mamun rahman

AITPM 2014

Trend and Impact Analysis of Non-Motorised Public Transport Restriction Schemes in a Developing City

Dr. Mamun Rahman

Adelaide, South Australia121-15 August , 2014

Mamun Rahman I August 12-15 2014 I

OVERVIEW

Introduction

NMPT Status Review

Restriction schemes for NMPT

Impacts of NMPT management schemes

Conclusion


INTRODUCTION

Non Motorized Transport (NMT) is a key component of urban transport systems

In cities in developed countries, we usually think of NMT as walk & bicycle = private NMT

The NMT form that is the focus of this study is distinctly different in terms of its

market coverage, service type and operational characteristics


In many cities of developing countries & some cities in developed countries, NMT serves as public transport = Non Motorized Public Transport (NMPT)

This study is intended to investigate

• Existing status of NMPT in transport system

• Current policy practice towards NMPT development

• Implication of NMPT management schemes

The case study is Dhaka, capital city of Bangladesh

LOCATION


Conceptual Framework

WHAT IS NMPT?

• NMPT is in use for passenger and freight transport in many developing & some developed country cities.

• Common typologies include• rickshaw (Bangladesh, India)• trishaw (China, Srilanka)• cyclos (Cambodia, Vietnam)• becak (Indonesia)• pedicab (UK, USA, Australia, New

Zealand)• bicitaxi (Columbia, Cuba)

• The mode is an NMT Taxi


NMPT : SAME FUNCTION, DIFFERENT TYPES

Rickshaw, Bangladesh

Becak, Indonesia Trishaw, China

Pedicab, USA

Bicitaxi, Mexico

Velotaxi, Germany


NMPT Growth in Dhaka


NMPT SITUATION IN DHAKA: MULTI-SECTOR ROLE

1992

1994

2005

0 5 1015202530354045

32

28

40

Female travelling alone or accom-panying children

Percentage share

Year

1994 2005 20100

1000

2000

3000

4000

155

1910

3720

Rev-enue Year

Million t

aka

1994

2005

2011

0 10 20 30 40 50 60

18

30

50

Empoyment by NMPT industry

Percentage share of NMPT industry in total Dhaka employment sector

Year

1998 2005 20100

10

20

30

40

50

60

12.71

22

6

30.86

4046

53.94

38

48

Non-transit*

Transit^

NMPT^^

Year

Share

(%

)


RESTRICTION SCHEMES

Recent history is negative policy position

NMPT licensing restriction has been on-going since 1952.

NMPT physical ban commenced in 1980

High import duty on spare parts since 1987

Strong initiatives towards NMPT physical banning resumed in 2002, as part of Dhaka Urban Transport Project

Latest restrictions in March 2011


Policies restricting/banning NMPT have received much criticism

• ‘Post-NMPT ban’ impact assessment reports (by Bangladesh Government and World Bank) have highlighted

• ad hoc planning and implementation

• marginal benefit to motorised traffic but negative impact to public

transport users (both motorised and non-motorised)

• large negative socio-economic impact of ban on users and

operators

• reduced equity in access to transport by NMPT users


IMPACT ON NMPT MANAGEMENT SCHEMES

License control impact analysis

42.67%

Unlicensed NMPT share

65.6% 71.33%

82.8%

92.18%



Analysing physical restriction Alternative route analysis

The Approach

• Location based access measures

• Comparison of possible changes in accessibility and connectivity of NMPT due to network restriction;

• Spatial attribute of distance & temporal attribute of travel time is adopted as impedance measure

• Interactive analytical tools of VISUM, ‘shortest path search’ used.


• Shortest path search examined, between a fixed origin-destination pair,

• comparative trip distance ( direct distance) variability &

• associated travel time variability

• The performance tests were conducted with free flow network condition and congested network condition.

• The link & transport system (NMPT) speed under free flow is assumed as 10kph.

• The sample test network was built using NMPT restriction condition currently prevailing in Dhaka, with VISUM as a tool.


Customized network scenarios

NMPT treatment

corridorTrip path Trip points

Corridor 2 (Mirpur

Road)

Dhanmondi Internal Roads- Mirpur Road-Azimpur Road –Abdul

Gani Road

Dhanmondi Road 12/A to

BUET ,Palashi

Alternative NMPT route (Mirpur side Road)

Dhanmondi Internal Roads- Mirpur Side Road-

New Market Green Market Road-Pilkhana Road -Azimpur Road –

Abdul Gani Road

Dhanmondi Road 12/A to

BUET ,Palashi


Location choice

• The origin-destination (O-D) zones selected are Dhanmondi - a popular residential area with expanding mixed use(Zone 4) and Palashi - an institutional area with two major universities, number of schools and small retail centres (Zone 6)

• A large volume of trips are made between these two zones , mainly education trips, shopping trips, office trips and home trips.

• This network part is chosen for NMPT performance test due to the location significance of the zones, strong inter-zonal travel demand and the existence of the only physically segregated MT-NMPT link on an otherwise NMPT restricted major corridor.


Node

Shortest path withg alternative routeShortest path without restrictions


The Findings

NMPT treatment

corridorTrip path Trip points

Shortest

travel

distance

Change

Corridor 2 (Mirpur

Road)

Dhanmondi Internal Roads- Mirpur Road-

Azimpur Road –Abdul Gani Road

Dhanmondi Road 12/A to BUET ,Palashi

5.275

Alternative NMPT route (Mirpur side Road)

Dhanmondi Internal Roads- Mirpur Side Road-New Market

Green Market Road-Pilkhana Road -Azimpur Road –Abdul Gani Road

Dhanmondi Road 12/A to BUET ,Palashi

7.353 +39%



Other implications Road space

Year Attribute Car ( percent)

Buses ( percent)

NMPT ( percent)

2000 % Space on the Main Road Link

29.9 * 5.2 43.5

2000 % Passenger on the Main Road Link

13.6 37.4 30.6

2005 % Space on the Main Road 54.2* 21.3 0.0 2005 % Passengers on the Main

Road Link 12.5 79.9 0.0



Other implications Mode shift


CONCLUSION

Non Motorized Public Transport (NMPT) has established itself ‘under the radar’

It is high time decide on the appropriate future nature and role definition for this transport system

For many developing country cities NMPT mode is dominant Proper integrated planning approach is required for sustainable

management

For developed country cities ( Europe, North America and Australia) Pedicab is mostly a novelty Potential for substantial growth and expansion Assess the possible role and operation definition Learn from the concerns of developing country cities Act in accordance to ensure synchronized coexistence in future


Thank You

mamun rahman

Business

nmpt users

connectivity of nmpt

nmpt situation

unlicensed nmpt

nmpt growth

nmpt restriction condition

nmpt physical banning

existing status of nmpt