Informal Public Transport Research Articles

Multicriteria evaluation of the quality of service of informal public transport: An empirical evidence from Ibadan, Nigeria

Developing countries experience a decline in bus public transport investments. Yet informal public transport has continued to grow rapidly. Previous studies have evaluated the Quality of Service (QoS) provided by such informal transport but a multi-criteria evaluation that considers various stakeholders in the Global South is missing. A case study was carried out in three local government areas in Ibadan, the third largest city in Nigeria, with a focus on identifying criteria to develop an evaluation model for QoS. Information on user perceptions of the identified QoS criteria was collected through the administration of questionnaires onboard and offboard, using stratified system random sampling. Weights of the variables for the determination of the QoS of the IPT were determined from stakeholder focus groups. Weights were assigned to each of the observed variables of the set criteria, which serve as indicators for the assessment of the quality of service. The multi-criteria included accessibility, affordability travel, waiting time, travel time, seat comfort, transport fares, safety, and the drivers’ attitude. Findings from the application of the multi criteria evaluation model indicate an all-round low quality of service to all criteria applied. In particular, the study observes a low accessibility of informal transport service in Ibadan compared to other similar studies. The poor service quality experienced make the transport cost considerably unaffordable (value for money) given low quality in-bus comfort due to poor seats and crowding at terminals and in bus, low safety standards due to road unworthy buses, long travel time due to delays at loading terminals and undesignated frequent in passenger pick and drop points, and experiences of aggressive and reckless drivers. This paper advances new understanding in two arenas: firstly, that informal public transport has positive contribution to the Nigerian economy in general but needs policy support for strengthening its resilience; secondly, a new methodology, the multi-criteria evaluation model that was developed in this paper has potential for transferability in the evaluation of the quality of service of IPT. This is because the model although showed that QoS of IPT in the case study area of Ibadan is low however has demonstrated its ability to integrate range of criteria that are context-specific, for assessing the QoS of public transport.

Face Mask Use Among Commercial Drivers During the COVID-19 Pandemic in Accra, Ghana

The paper contributes to unravelling the perceptions of urban commercial drivers regarding their vulnerability to catching the SARS-CoV-2 virus while at work. It further examines how the perception of vulnerability influences personal use of face masks by drivers, as well as on their insistence on appropriate masking behaviour by other persons on-board public transport. Overcrowding and unsanitary conditions in informal public transport in Africa could facilitate the spread of the corona virus. However, the use of face masks, among other enhanced mitigation measures significantly contain and minimize the spread of the virus. Primary data, obtained through surveys at five major public transport terminals in Accra, was analysed and interpreted using the Health Belief Model as an explanatory framework. Results indicate that most drivers have a high vulnerability perception to Covid-19. It further emerged that older drivers, in particular, consistently wore face masks and insisted on other persons in their commercial vehicles to follow suit. Socio-demographic factors, and the need to ensure one’s personal safety and those of loved ones were critical determinants of face mask use among surveyed drivers. The study thus recommends that public awareness campaigns should strategically focus attention on the younger generation of drivers (i.e. 18–39 years) who perceived themselves to be immune to the SARS-CoV-2 virus. Also, the collaborative efforts of state and non-state actors, like the transport operator unions, must be further strengthened if the gains made so far against Covid-19 is to be sustained.

Exploring changes in mobility experiences and perceptions after implementation of the bus rapid transit system in Dar es Salaam

The use of Informal Public Transport (IPT) in Dar es Salaam, Tanzania, has been associated with mobility difficulties, i.e. traffic congestion, unscheduled service and lack of safety and security. The introduction of the Bus Rapid Transit (BRT) system was therefore considered as a powerful intervention for these mobility difficulties. In May 2016, the BRT started operating with exclusive bus lanes and a clear schedule to offer a qualitative, accessible and affordable system. This paper explores changes in travel experiences and perceptions of individuals (local inhabitants) regarding IPT and BRT use in meeting mobility demands before and after implementation of the BRT. Focus group discussions and short questionnaires were conducted before and after BRT to explore changes in mobility experiences among different individuals. Results show that in both periods, the demand for IPT use remained dominant, driven by a low fare, connectivity within a neighbourhood and outside the major road, flexibility and the possibility to commute with goods. The use of BRT was mainly attributed by relief in traffic congestion (when only considering in-bus time) and a lack of options along the corridor. Surprisingly, BRT users also experienced several mobility difficulties after implementation: long waiting time, overcrowding (in-bus and stations), and difficulties to commute with goods, and a lack of safety and security. Peri-urban individuals continued to experience more travel difficulties with both transport systems than individuals in areas adjacent to the BRT because of limited connectivity, congestion and unpaved local roads. For low-income individuals, the BRT was considered as another burden for their livelihoods (higher financial cost) rather than it was expected as a solution towards a high quality, accessible and affordable system. There is a need to integrate public transport with supportive improved local roads to serve multiple destinations.

Factors associated with delayed presentation to healthcare facilities for Lassa fever cases, Nigeria 2019: a retrospective cohort study

BackgroundLarge outbreaks of Lassa fever (LF) occur annually in Nigeria. The case fatality rate among hospitalised cases is ~ 20%. The antiviral drug ribavirin along with supportive care and rehydration are the recommended treatments but must be administered early (within 6 days of symptom onset) for optimal results. We aimed to identify factors associated with late presentation of LF cases to a healthcare facility to inform interventions.MethodsWe undertook a retrospective cohort study of all laboratory confirmed LF cases reported in Nigeria from December 2018 to April 2019. We performed descriptive epidemiology and a univariate Cox proportional-hazards regression analysis to investigate the effect of clinical (symptom severity), epidemiological (age, sex, education, occupation, residential State) and exposure (travel, attendance at funeral, exposure to rodents or confirmed case) factors on time to presentation.ResultsOf 389 cases, median presentation time was 6 days (IQR 4–10 days), with 53% attending within 6 days. There were no differences in presentation times by sex but differences were noted by age-group; 60+ year-olds had the longest delays while 13–17 year-olds had the shortest. By sex and age, there were differences seen among the younger ages, with 0–4-year-old females presenting earlier than males (4 days and 73% vs. 10 days and 30%). For 5–12 and 13–17 year-olds, males presented sooner than females (males: 5 days, 65% and 3 days, 85% vs. females: 6 days, 50% and 5 days, 61%, respectively). Presentation times differed across occupations 4.5–9 days and 20–60%, transporters (people who drive informal public transport vehicles) had the longest delays. Other data were limited (41–95% missing). However, the Cox regression showed no factors were statistically associated with longer presentation time.ConclusionsWhilst we observed important differences in presentation delays across factors, our sample size was insufficient to show any statistically significant differences that might exist. However, almost half of cases presented after 6 days of onset, highlighting the need for more accurate and complete surveillance data to determine if there is a systemic or specific cause for delays, so to inform, monitor and evaluate public health strategies and improve outcomes.

Geographical Modelling of Transit Deserts in Cape Town

The World Bank calculated South Africa’s 2018 Gini Coefficient to be 0.63, which made it the world’s most unequal country. Such inequality is perpetuated by land-use patterns still influenced by the apartheid past. The resulting urban form necessitates long travel distances, often relying on fragmented transit modes, each with their own geographical and temporal constraints. This study applies work on transit deserts in cities in the global north to Cape Town, aiming to assess the methodological transferability to the global south, and generating case study results. In the Cape Town case, the study first analyses transit deserts based on formal public transport supply (bus rapid transit, traditional bus and train), identifying that ten out of 18 traffic analysis zones were classified as transit gaps (some unserved demand), while three of these zones qualified as transit deserts (significant undersupply). Like its U.S. counterparts, excess supply is found near Cape Town’s city centre. In Cape Town, the transit gaps/deserts are partly filled by unscheduled minibus-taxis. When this informal public transport service is added, the transit deserts disappear; however, half of the transport analysis zones still qualify as having transit gaps. It is, therefore, concluded that informal public transit in Cape Town reduces the transit gap, but does not eliminate it.

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

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

The state and the production of informalities in urban transport: Vikrams in Dehradun, India

Informal public transport is generally understood as transport services that are provided in absence or violation of state regulations. This paper argues that attempts to define the informality of public transport through such liberal economic lenses are insufficient in explaining the processes which lead to production of informalities. Discussing the operation of Vikrams (individually-owned and privately-operated shared autorickshaws plying on fixed routes) in Dehradun, India, this paper uncovers the multifaceted role of the state in producing and sustaining informalities in public transport provisions. It offers a more nuanced view of informality in transport studies than its commonplace understanding as a spontaneous, self-regulating, entrepreneurial aggregate. The paper argues that informality in transport studies should be understood as a heterogeneous practice that is a product of wider structural contexts situated in the politico-historical understandings of public transport in evolving spatio-temporal moments. In the case presented in this paper these include imperial legal legacies and its intersections with shifting postcolonial political economies and territorial structures.

Activity Participation and Perceptions on Informal Public Transport and Bus Rapid Transit in Dar es Salaam

This paper seeks to understand participation in out-of-home activities by inhabitants in Dar es Salaam, and their perceptions toward informal public transport (IPT) and bus rapid transit (BRT) in supporting these activities. Without fixed schedules, IPT (e.g., minibuses, motorcycles, and tricycles) is used as a means of transport for different trips. However, IPT is burdened by poor roads, traffic congestion, and high transport demand. Many developing cities are seeking to replace IPT with formal BRT lines. However, little is known in relation to the ability of IPT and BRT to support out-of-home activity participation of the inhabitants. This paper reports on a study in Dar es Salaam exploring the relative contribution of each type of service. The study took place before the opening of BRT, and encompasses focus group discussions, participatory geographical information systems, and questionnaires carried out in two study zones: one close to a BRT corridor and the other in a peri-urban location. The findings show that IPT was used to support participation in daily activities like work, education, shopping, and social matters; and was perceived to be flexible in providing access to both high and low density unplanned settlements. The BRT was viewed to benefit specific groups of people, especially individuals working in permanent offices in and around the city center, particularly professional workers. This paper sheds light on how the two systems were perceived by the local people and can inform policy makers about possible improvements in public transport systems to support activity participation of their inhabitants.

PUBLIC TRANSPORT INITIATIVES IN WEST AFRICA, A CASE STUDY OF ABIDJAN

Abidjan is the principal city of the West African Republic of Cote d’Ivoire. It is the gateway city to West Africa. In 2014, the population of the city was estimated at four million people. Over the next fifteen years, this is projected to rise to nearly seven and a half million people. This continuing growth has an associated projected strong economic growth. This paper addresses the challenges associated with the provision of equitable public transport services to address the needs of the growing population. Public transport currently in Abidjan is complex consisting of both formal transport in the form of public bus services and several forms of informal public transport. In order to understand the existing travel trends and especially the declining public transport proportion in Abidjan, a series of surveys were undertaken for the development of an analytical methodology. This included amongst others an interview survey of people at the household level and public transport opinion surveys. The methodology thus developed allowed an understanding of the impact of new proposed infrastructure. The introduction of new infrastructure in the form of a higher level of public transport and an enhanced regulatory format will enable the implementation of an environmentally friendly public transport with a growing market share.

Comparative analysis of public transport modes available in Karachi, Pakistan

This study presents a comparative analysis of selected parameters of existing formal and informal Public Transport (PT) modes being operated on three different types of fuels. The performance of PT modes is analysed on fuel consumption, capacity, transportation cost, and emissions resulting from these modes. The required data were collected using route-check survey method and conducting a questionnaire-based survey from drivers and operators of these modes. Furthermore, the performance of proposed buses for an under-construction BRT corridor is also evaluated and compared with the existing PT modes. The comparative analysis of the existing PT modes in Karachi shows that CNG operated PT modes are economically more efficient, which caused the conversion of diesel engines of buses and minibuses to CNG fuelled-engines. The study, for the first time, evaluates and compares the performance of informal PT mode (chingchi) with other modes of PT. Results show that the PT modes with less capacity, such as chingchi, should be discouraged due to their comparatively lower performance on the selected parameters. This study can be used by the authorities to analyze the performance of existing modes and prioritize the PT modes for future planning.

Sustainability of Informal Shuttle Transport in the City of Harare

This study sought to investigate the sustainability of informal shuttle transport in the city of Harare. Traditionally, the provision of public transport is considered to be government's responsibility. Due to lack of economic growth, rapid rise in urban population, and declining standards of living, government-provided public transport is often inadequate; it is the privately operated public transport modes that cater to the mobility needs of the population. Informal shuttle transport refers to small illegal vehicles that play part of taxes ferrying passengers within the city. These small vehicles do not follow most road traffic regulations but are always there when city people need transport and are a faster mode of urban transport. This informal shuttle passenger transport sector, however, is not sufficiently acknowledged due to a number of reasons including lack of proper passenger transport regulation, lack of road safety, highly polluting and a cause of traffic congestion. This paper unpacks challenges posed with informal public transport particularly those providing shuttle services within the central business district (CBD) of Harare. The paper then examines and recommends various strategies that can make such operators contribute to achieving sustainable urban transport system. Data was collected through unstructured interviews from key stakeholders in both private and public sector basically examining the relationship between the increase in informal shuttle transport and transport sustainability. Stakeholders agreed on the need to improve transport in Harare and proffered solutions which included mass transit, crafting of a policy framework to formalise informal shuttle transport operators, need for infrastructure improvements, institutional capacity and good governance among others. Key words : informal shuttle transport, congestion, sustainability, central business district, Harare, economic growth DOI: 10.7176/JESD/11-8-14 Publication date: April 30 th 2020

Investigating Route Selection by Operators for Optimizing Earning- an Agent Based Modelling Approach

The aim of this study is, to Understanding the levers that can be used to balance the number of informal public transport operators on particular routes with respect to ridership demand and optimized the individual earning and transport network functioning. NetLogo-6.0.2 agent-based modeling is used for exploration of set of rule and presented with an analysis of the combination of probability-to-move for switching the routes and route charges for optimizing earning.

Perceived Service Quality and Commuter Segmentation of Informal Public Transport Service in Bangkok, Thailand

Perceived Service Quality and Commuter Segmentation of Informal Public Transport Service in Bangkok, Thailand

Comparative Study of Formal Public Transport Network and Informal Public Transport Network of Nagpur, India

In the developing countries along with formal public transport network (FPTN), informal public transport network (IPTN) also plays an integral role by achieving high public transport ridership. IPTN caters effectively to the user’s expectations and appears to be highly integrated with urban fabric. IPTN either complements or compete with the existing FPTN, even though due credit is not given to IPTN and considered as unlawful entities. Efficiency and robustness of transport network is based on topological structure of network. To summarize which network is more efficient and robust, the study tests the network parameters of formal Public Transport Network and Informal Public Transport Network of Nagpur (India). A topological measure of network structure has tested based on elementary concepts of graph theory. We explore the network structure and their properties. The practical significance of the network parameters was then analysed. In the IPTN the degree of small-worldliness is smaller, as compared to FPTN, indicative of IPTN being more robust as compared to FPTN. This study provides an approach to understand the efficiency of an Informal public transport network in combination with Formal public transport network. The article identifies the importance of Informal public transport network to improve the Complementarity with the formal public transport network. Integrating formal and informal transportation network into a hybrid network has the potential to induce the desired relationships amongst FPTN and IPTN, i.e. competing or complimenting nature to improve the overall efficiency of FPTN.

Determination and analysis of informal public transport stops

In India the role of Informal Public Transport is significant as they poised to fill the gap between the demand and supply of public transportation. Increment in urban population, income per capita alongside inadequate existing public transportation infrastructure have stimulated their usage as convenient and affordable alternative. This study focuses on the study of para transit scheme operated in New Delhi by Government of NCT of Delhi in the name of Gramin Sewa Scheme introduced in 2010 to address the connectivity of rural areas, resettlement and unauthorized colonies to main roads.The research aims to understand the operation of demand driven Gramin Sewa Vehicles on different routes in New Delhi to identify the pattern of stop locations. The methodology is developed to determine the distance within which such vehicles address commuters at each stop locations. This study covers five sample Gramin Sewa routes with 48 stop locations to study Paratransit operations and accessibility to Gramin Sewa stops.The PTA tool kit based audits and user surveys done on sample stop locations to evaluate score based accessibility and safety characteristics. The paper concludes with the result that commuters prefer safety and security over comfort and convenience.

MOTIVASI PEKERJA OJEK KONVENSIONAL DALAM PERSAINGAN BISNIS TRANSPORTASI ONLINE (STUDI PADA JASA OJEK PANGKALAN DI KECAMATAN NGALIYAN KOTA SEMARANG)

<p><em>Ojek is an informal public transport in Indonesia in the form of a motorcycle. Recently appeared a new breakthrough in terms of public transportation, which is an online motorcycle taxi that can be ordered through a smartphone. The conventional motorcycle taxi drivers who move to ojek online make conventional motorcycle taxi drivers complain. The formulation of this research problem is how conventional motorcycle taxi driver motivation in facing the business competition of transportation.This research was conducted at motorbike bases in Ngaliyan sub-district. Period of research implementation starting from October 2017. The focus will be investigated by researchers is the conventional motorcycle taxi drivers in the district Ngaliyan. Interviews were conducted on five conventional motorcycle taxi drivers.The results showed that the compensation factor, commitment, and work environment influence the motivation of conventional motorcycle taxi in maintaining their job and can face the competition of transportation business. The more acceptable compensation, high organizational commitment, and a good working the more motivated the worker will be to keep his job.</em></p>

Understanding mobility characteristics and needs of older persons in urban Pakistan with respect to use of public transport and self-driving

Since 1990, Pakistan's demographic transition has been increasing life spans with a steady rise in the number of older persons. Pakistan faces many challenges in caring for its older population. The proportion of the population aged 60 years and above is estimated to increase from 5.8% in 2000 to 12.4% in 2050. A study was conducted to understand the existing mobility characteristics of the elderly, their perceived needs and constraining factors. Data was collected using convenient sampling from 450 people aged 60 years or older in nine towns within Lahore City. Older people were approached around urban facilities (shops, banks, terminals) and asked to respond to survey questions. Within-residence interviews were also conducted, mainly for those women who declined interviews in public places. Descriptive and comparative analyses were performed, including Pearson's chi squared test for independence. The results are discussed in terms of mode choice, public transport preferences, self-driving issues and the relative benefits of formal and informal public transport options. The study found lower levels of weekly trip-making compared to those reported for older people in China, South Korea and USA. Vehicle ownership (mainly cars and motorcycles) and socio-demographic factors were found to significantly affect trip making. There were large gender differences in trip making and vehicle ownership, suggesting further research and policy action targeting the mobility needs of elderly women. Older persons were concerned about safety issues concerning public transport and self-driving, and also the behavior of transport crews, and this has informed several of the concluding policy recommendations.

Modeling Frequency of Using Informal Public Transport and Public Bus: A Case Study in Phnom Penh, Cambodia

Modeling Frequency of Using Informal Public Transport and Public Bus: A Case Study in Phnom Penh, Cambodia

Informal public transport driver behaviour and regulatory policy linkage: An expose

Background: Literature on the negative socio-economic and environmental externalities generated by informal public transport (IPT) in developing countries is vast, vibrant and growing fast. These externalities include but are not limited to noise, air and land pollution, accidents and, more importantly, a source of congestion (human and vehicular) because of poor driver behaviour. In this article, the research does not seek to reinstate these, but rather, it argues that poor driver behaviour is a dependent variable to some regulatory policy stimuli. Yet, an extensive literature survey has shown that the driver behaviour and urban transport regulation linkage remain little explored.Objective: The purpose of this article was to unpack the relationship between informal public transport driver behaviour and the prevailing regulatory framework.Method: Based on a case study of Harare, Zimbabwe, the researcher adopted a mixed-methods paradigm and interrogated the prevailing urban public transport regulatory regimes and applied professional judgement, oral interviews backed by some quantitative data and relate these to obtaining IPT driver behavioural characteristics.Results: Poor driver behaviour exhibited by IPT were generated, exacerbated and or eased by the prevailing regulatory policy. This is well depicted through an IPT driver behaviour and regulation loop reinforcing diagram.Conclusion: Following this argument, the article cautions policy makers and urban managers alike that direct approaches and interventions when trying to regulate IPT poor driver behaviour and its secondary negative effects will be futile as long as the regulatory policy remains the same. Failure to recognise and connect the dots between IPT driver behaviour and policy partly explains why globally, the IPT sector has proved difficult in prohibiting, restructuring or even formalising it.

Methodological issues in modelling signalised intersection capacity under informal public transport operations: Case study, Harare, Zimbabwe

Abstract This paper provides empirical evidence on the methodological and practical issues when modelling signalised intersections under of informal public transport driver behavioural characteristics. Whilst the minibuses’ (known as kombis in Zimbabwe) physical and dynamical properties is the same with private cars and therefore can be classified as homogenous, their driver behavioural characteristics make it a unique transportation mode with different operational performances as compared to normal private cars. Aggressive driver behaviour and lateral discipline of driving typify such behaviour. Yet there is scarce literature on how this behaviour violates the homogeneity assumption and the signalised intersection capacity estimation methodological issues there from.