Category Archives: Governance

Editorial: No FPT without SCR (Systematic Car Reductions)

This is a simple fact! Free Public Transport (FPT) has no possible justification whatsoever unless your governing officials are willing to do something about adjusting the other half of the modal mix to bring down car ownership and use in the city strategically and as quickly as possible . . . SCR – Systematic Car Reductions.

canada-vancouver-road closed - smaller

The tools for achieving these necessary adjustments in the modal split are well known, experience-proven and widely used in cities of all sizes in many parts of the world. There is no possible justification that competent public authorities not be aware of these proven tools and policies. They include most notably: Continue reading

Van autobezit naar autogebruik (Going Dutch, in Dutch)

netherlands witkar smallIf you are interested in carsharing, if you understand that public policy has an important role to play . . . and if you read Dutch, then Van autobezit naar autogebruik (“From car ownership to car use”) on LinkedIn at http://goo.gl/VEPRMG is for you.

The project is being carried out  under the leadership of the KpVV:  (Kennisplatform Verkeer en Vervoer –Knowledge Platform for Mobility and Transport).  The KpVV supports local and regional authorities in their efforts to develop and implement mobility and transport policy by providing practical know-how, developing reports and guidelines, arranging meetings, and setting up networks. For more: http://www.kpvv.nl

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Why buses represent democracy in action

Enrique Peñalosa, former mayor of Bogotá, was  responsible for introducing a number of in terms of transportation and public space innovations. In this short video he  talks here about buses versus cars (really people v. cars) and the experience of Bogotá in giving clear preference to buses with their now world-famous Transmilenio  (BRT) mass transit system. As mayor  he also introduced a number of innovations including land-use, parks and public space projects as well as Bogotá’s Bike Paths Network. If you listen to his talk you will see the very large number of issues and themes which relates to the situation in Penang today. Let’s see what we can learn from Bogotá.

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William Vickerey: On Principles of Efficient Congestion Pricing

William Spenser Vickerey, winner of the Nobel Prize for Economics, is William Vickereyconsidered the father of Congestion Pricing. He first proposed it in 1952, for the New York City subway system, recommending that fares be increased in peak times and in high-traffic sections and be lowered in others. Elected officials considered it risky at the time, and the technology was not ready. Later, he made a similar proposal for road pricing.

This article was written in 1992 by Todd Litman, executive director of the Victoria Transport Policy Institute, to summarize some of the defining  principles set out in Vickerey’s extensive path-breaking early extensive pathbreaking contributions which in many ways defined the field. This essay can be found in its original form in the website of the Institute  at http://www.vtpi.org/vickrey.htm.

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Sustainable Penang: Final Phase 1 Report

FB SP denver boot

Phase 1 Report &  Work Program for 2014

A Public Enquiry by Think City & EcoPlan International

Eric Britton, 21 November 2013

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The Sustainable Transport Conundrum (3)

poster sustainable transport dilemma  3

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“Carsharing 2000″: Sustainable Transport’s Missing Link

Paris, 21 October 2013. How much we learned about car sharing, and more importantly sustainable eb-tallinn-statementtransport in cities, over the last decade and a half? To put that question into perspective, please find below the full text of a year 2000 collaborative report prepared here in Paris with the help of knowledgeable colleagues from around the world which does a pretty good job of summing up the state-of-the-art state of thinking about these matters at the end of the 20th century. Have a look at this 13 year old overview of the industry and its prospects, and tell us what you think.

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How the Dutch got their cycle paths (Act 2)

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How the Dutch failed to destroy their cities (Act 1)

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Penang Focus Group 10. Women, Gender Balance and Leadership

FB penang-women bus credit http- www. flickr com photos bitemytrip.8541775016

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Penang Focus Group 6. Civil Society

 FB - penang - Forum meeting Continue reading

Ten Targets for Sustainable Penang: 2013/2014

The goal of this year’s Sustainable Penang Autumn project is to use the dialogues maylasia - street art childrenand other contacts in order to define a series of at least ten “transformative actions” that can be planned and carried out over the fifteen months following this first program. With an eye to then reviewing progress action by action in a second event to take place in Penang in the opening months of 2015. A sort of open progress report and collaborative reflection for next steps.

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Interests traditionally favoring Old Mobility

MM- interests traditionally favoring Old Mobility
* Click image to expand TO FUll size

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First poster to announce Penang New Mobility project

Mind Map Poster Penang 2aug13* Click image for full size POSTER

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Letters: Citizen participation in cycling provision in the UK

- Ian Perry, Independent consultant and consultant. Cardiff, Wales

The importance of citizen participation in decision-making was highlighted yesterday evening at a public meeting in Penarth, South Wales, attended by 147 frustrated citizens who showed their willingness to participate in their communities decision-making.  An attempt to force the Vale of Glamorgan (county) council (Vale council) to hold a referendum on proposals for the National Cycle Network (NCN) failed by just 17 votes.  133 votes against 5 were for a referendum on the matter, with 150 votes needed under current legislation.

UK Wakes Penarth cycle protest

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Announcing the un/OCCUPIED Movement at World Streets

guerrilla-gardner-unoccupiedCities live and flourish when they find their own way to combine density, mixed use, access, active citizenry and quality of life.  And thus every square meter that today is not being used in the public interest is a waste, a failure of imagination and citizen engagement. Happily this idea of reclaiming the unoccupied, the abandoned, or the hijacked  spaces of the city for the community as a whole is a movement that is now in full flower, and we intend to report on it in World Streets.  We are calling this: The un/OCCUPIED movement.

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The Unexpected Renaissance

Haentjens - book coverThere I was in Paris last week,  pretty much minding my own business ,which for the most part consisted of leading a last-semester international  MBA class into the wilds of Sustainable Development, Economy and Society, and my eye fell on a little blue book in the reception area. The title, “Crises: La Solution des Villes” was close enough to the topics that occupy our attention here, that I opened it and started to read. And what I found in the very first chapter was a highly engaging account of how a certain number of European cities, who back in the sixties and seventies were in deep pain mainly as a result of the entirely unanticipated process of deindustrialization, decided to react and turn their desperate situations around. And in the process, separately and together, began to reinvent the paradigm of the 21st century city.

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INVISIBILITY: Just because you can’t see it (or prefer not to) doesn’t mean . . .

   man sleeping under sidewalk - top half only

You are warmly invited to comment on all or any of these.

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The Equity Initiative

africa girls in trafficThe goal of this open collaborative project and crowd sourcing exercise, which spans the period January 2012 to December 2013, is to organize, hold and report on a series of public dialogues in a certain number of host cities and government groups on different continents, meeting with and seeking out  the views of a broad cross-section  of people, groups and interests who are ready to brainstorm on  the concept of equity as a potential base for a new transport paradigm and  strategy for the city.
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Equity, Efficiency and the Invisible Majority

That old transport paradigm, the one we are still living with today, is far too narrow in terms of the range and quality of people targeted and invisible people-cut outservices offered, and in the process fails to serve what is — in fact — the transpiration majority.

The “transportation majority” is not what most people think, transportation planners and policy makers among them.  The transportation majority are all those of us who increasingly are poorly served by the mainline service arrangements that eat up most of our hard-earned taxpayer money and fail to offer them acceptable and efficient choices that mesh with their special needs and circumstances. And each year as our populations age this majority grows in numbers.

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Faces of Transportation Equity: Cynthia Jarrold reports

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Old Mobility: Going, Going, Gone!

scratching-headIn order to understand what needs to be done to create healthier lives and a better performing set of transportation arrangements, World Streets has from the very beginning made a consistent distinction between what we call “Old Mobility” vs.”New Mobility.”  The difference between the two is simple, straight-forward . . . and substantial.

Old mobility was the dominant form of transportation policy, practice and thinking that took its full shape and momentum starting in the mid twentieth century, at a time when we all lived in a universe that was, or at least seemed to be, boundless and  free of constraints. It served many of us well in many ways at the time, albeit with numerous and notable exceptions, though we were blind to most of them most of the time. It was a very different world back them. But that world is gone.  Gone and it will never come back.

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Support for women and leadership in transport. This time from Hong Kong.

The latest news about increasing support of women in leadership positions in transport just in this morning from Hong Kong.

World Streets is firmly behind the movement to bring more women at all levels of society and in all countries into the heart of the process of understanding, planning and implementing fair mobility for all. Since 1973 the editor has been actively engaged in the movement to increase the role of women in the highest levels of leadership in public, private sectors and into the volunteer and NGO movement. At times this has been a lonely vigil, but as the French poet Louis Aragon told us some two generations ago: “La femme est l’avenir de l’homme” (Woman is the future of man). If you believe that, it makes you very hard to stop. Continue reading

The xCar Landscape: New Ways of Owning and Using Cars in the 21st Century

This is a collaborative thinking exercise addressing essentially a single question. But one of many parts. What is the “modern motor car” going to look like in the decade immediately ahead?  Will it be  more of the same?  Or will it mutate into a very different form of mobility?  Who is going to own it?  And how is it going to be used? Where will it be driven (and eventually parked)?  Will it be piloted by a warm sapient human being, or will it be driverless? Will it still have wheels, doors and tires? What will be its impact on the environment?  And what will be the impact of the “environment” on it? On public safety? On quality of life for all.  Will it be efficient, economic and equitable? Who will make them and where?  Is it going to create or destroy jobs? And how fast is all of this going to occur?  . . . Continue reading

Aside

Paris: Ambitious mobility plans for economy, efficiency and equity. This ambitious effort on the part of Paris’s mayor and his team is well worth following, even if for some it is may be a bit inconvenient for those not able … Continue reading