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public transport

​Using open tools to create the digital map of Cairo’s public transit

Tatiana Peralta Quiros's picture
Follow the authors, Tatiana (@tatipq) and Diego (@canaless) on Twitter 

The first step in any transit planning process involves understanding the current supply and demand of transit services. In most of the countries where we work, understanding the supply of services is a messy, costly and lengthy process, since most cities have little knowledge of bus routes, services and operational schemes.
Having a digital map (GIS) and General Transit Feed Specifications (GTFS) details of a network allows a transit agency to do better service planning and monitoring, as well as provide information to its users. A traditional GIS software approach often requires a team of consultants and months of work.  Last month, however, we were presented with the challenge to use innovative tools do the same work in less than two weeks.
This was our first visit to Cairo, Egypt, and there we were tasked with the goal of mapping the city’s entire bus network (approximately 450 formal bus routes) in order to conduct an accessibility analysis with our new Accessibility Tool. At first hand this task seemed daunting, and a few days after arriving we were not certain that we could accomplish it in two weeks.
Before our trip, we had agreed on a somewhat flexible work plan, laying out an array of potential open-access, free tools that we could use depending on the scenarios we would encounter, mostly dependent on the availability of data.

How does this investment help accessibility for this metropolitan area’s poorest 40 percent?

Shomik Mehndiratta's picture
Accessibility analysis is an essential element of understanding cities and public service delivery. Activity‐based accessibility measures relate to the distribution of activities (for example, jobs or schools) in a given space, and the ease of reaching these activities. This type of measure directly relates to the qualities of a multi-modal transport system (e.g. transport network, speeds and costs), but also includes the qualities of the land‐use system (e.g. distribution of land uses, and thus activities), and allows for a spatial temporal multi-modal analysis based on changing land uses.

Accessibility offers a powerful lens to assess how a mobility system is serving an urban area. For example, road congestion is a more severe constraint in a dispersed setting with few transit, walking and cycling options (such as the Atlanta metropolitan area), compared to traditional mixed-use downtowns (such as New York City), where residents can access jobs and other opportunities walking, cycling and using mass transit. 
Block-level measure of job access within 60 minutes by public transport

Accessibility indicators are not just conceptually powerful – they are also easy to operationalize: the number of jobs accessible within a 60-minute timeframe is a popular and powerful indicator to evaluate how well the mobility system is serving a particular spatial area, or group of people (such as the most vulnerable).

Is Public Transport Affordable?

Julie Babinard's picture
When planning transport systems in developing countries, one of the main challenges is to evaluate the proportion of income spent by poorer households on transport as well as in understanding transport patterns in relation to residential location, travel distance and travel mode. High real estate prices in urban centers often force low-income households in developing countries to live farther out in the periphery, with consequences on the way urban agglomerations develop and with subsequent effects on the levels of motorization, congestion, local air pollution, physical activity and the expansion of urban poverty.

Replacing the car with a smartphone… Mobility in the shared economy

Shomik Mehndiratta's picture
Follow the author on Twitter: @shomik_raj

Photo: Sam Kittner / Capital Bikeshare
The sharing economy has been around for a long time. But recent technological advances like the development of real-time transactions through smartphones and credit cards have taken the potential of the shared economy to a whole new level, and opened the door for substantial changes in the way we think about urban mobility.

Recently, I was invited to join a panel on the sharing economy moderated by Prof. Susan Shaheen at UC Berkeley, focusing more specifically on shared mobility.

The panel acknowledged that shared mobility is already transforming the mobility landscape globally, but could go a lot further in increasing the sustainability of urban mobility systems. The panel identified a number of key research gaps that we need to pay close attention to if we want to create a policy environment that is conducive to mobility innovations. Three that I want to highlight are:
  • Supporting open data and open-source ecosystems is critical considering the tremendous potential of open-source software and data-sharing for improving transport planning, facilitating management and providing a better experience for transport users (for more detail, please see my previous blog on how the transport sector in Mexico is being transformed by open data)
  • Looking into shared-economy solutions for those at the bottom of the pyramid – solutions that don’t require credit cards and smartphones as prerequisites (see this blog on the bike-share system in Buenos Aires for a good example)
  • The world of driverless cars is coming – which, depending on how policy responds to it, could spell really good or really bad news for the environment: if such technology is used primarily in shared mobility scenarios, it could greatly reduce the environmental cost of motorized transport; on the other hand, the possibility of “empty trips” with zero-occupancy cars could exacerbate the worst elements of automobility (see Robin Chase’s blog in The Atlantic Cities for a great discussion on this). That is why it is critical to create a policy environment that appropriately prices the ‘bads’ of congestion, accidents and emissions while steering the world of driverless cars towards sharing and resource conservation.

Use, transparency and reuse – how the transport sector in Mexico is being transformed by open data

Shomik Mehndiratta's picture
Also available in: Español

Follow the author on Twitter: @shomik_raj

On a recent trip to Mexico City, I had the pleasure of participating in three events that really brought home the transformative power of the open data and open source eco-system that is becoming an ever more important element of our work in transport.

First I joined the Secretary of Mobility for Mexico City to inaugurate an open data-based system for alerting public transport users in this city of 8 million of any disruptions to the city’s multimodal transport system consisting of an extensive metro system, a suburban rail line, 5 lines of the Metrobus Bus Rapid Transit system (BRT), an electric trolley system, as well as a substantial publicly operated bus system.  The alert system was built using open-source software on an open standardized data set of schedules supported by the Bank last year (read more about that initiative led by my colleague Catalina Ochoa).  Not only does this service deliver value for Mexico City commuters immediately, but it also allows any other city that has its data organized in a similar standard GTFS (General Transit Feed Specification) format (over a 1,000 cities do) to use the same code developed for Mexico City off GitHub, a web registry.  Moreover, the open standardized formats let developers in Mexico City or elsewhere build apps that use this information. The market for these applications is potentially global, spurring innovation for user-oriented applications in public transport: there are already many hundreds of GTFS based applications.

It’s Time to Take the Bus!

Ahmad Iqbal Chaudhary's picture
Rapid motorization and traffic congestion are becoming a major challenge for large cities in the developing world, and generating significant economic and social costs. In Cairo, for instance, the World Bank estimates that congestion costs are as high as US$8 billion or 4% of the city’s GDP.

Meet me at the back of the bus

Marc Juhel's picture

If you miss me at the back of the bus, and you can't find me nowhere
Come on up to the front of the bus, I'll be ridin' right there
I'll be ridin' right there
I'll be ridin' right there
Come on up to the front of the bus I'll be ridin' right there