Update from Caroline Barber, Head of Programmes, Transaid
The organisation I work for (Transaid) were involved in an initiative to train female drivers and transport officers from a cooperative in Accra so that they could manage the transport of agricultural products to market themselves. This was back in 2007/2008. The programme had some success but there were a number of challenges, for example perceived issues of security for women drivers on long distance vehicles, the carrying capacity of the vehicles (which were sourced as a donation) were also probably too small to really drive down the transport costs enough. In time some of the coops decided to turn the vehicles into tro tros (mini bus taxis and hire men to drive them).
This issue of WTPP reminds us that India has been in the news a lot in recent months mainly for its poor air quality, deaths and injuries on the roads and the serious damage this does to quality of life, family life and the economy. In the 23 years of World Transport Policy & Practice (WTPP) we have not carried enough material by Indian authors and want to use this editorial to encourage more submissions from that country.
We would like to explore the underlying factors that have produced such a large loss of life and decline in quality of life and also to explore the links between transport and poverty alleviation. We know that Kolkata has one of the world’s oldest tram systems, a metro, an urban railway and river ferries but we hear very little about how these assets are being put to use to encourage higher levels of use and lower level of car use. We hear about the abolition of diesel fuelled vehicles and car rationing by odd/even number systems in Delhi but we don’t know how effective these have been. We also hear very little about pedestrian and cyclist facilities in Indian cities and the contribution they can make to air quality, reducing congestion and alleviating poverty. So please contact us!
But there is more to Vol 21, No. 4 than that. Let’s have a look . . .
Researchers in Canada have determined that mandatory helmet laws have no impact on bicycling injury hospitalization rates. Other factors, namely mode share, were much more likely to affect the outcome.
Professor John Whitelegg writes in the lead editorial of the latest edition of World Transport Policy & Practice (WTPP Vol 21, No. 4, February 2016) *:
India has been in the news a lot in recent months mainly for its poor air quality, deaths and injuries on the roads and the serious damage this does to quality of life, family life and the economy. In the 23 years of World Transport Policy & Practice (WTPP) we have not carried enough material by Indian authors and want to use this editorial to encourage more submissions from that country.
LET’S SEE WHAT HAPPENS IF WE LOOK AT THE LAST TWO YEARS FROM A POSITIVE PERSPECTIVE?
4 Feb. 2016. https://web.whatsapp.com/-Sustainable Penang
11:31. Lim Thean-heng (LTH, Site initiator). Shares a picture of Mayor Enrique Peñalosa of Bogotá on a bike.
11:59. Britton (EB):
To draw your attention to one small detail in the photo of Mayor Enrique Peñalosa of Bogotá on a bike. He is an everyday city cyclist, and like the vast majority of such cyclists in cities with good bike policies, he is not wearing a helmet. That means he perceives cycling in his city as safe enough not to have to wear a helmet.
- For more on the Sustainable Penang WhatsApp forum: https://goo.gl/DdWumT