Enrique Peñalosa, former mayor of Bogotá, was responsible for introducing a number of in terms of transportation and public space innovations. In this short video he talks here about buses versus cars (really people v. cars) and the experience of Bogotá in giving clear preference to buses with their now world-famous Transmilenio (BRT) mass transit system. As mayor he also introduced a number of innovations including land-use, parks and public space projects as well as Bogotá’s Bike Paths Network. If you listen to his talk you will see the very large number of issues and themes which relates to the situation in Penang today. Let’s see what we can learn from Bogotá.
As wise and balanced a summary as you will find of the fine art of dialogue and engagement when it comes to the hard job of developing and integrating new transport arrangements into a space as varied and in many ways contradictory and conflicted as a 21st century city, in any part of the world. Bravo! With kind thanks to Christopher Zegras of MIT’s Department of Urban Studies and Planning, one of the conveners of this event, for sharing this with our readers. (You may also wish to check out the short note of conclusion of the editor.)
From Tom Rickert, Executive Director, Access Exchange International. USA
The ability of Bus Rapid Transit systems to serve persons with disabilities in less wealthy countries seemed obvious at first glance. The earliest graphics of BRT trunk lines in Curitiba, Brazil, depicted wheelchair users crossing boarding bridges into articulated buses. Problem solved! Thus, years later, many may be surprised to find cities where wheelchair users are unable to access one or another BRT system. Continue reading
The following sensible commentary from our friends over at The transport Politic helps put this “competition” into perspective. Silly being an entirely apt word in this context.
Guangzhou is one of the fastest growing cities in the world. The economic hub of China’s southern coast, it has undergone three decades of rapid modernization, and until recently the city’s streets were on a trajectory to get completely overrun by traffic congestion and pollution. But Guangzhou has started to change course. Last year the city made major strides to cut carbon emissions and reclaim space for people, opening new bus rapid transit and public bike sharing systems. Continue reading
This article addresses from an Indo-Swedish perspective issues of the development of transport systems, taking its examples from Delhi and Stockholm. The introduction of the first BRT or bus rapid transport corridor in Delhi and the institution of a congestion tax in Stockholm are presented and discussed in terms of modernisation and sustainable transport. The authors explore the perceptions of politicians and examine the two projects in the search for the driving forces for transport policies. Despite all the differences, some similarities in the development of their urban transport projects have been found.
New World Bank Report. Challenges to Inclusive Bus Rapid Transit
The World Bank recently published a report, “Technical and Operational Challenges to Inclusive Bus Rapid Transit,” compiled by Tom Rickert, a consultant with extensive experience on accessible transportation. While the technical report is intended primarily for an audience of BRT system and service planners, its release marks a recognition of the practical challenges in making public transport in the developing world fully accessible.
South African travel writer Sihle Khumalo knows African public transport intimately, but is more accustomed to his own private wheels in his home town of Jozi. He took time out recently to explore his own backyard by public transport, from Soweto to Sandton…
Having travelled by public transport in more than 10 other African countries, it was only natural that I explore my own backyard using taxis and the newly launched Bus Rapid Transport (BRT) System – better known as ReaVaya. Amongst other things I wanted to see how our public transport system compares with the rest of Mama Africa.
My plan was pretty straightforward: take ReaVaya from Soweto to the centre of Johannesburg and then a taxi to Sandton. On a Friday afternoon, a day before my trip, I decided to walk from my office – which is in downtown Johannesburg – to buy myself a ReaVaya ticket.
In Gandhi Square, at the Metrobus ticket kiosk, I was told by a gum-chewing lady that she only sold tickets for Metrobus and not ReaVaya.
‘Isn’t Metrobus and ReaVaya both own and managed by the Johannesburg Metro?’ I asked, while trying to hide my shock
‘My brother I said I only sell Metrobus tickets.’ Before I could interject, she continued: ‘If you want a ReaVaya ticket go to Commissioner Street.’
A bit peeved, I decided that I was going to buy the bus ticket in Soweto the following day.
On a sunny Saturday morning, armed with all the info I had gathered from the informative BRT website, my wife drove me to Soweto. On entering Soweto, I noticed that young trees had been planted (better late than never) along Chris Hani (former Old Potchefstroom) Road. Since it was already after 10am, we were caught in a non-ending funeral procession of cars heading for the cemetery. Sowetans just can’t wait to bury the dead, I concluded. After passing Maponya Mall, we turned right into Klipspruitvalley Road and voila, there it was, Emfuleni bus station.
I could not miss the red structure in an island separating the lanes that were running in the opposite direction. After jumping out of the car and waving goodbye to my family, I noticed that – although there was a pedestrian crossing – cars (especially taxis) were not slowing down to give me a right of way. It took a while, and only another funeral procession had past that it was it safe to cross – into the modern bus station.
A friendly young man wearing a ‘volunteer’ reflector vest showed me where to buy the ticket, which set me back five hundred cents. He also explained where, once my ticket had been checked, I must stand while waiting for the bus.
Within 10 minutes the bus arrived and, for a Saturday morning, I was surprised at the number of the people going to town. There were only a handful of empty seats. I sat next to Nana – a beautiful, fat black woman. She did not even wait for me to get comfortable in my seat. By the time we got to the next stop, approximately 5km down the road – right opposite Orlando Stadium – we were talking like long-lost friends who had just met: hitting high fives and laughing out loud.
The bus was clean and tidy and the seats were comfortable. Nana, in a tight black dress, explained that the red chairs were called priority chairs and reserved for pregnant women, disabled people and people carrying babies. I was still nodding, showing how impressed I was by the BRT, when our conversation was interrupted by the ticket inspector.
Once the formalities were over, Nana continued.
‘Taxi drivers are unhappy with BRT because most people are not using taxis anymore. The reason for that is besides cost – taxis charge R7.50 from Thokoza Park to town whereas BRT cost only R5.00 – the buses take half the time taken by taxis. On weekdays, I used to leave my place at 6am and now with BRT I leave my house an hour later and still make it to work on time. Ja this BRT has really hit the taxi owners hard. Maybe they should introduce a special fare or discounts on certain days.’
Before I could say anything, she beat me to it…‘Nowadays taxi drivers even allow passengers to eat in the taxis, something that they never ever allowed before the introduction of this BRT.’
Within half an hour, we were in town. I was already so impressed that I could not help but think that if I lived in Soweto I would definitely use my car to drive to the office in Main Street anymore. This is exactly what South Africans have been waiting for – a safe, convenient and reasonably priced public transport system – I concluded as I jumped off at the corner of Rissik and Market roads.
The city centre has seen a revamp in the past couple of years, hence trendy eateries such as Ninos, Cappellos and Darkie Café have opened and seem to be doing well, with middle-class people – mostly black diamonds – enjoying their meals there. Instead of going to a restaurant, though, I opted to pop into the Carlton Centre.
After paying R8, I, together with some German tourists, took a lift to the 50th floor. This was the first time I was going to have an aerial view of Johannesburg from the Roof of Africa, as the 50th floor is known. It suddenly struck me that everyone visiting Jozi for the first time should take a turn here in order to get the proper orientation and perspective of South Africa’s biggest city. After absorbing an incredible view of the landmarks, it was time to head for Noord taxi rank, which made the headlines a while back when taxi drivers assaulted a woman for wearing a miniskirt.
I walked through Smal Street through to King George Road. As to be expected of most city centres in South Africa, there were loads of black people walking up and down and not even one white person in sight. Some people were having their hair plaited right on the busy pavements. Just when I thought I had seen it all, there was a shop – just before the taxi rank – which was selling uqanduqandu (an African version of Viagra, which apparently works wonders by keeping the middle leg, in a heavily dilated manner, pointing towards the magnetic North until sunrise). Maybe in 20 years time, when I am in my mid-50s, I might need it, I thought to myself.
I spent more than 30 minutes walking around in Noord taxi rank looking for Sandton-bound taxis. As a typical male, I do not ask for directions at the first sign of not finding what I am looking for. I walked around in circles looking at people boarding taxis heading not only to other South African cities and towns but also to neighbouring countries, such as Lesotho and Zimbabwe.
Eventually I decided to swallow my pride, but the first five people I asked had no clue where taxis heading for Sandton were parked. It was eventually a middle-aged man wearing a Jacob Zuma 100 % Zulu boy T-shirt who took me out of my misery. The taxis I was looking for were in Central Taxi Rank, which happened to be three blocks away.
Thus after crossing three sets of traffic lights I came across the MTN-branded Park Central, from where taxis travel to different suburbs. Quite honestly I had never heard about this taxi rank before.
In no time, thanks to the Sandton signboard, I saw which taxi I had to take. Against my good judgement I selected a back seat, which meant I had to squeeze myself between two young thin girls who spoke with a fake American accent. Although all three persons, excluding myself, were thin, it was a very tight squeeze.
As if this were not enough, when the taxi left the rank, it became apparent that we were about to encounter a new problem: the cost from the City Centre to Sandton is R9, but all of us were carrying only R20 notes. And as the driver was speeding along Twist Street, he was also trying to calculate the change due to the passengers. He was such a multi-skilled guy that, while doing all of this and changing lanes, he still had the time for a chat on his cellphone.
By the time the taxi, 25 minutes later, dropped me at the corner of Maude and West streets in Sandton, I had reached two conclusions…
Firstly, that as much as South Africa’s public transport system is better than that of other African countries, we still have a long road to cover before we can claim to have a world-class system.
And secondly, it is a no-brainer why Sowetans have deserted the taxis. Give me BRT anytime. Although with taxis you stand a good chance of being squeezed between two beautiful sexy things wearing miniskrits. That explained why, I thought further, there was a shop just outside Noord taxi rank that was selling uqanduqandu.
Thanks to the author and Mobility Magazine Africa for their permission to simultaneously publish this excellent article.
About the author:
Sihle Khumalo is the author of two books – Dark Continent My Black Arse, and Heart of Africa – which tell of his travels by public transport throughout Africa.
For more information on the Rea Vaya BRT, visit www.reavaya.org.za
And for more from World Streets on Rea Vaya:
* “Take a ride where the drivers aren’t rude to you” – http://newmobilityagenda.blogspot.com/2009/09/take-ride-where-drivers-arent-rude-to.html
* “Transport Realities in South Africa: Slow, but maybe a start” – http://newmobilityagenda.blogspot.com/2009/04/transport-realities-in-south-africa.html
Our entire and often disputatious new mobility family members agree on some things, less on others. But one important, even central point that we keep coming back to is the growing importance of sharing in transportation – as opposed to necessarily having to own everything you move around in. But it is one thing to do it, and quite another to know what you are doing. Which is what the Lyon meeting is all about.
On November 30th a consortium of French university and transport groups and agencies are organizing a one day meeting in Lyon under the title “Modes partagés et mobilité durable” which is bringing together experts from Canada, Switzerland, the US and France reporting on carsharing, bikesharing and ridesharing.
* For full conference details (in French) click to http://entpe.fr/fr/content/download/3839/23547/file/LPA_RENCONTRES.pdf
Here is our loose translation of the opening statement:
The concerns of sustainable development continue to grow. And there is not a day that the transport sector is not singled out as a critical contributor to the mounting problems of pollution, consumption of nonrenewable resources, public health or safety.
At the same time different approaches are emerging to contribute to the achievement of more sustainable transport, including the development of alternatives to the more typical transportation arrangements long favored by planners and policy makers in the past. Shared modes such as carsharing (car clubs), ridesharing (car and van pools) and self-service shared bicycles (PBS or public bicycle systems) are among these emerging alternatives, and are opening up new ways to travel, new ownership arrangements, and new modal choices.
Although shared transport modes are increasingly present on the street and in political discourse aimed at promoting more sustainable transport behavior, there are as yet few tools to allow us to properly assess their contribution. Almost everywhere, carsharing schemes, shared bicycles or preferential measures to favor ridesharing are being implanted, but more often than not without having well structured understanding of their market potential, the condition necessary to favor their success, or an objective assessment of their role in the global transportation system of an agglomeration.
The November 30 meeting in Lyon will be looking at these issues with presentations by scientific experts, operators and politicians. Full information is available on the meeting here (in French).
# # #
World Streets, the New Mobility Agenda and many of our partners and colleagues worldwide are highly interested in the concept and the reality of sharing, and you will continue to see extensive coverage of projects, programs, and events which can help us better understand this important sustainable transport tool. Stay tuned.
‘Have you heard of this BRT in Joburg? Are we going to get this thing in Cape Town?’ Xoliswa Mtshali is dusting my office bookshelves, moving copies of MOBILITY magazine around and looking at the photographs of TransMillenio in the latest issue. She’s spent the last week or so – like most other people in South Africa – watching news footage of the country’s first-ever BRT, Rea Vaya, which launched on 1 September. And friends of hers who live in Soweto have told her that the bus service is like nothing they’ve ever encountered before.
‘It’s cheap – not expensive like taxis. The music is not loud, they say. You can know when the bus will arrive… The bus doesn’t have to wait to be full before it goes…’
But the best, according to Xoliswa: ‘The drivers, they are not rude to you!’
As we’re talking, another ‘BRT update from Rea Vaya’ lands in my in-box. Today, talk is around emissions standards, and how the bus service will continue despite security threats. And the ruling-party ANC has criticized Soweto Taxi Services for allegedly intimidating taxi owners who support the Bus Rapid Transit system. Last week two passengers were injured by taxi gunmen, and a high-profile taxi leader was murdered.
“In order to deal with the increasing transport problems faced in Joburg today, the City is pleased to introduce the Rea Vaya Bus Rapid Transit System.
“The Rea Vaya Bus Rapid Transit System (BRT) is designed to provide a high quality and affordable transport system, which is fast and safe.”
And that’s exactly what it’s doing – but the impact of this is difficult to translate to anyone who’s used to quality public transport. Transport writers, engineers and officials are flying from all over the country to take a ride on the longest-awaited bus in South Africa’s history – returning with DVD upon DVD of photographs of every tiny detail, including the pedestrian paving and signage. There’s a festive, and slightly disbelieving air to it all, astonishing to anyone for whom timetables are old hat.
Adventurous travellers to the African continent boast of taking the ‘local transport’, but to everyday commuters with a deadline, this is nothing worth writing home about: waiting three-quarters of an hour for a minibus-taxi to fill up, never knowing when a minibus will arrive, dodging gun-toting drivers who’ve been known to kill in order to maintain their routes…
Rea Vaya’s website – which offers a fraction of the information something like Transport for London’s does – is a 21st century dream for South Africans with access to the net: route planners, timetables, maps, updates, photographs of work in progress.
Phase 1A is a 25km route from Soweto into central Joburg, with 20 stations en route. The full phase 1 will include seven routes of 122 km, 150 stations, and trunk, complementary and feeder services.
Sadly, when Cape Town does finally does get its first phase of the BRT (which as yet does not have a name), the route will go nowhere near the township where Xoliswa lives. The first route will travel between Cape Town airport and the central city. There is talk that perhaps in 20 years or so, in phase who-knows-what, Cape Town’s south peninsula might find itself on the BRT route – taxi-industry-negotiations permitting.
But to Xoliswa and other hopefuls: ‘The passengers will want it. We are the ones who must decide.’
For more information, visit www.reavaya.org.za
# # #
By Gail Jennings, Mobility Magazine, Cape Town, South Africa.
Gail writes about issues such as social and environmental justice, energy and climate change, community-based projects, non-motorised transport, and edit Mobility Magazine (a quarterly transport publication for the southern African public sector).
EMBARQ’s CityFix reports from India: “The new Janmarg BRT system, in the process of being completed in Ahmedabad, Gujarat, meets most of the highest standards applied internationally. It is already a “best practice” of BRT in South Asia, in sharp contrast to the bus corridors in operation in Delhi and Pune, which are off to a good start but still have much room for improvement.” Continue reading
Curitiba, Brazil first adopted its Master Plan in 1968. Since then, it has become a city well known for inventive urban planning and affordable (to the user and the city) public transportation.
Curitiba’s Bus Rapid Transit system is the source of inspiration for many other cities including the TransMilenio in Bogotá, Colombia; Metrovia in Guayaquil, Ecuador; as well as the Orange Line of Los Angeles.