Informal Public Transport Research Articles

Perceived Workplace Harassment of Informal Public Transport Operators in Two African Cities

Perceived Workplace Harassment of Informal Public Transport Operators in Two African Cities

Efficient self-organization of informal public transport networks

The Global South, encompassing more than 80% of the world population, heavily relies on informal paratransit services with ad-hoc routes. Yet, it remains unclear how efficiently such informal public transport services organize and operate. Here, we analyze and compare the structural efficiency of more than 7000 formal and informal bus service routes in 36 cities across 22 countries globally. Intriguingly, informal transport self-organizes in ways at or above efficiency levels of centralized services. They exhibit fewer detours, more uniform paths, and comparable interconnectivities, all while remaining profitable without the major subsidies common in the Global North. These insights challenge the global perception of informal transport as an inferior alternative to centrally organized services. More generally, analyzing large-scale microscopic transport data and condensing them into informative macroscopic observables may qualitatively improve system understanding and reveal specific options to create more accessible, efficient, and sustainable public transport solutions.

Long-term service contracts for the mobilization of private financing for the reform of the informal public transport sector in the Philippines

Considered the most ambitious program in the Philippines, the Public Utility Vehicle Modernization Program (PUVMP) requires transport cooperatives to replace their old jeepney with modern units. This however requires massive financing, and the government only provides very limited equity subsidies. This paper examines the impact of service contracts (SC) on the financial capacity of transport cooperatives to replace their fleet of old jeepney units. Using qualitative data drawn from interviews with 12 transport cooperatives, we investigate the effect of service contracting on the ability of transport cooperatives to access financing in terms of loans from banks. We find that long-term service contracts can enhance the level of confidence of transport cooperatives to service debt. Our work presents a novel mechanism to mobilize financing from private banks for the reform of the informal transport sector.

Mobility-as-a-Service and the role of multimodality in the sustainability of urban mobility in developing and developed countries

Mobility as a service (MaaS) is an emerging framework that integrates multiple transport services into a single and intuitive platform. This paper contrasts the urban passenger transport markets in developed versus developing economies to understand the challenges of integrating mobility services using the MaaS framework, with a focus on decarbonization and sustainability as societal goals. In addition, we conducted a Life Cycle Assessment of carbon emissions and energy requirements of travel alternatives in the city of Santiago, Chile, to shed light on the effects of multimodality as an environmental tool. A summary of findings follows. Data sharing and open data are new in developing countries, and thus more investment in data infrastructure is required so that MaaS can leverage digital technology and network optimization. If the scalability of MaaS is an open question in developed countries, it is more so in developing countries, owning to institutional and financial constraints that are present in the latter. The lack of public subsidies to support formal public transport is a key limitation for the implementation of MaaS schemes and multimodal frameworks in the developing world. Regarding formality, in countries with an informal public transport sector, a potential implementation of MaaS will be spatially constrained to those locations where public transport operates formally and frequently (BRT and rail lines), limiting its spatial coverage and posing social equity issues. In countries with scarce or no public funds available for the transport sector, MaaS could be used as a catalyst for a broad environmental and equity-seeking transport pricing reform which requires a direct involvement of public sector in both regulation and financial backing. We conclude that the formalization and general improvement of the public transport sector, the regulation of shared-mobility platforms including the formalization of the work of drivers, and the setting of proper pricing and subsidization instruments in the direction of internalizing the social costs of motorized traffic, are all prerequisites for any MaaS system that aims to improve economic efficiency, social equity, and sustainability.

Re-evaluating roles and relationships between city authorities and informal public transport operators in sub-saharan africa: A comparative analysis of five cities

Informal Public Transport (IPT) is the primary form of transport throughout Sub-Saharan Africa, responding dynamically to passenger needs, including those of the poorest travellers. Despite this form of collective transport's positive contribution to growing cities, there remain important negative aspects to be addressed, including strong competition for passengers, severe air pollution and poor safety records. The TRANSITIONS project (funded by UKAID) sought to better understand how IPT can be supported to deliver improved service quality, and investigated the relationship between public authorities and IPT operators in the five cities of Accra, Kumasi, Freetown, Cape Town and Maputo. Based on research activities that included stakeholder interviews and workshops, this paper compares the regulatory frameworks of the cities and their evolution. It finds that Cape Town has been an ‘early mover’ in terms of its attempts to professionalise and support the sector, but that self-regulation continues to play a significant role. Accra, Kumasi and Maputo have the main IPT licensing frameworks in place, but limited enforcement capacity and elements of corruption undermine this. Freetown is currently developing a regulatory structure for IPT, which is likely to be informed by major public transport schemes that are frequently seen as the catalyst for IPT professionalisation initiatives.

Commercial floating car data application in Sub-Saharan African transport planning contexts: A critical review and research agenda

Floating car data (FCD) are a source of traffic information reported by GPS-enabled probes from within the traffic stream. FCD define speed, travel time and movement patterns, all key inputs for transport planning. FCD are readily available over the entire road network without roadside sensors and communications infrastructure, making this a particularly relevant traffic data source in low- and middle-income countries (LMICs) where resource limitations restrict the expansive distribution of traffic sensors. This review article aims to investigate the applicable use-cases of FCD in LMICs, while simultaneously sensitising transport practitioners to the potential data biases that may be present in FCD. Particularly, this paper considers whether the context of Sub-Saharan African countries allows for the application of FCD similarly to high-income country FCD use-cases, critically examining insights from literature. Sub-Saharan African countries typically differ from high-income nations with respect to urban form, population distribution (and segregation), modal choice, driver population, and technology penetration. To date, there has been no literature that concatenates the current practice of FCD use-cases in Sub-Saharan Africa, nor defines the fundamental differences between transport and land use planning in high- and low-income countries with the view to determine if these dissimilarities impact FCD collection and use. Literature revealed novel research involving the application of FCD to investigate informal public transport systems that are specific to Sub-Saharan Africa, while also determining that accuracy and potential biases of FCD are not widely understood in Sub-Saharan Africa. Findings show that biases are likely to occur in FCD in Sub-Saharan Africa because of the representation and behaviours of the sample reporting FCD, as well as the urban form of Sub-Saharan African cities. The paper concludes by developing a research agenda that will assist to further the knowledge of FCD sample bias and the applicable use-cases of FCD in Sub-Saharan Africa.

An Examination of the Rise of Informal Public Transport Systems in Developing Countries and the Critiques About Bus Rapid Transit Systems as a Desired Solution

This article provides a review of the general characteristics of Informal Public Transport (IPT) systems, the reasons behind the increasing use of these systems in developing countries, and the evaluation of Bus Rapid Transit Systems (BRTS) as an alternative solution to IPTs. IPTs, whose use has increased significantly in many countries where Formal Public Transport is insufficient, are different in their service, operation, finance, monitoring and labour features. These systems' usage has increased in developing countries for many economic, social and political reasons such as low income, rapid population growth, increase in demand, urban macroform, job opportunities and more flexible routes. However, besides the positive effects of these systems, there are many adverse effects. It is challenging to transfer the public transport schemes made in developed countries directly to these countries, and understanding the reasons in detail allows to offer the right solution. Nevertheless, BRTS, which are segregated busways, is seen as a solution in many countries, and there are many agreeing and disagreeing arguments for this idea in the literature. Although there are examples where these systems improve public transport systems, there are many examples where they do not contribute to the solution. As a result, it has been reached that the diversity of the reasons for the increase in the use of IPT systems is high, and BRTS can be an alternative, producing spatially, economically, environmentally and politically appropriate solutions according to the local characteristics of the countries can be more beneficial than a single solution.

The Potential for Healthy, Sustainable, and Equitable Transport Systems in Africa and the Caribbean: A Mixed-Methods Systematic Review and Meta-Study

The Human Mobility Transition model describes shifts in mobility dynamics and transport systems. The aspirational stage, ‘human urbanism’, is characterised by high active travel, universal public transport, low private vehicle use and equitable access to transport. We explored factors associated with travel behaviour in Africa and the Caribbean, investigating the potential to realise ‘human urbanism’ in this context. We conducted a mixed-methods systematic review of ten databases and grey literature for articles published between January 2008 and February 2019. We appraised study quality using Critical Appraisal Skills Programme checklists. We narratively synthesized qualitative and quantitative data, using meta-study principles to integrate the findings. We identified 39,404 studies through database searching, mining reviews, reference screening, and topic experts’ consultation. We included 129 studies (78 quantitative, 28 mixed-methods, 23 qualitative) and 33 grey literature documents. In marginalised groups, including the poor, people living rurally or peripheral to cities, women and girls, and the elderly, transport was poorly accessible, travel was characterised by high levels of walking and paratransit (informal public transport) use, and low private vehicle use. Poorly controlled urban growth (density) and sprawl (expansion), with associated informality, was a salient aspect of this context, resulting in long travel distances and the necessity of motorised transportation. There were existing population-level assets in relation to ‘human urbanism’ (high levels of active travel, good paratransit coverage, low private vehicle use) as well as core challenges (urban sprawl and informality, socioeconomic and gendered barriers to travel, poor transport accessibility). Ineffective mobility systems were a product of uncoordinated urban planning, unregulated land use and subsequent land use conflict. To realise ‘human urbanism’, integrated planning policies recognising the linkages between health, transport and equity are needed. A shift in priority from economic growth to a focus on broader population needs and the rights and wellbeing of ordinary people is required. Policymakers should focus attention on transport accessibility for the most vulnerable.

Varied perceptions of environmental impacts from informal public transport hubs in two sub-Saharan African cities (Nairobi and Ibadan)

This paper explored perceptions of the environmental impacts of informal public transport (IPT) in Ibadan, Nigeria and Nairobi, Kenya. Based on a questionnaire survey supplemented by exploratory factor analysis the results revealed unanimous agreement that IPT hubs and the infrastructure around them are perceived as having adverse impacts on local people and their environment. There exist statistically significant differences on the perceptions, including the latent factors underpinning them, at city level and across respondent's backgrounds. The findings imply significant scope for urban planning practice and policy-making to find systematic methods to integrate the knowledge about IPT's perceived environmental impacts, from all urban citizens, as a means to pro-actively enhance their rights and inclusiveness. This will ameliorate a planning culture that often ignores the realities and concerns of the marginalised.

Driving a sustainable road transportation transformation

Driving a sustainable road transportation transformation

Commercial Drivers’ Unprincipled Behaviour and Commuters’ Discontent: Perception from One Side of a Coin

Behaviours of commercial drivers have been examined to influence the choice of public transport services by commuters. This study aimed at determining issues discouraging patrons of informal public transport services. Primary data was used for this study. The primary method included the use of focus group discussions (FGDs) carried out in Shaki, Oyo State. Voluntary participation method was used to select 22 participants for the FGDs. Fourteen (14) predetermined questions were discussed among participants. Responses were transcribed and thematic analysis method was used to create main themes. Results showed that unprincipled behaviours were a common place as reported by 100% of respondents. Majority of respondents reported displeasures and desire to own private means of mobility. The study concluded that sustainable patronage of public transport service would be threatened if commercial drivers’ activities in relation to interaction with commuters are not regulated.

Improvised infrastructure and redistributive rights: Informal public transport in an Indonesian city

Through a study of the motorbike-taxi drivers of the present and the minibus drivers of the past in Indonesia, I discuss how an improvised public transport infrastructure funded by the household fills the gaps left by a heavy transport infrastructure funded by the state and corporate capital. I argue that improvised infrastructure is built and maintained by the underemployed majority through their survival strategy of crowding—or bringing the city together in one place. As such, it is a collective project that takes advantage of multiple horizontal alliances across the city. It is also a political project that redresses the maldistribution and malfunctioning of heavy infrastructure through a downward redistribution of transport and communications technologies. Through the lens of improvised public transport in the sprawling Indonesian port city of Surabaya, I elaborate on these ideas to show how redistribution is only possible through strategies of tinkering and unaccountability—strategies that enable the underemployed to use infrastructure on their terms and to profit from it.

Clusters of Bicycle Taxi Operators and their Main Service Operation Patterns: Case Study of Quelimane, Mozambique

Bicycle taxi is a vital means of informal public transport service in most Sub-Saharan African cities, and for this reason, understanding who operates this service, and how they operate could help define initiatives to promote this service. This study considered clusters of bicycle taxi operators and their main service operation patterns. A survey was conducted among 105 regular bicycle taxi operators in Quelimane, Mozambique. Twostep cluster analysis identified homogeneous groups of bicycle taxi operators based on six socio-economic factors (age, income, education, household composition, bicycle ownership, and residence location). A Mann-Whitney U test was employed to compare pairs of clusters of bicycle taxi operators regarding a set of taxi services operation variables, such as the number of passengers carried daily, daily revenues, and service hours. Four clusters of bicycle taxi operators were identified which are, less-educated operators from large households (C1), educated migrants (C2), less-educated bicycle renters (C3), and young cyclists from small households (C4). When comparing differences in service operation patterns per cluster of bicycle taxi operators, the study showed that people in C1 produced fewer bicycle taxi trips than those in C2 and C4. For daily earnings, people in C2 earn more than those in C1 and C3. For service hours, individuals in C2 cycle long service hours when compared to those in C1, which could be harmful to their health. The result of this study could reorient bicycle taxi service promotional policies to make the service more sustainable.

Estimating the demand for informal public transport: evidence from Antananarivo, Madagascar

Informal public transport has been growing rapidly in many developing countries. Because urban infrastructure development tends to lag behind rapid population growth, informal public transport often meets the growing gap between demand and supply in urban mobility. Despite the rich literature primarily focused on formal transport modes, the informal transport sector is relatively unknown. The paper analyzes the demand behavior in the “informal” minibus sector in Antananarivo, Madagascar, taking advantage of a recent user survey of thousands of people. It is found that the demand for informal public transport is generally inelastic. Essentially, people have no other choice but to use this kind of public transport. While the time elasticity is estimated at − 0.02 to − 0.05, the price elasticity is − 0.05 to − 0.06 for short-distance travelers, who may have alternative choices, such as motorcycle taxi or walking. Unlike formal public transportation, the demand also increases with income. Regardless of the income level, everyone uses minibuses. The estimated demand functions indicate that people prefer safety and more flexibility in transit. The paper shows that combining these improvements and fare adjustments, the informal transport sector can contribute to increasing people’s mobility and reducing traffic congestion in the city.

Review of Strategies for Curbing Traffic Congestion in Sub-Saharan Africa Cities: Technical and Policy Perspectives

This paper summarizes the causes of traffic congestion in sub-Saharan Africa (SSA) cities and the solutions to be adopted. According to the literature, the modal share for private cars, public transport (minibus and taxis); and walking & cycling are 8%, 34% and 40% respectively. From these figures, it has been found that although the private car mode is still used relatively little (as compared to developed countries); contrary to the expectation, traffic congestion in SSA cities is worse compared to cities of developed countries. This implies that, traffic congestion problem in SSA cities is largely associated with limited availability of road infrastructure. As opposed to traffic congestion solutions to most of the cities in developed countries, road expansion is still one of the major solutions towards solving the same problem in SSA cities. However, the issue remains as to how many lane-kilometers should be added to reach the optimal level. It is clear that we cannot keep expanding roads without a limit; therefore, transportation experts and land-use planners need to establish the benchmarks that will serve as limiting indicators. Apart from relatively poor land-use planning and inadequacy of road infrastructure, it has also been found that disorganized and informal public transport is another major cause of traffic congestion in SSA cities.

Exploring changes in individuals travel behaviour after bus Rapid Transit implementation in Dar es Salaam

The use of Informal Public Transport (IPT; i.e., minibuses, motorcycles, and tricycles) for activity participation in Dar es Salaam is associated with mobility difficulties, e.g., traffic congestion, unscheduled services, and lack of safety of the journey. The introduction of the Bus Rapid Transit (BRT) in May 2016 aimed at reducing mobility difficulties by improving public transport (PT) with scheduled services and fully dedicated lanes to improve access to the Central Business District. This study compares individuals' travel behaviour before and (2 years) after BRT implementation using a GPS-app to explore changes in spatial mobility demands, i.e., (new) visited places, frequency of travel, trip distances, and departure times. Short surveys were used to record the socio-demographic characteristics. Results: the use of IPT remained a necessary means of transport for low-income individuals to commute outside the BRT corridor in multiple destinations, as the use of the BRT route is spatially limited. The new BRT system had become the main option for trips conducted to fixed destinations along the corridor and within service hours. The spatial mobility patterns showed that individuals are now adding BRT to their trip chaining, enabling them to access amenities, make more trips and travel farther distances. The results provide insights for transportation planners who tend to focus mainly on BRT as the only solution for all mobility demands. Each transport system has its own spatial mobility benefits to offer. An integrated PT within a framework of a multimode system is vital for inclusive mobility.

CHARACTERISTICS OF INFORMAL TRANSPORT IN PAKISTAN: A CASE STUDY OF PESHAWAR CITY

Informal public transport serves most of the daily commuters in cities of the developing world; its effectiveness is due to the on-demand service, mobility, flexibility, and the fact that this service has already infiltrated the transport network of cities where the government has failed to provide mass transit, has inadequately provided it, or was far too late to provide it. Although this service provides mobility services to a huge chunk of commuters daily, it is associated with ills like safety concerns, source of noise, air and visual pollution, lack of regulation and accountability. This overshadows the benefits and the value that the service brings to the transport network. The true potential of the service cannot be realized without research on the very characteristics of the informal transport service and the modes of transport used in the service. To better understand the informal transport system, empirical research was conducted in Peshawar city. The results give important first-time insights into the transport network's characteristics and create a knowledge base about the modes used in informal transport in Peshawar. There is no current knowledge about these aspects of the public transport sector, which is a testament to the study's novelty. This paper will also shed light on the road safety associated with the different modes of the informal transport system. The study shows that even though the informal transport system does not comply with regulations on operations and safety, it is an important part of the city's transport network and a major part of the social-economic life of its citizen. Thus, it cannot be uprooted and must be integrated into a formal transport network with compliance with regulations in operations, vehicular conditions, and integrated systems and infrastructure.

SOCIAL AND ERGONOMIC EVALUATION OF MOTORCYCLE PROTECTIVE ISOLATION SHIELD FOR REDUCING COMMUNITY SPREAD OF COVID-19

Coronavirus (COVID-19) pandemic have rapidly evolved into a situation with profound effects on lifestyle and travel worldwide, ranging from a dramatic decrease in the patronage of formal public transport modes to an unprecedented increase in the usage of informal public transport modes. It is the main goal of this study to adapt a Motorcycle Protective Isolation Shield (MPIS) on a motorcycle for the reduction of community spread of COVID-19. MPIS was designed according to the anthropometry data obtained from motorcycle riders and passengers; and was fabricated using locally available materials. Anthropometry data used for the MPIS frame were sitting height (SH) and popliteal height (PH) of both motorcycle riders and passengers while seat depth (SD) of motorcycle riders and buttock knee length (BKL) of motorcycle passengers were used to locate the position of the MPIS mounted on the motorcycle. The 50% of the anthropometry data used for the design of MPIS is SH=800.00 mm, PH=500.00 mm, SD=300.00 mm and BKL=550.00 mm. The uncertainty modelling of motorcycle accident occurrence reveals the effect of higher speeds and the adapted MPIS during riding. The probability of occurrence of fatal crash, major crash and minor crash of motorcycle accident was 36.3%, 35.3% and 28.4%, respectively. The MPIS showed satisfactory post-riding assessment in terms of riding stability; riding, steering, and sitting convenience; and riding comfort for both the riders and passengers. It will be a good protection for motorcycle riders against the risk of COVID-19 and other air-borne infections.

Walking on sunshine: Pairing electric vehicles with solar energy for sustainable informal public transport in Uganda

Minibus taxi public transport is a seemingly chaotic phenomenon in the developing cities of the Global South with unique mobility and operational characteristics. Eventually this wide-spread fleet of minibus taxis will have to transition to electric vehicles. This paper examines the impact of this inevitable evolution on a city-wide scale in Kampala, Uganda. We present a generic simulation environment to assess the grid impact and charging opportunities, given the unique paratransit mobility patterns. We used floating car data to assess the energy requirements of electric minibus taxis, which will have a knock-on effect on the region’s already fragile electrical grid. We used spatio-temporal and solar photovoltaic analyses to assess the informal and formal stops that would be needed for the taxis to recharge from solar PV in the region’s abundant sunshine. The results showed that the median energy demand across all simulated days of the fleet of taxis was 220kWh /d. This ranged to a maximum of 491kWh /d, with a median charging potential (stationary time) across taxis of 8h /d to 12h /d. The median potential for charging from solar PV ranged from 0.24kWh/m2 to 0.52kWh/m2 per day, across the taxis. Our simulator and results will allow traffic planners and grid operators to assess and plan for looming electric vehicle roll-outs to the most-used mode of transport in Africa.

Shared Mobility: Evolving Practices for Sustainability

This introductory paper to the Special Issue “Shared Mobility” aims (1) to present and differentiate the diversity of practices and services that constitute the shared mobility sector; (2) to emphasize the contribution of each published article; and (3) to identify knowledge gaps of knowledge and provide further research avenues. With the contribution from 29 authors affiliated to social sciences and transportation research institutions in seven countries (Sweden, Germany, Netherlands, Greece, Belgium, Norway, and Australia), new understandings of the potential, drivers, barriers, and limitations of diverse shared mobility solutions for a more sustainable society are presented. The common message across the special issue is that the shared mobility sector is constantly evolving, while aiming to attain sustainability goals. Several papers have taken a psychological approach to explain the adoption of shared mobility practices (e.g., carsharing), yet these findings may be context-dependent, which future research should further investigate (e.g., differences between platform-based and self-service modes). We also call for researchers to pay attention to how traditional transit services can be combined with newer shared mobility services (e.g., micro-mobility), but also to informal public transport systems, as we identify these as important developing areas.