Whether or not congestion is “good” is one thing. But what is for sure is that one way or another congestion is policy, or at the very least a policy option. And in some cases quite possibly a wise one.
Now this has been said many times by many people in many places, yet despite its incontrovertible wisdom the message continues to get lost on policy makers. So in cases like this, we have to take a page out of the book of good people who sell us iPhones and cars, and keep repeating our message.
Today let’s hand over the podium to Kent Strumpell from Los Angeles and see what he had to say on our subject in LA Streetsblog back in early 2008. To this reader it has lost none of relevance over almost a decade. Read on. Continue reading
Anumita Roychowdhury, associate director of the Centre for Science and Environment in New Delhi, in a wide-ranging conversation with Faizal Khan reporting for the excellent Walkability Asia ( Clean Air Initiative for Asian Cities), spells out clearly the inevitability of a non-motorised transport code in India through shocking figures and revealing facts. “We need zero tolerance policy for accidents. This menu of action needs support. Our right to walk is not negotiable.” And on this Roychowdhury is entirely right. On this score we must be entirely intransigent and as part of this to keep pounding away on this important point of citizen activism on every available occasion, until we get the concept of zero tolerance written into the law and respected on the streets. All our streets! Continue reading
Battle Royal: Jane Jacobs and Robert Moses
It was late Spring 1958 (as I best recall) in New York City when a young Eric Britton, just out of the US Army and about to dig into the Graduate Faculties of Columbia, was – as young men will do — checking out the action in Washington Square Park in the Village on a warm spring day. When he ran into two little kids wearing a sandwich sign saying something like “Save the Square!”. The kids handed me a pamphlet and explained that they were there to help their mother, who was just over there (they pointed).
And that was how I first met Mrs. Jane Jacobs, hard at work on an at-first very lonely effort to save this precious bit of NYC public space from the depredations of Robert Moses plan — Moses was a high profile public official known as the “master builder” of mid-20th century New York City. His plan was to run an urban highway extension of Fifth Avenue over the concrete remains of what would once have been a beautiful and much used public park. It was clearly going to be a losing cause, but the lady over there decided to stick it out. And as she did others, unknowns and celebrities, gradually started to get behind her cause.
Although the number of pedestrian trips made daily in Bogotá is high (3,090,809), we observe that there has been little study of the state of these road users in the city; a state defined on occasion by unsafe streets, the invasion of public space, and a poor and deteriorating pedestrian infrastructure, as well as by, among others, the intervention of various public spheres and the improvement of parks and plazas.
This document has resulted from an investigation process, consultation of various sources, and a critical, informative and constructive analysis on the part of its authors and collaborators. The aim is to develop an in-depth analysis that offers both layman and professional audiences profound insights into the difficulties, opportunities, and challenges of pedestrian mobility in the city, as well as generating a number of proposals in order to contribute to public policy that prioritizes pedestrian well-being.
This section is intended to be developed into an international reference set to be useful for researchers, students, the media and for concerned citizens and activists on the lookout for ideas and strategies which can be put to work in their own cities.
The goal is to give our readers a chance to weigh and appreciate the very wide range of ways of thinking, questioning, planning and executing when it comes to how transport in cities is being organized and delivered in different parts of the world. The references you find here are for the most part organized into countries, with the exception of the African continent which is included in its totality as a region that desperately requires more attention because the needs there are so enormous — and the fact that the fit with frugal, sustainable transport strategies simply could not be better.
Alternatives assessment or alternatives analysis is a problem-solving approach used in environmental design, technology, and policy. It aims to minimize environmental harm by comparing multiple potential solutions in the context of a specific problem, design goal, or policy objective. It is intended to inform decision-making in situations with many possible courses of action, a wide range of variables to consider, and significant degrees of uncertainty.
Since the early 1970’s transportation planners apply a multi-modal and/or comprehensive approach to analyzing a wide range of alternatives and impacts on the transportation system to influence beneficial outcomes
Penang’s SRS ca. RM 50 bn “Transport Master Plan” does not make scientific use of an essential transport planning and decision tool, namely Alternatives Analysis to test and compare alternative solutions to identified mobility solutions (see below). This is a grave deficiency which discredits the entire body of proposals,, methodology and recommendations currently being actively pushed by the state government and their under-qualified consulting partners whose expertise lies in other sectors than strategic transport planning and policy..
Lessons from a Stakeholder Engagement Process for Penang, Malaysia
Author: Minal Pathak • MIT-UTM Malaysia Sustainable Cities Program 2017
– Commentary by Eric Britton, Professor of Sustainable Development, Institut Supérieur de Gestion Paris
“Recommended reading for anyone who cares about Penang and Democracy”
This study examines stakeholder involvement in a transportation plan in Penang, Malaysia. The study employs a qualitative methodology and uses select indicators to evaluate the engagement process. Despite a concerted effort to engage the public, the government failed to resolve conflicts with key stakeholder groups.
Author: Minal Pathak • MIT-UTM Malaysia Sustainable Cities Program 2017
* PDF Download available from https://goo.gl/AhBC4o
Object: Identify and collect necessary info for Alternatives Analysis to weigh advantages/disadvantages of Penang’s BL LRT proposal vs. Sketch plan for package of TDM measures
Preparing for special session on Transport Alternatives Analysis/Impact Screening scheduled for Taipei International TDM Symposium (2017tdm.ntu.edu.tw) of 27-29 Sept. 2017, (Contact email@example.com or Skype newmobility for further information)
CASE STUDY: RM24 billion Bayan Lepas LRT + Island Link 1 proposal vs. an initial sketch plan alternative for several packages of TDM measures and services
Leading edge TDM strategies showing the way in Washington D.C..
* Report from David Alpert, Executive Director of Surface Transit of Greater Washington D.C.
Weekly reader hits: 4 Aug. 2017
* * Click map for higher definition version * *
The above map reports the locations of 561 readers checking into World Streets over the last five days. (Of our total 4,244 registered readers as of this date.)
But what about them? Where are they coming from? And what do they read?
William Spenser Vickrey, winner of the Nobel Prize for Economics, is considered 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 review 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.
“Old Mobility” – the world that most of us know best — with its drumbeat stress on steadily increasing supply, more vehicles, higher speeds, longer distances and more space-hogging infrastructure as the auto-pilot, unexamined answer to our urban mobility problems — has with very few exceptions been the favored path for decision-making and investment in the sector over the last 70 years.
It is well-known and easy to see where it is leading. Aggressing the planet, costing us a bundle, draining the world’s petroleum reserves, and delivering poor service for the transport majority. It’s time to learn from the best of the rest, the several hundred cities on our gasping planet, many of them in Europe, that are showing the way for the rest. None of even the best are perfect. Each is struggling in its own way. But they are trying and that is what responsible governance and participatory democracy is all about.
As wise and balanced a summary as you will find of the fine art of dialogue and engagement when it comes to the hard job of developing and integrating new transport arrangements into a space as varied and in many ways contradictory and conflicted as a 21st century city, in any part of the world. Bravo! With kind thanks to Christopher Zegras of MIT’s Department of Urban Studies and Planning, one of the conveners of this event, for sharing this with our readers. (You may also wish to check out the short note of conclusion of the editor.) Continue reading
From The Guardian. 1 August 2017
We tell ourselves that we cherish efficiency. Yet we have created a transport system whose design principle is profligacy. Metal carriages (that increase in size every year), each carrying one or two people, travel in parallel to the same places. Lorries shifting identical goods in opposite directions pass each other on 2,000-mile journeys. Competing parcel companies ply the same routes, in largely empty vans. We could, perhaps, reduce our current vehicle movements by 90% with no loss of utility, and a major gain in our quality of life.
The TMAPP Planners Toolbox:
To take full advantage of the fundamental structural differences between Old and New Mobility, it can help to reflect on the five necessary different steps of analysis and action suggested by the expression TMAPP – which sets out five alternative views or ways of bridging space, which of course is what transportation is supposed to be all about. These are the essential building blocks of a full-function sustainable transport plan for your city. If you have not integrated the best of each of these essential steps into your plan, it is time for a bit of continuing education.
The idea of slowing top speeds on traffic in the city to reduce accidents and achieve other important systemic benefits would seem like a pretty sensible, straightforward and affordable thing to do. For a lot of reasons. Let’s have a look.
City and EcoPlan cooperate to create new model for sustainable transport in Third World cities
In brief: