[sustran] Re: More on UK Funding switch from Light Rail to Busway

[Kisan Mehta]

Dear Sustran friends,

I have remained a watching bystander to the ongoing discussions on
the comparision between rail and bus service costs as well as on the impact
of motor cycles on quality of bus travel.

Eric's submission brought another aspect in my mind.   We get
a totally different picture when we look to the conditions
prevailing in the crowded, congested urban centres in the
developing, shall we say the poor, world.

Installing dedicated right-of-way train service is terribly costly
capitalwise compared to starting a bus service which can be  started
initally with the money that can be diverted from public resources.  Routing
can be changed to suit demand but more often to meet
political and commercial pressures.   But we cannot say that rail
costs are higher than those of buses.

Mumbai has electric commuter train service laid in the late 1930s by the
Central Government. Railways are in the federal government domain and it is
difficult to get the fed rlys to expand to meet the growing needs.  Public
bus service is a municipalised service which
can be and has expanded at comparateily lower cost.

Mumbai suburban services provide about 14 million journeys which is about
40% of the total train journeys provided through out the country admeasuring
4 million + sq km in area.  Indian railways are second largest in the world
having the largest staff in the world. Mumbai trains carry commuters at
suffocation level that is about 4 times the licenced carrying capacity.
There is nothing like peak and off-peak periods. They are either high peak
or suffocation peak periods over 22 hours a day  running.  Susurban services
share track, station, signalling facilites with intercity trains.  Per
passenger cost of railway service is definitely lower than that of the
buses.  Per km train fares are lower. Season ticket rates enabling unlimited
joruneys during a month or quarter are much
lower.  Still trains service has a reaonable surplus.

Municipalised BEST service provide 4.8 million journeys a day with 3,600
buses. Turn around is high.  BEST services are not allotted any priority for
use of roads. In fact many roads open to private cars are closed to the BEST
buses.  Buses are subjected to heavy delays.  Bus fares are decided by the
government irrespective of the cost considerations.  In Mumbai and I have
noticed in cities of the developing countries,  bus services are governed
and their development are not in consonance with the needs.   Minimum bus
fare are Rs 3.50 and 5.00 for ordinary and express buses (Rs 46 equivalent
ot a US $). Yet large number of residents walk as they cannot afford the bus
fare.

No subsidy or support is extended by the authorities. In fact, the
government collects about 15% of every bus ticket by way of taxes which is
not charged to private vehicles having exclusive roads, flyovers, elevated
roads built at public cost.  Municipality levies an
annual charges on the BEST, again not charged to private vehicles.

The BEST Undertaking operating bus service in the whole Mumbai
and distributing electricity in a small area makes heavy losses in the
Bus Division which is made good by the surplus in the Electric
Supply division.

We feel that it would be unjust to compare different modes of services only
on the basis of financial cost or capital outlay.  Many extreneous factors
influence the services, efficiency, costs etc.

This imbalance appears to emanate from the policies by the World
Bank and other financial instititions, approach (mindset) of the
politicians, their capacity to extract money from World Bank et al.

The World Bank extended loan for Mumbai Urban Transport Project in which its
share in road construction subprojects is 79%, rly expansion 43% and bus
expansion is fixed at 2.6% of the total project cost.   Road management and
pricing for controlling the storing and movement of private cars are
non-existant. Bank though has not forgotten to insist
on providing computerised traffic signalling to provide uninterrupted speed
to private vehicles and hindrance to buses as well as acquiring of terribly
expensive stainless train compartment reducing total number
of comparatments to be added during the loan period..

The only and most tragic World Bank condition is on the BEST  and that is
the BEST should stop using the surplus of the Electricity Divn to cover up
the shortfall in the Bus Divn and has insisted that the BEST raises its
fares adequately to meet the shortfall and curtail bus services to remove
the loss.  The Bank has not provided for construction of pavements though it
bemoans high rate of road accidents in which, it admits, pedestrians form
95%  of the victims. On average 1`0 pedestrians die a day due to road
accidents and 20 commuters
due to falling from moving trains.

The government feeling the ease in obtaining World Bank loan has finalised
another  more ambitious proposal for construction of
elevated roads in the name of environmental improvement.  The proposal is
before the World Bank.

So we can see as to how the needs of the rich are met to claim poverty
reduction.    There is great difference between the precept and practice. In
the poor countries the lenders decide the course of development.
Best wishes.
----- Original Message ----- 
From: "Jonathan E. D. Richmond" <richmond at alum.mit.edu>
To: "Asia and the Pacific sustainable transport"
<sustran-discuss at list.jca.apc.org>
Sent: Friday, April 30, 2004 8:53 AM
Subject: [sustran] Re: More on UK Funding switch from Light Rail to Busway


> On Thu, 29 Apr 2004, Eric Bruun wrote:
>
> >
> >
> > Dear Sustran readers:
> >
> > Covering operating costs, even by the definition used in Dublin, would
be
> > considered an excellent result in most of the richer cities in Europe
and
> > North America. But this definition of covering operating cost is
> > problematic, of I will mention more below.
> >
> > As I have said before, I support quality bus network additions, but they
are
> > not necessarily the equal of rail projects. I don't know the
circumstances
> > of the specific alignments in Dublin, but here are some considerations
that
> > can often makes rail a better alternative:
> >
> > 1) High labor costs.  If demand is high and service is frequent, then
very
> > large vehicles cut labor costs. If Dublin is like the UK, operator wages
are
> > probably quite low and unions weak or non-existent. In this case labor
costs
> > are not as important as in countries where workers are better paid.
> >
>
> The cheaper cost from larger vehicles argument is based largely on myth.
> Cost structures are complex, and in a great many cases bus costs come in
> well below rail for equivalent volumes of service ata given quality level.
> I interviewed dozens of people who came out with the claim that trains
> were cheaper because "you only need one driver," and such imagery does
> influence decision makers. The reality is different.
>
>
> > 2) High peak to base ratios. Rail vehicles can have their rakes (or
consists
> > in North America) lengthened at low marginal cost.
>
> Yes, but you still pay for the capital equipment sitting idle most of the
> day, and there are also system costs and oiperational issues to changing
> consists during the day -- and as I said, the cost of drivers is but one
> of many.
>
>
>  Each unit of bus capacity
> > costs the same as the last on busways. The marginal cost for buses (and
old
> > fashioned streetcars) actually increases during peak hours if they are
in
> > mixed traffic operation.
> >
>
> But you cannot compare that situation with a rail one as you are not
> comparing like with like. Data shows that busway operating costs are
> substantially below rail equivalents. Please see my "whole system
> approach" paper on this, where I presented a great deal of data.
>
>
>
> > 3) Existing disused rail rights-of-way in decent locations can save a
lot of
> > time and money for rail projects.
>
> And you can put buses on them as well if you really want to, but a major
> problem has been the use of such disused rights-of-way simply because they
> exist, and not because they follow useful routes. There are many examples
> of this across the States, for example in Sacramento where the light rail
> crosses industrial areas with difficult access to housing.
>
>
> >
> > 4) Where there is no way to avoid tunneling or huge suspension bridges.
Once
> > this is necessary, then the cost of rail and electrification may not be
such
> > a large incremental increase. Not every large city has the width of
> > right-of-way available that the main trunk line of TransMillenio in
Bogota
> > requires. Creating such a corridor would require the same kind of
massive
> > dislocation and disruption that motorways require. There also may be
serious
> > water crossings.
>
> These are high-cost options. Of course, bus tunnels can be built, as in
> Seattle, but an alternative approach is to try to make existing
> surface-level infrastructure work better.
>
>
> >
> > 5) Lack of enforcement of bus lanes.
>
> So enforce them!
>
>  Rail rights-of-way can be designed to
> > deter other vehicles. (Bus rights-of-way can also do this, in theory,
but
> > there is often much pressure to let other vehicles fill the "empty
space".)
> >
>
> This is not likely to happen with a well-designed busway. But, in certain
> cases, it may make sense to allow other vehicles in. For example, the
> extensive busway corridors built in Houston operate with carpools as well,
> thereby carrying a great volume of efficiently packed vehicles. Houston
> has documented substantial environmental improvement from its
transportation
> developments, unmatched by any of the cities that have gone for rail.
>
>
> > 6) Corridors where development is going to intensify. Even if the demand
is
> > met by buses at a reasonable frequency today, there may have to be a
> > continuous wall of them in the future.
>
> More misleading imagery. Rail systems operating in the street are
> disruptive as well. If there is a separate right of way, buses are no more
> of an impediment than trains.
>
>  This becomes quite unattractive in
> > areas where there are many residences and/or pedestrians. It also means
that
> > pedestrians have to be excluded. Fewer rail vehicles providing equal
> > capacity at much longer headways might make it possible to keep the
> > right-of-way more open.
> >
> > 7) System operating cost is relevant, not modal operating cost. This is
> > where the auditors and right-wing idealogues get it all wrong. In some
> > corridors it makes sense to transfer passengers to large trunk vehicles
and
> > use the buses for higher frequency local feeders, circulators, and
> > tangential connectors.
>
> This increases costs greatly. Again, I have done a great deal of study on
> this and, time and again, bus feeder type financial performance is well
> below that of radial/trunk lines. When you covert from bus to rail you
> generally move from the costs of providing single-seat direct trunk
> services to having to operate feeder bus lines to the rail stations and
> then pay for the train costs as well. The combined cost is substantial,
> but rail advocates never include the bus feeder costs they have created in
> rail system costs. I absolutely agree that system rather than modal cost
> is most important -- that's why I wrote about a "whole-system approach."
> But we need to look at the evidence in a scientific way. Please, also, do
> not refer to "right-wing idealogues" to dismiss people whose opinions you
> don't care for. There are many people who care deeply about equity and do
> not like observing the damage done to the interests of those of lower
> income by projects which waste resources on ineffective rail developments
> while ignoring the basic-level bus improvements which could be achieved at
> a far lower cost.
>
>
>  In this way, more service to more origin-destination
> > pairs is offered for an equal operating budget. This is even more true
when
> > there are high peak-to-base ratios.
>
> As I have indicated, this is based on conjecture. Check out your facts.
>
>                                          --Jonathan
>
>
> >
> > Eric
> >
> >
> >
> > ----- Original Message -----
> > From: "Brendan Finn" <etts at indigo.ie>
> > To: "Asia and the Pacific sustainable transport"
> > <sustran-discuss at list.jca.apc.org>
> > Sent: Monday, April 26, 2004 5:40 AM
> > Subject: [sustran] Re: UK Funding switch from Light Rail to Busway
> >
> >
> > > For what it's worth :
> > >
> > > In Dublin we will soon have two new tram/LRT lines in operation. The
UK
> > > National Audit seems to have triggered a little freedom of information
> > here.
> > >
> > > The Rail Procurement Agency (RPA) has entered into a contract with
CONNEX
> > > who will operate the system. We are told that this contract will have
a
> > > value of 20 million Euro per year. We are also told that the forecast
> > > carryings are 20 million passengers per year, and the forecast revenue
> > > (collected by RPA) is 20 million Euro per year. Following the UK
National
> > > Audit, the RPA has assured us that the forecasting was done to
> > > "international standards" - whatever these actually are.
> > >
> > > The "optimistic" forecast, therefore, is that revenues barely cover
direct
> > > operating cost. "Optimistic" means that there is zero contribution to
the
> > > 700 million Euro plus investment, zero contribution to the maintenance
> > costs
> > > (not in the CONNEX contract), zero contribution to customer-facing
> > services
> > > such as ticketing and information, and zero surplus for future
> > development.
> > > Incredibly, that's the "optimistic" version based on the
"international
> > > standard" forecasts.
> > >
> > > Forgive my cynicism as I point out that the capital investment on
these
> > two
> > > LRT lines is equivalent to 4 years total costs (note : full costs, not
> > > subsidy) for the bus network which always has and always will carry
the
> > vast
> > > majority of public transport passengers in Dublin. It is also about 10
> > times
> > > greater than the extensive and excellent Quality Bus Corridor Network
> > which
> > > is well under way.
> > >
> > > Trams are very nice to use, and it was very considerate of previous
> > > generations to make the investments for many cities. They are truly a
> > legacy
> > > to any city. However, transport professionals should maintain their
> > > integrity and not pretend either that they make economic sense or that
> > they
> > > are the most effective mobility solution, especially when compared
with
> > the
> > > very best bus-based alternatives.
> > >
> > > With best wishes,
> > >
> > > Brendan Finn.
> > >
_______________________________________________________________________
> > > Contact details are : e-mail : etts at indigo.ie   tel : +353.87.2530286
> > > ----- Original Message -----
> > > From: "Alan Howes" <Alan.Howes at cbuchanan.co.uk>
> > > To: ">" <SUSTRAN <sustran-discuss at list.jca.apc.org>
> > > Sent: Monday, April 26, 2004 10:20 AM
> > > Subject: [sustran] Re: UK Funding switch from Light Rail to Busway
> > >
> > >
> > > I never suggested anyone should rely on the UK government's viewpoint
(I
> > > gave that up myself a long time ago).  I gave the information so that
> > people
> > > could find out why the UK government is doing what it is doing.
> > >
> > > My own view, FWIW, is that UK government policy has switched from
being
> > too
> > > much pro-tram to being too much anti-tram - such abrupt policy changes
are
> > > not helpful, but are unfortunately all too common.
> > >
> > > But I also feel that where cash for transport investment is scarce, as
is
> > > often the case in the developing world (but should NOT be the case in
the
> > UK
> > > which is crying out for better transport infrastructure), bus-based
> > systems
> > > can often offer better value for money than rail-based ones.  An
> > over-short
> > > summary of my views, but I don't have time for more at present.
> > >
> > > Alan
> > >
> > > --
> > > Alan Howes
> > > Associate Transport Planner
> > > Colin Buchanan and Partners
> > >
> > > 4 St Colme Street
> > > Edinburgh      EH3 6AA
> > > Scotland
> > > email:  alan.howes at cbuchanan.co.uk
> > > tel:      (0)131 240 2892 (direct)
> > >            (0)131 226 4693 (switchboard)
> > >            (0)7952 464335  (mobile)
> > > fax:     (0)131 220 0232
> > > www: http:/www.cbuchanan.co.uk/
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> > >
> > > >>> Eric Bruun <ericbruun at earthlink.net> 25/04/04 23:09:06 >>>
> > >
> > > Normally, I just read and learn from this discussion group. But this
is
> > the
> > > second time in the recent past that I simply have to say something.
> > >
> > > The UK is a very special case. The Central Government's definition of
what
> > > is good performance is not the same as in Europe or in North America.
> > > Because of the Private Finance Initiative, the rates of return
required
> > are
> > > higher than for public projects. Projects also might be based on the
> > > investors getting some of the fare revenue. The Croydon Tramlink in
London
> > > would be considered a success elsewhere, but it is not a financial
success
> > > for the private investors through no fault of their own. Transport for
> > > London sensibly is introducing Smart Cards with integrated fares, so
that
> > > there are fewer fares collected than anticipated, but the investors
are
> > not
> > > being compensated for this change of plans.
> > >
> > > This experience is causing potential investors to be cautious. It is
not
> > > helped by the fact that the Government doesn't allow coordination with
bus
> > > networks so that there may be massive duplicative service.
> > >
> > > The last two issues of Urban Transport International have had
interesting
> > > articles about this. I would not rely only on the Government's
viewpoint.
> > >
> > > Eric Bruun
> > >
> > >
> > >
> > > -----Original Message-----
> > > From: Alan P Howes <alan at ourpeagreenboat.co.uk>
> > > Sent: Apr 25, 2004 9:54 PM
> > > To: sustran-discuss at list.jca.apc.org
> > > Cc: Jerry Schneider <jbs at peak.org>
> > > Subject: [sustran] UK Funding switch from Light Rail to Busway
> > >
> > > That's two people now who have asked about the above.  Most of the
> > > coverage I have seen of this is in the UK specialist magazines Local
> > > Transport Today and Transit - neither of which publish on-line.
> > > Though I will see if I can find an article to scan.
> > >
> > > There's some fairly good coverage though, on the BBC website at
> > > http://news.bbc.co.uk/1/hi/uk/3651587.stm  Useful links to follow too.
> > >
> > > Another source is the UK Department for Transport website.  It's big,
> > > and I haven't yet found a definitive article.  But if you take a look
> > > at -
> > > http://www.dft.gov.uk/pns/DisplayPN.cgi?pn_id=2003_0170
> > > [UK DfT > Home > Local Transport > Local transport plan - process and
> > > initiatives > Local transport capital settlements > Local transport
> > > plans settlement - December 2003]
> > > you will find details of DfT capital grants for local transport.  Lots
> > > of busways - no trams!  If you dig around on the DfT site you might
> > > find more.
> > >
> > > Then, hot off the press (April 23rd) there is a report from the UK
> > > National Audit Office at http://www.nao.org.uk/pn/03-04/0304518.htm
> > >
> > > I haven't had time as yet to read the exec summary, let alone the full
> > > report.  But basically it is pointing out the fact that tram schemes
> > > in the UK have mostly fallen short of meeting planned performance, and
> > > looks at why.
> > >
> > > Regards, Alan
> > > --
> > > Alan P Howes, Perthshire, Scotland
> > > alan at ourpeagreenboat.co.uk
> > > http://www.users.zetnet.co.uk/alanhowes/  [Needs Updating!]
> > >
> > >
> > >
> > >
> >
>
> -----
>
> Jonathan E. D. Richmond                               02 524-5510 (office)
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