Who is reading World Streets where today? 1 August 2016



* * 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 4,484 registered readers as of this date.)

But what about them? Where? And what do they read?

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Gender, Equity and Transport in . . . Afghanistan, Australia, Bangladesh, Benin, Botswana, Brazil, Cameroon, Canada. . .

fb india ladies at bus stop in rain

Gender, Equity and Transport Forum 2.0

Who  do  you  know  who  is giving these critical challenges of gender, equity and transport their consistent attention, place after place, year after year and measure after measure in  . . . Afghanistan, Australia, Bangladesh, Benin, Botswana, Brazil, Cameroon, Canada, Colombia, Costa Rica, Ecuador, Ethiopia, France, Germany, Ghana, Hungary, India, Indonesia, Israel, Italy, Ivory Coast, Japan, Kenya, Lesotho, Madagascar, Malawi, Mexico, Mozambique, Namibia, Nepal, Netherlands, Niger, Nigeria, Norway, Pakistan, Peru, Philippines, Republic of the  Congo, Rwanda, Senegal, Solomon,  Islands, South Africa, Sri Lanka, Sudan, Sweden, Switzerland, Tanzania, Thailand, Timor-Leste, Tunisia, Uganda, United Kingdom, United,States, Vietnam, Zambia and Zimbabwe. And who talk to each other about it?

Have you heard about Gatnet?  A community of practice and public policy program on Gender and Transport, addressing the problems of women, particularly Southern women and girls, facing the everyday reality of gender inequality in the transport sector. The program deals with specific problems in specific places in Africa, Asia and Latin America, both cities and in very poor outlying rural areas where safe and fair access is an enormous problem of day to day life, often falling especially hard on women and young girls.

Let’s have a look.

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Archives: The Limits of Cost-Benefit Analysis

During the early nineteen sixties the famed development economist, Albert Albert HirschmanHirschman negotiated with the International Bank of Reconstruction and Development, part of the World Bank group, the financial support that he needed for an extended visit to several WB development projects scattered throughout the poor areas of the world. The document where he reports his visit was the matter of much controversy between the IBRD staff and Hirschman. One of the major points of disagreement was the latter´s refusal to employ the technique of cost-benefit analysis, then very popular at the WB, as a measure of the success of a project.

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Change has to take root in people’s minds (before it can be legislated)

john adams risk coverProfessor John Adams has spent quite some years in researching, thinking, talking and writing about risk, and about risk when it comes to how people get around in their daily lives. This posting is taken from his blog Risk in a hypermobile world”  His attraction to transport problems grew out of his involvement in the 1970s and 80s as an objector at public inquiries, on behalf of Friends of the Earth, to the British Government’s road building plans. See “Hypermobility: too much of a good thing” for a summary of his current take on transport problems.

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Due to lose? Well maybe not quite yet.

An article of April 26, 2013,” The Race of Our Lives”(GMO) by Jeremy World population densityGrantham, is a worthwhile read on your Tablet. Click here for article.)  .   In part because his basic thesis is that the white horse of hope for the future of our endangered species and planet just might turn out to be the triple whammy of (a) serious autopilot demographic downsizing, (b) deus ex machina help from our extended 21st century brains (think internet and/or Zetabytes) and (c) the bountiful near-term harvest of renewable energy. It’s a pretty good read for your spare time.

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Archives: The dangers of shared taxis (2005)

USA - taxiDiscussion from archives of the New Mobility Agenda as recorded on  Sustran Global South on 16 Nov. 2005. Simon Norton writes from Cambridge, UK:

When one introduces shared taxis one has to guard against the danger that they take people off buses and trains (or off their feet or bikes) rather than off cars. If so they will actually increase the number of motor vehicles, and furthermore unless the system is transparent and available to casual users (i.e. one doesn’t have to live in the area, belong to a club, or book ages in advance) they may prevent the development of genuinely comprehensive mobility systems.”
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