《ITDP：2024公共交通的未來研究報告：資金充裕、公平可及、韌性強勁（英文版）（41頁）.pdf》由會員分享，可在線閱讀，更多相關《ITDP：2024公共交通的未來研究報告：資金充裕、公平可及、韌性強勁（英文版）（41頁）.pdf（41頁珍藏版）》請在三個皮匠報告上搜索。

1、mobilize.itdp.orgThe Future of Public Transport:Well-F Funded,Equitable and ResilientFindings from the Mobilize Learning LabWe extend our sincere gratitude to the departments from the City of Bogot for hosting the Mobilize Learning Lab and providing space for collaboration and knowledge exchange in

2、envisioning the future of public transport.We in particular thank:Secretara Distrital de Movilidad de Bogot,Alcalda Mayor de Bogot,City of Bogot,Transmilenio,Cable Mvil,La Rolita,Department of Tourism,Ministry of Foreign Affairs of Colombia.AcknowledgementsWe are grateful to the Volvo Research and E

3、ducational Foundations(VREF)for the opportunity to convene the Mobilize Learning Lab and bring transport researchers and practitioners to envision the future of public transport.Their support facilitated invaluable discussions and insights that underscore the urgency of transforming transportation p

4、aradigms for equity,resilience,and sustainability.We thank the entire group of researchers and VREF staff for the collaboration and leading discussions,in particular:Chinebuli Ozondu,Federal University of Technology-OwerriElliot Sclar,Columbia UniversityGift Dumedah,Kwame Nkrumah University of Scien

5、ce and TechnologyGina Porter,Durham UniversityGladys Nyachieo,Multimedia University of Kenya Paschalin Basil,University of Nairobi Ricardo Giesen,Pontificia UniversidadCatlica de Chile Sylvester Hayker,Kenyatta University Winnie Mitullah,University of NairobiHenrik Nolmark,VREFKarin Henriksson,VREFV

6、anessa Duarte,VREFCarlos Felipe Pardo,Independent Consultant,Transport ExpertDario Hidalgo,PhD,Universidad Javeriana,Bogot,Colombia,We thank Despacio for support and sharingknowledge.We also acknowledge these experts for their guidance,and sharing expertise:Finally we thank ITDP Staff who participat

7、ed and assisted in the sessions and discussions.Published in June 20249 East 19th Street,7th Floor New York,NY 10003 Phone:+1 212 629 8001 Email:mobilityitdp.org2Table of ContentsIntroduction:Diving Into the Future of Public Transport3.Support Improving and IntegratingInformal and Paratransit4.Build

8、 and Leverage Relationshipsto Help Fund and Finance.5.Pursue Novel Strategies forFunding and FinancingII.Equitable TransportBackgroundNext StepsI.Funding and Financing PublicTransport1.Treat Public Transport as a PublicGood and Provide Access forEveryone Through Subsidies2.Rethink Public Transport i

9、n WaysThat Open Up ResourcesKey Takeaways on the Future of Public Transport1.The Future of Public Transport Isa Well-Funded and Well-FinancedPublic Service2.The Future of Public TransportProvides Good Service for All3.The Future of Public Transport IsBuilt on Community Participation4.The Future of P

10、ublic TransportIs Critically Informed by Data5.The Future of Public TransportIntegrates Land-Use Planninga.Focusing on smaller-scale projectsinstead of large infrastructureb.Changing how the public seespublic transport to build support1345678910121314151617181920212223232425a.Land value captureb.Tra

11、nsport asset managementc.Tolls,parking fees,and congestion pricingCase Study:Bogots Model for Contracting and Financing BRTCase Study:ITDP India Uses Walking Tours to Galvanize Local Officials Toward Non-Motorized Transport(NMT)Improvements2.Pursuing Equity in All Aspects of Public Transporta.Servic

12、e and infrastructure designb.Fare policies and subsidiesc.Land-use planning1.The Key Role of Government inEquitable Public Transport3Opportunities:What Can We Look Forward To?Concluding RemarksChallenges:What Hurdles Do We Face?262729303132343536363737 38393940403.Developing an Equitable,Inclusive W

13、orkforce4.Using Equitable,Inclusive Data Collection and Public Participation Case Study:Studying Mobility Patterns and Needs for the Elderly in Nigeria and Uganda.III.Resilient Transport1.Decarbonization and Overall Resilience Go Hand-in-HandCase Study:How Bogot Deployed Temporary Cycle Lanes During

14、 the Pandemic2.Balancing Short-and Long-Term Planning3.Leveraging Data Toward Resiliencea.Strategies for data collectionb.Data to collect for building resilience c.Using data strategically4.Resilient Transport Means Resilient Communities and Resilient Citiesa.Shifting away from entrenchedcar-oriente

15、d developmentb.Adapting best practices acrossdifferent contextsc.Scarce resources,crises,andcompeting prioritiesa.The many benefits of reframingpublic transit as a public goodb.New possibilities for researchmethods and approachesc.Boosting economic activity andwell-beingd.Coordinating efforts across

16、departments and governmentse.Looking beyond largeinfrastructure projectsIV.Challenges,Opportunities,andConclusion4Recent years have emphasized the inadequacy of many cities transportation paradigms.The status quo of car-oriented development has been worsening inequality,access,and environmental cond

17、itions,as well as increasing road crashes,fatalities,and injuries.This has been exacerbated by the COVID-19 pandemic and the climate emergency.Such crises,however,have made the importance of public transport clearer than ever.From ensuring equity and shared economic prosperity to building resilience

18、 and lowering carbon emissions,good public transport can radically transform our cities and our future for the better.In response to these crises,we needed to consider and articulate what the future of public transport should look like and how we can shape it.Over the past year,we have been doing ju

19、st that.Institute for Transportation and Development Policy(ITDP)and the Volvo Research and Educational Foundations(VREF)convened a Mobilize Learning Lab that gathered transport researchers and practitioners from around the world to discuss the future of public transport,around themes of equity,resi

20、lience,and financial sustainability.Based on this yearlong discussion,we gained five key takeaways:Introduction:Diving Into the Future of Public Transport1 Bogots Transmilenio and a network of cycling infrastructure complement travel options.Source:ITDP.Public transport is a public service,therefore

21、,it needs public investment and public oversight.All public transport needs to be well funded and financed and well managed,with informal public transport being considered as part of this public service.For public transport to be a public service,it needs to reach all(coverage)and be affordable.Publ

22、ic transit must provide good service for all.This is the bedrock for a resilient and equitable public transport system,and it also requires adequate investment.Good service for all begins with frequency,but also means having a diversity of options within the public transport system supported by the

23、first and last mile connectivity options,such as walking and cycling.2 53Public transport is part of a larger mobility ecosystem together with street activity and land use,and has an integral role in providing access for people.Pictured:Guadalajara,Mexico.Source:ITDP.Public transport should be built

24、 on public participation and community-building.These are essential to create resilient,sustainable,and equitable public transport.Public transport is not just a technical enterprise,but also a political and social one.Public transport must be improved and informed by disaggregated data.At the same

25、time,data is a powerful and political tool that researchers must use carefully.Public transport planning goes hand-in-hand with land-use planning.The accessibility,equity,and resilience of public transport is dependent on land-use factors such as density.456Participants of the Mobilize Learning Lab

26、experienced multimodal transport in Bogot and had a chance to interact with transport officials,pictured:Deyanira vila,former Secretary of Mobility,and Carolina Martinez,CEO of La Rolita.Source:ITDP.BackgroundOver the course of five virtual events and one in-person conference in the lighthouse city

27、of Bogot,Colombia,transport experts shared knowledge and ideas on the future of public transport.The virtual events followed three major themes:These three themes were then the structure for the event held in Bogot.The city was chosen to host the conference as the winner of ITDPs 2022 Sustainable Tr

28、ansport Award and because its programs and progress exemplified the possibilities of the future of transport broadly,as it is a leader in public transport.The city has implemented an extensive and growing bike lane network;interventions improving road safety and multimodal transport for children;pro

29、grams improving gender parity and safety on its public transit system,and much more.The citys history of public transport reform,culminating with 1 Funding and Financing Public Transport,2 Equitable Public Transport,and3 Resilient Public Transport.the latest innovation in contracting for e-buses,is

30、rich with lessons,as well as helping to point people to the future.Bogots long history of public transport reform has shown that progress is not linear,static,or guaranteed it takes continued expansion,care,and innovation.Quality can decline if the system is not tended well,as it did between 2012 an

31、d 2019.“Another flaw in the human character is that everybody wants to build and nobody wants to do maintenance.”Kurt Vonnegut,Hocus PocusThe conference invited researchers to experience Bogots transport initiatives in-person.Additionally,both the in-person conference and virtual sessions included p

32、resentations from experts around the world and deep-dive discussions,in which peers learned from one anothers local experiences and expertise.Later,participants convened for a virtual roundtable discussion focused on walking and a final webinar sharing conclusions and best practices from the field.7

33、The events and discussions across the three themes pointed to five additional insights on what planners and researchers need to realize the future of public transport.Below,we discuss these insights in more detail.One of the foundational ideas at the heart of the future of public transport is that p

34、ublic transport is an essential public service and therefore must be supported by the government through oversight and investment.Currently,financing is mostly focused on big infrastructure projects.This misses the bulk of public transport that people typically use buses and informal public transpor

35、t as well as the walking and cycling environment to reach those big infrastructure projects.In many cities,public transport operations are only funded through fare revenue,resulting in unaffordable fares for some,big gaps in times or places that services run,and low-quality service.Thus,public fundi

36、ng and more financing for public transport are essential to ensure good coverage and affordability for the user.Currently,many local governments have abdicated their responsibility to provide public transport as a public service.This is most clearly seen in the proliferation of informal public trans

37、port that has risen up in the absence of public investment and oversight,but it is also seen in more formal public transport too,as a lack of good service(see next point).Prioritizing public transport as a truly public service means having government oversight.This allows cities to plan,design,imple

38、ment,and fund public transport with the entire public in mind(e.g.,by subsidizing ridership for those who cant pay the fare and funding operations so that the transportation meets the needs of all users at all times of the day).Key Takeaways on the Future of Public Transport1.The Future of Public Tr

39、ansport Is aWell-Funded,Well-Financed,andWell-Managed Public Service.In the future,public transport will more fully realize its public benefits that include equity(e.g.,increasing access to the city for people with disabilities or caregivers)and resilience(e.g.,a diversity of options)with increased

40、public support,both in terms of oversight and funding and by more financing available for all forms of public transport that supports investment and expansion.Future public transport must provide good service for all the residents of a city.Key aspects of good service are that it is frequent,reliabl

41、e,accessible,affordable,and safe.This means inclusive infrastructure and service design that accommodates a diversity of riders,which in turn requires integration with a diversity of modes,including walking,cycling,and other forms of public transport.This also means that services must be planned to

42、meet a diversity of trip purposes,including caregiving trips as well as commuting.Achieving this means establishing robust funding and management of all parts of public transport.This is essential to creating both equitable and resilient public transport,because more diverse modes allow for continue

43、d mobility in times of crisis and change.2.The Future of Public TransportProvides Good Service for All.8Public input on transport planning is essential for several reasons.First,it ensures that projects consider the needs,desires,and concerns of residents including and especially marginalized popula

44、tions such as caregivers,older people,ethnic minorities,low-income people,informal communities,people with disabilities,women,and children.Second,it builds trust and public support for transport interventions when people know that planners genuinely care about their opinions and incorporate them int

45、o plans.This will help shore up engagement with and support for public transport that can transcend political timelines.Third,it builds social capital that can be leveraged for other purposes,such as community organizing and recovering from crises(i.e.,increased resilience).Public participation can

46、take many forms,and it can change depending on a places needs and capacity.It can include surveys,interviews,3.The Future of Public Transport Is Builton Community Participation.citizen councils,referendums,and public meetings that help residents voice their thoughts on new interventions.It can also

47、include a responsive social media account that gives updates on projects and answers questions.Research can also be more participatory by inviting the community to share their own knowledge.In such cases,participants should be afforded respect as experts of their own communities and given compensati

48、on for their time and labor.This again builds trust,support,and community ownership in a project.In a more hands-off approach,cities can provide funds to communities so they can take interventions into their own hands(e.g.,tactical urbanism).This gives residents even more ownership over their projec

49、ts and the trust to execute them in ways that are best for the community.It also helps build that social capital and organizing capacity for other,non transport projects.In Jakarta,disability groups were consulted about the wayfinding solutions in the Jakarta transport system for more inclusive acce

50、ss to transit stops and vehicles.Source:ITDP Indonesia.9More and improved data is essential to the future of public transport.Accurate data helps to make informed decisions.Moreover,data collection can often reveal or highlight problems and mobilize political will toward improvement.This data has ma

51、ny uses,including but not limited to:So how do we get data?One route is through digitalization,such as converting fare payment systems from cash to card or mobile app,or by using automated vehicle location(AVL)tracking to update transit schedules in real time.Digitalization,in many cases,also helps

52、systems become more convenient and efficient for passengers,operators,and regulators.It can also help to improve services for informal public transportation and start the transition to formalization.While such technology makes data more accessible than ever,several challenges remain:4.The Future of

53、Public Transport Is Critically Informed by Data.Informing decisions and/or showing success or further needs to decision-makers and finance or funding institutions;Helping planners target interventions equitably,able to respond to the needs of marginalized groups;andProjecting impacts,future needs,an

54、d future challenges,as well as modeling changing conditions,to improve resilience.123 Data collection is political and must be treated as such(not as entirely objective).Data collection is ultimately about what we value we value what we measure,and we measure what we value.This can lead researchers

55、to miss vital data,obscure results,or skew conclusions.Agreeing on foundational values is a crucial first step to deciding what data to collect and how to analyze it.Data collection often necessitates leaving something out because good,comprehensive data collection is expensive.It is a reality that

56、budgets are limited and it is very difficult to track absolutely everything.However,cities must direct more funds to improve data collection.Digitalization can help lower the costs of data collection,but then cities and operators will need to be ready to analyze and use that data,which may be a diff

57、erent skill set than typical in those institutions.Data must come from different fields and sources,and it must capture demographic information.Good and accurate data collection goes beyond collecting surveys and tracking tickets bought.It can include quantitative data(traffic patterns and populatio

58、n density)as well as qualitative data(trips,needs,and concerns as expressed by users and nonusers;user characteristics).Quantitative data can tell you what is happening but not why or sometimes for whom.That comes from qualitative data.Differences in access to technology between cities,and across di

59、fferent populations within a city,create a major challenge to inclusive data collection.For example,many data collection strategies rely on mobile phone data.Many groups,including low-income riders and schoolchildren or older people,do not have mobile phones or use the latest technology.Accounting f

60、or potential gaps is critical for data collection to inform the planning of equitable and sustainable transportation infrastructure.123410One of the key factors in financially sustainable,equitable,and resilient transport is density coupled with a mix of land uses.Dense,mixed land use leads to short

61、er trip distances and more accessible and affordable services,supporting all three aspects of public transport:funding,equity,and resilience.Greater densities support more mode options,as people are more willing to walk and cycle for shorter trips but there are also more people close to public trans

62、port to ride it for longer distances.By encouraging shorter trips,dense,mixed-use cities support walking and cycling interventions that are less expensive than buses,trains,and their infrastructure.Moreover,in more compact cities,public transport needs less length for tracks and busways and smaller

63、fleet sizes to provide the services,which also reduces cost.Finally,with more mixed uses,riders on public transport can also have shorter and more varied trips,which allows public transport to meet a higher demand,bringing in more fare revenue.Thus,density coupled with mixed land uses can ease the f

64、unding and financing challenges of the system.When it comes to equity,dense,mixed-use neighborhoods can improve local mobility for marginalized communities,especially for care trips.Low-income communities typically live far from downtowns and commercial districts and more commonly experience long,ex

65、pensive,crowded trips.For example,a short bike ride to work may be safer and easier for low-income residents than a bus ride with multiple transfers.A short walk or bike ride by children to school on safe,dedicated infrastructure can boost their school performance and free up time for caregivers to

66、meet other needs.5.The Future of Public TransportIntegrates Land-Use Planning.A dense network of streets in the Charkop neighborhood of Mumbai allows simple detours and easy access to services.This is thanks to the“sites and services”approach,where the street network was created before urban develop

67、ment.Source:ITDP India.And finally,when it comes to resilience,dense,mixed-use neighborhoods allow people to access essential goods and services in their communities(including social support systems)during times of crisis.By making connections easier and quicker,cities can more efficiently deploy ai

68、d and institute changes.Additionally,because density expands mode options,residents have more transport choices in case any modes fail during a crisis.11A dense network of streets in the Charkop neighborhood of Mumbai allows simple detours and easy access to services.This is thanks to the“sites and

69、services”approach,where the street network was created before urban development.Source:ITDP India.Next StepsThe Future of Public Transport series has provided insights for the transport community worldwide,not only on public transport but also on connected topics like walking,cycling,and dense land-

70、use planning.We hope it inspires cities to recognize public transport as a critical piece of social infrastructure and thus see the importance of their role in investing in it.The information shared here lays the groundwork for continued collaboration,research,policy,and interventions.As we face inc

71、reasingly dire and intertwined crises around the world,we must focus on improving public transport so that it serves and adapts to our uncertain future.Public transport is the backbone of cities,especially for marginalized communities.It helps more people access destinations,goods,services,and socia

72、l infrastructure that are essential to individual and collective thriving.This makes a city healthy not just in the bodies and minds of its residents but also in its economy,its political life,and its environment.To that end,we must continue to work together to ensure that the future of public trans

73、port is financially sustainable,equitable,safe,and resilient.The following sections dive more deeply into the ideas discussed across the three themes:funding and financing,equitable public transit,and resilient public transport.They detail best practices,conclusions,and concerns raised under each th

74、eme,as well as sharing case studies that show these themes in practice.Finally,we conclude with the major challenges and opportunities ahead.12TransMilenio is the integrated public transport system of Bogot that began operations in 2000 with its bus rapid transit system.Source:ITDP.Securing funding

75、and financing is critical to maintaining,improving,and growing any public transit system.Funding,from sources such as grants and fare revenue,usually covers operational expenses like fuel,tires,and drivers.Financing,for example through loans and bonds,includes ways of borrowing money to pay for capi

76、tal expenses such as building stations,bus ways,or rail lines.As ridership and fare revenue have fallen in recent years,the inadequacy of the existing funding and financing models have been revealed,forcing transport systems to reconsider their funding and financing strategies.At the same time,citie

77、s are grappling with new challenges and opportunities,such as leveraging funds equitably and looking to a wider variety of sources for funding.To fund good public transport that delivers shared benefits to all residents,cities and public transport systems can look to these best practices:Below,we ex

78、plore these ideas in more detail,with examples from Bogot and other cities.I.Funding andFinancing PublicTransportTreat public transport as a public service by providing service to all,no matter their ability to pay(i.e.,with subsidies).Rethink public transport so it is seen as an integrated system a

79、nd as inclusive of all of its co-benefits in ways that build support for it and open up resources.Improve and integrate paratransit and informal services.Cultivate partnerships to access new options for funding and financing,such as with other levels of government.Pursue novel funding and financing

80、strategies,such as asset management and congestion pricing.12345131.Treat Public Transport as a Public Service and Provide Access for Everyone Through Investment,Including Subsidies.Public transport in many cities is seen as a private good,where the private sector is solely responsible for supplying

81、 it.Where there is public investment,it is often insufficient,resulting in poor service and a poor reputation in many cities.This has made it difficult to summon the political will needed for funding.Many cities think of public transport as something people must pay for themselves or as something th

82、at must recover most if not all of its costs from the fare.Because of that,some cities may depend on the market and on companies to deliver transport at whatever level people can afford.For example,those with money can ride good public transit in their neighborhood or drive cars;those without must w

83、alk on dangerous roads or ride cramped,unsafe buses.Not only is the user-pays model inequitable,making quality public transport inaccessible to those of low-incomes or from otherwise marginalized communities;its also often financially unsustainable.With few exceptions,fares alone cannot generate eno

84、ugh revenue to completely fund public transport systems,especially when it comes to capital costs.To combat these issues and deliver good public transport for all,cities must start framing public transport as a public service or utility.It has benefits that apply not just to users but to the whole c

85、ity(such as boosting economic productivity,better road safety,and pollution reduction).Given the political nature of these benefits,public transport must have political oversight.Peshawars public transport system before implementing the ZuPeshawar BRT included different types of vehicles that were o

86、ften not safe or convenient for women or transgender people.Source:TransPeshawar.142.Rethink Public Transport in Ways That Open Up Resources.Some of the problems we face to fund and finance public transport come from the way people governments,researchers,planners,and the public imagine public trans

87、port.Participants in the earning lab identified two perspective shifts we can make that will not only improve PT but also help open the door for more resources,support,and funding.a.Focusing on smaller-scale projects instead of large infrastructureMany governments and transport systems have focused

88、on large,flashy infrastructure projects.However,these are most expensive,take a long to build,are inflexible,and are sometimes not even what residents want or need.Bogot,for instance,created the public TransMilenio system to manage formal private bus and cable operators and to replace the informal t

89、ransport that had so far dominated the citys transport.Because TransMilenio is public,it has allowed the City“year after year to follow the same path.”Political decisions came from the mayors office,ensuring that the system prioritized public interest.Framing public transport as a public service and

90、 as a right also strengthens the case for government investment.Additionally,this framework would help governments support public transport for those who cannot afford to pay,helping to solve the problem of equitable access:If public transport is treated as a right and a public service,then it must

91、be delivered to everyone.Bogot has made this a priority for its system by creating a Tariff Stabilization Fund(FET,or Fondo Estabilizacin de Tarifas).This fund is mainly supported through the Citys general revenue(with some contributions from the national government)to offset the gaps in the contrac

92、t remuneration.This helps to keep the transport fare low for the users,who pay about half of the cost per user for city buses.The earnings from the concessions are funneled to the fund to help recover the needed costs to operators.However,Bogots subsidy system still needs improvements to ensure that

93、 all residents can access bus services.Though the City has introduced subsidies that specifically target low-income riders,the impact of these systems has not met expectations,and the program has since been reduced.More cost-effective interventions are often smaller and more nimble(for example,impro

94、ving bus service through increased supply,improving BRT,integrating informal transit into bus systems,or making temporary bike lanes).These take less capital and less time(which allows residents to see results more quickly and build public support),and they can be changed more easily as travel patte

95、rns and needs change.Refocusing from larger projects to smaller ones can help cities achieve goals without spending as much time and money or resources.15b.Changing how the public see publictransport to build supportIn many cities,public transport has a bad reputation that impacts ridership,which tr

96、anslates to less public and political support.In many cities,people see private cars as more luxurious and public transport as dirty,slow,and inconvenient.These are often based on material realities the public transport system is slow and inconvenient.However,by improving both the system itself and

97、its public image through marketing and messaging,cities and systems can open up new avenues for funding.For example,participants emphasized how policymakers can clarify public transports intertwined benefits for the public(e.g.,how good public transport improves public health,residents access to ess

98、ential services,and laborers options for work).This helps to build political and public support for public transport as a public good and a right.This in turn fosters the political will needed to make public transport a priority in budgets.Additionally,such efforts can give cities more options in th

99、e grant and financing opportunities they pursue.For example,cities can make the case for public transport as a sustainable/climate intervention to access green bonds.This would also help make public transport an attractive asset class for investors(e.g.,in Mexico City).The City of Bhubaneswar in Pak

100、istan launched its MoBus transport service during the pandemic,and it worked hard to appeal to the public and elevate system ridership through advertising and the design of facilities and infrastructure.Source:ITDP India.16For many cities,informal transport is both integral to movement and problemat

101、ic.Informal systems often involve poor labor conditions for drivers and outdated,polluting vehicles,and may present higher road safety risks than formal transport.Many governments dont consider it a legitimate form of public transport.As a result,formal and informal public transit are often seen as

102、separate and competing systems.For example,in Cairo,riders who use informal and formal transport must pay fares for both,which in turn reduces access.At the same time,in many cities around the world,informal transport is a significant,if not the sole,form of public transport.Whats more,informal tran

103、sport often has wider coverage,higher frequency,and more affordable fares than formal public transport.Therefore,governments must consider informal public transport as a vital part of the public transport system and work together with operators to improve it(as opposed to ignoring 3.Support Improvin

104、g and Integrating Informal and Paratransit.4.Build and Leverage Relationships to Help Fundand Finance.Relationships with different partners can help leverage otherwise inaccessible resources.For example,in a partnership with a university,academics could undertake transport research that informs city

105、 planners.Development banks can provide concessional rates that make funding and financing projects feasible(for example,Peshawars Sustainable Transport Awardwinning BRT system was financed by the Asian Development Bank,Agence Franaise de Dveloppement,and the government of Khyber Pakhtunkhwa).or wor

106、king against them as competition).As one Learning Lab participant put it:“We have to recognize informal transport as transport,not as an alternative or a mistake.”Governments should provide support to informal public transport through funding and financing to improve the quality of services and addr

107、ess the issues noted above.Going further,governments can even transition the informal transport services to formal operations.This is the route that Bogot took:From 2012 to 2022,the city integrated its paratransit operators into the formal system.It created several incentive models that paid operato

108、rs for opting out from the industry,and as of 2023,Bogot no longer has informal public transport.In 2023,the city is spending about 700 million USD a year in supporting its formal system,more than 80%of it going to normal bus service.The BRT is close to being self-sufficient.However,financing is oft

109、en directed through national and state governments and is less accessible to subnational governments and operators.Cities often cant borrow directly from development banks,and operators have trouble getting commercial loans.Additionally,smaller cities and operators often lack good credit,which is an

110、other barrier to financing.In Bogots case,the City has circumvented this problem with a strong partnership with the national government.In a recent development,175.Pursue NovelStrategies for Fundingand Financing.As funding and financing needs change,new strategies and opportunities are emerging.The

111、Mobilize Learning Lab participants provided several ideas,including:a.Land value captureb.Transport asset managementc.Demand management,tolls,parkingfees,and congestion pricingd.New forms of contracting andfinancing capital and operationsMaximizing land value and use around infrastructure and statio

112、ns may increase ridership,thereby increasing the revenue from fares while also increasing accessibility.That often means creating density and focusing on transit-oriented development(TOD),which also has the benefit of increasing tax revenue and decreasing costs by reducing the coverage of the system

113、.This requires clear legal and policy frameworks,as well as capacity in the government to administer them.Using transport assets to bring more revenue into the system includes the use of real estate,development deals,air rights,advertisements in trains and stations,and retail in stations and termina

114、ls,such as newsstands(e.g.,So Paulo,Brazil).With congestion pricing,private vehicle drivers pay for the use of public space and the externalities they impose,especially on the road during peak hours(e.g.,Singapore,London,Stockholm).Congestion pricing in particular requires a political shift away fro

115、m prioritizing cars.In many cities,people see cars as a luxury item to be enjoyed by the wealthy,which makes it difficult to enact policies discouraging their use.Reframing public transit as socially desirable for all economic classes helps decenter car use.Operators have traditionally been responsi

116、ble for purchasing the vehicles and typically have lacked access to financing.This is in part why using smaller vehicles owned primarily by individuals is the main model for informal public transport.Cities like Jakarta,Indonesia,or Bogot have proven that working with private operators can unlock th

117、e opportunity for new contracting schemes and financing for operations.Thinking creatively about how to structure contracts and enable access to credit is still needed.the national government will finance much of Bogots operational costs(e.g.,collection equipment).Moreover,the Presidents National De

118、velopment Plan includes financing for cities that meet Colombias complete requirements.This synergy between national and city governments on transit as a priority enabled Bogots massive strides,even as the subsidy pool fell because of the pandemics falling ridership.While this model is working for B

119、ogot,its important to note that many national governments do not have the political will,stability,or resources to follow in Colombias footsteps.Moreover,participants in the virtual session cautioned that outside funding(including from national governments)can have broader or nonlocal agendas.This c

120、an lead to outcomes that do not reflect local needs and input.18Case Study:Bogots Model for Contracting and Financing BRTWhen Bogot began the journey of converting TransMilenio to an electric fleet,the City also made changes to contracting and bidding(following the lead of Santiago de Chile).While d

121、iesel buses have lower up-front costs but higher operational and maintenance costs,electric buses are the other way around(high capex,lower opex).In the previous model,provision and procurement were part of the same contract as service and operations.Bogot split those into two contracts,resulting in

122、 more and different stakeholders,diversification of risk,and lower interest rates.In the new model,the operator covers maintenance after training with the manufacturers,who serve as supervisors.Both parties assume responsibility for the care and condition of the vehicles.The success of these changes

123、 depended on collaboration with many different stakeholders structuring agents,legislators,manufacturers,suppliers,operators,financiers,and distributors.The City also incentivized operators to purchase electric fleets by offering longer concessions for e-buses.An intermodal connected public transpor

124、t system can enhance service for users and better distribute maintenance costs for stakeholders.Source:ITDP.19As many cities grapple with widening socioeconomic gaps and sociopolitical crises,practitioners are also becoming aware of the differences in resources,attention,and support directed to diff

125、erent demographics in the population.Women,children,caregivers,people with disabilities,poor and working-class people,ethnic minorities,and other such groups have been excluded from conversations in transport infrastructure planning.As a result,many systems fail to serve them even though people from

126、 these groups are often more likely to use and depend on public transport to access essential destinations,goods,and services.Transport connects people to all parts of their lives and of the city,including cultural events,religious spaces,educational institutions,employment,and health care.As such,i

127、naccessible and inequitable transport denies people all these essential services that they have a right to.Public transport is instrumental in realizing fundamental rights.Therefore,how transport enables or restricts access to those rights for different groups is inherently political.Participants in

128、 the learning lab identified essential aspects of equitable public transport systems,including:Below,we discuss these aspects in more detail and explore how theyve been pursued in practice in Bogot and other cities.II.EquitableTransportGovernment oversight(because equity is a political aim and publi

129、c transport is a public service).Equity focus in all parts of transport planning,including fare policies,infrastructure,service design,and land-use.Equitable workforce development.Equitable and inclusive data collection and public participation.Children can ride to school independently on ZuPeshawar

130、 because the system is a safe and convenient alternative to informal transport options.Source:TransPeshawar.1234201.The Key Role of Government inEquitable Public Transport.Since equity and human rights are political issues,the government must be involved in ensuring equitable public transport.Govern

131、ment participation ensures that the system remains accountable to the residents,not shareholders or those most able to pay fares.Governments can also use levers such as policy and budget allocations to work toward equitable outcomes.Government involvement in public transport can take many forms depe

132、nding on the context.It may mean that the government owns the entire system or partners with private actors.For example,Bogots TransMilenio BRT system runs with private operators,while the government covers planning,infrastructure,and monitoring.Government participation may also include broad,top-do

133、wn policies like standards that facilitate equitable treatment.For example,the U.S.has the American Disabilities Act that ensures people with disabilities have accessible public transport options.However,government participation in planning and implementation comes with many challenges.Many governme

134、nts face competing priorities,a lack of capacity and knowledge,and tight budgets that limit their participation.Some lack the political will and skilled workforce to prioritize public transport.Universal design can be one of the key features of public transport mandated by governments.Pictured:Bogot

135、,Colombia.Source:ITDP.21Case Study:ITDP India Uses Walking Tours to Galvanize Local Officials Toward Non-Motorized Transport(NMT)ImprovementsWalking is a vital component of a public transport system people often walk to reach the station or stop.To help build decision-makers understanding of the rea

136、lity of walking in their city,ITDP India started by hosting a roundtable on walking.At that Walk Roundtable,ITDP Indias Smritika Srinivasan spoke on working with local governments to improve NMT programs in cities.Road deaths across the country make up 16%of road deaths globally.But ITDP found that

137、showing local officials statistics did little to sway them.Instead,ITDP took local officials from Chennai(including planners and staffers working on equity across the government)and school teachers on tours that mirrored different trips children might take to school,walking,on public transport,etc.T

138、hese tours had decision-makers experiencing what children and other system users experience every day,mobilizing them to prioritize NMT,and especially road safety for children,in policy and programs.This is related to data collection and the importance of different types of data collection.While the

139、 cities had the quantitative data,that was not enough they had to experience the problems for themselves to mobilize political will.(See later section on data collection and public participation on page 27.)Officials,teachers,and women in Chennai,India,participate in the walking and transport tours

140、to gauge the mobility challenges for different users.Source:ITDP India.22Moreover,transport is a cross-government issue,and planning ideally should have participation from all levels of government(from municipal to national)and across government(planning,economic,health,sustainability,equity,as well

141、 as transportation departments).These governments and departments all have differing goals,capacities,and authorities.This complexity presents another challenge to public transport improvements.2.Pursuing Equity inAll Aspects of PublicTransport.a.Service and infrastructure designMost public transpor

142、t has so far been designed and planned focusing on a very narrow category of users:nondisabled men commuting to work.Across the world,researchers and planners are learning about the diverse needs of different populations,particularly those who are vulnerable or marginalized.These studies have illumi

143、nated that many groups who depend on public transport are not being planned,including:Low-income users:Walking,cycling,and public transport are often the only options for people with low incomes,yet public transport systems often do not provide safe,reliable,or frequent service in their neighborhood

144、s.Caregivers:The travel patterns for caregivers are much different from those of workers(e.g.,trip-chaining,traveling not at rush hour but throughout the day),and caregivers often carry parcels,strollers,and children,which limits their mobility.Women:Concerns about safety and fear of harassment and

145、gendered violence often mean women use transportation systems differently or dont use them at all.Safety and perception of safety are crucial for their use of public transport.People with disabilities:Public transport is often inaccessible for people with disabilities.Universal access seeks to elimi

146、nate barriers in the environment so that all people can use the system.Children:Often children need accompaniment,and they certainly cannot drive a motorized vehicle.They are physically smaller,making it harder for them to be seen,slowing their pace,etc.Their environment also affects their cognitive

147、 development.Road traffic crashes are the leading killer of children and adolescents in the world,making a safe walking and cycling environment critical.A caregiver and her child alight the BRT vehicle in Pune,India,with ease because of the level-boarding feature.Source:ITDP India.1234523To serve al

148、l residents,including the populations listed above,public transport must serve all areas,not just rich or high-traffic ones.It must be frequent and reliable all day,which expands access for more people.It also needs to have infrastructure that accommodates the limitations of all types of passengers(

149、e.g.,older,disabled,caregivers).Finally,it must be multimodal,as low-income residents are more likely to depend on walking and cycling to get around.Similar interventions are occurring around the world.For instance,in Peshawar,Pakistan,separate spaces on buses for men and women have allowed women to

150、 feel safer and more comfortable and have boosted female ridership from just 2%in the old informal transport to 26%in ZuPeshawar BRT system.However,conversations at both the virtual and in-person Bogot deep dives emphasized that the ultimate goal for the transport system should be shared spaces wher

151、e everyone feels safe.This underscores the fact that issues of gender need not just technical fixes but also political and cultural shifts.In many places,society blames women for bringing violence onto themselves,or such violence is normalized.Transport policies can help shift this culture by making

152、 sure public spaces like streets,stations,and buses are safer for women and that women feel supported and empowered to call out bad behavior.Transport systems can also model better behavior toward women in the workplace and institutions,in communications campaigns,and by what it prioritizes in plann

153、ing and design.b.Fare policies and subsidiesEquitable fare policies are critical to enabling access.But that doesnt just mean having subsidies(see previous section on transport as a public service on page 14)to support low or no fares for low-income riders;cities must also make the system easy and c

154、onvenient for both riders and operators to use.For example,if elderly people ride for free with government subsidies but the process for operators to get their payments from the government is complicated,drivers will simply avoid taking on elderly passengers.In contrast,a system in Guadalajara,Mexic

155、o,makes it easy for vulnerable women to get subsidized fares.The program provides personalized electronic cards that work seamlessly with existing transportation providers.Additionally,integrating fares,starting with the fare media,makes transit easier to use,which widens access.In Bogots Integrated

156、 Public Transport System,which includes TransMilenio,TransMiCable,and other public transit,all fare is integrated.This especially helps residents access TransMilenio from the peripheral areas.The BRT system in Guadalajara has significantly improved the quality of life for its residents through a ser

157、ies of enhancements like integrated fare system that has led to a 50%reduction in travel costs,and fare subsidy for women,children,students,elderly and teachers.Source:ITDP.24c.Land-use planningDelivering accessible transport becomes easier with density.Denser cities make for shorter trips and widen

158、 the mode options available.People are more likely to walk and cycle shorter distances than they are to take a bus or drive a car.As public transit is less expensive(and walking is free)than car ownership,density also helps low-income residents to travel more freely.Moreover,density makes trips more

159、 accessible for residents with low mobility,including people with disabilities,children,and older people.In Bogots case,the City passed a Public Policy for Women and Gender Equality that focused especially on womens mobility.One result of that policy was the creation of a District System of Care(SID

160、ICU),a holistic program to support young children,people with disabilities,the elderly,and caregivers.As part of the SIDICU,Bogot began creating blocks of care through the Citys land use plan,designed to provide services(e.g.,education,healthcare,housing)anchored around a public transport station in

161、 dense districts that are physically accessible and walkable.These care blocks are also centered around a Neighborhood Community Development center.Blocks of care in Bogot integrate land use and mobility solutions to facilitate care trips and childcare duties for women and caregivers.Source:ITDP.253

162、.Developing an Equitable,Inclusive Workforce.Workforce development in the transit sector provides an opportunity to recruit workers from marginalized populations and build their skills and economic opportunities.This is especially true for women,who typically have been encouraged to be drivers,mecha

163、nics,planners or engineers.Many women are not given access to learn how to drive private vehicles,so this will need to be encouraged.For example,as Colombia transitioned from gas to electric BRT,the country laid the groundwork so its cities could train a new workforce to operate and maintain the new

164、 buses.With funding from the German Development Cooperation(GIZ),the country embarked on a gender-gap analysis and found that the transition to e-buses would also be an opportunity to bring more women into the workforce.Bogot worked to change this with the introduction of La Rolita in 2022.La Rolita

165、 is a District Transportation Operator and the first public operator in the citys new Integrated Transport System.Out of its 600 drivers,300 are women.They received training to drive buses and earned licenses.The program also encouraged nonbinary people to apply.Fifty percent of the La Rolita person

166、nel are women.Source:ITDP.The influence of families was strong against women joining this field.In many cases,it was not generally accepted for women to become bus drivers.The field itself has not been friendly to women.The private sector needs to be in line with public goals of increasing gender pa

167、rity.123The study looked at the barriers to increasing gender parity in this workforce and noted that:264.Using Equitable,Inclusive DataCollection and Public Participation.Data collection is imperative for equitable transport.We cannot know where there are inequities and issues if we arent collectin

168、g data.This data needs to be disaggregated and a combination of quantitative and qualitative.In Colombia,GIZ and the Ministry of Transport developed an Active Mobility National Strategy that began with a survey of 38 territories.The design of this survey helped the project tackle specific questions

169、of equity and guided the Active Mobility National Strategy to focus on projects that would target marginalized groups.As one example,it found that women use public transport Anonymize data.With the convenience of many new technologies,it may be more tempting to let anonymity fall by the wayside.But

170、anonymity is essential to ethical data collection;its also helpful for making participants feel more comfortable and willing to give honest feedback.Disaggregate data by demographics.We cannot pinpoint inequities if we are not disaggregating data and seeing how needs,desires,and concerns differ betw

171、een groups as well as which groups are being underserved and how.Dont just bring groups to the table,bring the table to them.Different people are more or less comfortable in different places(e.g.,government buildings munity centers).Marginalized groups often cant join meetings at certain times or in

172、 particular places because of limited transport or other factors in their lives.Different people may be more comfortable with written or oral communication.Flexibility and diversity in methods are key to connecting with more people.underserved and how.Go beyond the survey to really engage people.Par

173、ticipation should be deliberative and transformational,involving a back-and-forth exchange with participants not just a one-off event.12Ensure participants feel appreciated for their engagement.That involves paying them for their expertise and showing them how the plan has progressed and where their

174、 feedback was incorporated.This builds trust with participants,which helps foster buy-in and will keep people engaged in future projects.Use mixed methods,both qualitative and quantitative,which allows us to triangulate across different types of data and be more thorough in our investigations.In gen

175、eral,a transdisciplinary approach allows for data from different perspectives(e.g.,economic,environmental,social)that are all elements of good transport systems.Collect data throughout the length of the project,not just at the very beginning or very end.This also applies to public participation.Incl

176、uding public voices and collecting their feedback should not feel like an afterthought or a box checked;rather,it is ideally a continual collaborative process.Collaborate with partners on the ground,which can include civil society organizations,neighborhood groups,and NGOs.Such partners often alread

177、y have built rapport and trust with communities.56778and walk more than men,and women have unique concerns about safety in public spaces.Along with data collection,we need public participation.As opposed to data collection,which is often one-way residents provide data,researchers take data quality p

178、ublic participation is a collaborative process in which residents can shape a project or plan.For example,Bogots land-use policies were developed with womens input through councils,roundtables,and working groups.Best practices for data collection and public participation include:3427Data collection

179、is clearly valuable and essential,but researchers must be wary of several ethical and methodological issues.Sometimes data can result in misleading conclusions if it is(1)not collected well,(2)doesnt include thecontext,or(3)misses confounding variables.Forexample,an analysis in Winnipeg found thatpe

180、destrian accidents happen most in low-incomeneighborhoods.However,the model failed toshow that low-income neighborhoods had manymore pedestrians to begin with.Questions of data collection,ethics,and methodology will become more salient as technology grows and big data becomes a greater force in rese

181、arch.Researchers must be mindful of matching data collection and analysis approaches with questions they need to be answered.A convening by UN Women and ITDP Africa brought a disability group from Cairo to discuss mobility challenges in the public transport system in order to make recommendations to

182、 Cairo BRT.Source:ITDP Africa.However,good,thorough,and even ethical data collection is expensive.It takes more time,effort,and resources to go into a community and build relationships rather than simply to issue a single survey.It takes time to ensure that data is thoroughly anonymized and then dis

183、aggregated and aggregated in ways that are useful for assessing equitable outcomes.The same is true for good public participation,which can include widespread marketing campaigns to solicit survey responses,organizing public meetings and Q&A sessions,and creating citizen councils and other methods o

184、f bringing people into the planning process.28Case Study:Studying Mobility Patterns and Needs for the Elderly in Nigeria and UgandaAs an example of data collection method measuring access needs,Chinebuli Uzondu and colleagues studied older peoples transit needs in Nigeria and Uganda.They found that

185、older people often need more assistance and have limited physical mobility.Since many are retired,they also have limited income.By engaging with older people and hearing their concerns,Uzondus team found that the way public transit operated was uniquely challenging for older riders and people with d

186、isabilities.Understanding the navigation challenges elderly pedestrians experience in the streets of Abuja,Nigeria,was essential to start the transformation of the adverse conditions they face.Source:Chinebuli Uzondu.For instance,as the paratransits economic model incentivized drivers to make as man

187、y trips as possible in a day,many would not even come to a complete stop,which made it near impossible for elderly people and people with disabilities to board.Through this study,Uzondu and colleagues could make concrete recommendations that would improve access for older people.Without making an ef

188、fort to hear from these groups,researchers may never have realized they were being excluded.29As the climate crisis becomes increasingly dire and cities around the world face economic,political,and public health shocks,the importance of city resilience has also become increasingly clear.For many cit

189、ies,the COVID-19 pandemic was a trial balloon for them to understand their capacity to address extreme events and how transport can adapt.Transport is an integral part of improving city resilience.It allows residents to participate in social and economic life in the midst of crisis and access vital

190、and life-saving services.It connects people,helping them to recover and rebuild after a disaster.It can also help the city and its residents to adapt and even thrive in quickly evolving conditions.So what does it mean for a transport system to be resilient?Resilient transport can sustain quality ope

191、rations even in times of shocks and stress,while positively adapting to them.It is responsive,flexible,and diverse in other words,multimodal,which helps a system stay operational even when a certain aspect is nonfunctional because of a crisis.For example,when Hurricane Sandy flooded New York Citys s

192、ubway system,the City would quickly respond by changing and increasing bus routes and creating cycle lanes to help people continue navigating the city.However,in a political environment that prioritizes cost-cutting and efficiency,building resilience is hard.Resilience requires diversity,detailed ri

193、sk management,and long-term thinking.While all of these are incredibly valuable in the long-term or in the case of an unlikely but devastating disaster,they lack the clear short-term benefits often prioritized in politics and budgets.Therefore,creating resilient transport is often a political challe

194、nge,and fostering political will and building political partnerships is crucial.III.ResilientTransportTransport decarbonization plays an important part in building system and city resilience.Bogot has 1400 e-buses in its fleet.Source:entreacto.30During the Future of Transport series,participants out

195、lined best practices for creating resilient public transport:Below,we detail these ideas and give examples from Bogot and other cities that are putting them into practice.Decarbonize transport to improve resilience;Balance short-and long-term planning;Leverage data to understand current needs and pr

196、edict future ones;andFoster resilient communities to build resilient transport and build resilient transport to foster resilient communities.1.Decarbonization and Overall Resilience Go Hand-in-Hand.Transport intersects with all sorts of health and environmental crises.From road safety to air polluti

197、on to carbon emissions,better transport can provide solutions.Luckily,what is good for health is often good for the climate,the environment,and overall resilience,as well.For example,electric or non-motorized transit reduces pollution and does not emit greenhouse gasses.These modes are often safer t

198、han cars(with the right regulations and infrastructure).Moreover,growing support for all these different kinds of transport will create a multimodal,diverse system that can serve people better in times of crisis.In the case of Bogot,the City has passed a zero-emissions policy on its roads for vehicl

199、es,trucks,and motorcycles.The goal of the policy is to reduce fatalities from air pollution(currently 2,000 per year)while also mitigating climate emissions.The City also recently deployed a new fleet of more than 1,400 e-buses.Bogot is combining electrification with other policies and projects that

200、 support complementary modes of transport,especially cycling.The City has one of the most extensive cycle lane networks in the world.It also recently passed policies like Acuerdo 804 and the Public Policy of the Bicycle,which prioritize cycling infrastructure and cultivating a culture of cycling.The

201、 latter also includes mandates for gender considerations in all programs and projects related to the law.123431Case Study:How Bogot Deployed Temporary Cycle Lanes During the PandemicWhen the pandemic hit,Bogot turned its focus to transport and found opportunities for cycling.It accelerated its impro

202、vements and expansions to infrastructure,and quickly deployed 84 km of new cycle lanes,34 of which still remained after lockdowns ended.To make the network even more useful,lanes often followed Bogots BRT system to better connect people to both BRT and other cycle lanes.As a result,bike usage has gr

203、own in Bogot;for example,in the citys once-car-dominated Avenida Sptima,17.7 km of protected bike lanes have increased rush-hour traffic from 35 cyclists to 1,800.Moreover,the temporary bike lanes allowed planners to maintain an open-minded approach as they experimented with new routes,which helped

204、when the City decided to make many permanent.The cycling network allowed the city residents to keep moving at a time when many felt unsafe on buses.It had the added benefit of expanding access for low-income populations,who bike more frequently to employment and city services.Carrera Septima in Bogo

205、t became a major cycling thoroughfare and a mobility option for the residents.Source:ITDP.32Non-motorized transport such as walking and cycling is especially key for creating multimodal,resilient transport systems.Walking and cycling are not only modes of transport in and of themselves but they are

206、used for first-and last-mile connections,making them essential for accessing train and bus systems.Cities can foster NMT through policy,such as with policies that prioritize NMT planning and funding.Cities must also enforce these policies(for example,in some African cities,planners have built design

207、ated and protected pathways,but motorcycles and cars encroach on these spaces).Additionally,infrastructure improvements make NMT safe and pleasant to use,encouraging walking and cycling.It can include smooth,wide sidewalks,good lighting,connections to other modes of transport(e.g.,walking paths that

208、 lead to BRT stations),street trees,and benches.Cities must also encourage a cultural shift so residents see the value of cycling and especially walking.In many Global South cities,residents consider walking as something that is low-class,as is the case with public transport.To that end,Bogot has ma

209、ny programs that other cities can learn from.The city has had an annual Open Streets event for more than two decades,shutting down main thoroughfares for car traffic to encourage people to cycle and walk.These programs are also supported by policy;for example,Acuerdo 552 permits new uses,while Bogot

210、s Land Use Plan creates a comprehensive vision for new land-use interventions.Every Sunday,Bogot opens up its streets to walking,cycling,and rolling,so people of all ages and abilities have space to safely walk and cycle.Source:ITDP.332.Balancing Short-and Long-Term Planning.Many cities struggle to

211、choose between prioritizing short-term and long-term planning:Adapting and responding to needs and crises now versus planning to adapt to crises or changes(some of which may or may not happen)in the future.There is always a trade-off of scarce resources between current and future needs.Many planning

212、 paradigms are based on predicting the future or deciding what we want the future to look like.But such predictive approaches have created problems when we get it wrong for example,Brasilia,Brazil,was long-planned around car dominance,and that has created its current congestion and mobility problems

213、.In addition,many cities do not have the resources or have too many current crises to do any long-term planning at all.Carrying out predictive approaches often assumes that planners have more power than they actually do(whether its because they lack resources,political support,or legal authority).Ho

214、wever,ultimately some long-term planning is necessary,because it can mitigate the harms and costs of entering a crisis completely unprepared.Being adaptive and resilient in part means to“be prepared for the unexpected.”Sometimes long-and short-term planning are not an either/or sometimes you can do

215、both.For example,walking and cycling infrastructure are interventions that can be done relatively quickly and cheaply but will have long-term impacts on city resilience.Bogot serves as a great case study of how short-term planning can have long-term effects.Decades of smaller short-term transport in

216、terventions(including Open Street events dating back to the 1970s)built the foundation of public support that helped Bogot to make larger and faster changes during the pandemic.Additionally,Bogots flexible planning approach,especially with its cycle lane expansions,made it easier to respond to the c

217、risis.Planners did not get stuck in a single vision of where the lanes should be:they treated the intervention as an experiment,knowing they wouldnt get it right on the first try,allowing them to nimbly change in response to feedback.343.Leveraging Data Toward Resilience.Data can help transport syst

218、ems become more resilient as it allows researchers to better understand current and future demands,patterns,challenges,and external circumstances.This helps systems maintain quality service even during times of crisis and change,and to better adapt to change in general.More specifically,data helps b

219、uild resilience because it:Helps gauge and predict demand;Helps us understand the relationships between different modes of the system and how failures in some parts affect others;Allows for real-time trip planning for passengers;Can improve communication between governments and residents;Can empower

220、 communities to communicate problems with decision-makers;andSupports political decisions with empirical evidence.a.Strategies for data collectionThe Mobilize Learning Lab participants focused on two strategies to improve data collection.First,digitalization such as via electronic fares and GPS trac

221、king often makes data collection easier,more efficient,and faster,providing more up-to-date information.However,digitalization may present equity problems,as different socioeconomic groups have varying access to technology,such as smartphones.Second,integrating data between different parts of the sy

222、stem allows researchers to see dynamics and patterns more thoroughly and comprehensively,which translates to other benefits.For example,in Fortaleza,Brazil,the city began using bus fare cards that provided data on travel patterns,which identified areas that needed immediate help for more service,as

223、well as where the system could reallocate labor from over services areas that helped cut costs.b.Data to collect for building resilienceParticipants also identified several kinds of data that would help build resilience,such as:Data from informal systems;Social demographic information;Data on vulner

224、able and marginalized communities;Emissions data;Data on pedestrians and cyclists;Data on those informally employed;Integrated data from different fields(e.g.,economic data,such as job concentration)Aggregated data(though disaggregated data is necessary for targeting specific groups);Data from multi

225、ple sources and means of collection;Secure data,with robust cybersecurity;andData on land use and urban sprawl.123456123456789101135c.Using data strategicallyData use comes with many ethical and methodological caveats,as discussed in previous section on data and participation on page 27.Data and dat

226、a collection are inherently political,because they require making decisions about what counts and what doesnt,what to look at and what not to look at.Researchers and planners must establish values and priorities,such as resilience,that guide data collection and analysis,otherwise they risk collectin

227、g data that leads them to misleading or unhelpful conclusions.For example,practitioners may look to INRIXs Global Traffic Scorecard to assess a citys transport.However,the Scorecard prioritizes the experience of car drivers,which will not be relevant for many residents on the move.In Bogot,for insta

228、nce,cars make up only 14%of trips.4.Resilient Transport Means Resilient Communities and Resilient Cities.Resilient cities start with resilient communities,and quality public transport builds such communities by creating safe public spaces and increasing peoples access to their neighbors.Mobility and

229、 connectivity are essential to building social capital,the networks people can rely on in times of hardship.Additionally,community participation in transport projects can be a powerful tool to activate and grow social capital.It can empower communities as organizers and advocates for their own well-

230、being.For example,cities can give communities funds to deploy tactical urbanism strategies to improve their own streets.Resilient communities and resilient transport are mutually reinforcing.Improved transport strengthens communities;conversely,strong,well-organized communities are better able to sh

231、ape transport planning and policy to be more resilient and better serve them.Community-based planning and design in Jakartas urban villages transform once traffic overrun environments into pedestrian and cyclist-friendly spaces.Source:ITDP.36This white paper laid out best practices and case studies

232、regarding the future of public transport.It established that the future of public transport is resilient,equitable,and well-funded.Across three themes,it came to five conclusions that should further shape future transport policy and planning:To conclude,we present cross-cutting challenges we must ad

233、dress to build the future of public transport and opportunities to look forward to as we continue this work.IV.Challenges,Opportunities,and Conclusion Public transport is a public service that needs public investment and oversight.Public transport must provide good service equitably through a divers

234、ity of modes.Quality public transport is built on public participation and community-building.Public transport should be improved and informed by data,with careful consideration of methodology.Public transport should be planned alongside land-use planning and policy.Challenges:What Hurdles Do We Fac

235、e?a.Shifting away from entrenched car-oriented developmentMany cities have long prioritized travel by car and other private vehicles.As a result,roads are unsafe for pedestrians and cyclists;air pollution threatens public health;and congestion slows down public buses as well as private vehicles.And

236、the distances driven are getting longer and longer as cities sprawl.Some cities have tried to solve these problems by enlarging and improving roads for car travel,which leads to more sprawl and traffic,without a critical eye toward car-oriented development in general.Residents will be safer,suffer l

237、ess pollution,and spend less time in traffic with an integrated public transport system.Public transport is more resilient and more equitable than car travel,as well.Nevertheless,one of the major challenges for the future of public transport is shifting from decades of car-centered infrastructure an

238、d policy to fostering resilient,equitable public transport.Public transport is stronger when well integrated with cycling,walking and land use.Here in downtown Bogot,a transit mall prioritizes sustainable modes of transport and because of that,ensures a better performance and experience for users.So

239、urce:ITDP.1234537b.Adapting best practices across different contextsc.Scarce resources,crises,and competing prioritiesBest practices differ between cities,countries,government departments,and types of transport.Practitioners work in vastly different contexts(e.g.,Global North vs.Global South,local p

240、lanning departments vs.national transportation department).These different contexts may call practitioners to identify different funding and financing strategies,communications and marketing strategies,research methods,etc.Practitioners will need to continue learning from each other and other best p

241、ractices,while experimenting to see how to apply and adapt those best practices for their own context.For example,many participants noted a challenge that hasnt existed so far in many Global North cities that have been the focus in the transport field:the rising use of motorbikes,which has led to le

242、ss-safe roads for all users.Addressing this challenge may involve novel policy or regulatory approaches.Additionally,many recommendations assume a level of political organization,civil society,or systems of governance that doesnt exist in many cities.Moreover,lack of trust in government,sociopolitic

243、al tensions,and extreme inequality can impede public buy-in and the implementation of interventions generally.Notably,it can hamstring efforts to devote resources and funding into public transport.Many cities are challenged because they have scarce resources(including labor,expertise,and funding)and

244、 competing political goals that block efforts to support equitable,resilient transport.In many cases,cities prioritize policies and interventions that are efficient and have immediate,quantifiable,and economic benefits.However,many of the best practices for public transport have powerful long-term c

245、onsequences but no instant or quantifiable economic results(e.g.,ethical,equitable data collection).This makes securing budget/funding for these best practices more challenging.Relatedly,many cities struggle to balance short-and long-term planning.Long-term planning has many benefits,especially for

246、resilience and equity,but amid mounting crises and limited resources,cities may have to invest more in short-term planning and crisis management over long-term planning.Moreover,the urgency of many crises often means faster processes that may exclude voices,especially from groups who have been histo

247、rically excluded.This threatens equitable processes and outcomes for many transport systems.One key tool to confront this challenge is the deeper analysis of politics,stakeholders,and power dynamics around public transport projects.Transport involves compromise and trade-offs between priorities amon

248、g actors.Understanding these dynamics will help stakeholders from transport planners and civil society to strategically work toward equity,resilience,and funding goals within governments and political systems.38Opportunities:What Can We Look Forward To?a.The many benefits of reframing public transit

249、 as a public servicec.Boosting economic activity and well-beingd.Coordinating efforts across departments and governmentsOne of the key takeaways from this series was that public transport is a public service or utility.This framing sheds light on all the intertwined public benefits of transport:resi

250、dents health and well-being,cleaner environments,economic flourishing,furthering equity,access and inclusion,and making cities more resilient.This framing also emphasizes how public transport is essential for realizing human rights and is indeed a human right in and of itself.Such framing puts publi

251、c transport squarely in the domain of government,encouraging supportive policies and budget allocations.It also improves public perception around public transport,turning it from an undesirable mode of transport to a benefit that all residents should be able to use and enjoy.Building good public tra

252、nsport can include workforce training and job creation,as weve seen in the case of Bogot and other cities.This improves city resilience by improving economic well-being,and equity by including more residents from marginalized groups in a thriving economy running on public transport.Better public tra

253、nsit will also improve resilience and equity by boosting local economies and connecting people with more business and job opportunities across sectors and across the city.Throughout the Future of Public Transport Mobilize Learning Lab series,participants shared examples of projects that were greatly

254、 advantaged by different parts of government working together all levels,not just local,and all different departments,not just transport.For example,Bogots transport programs include participation from not only transport planners and departments but also the Secretariat of Citizens Security,Justice

255、and Coexistence,and the Secretariat of Women.Coordinating efforts across these diverse actors brings together their different authorities,responsibilities,resources,and expertise.It can also solve and account for future barriers(e.g.,having a local zoning authority in the planning committee early in

256、 a project may make permitting for a new station easier later on).b.New possibilities for research methods and approachesThe future of public transport presents an exciting opportunity to pursue new interdisciplinary approaches that will help public transport become more resilient,equitable,and well

257、-funded.Transport planners,researchers,and practitioners can combine lessons and methods from economics,grassroots organizing,environmental science,and more.Additionally,participatory public transport initiatives offer a great opportunity to bring community organizations and leaders into projects.Im

258、proving public transport has a direct impact on peoples lives,and it may also mean challenging adjustments for some(e.g.,changing car-centric mindset or learning a new payment system).Community partnerships are essential for building buy-in and will help improve transport to suit the needs of reside

259、nts.39e.Looking beyond large infrastructure projectsCities can pursue more flexible,low-cost interventions(e.g.,temporary bike lanes in Bogot)to experiment with relatively low stakes and build public buy-in.Compared to large-scale infrastructure projects like metro stations,this helps cities to make

260、 progress without requiring as many resources(funding,financing,labor,etc.).Along those lines,supporting first-and last-mile connectivity,especially through walking and cycling infrastructure,is an essential part of public transport.It makes trains and buses more accessible,on top of being valuable

261、modes of transport in and of themselves.As cities around the world face multiple,intersecting crises,governments can and must support the future of public transport.Public transport is key to improving mobility and access in a city for all residents.It connects them with basic needs like food and me

262、dicine,as well as economic opportunities,political life,education,culture,and community.Thus,quality public transport helps cities and their residents thrive.Public transport is the backbone of many cities,especially for marginalized communities.It helps more people access destinations,goods,service

263、s,and communities that are essential to individual and collective thriving.This makes a city healthy not just in the bodies and minds of its residents,but also in its economy,its political life,and its environment.Concluding RemarksAs we face increasingly dire and intertwined crises around the world

264、,we must focus on improving public transport so that it serves and adapts to our uncertain future.To that end,the future of public transport must be financially sustainable,equitable,safe,and resilient.In the Future of Public Transport series,ITDP and VREF investigated how governments,planners,and r

265、esearchers can bring this future to fruition.The information shared here lays the groundwork for continued collaboration,research,policy,and interventions.We look forward to continuing this work with our partners and colleagues.40Copyright 2024Institute for Transportation&Development Policy,All rights reserved.9 E 19th St,7th FloorNew York,NY 10003mobilize.itdp.org