Public Transportation Systems as the Foundation for Economic Growth (2011) / Chapter Skim
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transit managers by providing them with opportunities to visit transit systems abroad; the managers return with insights and knowledge useful to their organizations, the transit industry, and their own transit careers. ITSP carries out its mandate by offering transportation professionals practical insight into global public transportation operations.
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The pressures of urban growth and the related challenges and opportunities of serving suburban development with public transit are also issues common to each city. Istanbul and Cairo are looking to improve public transport service to suburban communities to support suburban development and economic growth and to reduce densities and congestion in the urban core.
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In Istanbul and Cairo, transit investments are designed to reduce travel time and support selfcontained communities on the urban fringe, thereby allowing each city to lower the density in the central city and to provide a viable regional transit network. OVERVIEW OF PUBLIC TRANSPORT SYSTEMS Istanbul Istanbul is unique: it covers 2,063 square miles and is situated on two continents -- Asia and Europe (see Figure 1)
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Expanding the metro network to more areas of the greater Cairo region. CTA is Cairo's primary public bus operator and also operates microbuses, ferries, metro trains, and trams (see Figure 2)
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The new buses will all be a bright red, making it easy for riders to distinguish between the new and old buses. CTA's goal is to provide a comfortable and attractive means of public transportation, which will attract riders from automobiles and help to solve the city's traffic problems.
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The minibus industry grew in response to the apartheid government's policies, which failed to provide for the mobility needs of its workforce: the workforce was forced to live in segregated communities located far from employment and business centers, with inadequate public transportation services. Independent, private minibus companies thus sprang up to fill the demand.
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The public transport network is estimated to carry 1.1 million passenger trips daily, with 53% traveling by rail, 29% on minibuses, and 18% on scheduled bus services. No capital investment in the Cape Town's commuter rail network has occurred in 40 years, and the network is operating considerably below its technical capacity due to a shortage of rolling stock.
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Funded by the national government of Turkey, the $4 billion project will reduce congestion and traffic impacts on the city, improve air quality, and decrease travel time for the millions who cross the Bosphorus each day. Perhaps most important, the tunnel will provide the first rail connection -- for both passenger and freight trains -- between Europe and Asia.
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The Cairo Metro's two existing subway lines provide service between the city center and several outer urban areas including Helwan, New El Marq, and El Mounib. Additional connections are provided to Shubra, a district within Cairo located on the north side of the city, which has a population of more than 5 million people.
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After lengthy negotiations, the mayor was able to convince a small group of the operators that their careers would be more prestigious as owners of a busoperating company and that their drivers could earn more and have better advancement opportunities as highly trained bus operators than as taxi drivers. Unfortunately, some political pressures and a lawsuit prevented the Rea Vaya system from opening in time for the 2009 FIFA Confederations Cup, but the city ultimately prevailed in the legal action and com10
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They point to a long list of crucial next steps including integration of ticketing, transfers, and multimodal facilities; station integration with surrounding land uses and local economic development; congestion reduction and continued behavioral changes regarding transportation choice; intensification of development in Rea Vaya corridors; and identification of sustainable revenue sources for public transportation. The Gautrain project was launched by the Gauteng provincial government in 1997 to curb urban sprawl, relieve traffic congestion, and serve business travelers.
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. Gautrain planners viewed the project as a catalyst for transit-oriented land development and a tool for accomplishing city goals for increasing overall development densities, particularly around transit stations (see Figure 7)
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New legislation further emphasized environmental sensitivity and sustainability, attention to the spatial component of land use planning, sustainable transportation approaches, and an emphasis on economic development. Cape Town officials noted that these national initiatives were key levers influencing local policy.
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The city is placing a high priority on development around the transit stations, but has yet to see substantial private investment. While transit investments have been the responsibility of the national and provincial governments in the past, this is the first time the city of Cape Town has led the effort to develop public transit.
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Cairo The urban core of Cairo is very dense and crowded, stressing the capacity of government to provide core services such as adequate roadway and public transportation capacities. As a result, traffic congestion is very high.
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As a result of this transition from minibus taxi operations to Rea Vaya operations, 585 minibus taxis were removed from the roads when Phase 1A opened. These minibus taxi operators sold their old minibuses, raised shareholder equity, and migrated from minibus taxi operators to BRT bus operators under the auspices of the new operating company, with city support.
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By bringing primarily African-owned minibus taxi operators in to operate their BRT services, both Cape Town and Johannesburg are striving to improve economic opportunities for the poor, in support of national and local policy goals supporting broadbased BEE, which is recognized as an important driver of economic growth and job creation (i.e., the Broad-Based Black Economic Empowerment Act of 2003)
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Cape Town demonstrated a commitment to transportation demand management strategies to influence mode choice and travel behavior. APPENDIX A -- STUDY MISSION TEAM MEMBERS (Affiliations listed were current at the time of the study mission.)
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Sicelo J Mabaso, National Chairperson Cape Town, South Africa Transport Department, City of Cape Town Maddie Mazaza, Director of Transport Beverly Ball, Support Assistant, IRT Project Office Donald Cupido, Manager, Integrated Transport Planning Gershwin Fortune, Acting Manager, IRT System Planning and Modelling, Integrated Rapid Transit: Operations Chantal Greenwood, Head, Information Systems, Roads & Stormwater Ron Haidan, Consultant Lisle Nel, Project Administrator, Marketing and Passenger Services Istanbul, Turkey Department of City and Regional Planning Darcin Akin, Ph.D., Associate Professor of Transportation Planning Marmaray Project Engineering and Consultancy Services Contract Huseyin Belkaya, Deputy Project Manager Istanbul Ulas¸im Omer Yildiz, General Manager Ali Ihsan Uygun, Deputy General Manager Ali Kaya, Quality and Corporate Development Manager M
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Subscriber Categories: Public Transportation ISBN 978-0-309-21320-2 9 780309 213202 9 0 0 0 0
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