From sudhir at cai-asia.org Tue Jan 1 10:52:12 2013 From: sudhir at cai-asia.org (Sudhir) Date: Tue, 1 Jan 2013 09:52:12 +0800 Subject: [sustran] Direct vs connective networks again (was Re: Thinking Outside the Bus) Message-ID: I have limited knowledge in this but based on my experience transfers are painful because of our poor accessibility. Sometimes I think that we are planning more transfers just because we are designing the system with limited buses. With transfers we are just buying time and trying to manage the challenges for short term. Also does the user pay more because he/she travels for shorter distances in different buses? regards Sudhir -------- This is certainly a very important issue from a service perspective, but one must not forget institutional issues. Are there mechanisms in place to "share" revenues across different services? Between competing companies? We assume that there will be one unified transit service provider in a region, but things rarely begin this way! Best, Zvi On 31 December 2012 04:35, Paul Barter wrote: > In June there was debate here on sustran-discuss over "direct service" > public transport networks (which make minimising transfers or > connections a high virtue) versus so-called "connective" ones (which > make achieving turn-up-and-go headways a high virtue, even if this > means simplifying the network and imposing more > connections/transfers). > > See my 4 June post for example > (http://list.jca.apc.org/public/sustran-discuss/2012-June/008573.html). > > Now Ashwin Prabu (cc'ed) at Embarq India weighs in at the CityFix > blog: http://thecityfix.com/blog/in-praise-of-transfers/ > > His focus is India, which seems to be an interesting case. His article > has the provocative title "In praise of transfers" [See also > > http://thecityfix.com/blog/qa-with-ashwin-prabhu-improving-bus-transport-along-major-arterials/ > ] > > The case for needing more transfers in order to achieve decent > frequencies is usually weaker in developing countries than in rich > ones. Wages of bus crews are low, densities are usually high, and if > private vehicle ownership is low, demand for public transport is often > very thick. This can often mean you can have the best of both worlds, > with much direct service AND high frequencies. If there is an argument > for a connective network in such cities, it is usually bus congestion > on core corridors. Guangzhou (despite being middle-income) was an > important example of many of these points in the June discussions > (with a new solution to bus congestion: -- its extremely high-capacity > open BRT). > > But here is Ashwin describing the situation in Bangalore: "Although it > has a very healthy fleet size of over 6100 buses, these are used to > service more than 2300 routes. So what you ultimately end up with is a > system that has a large number of routes where only one bus is serving > a route length of 35-40km or more. This means that you can only > achieve a bus service frequency of 1 bus every 2 or 3 hours. At this > low frequency, public transport is not a preferable alternative to > private vehicles." > > I assume that service looks better than that on many corridors with > several overlapping bus routes. But nevertheless, Ashwin argues that > in a situation like that, reducing the number of routes and route kms > would help achieve higher frequencies and make the system more > attractive, even if it results in more transfers by users. > > The whole article is worth a look for anyone interested in this > important debate in public transport network planning. > > More fodder for the debate? > > Paul > > -- > Paul Barter From zvi.leve at gmail.com Tue Jan 1 22:12:08 2013 From: zvi.leve at gmail.com (Zvi Leve) Date: Tue, 1 Jan 2013 08:12:08 -0500 Subject: [sustran] Re: Direct vs connective networks again (was Re: Thinking Outside the Bus) In-Reply-To: References: Message-ID: Sudhir, When their are many bus services, each route tends to be rather long and 'comprehensive': the service will bring you all the way from your origin to your destination, but it may make quite a few detours along the way and hence could take a long time. Plus the the same vehicle will be serving both high-demand areas and 'feeder' zones. A network based more closely on the location of the demand and the type of road network (ie feeder zones and high-volume corridors) can offer more flexibility: smaller vehicles serving the feeder zones and larger ones (perhaps even with dedicated rights of way) serving the high-volume corridors. Such a configuration would require transfers, but it should also be more flexible and robust. The feeder lines will no longer be travelling along the major corridors and adding to the congestion there. They can focus on their specific areas and provide greater service frequency. There will be multiple services serving the high-volume corridors (with different origins and destinations), so more people will have multiple options - once again better service frequency. As for how much people pay, that is the million dollar question! And that is where the institutional factors come in.... Best regards, Zvi On 31 December 2012 20:52, Sudhir wrote: > I have limited knowledge in this but based on my experience transfers are > painful because of our poor accessibility. Sometimes I think that we are > planning more transfers just because we are designing the system with > limited buses. With transfers we are just buying time and trying to manage > the challenges for short term. Also does the user pay more because he/she > travels for shorter distances in different buses? > > > regards > > Sudhir > > > -------- > > > This is certainly a very important issue from a service perspective, but > one must not forget institutional issues. Are there mechanisms in place to > "share" revenues across different services? Between competing companies? > We assume that there will be one unified transit service provider in a > region, but things rarely begin this way! > > Best, > > Zvi > > > On 31 December 2012 04:35, Paul Barter > wrote: > > > > In June there was debate here on sustran-discuss over "direct service" > > public transport networks (which make minimising transfers or > > connections a high virtue) versus so-called "connective" ones (which > > make achieving turn-up-and-go headways a high virtue, even if this > > means simplifying the network and imposing more > > connections/transfers). > > > > See my 4 June post for example > > (http://list.jca.apc.org/public/sustran-discuss/2012-June/008573.html). > > > > Now Ashwin Prabu (cc'ed) at Embarq India weighs in at the CityFix > > blog: http://thecityfix.com/blog/in-praise-of-transfers/ > > > > His focus is India, which seems to be an interesting case. His article > > has the provocative title "In praise of transfers" [See also > > > > > http://thecityfix.com/blog/qa-with-ashwin-prabhu-improving-bus-transport-along-major-arterials/ > > ] > > > > The case for needing more transfers in order to achieve decent > > frequencies is usually weaker in developing countries than in rich > > ones. Wages of bus crews are low, densities are usually high, and if > > private vehicle ownership is low, demand for public transport is often > > very thick. This can often mean you can have the best of both worlds, > > with much direct service AND high frequencies. If there is an argument > > for a connective network in such cities, it is usually bus congestion > > on core corridors. Guangzhou (despite being middle-income) was an > > important example of many of these points in the June discussions > > (with a new solution to bus congestion: -- its extremely high-capacity > > open BRT). > > > > But here is Ashwin describing the situation in Bangalore: "Although it > > has a very healthy fleet size of over 6100 buses, these are used to > > service more than 2300 routes. So what you ultimately end up with is a > > system that has a large number of routes where only one bus is serving > > a route length of 35-40km or more. This means that you can only > > achieve a bus service frequency of 1 bus every 2 or 3 hours. At this > > low frequency, public transport is not a preferable alternative to > > private vehicles." > > > > I assume that service looks better than that on many corridors with > > several overlapping bus routes. But nevertheless, Ashwin argues that > > in a situation like that, reducing the number of routes and route kms > > would help achieve higher frequencies and make the system more > > attractive, even if it results in more transfers by users. > > > > The whole article is worth a look for anyone interested in this > > important debate in public transport network planning. > > > > More fodder for the debate? > > > > Paul > > > > -- > > Paul Barter > > From cornie.huizenga at cai-asia.org Wed Jan 2 09:51:43 2013 From: cornie.huizenga at cai-asia.org (Cornie Huizenga) Date: Wed, 2 Jan 2013 08:51:43 +0800 Subject: [sustran] Re: Jakarta plans "Odds and Evens" license plate traffic rationing In-Reply-To: <50d5ffe6.4464340a.0ba1.ffffa53dSMTPIN_ADDED_BROKEN@mx.google.com> References: <50CF3BF4.2060408@gmail.com> <50d5ffe6.4464340a.0ba1.ffffa53dSMTPIN_ADDED_BROKEN@mx.google.com> Message-ID: Hi Eric, Fine with me! Cornie On Sun, Dec 23, 2012 at 2:45 AM, eric britton wrote: > Dear All, > > This is a good discussion and I am delighted to see the alternative > perspectives being expressed here. I have been tempted to chime in but as I > waited I saw that much of what I would have had to add is already on line. > So much the better. > > One of the things I like about these discussions and the topic is that it > can get quite funny. And humor opens the brain. > > I wonder if we might not now give them a second life to a somewhat broader > audience or at least different than ours here, namely to push the entire > cycle from first to latest as a series of "Comments" on World Streets. If > that seems like an idea to you, what I would need from as many of the > players who wish, would be their OK plus a dated copy of their > communication(s). Also it would be good to have a short say three line bio > note, some contact information and a pic. In this way our readers would > have a more human view of the topic. > > Let me know if this works for you and I can get right to it. > > Regards/Eric Britton > > PS. If the topic 'Signals, Perception, Behavior: Questions, Blurs and > Hints" interests you may want to have a look at http://wp.me/psKUY-2GD. > It is a pretty contentious piece so if you are moved to critique or > comment, it will be great to have your reflections. > > "In transportation circles, most often in Europe but not uniquely there, > we often hear the term ?behavior modification?, which is usually brandished > as something brain2that somebody else has to learn to do and cope with. > More often than not this matter of behavior modification when it comes to > how, when and where people drive cars, but we can also hear about it with > reference to pedestrians, cyclists and other drivers and street denizens. > And as we can see from the results, this matter of behavior and > modification turns out to be quite a challenge. Let us consider briefly the > case of the sensory and choice network of an average driver." > > > PPS. The discussions that we housed on Free Public Transport have been > one of the most widely read topics that we have ever had the pleasure of > publishing in the four years of our existence. You can check that out at > http://worldstreets.wordpress.com/category/free-public-transport/. > Kindest thanks to all of you who pitched in there. > > > _____________________________________________________________ > Francis Eric Knight-Britton, Managing Director / Editor > New Mobility Partnerships | World Streets | W/S on Facebook | On > Twitter | xCar > 9, rue Gabillot 69003 Lyon France | T. +339 8326 9459| M. +336 5088 > 0787 | E. eric.britton@ecoplan.org | S. newmobility > 9440 Readcrest Drive. Los Angeles, CA 90210 | Tel. +1 213 985 3501 | > eric.britton@newmobility.org | Skype: ericbritton > > ? Avant d'imprimer, pensez ? l'environnement > > > > -- *Cornie Huizenga,** Vice Chairman of the Board of Trustees* *Clean Air Initiative for Asian Cities Center (CAI-Asia)** * *Email: cornie.huizenga@cai-asia.org** * *www.cleanairinitiative.org l www.facebook.com/cleanairasia* * * From colin.hughes at itdp.org Thu Jan 3 02:27:06 2013 From: colin.hughes at itdp.org (Colin Hughes) Date: Wed, 2 Jan 2013 12:27:06 -0500 Subject: [sustran] Direct vs connective networks again (was Re: Thinking Outside the Bus) (Sudhir) Message-ID: Interesting discussion about direct versus connective services and I wanted to bring up another dimension of this in addition to frequency and total travel time: capacity. I am currently overseeing some research on the TransOeste BRT on the far south side of Rio de Janeiro. Currently, it has a large bus terminal which connects many feeder routes to the BRT. And while the BRT there has a peak frequency of 4 minutes or so, capacity does not meet demand so most users are waiting in a queue for 2-3 buses to go by before they can board. That means the waiting time is actually double or triple the frequency interval, in addition to the time and trouble it takes to cross platforms to access the BRT. On TransOeste this is also a function of the fact that most users are riding more or less from end terminal to end terminal. I also agree with Sudhir that whether or not the user is charged for the transfer is really important to users. The average fare of a user in Guangzhou decreased significantly with the BRT because the BRT brought free transfers on the corridor (as well as volume-discounted smartcard payment options). Adding up the time-cost of the time and cost of transferring is a good way to compare the relative total costs of a direct vs. connective service. //c On Mon, Dec 31, 2012 at 10:00 PM, wrote: > Send Sustran-discuss mailing list submissions to > sustran-discuss@list.jca.apc.org > > To subscribe or unsubscribe via the World Wide Web, visit > http://list.jca.apc.org/manage/listinfo/sustran-discuss > or, via email, send a message with subject or body 'help' to > sustran-discuss-request@list.jca.apc.org > > You can reach the person managing the list at > sustran-discuss-owner@list.jca.apc.org > > When replying, please edit your Subject line so it is more specific than > "Re: Contents of Sustran-discuss digest..." > > ######################################################################## > Sustran-discuss Mailing List Digest > > IMPORTANT NOTE: When replying please do not include the whole digest in > your reply - just include the relevant part of the specific message that > you are responding to. Many thanks. > > About this mailing list see: > http://list.jca.apc.org/manage/listinfo/sustran-discuss > ######################################################################## > > > Today's Topics: > > 1. Direct vs connective networks again (was Re: Thinking Outside > the Bus) (Paul Barter) > 2. Re: Direct vs connective networks again (was Re: Thinking > Outside the Bus) (Zvi Leve) > 3. Direct vs connective networks again (was Re: Thinking Outside > the Bus) (Sudhir) > > > ---------- Forwarded message ---------- > From: Paul Barter > To: sustran-discuss@list.jca.apc.org > Cc: aprabhu@embarqindia.org > Date: Mon, 31 Dec 2012 17:35:46 +0800 > Subject: [sustran] Direct vs connective networks again (was Re: Thinking > Outside the Bus) > In June there was debate here on sustran-discuss over "direct service" > public transport networks (which make minimising transfers or > connections a high virtue) versus so-called "connective" ones (which > make achieving turn-up-and-go headways a high virtue, even if this > means simplifying the network and imposing more > connections/transfers). > > See my 4 June post for example > (http://list.jca.apc.org/public/sustran-discuss/2012-June/008573.html). > > Now Ashwin Prabu (cc'ed) at Embarq India weighs in at the CityFix > blog: http://thecityfix.com/blog/in-praise-of-transfers/ > > His focus is India, which seems to be an interesting case. His article > has the provocative title "In praise of transfers" [See also > > http://thecityfix.com/blog/qa-with-ashwin-prabhu-improving-bus-transport-along-major-arterials/ > ] > > The case for needing more transfers in order to achieve decent > frequencies is usually weaker in developing countries than in rich > ones. Wages of bus crews are low, densities are usually high, and if > private vehicle ownership is low, demand for public transport is often > very thick. This can often mean you can have the best of both worlds, > with much direct service AND high frequencies. If there is an argument > for a connective network in such cities, it is usually bus congestion > on core corridors. Guangzhou (despite being middle-income) was an > important example of many of these points in the June discussions > (with a new solution to bus congestion: -- its extremely high-capacity > open BRT). > > But here is Ashwin describing the situation in Bangalore: "Although it > has a very healthy fleet size of over 6100 buses, these are used to > service more than 2300 routes. So what you ultimately end up with is a > system that has a large number of routes where only one bus is serving > a route length of 35-40km or more. This means that you can only > achieve a bus service frequency of 1 bus every 2 or 3 hours. At this > low frequency, public transport is not a preferable alternative to > private vehicles." > > I assume that service looks better than that on many corridors with > several overlapping bus routes. But nevertheless, Ashwin argues that > in a situation like that, reducing the number of routes and route kms > would help achieve higher frequencies and make the system more > attractive, even if it results in more transfers by users. > > The whole article is worth a look for anyone interested in this > important debate in public transport network planning. > > More fodder for the debate? > > Paul > > -- > Paul Barter > http://www.reinventingparking.org > http://www.reinventingtransport.org > http://www.spp.nus.edu.sg/Faculty_Paul_Barter.aspx > > > > ---------- Forwarded message ---------- > From: Zvi Leve > To: Paul Barter > Cc: aprabhu@embarqindia.org, sustran-discuss@list.jca.apc.org > Date: Mon, 31 Dec 2012 09:53:08 -0500 > Subject: [sustran] Re: Direct vs connective networks again (was Re: > Thinking Outside the Bus) > This is certainly a very important issue from a service perspective, but > one must not forget institutional issues. Are there mechanisms in place to > "share" revenues across different services? Between competing companies? > We assume that there will be one unified transit service provider in a > region, but things rarely begin this way! > > Best, > > Zvi > > > On 31 December 2012 04:35, Paul Barter > wrote: > > > In June there was debate here on sustran-discuss over "direct service" > > public transport networks (which make minimising transfers or > > connections a high virtue) versus so-called "connective" ones (which > > make achieving turn-up-and-go headways a high virtue, even if this > > means simplifying the network and imposing more > > connections/transfers). > > > > See my 4 June post for example > > (http://list.jca.apc.org/public/sustran-discuss/2012-June/008573.html). > > > > Now Ashwin Prabu (cc'ed) at Embarq India weighs in at the CityFix > > blog: http://thecityfix.com/blog/in-praise-of-transfers/ > > > > His focus is India, which seems to be an interesting case. His article > > has the provocative title "In praise of transfers" [See also > > > > > http://thecityfix.com/blog/qa-with-ashwin-prabhu-improving-bus-transport-along-major-arterials/ > > ] > > > > The case for needing more transfers in order to achieve decent > > frequencies is usually weaker in developing countries than in rich > > ones. Wages of bus crews are low, densities are usually high, and if > > private vehicle ownership is low, demand for public transport is often > > very thick. This can often mean you can have the best of both worlds, > > with much direct service AND high frequencies. If there is an argument > > for a connective network in such cities, it is usually bus congestion > > on core corridors. Guangzhou (despite being middle-income) was an > > important example of many of these points in the June discussions > > (with a new solution to bus congestion: -- its extremely high-capacity > > open BRT). > > > > But here is Ashwin describing the situation in Bangalore: "Although it > > has a very healthy fleet size of over 6100 buses, these are used to > > service more than 2300 routes. So what you ultimately end up with is a > > system that has a large number of routes where only one bus is serving > > a route length of 35-40km or more. This means that you can only > > achieve a bus service frequency of 1 bus every 2 or 3 hours. At this > > low frequency, public transport is not a preferable alternative to > > private vehicles." > > > > I assume that service looks better than that on many corridors with > > several overlapping bus routes. But nevertheless, Ashwin argues that > > in a situation like that, reducing the number of routes and route kms > > would help achieve higher frequencies and make the system more > > attractive, even if it results in more transfers by users. > > > > The whole article is worth a look for anyone interested in this > > important debate in public transport network planning. > > > > More fodder for the debate? > > > > Paul > > > > -- > > Paul Barter > > http://www.reinventingparking.org > > http://www.reinventingtransport.org > > http://www.spp.nus.edu.sg/Faculty_Paul_Barter.aspx > > -------------------------------------------------------- > > 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'). > > > > > > ---------- Forwarded message ---------- > From: Sudhir > To: sustran-discuss@list.jca.apc.org, aprabhu@embarqindia.org, > zvi.leve@gmail.com > Cc: > Date: Tue, 1 Jan 2013 09:52:12 +0800 > Subject: [sustran] Direct vs connective networks again (was Re: Thinking > Outside the Bus) > I have limited knowledge in this but based on my experience transfers are > painful because of our poor accessibility. Sometimes I think that we are > planning more transfers just because we are designing the system with > limited buses. With transfers we are just buying time and trying to manage > the challenges for short term. Also does the user pay more because he/she > travels for shorter distances in different buses? > > > regards > > Sudhir > > > -------- > > > This is certainly a very important issue from a service perspective, but > one must not forget institutional issues. Are there mechanisms in place to > "share" revenues across different services? Between competing companies? > We assume that there will be one unified transit service provider in a > region, but things rarely begin this way! > > Best, > > Zvi > > > On 31 December 2012 04:35, Paul Barter > wrote: > > > > In June there was debate here on sustran-discuss over "direct service" > > public transport networks (which make minimising transfers or > > connections a high virtue) versus so-called "connective" ones (which > > make achieving turn-up-and-go headways a high virtue, even if this > > means simplifying the network and imposing more > > connections/transfers). > > > > See my 4 June post for example > > (http://list.jca.apc.org/public/sustran-discuss/2012-June/008573.html). > > > > Now Ashwin Prabu (cc'ed) at Embarq India weighs in at the CityFix > > blog: http://thecityfix.com/blog/in-praise-of-transfers/ > > > > His focus is India, which seems to be an interesting case. His article > > has the provocative title "In praise of transfers" [See also > > > > > > http://thecityfix.com/blog/qa-with-ashwin-prabhu-improving-bus-transport-along-major-arterials/ > > ] > > > > The case for needing more transfers in order to achieve decent > > frequencies is usually weaker in developing countries than in rich > > ones. Wages of bus crews are low, densities are usually high, and if > > private vehicle ownership is low, demand for public transport is often > > very thick. This can often mean you can have the best of both worlds, > > with much direct service AND high frequencies. If there is an argument > > for a connective network in such cities, it is usually bus congestion > > on core corridors. Guangzhou (despite being middle-income) was an > > important example of many of these points in the June discussions > > (with a new solution to bus congestion: -- its extremely high-capacity > > open BRT). > > > > But here is Ashwin describing the situation in Bangalore: "Although it > > has a very healthy fleet size of over 6100 buses, these are used to > > service more than 2300 routes. So what you ultimately end up with is a > > system that has a large number of routes where only one bus is serving > > a route length of 35-40km or more. This means that you can only > > achieve a bus service frequency of 1 bus every 2 or 3 hours. At this > > low frequency, public transport is not a preferable alternative to > > private vehicles." > > > > I assume that service looks better than that on many corridors with > > several overlapping bus routes. But nevertheless, Ashwin argues that > > in a situation like that, reducing the number of routes and route kms > > would help achieve higher frequencies and make the system more > > attractive, even if it results in more transfers by users. > > > > The whole article is worth a look for anyone interested in this > > important debate in public transport network planning. > > > > More fodder for the debate? > > > > Paul > > > > -- > > Paul Barter > > > ================================================================ > 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, please go to > http://www.google.com/coop/cse?cx=014715651517519735401:ijjtzwbu_ss > -- Colin K. Hughes | Director of National Policy & Project Evaluation Institute for Transportation & Development Policy New York City + Washington, D.C. Office +1 212-629-8001| www.itdp.org *Promoting sustainable and equitable transportation worldwide Promoviendo el transporte sostenible y equitativo en todo el mundo* From carlosfpardo at gmail.com Thu Jan 3 05:49:42 2013 From: carlosfpardo at gmail.com (Carlosfelipe Pardo) Date: Wed, 02 Jan 2013 15:49:42 -0500 Subject: [sustran] Re: Jakarta plans "Odds and Evens" license plate traffic rationing In-Reply-To: References: <50CF3BF4.2060408@gmail.com> <50d5ffe6.4464340a.0ba1.ffffa53dSMTPIN_ADDED_BROKEN@mx.google.com> Message-ID: <50E49D66.4050307@gmail.com> An HTML attachment was scrubbed... URL: http://list.jca.apc.org/public/sustran-discuss/attachments/20130102/89dab193/attachment.html From adhiraj.joglekar at googlemail.com Wed Jan 2 20:20:16 2013 From: adhiraj.joglekar at googlemail.com (Dr Adhiraj Joglekar) Date: Wed, 2 Jan 2013 11:20:16 +0000 Subject: [sustran] Re: Direct vs connective networks again (was Re: Thinking Outside the Bus) In-Reply-To: References: Message-ID: I give a user perspective. The attached documents compiled a while ago show my bias for - 1. Reducing route numbers 2. Doing away with the concept of feeder - trunk routes 3. The above possible only when each trunk route rather than terminate at either end of the so called trunk instead becomes a short feeder itself. 4. This means its a modified hub-spoke where buses do not terminate at the hub but will traverse through one. 5. There is no point in plethora of short routes with ridiculously low frequency. This applies to feeders as well especially if eventually I am going to have spend further time for a transfer. 6. It is wrong to assume trunk routes are those which serve wide roads. 7. It is also wrong to assume that when someone transfers at a trunk route they will travel from one end of the trunk to the other. Most actually will end up getting off within few kilometers and very likely end up needing another so called feeder!! 2 transfers people may accept, but add another one and it stops working for most. Adhiraj On 1 January 2013 13:12, Zvi Leve wrote: > Sudhir, > > When their are many bus services, each route tends to be rather long and > 'comprehensive': the service will bring you all the way from your origin to > your destination, but it may make quite a few detours along the way and > hence could take a long time. Plus the the same vehicle will be serving > both high-demand areas and 'feeder' zones. > > A network based more closely on the location of the demand and the type of > road network (ie feeder zones and high-volume corridors) can offer more > flexibility: smaller vehicles serving the feeder zones and larger ones > (perhaps even with dedicated rights of way) serving the high-volume > corridors. Such a configuration would require transfers, but it should also > be more flexible and robust. The feeder lines will no longer be travelling > along the major corridors and adding to the congestion there. They can > focus on their specific areas and provide greater service frequency. There > will be multiple services serving the high-volume corridors (with different > origins and destinations), so more people will have multiple options - once > again better service frequency. > > As for how much people pay, that is the million dollar question! And that > is where the institutional factors come in.... > > Best regards, > > Zvi > > On 31 December 2012 20:52, Sudhir wrote: > > > I have limited knowledge in this but based on my experience transfers are > > painful because of our poor accessibility. Sometimes I think that we are > > planning more transfers just because we are designing the system with > > limited buses. With transfers we are just buying time and trying to > manage > > the challenges for short term. Also does the user pay more because he/she > > travels for shorter distances in different buses? > > > > > > regards > > > > Sudhir > > > > > > -------- > > > > > > This is certainly a very important issue from a service perspective, but > > one must not forget institutional issues. Are there mechanisms in place > to > > "share" revenues across different services? Between competing companies? > > We assume that there will be one unified transit service provider in a > > region, but things rarely begin this way! > > > > Best, > > > > Zvi > > > > > > On 31 December 2012 04:35, Paul Barter > > wrote: > > > > > > > In June there was debate here on sustran-discuss over "direct service" > > > public transport networks (which make minimising transfers or > > > connections a high virtue) versus so-called "connective" ones (which > > > make achieving turn-up-and-go headways a high virtue, even if this > > > means simplifying the network and imposing more > > > connections/transfers). > > > > > > See my 4 June post for example > > > (http://list.jca.apc.org/public/sustran-discuss/2012-June/008573.html > ). > > > > > > Now Ashwin Prabu (cc'ed) at Embarq India weighs in at the CityFix > > > blog: http://thecityfix.com/blog/in-praise-of-transfers/ > > > > > > His focus is India, which seems to be an interesting case. His article > > > has the provocative title "In praise of transfers" [See also > > > > > > > > > http://thecityfix.com/blog/qa-with-ashwin-prabhu-improving-bus-transport-along-major-arterials/ > > > ] > > > > > > The case for needing more transfers in order to achieve decent > > > frequencies is usually weaker in developing countries than in rich > > > ones. Wages of bus crews are low, densities are usually high, and if > > > private vehicle ownership is low, demand for public transport is often > > > very thick. This can often mean you can have the best of both worlds, > > > with much direct service AND high frequencies. If there is an argument > > > for a connective network in such cities, it is usually bus congestion > > > on core corridors. Guangzhou (despite being middle-income) was an > > > important example of many of these points in the June discussions > > > (with a new solution to bus congestion: -- its extremely high-capacity > > > open BRT). > > > > > > But here is Ashwin describing the situation in Bangalore: "Although it > > > has a very healthy fleet size of over 6100 buses, these are used to > > > service more than 2300 routes. So what you ultimately end up with is a > > > system that has a large number of routes where only one bus is serving > > > a route length of 35-40km or more. This means that you can only > > > achieve a bus service frequency of 1 bus every 2 or 3 hours. At this > > > low frequency, public transport is not a preferable alternative to > > > private vehicles." > > > > > > I assume that service looks better than that on many corridors with > > > several overlapping bus routes. But nevertheless, Ashwin argues that > > > in a situation like that, reducing the number of routes and route kms > > > would help achieve higher frequencies and make the system more > > > attractive, even if it results in more transfers by users. > > > > > > The whole article is worth a look for anyone interested in this > > > important debate in public transport network planning. > > > > > > More fodder for the debate? > > > > > > Paul > > > > > > -- > > > Paul Barter > > > > > -------------------------------------------------------- > 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'). > -------------- next part -------------- A non-text attachment was scrubbed... Name: Rationalising_bus_routes_in_Pune[1].pdf Type: application/pdf Size: 254026 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20130102/12705cf0/Rationalising_bus_routes_in_Pune1-0001.pdf -------------- next part -------------- A non-text attachment was scrubbed... Name: Rationalising_PMT_bus_routes_case_ex.pdf Type: application/pdf Size: 210429 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20130102/12705cf0/Rationalising_PMT_bus_routes_case_ex-0001.pdf From eric.britton at ecoplan.org Thu Jan 3 17:02:44 2013 From: eric.britton at ecoplan.org (eric britton) Date: Thu, 3 Jan 2013 09:02:44 +0100 Subject: [sustran] Happy New Year and BTW what is the New Mobility Agenda all about? Message-ID: <00a501cde988$b9f81600$2de84200$@britton@ecoplan.org> This is to invite your attention to a New Year's Day offering on Network Dispatches which will I am sure interest at least some of you, and if you have comments or suggestions for improvement, this would be a great time to have them. The full piece is available at www.networkdispatches.org. Here you have the first paragraphs: What is the New Mobility Agenda? 2013 Style To kick off the New Year, it would seem like a good idea for us to remind our readers and contributors (and ourselves) of what we think this phrase means. This is important here since these words are at the core of what World Streets is all about, as well as the main meat of our in-process collaborative book for 2013, No Excuses, Sir! (A tale of cities, indolence, complexity and, finally, simplicity) . This phrase, which has been around since 1988, has two main facets. First it encompasses a wide range of transportation service and access arrangements, new mobility in short. Second, comes the Agenda part, basically the manner in which we can build a strategy which will enable our cities to move toward a much broader and more efficient range of mobility and access alternatives. Let's start with the service end of things. Old Mobility But before we dig into new mobility, let's take a moment to review quickly what the other thing, "old mobility" is all about. It's simple. The sole of the unnamed but no less real Old Mobility Agenda was to have a structured, ambitious, highly costly and often highly destructive in human and social terms for all that relates to motorized transport, the golden-haired poster child of the twentieth century. Beyond this, but at a far lower level of cost and structured attention has been traditional public transport, which with a few notable exceptions boils down in most places to -- sorry! -- poor folks transport (i.e., something along the lines of minimum mobility for all those who are not able to own and operate their own cars). And even in places that have over the last three decades spent billions to create fixed rout scheduled services, public transport has remained the very poor cousin of the car-oriented policy and investment practices of most city and national governments. New Mobility =Transport/Mobility/Access/Presence Now that we have that clear, on to New Mobility which offers a much broader range of movement, access and strategic alternatives. Let's get started with . . . [The seven pillars et al follow here: http://wp.me/p1fsqb-131 ] From kaushikdeb at gmail.com Thu Jan 3 22:36:42 2013 From: kaushikdeb at gmail.com (Kaushik Deb) Date: Thu, 3 Jan 2013 19:06:42 +0530 Subject: [sustran] Greetings and update Message-ID: May I take this opportunity to convey my very best wishes to you and your family for the New Year, and hope that the future brings success, joy, and prosperity to all your endeavors. A belated update on the professional front; I joined BP as an Economist in October of 2012. My official coordinates are as follows: Kaushik Deb, BP Group Economics Team. 73, 7TH Floor, 2nd North Avenue, Maker Maxity. Bandra Kurla Complex, Bandra (E), Mumbai-400 051. Tel: +91 22 71777154 Mob: +91 916 796 7133 Email: kaushik.deb@se1.bp.com With kind regards. Kaushik -- _________________________________________________________________ Kaushik Deb. # 43, Building 3A, Kalpataru Estate. Jogeshwari Vikhroli Link Road. Andheri (East). Mumbai 400 093 Ph. +91 22 42291445 From rishiagg at gmail.com Fri Jan 4 14:19:04 2013 From: rishiagg at gmail.com (Rishi Aggarwal) Date: Fri, 4 Jan 2013 10:49:04 +0530 Subject: [sustran] Discussing skywalks in Mumbai and an article on walking in Mumbai Message-ID: Hi friends, Hope those in Mumbai can come for the discussion - http://www.bmwguggenheimlab.org/whats-happening/calendar/event/rethinking-skywalks-and-sealinks?instance_id=1464&utm_source=hootsuite&utm_medium=sm&utm_campaign=bgltwitter http://www.theatlanticcities.com/commute/2013/01/mumbais-walkability-problem-plenty-pedestrians-not-enough-sidewalks/4297/ Cheers, Rishi From patwardhan.sujit at gmail.com Mon Jan 7 05:12:02 2013 From: patwardhan.sujit at gmail.com (Sujit Patwardhan) Date: Mon, 7 Jan 2013 01:42:02 +0530 Subject: [sustran] !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Rosa Parks, the Power of Resistance and the Rape in the Bus in Delhi !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Message-ID: An excellent article by our friend Shri Vidyadhar Date. Do read. -- Sujit http://www.countercurrents.org/date050113.htm Rosa Parks, the Power of Resistance and the Rape in the Bus in Delhi * * *by Vidyadhar Date*** 4 January, 2013 *T*his year marks the centenary of the birth of Rosa Parks, the young woman who refused to give her seat to a white man in a bus and sparked the civil rights movement in the days of segregation in the U.S. in 1955. Rosa becomes all the more relevant to us in the context of the recent rape of the girl in a Delhi bus and her murder. Incidentally, resistance to injustice in public transport has triggered two epoch making, peaceful protests. The first was Mahatma Gandhi?s in protest against the humiliation he faced in the train in South Africa. Rosa became a rallying figure in American history and went on to live for another 50 years after her act of resistance. The Delhi girl medical student became a victim at a young age but like Rosa she has triggered a mass movement. The nationwide protests in India have focused mainly on the issue of rape. But these could as well extend to the arena of public transport because the girl?s rape and death are directly related to the inadequacy of public transport and the government?s abject failure to provide basic amenities to the masses. Rosa Parks, a black woman, was sitting in the rear portion of the bus reserved for blacks. When a white man came in and the driver of the bus asked her to offer her seat to him, she refused. For this she was arrested . In protest there was a prolonged boycott of buses by the black community which led to the resistance movement of the black people. Her resistance was not an accident. She was for many years an activist in the movement for the rights of the exploited people. The resistance movement in the U.S. is relevant to India particularly because public transport in the country is deteriorating even while the government slavishly and brazenly encourages motor cars in contempt of the national urban transport policy. The government does this by yielding to the pressure from the car lobby which sees India as a focus area as the market for cars is declining in the West. The State Bank of India routinely gives front page advertisements in leading English language dailies offering incentive loans to push the sale of motor cars. What a cruel irony that this is the priority area for India?s oldest and biggest and State-controlled bank. Has anyone ever seen a bank giving advertisements offering loans for buying bicycles ? There are countless who need these. But the banks want to bail out the automobile industry which is one of the biggest drivers of capitalism for decades. It is not only in the raped girl?s death that the government has blood on its hand. It is the same story everywhere because of the government?s policy. Many people are now falling to death from overcrowded trains in Mumbai, the nation?s financial capital. So bad is the situation in the Mumbai suburban railway network that the Marathi daily Prahar, controlled by Maharashtra?s industries minister, described the Central Railway as the Murderous Railway (Khooni Madhya Railway) in the heading of an editorial on new year day. The minister Narayan Rane is a Congressman and an aspirant for the chief minister?s job. The bitter editorial is a reflection of the extreme anger among the people. It is only that people have not come out on the streets in Mumbai. The government is extraordinarily lucky that they have not. Even the commissioner of railway safety (central circle), Mr Chetan Bakshi has admonished the authorities for the shoddy `modernization? work in progress on the railway tracks. And even Mr Rakesh Saxena, managing director of Mumbai Rail Vikas Corporation, confessed at the urban mobility conference in Delhi last month that the conditions in the suburban railway for passengers were inhuman. That was much before the recent public outrage. India has the disgraceful record of accounting for the highest number of deaths in road crashes in the world. Most of the victims are poor people. So what does the government care ? The government routinely observes a road safety week annually in January as it is doing this week. That this is routine in the extreme can be seen from the fact that road fatalities are actually increasing by eight per cent every year, according to the government?s own figures. And the actual toll may be much higher if one sees how the police routinely refuse to register cases of road crashes unless the case is serious . There is collusion at every level. One senior surgeon in Mumbai had the temerity to enter the morgue of a public hospital recently and perform an operation on a body and tamper with the evidence of the accident. He was a complete outsider, he must have bribed someone and obviously, he was trying to protect someone. That is how deep the rot is. This means the poor not only lose life and limb their chances of getting any sort of justice, any compensation become extremely slim because of the callousness, or shall we say cruelty, of the authorities. It is estimated that by the year 2030, the annual death toll on roads in India would rise to 260,000 . This would be equal to deaths caused by multiple plane crashes and terrorist attacks every month of the year. That is the magnitude. This is particularly unacceptable because Western governments have consistently brought down the number of deaths in their countries. A report on road safety prepared by a committee headed by Prof Dinesh Mohan of IIT, Delhi, for the Planning Commission severely exposes several sectors. It says there is a total lack of commitment on the part of policy makers, designers, inventors, operators and researchers. There is too much emphasis on the engineering aspect and neglect of many other aspects. Safety is the first casualty of the PPP (public private participation) model. Yet, observers point out this model is trumpeted by the authorities day in and day out. It is a constant refrain in high level seminars. It is a fraud. A retired senior government servant remarked recently that PPP was actually an ATM (any time money) for politicians. That the authorities have absolutely no regard for the basic rights and amenities for the people and are obsessed with elitist schemes for the benefit of the rich is clear from this example. The Maharashtra State Road Development Corporation (MSRDC) has for its main priority currently a project to create a Formula 1 racing track on the outskirts of Mumbai and using hundreds of acres of precious land in the process. Of course, there is no demand from anyone for this utterly wasteful and unnecessary project. Such projects are increasingly coming under attack in the West. The authorities have the gall to claim in their website that this will help transform Mumbai into a major tourist and sports destination and enhance its global image. They should know that the country already has one and the new race track in Delhi has a poor record. So let the poor fall from overcrowded trains and be run over by the cars of the arrogant, drunken rich but we will cater to the demands of the international car lobby and promote the cult of vehicular speed making it more difficult for people even to cross the road. The venue of the launch of the road safety week in Mumbai on January 1 at Marine Drive in Mumbai seems like a cruel joke.It is the most unsafe place to reach on foot. Since this is a time for some reflection for politicians, the chief minister would do well to cross the road from Talk of the Town restaurant to Marine Drive without any escort and go incognito. True, there are good officers in the police but they are in a minority. Coming back to Rosa Parks. She is one of the best inspirations in the present times particularly since women are now coming out into the open to reclaim their space, their rights. The American right wing tried to appropriate her legacy. When she died in 2005 , her body lay in state in the Rotunda of Capitol Hill. A critic bitterly noted that here lay in 1972 the body of J Edgar Hoover who had worked to destroy everything Rosa Parks stood for. For half a century, he waged a war against blacks, homosexuals and Communists. Similarly, vested interests will try to appropriate the raped medical student, the victim. They will try to deflect attention from the circumstances through some gestures which will be basically empty. We do have an apartheid though it is of a different kind from the one that Rosa Parks fought. Delhi particularly is a stark example. It has the most naked disparities in transport. It has more cars than Mumbai, Kolkata and Chennai totally have. So while the rich travel in air conditioned comfort and at breakneck speed in their cars on Delhi?s wide roads, young girls struggle to travel in constant dread in public transport buses. That is why the fighting spirit of Rosa Parks is relevant to us. ---------------------------------------------------------------------------------------------------------------- *Vidyadhar Date* is a senior journalist and author of the book ?Traffic in the Era of Climate Change: Walking, Cycling, Public Transport Need Priority?. Email: datebandra@yahoo.com. -- ------------------------------------------------------------------------------------------------------------------- [image: Inline image 1] *Parisar* ------------------------------------------------------------------------------------------------------------------ Sujit Patwardhan patwardhan.sujit@gmail.com sujit@parisar.org ---------------------------------------------------------------------------------------------------------------- Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India Tel: +91 20 25537955 Cell: +91 98220 26627 --------------------------------------------------------------------------------------------------------------- Blog: http://motif.posterous.com/ Parisar: www.parisar.org --------------------------------------------------------------------------------------------------------------- -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 17934 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20130107/130d3815/attachment.jpe From eric.britton at ecoplan.org Tue Jan 8 17:40:09 2013 From: eric.britton at ecoplan.org (eric britton) Date: Tue, 8 Jan 2013 09:40:09 +0100 Subject: [sustran] To support the Tallinn FTP project, World Streets readers comment on Free Public Transport Message-ID: <00c401cded7b$c8bc33f0$5a349bd0$@britton@ecoplan.org> From: World Streets: The Politics of Transport in Cities [mailto:comment-reply@wordpress.com] Sent: Tuesday, 08 January, 2013 09:16 To: editor@worldstreets.org Subject: [New post] To support the Tallinn FTP project, World Streets readers comment on Free Public Transport Eric Britton, editor posted: "In June of 2012 your editor was invited by the mayors of Tallinn to give a public talk to comment on how some of the policy concepts developed over the last two decades under the New Mobility Consult program might be put to work to support their decision to take new approaches to transport policy [...]" Read more of this post Copy and paste this URL into your browser: http://worldstreets.wordpress.com/2013/01/07/to-support-the-tallinn-ftp-project-world-streets-readers-comment-on-free-public-transport/ From litman at vtpi.org Wed Jan 9 16:10:00 2013 From: litman at vtpi.org (Todd Alexander Litman) Date: Tue, 8 Jan 2013 23:10:00 -0800 Subject: [sustran] VTPI NEWS - TRB Special Edition Message-ID: <033601cdee38$5e580b20$1b082160$@org> ----------- VTPI NEWS - TRB Special Edition ----------- Victoria Transport Policy Institute "Efficiency - Equity - Clarity" ------------------------------------- January 2013 ----------------------------------- 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 policy and planning issues. VTPI also provides consulting services. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ The Transportation Research Board Annual Meeting takes place next week, January 13-17, in Washington DC. For more information see http://www.trb.org/AnnualMeeting2013/AnnualMeeting2013.aspx . Below are my key sessions. I present two papers, facilitate three panel sessions, and preside at one Subcommittee meeting. I hope to see you there! "Local Funding Options for Public Transportation" (http://www.vtpi.org/tranfund.pdf ) Paper 13-3125, Revenue and Finance Showcase (#296) Mon 1/14/2013, 10:45am-12:30pm, Hilton, International Center This paper summarizes research concerning potential local public transport funding options. It evaluates seventeen options according to eight criteria, a somewhat larger set of options and more detailed and systematic evaluation process than most previous studies of this type. "Safer Than You Think! Revising the Transit Safety Narrative" (http://www.vtpi.org/safer.pdf ) Innovative Approaches and Case Studies in Transit Management and Performance (#352) Monday 14 January, 2:00pm- 3:45pm, Hilton, International Center Public transportation is overall a very safe form of travel, yet many people have unjustified fears of this mode. This paper discusses ways that transit agencies can better communicate the relative safety of public transport travel, enhance overall safety and security, and improve passengers' sense of security. Valuing Transportation-Related Data (#458) Monday, 14 January, 7:30pm- 9:30pm, Hilton, International West This panel session will explore the critical roles data plays in effective transport planning, current data program needs and gaps, and ways to better communicate the value of data programs to decision-makers and the general public. Sustainable Transportation Indicators Subcommittee (ADD40[1]) Tuesday, 15 January, 12:15pm- 1:15pm, Hilton, Columbia Hall 4 This Subcommittee develops resources for defining, evaluating and monitoring sustainable transportation. Transport Data Program Development: International Best Practices, Part 1 (#798) and Part 2 (#824) Wednesday, 16 January, 2:30pm- 4:00pm (Part 1), and 4:30pm- 6:00pm (Part 2), Hilton, International West These two panel sessions will discuss international experience with transport data program development, lessons learned, and best practices. Experts will describe their programs and discuss a strategic vision for improving data programs and international cooperation. * * * * * 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. And 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 facebook.com/todd.litman Phone & Fax 250-360-1560 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA "Efficiency - Equity - Clarity" From voodikon at yahoo.com Fri Jan 11 00:26:05 2013 From: voodikon at yahoo.com (jane.) Date: Thu, 10 Jan 2013 07:26:05 -0800 (PST) Subject: [sustran] China acknowledges financial risks of subways In-Reply-To: References: Message-ID: <1357831565.26225.YahooMailNeo@web124501.mail.ne1.yahoo.com> Metros a danger to finances Expertsfearsmallercitiescan'taffordlines Followingasurgeinsubwayinvestmentlastyear, constructionofurbanrailsystemsinChinawillcontinuetogrowrapidlythisyear, whichhascausedsomeexpertstoworryaboutthefinancialrisksitcanposetolocalgovernments. The total investment in urban rail plans approved last year reached nearly 1 trillion yuan ($160 billion), including 360 billion yuan for projects that have passed feasibility studies, which means these projects can start construction, according to the National Development and Reform Commission. Full text at http://www.chinadaily.com.cn/china/2013-01/10/content_16100374.htm From transportation at golsonmedia.com Mon Jan 14 22:33:00 2013 From: transportation at golsonmedia.com (Sue Moskowitz) Date: Mon, 14 Jan 2013 08:33:00 -0500 Subject: [sustran] Call for Authors - SAGE Encyclopedia of Transportation: Social Science and Policy Message-ID: Call for Authors - *SAGE Encyclopedia of Transportation**: Social Science and Policy* ** We are inviting academic editorial contributors to *The Encyclopedia of Transportation: Social Science and Policy*, a new 4-volume reference to be published by SAGE Publications. Article submission deadline is May 12, 2013. How are decisions about transportation priorities and policies made? What are the social costs when highways divide communities or leave them behind, or when an airport is expanded near a poor neighborhood? In an age of indiscriminate terrorism, how do we secure key nodes on transport systems in ways that don?t unreasonably constrict those very systems? Should transportation systems be publicly or privately funded and managed? What are the social and financial costs of gridlock in our cities? * * *The Encyclopedia of Transportation: Social Science and Policy* will address such questions and introduces students to the vital topic of transportation via the lens of multiple disciplines within the social sciences and related fields including geography, public policy, business, and economics. Standing apart from existing reference works on transportation focusing on historical or on technical aspects; this academic work is centered on current social, economic, and policy aspects. Four volumes are included in the set containing approximately 700 signed entries with cross-references and suggestions for further readings. The signed articles are accompanied by pedagogical elements, including the Reader?s Guide, Chronology of Transportation Policy, Resource Guide, Glossary, and thorough index. This comprehensive project will be marketed to academic and public libraries as a print and digital product available to students via the library?s electronic services. The General Editor, who will be reviewing each submission to the project, is Dr. Mark Garrett, Ohio State University. If you are interested in contributing to this cutting-edge reference, it is a unique opportunity to contribute to the contemporary literature, redefining sociological issues in today?s terms. Moreover, it can be a notable publication addition to your CV/resume and broaden your publishing credits. SAGE Publications offers an honorarium ranging from SAGE book credits for smaller articles up to a free set of the printed product for contributions totaling 10,000 words or more. The list of available articles is already prepared, and as a next step we will e-mail you the Article List (Excel file) from which you can select topics that best fit your expertise and interests. Additionally, the Style and Submission Guidelines and the Reader?s Guide will be provided which detail article specifications. Please provide your CV or a brief summary of your academic/publishing credentials in related disciplines. Thank you, Sue Moskowitz Director of Author Management Golson Media transportation@golsonmedia.com From amahendra at embarqindia.org Wed Jan 16 03:35:38 2013 From: amahendra at embarqindia.org (Anjali Mahendra) Date: Tue, 15 Jan 2013 13:35:38 -0500 Subject: [sustran] Re: Jakarta plans "Odds and Evens" license plate traffic rationing In-Reply-To: References: <50CF3BF4.2060408@gmail.com> <002501cddcd4$e70bf370$b523da50$@vivacities.org> <20121218044837.19423zsyz2dan94l@webmail.seas.upenn.edu> Message-ID: <74c9aeb961175423b6de484c92972319@mail.gmail.com> Hello all, I'm late to this discussion, but Carlos, Lloyd, and Cornie have already made some of the points I wanted to bring up, about: - Evidence available from Mexico City regarding purchases of older, more polluting vehicles to get around the Hoy No Circula restriction (to Cornie?s point) - The fact that Bogot? does switch around the numbers under the Pico y Placa scheme and restricts 4 numbers a day (to Lloyd?s point); and - Really, such bans on vehicle circulation are not effective *in the long term *-- even if congestion does perceptibly reduce on weekdays when the bans are in effect and gets worse on weekends, as in Mexico City. As Cornie and others have said, to manage the growth and use of private vehicles more effectively, some mix of quotas, parking pricing, and congestion pricing (if feasible) must be considered. Of course, the revenues can be a handy funding source for public transport maintenance and improvement. Todd laid out a useful list of references to which I?d like to add this paper from 2008: Mahendra, Anjali. (2008). *Vehicle Restrictions in Four Latin American Cities: Is Congestion Pricing Possible?* Transport Reviews, Volume 28, Issue 1, pp 105-133. In it, I explored the possibility of replacing the vehicle restrictions in four Latin American cities (Bogot?, S?o Paulo, Mexico City, and Santiago) with congestion pricing, and surveyed experts in each city about the idea. I can send a PDF to anyone who?d like to see it. The above issues are discussed in detail in the paper. Carlos, you mentioned that you are currently evaluating the schemes in several Latin American cities; so you might find this useful. Regards, Anjali ------ Anjali Mahendra, Ph.D. Strategy Head ? Research and Practice EMBARQ India WORLD RESOURCES INSTITUTE * * ---------- Forwarded message ---------- From: *Carlosfelipe Pardo* Date: Tue, Dec 18, 2012 at 5:19 AM Subject: [sustran] Re: Jakarta plans "Odds and Evens" license plate traffic rationing To: Cornie Huizenga Cc: sustran-discuss I would like to go back to the odd-even discussion. This is a beautiful topic. I'll extend my initial remark based on what Cornie, Lloyd and Eric have noted: 1- Regarding in-depth studies as Cornie asks, the UNAM in M?xico did a very useful study in 2009 of the actual impact of their "Hoy no Circula", now more than 25 years after its initial (an ineffective) implementation, showing that it has had all the negative effects one can imagine (more pollution, more congestion, more motorization). Bogot? (now on its seventh version of its own Pico y placa) does studies of the impact of the scheme but they are government-led and not entirely useful (they try to see only the effect on traffic speeds, and try to model the "new and improved version" of the pico y placa. In any event, after going back and forth between 4-numbers-per-day, odd-even (this is the current version), full-day, peak-hours and a good set of variants in between, it is clear that the city is now more congested and that people have bought new and used cars to evade the restriction (nobody has been able to point clearly to the exact linkage of the increase in motorization with pico y placa, since GDP is also increasing and other cities in the country also have their own variants of the restriction). 2- Lloyd's 3 rules are very useful, and two of them (4-numbers-per-day and switching the numbers once a year) have been implemented in Bogot?. The second one (linking registration with home address) has not been implemented but it would be interesting to see if that would have an effect (I think they haven't done so due to the operational difficulties of implementing it). Bogot? has also used various other schemes (banning the choosing of license plate numbers, applying the restriction on specific hours of the day, applying it differentially to cars registered outside of the city with a longer restriction). These have either been smartly made ineffectual (i.e. car dealers buying full "lots" of license plates so they can end up giving the client the option to choose) or have had positive effects but in other arenas (i.e. greater revenue for car registrations in Bogot?, but no reduced traffic in practice). 3- Eric's point about some groups of people needing the car more than others is an oft-quoted reason for not having the restriction, or for trying to differentiate users somehow. Again, Bogot? does have differential applications, though mostly stupid: the groups who do not apply to the restriction are diplomats, ambulances, armored cars, 4x4 (yes, pickup trucks do NOT have pico y placa) and others. Of course, what this has done is that car dealers have increased their sales in 4x4's (and have used the restriction as a basis for their advertisements), or people have started getting armored cars. This, indirectly, is favoring people with higher income. I would definitely favor a scheme where other groups would be able to use their cars for work purposes (whenever they can prove that a tricycle or public transport simply cannot be used for that purpose), but again I would like to see how this can be implemented without "smart" people getting away with it. I welcome the full debate on plate restrictions from everyone, especially since I am currently evaluating the schemes of cities in Latin America which have had it for five or more years (Mexico, Santiago, Bogot?, Medell?n, and more recently Quito, La Paz, 9 cities in Colombia...), and have found no proof that plate restrictions work at all as a structural, other than for the first few months after being implemented. My opinion is that a plate restriction is like Sudoku: it makes people think they're smart, but what it actually does is make them spend time on something which is really useless in the end when they should rather be doing other stuff (the full opinion, in Spanish, here: http://www.eltiempo.com/colombia/bogota/ARTICULO-WEB-NEW_NOTA_INTERIOR-11967520.html ). Best regards, Carlos. On Wed, Dec 19, 2012 at 12:51 AM, Todd Alexander Litman wrote: > I agree that vehicle restrictions based on license plate numbers are > probably not very effective at reducing air pollution since many trips > (errands, shopping, social visits, etc.) are simply deferred from one day > to > another, and they are economically inefficient because they lack > flexibility, for example, if a residents really needs to make a trip during > their no-drive day. Some objective research does indicate that vehicle > license plate restrictions applied over long periods encourages some > households to purchase additional vehicles, which where often cheap, old, > high polluting cars. See: > Haynes Goddard (1997), "Using Tradable Permits to Achieve Sustainability in > the World's Large Cities," Environmental and Resource Economics, Vol. 10, > 1997, pp. 63-99; at > http://link.springer.com/content/pdf/10.1023%2FA%3A1026444113237. > > There are much more effective and efficient ways to reduce urban vehicle > travel, some of which generate revenues that can be used to improve > alternative modes. The best is simply to efficiently price parking and > eliminate minimum parking requirements. As Don Shoup says, free parking is > a > fertility drug for cars. As much as possible on-street parking should be > priced, parking should be unbundled (rented separately from building space, > so apartment residents only pay for the number of parking spaces they > need), > and employers should price or cash out commuter parking (so commuters who > don't drive receive a cash bonus equivalent to the value of free parking > provided to motorists). > > Road space reallocation (also called "complete streets" policies), with > wider sidewalks and improved crosswalks, bike lanes and bus lanes, and > lower > design speeds on urban arterials, give efficient modes priority over > automobile traffic. Restrictions on vehicle ownership, such as Singapore's > lottery, and congestion pricing such as in London and Stockholm, are good > but more difficult to implement. > > > For information see: > > "Vehicle Restrictions" chapter of the Online TDM Encyclopedia > (www.vtpi.org/tdm ) > > Paul Barter (2010) Parking Policy in Asian Cities, Asian Development Bank > (www.adb.org); at > http://beta.adb.org/publications/parking-policy-asian-cities. Also see > www.slideshare.net/PaulBarter/barter-for-adb-transport-forum-2010. > > Beijing Transport Demand Management (www.tdm-beijing.org) aims to identify > and evaluate suitable non-technical measures to reducing vehicle traffic > and > associated pollution emissions. > > GIZ (2011), Changing Course in Urban Transport- An Illustrated Guide, > Sustainable Urban Transport Project (www.sutp.org) Asia and GIZ; at > www.sutp.org/index.php?option=com_content&task=view&id=2825. > > ITDP (2011), Better Street, Better Cities: A Guide To Street Design In > Urban > India, Institute for Transportation and Development Policy (www.itdp.org); > at www.itdp.org/betterstreets. > > ITDP (2012), Transforming Urban Mobility In Mexico: Towards Accessible > Cities Less Reliant on Cars, Institute for Transportation and Development > Policy (www.mexico.itdp.org); at > > http://mexico.itdp.org/wp-content/uploads/Transforming-Urban-Mobility-in-Mex > ico.pdf. > > Santhosh Kodukula (2011), Raising Automobile Dependency: How to Break the > Trend?, GIZ Sustainable Urban Transport Project (www.sutp.org); at > www.sutp.org/dn.php?file=TD-RAD-EN.pdf. > > Todd Litman (2011), "Transport Pricing Reforms for More Efficient Cities: > Options and Impacts," GEF-SUTP Quarterly Newsletter, Vol. 2/5; at > http://sutpindia.com/docs/SUTPNewsletter_january2012.pdf. > > Frederik Strompen, Todd Litman and Daniel Bongardt (2012), Reducing Carbon > Emissions through TDM Strategies - A Review of International Examples, > Transportation Demand Management in Beijing > (http://tdm-beijing.org/index.php) GIZ and the Beijing Transportation > Research Centre; at > > http://tdm-beijing.org/index.php?option=com_flexicontent&view=category&cid=1 > 2&Itemid=9&lang=en; direct link at > http://tdm-beijing.org/files/International_Review.pdf; summary at > http://tdm-beijing.org/files/International_Review_Executive_Summary.pdf. > > UTTIPEC (2010), Parking Policy as a Travel Demand Management Strategy, > Delhi > Development Authority (www.uttipec.nic.in); at > www.uttipec.nic.in/writereaddata/linkimages/7460355562.pdf. > > Lloyd Wright (2009), Environmentally Sustainable Transport For Asian > Cities: > A Sourcebook, United Nations Centre for Regional Development > (www.uncrd.org.jp); at > http://unpan1.un.org/intradoc/groups/public/documents/uncrd/unpan031844.pdf > . > > > > Sincerely, > Todd Litman > Victoria Transport Policy Institute (www.vtpi.org) > litman@vtpi.org > facebook.com/todd.litman > Phone & Fax 250-360-1560 > 1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA > "Efficiency - Equity - Clarity" > >>> Quoting Lloyd Wright : >> >> > Dear all, >> > >> > There ways to make license plate restrictions work without significant >> > purchases of second vehicles. However, the simple odd-even scheme as >> > proposed in Jakarta is perhaps the most ineffective. >> > >> > To discourage additional car purchases (in order to bypass the >> > restrictions), a city can: >> > >> > 1. Restrict four numbers per day (meaning one would have to purchase >> > more >> > than two cars to drive every day) >> > 2. Do not permit the same ending number for any vehicle registered by >> > the >> > same person or for a vehicle at the same address >> > 3. Change the days associated with each number at least once per year. >> > >> > License plate restrictions are more realistic for developing cities than >> > more complex TDM mechanisms such as congestion pricing. To be >> > effective, >> > though, mechanisms as suggested should be implemented that can >> > discourage >> > the purchasing of additional vehicles. And of course, a >> > well-functioning >> > vehicle registration system is required. >> > >> > Best regards, >> > >> > Lloyd >> > > -----Original Message----- > From: sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org > [mailto:sustran-discuss-bounces+litman=vtpi.org@list.jca.apc.org] On > Behalf > Of Cornie Huizenga > Sent: December-17-12 6:40 PM > To: Carlosfelipe Pardo > Cc: sustran-discuss > Subject: [sustran] Re: Jakarta plans "Odds and Evens" license plate traffic > rationing > > Hi Carlos - I have heard a lot of anecdotal evidence on people buying > additional cars but have not really seen hard numbers on this. Obviously > what the governor of Jakarta is most interested in is the number of cars on > the road on a given day and not the number of cars owned. There are hard > numbers available that such a odd-even scheme reduces the numbers of cars > actually on the road on a given day and that it does increase average > speeds. It is good to see that additional investments are being made in > public transport. > > My preference would however be a vehicle quota with the auction proceeds > being used to improve public transport. Currently 400 new cars are being > registered in greater Jakarta area ( > http://www.indii.co.id/news_daily_detail.php?id=4164) resulting in annual > 144,000 new cars. Having a quota of 50% of that number (70,000) with an > average auction price of $7,500 would generate $ 525,000,000 per year in > income for the city and would enable it to implement a high quality > public transport system as long as it does not succumbs to the idea of > having a metro. Various feasibility studies have also been carried out on > congestion charging in Jakarta - this could be used to regulate the use of > existing vehicles. > > All in all a more sustainable approach than the rather primitive odd-even > scheme which does not generate any revenues. > > Cornie > > On Mon, Dec 17, 2012 at 11:36 PM, Carlosfelipe Pardo < > carlosfpardo@gmail.com > > wrote: > > > Based on the experience of every city where this scheme has been > > applied, I wouldn't be suprised if the amount of car sales (used and > > old) increase substantially once it's implemented... > > >> ================================================================ SUSTRAN-DISCUSS is a forum devoted to discussion of people-centred, equitable and sustainable transport with a focus on developing countries (the 'Global South'). From cornie.huizenga at slocatpartnership.org Thu Jan 24 11:31:34 2013 From: cornie.huizenga at slocatpartnership.org (Cornie Huizenga) Date: Thu, 24 Jan 2013 11:31:34 +0900 Subject: [sustran] Vote for sustainable transport at: http://www.myworld2015.org/?partner=riodialogues Message-ID: Dear All, Please take a moment and go to http://www.myworld2015.org/?partner=riodialogues. and give your vote top better transport and roads so that sustainable transport is on the map in the discussions on the Rio+20 follow up. Please distribute through your networks. with best regards, Cornie ------- The United Nations and partners want to hear from you! ?MY World? is a global survey asking you to choose your priorities for a better world. Results will be shared with world leaders in setting the next global development agenda. It has been 7 months since the Rio+20 Conference in Brazil and the Sustainable Development Dialogues. Due to the lively discussions that occurred on the riodialogues.org platform, the Dialogues influenced the Rio+20 outcome and planning for future sustainable development. Building on this success, the ?MY World? survey will help define the next set of global goals by telling the UN and partners the changes that everyone would like to see in the world. Vote for the changes that would make the most difference to your world at http://www.myworld2015.org/?partner=riodialogues. It all starts with you! Regards MY World Team Contact us - http://www.myworld2015.org/?page=contact-us Please do not reply to this message, this email address is not monitored. Ol? As Na??es Unidas e seus parceiros querem ouvir a sua opini?o! ?MEU Mundo? ? uma enquete global para que voc? escolha suas prioridades para um mundo melhor. Os resultados ser?o compartilhados com l?deres mundiais durante o processo de constru??o da nova agenda de desenvolvimento global. J? faz 7 meses que tivemos a Confer?ncia Rio+20 no Brasil e os Di?logos para o Desenvolvimento Sustent?vel. Em decorr?ncia dos intensos debates que ocorreram na plataforma riodialogues.org, os Di?logos influenciaram os resultados da Rio+20 e o planejamento das a??es futuras de desenvolvimento sustent?vel. Com base nesse sucesso, a enquete ?MEU Mundo? vai ajudar a definir novas metas, informando ? ONU e seus parceiros quais as mudan?as que todos gostariam de ver no mundo. Vote pelas mudan?as que podem fazer o seu mundo melhor em http://www.myworld2015.org/?partner=riodialogues. Tudo come?a por voc?! Atenciosamente, Equipe MEU Mundo Entre em contato conosco - http://www.myworld2015.org/?page=contact-us Por favor n?o responda essa mensagem, essa caixa de correio n?o ? monitorada. -- Cornie Huizenga Joint Convener Partnership on Sustainable, Low Carbon Transport Mobile: +86 13901949332 cornie.huizenga@slocatpartnership.org www.slocat.net From patwardhan.sujit at gmail.com Thu Jan 31 03:44:36 2013 From: patwardhan.sujit at gmail.com (Sujit Patwardhan) Date: Thu, 31 Jan 2013 00:14:36 +0530 Subject: [sustran] !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Lessons From Zurich's Parking Revolution !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Message-ID: 30 January 2013 *Lessons From Zurich's Parking Revolution* *The essence of Zurich's historic compromise of 1996 was that parking in the core of the city would be capped at the 1990 level, and that any new parking to be built would, on a one-to-one basis, replace the surface parking that blighted most squares in the city at the time. Today, almost all these squares are free of parking and have been converted to tranquil or convivial places for people to enjoy. * The whole article can be accessed by clicking on this link: http://www.theatlanticcities.com/commute/2012/08/lessons-zurichs-parking-revolution/2874/ Thank you Eric (Britton) for this excellent forward. -- Sujit -- ------------------------------------------------------------------------------------------------------------------- [image: Inline image 1] *Parisar* ------------------------------------------------------------------------------------------------------------------ Sujit Patwardhan patwardhan.sujit@gmail.com sujit@parisar.org ---------------------------------------------------------------------------------------------------------------- Yamuna, ICS Colony, Ganeshkhind Road, Pune 411 007, India Tel: +91 20 25537955 Cell: +91 98220 26627 --------------------------------------------------------------------------------------------------------------- Blog: http://motif.posterous.com/ Parisar: www.parisar.org --------------------------------------------------------------------------------------------------------------- -------------- next part -------------- A non-text attachment was scrubbed... Name: not available Type: image/jpeg Size: 17934 bytes Desc: not available Url : http://list.jca.apc.org/public/sustran-discuss/attachments/20130131/611e3f62/attachment.jpe