This document summarizes research exploring the complexity of policy design for Bus Rapid Transit (BRT) systems. The research team from Instituto Superior Técnico, Universidade Técnica de Lisboa aims to understand BRT decision making processes, develop a framework for retrospective policy analysis, and create a systems dynamics model to identify effective policy packages. The document outlines preliminary analysis of Transantiago, Santiago's BRT system, including its objectives, issues with the prior system, key policy features, implementation challenges, and stakeholder analysis. It also presents an analytical framework and initial evaluation of Transantiago's policy package.
Transport appraisal methods have evolved over 50 years to inform decision making, but now face challenges from devolution, measuring real economic impacts, and independent infrastructure providers. While appraisal effectively ranks projects and guides decisions, its influence on policy goals is more limited. Emerging issues include integrating land use and economic activity changes, predicting complex system responses, and balancing national and local objectives under devolution. Technical challenges also remain around valuing reliability and health impacts. Overall, appraisal remains essential but must adapt to the new policy landscape through continued method development and the Department for Transport guiding best practice.
British Rail chose to invest £13 million in 1971 to develop a new computer system called TOPS to improve their freight operations management. Information on freight resources and operations was reported through a hierarchical structure from local yards to regional control rooms. Computerizing freight operations management aimed to address the economic challenges facing the freight business and help it remain competitive. There was uncertainty around whether TOPS would successfully arrest the decline of the freight business. British Rail also had to determine how to manage the introduction of this new technology and system. Two relevant theories discussed are socio-technical systems, which aims to bridge the gap between organizational change and system development, and organizational development, which focuses on empowering employees and leaders to facilitate positive organizational change.
The document discusses advancing transportation planning to incorporate operations. It provides an overview of an objectives-driven, performance-based approach to developing transportation plans that include operations goals, measurable objectives, performance measures, and management and operations strategies. The approach involves collaboration between planners and operators to identify needs, strategies, and select strategies to include in long-range transportation plans. It also describes resources for transportation agencies on using this approach, including case studies and a model plans desk reference.
- ITS refers to a collection of technologies applied to transportation problems rather than a single technology. It can be viewed broadly or narrowly.
- Academic literature on benefit-cost analysis of ITS is limited, focusing more on narrow technical outcomes than broader social benefits. Policy literature is more comprehensive, like the EU's ITS action plan.
- In Australia, ITS has long been implemented without conception as an integrated system. A more systematic approach to evaluation is emerging, considering both single projects and ITS as a larger system to identify net impacts.
This document discusses methods for quantifying the GDP impact of infrastructure investment beyond traditional cost-benefit analysis. It outlines how transport projects can boost GDP through agglomeration effects and increased productivity as they reduce transport costs and improve connectivity. It describes several models used to estimate these wider economic benefits, including land-use transport interaction (LUTI) models and computable general equilibrium (CGE) models. While GDP impact analysis is increasingly used to prioritize projects, the document notes issues around additionality assumptions and limitations of models based on monocentric cities.
A presentation by Jack van der Merwe (Chief Executive Officer: Gautrain Management Agency), at the Transport Forum SIG: "Cost Effective Public Transport Management Systems" on 12 May 2016 hosted by University of Johannesburg. The theme of the presentation was: "Is profitable public transport possible?"
A presentation conducted by Ms Kate Young, Environmental Change Institute, University of Oxford. Presented on Tuesday the 1st of October 2013.
Evaluation of potential infrastructure projects varies from straightforward financial assessment, to explicit methods requiring multi-criteria valuation and uncertainty analysis. All, however, are siloed to their own sector and in many cases the stand-alone project under consideration, ignoring the growing interdependence between the sectors.
Reviewing outputs of current assessment methods against the London ‘Thames Hub’ proposal, we develop these into a multi-sector, multi-attribute decision analysis over a 100 year time-frame. Uncertainty is assessed through sensitivity analysis, provisioning time-dependency analysis and an adapted real options analysis, to produce
bounded valuation of decision pathways. Further consideration of spatial feedbacks is then reviewed through a land-use transport model. The results are brought together to demonstrate a strategy level, integrated infrastructure assessment methodology, focused on delivering long-term resilience despite uncertainty.
Towards an integrated governance framework for infrastructure - Rolf Alter an...OECD Governance
This presentation was made by Rolf Alter and Ian Hawkesworth, OECD, at the 8th Meeting of Senior Public-Private Partnerships and Infrastructure Officials held in Paris on 23-24 March 2015.
Transport appraisal methods have evolved over 50 years to inform decision making, but now face challenges from devolution, measuring real economic impacts, and independent infrastructure providers. While appraisal effectively ranks projects and guides decisions, its influence on policy goals is more limited. Emerging issues include integrating land use and economic activity changes, predicting complex system responses, and balancing national and local objectives under devolution. Technical challenges also remain around valuing reliability and health impacts. Overall, appraisal remains essential but must adapt to the new policy landscape through continued method development and the Department for Transport guiding best practice.
British Rail chose to invest £13 million in 1971 to develop a new computer system called TOPS to improve their freight operations management. Information on freight resources and operations was reported through a hierarchical structure from local yards to regional control rooms. Computerizing freight operations management aimed to address the economic challenges facing the freight business and help it remain competitive. There was uncertainty around whether TOPS would successfully arrest the decline of the freight business. British Rail also had to determine how to manage the introduction of this new technology and system. Two relevant theories discussed are socio-technical systems, which aims to bridge the gap between organizational change and system development, and organizational development, which focuses on empowering employees and leaders to facilitate positive organizational change.
The document discusses advancing transportation planning to incorporate operations. It provides an overview of an objectives-driven, performance-based approach to developing transportation plans that include operations goals, measurable objectives, performance measures, and management and operations strategies. The approach involves collaboration between planners and operators to identify needs, strategies, and select strategies to include in long-range transportation plans. It also describes resources for transportation agencies on using this approach, including case studies and a model plans desk reference.
- ITS refers to a collection of technologies applied to transportation problems rather than a single technology. It can be viewed broadly or narrowly.
- Academic literature on benefit-cost analysis of ITS is limited, focusing more on narrow technical outcomes than broader social benefits. Policy literature is more comprehensive, like the EU's ITS action plan.
- In Australia, ITS has long been implemented without conception as an integrated system. A more systematic approach to evaluation is emerging, considering both single projects and ITS as a larger system to identify net impacts.
This document discusses methods for quantifying the GDP impact of infrastructure investment beyond traditional cost-benefit analysis. It outlines how transport projects can boost GDP through agglomeration effects and increased productivity as they reduce transport costs and improve connectivity. It describes several models used to estimate these wider economic benefits, including land-use transport interaction (LUTI) models and computable general equilibrium (CGE) models. While GDP impact analysis is increasingly used to prioritize projects, the document notes issues around additionality assumptions and limitations of models based on monocentric cities.
A presentation by Jack van der Merwe (Chief Executive Officer: Gautrain Management Agency), at the Transport Forum SIG: "Cost Effective Public Transport Management Systems" on 12 May 2016 hosted by University of Johannesburg. The theme of the presentation was: "Is profitable public transport possible?"
A presentation conducted by Ms Kate Young, Environmental Change Institute, University of Oxford. Presented on Tuesday the 1st of October 2013.
Evaluation of potential infrastructure projects varies from straightforward financial assessment, to explicit methods requiring multi-criteria valuation and uncertainty analysis. All, however, are siloed to their own sector and in many cases the stand-alone project under consideration, ignoring the growing interdependence between the sectors.
Reviewing outputs of current assessment methods against the London ‘Thames Hub’ proposal, we develop these into a multi-sector, multi-attribute decision analysis over a 100 year time-frame. Uncertainty is assessed through sensitivity analysis, provisioning time-dependency analysis and an adapted real options analysis, to produce
bounded valuation of decision pathways. Further consideration of spatial feedbacks is then reviewed through a land-use transport model. The results are brought together to demonstrate a strategy level, integrated infrastructure assessment methodology, focused on delivering long-term resilience despite uncertainty.
Towards an integrated governance framework for infrastructure - Rolf Alter an...OECD Governance
This presentation was made by Rolf Alter and Ian Hawkesworth, OECD, at the 8th Meeting of Senior Public-Private Partnerships and Infrastructure Officials held in Paris on 23-24 March 2015.
LT4: A comparison of ridership response to incremental BRT upgrades consideri...BRTCoE
This document discusses research on the ridership impacts of incremental upgrades to bus rapid transit (BRT) systems. It presents analysis of pre-post ridership changes for various BRT corridors that implemented different combinations of upgrades like dedicated lanes, all-door boarding and increased stop spacing. It finds dedicated lanes and increased stop spacing correlated with higher ridership increases. The document also describes direct ridership models and cross-sectional analyses used to study relationships between BRT service characteristics, land use factors and ridership productivity metrics.
LO5: Simulation of transit signal priority strategies for brt operationsBRTCoE
This document outlines a study on simulating transit signal priority strategies to benefit bus rapid transit operations. The study aims to evaluate different conditional priority strategies through traffic simulation and determine how signal priority can best be implemented on BRT corridors. Case studies of the Silver Line route in Boston and routes in Minneapolis and Santiago will be used to test priority techniques like green extension, red truncation, and phase skipping. The impacts on bus and traffic performance will be analyzed.
This document summarizes a presentation on improving customer experience for public transit systems. It discusses how customer expectations have risen with advances in technology and information availability. Recent research approaches to better understand customer travel patterns using automated fare collection and vehicle location data are presented, including measuring service reliability from the customer perspective and developing customer classification systems. Improving real-time information for customers during their journeys and integrating payment and traveler information on mobile devices are seen as important future directions.
LT1: Development, Calibration and Validation of Bus Following ModelBRTCoE
LT1: Development, calibration and validation of bus-following model to support analysis and evaluation of alternative BRT strategies under different scenarios
LT1: Development, calibration and validation of bus following modelBRTCoE
The document describes the development of a bus-following model to evaluate bus rapid transit (BRT) strategies under different scenarios. It outlines the steps taken which included: reviewing literature; selecting a data collection technique; collecting field data on bus movements; processing the data; defining the bus-following model; and producing a final report. Graphs are presented comparing existing models to the observed bus data and showing the calibrated linear acceleration model aligned well with the real distances traveled over time.
Theme 3b Users perspective of integrated transit systemsBRTCoE
This document discusses factors that influence public transit route choice modeling. It analyzed data from route choice surveys conducted in London and Santiago to identify tangible variables like travel time and intangible factors like comfort, transfers and the network topology. The study found travelers consider various in-vehicle, waiting, walking and transfer times along with crowding levels, seating availability and angular costs. Londoners placed more value on avoiding transfers while Santiago residents prioritized in-vehicle time. The network map design also impacted perceived route attributes.
This document discusses regulatory and contractual aspects of urban mobility systems. It outlines the different levels and agents involved in decision making for transportation. Introducing a new mode like bus rapid transit changes the roles of different agents and relationships between them. The document also discusses institutions, regulatory frameworks, and different types of contracts used between transportation authorities and operators. Finally, it addresses using regulations and contracts to monitor performance and drive better outcomes in urban mobility systems.
This document summarizes research on emissions from transit buses in India, Brazil, and Mexico. It finds that:
1) Heavy-duty vehicles like transit buses are major contributors to CO2 emissions in developing countries.
2) Emissions levels vary significantly depending on the type of fuel and technologies used, with compressed natural gas buses and buses with advanced emissions control technologies tending to have lower emissions.
3) Total costs over a bus's lifetime, including capital, fuel, maintenance and other costs, also vary depending on the technology and need to be considered alongside emissions impacts.
The fragility of the authority operator and operators-shareholders relat…BRTCoE
CTS EMBARQ México is working to improve the sustainability of BRT systems by strengthening relationships between authorities, operators, and shareholders. Weaknesses in these relationships can undermine credibility and potentially lead to bankruptcy. CTS EMBARQ México is taking steps to address accountability issues at bus companies through improved legal strategies, financial assessments, and management training programs.
Theme 1 Technological improvements in BRT and BHLSBRTCoE
The document provides an overview of technological improvements in bus rapid transit (BRT) and bus with high level of service (BHLS) systems. It discusses the key components of BRT and BHLS including segregated busways, stations, vehicles, and intelligent transportation systems. Case studies are presented on early BRT systems in Curitiba, Paris, and Bogota that demonstrated innovations like busways, prepayment at stations, and centralized control. More recent examples from Istanbul, Guangzhou, and Sao Paulo showcase advances like express bus services, reducing transfers, and high commercial speeds. The document also reviews trends in areas like vehicle guidance, propulsion technologies, fare collection, and advanced operations planning with real-time
Webinar: BRT Around the World - Update 2012 and Future EvolutionBRTCoE
This document summarizes BRT systems around the world, including key statistics and trends. It notes that as of 2012 there were 147 cities with BRT/busway systems across 3,781 km worldwide, with strong growth in Asia and Latin America. Top performing cities included São Paulo, Istanbul, Bogota, Guangzhou, and Guadalajara. The document also outlines emerging technologies that could further improve BRT systems, such as vehicle guidance systems, alternative fuels, and advanced applications of information technology for planning, operations, and fare collection.
The document provides an overview of how to find information in transportation through scientific methods and information retrieval processes. It discusses the similarities between the scientific method and information retrieval, including knowing the subject, requiring new knowledge, devising search strategies, revising strategies based on findings, and examining final results. It also describes various transportation information resources like journals, conference proceedings, magazines, books, databases, and the NJIT library catalog and services.
Understanding fare evasion incentives and contractsBRTCoE
This document summarizes research on fare evasion in the Transantiago public transportation system in Santiago, Chile. The research finds that the rate of fare evasion increases with higher passenger volumes, lower-income areas, afternoon/evening periods, more crowded buses, and buses with more doors. It recommends improving bus frequency and implementing off-board fare payment to reduce crowding and opportunities for evasion. The document also discusses research on incentives for bus drivers, finding they value operational performance bonuses but are stressed by disrespectful passengers. Finally, it proposes studying how much people would be willing to pay for bus corridors that incorporate green spaces, bike paths and pedestrian areas.
Webinar: Minimizing Bus Bunching – Results from a new strategy that cuts wait...BRTCoE
The document discusses minimizing bus bunching through a new control strategy. It presents results from simulating holding strategies to control bus headways and minimize wait times. The holding strategy, which solves a rolling horizon optimization model, significantly reduced total wait times compared to no control or threshold control. Specifically, it reduced average first wait times by 82% and extra wait times by 91%. The strategy also improved reliability by reducing variability in cycle times and wait time distributions. However, implementation failures like driver disobedience or technological disruptions can reduce its effectiveness. The authors piloted the holding strategy on buses in Santiago, Chile with promising initial results.
Theme 2 Automated data collection - a new foundation for analysis and managementBRTCoE
Automated data collection systems (ADCS) such as automatic vehicle location (AVL), automatic fare collection (AFC), and automatic passenger counting (APC) can provide large, real-time datasets that can transform transit agency functions. While traditionally each ADCS was implemented independently, integrated ADCS data could support improved service planning, performance monitoring, operations management, and customer information. However, many agencies have yet to develop the resources and expertise needed to fully leverage these automated systems.
LT2: Typology and analysis of business plans and incentives for BRT and u…BRTCoE
This document discusses a research project analyzing business plans and incentives for bus rapid transit (BRT) and urban mobility systems. The project aims to understand how contracts can induce operators to improve service quality and innovation by considering relationships between governments, operators, and drivers. It will review literature on public transport contracts and incentive theory, examine BRT contracts in different contexts, model operator behavior under different contract types, empirically analyze cases, and recommend best practices for BRT contracting. The goal is to help policymakers establish effective regulatory frameworks in public-private partnerships for transportation.
Future BRT systems aim to provide metro-like service quality with buses. This can be achieved through segregated lanes, reduced dwell times, off-bus fare payment, and increased distance between stations. Express services and traffic signal priority further improve speed and reliability. Maintaining regular headways is challenging due to the inherently unstable nature of bus operations but is critical to maximize capacity and minimize passenger wait times. Real-time GPS data can be used to develop control mechanisms to avoid bus bunching through timely interventions.
The latest developments on the implementation of BRTAndre Dantas
This document provides an overview of Bus Rapid Transit (BRT) developments and projects in Brazil and Latin America. It discusses the evolution of BRT from the original system implemented in Curitiba, Brazil in the 1970s. Notable BRT projects in Brazil include systems in Belo Horizonte and Rio de Janeiro, with Belo Horizonte's system consisting of 140km of busways and Rio de Janeiro's consisting of 140km and $1.8 billion in investments. The document also analyzes challenges in fully achieving the potential of BRT systems and ensuring long-term sustainability and highlights business opportunities in the BRT sector in Brazil.
Raptor is a proposal to transform motorcycle commuting behavior in Jakarta through public transportation revitalization and clean energy generation. It aims to reduce traffic, accidents, emissions and poverty while increasing public transportation and renewable energy use. Raptor would work by changing commuter paradigms and interactions in the transportation system. Required infrastructure includes rider equipment, roads/signage, and community programs. It is intended to complement other plans and could be implemented in phases over 7 weeks.
Theme 6 BRT vs. LRT moving beyond emotional biasBRTCoE
This document summarizes a presentation on critical elements of successful bus rapid transit (BRT) systems and gaining public support for BRT over light rail transit (LRT) systems. The presentation discusses existing evidence on ridership drivers for BRT systems and potential service and design barriers that influence public perceptions of BRT versus LRT. It also describes a best-worst choice experiment conducted with residents of six Australian cities to measure perceptions of statements related to BRT and LRT services and identify key factors influencing support for different public transit modes. The results showed many similar voting preferences between public transit users and non-users, but also some differences in how much certain attributes were valued.
BDVe Webinar Series - Big Data for Public Policy, the state of play - Roadmap...Big Data Value Association
This document provides a roadmap for future research directions in using big data for public policy. It outlines 5 main research clusters: privacy and transparency, data acquisition and storage, data clustering and integration, modeling and analysis, and data visualization. For each cluster, it identifies several specific research challenges. It also discusses how big data can be applied across the different phases of the policy cycle from agenda setting to evaluation. The roadmap aims to guide future EU research and policymaking in effectively leveraging big data and data-driven approaches.
[2015 e-Government Program] Action Plan : Quito(Ecuador)shrdcinfo
The document outlines an improvement strategy and action plan to modernize public transportation systems in level 1 cities in Ecuador. It aims to establish integrated transportation through 5 phases: 1) preparing infrastructure, 2) collecting data, 3) analyzing data, 4) automating payment methods, and 5) expanding the program. The expected results are increased economic productivity, improved technical efficiency of transportation, and social/environmental benefits like decreased pollution and increased safety. Challenges include obtaining foreign investment and changing public perceptions, but solutions involve showcasing financial benefits to investors and an informative public campaign.
LT4: A comparison of ridership response to incremental BRT upgrades consideri...BRTCoE
This document discusses research on the ridership impacts of incremental upgrades to bus rapid transit (BRT) systems. It presents analysis of pre-post ridership changes for various BRT corridors that implemented different combinations of upgrades like dedicated lanes, all-door boarding and increased stop spacing. It finds dedicated lanes and increased stop spacing correlated with higher ridership increases. The document also describes direct ridership models and cross-sectional analyses used to study relationships between BRT service characteristics, land use factors and ridership productivity metrics.
LO5: Simulation of transit signal priority strategies for brt operationsBRTCoE
This document outlines a study on simulating transit signal priority strategies to benefit bus rapid transit operations. The study aims to evaluate different conditional priority strategies through traffic simulation and determine how signal priority can best be implemented on BRT corridors. Case studies of the Silver Line route in Boston and routes in Minneapolis and Santiago will be used to test priority techniques like green extension, red truncation, and phase skipping. The impacts on bus and traffic performance will be analyzed.
This document summarizes a presentation on improving customer experience for public transit systems. It discusses how customer expectations have risen with advances in technology and information availability. Recent research approaches to better understand customer travel patterns using automated fare collection and vehicle location data are presented, including measuring service reliability from the customer perspective and developing customer classification systems. Improving real-time information for customers during their journeys and integrating payment and traveler information on mobile devices are seen as important future directions.
LT1: Development, Calibration and Validation of Bus Following ModelBRTCoE
LT1: Development, calibration and validation of bus-following model to support analysis and evaluation of alternative BRT strategies under different scenarios
LT1: Development, calibration and validation of bus following modelBRTCoE
The document describes the development of a bus-following model to evaluate bus rapid transit (BRT) strategies under different scenarios. It outlines the steps taken which included: reviewing literature; selecting a data collection technique; collecting field data on bus movements; processing the data; defining the bus-following model; and producing a final report. Graphs are presented comparing existing models to the observed bus data and showing the calibrated linear acceleration model aligned well with the real distances traveled over time.
Theme 3b Users perspective of integrated transit systemsBRTCoE
This document discusses factors that influence public transit route choice modeling. It analyzed data from route choice surveys conducted in London and Santiago to identify tangible variables like travel time and intangible factors like comfort, transfers and the network topology. The study found travelers consider various in-vehicle, waiting, walking and transfer times along with crowding levels, seating availability and angular costs. Londoners placed more value on avoiding transfers while Santiago residents prioritized in-vehicle time. The network map design also impacted perceived route attributes.
This document discusses regulatory and contractual aspects of urban mobility systems. It outlines the different levels and agents involved in decision making for transportation. Introducing a new mode like bus rapid transit changes the roles of different agents and relationships between them. The document also discusses institutions, regulatory frameworks, and different types of contracts used between transportation authorities and operators. Finally, it addresses using regulations and contracts to monitor performance and drive better outcomes in urban mobility systems.
This document summarizes research on emissions from transit buses in India, Brazil, and Mexico. It finds that:
1) Heavy-duty vehicles like transit buses are major contributors to CO2 emissions in developing countries.
2) Emissions levels vary significantly depending on the type of fuel and technologies used, with compressed natural gas buses and buses with advanced emissions control technologies tending to have lower emissions.
3) Total costs over a bus's lifetime, including capital, fuel, maintenance and other costs, also vary depending on the technology and need to be considered alongside emissions impacts.
The fragility of the authority operator and operators-shareholders relat…BRTCoE
CTS EMBARQ México is working to improve the sustainability of BRT systems by strengthening relationships between authorities, operators, and shareholders. Weaknesses in these relationships can undermine credibility and potentially lead to bankruptcy. CTS EMBARQ México is taking steps to address accountability issues at bus companies through improved legal strategies, financial assessments, and management training programs.
Theme 1 Technological improvements in BRT and BHLSBRTCoE
The document provides an overview of technological improvements in bus rapid transit (BRT) and bus with high level of service (BHLS) systems. It discusses the key components of BRT and BHLS including segregated busways, stations, vehicles, and intelligent transportation systems. Case studies are presented on early BRT systems in Curitiba, Paris, and Bogota that demonstrated innovations like busways, prepayment at stations, and centralized control. More recent examples from Istanbul, Guangzhou, and Sao Paulo showcase advances like express bus services, reducing transfers, and high commercial speeds. The document also reviews trends in areas like vehicle guidance, propulsion technologies, fare collection, and advanced operations planning with real-time
Webinar: BRT Around the World - Update 2012 and Future EvolutionBRTCoE
This document summarizes BRT systems around the world, including key statistics and trends. It notes that as of 2012 there were 147 cities with BRT/busway systems across 3,781 km worldwide, with strong growth in Asia and Latin America. Top performing cities included São Paulo, Istanbul, Bogota, Guangzhou, and Guadalajara. The document also outlines emerging technologies that could further improve BRT systems, such as vehicle guidance systems, alternative fuels, and advanced applications of information technology for planning, operations, and fare collection.
The document provides an overview of how to find information in transportation through scientific methods and information retrieval processes. It discusses the similarities between the scientific method and information retrieval, including knowing the subject, requiring new knowledge, devising search strategies, revising strategies based on findings, and examining final results. It also describes various transportation information resources like journals, conference proceedings, magazines, books, databases, and the NJIT library catalog and services.
Understanding fare evasion incentives and contractsBRTCoE
This document summarizes research on fare evasion in the Transantiago public transportation system in Santiago, Chile. The research finds that the rate of fare evasion increases with higher passenger volumes, lower-income areas, afternoon/evening periods, more crowded buses, and buses with more doors. It recommends improving bus frequency and implementing off-board fare payment to reduce crowding and opportunities for evasion. The document also discusses research on incentives for bus drivers, finding they value operational performance bonuses but are stressed by disrespectful passengers. Finally, it proposes studying how much people would be willing to pay for bus corridors that incorporate green spaces, bike paths and pedestrian areas.
Webinar: Minimizing Bus Bunching – Results from a new strategy that cuts wait...BRTCoE
The document discusses minimizing bus bunching through a new control strategy. It presents results from simulating holding strategies to control bus headways and minimize wait times. The holding strategy, which solves a rolling horizon optimization model, significantly reduced total wait times compared to no control or threshold control. Specifically, it reduced average first wait times by 82% and extra wait times by 91%. The strategy also improved reliability by reducing variability in cycle times and wait time distributions. However, implementation failures like driver disobedience or technological disruptions can reduce its effectiveness. The authors piloted the holding strategy on buses in Santiago, Chile with promising initial results.
Theme 2 Automated data collection - a new foundation for analysis and managementBRTCoE
Automated data collection systems (ADCS) such as automatic vehicle location (AVL), automatic fare collection (AFC), and automatic passenger counting (APC) can provide large, real-time datasets that can transform transit agency functions. While traditionally each ADCS was implemented independently, integrated ADCS data could support improved service planning, performance monitoring, operations management, and customer information. However, many agencies have yet to develop the resources and expertise needed to fully leverage these automated systems.
LT2: Typology and analysis of business plans and incentives for BRT and u…BRTCoE
This document discusses a research project analyzing business plans and incentives for bus rapid transit (BRT) and urban mobility systems. The project aims to understand how contracts can induce operators to improve service quality and innovation by considering relationships between governments, operators, and drivers. It will review literature on public transport contracts and incentive theory, examine BRT contracts in different contexts, model operator behavior under different contract types, empirically analyze cases, and recommend best practices for BRT contracting. The goal is to help policymakers establish effective regulatory frameworks in public-private partnerships for transportation.
Future BRT systems aim to provide metro-like service quality with buses. This can be achieved through segregated lanes, reduced dwell times, off-bus fare payment, and increased distance between stations. Express services and traffic signal priority further improve speed and reliability. Maintaining regular headways is challenging due to the inherently unstable nature of bus operations but is critical to maximize capacity and minimize passenger wait times. Real-time GPS data can be used to develop control mechanisms to avoid bus bunching through timely interventions.
The latest developments on the implementation of BRTAndre Dantas
This document provides an overview of Bus Rapid Transit (BRT) developments and projects in Brazil and Latin America. It discusses the evolution of BRT from the original system implemented in Curitiba, Brazil in the 1970s. Notable BRT projects in Brazil include systems in Belo Horizonte and Rio de Janeiro, with Belo Horizonte's system consisting of 140km of busways and Rio de Janeiro's consisting of 140km and $1.8 billion in investments. The document also analyzes challenges in fully achieving the potential of BRT systems and ensuring long-term sustainability and highlights business opportunities in the BRT sector in Brazil.
Raptor is a proposal to transform motorcycle commuting behavior in Jakarta through public transportation revitalization and clean energy generation. It aims to reduce traffic, accidents, emissions and poverty while increasing public transportation and renewable energy use. Raptor would work by changing commuter paradigms and interactions in the transportation system. Required infrastructure includes rider equipment, roads/signage, and community programs. It is intended to complement other plans and could be implemented in phases over 7 weeks.
Theme 6 BRT vs. LRT moving beyond emotional biasBRTCoE
This document summarizes a presentation on critical elements of successful bus rapid transit (BRT) systems and gaining public support for BRT over light rail transit (LRT) systems. The presentation discusses existing evidence on ridership drivers for BRT systems and potential service and design barriers that influence public perceptions of BRT versus LRT. It also describes a best-worst choice experiment conducted with residents of six Australian cities to measure perceptions of statements related to BRT and LRT services and identify key factors influencing support for different public transit modes. The results showed many similar voting preferences between public transit users and non-users, but also some differences in how much certain attributes were valued.
BDVe Webinar Series - Big Data for Public Policy, the state of play - Roadmap...Big Data Value Association
This document provides a roadmap for future research directions in using big data for public policy. It outlines 5 main research clusters: privacy and transparency, data acquisition and storage, data clustering and integration, modeling and analysis, and data visualization. For each cluster, it identifies several specific research challenges. It also discusses how big data can be applied across the different phases of the policy cycle from agenda setting to evaluation. The roadmap aims to guide future EU research and policymaking in effectively leveraging big data and data-driven approaches.
[2015 e-Government Program] Action Plan : Quito(Ecuador)shrdcinfo
The document outlines an improvement strategy and action plan to modernize public transportation systems in level 1 cities in Ecuador. It aims to establish integrated transportation through 5 phases: 1) preparing infrastructure, 2) collecting data, 3) analyzing data, 4) automating payment methods, and 5) expanding the program. The expected results are increased economic productivity, improved technical efficiency of transportation, and social/environmental benefits like decreased pollution and increased safety. Challenges include obtaining foreign investment and changing public perceptions, but solutions involve showcasing financial benefits to investors and an informative public campaign.
Ivo cré, novatoriškų idėjų perdavimas viešajame transporte tide projekto pati...Sį Susisiekimo Paslaugos
TIDE is a 3-year EU project that aims to enhance the adoption of innovative urban transport solutions across Europe. It works with 15 cities to demonstrate new measures and provides tools to analyze measures' impacts and assess their potential for transfer. TIDE developed methodologies for impact assessment and transferability analysis to help cities understand measures' effects and readiness for implementation. It shares knowledge on measures like multimodal pricing, traveler information apps, bus priority, and integrated transit authorities to encourage more widespread adoption of innovation in public transport.
This document discusses establishing a framework for mobile government (m-government). It begins by defining m-government and how it differs from e-government by enabling a more mobile relationship between government and citizens. It then discusses the origins and context of the OECD's work in this area, focusing on increasing agility, ubiquity and responsiveness of public services. The document outlines prerequisites for m-government, including key challenges, and discusses who benefits and the OECD's role in helping formulate effective policies.
This document summarizes the Leveraging Big Data to Manage Transport Operations (LeMO) project. The 3-year project, funded by the EU, aims to (1) produce a research roadmap for using big data in transport; (2) involve stakeholders to identify opportunities and barriers; and (3) disseminate findings. It will conduct 7 case studies on topics like rail transport, open data, and logistics. The project aims to enhance sustainability and competitiveness in transport through big data analysis of modes, sectors, technologies, policies, and evaluations. It will provide a framework for a consistent European big data strategy in transport.
Presentation by Tom Worsley, Visiting Research Fellow, delivered as part of the annual series of Beesley lectures, organised by the Institute of Economic Affairs at the Institute of Directors in London.
Step By Step: learning from implementing behavioural changes in transportWim Korver
Step By Step: learning from implementing behavioural changes in transport. The uniqueness of the Step-By-Step project is that it tries to combine, or maybe even to bridge the gap between different approaches to analysing mobility behaviour. One approach is strongly quantitative: if you cannot measure it, it is not important. The advantage is that this analytical approach is transparent and easily transferable from one situation to another. However, these kind of analytical studies lead quite often to general conclusions on why the mobility behaviour is as it is. Implications for policy makers are not that easy to make. On the other hand, the behavioural psychological approach is recognizable for policy makers and connects to a more intuitive approach. However, results and analysis based on a behavioural psychological approach lack a framework to transfer the results from one situation to another. The StepByStep approach aims to get the best of both worlds: transferability and recognisability.
Within the Step-By-Step project mobility data is collected for 15 European cities. A comparative analysis will be performed resulting in a typology of cities based on their mobility characteristics. Three (initial) city clusters are distinguished: multimodal oriented, transit oriented, and car oriented.
In total 31 cases with a behavioural intervention will be analysed. An assessment will be made of the success of the behavioural intervention. The success factor is based on five steps (process, implementation, (quality of the) evaluation, realisation of objectives and structural impact).
The Step By Step project is coordinated by Goudappel Coffeng. Partners are: TU Dresden, WSP Sweden and IBDiM.
A COMPARATIVE STUDY ON PPP AND BOT MODEL OF WORKING CAPITAL MANAGEMENT IN MET...IRJET Journal
This document discusses public-private partnerships (PPPs) and build-operate-transfer (BOT) models for financing infrastructure projects. It presents a literature review on selecting private partners for PPP projects and developing models to evaluate their financial capacity and risk profiles. The document then describes a methodology using fuzzy analytic network process to rank private partners for two Indian metro rail projects based on financial and other criteria. Finally, it compares the BOT and PPP models, discusses their development in India, and outlines areas for future research.
This document discusses lessons learned from 47 light rail projects. It finds that projects are more likely to succeed if they have a strong, independent organization; incremental planning; transparency; and citizen involvement. Failures often result from changing scope, interfaces between components, and lack of alternatives considered. The document also justifies light rail using a framework of efficiency, effectiveness, environment, economy and equity. Case studies show light rail can increase reliability and that accounting for reliability benefits is important for cost-benefit analyses, as demonstrated by a project in Utrecht.
HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2HIGHWAY AND TRANSPORT ENGINERING EXAM AND ANSWER-2
Presentation given by Professor Mackie (www.its.leeds.ac.uk/people/p.mackie) to seminar on Improving CBA for Spatial Infrastructure Plans, University of Amsterdam, September 2013
Governance models for sustainable urban construction logistics: barriers for ...Walther Ploos van Amstel
This document discusses governance models for sustainable urban construction logistics. It notes that 27% of greenhouse gas emissions are related to construction, which represents a significant portion of city logistics. Effective construction logistics can reduce urban freight movements by 50-80% through approaches like urban consolidation centers and combining inbound and outbound flows. However, barriers to collaboration between public and private stakeholders include conflicting goals, lack of resources, and insufficient awareness and understanding of construction logistics solutions. The document recommends experiments, clear policy objectives, stakeholder frameworks, improved coordination, data transparency, and further research to help overcome these barriers.
This document outlines a project aimed at promoting sustainable supply chain integration in the rail transportation infrastructure sector. It discusses establishing greater collaboration across supply chain tiers, with a focus on better engaging small and medium enterprises (SMEs). The project will identify barriers to SME engagement and make recommendations to help clients better access innovation from SMEs by simplifying procurement processes. A roundtable discussion with supply chain representatives will explore issues of SME engagement, collaboration, and commercial management. The goal is to develop a model for more integrated supplier relationships that reduces waste and delivers benefits across the industry.
A virtual environment for formulation of policy packagesAraz Taeihagh
The interdependence and complexity of socio-technical systems and availability of a wide variety of policy measures to address policy problems make the process of policy formulation difficult. In order to formulate sustainable and efficient transport policies, development of new tools and techniques is necessary. One of the approaches gaining ground is policy packaging, which shifts focus from implementation of individual policy measures to implementation of combinations of measures with the aim of increasing efficiency and effectiveness of policy interventions by increasing synergies and reducing potential contradictions among policy measures. In this paper, we describe the development of a virtual environment for the exploration and analysis of different configurations of policy measures in order to build policy packages. By developing systematic approaches it is possible to examine more alternatives at a greater depth, decrease the time required for the overall analysis, provide real-time assessment and feedback on the effect of changes in the configurations, and ultimately form more effective policies. The results from this research demonstrate the usefulness of computational approaches in addressing the complexity inherent in the formulation of policy packages. This new approach has been applied to the formulation of policies to advance sustainable transportation.
Mainstreaming UNCAC norms and standards in public administration reformUNDP Eurasia
This document discusses public administration reform (PAR) in Eastern Europe and the Commonwealth of Independent States region. It covers four thematic areas of PAR: 1) strengthening capacity for policy making and coordination, 2) improving public financial management, 3) enhancing organization and staffing in the public sector, and 4) promoting public service delivery. For each area, it lists issues to be addressed and examples of UNDP's anti-corruption activities that align with the United Nations Convention Against Corruption. The document was presented by Francesco Checchi of the UNDP Bratislava Regional Centre.
Development of a novel framework for the design of transport policies to achi...Araz Taeihagh
This document proposes a novel framework for developing transport policies to achieve environmental targets. The framework is a 6-step process that begins with defining policy measures, and uses them as building blocks to generate alternative policy packages, clusters, and future scenarios. The goal is to accelerate policymaking and improve effectiveness. The framework is being implemented as a decision support system focused on developing UK policies to reduce CO2 emissions from transport by 60% by 2030. Insights from engineering design inform the framework, which systematically explores the large space of potential policy options.
Transport has a major impact on the quality of life in a city, its environment and the economy. Transport Authorities globally are facing similar strategic challenges around worsening congestion, insufficient transport infrastructure, affordability constraints, increasing emissions and growing customer needs...
121808 - FINAL Report on the Potential Impact of Regional Transit on Metropol...John Crocker
This document examines the potential impacts of major investment in regional transit infrastructure in metropolitan Atlanta using the Concept 3 Vision Plan from the Transit Planning Board. It finds that Concept 3 could more than double transit ridership, increase accessibility of employment centers, reduce congestion and travel times on roadways, improve safety, and provide benefits that outweigh costs with a ratio of $4.9-$10.8 billion in annual benefits for an annual investment of $2.4 billion. The analysis also finds Concept 3 would help achieve state transportation goals around mobility, accessibility, congestion reduction, and optimizing existing infrastructure.
This document provides an overview of transportation decision making and asset management processes. It discusses transportation asset management (TAM) concepts and how they can be applied to make strategic, cost-effective decisions. TAM focuses on operating, maintaining, upgrading and expanding physical assets throughout their lifecycle through business and engineering practices. The document outlines the key steps in the TAM decision making process, including setting goals, assessing needs, evaluating projects, setting priorities, and monitoring performance. It also discusses the roles of various stakeholders and how to implement an integrated TAM system.
Similar to LS2: Exploring the complexity of policy design (20)
This document announces a workshop on integrating new mobility services into public transport. The workshop will take place on June 27, 2019 in Fortaleza, Brazil, and will discuss trends in urban transportation including shared mobility services, mobility as a service concepts, and autonomous vehicles. It will explore how these new mobility options can help improve public transportation systems in Latin American cities to better serve populations that currently lack good transportation access. The agenda includes presentations from transportation leaders in Fortaleza, Goiania and Sao Paulo on integrating bikesharing, regulating ride-hailing services, and shared mobility experiences.
The document provides an overview of a Mobility as a Service (MaaS) trial taking place in Sydney through a partnership between the University of Sydney, IAG, and Skedgo. The trial will explore appropriate transport mixes and subscription plans for MaaS users. It will test how MaaS can influence travel behavior and assess Sydney's transport network readiness for MaaS. The trial involves multiple public and private transportation services that can be accessed and paid for through a single platform. It will begin with a pay-as-you-go period to familiarize users followed by subscription plan options based on data collected.
This document discusses bus headway variability and strategies to achieve regular bus service. It begins by outlining what passengers seek in public transit and how to achieve those attributes. While increasing speed and fleet can help, it is important to also focus on decreasing travel time variability and achieving regular headways for reliability. The impacts of unreliable service with bus bunching are then reviewed, including increased waiting times, occupancy and user dissatisfaction. Finally, the document discusses that solutions do exist, such as dedicated infrastructure, signal priority and real-time control systems, to stabilize service and achieve the goal of reliable transit.
El Congreso Chileno de Ingeniería de Transporte se realiza cada dos años y es organizado por la Sociedad Chilena de Ingeniería de Transporte. La Escuela de Ingeniería UC organizará el próximo congreso en octubre de 2019, contando con un equipo de 7 profesores y 2 profesionales para desarrollar el evento en el Campus San Joaquín y así promover la participación de la comunidad de ingeniería.
Gabriel Oliveira - BRT in Brazil: state of the practice as from the BRT Stand...BRTCoE
Presented by Gabriel Oliveira, Gabriel Oliveira, ITDP Brazil Public Transport Coordinator, on September 20th, 11:30 Brasilia Time Zone.
Complete title: BRT in Brazil: state of the practice as from the BRT Standard & challenges for operations and integration
Summary:
Between 2004 and 2014, the total extension of BRT systems almost quadrupled worldwide, rising from about 700 km to 2,600 km (ITDP, 2014). In an effort to monitor and guarantee an standard quality of service across systems, the Institute of Transport and Development Policy (ITDP) has consolidated, along with BRT planning experts and practitioners, a project and operations evaluation tool: the BRT Standard. The tool is divided in seven categories and 42 quantitative metrics that allow further comprehension of BRT state of the practice. It has been used to evaluate more than a hundred corridors in over 60 cities around the world.
In Brazil, where the concept has first been developed between the 70’s and 90’s, a second wave of BRT expansion in the last decade summed up more than 250 km built in nine cities and metropolitan regions, an increase of about 150%. In this presentation we aim to assess the state of the practice in sixteen operational Brazilian BRT corridors, drawing out the common challenges faced in their implementation and operations, the best practices identified and the main improvement points. The assessment is based in an exploratory and explanatory analysis of their BRT Standard scoring, where we highlight the case that stand out in each particular category or metric of the tool.
Scoring reveals good performance in basic BRT infrastructure elements (such as segregated bus lanes that are typically median aligned, off-board fare collection, level boarding and bus priority at intersections) and in service planning. Performance in categories such as station design, infrastructure sustainability and branding/information communications present greater variance depending on the corridor context.
However, the main challenges appear on the access and integration category, where system design and connection with the surrounding urban environment and active modes present flaws, and on operational issues, such as overcrowding and inadequate maintenance. This webinar will present the opportunity for participants to debate on these operational and integration challenges and how can they be overcome.
In a broader manner, this study also aspires to influence for more evidence-based policy and decision-making on urban transit investments, not only in the Brazilian context, but also in other contexts where BRT is steadily growing.
Heather Allen - Why do we need to consider how women move in urban transport ...BRTCoE
Heather has 25 years of international experience and is a highly-regarded expert in sustainable transport, gender and climate change. She has worked for both public and private sectors including UITP (the International Association of Public Transport), Transport Research Laboratory, FIA Foundation, European Commission, several MDBs banks and SLoCaT (Sustainable Low Carbon Transport partnership). As Senior Manager for Sustainable Development with the UITP she led the association’s work with many international agencies on climate change, the UITP diversity initiative and with public transport agency members in more than 50 countries in respect to the UITP Sustainable Development Charter. She also set up a number of strategic partnerships with major international agencies such as the United Nations Environment Programme. she was the Programme Director for Sustainable Transport with the UK’s Transport Research Laboratory’s (TRL) Sustainable Transport Group, a leader in providing impartial world-class research and consultancy for all aspects of transport. Whilst with TRL, she provided technical advisory services for a variety of international and European projects. Her European work includes serving as a member of the jury for the European Mobility Week award for 4 years and the interim impact evaluations for the Horizon 2020 research programme for the European Commission (Shift2Rail and Societal Change).
More recently, she has been working on gender and sustainable transport with UN Women, FIA Foundation and CAF. She has just concluded the Ella se mueve segura, a study investigating women’s personal security concerns when they use public transport in three Latin American cities (Buenos Aires, Argentina, Quito, Ecuador, and Santiago, Chile). She will present the findings from this study and also her work in updating the GIZ Urban Transport and Gender module of the SUTO series.
Heather brings a wealth of knowledge in international best practice and a strong international network. In addition, she is a member of a number of transport sector Committees and Institutions, for example: Fellow of the UK Chartered Institute of Logistics and Transportation (CLIT), Member of Transport Research Board (TRB) Committee (USA National Academy of Science) for Developing Countries and the TRB Special Task Force for Climate Change and is an observer on Women in Transport committee. She remains an TRL associate, is a Trustee for the Walk 21 charity and is currently Chair of Transport Training Initiative (TTI) a German charity to increase access to training on transport for the developing world especially across Africa.
This document discusses Bus Rapid Transit (BRT) systems in South Africa and identifies key challenges and research needs. It notes that BRT systems face questions around value for money due to high costs and over-optimistic forecasts. There is also a shortage of trained transport planners and operators. The South African government is reviewing BRT planning and operations and identifying research needs around improving demand models, economic appraisals, and first/last mile connectivity. Training programs across different levels are needed to ensure BRT sustainability and the success of future systems in addressing Africa's transport needs.
Workshop Innovation in Africa - Day one of operations by Cristina AlbuquerqueBRTCoE
The document discusses lessons learned from the launch of Transantiago, the bus rapid transit system in Santiago, Chile. Key challenges included the system lacking readiness in infrastructure, fleet, and ticketing systems. There was also a lack of adequate planning and testing prior to launch. The document then provides guidance on developing operational manuals to minimize risks for new bus system launches. It suggests the manual define processes, responsibilities, indicators, and contingency plans. The goal is to ensure a smooth start-up that improves public perception and quality of service. Adaptations may be needed for contexts in Africa, including additional infrastructure considerations.
Camila Balbontin - Do preferences for BRT and LRT change as a voter, citizen,...BRTCoE
Camila Balbontin is a Postgraduate Research Fellow at the Institute of Transport and Logistics Studies (ITLS) of University of Sydney. In February 2018, she completed her PhD under the supervision of Professor David Hensher where she focused on integrating decision heuristics and behavioural refinements into travel choice models. She was awarded the ITLS prize for Research Excellence in Transport or Logistics 2017. Camila also holds a bachelor degree in the field of Civil Engineering with a diploma in Industrial Engineering and in Transportation and Logistics from Pontificia Universidad Católica de Chile. She did her MSc degree at the same university under the supervision of Professor Juan de Dios Ortúzar. Her MSc thesis estimated the valuation of households and neighbourhood attributes in the centre of Santiago.
As a Postgraduate Research Fellow, her main focus is choice modelling and travel behaviour. She is currently working on projects related to the BRT Centre of Excellence, business location decisions, hybrid modelling, value uplift, among others.
Working Paper - http://sydney.edu.au/business/itls/research/publications/working_papers
Every month in the Webinar series a member of our team or invited expert, presents either recent research results or a city case study. The presentations are done online allowing people anywhere to participate and ask questions in real-time. The series address issues relevant to researchers and practitioners and is open to everyone using our news website. About 800 subscribers get the announcement directly, you can also sign up for free here.
Juan Carlos Muñoz - Connected and automated buses. An opportunity to bring re...BRTCoE
Connected and automated trains have been successfully built for decades. And connected and automated cars are promising to become a reality in our streets in the next decade. What about buses? What are the benefits of having buses connected and automated too? This talk will analyse some of these benefits focusing on the prospect of avoiding bus bunching and the impact this may have in the level of service of bus users.
1. EXPLORING THE COMPLEXITY OF POLICY DESIGN
January 2013
Research team:
Rosário Macário (coord)
Luís N. Filipe
Maria Spandou
Vasco Reis
Luis Martinez
Instituto Superior Técnico
Universidade Técnica de Lisboa
2. Project objectives
• Understand the main decision making processes in
BRT systems
• Develop a formal structure for retrospective analysis
of the various interplaying policy components, and
relations between institutional design and
performance
• Develop a systems dynamic model to search for well‐
designed and promising BRT policy packages
3. • Luis N. Filipe, Rosário Macário, “A first glimpse on policy
packaging for implementation of BRT projects” in Research
in Transportation Economics 39 (2013) 150 – 157
• Spandou M., Macário R., Decentralization as an institutional
determinant for the performance of urban mobility
systems, VREF CoE Workshop 26‐29 October 2011, Beijing,
China
• Macário R. Thinking on public accountability: How to
address quality of policy design and decision‐making? 12th
Thredbo Conference, 11‐15 September 2011, Durban,
South Africa
• + working reports
6. Objectives and goals of TS
• Improve the existing public transport system of Santiago, addressing
and solving the failures of the former system
• Capable of maintaining or increasing the modal share of public
transport while being environmentally, socially and economically
sustainable (Muñoz & Gschwender, 2008)
7. Old transport system – issues to be
addressed
(Allende, I., et. al., 2007; Muñoz & Gschwender, 2008; Brione, 2009)
• Defective business structure, with many small companies operating
only a few services; companies organized into powerful cooperatives
that were able to capture the government
• No formal working relations, driver’s income linked to the number of
passengers ‐ tax evasion, promotion of abusive practices,
discrimination of subsidized passengers, on‐street competition
• Payments done directly to drivers, who were subject to constant
assaults
• Defective network: 80% of the routes used one of the 6 main city
streets; very long routes (average 60km), leading to high operating
costs, bus bunching, congestion
8. Old transport system – issues to be
addressed (cont.)
(Allende, I., et. al., 2007; Muñoz & Gschwender, 2008; Brione, 2009)
• No integration (fore or physical) making transfers expensive and low use
of the metro
• Old / uncomfortable and badly maintained buses, causing passenger
discomfort, high air pollution and noise emissions
But...
• Relevant positive features in the old system:
(Allende, I., et. al., 2007; Brione, 2009)
• high network density and capillarity
• high frequencies
• low or no need for transfers
• no subsidies
• Flexibility to serve new residential areas
9. Main features of the TS Plan
(Muñoz & Gschwender, 2009)
• Organised as trunk and feeder system with the metro as the backbone
• Specifications defined to minimize total social cost, operate without
subsidies and subject to a maximal fare, with an average travel time
similar to former system
• Drivers’ salaries independent from the number of passengers – eliminate
aggressive driving techniques
• Operators receive the same for all passengers ‐ discrimination against
poorer/subsidized passengers
• Fares and services integration, including the metro – increase metro
ridership
10. Policy Packaging in BRT
TranSantiago Case Study
Main features of the TS Plan (cont.)
(Muñoz & Gschwender, 2009)
• Totally new fleet, with facilities for disabled riders
• A new information system to passengers, based on GPS technology
• Smartcard transaction, thus eliminating money handling in buses –
reducing assaults to drivers
• Money administered by AFT (financial and technological manager)
• Awards and penalties scheme on operators’ contracts
• Network of segregated bus corridors and high quality bus stops ‐ increase
in average speed
11. Policy Packaging in BRT
TranSantiago Case Study (WP3)
Implementation
• Transition plan foreseen for a seamless transition from the old system
• Several delays (e.g. AFT implementation ) led to postponements which in
turn led to relaxing of planned features (e.g. flat fare)
• Changes in political power led to important changes to the plan (e.g.
reduction on the scope of the information system; allowing companies to
rent buses)
• Despite extensive planning several problems arose on the starting date
(Feb 10th 2007), causing the Chilean parliament to produce a massive
report (Cámara de Diputados, 2007) used by several parties and
associations to dissect the project
13. Some Institutional issues
• Plan emerged from a very high and closed hierarchy with no independent
members or technicians, leading to low public participation (Brione, 2009)
• Different members of the committee had different (sometimes opposing)
agendas, according to their backgrounds
• No clear definition of responsibilities of each of the members of the
Committee (Cámara de Diputados, 2007)
• CGTS was created following the model of the agency responsible for road
concessions (Coordinadora de Concesiones), assuming the concession
process for roads and for bus operations were similar
• Transport Authority with proper attributions could have helped
overcoming some of the institutional issues identified (e.g. Allende et. al.,
2007)
14. Analytical framework to the policy
package
Analytical Dimensions Associated evaluation criteria
Dimension 1 Clarity of objectives and goals;
Objectives and goals Measurability of goals;
Effectiveness against goals;
Compatibility with parallel objectives/goals.
Dimension 2 Breadth and diversity of potential measures;
Primary measures and causal Accuracy of causal assumptions;
assumptions Accuracy of distributional effects.
Dimension 3 Exploitation of potential synergistic relationships;
Inter‐measure interaction Mitigation of potential contradictory/redundant relationships;
Skilful incorporation of quantitative and qualitative assessment.
Dimension 4 Financial viability;
Policy design process, technical Stakeholder engagement.
and financial considerations
Dimension 5 Ex‐ante mitigation of barriers and unintended effects;
Barriers and unintended effects Ex‐post package flexibility.
Source: AustriaTech GmbH et al., 2010
16. Preliminary conclusions ‐ Package
evaluation
Objectives and goals
• Objectives and goals of the project were clearly defined
• The plan effectively addressed all the faulty issues identified in the
former transport system
• The plan lacked measurable targets
• Positive aspects of the former system disregarded by the plan
• high network density and capillarity
• high frequencies
• low or no need for transfers
• no subsidies
• flexibility to serve new residential areas
-5 0 +5
17. Preliminary conclusions ‐ Package
evaluation
Inter‐measure interaction
• Synergetic relations, e.g. between the new bus system and the
metro in order to increase ridership of the latter well explored and
between
• Literature shows detailed studies and modelling were conducted
to determine system specifications (Muñoz & Gschwender, 2008),
although some also argue that modeling used was sometimes
defective (Brione, 2009)
-5 0 +5
18. Preliminary conclusions ‐ Package
evaluation
Policy design process, technical and financial considerations
• Very weak public participation, claimed to be one of the major
limitations of the project (Muñoz & Gschwender, 2008; Brione, 2009)
• Faulty institutional design (Allende, I., et. al., 2007 ; Brione, 2009)
• Very closed and limited team of experts (Brione, 2009)
Barriers and unintended effects
-5 0 +5
• Financial viability affected by the diversion of investment to metro
and urban highways around Santiago when a new Minister took
power
-5 0 +5
19. Stakeholders
(besides the actors presented before)
• Operator companies (associated into cooperatives ‐ gremiales) – in the
old system functioned as a cartel and had the power to influence and
capture governments’ actions during the creation and implementation
of Transantiago; some were incorporated in the new system (TS)
• Bus Drivers’ – had vary bad working conditions in the old system; were
explored by the owners (operators) and had a vary bad reputation by
the citizens who accused them of system’s failures;
• Citizens – the ones affected by the plan
• NGO’s – had an important role in creating awareness about the
problems in the transportation system and had an important role in
influencing the political agenda
20. Preliminary conclusions
• Project had several problems, not caused by policy package but by
implementation issues
• Delays in several areas, causing the postponement of the project;
• Postponement of technology and infrastrucutre (segregated
busways and stops)
• Diversion of funding to metro and road projects
• Reduction of the information system
• Operational deficit
21. Preliminary conclusions (cont.)
• Problems affecting implementation related to weaknesses in
institutional design, namely:
• Implementation hierarchy highly dependent from political power
• No authority officially committed to the implementation of the
system
• No clear definition of responsabilities and overlaping roles (in the
Transantiago Directorate)
24. WP3 Case studies
Santiago (Transantiago), Belo Horizonte, Bogotá (TransMilenio), Guangzhou BRT,
Chile Brazil Colombia China
Annual demand
102 392 540 n.d.
(million pass. / year)
Annual fare revenue
85,17 398,29 370,44 175,2
(US$ millions)
Commercial speed (kph) 26,18 16,5 27 18
Corridors 14 7 8 1
Daily demand
340,8 130,8 1800 800
(thousand pass. / day)
Fare integration Yes Yes Yes n.d.
Maximum user fare (US$) 1,19 1,45 0,98 0,6
Minimum user fare (US$) 1,19 0,16 0,98 0,6
Modal split
35 38,9 59 n.d.
(% Public transport)
Overtaking lanes Partial Partial All Partial*
Peak frequency
185 500 320 10
(buses / hour)
Peak load (pphpd) 12700 35000 43000 29900
Pre-board fare collection Partial Partial All Yes*
Real time information No No Yes Yes*
Standard fare (US$) 1,19 1,45 0,98 0,24*
Station boarding level Low-level platform & On-street,
On-street, no level boarding High level platform Level boarding on some buses*
no level boarding
Station spacing (m) 416 325
783 880
System length (km) 91,85 24,9 106 22,5
User rating Good Average Good
All data Global BRT Data (http://www.brtdata.org/) except *China BRT (http://www.chinabrt.org/en/)
25. Case studies
Janmarg (Ahmedabad), New Delhi, Lyon, Goteborg,
India India France Sweden
Annual demand
15,6 16 n.d. n.d.
(million pass. / year)
Annual fare revenue
5,52 5,51 2,57
(US$ millions)
Commercial speed (kph) 25 17 17 21
Corridors 2 1 1 4
Daily demand
52 53,5 4,7
(thousand pass. / day)
Fare integration n.d. No
Maximum user fare (US$) 0,3 0,49 $1,50
Minimum user fare (US$) 0,3 0,1 $1,50
Modal split
17 48
(% Public transport)
Overtaking lanes None
Peak frequency
30 104 20
(buses / hour)
Peak load (pphpd) 1055 5500
Pre-board fare collection None
Real time information Yes
Standard fare (US$) 0,2 0,49
Station boarding level On-street, no level boarding
Station spacing (m) 550 644
System length (km) 39 5,8 4
User rating Good
All data Global BRT Data (http://www.brtdata.org/) except *China BRT (http://www.chinabrt.org/en/)
26. National Cultural Dimension
•Individualism (IDV)
the degree of interdependence a society maintains
among its members.
•Masculinity / Femininity (MAS)
what motivates people, wanting to be the best
(masculine) or liking what you do (feminine)
•Uncertainty avoidance (UAI)
the extent to which the members of a culture feel
•Power distance (PDI) threatened by ambiguous or unknown situations and
the extent to which the less powerful have created beliefs and institutions that try to avoid
members of institutions and these
organizations within a country expect
and accept that power is distributed •Long-term orientation (LTO)
unequally the extent to which a society shows a pragmatic future-
oriented perspective rather than a conventional
historical short-term point of view
Source:
Hofstede Center (geert-hofstede.com/united-states.html)
29. Theoretical framework
The concept of (individual or
corporate) actor presupposes
the following assumptions:
•The resources brought to an
action situation by the actor
•The valuation that actors assign
to states of the world and to
actions
•The way actors acquire, process,
retain and use knowledge INSTITUTIONAL ANALYSIS AND DEVELOPMENT
contingencies and information
FRAMEWORK (adapted from Ostrom, 2005)
•The process actors use for
selection of particular courses.
OBJECTIVE
The action situation:
•Participants
•Positions Analyze the individual
•Outcomes components of the case
•Action-outcome linkages (or allowable study institutional design and
actions) highlight strengths and
•Control the participants exercise
•Information weaknesses that affect policy
•Costs and benefits assigned to outcomes and performance
30. NEW YORK CITY
U.S. DEPARTMENT OF COMMERCE Economics and
Statistics Administration U.S. Census Bureau
http://www.nycgo.com/neighborhoods
32. Socio‐economic diversity
New York's five boroughs overview
Jurisdiction Population Land area
1 July 2011 square square
Borough of County of Estimates miles km
Manhattan New York 1.601.948 23 59
The Bronx Bronx 1.392.002 42 109
Brooklyn Kings 2.532.645 71 183
Queens Queens 2.247.848 109 283
Staten Island Richmond 470.467 58 151
City of New York 8.244.910 303 786
State of New York 19.465.197 47.214 122.284
[1][2][3
Source: United States Census Bureau
County Borough Density Bachelor's Language Homeowners Households, Persons per Median Total number Mean
Persons degree or other than hip rate, 2006‐2010 household, household of firms, 2007 travel time
per sq. higher, % of English 2006‐2010 2006‐2010 income 2006‐ to work
mile, 2010 persons age spoken at 2010
mins ,
25 , 2006‐ home, pct age
2010 5 , 2006‐ workers
2010 age 16 ,
2006‐2010
New York Manhattan 69.467,5 57.0% 40.0% 22.8% 732.204 2,09 $64,971 307,128 30,1
Kings Brooklyn 35.369,1 28,8% 45,9% 30,3% 903,991 2,68 $43.567 253.129 41,6
Richmond Staten Island 8.030,3 28,5% 29,6% 70,3% 164.279 2,76 $71.084 37.844 42,0
Bronx The Bronx 32.903,6 17,6% 56,0% 20,7% 472.464 2,79 $34.264 111,028 41,7
Queens Queens 20.553,6 29,5% 56,2% 45,5% 774.311 2,81 $55.291 236.900 42,0
New York City 27.012,5 33,3% 48,3% 33,0% 3.047.249 2,59 $50.285 944.129 39,2
New York State 411,2 32.1% 29,2% 55.2% 7.205.740 2,59 $55,603 1.956.733 31,3
33. Metropolitan
Transportation Stakeholders
Authority*
Authorities
New York City Transit
Associations
MTA Bus Company Advocacy Groups
Long Island Rail Road
Metro‐North Railroad New York's Public Transit
Bridges and Tunnels Union*
The Port Authority of
New York & New Jersey Permanent Citizens
Advisory Committee*
New York City
Department of
Transport Straphangers Campaign*
New York Metropolitan
Transportation Council Citizens Budget
(MPO)* Commission*
New York State
Department of Transportation
Transportation Alternatives
New York State
Comptroller Manhattan Institute
Federal Transit
Administration etc
* Interviews with stakeholder representatives were conducted during field visit
34. FEDERAL
Department
Agency
STATE
New York City REGIONAL
LOCAL NOTE: This is a very simplified representation of NYC´s
Public Transit Institutional design. There are three types of
financial flows (Federal, State and Local); individual
financial mechanisms are still under investigation.
36. passenger trips
Passenger miles
Unlinked
Traffic and
Mobility
Characteristics
‐New York‐Newark
NY‐NJ‐CT‐
Data Source: Texas
Transportation Institute
37. Traffic and
Mobility
Characteristics
‐New York‐Newark
NY‐NJ‐CT‐
Data Source: Texas
Transportation Institute
VMT = Vehicle Miles
Travelled
39. Commuters
Commuters to Manhattan
Figures adapted from Moss, M.L., Qing, C.Y. and Kaufman, S. (2012). Commuting to Manhattan: A study of residence location trends for Manhattan workers
from 2002 to 2009. Rudin Center for Transportation Policy and Management, New York University Wagner School of Public Service, March 2012
41. State and Local Government Finances
(Revenue sources) http://www.census.gov/govs/
2003-2004 2004-2005 2005-2006 2006-2007 2007-2008 2008-2009 2009-2010
42. State and Local Government Finances
(Expenditures)
2003-2004 2004-2005 2005-2006 2006-2007 2007-2008 2008-2009 2009-2010
http://www.census.gov/govs/
43. State and Local Government Finances
(Outstanding debt)
2003-2004 2004-2005 2005-2006 2006-2007 2007-2008 2008-2009 2009-2010
http://www.census.gov/govs/
45. MTA 1991‐2011 Total Funding Sources
Data source: National Transit Database
Fund Source 1991‐2011
FaresOp 35,56%
StateOp 19,22%
LocalCap 17,47%
LocalOp 12,44%
FederalCap 10,76%
Other Op 2,91%
OtherCap 0,68%
StateCap 0,66%
FederalOp 0,31%
ReconciliationOp 0,00%
TOTAL 100,00%
46. NOTES:
•The services of MTA Long Island Bus are operated since 2011 by a private operator,
Nassau Inter-County Express (NICE), i.e. Veolia Transport, after Nassau County´s
decision.
•MTA Staten Island Railway is a division of MTA New York City Transit Data source: National Transit Database
47. Total operating
expenses
=
Vehicle operations
expenses
+
Vehicle maintenance
expenses
+
Non-vehicle
maintenance
+
General administration
expenses
Data Source: National Transit Database
New York City DOT = New York City
Department of Transportation
Directly operated (DO) Purchased transportation (PT)
Heavy rail (HR) rapid MTA New York City Transit
transit MTA Staten Island Railway
MTA Metro‐North Railroad
Commuter Rail (CR)
MTA Long Island Rail Road
MTA Long Island Bus
MTA Metro‐North Railroad
Bus (MB) MTA New York City Transit
New York City DOT
MTA Bus Company
Demand response MTA New York City Transit
MTA Long Island Bus
(DR) New York City DOT
MTA Metro‐North Railroad
Ferryboat (FB) New York City Department of Transportation
New York City DOT
48. A story of budgetary cuts
Governor Paterson Proposes Austere Budget to Close State
Deficit (NYT, December 16,2008)
M.T.A. Approves Austerity Budget (NYT, December 17,2008)
“The board of the Metropolitan Transportation Authority on Wednesday
approved an austerity budget for 2009 that calls for painful cuts in bus,
subway and commuter rail service and a steep increase in fares and
tolls, all aimed at plugging a $1.2 billion deficit”
PHOTO CREDIT: DNAinfo/Yepoka Yeebo
49. Ravitch MTA Rescue Plan
(December 2, 2008)
Assigned on June 10, 2008, by Governor David A. Paterson to recommend strategies to
fund MTA essential capital projects and operating needs.
SUMMARY OF RECOMMENDATIONS
Urgency for immediate action
Impose a New Regional Mobility Tax
Create the MTA Capital Finance Authority
Establish a Regular Cycle of Predictable Fare and Toll Increases
Impose Cashless Tolling on the East River and Harlem River Bridges:
Improve Bus Service in the Region:
• “the Commission recommends that the MTA implement a new and promising
bus strategy – Bus Rapid Transit to add a state of the art dimension that
promises significant travel time, efficiency and comfort benefits”
Strengthen Governance of the MTA
Increase Transparency and Accountability
Mitigate the MTA’s Proposed 2009 Fare and Toll Increase and Anticipated Service
Reductions
50. Payroll mobility tax
(Source: New York Post, 24Aug2012)
• Then‐Gov. David Paterson enacted it after the MTA faced a $1.8 billion
budget shortfall in 2009
• The tax adds a 34‐cent surcharge to every $100 an employer pays out,
and applies to the 12 New York counties served by the MTA.
• Governor Cuomo and the legislative leaders have agreed in December
6, 2012 to reduce the MTA payroll tax on small businesses while
maintaining the necessary funding for the MTA from other sources.
The State would compensate the MTA for the $250 million in lost
revenue.
(http://www.governor.ny.gov/press/1262011GrowTheEconomy)
• MTA payroll tax ruled unconstitutional by state Supreme Court on
August 22, 2012
• This would have a ripple effect that wipes away nearly $2 billion in
funding, a devastating blow that would lead to “extreme” fare hikes.
51. SBS line County Launched
PHASE I BRT PROJECTS
Fordham Road Bronx Jun 2008
First and Manhattan Oct 2010
Second
Avenues
34th Street Manhattan Nov 2011
Hylan Staten Island Sep 2012
Boulevard
Nostrand Brooklyn Service to
Avenue‐Rogers begin 2013
Avenue
PHASE II BRT PROJECTS
M60 (upgrade Queens planned
existing M60
to LaGuardia
Airport)
Webster Bronx planned
Avenue
http://www.nyc.gov/html/brt/html/routes/routes.shtml
www.mta.info/nyct/service/images/SelectBusServ1.gif
52. SPEED AND RELIABILITY
•Frequent service
•Station spacing (about every half a mile)
•Off-board fare payment
•Traffic Signal Priority (TSP)
•Bus lanes
PASSENGER COMFORT AND CONVENIENCE
•Enhanced stations
•Low-floor and up to three doors BRT vehicles
•Branding
www.mta.info/mta/planning/sbs/
Photo courtecy: Maria Spandou
53. Interesting Issues highlighted during the interviews (I)
CULTURAL / INSTITUTIONAL
• Cultural barriers ‐ “Public goods provided by the public sector”
philosophy
• Clarification of role ‐ Governor´s de jure and de facto role and
influence
• In people´s perceptions MTA is supervised by the City of New York,
instead of the NY State (Governor)
FINANCIAL
• Unstable and uncertain financial flows
• Competition within NY state counties for funding and financing, in the
form of negotiations
• Money availability ‐ Funds Appropriation processes are timely
• Debt increase ‐ Bond issuing affected strongly MTA´s financial situation
54. Interesting Issues highlighted during the interviews (II)
CAPACITY BUILDING
• MTA´s participation in a number of benchmarking networks (e.g.
Community of Metros – CoMET, International Bus Benchmarking Group)
PARTICIPATION AND COLLABORATION
• Awareness / accountability ‐ Informal “watchdog” role played by the
advocacy groups
• Public participation is encouraged through public hearings, prescribed by
law. Interviewees had different perceptions about effectiveness
• Relationships have been built between certain stakeholders that allow for
initiatives of collaboration when an issue/problem appears
CONFLICTS
• Tension between labor unions and MTA in face of the new contract
negotiations, due to MTA´s budgetary restraints.
56. Preliminary Conclusions (I)
• Soft Institutional changes are more probable than radical ones,
due to the conditions established by the legal framework
• There are no patterns of funding and financing, as depicted
from analysis of federal, state and local financial flows data
• Leadership and reputation are important elements of the
personal preferences of the decision‐makers
• Personal and corporate reputation are most of the times
incentive factors that influence positively the peroformance of
system
57. Preliminary Conclusions (II)
• Transparency and openness of information and data promote
accountability and constant formal & informal assessment of
the system´s performance
• Participation of the various stakeholders in a number of
networks, promote collaboration and capacity building. In
cases of “power/influence of scale” objectives are more
probable to be achieved
• New York City´s economic dynamic and attractiveness, Political
and financial/funding parameters and mobility culture are,
macroscopically, some of the most important determinants of
the system´s performance.
58. Thank you for your attention !
Prof. Rosário Macário
rosariomacario@ist.utl.pt
Luís N. Filipe (Transantiago)
lfilipe@ist.utl.pt
Maria Spandou (New York City)
Bus Rapid Transit
mariaspandou@ist.utl.pt Across Latitudes and Cultures
VREF Center of Excellence