Urban public transport in Australia

Urban public transport in Australia has been the responsibility of State governments. The National government has indicated that it wishes to assume some financial responsibilities for capital programmes, but not for funding of operational deficits. This paper is a review of the problems of the urban public transport industry. Economic, social and financial issues are examined in the context of these changing governmental responsibilities.     

Financing public transport systems in Kuala Lumpur,Malaysia: challenges and prospects

Most major cities across the world today are facing an intractable challenge of financing public transport. In Kuala Lumpur for example, public transport services are somewhat poor in part because of the failure of major operators to secure ample funding. Previous funding programs implemented in the city have failed to produce a replicable model for financing public transport. Due to numerous financial problems and the dismal performance of privately owned transport firms, the State has in the recent past emerged as a key source of funding for the public transport sector in Kuala Lumpur. This article argues that, despite the insuperable challenges, prospects for the future funding of public transport in Kuala Lumpur appears to be good. The article also draws lessons from both Tokyo and Hong Kong. In order to address the funding deficit facing the public transport industry in the city it is crucial that more viable strategies and policies such as value capture and public–private sector partnerships are adopted by the urban authorities.

Performance evaluation and obstacle factors analysis of urban public transport priority

ABSTRACT

Through the comprehensive consideration of four subsystems – overall development level, infrastructure construction, public transportation service level and policy support – an index system of public transport priority performance evaluation is established. A performance evaluation of bus priority implementation in Wuhan City from 2007 to 2016 is carried out by applying the difference coefficient CRITIC-TOPSIS model. The obstacle factor model is also used to diagnose the factors affecting the priority performance of urban public transport. The research results show that, during this decade, the comprehensive performance of Wuhan City’s public transport priority developed from poor to medium, then to good and finally to excellent. The overall development level and infrastructure construction performance subsystems have the highest obstacle degree, followed by public transportation service levels and policy support performance subsystems. The research idea and method of this paper provide a realistic basis for promoting the priority performance of urban public transport.     

Dynamics of LRT growth: Karlsruhe since 1975

The public transport system of Karlsruhe, in particular its innovative services on jointly used heavy rail lines, has received substantial attention throughout the past 20 years. The discussion of the system and of its development has been rather limited in the past, mostly highlighting technical aspects. This paper provides an overview of the development, including the urban development, of the region and of the funding system. The ridership and financial development of the operator is documented in detail. Three case studies focus on the integration of the system development in the general political process of the region and demonstrate the limitations of the operator under its current ownership structures.     

The effects of federal transit subsidy policy on investment decisions: The case of San Francisco's Geary Corridor

In the United States, federal funding for public transit often accounts for a large proportion of a local agency's budget, especially for capital investments. For this reason, local governments can be expected to plan a portfolio of projects that maximize federal contributions. This study examines the financial effects of federal transit subsidy policy on local transit investment decisions. Data from a System Planning Study for the Geary Corridor in San Francisco are used as an illustration. It is found that federal transit subsidy policy provides financial incentives for local decision-makers to select capital-intensive investment options that may not be efficient or effective. While federal financial incentives are not the only factor influencing local investment decisions, some reform of the current subsidy policy may be necessary to reduce the incentive for ineffective use of public resources.     

A survey of Hungarian transport policy

Abstract

In its introductory part this article discusses the principles of the transport policy approved in 1968, followed by the reasons behind the advances on this policy approved in 1978.

It then goes on to review the Hungarian transport pattern and organization, including the roles played by the railways, the road transport companies, the state‐owned enterprises as well as cooperatives, urban transport, shipping, air transport, pipelines, and private transport.

In discussing the division of labour (or market sharing) in transport it concludes that passenger transport is increasing slowly, while the proportion of private transport is continuing to rise. A moderate increase is expected in goods transport with a decline in the share of the railways and a rise in that of the other transport branches. This division of labour is being influenced by economic, not administrative, means.

The main target of the advanced transport policy is to shape a transport system which corresponds to socioeconomic requirements. This means that goods transport capacities must be put to more efficient use, which involves improving development, organizational and planning operations. In passenger transport priority must go to public transport while the proportion of private transport must be defined in keeping with demand and economic possibilities.

In the development of the infrastructure and investments, the need to improve energy use and protect the environment must be stressed.

The rest of the article presents the detailed reasoning behind the measures already taken and scheduled to be taken to achieve these main targets.     

Using risk analysis to determine the potential range of lifecycle costs for urban transit systems

Intense competition for limited public funding for urban transport projects can often result in proponents of individual schemes presenting minimized costs and maximized benefits to funding bodies to try to ensure that their scheme is chosen above others for funding. This presents public bodies with a problem, especially in an era when they are keen to attract private contributions for transit schemes. Risk modelling techniques can be of great assistance in ascertaining ranges of costs and benefits for individual submissions and deciding upon which projects should receive priority-not only those with greatest cost-benefit indices, but also those whose indices have low levels of associated risk to allay the fears of the traditionally risk averse private sector.     

Institutional constraints on transport policymaking: the case of company cars in Israel

Transportation analysis emphasizes the necessity to internalize the transport externalities of car usage through taxation. Yet taxation decisions are often made with non-transport goals in mind. In such cases, transport policies are made ‘by the way.’ This paper examines such a case: Israel’s taxation policy on company cars. It shows that current taxation policies result in increasing numbers of company cars and growing numbers of transport users who are not sensitive to the marginal cost of car use and make excessive use of the car. As a result, a significant portion of Travel Demand Management (TDM) measures cannot affect this group. The Israeli case of company car tax reform demonstrates the problematic effect of a policy that does not take its overall consequences on other policy fields into account and thereby impairs efforts to reduce the negative impacts of the transport system. Also, it demonstrates the importance of institutional aspects of transport policymaking.

Energy savings in transport

A decade of increasing Federal attention to urban transportation needs has culminated in the 1970 Urban Mass Transportation Assistance Act. This Act is intended to provide 10 thousand million dollars over the next 12 years in Federal assistance money to urban public transportation systems. This paper examines the needs of selected U.S. cities as a basis for (1) understanding the vast, various and complex transportation needs of urban areas throughout the country, and (2) assessing the sufficiency of these funds. The sample cities have been placed into three broad categories based on the state of development of their transportation systems. In Category I cities, the essential need is to ensure the survival of bus systems for the use of non‐drivers, or to provide some other viable alternative to the automobile; in Category II cities, the primary needs are to relieve auto congestion and to improve public transportation components, while in Category III cities, the primary need is massive investment to improve and to extend public transportation facilities. It is concluded that the presently intended Federal funding level for transportation will not meet the financial requirements of the Category III cities.     

Transport reviews prize

The transport problems that urban centres now face (as regard congestion, the environment and public deficits) have led to an examination of competition in the sector. Some countries have moved towards the deregulation or privatization of urban public transport, influenced by developments in the theory of contestable markets. These analyses could potentially provide a means of increasing the efficiency of public services and, hence, public transport. However, the authors do not feel that they can deal with the full extent of the problem. Particularly in urban areas, there is a need nowadays to examine the issue of competition between the passenger car and public transport, especially from the pricing angle. In France, decades of policy strongly influenced by a preference for the car have prevented this problem from being a central concern for researchers and decision-makers. The approach to the problem has mainly been centred on increasing urban supply to meet demand better. However, a failure to consider pricing, and the subsidization phenomena that can occur as a result, affects the shape of supply systems. Pricing, through its action on demand, acts on supply by increasing or reducing its potential profitability. 'Snowball' effects can, therefore, mean that slight underpricing results in the domination of one transport mode. These effects have been revealed in particular by work in the new field of network economics. The example of the Lyon conurbation shall be used to illustrate the case, which is that car travel is underpriced. The basis of the exposé will be a detailed analysis of the externalities associated with the car, i.e. the costs of car use and the revenue it raises for the community. The second part of the paper is a study of several urban travel policies in Europe (France, UK, Switzerland, Italy) to show the 'effects' of this underpricing. Where supply has followed the pressure of demand, the dominance of the car has been reinforced. However, in cities, particularly in Switzerland, where supply has been restricted, this dominance has been considerably moderated. On the other hand, it can be seen from the French example that taking strong action to improve public transport is not in itself sufficient to increase usage. Several lessons can be learnt from this work. First, it is shown, if it was still necessary to do so, that the problems of urban travel require a comprehensive and coherent approach. Modal policy must, therefore, be assessed with reference to the entire transport system. Next, in connection with the issue of regulation, it is important to consider the issue of competition in urban areas, and not only competition between public transport operators, but also (and even above all) competition within the entire system of personal and public transport. Finally, with regard to pricing, the ratchet effects that benefit the car as a result of its underpricing in urban areas need to be studied.     

Decision Support Systems for Public Transport Management: The Athens Public Transport Authority Project

This article reports on an implementation study of a computerised decision support system for public transport management for the Athens Public Transport Authority (APTA). The study analysed the current situation, specified user requirements, determined system functionality, designed the system architecture, organised the project and, finally, planned dissemination activities. The decision support system covers the main public transport management activities of APTA - transport service provision, economic and financial planning, passenger complaints and suggestions, and personnel management - offering its users the possibility to study the potential effects of their decisions before implementation. To achieve this, the system will consist of a data warehousing system, for the integrated management of a wide variety of data sources, and of online analytical processing tools, for information analysis and scenario testing. The system architecture has been designed to offer robustness, flexibility, rich functionality and open connectivity. The system aims to help APTA reduce operational costs and provide a better transport service, attracting more passengers to public transport and reducing, in the process, congestion and pollution.     

Policy implementation of multi-modal (shared) mobility: review of a supply-demand value proposition canvas

ABSTRACT

Urban mobility options have increased in recent years, assisted by the widespread availability of smart device software apps, geo-positioning technology, and convenient electronic financial transactions. Multi-modal shared mobility consists of public transit systems and shared mobilities that support first/last mile travel, denoting the capability of Mobility as a Service (MaaS), and to stimulate additional non-private car travel demand. This paper reviews the supply and demand sides of implementation of multi-modal shared mobility. It found that an abundance of shared modes of car, bike, and e-scooter that are linked to public transport, can improve transport accessibility to meet specific public preferences, reduce social inequality, and minimise dilemmas from the demand side. This study introduces government policy innovations and other supporting system to improve the implementation of multi-modal shared mobility. Government policies play a key role in supporting shared mobility and technology development. However, governments do not have much information about new products such as shared mobility, which creates difficulties in subsidising multi-modal shared mobility services and potentially leads to policy failures around shared mobility schemes. This study suggests that policy entrepreneurship in collaboration with other partners, policy innovation, and the notions of merit goods and second-best policymaking can enable policy initiatives towards multi-modal shared mobility and provide supporting arguments if policies encounter failures. Implementing multi-modal shared mobility requires a collaborative partnership for a paradigm shift: service providers and government must jointly set a merit-based business model, with the support of organisations to achieve improved infrastructure provision, and smart technology applications. The findings will assist the community, business providers and government policymakers to promote multi-modal shared mobility as a pathway towards more efficient, environmentally sustainable, and socially responsive mobility solutions.     

Low-carbon futures for Shenzhen’s urban passenger transport: A human-based approach

Shenzhen, one of China’s leading cities, has the potential to be a model for achieving China’s ambitious CO₂ emission reduction targets. Using data from a travel diary survey in Shenzhen in 2014, we develop a human-based agent model to conduct a scenario study of future urban passenger transport energy consumption and CO₂ emissions from 2014 to 2050. Responses to different policy interventions at the individual level are taken into account. We find that with current policies, the carbon emissions of the urban passenger transport sector in Shenzhen will continuously increase without a peak before 2050. Strengthening 21 transport policies will help Shenzhen to peak the carbon emissions by 2030 for passenger transport. Among these policies, the car quota policy and the fuel economy standard are essential for achieving a carbon peak by 2030. In addition, a package of seven policies, including fewer car quotas, a stricter fuel economy standard, raising parking fees, limiting parking supply, increasing EV charging facilities and subway lines, and improving public transport services, is sufficient to peak carbon emissions by 2030, although at an emissions level higher than for the 21 policies.     

Efficiency of European Funds in the Accession Countries: The Case of Transport Infrastructure Investments in Latvia

ABSTRACT

A transport initiative, like any kind of public action, has an impact on the monetary cost, time cost, efficiency and comfort of the transportation of goods and people, in particular transport infrastructure investments. All such initiatives are subject to cost benefit analyses at the national and EU level to know whether the present value of total net benefits including environmental impacts exceeds their cost. However, several important policy issues remain unresolved in standard evaluation procedures. One issue is whether the so-called direct measurement of user benefit, which consists of quantifying changes in surplus of the users of the transport system, captures all welfare generated in the economy. Another issue is how the gains (or possibly losses) of a transport initiative are distributed among regions. The aim of this article is to perform a systematic and quantitative analysis of the socio-economic and spatial impacts of alternative transport investments by carrying out scenario simulations in order to improve the understanding of the impact of transportation policies on the short- and long-term spatial development in Latvia. The general result from the scenario simulations is that rail projects seem to be more effective in terms of promoting regional economic activity than road projects.     

Understanding transport mode choice for commuting: the role of affect

This study examines the relationship between positive and negative user valence and transport mode choice behaviour. We integrate latent attitudes ‘affect’ and ‘salience’ into transport mode choice models using the framework of integrated choice and latent variable modelling and simultaneous maximum likelihood estimation methods. The results are consistent with findings in similar travel behaviour and behavioural economics literature. The study extends the findings of previous research and has demonstrated that user sentiments about public transport mode and salient public transport experiences have a significant impact on travel mode choice behaviour. It was found that private motorised users are more sensitive to overcrowding and anti-social behaviours on PT than active and PT travellers. Key attitudinal indicators influencing individual transport choice behaviour are established to guide public policy. The key indicators of Affect and Salience must be analysed and addressed through public policy to enhance PT user experience and develop services and facilities to increase the utility of PT in-vehicle travel time.     

Short-term planning and policy interventions to promote cycling in urban centers: Findings from a commute mode choice analysis in Barcelona,Spain

BackgroundCycling for transportation has become an increasingly important component of strategies to address public health, climate change, and air quality concerns in urban centers. Within this context, planners and policy makers would benefit from an improved understanding of available interventions and their relative effectiveness for cycling promotion. We examined predictors of bicycle commuting that are relevant to planning and policy intervention, particularly those amenable to short- and medium-term action.MethodsWe estimated a travel mode choice model using data from a survey of 765 commuters who live and work within the municipality of Barcelona. We considered how the decision to commute by bicycle was associated with cycling infrastructure, bike share availability, travel demand incentives, and other environmental attributes (e.g., public transport availability). Self-reported and objective (GIS-based) measures were compared. Point elasticities and marginal effects were calculated to assess the relative explanatory power of the independent variables considered.ResultsWhile both self-reported and objective measures of access to cycling infrastructure were associated with bicycle commuting, self-reported measures had stronger associations. Bicycle commuting had positive associations with access to bike share stations but inverse associations with access to public transport stops. Point elasticities suggested that bicycle commuting has a mild negative correlation with public transport availability (−0.136), bike share availability is more important at the work location (0.077) than at home (0.034), and bicycle lane presence has a relatively small association with bicycle commuting (0.039). Marginal effects suggested that provision of an employer-based incentive not to commute by private vehicle would be associated with an 11.3% decrease in the probability of commuting by bicycle, likely reflecting the typical emphasis of such incentives on public transport.ConclusionsThe results provide evidence of modal competition between cycling and public transport, through the presence of public transport stops and the provision of public transport-oriented travel demand incentives. Education and awareness campaigns that influence perceptions of cycling infrastructure availability, travel demand incentives that encourage cycling, and policies that integrate public transport and cycling may be promising and cost-effective strategies to promote cycling in the short to medium term.     

A forecast air pollution model applied to a hypothetical urban road pricing scheme: An empirical study in Madrid

Reducing the air pollution from increases in traffic congestion in large cities and their surroundings is an important problem that requires changes in travel behavior. Road pricing is an effective tool for reducing air pollution, as reflected currently urban road pricing outcomes (Singapore, London, Stockholm and Milan). A survey was conducted based on establishing a hypothetical urban road pricing system in Madrid (a random sample size n = 1298). We developed a forecast air pollution model with time series analysis to evaluate the consequences of possible air pollution decreases in Madrid. Results reveal that the hypothetical road pricing for Madrid could have highly significant effects on decreasing air pollution outside of the city and in the inner city during the peak operating time periods of maximum congestion (morning peak hours from 7:00 to 10:00 and evening peak hours from 18:00 to 20:00). Furthermore, this system could have significant positive effects on a shift toward using public transport and non-motorized modes inside the hypothetical toll zone. This reveals that the system has a high capacity to motivate a decrease in air pollution and impose more sustainable behavior for public transport users.     

The treatment of traffic in the Dutch environmental outlooks: the role of science in policy making and policy evaluation

The Dutch National Institute of Public Health and Environmental Protection publishes Environmental Outlooks in which 25‐year projections are made. These Outlooks quantifying the environmental problems, form the scientific basis for Dutch environmental policy. Traffic and transport is one of the main sectors causing environmental problems. The emissions and energy use of all relevant categories (road traffic, non‐road traffic) are based on model simulations with models. This paper describes the main models used.

If present policy is implemented only a minority of the environmental targets will be met.

If a sustainable transport system for the Netherlands means a large reducton in CO₂ emissions and energy use after 2010 a stronger emphasis on both technical and non‐technical measures (such as land‐use planning combined with public transport improvements) for the period until 2010 is needed than proposed in the Second Transport Structure Plan, unless a sustainable energy source becomes available.     

Viewpoints of adults with and without Autism Spectrum Disorders on public transport

BackgroundPublic transport is low cost, allows for independence, and facilitates engagement and participation for non-drivers. However, the viewpoints of individuals with cognitive disabilities are rarely considered. In Australia, the prevalence of Autism Spectrum Disorders (ASD) is approximately 1% and increasing. Many individuals with ASD do not possess a driver’s licence, indicating that access to public transport is crucial for their independence. However, at present, there is no research on the opinions of adults with ASD on public transport.AimTo identify the viewpoints of adults with ASD regarding the barriers and facilitators of public transport usage and their transportation preferences, and to contrast these against the viewpoints of neurotypical adults.MethodsQ method was used to identify the viewpoints of both participant groups on public transport. Participants consisted of 55 adults with a diagnosis of ASD and a contrast group of 57 neurotypical adults. Both groups completed a Q sort task which took place in either Perth or Melbourne, Australia.ResultsThe most prominent viewpoint indicated that both groups preferred to use public transport over driving and believed that it supported their independence. This viewpoint also indicated that both groups preferred to use electronic ticketing when using public transport. Interestingly, the second most prominent viewpoint indicated that both groups preferred to drive themselves by private car rather than use public transport.DiscussionIt appears that the viewpoints of adults with and without ASD regarding public transportation were largely similar. However, questions arose about whether the preference for public transport in the ASD group may be more a result of difficulties obtaining a driving licence than a deliberate choice. The only barrier specified by adults with ASD related to crowding on public transport. Safety and convenience in relation to location and timing of services were barriers reported by neurotypical adults.     

Shifting towards environment-friendly modes: profiling travelers using Q-methodology

Due to a variety of reasons, the previous century is characterized by an extraordinary growth in car use that has continued into the current century. This has resulted in serious environmental repercussions. Despite technological advancements, the externalities remain an ecological threat that can not be discarded by policy makers. Therefore, it is essential that policy makers focus on reducing car use and on stimulating the shift towards more environment-friendly transport modes. In this study, Q-methodology is adopted as the technique to segment people, and to ascertain which approaches and determinants matter to medium distance travel. Segmentation is important, as policy measures will be more efficient and effective if they are fine-tuned on specific target groups. The analysis revealed that four discourses preponderate the paradigm of environmentally sustainable transport: travelers who use public transport as a dominant alternative, car-dependent travelers, travelers with a positive perception of using public transport, and travelers with a preference for car use. Concerning rational, economic motives, individuals evaluate travel time reliability as most important. To increase the reliability policy makers should consider the use of separate bus lanes and traffic light manipulation. In addition, public transport can be made even more attractive, when costs of cars are made more variable by road or congestion charging. When the s motives are discussed, the differences between the different groups of travelers were more pronounced. Next to increasing the benefits of using public transport, policy makers should also pay attention to removing psycho-social barriers.