Transportation Demand Management
Chhavi Dhingra
Project Manager - Capacity
Building
Recap
City Visioning exercise
I want my city to be a place where….
……
……
- A city is a place where people want
to be outside
- A place where as the society gets
richer, transport improves for
everyone
- A city friendly to cars cannot be
friendly to people
- A city that is good for children, the
elderly, the handicapped, the poor,
is good for everybody else
Enrique Penalosa
In public space we all meet as equals.
We ensure they thrive...and don’t drive?!
They have no political
power…not just yet..
Photo: Enrique Penalosa
Bottom-line?
We have to decide the kind of city we want,
before deciding the kind of transport
system we want.
Photo: Enrique Penalosa
TDM
Transportation Demand Management (TDM), also called Travel
Demand Management, aims to maximize the efficiency of the
urban transport system by discouraging unnecessary private
vehicle use and promoting more effective, healthy and
environment-friendly modes of transport, in general being public
transport and non-motorized transport (GIZ)
TDM is the all-inclusive term given to the variety of measures
used to improve the efficiency of the existing transportation
system (TRB)
TDM measures could be PULL measures, PUSH measures or a
combination of both.
What does managing demand mean?
Altering the need to travel
Altering the location, route
“Managing” an and time of travel
activity could
mean “handling” Altering the price of travel
or “altering” that Altering the mode
activity at various
stages of it’s Altering the road (and other
execution. facilities)
Altering the environment of
Managing “travel travel
demand” could Altering the behaviour of
therefore mean the traveler
Altering the technologies
used to travel
The 3 TDM Elements: Example- Shopping
Third decision:
Which type
of vehicle to use?
Second decision:
2
1
Which mode of
transport will you ?
First decision: (have to) use?
How far do you
have to go? ?
Starting point:
2 km
10 km
? 3
A household
requires a wide
range of goods,
At various times
Smart Growth and Land
of the day
Use Management Improving Mobility Using economic
Options and Pull instruments to
people towards Push people to use
public transport and cleaner modes
Diagram source: GIZ NMT
Demand and Supply measures
List and distinguish between both (exercise)
The push and pull approach
Source: Müller, P., Schleicher-Jester, F., Schmidt, M.-P. & Topp, H.H. (1992): Konzepte
flächenhafter Verkehrsberuhigung in 16 Städten”, Grüne Reihe des Fachgebiets Verkehrswesen
der Universität Kaiserslautern No. 24.
IMPROVING MOBILITY OPTIONS
“PULL”
Quick overview of measures
Improving
Public transport- quality, priority,
image, pricing, safety, security,
accessibility..
Walking
Cycling
Introducing
Bike sharing
Ridesharing- carpooling
Carsharing
Public Transport as a ‘Pull’ measure
It’s the reverse case today.
People are desperate to leave
public transport!
Reason??
Quality based performance indicators
Service km operated/vehicle owned
Passenger carried/vehicle owned
Passenger carried /staff member
Staff/vehicle owned
% of vehicle fleet operating in peak hr
Revenue/vehicle owned
Revenue/vehicle kilometre
Kilometres operated between
breakdowns
Kilometres/fuel consumed Does any of these
Cost/vehicle km reflect ‘performance’ as
Fare collection leakage how a public transport
user would perceive it?!
Employees’ absenteeism
Number of accidents per 105 km
Non-motorized transport- Bike sharing
Flexible personal private
system
Free for first 30 min
Dense network of cycles
Strong identity
Encourage short trip
lengths
Cycles are not tied up with
stand
Use of IT
Gives people an
opportunity to bike again!
Role of Bike Sharing
Adopted from: Quay Communication Inc. 2008. Trans Link Public Bike system Feasibility Study, Vancouver
Global Trends in Bike Sharing
Nama Cycle – Bangalore
USING ECONOMIC INSTRUMENTS
“PUSH”
Quick overview of measures
Instruments could be incentive or disincentive based. Pricing
reforms capturing real costs of externality caused (eg.
Pollution, health damage, time and fuel wasted in congestion,
etc.)
Tax/charge on vehicle ownership/purhcase (registration tax,
annual vehicle tax, etc.)
Tax/charge on vehicle usage (fuel tax, parking fees, tolls,
road pricing, cordon pricing, congestion charging)
Incentives to use public transport and during off-peak hours
(subsidies, cash-outs to employees
Tax differentiations based on emissions-carbon taxes,
emission fees; tax rebates for low emission vehicles and
technologies
Vehicle Bans
Some Chinese cities – e.g. Guangzhou
- have banned motorcycles from central
area
Guangzhou started with small central
area ban, expanded in 2007 to 35 sq.
km. area shown (applies 8:30-17:00)
Such bans divert trips to other modes,
such as bicycle, public transport, and car
Jogyakarta, Indonesia, bans motorcycles from its extensive
cycle path network, but enforcement is non-existent, putting
cyclists at risk
Source: GIZ.
Regulatory controls
Prohibition on motor vehicles from being driven into
central areas on certain days of the week
“Odd-even” or “Last digit” or
other license-plate based
schemes attempt to keep each
vehicle from being driven 1-2
days a week or certain hours in a
day)
•Mexico City
•Bogota
•Sao Paulo
•Santiago
•Manila
Multiple side-effects limit their
effectiveness- road mgt, induced
traffic, Source: GIZ.
Congestion Pricing: A key emerging TDM strategy
7
Congestion charging
Different from road pricing and tolling
Could be done for a cordon area, a corridor or a
network
Objective is to manage traffic and reduce
congestion
Helps raise money for public transport
improvements
Technologies range from basic toll collector
systems, to gantry ‘tag and beacon’ systems to
plate recognition cameras
In use: London, Stockholm, Oslo, Singapore, etc.
Singapore in the 70’s…before congestion charging
Source: LTA
Singapore today…
after 30 years of road pricing and
public transport investment
London
London suffered the worst traffic
congestion in the UK and amongst the
worst in Europe.
Drivers in central London spent 50% of
their time in queues.
Every weekday morning, the equivalent of
25 busy motorway lanes of traffic tries to
enter central London.
London lost between £2–4 million every
week in terms of lost time caused by
congestion. Within 3 years
Mayor Ken Livingston in Feb 2003 journey times
introduced congestion charging in central reduced by 15%
London between 7 AM and 6 PM. and congestion by
Charge has increased from £3- £8 since 26%
then
Drivers are charged through camera plate
recognition after entering the zone
Source: GIZ, TDM Document
Comparing Singapore and London
(Source: Santos, 2004)
London (2003) Singapore (1998)
Scheme LCCS ERP
Area covered 22 sq. km (1/3rd of GL) NA
Recording devices Cameras, License plates Gantries, In
Vehicle Units
Exemptions and discounts 2 wheelers, bicycles, emergency
emergency vehicles, buses, vehicles, police
disabled friendly vehicles, cars
taxis, mini-cabs, alternative
fuel vehicles, zone residents
Managed by TfL and Capital LTA
Capital costs £ 200 million 66 million
Operating costs £ 115 million 5.2 million
Net revenues/yr £ 80-100 million 19.8 million
Reduction in pvt. cars in the 33% (daily) 15%
zone
Increase in avg. speed in the 14-21 % No change
SMART GROWTH & LAND USE MANAGEMENT
PUSH AND PULL
The symptoms
Leading causes of premature death in the world:
2004 2030
1 Ischaemic heart disease 1 Ischaemic heart disease
2 Cerebrovascular disease 2 Cerebrovascular disease
3 Lower respiratory infections 3 Pulmonary disease
4 Pulmonary disease 4 Lower respiratory infections
5 Diarrhoeal disease 5 TRAFFIC ACCIDENTS
6 HIV / AIDS 6 Lung cancers
7 Tuberculosis 7 Diabetes
8 Lung cancers 8 Hypertensive heart disease
9 TRAFFIC ACCIDENTS 9 Stomach cancer
10 Low birth weight 19 HIV / AIDS
90% of traffic fatalities occur in low and middle-income countries
and involve 70% of vulnerable users of the road
In cities, the majority of crashes are concentrated on urban arterials,
where BRTs and Busways are usually located
The disease: Lack of Transport & Landuse
integration in Master Plans
Today 2041
Automobility Sustainable Transport
Population (millions) 5.4 13.2 13.2
Trips (millions/yr) 5.6 39.75 39.75
Area (Sq. Km.) 1330 6484 3242
Emissions
(million Tons CO2/yr) 0.33 12.32 1.97
Traffic Fatalities
(per yr) 175 5,232 1,225
Quick overview of measures
Integration of land use with
transport at Master Planning Level
Local plans to allow for
transportation and other street
elements
TOD (feeders are important)
Density vs. Clustering to reduce
number of trips made
Road space re-allocation
Parking Management and Controls
Traffic Calming
Preferential traffic signalling
Public awareness campaigns
Telecommuting, ……
Source: GIZ TDM Document
Pedestrian way or Parking zone?
Bangkok / Thailand
Picture: GTZ Photo CD-ROM / Karl Fjellstrom
It is indeed an inverted world...
Datong / China
Picture: Armin Wagner/GIZ
Our cities need….
Parks……not car parks!
Source: GIZ
Positive impacts of parking policy
Has an impact on mode
share
Can support local economic
development
Major revenue earner
Improves road safety
Influences car ownership
Source: GIZ
Menu of Parking management strategies…
Shared parking (mutiple users and destinations)
Unbundle Parking (not included in cost of residence)
Parking Maximums (standards on % age of land available for
parking in buildings)
Remote parking
Increase capacity of exiting facilities-valet, stacking, etc.
Parking pricing
Financing incentives
Better parking user information system
Enforcement, management, public participation
“In-lieu” fees
Mandatory off-street parking proof to purchase vehicle
Bicycle Parking
Car Free Days
Changing cultural & institutional perceptions
…and meet the Peatónito, the masked Mexican defender of
pedestrians!
Changing cultural & institutional
perceptions (cont’d)….
His mission is to protect the
pedestrian’s much-assaulted right
of way on the streets of Mexico
City, where on average one
pedestrian is killed by a motor
vehicle every day and countless
others are injured.
His mask is black and white, the
colors of a crosswalk.
..and in Bogota they have clowns
instead of Traffic Police to
“embarrass” motorists for causing
inconvenience to pedestrians.
Source: ?
Concluding points
TDM programs can work well only if there are
alternatives to commute (therefore, PULL
strategies should be in place before PUSH)
The public and political acceptability of many
TDM programs is a challenge usually. Public
education and communication of these lessons
to all stakeholders is essential.
Focus more on the ‘incentives’ rather than the
‘disincentives’. Eg. Infosys case in Bangalore
