DOCSLIB.ORG

Transport in Haiti

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Transport in Haiti Transport in Haiti As of 2000 Haiti had 4,160 km of roads, Primary roads 1,011 km of which was paved and Secondary Roads 3,149 km of which was unpaved.1 A 2004 assessment of Haiti’s roads showed that only 5% were in good condition. Since 1991, Haiti has lost more than a 1,000 km of rural roads.2 In 3 Haiti, 70% of all travel is done on foot while 85% of vehicle traffic is congested in the Port au Prince metropolitan area.4 Public transportation is provided 1 through Tap Taps, colourfully painted buses, pick up trucks and Tap Tap Bus minivans that provide transport Tertiary Roads within cities as well as between cities.5 Haiti has no public rail system, only small sections of private rail serving the ports.6 The following map denotes Haiti’s busiest ports. They are all connected Cap-Haitien by the country’s primary highway, the RN1. After Port au Prince, Cap- Haitien and Mirogoane are Haiti’s main ports for exports.7 Saint Marc is Gonaives currently the preferred destination for the import of goods because of its central location and the volatility in Port au Prince.8 Saint Marc shows high Saint Marc potential for future development as it is increasing in economic capacity, has a central location, and does not lie in a flood plane. Port au Prince Miragoane Precedent - Bogota, Columbia Bogota, Columbia is a city of approximately control. 3 The fleet of buses numbers over Bus 7.5 million people with a density of 4,670.5 1,000 and usage is estimated at 1.6 million Transmilenio per sq km. It is a large city in terms of passengers a day with peak usage of 43,000 1.6 million daily passengers land area occupying 1,587 sq km. The passengers per hour in each direction.4 9 lines population of the metropolitan area is They are still adding to the system and wish 84 km of busways close to 9.6 million.1 Bogota was a city to eventually have 388 km of busways.5 Over 1000 buses faced with severe problems concerning its transportation system. The city was The bike system, known as CicloRuta, is highly congested and polluted. In order comprised of 303 km of bike lanes and to alleviate these problems, the city had a recorded usage of 213,000 trips per devised a plan to implement a bus day as of 2005. Estimates for current usage rapid transit system as well as an extensive are 320, 000 trips per day, 4% of the total network of bicycle paths. The BRT system, number of daily trips in Bogota.6 The system known as Transmilenio, was opened to is divided into 3 sections, the main network the public in December of 2000.2 After 10 which connects key city centres, the years in existence, the system now has secondary network which mostly serves as 9 lines, 84 km of busways, 104 stations, a feeder for the Transmilenio system, and 10 integration points, integrated feeder the complementary network which mostly services and advanced centralized runs along river banks and through parks.7 Bicycle CicloRuta 320,000 trips per day 303 km of bike lanes 1 3 2 4 Precedent - Copenhagen, Denmark Copenhagen, Denmark has a population In Copenhagen 36% of residents commute of approximately 531,000 with a density of by bicycle. The city wishes to increase 6,019 per sq km. The area of the city is 88.25 this number to 50%.6 There were 339 km of sq km. The surrounding urban area is 455.61 bicycle lanes in the city as of 2004.7 The city sq km with a population of 1.18 million while is also developing bicycle ‘greenways’ the entire metropolitan area is 2,673 sq km which are totally separated from the road with a population of 2.8 million.1 There are 2 network, unlike the cycle lanes. There was main rail systems that serve Copenhagen, 37 km of greenways in the city as of 2004 the S-Train and the metro. There are 7 S-Train and the completed network will comprise 8 Metro and Train lines and 2 metro lines. The S-Train currently 22 routes totalling 100 km. Copenhagen 9 lines comprises 170 km of dual track, 85 stations was also the first city to launch a public bike 2 and serves over 300,000 passengers a day. sharing program. There are currently 110 190.5 km of track The S-Train lines are built in accordance stations in the downtown area providing 107 stations 9 with Copenhagen’s finger plan. The metro 2,500 bikes. The bikes can only be used in the Over 437,000 daily passengers system currently is comprised 20.5 km of daylight hours from mid-April to November track, 22 stations3 and had a ridership of and are taken out by depositing a 20 DKK over 50 million in 2009.4 A new city circle coin which is refunded when the bike is 10 metro line, which will encircle the core returned. The city is also developing an of the city, is scheduled to open in 2018.5 anti theft program which uses GPS tracking.11 Bicycle 350 km of bicycle lanes 100 km of bicycle greenways Commuter rate of 36% 3 1 1 2 4 Precedent - Barcelona, Spain Barcelona, Spain has a population bicycle program designed for shorter Metro and Tram 5 of approximately 1.6 million with trips within the urban core. Users pay 11 metro lines a density of 15,991 per sq km. The an annual 30 Euro fee to register. 157.51 km of track area of the city is 101.9 sq km. The There are currently 400 stations 209 stations metropolitan area is 803 sq km large located around 300 to 400 metres 361 million trips (2009) and has a population of around 5 apart that supply over 6,000 bikes.6 4 tram lines million people. 1 Barcelona has an Stations are usually located close to extensive metro system. Currently other forms of transit. Users are issued there are 11 underground lines, 209 a stripe card to take out the bicycles. stations and 157.51 km of track.2 In Trips under 30 minutes are free, then addition to the metro there are 4 lines each half hour costs 50 cents up of above ground trams. Barcelona to a maximum of 2 hours when the currently has the most metro route charge becomes 3 Euros per hour.7 3 kilometres per person in the world. The bicycles can be returned to any Ridership of the Barcelona metro was station after use. There are currently recorded at 361 million trips in 2009.4 175,000 registered users and an average of 50,000 trips on Bicing bikes In 2007 Barcelona launched the each day.8 The city is now considering Bicing program. It is a community how to expand the program.9 Bicycle Bicing Program 400 stations 6000 bicycles 175,000 users 2 1 3 Port au Prince Given the topography of for easier construction and the country, wide spread rail the avoidance of flood implementation has severe plains. The primary road limitations in Haiti. As such, network is already built the rapid bus system of along these areas and Bogota (which has a similar provides basic infrastructure topography) sets an excellent to facilitate this growth. precedent. Buses can easily Based on the precedent ascend the mountainous studies, Port au Prince would terrain where rail cannot. require around 10 lines of However, the drawback light rail or rapid bus transit to with bus transportation is the adequately accommodate reliance on imported diesel a populace of 2-3 million fuel, which will become and remove the current increasingly less available traffic congestion in the city. over the next 30-50 years, Given the density of Port au especially for a country Prince , it is possible that the like Haiti. Haiti currently has same routes would have to limited electrical capacity be covered by multiple lines. so the implementation of light rail would require Being that Haitians have a substantial increase in a communal society, the electrical production. For the implementation of communal Precedents for Street Design future development of Port bicycle programs like those of au Prince, Copenhagen’s Copenhagen and Barcelona finger plan which utilizes linear have great potential. A well growth could be applied. run program would allow Linear growth along the for masses of impoverished tamer terrain of the coasts Haitians to substantially and mountain valleys allows improve their mobility. Traffic Calmed Street - Barcelona Bicycle Greenway, Copenhagen Transmilenio Station Swanston Street, Copenhagen References Transport in Haiti Precedent - Bogota, Columbia 1. Lazacode (2011). Bogota, The Capital City of Columbia. Retrieved Jan 15, 2011 from 1. Central Intelligence Agency .(2011). The World Factbook - Transportation: Haiti. Retrieved http://lazacode.com/south-america/bogota-the-capital-city-of-colombia January 12, 2011 from https://www.cia.gov/library/publications/the-world-factbook/geos/ 2. Mckone, J. (2010). Transmilenio: Ten Years Down The Line. Dec 22, 2010. paragragh 1. ha.html Retrieved January 16, 2011 from http://thecityfix.com/transmilenio-ten-years-down-the-line/ 2. Inter-American Development Bank. (2009). Haiti Invest heavily in rebuilding roads. April 3. Mckone, J. (2010). Transmilenio: Ten Years Down The Line. Dec 22, 2010. paragragh 5. 13, 2009. paragraph 8. Retrieved January 12, 2011 from http://www.iadb.org/en/news/ Retrieved January 16, 2011 from http://thecityfix.com/transmilenio-ten-years-down-the-line/ webstories/2009-04-13/haiti-invests-heavily-in-rebuilding-roads,5339.html 4.Mckone, J.
Load more

Recommended publications
  • City-Bike Maintenance and Availability
    Project Number: 44-JSD-DPC3 City-Bike Maintenance and Availability An Interactive Qualifying Project Report Submitted to the Faculty of WORCESTER POLYTECHNIC INSTITUTE In partial fulfillment of the requirements for the Degree of Bachelor of Science By Michael DiDonato Stephen Herbert Disha Vachhani Date: May 6, 2002 Professor James Demetry, Advisor Abstract This report analyzes the Copenhagen City-Bike Program and addresses the availability problems. We depict the inner workings of the program and its problems, focusing on possible causes. We include analyses of public bicycle systems throughout the world and the design rationale behind them. Our report also examines the technology underlying “smart-bike” systems, comparing the advantages and costs relative to coin deposit bikes. We conclude with recommendations on possible allocation of the City Bike Foundation’s resources to increase the quality of service to the community, while improving the publicity received by the city of Copenhagen. 1 Acknowledgements We would like to thank the following for making this project successful. First, we thank WPI and the Interdisciplinary and Global Studies Division for providing off- campus project sites. By organizing this Copenhagen project, Tom Thomsen and Peder Pedersen provided us with unique personal experiences of culture and local customs. Our advisor, James Demetry, helped us considerably throughout the project. His suggestions gave us the motivation and encouragement to make this project successful and enjoyable. We thank Kent Ljungquist for guiding us through the preliminary research and proposal processes and Paul Davis who, during a weekly visit, gave us a new perspective on our objectives. We appreciate all the help that our liaison, Jens Pedersen, and the Danish Cyclist Federation provided for us during our eight weeks in Denmark.
    [Show full text]
  • Public Bicycle Schemes
    Division 44 Water, Energy and Transport Recommended Reading and Links on Public Bicycle Schemes September 2010 Reading List on Public Bicycle Schemes Preface Various cities around the world are trying methods to encourage bicycling as a sustainable transport mode. Among those methods in encouraging cycling implementing public bicycle schemes is one. The public bicycle schemes are also known as bicycle sharing systems, community bicycling schemes etc., The main idea of a public bicycle system is that the user need not own a bicycle but still gain the advantages of bicycling by renting a bicycle provided by the scheme for a nominal fee or for free of charge (as in some cities). Most of these schemes enable people to realize one way trips, because the users needn’t to return the bicycles to the origin, which will avoid unnecessary travel. Public bicycle schemes provide not only convenience for trips in the communities, they can also be a good addition to the public transport system. Encouraging public bike systems have shown that there can be numerous short that could be made by a bicycle instead of using motorised modes. Public bike schemes also encourage creative designs in bikes and also in the operational mechanisms. The current document is one of the several efforts of GTZ-Sustainable Urban Transport Project to bring to the policymakers an easy to access list of available material on Public Bike Schemes (PBS) which can be used in their everyday work. The document aims to list out some influential and informative resources that highlight the importance of PBS in cities and how the existing situation could be improved.
    [Show full text]
  • Feasibility Study for Vehicle Sharing in Charleston, South Carolina
    Feasibility Study for Vehicle Sharing in Charleston, South Carolina Janet Li City of Charleston Department of Planning, Preservation & Sustainability August 26, 2011 TABLE OF CONTENTS EXECUTIVE SUMMARY ........................................................................................................................ 4 INTRODUCTION .................................................................................................................................... 5 FEASIBILITY IN CHARLESTON .......................................................................................................... 7 DENSITY AND SETTING ................................................................................................................................. 7 EXISTING TRANSPORTATION ..................................................................................................................... 7 DRIVING ENVIRONMENT ............................................................................................................................ 10 BICYCLING ENVIRONMENT ........................................................................................................................ 23 DEMOGRAPHICS ............................................................................................................................................ 32 BEST PRACTICES ................................................................................................................................. 36 BICYCLE SHARING ........................................................................................................................................
    [Show full text]
  • Guideline for Bike Rental Transdanube.Pearls Final Draft
    Transdanube.Pearls - Network for Sustainable Mobility along the Danube http://www.interreg-danube.eu/approved-projects/transdanube-pearls Guideline for bike rental Transdanube.Pearls Final Draft WP/Action 3.1 Author: Inštitút priestorového plánovania Version/Date 3.0, 23.11.2017 Document Revision/Approval Version Date Status Date Status 3.0 23/11/2017 Final draft xx.xx.xxxx final Contacts Coordinator: Bratislava Self-governing Region Sabinovská 16, P.O. Box 106 820 05 Bratislava web: www.region-bsk.sk Author: Inštitút priestorového plánovania Ľubľanská 1 831 02 Bratislava web: http://ipp.szm.com More information about Transdanube.Pearls project are available at www.interreg-danube.eu/approved-projects/transdanube-pearls Page 2 of 41 www.interreg-danube.eu/approved-projects/transdanube-pearls Abbreviations BSS Bike Sharing Scheme ECF European Cyclists´ Federation POI Point of Interest PT Public Transport Page 3 of 41 www.interreg-danube.eu/approved-projects/transdanube-pearls Table of content Contacts ..................................................................................................................................................................... 2 Bike Rental ................................................................................................................................................................ 5 Execuive summary ................................................................................................................................................. 5 1. Best practice examples from across
    [Show full text]
  • Exploring Bicycle Options for Federal Lands: Bike Sharing, Rentals and Employee Fleets
    FHWA-WFL/TD-12-001 JANUARY 2012 EXPLORING BICYCLE OPTIONS FOR FEDERAL LANDS: BIKE SHARING, RENTALS AND EMPLOYEE FLEETS Technical Report published by Technology Deployment Program Western Federal Lands Highway Division Federal Highway Administration 610 East 5th St. Vancouver, WA 98661 For more information or additional copies contact: Susan Law, Planning Team Leader [email protected], 360.619.7840 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-WFL/TD-12-001 4. Title and Subtitle 5. Report Date January 2012 EXPLORING BICYCLE OPTIONS FOR FEDERAL LANDS: BIKE SHARING, RENTALS AND EMPLOYEE FLEETS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Rebecca Gleason, Laurie Miskimins 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Western Transportation Institute P.O. Box 174250 11. Contract or Grant No. Bozeman, MT 59717-4250 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Federal Highway Administration Final Report Western Federal Lands Highway Division August 2009 – July 2011 610 East 5th St. Vancouver, WA 98661 14. Sponsoring Agency Code HFL-17 15. Supplementary Notes COTR: Susan Law – FHWA CFLHD/WFLHD. Advisory Panel Members: Adam Schildge – FTA, Alan Turnbull – NPS RTCA, Andrew Duvall, National Science Foundation IGERT PhD student, Brandon Jutz – FWS, Candace Rutt – CDC, Diana Allen – NPS RTCA, Franz Gimmler – non-motorized consultant, Ivan Levin – Outdoor Foundation, Jane D. Wargo – HHS, Jason Martz – NPS, Jim Evans – NPS, Nathan Caldwell – FWS, Paul DeMaio – Bike Share consultant, Tokey Boswell – NPS. This project was funded by the Fish and Wildlife Service Refuge Road Program.
    [Show full text]
  • How Infrastructures Can Promote Cycling in Mediterranean Cities
    Title: How infrastructures can promote cycling in cities: Lessons from Sevilla. Keywords: Bicycling. Cycling infrastructure. Active mobility. Sustainable transport. Sevilla (Seville). Spain. Europe. Corresponding Author: Dr. Ricardo Marques, Full Professor Corresponding Author's Institution: Universidad de Sevilla Corresponding Author's postal address and contact: Sistema Integral de la Bicicleta de la Universidad de Sevilla (SIBUS) Vicerrectorado de Infraestructuras, Universidad de Sevilla Pabellón de Brasil, Paseo de las Delicias s/n 41012 Sevilla – Spain Phone: (34)954550961, Cell phone: (34)665534446 E-mail: [email protected] First Author: Ricardo Marques, Full Professor Authors: Ricardo Marques. Full Professor. SIBUS - University of Sevilla. Spain. E-mail: [email protected] Vicente Hernandez-Herrador. Student. SIBUS - University of Sevilla. Spain E-mail: [email protected] Manuel Calvo-Salazar. Mobility consultant. Sevilla. Spain. E-mail: [email protected] Jose-Antonio García-Cebrián. Urban manager. E-mail: [email protected] Order of authors: Marqués, R., Hernández-Herrador, V., Calvo-Salazar, M., and García-Cebrián, J. A. ABSTRACT In this paper we analyze the development of a separated cycling infrastructure in Sevilla during the period 2006 – 2011, as well as its consequences for the city mobility. The development in such a short period of time of a fully segregated network of cycle paths has proven to be a valuable tool for the promotion of bicycle mobility in a city without previous tradition of utilitarian cycling. Besides segregation from motorized traffic, connectivity, continuity, visibility, uniformity, bi- directionality and comfort have proven to be good criteria for the design of such infrastructure. All these criteria are aimed to make cycling not just safe, but also easy and comfortable for everybody.
    [Show full text]
  • The Relationship Between Public and Private Bicycle Use: the Case of Seville
    A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Castillo-Manzano, José I.; Castro-Nuño, Mercedes; Lopez-Valpuesta, Lourdes Conference Paper The relationship between public and private bicycle use: the case of Seville 55th Congress of the European Regional Science Association: "World Renaissance: Changing roles for people and places", 25-28 August 2015, Lisbon, Portugal Provided in Cooperation with: European Regional Science Association (ERSA) Suggested Citation: Castillo-Manzano, José I.; Castro-Nuño, Mercedes; Lopez-Valpuesta, Lourdes (2015) : The relationship between public and private bicycle use: the case of Seville, 55th Congress of the European Regional Science Association: "World Renaissance: Changing roles for people and places", 25-28 August 2015, Lisbon, Portugal, European Regional Science Association (ERSA), Louvain-la-Neuve This Version is available at: http://hdl.handle.net/10419/124610 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich purposes, to exhibit the documents publicly, to make them machen, vertreiben oder anderweitig nutzen. publicly available on the internet, or to distribute or otherwise use the documents in public. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, If the documents have been made available under an Open gelten abweichend von diesen Nutzungsbedingungen die in der dort Content Licence (especially Creative Commons Licences), you genannten Lizenz gewährten Nutzungsrechte.
    [Show full text]
  • European Best Practices in Bike Sharing Systems
    Grant EIE/07/239/SI2466287 T.aT. - Students Today, Citizens Tomorrow REPORT European Best Practices in Bike Sharing Systems National Report Coordinator: Panos Antoniades Local Mobility Coordinator: Andreas Chrysanthou June 2009 Grant EIE/07/239/SI2466287 Index Index________________________________________________________________ 2 1. Introduction ______________________________________________________ 3 2. Bike Sharing System _______________________________________________ 7 3. Overview of bike share systems elements ______________________________ 9 4. Types of Bike Sharing System_______________________________________ 12 4.1. Unregulated________________________________________________________ 13 4.2. Deposit ___________________________________________________________ 13 4.3. Membership _______________________________________________________ 13 4.3.1. Public-private partnership ___________________________________________ 13 4.4. Long-term checkout _________________________________________________ 14 4.5. Partnership with railway sector ________________________________________ 14 4.6. Partnership with car park operators ____________________________________ 15 5. Evolution of Bike Sharing System ___________________________________ 15 6. Operations ______________________________________________________ 17 7. European best practises____________________________________________ 21 8. Conclutions _____________________________________________________ 51 9. References ______________________________________________________ 54 2 T.aT. – Students
    [Show full text]
  • Cycling Scotland INTERNATIONAL COMPARATOR STUDY Final Report November 2015 CYCLING SCOTLAND - INTERNATIONAL COMPARATOR STUDY FINAL REPORT
    Cycling Scotland INTERNATIONAL COMPARATOR STUDY Final Report November 2015 CYCLING SCOTLAND - INTERNATIONAL COMPARATOR STUDY FINAL REPORT TEAM: URBAN MOVEMENT EUROPEAN CYCLISTS’ FEDERATION PROJECT DIRECTOR: JOHN DALES, Urban Movement DATE: NOVEMBER 2015 PRESENTED BY URBAN MOVEMENT with ECF STATUS FINAL REPORT ISSUE NO. DATE ISSUED NOVEMBER 2015 AUTHOR JOHN DALES APPROVED BY DIRECTOR JOHN DALES © 2015 Urban Movement Ltd. All rights reserved This document has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Urban Movement Limited, no other party may copy, reproduce, distribute, make use of, or rely on its contents. No liability is accepted by Urban Movement Limited for any use of this document, other than for the purposes for which it was originally prepared and provided. Opinions and information provided in this document are on the basis of Urban Movement Limited using due skill, care and diligence in the preparation of the same and no explicit warranty is provided as to their accuracy. It should be noted and is expressly stated that no independent verification of any of the documents or information supplied to Urban Movement Limited has been made. CYCLING SCOTLAND INTERNATIONAL COMPARATOR STUDY - FINAL REPORT 2 10180 CONTENTS 00 INTRODUCTION 4 01 EFFECTS - Evidence of Change 6 • Netherlands • Denmark • Germany • Spain • Austria 02 CAUSES - Evidence of Policy + Action 44 • Netherlands • Denmark • Germany • Spain • Austria 03 COMMON TRENDS 72 04 LESSONS for Scotland 74 + APPENDIX Reference
    [Show full text]
  • Public Bicycles
    EuroTest http://www.eurotestmobility.com/eurotest.php?itemno=418&la... MEMBERS log in newsletter drivers home | news | EuroTests | downloads | co EuroTests - EuroTest 2012 - Public Bicycles Back to list Results Back to Public Bicycles test Click here to view the overall ranking of the 40 systems Bikes-to-go are looking pretty good Almost all of the 40 public bicycle hire schemes in this first-time comparison of schemes in cities throughout Europe offer their bikes at permanent rental stations in their area. But that's were the similarities end. With such a diverse range of offers, differences in quality have to be expected. This becomes obvious as soon as we look at the number of stations where bikes can be picked up. This ranges from just a single station in the case of BUGA in Aveiro, Portugal, to 1,751 in the case of Vélib' in Paris. France's capital also holds the record for the number of bicycles: 23,900. Compared to second-place Barclay's Cycle Hire in London with its 558 stations and 9,200 bicycles, we can see just how impressive this record is. And the winner is: France But still, Paris, which is certainly setting an example for the rest of the world, only received a "Good" rating and came second in this European comparison. The capital city was nipped at the post by fellow countryman vélo'v in Lyon, the only scheme to receive a "Very good" rating. 343 stations with 4,000 bicycles, available to anyone all year round, linked to local public transport, easy and free registration, fully automated bicycle pick-up and return at any station, information provided in several languages and accessible in many different ways - that's pretty close to the perfect bike-to-go system.
    [Show full text]
  • Title Modelling the Demand Evolution of New Shared Mobility Services
    Modelling the Demand Evolution of New Shared Mobility Title Services( Dissertation_全文 ) Author(s) Zhang, Cen Citation 京都大学 Issue Date 2019-03-25 URL https://doi.org/10.14989/doctor.k21747 Right Type Thesis or Dissertation Textversion ETD Kyoto University Modelling the Demand Evolution of New Shared Mobility Services ZHANG CEN i ii Acknowledgments The writing of this dissertation has been one of the most significant academic challenges I have ever had to face. A great many people have contributed to its production. Without their supports and guidance, this study would not have been completed. First of all, I would like to thank my sincere gratitude and deep regards to my supervisor, Associate Prof. Jan-Dirk Schmöcker, in Kyoto University for his patience, motivation, and immense knowledge. His guidance helped me in all the time of research and writing of this thesis. Besides my advisor, I would like to thank the rest of my thesis committee and co- supervisors: Prof. Yamata and Associate Prof. Uno in the Kyoto University, for their insightful comments and encouragements, but also for the questions which inspired me to widen my research from various perspectives. Also my sincere thanks also goes to Prof Fuji in the Kyoto University, Asscoiate Prof. Nakamura in Nagoya University who advised me at several stages. Without their precious support it would not be possible to conduct this research. Regards the assistance of administration process, I hope to give this opportunity to express a deep sense of gratitude to thanks to the secretaries, Mrs. Nagata, Mrs. Nishimura and Mrs. Ichihashi, their various helps have made me concentrate on my research.
    [Show full text]
  • Civil Society Organisations Advancing Cycling
    Civil Society Organisations Advancing Cycling Reflections on the Bicycle Partnership Program Experiences| Interface for cycling expertise The role of CSO’s in the implementation of public bicycle systems February 2011 Authors Jeroen Buis Zé Lobo Reviewers Tom Godefrooij Irene Frieling Interface for Cycling Expertise [email protected] 26 | Interface for Cycling Expertise | 333 The role of CSO’s in the implementation of public bicycle systems 3.1 Introduction 3.1.13.1.13.1.1 About this essay This essay is about public bicycle systems and the role that civil society organisations (CSOs) can play in the set up and management of these systems. In the past decade urban public bicycle systems have mushroomed around the globe as a successful form of non%motorised public transport. Dozens of systems have been implemented in Europe, but their popularity has recently also spread to North%America, South%America and Asia. In this essay, special attention will be paid to public bicycle systems in developing countries; a very new and interesting phenomenon. This essay is of interest for those who want to understand more about public bicycle systems in general and about public bicycle systems in developing countries and the possible role of CSOs in the process, in particular. The essay should also be of interest to policy makers in cities which consider implementing a public bicycle system and to CSOs that want to push the issue. In most cases public bicycle systems are implemented by a company which works together with the local authority. In some cases however, civil society organisations, in most cases organisations representing certain groups of urban cyclists, have played a role in the development, implementation and for promotion of these systems.
    [Show full text]