Latest update on London's congestion charge scheme.
CCS is working well so far but still early days. We will  continue to
publish a weekly update but this is the last update I will forward
generally.
If you want to keep up to date pls contact our TfL website.
We will be conducting a 6-month study looking more closely at the effects of
CCS.

Dave

Dave Wetzel
Vice-Chair, Transport for London
Windsor House. 42-50 Victoria Street.
London. UK. SW1H 0TL

Tel:020 7941 4200
Fax: 020 7941 4748


>  <<...OLE_Obj...>>
>
>
>
>
>  <<...OLE_Obj...>>
>  <<...OLE_Obj...>>
>
>
> No. 671
> 21 March 2003
>
> CONGESTION CHARGE - SUMMARY OF WEEK FIVE
>
> Traffic
>
> * Traffic levels inside the zone again remained light throughout the
> week. Observations are suggesting that the lower traffic levels are
> beginning to stabilise with around 20% less traffic entering the zone
> across the charging day.
> * Traffic flowed well, including on the Inner Ring Road, the boundary
> road of the zone.
> * Preliminary data suggests there is little diverted traffic on roads
> beyond the Inner Ring Road.
>
> Buses
>
> * Bus services ran well all week. Latest data on buses and congestion
> charging was given in TfL Press Notice 666 (18 March 2003) [Attached below
> - Dave Wetzel]
>
> Operations
>
> * Payments of the charge for Friday 14 March were around 100,000
> * Approaching half a million payments are expected to have been made
> this week by midnight on Friday 21 March
> * Payments of the charge for each day throughout the week were:
> * 94,000 (Monday)
> * 98,000 (Tuesday)
> * 99,000 (Wednesday)
> * 100,000 (Thursday)
> * Payments for today (Friday) are still being made
> *
> * For the first four weeks of the scheme, the percentage split between
> all sales channels was:
> * Retail 36%
> * Call centre 28%
> * Web 16%
> * SMS 15%
> * Interactive Voice Recognition (IVR) 4%
> * Post 1%
>
> * The congestion charging web site has been receiving around 70,000
> hits per day on average
>
> * Discount registrations now total:
> * Blue Badge 100,582
> * Residents 22,185
> * Other 7,186
> *
> * In total, less than 15,000 Penalty Charge Notices are expected to be
> issued for the week
> * Payment channels (text messaging, retail, web and call centre)
> generally worked well throughout the week.
>
>
> ENDS
>
> For more information, please contact TfL Press Office on 020 7941 4141
	 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -  - - -
- -- - - - - - - - - - - - - - - - - - - -  - - - - - - - - - - - - - - -  -
- - - - - -  - - - - - - - - - - - - - - - - - -


  <<...OLE_Obj...>>





  <<...OLE_Obj...>>
  <<...OLE_Obj...>>

No. 666

18 March 2003

Congestion charging delivers better buses


Early research shows that speedier and more reliable buses are being enjoyed
by a record five million passengers a day since congestion charging started.


The new data compiled by London Buses shows that since congestion charging
started on February 17th:

* In the first week of the charge, 9.5 per cent more passengers
travelled than in the same week last year.  In the second week the
year-on-year increase was more than 10 per cent.  Together with other
improvements introduced in the last year, this has encouraged five million
passengers to use buses each weekday;
* Bus speeds in the morning peak in the charging zone have increased
by 15 per cent (from 10.4 to 12 kilometres per hour);
* Delays to buses caused by traffic congestion halved in the first two
weeks
* Excess waiting time (the additional time waited by passengers over
and above the route schedule) reduced by 23 per cent in the first two weeks
of the scheme in the charging zone; and
* Early research shows that there are 6000 more bus passengers
travelling to central London in the morning peak hour, compared to counts
taken in autumn 2002, an increase of 14 per cent.  The number of buses to
the zone increased by 19 per cent over the same period.

Mayor of London Ken Livingstone said:

		 "Improved journey speeds and 6000 more people choosing the
bus to get to central London in the rush hour is extremely encouraging.

		 "TfL with the bus operators have delivered impressive
improvements to the entire network over the last 12 months - more buses,
better reliability and security and improved passenger information.  Funds
raised from the charge will help us continue to make buses even better."

Seventy-five services to the zone in the morning peak hour benefited from
the biggest single package of improvements for decades.  Highlights of
boosted services include:

* 18-metre bendy buses on route 436 Lewisham to Paddington; 507
(Waterloo - Lambeth Bridge - Victoria); 521 (Waterloo - Cannon Street -
London Bridge) and 453 (Deptford Broadway - Marylebone).
* New services between Covent Garden and Tower Bridge; Camberwell and
Shepherd's Bush; Fulham and Maida Vale; Elephant and Castle and South
Kensington; Hackney Wick and Mansion House and Northumberland Park and
Euston;
* Double decks replaced single decks on ten routes and more than 300
extra buses to boost at least fifty services.

Notes for Editors

1. The data for bus speeds includes time spent at bus stops and traffic
lights.
2. Services not operated due to traffic congestion fell from 2.7 per
cent of the network in the four weeks before the charge to 1.2 per cent
during the first two weeks of the charge.

3. Monitoring of services by London Buses uses a combination of data
collection methods including roadside surveys and information from ticket
machines and the Automatic Vehicle Location system.

4. London Buses manages bus services in London for the Mayor's
Transport for London.  It plans routes, specifies service levels and
monitors service quality.  It is also responsible for bus stations, bus
stops, security initiatives and passenger information.  The bus services are
operated by private operators, which work under contract to London Buses.

5. The London bus network is one of the largest and most comprehensive
urban systems in the world.  Each weekday 6,500 London buses carry 5.1
million passengers on more than 700 different routes.

For more information about London Bus Services check out
www.transportforlondon.gov.uk/buses

For more information please telephone 020 7918 3864 or 020 7027 8063.  For
out-of-hours enquiries telephone 020 7941 4141.






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-----Original Message-----
From: Chloe Mason [mailto:chloemason@...]
Sent: Tuesday, April 08, 2003 2:51 AM
To: Eric Britton; Paul Osborne
Subject: towards cycle-friendly organisations - request for info

Dear Paul and Eric

I'm doing some work for a number of organisations, including healthcare
facilities, that wish to become cycle-friendly.

One of the issues that has arisen is an expectation for organisations to
have a short policy and some oh&s guidelines. The NSW roads authority is
shortly to produce an employer-employee brochure promoting cycling to work.
I expect that the demand for oh&s guidelines is likely to increase after
this.  I"d be keen for any materials, references or contacts that you could
provide on this topic in other jurisdictions.

I hope things are going well.

Best wishes,
Cheers
Chloe


PO Box A973
Sydney South
NSW 1235
AUSTRALIA

Tel (02) 9281-1751
Fax (02) 9281-9501

Consultant in Mobility Management & Environmentally Sustainable Transport

Hi Eric
I've forwarded this to our cycling experts - Dan Egan, Barb Wentworth, and Sean
Wheldrake. They should be able to provide good stuff
Cheers
Sue

>>> eric.britton@... 04/08/03 01:09 AM >>>
-----Original Message-----
From: Chloe Mason [mailto:chloemason@...]
Sent: Tuesday, April 08, 2003 2:51 AM
To: Eric Britton; Paul Osborne
Subject: towards cycle-friendly organisations - request for info

Dear Paul and Eric

I'm doing some work for a number of organisations, including healthcare
facilities, that wish to become cycle-friendly.

One of the issues that has arisen is an expectation for organisations to
have a short policy and some oh&s guidelines. The NSW roads authority is
shortly to produce an employer-employee brochure promoting cycling to work.
I expect that the demand for oh&s guidelines is likely to increase after
this.  I"d be keen for any materials, references or contacts that you could
provide on this topic in other jurisdictions.

I hope things are going well.

Best wishes,
Cheers
Chloe


PO Box A973
Sydney South
NSW 1235
AUSTRALIA

Tel (02) 9281-1751
Fax (02) 9281-9501

Consultant in Mobility Management & Environmentally Sustainable Transport



The Journal of World Transport Policy and Practice
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INNOVATION BRIEFS ADVISORY
May/June 2003
(Apologies for cross-postings)
=============================

Abstracts of the latest issue of Innovation Briefs
are now available online at our website
http://www.innobriefs.com/abstracts/2003/apr03.html

+ A First Look at the Administration's Reauthorization Proposal
+ It's Time to Take a Fresh Look at Highway Tolls
+ Increasing Reliance on the Auto Documented in the Latest Survey
+ The Smart Growth Debate Continues
+ Intercity High Speed Rail Service Abroad

Also new on the website (click on "From the Editor"):
Full text of the IB editorial, "It's Time to Take a Fresh Look at
Highway Tolls, and
(by popular demand) the Brief "The Smart Growth Debate Contiunues."

----------------------------------------
INNOVATION BRIEFS
korski@...
tel: 301.299.1996
fax: 301.299.4425
email: korski@...

I wanted to announce my new role with Flexcar: Starting Monday, May 5,
I'll continue as a part-time consultant.  I'm interested in working on other
transportation-related
projects so please contact me at the address below with your ideas.

If you have Flexcar questions, please contact Brett Allen at 206-332-0330 x
7004
I would be glad to continue to answer historical questions about CarSharing
Portland.



With summer ahead, I am looking forward to being on the hiking trails of

Oregon and Washington much more than in the past.



Car-sharing in the USA has come a long way in the 5+ years since we started in

Portland!  Thanks to all of you for your interest and support over the years.



Dave Brook
1905 NE Clackamas Street

Portland, Oregon 97232

My cell phone continues to be: 503-313-1320

carshare1@...

NB


Dave

Dave Wetzel
Vice-chair, TfL.
Windsor House, 42-50 Victoria Street.
London. SW1H 0TL. UK.
Tel 020 7941 4200



-----Original Message-----
From: paul brandon [mailto:paulbrandon73@...]
Sent: 26 June 2003 13:59
To: AlbertCatterall@...; antswin@...; Bruno.Moser@...;
carol.wilcox@...; ciaran@...; cwilliams@...;
Wetzel Dave; earthrts@...; g.brennan@...;
gibb@...; gibb@...;
gn@...; jgrail@...; JohnJames@...;
jon_mendel@...; l.johnston@...;
martincoule@...; metaman@...; nicholas.dennys@...;
pauliebrandon13@...; p.brandon@...;
randj.douglas@...; robdow@...; Davies Robert;
ros@...; Moule Sarah; timj@...;
t.lloyd@...; tonyvickers@...; Jennings Vicky;
wilcox@...
Cc: jeremy@...
Subject: Henry George and Victor Keegan


Victor Keegan purchased a copy of Progress & Poverty from the Henry George
Foundation last year.

Cheers

Paul

Paul Brandon
Research Officer
Labour Land Campaign
07803 908 084

http://www.guardian.co.uk/economicdispatch/story/0,12498,984921,00.html
<http://www.guardian.co.uk/economicdispatch/story/0,12498,984921,00.html>

Thinking ahead

Taxation ideas suggested in a groundbreaking book more than a century ago
are increasingly being seen as a solution to current problems. Victor Keegan
reports

Thursday June 26, 2003



   _____

Protect your PC from e-mail viruses. Get MSN 8 today.
<http://g.msn.com/8HMXENUK/2740??PS=>



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you are not the intended recipient, be advised that you have
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---
[This E-mail was scanned for viruses for your protection]

Todd
I'm very interest in your ideas for Smart Growth.
I would argue that you do not need subsidies to achieve this.
Have you considered land value taxation?

I attach three papers I've written.

Please don't hesitate to contact me if you need any further info' or wish to
discuss by e-mail.

This article appeared in yesterday's Guardian Unlimited website:


http://www.guardian.co.uk/economicdispatch/story/0,12498,984921,00.html

Dave

Dave Wetzel
Vice-Chair
Transport for London
42-50 Victoria Street. London.
SW1H 0TL.  UK

020 7941 4200


-----Original Message-----
From: Todd Alexander Litman [mailto:litman@...]
Sent: 14 March 2003 17:41
Subject: [WorldTransport] VTPI News - Winter 2003



                                   -----------
                                    VTPI NEWS
                                   -----------
                        Victoria Transport Policy Institute
                           "Efficiency - Equity - Clarity"
                        ------------------------------------
                             Winter 2003    Vol. 6, No. 1
                         ----------------------------------

The Victoria Transport Policy Institute is an independent research
organization dedicated to developing innovative solutions to transportation
problems. The VTPI website (http://www.vtpi.org) has many resources
addressing a wide range of transport planning and policy issues. VTPI also
provides consulting services.

                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


TRANSPORTATION COST AND BENEFIT ANALYSIS GUIDEBOOK
==================================================
VTPI continues to update the Online edition of "Transportation Cost And
Benefit Analysis: Techniques, Estimates And Implications"
(http://www.vtpi.org/tca). This free guidebook provides comprehensive
information on transportation economic impacts for use in planning and
policy analysis. We have also updated the Cost Analysis Spreadsheet that
automates costing calculations and allows values to be easily modified to
reflect a particular situation or analysis perspective.

                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


VTPI ONLINE TDM ENCYCLOPEDIA - UPDATES
======================================
The VTPI "Online TDM Encyclopedia" (http://www.vtpi.org/tdm) is the most
comprehensive resource available anywhere to help identify and evaluate
innovative solutions to transport problems. It has dozens of chapters with
hundreds of pages of text and thousands of Internet links, providing
convenient information for Transportation Demand Management (TDM) planning,
evaluation and implementation. We have been busy expanding and updating the
Encyclopedia. Below are highlights.

* Fuel Tax Increases (http://www.vtpi.org/tdm/tdm17.htm) - This chapter
discusses various justifications for increasing fuel taxes and the impacts
this has on fuel consumption and vehicle travel.

* TDM Marketing (http://www.vtpi.org/tdm/tdm23.htm) - This chapter
discusses how to implement marketing and promotion campaigns, and the
effect they can have on travel behavior. Includes several examples.

* Smart Growth (http://www.vtpi.org/tdm/tdm38.htm) - This chapter discusses
Smart Growth land use policies, their benefits and costs, and their impacts
on mobility and accessibility.

* Measuring Transportation (http://www.vtpi.org/tdm/tdm55.htm) - This
chapter discusses various ways of measuring transportation activities and
conditions, and how different quantification methods affect transport
decision-making.

* Emission Reduction Strategies (http://www.vtpi.org/tdm/tdm59.htm) - This
chapter describes and evaluates various strategies for reducing transport
energy consumption and pollution emissions. Also see the revised report
"Efficient Vehicles Versus Efficient Transportation"
(http://www.vtpi.org/cafe.pdf), which compares the total benefits and costs
of strategies that increase vehicle fuel efficiency with mobility
management strategies.

* Sustainable Transportation and TDM (http://www.vtpi.org/tdm/tdm67.htm) -
This chapter discusses sustainability and the role TDM can play in creating
more sustainable transport systems. Sustainability is a planning
perspective that accounts for economic, social and environmental impacts,
including those that are indirect and difficult to measure.

* Smart Growth Policy Reforms (http://www.vtpi.org/tdm/tdm95.htm) - This
chapter describes various planning, regulatory and fiscal reforms that help
create more efficient land use. These reforms correct current practices
that encourage lower-density, urban periphery, automobile-dependent
development patterns.

* Health and Fitness (http://www.vtpi.org/tdm/tdm102.htm) - This chapter
discusses the potential of improving public health and fitness through more
active transportation, including walking, cycling, running and skating.
Transportation and land use policies that result in even modest increases
in aerobic exercise could provide significant health benefits. Many TDM
strategies increase active transportation by improving nonmotorized travel
conditions, creating land use patterns more suitable for nonmotorized
travel, and by encouraging shifts from driving to nonmotorized travel.

* Managing Nonmotorized Facilities (http://www.vtpi.org/tdm/tdm108.htm) -
This chapter describes best practices for managing nonmotorized facilities
such as walkways, sidewalks and paths. It provides guidelines for sharing
such facilities among different types of users, public education and
enforcement programs, and facility maintenance standards.

* Wit and Humor (http://www.vtpi.org/tdm/tdm94.htm) - This chapter adds a
little fun by linking to jokes and witty quotes scattered around the
Encyclopedia.


                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


NEW AND UPDATED REPORTS
=======================
The following documents are posted at the VTPI website.

"Economic Value of Walkability"
(http://www.vtpi.org/walkability.pdf).  This paper, presented at the
Transportation Research Board Annual Meeting, received the Pedestrian
Committee's 2003 Outstanding Paper Award. It uses standard economic
evaluation methods to investigate the value of walking (the activity) and
walkability (the quality of walking conditions). It indicates that current
transport planning practices tend to undervalue walking. More comprehensive
analysis techniques are likely to justify increased support for walking.

"Sustainable Transportation Indicators" (http://www.vtpi.org/sus-indx.pdf).
This revised paper describes various sustainable transportation performance
indicators, including a proposed set that accounts for various economic,
social and environmental impacts.

                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


SPECIAL PROJECTS
================

PAYDAYS Insurance Pricing
-------------------------
Pay-As-You-Drive-And-You-Save (PAYDAYS) is a new insurance pricing concept
that directly links vehicle insurance premiums to the amount a vehicle is
driven by giving motorists a rebate based on annual mileage: the less you
drive the larger your rebate. A coalition of national organizations
including Environmental Defense, the Conservation Law Foundation, Oregon
Environmental Council, King County Metro, Northwest Environment Watch,
Sierra Club, Natural Resources Defense Council, Surface Transportation
Policy Project, Clean Air and Transportation, Inc., and the U.S.
Environmental Protection Agency is working with a private insurance broker
to develop this concept. At least one major insurance company has already
submitted a proposal to provide insurance services to the coalition, based
on the PAYDAYS concept. We hope to have a specific program ready by this
Summer.

A workshop will be held for interested parties on Thursday, March 20, 2003
at Environmental Defense's Washington DC office. For information on this
event contact Tracy Freuder, tfreuder@... or call
202-387-3500.

VTPI is working on this and other efforts to develop Pay-As-You-Drive
vehicle insurance. For more information see:

Environmental Defense PAYD Insurance Program
(http://www.environmentaldefense.org/article.cfm?contentid=2205)

The Oregon Environmental Council's PAYD campaign
(http://www.orcouncil.org/Laws/PAYDFactsheet.PDF)


Transportation and Social Exclusion
-----------------------------------
VTPI Director Todd Litman will present a paper titled "Social Inclusion As
A Transport Planning Issue in Canada" at a seminar on social exclusion and
transportation at the University of Westminster in London, April 3-4.
Representatives from each of the G-7 countries will present findings. This
is the first phase of a major research project sponsored by the Federation
Internationale de l'Automobile (FIA).

Social exclusion refers to constraints that prevent people from
participating adequately in society, including education, employment,
public services and activities (http://www.socialexclusionunit.gov.uk). The
term social exclusion is not widely used in North America, but most
transport officials are concerned with providing basic mobility to
disadvantaged groups. A wide range of transport and land use policies and
programs can help improve social inclusion, many of which are often
overlooked as possible solutions to this problem. Further research is
needed to better evaluate the problem and potential solutions.


Vancouver Region Mobility Management
------------------------------------
VTPI is providing support for an Environment Canada sponsored project to
evaluate the role that mobility management strategies can play to help
achieve sustainable transportation objectives. We have recently completed a
draft report that identifies potential mobility management strategies,
evaluates their potential impacts on regional sustainability, discusses
their current status, and what can be done to help implement them in the
region. Draft reports are available at the URL below.

Summary Report: http://www.vtpi.org/mm_sum.pdf
Full Report: http://www.vtpi.org/mm_rpt.pdf

We appreciate feedback on these reports and are organizing a
multi-stakeholder technical workshop to be held April 24 in Vancouver. For
more information contact Todd Litman (litman@...).


Federal Policies to Support Active Transportation
-------------------------------------------------
VTPI is working with the organization "Go For Green"
(http://www.goforgreen.ca) to produce a background paper that identifies
ways to incorporate public health objectives into transport planning, and
recommends specific federal policies to encourage more physically active
transportation (walking, cycling, skating, etc.). For information on this
issue see our paper "If Health Matters" (http://www.vtpi.org/health.pdf).

                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


UPCOMING EVENTS
===============

Walk21 Conference (http://www.walk21.com)
----------------------------------------
Walk21 IV: Health, Equity & Environment, the 4th International Conference
on Walking in the 21st Century, will be held in Portland, Oregon, 1-3 May
2003. The conference will focus on rethinking the context and perfecting
the tools for a more walkable world. Advocates, practitioners, academics
and policy makers interested in walkability are encouraged to attend.


Urban Street Symposium - "Uptown, Downtown, or Small Town: Designing Urban
Streets that Work" and Smart Growth Debate,
(http://gulliver.trb.org/conferences/USS2)
----------------------------------------
The 2nd Urban Street Symposium will be held July 28-30, 2003 in Anaheim,
California. This symposium provides a forum for evaluating alternative
urban street design practices, including problems caused by current design
practices and potential alternatives; reexamining long-held urban street
design practices in light of the "new urbanism" movement; identifying
better urban street design practices; sharing experience and innovations;
with case studies and workshops on "how to do it".

This symposium will close with a debate titled "Smart Growth Pro or Con"
between Todd Litman, VTPI Executive Director, and Wendell Cox, a critic of
smart growth and mobility management.

Sponsors include the Transportation Research Board, Institute of
Transportation Engineers, ITE Traffic Engineer Council, the American
Society of Civil Engineers, the Federal Highway Administration and the US
Access Board.

                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


SUCCESS STORIES
===============

Quebec Income tax deduction for transit passes
----------------------------------------
Feliciatations a nous tous!

After years of lobbying by a diverse coalition of supporters, the Quebec
provincial government recently approved an income tax deduction for transit
pass users, worth about $120 per year in income tax reduction. Proponents
hope that this will help lead to similar deductions by the Canadian federal
government and other provinces. The U.S. has had such a deduction for
several years, which has increased transit ridership in many markets.

For more information on this issue see:

IBI, "Tax Exempt Status For Employer-Provided Transit Benefits,"
Transportation Issue Table, National Climate Change Process and Transport
Canada
(http://www.tc.gc.ca/programs/environment/climatechange/subgroups1/passenger
_urban/study5/exec_summary/english/transitpass.htm),
1999.

The Commuter Choice Program (http://www.commuterchoice.com) provides
information on Commute Trip Reduction programs and benefits, particularly
U.S. income tax policies related to commuter benefits.

                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


USEFUL RESOURCES
================

"This View of Density" (http://www.sflcv.org/density) by the San Francisco
League of Conservation Voters is a new website that illustrates different
types of land use patterns, predicts their impacts on land consumption and
travel behavior (using an automated calculator), and discusses various
issues related to new urbanist development.


"Transport Geography on the Web" (http://www.people.hofstra.edu/geotrans)
provides excellent information on transport geography, including academic
articles, maps, figures, and datatsets. VTPI has contributed material for
chapters 6 (Urban Transportation) and 9 (Transport Planning and Policies)
of this website.

                            ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~


Please let us know if you have comments or questions about any information
in this newsletter, or if you would like to be removed from our mailing
list. And please pass this newsletter on to others who may find it useful.


NOTE: Please use our current email address (litman@... or
info@...), rather than litman@..., which will be
discontinued in the future.




Sincerely,
Todd Litman, Director
Victoria Transport Policy Institute
"Efficiency - Equity - Clarity"
1250 Rudlin Street
Victoria, BC, V8V 3R7, Canada
Phone & Fax: 250-360-1560
Email: litman@...
Website: http://www.vtpi.org



The Journal of World Transport Policy and Practice
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**********************************************************************
The contents of the e-mail and any transmitted files are
confidential and intended solely for the use of the individual or
entity to whom they are addressed. Transport for London hereby
excludes any warranty and any liability as to the quality or accuracy
of the contents of this e-mail and any attached transmitted files. If
you are not the intended recipient, be advised that you have
received this e-mail in error and that any use,  dissemination,
forwarding, printing or copying of this e-mail is strictly prohibited.

If you have received this e-mail in error please notify
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This footnote also confirms that this email message has been swept
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**********************************************************************

I recently discovered that the UK's Business Link centres are equipped for
teleconferencing, as are UK Government Regional Offices, and many larger Local
Aurthorities.  All of this equipment is vastly under used, and presents an
interesting opportunity to demonstrate efficient use of time & travel resources
in
holding national and international meetings.

Some people who, on principle, will not fly at all, may at last be able to
accept invitations to overseas events, and show up the travel junkies who have
the time to fritter away on travelling.

Eric B  thanks for the info on home teleconferencing kits, I should be abale
to take up on this soon, when I get broadband connection

Dave H

Hello everybody, I am glad to meet you all. I would like to make a
request for information about the impacts of transportation (with
special focus on mass transit systems) over urban land in terms of
value, density, pollution, etc. I am doing research about it and I
will be thankful if somebody can provide me some tips about related
literature. Thanks in advance for your kind help.

Javier Pacheco
ITC UPLA.2 Student
Enschede, The Netherlands

Hi Javier,

We have information on that in the U.S. on our website,
http://www.SierraClub.org/sprawl
Go to Transportation; then Articles and Research; then Smart Growth -- As
Seen From the Air
or How Compact Neighborhoods Affect Modal Choice




John Holtzclaw
415-977-5534
John.Holtzclaw@...
sprawl and transportation action -- http://www.SierraClub.org/sprawl
This View of Density -- www.sflcv.org/density


"Javier Pacheco Raguz" <jpraguz@...>

06/12/2003 01:33 AM



Hello everybody, I am glad to meet you all. I would like to make a
request for information about the impacts of transportation (with
special focus on mass transit systems) over urban land in terms of
value, density, pollution, etc. I am doing research about it and I
will be thankful if somebody can provide me some tips about related
literature. Thanks in advance for your kind help.

Javier Pacheco
ITC UPLA.2 Student
Enschede, The Netherland

Javier
Right up my street.
I'll forward some articles to you and any other person on the World
Transport yahoo group who let's me know they're interested.
Perhaps some of the friends who I have copied this to will also add relevant
items for you.

Dave

Dave Wetzel
Vice-Chair
Transport for London
42-50 Victoria Street. London.
SW1H 0TL.  UK

020 7941 4200


-----Original Message-----
From: Javier Pacheco Raguz [mailto:jpraguz@...]
Sent: 12 June 2003 09:33
To: WorldTransport@yahoogroups.com
Subject: [WorldTransport] About transport impacts over urban land


Hello everybody, I am glad to meet you all. I would like to make a
request for information about the impacts of transportation (with
special focus on mass transit systems) over urban land in terms of
value, density, pollution, etc. I am doing research about it and I
will be thankful if somebody can provide me some tips about related
literature. Thanks in advance for your kind help.

Javier Pacheco
ITC UPLA.2 Student
Enschede, The Netherlands




The Journal of World Transport Policy and Practice
Consult at: http://wTransport.org
To post message to group: WorldTransport@yahoogroups.com
To subscribe:  WorldTransport-subscribe@yahoogroups.com
To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com

Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/



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to the quality or accuracy of the contents of this email and any attached
transmitted files. If you are not the intended recipient be advised that you
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See the report "DOES PUBLIC TRANSIT RAISE SITE VALUES AROUND ITS STOPS
ENOUGH TO PAY FOR ITSELF (WERE THE VALUE CAPTURED)?" by Jeffery J. Smith,
posted at our website (www.vtpi.org/smith.htm), which summarizes
considerable literature on the effects of public transit on property
values. Also see the "Transit Evaluation" (www.vtpi.org/tdm/tdm62.htm),
"Economic Development" (www.vtpi.org/tdm/tdm54.htm) and "Land Use
Evaluation (www.vtpi.org/tdm/tdm104.htm) chapters of our Online TDM
Encyclopedia, which discuss some of the transport, land use and economic
impacts of public transit.

Please let me know if you have any questions or comments about this
information, or if you find anything to add.


Best wishes,
-Todd Litman


At 08:33 AM 6/12/2003 +0000, Javier Pacheco Raguz wrote:
>Hello everybody, I am glad to meet you all. I would like to make a
>request for information about the impacts of transportation (with
>special focus on mass transit systems) over urban land in terms of
>value, density, pollution, etc. I am doing research about it and I
>will be thankful if somebody can provide me some tips about related
>literature. Thanks in advance for your kind help.
>
>Javier Pacheco
>ITC UPLA.2 Student
>Enschede, The Netherlands
>
>
>
>
>The Journal of World Transport Policy and Practice
>Consult at: http://wTransport.org
>To post message to group: WorldTransport@yahoogroups.com
>To subscribe:  WorldTransport-subscribe@yahoogroups.com
>To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com
>
>Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/


Sincerely,
Todd Litman, Director
Victoria Transport Policy Institute
"Efficiency - Equity - Clarity"
1250 Rudlin Street
Victoria, BC, V8V 3R7, Canada
Phone & Fax: 250-360-1560
Email: litman@...
Website: http://www.vtpi.org

----- Original Message -----

From: Javier Pacheco Raguz

To: WorldTransport@yahoogroups.com

Sent: Thursday, June 12, 2003 9:33 AM

Subject: [WorldTransport] About transport impacts over urban land

Hello everybody, I am glad to meet you all. I would like to make a
request for information about the impacts of transportation (with
special focus on mass transit systems) over urban land in terms of
value, density, pollution, etc. I am doing research about it and I
will be thankful if somebody can provide me some tips about related
literature. Thanks in advance for your kind help.

Javier Pacheco
ITC UPLA.2 Student
Enschede, The Netherlands




The Journal of World Transport Policy and Practice
Consult at: http://wTransport.org
To post message to group: WorldTransport@yahoogroups.com
To subscribe:  WorldTransport-subscribe@yahoogroups.com 
To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com

Your use of Yahoo! Groups is subject to the Yahoo! Terms of Service.

I think the issue is the other way around: How much does a given size
home cost in a dense neighborhood, in a sprawling neighborhood, in an
older development, in a newer development, as a function of the location
of that neighborhood, its local population density, its jobs to housing
ratio etc? Then, if good transit service is establish, how much do
housing costs rise (if at all); conversely, how do housing costs vary as
a function of distance from a good transit line.
On a very practical basis, 150 sq meters in Georgetown, Washington DC
costs about twice to three times what it costs i Cleveland Park (two
long metro stops away) and four times what it costs in Tenley town. The
latter two actually have metro stops, Georgetown is 300 to 2000 meters
from the nearest Metro station (buses in DC are a slow burning
disaster). Housing close in to the suburb of Bethesda, which has good
Metro and bus service, costs more than housing farther from the main
metro stop, but how much more.
Could it simply be that consumers figured out that the farther out you
go, the more land and home you get for a unit of investment, and, aided
by US policies that encourage borrowing for home ownership, make a
tradeoff of a little more in cheap fuel and insurance in exchange for a
lot more land? Could it also be that car insurance is cheaper in the
low-density suburbs than it is in the higher density city core (it is)?

In the end I think we paid $50K extra to be two blocks from Cleveland
Park Metro; lots of options 500-2000 meters farther away offerred more
house for less money. Since I cycle to work those extra 2000 meters,
which would have been a long uphill grind, would have been a real ordeal
day after day. But the hill I do have to climb is worth it, since I
could not afford to live in Georgetown (where I rented) and pay around
$1mn for a large three bedroom home rather than $780K for a much larger
5bdr home (yes, with the study etc all the home is filled up already). I
could have lived i the farther burbs for half as much, had a larger lot,
driven or taken public transport 45 minutes each way,  paid to go to a
gym rather than cycled.. You all get my drift.

That may be the trade off. Why do the various reports on  sprawl in the
US focus only on transport costs and fuel, but consistently omit all the
other characteristics AND COSTS of residential location? Life is more
than one-dimensional, is it not?

>>> john.holtzclaw@... 08/01/03 05:08PM >>>

Hi Javier,

We have information on that in the U.S. on our website,
http://www.SierraClub.org/sprawl
Go to Transportation; then Articles and Research; then Smart Growth --
As
Seen From the Air
or How Compact Neighborhoods Affect Modal Choice







John Holtzclaw
415-977-5534
John.Holtzclaw@...
sprawl and transportation action -- http://www.SierraClub.org/sprawl
This View of Density -- www.sflcv.org/density


"Javier Pacheco Raguz" <jpraguz@...>

06/12/2003 01:33 AM



Hello everybody, I am glad to meet you all. I would like to make a
request for information about the impacts of transportation (with
special focus on mass transit systems) over urban land in terms of
value, density, pollution, etc. I am doing research about it and I
will be thankful if somebody can provide me some tips about related
literature. Thanks in advance for your kind help.

Javier Pacheco
ITC UPLA.2 Student
Enschede, The Netherland




------------------------ Yahoo! Groups Sponsor

The Journal of World Transport Policy and Practice
Consult at: http://wTransport.org
To post message to group: WorldTransport@yahoogroups.com
To subscribe:  WorldTransport-subscribe@yahoogroups.com
To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com

Your use of Yahoo! Groups is subject to
http://docs.yahoo.com/info/terms/

Metroland (1920-1930 London) Glasgow suburban network c 1870  Southern (&
LBSC/LSWR pre 1923) electrification - again dominant development ca 1930.

Indeed the effects might even be tracable back to Shillibeers omnibuses,
expanding the commute catchment for London or fly-boats on the canals of the
preceding century.

Dave Holladay
Glasgow

I will be out of the office starting  08/24/2003 and will not return until
08/25/2003.

For Library reference requests contact Susan Haake at 654-4601.  Other
messages I will respond to when I return.

There is also more to this ... using some Australian info.

1. Often the price of a site per se reflects not only the current but also
any potential development rights so people may be buying both a current
utility as well as a future redevelopment option ... ie in the second case,
gaining a speculative windfall on the greater cost achieveable from the land
value only without any betterment tax ... incidentally in doing so, the
complete "cost" of the existing building changes from being an asset to a
liability or cost simply on that decision whether to redevelop or not.

2. The other issue is the view that good public transport and walking and
cycling is not necessarily linked to housing and population density ie that
good other-than-car alternatives can be provided at suburban densities ... I
would suggest that the reason that these facilities seem expensive is that
roads and the real full costs thereof are grossly underpriced eg one is the
cost impacts of children no longer able or allowed to walk or cycle to
school but how do we price the social and educational disbenefits? It does
however require a different type of suburban road network to that
traditionally designed buy Oz and US traffic and subdivision engineers. So
what also tends to happen here in some areas is an inverse relationship
where in some parts of Australia, poorer people pay less for houses at the
outer edges of the older areas but then pay much more per dollar income per
household member for car use and have a much poorer or almost useless public
transport service.

Cities and urbanising areas are very complex ... and very diverse ... almost
defying generalised rules... but the "trends" are pretty clear...!

Paul Mees' book "A Very Public Solution" is worth a read on this topic...

Michael Yeates
Brisbane Oz

----- Original Message -----
From: "Lee Schipper" <SCHIPPER@...>
To: <WorldTransport@yahoogroups.com>
Sent: Sunday, August 10, 2003 4:57 AM
Subject: Re: [WorldTransport] About transport impacts over urban land


> I think the issue is the other way around: How much does a given size
> home cost in a dense neighborhood, in a sprawling neighborhood, in an
> older development, in a newer development, as a function of the location
> of that neighborhood, its local population density, its jobs to housing
> ratio etc? Then, if good transit service is establish, how much do
> housing costs rise (if at all); conversely, how do housing costs vary as
> a function of distance from a good transit line.
> On a very practical basis, 150 sq meters in Georgetown, Washington DC
> costs about twice to three times what it costs i Cleveland Park (two
> long metro stops away) and four times what it costs in Tenley town. The
> latter two actually have metro stops, Georgetown is 300 to 2000 meters
> from the nearest Metro station (buses in DC are a slow burning
> disaster). Housing close in to the suburb of Bethesda, which has good
> Metro and bus service, costs more than housing farther from the main
> metro stop, but how much more.
> Could it simply be that consumers figured out that the farther out you
> go, the more land and home you get for a unit of investment, and, aided
> by US policies that encourage borrowing for home ownership, make a
> tradeoff of a little more in cheap fuel and insurance in exchange for a
> lot more land? Could it also be that car insurance is cheaper in the
> low-density suburbs than it is in the higher density city core (it is)?
>
> In the end I think we paid $50K extra to be two blocks from Cleveland
> Park Metro; lots of options 500-2000 meters farther away offerred more
> house for less money. Since I cycle to work those extra 2000 meters,
> which would have been a long uphill grind, would have been a real ordeal
> day after day. But the hill I do have to climb is worth it, since I
> could not afford to live in Georgetown (where I rented) and pay around
> $1mn for a large three bedroom home rather than $780K for a much larger
> 5bdr home (yes, with the study etc all the home is filled up already). I
> could have lived i the farther burbs for half as much, had a larger lot,
> driven or taken public transport 45 minutes each way,  paid to go to a
> gym rather than cycled.. You all get my drift.
>
> That may be the trade off. Why do the various reports on  sprawl in the
> US focus only on transport costs and fuel, but consistently omit all the
> other characteristics AND COSTS of residential location? Life is more
> than one-dimensional, is it not?
>
> >>> john.holtzclaw@... 08/01/03 05:08PM >>>
>
> Hi Javier,
>
> We have information on that in the U.S. on our website,
> http://www.SierraClub.org/sprawl
> Go to Transportation; then Articles and Research; then Smart Growth --
> As
> Seen From the Air
> or How Compact Neighborhoods Affect Modal Choice
>
>
>
>
>
>
>
> John Holtzclaw
> 415-977-5534
> John.Holtzclaw@...
> sprawl and transportation action -- http://www.SierraClub.org/sprawl
> This View of Density -- www.sflcv.org/density
>
>
> "Javier Pacheco Raguz" <jpraguz@...>
>
> 06/12/2003 01:33 AM
>
>
>
> Hello everybody, I am glad to meet you all. I would like to make a
> request for information about the impacts of transportation (with
> special focus on mass transit systems) over urban land in terms of
> value, density, pollution, etc. I am doing research about it and I
> will be thankful if somebody can provide me some tips about related
> literature. Thanks in advance for your kind help.
>
> Javier Pacheco
> ITC UPLA.2 Student
> Enschede, The Netherland
>
>
>
>
> ------------------------ Yahoo! Groups Sponsor
>
> The Journal of World Transport Policy and Practice
> Consult at: http://wTransport.org
> To post message to group: WorldTransport@yahoogroups.com
> To subscribe:  WorldTransport-subscribe@yahoogroups.com
> To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com
>
> Your use of Yahoo! Groups is subject to
> http://docs.yahoo.com/info/terms/
>
>
>
>
>
> The Journal of World Transport Policy and Practice
> Consult at: http://wTransport.org
> To post message to group: WorldTransport@yahoogroups.com
> To subscribe:  WorldTransport-subscribe@yahoogroups.com
> To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com
>
> Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
>
>
>
>

What you have identified is not the difference in the cost of a home - but
the difference in the value of the land on which the home sits.

Of course you are right, transport is not the only factor to give land its
value - transport is just one of many influences.

However, what we do know is that the individual landowner does not create
land value. It is the community's demand for land in a specific location
that gives land its value. If Government's collected this location benefit
as a levy or a tax on site values, they could pay for their services and
reduce taxes on trade and incomes.

Let me know if any reader wants more information (appropriate web-sites
etc.)

Dave

Dave Wetzel
Vice-chair, TfL.
Windsor House, 42-50 Victoria Street.
London. SW1H 0TL. UK.
Tel 020 7941 4200


-----Original Message-----
From: Lee Schipper [mailto:SCHIPPER@...]
Sent: 09 August 2003 19:57
To: WorldTransport@yahoogroups.com
Subject: Re: [WorldTransport] About transport impacts over urban land


I think the issue is the other way around: How much does a given size
home cost in a dense neighborhood, in a sprawling neighborhood, in an
older development, in a newer development, as a function of the location
of that neighborhood, its local population density, its jobs to housing
ratio etc? Then, if good transit service is establish, how much do
housing costs rise (if at all); conversely, how do housing costs vary as
a function of distance from a good transit line.
On a very practical basis, 150 sq meters in Georgetown, Washington DC
costs about twice to three times what it costs i Cleveland Park (two
long metro stops away) and four times what it costs in Tenley town. The
latter two actually have metro stops, Georgetown is 300 to 2000 meters
from the nearest Metro station (buses in DC are a slow burning
disaster). Housing close in to the suburb of Bethesda, which has good
Metro and bus service, costs more than housing farther from the main
metro stop, but how much more.
Could it simply be that consumers figured out that the farther out you
go, the more land and home you get for a unit of investment, and, aided
by US policies that encourage borrowing for home ownership, make a
tradeoff of a little more in cheap fuel and insurance in exchange for a
lot more land? Could it also be that car insurance is cheaper in the
low-density suburbs than it is in the higher density city core (it is)?

In the end I think we paid $50K extra to be two blocks from Cleveland
Park Metro; lots of options 500-2000 meters farther away offerred more
house for less money. Since I cycle to work those extra 2000 meters,
which would have been a long uphill grind, would have been a real ordeal
day after day. But the hill I do have to climb is worth it, since I
could not afford to live in Georgetown (where I rented) and pay around
$1mn for a large three bedroom home rather than $780K for a much larger
5bdr home (yes, with the study etc all the home is filled up already). I
could have lived i the farther burbs for half as much, had a larger lot,
driven or taken public transport 45 minutes each way,  paid to go to a
gym rather than cycled.. You all get my drift.

That may be the trade off. Why do the various reports on  sprawl in the
US focus only on transport costs and fuel, but consistently omit all the
other characteristics AND COSTS of residential location? Life is more
than one-dimensional, is it not?

>>> john.holtzclaw@... 08/01/03 05:08PM >>>

Hi Javier,

We have information on that in the U.S. on our website,
http://www.SierraClub.org/sprawl
Go to Transportation; then Articles and Research; then Smart Growth --
As
Seen From the Air
or How Compact Neighborhoods Affect Modal Choice







John Holtzclaw
415-977-5534
John.Holtzclaw@...
sprawl and transportation action -- http://www.SierraClub.org/sprawl
This View of Density -- www.sflcv.org/density


"Javier Pacheco Raguz" <jpraguz@...>

06/12/2003 01:33 AM



Hello everybody, I am glad to meet you all. I would like to make a
request for information about the impacts of transportation (with
special focus on mass transit systems) over urban land in terms of
value, density, pollution, etc. I am doing research about it and I
will be thankful if somebody can provide me some tips about related
literature. Thanks in advance for your kind help.

Javier Pacheco
ITC UPLA.2 Student
Enschede, The Netherland




------------------------ Yahoo! Groups Sponsor

The Journal of World Transport Policy and Practice
Consult at: http://wTransport.org
To post message to group: WorldTransport@yahoogroups.com
To subscribe:  WorldTransport-subscribe@yahoogroups.com
To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com

Your use of Yahoo! Groups is subject to
http://docs.yahoo.com/info/terms/





The Journal of World Transport Policy and Practice
Consult at: http://wTransport.org
To post message to group: WorldTransport@yahoogroups.com
To subscribe:  WorldTransport-subscribe@yahoogroups.com
To unsubscribe:  WorldTransport-unsubscribe@yahoogroups.com

Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/



********************************************************************************\
***
The contents of the e-mail and any transmitted files are confidential and
intended solely for the use of the individual or entity to whom they are
addressed. Transport for London hereby exclude any warranty and any liability as
to the quality or accuracy of the contents of this email and any attached
transmitted files. If you are not the intended recipient be advised that you
have received this email in error and that any use, dissemination, forwarding,
printing or copying of this email is strictly prohibited.

If you have received this email in error please notify postmaster@....

This footnote also confirms that this email message has been swept for the
presence of computer viruses.
********************************************************************************\
***

Michael -
Sorry it's taken me so long to come back to you.

I agree with your observations.

To summarise: the sale price of a site is dependent on three factors:

1. The optimum use that the new owner can make of the site.
2. The permitted use allowed by the community/planning authority/restrictive
covenant etc.
3. Any hope value that the seller can add and the purchaser is willing to
pay.

Improved access (public transport or new roads) adds to 1 above.

Thus, landowners are creaming off the location value of their sites which
they do nothing to create.

If Governments were to tax land values to pay for transport then a virtuous
circle is created.
The tax would need to be an annual levy on the rental value of each site.
The value would be assessed on the optimum permitted use of the site
ignoring the value of buildings or improvements.
Thus, people receiving the financial benefit of a valuable location make a
contribution to the rest of the community.
Unlike other taxes, a land value tax is cheap to collect and difficult to
avoid.
Owners will make better use of their sites and society will avoid urban
sprawl.
The property cycle will be evened out.

Therefor in your second example, the land tax on the owners of land occupied
by the poorer people living out of town will be less.
However, if a new motorway or mass transit is built, reducing their
transport costs, then both the land value, and the land tax would increase.
If this location benefit value is not taxed, then landowners will collect
the benefit as they increase their rents to poor people after their
transport costs have been reduced.

Happy to supply more information if required.

Dave

Dave Wetzel
Vice-Chair
Transport for London
42-50 Victoria Street. London.
SW1H 0TL.  UK

Tel: 020 7941 4200


-----Original Message-----
From: Michael Yeates [mailto:michaelm@...]
Sent: 25 August 2003 14:07
To: WorldTransport@yahoogroups.com
Subject: Re: [WorldTransport] About transport impacts over urban land


There is also more to this ... using some Australian info.

1. Often the price of a site per se reflects not only the current but also
any potential development rights so people may be buying both a current
utility as well as a future redevelopment option ... ie in the second case,
gaining a speculative windfall on the greater cost achieveable from the land
value only without any betterment tax ... incidentally in doing so, the
complete "cost" of the existing building changes from being an asset to a
liability or cost simply on that decision whether to redevelop or not.

2. The other issue is the view that good public transport and walking and
cycling is not necessarily linked to housing and population density ie that
good other-than-car alternatives can be provided at suburban densities ... I
would suggest that the reason that these facilities seem expensive is that
roads and the real full costs thereof are grossly underpriced eg one is the
cost impacts of children no longer able or allowed to walk or cycle to
school but how do we price the social and educational disbenefits? It does
however require a different type of suburban road network to that
traditionally designed buy Oz and US traffic and subdivision engineers. So
what also tends to happen here in some areas is an inverse relationship
where in some parts of Australia, poorer people pay less for houses at the
outer edges of the older areas but then pay much more per dollar income per
household member for car use and have a much poorer or almost useless public
transport service.

Cities and urbanising areas are very complex ... and very diverse ... almost
defying generalised rules... but the "trends" are pretty clear...!

Paul Mees' book "A Very Public Solution" is worth a read on this topic...

Michael Yeates
Brisbane Oz

----- Original Message -----
From: "Lee Schipper" <SCHIPPER@...>
To: <WorldTransport@yahoogroups.com>
Sent: Sunday, August 10, 2003 4:57 AM
Subject: Re: [WorldTransport] About transport impacts over urban land


> I think the issue is the other way around: How much does a given size
> home cost in a dense neighborhood, in a sprawling neighborhood, in an
> older development, in a newer development, as a function of the location
> of that neighborhood, its local population density, its jobs to housing
> ratio etc? Then, if good transit service is establish, how much do
> housing costs rise (if at all); conversely, how do housing costs vary as
> a function of distance from a good transit line.
> On a very practical basis, 150 sq meters in Georgetown, Washington DC
> costs about twice to three times what it costs i Cleveland Park (two
> long metro stops away) and four times what it costs in Tenley town. The
> latter two actually have metro stops, Georgetown is 300 to 2000 meters
> from the nearest Metro station (buses in DC are a slow burning
> disaster). Housing close in to the suburb of Bethesda, which has good
> Metro and bus service, costs more than housing farther from the main
> metro stop, but how much more.
> Could it simply be that consumers figured out that the farther out you
> go, the more land and home you get for a unit of investment, and, aided
> by US policies that encourage borrowing for home ownership, make a
> tradeoff of a little more in cheap fuel and insurance in exchange for a
> lot more land? Could it also be that car insurance is cheaper in the
> low-density suburbs than it is in the higher density city core (it is)?
>
> In the end I think we paid $50K extra to be two blocks from Cleveland
> Park Metro; lots of options 500-2000 meters farther away offerred more
> house for less money. Since I cycle to work those extra 2000 meters,
> which would have been a long uphill grind, would have been a real ordeal
> day after day. But the hill I do have to climb is worth it, since I
> could not afford to live in Georgetown (where I rented) and pay around
> $1mn for a large three bedroom home rather than $780K for a much larger
> 5bdr home (yes, with the study etc all the home is filled up already). I
> could have lived i the farther burbs for half as much, had a larger lot,
> driven or taken public transport 45 minutes each way,  paid to go to a
> gym rather than cycled.. You all get my drift.
>
> That may be the trade off. Why do the various reports on  sprawl in the
> US focus only on transport costs and fuel, but consistently omit all the
> other characteristics AND COSTS of residential location? Life is more
> than one-dimensional, is it not?
>
> >>> john.holtzclaw@... 08/01/03 05:08PM >>>
>
> Hi Javier,
>
> We have information on that in the U.S. on our website,
> http://www.SierraClub.org/sprawl
> Go to Transportation; then Articles and Research; then Smart Growth --
> As
> Seen From the Air
> or How Compact Neighborhoods Affect Modal Choice
>
>
>
>
>
>
>
> John Holtzclaw
> 415-977-5534
> John.Holtzclaw@...
> sprawl and transportation action -- http://www.SierraClub.org/sprawl
> This View of Density -- www.sflcv.org/density
>
>
> "Javier Pacheco Raguz" <jpraguz@...>
>
> 06/12/2003 01:33 AM
>
>
>
> Hello everybody, I am glad to meet you all. I would like to make a
> request for information about the impacts of transportation (with
> special focus on mass transit systems) over urban land in terms of
> value, density, pollution, etc. I am doing research about it and I
> will be thankful if somebody can provide me some tips about related
> literature. Thanks in advance for your kind help.
>
> Javier Pacheco
> ITC UPLA.2 Student
> Enschede, The Netherland
>
>
>
>
> ------------------------ Yahoo! Groups Sponsor
>
> The Journal of World Transport Policy and Practice
> Consult at: http://wTransport.org
> To post message to group: WorldTransport@yahoogroups.com
> To subscribe:  WorldTransport-subscribe@yahoogroups.com
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