encouraging public transport as a feasible option to passenger mobility

ENCOURAGING PUBLIC

TRANSPORT AS A FEASIBLE

OPTION TO PASSENGER

MOBILITY

Ofentse Hlulani Mokwena

North West University, Mafikeng Campus

Department of Transport Economics and Logistics Management

[email protected]

018 389 2829

INTRODUCTION 1.1 two sides, one coin

When South African households

spend hours lost in transit…

When South African households

spend hours 'stuck' in traffic…

It All Starts Here® 2

THE BIG QUESTION AMONG MANY

How can authorities or providers of public transport

tap into domestic and international evidence to

influence decision making processes?


PART A: Current mobility context

PART B: Current Policy Trends

PART C: Expanding the way we think of public transportation services.

PART D: Identifying the potential knowledge necessary for effective decision making.

MOBILITY CONTEXT: A-1.1 traffic, transit,

walking 1. During the peak hour traffic delays in selected SA cities is nearly

70 hours per year for a 30 min commute.

2. In one story, a public transport user reportedly spends 4 hours

to travel to work.

3. Whilst in different tale some learners are found walking more

than 5km to school.


Table 1: International Congested Time Averages

Peak Delay/hr Delay/yr- 30min Commute Vehicle Kilometres Travelled (VKT)

SOUTH AFRICA 27min 70h 24 918 330km

AUSTRALIA 30min 76h 37 216 892km

EUROPE 28min 71h 74 594 575km

Table 1: Travel Distance Averages

Vehicle Kilometres Travelled (VKT) VKT per Network Km Road Network Length

SOUTH AFRICA 24 918 331km 1712km 15885km

AUSTRALIA 37 216 893km 3393km 14631km

EUROPE 74 594 575km 15480km 7776km

MOBILITY CONTEXT: A-2 SA urban delay


0

0.2

0.4

0.6

0.8

1Bloemfntein

Cape Town

Durban

East London

Johannesburg

Pretoria

Peak Delay/hr Delay/yr- 30min Commute Vehicle Kilometres Traveled

Cape Town peak hour delay is 38min, Johannesburg is

34min– annual time lost for a 30min commute is 89 hours and

83 hours per year.


(StatsSA, 2003; 2014)

MOBILITY CONTEXT: A-3 spatial access

Compared to international

cities SA cities are low

density high distance cities.

In Gauteng for instance,

lowest income households

are immobile and travel 20-

30 km to access the city

(work).


(Vanderschuren et al., 2010) (Venter, 2014)

Sandton and Alexandra reveals the spatial-access nature of the competition for mobility and access in SA.


MOBILITY CONTEXT: A-4 competition for spatial inclusion

Between 1993 and 2009 20%

of the highest income earners

earned no less than 60% of

all available income.

SA has a Gini Coefficient of

0.63 today (2015) it was once

the most unequal nation on

earth in 2012.


MOBILITY CONTEXT: A-5 affording access

World Bank Data http://data.worldbank.org/indicator/SI.POV.GINI

African Development Indicators http://data.worldbank.org/data-catalog/africa-development-indicators

http://data.worldbank.org/indicator/SI.POV.GINI

http://data.worldbank.org/data-catalog/africa-development-indicators








"Growth in liabilities stems from household consumption expenditure growth being financed by means of credit,

especially credit facilities and unsecured credit."—Melring, van Aardt, de Clercq, Harmse (2012) 'South African Household Wealth Index Q4 2012'

MOBILITY CONTEXT: A-6 spending patterns


MOBILITY CONTEXT: A-7 cost of transport

relative to spending

(Venter, 2011)


MOBILITY CONTEXT: A-8 cost of transport

relative to income

(Venter, 2011)

High income earners tend to spend less than their income.

Low income earners tend to spend more than their income– given facilitative credit facilities.

Maybe transport services are so costly that low income households borrow money in order to afford it and

other expenses…


From a modal perspective, walking and minibus taxi use are significant captivators of the middle to low income groups'

demand for travel.


MOBILITY CONTEXT: A-9 traffic, transit, walking

(StatsSA, 2003; 2014)


"…bus subsidies are holding down the price of mini-bus taxi services

because the competitiveness of buses is bolstered by the subsidy."-Lombard et al. (2001)


POLICY TRENDS B-1 invaders

POLICY TRENDS B-2.1 public transport juggle


Figure 2: Patronage and Coverage (Walker, 2008)

Public transport service provision is a balancing act of capturing the

maximum number of passengers and maximising profitable load

factors.

Coverage Patronage

Social Needs Geographic Equity Financial Return Vehicle Trip Reduction

* 10% of Disposable

Income.

* Reasonably

accommodate all

user types.

* Public transport

information services.

* 40km/direction

* 1 hour/direction

* Proximity to work

locations in rural and

urban areas.

* 85% Metro population

within 1km from

station*.

* Walking distances

<1km in urban areas

given 100km of

dedicated walkways

and cycle ways.

* Economically viable

with minimum

financial support.

* Peak= 5-10min; Off-

Peak= 10-30min.

* Service Hours: 5 am

to Midnight in large

metros.*

* 80% Public

Transport; 20% Car.

* 20% shift in car trips

to public transport by

2020*.


POLICY TRENDS B-2.2 public transport juggle

(DoT, 2007; Department of Transport, White paper on national transport policy, 1996)

1. Public transport in South Africa appears to negotiate a future

within three strategic trends:

1. Spatial Transformation that enables affordable access and

mobility for all by redressing spatial fragmentation (Cooporative Governance

and Traditional Affairs, 2014; National Planning Commission, 2012).

2. Establishing viable integrated multi-modal operations that play

a catalytic role within and between urban and rural economies (Pillay & Seedat, 2007; DoT, Public Transport Strategy, 2007; DoT, National Transport Master Plan, 2010; VIVA, 2007).

3. Enhancing the proximity to transit and public services through neighborhood level actions and standards that aim to densify

and compact human settlements whilst capturing value through transit

oriented land uses (National Treasury, 2013; National Treasury, 2014; Clacherty, 2011;

Urban LandMark, 2012; Beg, et al., 2014) .


POLICY TRENDS B-2 invaders

THINKING & PRACTICE: C-1

Sustainable Mobility


“The intention is not to prohibit the use of the car, as this would be both difficult to achieve and it would be seen as being against notions of freedom and choice.

The intention is to design cities of such a quality and at a suitable scale that people would not need to have a car.”—Banister (2008)

THINKING & PRACTICE: C-2 Holistic

Mobility Thinking

Figure 3: Integrated Transport Planning (Potter & Skinner, 2000; May, Kelly, & Shepherd, 2006)

Two extremes are evident in the holistic approach: a) the travel economy and b) transportation economy.


Functional & Modal Integration

Policy Instruments of Provision and Management

Transport & Land-Use Planning Integration

Social Integration

Holistic Integration

THINKING & PRACTICE: C-3 views of the

travel economy


Figure 4: The Transport System is one of Flows, and Activities (Zuidgeest ,

PhD)

Figure 5: The Travel Market is a System of Elements and Some Distribution (UCT, 2015)

Figure 6: The Public Transport Framework is Mutli-dimensional (Onderwater,

2014--unpublished)

Behavioral economic research

reveals the formation of travel

habits, decision structures, and

cognitive influences to mode

choice.


Figure 8: The Theory of Planned Behaviour

(Ajzen, 1991)

THINKING & PRACTICE: C-4.1 mode choice


Figure 9: Classification of Modal Choice Determinants Based on Review Analysis (De Witte, Hollevoet, Dobruszkes, Hubert, & Macharis, 2013)


Socio-demographic indicators are not enough!

• Travel behaviour (i.e. mode choice) transcends socio-economic and demographic characteristics– it may largely be behavioral.

• Vincent Kaufmann reveals that motility signifies the social transition a traveller makes from home (mother) to work (colleague). (De Witte et al., 2013; Kaufmann, 2011)

• Julia Markovich and Karen Lucas show that young children's future travel behaviour can be bubble wrapped in private car use– loosing spatial-cognitive skills(Markovich & Lucas, 2011).



THINKING & PRACTICE: C-5.1 the

transportation economy


Chester and Horvath argue that there is an entire supply chain of emissions in the public transportation economy.


THINKING & PRACTICE: C-5.2 conceptual

framework of emissions

(Chester & Horvath, 2008)


Figure 7: An Expanded View of the Paratransit Market in Macro, Meso and Micro Contexts

THINKING & PRACTICE: C-5.3

macroeconomic framework of public transport

(Mokwena, 2016)

One study shows that there is an entire value chain underlying the demand and

supply of transit services. There are more path dependencies.

• A holistic view of attractively integrating public transportation

services seems necessary.

• Broader and richer multidisciplinary analysis supply and

demand of travel and transportation services.

• International best practice and retrofitting are not enough–

local methods, surveys, and data collection efforts may add

significant value.


KNOWLEDGE FOR DECISION MAKING

APPROACING THE COCKROACH


CONCLUDING REMARKS

• International evidence is but a valuable learning tool.

• The collection of large, longitudinal, dynamic, multi-disciplinary data, survey methods and toolkits may demystify what we 'see' in South Africa.


CONCLUDING REMARKS

• Absorbing such data, methods and outputs may require:

– institutional infrastructure that is well capacitated,

– threshold specific policies (instead of procedural ones) and

– efforts toward collaboration between various entities from rural, urban

and metro areas.


CONCLUDING REMARKS


At the end of the day, using evidence to design attractive, viable

and valuable public mobility and access systems is a step closer

to a livable future that accounts for positive and negative

externalities.

Thank You!

Any Questions/Comments/Inputs?

REFERENCES AND FURTHER READING


• Ajzen, I. (1991). The theory of planned behavior. Organisational Behaviour and Human Decision Processes, 179-211.

• Beg, F., Brickford, G., Denoon-Stevens, S. P., Harber, J., Jitsing, A., Moosajee, R., et al. (2014). How to build transit oriented cities. Johannesburg: South African Cities Network.

• Chester, M. V., & Horvath, A. (2009). Environmental Assesment of Passenger Transport should include Infrastructure and Supply Chains. Environmental Research Letters, 1-8.

• Chester, M., & Horvath, A. (2008). Environmental Life-Cycle Assessment of Passenger Transportation: A detailed methodology for energy, greenhouse gas and criteria pollutant inventories of automobiles, buses, light rail, heavy rail and air v.2. Berkeley: UC Berkeley Center for Future Urban Transport: A Volvo Center of Excellence.

• Clacherty, A. (2011). Creating and Capturing Value Around Transport Nodes. South Africa: South African Cities Network.

• Cooporative Governance and Traditional Affairs. (2014). Integrated Urban Development Framework: Draft for Discussion. South Africa: Department of Cooperative Governance and Traditional Affairs.

• De Witte, A., Hollevoet, J., Dobruszkes, F., Hubert, M., & Macharis, C. (2013). Linking modal choice to motility: A comprehensive review. Transportation Research Part A(49), 329-341.

• DoT. (2007). Public Transport Strategy. Pretoria: Department of Transport.

• DoT. (2010). National Transport Master Plan. Pretoria: Department of Transport of South Africa.

• Kaufmann, V. (2011). Rethinking the City: Urban Dynamics and Motility. Routledge.

• Kennedy, C., Miller, E., Shalaby, A., Heather, M., & Coleman, J. (2005). The Four Pillars of Sustainable Urban Transportation. Transport Reviews, 393-414.

• Lombard, M. C., Lamprecht, T., & van Zyl, N. J. (2001). Fundamental restructuring of Durban's public transport system- The user preference study. 20th Southern African Transport Conference. Durban: SATC.

• Markovich, J., & Lucas, K. (2011). The Social and Distributional Impacts of Transport: A Literature Review. Oxford: Transport Studies Unit, School of Goegraphy and the Environment.

• May, A. D., Kelly, C., & Shepherd, S. (2006). The principles of integration in urban transport strategies. Transport Policy, 319-327.

• Mokwena, O. H. (2016). Paratransit Mesoeconomy: Control Measures from the Supply Side? Procedia Economics and Finance (p. Forthcoming ). Elsevier.

REFERENCES AND FURTHER READING


• National Planning Commission. (2012). National Development Plan. Pretoria: The Presidency.

• National Treasury. (2013). Neighbourhood Development Programme Urban Design Toolkit. Pretoria: Neighbourhood Development Programme, National Treasury.

• National Treasury. (2014). Urban Hub Design Toolkit. Pretoria: The National Treasury.

• NPC. (2012). National Development Plan. Pretoria: National Planning Commission, The Presidency.

• Onderwater, P. (2014, June 3). Public Transport and Rail Transport Planning . (E. University of Cape Town, Interviewer)

• Pillay, K., & Seedat, I. (2007). Towards 2020: Public Transport Strategy and Action Plan. Proceedings of the 26th Southern African Transport Conference (pp. 398-408). Pretoria: SATC 2007.

• Potter, S., & Skinner, M. J. (2000). On transport integration: a contribution to better understanding. Futures, 275-287.

• Statistics South Africa. (2014). National Household Travel Survey. Pretoria: Statistics South Africa.

• StatsSA. (2003). National Household Travel Survey. Pretoria: Statistics South Africa.

• StatsSA. (2014). National Household Travel Survey. Pretoria: Statistics South Africa.

• Suzuki, H., Cervero, R., & Iuchi, K. (2013). Transformin Cities with Transit: Transit and land-use integration for sustainable urban development. Washington D.C.: World Bank.

• Urban LandMark. (2012). Improving Access to the City through Value Capture: An overview of capturing and allocating value through the Development of Transport Infrastructure in South Africa. Urban LandMark.

• Vanderschuren, M., Lane, T., & Korver, W. (2010). Managing Energy Demand through Transport Policy: What can South Africa Learn from Europe? Energy Policy, 826-831.

• Venter, C. (2011). Transport Expenditure and Affordability: The Cost of Being Mobile. Development South Africa, 121-140.

• Venter, C. (2014). Access and Mobility in Gauteng's Priority Townships: What Can the 2011 Quality of Life Survey Tell Us? Proceedings of the 33rd Southern African Transport Conference. Pretoria.

• VIVA. (2007). Catalytic public transport initiatives in South Africa: A critical review. Pretoria: National Department of Transport.

• Walker, J. (2008). Purpose-driven public transport: creating a clear conversation about public transport goals. Journal of Transport Geography, 436-442.

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