Abstract
Based on STIB statistics since 1950, this article analyses the choices made in the area of public transport service. A network based almost exclusively on trams gradually became an underground-tram-bus service, which has once again reached the same coverage as in 1950 in terms of kilometres. Although there was soon a consensus regarding the underground, it did not compensate for the decrease in the service due to network operation economies in the 1980s. It is not enough to invest most of the means in one single mode, in particular if its territorial coverage is limited. Although the relationship between the improvement in service and an increase in clientele is not automatic, a conclusion emerges: in 68 years, STIB attracted more users on three occasions when it improved its service throughout the network, especially the frequencies of trams and buses, as the underground frequencies have always been high. The study sheds light on the debate regarding the possible choices: should there be an investment in an underground line between Albert and Bordet or in the surface network (extension via lines with “high-level service”, protection of trams and buses from traffic and increase in frequencies)?
Highlights
Brussels Studies, Collection générale daily activities influence modal choices; it is difficult to reorientate them
The waiting time, thanks to a calculation of the average annual frequency of vehicles, including wide variations in time and according to the neighbourhoods [Lebrun, 2018]. This indicator reflects the coverage of the Region by the STIB network, which has been extended according to the urbanisation of Brussels
The official statistics were the object of a methodological modification: as of 2005, the theoretical capacity of vehicles has been based on 4 people standing per m2 instead of the previous 6. This has a different impact on trams, buses and the underground given that the proportion of standing room within the total number of spaces is not the same
Summary
The network and its geographical scope: length of route for streets covered by STIB (figure 1) and total length of these lines (figure 2);. Indicators 1 to 4 and 6 are from data collated between 1950 and 2017 for the different modes (tram, bus – including trolley bus – underground); the other indicators (figures 5, 7, 10 and 13) are the result of a calculation based on these data and statistics from Institut Bruxellois de Statistiques et d’Analyse (IBSA) This indicator reflects the coverage of the Region by the STIB network, which has been extended according to the urbanisation of Brussels. This has a different impact on trams, buses and the underground given that the proportion of standing room within the total number of spaces is not the same This indicator gives an idea of the service via the average waiting time; it is different from the experience of passengers as it covers an extremely variable range of situations according to the different times (day, evening, weekend, school holidays, etc.) and neighbourhoods (differences between modes and according to the density of lines). 16 Having observed the same process in the United States, Jane Jacobs [1960: 360] had already recommended a “development of the public transport system in order to meet the increasing demand, and anticipate this demand, in the same way that the decline of this system was caused by a drop in demand and an anticipation of this drop”
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