Abstract

The authors describe how Sao Paulo State granted a 20-year concession for operating a busway, one requirement for which was that the concessionaire replace the diesel bus operation with electric traction (trolleys). This was not a"greenfield concession"but is probably the only"busway"concession undertaken so far worldwide. With roughly 16,000 buses fighting their way through heavy traffic under traffic policies geared to automobiles, bus services was slow and unreliable. Then Sao Paulo adopted certain practices aimed at improving bus operations. Between 1983 and 1987, it implemented a segregated trolleybus corridor between Sao Mateus and Jabaquara, to be opened as a private concession regulated by the state of Sao Paulo. The concession was to operate for 20 years but the winning consortium had to invest in only part of the equipment, because part of it was in place. This made things less risky for the private consortium and allowed thestate to complete an environmentally friendly project with the help of the private sector. The concession has so far been a success - an example to be followed. After an initial increase, demand for the busway began to fall in 1998 and 1999. This was part of a general decline in demand for the bus system because of: a) A drop in jobs resulting from the economic slowdown. b) A growth in the use of automobiles. c) Competition from illegal buses (vans), which offer door-to-door service. The state was late in completing the aerial network for the trolleyway and rehabilitating sections of the roadway. This delayed replacement of diesel buses by trolleybuses. State representatives indicated it might be better in future to find a mechanism through which the concessionaire instead of the state would undertake infrastructure works and would also handle administration of integration terminals. Document type: Book

Abstract

Transportation engineers and urban planners often report uncertain estimates as precise numbers, and unwarranted trust in the accuracy of those precise numbers can lead to bad transportation and land-use policies. This paper presents data on parking generation and trip generation rates to illustrate the misuse of precise numbers to report statistically insignificant estimates . Beyond the problem of statistical insignificance, parking and trip generation rates typically report the parking demand and vehicle trips observed at suburban sites with ample free parking and no public transit. These parking and trip generation rates are therefore useful guides for planning a city where everyone will drive everywhere they go and park free when they get there. Document type: Part of book or chapter of book

Abstract

This report is intended to facilitate the discussions between the World Bank and the Governments of Tamil Nadu and Karnataka, City Governments of Chennai and Bangalore, on possibly expanding the Bank's urban transport assistance in these two cities, and elsewhere in the two states. The report consists of a diagnostic chapter, a discussion of pivotal issues, a reformulated strategy, and a menu of possible Bank-funded projects to support this strategy. Case studies of urban transport in Chennai and Bangalore, the basis for the report, are attached. Document type: Book

Abstract

Proposals for a Portsmouth and Solent Region proposed mainline rail strategy. "br/"How Portsmouth and the Solent region with other south of England ring cities can inform future transportation strategy and development, to improve connectivity, sustainability and economic benefit. Document type: Book

Abstract

Like in many large cities in developing countries, traffic in Grand Casablanca, Morocco, is congested and public buses are crowded. These conditions are alleviated by a combination of supply-side infrastructure expansions, such as more buses and new road capacity, and demand-side pricing instruments, such as parking and fuel taxes. Using an empirical urban transportation mode choice model for Casablanca, this study finds a mix of these expansion policies and pricing instruments to alleviate congestion and maximize aggregate social welfare. The optimal mix is sensitive to the marginal costs of the infrastructure expansions. If the city were to spread out in its periphery where land constraints do not exist and land is available at lower prices, a supply-side instrument, particularly the optimal expansion of roads, would be far more effective in achieving welfare gains than the use of optimal pricing instruments without new roads. By contrast, if the city were to densify in already built-up areas, land and other physical constraints and the high price of land may leave expensive “elevated roads” as the only option. In this case, demand-side instruments together with the elevated roads would equally contribute to reduce traffic congestion and in-bus crowding. Document type: Book

Abstract

As extensively discussed by other scholars, there is a growing awareness that the integration of land use and transport (LUT) planning is a crucial prerequisite for the transition towards more sustainable transport patterns and urban development that foster interaction between people, support a sustainable business climate and reduces negative effects on the environment and climate (see, for example, Banister 2002, 2005; Cervero 1998; Meyer and Miller 2001; TRB 2004). However, in the Netherlands (and in other countries), such integration is scarcely present in daily planning practice (see, for instance, Hull and Tricker 2006). If anything, one can speak of policy coordination rather than ‘integration’; i.e. it is dialogue or information exchange which is geared at avoiding conflicts between projects, but does not seek to establish similar policy goals (Stead et al. 2004). Achieving integration in earlier phases of planning (for example, strategy development, goal orientation or visioning) can potentially produce shared policy goals, which would promote mutually reinforcing (instead of obstructing) land use and transport measures. However, for this to happen, a transition on its own is needed. Document type: Part of book or chapter of book

Abstract

Public transport is one of the main actors of sustainable transportation. To make an increase in the use of public transport systems and a decrease in private car usage are one of the main purposes of decision makers in many countries. Usage of public transport system has a strong relation with the quality of service. Service quality includes many parameters such as comfort, frequency, information system etc. Fare is another important parameter on demand for public transport systems. All of these parameters are varied by users' perceptions. This study focuses on public transport systems of Denizli, Turkey and investigates users ' perceptions. Bus and paratransit (minibus) modes are regarded in the study. The public survey is performed for these modes. In the surveys, different questions have been asked to participants. Answer of each question is evaluated separately and distribution of each question for gender, ages and jobs are analyzed. Results obtained are summarized and discussed. © 2017, IGI Global. All rights reserved. Document type: Part of book or chapter of book

Abstract

This report, a background note for the South Africa Systematic Country Diagnostic, documents public transport accessibility, focusing particularly on minibus taxis and on poor households, and describe the costs of commuting to work, using the 2013 National Household Travel Survey conducted by Statistics South Africa. It also explains how the minibus taxi industry works, based on extensive ethnographic fieldwork conducted between 2013 and 2017 in the minibus taxi industry, and what this implies for costs and accessibility of minibuses to users. It analyzes publicly available data on fatal crashes and police data on violence to describes the risks to users of public transport from fatal crashes and also taxi violence. It also suggest some policy options to improve transport outcomes for the poor. Document type: Book