Public Transportation Utilization

This is the kind of research we need more of: Dutch Railways (NS) delivers 11x more value to society than it costs, yet we still call it a ‘loss-maker’. Some key facts before I go into this: ▶ NS lost €141 million financially in 2024 ▶ But created €1.33 billion in societal value ▶ NS (Nederlandse Spoorwegen) is the national railway company of the Netherlands — and it’s 100% government-owned ▶ Its trains run entirely on renewable wind energy ▶ The government still spends €37.5 billion per year subsidising fossil fuels ▶ Dutch roads are more congested than ever Now, new research by Professor Dirk Schoenmaker (Erasmus University) and Wander Marijnissen (ftrprf) reveals something remarkable: In 2024, NS recorded a financial loss of €141 million — but generated €1.33 billion in social value. 🏛 Financial loss ≠ societal failure The study shows that NS creates massive value through social inclusion, accessibility, property value growth, employee welfare, and low-carbon transport, while also accounting for negatives like delays and noise pollution. Their conclusion: the social return of NS is 11.3 times higher than its financial performance (!). When governments or media reduce this to a “loss,” they’re looking at the simplest of financial calculations, only considering the direct financial value generated from operating the train network. They ignore what really matters: how public transport gives people economic and social access to different parts of the country, reduces inequality, and lowers emissions. 🚉 Public transport is a public investment Chronic underfunding leads to higher fares, worse service, and declining accessibility. We can’t keep calling something a cost when it never should have been a capitalistic profit driver in the first place. 🌍 The bigger picture The same researchers found that car traffic costs society twice as much per kilometre as train delays, yet policy and pricing still favour cars. Meanwhile, NS trains already run on 100% wind power, offering a blueprint for climate-friendly transport systems worldwide. This type of research is really good at highlighting that the financial lens often overlooks the real benefits to society. Looking forward to reading more papers like this.

Many think that low-density areas can’t support public transport. But Helsinki has another approach. The secret? Buses. 🚇 Helsinki operates a single metro line extending into distant suburbs, yet the line serves over 300,000 riders daily thanks to the bus. 🚍 For example, Espoo's western suburb now has a robust network of feeder buses. Helsinki’s buses provide frequent, reliable service that feeds into metro stations. ⏳ These buses run every 5-10 minutes (!), drastically reducing wait times and making public transport a viable alternative to driving. 🏢 Great transit allows Espoo to grow and densify, which will support all this investment in the future. Paul Mees put it perfectly: "Arguments that [higher] densities are needed before transport trends can change are really just arguments for continuing with automobile dependence." Helsinki’s approach to public transport shows that even suburban areas with low population density can achieve high levels of public transit usage. Link to the great video by George Liu PhD and Jedwin Mok on EIT Urban Mobility - Urban Mobility Explained (UMX) in the comments. Featuring Jonathan English.

How Does Your City Commute? (Infra Lens) If you've ever been stuck at Silk Board in Bengaluru, navigated the "Local" rush at Dadar, or dodged a sea of bikes in Ahmedabad, you know that Indian transit is a unique beast. But when we strip away the walking trips and look strictly at Motorized & Cycle-only data, the reality of our urban infrastructure becomes crystal clear. The Great Divide: Public Heritage vs. Private Sprawl, Our data reveals two distinct "types" of Indian cities: 1. The Public Transit Titans (Mumbai & Kolkata) Mumbai (74% Public/Para-transit) and Kolkata (72%) are the undisputed champions. These cities were built around high-capacity rail backbones. In Mumbai, the Local Rail isn't just a mode of transport; it’s the city's pulse, carrying nearly half of all motorized trips. Kolkata’s secret weapon is its diversity—the oldest Metro, a massive bus fleet, and surviving trams. 2. The Two-Wheeler Empires (Surat, Ahmedabad, Pune, Jaipur) In these rapidly growing hubs, the personal scooter is king. Surat leads the pack with a staggering 58% of all trips happening on two-wheelers. Why? Because these cities grew faster than their formal bus or metro networks could scale. For an average commuter in Pune or Ahmedabad, a 2-wheeler is the only way to navigate the "last-mile" gap. The "Auto" Factor: The Unsung Hero of Last-Mile Connectivity We often overlook the Auto Rickshaw (IPT). In cities like Surat (18%) and Jaipur (17%), these three-wheelers handle a larger share of the population than formal city buses. They are the "flexible glue" holding our transit systems together. Without them, our already strained roads would likely face total gridlock. The "Metro" Paradox Despite billions invested in #MetroRail projects, the modal share in cities like Bengaluru (7%) and Hyderabad (5%) remains low. The reason? Lack of #LastMileConnectivity. Building the tracks is only half the battle; getting people from their front door to the station is where the real challenge lies. The Data Breakdown (Motorized + Cycle Only) Highest Public Transit: Mumbai (74%) Highest Private Vehicle Use: Surat (76%) Highest 2-Wheeler Reliance: Surat (58%) & Ahmedabad (51%) Highest Bus Usage: Kolkata (33%) & Bengaluru (32%) Highest Car/Cab Dependency: Delhi (19%) Data Sources: Comprehensive Mobility Plans (CMPs) - MoHUA WRI India (Ease of Moving Index) TERI Urban Transport Working Papers National Urban Transport Policy (NUTP) Guidelines #InfraLens #UrbanPlanning #IndianInfrastructure #PublicTransport #SmartCitiesIndia #Mobility #Logistics #MumbaiLocal #DelhiMetro #Sustainability #UrbanDesign #FutureOfTransit #IndianEconomy #DataAnalytics #ConstructionIndia #CivilEngineering #TrafficManagement #SustainableDevelopment #GreenMobility #EVIndia #IndiaGrowthStory #TrafficAnalytics #TechInTransport #UrbanMigration #PublicPolicy #MetroRailIndia #MegaCities #Commuting #UrbanMobility #BharatInfra #EngineeringExcellence #UrbanGrowth #Connectivity #LastMile #ParaTransit

🚆As a transportation planner, I rarely “just travel.” Every metro ride, tram journey, or station transfer becomes a live case study — and Italy didn’t disappoint. During my recent trip across Milan, Florence, and Rome, I explored how each city organizes its public transport network — how modes connect, how users navigate, and how infrastructure meets (or misses) expectations. Here’s what I observed 👇   1️⃣  𝐌𝐢𝐥𝐚𝐧 – 𝐒𝐭𝐫𝐮𝐜𝐭𝐮𝐫𝐞𝐝, 𝐄𝐟𝐟𝐢𝐜𝐢𝐞𝐧𝐭, 𝐚𝐧𝐝 𝐃𝐢𝐠𝐢𝐭𝐚𝐥𝐥𝐲 𝐈𝐧𝐭𝐞𝐠𝐫𝐚𝐭𝐞𝐝 - The most organized and multimodally connected city. - 5 metro lines, tram, and bus systems under a unified ticketing and contactless payment platform. - Short metro headways (2–4 min) and excellent intermodal coordination at Centrale and Duomo. - BikeMi and wide pedestrian zones support walking and cycling. - Minor drawbacks: tram delays at peak hours and platform crowding.   2️⃣ 𝐅𝐥𝐨𝐫𝐞𝐧𝐜𝐞 – 𝐒𝐮𝐬𝐭𝐚𝐢𝐧𝐚𝐛𝐥𝐞, 𝐂𝐨𝐦𝐩𝐚𝐜𝐭, 𝐛𝐮𝐭 𝐂𝐨𝐯𝐞𝐫𝐚𝐠𝐞-𝐋𝐢𝐦𝐢𝐭𝐞𝐝 - A human-scale, low-emission city prioritizing pedestrianization. - Electric tram lines efficiently link outer districts with the center. - Walking and cycling dominate short-distance trips. - Public-transport coverage remains limited beyond tram corridors. - Trams and buses can be confusing for first-time users — unclear routes, limited info and real-time updates, and inconsistent schedules.   3️⃣ 𝐑𝐨𝐦𝐞 – 𝐄𝐱𝐭𝐞𝐧𝐬𝐢𝐯𝐞, 𝐇𝐢𝐬𝐭𝐨𝐫𝐢𝐜, 𝐚𝐧𝐝 𝐎𝐩𝐞𝐫𝐚𝐭𝐢𝐨𝐧𝐚𝐥𝐥𝐲 𝐂𝐡𝐚𝐥𝐥𝐞𝐧𝐠𝐞𝐝 - The largest PuT network serving a vast metropolitan area. - Metro Expansion limited by archaeology and underground complexity. - Bus punctuality heavily impacted by traffic congestion and lack of signal priority. - Night-time bus services exist, but schedules are inconsistent, with long waiting times and low reliability. - Google Maps data often doesn’t match actual routes or stops confusing both tourists and locals. - Pickpocketing near major metro stations discourages ridership. - Termini Station has great multimodal potential but suffers from poor pedestrian circulation, unclear wayfinding, and unreliable ticketing machines.   🚄 𝐈𝐭𝐚𝐥𝐨 𝐓𝐫𝐚𝐢𝐧𝐬 – 𝐅𝐚𝐬𝐭, 𝐩𝐮𝐧𝐜𝐭𝐮𝐚𝐥, 𝐚𝐧𝐝 𝐫𝐞𝐦𝐚𝐫𝐤𝐚𝐛𝐥𝐲 𝐞𝐟𝐟𝐢𝐜𝐢𝐞𝐧𝐭 - Seamless intercity travel at speeds up to 300 km/h, always on time. - Stations well-linked to local metros and buses especially in Roma Termini and Milano Centrale. - Comfort, frequency, and digital updates are excellent - At high speeds, tunnel pressure causes ear discomfort — a reminder that comfort is part of performance.   #italy #publictransportation #Rome #Florence #Milan #Metro #Tramway #Train #publicbuses

In public transport, frequency is king. Brampton, Ontario, a Canadian low-density suburb might have some of the densest transit usage - in North America, where cars have been the dominant force for a century. - 226,000 daily ridership, out of a population of ~700,000 - that’s 1/3rd of the population! - 4x growth from 2004 to 2018 - with relatively low public subsidy, compared to peers. How did they do it? Not by building an expensive metro, but by using the humble bus. It’s a simple playbook - provide predictable, frequent services and the users will come. A 54% increase in Sunday services led to a 177% increase in ridership, simply by providing consistency and frequency. Brampton didn’t build demand-responsive transit - they 𝘪𝘯𝘥𝘶𝘤𝘦𝘥 demand using transit. This could be the model of success for a lot of cities in India - possibly better than expensive metros that take years to build. India needs more buses - low investment, high impact. https://lnkd.in/dAzztZ3f

As gasoline prices rise, commuters are encouraged to take public transit and work from home if possible, but the transition isn’t that easy. The U.S. Census Bureau’s 2024 ACS data indicate that 13% of all workers in the US worked remotely. Among commuters, 90% drove a personal vehicle or carpooled to work, and just 4% used public transportation. Just 6 of 199 metro areas with a population of at least 250K had at least 1 in 10 commuters relying on public transportation in 2024. The median share of public transit reliance across the major metro areas was a measly 0.9%. Cities with higher population density and legacy public transit infrastructure tend to see higher usage. The New York-Newark-Jersey City metro area was at the top with 31% of its commuters using public transportation, followed by San Francisco-Oakland-Fremont (13%) and Boston-Cambridge-Newton (12%). Within NYC’s 5 boroughs, 56% of commuters used public transportation, well above the national share. Many commuters have no choice but to drive. Some communities aren’t connected to any mass transit. Poor design choices and service quality further discourage the use of public transit. That partly explains why transportation habits usually don’t change much as gas prices fluctuate. But it doesn’t have to be this way. Long-term investment in public transit infrastructure can give commuters more options to mitigate the impact of changing gas prices.  #gasoline #transit

Seoul's public transport had high levels of dissatisfaction, falling ridership and a financial crisis. Here is how they turned it round. 🚌 In 2004, Seoul's buses were failing badly. Customer dissatisfaction was at 56%. Ridership was dropping fast. Over 100 private companies ran buses with no coordination. Routes overlapped and made no sense. The city faced a transport crisis. Seoul's Mayor asked a think tank to make recommendations for reform. The think tank studied global best practices before acting. They built support through stakeholder committees. They focused on making buses work with trains, not against them. Here's what was recommended and implemented: • Put one agency in charge of all route planning • Made buses feed into subway stations instead of competing • Created one fare system for buses and trains • Built nearly 100 km of bus-only lanes in just 2 years • Paid bus companies for performance, not passenger numbers The results were impressive: • Customer dissatisfaction fell from 56% to 13% in just 3 months • Bus speeds increased by 33-100% on main routes • Ridership grew 14% in year one • Traffic injuries fell by one-third Today, thanks to continuous improvement and investment, 38% of Seoul trips use public transport. Only 30% use cars. The key was getting the system design right. Want to read a fuller breakdown of Seoul's transport revolution? Subscribe to my newsletter, out on Monday, with more details and lessons for other cities. Are there lessons your city can learn from Seoul? 🚊

TWO LESSONS A few days ago, after many many years I decided to take a local taxi from Bangalore Airport instead of calling for my normal taxi driver. Like many others I booked an Uber. I got a confirmation of the drive with an OTP. The wait was indicated as a 3 minutes or so. As I went to the taxi bays , the first thing that struck me was the number of varieties of Uber one could go on. There were large lines at each of the bays with no vehicles in sight. When I asked a company rep, his response was - not many taxis today. The wait will be over 50 minutes. Impatience is my characteristic. So I cancelled the booking and said let me take a KIAL Coach into the city. Lesson 1 ( actually a reinforcement ) : Many service providers are so casual and indifferent to customer satisfaction and user experience when actually this is all that matters for competitive advantage. All theories and Mission statements talk about it but we do not really see it on the ground. I went to the bus area. Lo and behold - this was a pleasant surprise. There are many parking bays all well identified by the bus numbers. The staff sitting there was very helpful . Reasonable frequency of buses. One learning - even if you do not get a bus exactly to where you want there would be alternatives to get you close to your destination.I got into a bus. My important learnings : 1. The ticket was Rs 280. Add Rs 100 for an autorickshaw from my drop point to home. Total Rs. 380 as against Rs 1300 by taxi. 2. The time taken to destination was about the same as for a taxi. 3. The ride was far more comfortable and hassle free than a ride in a car. 4. In money terms it makes sense to use a taxi if there are three or more people using it. LESSON 2: We all should use these public transport services more frequently . We contribute to reducing carbon footprints, environment damage and it is also more economical. The only challenge is that Change begins at the top . I'm not sure how many will do it. I hope the governments will work harder to make public transport travel more attractive than having to use our private vehicles. Well done KSRTC KIAL service.

Sydney would like fare free public transport over the Easter break to accelerate Sydney’s economic recovery. Business Sydney has written to Transport Minister Jo Haylen calling for public transport in Sydney to be made fare free during the Easter break to accelerate economic recovery. The previous State Government implemented a fare-free period which resulted in a dramatic increase in public transport use and commercial activity. The documented success of the earlier fare free initiative could be replicated over the four day Easter period. Sydney is still in recovery mode and anything we can do to stimulate business activity is great for our city. Free public transport over the Easter break might seem a bold thing to do but it will pay dividends in attracting more people back to the CBD. We also know that it works. Our analysis of the results achieved last time proves that it’s a really positive thing to do and it can also encourage people to use our public transport system at other times. In a letter to Ms Haylen, we said the previous government had made public transport fares free for a 12-day period in April 2022. The initiative covered NSW Opal services in Sydney, Blue Mountains, Central Coast, the Hunter and Illawarra involving Metro, train, bus, light rail and ferry services. The benefits were impressive and had included: ⭐️A 24 per cent increase in spending across five major retail categories ⭐️An increase of 328,300 passengers during the fare free period ⭐️A 35 per cent increase in public transport trips ⭐️A 35 per cent increase in department and general merchandise spending ⭐️A 35 per cent increase in art, entertainment and recreation spending ⭐️A 33 per cent increase in spending on accommodation, 21 per cent on eating places and 9 per cent on bars, taverns and nightclubs The proven benefits of going fare free over the Easter break are there for all to see. The big increase in commercial activity that would result is more than sufficient to offset any foregone revenue. As we saw last time, an additional benefit is in encouraging Sydneysiders to return to public transport. #sydney #publictransport #easter #farefreeperiod #commericalactivity #stimulatebusiness #economicactivity #welovesydney