Catalyzing the New Mobility in Cities

© 2011 Intellecap. All rights reserved
www.intellecap.com
Catalyzing the New Mobility in Cities
30th March 2012

Agenda
2
Executive Summary
Context and Key Definitions
Current state of urban transport
Public Transport
Paratransit
Walking and Cycling
Issues for Entrepreneurs and service providers
Solutions to solve urban transport issues
Deep Dives
Delhi, India
Manila, The Philippines
Nairobi, Kenya
Annexures

0.35
1.16
0
0.4
0.8
1.2
1.6
Asia Africa
Cost of 10km trip using no-frill public
transport (USD PPP)1
Urban poor commuters mostly walk/cycle or use affordable public transport;
lack of affordable options and poor infrastructure makes commuting tough
 The poor resort to walking or cycling for short distance trips, though sometimes walk up to 10-20kms everyday in cities with poor transport options .
The modal shares of walking/cycling in the low income section is very high (It is in between 50-60% in cities with good public transport and in cities
with poor transport facilities it is over 90%)
− Poor infrastructure makes the environment not so conducive for the pedestrians and cyclists to use
− Majority of the fatal accidents involve non-motorised transport (NMT) users
3
Extreme poor (below poverty line) Low income
Travel Behavior in cities with no affordable
public transport modes
Irrespective of the affordability of public
transport, the majority of the poor who fall below
the poverty line walk or cycle to access goods
and employment opportunities. As they cannot
afford transportation they live in informal
settlements close to their employment
opportunities by compromising on proper
housing, sanitation etc.
In cities with no affordable public transport
modes the low income commuters either walk or
cycle and live in informal settlements
Travel behavior in cities with affordable public
transport modes
In cities with affordable public transport modes
some low income commuters use public
transport by staying in formal settlements far
away from their work place. Others live in
informal settlements and hence walk/cycle
 Long distance trips are generally done using public transport modes such as metro, buses,
ferries etc. In cities with effective public transport systems, the modal share of public transport
options is high even amongst low income commuters:
− The poor use no-frill or basic public transport services, not use luxury services such
as high speed AC metros, buses etc.
− The poor use buses more than the rail system because buses are more accessible
when compared to trains. The trip times in buses are much higher when compared to
that in trains because of congestion on roads
− No-frill or basic public transport modes are 3.3 times less expensive in Asia when
compared to Africa
3.3x

Paratransit modes are less affordable for the urban poor, but
generate livelihoods for 7-20% of families in major cities
 In cities where public transport infrastructure is weak long distance trips are done using primary paratransit modes such as Matatus,
Danfos, Jeepneys etc.
− Primary paratransit modes are 1.5 times more expensive than no-frill or basic public transport modes in both Asia and Africa
− Over speeding and crowding makes commuting in paratransit modes very unsafe. The high number of old vehicles being used as
paratransit has adverse effects on the environment (there are over 60,000 old (>30 years) Jeepneys that ply in the metro Manila
 Paratransit feeders are used for short distance commuting, generally modal shares of feeders in the low income sector is very low
− Feeders are not affordable across Asia and Africa. A 3km trip in a feeder costs more than what it costs for a 10km trip using public
transport modes across Asia and Africa2
4
 Paratransit operations generate livelihood opportunities for many,
although the sector is extremely unorganized
 Amongst the owners, drivers, support staff (such as conductors, etc.)
and other stakeholders involved, the drivers and the support staff
members are the most vulnerable
 There are three ownership structures possible, based on the relationship
between the driver and his owner. The driver can either work on a fixed
salary, take the vehicle on rent and make profit, or own the vehicle
 Drivers who own the vehicles earn the most and the drivers who operate
non-motorized modes (such as cycle rickshaws) are the most vulnerable
 Most drivers have long work days as they end up working for 14-18
hours in a day. This also leads to rash driving and over filling the vehicles
which makes commuting in paratransit modes an unsafe and unpleasant
experience
0.35
0.52
1.16
1.64
0
0.6
1.2
1.8
Public transport
(Asia- No-frill
services)
Primary
Paratransit
(Asia)
Public transport
(Africa- No-frill
services)
Primary
Paratransit
(Africa)
Cost for 10Km trip (USD PPP basis)3
1.5x
1.5x

Other key trends in funding, private sector activity & city plans
 Across Asia and Africa, transport jurisdiction and city management structures are fragmented
− This makes policy change and implementation tougher
− Very few cities have comprehensive city-level plans for urban transport
− Often, plans are designed for car users and very few cities have inclusive plans which cater to all commuters
 Rail Mass Rapid Transit (MRT) systems are attracting funding
− Cities tend to ignore more optimal solutions such as the Bus Rapid Transit (BRT) for more fancy and cost inefficient rail systems
 Green initiatives are increasingly popular, such as eco-friendly fuels.
− For example, the ADB is interested in funding a project to convert diesel paratransit vehicles in Manila into electric vehicles
 Limited attention to exclusive non-motorized transit (NMT) projects from both city managements and funders
− NMT projects are typically implemented along with large projects such as BRT; the World bank is especially interested in
promoting BRTs along with NMT lanes
 Paratransit remains largely informal; few private sector models exist which help organize the sector
− Current models empower the entrepreneur through technologies such as call centers or financial institutions which provide access
to finance services to the entrepreneurs
5

Potential pro-poor public transport solutions
 Constituting a unified body (an urban transport authority) to handle urban mobility issues in a city. With the city boundaries increasing
rapidly and the area moving beyond the boundaries of single local government it is import to have an authority to handle the entire
metropolitan area
 Creating a separate transport fund to help cross subsidize various services in transport; ex: parking fees can be used to subsidize
public transport fares or to increase the network
 Deploying Public Private Partnership (PPP) models whenever necessary to scale transport operations. When privatization is being
promoted it is important to promote limited competition. This can happen by keeping high barriers of entry such as high fleet size,
selection based on company that promises lowest fare etc.
 Promoting efficient public transport systems which are accessible, affordable and that reduce congestion :
– Create public transport for all; i.e. it is not only important to have affordable no-frill solutions for the poor but it is also important to
have luxury services for the more affluent in order to reduce congestion in cities and improve travel times for those using public
transport
– Develop rail based rapid transit systems for large cities such as Delhi and Manila which have the potential to attract lot of
commuters that use private vehicles. These modes currently do not attract the poor as they are relatively more expensive and are
not accessible as buses but would indirectly reduce the congestion on roads which would make commuting pleasant for bus users
– Implement „Right of way‟ for buses by building BRT corridors which drastically reduce the travel time for bus commuters and
improve efficiency; for the cost of building a kilometer of a metro line, over 12kms of BRT lines can be built
– Offer subsidies and innovative pricing mechanisms for sensitive groups. For example most transport services across India provide
subsidies for school going children, elderly citizens etc. Some governments also provide subsidies for the poor.
6

Paratransit solutions to improve commuter & driver experiences
 Regulate paratransit in cities with weak public transport:
– Enforce regulated fares across the city for all paratransit operators. If not regulated, operators over charge the commuters based
on demand. While regulating the fares the interests of the service providers (who are often poor) also must be kept in mind
– Promote the usage of high capacity vehicles, especially in high traffic roads
– Design comprehensive route plans based on traffic demand especially for primary modes in the city; multiple switches between
vehicles has been identified as an issue which makes commuting less affordable for the poor
– Implement robust safety and emission control mechanisms
 Organize the sector: Very few entrepreneurs have come up with solutions to organize the space there is still a huge need for
organizations that can streamline the operations by keeping the commuter and service provider needs in mind. Some examples include G
Auto, Fazilka, Go-Jek etc. which provide technological support (such as call centers) to paratansit operators or take care of other benefits
such as healthcare, education, etc.
 Provide access to finance services: As the drivers who own the vehicles earn the most perhaps providing access to finance for drivers
to buy their own vehicles can be a good solution to improve their earnings in a longer run. Currently such models are seen in non-
motorized modes which have very low capex and financial institutions typically do not require collateral to provide such loans. Rickshaw
bank in Guwahati, India is one such example which uses the group lending concept to give loans to cycle rickshaw drivers
 Use advertising as an alternate revenue source: This is a largely untapped opportunity. Given the right planning paratransit modes
can be used as an effective mode to publish local advertisements. This in turn can generate additional revenues to the driver. Currently in
most cities the advertising policies are not conducive for ads on paratransit or public transport modes
7

Potential pro-poor solutions to improve walking and cycling
8
 Build appropriate infrastructure
− Create dedicated infrastructure for walking, cycling and other non motorized transport to support poor commuters
− Allocate adequate budget based on infrastructure development/strengthening plan, aligned with policy commitments
− Move from “tiny” pilots to “substantial” ones that have a modicum of scale and thus demonstration effect; include in city plans
− Integrate the creation/strengthening of walking/cycling infrastructure with BRT wherever the latter is being implemented coupled
with efforts at keeping the implementers alive to the need for quality walking cycling infrastructure with BRT
− Give priority to strengthening walking/cycling infrastructure in areas (residential, commercial, educational areas and around
transport terminals) where the city management/authorities are more amenable to change
− Advocate for recasting unfavorable regulations if they come in way of improving walking/cycling infrastructure
− Improve approach and manage externalities better by:
o Promoting walking/cycling as both pro poor and green agendas simultaneously
o Improving externalities such as law and order and street lighting
o Developing and implementing a sensitized hawker‟s policy to ensure their sidewalk presence without creating obstructions
 Promote Public Bike Sharing (PBS)
− Attract the affluent and the influential people of the society in order to influence the policy and decision makers
− Do not wait for the infrastructure to happen before bike sharing programme is initiated
− Plan exposure visits for policy makers, planners and implementers to successful initiatives at scale like Hangzhou PBS system
− Raise awareness on biking; organize events and publicize widely
 In Africa, promote the availability of bicycles
− Waive /reduce import duty on bicycles
− Innovate new models of bicycles that can be locally manufactured
− Build commuters and service provider capacities to cycle, build and maintain cycles

Agenda
9
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

Context and scope of the project
One of the key challenges for urban agglomerations or cities have been to improve the mobility for the urban poor, who are the most
marginalized in the face of rapid urbanization, population explosion and congestion due to the increase in the number of private vehicles. In
this regard Intellecap has been mandated to understand how to improve mobility for the urban poor, by identifying innovative
business/service models, good practices and policy level interventions that maximize mobility for the urban poor across Asia and Africa. As
part of the study we looked at innovations in the areas of public transport, paratransit and walking and cycling across the Asian and African
cities and identified best practices and solutions that would improve the value proposition for the urban poor commuters and entrepreneurs.
10
Impact of urban
mobility on the poor
Helps the poor
consumer access jobs
and other services
Provides employment
opportunities for the
urban poor (For ex:
Drivers, conductors,
entrepreneurs etc.)

Key Definitions
 Public transport: Government run transportation systems for the public, usually based on high capacity vehicles such as trains, buses
with a capacity of more than 40 seats
 Paratransit: Informal, privately run transportation systems for the public, such as Jeepneys (Manila), Rickshaws (Dhaka), etc.
 Primary Mode: Any transportation mode (public or paratransit) which is majorly used for long distances (>8km length) commuting
 Feeder : Modes which connects people to the primary modes. Generally the feeders are privately run paratransit modes . The average
trip lengths assumed for feeders is 3-8 kms
 Modal Share: Percentage of trips using a particular type of transportation to total number of trips
Value Propositions for the poor commuters:
 Affordability: The affordability is calculated as the ratio of monthly expenditure on a mode of transport to the average income (per
capita) in the city
 Accessibility: Degree to which the transport mode is available when needed based on anecdotal and secondary evidence
 Other value propositions such as safety, trip time, comfort etc. were also taking into consideration for analysis
11

Agenda
12
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

The urban poor mostly use public transport, walk or cycle
30.6
50
23
66.9
36
64
2.5
14
13
0 20 40 60 80 100 120
Mumbai
Bangkok
Delhi
Modal shares of low income commuters4
Public transport
Walking/Cycling
Other Modes
13
 Long distance trips are generally done using public transport modes such as metro, buses, ferries etc.
 In cities where public transport infrastructure is weak long distance trips are done using primary paratransit modes such as Matatus,
Danfos, Jeepneys etc.
 Paratransit feeders are used for short distances, though the modal shares of feeders among the low income sector is low
 The poor resort to walking or cycling for short distance trips, the modal shares of walking/cycling in the low income section is very high

Most Asian and African cities have weak public transport;
paratransit fills the gap left by public transport in most cities
 Public transport is relatively more developed in Asian cities when compared to their African counterparts
 In cities where public transport is weak, paratransit fills the gap left by public transport. For example: The modal share of public transport
in Manila is 14% and that of paratransit is 42%
14
75
57 59 56
50
46
41
30 28 26
21
15 14 14 12 10 9 9 7 4 4 2 1 0 0
6
22
13
9
25 33
18 39
46
36
36
49
25
3
44
27
61
44
70
30
40
26
10
60
13
6
0
0
0
10
30 14
19
6
26
19
0
1
2
3
0
3
0
1
11
5
2
1
16
4
5 28
35
25
5 5
9
4
57
10
18
14
19
32
19
24
3
14
6
29
16
10
14
3
2
10
0 0 0
6 6 9
3
13 7
12
22
42
51
24
40
24
35
19
26
37
61
75
21
0
10
20
30
40
50
60
70
80
90
100
Modal shares across multiple Asian and African cities5
Public Transport (Bus, Metro rail) Bicycle and Walking Motorcycle Private Cars, Taxis Paratransit modes

Public transport is 3.3 times more affordable in Asia when
compared to Africa
15
No Frill services cater to the poor:
0.35
1.16 1.1
0
0.4
0.8
1.2
1.6
Public transport
(Asia- No-frill
services)
Public transport
(Africa- No-frill
services)
Public transport
(Asia- Luxury
Services)
 With the exception of cities like Mumbai which have strong no-frill
rail networks, the poor mostly use buses for commuting
 The modern day metro trains are not catering to the poor both
from affordability and accessibility perspective. For example: 77%
of the commuters who use the metro in Delhi are people with
monthly incomes of USD 3786 or more whereas the per capita
monthly income of Delhi is USD 104
 On the other hand building efficient mass rapid transit systems on
rail is an expensive affair
 Buses are more accessible when compared to trains as trains are
built for commuting in the heart of the city (where high capacity
commuting is required) and most of the poor stay in suburbs
 Commuting in buses is relatively more time consuming when
compared to trains
Policies are in the right direction:
 Focusing on luxury public transport for the non-captive users
(middle class and the rich) to reduce congestion on most city
roads
 Some cities have enacted pro poor policies such as subsidies for
no frill services
 Policy makers have also recognized the importance of giving
„right of way‟ for public transport and NMT commuters
 Public transport modes can be classified into two broad
categories a) no-frill services b) luxury services . No-frill public
transport modes are basic services while the luxury services
provide value adds such as air condition, comfortable seats
etc.
 No frill public transport modes are the most affordable public
transport modes. No frill public transport modes are 3.3 times
more affordable in Asia when compared to no-frill services in
Africa ; in fact they are as expensive as luxury services in Asia
 Luxury public transit modes (such as low floor AC buses, AC
trains and metros) are 3.1 times more expensive when
compared to no-frill modes in Asia
Poor use buses more than metros, despite higher transit time

Non compliance of regulations by private bus operators results
in bad commuter experience
 In some cities bus operations are outsourced to private players who
run the fleet on the regulations which are pre determined by the
government agencies such as the Road Transport Authority (RTA)
 In most cities these private players do not comply with the guidelines
which negatively impacts the overall commuter experience. Here are
a few issues with privatizing buses.
− Overcharging: In some cities the private players do not
comply with the fare regulations by the government. For
example, in Nairobi, private buses charge higher fares during
peak hours. This deters them from using public transport
− No Schedule or route planning: One of the main features
that differentiates public transport from paratransit is
scheduled operations. In most cities private buses do not run
on fixed schedules and most of them do not have proper route
planning as most of them end up plying in the arterial routes
and neglect the internal routes impacting the accessibility of
commuters
− Over speeding: Oversupply of buses on some roads results
in competition between various private bus operators who end
up driving rashly to both pick up more passengers and to do
more trips. This makes it very risky not only for the commuters
traveling in the bus also for pedestrians and other road users.
16
Over supply of buses at a bus terminal in Nairobi
Case of blue line buses in Delhi: The Blue line buses
were operated by the private players in Delhi. The owner of
the bus would take a route license from the government and
gave out the bus to drivers on rent. The licenses were not
capped and hence there were many buses plying the same
route which created a huge demand supply mismatch. This
not only encouraged the driver to drive fast to do more trips
per day, but also created cutthroat competition among bus
operators for picking up more commuters. This made the
commuters experience quite unpleasant.

Primary paratransit modes are more expensive than public
transport across Asia and Africa
17
0.35
0.52
1.16
1.64
0
0.4
0.8
1.2
1.6
2
Public transport
( Asia- No-frill
services)
Primary
Paratransit
(Asia)
Public transport
( Africa- No-frill
services)
Primary
Paratransit
(Africa)
In cities with weak public transport, paratransit acts as a
primary mode
Other issues with primary paratransit modes
In cities with weak public transport, paratransit acts as a
primary mode:
 Primary paratransit modes are 1.4 times more expensive than
public transport modes in both Asia and Africa
 All paratransit modes are no-frill services
 The capacity of primary paratransit modes is relatively lower
than public transport modes and is one of the reasons why
paratransit modes are more expensive
Other issues with primary paratransit modes:
Low capacity of the mode increases congestion: With rapid
motorization, the use of low capacity primary paratransit modes
will only worsen the congestion levels in the city.
• Congestion a curse to the poor: In cities like Nairobi and Lagos
where the price of the Danfo and Matatus fluctuates with the
amount of traffic on the road, congestion becomes a curse to
the poor. For example in Lagos a peak hour 10km ride in a
Danfo would cost 100 Naira, whereas the same distance for a
private car owner would cost only 65 Naira (1 liter of petrol).
This encourages more cars to come on the road, further
increases congestion and impact the poor adversely
Use of old vehicles increases pollution: In Lagos, Nigeria the
average age of Danfos is 15 years, these are generally used
vehicles which are imported from the United Kingdom.
Entrepreneurs buy older vehicles because the import duty on older
vehicles is much lower, creating misaligned incentives
Speeding and Rash driving:
Speeding and rash driving has been a common trend observed
across multiple primary paratransit modes. Sometimes the owner-
ship structure is a major reason for over speeding, for example a
driver who takes a vehicle on rent tends to driver rashly (as its not
his vehicle) when compared to driver who owns the vehicle

Paratransit feeders (used for short trips) can be classified into
three major types; typically not used by the poor
18
Non Motorized Motorized (Non Shared) Motorized (Shared)
Definition
These are modes which do
not have a motor and run on
man / animal energy
These are vehicles that run on a motor, non-
shared modes are the ones where the cost is
borne by single commuter
These are vehicles that run on a motor,
shared modes are ones where the cost is
borne by more than one commuter
Examples
Rickshaws (pedal powered
three wheeler), animal carts,
rented cycles and the like
Okada (Bike Taxis), unshared Autos and taxis Shared autos, Tricycles (bike with a cabin
attached) ,
Capacity
(Seats)
2-3 1-4 3-8
Average trip
length
2-3 kms Okada: 3-5 kms
Non shared taxis: NA
3-8kms
0.38
1.1
0
0.2
0.4
0.6
0.8
1
1.2
Paratransit Feeders (Asia) Paratransit Feeders (Africa)
CostinUSD(PPP)
Cost for 3km trip using various feeders 3
Feeders are expensive across Asia and Africa:
 A 3km trip using a feeder in Asia and Africa would cost
roughly 70% of the cost of using a primary paratransit mode
for a 10km trip
 On an average a consumer spends 4-17% of his monthly
earnings to use the feeder, which is high considering feeder
would only connect him to a primary mode and doesn‟t
complete the trip

Paratransit feeders: unsafe, cause congestion and pollution
 Large number of feeders cause congestion:
– Large number of low speed, low capacity vehicles cause congestion in the city and hence feeders are being banned from main
roads in the cities and can only operate in internal roads. Like in case of Tricycles and Pedicabs in Manila, the cycle rickshaws are
also banned from major roads in Dhaka. There are more than 600,000 such cycle rickshaws which impact the livelihoods of 2.4
million people (assuming 4 people per family), banning rickshaws creates huge amount of unemployment and its an highly
political issue to implement such laws effectively in cities like Dhaka.
– The policy makers recognize the same and are planning to use the rickshaw as an efficient feeder which is integrated into the
public transport system that they aim to develop. In the past the rickshaw acted as a primary mode as the average trip lengths
that commuters used to travel were low, but as the city is expanding rapidly the average trip lengths have also increased and
hence the rickshaws can no more act as primary modes
 Feeders such as Okadas and Tricycles are extremely unsafe: The Okadas (Bike taxis) and the tricycles are very unsafe for
passengers as the unique selling proposition (USP) for such modes is speed and swift maneuverability the Okada and tricycle drivers
are thus forced to drive rashly and are involved in lot of fatal accidents. (over 14% of the accidents that Okada drivers meet with are fatal
accidents)
 Pollution: Paratransit feeders are one of the major sources of pollution especially in cities which are predominately dependent on
motorized feeders, for example Manila has over 100,000 tricycles. Use of old technologies (such as two stroke engines) and non-
ecofriendly fuels such as diesel and petrol worsens the scenario in such cities.
 Drivers overcharge commuters and do not follow regulations: Though paratransit rates are regulated in most Asian cities it is often
observed that drivers do not comply with the regulations and tend to over charge commuters. The paratransit space is very unorganized
and hence maintaining discipline in terms of fares charged and the way the drivers drive is extremely difficult
19

The policy environment for promoting cycling is more conducive in Asia and Anglophone Africa
than in Francophone Africa
0
10
20
30
40
50
60
70
0 10 20 30 40 50 60 70 80
Modalsharepublictransport
Modal share walking/cycling5
Surat
Weak public transport and unaffordable paratransit result in high
numbers of captive walking/cycling commuters
20
Seoul
Shanghai
Bangalore
Accra
Abidjan
Tokyo
Mumbai
New Delhi
Chennai
Kolkata
Lahore
Manila
Johannesburg
Dakar Lagos
Addis Ababa
Nairobi
Guwahati
Douala
Dar Es Salaam
Colombo
Cape Town
Bangkok
Hangzhou
Istanbul
Ahmedabad
 Walking and cycling are used
mostly by the poorest of the poor
in both Asia and Africa
 African cities heavily favour
walking over cycling unlike their
Asian counterparts
 While Asian Cities were always
high on cycling, its modal share
has declined over time7
 Despite the decline of the modal
share of bicycling over the years,
Asian cities are comparatively
much higher even now on their
modal share of bicycling over their
African counterparts that have
always had and still have a
negligible modal share of bicycling
 Promotion of bicycling in African
cities is harder as they need
development of cycling skills and
efforts to make bicycles available
at a large scale

The urban transport environment is hostile to pedestrians and
bicyclists
21
Example –fatality data from 35 Indian cities suggest
that the fatality rates are on rise
0
10000
20000
30000
40000
50000
60000
2009 2010
High and Rising Fatality in Indian Cities8
7.2%
Pedestrians and cyclists comprise a major share of
fatalities in 35 Indian cities
25%
22%
14%
10%
8%
6%
5%
5%
5%
Fatalities by type of road user - 2010
(n = 12935)8
2-Wheeler Bicycle/pedestrian
Truck/Lorry Car
Bus Other
Tempo/Van 3- Wheeler
• Between Bicyclists and Pedestrians, the latter are
the worst hit among fatalities
• Bicycle is perceived as poor man‟s transport in many
Asian cities

Poor urban transport environment for walking/cycling increases privately
owned motorized transport leading to negative externalities for all commuters
47 45 44
39 38 38
2322
39
8
21 22
10
16
Chennai Nanchang Bengaluru Delhi Changzhou Shanghai Xi'an
Declining modal share of walking in Asian cities7
Previous
Later
22
2001
2008
2002
2005
1984
2007
2002
2008
1986
2006
1986
2004
2002
2006
Year
Cities Mode with Greatest Gain
Bengaluru Two Wheeler and Car
Changzhou Two Wheeler and Car
Chennai Two Wheeler
Delhi Two Wheeler and Car
Nanchang Car
 Most of those walking/cycling are “captive users” who
would readily shift to privately owned motorized
transport as soon as they can afford to
 Shifting to privately owned motorized transport leads
to negative externalities like congestion, pollution and
safety hazards

Policy to promote walking/cycling has left much to be desired
both in Asian and African cities
 Primarily driven by the low carbon agenda of the funding
agencies like UNEP, GEF, etc.
 Difficult to push through policy changes across all cities in
any country owing to diffused responsibilities across
geographies
 Very few cities across Asia have robust policies on
promoting walking/cycling
 Multiplicity of institutions with lack of clarity on the
institutional level roles and responsibilities results in poor
planning and implementation of walking/cycling policies
 Cities that are quite congested already often do not have
enough space for dedicated walking/cycling tracks, leading
to a general reluctance on their part to push the
walking/cycling agenda
23
 Barring South Africa, policy to promote walking/ cycling in
Africa is in its rudimentary stage
 Most policy for walking and cycling is being pushed as
part of low carbon agenda
 Most of the cities in Africa are under the diktat of one
national level authority and therefore pushing policy
reforms across multiple cities in the same nation is a
relatively easier proposition in comparison to Asia
 Most African cities are still in process of implementing a
pilot project featuring their first dedicated cycling track so
that the same may prove to be an example for other cities
in the nation and even to cities located in other African
nations
 As Africa is very high on walking and quite low on cycling,
numerous examples of policies facilitating projects that
promote cycling have been observed in Africa
 Reluctance to promote dedicated cycling tracks is
stronger in Africa than in Asia as the former are seen
settling for or advocating mixed traffic with speed limits of
25-30 kmph with heavy policing
Policy on promoting walking/cycling is weak in Asia with
very few cities having planned and executed on them:
Policy on promoting walking/cycling is weaker in Africa
than in Asia with few cities being able to even begin
planning and execution

Traffic engineering, limited budgets and lack of champions limit
political will for promoting walking/cycling
 It is the poorest of the poor who walk and cycle and their ability to sway policy making, planning and implementation in their favour is
rather limited
 The “traffic engineering” paradigm of urban transport development that focus on the mobility of the vehicles rather than “integrated
transport” paradigm that focuses on the mobility of the people results in policy on walking/cycling being neglected. The former paradigm
results in
− No policy that focuses on walking and cycling
− Commitment of resources for creating infrastructure for privately owned motorized transport
 Champions of policy making in favour of privately owned motorized transport are many with strong lobbying to further their agenda
 The genuine need for providing infrastructure for public transport often crowds out funding of walking and cycling related infrastructure
Some bright spots:
 People‟s Republic of China (PRC), the world‟s most populous nation accounting for nearly one fifth of the humanity and once known as
“Cycling Kingdom” of the world have decided to promote walking/cycling across its cities in order to arrest the decline and increase the
modal share of walking and cycling
 India, the second most populous nation of the world accounting for one seventh of the humanity in its National Urban Transport Policy
(NUTP) seeks to adopt the “mobility” paradigm as against earlier paradigm of “traffic engineering” in urban transport development
 African cities have been approached by agencies like UNEP who have initiated pilot projects in important cities like Nairobi (Kenya) on
promoting walking/cycling, so that the same may have the much needed demonstration effect across other cities in Africa
 Asian cities other than China and India have also shown similar enthusiasm in moving towards “mobility” paradigm from the “traffic
engineering” paradigm (example – Bangkok in Thailand, Changwon in South Korea and Manila in The Philippines)
24

Agenda
25
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

Three ownership structures are possible in paratransit space
26
 Dual Entrepreneur Model: Common in both feeder and primary paratransit modes. For example the model is seen in case
of cycle rickshaws in Asia as well as in case of Danfos in Nigeria. In this model the driver and conductor (primary modes) are
more vulnerable. The owner earns rent from a fleet of vehicles. The driver is generally responsible for all the operational
costs while the owner takes care of periodic costs such as licensing, maintenance etc
 Owner-Driver Model: In this case the owner hires his staff to run his fleet of vehicles. The staff, which includes the driver
and his assistant (conductor) often belong to the low income groups (public transport modes also operate on this model)
 Owner is the Driver Model: This model is largely seen in paratransit feeders where the driver can afford to buy low
capacity paratransit feeders as the capex is low. In this case the owner is the driver and he is likely to be from low income
segment
Dual entrepreneur model Owner – Driver Model Owner is the Driver Model
Owner
Owns a fleet of vehicles
and gives them out for rent,
the revenue source for the
owner is only rent
Entrepreneur/Driver
Takes the vehicle on rent
and does business
Owner
Owns the vehicles and
hires drivers/other staff to
run the operations
Driver
The driver/other staff work
on fixed salary often with a
variable component
The owner is the driver in
this model, there are no
additional costs such as
rent or salary

Operators who run Non-Motorized modes are most vulnerable;
drivers who run their own vehicle earn the most
27
 The drivers who work on a salary earn less than the drivers who
operate the vehicles on rent
 In the case of Jeepneys in Manila, the drivers earn less than the
per capita income because of an oversupply of Jeepneys in the
city. The rent of the Jeepney is often twice the daily earning of
the driver
 Drivers often cannot afford to buy the vehicles because of the
high capital expenditure required
650
366
998
292
470
254
499
316
0
200
400
600
800
1000
1200
Matatu (Nairobi) Mini Bus
(Gurgaon, Delhi)
Danfo (Lagos) Jeepney
(Manila)
Operators earnings in USD (PPP) Per capita income of the city
 The monthly earnings of motorized modes are at least 2-5 times
greater than that of non-motorized modes. Rickshaw pullers in
most cities earn less than the percapita income of the city
 The monthly earnings of drivers who run their own vehicles is
higher than that of drivers who take the vehicle on rent
Drivers taking vehicle on rent
For Nairobi low income expenditure was taken into account
Salaried drivers
207
436
554
1383
253
316
499
254
0
200
400
600
800
1000
1200
1400
1600
Cycle Rickshaw
(Dhaka)
Tricycle-Shared
(Manila)
Okada (Lagos) Shared Auto
(Gurgaon, Delhi)
Operators earnings in USD (PPP) Per capita income of the city
Driver is the owner
Drivers taking vehicle
on rent
Rickshaw drivers are mostly migrant farmers who migrate to cities
from rural areas in non-farming seasons. Hence most of them
prefer to take the vehicle on rent. In Indian cities almost 95%
rickshaw pullers take rickshaws on rent11
In primary paratransit, drivers who take vehicles on rent
earn more9
In paratransit feeders operators who own their vehicle earn
more 10

Long work hours and pressure to recover rent/ earn additional
income pushes paratransit operators to break rules
28
Over speeding/ rash driving :
In both the dual entrepreneur and the owner-driver based model the drivers are under pressure either to recover the rent that they owe to
the owner and to earn more to take home, which results in over speeding. In the case of owner cum driver model the chance of over
speeding is lower because the driver owns the vehicle and is likely to be more conscious while driving
Over charging: Over charging is not uncommon especially in African cities where the fare of the Matatu ride changes with the amount of
traffic on the road and the time of the day, Sometimes it also changes based on the weather conditions, for example on rainy days they
charge more. Over charging happens because the driver wants to earn an extra buck and most of the times the money doesn‟t eventually
reach the owner of the vehicle. Even when the prices are regulated drivers overcharge in high demand periods as the sector is completely
unorganized it is tough to maintain discipline across various operators
Not complying to licensing norms: There are a lot of cases where paratransit operators run their vehicles without a license. This is
especially seen in the case of rickshaws where most operators are migrants and do not have proper identification or a permanent address
on which is mandatory to procure a license. For example in case of Dhaka there are more than 600,000 cycle rickshaws that ply in the
metropolitan area and only roughly 90,000 of them have licenses.
Lifestyle of typical paratransit operator:
A typical paratransit driver spends 14-16 hours working everyday. Most of them
are addicted either to alcohol, tobacco or other harmful items. Many rickshaw
pullers are migrants who come to the city for employment and live out on the
rickshaw as they do not have housing. In the case of Jeepney in Manila, housing
is provided by the owner (all Jeepney drivers under a particular owner go back to
the garage and spend their nights there). Even Okada drivers are addicted to
drugs, and often drive the Okadas because of high levels of unemployment in
Lagos.

Agenda
29
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

Solutions to improve urban mobility of the poor – a snapshot
30
Public transport Paratransit Walking/Cycling Stakeholders (Paratransit)
Issues
1. Affordability
2. Long travel time
3. Non compliance of rules by
private operators
1. Affordability
2. Lack of safety
3. Highly polluting
1. Lack of safety
2. Poor Walkability in cities
3. Accessibility
1. Lack of organization
2. Access to formal finance
BestPractices
1a. Provide subsidies for the
poor and design innovative
pricing mechanisms
1b. Build infrastructure to
provide „right of way‟ to
public transport users
1c. Operate buses under single
authority or promote limited
competition
2a. Regulate pricing
2b. Use high capacity vehicles
2c. Use eco-friendly
technologies
3a. Create appropriate
infrastructure
3b. Promote public bike sharing
(PBS)
3c. Promote bike ownership
3d. Promote cycling in regions
with low cycling modal
share
4a. Organizing the sector
4b. Providing access to finance
1 2 3 4
5a. Single urban transport authority
5b. Urban transport fund
Efficient city planning and management a key to implement most best practices (Best Practices)
5

Transport policies support subsidies and innovative pricing
mechanisms
31
Providing subsidies to the poor and improving ridership on public transport modes through innovative pricing
mechanism is part of most country level transport policies, to state a few:
 The Indian National Urban transport policy clearly states that the government would always provide basic services
(no-frill) to the poor at a subsidized price
 The Dhaka policy states that the government will plan a public-private partnership (PPP) to improve the public
transport levels in the city and will plan to provide subsidies to the poor as stated in the “Poverty Reduction Strategic
Plan” (PRSP) even if the public transport is privatized
 The Johannesburg city policy clearly states that the state will aim to provide transportation which would not cost more
than 10% of the monthly earnings for any income group customer. The policy also aims to cross subsidize services
to the poor by using innovative pricing mechanisms
 The Philippines national policy is pro subsidies for sensitive groups such as women, disabled, etc. The policy is
however against subsidies for all and cross subsidies. The policy also recommends PPP if necessary and guides the
transport authorities to design tariffs by taking all costs and operators margins into account
Most governments plan to use Public Private Partnerships (PPP) to address the funding gap and improve the speed of
executing public transport projects. Some governments are raising money through multilaterals. For example; the BRT
project phase 1 in Lagos received financial support from World Bank and they are in talks with French Development
Agency (AFD) for raising credit for phase 2
1a

Innovative pricing and subsidies make public transport more
affordable to commuters
Innovative pricing mechanisms for all commuters:
Innovative pricings can make public transport more affordable for all commuters and indirectly also impacts the poor
Case Study 1 : (Mumbai Local trains- Monthly packages)
32
The Mumbai local trains are one of the most affordable means of public transport modes across Asia. The regular fares itself are quite low
but monthly packages make them even more affordable. For example Andheri-Virar-Andheri, a 108 km stretch on a daily basis would cost
only USD 2.92 per month12 for the consumer if he takes the monthly pass. As per the comparison above irrespective of the trip length
consumers save 70% on average by choosing the monthly package. The quarterly packages would make commuting even more affordable
Case Study 2 : TransJakarta BRT (Government bears 50% of the operational expenditure to provide affordable transport)
 In the TransJakarta BRT service in Jakarta, Indonesia the government bears 50% of the operational expenses every year to make
commuting more affordable. In the year 2011 the bus services only generated 39 million USD through ticket sales while the overall
operating expenses were 76 million USD. The government has borne the remaining amount and currently provides the service to
consumers at Rp 3,500 (which is approximately 40 cents per trip)
Route
Distance
(Kms)
Monthly expense on daily
fares (USD)
Monthly package price
(USD)
Savings (USD) /% Saving
Andheri-Vile Parle 4 4.52 1.32 3.2 (71%)
Andheri-Churchgate 28 7.8 2.35 5.3 (70%)
Andheri- Virar 54 12.3 2.92 9.5 (76%)
1a

Pro poor pricing and subsidies go a long way in making
public transport affordable for the urban poor
Pro poor pricing mechanisms and subsidies:
These are pricing innovations that are specially targeted towards the poor and have a direct impact on the poor
Case study 1: Fixed fare, Johannesburg :
 Some services have fixed fares irrespective of the distance you travel (For example: No-Frill buses in Bangkok),
these services are pro poor assuming the poor travel the farthest. By having a fixed price indirect cross subsidizing is
happening as the rich who travel shorter distances pay more than the poor who travel farther
Case study 2: Subsidized monthly packages for the poor and sensitive groups in Delhi buses:13
 Apart from providing a better price for all consumers who procure a monthly package the Delhi Transport corporation
(DTC) also provides special monthly fares for the poor and other sensitive groups such as senior citizens, students,
disabled etc.
33
Passenger type Fare (INR)
Regular Passenger 800
Poor user (the poor will have to provide a below
poverty line (BPL) card to avail this offer)
500
Students 100
Senior citizens 50
Disabled Free
1a

Providing ‘right of way’ for public transport users would
reduce trip times; most policies are looking at it
Rapid motorization is causing congestion in most large cities and the users of public transport are penalized for the rapid growth in public
transport. For example : buses in Delhi carry 44% of the vehicular passengers (excluding passengers who walk/cycle) but buses account for
only 1.55% of the total vehicles on the roads of Delhi. This clearly means that commuters who use public transport are being penalized for
congestion caused by private vehicles. Policy makers have identified this as an issue and are creating policies focused towards providing
„right of way‟ for public transport users
On the other hand cost of building the metro rail system is much higher when compared to building mass rapid transit systems with buses
(for a kilometer of rail system 12 kms of bus systems can be built)
34
Policies focused on providing ‘right of way’:
 The Indian National Urban Transport Policy (NUTP) clearly states that
transport planners in other federal states in India must focus on equitable
distribution of space for public transport and non motorized transit users.
The policy clearly calls for a focus on creating lanes for high occupancy
vehicles.
 The polices of various cities such as Delhi, Ahmedabad, Mumbai etc. focus
on the need of developing a bus rapid transit system on the city roads
 The city policy of Dhaka also clearly calls for the need of BRT in the city
and also states that the government would use the „Build operate and
transfer model‟ with a private player to fund the project
There are three types across the world, segregated bus ways through painted
lines, segregated lanes and comprehensive BRT lines (with fare
integration etc.)
1b

Bus Rapid Transit lanes improve the trip times for bus
passengers: BRT Lite - A case study of Lagos
Context:
 Lagos is the 6th largest city in the world in terms of population
and the largest city in Africa with a population of 17 million. It is
a city which is predominantly dependent on paratransit and
private vehicles for commuting, while 25% of the population
used buses (which contributed to 4% of the vehicles on the
road) transit is time consuming and expensive
The BRT Project:
 The Lagos Metropolitan Area Transport Authority (LAMATA) in
2008 decided to invest in a BRT-Lite system which required a
cost of $1.7million per km when compared to $6 million per km
for a comprehensive BRT
 Key takeaways:
− Stakeholder engagement: LAMATA ensured that it kept
all key stakeholders in mind while planning the BRT
corridor. LAMATA was also successful in forging
partnerships with key organizations such as the National
Union of road transport workers, which formed a
cooperative to run the BRT system
− Strong inter-agency coordination: coordination between
multiple agencies was the key for the implementation of
the project
35
Project Impact:14
Currently the BRT operates 220 buses, moving
200,000 passengers on a daily basis
 The journey time reduced by 25 minutes from
one end to the other end of BRT
 The rates have fallen from 230 Naira per
person to 100 Naira per person post the BRT
1b

Bus Rapid Transit lanes improve the trip times for bus
passengers: Comprehensive- BRT Guangzhou
36
Context:
The city of Guangzhou, with a population of 11-15 million people and 32%
modal share (as of 2007) for bus commuting was highly critical to provide
a right of way for buses and relieve them from congestion. In 2010, the
first 23km BRT lane with 26 stations was implemented in Guangzhou and
was immensely successful
Impact:15
Today, over 800,000 people use the BRT buses on a daily basis and it
carries 23,000 passengers / hour in a single direction. This is 4 times
greater than the next big BRT in Xiamen, China which carries 7400
passengers/hour. The Guangzhou BRT is second only to TransMilenio
Key features for success of the BRT:
 Pedestrain foot over bridges for pedestrian crossing at every station
which makes the entry and exit from the station very safe
 Electronic ticketing system where the passenger just needs to tap a
smart card (which is known as Yang Cheng Tong) while entering and
while exiting a station for the amount to get deducted directly. This
card is a multi purpose card which is not just used for transport related
costs
 Multi-modal connectivity: The BRT lanes are connected to three metro
stations and have public bike sharing systems (PBS) integrated to the
BRT lanes
Key design elements make this rapid transit system the
world's longest BRT stations - around 260m (in city
centers) including bridges - with bus volumes of 1 bus
every 10 seconds or 350 per hour in a single direction. In
suburban areas the station is 60m wide and has lesser
volume. The BRT system has two new lines and two
extensions planned
Planning for pedestrian safety and implementing
consumer friendly systems make the Guangzhou BRT the
efficient system that it is today. The Guangzhou system is
known for providing metro like services over buses
1b

© 2011 Intellecap. All rights reserved 37
Some city governments choose to privatize the bus operations which creates many problems like the private players not complying with
various rules set by the government. This non compliance results in a bad commuter experience across cities where bus operations are
privatized. Ideally, all public transport systems whether managed by public sector or the private must comply with certain rules like
 Maintaining fixed fares
 Adhering to a predetermined schedule
 Complying to safety norms (not over speeding and so on) and
 Plying only in the prescribed routes
Some possible solutions to solve these issues could be:
 Regulating licensing based on travel demand: The city governments may issue licenses in a particular route based on travel
demand in that route. Over issuing of licenses would create unnecessary competition which would force the bus drivers to over speed to
make extra revenues. Proper route planning and issue of licenses should be implemented in an efficient manner to solve this issue.
 Operating the entire bus fleet under a single bus management agency: If many private players are involved in bus operations, the
standards of the service would vary across different players and as all players compete with each other they prefer to operate on the
high demand routes alone. To solve this problem if all the fleets are managed by a single agency and the revenues are shared with
multiple players in a transparent manner at the end of each month, it would help organize this sector better, resulting in all routes being
covered and effective fare regulation being implemented.
 Promote limited competition: By creating higher barriers for entry (for example requirement of a larger fleet size, lowest fare bid and
so on), large corporates can be attracted to operate the bus services in an efficient manner. As majority of the fleet would be owned by
fewer players resulting in healthy competition and the commuter would be benefited when such competition is promoted.
Operate buses under single authority or promote limited and
healthy competition
1c

Price regulations make primary paratransit more affordable
 The rates are regulated in Asia and hence the modes are more affordable. Regulation of rates make the cost/km in Asia 3 times lower
than that of Africa
 A consumer has to spend 20-30% of his monthly income in Africa to use paratransit primary modes. This is because the sector is
completely unregulated and fares fluctuate with the demand. For example in the case of Matatus in Nairobi, a onward trip which costs
Ksh 100 during peak hours would cost only Ksh 20 during the return trip during non-peak hours
 To make the commuter experience better, it is also important to implement safety norms and promote route planning either through
licensing or through self regulation
38
30
20
11.26
6
0
5
10
15
20
25
30
35
Matatu Danfo Jeepney Mini Bus (India)
%ofmonthlyincome
Monthly spending on various paratransit modes16
0.52
1.64
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
Asia Africa
Cost/KminUSD(PPP)
Cost for 10km trip using primary paratransit modes in
Asia and Africa3
Regulated fares
Case Study: Manila Jeepney price regulation: The Land Transportation Franchising and Regulatory Board (LTFRB) in Manila is
responsible for regulating the prices of Jeepneys and paratransit modes to make them more affordable to the consumer. The prices are
fixed in such a way that it is a win-win for the consumer and the entrepreneur who owns the Jeepney. For ex: In Feb 2009, when the diesel
prices where P23 per liter the tariff was fixed at P7 per passenger for the first 4 kms, in the year 2011 the price of diesel almost doubled to
P45.5 but the tariff only increased to P8 per passenger for the first 4 kms. The Department of Energy (DOE) offered smart cards to Jeepney
drivers with P1050 which can be used to purchase fuel. By taking care of the entrepreneurs interests, the government is successfully able to
regulate the prices of primary paratransit modes
2a

Price regulation make feeders more affordable in Asia,
Shared modes are more affordable than non shared modes
 A consumer has to spend anywhere between 4-17% to use feeders . This is very high because feeders just act as connectors to primary
modes
 Of the feeders analyzed shared modes are most affordable to the poor (example: Share Auto and Tricycle). The rates of tricycles and
share autos are also regulated which makes them even more affordable.
39
17
14
5.56
4
0
2
4
6
8
10
12
14
16
18
Rickshaw Okada Tricycle Share Auto
%ofmonthlyincome
Monthly expenditure on feeders17
Shared modes
0.88
0.77
0.36
0.19
0
0.2
0.4
0.6
0.8
1
Rickshaw Okada Tricycle Share Auto
CostinUSD(PPP)
Cost for 3km trip using various feeders2
Case study: Regulated rates and routes in Manila: The rates are regulated by the Land Transportation Franchising and Regulatory
Board (LTFRB) in Manila. The current tariff rate for the tricycle is P8 for the first km and P1 for every km after that. The Metropolitan Manila
Development Authority (MMDA) recently warned the tricycle operators and reminded them to follow 1990 Metro Manila Council (MMC)
ordinance which prohibits pedicabs and tricycles along major roads in Metro Manila. All tricycles have specific franchise routes in which they
can operate as per law. This will ensure that all the 120,000 tricycles are well organized and operate in their own territories. Regulations not
only ensure that the tricycle acts as feeder but also ensures that the fares are affordable
2a

High capacity vehicles will improve affordability and reduce
emissions
Low capacity of the mode increases congestion: With rapid motorization, the use of low capacity primary paratransit modes will only
worsen congestion levels in the city.
Use of more efficient fuels to reduce emissions:
As many paratransit modes are either ill maintained or have a very old engine it is very critical to promote better technologies or fuels to
make them less harmful to the environment, here are a few ways to do it:
• LPG Conversion: As part of government efforts to promote fuel efficiency and reduce air pollution, the Philippines government
announced in 2008 a program to replace the engines of old jeepneys with new LPG engines. The challenge with this scheme was the
high cost of conversion P250,000 (which is 50% of the initial capital expenditure of Jeepney). Larger size vehicles require more capital to
convert into efficient fuels when compared to smaller vehicles, for example a taxi conversion would cost only P20,000
• Retro fitting engines (converting 2 stroke to 4 stroke) a potential solution for feeders: An organization called Envirofit is installing
retrofitted engines in a few cities in the Philippines. By technological additions the engines can be made more environmentally friendly,
apart from the health and environmental benefits, the fuel efficiency offered by retrofits can mean big savings for drivers of two-stroke
tricycles , and thus a big boost for their livelihoods. The retrofit kits pay for themselves in fuel savings within 10 months. To make the
upfront costs affordable, however, the cities provide micro-financing, recognizing that many local taxi drivers have little disposable
income.
40
Case of Matatu’s HCV – The Nairobi transport planners are aiming to convert all low capacity Matatus in the city to high capacity vehicles
which would not only make paratransit more affordable but also would reduce the congestion in the city and reduce overall travel times. The
process of moving from a 14 seat Matatu to a 50 seat bus, would create job losses of an average 6 persons per conversion. Hence, the
transport planners in the city want to phase out Matatus from the main areas in the city and use them as effective feeders in the suburbs.
There is a lot of resistance the government is phasing from the Matatu drivers as they anticipate that this move would lead to major job
losses in the city
2b
2c

Improving infrastructure for walking/cycling
Desirable features of infrastructure to improve walking and cycling
 Walkability – improving/creating walkways / footpaths / sidewalks that are continuous, clean, spacious, non encroached with resting
spaces/benches (preferably shaded) and drinking water facilities. Construction of adequate FOBs, crossings and subways
 Cycling – Building dedicated cycling tracks that are continuous, spacious, non-encroached with crossings and subways
Lessons from the example:
 Need for a strong political will to build infrastructure that favours biking and cycling
 Pre-existing infrastructure and pre-existing cycling culture in the city supported the change in favour of walking cycling
 A progressive urban transport plan and design code
 Planning for supporting infrastructure like cycle parking lots to make the feeder trips possible
 Providing interconnectivity with public transport modes like metros
41
Successful Case Example - Guangzhou, China
For decades many Chinese cities have provided dedicated roads for walking and cycling. Most Chinese cities provide pavement,
crosswalks, bike lanes and traffic signals for bicyclists and pedestrians. An important reason was adherence to the urban road transport plan
and design code (GB-50220-95) which necessitated construction of pavements (along main and subsidiary roads) that could also be used
by the bicycles. The city of Guangzhou witnessed a fall in the modal share for walking/cycling when use of privately owned motorized
modes increased at the cost of walking/cycling, until the city of Guangzhou banned motorcycles in 2007. Local lawmaker Chen Zhongqian
first proposed the city do more to accommodate bicyclists during the annual session of the city‟s people‟s congress in January. Since that
time, Guangzhou urban planning bureau has reopened many of the closed cycling lanes along major urban roads where the conditions
allowed. Besides, it decided to build bicycle roads along with all the new roads and required new residential buildings, especially near metro
stations to set aside space for bicycle parking lot. The initiatives not only helped increase once again the number of bikers in the city but
also relieved some pressure from the public transport system.
3a

Improving infrastructure for walking/cycling
Lessons from the example
• Designing of the track needs to be done keeping the principles of continuity, spaciousness, comfort and safety of the commuters under
consideration
• Maintenance of tracks is necessary to keep them commutable
• Anticipation of possible encroachments and building in mitigation measures such as spaces for the hawkers is also necessary
Note: Asia has a pre existing biking culture and this goes in favour of promoting cycling. In India however, there is a social stigma attached
to biking and this perception needs to be changed if modal share of cycling were to grow significantly
42
Unsuccessful Case Example – Pune, India : Pune has the highest walkability index in India as per a recent study conducted by Clean Air
Initiative (CAI) – Asia funded by Shakti Sustainable Energy Foundation. Pune, was fast losing its reputation as the cycling capital of India,
when the NMT cell of the Pune Municipal Corporation (PMC) decided to develop 300-km long dedicated cycling tracks. By early 2011, the
city had built 132 kms of dedicated cycle tracks on 20 roads which together made 18 cycling tracks in Pune. As per Parisar, an organization
working for improving cycling in Pune, they decided to take stock of the performance of 12 out of the 18 tracks as they did not consider the
remaining 6 tracks “even fit to be called cycle tracks”. They surveyed 12 tracks that were 87.5 km long and discovered that they were in
“terrible condition”. “Research found encroachments like slums, hawkers, electric poles, garbage bins, traffic and CCTV poles. Lights,
signages, differentiation between a footpath and cycle track, ramps and shades and connectivity between tracks were also missing. If
obstructions are added up, they come to a whopping 3,900 on tracks studied.” (Times of India, 26th December 2011). The study inferred that
the PMC failed to focus on continuity while designing the tracks. They assessed that policy needed to be put in place to assess and
maintain the tracks. The Municipal Commissioner has taken action to rejuvenate the NMT cell by making appropriate budgetary allocations
and mooting the idea of appointing a cyclist to take care of the cell.
3a

Asia is the fastest growing market for Public Bike Sharing
Rationale for promoting Public Bike Sharing
 Expands the choice of mode for the poor who can reduce their travel
time and afford the cost of transport
 Provides feeder services to and disbursal services from the primary
modes of transport and helps the poor commute longer distances
 Eliminates the threat to loss of cycles through theft as usually it provides
for secure parking for bikes that are owned and are taken care of by
either the government (example-Hangzhou, China) or by a private
enterprise (example-Rajkot, India)
Examples of Public Bike sharing in Asia (fastest growing market for
bike sharing)
 TownBike programme of Singapore (1999-2007) – A first in Asia
 Taito Bicycle sharing Experiment in Taito, Japan – 2002-03, 130 bicycles
at 12 locations
 Nubija bike sharing programme in Changwon, South Korea – 2008 – 430
bicycle, 20 terminals
 C-Bike in Kaohsiung City, Taiwan – and the Youbike programme with
500 bicycles at 10 locations – 2009
 Public Bike sharing system in Hangzhou, China – 2008, IT based
systems comprising 40,000 bicycles with 1600 stations with plans of
expanding to 50,000 bicycles across 2000 stations by 2009.
 The Chinese cities of Beijing, Tianjin, Hainan, and Suzhou launched pilot
programs in 2008 and 2009.
 Ministry of Urban Development in India is preparing to launch a 10-city
public bike scheme as part of its “Mission for Sustainable Habitat”
43
Successful Public Bike Sharing – Hangzhou,
China18
 Provides seamless connection of bicycle based
slow speed traffic with metro and bus based public
transport
 Affordable at free first hour, @ 1 Yuan and 2 yuan
in the 2nd and 3rd hours respectively and 3 Yuan
per hour for fourth hour onwards for 24 hours
 Little theft or vandalism of bikes owing to the
provision of black listing the errant commuters and
denying them access to the facility for life
 Hiring hassles reduced owing to installation of
POS system that enables ending rental by parking
at the stall, swiping the transportation card over
the bike itself and walking away
3b

Public Bike Sharing services providers and business models
44
• The Public Bike Sharing facilities May be provided by Advertising Agencies (no example in Asia); Public Transport
Agency (example-Hangzhou Public Bicycle, China); offered by the Local Government and Public Authority (example
– Nubija in Changwon, North Korea); For Profit Agency (example – proposed in Pune, India) and Non Profit
agencies (example – Wuhan Public Bicycle, China)
• The main sources of revenue for all providers comprises of member and non-member user charges and advertising
on the bikes, bike sharing stations, billboards and street furniture. Models run by public transport agencies depends
additionally upon government subsidies, the ones run by local government and public authority additionally depend
on Municipality funding and the ones run by non profits additionally depend upon loans from banks, public-Private
partnership funding and local funding.
Provider Standard Operating Model
Advertising Agency Provide bike sharing services in lieu of rights for advertising on bill boards, street
furniture, etc.
Public Transport agency Provide bike sharing under guidance of public authority for enhancing the public
transport system
Local Government and
public Authority
Directly design and operate a bike sharing scheme or purchase it from other agencies
providing these services
For Profits Provide bike sharing with minimal government involvement
Not for Profit Provide bike sharing services under support of public agencies or city councils
3b

Public Bike Sharing problems and solutions (Good practices)
45
Problems experienced Solutions devised
Bicycle theft and
vandalism
Third generation bike sharing programmes have introduced smart cards that have significantly reduced the
problem of theft and vandalism as the subscriber anonymity is no more an issue. Technologies like global
positioning systems and radio frequency tracking greatly help reduce theft but tend to increase programme
implementation costs. Programmes are also employing membership based lending process to reduce theft.
Hangzhou bike sharing employs inexpensive bikes (400 RMB) to avoid theft. A high density of bicycles that are
available for free in the 1st hour help obviate the need for stealing the bike. The fourth generation bike sharing
programmes are planning to introduce robust bicycles necessitating low maintenance cost and strong locking
systems to deter theft/vandalism.
Bicycle redistribution Efficient redistribution of bicycles to locations with high demand, once the bicycle has been used, improves the
efficiency of the programme. Hangzhou bike sharing programme uses 20 natural gas fuelled trucks for bicycle
redistribution. Further, attempts are being made to equip redistribution vehicles with computers to provide online
information to the drivers on the location wise bicycle shortage and station crowding. This would lead to fourth
generation bike sharing programmes that are “Demand-responsive Multi-modal systems”
Information System Third generation bike sharing programmes are providing the users with internet based real time information on
availability of bikes and location of bike sharing stations, thereby helping it make more user friendly and
therefore their use needs to be encouraged.
Insurance and liability
consideration
Hangzhou bike sharing system provides insurance against any injury that occurs through their programme.
Insurance raises the cost of providing the services but the accident data indicates low risks that may keep the
premiums low as well.
Prelaunch
consideration
Success of bike sharing programmes is linked to its ability to meet the needs of its target segment before and
after deployment. As bicycle availability prediction is a complicated issue to address, programmes have
responded by deploying mobile bike stations, that may be relocated based on the usage pattern. Pre launch
marketing and appropriate pricing too have been identified as critical factors that contribute to the success of
business models.
3b

Promoting bike ownership programs
46
Rationale for promoting bike ownership programme
 Promoting bike ownership programme is relevant in African context where modal share of cycling is insignificant
 Anglophone Africa is better placed than the francophone Africa in terms of modal share of cycling
 Promoting bike ownership is necessitated by the fact that African cities have a relatively weak bicycling culture
 To facilitate door to door trips for short to medium distances (upto 8 kms)
Do’s from the Afribike Programme
 Carefully targeted bike ownership programme can create demonstration effect that may lead to increased modal share of cycling in cities
 Arrangements for supply of good quality affordable cycles would help the programme
 Capacity building at cycling skills of the prospective commuters using bicycles as a mode of transportation would help the uptake of the
programme
 Capacity building of vendors who may provide maintenance services and helping strengthening the maintenance infrastructure would
help the sustainability of the programme
 Institutionalizing the programme would help it to sustain over a period of time leading to continued effort at promoting cycling by
promoting bike ownership programme
Don’ts from Shova Kalula
Gender mainstreaming for better uptake , Decentralized programme implementation to ensure that the responsibility is distributed across
institutions and their respective suppliers and jettisoning the idea of importing in favour of indigenous production of bikes so that outreach is
not deterred by non availability of spare parts
Successful example (Johanessburg and other cities, South Africa)
From 1995 to 2000 ITDP funded its project named Afribike which went on to become an independent organization. Afribike trained
numerous children and women in riding bicycle, maintaining and operating it while providing the same to the beneficiaries. The Department
of Transport in South Africa realized that it was cheaper for them to offer bikes than school buses. Therefore, they started the programme
called Shova Kalula to upscale the bicycle use across various cities in South Africa. In 2000, ITDP entered into a partnership with PEER
Africa and B. Slotar & Sons, to import continuous shipments of new, specially-designed low cost bicycles and distribute them through
PEER's Eco-Housing dealerships and local bicycle retailers. Large employers and public agencies are participating with payroll deduction
financing. The demonstration effect created by the programme led to the rise in modal share of bicycling in many cities of South Africa.
3c

Promoting cycling in regions with low/negligible modal share
47
 A plethora of institutions have come up with an objective to promote cycling in “cycling poor” regions like Africa
 The relevance of promoting cycling in these regions comes with the objective of promoting low cost mobility (personal as well as public
transport) and environment conservation
Examples of cycling promoting institutions in Africa19
 Pan Africa Bicycle Promotion Network (PABIN) – Promoted by International Bicycle Fund, the organization works to ”improve
opportunities for bicycle transport and low-cost mobility to improve productivity, the quality of life and the environment in Africa”. Apart
from running a e mail discussion group on bicycles and non motorized transport, it also provides information on various other network
members active across Africa for promotion of cycling.
 Bicycle Aid – Provides a list of organizations that recycle bicycles to various projects across African countries
 Cycling Out of Poverty – It helps local African NGOs to start a bicycle micro credit programme with funding
 Bamboosero – Ghana based organization working on producing and promoting bamboo bikes
 Mozambikes – They not only produce bicycles but also run a not for profit that purchases bicycles at costs and distributes it across
Mozambique
 Qhubeka – A South Africa based organization that runs a programme that helps african children to grow trees to earn a bike
 Jugendhilfe Ostafrica – A Germany based NGO promoting the use of bikes in Uganda
 Zambikes – Zambia based organization involved in production of Bamboo Bikes
 Bicycling Empowerment Network – Based in Cape Town, South Africa, the organization aims to adress poverty and mobility through the
promotion of bicycles in all its forms. It “imports used bicycles from overseas and distributes them to low income areas, trains recipients
of the bikes in safety and maintenance, establishes Bicycle Empowerment Centre's (BEC's) and encourages cities to implement bicycle
planning and infrastructure. BEN also assists the planning of events to help promote the use of the bicycle as a form of mobility”
 Banboo Bike Project – Based out of Kumasi, Ghana, the project that began in 2007 with seed funding from the Earth Institute, has
adapted its bamboo bike design to suit the road conditions of Sub-Saharan Africa, has established systems to utilize local raw material,
management and labour and in 2010 became the first organization in Africa to run a bamboo bike production facility. Working with the
Earth Institute‟s Millennium Cities Initiatives (MCI), the programme is now in process of scaling up from feasibility project to routine
production.
3d

Organizing the paratransit sector is a win-win for the
entrepreneur and the consumer (Ecocabs India)
Organizing the sector would streamline the paratransit operations which
would not only improve the lifestyle and earnings of the operators but also
would improve the commuter experience
Case Study: Ecocabs, Fazilka, India:
The Model:
The Ecocab project is a “dial a rickshaw” service which is operational in a
small town in Fazilka, India. The commuter needs to dial his zonal call center
and a rickshaw would be available at her doorstep within 10-15 minutes.
Currently they have 5 call centers operational in various zones in Fazilka.
The call center is run by a not-for-profit organization called Graduates
Welfare Association, Fazilka (GWAF). The model has been replicated across
many other cities of The Punjab.
Benefits to the rickshaw puller:
 Health: The organization tied up with local doctors to help provide free
medical consultation to the Fazilka rickshaw pullers. They also tied up
pharmacies in the area to provide medicines at discounted rates
 Education: The organization provides free school bags to all school
going children in the Ecocab owner families
 Legal aid: The organization tied up with lawyers in the Fazilka area who
provide free legal services to the rickshaw pullers
 Lifestyle: The Ecocab rickshaw pullers operate out of a shed which
provides them shade and has television sets for entertainment. Now the
rickshaw pullers do not have to brave the vagaries of weather
48
Benefits to the society:
 Organized informal public transport service
 Reliable and safe service at the door step
 Ecofriendly mode
 The new design of the rickshaw is relatively more
comfortable and provides more luggage space than
before
4a

Organizing the paratransit sector is a win-win for the
entrepreneur and the consumer (Go-Jek Indonesia)
Case Study: Go-Jek, Indonesia:
The Model:
The motorcycle taxi is called Ojek in Indonesia. Go-jek is a call center based
service that helps organize the Ojek operations. The unique aspect of the this
service is the diversification in services provided in order to increase the
earnings of the Ojek drivers and improve their life styles
Diversified service offerings:
 Basic transport service: The go-jek drivers are scattered across various
locations and are coordinated through a GPS tracking system and provide
basic commuting services
 Instant courier: With most cities struggling with the issue of congestion,
the Ojeks are a good mode for fast commuting in cities and can help with
on-time deliveries.
 Corporate services: The operators of the service design customized
services to corporates from whom they can generate repetitive business
 Shopping and Delivery: This unique service helps customers buy basic
groceries and other services even while sitting at home. Go-jek has tied
up with 12 retail stores and as soon as the consumer places an order they
pick up the product and deliver the same
49
Innovative service offerings provide better lifestyle for
the operators
Note: There are other similar models such as G-Auto, Ahmedabad, dial-a-
rickshaw, Gurgaon that have not been covered in this report
4a

Access to finance to enable ownership could increase
earnings for paratransit operators in long run
Drivers who earn the vehicles and drive it themselves earn the most and
providing access to finance to paratransit drivers would improve their
lifestyles and increase their daily earnings
Case Study (Rickshaw Bank, Guwahati, India):
The cycle rickshaw, a non-motorized means already has its limitations as it
cannot be used for trip lengths greater than 3kms and it is time and energy
consuming. In addition, most rickshaw pullers take the rickshaw on rent as
they cant afford to buy and rickshaw and end up paying 15% of their daily
income on rent. Rickshaw bank an innovative loan product run by Center for
Rural Development (CRD) a not for profit in Guwahati provides loan for the
rickshaw pullers to buy their own rickshaws.
The product:
A group loan product given to groups of 5 members each
Capex: INR 13000 (which is 60% higher than a traditional rickshaw as CRD
sells a specially designed rickshaw which has more space for commuter
seating, its easier to ride and has advertisement space)
EMI per day: INR 25 per day (same as daily rent)
Term: 20 Months
After 20 months the daily earnings of the rickshaw driver would directly
increase by 15% as he would earn the vehicle then
50
‘Ad Space’ an alternate revenue source:
Having ad space behind the vehicle can be a very good
alternate revenue source. Rickshaw bank (CRD) is
currently using this space to promote their sponsors . In
large cities this space could potentially generate
additional income not only for the operators but also to
the model operators (such as Fazilka etc) who can
sustain their operations through the revenues generated
through advertisements
4b

Few best practices in city management that would help plan
and implement things better
 5a. Unified Metropolis Transport Authority (UMTA) : Multiple agencies being responsible for various aspects is a
big challenge that many cities face today. With extending metropolitan areas and increasing sprawls in most big
cities it becomes very critical to have a unified authority that takes care of various transport related planning be it land
use planning or mobility planning. The initiative of forming unified transport authorities have been taken up in various
Indian cities such as Hyderabad, Bangalore, Delhi etc
 5b. Urban Transport fund: Not just having a unified body it is also critical that the body has enough funds to fund its
expansion plans etc. Developing transport infrastructure is not a one time activity and as it needs repetitive
investments it would be critical to setup a dedicated fund where all the revenue generated through transport related
activities such as revenue through parking, advertisements, real estate space etc go into the fund and they are
further invested into public transport development such as BRTs and metros. As per a primary interview with an
expert from ITDP the city of Chennai has a potential of raising 700 crores rupees just by collecting parking fees and
creating a fund, the money raised is 7 times the money spent on subsidizing the bus service, this way giving
subsidies would become sustainable as car users are charged and the benefits are cross subsidized to public
transport users
51
Case of the Hyderabad Metropolitan Development Authority (HMDA):20 The HMDA was setup in the year 2008
which also has to establish the UMTA in Hyderabad. As per the proposed plan the UMTA would constitute various heads
of departments ranging from the municipal corporation to the head of APSRTC (the institute that runs the bus service) to
various experts in the transport space. The committee has a special fund allocated for development, an initial seed fund
of USD 20 million was allocated to the committee and the committee would be responsible for planning and
implementation of various activities such as CNG for paratransit, setting up SPV for BRTS etc
5

Agenda
52
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

The urban poor largely resort to walking/cycling, followed by
public buses which are affordable
53
 National Capital Region of Delhi does not
have an effective and unified urban
development authority
 The study focuses mostly on National
Capital Territory which does not include
areas falling in Haryana, UP and Rajasthan
26 4 39 9 22
Modal Share of National Capital Territory (NCT) of Delhi5
Buses Metros Walking and Cycling 2 Paratransit Personal vehicles
General
 The NCT region had a population of 11 million with a population density of 11,297
persons per km² in 2011
Public Transport
 In Delhi public transport trips are multi modal , usually involving walking/cycling at
either end of the journey to reach the final destination
 According to a Transport Demand Forecast study commissioned by DMITS on
behalf of Transport Department, the NCT requires an additional 148.5 kms of
Metro rail, 40.3 kms of Mono rail (currently there is no mono rail in Delhi) and 394.9
kms of BRT
Paratransit
 The major modes deployed under the category are 3 wheelers (shared and non
shared) autos, taxis and cycle rickshaws which together have a modal share of 9%
 Paratransit is mostly used for feeder purposes and are not affordable to the poor
 The Delhi government has succeeded in converting the entire paratransit fleet to
run on Compressed Natural Gas (CNG)
Walking/cycling
 Delhi has the second highest number of walk trips among Indian cities after
Mumbai at about 5 million trips and has the highest number of cycling trips at 2.8
million trips among Indian cities
 Walking and cycling has not received proportionate attention from the policy
makers, planners and implementers
Focus area
for this study
Note: Most of the data in this section has been
compiled through interviews with list of key
informants (Refer to Annexure 3)

In Delhi nearly 2.2 million people are below the poverty line
($0.45 per day), constituting 15% of the total population
 The per capita income of Delhi was INR 1.17 lakh in 2009-1021
 Monthly Per Capita Expenditure (MPCE) as per the survey
conducted by National Sample Survey Office (NSSO) 66th round in
urban Delhi was INR 2905 in 2009-10
 The Gini coefficient of income in urban India is on the rise as it has
gone up by 15% from 0.39 to 0.43 between 1994-95 to 2004-05
 The Planning Commission of India estimates the monthly per capita
poverty line for urban Delhi to be INR 309.48 in 1993-94, INR 454.11
in 1999-2001 and INR 612.91 in 2004-05
54
The informal settlements of Delhi
In 2001, nearly 1.8 million people lived in the slums of Delhi.
The 2011 slum population figures are yet to be released but
despite a broadening of slum definition, it is likely either to
stagnate or increase only marginally owing to resettlement
program
Characteristics of Delhi’s urban poor
The poor of urban Delhi often engaged in casual labour,
usually migrants from the rural landless or small and marginal
farmer households, with low or no education or skills
Commuting pattern of the urban poor
 In 2011 the employed poor of Delhi mostly walked (49%),
cycled (15%) or used bus based public transport (23%)
 In 2011 the unemployed poor of Delhi mostly walked
(87%), cycled (2%) or used bus based public transport (8%)
1.5
1.1
2.2
0
0.5
1
1.5
2
2.5
1993-94 1999-2000 2004-05
People below poverty line (in Millions), (% of
population)22
(16%)
(9%)
(15%)

A relatively streamlined city management structure; better
coordination between union and state governments required
55
Ministry of Urban Development
(MoUD), Government of India
(GoI)
Government of National
Capital Territory of Delhi
(GNCTD)
National Capital Region
Board (NCRB)-An
autonomous body of GoI
under MoUD
Delhi Development Authority
(DDA)-An autonomous body of
GoI under MoUD
Delhi Integrated
Metropolitan Transit
System Limited (DIMTS),
a JV between GNCTD
and IDFC
Delhi Transport
Corporation (DTC)
Department of
Transport
 Commissioner
of Transport
 State Transport
Authority
 Mass Rapid
Transit System
Delhi Metro Rail
Corporation (DMRC)-A
Joint Venture (JV)
between MoUD and
GNCTD
Refer to Annexure – 4 for functions of some of the agencies mentioned above
 Most of the agencies have their functions, jurisdiction and powers defined through various Acts and statutes with little overlap
 The Delhi Municipal Corporation has recently been subdivided into three Municipalities of North, South and East Delhi
 In the New Delhi parliamentary constituency of NCT, New Delhi Municipal Council (NDMC) inter alia looks after the building approval,
estate commercial, estate housing and enforcement, each of which impact the land use and urban transport planning
 DIMTS has been set up as a special purpose vehicle to tackle the problem of ineffective transport delivery and to provide expert
services in the field of urban transport to GNCTD
 NCRB was constituted under the NCRPB Act, 1985. Its key rationale was to promote balanced and harmonized development of the
Region, and to contain haphazard and unplanned urban growth by channelisig the flow and direction of economic growth along more
balanced and spatially-oriented paths
 Delhi Police comes under the jurisdiction of Ministry of Home Affairs, GoI
Entities Impacting the Urban Transport Landscape in Delhi

In Delhi buses are more accessible and affordable than metros;
paratransit modes are not affordable for the urban poor
56
15
10
20
0
10
20
30
Metro Train (AC) Bus (No-frill) Bus AC
Cost for 10km trip (INR)23
5
25
38.5
64
0
20
40
60
80
Bus (No-frill) Cycle
rickshaw
Auto rickshaw Metered Taxi
Cost for 5km trip (INR)24
Delhi has great public transport infrastructure with various modes
such as high speed mass transit metros, no-frill buses, low floor air
conditioned buses etc. Each mode solves a particular purpose:
The Delhi Metro:
 The Delhi metro is the largest metro rail project in India with 6
lines covering 190km stretch
 It is the fastest and most effective means of transport for long
distance trips, especially commuting between Delhi and its
suburban satellite cities such as Gurgaon and Noida
 On an average a ride in a metro would cost INR 1.5 per km, with
average trip lengths of 10km in Delhi it would cost INR 15 per trip
or INR 30 per day
 With an assumption that no household should spend more than
10% on travel the Metro is an affordable mode only for
households who earn more than INR 18000 per month ($12 per
day) (assuming two people in a family travel)
The Delhi buses:
 No-frill buses cater to the poor, these buses cost on an average
INR 1 per km, which means it would cost INR 20 per day for a
round trip and INR 600 per month for the commuter.
 These buses are affordable means for all families with household
income greater than INR 12,000 per month ($8 per day)
(assuming two people in a family travel)
 The Delhi government also provides a monthly bus card for
families below the poverty line by which one person in a family
can travel any distance for only INR 500 per month
 These cards are not affordable for the poor because they do not
possess that surplus amount as most are daily waged workers
There are many paratransit modes in Delhi, such as the metered
taxis, auto rickshaws and the cycle rickshaws. Most of them work
on fixed meter rates (other than the cycle rickshaw) and the prices
do not cater to the poor. These modes are for the higher middle
class or the more affluent. For example a 5km ride in an auto
rickshaw is almost 2 times what 15% people below the poverty
line earn per day
Between the buses and metros, the buses are more accessible.
The distance between each metro station is 1-2kms whereas the
distance between bus stations is 500m-1km

© 2011 Intellecap. All rights reserved 57
Delhi BRT lane is not of a substantial size to show the benefits to
the commuters; negative media hampered its further growth
Context:
Delhi has a modal share of around 30% for public transport and
buses contribute the most to the high modal share. With constantly
increasing modal shares of private vehicles such as cars and
motorbikes the congestion levels in the city are also rapidly
increasing. With this scenario it becomes important to implement a
right of way for buses and rightly so the government of Delhi
implemented a pilot BRT line of 5.6 Kms from Chirag Delhi to
Adarsh Nagar. This system is an open BRT system with the
segregated lane provided for all buses (not just for special BRT
buses) plying in the route
Impact:
The Delhi BRT carries on an average 12,000 passengers / hour in a
single direction which is high given its size but the average speed of
the buses is only 13kmph which is low when compared to most
BRTs across the world.
Fatalities and the negative media:
15 fatal accidents happened on the BRT lane in its first year of
operation and this got a lot of negative media attention. It also
became a major campaigning point for the opposition during the
Delhi elections. With political pressures and constant media
negative reports the BRT project took a back seat and didn‟t expand
beyond the 5.6km stretch in Chirag Delhi. Indian Institute of
Technology, Delhi professors, (designers of the Delhi BRT) ensured
that rights steps such as building speed breakers and implementing
effective traffic management systems were taken in the subsequent
years which brought the fatalities to zero in recent years
The central BRT lane was built to end Bus-cyclist conflict which
was the major reason for fatalities earlier before the BRT.
Currently the BRT corridor in Delhi also has a separate cycle lane
which is world class and the central lane removes the conflict
completely. But the central bus lane means that 100% of the
passengers using the Bus need to cross certain part of the road
with mixed traffic in it and hence providing better pedestrian
crossing infrastructure such as over bridges or subways would
have been more effective . Some of the transport experts say that
the major problem with Delhi BRT is not the crossing area but it is
with passengers entering the corridor in non terminal areas
‘BRT is not pedestrian friendly as it is in the middle of the road. If
it was on the left people will get out on the left directly on to the
walking/cycling path. Currently all people who get out of the bus
have to cross the road as it is in the center’ – a bus conductor on
the Chirag Delhi BRT

A comprehensive NMT lane and pedestrian paths make the Delhi
pilot BRT corridor an inclusive corridor
The comprehensive NMT lane in the BRT corridor has been
specially designed for high number of cycle users in Delhi. Currently
1200 cyclists use the lane in peak hours which is second only to
Chinese cities. The cycle lane has been designed by keeping the
requirements of the cycle rickshaw drivers and it is wide enough to
comfortably accommodate the rickshaw. These design elements
make the Delhi BRT corridor not only friendly to the bus commuters
but also to the NMT users who together constitute to over 44% of
modal share in Delhi
The ‘Grade A’ pedestrian facilities have set high standards for
other BRT corridors in India. Wide and comfortable pedestrian ways
have been built on either side of the road in the BRT corridor
Accommodating hawkers: The BRT planners have surveyed
hawkers and understood their needs before planning the BRT. They
have left green spaces on the corridor as legally they cannot provide
space for hawkers (because currently there is no mechanism to
allocate spaces). In India the policy makers are hostile towards
Hawkers. Currently many hawkers use the BRT corridor without
actually blocking the pedestrian way
58
With many more corridors planned and feasibility studies
completed the Delhi government is unable to start the projects
because of the initial negative media attached to the pilot
corridor. With the success of the Ahmedabad BRT there might
be a positive impact on the Delhi government officials to
implement the Delhi BRT in a more optimal scale

Delhi has a high modal share, 44% of non motorized modes, but
the environment is not conducive for commuters
59
55.71
44.29
Motorized Modes
Non Motorized Modes
34.67
4.46
5.16Walk
Cycle
Cycle
rickshaw
Modal shares of Motorized and non-motorized modes5
 Delhi has a very high modal share of non motorized modes.
Cycles and cycle rickshaws have a modal share of around 10%
while walking has a modal share of 35%
 Inadequate infrastructure for pedestrians and cyclists makes it
very difficult for commuters, as do blockages such as hawkers
and parked cars on pedestrian and cycle ways
 Over 66% of all fatal accidents involved a non motorized mode
user, around 53% of them were pedestrians25
 Very little is being done to improve the infrastructure for NMT
users. A 680km stretch of walking and cycling paths have been
planned along with the BRT system but its implementation
depends on the implementation of BRT. Currently the
expansion of BRT network has been stalled because of all the
negative media attached to the pilot corridor
There are a few organizations that have implemented public bike
sharing (PBS) pilots:
Delhi Cycles Pvt Ltd. - Metro Cycle Feeder program:
 The company has a pilot near the Rohini Metro station
 Currently this service helps passengers cover home/office to
metro trips or vice versa
 This service currently doesn‟t cater to the poor, as most
commuters using the metro are people from the middle class or
above. With more affluent users using the system it would
gather the policy makers attention towards providing better
infrastructure for cycling
 The fares a quite affordable it costs INR 3 for 15 minutes
(assuming most short distance trips take approx. 15mins)
Delhi Integrated Multi-Modal Transit Sytem (DIMTS) – Delhi
BRT PBS pilot:
 DIMTS has implemented a PBS system on the BRT corridor, as
the BRT corridor has not yet scaled up to an optimal level the
usage of this system is also very low
 The cost of hiring a cycle is INR 10 per hour, for the first time
the user would need to produce an identity proof and deposit
INR 100 to get a card done but later on he can just produce his
DIMTS card to hire a cycle
 The infrastructure on the BRT lane for cycling is world class
(see next slide), if BRT scales up this model would have a huge
impact on attracting more citizens to cycle

The cycle rickshaw drivers earn lesser than the daily minimum
wages of Delhi
60
170
283
450
0
200
400
600
Cycle Rickshaw
Driver
Daily Minimum
Wage
Auto Rickshaw
Driver
Daily Earnings (INR)26
Profile of a typical cycle rickshaw driver:
Cycle rickshaw drivers are the most vulnerable of paratransit
operators or drivers. The fact that the cycle rickshaw is a non-
motorized vehicle, it is generally for short trips of 1-2kms, which take
time. Hence, the earnings of the cycle rickshaw driver are low. They
typically earn INR200-220 per day and ends up paying INR 30-50 on
rent. Most of these drivers are immigrants who move too the city in
the post harvest seasons and hence prefer taking their vehicles on
rent. The earnings of these drivers is lower than the prescribed mini-
mum wage and it is also lesser than the per capita income of Delhi
Profile of a typical auto rickshaw driver:
The earnings of auto rickshaws driver are 2.6 times greater than of
cycle rickshaw drivers. Most of the drivers own their vehicles (even
as per law a person cannot own more than one auto rickshaw). After
taking care of daily expenses on fuel and other costs the driver
saves close to INR 450 per day. With ownership split across multiple
owners this is a much tougher segment to organize
Key issues with organizing the sector:
 Single ownership structure: With the law permitting only
one auto per person it gets tough to organize the space. In
the case of radio taxis entrepreneurs can own a fleet of
vehicles and then hire drivers to run the fleet. Radio cabs
brought in a lot of discipline into the operations of cabs in
Delhi but implementing such a model for autos is tough as
there are multiple owners involved leaving little scope for
entrepreneurs to run such operations. With radio cabs the
major revenue source for the organization that runs the
service is the rent that they make per vehicle each day
 Stringent Advertising rules: Advertising can be an
attractive alternative mode for generating funds for sustaining
an entrepreneurial venture such as dial a rickshaw etc.
However, current legislation on advertising requires that the
company share its ad revenues with the municipal
cooperation leaves limited funds for the entrepreneur to run
his operations in a sustainable way. As paratransit modes
operate in fixed routes „local advertisements‟ still hold
potential generate revenue as the Ads can reach out to the
people living the vicinity and attract the right target audience
to the brand that is advertising

Transport infrastructure in satellite cities in NCR is nearly as
developed as NCT
Gurgaon is primarily dependent on paratransit:
 Gurgaon is a one of the satellite cities in the National Capital
Region (NCR). Gurgaon has seen rapid development in the last
decade and the flipside to this development story is the largely
ignored public services such as transport, sanitation etc.
 Public transport has been largely ignored by the authorities and
the city is currently predominately dependent on paratransit
modes provided by various private players
 Share Autos (eight seater three wheel vehicle), Mini buses (20
seater) and cycle rickshaws are the three main modes used in
Gurgaon
 Share Auto is the most used mode with over 200,000 trips/day;
the usage of buses is low because they currently operate in two
main routes (mini buses do approximately 35,000 passenger
trips in a day)
 It is the low income households that use these modes the most.
Over 80% vehicular trips made by households with income less
than INR 20,000 are done by using either the mini bus or the
share auto
 The expenditure on public transport is between 5-13% of the
monthly expenditure for households with incomes between INR
10,000-40,000
61
29.8
50.8
17.5 1.75
50.6
39.5
7.4
2.47
19.6
9.7
75.1
95.78
0
20
40
60
80
100
120
<10,000 INR 10-20,000 INR 20-40,000 INR >40,000 INR
Transport mode usage by income group26
Mini Bus Share Auto Other modes
13%
11%
5%
0%
5%
10%
15%
<10,000 INR 10-20,000 INR 20-40,000 INR
% of monthly expenditure spent on transport by
income group26
Issues with informal transport setup:
 The accessibility is poor as most modes operate only in
profitable routes
 As the modes operate in fixed routes multiple change overs
make transport expensive for the poor
 Low supply of these modes leads to overcrowding which
makes commuting very unsafe especially in the share autos

Delhi: Thoughts on the way forward
62
Recommendation Progress so far
City Management
 Implement a unified plan for all the regions in the
National Capital Region (NCR) as many commuters go
to various parts of the city to access employment
opportunities
 A single NCR Board (NCRB) has been formed to
foresee various issues including mobility
 The NCRB has entered into an MoU with various state
governments in NCR such as Delhi, Haryana, etc. for
implementing an efficient commuter transit
infrastructure
Public Transport
 Invest in implementing efficient BRT lines along with
the Metro rail projects as metros are not cost efficient
for all areas
 Create a unified authority to plan efficient systems
based on traffic demand and other budgetary concerns
 Delhi government is planning to invest in another 4
metro lines
 A 680km BRT feasibility study has been completed
but there has been no progress in the space because
of the negative press received by the Chirag Delhi
BRT line
 The government has proposed a Unified Mass Transit
Authority (UMTA) to have an integrated plan for bus
and rail networks
Paratransit
 Promote transport cooperatives and access to finance
services for improving the earnings of poor
entrepreneurs, especially the cycle rickshaw drivers
Walking/Cycling
 Build good quality and continuous pedestrian paths and
cycle ways
 Promote public bike sharing and implement pro-private
sector PBS policies
 Implement an effective and sensitized hawkers‟
management plan so that they are able to keep their
livelihoods without blocking the walking/cycling paths
 Walking infrastructure is very poor, good quality NMT
lanes are planned along with the BRT line
 A few pilot projects have come up for PBS systems
along the BRT line and near metro stations

Interests of various funders in Delhi Urban Mobility
63
Funder Interest area
Asian Development Bank (ADB)
& Kreditanstalt für
Wiederaufbau (KfW) – German
Government owned
development agency
Funding the NCR planning boards infrastructure project for connecting NCT of Delhi with various
suburban satellite cities. A loan of USD 150 million from ADB has been approved for financing
infrastructure projects in NCR and it‟s suburban areas, of which USD 78 million will be available as the
first tranche. Agreement for loan of Euro 100 million from KfW for environment friendly infrastructure
projects has also been signed
Japan International
Cooperation Agency (JICA)
JICA played a major in the implementation of the Delhi metro both from the financial and technical
standpoint
GIZ The Sustainable Urban Transport Project (SUTP) provides Advisory Services for Environmental
Management which provides technical assistance to some Indian cities which are under the JNNURM
scheme
Note: This is not an exhaustive list as this was compiled through interviews with key informants

Agenda
64
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

Metro Manila: Paratransit dominates the transport landscape
65
14 25 42 19
Modal Share of Metro Manila5
Public Transport Walking and Cycling Paratransit Personal vehicles
General
 Metro Manila comprises 16 cities and one Municipality, had a population of 11.5
million & population Density of 18, 093 persons per Km² in 2007
Public Transport
 The urban transport scenario is characterized by low modal share of public
transport
 The bus based public transport in Metro Manila is run by the private sector
acting as government franchisees. Though the fares are well regulated but
unregistered units (colorums) do exist.
 The rail based public transport has high capacity utilization but continues to run
on government subsidies
Walking and Bicycling
 People walk and cycle mostly by compulsion rather than by choice, as urban
transport environment is generally hostile to them (captive users)
Paratransit
 Dominated by Jeepneys, paratransit plays the role of primary transport
 Oversupply of Jeepneys and tricycles results in lower capacity utilization
leading to lower incomes and long working hours for their drivers
 Commuters have to take multiple rides to reach their destinations owing to
zoning system for Jeepneys and tricycles leading to higher cost, higher
commuting time and decreased comfort
 The fare of Jeepneys and Tricycles are well regulated
 Presence of unregistered units (colorums) of shared taxis (FX), Tricycles and
Jeepneys is owing to statutory capping (aimed at reducing congestion) of their
number in each zone
Note: Most of the data in this section has been compiled through
interviews with list of key informants (Refer to Annexure 3)

People earning less than US $ 1.26 per day, numbering 64,404
and constituting 2.6% of population considered poor
Family Size Daily (PhP) Monthly
(PhP)
Annual
(PhP)
1 54 1650 19802
2 109 3300 39604
3 163 4950 59406
4 217 6601 79208
5 271 8251 99010
6 326 9901 118812
7 380 11551 138614
8 434 13201 158416
66
 A family survey conducted by the Social Weather Station estimated30
self-rated poverty rate in September 2011 at 39%. The sample
comprises of 1200 respondents from Metro-Manila and may have an
error of ±6%
 Incidence of family poverty in Metro Manila in 2009 was
2.6% comprising 64,404 families
 A family of five needed PhP 8251 per month to stay out
of poverty
 If being an informal settler (see photo 1) in Metro Manila is taken as a
proxy for poverty then over 5 million people (out of a ADB estimated
population of 14 million) are informal settlers28, nearly one fifth of whom
face evictions (see photo 2) from their habitat29, then the proportion of
poor in Metro Manila would be 36%
 Based on Philippine census for 2000 and 2007 the population CAGR
helps project 2011 population at 12,489,782. The number of informal
settlers28 works out to 2,782,630 (assuming 5 members/family) for
556526 informal settler families. Hence, the proportion of poor would be
about 22% when number of informal settlers is taken as proxy indicator
for the poor
 Per capita annual income for Metro Manila in 2009 was
PhP 77,462
 The Gini coefficient of income for the Philippines in 2009
was 0.4484
 The minimum wages in 2011 for urban unskilled labour
was PhP 426 per day for Metro Manila27
National Statistical Coordination Board estimates of
poverty
Competing Estimates of poverty in Metro Manila
Informal settlements in Manila Opposition to eviction from informal
settlements in Manila

With 17 LGUs in Metro Manila; implementing unified plans and
policies across the city is a challenge
67
Scope of Metro Manila Development Authority (MMDA)
The MMDA was constituted in 1995 under the Republic Act No. 7924 to look after the functions of (a) Development Planning, (b) Transport and Traffic
Management, (c ) Urban Renewal, Zoning and Land Use Planning, (d) Public Safety, (e ) Solid Waste Management, (f) Flood Control and Sewerage
Management, and (g) Health and Sanitation, Urban Protection and Pollution Control. Only those services, in the above categories, that were metro wide
and transcended the boundaries of the Local Government Units (LGUs) and the ones that entailed huge expenditures which could not be met by the
individual LGUs came under the ambit of MMDA.
Metro Manila Council
This is the Governing Board and the policy making body of MMDA. It is composed of the directly elected Mayors of the 16 cities and one municipality
and the Presidents of the Metro Manila Vice Mayors League and the Metro Manila Councilors League. The council is headed by the Chairman who is
directly appointed by the President and holds the rank of a cabinet member. Heads of the Department of Transport and Communications (DOTC), Public
Works (DPWH), Tourism, Budget and Management (DBM), Housing and Urban Development Coordinating Committee (HUDCC) and the Philippine
National Police attend the meetings of the council as non voting members. The council approves metro-wide plans, programmes and projects, approves
the MMDA budget for submission to DBM, prescribes and collect services and regulatory fees and impose and collect fines and penalties.
Functions of MMDA Chairman
Appoints all the officers, employees and consultants, executes the decisions of the council while managing the day to day operations of MMDA,
prepares MMDA‟s budget for submission to the council, submit for consideration of the council such other policies and measures that it deems
necessary for effectively discharging its duties, prepare the annual accomplishment report of MMDA and perform any other duties and functions
assigned by the President and the Council
Institutional Linkages of the MMDA
The MMDA needs to consult, coordinate and work closely with the LGUs, National Economic Development Agency (NEDA) and all the other
departments/committees represented by other voting and non-voting members in the council, accredited people‟s and non-government organizations
and private sector operating in Metro Manila. The MMDA Chairman or his authorized representative would be ex-officio member in the boards of relevant
corporations and committees functioning under department of Metropolitan Water Works and Sewerage Systems (MWWSS), DOTC, DPWH, HUDCC
and the Department of Interior and Local Government (DILG).
Deep Dive Findings
For MMDA to be successful in carrying out their mandate, it is important that the Chairman is accessible to all the stakeholders and is able to work out a
consensus on various issues among them. The current MMDA leadership has been able to play this role effectively as it has a wide acceptance across
various stakeholders. However, the decision making process entails building consensus in the council and this is a time consuming process as is evident
in the time taken in implementing a uniform ticketing system.

Public transport is not accessible in most parts of the city; both
buses and trains are operational in select few routes
68
The rail network:
 The Light Rail Transit (LRT) and the Mass Rapid Transit
(MRT) trains are the only government run public transport
systems available in Metro Manila
 There are 2 LRT lines and 1 MRT line operational in the area
which carry close to 1.2 million passengers on a daily basis
(approximately 10% of the total population)
 The LRT and MRT trains are heavily subsidized and hence are
affordable to the commuter The government is considering
hiking the prices as currently for a trip which costs P60 a
commuter is being charged only P15 and the rates are lesser
than that of the buses
 Accessibility is a major concern, most LRT and MRT users will
have to use another mode to complete their journey because
of the limited network of the rail system
The bus network:
 Buses are run by private players, there are 113 bus operators
currently and each bus operator must have at least 10 buses
to get the franchise done
 The bus fares are much more expensive when compared to
that of the train or the Para transit modes Jeepneys
What to look forward for:
 Very low activity on bus rapid transit (BRT)systems, the only
BRT implemented so far is in Cebu city which is not a part of
the metro Manila area. BRT is being planned in the C5 area in
Metro Manila (pre-feasibility studies have been submitted)
 Major infrastructure investments are planned on improving
road commuting for cars and improving the rail system (There
is huge scope of capacity improvement in case of LRT and
MRT trains)
13
18.25
22
16.4
0
5
10
15
20
25
LRT/MRT Bus (Normal) Bus (AC) Jeepney
Cost of 10km trip (Pesos)31
Though the rail is the most affordable mode of transport, the poor
use the Jeepneys because they are more accessible . From a
scale perspective rail based growth is not sustainable as the
current fares are highly subsidized
Privately operated

Para transit modes play the role of both primary modes and
feeders in Metro Manila
In terms of paratransit, Manila as a city is rich in transport options.
There are many options available for the commuter, some old and
traditional options such as the Jeepneys, tricycles etc. and other
more advanced and comfortable options such as the FX taxis etc.
 The mode that is most used by the poor are the Jeepneys as
they are the most accessible and affordable primary modes in
Manila and it is not a surprise that the Jeepneys are called
„Public Transport‟ in Manila. (The Jeepneys are regulated by
the national governments)
 The FX cabs have AC and more comfortable seats and hence
it caters to the middle class commuter segment.
 The tricycles and pedicabs are regulated by the local
governments and they are used mostly by the middle class
commuters as the poor prefer to walk such small distances
 The tricycles can act both as shared and non shared modes
and it has different pricing for different number of commuters.
The driver earns more when he carries 3 commuters in a trip
69
‘Fragmented journeys’- the major issue to the commuter:
Most modes operate in associations and hence are allowed to
ply in fixed routes. For commuters who travel across cities the
major problem is switching modes to complete the journey as
Jeepneys or tricycles cannot ply for the entire distance, which
makes their trips fragmented (multiple rides). The poor commuter
stays close to his employment to ensure that he finishes his daily
trip in 1 ride and hence compromises on comfortable housing by
staying in informal settlements
No of commuters 1 2 3
Per commuter fare 20 10 9
Drivers earnings 20 20 27
Jeepney FX Cabs
Tricycle pricing mechanism:
Tricycle Pedicabs

Lack of uniformity of sidewalks in residential and public
transport terminals and low safety of pedestrians deter walking
70
Location Wise Walkability Index for Metro Manila in Comparison to
Average for Asian Cities
 Walkability index of Metro Manila in commercial areas is better than the
average for Asian cities with weakness showing in walkability around public
transport terminals and Educational areas
 The average of walkability index includes figures from the 13 Asian cities of
Ulanbaatar, Metro Manila, Lanzhou, Kathmandu, Kota, Karachi, Jakarta,
Hong Kong, Ho Chi Minh, Ha Noi, Davao, Colombo and Cebu
 As commercial areas are developed mostly by the private sector in Metro
Manila, it fares better in this category than the average for Asian cities
 As The pedestrian side walks in Metro Manila are to be provided by the
land owners themselves (owing to National Building Code); though present,
the footpaths are undulating and of varying quality resulting in poor walking
experience
39%
14%
47%
Fatalities in Metro Manila 2009
Drivers Killed
Passengers
Killed
Pedestrians
killed
38%
28%
34%
Injuries in Metro Manila 2009
Drivers Injured
Passengers
Injured
Pedestrians
Injured
Pedestrians account for nearly half the fatalities (as
compared to one fifth in 2010 in 35 major Indian
cities) and one third of the road injuries indicating a
hostile environment for them
79
49 54
61
54 56 57
Commercial Public Transport
Terminal
Educational Residential
WalkabilityIndex
Manila Average
NA

Attempts at improving the conditions for walking and cycling
needs to be driven both as part of pro-poor and green agenda
Projects that may have a positive demonstration effect on
improving the walking and cycling conditions in Metro
Manila have been driven by the Green Agenda. Some of the
examples are as follows.
 The 35-km bikeway network in Marikina city demonstrated
that bicycle travel can be promoted in medium-scale growing
cities. The project resulted in increasing the modal share of
bicycling from the 4 percent in 1999 to 9 percent in 2008 (WB-
GEF, 2008). The bikeway not only helped improve the
revenues from the bicycling industry but also helped the
mobility of the poor factory workers who saved on their
transportation expenditure
 In 2010, 64 foot over bridges were operational and accounted
for a pedestrian count of 2.34 million
 Manila city‟s pedestrianisation project in Avenida
 University of Philippines, Diliman campus oval is a 3-lane
corridor where on weekdays the innermost lane is reserved
for the pedestrians and cyclists and the two other lanes are
used for one way vehicular traffic. On Sundays the carless
oval scheme on the same road transforms the entire space
conducive for leisurely walking, jogging and cycling. The
traffic model zone project has helped students take to biking
and save money that was earlier used for taking Jeepney
rides for travelling within Diliman Campus.
71
The green agenda continued to drive the efforts at improving
the walking and cycling conditions even in 2011.
In 2011 the Department for Transportation and Communication and
the Department of Environment and Natural Resources acted as
focal agencies for formulation of “National Environmentally
sustainable transport strategy for the Philippines” which was
prepared by the National Center for Transportation Strategy (NCTS),
University of Philippines and funded by the United Nations Centre
for Regional Development (UNCRD)
The democracy in Philippines strengthens the political will for
positive action on issues that are driven by pro poor agenda
The last Presidential elections in the Philippines witnessed clear
articulation of the interests of the informal settlers who were able to
persuade the current President before he was elected to the post, to
agree to taking a closer look at their impending eviction from their
homes once he was elected. The Government is presently in
dialogue with the representatives of informal settlers to sort out the
issue amicably to the advantage of all the stakeholders
Despite projects that have demonstrated that improving walkability
and the bicycling environment in the city helps the mobility of the
poor and is environmentally sustainable, there is very little
happening in Metro Manila to improve walkability and for scaling-up
bicycling. There is a strong case for pushing the walking/bicycling as
pro poor initiatives as well rather than as a green initiative alone.

Both the Jeepney and Tricycle drivers earn less than the daily
minimum wage of Manila
In Manila the Jeepneys and tricycles cater to most of the urban mobility
needs of commuters. The drivers of both the modes operate vehicles by
taking it on rent from the owner. After taking care of all the operational
costs including the rent the drivers make anywhere between P300-P400
per day, which is lesser than the minimum daily wage (which is
P426/day) in Manila. One of the reason for low earnings is the
oversupply of these vehicles for example the load factor for Jeepneys is
only 40%
72
Chris is 40 years old and is a
member of the Loyola heights
tricycle association in Quezon city,
Manila. He has been working as a
tricycle driver for the past 9 years,
has 4 children and lives in a nearby
informal settlement
Operational Characteristic Quantum
Average passengers per day 245
Average number of trips 14
Average work hours for drivers 14
Load capacity 40%
Boundary or rent PhP 675
Average expense on fuel PhP 775
Other costs Terminal fee PhP 350/month ,
Dispatcher fee - PhP 10-20/Trip,
Barangay fee (local government
fee): PhP 150 every quarter
Daily revenues PhP 1800
Daily earnings for the driver PhP 350
He works for 30 days every month for 12-14 hours everyday and makes
a revenue of PhP 1000 per day. Out of that he pays PhP 150 as rent to
the owner and pays PhP 550 on fuel and other expenses and saves
PhP 400 everyday on an average.
Stefan is a Jeepney driver who
operates in Makati city. He has been
driving the Jeepney for over an year
now and before that he used to be a
mechanic. A year ago he decided to
buy a Jeepney to make a living
He bought an old Jeepney for P180,000 by taking a loan from an
informal source, as the Jeepney was not functional he invested another
P70,000 to make it functional and started plying the Jeepney. His wife
travels with him in the Jeep and she acts as a ticket collector. Today he
makes P20,000 a month out of which P10,000 is his loan repayment
amount. After a few months he would own the Jeepney and hence
make P20,000 every month (which would over P600 per day, greater
than the daily minimum wage)
Driver case studies:
Key operational characteristics of Jeepney: 32

The e-Jeepney franchise model could improve the value
proposition of the Jeepney drivers
73
Vehicle manufacturers
would build the
vehicle locally
External owners
would take the
franchise for the
Jeepney fleets
The driver would run
the Jeep on a fixed
salary and other social
benefits
The fleet would be run
on a fixed schedule
and would have e-
ticketing system
The battery
manufactures would
setup battery swap
stations with a pay per
use fee
The
operational
model
Context:
Jeepney is by far the most used vehicle in Manila and with the average age of
the engine around 30 years they are also the most polluting modes. The
eJeepney (which is currently being promoted by the Institute of Climate and
Sustainable cities) would not only reduce the emissions but it will also the
improve the value proposition of the Jeepney driver
Key stakeholders in the model:
Franchise:
The franchise would own the fleet of vehicles and would be responsible for
running the fleet on fixed schedules and would provide electronic ticketing
system etc.
Vehicle Manufacturers:
The current Jeepneys cannot be converted into electric vehicles because of the
weight of the current vehicles. Hence vehicle manufacturers would be
manufacture vehicles which can run on led-acid batteries, the electric vehicles
today are being imported from China. The capex of the vehicle without the
battery is P500,000.
The Driver:
The driver would be a key stakeholder as he would be making fixed salary which
is much higher than what the current Jeepney drivers make and also would be
getting social benefits. The driver would be responsible for following the
schedule and maintaining discipline (not over speeding etc.)
The Battery manufacturers:
The battery manufacturers would setup battery swap terminals where they would
rent out batteries to the fleets through pay per use system (this would ensure
that there wouldn‟t be any downtime for charging batteries) and also the fleet
owners neednt spend P70,000 every few years to replace the battery. The
pricing mechanism for the battery swap model needs to be built

The government with the support of ADB is planning to convert
all tricycles to e-trikes
Context:
Today there are around 95,000 registered tricycles plying in the
metro Manila region and there are approximately the same number
of unregistered vehicles. The MMDA with the support of the local
governments and the Asian Development Bank (ADB) is planning to
convert the entire fleet of tricycles to electric vehicles which runs on
Lithium Ion batteries. ADB has decided to give a $400 million loan to
the Manila government to implement the following project
Current Status:
Trial runs were conducted on many etrikes designs and a particular
design has been decided for replication across the city. The new
vehicle has a capacity of carrying 8 commuters (whereas the current
ones can carry only 3)
Proposed Plan (E-Trike rent to own model):
As per the new model the operator or owner of the current vehicle
would be provided access to finance to procure the electric vehicle
which he would own over a period of time through daily repayments.
The government plans to procure the current tricycles from the
owners and the amount they make can be used as the initial down
payment
Impact: The new trike would increase the daily earnings of the
driver from P400 to P1400 and would reduce emissions
74
Challenges:
 The capex of the newly proposed vehicle is around P200,000
which is at least 3 times greater than the cost of the current
tricycle. The major cost in the vehicle is the Li-ion battery
which has a life of 5-10 years and once the battery dies down
the operator will have to invest in procuring the battery again
(Perhaps the government must adapt the pay per use plan for
batteries like in case of eJeepneys)
 Other challenge would be to build environment for battery
recharging points etc. which is a critical aspect for the success
of the project
 The government plans to deploy the old vehicles in the
provincial areas and must understand if there is a demand for
100,000 vehicles in the provincial areas

Transport cooperatives would improve the value propositions
for both the drivers and operators (Case of Naga City)
Context:
Over 200,000 people are dependent on Jeepneys and Tricycles
for livelihoods and most of them earn less than the daily minimum
wages of Manila. Currently majority of them operate under and
association (TODA or JODA) and pay association fees for plying
on a particular route. The Office of Transport Cooperatives (OTC)
is the government agency that registers and promotes
cooperatives in the transport space.
Case study of PISTTON a cooperative based out of Naga City
(outside Metro Manila):
The cooperative was formed in 1987 and currently has 1241
members with around 130 of them participating in the transport
business of the cooperative (115 drivers, 10 operators, 5 allied
workers). The cooperative has taken up other initiatives which not
only generates additional revenues but also would compliment the
transport operations. Some of the initiative that the cooperative
has undertaken are as follows.
 Garage (maintenance services)
 Spare parts store
 Grocery store
 Access to finance services etc.
75
Organization Structure:
General
Assembly
Audit
committee
Board of
Directors
Education committee, general
manager, treasurer etc.
Election
committee
Credit
committee
Conciliation
committee
All members of the cooperative comprise the general assembly
which elects the board of directors , a chairman, a vice chairman
and at least 3 other members with representation from among
stakeholders such as drivers, operators, store managers, etc.. The
board with various committees and operational teams under them
takes care of the day to day operations and 4 oversight committees
(namely, audit, election, credit and conciliation ) act as watchdogs to
ensure operational transparency
Benefits to the drivers:
The cooperative provides a share of profits generated from the
garage operations, spare part stores and grocery stores apart from
offering savings as a product to its members. The drivers are asked
to save PhP 5 per day with the cooperative. These savings are used
to provide social security to the cooperative members through
insuring them for covering the risks of injury and death due to
accident and for providing retirement benefits for the members.

Manila: Thoughts on the way forward
76
Recommendation Progress so far (what to look forward for)
City
Management
 Implement a city wide unified transport plan. Commuting between
various cities in metropolitan area is a daily activity for many commuters
and hence having a unified plan would help plan and implement things
better
 Promote eco-friendly fuels
 Currently the city management structure is very fragmented because
the metropolitan area is divided into 17 cities, hence metro wide
plans are difficult and time consuming to finalize
 Department of Energy (DOE) is planning to promote the use of
CNG/LPG in the city
 The government wants to convert the entire fleet of tricycles to
electric vehicles with support of ADB
 The Institute of Climate and Sustainable cities is promoting electric
Jeepneys
Public
Transport
 Expand the MRT/LRT system but charge premium to the users (the
LRT/MRT system is not used by the poor and hence needn't be
subsidized)
 Currently there are 3 LRT/MRT lines which are not meeting the
entire demand. LRT/MRT will help ease congestion in the city as it
could promote modal shift from cars to rail based rapid transit
systems
 Curb oversupply of transport options and implement effective route
planning based on traffic demand . Different capacity vehicles will have
different roles to play
 No action in this regard
 Promote limited competition in the bus space (put minimum thresholds
such as min size of fleet etc for private players to bid) or make all buses
to operate under single management
 Make bus journeys more comfortable for people so that the modal
shares would increase
 Promote right of way for buses (BRT lines) after fixing the issues such
as oversupply, no fixed schedules etc. with the current bus system
 Very low activity on BRT, the only BRT implemented so far is in
Cebu city which is not a part of the metro Manila area
 BRT is being proposed in the C5 area in Metro Manila (pre-feasibility
studies have been submitted)
Paratransit
Promote transport cooperatives to improve the value proposition of
Jeepney and Tricyle drivers and owners
 Office for Transport Cooperatives (OTC) is promoting transport co-
operatives in Metro Manila and other urban areas in the Philipines
Walking/
Cycling
 Promote cycling through public bike sharing
 Provide the right infrastructure for cycling and capacity building
measures for cycling
 One pilot project was implemented in Marikina by the World
Bank/GEF but the effects were limited

Interests of various funders in Manila Urban Mobility
77
Asian Development Bank (ADB) ADB has set aside $1.0 billion clean energy financing portfolio fund which would various government‟s
alternative fuels programs:
 Conversion of all the petrol run tricycles to electric vehicles, they are planning to provide a $400
million loan to the government
 ADB also plans to help the Department of Energy in various projects such as building infrastructure
to improve the supply of Compressed Natural Gas (CNG) etc.
GIZ and ADB  GIZ and ADB together have published “Changing Course in Urban Transport,” which emphasizes
the need for sustainable transport options in Asia
 They have also funded the Cities Development Initiative for Asia (CDIA) with a mandate to promote
to contribute to the promotion of sustainable and equitable urban development. They currently are
responsible for providing technical assistance to policy makers, building local institutional level
capacity and promoting regional dialogue
JICA  JICA helped create the Metro Manila Urban Development Master Plans right since the early 1970s
where they proposed a comprehensive road network for the city
 Later on JICA was involved in developing the mass rapid systems (MRT/LRT) projects in Metro
Manila

Agenda
78
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

Poor public transport is compensated by paratransit, limited
affordable options force 44% people to walk
79
Public Transport
 Buses is the only major public transport mode in Nairobi, they have low
modal shares of 10%
 Multiple private operators provide the services, the government is
responsible for route licensing etc.
 The fares are not regulated and hence the buses are not affordable to
the poor commuters
 The fares fluctuate with demand for example: peak hour fares are
higher when compared to non-peak hour fares
Paratransit
 Dominated by 12-seater and 25-seater Matatus, the paratransit space is
witnessing the advent of tuk-tuks (autos), motorcycle boda bodas
(Taxis) and 5/7-seater vans on the roads
 As Matatus are the only accessible modes in most parts of the cities
they have a high modal share of 42%
 Matatus have taken up the role of primary mode in Nairobi as buses
failed to cater to the demand
 The fares are relatively higher when compared to the buses and they
are not regulated
 Rash driving, non compliance to traffic rules, over charging etc. make
commuting in Matatus inconvenient for commuters
Walking and Cycling
 Lack of affordable means force 44% of the people in city to walk
 Cycling is not a common sight in the city, very few people cycle
(construction workers use cycles but the modal share is very low)
 The walking cycling environment is poor, there is little action that can
help improve the current walking and cycling environment
Note: Most of the data in this section has been compiled through
interviews with list of key informants (Refer to Annexure 3)
10 44 24 22
Modal Share of Nairobi5
Public Transport Walking and Cycling
Paratransit Personal vehicles
General
 The city had a population of 3.14 million in 2009 with a population
density of 4509 persons per km²
More than 50% of the population lives in 5% of land
Kibera Slum

60% of the city’s population are either low income or below
poverty line (<$1/day) and largely reside in slums
17 22 14 7
20
43
64
63
61
62
25
12 21
27
1815
2 2 5 1
Nairobi Thika Kiambu Kajiado Machakos
ProportionofHouseholds(%)
Poverty in Nairobi Metropolitan Area 38
Poverty line HH % Low Income HH%
Middle Income HH% High income HH%
80
Overview:
 The per capita GDP in 2009 at current prices was US $
73933
 The Gini coefficient for income in Nairobi was 0.59 in 2009.
This is worse than the international alert line of 0.5234
 The minimum wages in Nairobi stands at 6130 Ksh per
month or 279 ksh/day (assuming 22 working days per
month)36
 The inflation rate stood at 18.31% in January 201235
Living conditions of the poor
 The lower income group experiences higher inflation than
the middle and higher income groups in Nairobi Their
respective rates of inflation for January 2011 to January
2012 were 20.27%, 14.07% and 11.56%
 A UNHABITAT report indicates that the poor in Kenya were
categorized as highly food insecure owing to their
decreasing purchasing power for food1
 Most of the slums are located along the transport corridors
or near places that offer livelihoods opportunities to the poor
 Life is tougher for women and school going children than it
is for the men in the slums when it comes to accessing
livelihoods opportunities and education respectively2
Monthly Expenditure (ksh) at 2005
prices 37
Description
≤ 2400 Poverty line
> 2400 but ≤ 23670 Low Income
> 23670 but ≤ 119999 Middle Income
> 120000 High Income

State of flux in fragmented city management continues to slow
urban transport development of the Nairobi Metropolitan Area
81
The current governance structure in Urban Transport
 On February 28, 2008, President Mwai Kibaki and Mr. Raila Odinga, the
current Prime Minister, signed a power-sharing agreement called the
National Accord and Reconciliation Act, which established the office of
Prime Minister and created a coalition government.
 The power-sharing cabinet, headed by Mr Odinga as Prime Minister, was
eventually named and sworn in April 2008. The National Accord and
Reconciliation Act resulted in a large cabinet of over 40 ministries.
 The Draft Harmonised Constitution was adopted by the parliament and
approved through a referendum that witnessed 67% Kenyans supporting
the new constitution in August 2010
 The Urban Transport work is scattered among various ministries that
were then divided between the President and the Prime Minister (see
table below)
Ministries under
the President
Ministry of Nairobi Metropolitan Development
(MNMD), Ministry of State for Provincial
Administration and National Security (that houses
the Department of Police), Ministry of Finance that
houses the Kenya revenue Authority and the
Ministry of Transport (the originator of all policies
that houses the Transport Licensing Board and
Tribunal, the Motor Vehicle Inspection unit and the
National Road Safety Council)
Ministries under
the Prime Minister
The Ministry of Roads and Ministry of Local
Governance that houses the City Council of Nairobi
 The Local Government Amendment Bill 2009 passed into the
Local Government Act Cap 265 in 2011
 The Act shall require interpretation and unpacking into a number
of strategic policy and management reforms and frameworks to
put the urban transport governance in place.
 Going forward MNMD and the Ministry of Local Governance
would play a critical role in defining the urban transport
landscape
The state of flux in the city management continues
 The implementation of the mandate of the MNMD is slow owing
to the fact that it is not fully anchored in law (as it was established
through President‟s directive) and it fails to get full support from
the local authorities, who are currently operating under Cap 265.
 The MNMD believes that the Local Government Act (Cap 265)
that provides the Local Government Ministry the sole mandate
over all local authorities was an impediment to its functioning and
that the amendment of Cap 265 is needed for the ministry to be
free to carry out its development strategies in the Metropolitan
region.
 the ongoing turf war between the two entities that hold the
mandate to develop the metropolitan region threatens to slow
down the progress on development of Nairobi Metropolitan Area
as the cooperation between them is not forthcoming
 As the MNMD is under the President and the Ministry of Local
Government is under the Prime Minister, it is likely that the
situation would resolve only after the impending Presidential
elections in 2012 which would result in having one single
authority instead of the dual authority structure that currently
prevails.

Public transport (Buses) is not affordable (fares not regulated);
fragmented private players lead to unorganized operations
82
The Bus system:
 The bus system was always managed by private players but in the
1970s the city council had a substantial stake in the companies that
managed and the council regulated fares
 The fares are currently not regulated and hence not affordable and
they fluctuate with time and other factors such as weather conditions
etc. For example if one commuter from a low income household
travels using the bus in peak hours everyday he has to spend at least
16% of his monthly earning on commuting
70
80
65
70
75
80
85
Buses
Cost for 10km trip (in Ksh)39
Non Peak Hours
Peak Hours
Note: Only fares from Kenya bus service (KBS) were taken for analysis
Current issues in bus operations:
 With the government passing a law that no passenger should stand
while commuting in a bus, the capacity during peak hours fell from
100 passengers to 40-50 passengers. Hence buses wait till all seats
are filled before leaving to the destination, which increases the
waiting time for commuters especially in non-peak hours
 With multiple individual owners operating the buses (majority
operating in franchise model) it is tough for operators to maintain
fixed fares and operate on schedule
 It is also tough to maintain discipline because the owners sometimes
push the drivers to generate additional revenues (which makes the
current operating system similar to paratransit operations)
Operating models for the bus service:
Currently buses are operated in three different models franchise model,
fleet ownership and Savings and Credit Co-operative Society (SACCO)
formation. Franchise model is the most dominant among the three models
Operating models:
 Franchise model: As the capex of buses is very high (approx. 4 million
Ksh) currently most bus companies adopt the franchise model. In this
model the operator provides operational support and individual owners
provide their buses to the operating company to use the buses in their
operations. The owners pay franchise fee to the company and keep the
revenues. Some examples of operators would be Kenya Bus Service
(KBS), city hoppa etc. Even the „Compliant‟ service operated by Matatu
owners association operates on the same ownership structure
 Fleet ownership: The operator himself owns the fleet. This would help
operate scheduled services and manage the fleet efficiently based on
demand , „Double M‟ operates on this model
 SACCOs: As the government plans to phase out the 14 seater Matatu,
they are trying to encourage the stakeholders of Matatu operations to
form into SACCOs or co-operatives. This model of formation of co-
operatives to fund the purchase of high capacity vehicles is the least
penetrated model (because of issues mentioned in next slide) . Apart
from a few SACCOs such as EMBASAB currently this structure is rarely
seen. Different SACCOs would operate on different brands
With 40% down payment, 18% interest rate and 13% of value for
insurance cover40 it is getting tough for individual companies to own
fleets and run formal operations. Hence most companies opt for the
franchise model

Paratransit modes (Matatus) are also not affordable for the poor;
phasing them out would impact 7% of the population’s livelihood
83
The Matatus:
 As the buses were operational only in the profitable routes and the sprawl
increased it created a huge accessibility problem ; Matatus were introduced to
fill the gap. Today, they compete with buses even in the primary routes
 Matatus are marginally more expensive then buses and hence not affordable
to the low income families. For example: A low income commuter travels in the
peak hours everyday he would have to spend at least 20% of his monthly
earning on commuting
80
100
60
80
100
120
Matatus
Cost for 10km trip (in Ksh)41
Non Peak Hours
Peak Hours
Proposed policy change: The government plans to phase out the 14
seater Matatus for higher capacity vehicles:
 The government has identified the Matatus as one of the major reason for
congestion on road and hence plans to phase them out
 Phasing out the Matatus would impact the livelihoods of close to 50,000
families (7% of the total population in Nairobi)
 To avoid this situation the national transport policy proposed formation of
Savings and Credit Co-operative Society or SACCOs with various
stakeholders of the Matatu industry in order to purchase high capacity
buses
 This model of formation of co-operatives to fund buses has not penetrated .
Apart from a few SACCOs such as EMBASAB currently this structure is
rarely seen
 The 14 seaters would be moved to internal roads and would act as feeders
to primary routes operated by buses
Issues with the proposed plan:
 SACCOs would take time approximately 5-10 years to strengthen their
balance sheets and leverage them for loans
 After the purchase of HCVs, the members of the SACCO would get
dividends once an year and wouldn‟t have daily income which is why they
are unlikely to get rid of their 14 seater Matatus
 High capital expenditure of the buses is another road block. Experts suggest
scrapping import duties on high capacity vehicles, importing fully built units
from foreign countries and looking for cheaper sources of funds to provide
low interest loans to encourage owners to move to high capacity vehicles
 As the plan is to move the Matatus to low demand feeder routes, experts
suggest that it is important to look at other revenue generating sources such
as advertisements
Other Paratransit modes: There are other modes such as a the tuk-tuks
(three wheeled vehicle), 7 – seater Toyotas etc which are as expensive as the
Matatus. Experts criticize the move by the government because they don‟t see
any logic behind banning 14 seaters Matatus when the government is readily
giving out licenses to much lower capacity paratransit modes.
5000
1000
500
0
2000
4000
6000
Owner Driver Conductor
Daily earnings of various stakeholders (Ksh)42
High income household expenditure
Low income household
expenditure
Matatu Stakeholder value proposition:
 In the Matatu space the owner of the Matatus earn the most and fall under the
high income category. The drivers and the conductor are typically low income
 The cost of the Matatus is approximately 1.8 million Ksh out of which 800,000
Ksh (80% of cost of vehicle) goes towards import duties, causing the owners
to charge a high daily rent to recover their costs rapidly

Although the majority of urban poor walk/cycle, the environment
is hostile to them and efforts at improvement inadequate
84
 65% of deaths involve pedestrians
 35% of those killed in accidents are children
560
260
20
Kenya South Africa United Kingdom
Number of vehicles involved in fatal
accidents per 100,000 vehicles (2009)43
340
305 295
152 125
Juja Thika Jogoo Ngong Langata
Distribution of accidents by roads in Nairobi
(2008):44
The urban transport environment for Pedestrians and cyclists is
challenging
 81% pedestrian feel that they do not have adequate facilities to
walk on the routes they commute. 86% of pedestrian interviewed
indicated lack of safe crossings as a huge problem1
 An iRAP study shows that not only is the infrastructure for
pedestrians inadequate but also most of the fatalities occur at the
crossings2
 Those walking and cycling attributed the low modal share for
cycling to a lack of dedicated cycling paths, lack of parking space,
non provisioning of road shoulders, traffic congestion, inadequate
street lighting, lack of NMT awareness and inadequate security
environment.
 Deductive analysis of some of the recent projects that have an
NMT component is that 10% of the budget allocation to NMT and
safety is highly inadequate3
Efforts at improving the NMT infrastructure have been inadequate
and the progress is slow
 The „Share the road‟ program, implemented a 2 km NMT lane in
the UN avenue. It did not have the desired demonstration effect
and is not perceived to be catering to the poor commuters
significantly
 Retrofitting some major roads with NMT infrastructure has been
attempted but the system is not adequately equipped to capture
disaggregated data on safety and NMT leading to difficulties in
standardizing cost on NMT projects
Better pedestrian
infrastructure

Nairobi: Thoughts on the way forward
85
Recommendation Progress so far
City Management
 Constitute a Road Transport Authority (RTA) to handle all urban
transport issues in the metropolitan area
 All the agencies such as licensing board, road safety agency etc.
which are under different ministries must fall under the RTO
 Create a separate urban transport fund to exclusively finance public
transport, walking/cycling infrastructure etc.
 Kenya is currently in a transition phase where a new
constitution would be adopted. The new constitution
would consolidate the current ministries (will reduce it
from 40 to 20) and also would deploy more powers to
the local governments (counties)
 With some parts of Nairobi metropolitan area falling
under different counties the policy makers are planning
to look at National Capital Region (NCR) as a special
region
Public Transport
Reconsider the planned Mass rapid rail system given the low tax base of
Nairobi, against the heavy investment required
The government is planning to invest in LRT/MRT systems
as suggested by a study from Consulting Engineering
Services (CES)
 Build an effective (both affordable and accessible) public transport
system
-Cap the fares
-Operate on schedule
-Plan routes effectively
-Have an integrated ticketing system
 Limit the competition between various players to make the system
more streamlined
 Promote multiple players under one operating agency which can
allocate routes transparently to various players
 With very low entry barrier currently any person who
can own a single bus can operate buses in Nairobi.
With multiple bus operators the drivers end up driving
rashly in the greed for more passengers, no fixed
schedule, fare etc.
 With Matatus being asked to move to HCVs it is only
increasing the number of players who will be in the bus
business
 Promote right of way for buses (BRT lines) after fixing the issues with
the current bus system
 GEF Sustrans project is mobilizing funders and other
government agencies to implement a substantial BRT
corridor
Paratransit Regulate paratransit fares Currently the fares are not regulated and Matatus are very
expensive, no activity in this front
Walking Cycling Build continuous good quality walking/ cycling infrastructure NMT lanes are being built whenever a road maintenance
is being implemented

Interests of various funders in Nairobi Urban Mobility
86
European Union (EU) Currently supports big infrastructure projects (roads) in rural areas. In terms of public transport they
are interested in investing in BRT after July 2012
GEF UNHABITAT Facilitating the BRT pilot project by engaging with various funders and stakeholders in the government
JICA  Were earlier interested in funding mass transit systems such as MRT and BRT
 Currently they are focusing on building an urban master plan for Nairobi (Nairobi operated without a
master plan since 1973)
AFD AFD operates in the road sector via the upgrading of the MaaiMahiu-Narok road, the main access
route to the Maasai Mara National Reserve, and the “rural roads” project, which finances road
infrastructure upgrading for the economic opening-up of Central Province
African Development Bank  They funded the Mombasa-Nairobi-Addis Ababa Road Corridor Project along with EU and the
national governments of Kenya and Ethiopia which aims at promoting trade and regional integration
between Ethiopia and Kenya
 They funded the feasibility study for MRT in a few corridors
UNEP Launched the „Share the road program‟ for promoting walking/cycling in the city – the program included
promotional campaigns, pilot corridor at the UN avenue for demonstration etc.

Agenda
87
Executive Summary
Public Transport
Paratransit
Walking and Cycling
Deep Dives
Delhi, India
Nairobi, Kenya
Annexures

Annexure 1: Sources
 1, 2, 3, 9, 10, 16, 17, 23, 24, 26, 31, 41, 42 Intellecap research (anecdotal and primary research data)
 4: Delhi : Prof Geetam Tiwari, TRIPP, 2011 household survey data , Bangkok: Noboru Harata, “Some Basic Characteristics of Travel
Behavior in Bangkok , Mumbai: Urban Poverty and Transport: The Case of Mumbai, World bank Sept 2005 report
 5, Refer to the table in Annexure 2
 6, Mr Pawan Diwedi, Prof. Sanjay Gupta, School of planning and Architecture, New Delhi
 7, ADB report: Walkability and Pedestrian Facilities in Asian Cities, State and Issues
 8, National Crime Records Bureau (NCRB) Data
 11, Article: http://dare.co.in/opportunities/idea/micro-financing-cycle-rickshaws.htm
 12, http://www.mumbailocal.net/675/mumbai-local-train-2nd-class-train-pass-fare-list/
 13, http://www.dtc.nic.in/dt3.htm
 14, World Bank Report: LAGOS BUS RAPID TRANSIT (BRT), Fighting congestion and climate change
 15, ITDP Emission Impact analysis on Guangzhou BRT
 18, treehunger.com
 19, http://www.ibike.org/pabin/index.htm; http://blogs.ei.columbia.edu/2010/04/07/bamboo-bikes-nearing-production/
 20, http://www.iutindia.org/urban09/031209/O%20P%20A.pdf
 21, http://business-standard.com/india/news/delhi-per-capita-income-doubles-to-rs-116-lakh-in-6-yrs/455032/
 22, Data published by Government of Delhi
 25, http://www.iatss.or.jp/pdf/research/33/33-1-08.pdf
 26, Sujatha Savant, Sanjay Gupta Informal public transport in fast growing suburb of Delhi
88

Annexure 1: Sources (contd..)
 27, http://www.nwpc.dole.gov.ph/pages/statistics/stat_current_regional.html
 28, http://www.ucanews.com/2011/01/10/dialogue-with-aquino-worth-the-wait/
 29, MMDA accomplishment report, 2011
 30, http://www.sws.org.ph/pr20120125.htm
 32, NCTS Survey
 33, http://data.un.org/CountryProfile.aspx?crName=kenya
 34, State of the World‟s Cities 2010/2011 – bridging the urban divide – UNHABITAT
 35, http://www.knbs.or.ke/news/lei012012.pdf
 36, http://www.pambazuka.org/en/category/comment/56107
 37, http://www.knbs.or.ke/news/lei012012.pdf
 38, James, KIPPRA research
 39, Kenya Bus Service website
 40, Abiria Magazine, Kenya Bus Service
 43, http://www.demotix.com/news/kenya-rated-fifth-road-carnage
 44, http://www.unep.org/transport/sharetheroad/PDF/ClimateXL_NMTNairobiReport.pdf
89

Annexure 2: Sources for Modal share data of various cities
90
Cities Mode Split Data Sources
Abidjan, Accra, Addis Ababa, Dar Es
Salaam, Dakar, Douala, Johanessburg,
Lagos, Nairobi, Windhoek
http://www.uitp.org/knowledge/pdf/Report_on_statistical_indicators_of_publictransportperforma
nceinS-SA.pdf
Delhi http://www.idfc.com/pdf/report/Chapter-19.pdf
Mumbai, Ahmedabad, Surat http://www.slideshare.net/EMBARQNetwork/trb-presentation-final
Guwahati http://www.vtpi.org/tdm/tdm80.htm
Bangalore http://www.arrivesafe.org/pdfs/Bangalore-Silicon_Capital_or_Black_City.pdf
Chennai http://www.cmdachennai.gov.in/Highlights_HLC0901200913-1-09.pdf
Kolkata http://www.vtpi.org/tdm/tdm80.htm
Seoul, Tokyo http://www.ieej.or.jp/aperc/pdf/urbanisation.pdf
Manila http://www.thegef.org/gef/sites/thegef.org/files/repository/Philippines_Marikina_Bikeways.pdf
Istanbul http://conduits.eu/documents/city-summaries/Istanbul.pdf
Colombo, Dhaka, Lahore http://www.vtpi.org/tdm/tdm80.htm
Kathmandu http://www.energycommunity.org/documents/iges_start_final_reprot.pdf
Tehran
http://www.un.org/esa/dsd/susdevtopics/sdt_pdfs/meetings2010/egm0310/presentation_Mehdi
_Hashemi.pdf
Shanghai http://www.fav.de/DOCS/APW_Acharya_WSI_Develop-sustain-transport%2012092007.pdf

Annexure: 3 List of key informants for Deep Dives
91
Key Informants: Delhi
Name Organization
Mr Amit Bhat EMBARQ
Prof. Dinesh Mohan TRIPP, IIT Delhi
Prof. Geetam Tiwari TRIPP, IIT Delhi
Mr K L Thapar Asian Institute of Transport
Development
Mr Santhosh Kodikula GIZ-Sustainable Urban Transport
Project
Ms. Anvita Arora IIT Delhi
Ms Shreya Gadepalli ITDP, India
Key Informants: Manila
Name Organization
Mr. Rey / Mr Francis Metro Manila Development
Authority
Mr. Bert Clean Air Initiative, Asia
Ms. Santos/ Ms Danielle Ateneo School
Mr Karl / Mr Ricardo NCTS
Mr. Laurence Office of Transport Cooperatives
Mr. Joris CDIA
Mr. Alberto Ex Head of Land Transport Office
Mr Red eJeepney.org
Ms Mary Urban Poor AssociatesKey Informants: Nairobi
Name Organization
Mr James / Mr Eric Aligula KIPPRA
Ms Rahab Mundara / Mr Jean
Bonzi
UNHABITAT
Prof Dorothy McCormick / Prof.
Winnie Mittulah
Institute for Development Studies
Mr Dickson Mbugua Matatu Welfare Association

Annexure – 4 : Functions of some of the important agencies involved in urban
transport in Delhi
92
Functions of Delhi Integrated Metropolitan Transit System
Limited (DIMTS)
 Identify problems and opportunities in the urban transport
infrastructure space.
 Provide policy level support for government and government
agencies.
 Undertake relevant and necessary studies.
 Undertake measures to promote public transport system by
improving the coverage, frequency and comfort level in public
transport system.
 Undertake specific project development activities in its capacity as
an advisor or as a developer.
 Undertake measures to improve efficiency and affordability of
public transport.
Functions of Department of Delhi Transport Corporation(DTC)
 To provide or secure or promote an efficient, economical, reliable
and properly coordinated system the road transport in NCT of
Delhi and any extended area.
 In doing so, it shall act on business principles.
 To achieve a high level operational efficiency.
 To charge fares not exceeding those prescribed by the State
Under Section 43(1)(i) of the Motor Vehicle Act, 1939.
 To attain financial self-sufficiency
Functions of National Capital Region Planning Board
 To prepare the Regional Plan and the Functional Plans,
 To arrange for the preparation of Sub-region Plans and Project Plans
by each of the participating States and the NCT, Delhi
 To co-ordinate the enforcement and implementation of the Regional
Plan, Functional Plans, Sub-regional Plans and project Plans
through the participating States and the NCT, Delhi
 To ensure proper and systematic programming by the participating
States and the NCT Delhi in regard to project formulation,
determination of priorities in the National Capital Region or Sub-
regions, and phasing of development of the NCR in accordance with
stages indicated in the Regional Plans;
 To arrange for, and oversee, the financing of selected development
projects in the NCR through Central and State Plan, funds and other
sources of revenue
Functions of Department of transport, Government of NCT of Delhi
 Administration of the Motor Vehicles Act,1988 and Rules framed
there under .
 Issuance and renewal of driving licenses/International Driving
Permits
 Registration of Vehicles and its related activities.
 Issuance of trade certificate to dealers of the vehicles.
 Issue of permits to various categories of transport vehicles and issue
of countersignatures in respect of other-state transport vehicles.
 Road safety issues with special emphasis on safety of school buses.
 Enforcement of emission and safety related norms of vehicles.
 Management and operations of Inter -state Bus Terminals.
 Integration of Road transport with Metro, Railways & Airports.

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