percentage change in price). Lower elasticities (price changes have relatively little impact on vehicle travel) imply that pricing reforms are not very effective at achieving objectives; that higher prices significantly harm consumers; and rebound effects (additional vehicle travel that results from increased fuel efficiency) are small so strategies such as fuel economy mandates are relatively effective at conserving fuel and reducing emissions. Higher elasticities imply that price reforms are relatively effective, consumers are able to reduce vehicle travel, and rebound effects are relatively large. Some studies found that price elasticities declined during the last quarter of the Twentieth Century, but recent evidence described indicates that transport is becoming more price sensitive. This report discusses the concepts of price elasticities and rebound effects, reviews information on vehicle travel and fuel price elasticities, examines evidence of changes in price elasticity values, and discusses policy implications. * * * * * * PUBLISHED ELSEWHERE =================== Todd Litman (2011), "Why and How to Reduce the Amount of Land Paved for Roads and Parking Facilities, " Environmental Practice, Journal of the National Association of Environmental Professionals, Vol. 13, No. 1, March, pp. 38-46 (http://journals.cambridge.org/action/displayJournal?jid=ENP ). This article estimates the amount of land that is paved for roads and parking facilities in typical urban areas, examines the full economic, social and environmental costs of this impervious surface, and discusses the amount of road and parking land area that can be considered optimal. The analysis indicates that, in a typical urban area, about three times as much land is devoted to roads and parking as to residential structures, and that per-capita road and parking facility areas vary significantly depending on planning practices, with much higher rates in areas that have automobile-oriented transport systems and sprawled land use. It describes specific policy reforms that can reduce the amount of land paved for transport facilities. Todd Litman (2011), "Pay-As-You-Drive Vehicle Insurance in British Columbia," Pacific Institute for Climate Solutions (www.pics.uvic.ca/assets/pdf/publications/PAYD%20Insurance_May2011.pdf ). This report describes various pay-as-you-drive (PAYD) vehicle insurance price structures, quantifies their impacts and benefits if applied in British Columbia, and recommends a research program to evaluate this strategy. It compares "basic PAYD," which relies on verified odometer readings to measure vehicle travel, and "instrumented PAYD" which involves electronic tracking of vehicle travel. Because basic PAYD has much lower implementation costs and raises no privacy concerns, it has a much larger potential market, and so could provide much larger impacts and benefits. This report was published by the Pacific Institute for Climate Solutions, an academic research organization that develops innovative climate change solutions. Also see "Pay-as-you-drive auto insurance touted...again", The Province, 18 May 2011 (http://www.theprovince.com/technology/Report+recommending+kilometre+insuran ce/4801575/story.html ) Dan Burden and Todd Litman (2011), "America Needs Complete Streets," ITE Journal, April, pp. 36-43 (www.vtpi.org/ITE_comp_st.pdf ). Aging population; rising fuel costs; congestion, health, and environmental concerns; and changing consumer preferences are all increasing demand for walking, cycling, and public transit. These trends indicate that an integrated multimodal transportation system is required if we are to meet future travel demands. Todd Litman (2011), "Can Smart Growth Policies Conserve Energy and Reduce Emissions?" Portland State University's Center for Real Estate Quarterly, Vol. 5, No. 2, Spring, pp. 21-30 (www.vtpi.org/REQJ.pdf ). This article examines the role smart growth can play in achieving planning objectives, including energy conservation and emission reductions. It summarizes existing literature on land use impacts on travel activity, energy consumption and pollution emissions. It examines claims that smart growth policies are ineffective and harmful. Also see Robert Steuteville's blog, "Does Smart Growth Reduce Carbon Emissions? Bet The House On It," New Urban Network (http://newurbannetwork.com/news-opinion/blogs/robert-steuteville/14788/does -smart-growth-reduce-carbon-emissions-bet-house-it ). Recent Planetizen Blogs (http://www.planetizen.com/blog/2394 ): 'A War On Cars? Let There Be Peace! ' (http://www.planetizen.com/node/48649 ) 'Dagwood Should Be Fat, Sick and Impoverished' (http://www.planetizen.com/node/49265 ) New Geography Comments (http://www.newgeography.com/users/todd-litman ). Let's be friends. Todd Litman regularly posts on his Facebook page (http://www.facebook.com/profile.php?id=550795001 ). Befriend him now! * * * * * * VTPI Action Team =================== The Victoria Transport Policy Institute is developing a list of experts who can volunteer to work on Victoria Transport Policy Institute projects. This will typically involve 10-40 hours of work on a particular research project. We need experts in: technical writing, research, transport and land use policy analysis, economic evaluation and website development. If you are interested and qualified, please send a short description of your interests, abilities and availability to: info@vtpi.org. * * * * * * USEFUL RESOURCES ================= Lawrence D. Frank , et al. (2011), "An Assessment of Urban Form and Pedestrian and Transit Improvements as an Integrated GHG Reduction Strategy," Washington State Department of Transportation (http://www.wsdot.wa.gov/research/reports/fullreports/765.1.pdf ). This study used detailed data to assess the impacts of various urban form factors on vehicle travel and carbon emissions. This analysis indicates that increasing sidewalk coverage from 30% to 70% of streets in an urban neighborhood would typically reduce vehicle travel 3.4% and carbon emissions 4.9%. Land use mix and parking pricing also had significant impacts. Increasing average parking fees from $0.28 to $1.19 per hour (50th to 75th percentile) reduces vehicle travel 11.5% and emissions 9.9%. Study results were used to develop a spreadsheet tool that can evaluate the impacts of urban form, sidewalk coverage, and transit service quality and other policy changes for local and regional analysis. John Pucher and Ralph Buehler (2011),"Analysis of Bicycle Trends and Policies in Large North American Cities: Lessons For New York," University Transportation Research Center (http://www.utrc2.org/research/assets/176/Analysis-Bike-Final1.pdf ); summary at http://www.utrc2.org/research/assets/176/Bicycle-Brief1.pdf. This USDOT research report reviews trends in cycling activity, safety, and policies in large North American cities over the past two decades. The number of bike commuters in the USA rose 64% from 1990 to 2009. Over the shorter period from 1996 to 2006, the number of bike commuters in Canada rose by 42%, and the bike share of commuters rose from 1.1% to 1.3%. From 1988 to 2008, cycling fatalities fell 66% in Canada and 21% in the USA. John Pucher, Ralph Buehler, and Mark Seinen (2011), "Bicycling Renaissance in North America? An Update and Re-Assessment of Cycling Trends and Policies," Transportation Research A, Vol. 45, No. 8, 2011, pp. 451-475 (http://policy.rutgers.edu/faculty/pucher/TRA960_01April2011.pdf ). This paper reviews trends in cycling activity, safety, and policies in Canada and the USA over the past two decades. Cycling levels increased in both the USA and Canada, while cyclist fatalities declined. The commute mode share is more than twice as high in Canada as in the USA. Cycling rates rose much faster than average in the nine case study cities due to various programs that encourage cycling and improving safety. NHTS (2010), "Active Travel: NHTS Brief, " National Household Travel Survey (http://nhts.ornl.gov/briefs/ActiveTravel.pdf ). Analysis of the NHTS question, "In the past week, how many times did you take a walk outside including walking the dog and walks for exercise?" NYCDH (2011), "Health Benefits of Active Transportation in New York City," New York City Department of Health (http://www.nyc.gov/html/doh/downloads/pdf/survey/survey-2011active-transpor t.pdf ). This four-page report describes the health benefits of active transportation in New York City. The analysis indicates that people who commute by walking, cycling or public transit achieve about twice as total exercise as automobile commuters, and so are much more likely to achieve physical activity targets. This survey can be a model for use in other communities interested in tracking physical fitness and health. Dude, Where Are My Cars? (http://daily.sightline.org/daily_score/series/dude-where-are-my-cars ). This series of columns by Sightline Institute blogger Clark Williams-Derry discusses various indications that motor vehicle traffic is growing much slower than predicted and in many cases has stopped growing altogether or even declined. This has important implications for transport policy and planning. Eric De Place (2011), "Why Do We Force Bars To Provide Parking? Drinking And Mandatory Parking Shouldn't Mix," The Daily Score, Sightline Institute (http://daily.sightline.org/daily_score/archive/2011/04/08/why-are-bars-forc ed-to-encourage-driving ) In this brilliant essay, columnist De Place asks, "If we're going to sell alcohol widely -- a notoriously powerful drug that impairs motor skill and judgment, and that is lethal in large quantities - then perhaps it's not a great idea for us to require by law that alcohol purveyors provide parking. But we do." Donald Shoup (2011), "Free Parking Or Free Markets," CATO Unbound (http://www.cato-unbound.org/2011/04/04/donald-shoup/free-parking-or-free-ma rkets ) This report argues that the expectation of abundant free parking is the product of anti-market planning and bad for our communities. "Research on Impacts of Transportation and Land Use-Related Policies," California Air Resources Board (http://arb.ca.gov/cc/sb375/policies/policies.htm ). This set of reports by University of California researchers summarizes how various transport and land use policies affect travel activity and emissions. This research is the first step in a long-term process to help strengthen the technical underpinnings of SB 375 and to identify important data gaps and research needs. Vicky Feng Wei and Gord Lovegrove (2010), "Sustainable Road Safety: A New (?) Neighbourhood Road Pattern That Saves VRU (Vulnerable Road Users) Lives," Accident Analysis & Prevention (http://www.sciencedirect.com/science/journal/00014575 ). This study compared the traffic safety impacts of various neighbourhood street patterns. Although all can provide comparable accessibility, the 3-way offset and fused grid patterns reduce accidents as much as 60% compared to grid and cul-de-sacs. Paul Joseph Tranter (2010), "Speed Kills: The Complex Links Between Transport, Lack of Time and Urban Health," Journal of Urban Health, Vol. 87, No. 2; at (http://www.springerlink.com/content/v5206257222v6h8v ). These researchers argue that emphasis on increasing urban traffic volumes and speeds contributes to ill-health by increasing accident risk, air pollution, inactivity, obesity and social isolation. Using the concept of 'effective speed', this paper demonstrates that attempts to 'save time' by increasing vehicle traffic speeds is often inefficient overall. Scott Sharpe and Paul Tranter (2010), "The Hope For Oil Crisis: Children, Oil Vulnerability And (In)Dependent Mobility," Australian Planner, Vol. 47, No. 4, December, pp. 284-292; summary at http://dx.doi.org/10.1080/07293682.2010.526622 . Explores how a less automobile-dependent transport systems can benefit children by improving their independent mobility, reducing their traffic risk and improving their physical fitness. NAR (2011), "2011 Community Preference Survey: What Americans Are Looking For When Deciding Where To Live," National Association of Realtors (http://www.realtor.org/press_room/news_releases/2011/04/smart_growth ). This survey explores Americans' preferences regarding neighborhood characteristics such as proximity to parks and shopping, walkability, and commuting time, and the trade-offs they may be willing to accept in order to obtain those neighborhood preferences. The study indicates that, although most households want a single-family home, they prefer living in a walkable community with nearby services, and would choose a smaller lot if it would keep their commute time to 20 minutes or less. Joseph P. Schwieterman, et al. (2009), "Is Portable Technology Changing How Americans Travel? A Survey Of The Use Of Electronic Devises On Intercity Buses, Trains, And Planes," Chaddick Institute for Metropolitan Development, DePaul University (http://las.depaul.edu/chaddick/docs/Docs/Chaddick_Institute_Survey_of_Techn ology_1.pdf ). This study indicates that approximately 40% of long-distance bus, train and airplane passengers are using portable technology devices such as computers, mobile telephone and portable music devices at any time. These and other findings suggests that the ability to use portable electronics is valued by passengers and helps offset the longer travel time associated with certain bus and train trips. On-board wireless internet service may help explain the rapid growth in ridership on intercity buses that offer this service. Pamela Blais (2010) "Perverse Cities: Hidden Subsidies, Wonky Policy, and Urban Sprawl", UBC Press (http://perversecities.ca). This book provides detailed analysis of existing policy and pricing distortions that favor low-density, automobile-oriented, urban fringe development, and recommends a set of market-based reforms that encourage smart growth, including more neutral planning, and location-based development and utility fees that reflect the higher costs of providing public services in more dispersed locations. These reforms provide an important tool for smart growth development. Zhan Guo, et al. (2011), "The Intersection of Urban Form and Mileage Fees: Findings from the Oregon Road User Fee Pilot Program," Mineta Transportation Institute (http://transweb.sjsu.edu/PDFs/research/2909_10-04.pdf ). This study analyzed data from the 2006-2007 Oregon Road User Fee Pilot Program, which charged motorists for driving in congested conditions. It found that households in denser, mixed use, transit-accessible neighborhoods reduced their peak-hour and overall travel significantly more than comparable households in automobile dependent suburbs, and that congestion pricing increase the value of more accessible and multi-modal locations. Kenneth Gillingham (2010), "Identifying the Elasticity of Driving: Evidence from a Gasoline Price Shock in California," Stanford University (http://www.stanford.edu/~kgilling/Gillingham_IdentifyingElasticityofDriving .pdf ). This study used a dataset of odometer readings taken during California vehicle smog checks to measure how gasoline price changes affect vehicle mileage for various locations and vehicle types. The results indicate relatively high price sensitivities. Shanjun Li, Joshua Linn and Erich Muehlegger (2011), "Gasoline Taxes and Consumer Behavior," Stanford University (http://economics.stanford.edu/files/muehlegger3_15.pdf ). This study evaluated how fuel price increases affect vehicle travel and fuel consumption. It finds that increases in motor vehicle operating costs that consumers consider durable (fuel taxes, road tolls, parking fees and distance-based insurance and registration fees) are likely to cause much greater reductions in vehicle travel and fuel consumption than indicated by conventional models which use elasticity value based on responses to price changes consumers considered temporary. Raven Molloy and Hui Shan (2010), "The Effect of Gasoline Prices on Household Location," Federal Reserve Board (https://federalreserve.gov/pubs/feds/2010/201036/201036pap.pdf ). This study investigates how fuel prices influence household location decisions. Using annual panel data in a large number of U.S. metropolitan areas the researchers find that a 10% increase in gas prices leads to a 10% decrease in construction in areas with long average commutes. UTTIPEC (2010), "Parking Policy as a Travel Demand Management Strategy," Delhi Development Authority (http://www.uttipec.nic.in/writereaddata/linkimages/7460355562.pdf ). This report includes detailed analysis of current parking policies in the city of Delhi, India, the economic, social and environmental problems they impose, and recommendations for policy reforms based on best international practices. James Leather, Herbert Fabian, Sudhir Gota and Alvin Mejia (2011), Walkability and Pedestrian Facilities in Asian Cities: State and Issues, Asian Development Bank (http://cleanairinitiative.org/portal/sites/default/files/documents/ADB-WP17 -Walkability-Pedestrian-Facilities-Asian-Cities.pdf ). This survey evaluated walking conditions in 13 Asian cities. It found that 37% of respondents rely primarily on walking for transportation, 41% rate their city's pedestrian facilities "bad" or "very bad," and 67% would shift walking trips to motorized modes if walking conditions do not improve. Based on these findings the study made various recommendations for improving walkability and pedestrian conditions. They recommend changing transport system performance indicators to better evaluate walking conditions, and developing appropriate roadway and pedestrian facility design guidelines, since existing guidelines are often ambiguous, inequitable, or not enforced. NZTA (2010), "Economic Evaluation Manual," New Zealand Transport Agency (http://www.nzta.govt.nz/resources/results.html?catid=7 ); at http://www.nzta.govt.nz/resources/economic-evaluation-manual/volume-1/index. html and http://www.nzta.govt.nz/resources/economic-evaluation-manual/volume-2/docs/e em2-july-2010.pdf . These manuals describe specific procedures for evaluating a variety of transportation projects, including highways, public transport, non-motorized improvements and demand management strategies. They are among the best transportation evaluation guides in the world. S. Turner, R. Singh, P. Quinn and T. Allatt (2011), "Benefits Of New And Improved Pedestrian Facilities - Before And After Studies," Research Report 436, NZ Transport Agency (http://www.nzta.govt.nz/resources/research/reports/436/docs/436.pdf ). This study measures the additional walking activity recorded after various pedestrian improvements were implemented. * * * * * * Please let us know if you have comments or questions about any information in this newsletter, or if you would like to be removed from our email list. Please pass this newsletter on to others who may find it useful. Sincerely, Todd 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 eric.britton at ecoplan.org Wed Jun 15 01:30:46 2011 From: eric.britton at ecoplan.org (eric britton) Date: Tue, 14 Jun 2011 18:30:46 +0200 Subject: [sustran] Seminar program on (1) Sustainable Development, (2) Business & (3) Society Message-ID: <0a4d01cc2ab0$6c755020$455ff060$@britton@ecoplan.org> _____________________________________________________________________ EcoPlan International Association loi de 1901 Paris. 14 juin 2011 Dear Colleagues, Just completed our first graduate seminar/brainstorming session on (1) Sustainable Development, (2) Business & (3) Society. The seminar was organized for graduate MBA students of the Institut Sup?rieur de Gestion in Paris. You can read about the seminar, its organization and the toolkit behind it at http://sustain.ecoplan.org I have decided to organize not just that one but a cycle of these seminars, since it only recently came to the attention of my befuddled brain that most of the people working in any of the various bits and ends of the "sustainable transportation" nexus, do not in fact have a sufficiently developed understanding of this critical three-part nexus. (Most tend to be transportation experts, or environment or energy or technology or city or politics or modeling experts, and while their eventual high expertise in their chosen area of competence is of course critical, it is not less important that their work be structured with a good understanding of the broader context which is, after all, the essential "problematique". (And I remind myself of this good English-language definition of that French word: "the art of formulating a problem".) With the hope of what I call our Dashboard and the overall program structure that you will see on the site, I believe we are moving toward a pretty good working framework for future seminars and working groups . And it is my hope to organize and run up to ten of these sessions, in ten different countries, and then perhaps in time put the whole thing between the pages of one more big fat book. But in the meantime, while my initial target is graduate university programs, though I am also hopeful to organize these sessions in companies, NGOs and public sector agencies. As we have seen in all our outreach work, what is needed to ensure success of such a program is to have one innovative colleague inside the ranks of the eventual host institution who can help sell and eventually shape and contribute to the events. Might that be you? For more on the seminar program and cycle, you can contact me at this address, by Skype at newmobility, and by phone at +331 7550 3788. Thanks for your attention. Eric Britton Un projet de l'Association Ecoplan International (Loi de 1901) 8/10, rue Jospeh Bara ? Paris 75006 France +331 7550 3788 ? association@ecoplan.org ? Skype newmobility Siret 304555295 00019 P Avant d'imprimer, pensez ? l'environnement Ministerial Decree - Ecoplan International - Aug. 27, 1975. Arr?t? du ministre de l?int?rieur. 19 ao?t 1975. (Autorisation enregistr?e ? la pr?fecture de police le 27 ao?t 1975.) Objet : Etudes et recherches en mati?re de prospective ; Mise au point de projets et de plans ?conomiques et sociaux, de m?thodes d?analyses et de pr?vision ; Organisation de toutes ?tudes sur ces sujets. Si?ge social : 4, rue de Chevreuse, 75006 Paris. From nuno.quental at iclei.org Wed Jun 15 01:58:56 2011 From: nuno.quental at iclei.org (Nuno Quental) Date: Tue, 14 Jun 2011 18:58:56 +0200 Subject: [sustran] EcoMobility SHIFT indicators: we need your feedback Message-ID: <4DF79350.1010301@iclei.org> An HTML attachment was scrubbed... URL: http://list.jca.apc.org/public/sustran-discuss/attachments/20110614/871a3ab4/attachment.html From eric.britton at ecoplan.org Thu Jun 16 16:05:02 2011 From: eric.britton at ecoplan.org (eric britton) Date: Thu, 16 Jun 2011 09:05:02 +0200 Subject: [sustran] Every day is a great day to take a few cars off the street and think about it Message-ID: <010001cc2bf3$b8f62c50$2ae284f0$@britton@ecoplan.org> Every day is a great day to take a few cars off the street and think about it. Mid-year 2011 update at World Car Free Days. Here you have a quick update of the materials and sources available on the topic from the World Car Free Days Consortium and several other key sources. - http://wp.me/psKUY-1Hi | World Streets: worldstreets.wordpress.com From yanivbin at gmail.com Fri Jun 17 04:53:03 2011 From: yanivbin at gmail.com (Vinay Baindur) Date: Fri, 17 Jun 2011 01:23:03 +0530 Subject: [sustran] Hours wasted at BMTC bus stops Message-ID: http://www.deccanherald.com/content/169012/hours-wasted-bus-stops.html Waiting perpetually *Hours wasted at bus stops* Svetlana Lasrado *Bus connectivity to different parts of the City is bad and unbalanced, say commuters* [image: needed The frequency of buses to various places in the City should be increased.]Public transport is not favoured by many. One of the reasons for that is the less frequency of buses. The authorities had taken a decision to increase the number of buses plying in the City. Despite that, at many places there are just a handful of buses, compounding the problem of connectivity. Metrolife spoke to the authorities and people to find out the possible reasons for this. Says K S Vishwanath, chief traffic manager (operations), ?We decide on the number of buses depending on the density of population and demand. We are going to increase the bus service in a few important places. People need to understand that we will not be able to give them buses from every nook and corner of the City.? Says Gurpreet, who stays near Bangalore University, ?There are just a few buses to Majestic and K R Market. To make matters worse, they are always crowded. So the bus drivers take the liberty of not stopping at all. The next bus stop is about fifteen minutes from our place. Even while returning, one hardly gets a bus to this area. We have to wait for one and a half hours to get a bus.? Another commuter Sumitha, a working woman, says, ?I travel to Bannerghatta Road everyday. Usually in the morning I do not face much problem. But on my way back, there are not enough Volvo buses. After 4 in the evening, the next bus comes only at 7.30 pm.? A lot of other people too say that the connectivity is very bad in the City. Says Raghu Kumar, an IT?professional, ?There are not many buses that go to Majestic, because of this we face a lot of hassles. We have to go to Banashankari, K R market or South End to take a bus to Majestic. Even from these three points the buses that go to various places in the City are very less. We are forced to go all the way to Majestic for taking a bus to any other place. Another route that has low frequency of buses is the BIAL. We get buses only from J P Nagar to go to BIAL.? However, there seems to be no balance in the number of buses to the various parts of the City. Says Hrishikesh, who stays in Avalahalli, ?There are quite a few buses that go to Majestic and Market. But for Shivajinagar, it comes only once in every hour. The authorities claim that there are not many people who go to Shivajinagar. But I have seen this is not so.? He feels the BMTC should devise a method to gauge the demand in different places. Says Aakash, who travels from Rajajinagar to M S Ramaiah College, ?It may not be viable for the BMTC?to have buses on all the routes. So what they should actually do is have a forum where the people can post their grievances and feedback so that they can ensure that maximum connectivity is achieved.? From eric.britton at ecoplan.org Fri Jun 17 20:27:38 2011 From: eric.britton at ecoplan.org (eric britton) Date: Fri, 17 Jun 2011 13:27:38 +0200 Subject: [sustran] FW: Women2Drive: A Day to be Remembered in The Kingdom. Message-ID: <019e01cc2ce1$92454a20$b6cfde60$@britton@ecoplan.org> >From World Streets - http://worldstreets.wordpress.com/2011/06/17/women2drive-a-day-to-be-remembered-in-the-kingdom/ Women2Drive: A Day to be Remembered in The Kingdom. It is a rare day that World Streets comes out in favor of cars in cities. But even that of course is not quite true. At best there will be plenty of cars in our cities, but they will not be parked and they will be chauffeuring not just their drivers but offering affordable services to flexible groups of people safely and efficiently. Great way to get around when you get it right. And getting it right is the theme of the day today in the Kingdom of Saudi Arabia, where, as you all surely are aware, a few ? we will possibly never know the exact number ? Saudi women have decided that they have a rightful place in society, in the public space, and that this also includes being behind the wheel when they need to get somewhere. And today is their great day: Women2Drive is social media-driven campaign and sisterhood project in which a certain number of intrepid women are getting behind the wheel and defying the Kingdom's long ban on female drivers. Here is a fine article from the New York Times introducing the topic, and for more we and our readers will be adding more in the days to come. The poet is always right. La femme est l'avenir de l'homme. Or, to translate . . . For full article: http://worldstreets.wordpress.com/2011/06/17/women2drive-a-day-to-be-remembered-in-the-kingdom From eric.britton at ecoplan.org Sun Jun 19 21:33:23 2011 From: eric.britton at ecoplan.org (eric britton) Date: Sun, 19 Jun 2011 14:33:23 +0200 Subject: [sustran] Car Free Day (HBKB) y Jakarta to be Held Every Week Message-ID: <00a801cc2e7d$17538140$45fa83c0$@britton@ecoplan.org> Car Free Day to be Held Every Week BERITAJAKARTA.COM ? 6/19/2011 5:28:04 PM source: http://www.beritajakarta.com/2008/en/newsview.aspx?idwil=0 &id=19336 The Car Free Day (HBKB) routine holds by Jakarta Capital City Government is so far considered successful to reduce air pollution in Jakarta. Therefore, it was first conducted once a month only, is now keep getting positive response and support from various parties. In fact, due to high demand of Car Free Day implementation, Jakarta Capital City Government plans to hold it every week. ?Insya Allah, coincides with Jakarta?s anniversary on June 22, we will announce the implementation of Car Free Day routine to be held every Sunday,? stated Jakarta Governor Fauzi Bowo at HI Roundabout, Central Jakarta, Sunday (6/19). He admitted there are a lot of requests from citizens to hold Car Free Day every week. The important theme of this routine is to leave motor vehicles at home and walk or bike, or switch using public transport for long journeys. All this time the Car Free Day routine takes place along Jl. Jend. Sudirman and Jl. MH Thamrin. All motor vehicles, except TransJakarta bus, are not allowed to pass there. Only pedestrians and bicycle allowed to use the streets. It lasts for six hours, starting from 6 AM until 12 PM. It is planned the implementation of Car Free Day will be developed in the future. At this moment, five cities in Jakarta have also conducted Car Free Day in their area but not yet routine. Un projet de l'Association Ecoplan International (Loi de 1901) 8/10, rue Jospeh Bara ? Paris 75006 France +331 7550 3788 ? association@ecoplan.org ? Skype newmobility Sustainable Development, Business & Society | World Streets | New Mobility Partnerships Siret 304555295 00019 Arr?t? du ministre de l?int?rieur. 19 ao?t 1975 P Avant d'imprimer, pensez ? l'environnement From kaye.patdu at cai-asia.org Mon Jun 20 19:32:58 2011 From: kaye.patdu at cai-asia.org (Kaye Patdu) Date: Mon, 20 Jun 2011 18:32:58 +0800 Subject: [sustran] News Release: CAI-Asia and World Bank Announce Collaborative AP and GHG Emissions Data Initiative for Asia Message-ID: *News Release: CAI-Asia and World Bank Announce Collaborative AP and GHG Emissions Data Initiative for Asia* METRO MANILA, 20 June 2010 ? The Clean Air Initiative for Asian Cities (CAI-Asia) and the World Bank through its Development Grant Facility (DGF) launched an Air Pollution and Greenhouse (GHG) Emissions Data Initiative to help policy makers, development agencies and other stakeholders in Asia have better access to air quality and climate change data to further enrich policy development activities and development interventions relevant to energy and transport sectors and urban development. *Better Access to Data to Foster Policy Development* While air pollution, GHG emissions and related data for Asia is growing, the information is still fragmented. Data challenges in Asia are challenging ? particularly on accessing relevant data, understanding data quality and their use for policy making, project development and monitoring. This knowledge needs to be captured, consolidated and relayed to policymakers to ensure that they base their decisions on sound science and international best practices. Policymakers, development agencies, corporations and others need reliable data in order to develop policies, projects and measures, and measure their impact on emissions. *Air Pollution and GHG Emissions Data Initiative* As part of CAI-Asia?s strategy to ?improve awareness and access to information, tools and partners,?and CAI-Asia?s Knowledge Partnership for measuring Air Pollution and GHG Emissions in Asia with World Bank?s DGF, CAI-Asia and its partners conducted a review of the availability and quality of air pollution, GHG emissions and related data and statistics for transport and energy sectors. Data collection is now ongoing for these countries ? Bangladesh, China, India, Indonesia, Malaysia, Mongolia, Nepal, Pakistan, Philippines, Singapore, Sri Lanka, Thailand, and Vietnam. Data and statistics collected through this initiative will be made available through the CitiesACT database. General information regarding data quality and/or data generation process/system will also be provided. By the end of year, air pollution, GHG emissions and related data and statistics for transport and energy sectors will be partially available in the CitiesACT database. *Call for Contributions* Knowledge management initiatives such as this cannot be effectively achieved by one organization alone. We would like to invite other institutions, corporations, partnerships, forums and other groups working in this field to contribute and share data on air pollution, GHG emissions and related data and statistics for transport and energy sectors. All contributions will be properly referenced in publications as well as in the online open database. CAI-Asia?s projects with the Asian Development Bank (ADB), Deutsche Gesellschaft f?r Internationale Zusammenarbeit (GIZ), Institute for Global Environmental Strategies (IGES) and Institute for Transport Policy Studies (ITPS) also contribute to this data initiative. *For inquiries on this initiative or on how to share data, please contact* - May Ajero, Air Quality Program Manager: (may (dot) ajero (at) cai-asia.org) - Kaye Patdu, Air Quality Researcher: (kaye (dot) patdu (at) cai-asia.org ) *For more information on:* - CitiesACT database - Knowledge Partnership for measuring Air Pollution and GHG Emissions in Asia - CAI-Asia Strategy 2009-2012 -- Cheers Kaye Maria Katherina Patdu *Air Quality Researcher * *Clean Air Initiative for Asian Cities (CAI-Asia Center) Center* T +63 2 395 2843 to 45 | F +63 2 395 2846 | M +63 928 213 7241 | kaye.patdu@cai-asia.org | http://cleanairinitiative.org/portal/ Unit 3504-05, 35F, Robinsons-Equitable Tower, ADB Avenue, Pasig City, 1605, Philippines *Please consider the environment before printing this email.* From bruun at seas.upenn.edu Thu Jun 23 07:54:20 2011 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Wed, 22 Jun 2011 18:54:20 -0400 Subject: [sustran] Example of why BRTs often take too long In-Reply-To: <20110526152932.11165by4uu0ziql8@webmail.seas.upenn.edu> References: <04dd01cc100f$51b6cc70$f5246550$@org> <9c7d041e6d99b731203eed05ee18850b.squirrel@calmail.berkeley.edu> <0c1201cc1b51$004cdd00$00e69700$@org> <20110526152932.11165by4uu0ziql8@webmail.seas.upenn.edu> Message-ID: <20110622185420.897766u6qtrgj34s@webmail.seas.upenn.edu> The attached article is an example of why I say that the advantage of BRT being built quicker than rail is often only hypothetical. This decision took many years despite the fact that this is a very busy bus route. Eric Bruun -------------- next part -------------- A non-text attachment was scrubbed... Name: L_A_ Council OKs bus-only lanes.doc Type: application/msword Size: 315904 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20110622/45bd4418/L_A_CouncilOKsbus-onlylanes-0001.doc From carlosfpardo at gmail.com Thu Jun 23 08:54:52 2011 From: carlosfpardo at gmail.com (Pardo) Date: Wed, 22 Jun 2011 18:54:52 -0500 Subject: [sustran] Re: Example of why BRTs often take too long In-Reply-To: <20110622185420.897766u6qtrgj34s@webmail.seas.upenn.edu> References: <04dd01cc100f$51b6cc70$f5246550$@org> <9c7d041e6d99b731203eed05ee18850b.squirrel@calmail.berkeley.edu> <0c1201cc1b51$004cdd00$00e69700$@org> <20110526152932.11165by4uu0ziql8@webmail.seas.upenn.edu> <20110622185420.897766u6qtrgj34s@webmail.seas.upenn.edu> Message-ID: What would "often" mean in this context? And what milestones would determine the "being built" beginning and end? It would be great to do a real comparison after having defined these two issues. We normally do generalizations of this particular issue without the full set of data (either brt or metro sympathizers). Pardo Typed on keyboard projected onto a glass surface. Please excuse typos. On 22/06/2011, at 17:54, bruun@seas.upenn.edu wrote: > > The attached article is an example of why I say that the advantage of BRT being built quicker > than rail is often only hypothetical. This decision took many years despite the fact that > this is a very busy bus route. Eric Bruun > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 lwright at vivacities.org Thu Jun 23 16:04:11 2011 From: lwright at vivacities.org (Lloyd Wright) Date: Thu, 23 Jun 2011 09:04:11 +0200 Subject: [sustran] Re: Example of why BRTs often take too long In-Reply-To: <20110622185420.897766u6qtrgj34s@webmail.seas.upenn.edu> References: <04dd01cc100f$51b6cc70$f5246550$@org> <9c7d041e6d99b731203eed05ee18850b.squirrel@calmail.berkeley.edu> <0c1201cc1b51$004cdd00$00e69700$@org> <20110526152932.11165by4uu0ziql8@webmail.seas.upenn.edu> <20110622185420.897766u6qtrgj34s@webmail.seas.upenn.edu> Message-ID: <001801cc3173$c435ec10$4ca1c430$@vivacities.org> I would imagine that each mode type is affected by different potential types of project delays. Higher capital cost modes are affected by budget constraints. More substantial engineering and infrastructural challenges create potential construction delays as well as perhaps greater risk of cost volatility / escalation. Surface modes could face challenges in terms of motorist lobbies (due to potential loss of mixed traffic lanes) and NIMBYism. Elevated modes could face challenges due to visual impacts. There are certainly examples of BRT systems going in very quickly (most of the Chinese systems, Ahmedabad, Johannesburg, Bogota, etc.), but there are also examples of projects with enduring delays (Dar es Salaam). As Carlos suggest, it would be worth doing a comparative study of project development times for each mode. Best regards, Lloyd -----Original Message----- From: sustran-discuss-bounces+lwright=vivacities.org@list.jca.apc.org [mailto:sustran-discuss-bounces+lwright=vivacities.org@list.jca.apc.org] On Behalf Of bruun@seas.upenn.edu Sent: 23 June 2011 00:54 To: sustran-discuss@list.jca.apc.org Subject: [sustran] Example of why BRTs often take too long The attached article is an example of why I say that the advantage of BRT being built quicker than rail is often only hypothetical. This decision took many years despite the fact that this is a very busy bus route. Eric Bruun From eric.britton at ecoplan.org Thu Jun 23 16:29:42 2011 From: eric.britton at ecoplan.org (eric britton) Date: Thu, 23 Jun 2011 09:29:42 +0200 Subject: [sustran] Re: Example of why BRTs often take too long In-Reply-To: <001801cc3173$c435ec10$4ca1c430$@vivacities.org> References: <04dd01cc100f$51b6cc70$f5246550$@org> <9c7d041e6d99b731203eed05ee18850b.squirrel@calmail.berkeley.edu> <0c1201cc1b51$004cdd00$00e69700$@org> <20110526152932.11165by4uu0ziql8@webmail.seas.upenn.edu> <20110622185420.897766u6qtrgj34s@webmail.seas.upenn.edu> <001801cc3173$c435ec10$4ca1c430$@vivacities.org> Message-ID: <023a01cc3177$536c2f90$fa448eb0$@britton@ecoplan.org> Excellent discussion and the idea of a comparative study and analysis would be very timely. Including of course with the specific problems encountered into each time, work-arounds, etc. I think this is very important since there is a lot of sunny talk about the speed with which BRT can be up and going, and we must be able to provide realistic guidance based on achievement on the street. Thanks to all on this, Eric Britton From etts at indigo.ie Thu Jun 23 17:03:58 2011 From: etts at indigo.ie (Brendan Finn) Date: Thu, 23 Jun 2011 09:03:58 +0100 Subject: [sustran] Example of why BRT can be delayed by interest groups In-Reply-To: <023a01cc3177$536c2f90$fa448eb0$@britton@ecoplan.org> Message-ID: Dear all, I agree on the need to provide realistic guidance, and to be upfront about real-world challenges. That said, I think we should make a very clear distinction between: - cases of normal process, including full stakeholder consultation and even redesign where required - cases where institutional, organisational, operator issues need to also be resolved and add to the timeline (e.g. operator restructuring/formation in Joburg/Cape Town) - cases where interest groups significantly drag out the process It would also be worth examining if there is any material difference in timeline between the first and subsequent BRT projects in a country - i.e. does the first BRT in a country have to invest time in a 'pipe-cleaning' of attitudes, frameworks and processes, which then benefits all subsequent projects? It is not clear from the article about LA sent by Eric Bruun how long the process took, and how much delay has been suffered by wrangling and stalling tactics. Nonetheless, two things are clear to me: 1) However long the wrangling takes, once the green light is given the bus-based option will be in operation quicker than the rail alternative; and 2) If the Council will not approve the needed priority on a particular section, there will not be any rail-based system there at all, whereas the bus can still run in mixed traffic on that section With best wishes, Brendan. ___________________________________________________________________________ ___________________________________ Brendan Finn e-mail : etts@indigo.ie tel : +353.87.2530286 On 23/06/2011 08:29, "eric britton" wrote: >Excellent discussion and the idea of a comparative study and analysis >would >be very timely. Including of course with the specific problems encountered >into each time, work-arounds, etc. > >I think this is very important since there is a lot of sunny talk about >the >speed with which BRT can be up and going, and we must be able to provide >realistic guidance based on achievement on the street. > >Thanks to all on this, > >Eric Britton > > > >-------------------------------------------------------- >To search the archives of sustran-discuss visit >http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > >================================================================ >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 Thu Jun 23 20:53:41 2011 From: eric.britton at ecoplan.org (eric britton) Date: Thu, 23 Jun 2011 13:53:41 +0200 Subject: [sustran] Going Down? Newman and Kenworthy on Peak Car Use Message-ID: <001201cc319c$3cf2dc30$b6d89490$@britton@ecoplan.org> _____________________________________________________ World Streets Make it yours Going Down? Newman and Kenworthy on Peak Car Use Posted on 23 June 2011 by Eric Britton, editor| Leave a comment | Edit This is an important article. It appears simultaneously in the Summer of http://worldstreets.files.wordpress.com/2011/06/cfd-ital12.jpg?w=150&h=12520 11 edition of our sister publication, the Journal of World Transport Policy and Practice. With a view to ensuring its broadest international readership we are posting it here with pleasure, and with permission of the authors. We do this with particular interest on the grounds that their central thesis ? that is, our faster than one might have expected evolving attitudes toward car ownership and use ? is one that is central to the preoccupations of World Streets and all our associated programs. Getting control of car use overall, and more particularly in and around cities, is a critical building block of the strategy needed to ensure sustainability and social justice. the first step in this direction is to do what we can to create a strong consensus and to give a strong voice to the community of all those concerned with the move toward sustainable transport, sustainable cities and sustainable lives. Click here for today's feature article - http://wp.me/psKUY-1Is Eric Britton, Editor / Managing Director World Streets / New Mobility Partnerships 8, rue Jospeh Bara 75006 Paris France Tel. +331 7550 3788 | editor@newmobility.org | Skype: newmobility P Avant d'imprimer, pensez ? l'environnement -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 3705 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20110623/2b65f242/attachment.jpe From bruun at seas.upenn.edu Fri Jun 24 06:23:13 2011 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Thu, 23 Jun 2011 17:23:13 -0400 Subject: [sustran] Re: Example of why BRT can be delayed by interest groups In-Reply-To: References: Message-ID: <20110623172313.14263ma5yfw9nqgx@webmail.seas.upenn.edu> Brendan I should have given some additional information: Wilshire Boulevard has both local and express (Metro Rapid) buses. The latter stop about every fourth stop and have a better image and faster service. But they didn't have the crucial laterally separated lane (RoW B in Vuchic's parlance), which distinguishes it from the Orange Line, which does. Metro Rapid services exist or will soon exist in over 20 corridors now if I recall correctly. The first of them go back at least 10 years. The effort to get RoW B has been ongoing, but it probably increased in intensity in the most recent years due to worsening congestion, and due to very pro-active politicians that are really trying hard to improve PT. I wish I could say the same where I live. Eric Bruun Quoting Brendan Finn : > Dear all, > > I agree on the need to provide realistic guidance, and to be upfront about > real-world challenges. > > That said, I think we should make a very clear distinction between: > > - cases of normal process, including full stakeholder consultation and > even redesign where required > - cases where institutional, organisational, operator issues need to also > be resolved and add to the timeline (e.g. operator restructuring/formation > in Joburg/Cape Town) > - cases where interest groups significantly drag out the process > > It would also be worth examining if there is any material difference in > timeline between the first and subsequent BRT projects in a country - i.e. > does the first BRT in a country have to invest time in a 'pipe-cleaning' > of attitudes, frameworks and processes, which then benefits all subsequent > projects? > > It is not clear from the article about LA sent by Eric Bruun how long the > process took, and how much delay has been suffered by wrangling and > stalling tactics. Nonetheless, two things are clear to me: > > 1) However long the wrangling takes, once the green light is given the > bus-based option will be in operation quicker than the rail alternative; > and > 2) If the Council will not approve the needed priority on a particular > section, there will not be any rail-based system there at all, whereas the > bus can still run in mixed traffic on that section > > With best wishes, > > > Brendan. > ___________________________________________________________________________ > ___________________________________ > Brendan Finn e-mail : etts@indigo.ie tel : > +353.87.2530286 > > > > > > On 23/06/2011 08:29, "eric britton" wrote: > >> Excellent discussion and the idea of a comparative study and analysis >> would >> be very timely. Including of course with the specific problems encountered >> into each time, work-arounds, etc. >> >> I think this is very important since there is a lot of sunny talk about >> the >> speed with which BRT can be up and going, and we must be able to provide >> realistic guidance based on achievement on the street. >> >> Thanks to all on this, >> >> Eric Britton >> >> >> >> -------------------------------------------------------- >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> ================================================================ >> 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 > > ================================================================ > 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 Jun 24 06:45:52 2011 From: bruun at seas.upenn.edu (bruun at seas.upenn.edu) Date: Thu, 23 Jun 2011 17:45:52 -0400 Subject: [sustran] Re: Example of why BRTs often take too long In-Reply-To: References: <04dd01cc100f$51b6cc70$f5246550$@org> <9c7d041e6d99b731203eed05ee18850b.squirrel@calmail.berkeley.edu> <0c1201cc1b51$004cdd00$00e69700$@org> <20110526152932.11165by4uu0ziql8@webmail.seas.upenn.edu> <20110622185420.897766u6qtrgj34s@webmail.seas.upenn.edu> Message-ID: <20110623174552.129032ozhswbmfps@webmail.seas.upenn.edu> Pardo I think that it would be safe to say that many projects never even make it onto an official list by any planning authority due to the lack of confidence that it will be possible to get control of the RoW. So it is quite safe to say "often". But, of course, I agree with everyone who says that a study of how long projects get postponed and for what reasons is highly worthwhile. It would only need to be a metastudy, as a lot of information is already published. Some additional effort would be needed to identify how often projects never even get officially proposed due to belief that the effort will not come to fruition. Eric Bruun Quoting Pardo : > What would "often" mean in this context? And what milestones would > determine the "being built" beginning and end? It would be great to > do a real comparison after having defined these two issues. We > normally do generalizations of this particular issue without the > full set of data (either brt or metro sympathizers). > > Pardo > > Typed on keyboard projected onto a glass surface. Please excuse typos. > > On 22/06/2011, at 17:54, bruun@seas.upenn.edu wrote: > >> >> The attached article is an example of why I say that the advantage >> of BRT being built quicker >> than rail is often only hypothetical. This decision took many years >> despite the fact that >> this is a very busy bus route. Eric Bruun >> >> -------------------------------------------------------- >> To search the archives of sustran-discuss visit >> http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss >> >> ================================================================ >> 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 czegras at MIT.EDU Tue Jun 28 22:33:42 2011 From: czegras at MIT.EDU (P. Christopher Zegras) Date: Tue, 28 Jun 2011 09:33:42 -0400 Subject: [sustran] Mexico City Metro: Advertizing Flyovers... Message-ID: <3BC44BCACA60F3439EE06B100CC1B7EA0E5E64561C@EXPO17.exchange.mit.edu> Another one for the collection of sadly ironic advertising on public transportation: http://yfrog.com/ki4rtvej (Yes, that appears to be an advertisement BY the City government [owner of the Metro]; rough translation: "Arriving on time to spend time with my family: Constructing the new history of Mexico with her citizens"....) (thanks to Onesimo Flores for forwarding) -- P. Christopher Zegras Ford Career Development Associate Professor, Transportation & Urban Planning Dept. of Urban Studies & Planning and Engineering Systems Division Massachusetts Institute of Technology 77 Massachusetts Avenue, Room 10-403 | Cambridge, MA 02139 Tel: 617 452 2433 | Fax: 617 258 8081 | czegras@mit.edu http://web.mit.edu/czegras/www/ | http://dusp.mit.edu/transportation Office Hours (Spring '11): Tues/Thurs, 1:30-3:00 Sign up here: https://dusp.mit.edu/officehours (must have MIT Certificates) From carlosfpardo at gmail.com Tue Jun 28 22:37:06 2011 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Tue, 28 Jun 2011 08:37:06 -0500 Subject: [sustran] Re: Mexico City Metro: Advertizing Flyovers... In-Reply-To: <3BC44BCACA60F3439EE06B100CC1B7EA0E5E64561C@EXPO17.exchange.mit.edu> References: <3BC44BCACA60F3439EE06B100CC1B7EA0E5E64561C@EXPO17.exchange.mit.edu> Message-ID: <4E09D902.6060608@gmail.com> See a full collection of these in: http://www.flickr.com/groups/self-harming_pt_ads/ (thanks to Todd Edelman for compiling them!) On 28/06/2011 08:33 a.m., P. Christopher Zegras wrote: > Another one for the collection of sadly ironic advertising on public transportation: > > http://yfrog.com/ki4rtvej > > (Yes, that appears to be an advertisement BY the City government [owner of the Metro]; rough translation: "Arriving on time to spend time with my family: Constructing the new history of Mexico with her citizens"....) > > (thanks to Onesimo Flores for forwarding) > -- > P. Christopher Zegras > Ford Career Development Associate Professor, Transportation& Urban Planning > Dept. of Urban Studies& Planning and Engineering Systems Division > Massachusetts Institute of Technology > 77 Massachusetts Avenue, Room 10-403 | Cambridge, MA 02139 > Tel: 617 452 2433 | Fax: 617 258 8081 | czegras@mit.edu > http://web.mit.edu/czegras/www/ | http://dusp.mit.edu/transportation > Office Hours (Spring '11): Tues/Thurs, 1:30-3:00 > Sign up here: https://dusp.mit.edu/officehours (must have MIT Certificates) > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 czegras at MIT.EDU Tue Jun 28 23:53:47 2011 From: czegras at MIT.EDU (P. Christopher Zegras) Date: Tue, 28 Jun 2011 10:53:47 -0400 Subject: [sustran] Re: Mexico City Metro: Advertizing Flyovers... In-Reply-To: <4E09D902.6060608@gmail.com> References: <3BC44BCACA60F3439EE06B100CC1B7EA0E5E64561C@EXPO17.exchange.mit.edu> <4E09D902.6060608@gmail.com> Message-ID: <3BC44BCACA60F3439EE06B100CC1B7EA0E5E645649@EXPO17.exchange.mit.edu> Worth also mentioning that, perhaps fittingly, the station name translates to: "Canyon of the Dead".... -----Original Message----- From: Carlosfelipe Pardo [mailto:carlosfpardo@gmail.com] Sent: Tuesday, June 28, 2011 9:37 AM To: P. Christopher Zegras Cc: sustran-discuss@list.jca.apc.org Subject: Re: [sustran] Mexico City Metro: Advertizing Flyovers... See a full collection of these in: http://www.flickr.com/groups/self-harming_pt_ads/ (thanks to Todd Edelman for compiling them!) On 28/06/2011 08:33 a.m., P. Christopher Zegras wrote: > Another one for the collection of sadly ironic advertising on public transportation: > > http://yfrog.com/ki4rtvej > > (Yes, that appears to be an advertisement BY the City government > [owner of the Metro]; rough translation: "Arriving on time to spend > time with my family: Constructing the new history of Mexico with her > citizens"....) > > (thanks to Onesimo Flores for forwarding) > -- > P. Christopher Zegras > Ford Career Development Associate Professor, Transportation& Urban Planning > Dept. of Urban Studies& Planning and Engineering Systems Division > Massachusetts Institute of Technology > 77 Massachusetts Avenue, Room 10-403 | Cambridge, MA 02139 > Tel: 617 452 2433 | Fax: 617 258 8081 | > czegras@mit.edu > http://web.mit.edu/czegras/www/ | http://dusp.mit.edu/transportation > Office Hours (Spring '11): Tues/Thurs, 1:30-3:00 Sign up here: > https://dusp.mit.edu/officehours asso?t=1:3:0> (must have MIT Certificates) > > > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 peebeebarter at gmail.com Wed Jun 29 08:52:18 2011 From: peebeebarter at gmail.com (Paul Barter) Date: Wed, 29 Jun 2011 07:52:18 +0800 Subject: [sustran] Jakarta close to deciding on congestion pricing? Message-ID: This may still fail to make it through the political process. It will be interesting to see. Paul ------------------------------------------ One legal boundary to go for Jakarta ERP Andreas D. Arditya, The Jakarta Post, Jakarta | Sat, 06/25/2011 10:48 PM http://www.thejakartapost.com/news/2011/06/25/one-legal-boundary-go-jakarta-erp.html Jakarta came one step closer to implementing the much-anticipated electronic road pricing (ERP) system after a regulation was signed by the President, but the city administration says there is still a long way to go before the system becomes a reality. Transportation Minister spokesman Bambang S. Ervan confirmed on Friday that President Susilo Bambang Yudhoyono had signed Government Regulation (PP) No. 32/2011 on Traffic Management and Engineering on June 21. He said the PP regulated steps to be taken by the regional administration to implement the ERP, which includes planning, managing traffic, procurement and preparing road facilities. ?The regulation lists a number of requirements for the ERP, including that the system can be implemented where the number of vehicles are higher than the road capacity,? Ervan said Friday. However, Ervan said that the PP did not state that Jakarta was obliged to implement the ERP. The PP also mandates that regional administrations handle traffic problems by limiting the number of private cars, cargo vehicles, motorcycles and parking spaces, he added. The city has proposed that the ERP system discourage motorists from using private cars and instead opt for public transportation. The initial plan for the scheme is for the ERP to be applied on roads in the current ?three-in-one? car pooling zones. Under the 3-in-1 system, enacted in 1994, private cars must have at least three people in them to enter main thoroughfares from Blok M in South Jakarta to Kota in West Jakarta during morning and afternoon rush hour on weekdays. The ERP would replace the 3-in-l system, and with it the infamous passenger surrogates, known locally as jockeys. Motorists can cheat the system by paying jockeys ? who wait on the side of the roads leading to 3-in-1 zones to ride in their cars in the zone for a fee of Rp 25,000 (US$2.9) to Rp 30,000 per ride. Separately on Friday, Transportation Agency chief Udar Pristono said that although the President had approved the technical frame for the ERP?s implementation, it was unlikely that the system would be implemented in the near future. ?We are still waiting for another PP currently being drafted by the Finance Ministry regarding a number of policies related to the ERP,? Pristono said. He said one of the main obstacles holding back the implementation of the ERP scheme was that the road-pricing levy was not included as tax or retribution in the 2009 Regional Tax and Retribution Law. ?The new PP would solve this problem by categorizing the ERP fees as a tax or retribution,? he said. Pristono said that even after the PP was approved, the city would still need at least one year to procure the equipment needed for the system. The agency chief, however, said the city would hold a trial on a smaller-scale private vehicle limitation in Jakarta. ?Later this year, the city will co-host the Southeast Asian Games. We will need to engineer the traffic so the event can be successful,? he said. Among the options under consideration are limiting the number of cars entering a number of roads based on license plate numbers, car color or special stickers. Pristono said that imposing an even-odd license plate monitoring system would require technology to read car license plates. Cars with license plates ending in a certain digit would not be allowed to travel on specific days. From schipper at berkeley.edu Wed Jun 29 09:05:54 2011 From: schipper at berkeley.edu (Lee Schipper) Date: Tue, 28 Jun 2011 17:05:54 -0700 Subject: [sustran] Re: Jakarta close to deciding on congestion pricing? In-Reply-To: References: Message-ID: <16d6dc1865b62a230d32686d009aa527.squirrel@calmail.berkeley.edu> Hope it succeeds. Schemes like odd-even lead to acquisition of 2nd cars and are never sustainable Cross your chopsticks! -- Lee Schipper, Ph.D Project Scientist Global Metropolitan Studies http://metrostudies.berkeley.edu/ Street/Mail Address: UC Berkeley Global Metropolitan Studies 1950 Addison 2nd floor, Berkeley. Berkeley CA 94704-2647 +1 510 642 6889, FAX +1 510 642 6061 Cell +1 202 262 7476 skype: mrmeter > This may still fail to make it through the political process. It will be > interesting to see. > Paul > ------------------------------------------ > > One legal boundary to go for Jakarta ERP > > Andreas D. Arditya, The Jakarta Post, Jakarta | Sat, 06/25/2011 10:48 PM > http://www.thejakartapost.com/news/2011/06/25/one-legal-boundary-go-jakarta-erp.html > > Jakarta came one step closer to implementing the much-anticipated > electronic > road pricing (ERP) system after a regulation was signed by the President, > but the city administration says there is still a long way to go before > the > system becomes a reality. > > Transportation Minister spokesman Bambang S. Ervan confirmed on Friday > that > President Susilo Bambang Yudhoyono had signed Government Regulation (PP) > No. > 32/2011 on Traffic Management and Engineering on June 21. > > He said the PP regulated steps to be taken by the regional administration > to > implement the ERP, which includes planning, managing traffic, procurement > and preparing road facilities. > > ?The regulation lists a number of requirements for the ERP, including that > the system can be implemented where the number of vehicles are higher than > the road capacity,? Ervan said Friday. > > However, Ervan said that the PP did not state that Jakarta was obliged to > implement the ERP. > > The PP also mandates that regional administrations handle traffic problems > by limiting the number of private cars, cargo vehicles, motorcycles and > parking spaces, he added. > > The city has proposed that the ERP system discourage motorists from using > private cars and instead opt for public transportation. > > The initial plan for the scheme is for the ERP to be applied on roads in > the > current ?three-in-one? car pooling zones. > > Under the 3-in-1 system, enacted in 1994, private cars must have at least > three people in them to enter main thoroughfares from Blok M in South > Jakarta to Kota in West Jakarta during morning and afternoon rush hour on > weekdays. > > The ERP would replace the 3-in-l system, and with it the infamous > passenger > surrogates, known locally as jockeys. > > Motorists can cheat the system by paying jockeys ? who wait on the side of > the roads leading to 3-in-1 zones to ride in their cars in the zone for a > fee of Rp 25,000 (US$2.9) to Rp 30,000 per ride. > > Separately on Friday, Transportation Agency chief Udar Pristono said that > although the President had approved the technical frame for the ERP?s > implementation, it was unlikely that the system would be implemented in > the > near future. > > ?We are still waiting for another PP currently being drafted by the > Finance > Ministry regarding a number of policies related to the ERP,? Pristono > said. > > He said one of the main obstacles holding back the implementation of the > ERP > scheme was that the road-pricing levy was not included as tax or > retribution > in the 2009 Regional Tax and Retribution Law. > > ?The new PP would solve this problem by categorizing the ERP fees as a tax > or retribution,? he said. > > Pristono said that even after the PP was approved, the city would still > need > at least one year to procure the equipment needed for the system. > > The agency chief, however, said the city would hold a trial on a > smaller-scale private vehicle limitation in Jakarta. > > ?Later this year, the city will co-host the Southeast Asian Games. We will > need to engineer the traffic so the event can be successful,? he said. > > Among the options under consideration are limiting the number of cars > entering a number of roads based on license plate numbers, car color or > special stickers. > > Pristono said that imposing an even-odd license plate monitoring system > would require technology to read car license plates. > > Cars with license plates ending in a certain digit would not be allowed to > travel on specific days. > -------------------------------------------------------- > To search the archives of sustran-discuss visit > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > ================================================================ > 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 sguttikunda at gmail.com Wed Jun 29 12:50:10 2011 From: sguttikunda at gmail.com (Sarath Guttikunda) Date: Wed, 29 Jun 2011 09:20:10 +0530 Subject: [sustran] Re: Jakarta close to deciding on congestion pricing? In-Reply-To: <16d6dc1865b62a230d32686d009aa527.squirrel@calmail.berkeley.edu> References: <16d6dc1865b62a230d32686d009aa527.squirrel@calmail.berkeley.edu> Message-ID: Robin Chase founded Zipcar, the world?s biggest car-sharing business. That was one of her smaller ideas. See the presentation below which contemplates road-pricing schemes that may shake up US driving habits. http://www.ted.com/talks/lang/eng/robin_chase_on_zipcar_and_her_next_big_idea.html -- Dr. Sarath Guttikunda, New Delhi, India UrbanEmissions.Info | TED Fellow http://www.dri.edu/sarath-guttikunda On Wed, Jun 29, 2011 at 5:35 AM, Lee Schipper wrote: > Hope it succeeds. Schemes like odd-even lead to acquisition of 2nd cars > and are never sustainable > Cross your chopsticks! > -- > Lee Schipper, Ph.D > Project Scientist > Global Metropolitan Studies > http://metrostudies.berkeley.edu/ > > Street/Mail Address: > UC Berkeley Global Metropolitan Studies > 1950 Addison 2nd floor, Berkeley. > Berkeley CA 94704-2647 > > > +1 510 642 6889, > FAX +1 510 642 6061 > Cell +1 202 262 7476 > > skype: mrmeter > > > > > This may still fail to make it through the political process. It will be > > interesting to see. > > Paul > > ------------------------------------------ > > > > One legal boundary to go for Jakarta ERP > > > > Andreas D. Arditya, The Jakarta Post, Jakarta | Sat, 06/25/2011 10:48 PM > > > http://www.thejakartapost.com/news/2011/06/25/one-legal-boundary-go-jakarta-erp.html > > > > Jakarta came one step closer to implementing the much-anticipated > > electronic > > road pricing (ERP) system after a regulation was signed by the President, > > but the city administration says there is still a long way to go before > > the > > system becomes a reality. > > > > Transportation Minister spokesman Bambang S. Ervan confirmed on Friday > > that > > President Susilo Bambang Yudhoyono had signed Government Regulation (PP) > > No. > > 32/2011 on Traffic Management and Engineering on June 21. > > > > He said the PP regulated steps to be taken by the regional administration > > to > > implement the ERP, which includes planning, managing traffic, procurement > > and preparing road facilities. > > > > ?The regulation lists a number of requirements for the ERP, including > that > > the system can be implemented where the number of vehicles are higher > than > > the road capacity,? Ervan said Friday. > > > > However, Ervan said that the PP did not state that Jakarta was obliged to > > implement the ERP. > > > > The PP also mandates that regional administrations handle traffic > problems > > by limiting the number of private cars, cargo vehicles, motorcycles and > > parking spaces, he added. > > > > The city has proposed that the ERP system discourage motorists from using > > private cars and instead opt for public transportation. > > > > The initial plan for the scheme is for the ERP to be applied on roads in > > the > > current ?three-in-one? car pooling zones. > > > > Under the 3-in-1 system, enacted in 1994, private cars must have at least > > three people in them to enter main thoroughfares from Blok M in South > > Jakarta to Kota in West Jakarta during morning and afternoon rush hour on > > weekdays. > > > > The ERP would replace the 3-in-l system, and with it the infamous > > passenger > > surrogates, known locally as jockeys. > > > > Motorists can cheat the system by paying jockeys ? who wait on the side > of > > the roads leading to 3-in-1 zones to ride in their cars in the zone for a > > fee of Rp 25,000 (US$2.9) to Rp 30,000 per ride. > > > > Separately on Friday, Transportation Agency chief Udar Pristono said that > > although the President had approved the technical frame for the ERP?s > > implementation, it was unlikely that the system would be implemented in > > the > > near future. > > > > ?We are still waiting for another PP currently being drafted by the > > Finance > > Ministry regarding a number of policies related to the ERP,? Pristono > > said. > > > > He said one of the main obstacles holding back the implementation of the > > ERP > > scheme was that the road-pricing levy was not included as tax or > > retribution > > in the 2009 Regional Tax and Retribution Law. > > > > ?The new PP would solve this problem by categorizing the ERP fees as a > tax > > or retribution,? he said. > > > > Pristono said that even after the PP was approved, the city would still > > need > > at least one year to procure the equipment needed for the system. > > > > The agency chief, however, said the city would hold a trial on a > > smaller-scale private vehicle limitation in Jakarta. > > > > ?Later this year, the city will co-host the Southeast Asian Games. We > will > > need to engineer the traffic so the event can be successful,? he said. > > > > Among the options under consideration are limiting the number of cars > > entering a number of roads based on license plate numbers, car color or > > special stickers. > > > > Pristono said that imposing an even-odd license plate monitoring system > > would require technology to read car license plates. > > > > Cars with license plates ending in a certain digit would not be allowed > to > > travel on specific days. > > -------------------------------------------------------- > > To search the archives of sustran-discuss visit > > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > > > > ================================================================ > > 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 > > ================================================================ > SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, > equitable and sustainable transport with a focus on developing countries > (the 'Global South'). >