A record heatwave last week confronted many Europeans with the reality of extreme weather events. Dangerously hot temperatures, extreme droughts, wildfires, melting glaciers, losses of homes, biodiversity and human lives. The immediate questions took up a lot of attention: how to avoid people from dying from the heat, where to evacuate residents from burning areas, how to extinguish the fires? But the real question is of course: how can we avoid this happening again?
The answer is depressing: we cannot. Whatever we do, things will first get much worse. Past greenhouse gas emissions have locked us into a pathway of global temperature rise that we cannot avoid, even if we were to cut emissions drastically. For most people, this was probably one of the coolest summers of the rest of their life. This makes it even more urgent to reduce emissions as quickly as possible. And here, the responses from policy makers have so far been hopelessly underwhelming.
Transport ministers generally like to build new infrastructure. Transport policies are often simply lists of new transport links and facilities, be it roads, railways, airports or something else. Even if many policy makers accept the need to decarbonise transport, the solutions are almost exclusively geared towards new investments: green technologies, alternative fuels, electrification, charging and refuelling infrastructure. Undoubtedly these are important, but most of these projects will only lead to substantial emission reductions in a decade – or later. What if we do not have time? What if we actually need much steeper reductions to make sure that things will just get somewhat worse, instead of apocalyptically worse?
A lot of consumption – especially in developed economies – is conspicuous, frivolous and non-essential. This is also true for the consumption of transport. Taking climate change seriously implies stopping to facilitate transport growth categorically, and instead introducing measures that reduce the demand for transport now, in particular the polluting and non-essential types of transport. In other words, a paradigm shift. This is even more relevant in the context of the looming energy crisis, related to Russia’s invasion of Ukraine. If we need to ration energy and transport demand, which types of transport could we do without? I have my own list of transport examples that I think should be strongly discouraged or banned, but my list is not really the point. The point is that transport policy makers must start doing this exercise – which types of transport do they want to limit – and do it quickly.
The Spanish Minister of Consumer Affairs Alberto Garzón wrote in a tweet on the recent heat wave that hit his country: “The consequences of climate change are already here. The fetichism of endless economic growth must end to preserve life”. The time has also come to stop the fetichism of endless transport growth.
Olaf Merk is Ports and Shipping Project Manager at the International Transport Forum (ITF)
Why must public transport reinvent itself to offer citizens better access – and how it can be done? Carl Adler suggests some answers
Good transport systems cater for all people, but by that standard, most fail. Limited bus, train, tram and metro services mean far too many citizens cannot travel where they need to or when they need to.
Such a lack of good connections affects some more than others. For people with disabilities, travelling often means navigating challenging parcours fraught with insurmountable obstacles like stairs or gaps between platforms and vehicles. Seniors, pregnant women or those who tore a ligament playing sport face many of the same issues, even if perhaps only temporarily.
More often than one would think, perfectly healthy citizens face difficulties getting from A to B in straightforward ways. Cars are great for those who can afford them; for those who cannot, getting around is often a pain.
Access to opportunities
Where people depend on their own vehicles – by choice or by lack of it –, public transport systems are often underfunded afterthoughts. Plagued by inconvenient schedules, few routes, creaking infrastructure and outdated rolling stock, public transport is no fun, doesn’t deliver what is needed, and often at prices that many cannot afford.
So what can close the wide gap between existing services and the connectivity citizens need? How can transport ensure that people have access to the opportunities around them – from attending better schools to accepting higher-paying jobs, from quick access to medical services to a wider choice of shops?
Digital platforms that link citizens with mobility options are one important way to bridge that gap. The buzzword making the round in this context is “ Mobility as a Service”, or MaaS. MaaS platforms are digital venues, mainly applications, that aggregate information on transport services from different sources. These can include mobility solutions from the private sector, such as ridesharing or e-scooters, as well as public transport options.
Don’t worry, be mobile
With MaaS, users need not worry about who provides which service and contact them separately. A MaaS app is a one-stop digital shop into which users in search of the best possible connection enter their destination and then book an option regardless of who is behind that service: hailing a taxi, renting a shared bicycle, or purchasing a tram ticket – all happens in a single app.
Don’t worry, be mobile: MaaS platforms take the pain out of organising trips that require multiple types of transport managed by different operators. Users can grab an e-scooter to ride to a subway station and at the other end hop into a taxi for the final lag – all managed and paid for within a single MaaS app. For people living far from transport stations, such enhanced last-mile connectivity can make the difference between using public transport or taking a car.
Several countries have introduced MaaS systems over large areas and managed to overcome the traditional divide between public transport and other mobility solutions; often innovative services proposed by start-ups. These platforms can be refined by using user data to see where and when different people travel, however data must be used in a manner which does not infringe on individuals’ privacy. The sort of data used and the way it is shared is a new and challenging issue for policy makers to address. Through careful and mindful policymaking, however, MaaS has the potential to make transport based on other options than private cars and mobility as a whole more attractive and more inclusive by better catering for older citizens, those with mobility impairments or people living in rural areas underserved by traditional public transport.
Flex the ride!
In many parts of the world, dedicated transport services serve specific groups of people who, for one reason or another, have difficulties using public transport. School busses are a well-known example, but there are also fleets of vans available for physically impaired people or for the elderly. So, in fact, costly and fuel-consuming services with few users have been created, sometimes duplicating public transport services simply because the latter do not cater sufficiently for special needs.
Some countries and regions have integrated transport services that users call when they need them into a single platform. Called “demand-responsive transport” (DRT), these systems work with algorithms that merge several individual requests into a single trip. That way, operators can run fewer vehicles on the same routes.
FlexDanmark is the world’s most-used DRT system. Founded by five Danish transport operators, the system works across Denmark. The central dispatch system through which all ride requests flow enables the operators to use fewer vehicles for the same number of passengers. The system cuts costs for the providers, but it also often leads to shorter wait times for users. Riders use the platform to make 16 500 trips each day.
Innovations like MaaS and DRT promise to make citizens who have been cut off from shared transport options more mobile and give them access to new opportunities. They are a big step in the right direction – but they alone will not deliver inclusive transport. Opening conventional transport systems like trains, buses and metros to all citizens will require targeted action by policy makers. The data generated by using these platforms can improve service but must be managed responsibly. With new solutions comes great responsibility but an even greater potential to include more citizens in society.
Carl Adler is a recent Master’s Graduate from Sciences Po Paris’ Urban School and is Digital Content Editor and Co-ordinator at the International Transport Forum.
Battered by the pandemic, the passenger transport industry on land, sea and air is feeling its way back to a new normal shaped by Covid-19 shocks. Selwyn Parker explores how “customer experience” could be the next big thing
The industry’s latest acronym is CX, which stands for customer experience and is being used everywhere to lure back travellers.
Although CX is not always visible, it affects every stage of the traveller’s journey, whether it’s a five-day cruise, trans-oceanic flight or half-hour train trip.
First, more space. Cruise ships, railway stations and airports are giving passengers more room to keep their distance in public places. Even the notoriously overcrowded Mumbai rail station has installed new seating arrangements that separate travellers. In airports, check-in lines have become shorter – and less virus-prone – because bag drops and boarding have become more automated in the last two years. A lot of the work was done when airports were pretty much deserted.
Second, pure air. In enclosed places such as aircraft cabins, the latest air circulation systems claim to eliminate 99.9 per cent of viruses and particulates as the entire volume of air is swapped every two or three minutes. Carnival, the giant of the cruise ship industry, has followed suit and installed all its fleet with air filters as well as segregating ventilation throughout the ship.
Third, better hygiene. Swipe-activated doors on some cruise ships reduce the risk of infections spreading. The authorities are looking over the cruise industry’s shoulder. In March, the US Center for Disease Control and Prevention toughened its regulations by requiring physical distancing during short excursions, among other measures.
In airports, the rating agency Skytrax has announced that henceforth it will issue results based solely on physical inspections and testing rather than on the previous paper-based systems that, according to Skytrax, “had very limited validity.” Although travellers will be largely oblivious, frontline staff are scouring seats, toilets, food and beverage outlets, ATMs, vending machines and lounges as they respond to tougher standards. If it doesn’t move, it’s being cleaned.
But what exactly is CX? In technical terms, it’s about using digital technologies to track the traveller’s journey almost from the moment they leave home. In aviation, CX takes in parking, queuing, checking in, shopping, boarding, flying and every other stage of the “customer-centric experience.” Etihad’s passengers, for instance, can remotely check in bags, choose their seats and collect their boarding passes under a wellness programme that avoids much human contact.
“We recognise and alleviate passengers’ stress-inducing points … as they move through the terminal,” one airport official explains.
Artificial intelligence underpins the digital journey. Athens International Airport has gone to great lengths, engaging consultants that purport to measure the intensity, nature and type of travellers’ feelings in the quest for “emotional engagement metrics”. Having accumulated the metrics, they are then interpreted and appropriate changes made.
Everybody’s trying to make travel faster, simpler and more congenial. Miami International has introduced biometric boarding through an instant touchless click of a camera, one of scores of CX-style projects being made at American airports under a USD 600m programme designed to make them “better, safer and more accessible.” Another US airport, Arizona’s Phoenix Sky Harbour International, is piloting a system that allows travellers to book their own time for security in order “to eliminate uncertainty and stress.”
Already it’s clear that post-pandemic travel won’t be the same as before. Take rail, for example. Big-city public transport systems are trying to figure out how to recover revenues lost in the collapse of rush hour as officer-workers stay at home two or three days a week or, when they do travel, make sure to go off-peak.
In London, the Monday to Friday strap-hanger hours have long been the golden goose for rail companies charging sky-high ticket prices. Not any more. In mid-May 2022 peak-hour numbers had plummeted to 15-20 per cent of pre-pandemic levels. Just as worryingly, overall commuter density had fallen to below half, according to the Centre for Policy Studies, an influential think tank.
Similarly, in US cities “ridership” on public transit has barely scraped above half of pre-pandemic levels, according to the American Public Transportation Association.
Most rail experts see this as a transformational moment. In Britain, a new government-run body, Great British Railways, has promised more CX-oriented ticketing and timetables that should attract previously neglected off-peak travellers who don’t want to go into the cities. The organisation must move fast though, if the government wants to recoup the GBP 14bn bill accumulated by propping up the rail system during the pandemic.
“Unless UK rail is radically overhauled and able to respond to new passenger demands for freedom and flexibility, it will be plagued by a future of decline and underinvestment,” warns the Centre for Policy Studies’ research fellow Tony Lodge.
Meantime, in an effort to boost revenues, airports and stations are being sold as exciting spaces even for people who have no intention of jumping on a plane or train. In short, destinations in their own right. Turkey’s Istanbul Grand Airport has opened a Youth Lounge where university students are offered free internet, games, low-priced food and live music.
And in France, anybody can sit down in one of hundreds of rail stations and read a short story dispensed by an automated booth. Now, that’s history repeating itself. In 1852 Louis Hachette opened little book shops in the Grandes Gares where travellers bought cheap novels to read on the journey. They were considered the golden days of rail travel – and they may be returning.
Selwyn Parker is an independent journalist and author of Chasing the Chimney Sweep about the first Tour de France of 1903.
The International Transport Forum (ITF) offers a wealth of policy insights to help its 64 member countries navigate transport in the wake of the Covid-19 pandemic. Learn more here
This World Bicycle Day, Manuela Lopez Menendez explains how Argentina’s capital boosted decade-old cycling policies during the pandemic, to achieve radical results
Covid-19: a challenge and a catalyst
The year 2020 made us rethink the kind of city we wanted to have once the pandemic was over. The limitations imposed on us by the virus forced us to implement previously unthinkable mobility scenarios. Transport was only available for some workers, we closed some subway stations to encourage short trips on foot, and we encouraged the use of private vehicles for those who could use them. Like any other place in the world, the movement of people and goods became extremely difficult.
But the pandemic also allowed us to reassess our progress towards making Buenos Aires an equal-opportunity city. We ran a review of how our various transport initiatives were delivering on this goal, and concluded that we needed to go harder – and deeper – with our transformational policies.
Cyclists – the pandemic street protagonists
In Buenos Aires, during the pandemic, cyclists were the protagonists. As in other cities around the world, general traffic circulation decreased by more than 53% in 2020. Public transport was the most affected form of mobility; it went from representing 50% of total trips to just 29%. Subway use, in particular, declined to historic lows, reaching just 2% of its usual level. On the other hand, private car use grew significantly in terms of total trips, since for many people it represented the safest mode to get around. Car use jumped from 22% to 36% of total trips.
Taking all of this into consideration, we decided to focus heavily on the most accessible, safe and contagion-free means of transport: cycling. We supported the existing policy of promoting active mobility with more bike lanes and incentives to use bicycles. We set out to accelerate the strategic plan that we began more than ten years ago, using all the experience gained over the years. It was clear that without our existing policy, none of these new improvements would have happened.
The foundations were already laid. While other cities in the world focused on creating emergency bike lanes, Buenos Aires already had a 250-kilometre network by 2020. Cycling was a real and accessible mobility option, thanks to the cultural change and commitment made more than ten years beforehand.
We built two new bike paths totalling 17 kilometres in record time on two of the most iconic avenues of the city: Córdoba and Corrientes. The result was astounding: bike trips on both avenues increased by 350% as soon as we opened the new cycling lanes. And another excellent piece of news: the number of female cyclists quadrupled! The new bicycle lanes represent autonomy, empowerment, and more places where women feel they can move safely.
We also experienced the biking boom across the city; bike sales doubled, and deliveries made by bicycle grew by 50%.
Bicycles are here to stay
The city is still working to increase the number of bike paths and improve the public bicycle sharing system. This will create more integrated neighbourhoods with sustainable mobility options. Having streets with space for everyone leads to greater inclusiveness.
Buenos Aires has far exceeded its goals. In 2020, more than 10% of total trips in the city were made by bike, while in 2009 they represented just 0.4%. We are proud of this growth because it means that more people are included, are autonomous and have better access to opportunities. Cycling creates a healthier life for citizens and a greener, cleaner Buenos Aires.
Covid-19 disrupted our way of living and moving. In Argentina’s capital city, the pandemic accelerated the shift towards more sustainable mobility. This journey began more than a decade ago, but the challenge of the pandemic made us chart a new course of action. Today we have the city’s first “shared street”: Avenida Del Libertador. The century-old street – designed only for cars – now sees different forms of mobility coexist, like bikes, skateboards and buses. It is a new example of how we work: the bicycle is here to stay and is part of the city of the future that we want.
Manuela Lopez Menendez is Secretary of Transportation and Public Works in the Government of the City of Buenos Aires
Increasing oil and gas prices provide a stark reminder of transport’s dependency on fossil fuels. Selwyn Parker reviews the developing situation and the possible impacts on greener mobility options.
Just when we thought it was safe to travel again by air, road, sea and rail after some two years of pandemic-forced immobility, the war in Ukraine has thrown a spanner in the works by sending fuel costs sky high.
In a stark demonstration of how all forms of transport continue to remain dependent on fossil fuels, drivers are already paying more at the pump, air travel is set to rise in price, cruise ships are contemplating fare increases (as well as slashing itineraries), and numerous rail networks have been forced to cut routes.
In mid-April, spooked markets had sent the price of a barrel of Brent crude, one of the key benchmarks, to over USD 100 compared to around USD 40 in the same month of 2021. Most experts expect prices to stay at that level, while some forecast USD 140 in the event of a complete embargo against Russian hydrocarbons.
Even if and when peace in Ukraine is restored, it will probably take years for governments to find enough oil and gas to replace Russian supplies. The problem in Europe, the region with the most-affected countries, is a pre-existing dearth of energy. As the Oxford Institute for Energy Studies points out in a paper published in March on the short-term situation, “the European market is already very tight” and warns that a worsening geopolitical context could “make a challenging market situation even tighter, with price surges to new record highs the inevitable outcome.”
In short, Europe has little room for manoeuvre – with obvious implications for all forms of travel.
Already, then, we’ve clearly got an energy shock on our hands, probably the most serious since the 1970s when the oil-producing nations of OPEC turned off the taps: between October 1973 and November 1974, the price of a barrel crude rose five-fold.
Back in the seventies, most western countries responded with all kinds of fuel-saving measures, for instance, by legislating slower speeds on roads. The British government, for example, appealed for citizens to take public transport and handed out fuel rationing books (although they were never actually used).
In the half-century since, aviation has become a voracious user of fossil fuels – and now faces yet another setback as it struggles back from the pandemic. The airline association IATA notes that “jet fuel prices rose sharply since the start of the conflict”, reaching USD 150 a barrel in late March – up 39 per cent in just one month and 121 per cent year-on-year. As sanctions against Russia bite deeper – or indeed are extended – the outlook will become even more dismal, fears IATA.
The cost of jet fuel accounts for about a quarter of an airline’s operating expenses, and ticket prices inevitably reflect this. Although some airlines have hedged against the rising cost of jet fuel, others are fully exposed. So far, bookings to most destinations are rising as travel-starved passengers get back in the air, albeit from low pandemic levels. But fares aren’t yet reflecting the latest fuel costs.
Unfortunately, it’s too early for the next generation of sustainably produced jet fuels (sustainable aviation fuel, or SAF) to come to the rescue of the airline industry. Although airlines are using it in small amounts as a “drop-in” fuel, there is not enough of it, and it’s too expensive. As European SAF leader Neste tells me, “the main challenge for the development of SAF is the cost at three to five times more than conventional jet fuel.”
That’s because the commercialisation of SAF is in its infancy and because the cost of raw materials and the production process is high. However, at the current high price of jet fuel, the economics of SAF look better. The price difference is down to around three times that of conventional fuel. That would add around 4 to 15 euros to the price of a fare over a conventionally fuelled flight, Air France-KLM has found.
The International Transport Forum recently organised a webinar to explore the development of flagship SAF policies in leading aviation markets (USA and EU) and emerging aviation markets. Aviation experts explained the current SAF sector’s output and mid- and long-term targets. The meeting discussed policies to scale up volumes and economic and regulatory instruments to support airlines’ switch to SAF.
Meantime down on the earth, 1970s-style measures may yet be enforced for road transport if fuel shortages increase. The International Energy Agency (IEA) has just provided a blueprint. Its “Ten-Point Plan to Cut Oil Use” would slash oil demand by 2.7m barrels a day in just four months if fully carried out in advanced economies, the IEA says. That amount is equivalent to the oil demand of all the cars in China.
Along with greater use of high-speed and overnight rail and virtual meetings replacing air travel, the plan calls for lower speed limits (at least 10km/h less on highways), cheaper public transport and car-pooling. All of these seem very dated, except for Zoom meetings.
Faced with such restrictions, road users will probably opt for electric vehicles. Indeed sales of EVs and hybrids are already up just about everywhere. Commuters could also jump on bikes. The Dutch government has just decided to pump an extra EUR 240m into a cycling-to-work programme between now and 2024. If other countries follow suit, expect an even bigger boom in e-bikes than we’ve already got.
Selwyn Parker is an independent journalist and author of Chasing the Chimney Sweep about the first Tour de France of 1903.
मैं उठता हूँ , तैयार होता हूँ , बाहर जाता हूँ और चर्चगेट तक लगभग एक किलोमीटर चलकर आता हूँ । मैं जांघ-ऊंचाई वाले बोल्डर और बाड़ की लंबाई के बीच से गुज़रता हूँ, जो फुटपाथ को संकुचित करते हैं । कोई इष्टतम ऊंचाई नहीं है जिस पर मेरी निगाहों को इस तरह टिका सकूँ कि बाधाओं से बच जाऊं ; यहाँ हर जगह आश्चर्य है, और पूरे दृश्य पर पूरा ध्यान देने की आवश्यकता है। अंत में, मैं चर्चगेट पहुँचता हूँ। मैंने यहाँ और बांद्रा के बीच के लिए एक मासिक पास खरीदा है, इसलिए मुझे टिकट खिड़की के बाहर कतार में इंतजार नहीं करना पड़ेगा। मुझे अगले तीन सप्ताह तक ऐसा नहीं करना पड़ेगा। मैं लंबे सफेद गलियारे के अंत में मेटल डिटेक्टर से गुज़रता हूँ और बर्थ में आराम से बैठी चौड़ी बैंगनी ट्रेनों को देखता हूँ ।
प्रत्येक ट्रेन बड़े हरे रंग की संख्याओं और अक्षरों के साथ एक डिस्प्ले के नीचे खड़ी हुई हैं जो इंगित करती है कि ट्रेन कब जा रही है, कहाँ रुकेगी और कहाँ ख़तम होगी। यह कोड सरल है, लेकिन उन सभी महीनों में इसे क्रैक करने से मुझे ऐसा लगा कि अब मैं मुंबई से हूँ । अब मुझे इसके बारे में सोचने की भी जरूरत नहीं है। मैं उस संकेत के नीचे ट्रेन तक जाता हूं जो मुझे बताता है कि यह एक्सप्रेस नहीं चलती है, कि यह अंधेरी जाती है, और यह दूसरों की तुलना में जल्दी जा रही है। मैं गाड़ी में प्रवेश करता हूं और ओवरहेड पंखे को चालू करने के लिए अपनी सीट के पास एक स्विच फ्लिप करता हूँ । तीस सेकंड के भीतर, हम प्रस्थान करते हैं। दरवाजे बंद नहीं होते हैं, लेकिन यह सामान्य है। माहिम जंक्शन के लिए मेरे पच्चीस मिनट या उससे अधिक की यात्रा में, मेरी कार में भीड़ बढ़ जाती है और लोग उन खुले दरवाजों के पास खड़े हो जाते हैं, और उस \ पट्टी को पकड़ते हैं जो समर्थन के लिए प्रवेश द्वार को द्विभाजित करती है। प्रत्येक स्टेशन पर, सवारी वाहन के रुकने से पहले प्लेटफॉर्म पर कूद जाते हैं, ट्रेन के साथ कुछ मीटर जॉगिंग करते हैं और फिर धीमी गति से चलते हैं। हम माहिम जंक्शन पहुँचते हैं; मैं गाड़ी से बाहर निकलता हूँ और ट्रेन को उत्तर की ओर धुंध में खोते हुए देखता हूं।
मैंने इस यात्रा के बाद लगभग आधा साल, सोमवार से शुक्रवार तक, घनी उष्णकटिबंधीय गर्मी में बिताया। एक शौकिया परिवहन उत्साही और नवोदित विद्वान होते हुए, महानगर की सभी चीज़ों से ज़्यादा, मुंबई की लोकल ट्रेनों ने मुझे आकर्षित किया । इस प्रणाली ने डेढ़ सदी से अधिक समय तक शहर की संचार प्रणाली के रूप में कार्य किया है। सब्सिडाइज्ड किराए से सभी सामाजिक-आर्थिक पृष्ठभूमि के मुंबईवासियों को लोकल ट्रैन इस्तेमाल करने का मौका मिलता है । इसकी विशिष्टताएं पौराणिक हैं।। अनगिनत बॉलीवुड फिल्मों में भीड़-भाड़ वाली लोकल ट्रेनों में लटके लोगों के क्लिप होते हैं। पात्र अक्सर वाहनों के अचूक पिंजरे जैसे हिस्सों में मिलते हैं। मुंबई की लोकल ट्रैन गेटवे ऑफ इंडिया, ताज महल पैलेस होटल और मरीन ड्राइव की आर्ट डेको वाली इमारतें के सामान शहर का प्रतीक हैं । हालांकि, यह खामियों के बिना नहीं है।
मुंबई की लोकल ट्रेनों का सुरक्षा रिकॉर्ड बेहद खराब है। भारत की सरकारी रेलवे पुलिस के मुताबिक 2019 में नेटवर्क के अंदर 2691 लोगों की मृत्यु हुई थी। इसके अलावा 3194 लोग घायल हुए थे। यह संख्या अन्य शहरों में अकल्पनीय होगी। चलती गाड़ियों से गिरना और प्लेटफार्मों के बीच से पार करने वाले लोग इन मृत्युओं के मुख्य कारण हैं। स्टेशनों पर जाते समय चलती वाहनों से कूदने से भी लोग घायल हो जाते हैं। भीड़भाड़ ने घंटों की यात्रा को यात्रियों के लिए दुःस्वप्न बना दिया है। गाड़ियों को दो वर्गों में बांटा गया है। प्रथम और द्वितीय श्रेणी में बहुत अधिक अंतर नहीं हैं, लेकिन प्रथम श्रेणी के टिकट की कीमत द्वितीय श्रेणी के किराए से लगभग दस गुना अधिक हैं, जिससे ऐसी स्थिति उत्पन्न होती है जहाँ द्वितीय श्रेणी में अत्यधिक भीड़ होती है और पहले में बहुत अधिक जगह होती है। सिस्टम की सभी विलक्षण और आदर्श धारणाएं खुली ट्रेन के दरवाजे से बाहर निकलती हैं, और यह अहसास होता है कि इस प्रणाली को किसी प्रकार के अपग्रेड सेट की आवश्यकता है। स्थानीय ट्रेन प्रणाली में एक सीमित सेवा क्षेत्र है। मुंबई में रहने वाली एक युवा पेशेवर, श्रुतिका मणिवन्नन, लोकल ट्रेनों से यात्रा करती हैं, लेकिन सिस्टम की अपेक्षाकृत खराब कनेक्टिविटी पर प्रकाश डाला,”लोकल ट्रेन बड़ी दूरी के लिए सुविधाजनक है क्योंकि यह मुझे यात्रा के समय की बचत करती है, लेकिन मैं इसे छोटी दूरियों के लिए टालती हूँ क्योंकि स्टेशन तक पहुंचने में कुछ समय लगता है”।
इस दबाव को कम करने के लिए, मुंबई ने एक नई मेट्रो प्रणाली बनाने के लिए एक महत्वाकांक्षी परियोजना शुरू की है। यह परियोजना कई मुंबईवासियों के अपने शहर से गुजरने के तरीके को पूरी तरह से बदल देगी। यह लोकल ट्रेनों के लिए एक सुरक्षित, अधिक आरामदायक विकल्प का वादा करती है। नए नेटवर्क में अंततः दस लाइनें शामिल होंगी और दोनों का उद्देश्य उन क्षेत्रों की सेवा करना है जहां वर्तमान में स्थानीय ट्रेन की पहुंच नहीं है या फिर लोकल ट्रैन के अलावा एक और विकल्प प्रदान करती हैं । मुंबई मेट्रोपॉलिटन रीजन डेवलपमेंट अथॉरिटी (एम. एम. आर. डी. ए.) के अनुसार, पूरा सिस्टम लगभग 190 किलोमीटर तक फैला होगा। व्यापक शहरी रेलवे नेटवर्क हासिल करके, मुंबई सडकों पर निजी वाहनों की संख्या में कमी देखने की उम्मीद भी रखता है। अभी तक, केवल एक परिचालन लाइन, लाइन वन है। लाइन वन एक पूर्व-पश्चिम गैलरी में चलती है जिसमें पहले रेलवे कनेक्शन नहीं था और तीन लोकल ट्रेन लाइनों में से दो के बीच महत्वपूर्ण स्थानांतरण स्टेशन प्रदान करती है। इसका निर्माण पब्लिक प्राइवेट पार्टनरशिप के माध्यम से किया गया था, जिसमें रिलायंस एनर्जी लिमिटेड की 69% हिस्सेदारी थी। इस परियोजना की लागत लगभग 43०० करोड़ रुपये थी और सेवा 2014 में शुरू हुई थी। लाइन वन लेकर अन्य लाइनों पर सवार के अनुभव की जानकारी मिलती है।
मैंने पहली बार 2018 की शरद ऋतु में एक जॉब साइट पर पहुंचने के लिए लाइन वन की सवारी की। एक सहकर्मी और मैं उमस भरी दोपहर में हमारे धारावी कोलीवाड़ा के कार्यालय से सायन स्टेशन तक गए । भीड़-भाड़ का समय अभी शुरू ही हुआ था, और हम मध्य रेलवे की वाहन में सवार हो गए, जैसे ही वह प्लेटफार्म पर पहुंची । हम पूरी यात्रा के लिए दरवाजों के पास रहे- वाहन में आगे जाने का मतलब यात्रियों की लगातार बढ़ती भीड़ के पीछे फंसना हो सकता है। हमने ट्रेन को लाइन वन के पूर्वी टर्मिनस घाटकोपर पर छोड़ा और मेट्रो के लिए संकेतों का पालन किया। आखिरकार, हम उज्ज्वल और शानदार मेट्रो स्टेशन पर पहुँचे। हम टिकट खिड़की तक गए, वहां इलेक्ट्रॉनिक टोकन खरीदे और उन्हें टर्नस्टाइल पर चिप रीडर के सामने लगाया । गेट खुल गए और हमने प्लेटफार्म तक एस्क्लेटर ले लिया । हमारे सिर के ऊपर लगे एलसीडी पैनल ने हमें बताया कि अगली ट्रेन सिर्फ दो मिनट में रवाना होगी। जल्द ही, हम वातानुकूलित ट्रेन में चढ़कर बैठ गए। हमने मेट्रो से बाहर शहर को अपने नीचे से गुज़रता देखा और दस मिनट के भीतर, अपने गंतव्य पर पहुंच गए।
बाद में कई बार मैंने लाइन वन की सवारी की, सभी एक साथ मिश्रित होते हैं- लाइन का उपयोग करना सुखद और सीधा है। इस नई प्रणाली में लोकल ट्रेनों की विशेषताओं का अभाव है और यह कभी भी शहरी पहचान का केंद्रबिंदु नहीं हो सकता है, जो लोकल ट्रेनें कई मुंबईवासियों के लिए हैं। लेकिन, यह निस्संदेह नेटवर्क पर जगह खाली कर देगा और ड्राइवरों को निजी वाहनों के साथ आने-जाने का एक व्यवहार्य विकल्प दे सकता है। सबसे महत्वपूर्ण बात यह है कि मेट्रो की बढ़ी हुई सुरक्षा अधिक मुंबईवासियों को कम से कम डर के साथ जीने की अनुमति देगी।
कार्ल एडलर साइंस पो पेरिस में मास्टर के छात्र हैं और इंटरनेशनल ट्रांसपोर्ट फोरम में इंटर्नशिप कर रहे हैं।
2022 के अंत तक मुंबई की मेट्रो की कई अतिरिक्त लाइनों के चालू होने की उम्मीद है।
इंटरनेशनल ट्रांसपोर्ट फोरम दो परियोजनाओं पर भारत में परिवहन को डीकार्बोनाइजिंग पर काम करता है:
डार्बोनिसिंग ट्रांसपोर्ट इन इमर्जिंग इकनोमीस (डीटीईई) – भारत परियोजना का उद्देश्य भारत सरकार और अन्य हितधारकों को परिवहन उपायों की पहचान करने और परिवहन सीओ 2 उत्सर्जन को कम करने और अपने जलवायु लक्ष्यों और एनडीसी को पूरा करने के लिए मार्ग स्थापित करने में मदद करता है । और अधिक जानें
एशिया के लिए एनडीसी ट्रांसपोर्ट इनिशिएटिव (एनडीसी-टीआईए) का उद्देश्य विभिन्न क्षेत्रों के मंत्रालयों, नागरिक समाज और निजी क्षेत्र के बीच समन्वयित परिवहन के लिए प्रभावी नीतियों की एक सुसंगत रणनीति को बढ़ावा देना है। और अधिक जानें
I wake up, get ready, go outside and walk the kilometre or so to Churchgate. I weave between thigh-height bollards and lengths of fence that constrict the footpath and occasional gaps in pavement. There is no optimal height at which to fix my gaze to avoid impediments to movement; there are surprises everywhere here, and the entire scene requires full attention. Eventually, I reach Churchgate. I bought a monthly pass for between here and Bandra, so I do not have to wait in the queue snaking out from the ticket window. I will not have to do so for another three weeks. I walk through the metal detector at the end of the long white corridor and look out at the wide purple trains sitting snugly in their berths.
Each train rests under a display with big green numbers and letters that indicate when a train is leaving, where it will stop and where it will end up. This code is simple, but cracking it all those months ago made me feel a little bit more like I belonged here. Now I don’t even need to think about it. I walk to the train under the sign that tells me it does not run express, that it goes to Andheri, and that it is leaving sooner than the others. I enter the carriage and flip a switch near my seat to turn on the overhead fan. Within thirty seconds, we depart. The doors do not close, but this is normal. Over my twenty-five-minute-or-so commute to Mahim Junction, the crowd in my car swells and people stand beside those open doors, gripping the texturised vertical metal bar which bisects the entrance for support. At each station, riders jump onto the platform before the vehicle stops, jogging alongside the train for a few metres and slowing to a walk. We reach Mahim Junction; I exit the carriage and watch the train pull north into the haze.
I spent nearly half a year following this commute, Monday through Friday, in the thick tropical heat. As an amateur transport enthusiast and budding scholar, Mumbai’s local trains stole my attention more than anything else in the metropolis. The system has served as the city’s circulatory system for over a century and a half. Subsidised fares allow access to Mumbaikers from all socioeconomic backgrounds. Its idiosyncrasies are the stuff of legend. Countless Bollywood films feature clips of people hanging out of crowded local trains. Characters often meet in the unmistakable cage-like interiors of cars. Mumbai’s local train system is as emblematic of the city as the Gateway of India, the Taj Mahal Palace Hotel and the Art Deco facades along Marine Drive. It is, however, not without its flaws.
Mumbai’s local trains have an abysmal safety record. According to India’s Government Railway Police, 2,691 people died within the network in 2019. In addition, 3,194 people were injured. These numbers would be unthinkable in other cities. Falls from moving carriages and people crossing between platforms at rail level are the main causes of these fatalities. People also sustain injuries from jumping from moving cars as they pull into stations. Crowdedness makes rush hour travel a nightmare for commuters. Carriages are broken down into two classes. First and second class do not have many material differences, but first-class ticket prices are around ten times as high as second-class fares, leading to situations where there is intense congestion in second class and a great deal of space in first. All romantic and idealised notions of the system fly out the open train doors on crushing weekday mornings, and the realisation that this system needs some sort of an upgrade sets in. Finally, the local train system has a limited service area. Shrutika Manivannan, a young professional based in Mumbai, commutes with local trains but highlighted the system’s relatively poor connectivity. “[The local train is] convenient for large distances because it saves me on commute time, but I avoid it for shorter ones considering reaching the station itself takes some time”.
To ease some of this pressure, Mumbai has embarked on an ambitious project to build a new metro system. This project will completely change the way many Mumbaikers move through their city. It promises a safer, more comfortable alternative to local trains. The new network will eventually include ten lines and aims both to serve areas that do not currently have local train access and provide an alternative to some local train routes. According to the Mumbai Metropolitan Region Development Authority (MMRDA), the completed system will stretch over nearly 190 km. By having a more comprehensive urban railway network, Mumbai also hopes to see a reduction in the number of private vehicles on the road. As of now, there is only one operational line, Line One. Line One serves an east-west corridor that did not previously have a railway connection and provides important transfer points between two of the three local train lines. It was constructed through a Public-Private Partnership, with Reliance Energy Limited holding a 69% stake. The project cost about INR 43 billion, and service began in 2014. Riding Line One gives insight into what rider experiences on other lines will be like.
I first rode Line One in the autumn of 2018 in order to reach a job site. A colleague and I walked through the humid afternoon from our office in Dharavi Koliwada to Sion station. Rush hour had just begun, and we crammed into the Central Railways car when it pulled up to the platform. We stayed near the doors for the whole trip- going further into the car could have meant getting stuck behind the ever-swelling mass of commuters. We left the train at Ghatkopar, Line One’s eastern terminus, and followed the signs for the metro. Eventually, we reached the bright and polished metro station. We walked to the ticket window, bought our electronic tokens and waved them in front of the chip reader on the turnstiles. The gates opened and we took the escalator up to the platform. The LCD panels above our heads told us the next train would depart in just two minutes. Soon, we stepped onto the air-conditioned train and sat down. We watched the city roll underneath us and, within ten minutes, had reached our destination.
The many subsequent times I have ridden Line One all blend together- using the line is pleasant and straightforward. This new system lacks the local trains’ quirks and it may never be the centrepiece of urban identity that local trains are for many Mumbaikers. But, it will undoubtedly free up space on the network and it may give drivers a viable alternative to commuting with private vehicles. Most importantly, the metro’s enhanced safety will allow more Mumbaikers to live with at least a little less fear.
Carl Adler is a Master student at Sciences Po Paris and is working on an internship at the International Transport Forum.
Several additional lines of Mumbai’s metro are expected to be operational by the end of 2022.
The International Transport Forum works on decarbonising transport in India over two projects:
The Decarbonising Transport in Emerging Economies (DTEE) – India project aims to help India’s government and other stakeholders to identify transport measures and establish pathways to reduce transport CO2 emissions and meet their climate goals and NDCs. Learn more
The NDC Transport Initiative for Asia (NDC-TIA) aims at promoting a coherent strategy of effective policies for decarbonising transport that are co-ordinated among various sector ministries, civil society and the private sector. Learn more
Shipping is rediscovering sail power thanks to innovative projects reaping promising results on the high seas. Selwyn Parker sets sail to find out how, and when, ships may once again be powered by the wind.
Within the next few months, one of Japan’s biggest shipowners, Mitsui OSK, will send a giant wind-assisted coal carrier to sea in an experiment that is being closely watched by the entire maritime sector.
The vessel of 88 900 deadweight tonnes will fly a 52-metre high “hard sail”, retractable to less than half the height, that is designed to convert the wind into, in effect, free propulsion.
Called the Wind Challenger project, Mitsui has been quietly working on the technology for 13 years and will put it to the test in the Southern Hemisphere autumn. In terms of fuel saved, the shipping group estimates the additional power provided by the sail will enable it to cut the vessel’s greenhouse gas emissions by between five and eight per cent.
If the technology operates to expectations, Mitsui says it may install sails on other big vessels in what would mark another step forward in the belated effort to harness the wind for commercial shipping.
The wind is free. Yet shipping has largely ignored it since sail-powered cargo vessels all but disappeared from the world’s oceans. Until the last three or four years, that is.
Quite suddenly, wind-powered technology is evolving rapidly. Currently, shipowners have a choice of seven different systems, including rotor sails, hard or rigid sails (like Mitsui’s), soft sails, kites, suction wings and turbines.
And the penny is dropping. Gavin Allwright, the secretary of the International Windship Association, tells me: “The industry is waking up to the fact that wind-assist (and primary wind) propulsion systems are needed in the toolbox of decarbonisation solutions. Perception has shifted, especially in Europe but increasingly in Asia too.”
While it’s early stages in the rediscovery of wind, he estimates that the number of installations globally will double over the next 12 months to about 40. And that’s just on larger ships like tankers, roll-on/roll-offs, large bulkers and general cargo, among others.
About 20 smaller vessels, including cruise ships, already use soft-sail rigs, with more on order.
Largely unnoticed outside the industry, wind-assisted technology is moving rapidly from an experimental process to everyday use. One of several shipping groups to take the plunge, German ferry group Scandlines will in May 2022 install a second Norsepower-built rotor sail on its hybrid-powered Berlin, following successful trials on a sister ship sailing across the Baltic Sea to Denmark where prevailing winds are favourable.
According to chief operating officer Michael Guldmann Petersen, the retractable, chimney-like sail achieved the targeted reductions in CO2 emissions of four to five per cent, quite enough to make the trial permanent. Other shipping groups report similar or better results. The Maersk shipping giant, for instance, calculates an average improvement of 8.2 per cent in fuel efficiency after 12 months of sea trials on a tanker.
Many of the wind-power projects have the backing of emissions-conscious governments. Mitsui’s Wind Challenger programme is funded from Tokyo, while Scandlines’ rotor sail is one of the beneficiaries of the Wind Assisted Ship Propulsion (WASP) project supported by a EUR 4.5m grant from the European Regional Development Fund.
Governments have high hopes for wind-powered ships. A five-year-old EU report estimated up to 10 700 installations by 2030, while UK’s Clean Maritime plan is even more hopeful, anticipating about 40 000 vessels – or up to 45 per cent of the fleet – will be sail-driven to some extent by 2050.
So far, shipping groups plying coastal routes have led the charge and most of them have gone for hard sails, notably from the factories of Netherlands eConowind and Finland’s Norsepower. The latter specialises in rotors, a modernised version of a 100-year-old technology that can deliver fuel savings of up to 25 per cent in the right conditions.
Here, due recognition is appropriate. Anton Flettner was a German aviation engineer who devised what some still call the Flettner rotor. Long before his time, he saw that a spinning cylinder, using the Magnus effect, could harness and boost energy from the wind. A rotor-powered ship crossed the Atlantic as long ago as 1925. However, the shipping industry was looking the other way and Flettner’s rotor was forgotten for the best part of a century.
But Anton Flettner’s day has finally come. Another coastal trader, Netherlands’ Boomsma Shipping, has opted for eConowind’s foldable VentiFoil. Not dissimilar to rotors, it operates on a principle known as boundary layer-suction created by ventilators mounted inside the aerofoils. Boomsma hopes for savings of ten per cent.
The wind may be free, but there have been teething troubles in harnessing it. Some shipping groups tell me it’s been a steep learning curve for the crew of some vessels, for instance, in maintaining and deploying sails. And some manufacturers have had to send their sails back to the workshop after storm battering.
While all this technology is about adding power, one shipping group prides itself on deriving all its propulsion from the wind, save for a small engine to be used in port. In mid-February, Brittany-based Grain de Sail placed an approximately EUR 10m order for the construction of an aluminium cargo schooner that will transport fine products, mainly coffee, chocolates and wines, across the Atlantic and sail back with raw materials. The yacht will have a payload capacity of 35 tonnes, seven times more than its predecessor currently plying the oceans, plus bulk liquid tanks. Each crossing should take about two weeks.
Being driven 99 per cent by the air flowing across its 1 170 square metres of sails, the vessel’s crew costs are cut to the bone. Although the schooner will carry a crew of about nine, just two will be able to handle it at any one time.
Selwyn Parker is an independent journalist and author of Chasing the Chimney Sweep about the first Tour de France of 1903.
The International Transport Forum’s report on Navigating Towards Cleaner Maritime Shipping shares lessons from the Nordic Region’s work to meet energy and environmental policy goals, including energy diversification, cutting air pollution and reducing greenhouse gas emissions. Get the report
To mark this week’s Transforming Transportation Conference 2022 on the theme “Climate-Centered Mobility for a Sustainable Recovery”, Ernesto Monter Flores and Stephen Perkins reveal urban changes in Latin America that maximise pandemic disruptions and allow more livable cities.
The Covid-19 pandemic saw demand for transport drop significantly. Demand has not yet returned to pre-pandemic levels, and urban mobility patterns might show a long-term impact. There could be fewer daily commutes to work for some types of employment, increased delivery traffic seems here to stay, and we should be able to capitalise on the gains made in active mobility.
Recovery from the pandemic requires investment that creates an opportunity to rethink mobility and accelerate progress on our strategic objectives, especially decarbonisation and inclusion. Decarbonising transport will not only reduce CO2 emissions but can create green jobs and will rely on more inclusive mobility. It poses challenges, however, in financing the transition and ensuring the financial sustainability of transport systems.
The joint study evaluates the potential of the mobility policies pursued by each city to cut CO2 emissions. The work uses a data-driven methodology designed by ITF, adjusted for each city with input from stakeholders, and developed in collaboration with the city mobility authorities.
The fundamental priority for each city is to deliver safer, more equitable and inclusive mobility. But there are strong linkages between decarbonisation and interventions to create safe and secure environments for vulnerable users and improve public transport and active mobility options. Indeed without these initiatives, electrification will not be sufficient to meet climate targets. The challenge is to scale up interventions well beyond current ambitions in each of the cities.
Basic investments are critical: in sidewalks protected from cars; in surfaced roads in peripheral suburbs so that buses can reach them; in maintenance of roads to be safe for cyclists; and in providing partially separated space for cycling. Particular attention needs to be paid to the approaches to public transport stops so that pedestrians can access buses and Bus rapid transit (BRT) safely, without dangerous crowding dangerous carriageway crossings.
Bogotá has long invested in safe cycling infrastructure and has much the highest share of cycling in daily trips among the cities. Biking is used for commuting across Bogotá’s population, not just for the young in wealthier quarters of the city. The one benefit of the Covid-19 pandemic has been the accelerated extension of protected cycling networks in all three cities. Temporary cycle lanes were established rapidly to cope with the shutdown of public transport systems during lock-downs. And most of these lanes are now being made permanent.
Public transport accounts for the largest share of daily trips in all of the cities; over a third in Bogotá and Buenos Aires and two thirds of trips in Mexico City. Buses and BRT account for most of the heavy mass transit services in all three cities, but in Mexico City half of all public transport trips are on microbuses. Microbuses operate under an incomplete regulatory framework that fails to control routes, frequency and quality of service. Services are inefficient, overcrowded and slow as drivers wait to pack in passengers before departing. Travelling from the periphery to centres of employment requires several changes. This can represent a significant share of daily wages even though fares are controlled and low in relation to operating costs.
The city is introducing GPS tracking to keep operators to agreed routes and investing in better public transport exchange stations. But more fundamental concession reform will be required for increased investment and to achieve the levels of planning control over routes and service quality of a city like Buenos Aires.
The key to making journeys better for the worst-off commuters is direct public transport from the periphery to the centre, where employment opportunities are concentrated. Providing targeted, time-based subsidies for the poorest users is also effective, as Bogotá’s Sisben travel card system demonstrates, even if it has difficulty in reaching citizens on the most precarious incomes. Targeted support has proven more effective than capping fares at low levels, which tends to drive a vicious cycle of underinvestment and declining quality.
Funding public transport is always challenging. A combination of fare revenue, general taxation and local property or business taxes is usually needed for operation and especially investment. The impact of Covid-19 on operator revenues is forcing authorities worldwide to look again at how they fund public transport to attract more car users and meet climate goals. Contributions from commercial property development is part of the answer. Examples range from Mexico City’s under-used provisions for betterment charges to London’s developer contributions, currently being used to fund extensions to metro lines.
Looking beyond the three cities, Chile reconcessioned the bus services in Santiago during the period of study, building on the successful regulatory models of Singapore and London. Ownership of the vehicle fleets has been separated from the concessions to run services, which are let for short periods through competition. This has allowed electric utilities to invest in electric buses, rapidly establishing the continent’s biggest electric bus fleet. Bogotá has increasingly ambitious electrification plans. On the other hand, Mexico City has focused on upgrading and expanding its small existing electric trolley bus system. This is the right place to focus initially. However, the scale of electrification needed to decarbonise transport, in step with decarbonising power production, will require finance of the scale achieved in Santiago.
Urban transport demand is expected to grow 3.5-fold in Latin America to 2050. Under existing policies to shift travel to public transport and active travel, improve vehicle fuel economy, and electrify mobility, CO2 emissions may ‘only’ increase 1.7-fold. While this is encouraging, it is not in line with the global objective of reducing CO2 emissions to a level that will limit global warming to below 1.5 degrees. Emissions in the three cities have to fall by much more.
This requires investment to expand bus, BRT, metro and rail systems to reach the periphery with good quality services. Public transport electrification must be scaled-up alongside sales of electric cars, funded through taxation and innovative financing partnerships of the kind used in Santiago. Policies to manage demand for car use and reallocate road space to public transport and active mobility will also be critical. The rapid expansion of protected space for cycling in the three cities during the pandemic is a highly successful precursor of what is to come.
The policies pursued in Bogotá, Buenos Aires and Mexico City for safe, inclusive and environmentally sustainable mobility are effective. But they need scaling up if they are to match climate ambitions, and for that they need sustainable funding.
Ernesto Monter Flores is Principal Transport Specialist at the Inter-American Development Bank.
Stephen Perkins is Head of Research and Policy Analysis at the International Transport Forum
With just one month until International Women’s Day 2022 on the theme “Break the Bias”, María Santos Alfageme calls for action to solve transport data’s gender bias
Despite decades of investing in better analytics and storage systems, many organisations still struggle to make optimal use of their data. Data enables governments to govern, and good data enables governments to govern efficiently (International Transport Forum, 2021). However, the adoption of data-driven approaches in policymaking comes with several challenges. These include having an under-skilled workforce, digitalising valuable data trapped on printed paper, or accounting for citizens who do not produce digital data. Too often, the public sector has an abundance of data that is underutilised or yet to be discovered (GovTech, 2021). Not harnessing this “dark data” is partly responsible for our gender-blind transport policies.
Achieving gender equality in transport requires quality, policy-relevant data on women and girls’ transport use. Without it, we cannot make informed decisions, and we cannot track if or how those decisions are improving lives. The good news is – we have that data! In recent years, there has been a proliferation of concepts underlining the gender bias in transport policies, like NYU’s “pink tax on transport “or Professor Inés Sánchez de Madariaga’s coined term “mobility of care “. The last two decades have seen public investments in projects to bridge the data collection gender gap (e.g. DIAMOND project, the Transport Innovation Gender Observatory, etc.), as well as free, self-paced training courses. These contribute to a growing body of evidence collating best practices to address this issue institutionally.
The International Transport Forum (ITF) works to better understand both female transport users and transport professionals. For instance, the ITF published a compendium highlighting positive examples of how women can benefit from the transformative innovations in the transport sector, proving that transport connectivity is a decisive factor in women’s empowerment. ITF will soon publish a Gender Analysis Toolkit for Transport Policies to help countries carry out their own gender analysis. Last year, ITF’s official platform for interaction with the corporate sector – the Corporate Partnership Board – held a workshop on gender bias in transport data, and a joint and public event with the Science Technology and Innovation Division at the OECD, entitled Addressing the Gender Bias in AI Data. These exchanges made it clear that without inclusive, purposeful public-private data partnerships between mobility operators and authorities, the biases of our systems risk being perpetuated.
These events were not aimed at data professionals, though. They served as an eye-opener to the social consequences of not addressing gender bias and the benefits that ethical, inclusive use of databases could bring to society. The adoption of data-driven approaches can increase objectivity, equity and fairness. And they will, if we ensure that the data we collect and use to design policies is representative by default.
Contrary to what many still claim, a gender perspective to transport planning is not ideological. It is about effectiveness. Not accounting for half of the population means that we will not deliver policies that serve all citizens. This is not only unfair and inequitable, but unsustainable. “Garbage in, garbage out” (GIGO) is a concept common to computer scientists and the tech industry to express that the quality of output is determined by the quality of the input. Since a computer processes what it is given, we must be mindful of producing policies that do not blindly perpetuate old injustices, as Caroline Criado-Perez upholds in her book Invisible Women.
The OECD March on Gender calls us to raise the bar for better policies for gender equality. Now is the best time to rethink and restructure the way we collect data and use it meaningfully. At the same time, new governance frameworks are being developed to effectively govern digital spaces. It would make sense to push to create systems that ensure a gender lens is embedded in all aspects of public policy. Let’s prioritise equity, and let’s not lose sight of heterogeneity within the “women” cluster. We must be ready to assess multi-variable realities that have an effect on travel patterns, such as income, race, background, occupation or age, to ensure a “global dialogue for better transport”.