With mounting visible evidence of the reality and extremely high cost of climate change, people in Taiwan increasingly feel the importance of being a part of the earth. And the city of Kaohsiung has decided to do something about it.
- Dispatch by Ray Hung, Transportation Bureau, Kaohsiung City, Taiwan
Kaohsiung is Taiwan's second largest city with a population of 1,510,000. And it is a busy city. The large harbor makes it an important trade stop along the Northeast Asia/South Pacific passageway. With visible evidence of the high cost of climate change, people in Taiwan increasingly feel the importance of being a part of the earth. The city of Kaohsiung has decided to do something about it.
2009 Car Free Day activities.
Kaohsiung City Government organized the eighth edition of its annual Car Free Day in September this year, urging the public to use and to think about more green transport and experience energy-saving and environmental-friendly lifestyle.
To celebrate this event, Kaohsiung City Government invited the founder of the World Car Free Days, Eric Britton, to join and promote the concept of sharing low-carbon, high conviviality transportation, as a warm-up for the first session of the "Sharing Green Transportation International Forum" which will be held in Kaohsiung City from 16-19 September 2010.
In addition to the traditional city-wide Car Free Day celebrations and cycling events held on Sunday the 27th of September, the public transportation activities through the full new mobility week, including three days free ride of city bus, car-free day unlimited usage of public bicycle and the bus driver's selection, had let the public have more opportunities to take public transportation and develop sustainable public transport thinking.
2009 Car Free Day in Kaohsiung - Kaohsiung's mayor pushing for sustainable transport
Kaohsiung City - The making of a green transport-oriented city
Kaohsiung City Government continues its long term move towards the pursuit of green transport-oriented city.
In 2008, the 42.7 km mass rapid transit system and 24 bus rapid transit road network made the public transport usage percentage significantly increase from 4.3% to 11%.
In order to construct a more convenient MRT road network, Kaohsiung City Government is actively processing the 19.6 km light rail investment operations.
C-Bike: Public Bicycle project now on the street in Kaohsiung
In addition, encouraging commuters and tourists to choose a more environmental-friendly means of transport, Kaohsiung City Government has launched 50 stations and 4,500 bicycles for public bicycle system. (For more on this project please see http://www.c-bike.com.tw/eng/qanda.html)
The Public Cycling System in Kaohsiung – A 365 days a year green transport event
The city is committed to extending the total length of its bicycle paths from the current 110 kilometers to 180 km by the end of this year.
Plans for first World Shared Transport Conference – September 2010
The City of Kaohsiung has during this week of related events committed to hosting an international conference from 16 – 19 September 2009, that will for the first time bring a panel of world leaders working in the field of shared transport systems of many kinds together for an intense three day presentation and brainstorm on this transportation concept which is seeing innovation and rapid growth in many leading cities around the world.
Transport sharing is an important trend, one that is already starting to reshape at least parts of some of our cities. It is a movement at the leading edge of our most successful (and wealthiest and livable) cities.
This International Conference - the first of its kind -- will bring together leading thinkers and sharing transport practitioners from around Taiwan, Asia and the world, to examine the concept of shared transport (as opposed to individual ownership) from a multi-disciplinary perspective, with a strong international and Chinese-speaking contingent.
The concept of shared transport is at once old and new, formal and informal, and one that is growing very fast. Something important is clearly going on, and the Kaohsiung event look at this carefully, in the hope of providing a broader strategic base for advancing not just the individual shared modes, but the sustainable transport agenda more broadly.
Are we at a turning point? Is sharing already starting to be a more broadly used and relevant social/economic pattern? Is there an over-arching concept which we can identify and put to work for people and the planet?
These are some of the issues we will examine with prominent invited guests from the fields of economics, politics, psychology, who will join transportation experts to discuss these trends.
The conference will also delve deeper into specific shared transport modes and their applications in a series of parallel workshop sessions which will include various forms of carsharing, ridesharing, bikesharing, taxi-sharing, street-sharing and a number of others, as well as the integration of traditional sharing in the form of public transport.
Places at this event are limited, although for those unable to attend media and web coverage will be extensive.
* To learn more about the forthcoming conference, please visit – www.kaohsiung.newmobility.org
* Or get in touch via email: email@example.com
# # #
About the author:
Traffic Management Center
Kaohsiung City, Taiwan
Tuesday, November 3, 2009
Kaohsiung Car Free Days and a Green Transport Program: Low-carbon, high-amenity transport, one city at a time
With mounting visible evidence of the reality and extremely high cost of climate change, people in Taiwan increasingly feel the importance of being a part of the earth. And the city of Kaohsiung has decided to do something about it.
Wednesday, October 14, 2009
This is the full unedited text of the presentation to the Ciudades Accesibles Congress in Toledo Spain organized by the Spanish Ministry of Public Works, Transport and the Environment, with the participation of Car Free Cities Initiative of the EuroCities program and the Direction General XI of the Commission of European Communities.
Thursday: A breakthrough strategy for reducing car dependence in cities
- Eric Britton, Toledo Spain, 18 October 1994
I would like to put before you this morning the rough outline of a proposal for an innovative urban policy project which takes on the dual challenge of rendering our cites more accessible, while improving the quality of the environment and conditions of life for all who live, work and play there. While some progress has been made as a result of a certain number of innovative programs and continuing attention over a period of years in a few places, this is not the situation in most. New means have to be found in order to break the policy bottleneck in the many places that need to introduce major changes in these areas, but which for one reason or another have failed until now to do so.
To explain why, the paper sets out six bones of contention: observations which have come out of our long term program of watching briefs, research and hands-on counsel with cities and trasnport authorities, which amply shows why altogether new approaches are needed to deal with these challenges in most places. It is now clear that major improvements will continue to be unobtainable in most cities -- without major reductions in car use. However, contrary to what has traditionally been assumed by planners, car users do not make rational choices between alternatives, but rather are entirely addicted to car use. The author argues that change on the scale that is needed is blocked in most places because of a wide-spread inability on the part of those concerned (including the general public) to envisage a city and transport situation which is very much different from the unsatisfactory situation which prevails today.
The paper presents an outline plan concerning one way in which a city, town or neighborhood might begin to revise attitudes towards car use: a proposal to spend one carefully prepared day without cars, and then reflect on the results. The author refers to this approach as Thursday. The proposal stresses (a) explicit radical targeting for that one day, (b) a major effort of preparation and consensus building and (c) meticulous monitoring of results with a view to follow-up and fine tuning. Earlier presentations of this paper elicited expressions of interest from a number of cities and groups, and discussions are now underway concerning a first wave of exemplary demonstrations on an informal inter-city cooperative basis to begin already in Spring 1995.
The author is hopeful that this paper will encourage debate, inputs for further improvements, concrete follow-up actions and collaborative programs in many places. Readers are invited to address comments, project suggestions, etc., either via the ECTF ACCESS/New Mobility Library as an open communication to all readers or to us via email at firstname.lastname@example.org or telephone: (331) 4326.1323 or Fax (331) 4326.0746.
1. Cities, Cars & Access -- What is Going On?
"Automobiles are often conveniently tagged as the villains responsible for the ills of cities and the disappointments and futilities of city planning. But the destructive effects of automobiles are much less a cause than a symptom of our incompetence at city building. The simple needs of automobiles are more easily understood and satisfied than the complex needs of cities, and a growing number of planners and designers have come to believe that if they can only solve the problems of traffic, they will thereby have solved the major problems of cities. Cities have much more intricate economic and social concerns than automobile traffic. How can you know what to try with traffic until you know how the city itself works, and what else it needs to do with its streets? You can't."
- Jane Jacobs, Death and Life of Great American Cities , 1961
As part of our long term New Mobility monitoring effort of the cities/cars dilemma, we have over the last dozen years methodically followed the development of promising techniques and leading edge projects around the world in what we and others have come to call centers of excellence. As a result we have been able to locate a substantial number of techniques and approaches that can be of help to those on the lookout for new ways of dealing with the vexatious challenges of sustainable transport in their city, town or neighborhood.
But if you look out the window in most of our cities this morning you have to admit that, with pitifully few exceptions, "excellence" in this general area remains a most scarce commodity. The unvarnished truth is that things look significantly worse out on the street today than they did back in the late fifties. There are indeed places which are doing rather well, those so-called centers of excellence. But they are still relatively few in number and, even in the best, it is fair to say that the battle has been only engaged -- not yet won!
The harsh reality of 1994 is that there are more cars stuck in traffic than ever, for more hours of the day, the streets are more dangerous than ever (particularly for children and older people, never mind the poor foolhardy cyclist), the air is dirtier, public transport has been steadily scaled back, the quality of urban life has considerably deteriorated, and the cost of all this has steadily mounted to the detriment of all concerned. Perhaps worst news of all, while all this has been going, the very context of the problem -- the shape of the city itself -- has been continuously altered, pummeled and stretched in most places, to a point where one is justified in wondering whether we can ever get back to a more reasonable set of transport arrangements.
All of this would perhaps be understandable enough if nothing had been done over all these years in an attempt to make things better. But, irony of ironies, all this occurred at a time when we were devoting a great deal of professional effort and taxpayer money to the goal of solving the problems. If we take a few steps back to survey the scene, what we can see as a result of all these attempts at making things better is: first, that it has indeed cost the poor taxpayer a great deal of money, and second that in most places the basic problems have gotten worse and not better as a result.
Taking all of this together, we clearly have a situation that fits very neatly with Mrs. Jacob's warning concerning our collective incompetence at city building. In fact, if one thinks about it, what we have in the main accomplished in many places has been precisely to unbuild our cities, combining what ultimately proved to be public policies on the one hand with carelessness and inattention on the other, in order to make them less amenable places in which to live, work and play.
2. Why Aren't We Doing Better? (Six Bones of Contention)
After looking closely at these problems in a number of places and for a number of years, I have reached the conclusion that most observers, planners and policy makers are, for some strange reason, not taking fully into account the realities of the situations that exist in most communities. Is it possible, I asked myself, that all these people might be operating on some patently wrong assumptions? Might the reason for our flagrant inability to make the major inroads that are obviously needed be that we are somehow either unable or unwilling to see what is really going on? And if so, what then is the truth of this situation? As I labored over the accumulated evidence, I was able to come up with a handful of observations which I refer to as my six bones of contention. While simple and straight-forward enough in them-selves, together they combine to suggest that some radically different approaches are going to have to be found and put to work in order to make any major inroads on these pressing issues in most places.
1. Everybody Who Can, Will -- Other Things Being Equal -- Buy And Use A Car.
There is massive statistical evidence in city after city and country after country around the world that points up the general veracity of this statement. The policy key in this case is the phrase, "other things being equal", which we shall explore a bit further on in this thinkpiece.
2. However, We Now Know that Cars Don't Work in Cities.
At least not in all cities all the time. It is above all a problem of incompatible geometries. That much is demonstrable and unambiguous. Or, to put it a bit more moderately, there is not a city in the world that would not be greatly improved on all scores (including its economics) if it could intelligently reduce peak car traffic by, say, a factor of ten. (Notice the egregious immodesty of this objective! But as we shall see aggressive targeting is a very important element of the new policy paradigm.)
3. But, We Also Know that Cities Can Work Without Cars
There is enough evidence now to make it clear that there are a rapidly growing number of cities which are not only agreeable places to live in and visit, but which also make economic sense -- despite the fact that the role of the private car has been greatly reduced over the last few years. On the other hand there is no conclusive evidence that suggests that if you take away the cars, the city will fall apart. (As with virtually every point made here, this contention requires qualification. While claiming that cites can work well with many fewer cars, this should not be taken to mean that we believe that any such transition can be handled brutally and without meticulous preparation and concertation. Improperly prepared programs can threaten the well-being of a city, no matter how laudable their ultimate objectives. There is also ample evidence that suggests that any attempt to force such programs through is going to end up being blocked sooner or later in most places -- and rightly so!
4. Major Car Reductions Have Been Successfully Achieved Only in a Striking Minority of Cases
After several decades of experience at the leading edge, we know quite well what is needed in any given place to achieve major car reductions and associated amenity and efficiency improvements. But this turns out to be quite difficult indeed. Here is a shortlist of what is needed to make the transition, based on accomplishments until now:
• Far-sighted and responsible political leadership
• First rate administrators in municipal government and public service
• Competent and flexible technical expertise.
• Fine cooperation with full range of concerned public and private interests in the community
• A highly developed spirit of community and social cohesion.
• Substantial cooperation with outlying areas/extended region.
• An enduring consensus that does not depend on party politics or short term election results
• Great discipline.
• Usually a pretty wealthy city/region.
• And then anywhere from 5 to 20 years to make it all work at the level of detail that is needed to achieve fully the conversion.
Now, if this is the only demonstrated formula for success -- and I can think of no other based on our study of actual achievements -- this is not exactly what you would call great news for the rest of us. How many cities in the world do you think already have or are going in the next few years to have all those pre-conditions for success? Does this mean that we are first going to have to achieve all these major achievements in our cities before making the move to more rational and sustainable transport? Or might there be something that we can do for places that have not yet achieved all of the above?
4. Are Cities Without These Qualities Unlikely to Innovate Successfully?
I am afraid the answer is yes! There have been numerous examples of places that have at one time or another reached the conclusion that something had to be done about these problems, but which then, for any of a variety of reasons, were unable to turn their attempts into something that ultimately was able to change the face of the city and its transportation system efficiency. What one observes in such cases is not successful long term programs, but rather either nothing at all or occasional start and stop measures which remain at best as isolated incidents without ever achieving the broader continuity of coverage and interaction that is needed. Thus, a second rate (or even a first rate) pedestrian zone, shuttle bus service or occasional car-free or "air alert" day does not an New Mobility program, or a happy city make
5. Car Use/Dependence is a "Habit".
This may not sound like a particularly dazzling observation. If true, however, it makes all the difference in the world from a policy and results perspective. It has for many years been cheerfully assumed by analysts and policy makers that cars users are "rational beings" who make choices. The received wisdom is that the user, when bit by the urge to travel and before making a final commitment to his car, first scans the range of available alternatives and, should any of these become attractive enough (or should his preferred historical choice become inconvenient enough), switch over to another mode of behavior. But after years of experience and observation (including of my own very ordinary case), it can safely be said that this is patently not true. Quite another process is involved, including one tremendous discontinuity.
For virtually all of us who have them, car dependence is an addiction, and like any deeply ingrained habit of daily life, very very hard to break! And almost wholly resistant to reason! As with any kind of addict, it is easy to be fooled by what those who are affected by it say, the reasons they give for their choices. There is thus a whole universe of reasoning, words and stated noble intentions on the one hand -- and then on the other the simple, ineluctable facts of actual behavior. The truth though is that our car owner/driver is just one more addict, and all the evidence massively confirms that, like any other addict, he is going to continue to do his thing -- despite his high professions or protestations to the contrary -- right up until such time that he just can't do it any more... (And please understand that we are not attempting to demonize drivers, that is not the point. Rather we are trying simply to understand what is going on, and this is, therefore, neither more nor less than the simple truth of the matter.)
3. The Need for Alternative Approaches to Breaking the Bottleneck
At this point we reach a continental divide. Either the reader agrees that the analysis set out here offers a generally accurate overview of the reality of the situation, or s/he does not. If what we say is true, it certainly suggests that radically different approaches will be required in most places -- if a major breakthrough is to be on these issues made within a relatively short period of time. It would also seem to imply that no matter how much money we are prepared pour into building up public transport infrastructure, new and better vehicles, nicer transit stations, more cops on the beat, improved information systems, expanding the supply of alternative services, bike paths, and dead cheap fares, the only way that most of us drivers are ever going to leave our cars behind will be the day we no longer have that choice.
The next issue that it brings up is: what exactly does this mean for policy makers?
As we shop around for new approaches to do the job, the first bit of reality that we need to bear in mind is that the dominant model of public policy in the western world today is not the mighty sweep of the unopposed technocrat (or despot, if you prefer), but rather a far more messy set of arrangements that we refer to as democracy plus contentious pluralism. Now, if rule-by-decree had emerged as the preferred policy model in the late twentieth century (as for example in the case of Singapore) , we would be able simply to outlaw with the stroke of a pen all car traffic in specific geographic areas and at specific hours. And that would be that. After a few weeks/months of discomfort, whining and scrambling, I have no doubt at all that ingenious humankind would quite quickly figure out how to survive and eventually even prosper in this brave new environment -- leaving just about everybody so much better off that there would be plenty of surplus benefit to compensate any who might actually turn out to be losers.
Seductive as it may at times though, this is of course no longer an option on Europe or most advanced democracies. So let's step back to the real, murky and menacing world that lies crouching out there and see if we can deal with reality, a reality which is above all conditioned by that sixth and last of our "bones" -- the almost total unwillingness of just about anybody in our societies to leave her/his car behind… if she or he has a choice.
Certainly by far the best way for any city or region to deal with these issues is by mounting a broadly supported, long range program of the sort that have been carried out in leading cities across Europe and a few other outstanding places in the world. We have seen, however, that such programs succeed only in situations where extremely rigorous preconditions are met. Furthermore, that where such successful programs have been maintained, one of the most visible results of the overall system change is the extent to which the city has taken control of the car chaos that previously was making trouble -- along of course with the many other things that also have to be done to make such systems work overall.
But what happens in all those places where the mandate for change has not yet received such a high level of support... the great majority? Must they remain mired indefinitely in their overall transport and amenity bottlenecks until such time that all those demanding preconditions have been met? Might there be perhaps simpler some things that can be done to "break the ice", to get all those concerned within the city, town or neighborhood to moving in new directions on these challenges?
With this as a target, I should now like to sketch the broad outlines of a proposal for what I believe could be a relatively easy to implement "policy action project" aimed at achieving major reductions in private car use in one or more towns, neighborhoods or cities, as exemplary demonstration projects. The first and most important objective behind this proposal is to organize and run successful demonstration projects in one or more places which will be directly useful to those communities. The second is to carry out each project in a such way that it can be useful to others who might eventually find the desire and will to try something along these lines themselves -- hence the term exemplary demonstrations.
The proposal is borne from a growing sense of dissatisfaction with both the results and the approaches that have been relied on in most places until now. Dissatisfaction with continued dithering in the face of what are clearly urgent and mounting problems. Dissatisfaction with calls for yet more research and analysis before actually getting around to doing something concrete that might help us in dealing with the issues that press. Dissatisfaction with the results of incremental policies and "solutions" whose only long term impact is to make the basic problems just that much worse.
The approach builds directly on the arguments behind the six "bones of contention". At its core, the proposal is based on the belief that, because of the heavily inertial nature of most of us and of our institutions, it is close to impossible for us to conceive of a future for the place we live in (or ourselves) which is very much different from the realities and constraints of our current daily existence. We are literally blinded by the present. For this reason, in almost all cases we end up locked into the situations in which we find ourselves -- for better or for worse.
With this very human dilemma in mind, this proposal offers one way in which cities, which have somehow failed to make the break with their traditional ways, can substantially alter their perceptions of what they are and what they might become -- but not in a way that will be the equivalent of jumping off a cliff with one's eyes closed. What we are seeking to develop here is a context that will provide new ways of
1. Letting people look at their own city, and then of . . .
2. Exploring alternative patterns of behavior and social organization in a striking and credible way (say as opposed to a modeling or scenario exercise which most often is neither).
In this project the context that we propose is the streets themselves, but this time in a controlled "laboratory" environment that will give all of those who are directly concerned -- political leaders, administrators, technicians and citizens alike -- a collective opportunity to observe, witness, understand and then, against this real world base, decide what they should be doing next. The immediate goal will be to organize such projects so that they that can be undertaken with a broad consensus in the host community, at an acceptable level of cost, and which offer the possibility of adaptation and fine-tuning over time to ensure that whatever is achieved will be broadly acceptable and supported by the community as a whole. Until now this has been no simple task. With the Thursday approach, however, it can become considerably less daunting.
This is, it needs to be stressed, not an environmentalist or Green project. It is motivated by a deep concern with environmental and life quality considerations, but it is also closely attuned to the need for cities to be efficient economic machines as well as pleasant and healthy places to live, work and grow up in. The proposal attempts to be especially attentive to the need for "political realism", and in particular the importance of finding ways of building up the broad base of public support within the community which is needed to ensure the long run success of the program. (A short bibliography of sources which deal with some of the main background issues is available in our Web site at http://www.ecoplan.org. For those looking for more, the bibliographies of those sources offer a strong guide.)
4. Thursday - A Breakthrough Strategy
Thursday is a proposal for a city, neighborhood or group to spend one carefully prepared day without cars. To study and observe closely what exactly goes on during that day. And then to reflect publicly on the lessons of this experience and what might be prudently and creatively done next to build on these.
The point of departure for this exercise is the determination that you cannot usefully engage in meaningful dialogue with addicts: that what you have to do is start treating them in some way. As often as not this means thrusting the poor souls (especially poor in this case, since we are in fact talking about ourselves) into a no-choice situation, at least for a time. In this particular instance our proposed "treatment" will be to find an answer to the following question in three main parts:
•a) Is there a way to get drivers out of their cars in one or more cities...
b) In ways which will be tolerable in a pluralistic democracy...
c) For at least be long enough to allow those concerned to learn a great deal more about the whole complex of things that need to be adjusted and introduced to make a car-less (or, more accurately, less-car) urban transport paradigm actually work?
One of the main tasks of planners and policy makers is (or at least should be) to ask creative questions. This one turns out to be a pretty interesting question indeed: one that presents us with quite a neat set of targets.
Harnessing a Planned or Existing Car-Free Day
There is of course nothing new about a proposal for a car-free day. In addition to a growing number of small city center closure projects and pedestrian zones of varying sizes and sorts, over the last decades there have been literally hundreds of cases of cities that have banned car traffic for a single day, some special event, or during some particular (usually crisis) period. What these projects have in common is that in virtually all cases they are handled as once-off exercises. Typically they are done, endured and quickly forgotten; little effort is made to follow up or build on the experience in a systematic way. Nor or they planned for with any great precision. Talk of them to most of the people who have lived through the experience, and they will either laugh (aggressively) or smile (perhaps somewhat ruefully). The consensus is almost always however that these are obviously approaches which can't work in our city, at least not on any regular basis.
In the face of the inherent conservatism which is the rule in most places, perhaps the least radical car-free experiment will be to make use of some planned event as an opportunity to probe in a structured way for eventual alterations in future policy packages. In this variant, the car-free day is redefined as a collective learning experience with a view to providing new visions of how their city or neighborhood could be organized. In such cases, careful prior study, extensive consultation and concertation, and meticulous monitoring and evaluation could provide some potentially valuable insights and support for future policy changes of perhaps a more permanent nature.
This approach can be carried out at a relatively low level of cost and disruption. The great advantage is that it can help those involved to see their city and their daily lives through an entirely different set of lenses -- on the condition that the community's planners are ready to take advantage of this unique situation. Another is that, since it is based on events that are already planned and accepted, it requires no great effort at consensus building in order to get underway. Despite the modesty of its objectives, however, it must not be assumed that such a project is of only limited value. All by itself it could make a major contribution!
But it is also possible that some places may be ready to consider a somewhat more radical though still basically conservative approach. This is the one that we refer to as... Thursday.
A Thursday Program for Your City or Neighborhood
The "ice-breaking" approach that we present here is called Thursday. We suggest that the day Thursday as a target. because it is important that such a demonstration take place on a 'normal week day' -- not, as often happens, on a holiday or weekend. The reason for this is that what we are trying to create a situation in which people will see their own city under 'normal' circumstances, but with altogether different eyes. If you try to do a Thursday on, say, a Sunday or holiday, you will have learned almost nothing at all about your city. Also, it is important that the project be organized (a) not on a day immediately adjacent to the week-end and (b) rather in the second half of the week than at the beginning (so that people will have enough time to get priority tasks out of the way first). Hence the choice of Thursday.
Here is how such a project might work? There will be as many variants as cities, but here is one possibility. On, say, the first working Thursday of May 1995 our city will undergo its first Car-less Thursday. From 7:00 in the morning to 19:00 at night, no private cars will be allowed on the city street. The run-up to this day will be extremely important and should involve meticulous preparatory work over at least several months or so involving the organizing team and a very large number of people, institutions, players, media, etc., so that all those concerned have plenty of time to get their fully act together for that first fatal day. Subsequent to that experience, there will be a (three month?) hiatus during which time the experience can be studied, better understood, broadly discussed and then fine tuned for eventual next stages or steps.
It is perhaps reasonable to ask, how are all those people to get around in the city on that first Thursday? Will life in the city come to a complete standstill? Will the existing public transport operations crack under the strain? Will stores and businesses just close their doors?
It is perhaps not uninteresting to reflect on how those who live in your own city or neighborhood will handle this situation, with a little planning and forethought. Certainly there will be employees who "call in sick" or just don't call in at all, and there will be employers that will do nothing to prepare for that day and then simply refuse to pay all no-shows. But will that be the majority? There will be a rich array of potential ways of dealing with this exceptional situation. Some will take a bus or bike, others will run or walk, then there is the possibility of group rides in taxis, Park+Ride, special shuttle services, cross-school programs, teleworking, simply taking home some 'home work', using the time to take care of a medical visit to a nearby facility, spend a day with the family, clean out the attic....
The point is that, with enough preparation and collaboration, it need not be the worst day of the year for all involved. For many, it could be one of the best and most interesting.
And for those who live or go into the center, and for all the rest, the importance of the monitoring and follow-up program will be critical. How did you like the way your city looked on Thursday? Were there any important differences? How inconvenient was it for you to deal with it? What might be done to make it better if we were all to agree to do it again?
I shall not, at this point, get into the richness of the activities that could eventually be carried out in many quarters of the city in order to enrich and build on this new fabric of urban life. The point is, quite simply, that what we would have here is already the making of a major paradigm shift -- but, this time, getting time on our side, giving people a chance to adjust to both the constraints and the new advantages of the changed situation, and to make, in due course, what may be some very interesting and creative decisions which would quite possibly never have come up if we had not somehow got things off the dime and moving in a new directions.
This will require a process of deep consultation and activist planning that will bring in (just to start the list) public transport operators (public and private), taxis, police, the people who handle the traffic signal timing, schools, store owners, employers of all sizes and ilks, doctors, social service organizations and groupings, etc. In the final analysis, whatever the limitations of the experience, it will be for many an opportunity to view both their town and their own lives from a new and quite different perspective. On those grounds alone, it would have to be counted as a useful experience.
An All-Cities Thursday Program
One possibility that is now getting considerable attention is that of organizing Thursday demonstrations in a number of places at the same time, either within the same country or even on a multi-country basis. The advantage of such cross-project collaboration will be immediately apparent. Not only will the media impact be potentially much greater, but also the possibility for inter-city collaboration should help to ensure better and stronger projects. And then there is the usefulness of emulation, as cities look at each other, learn from each other, and try to do perhaps just a bit better than some of the others.
What Will Happen After That First Thursday?
A poorly prepared project will -- for sure! -- fall flat. But there is no reason that such a project cannot be done very well indeed. Nor do we recommend it for just any city. The choice of site will be very important. This is, quite obviously, not the sort of thing that can be imposed by planners or central authorities. It must be a project which has the enthusiastic endorsement both of the community's leaders and, in time, of the great majority of its citizens and institutions. If such an undertaking is perceived as being thrust on the city by some sort of distant central administration, it will never succeed. Thus, a Thursday project must, in each case, be the result of a strong social consensus in that place.
Of course, if the results of the trial are considered to be unsatisfactory, there will be no reason to consider moving ahead on this basis. If the project is a flop, it is just not repeated. At worst, the cost of failure was not unbearably high (certainly many orders of magnitudes less than an urban rail project which is unable to attract the targeted ridership or a lot of nearly empty buses scuttling around the city streets or stuck in traffic). In point of fact, even if the experiment is judged as unsatisfactory, as long the initial preparation and the parallel effort of monitoring and feedback are handled well, a great deal of useful information and ideas can be gleaned in the process.
From the outset the idea should be to look for ways to adapt and extend the Thursday program on a more continuing basis -- building on experiences which are considered by the community as successful. Thus for example, once the result of that first Thursday have been analyzed and discussed, a second Thursday project could be organized, say three months after the first. Then if that works the game could change and things could shift into a higher gear. In this stage, the city might move into a situation where the car is out the first Thursday of every month. That stage might last for, say, a year, and will entail monitoring, measuring, discussion, confrontation, education, and adaptation.
The main objective of this stage would be to lay the groundwork for what happens next, one year later, when perhaps the city will decide to begin in September 1996 with every Thursday.....
5. Notes on Implementation
Such a program will best be initiated and carried out individually by each town, city or rural community as a self-organized cooperative venture of a highly spontaneous sort. It is my considered view that any attempt by any external body at central direction or even "orchestration" of what must in the final analysis be highly individualistic and self-contained local initiatives, will only lessen their chances of success. Each "placescape" is going to be unique in many ways, therefore highly resistant to uniform approaches or standardization. Indeed, the very fact that many different variations and approaches are possible will be in the interest of all concerned. The strength of the Thursday program is in numbers, diversity and total reliance on local initiative, thus all centralizing or homogenizing influences must be fiercely resisted.
That said, it will be most useful if some sort of means of communication, feedback and results sharing can be established among the various independent demonstrations. There will be many common elements and needs, and much to be gained through an enthusiastic and totally voluntary and self-regulated sharing among those cities and communities which decide to take part. Here are some of the areas in which cross-city collaboration could be mutually helpful:
• Materials and expertise sharing in general
• Development of activity checklists (e.g. preparatory tasks to complete, organizations to involve, etc.)
• Tool sharing (both in terms of the analytic tools which are needed to put a strong project in place, and then subsequently to monitor its performance, shortcomings, requirements for fine-tuning, etc.)
• Media kits and guidelines
• Peer support
• Networking and communications systems (cross-city, regional, national, etc., including integrated "War Rooms" for information and expertise sharing at different levels)
• Perhaps eventually even cross- or collaborative-financing
In due course there will also be an important "kit building" role, which could bring together all of the best of the practices, materials and routines in such a way that later Thursday projects will be able to benefit from the previous experience of the others. (Kit building, though, we must never forget, is a technique which assists and enhances but does not take the place of individual initiative, judgment or control.)
There will be numerous ways of approaching the networking aspects of these collaborative undertakings. One possibly worth thinking about is to make use of The Commons or similar appropriate WWW sites, but which today serves as a fairly efficient channel of information and communications which is available for all who might be interested. Another will be to encourage existing networks of cities and public interest groups to take an active role in encouraging demonstration and action programs along these lines, possibly as Thursday programs but equally well as projects that they would tailor to the special circumstances of their members and mandates.
This leaves us in closing with the question: What is the appropriate role of central or regional government and other such "external" institutions in such projects? If these initiatives are be entirely locally driven, accomplished, evaluated, etc., as indeed they should be, the answer is that regional, national and even international institutions can help, but in a much more discrete way and with a much lighter touch than has characteristically been the case in the past, where centralized decision-making, purse strings and technocratic projects were the main mode of public sector operation. In projects such as these government (other than local government, whose full and enthusiastic participation holds the key to success) can learn to play a very useful enabling function, which can extend to support in all of the areas indicated in the above list and yet others. This will be a new and quite different mode of operation for many public institutions and agencies, but the Thursday projects could also serve them as good learning experiences, since this is exactly the sort of thing they are going to have to get a lot better at in many areas in the future-- and not just transport.
6. What Happens if You Don't Happen to Be a City?
Agreeable as the idea may be, there will be many who will find themselves in situations where their city or neighborhood will not be prepared to make the leap and try a Thursday project. How for example can even the most willing citizen hope to participate in such an experiment if you happen to live in the middle of Los Angeles, London, Tokyo or any other of tens of thousands of cities where responsible intelligent people will tell you that "it is just not possible here"? (And that will, incidentally, be the first reaction in most places.)
As luck would have it you have a choice. Anyone who wishes can go out and organize their own Thursday project on their own terms. You don't have to be a city or even a small town. Thus, for example, if you are president of a company, you can get together with those who work there and ask them if they are interested in giving it a try. Or a school or a gym or a hospital. Perhaps you will decide with the members of your bridge club, church or karate group that you are all going to try to see what happens if each of you decides to spend just one day without getting into a car by yourselves alone. Or maybe just the people in your family. Or possibly just yourself -- one person alone who has decided that she or he is willing to take a fling to see what it might be like.
There will of course be no one best way to do it. Each person, group, and place is going to have to figure out the rules on their own. In some cases, car pooling and shared taxis may be considered acceptable, in others only non-motorized or public transport. Each grouping will decide its own rules and live its own experience. But the point that I wish to stress is that this can be an individual decision and does not have to be something that comes out of some government agency or very large collections of institutions and interests. This is, quite blatantly, not the sort of approach that will appeal to docile, fatalistic or passive citizens. These are concepts that are going to be picked up only by more thoughtful, individualistic, self-confident individuals and groups. And it is my belief that there are in our societies many more of these kinds of people than most might think.
One of the challenges behind each Thursday project will be to find imaginative ways for all those who decide to participate not only to have their own unique experiences on that day, but also to get together later so that what they have done and learned individually during that fated day can somehow be summed up and inspected from a community or group wide perspective. This suggests a combination of something like individual log books wherein each participant or group can record the detail of their particular experiences, and then some way of adding these experiences up in order o draw some larger lessons from the whole. I have no specific suggestions at this point how the detail of this will best be handled, but I am confident that once the problem has been clearly posed, there will be people and groups who know what to do next. Good organization and careful planning will help, and so too could sensible use of state of the art electronic communications.
* * *
Annex A: New Mobility - 1988-1994 Program Summary
The New Mobility Agenda is an international collaborative program (originally called ACCESS) first established in 1988 as an independent non-bureaucratic support effort aimed directly at the challenge of first defining and then implementing sustainable transportation systems. The program builds on more than two decades of cross-disciplinary research and advisory work with the problems of transport, the economy, energy, environment, industry and quality of life, and more generally with the broader challenges of managing technology in society.
The point of departure for the New Mobility Agenda was the obvious conflict between cars and cities. But that was only the beginning. The next step was to recognize a gradually growing uneasiness that something has gone badly wrong: that private cars no longer work particularly well in cities, or at least not all cars in all cities. This hard fact is proving awkward for planners and policymakers alike. Despite the problems they have brought in their wake, cars continue to perform a variety of functions and are perceived by many people as essential to their daily lives. As a result they have been planned into the system. And now that they are in there, their extreme complexity of function effectively rules out any easy solutions.
For this reason we cannot in most places sensibly talk about cities without cars -- but rather places with fewer and much better managed cars. The problem of cars in cities is, in truth, part of a much broader set of social and technology management issues which are coming into increasingly high relief. The links to pressing environmental and energy concerns are obvious and critical, as are impacts on quality of life, safety, urban form and economic efficiency. More subtle are the links between cars and human behavior, including such problems as urban isolation, alienation, violence, rejection of responsibility, and loss of human vitality, intimacy and neighborliness. A great deal of good work is going on in many places around the world aimed at parts of this complex problem, but much of this is not widely known. And there is a requirement for altogether new approaches which has yet to be met.
It was against this background that the New Mobility Agenda was established, with the goal of developing a long term (ten year), independent and vigorous international collaborative effort, untrammeled by bureaucratic requirements and run on an open basis with creative inputs and sup-port from a wide variety of co-operating individuals, sources and institutions.
Five objectives were set for the period 1989-98:
1. Provide concrete evidence showing how modern communities can work without today's overwhelming and damaging dependence on cars -- drawing attention to leading techniques, groups and places that have successfully tackled parts of the problem.
2. Encourage the development of much broader agendas of issues and approaches to the problems of transport in cities -- thereby bringing into the discussions and solution process actors and interests beyond the limits of traditional transport agencies and specialists.
3. Contribute to improving international communications, co-ordination and ex-changes of information and expertise in the full range of disciplines and approaches involved -- so that each new project is able to build knowledgeably on the experience and accomplishments of the past.
4. Work to stimulate further research, tools development and problem solving as needed to improve our collective knowledge and mastery of these issues -- and find the means to inform and involve the public in both the debate and the decision process.
5. Encourage and contribute to exemplary projects and programs in leading communities, working in close collaboration with highly qualified local partner groups and sponsoring institutions.
The Thursday program is one more example of the sort of activist approach which we believe to be needed.
Annex B. Other Tools To Get The Job Done
Studies, reports, debriefings, conferences and "more research" have been the main tools of trade of university educated policy advisors over the last decades. All are of course highly respectable and have their uses -- but also their limits and abuses. Given these limits and that the issues that concern us are complex and systemic, and further that they involve reconciling the positions of groups and interests which are usually far from identical and often highly conflicted, we must be prepared to try other less "academic" approaches to knowledge-building, communications, conflict resolution and, finally, to the mobilization of opinion and resources that is now required. Instead of always accepting automatically that the right next move is to have a technocratic 'elite' generate yet more paper (and that in a society that increasingly won't read, never mind act on what they read!), may I propose in closing that we bear in mind the powerful educational levels and competence of civil society in 1994 and that we should in the future, therefore, be giving far more importance to such things as ...
1. Standing around and watching carefully what is really going on
2. Insisting always on the use of simple language
3. Looking for ways to heighten the impact of words (written or spoken, and which does not always necessarily mean even more words)
4. Not excluding humor, wit, jokes, irony (& even the possibility of bad taste, if that's what it takes to increase the level of critical thinking and creativity) from policy discussions
5. Using photographs, photo essays, film, architectural renderings, video scenarios, cartoons, posters, drawings and other forms of lively graphic expression and characterization -- to impart greater depth and impact to the issues and realities being faced
6. Using these techniques to illustrate alternative futures and policy options, in ways which render them striking and understandable.
7. Polls, surveys, feedback monitoring schemes which improve awareness of the diversity of needs and views - not as instruments to indicate easily satisfied uniform conditions and values.
8. Creative use of small samples (cheaper, faster and sometimes even more accurate)
9. Imaginative linking of quantitative analysis with more vivid information concerning the real impacts on individuals, families, firms & communities
10. Socioeconomic analysis, studies and portrayals of actual daily life experience
11. "Day in the life of ... " profiles, scenarios, stories, rapportages & other "literary" treatments
12. Books and articles on these challenging issues aimed at informing and involving the general public (as opposed to only the usual specialist or academic readers)
13. Editorials, columns and op-ed pieces (carefully written) to hammer the key points home
14. Games, educational and others, using a wide variety of media
15. Contests, competitions to elicit broader, more vigorous and more imaginative participation in all stages
16. More brilliant use of "commercials", spots, etc., to achieve educational and social objectives
17. Events, books, images, programs aimed at informing and socializing children
18. Finding ways to involve children actively both in the collective learning experience and in the solution process
19. Use of the school system as a resource, to carry out surveys, mini-studies, demonstrations, parent education and activism on these issues, etc.
20. Using town halls, libraries, museums and other public places including the streets themselves as centers of exposition and public debate
21. New techniques of knowledge building (including opening up of the policy process to public participants in new and more far-reaching ways)
22. Active networking at all levels of society, and using an increasing variety of media
23. Electronic bulletin boards, networking, conferencing, new group work/groupware techniques
24. Use of simulations, artificial intelligence, etc. to encourage depiction, emergence, and collective consideration of broader solution sets
25. Innovative techniques of conflict resolution (including iterative adversary pro-grams using video, audio and other feedback techniques)
26. Town meetings & other fora of debate, consensus building & group decision
27. Process-oriented projects involving the semi-structured use of things like brain-storming sessions, roundtables, confrontations of opposing points of view-all oriented to attain specific objectives
28. Cross-project and cross-country support by policy gurus, networks & public interest consortia
29. Demonstrations of new ways of doing things (properly prepared, carefully monitored & flexibly fine-tuned for results)
30. New partnerships with radio, television and the media, which increase public awareness of both issues and trade-offs, as well as direct public involvement in the solution process
31. Active investigation & learning from post mortems of project experience, both successful & other
Thursday, quite obviously, is an approach which comes out of this general way of thinking. But since variety and intensity of effort to promote better understanding and action are vital, we also need to bear in mind that it is only one of many things that are going to have to be looked and tried in order for us to get control of our own futures. As Jane Jacobs put it so well many decades ago:
The processes that occur in our [societies] are not arcane, capable of being understood only by experts. They can be understood by almost anybody. Many ordinary people already understand this; they simply have not considered that by understanding these ordinary arrangements of cause and effect, we can also direct them. If we chose to.
Tuesday, October 13, 2009
"Every day is a great day to take a few cars off the street and think about it."
Here is how the car-free days movement got started and has taken shape over the last 15 years. You will find the full story in the World Car-Free Days Consortium website at www.worldcarfreedays.com. * And the latest car free day news here.
Think this business of hauling all or most of the cars off the streets for a day of public reflection and dialogue is brand new stuff? Think again. In the world we live in the building of knowledge and the creation of a new consensus for change on matters of technology and society is a deliberate and almost always very indirect process. Rarely are there single persons or groups who all by themselves make the difference. Rather there is this slow, often irritatingly slow, cumulative process of assimilation of ideas, attempted actions, not all of which crowned by immediate success, and changing perceptions which occasionally combine, here and there, to change first attitudes and then, with any luck at all, some of the salient and important choices that we all make together which shape our daily lives, and those of our cities.
The Car Free Day "movement" has over the years been faithful to this formula as the following "timeline" suggests. Beginning in the fifties and mainly in the States back then as the first ill-clad doughty local groups began to assemble here and there in order to protest the intrusions of cars in their cities and neighborhoods, here are some of the main benchmarks which we have culled from our own observations and experience over this period. (Anything missing, wrong, or poorly explained here. If so, let us know and we can try to rectify.)
Our own involvement with the idea of hauling all the cars off the street from time to time and in the process inviting citizens to think and talk about it as a step in the process of rethinking the transportation arrangements in their city, traces back to a public challenge issued back in October 1994 in an international conference that we had a role in organizing with the Spanish government in Toledo Spain under the title Ciudades Accesibles.. The challenge took the form of a paper distributed to the meeting, under the title of "Thursday - A Breakthrough Strategy for Reducing Car Dependence in Cities", the full text of which is available here.
Subsequent to the Toledo meeting, this site was set up under The Commons as one of the first to go onto the Web, which was then followed up in late 1997 by the Car Free Cafe which serves us all to this day. Within a bit more than a year the first car free day projects were planned and implemented by teams in Reykjavik, Bath and La Rochelle, all of whom were present at the Toledo meeting. Then in October 1997 we debriefed a team at the French Ministry of the Environment on the Thursday approach, subsequent to which they launched their national "En ville sans ma voiture" project. Etc. Etc.
Internationalization of the Car Free Day experiment
While the first formally government mandated national Car Free Day program was without a doubt France's "En ville sans ma voiture" ("In town without my car") program which got underway in 1998, and which continues in various forms to this day, it is only fair to tip our hat to the British Environmental Transport Association (ETA) who opened the way by coordinating three annual National Car Free Days in Britain since 1997. Equally it is useful to recall that their Green Transport Week program also provided a model for the European Commission's later extension of this approach to Europe as a whole.
Likewise, it merits mention that the Germans got the jump on the French as well with their Germany-wide Car Free Mobility Day - Mobil Ohne Auto, that first took place on June 21 1998, and which also continues to this day. Shortly thereafter the Italians, Belgians and other jumped in with their own national programs. (A good idea has many fathers and mothers.)
A major and very powerful bump in the road came in February 2000 when the City of Bogata organized in cooperation with the World Car Free Day Consortium its first Car Free Day, Sin mi carro en Bogotá, the world's first large scale "Thursday" CFD project which resulted no less in keeping some 850,000 private cars in their garages for thirteen hours of alternative transportation and thinking about it. The join project was later awarded the prestigious Stockholm Challenge Prize for Environment in June 2000. The success of the Bogotá project spilled over to contacts with officials of the city of Chengdu of Sichuan Province, People's Republic of China, who organized China's first Car Free Day on 14 October 2000. Clearly the virus was spreading.
Stretching beyond national frontiers, the first international Car Free Day program was launched by the European Commission in September 2000, followed two months later by the first ">Earth Car Free Day, a joint project of the Earth Day Network under the leadership of World Car Free DaysWorld Car Free Days. The contribution of the Commission to keeping this flame lit, not always sunder the easiest of circumstances, has been a very important one. Probably the single person most responsible for this has been Margot Wallström, first as Commissioner for Environment and more recently as vice-president of the Commission. This personal long term commitment has meant a lot, as well as the low key, decentralized, open door approach which the Commission has increasingly taken in all this.
Today, more than a decade later, with the Car Free Day movement having at long last gaining real momentum and international prominence, and in the process a certain respectability before the same administrations and bureaucracies that were certainly not among their best friends and loyal supporters until quite recently, it is important that we retain sight of the actual origins of these impulses for change. If we can remember this, we might all be a bit more open to the next good idea that tries to make its way onto the stage and move us toward a more sustainable way of life, rather than turning our backs and sticking with the good old status quo.
Timeline: Some Major Car Free (Days) Benchmarks
The following chronology assembles some of the main benchmark events of the last decades, which together have gradually built on each other's accomplishments to leave us today with a movement that is, to say the least, only now beginning to get under way. (Please understand that this is intended only as a starting point and there are a very large number of cities and events that are not covered here. Of course. But it does hit a number of the main international highlights, and certainly can serve to give you an idea of the increasing momentum of the C/FD movement in cities around the world.)
1. 1958, New York. Demonstrations of neighbors of the Washington Square Park area of New York City eventually block proposed extension of Fifth Avenue, which would have eliminated this popular public park and social oasis.
2. 1961, New York. One of the ring leaders of the 1958 demonstration, Jane Jacobs, publishes The Death and Life of Great American Cities, Vintage Books, opening up the discussions of car restraint in cities
3. Autumn, 1968, Gronigen, Netherlands. First neighborhood Woonerf
4. The goal of this at first entirely illegal project led by local residents was to claim back the street for cars and create safe space for people
5. 1972, Delft, The Netherlands. First "official" Woonerf opened
6. 1973, Abbaye de Royaumont, France
7. The OECD Development Center and EcoPlan (The Commons) organize 4 day international brainstorm on combining car restraint and non-conventional or "in-between" transit (paratransit) in Third World cities
8. January-February, 1974, Switzerland
9. Four Car Free Sundays organized and greatly enjoyed by all during "Oil Crisis"
10. December 15th, 1974. Bogota, Colombia.
11. There was a 3-hour street closing along 3.9km of major roads which would later be expanded and named "Ciclovía". Organized by "Propicia" and the local transit agency. There were more than 5000 participants.
12. 1981, East Germany (DDR). First German Car Free Day takes place.
13. October 1988, Paris. "Cities without Cars?" program begins. International, unstructured, non-bureaucratic, topic-driven, long term cooperative program launched by EcoPlan and The Commons. (Later morphs into today's New Mobility Agenda
14. September 1991, New York. First International Conference on Auto-Free Cities. Organized by Transportation Alternatives
15. September 1992, San Francisco. Critical Mass. More or less anarchist, at least self-organizing, group cranks up to take back the streets from cars. Still at it.
16. Fall 1992, Paris, France. First New Mobility Forum opens in cooperation with ECTF on Internet. Car Free day concept discussed and expanded on this international list.
17. Fall 1992, Ottawa, Canada. Auto-Free Ottawa Newsletter started.
18. March 1994, Amsterdam. Car Free Cities Network Launched by DG XI and Eurocities
19. 14 October 1994, Toledo, Spain. Thursday: Car Free Day Proposal, work plan and public call for international collaboration presented at Spanish "Ciudades Accesibles" Congress. (Representatives of Car Free Cities and future Reykjavik, Bath and La Rochelle CFD projects all present.)
20. Winter 1994/5: Long term international contact/support CFD program created on the Web under The Commons and the New Mobility Agenda
21. 8 May 1996, Copenhagen: Copenhagen Declaration Issued by international meeting of European government groups.
22. 5 June 1996, Reykjavik, Iceland. Car Free Day Organized by local government and held in Iceland's capital city.
23. 11th June 1996, Bath, U.K. Bath Car Free Day First British Car Free day. (A Green Transport Week street party had already been organised in Bath in June 1995.)
24. 1997, U.K. National Car Free Days The ETA steps forward and co-ordinates first three annual CFD's in Britain.
25. 9 September 1997, La Rochelle, France. Journée sans voiture Lead by Mayor Michel Crépeau and Jacques Tallut, La Rochelle organizes France's first real CFD.
26. 21 October, 1997, Paris. Thursday: Car Free Day proposal, presentation made to French Ministry of the Environment. Proposal from the new mobility Consortium made as part of The Common's "Smogbuster" package for fighting car-related pollution and other problems in French cities. (The Ministry later uses this foundation to launch its own "En ville, sans ma voiture?" program one year later.
27. 26 October - 1 November 1997, Lyons, France. First Towards Car Free Cities Conference Organized by International Youth for Action and other. CarBusters program launched.
28. Winter 1997, Amsterdam. Car Free Times Car Free Times publishes Volume 1, Number 1 (with no public support and made freely available).
29. Winter, 1997, Paris. @World Car Free Day Consortium This open NGO site was first established by The Commons as part of their long term New Mobility program on the WWW to support Car Free day organization and expert follow-up in cities all over the world.
30. June 21 1998, Mobil Ohne Auto, Germany-wide Car Free Mobility Day
31. September 22, 1998, "En ville, sans ma voiture?", France. French Ministry of the Environment and 34 French cities organize "En ville, sans ma voiture?" ("A day in the city without my car?).
32. December 1, 1999, Britain. First National ETA Car Free Planning support (UK) Sharing information on planning for European Car Free Day in Britain
33. September 19, 1999, The Netherlands. First National Car Free Sunday in the Netherlands
34. 22 September 1999, First European "Pilot Car Free Day". On Wednesday 22 September 1999, 66 French towns participated in "En ville, sans ma voiture ?", (2nd edition), while in parallel 92 Italian towns organized the first Italian National Car Free Day, "In città senza la mia auto". The Canton of Geneva also participated in what later was later called the first European "Pilot Day", wherein all the participating cities designated Car Free areas in their canters.
35. Sunday 26th of September 1999, First Belgian CFD announced
36. 1 December 1999, UK. Consortium of interested individuals and groups sets up first independent national support group on Web to promote CFD's in Britain (see menu to left for direct link)
37. Sunday, February 6, 2000, Italy Environment Minister Edo Ronchi opens first of 4 successive Car Free Sundays in Italy, to take place on first Sunday of month for next four months.
38. 24 February 2000, Bogotá, Colombia. The Bogotá Challenge The City of Bogotá organizes in cooperation with the World Car Free Day Consortium Sin mi carro en Bogotá, the world's first large scale "Thursday" CFD project, and launches its Bogotá Challenge to the rest of the world.
39. 5 June 2000. The Commons win Stockholm Challenge Environment Prize for outstanding accomplishment in supporting February 2000 Bogota Car Free Day, and invites the Mayor of Bogota to accept the award as a joint prize demonstrating the potential for technology-mediated international collaboration in support of major sustainability projects.
40. 10-18 June 2000, U.K. Green Transport Week, U.K.
41. 24-27 June 2000, Bremen, GermanyCar Free Cities conference in Bremen
42. 21 September 2000. First CarBusters call for a World Car Free Day inviting independent projects to organize on that day, and later announced as a planned annual Open event. (Car Busters asks us to support their project, which we, as always, do.)
43. 22 September 2000. First European Car Free Day The government sponsors reported that 760 European towns jointly organized the first pan-European "In town, without my car!" day.
44. 14 October 2000. Chengdu City of Sichuan Province, People's Republic of China, started the first ever "Car Free Day" of the nation.
45. 29 October 2000. Bogotá holds world's first Car Free Referendum (which passes with flying colors)
46. 1 November 2000. Earth Car Free Day program launched by The Commons and WC/FD Consortium in cooperation with Earth Day Network. Preparations get under way for first ECFD on 19 April 2001.
47. 1 February 2001. Bogota launches first ECFD 2001 project with its second Dia sin Carro.
48. Spring 2001. "Domeniche ecologiche 2001" - Italian Ministry of the Environment organises first Ecological Sundays Car Free program, running on five weekends in
49. 19 April 2001. First Earth Car Free Day. More than 300 hundred groups and cities around the world participate in this first Earth Car Free Day organized by New Mobility WC/FD program and Earth Day Network(the detailed results of which can be accessed here).
50. May-December 2001. Numerous independent Days and demonstrations organized and reported and supported by the World Car/Free Day Consortium of The Commons.
51. September 2001. Second European CFD and second CarBusters World Car Free Day organized.
52. 19 September 2001 Shed Your Car Day - FremantleFirst Australian CFD
53. September 22nd, 2001 Toronto became first Canadian and North American city to officially host a Car Free Day.
54. November 2001. United Nations contacts The Commons and proposes a joint world level project: the United Nations Car Free Days Programme, to be organized as a run-up to the Johannesburg World Summit on Sustainable Development, demonstrating that this approach is one that can make a difference.
55. 6-8 February 2002. First United National Regional Car Free Days Practicum organized for Latin America, in cooperation with and support of the third Car Free Day in Bogota Colombia. Practicum brings together a delegation of mayors from across the region to observe and exchange information on the CFD approach for their cities. (The Commons participation in all stages is "CO2-free", mediated by the Internet and an expanding array of new communications and distance work technologies. )
56. 8-10 May 2002. Second UN Car Free Day Demonstration and Practicum for Regional Mayors taking place in Fremantle, West Australia.
57. 19 April 2002. First European Mobility Week launched by EC in BrusselsPlanned as annual event in September around their "In town without my car!" program.
58. 2002. World Car Free Network founded, building on the work of CarBusters.
59. 2002. Canadian Car Free Day Network established
60. Sept. 2003 Montreal became the first Canadian city to hold a major downtown, weekday street closure.
61. Sept. 2003 Camden (UK)celebrates first Travelwise Week building on Car Free Days celebrated every year since 2000
62. July 2004. Towards Carfree Cities III, Berlin Organized by World Car Free Network
63. 19 to 24 September 2004. Toronto's first New Mobility Week launches a public enquiry into new less-car packages of policies and measures
64. 22 September 2004 "In town, without my car!", organized by the European Commission and national partners
65. 16 to September 2004 European Mobility Week
66. Etc. etc.
Help us to update. Spot any errors?
This time-line has been posted on this site for several years now, and we try to keep it up to date as hopefully you will see. Every once in a while someone contacts us and helps us correct or fill in the gaps. But there may still be errors or omissions. If you spot any here, this is the place to let us know: email@example.com
Wednesday, June 17, 2009
No matter how big or small all movements have their heresies and orthodoxies. In the domain of transport policy, questioning the primacy of motorized public transport over cycling and walking is like suggesting that the world may not be flat after all. The mercury rose and emails flew on the Sustainable Transport Sustran online discussion group earlier this week when Beijing’s announcement to make the city ‘a public transport city’ by 2015 hit the wire.
One contributor questioned Beijing’s strategy, which was based solely on raising levels of rail and bus ridership to 45%. Once the mainstay of China’s urban transport system, the bicycle, didn’t even get a mention.
From where I'm sitting in Delhi I added that there is a tendency to see 'motorized, mass public transport', through rose tinted glasses as if it is 'the' solution to growing automobile use. A huge amount of emphasis is put on the Metro and now BRT as ways to solve congestion (never mind about all the other externalities). Bicycles and legs are ignored despite holding a huge modal share, over half of all trips in Delhi.
I think it was the Indian economist Dasgupta who showed that you could make public transport free in the UK and still only effect a very small shift to it from the car (6%). The fact is that cars are damn convenient and people will use them unless they are literally prized away from doing so. The vast majority of people use public transport in London and NY because they have to. It’s well nigh impossible to park your car and it will cost you big time if you do! I hope that Beijing's approach will witness parking restraint and pricing as a lynchpin of its policy, otherwise it will be a funding drain and a white elephant.
The rose tinted spectacles also ignore the role of cycling as faster and more convenient than the bus over short to medium distances. Why swap a more convenient form of transport for a less convenient one? The only other thing that can compete with the car over these distances is the motorcycle, which should also be deterred for safety reasons and its high emissions of Nitrogen Dioxide.
Presently people don’t ride, or use cycle taxis because motorised vehicles make them less safe. They need an ‘image makeover’. And planners continue to ignore rider comforts like tree cover and vendor zones in hot countries air pollution all over.
Cheap interventions like prioritising access for cycles and pedestrians across high speed vehicle canyons should be a priority. These interventions save lives, make cycling and walking practical, and come in cheap - kilometre for kilometre a cycle track in London would cost less than 1/400th the amount of the Jubilee Line extension.
In terms of our greatest challenge, global warming I am perturbed. Where you have quality bus systems (with good timetables in the off peak and feeder services) they consume amounts of per capita energy rivalling that of the car. Quoting London, the average actual CO2 emissions of a bus is 40% that of a car, PM10 emissions are 3 times and SO2 emissions 25 times greater - that's not much of an improvement and certainly not enough to stabilise carbon emissions at 450ppmv. In Taipei, taking account of door to door emissions, the Metro actually consumes more energy than a car!
The counter argument to all this is that Asia is not London and you can’t compare ridership levels in London with Asian cities. True for now, but planners need to think about the future. What people put up with now is not what they will put up with as they get richer and have choices. Delhi does not yet have a public transport network that those with a choice of private, motorized transport would opt to use. The figures that we quote on fuel efficiency for buses in Asia NOW are not those that will exist with the kind of network needed to get wealthier citizens on the bus. And by the way I’m not talking about rich citizens, I’m talking about ones who can afford motorcycles that run on less than 1 rupee a kilometre.
To get motorcyclists and car users to switch in future, or at least stay on the bus, even WITH very strong demand management measures and low fares, we'll need to increase frequency, add A/C in some cases, bring down the 'crush factor' and widen geographical scope, all of which will inevitably result in more energy consumed per passenger. It's hard to disagree with this line of thinking without adopting a line of ‘one standard of public transport comfort for 'the West' and one for the developing world’.
This should not be construed as an argument AGAINST public transport, particularly buses, after all the more of us that use them the better, and there will always be a need for those who cannot cycle or walk, but it IS an argument for Beijing to re-discover leg power, put greater emphasis on travel demand management, and control urban sprawl. If the world is to face its greatest challenge, that of averting catastrophic climate change, we have no choice.
The bicycle is the perfect transducer to match man's metabolic energy to the impedance of locomotion. Equipped with this tool, man outstrips the efficiency of not only all machines but all other animals as well.-Ivan Illich, Energy and Equity, 1974
- Simon Bishop is working as a transport and environment consultant in Delhi, where he lives with his family. In India he has worked on bus and cycling projects like the Delhi BRT and helped set up the Global Transport Knowledge Partnership. Before coming to India two years ago Simon worked in London as a planner on demand management and travel marketing schemes, receiving an award from the Mayor for "London's Most Innovative Transport Project". He authored 'The Sky's the Limit' - Policies for Sustainable Aviation' while working as a policy adviser in the Institute for Public Policy Research.
--> Read on: