AITPM presentation

1. AITPM 2014
Trend and Impact Analysis of Non-Motorised Public Transport
Restriction Schemes in a Developing City
Dr. Mamun Rahman
Adelaide, South Australia
121-15 August , 2014

2. Mamun Rahman I August 12-15 2014 I Page 2
OVERVIEW
Introduction
NMPT Status Review
Restriction schemes for NMPT
Impacts of NMPT management schemes
Conclusion

3. Mamun Rahman I August 12-15 2014 I Page 3
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

4. Mamun Rahman I August 12-15 2014 I Page 4
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

5. LOCATION

6. Mamun Rahman I August 12-15 2014 I Page 6
 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

7. Mamun Rahman I August 12-15 2014 I Page 7
NMPT : SAME FUNCTION, DIFFERENT TYPES
Rickshaw, Bangladesh Becak, Indonesia Trishaw, China
Pedicab, USABicitaxi, Mexico Velotaxi, Germany

8. Mamun Rahman I August 12-15 2014 I Page 8
NMPT Growth in Dhaka

9. Mamun Rahman I August 12-15 2014 I Page 9
NMPT SITUATION IN DHAKA: MULTI-SECTOR ROLE
32
28
40
0 20 40 60
1992
1994
2005
Percentage share
Year
Female travelling
alone or
accompanying
children
155
1910
3720
0
1000
2000
3000
4000
1994 2005 2010
Milliontaka
Year
Revenue
18
30
50
0 20 40 60
1994
2005
2011
Percentage share of NMPT industry in total Dhaka
employment sector
Year
Empoyment by
NMPT industry
13
22
6
31
40
46
54
38
48
0
10
20
30
40
50
60
1998 2005 2010
Share(%)
Year
Non-transit*
Transit^
NMPT^^

10. Mamun Rahman I August 12-15 2014 I Page 10
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

11. Mamun Rahman I August 12-15 2014 I Page 11
 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

12. Mamun Rahman I August 12-15 2014 I Page 12
IMPACT ON NMPT MANAGEMENT SCHEMES
 License control impact analysis
42.67%
Unlicensed
NMPT share
65.6%
71.33%
82.8%
92.18%

13. Mamun Rahman I August 12-15 2014 I Page 13
IMPACT ON NMPT MANAGEMENT SCHEMES
 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.

14. Mamun Rahman I August 12-15 2014 I Page 14
• 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.

15. Mamun Rahman I August 12-15 2014 I Page 15
 Customized network scenarios
NMPT treatment corridor Trip 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

16. Mamun Rahman I August 12-15 2014 I Page 16
 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.

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Node
Shortest path withg alternative routeShortest path without restrictions

18. Mamun Rahman I August 12-15 2014 I Page 18
 The Findings
NMPT treatment
corridor
Trip 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%

19. Mamun Rahman I August 12-15 2014 I Page 19
IMPACT ON NMPT MANAGEMENT SCHEMES
 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

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IMPACT ON NMPT MANAGEMENT SCHEMES
 Other implications
 Mode shift

21. Mamun Rahman I August 12-15 2014 I Page 21
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

22. Mamun Rahman I August 12-15 2014 I Page 22
Thank You