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Public transport subsidies

In the current discussion about whether or not to grant subsidies to public transport have heard arguments for and against, of all kinds, "in other parts of the world is subsidized" or "government ought not intervene in markets. " Lost after the pre-election struggles have been the technical and economic reasons which justify - in terms of efficiency! - Subsidies. In this column we want to salvage from these basic reasons to apply them to the current situation.

If a hundred people decide to use their cars to get to work, produce a lot more congestion than when on public transport pollute more, will generate more noise and use more fuel, as will dozens of other rather than one or two. Then, to encourage the use of cars in the city, simultaneously promotes pollution, noise, congestion and the constant pressure to build more roads, resulting in less public spaces. In short, it is aggressively promoting a city for its inhabitants.

Moreover, as more people use public transportation, the lower the waiting times and walking to bus stops. This can only be achieved if the design of frequencies and routes of public transport meets demand without overcrowding, as it should be. Thus, each new user of public transportation decreases the total travel time of all others, bringing benefits to other users, while allowing to generate substantial damage to congest and pollute less. In addition, the best public transport service could attract other car users, creating a virtuous circle.

The problem is that neither the benefits or harm caused to others are perceived by people when making travel decisions, leading to greater car use it socially efficient. Therefore it is necessary to subsidize the public transport fare and charging for congestion, it is to correct the perceptions of costs and benefits of each alternative, so as to create consistency between individual decisions and the social optimum. The cost of not implementing a policy of subsidies is ultimately a cost in quality of life of people, with impacts on health and other sectors.

Transantiago The initial plan never contemplated subsidies, despite techniques that raised voices. It was only after the resulting disaster and persistent deficit, caused in the dogma of self-financing, this discussion became important. No wonder then that there are those who wonder whether the subsidies will not cover but an attempt to perpetuate inefficiencies or malpractice. But these concerns should not overshadow the public transportation systems require, justifiably, levels of subsidy today recognized as necessary by many actors of our national reality. It seems that it entered into a perverse game of mistrust, some do not trust that subsidies will be used to re-design what went wrong, and the perpetrators believe that rejection is only for electoral reasons or ideological stubbornness .

This is a difficult but very important moment for the future quality of life in our cities. In our opinion, it is vital that, first, our parliamentarians consider that permanent subsidies to public transport are technically required for proper system design. But on the other hand, it is also essential that the delivery of these subsidies go hand in hand with a commitment and a detailed and explicit government to redesign those aspects that have malfunctioned, due to the initial blindness of his plan. Both elements will generate the necessary dialogue to ensure that what is best for everyone, a reality. The government and our representatives in parliament have the floor. Leonardo Basso


Sotz (PhD, U. British Columbia)
Cristián Cortés Carrillo (PhD, U. Calif. Irvine)
Sergio Jara Diaz (PhD, MIT)
Francisco Martinez Concha (PhD, U. Leeds)
Munizaga Marcela Muñoz (PhD, PUC)


Transportation Engineering Division, University of Chile.

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Preemergence

(Picture: The Third)

29 last June was declared the sixth year in Santiago preemergence, matching the all of 2007, " want to know why?

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lanes for cars and taxis



As the cars and taxis to use the lanes for buses in Santiago, surface public transport will be slow and unreliable in terms of regularity in the travel times latter fundamental attribute of travel to work early in the morning. While a bus trip in Alameda or Providence can last 20 or 40 minutes with the same probability, the bulk of users will still prefer the metro line 1 by the confidence that gives them the power to predict more accurately how long take time to get to work, despite the jostling to get on the train and 6 per square meter, with the possibility of a more comfortable journey by bus.

bus routes to operate more efficiently through the center of the arteries, as in TransMilenio in Bogota and Santiago Avenue Greece-situation in which minimizing friction with other modes and pedestrian activity trails. The ideal in Alameda-Providencia axis is to leave two lanes of buses by the middle of the road and two other vehicles on the right track. If this is impractical, the minimum may be required under current conditions is to bring to light vehicles and taxis in the segregated way, whose presence is one of the predominant factors in the slowness of the buses, even in these pathways presumably separate them from other traffic to give them more choice and justice in the use of road space. Such measures and that other to give more speed and regularity of the buses would:

- Improve service quality
- Increase the carrying capacity of the system, since the same buses would increase the frequency of their past.
- Attracting users from the underground, helping to shedding during peak hours (idealistically, from the car as well.)

That is, only good news. It first requires a political decision to get the taxis of segregated roads, and motorists for more control on the ground and through the cameras, besides studying the removal of several right turns (non-trivial issue for all re-routings that take place) or regulation without allowing their entry into the segregated way (for example, a third phase light).

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Metro Information Desk

Tuesday, 18.45 am, arrived at the Metro station Universidad de Chile, passing through the turnstile, walk under the direction San Pablo, came to the platform ... three rows of people waiting for me to walk all over, waiting for the train (plus even more numerous groups outside the gates). Reaches the first train, crowded, no more than three people can get on each door. For "line problems", the train runs over a minute at the station, before continuing its course. Comes next, the situation is repeated. Extrapolating, they quickly calculated that I'll linger around Only 15 minutes to board a train.

The impact of rush hour on a transport system operating at capacity, as the subway, simple measures can reduce management (no more trains because the system is inefficient and not resist). Information to users is a good tool for this. For example, on the freeway can use the electronic message boards that have to warn motorists when there is congestion, before entering the tracks. So they have better information to decide whether to enter a path that temporarily lost its character as expressed, or follow the local roads (urban highways, on the physical segregation Inputs and outputs, each a mile, for example, amplify the phenomenon of congestion, because once put in a plug there is no escape).

The same principle can be used in subway stations during rush hour, when it is forecast to hold and / or inside the train journey itself will take considerably longer than the user expects. This is a result of high demand, usually attached to the arrests that often occur in the service of trains (on the platform or inside the tunnel), whose occurrence increases just at peak times when the system operates at capacity and its maximum frequency. These arrests effectively reduce the frequency of service, and therefore reduced transport capacity and increase the overcrowding of passengers (in platforms and trains). Perfectly Metro could have variable messaging boards at their stations, such as those in platforms and trains, but located in the ticketing area, before passing through the turnstile, so as to inform users situations as "slow running train "or" estimated wait time in dock: 15 minutes). Thus, they have better tools to decide whether to enter the platform anyway, take a bus (if available) or otherwise.

The problem is that the optimization of resources Transantiago as a whole can go against the interests of Metro in particular, as their income increases proportionally with the number of passengers it carries. However, with a vision system and users in mind and quality of service that they perceive is a measure to consider.

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System A generates profits for its operators and receives no direct state contributions, however, remember that the operators will allow certain licenses that may be regarded as indirect forms of subsidy: declare presumptive income tax, so it can hide some of their profits, they can also evade obligations pension and experienced drivers work long hours. Then it is fallacious to say that System A does not cost you a single penny to the state.

System A has 7,000 buses, with a wide range of services in virtually every City, large length of the routes, hotlines between all origins and destinations with significant demand, superposition of tens lines on the main axes, competition between buses to attract passengers and incentives for everyone to pay their passages (that depends on the salary of the driver and the bus owner's profits, in many cases two people are the same.) In a universe parallel exists Train, which can be used in conjunction with A, but do not have any interaction, so much so that charge fees separately. The train has strong support from the State, which finances the construction of its lines and purchase of cars. Very importantly, the system to generate profits for its operators and receives no direct state contributions, however, remember that the operators will allow certain licenses that may be regarded as indirect forms of subsidy: declare presumptive income tax, so can hide some of their profits, they can also evade pension obligations and their drivers experience long working hours. Then it is fallacious to say that System A does not cost you a single penny to the state.

Moreover, the "B" is almost the same number of buses that A, but distributed differently: has shorter lines established so that the distance traveled by vehicles is lower than in A, and therefore it the need to transfer between lines is greater for a trip. In addition, many feed lines Train, and both transfers between buses and to and from the train for two hours are free (or almost free since the period of peak demand a little charged to transfer to the train.) It is what is called integrated. In general, the quality of service in B is less homogeneous than A: there are areas of the City often high and more or less regular, express services and even super-express (using super-express routes, originally created to favor only the car), but also there is darkness, usually away from the center, where the frequency and coverage are poor and persistent discontent. Importantly, the system generates losses, which must be covered by someone (someone = State). Despite the losses as traders win, thanks to the basics of the game, bases also stipulated that if I would have losses, they should raise the rate until the system is self-financing.

The Government changed for B, and aware that B, as it is, will generating a deficit, asked that the state take care of that. Given this, the obvious question is why subsidize B, if A, which was not much worse than B, left (supposedly) free?

First of all, for the many benefits generated by the bus to the city compared with the Auto (*), is socially justified subsidize the bus system, whatever it (A, B or otherwise), be self-supporting or not . If, for example, the system is like A, which receives no direct input from the State, the subsidy is justified to improve the quality of service, through which people are expected to move from the car to the bus, improving the levels congestion, pollution, need for road space and other variables, which we all live better. In fact, any savings in any of these variables can be quantified in money, exercise of which you can calculate a socially optimal subsidy. For example, may be subsidized an amount equal to the expected benefits (quantified financially), so if the subsidy is raised in such a way, really is not an expense because it generates benefits at least equivalent.

However, a different theme is that the state has more pressing needs where they spend their limited resources, which, of priorities, it is prudent to subsidize public transport. This debate is of course necessary and very worthy of consideration arguments, but that debate did not exist when the State decided to subsidize the train and the aforementioned super-express routes to the car.

recap, "subsidy for the bus? In general, yes

Grant "B? Of course, if B is a system of buses ... but not any subsidy. Much of the deficit of B is explained by its rate unrealistically low (much lower than in A when compared on the same basis) and a significant fraction of its users, some say 20% - does not pay. The Government, instead of addressing both problems, wants the state to pay for them. In other words, a "subsidy" for this purpose has nothing to do with the grant described here, justified by the profits generated by The Bus With this, the ideal chain of events emerges clearly: (1) Update the rate of inflation (at least) and perhaps increase in value of some inputs, (2) Establish effective mechanisms to lower evasion (incentives for monitoring by operators and control) and (3) Only then calculate the optimal value of the grant, to finance mechanisms such as fleet management and works to improve the quality of service, and possibly operation (only if necessary). The problem arises when the idealistic air crashes that claim the real world and choices.

(*) For each person carried, The Bus generates much less congestion, pollution and accidents, consume less power and requires 10 to 20 times less space than the car.

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Subsídiame Women, city, recreation and leisure

( source)

For Lake Sagaris (*)
(Article originally published in El Clarín de Chile )

The current transport situation affects women in terms of safety, but also and especially in the loss to reading, music, rest, exercise, be educated, in short, all those activities vital for physical and mental health of each. Urban transport is a gender issue for its impact on the right to recreation and relaxation.


Many Chileans who can not fully enjoy their right to recreation and rest. For women, it is particularly difficult. The solutions vary based on income and other factors such as the provision of men, and society as a whole to change. But while the urban transport can significantly improve their quality of life.

In 2001, Enrique Peñalosa, former - Mayor of Bogotá, was a pioneer in applying a new strategy. Ruled out the option spend billions of dollars in highway or a meter that would just a few miles. preferred to invest in a rapid transit system buses ( Transmilenio ), a network of bike lanes and wider sidewalks. This meant that the city could build an extensive network of nurseries, libraries and better public spaces, available today for everyone s.

is interesting to note that this effort, combined with civic campaigns, led by another Bogota Mayor Antanas Mockus, and work with a wide range of civil society groups also significantly improved security, lowering rates of homicide and robbery, among others.

For those living in small spaces, crowded (like "With Roof" in our social housing), improving public space with a park or a ride home enlarges. Is not the same out of your door and find a green and pleasant prospect than to have to get on a bus and travel an hour or more to reach the nearest park. Is not the same to watch your kids playing in a nearby square, have them locked in a room or wandering aimlessly through the streets.

Moreover, public policy, how are you reduce journey times and give away time and opportunities to improve health. Facilitate women's lives and can give precious hours for your own leisure, with relatives or enjoy a delicious solitude.

The integration of the bike with "zones 30" (reducing speeds to a level that eliminates most of the accidents, fatalities reduced to almost nothing, and also decreases the severity of injuries), double transit riders in all ways lower speeds, including those one-way car, and segregated lanes where speeds and other conditions of counsel, are other measures that improve the quality of life.

The theme of the bike is enjoying great interest among local authorities and government of the metropolitan region, especially under former Mayor, Adriana del Piano. It is hoped that his successor will continue and increase the momentum and funding for this type of measure, since the improvement in quality of life and urban spaces bring a better social integration and reduce violence.

A sound system of rapid transit buses is vital.

If you, as a passenger of a bus, traveling sitting comfortably, reading a book, listening to music or just dreaming with open eyes, the daily journey becomes a contribution and not something that steals your life.

If you move quietly and confidently on a bicycle, you can add a pleasant time of exercise into your daily routine while you reduce travel time. From Bellavista a journey to the center are about 20-30 minutes walk, 15-20 by taxi, bus infinite (because the service is poor, at least 20-25 in Metro (by walk to reach the station and the the destination station), but only 10 minutes by bike.

For long trips, to get to the Metro bus bike or reduces travel time and improves integration and access to the assets of the city.

For all this, in terms of gender, is particularly dramatic failure, so far, Transantiago. Only with the participation of users, particularly women, will achieve a quality system. technicians simply do not handle all the keys, since many of them do not occupy the system, and therefore lack the intimate knowledge, detailed and everyday is essential to make things work and property.

Women have other reasons to require investment and state policies to improve public transport and nonmotorized. With a double shift at work and home, is our lack of free time that is lost when we can not move smoothly and safely through the city.

(*) President
Living City Centre Gender and Equity

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Diagnosis and recommendations to the Minister of Transport of Chile

Promote the enactment of the law road pricing for congestion, allowing users to charge the actual costs of congestion generated by its decision mode.

Given the economies of scale making the provision of public transport when considering the user time plus the cost of operators, and given the positive externalities it produces about the use of space scarce road is justified for reasons of efficiency, subsidize public transportation.

These are the first two recommendations on the General Urban Transport System listed in the report with the analysis, diagnosis and recommendations on the development of public transport in Santiago, who made group of 12 experts appointed in January by the Minister of Transport, René Cortázar. Rewriting the two recommendations in a nutshell, the cost to society of a car trip is greater than the cost that motorists actually pay, while the cost to society of a journey by public transport is less than that perceived by its users, This is justified first and subsidize tolls applied to the second (another car on the streets means more congestion, pollution, noise and accidents for all, on the other hand, a transfer from car to transport groups represents a savings in all these variables to society).

What from the economic point of view it seems clear voice is heard repeatedly in academics and specialists in the area of \u200b\u200btransport, generated fierce opposition in much of public opinion and the political class. Congestion charging (or charging for externalities, more general), and to a lesser extent the public transport subsidy, always were and are unpopular, and we have not found a way to convince both the benefits of such measures and reduce unpopularity at levels at least in sight of road pricing as a real possibility for increasing city congestion and pollution as Santiago. The key to overcoming this situation seems to realize that "if there is a policy that genuinely enhances efficiency, then there should be some form of implement to generate support" (1), ie everything is to convince public opinion of that road pricing and public transport subsidy, we all win, because in the medium term will be shorter travel time for all (motorists who choose to pay, motorists who switch modes and public transport users) and a lower level citywide externalities (pollution, segregation, noise, accidents) . Talk about this without being told "pure theory" is a barrier that we are not yet able to overcome.

Beyond this discussion, which is the one that has transpired on this report, a number of recommendations in the field of urban transport, Transantiago and transport institutions in Chile. Listed below are some recommendations, arbitrarily chosen by relevance or novelty (excluding the recommendations on operations and infrastructure, see report):

Recommendations (excerpt)

- Introduce major changes the institutionalization of State to intervene in the urban transport system with the effectiveness, scale and consistency appropriate for the size of the problem. In particular, improve efficiency in infrastructure investment decisions and facilitate policy privilege to public transport.

- Maintain current conditions for concessions from the core units in terms of pay per passenger (PPT) and application delivery rate of the program. Fleet make adjustments necessary for each operator in order to correct existing distortions of the PPT.

- Relaxing areas of operation contracts feeder, so as to ensure that service levels remain acceptable in terms of coverage, waiting times and occupancy rates of vehicles. To achieve this it is proposed to change the current payment system to one with payment on real demand and the quality with which the service is provided. For this, the authority can define a reference set of paths and minimum service standards and the operator proposed final paths, frequency and type of vehicles, subject to compliance with maximum intervals and maximum overlap with the core and metro services. The authority is responsible for preserving the entire city a service level above the minimum. Of If this is not profitable for operators, consideration should be given to grant subsidies.

- Ensure freedom of choice for users, allowing operators to offer different types of service and different types of vehicles depending on the operating conditions (express, normal, and others).

- flexible in the market for taxis, frozen and bid today. This would enable them to operate in areas and periods of low demand (periphery, off-peak, night, weekend) where traditional mass transit is not economically viable, and absorb the unmet demand.

- The Metro must compete for funding on the basis of social profitability of their projects , with the situation based on the existence of a segregated bus corridor high capacity for surface transport wherever they want to build or extend some line.

- Incorporate in the budget law in infrastructure investment programs, in order to secure resources for programs lasting more than one period.

On the institutional, include the diagnosis made by the authors to the inefficient use of resources and decision-making product of the dispersion of powers between various agencies with responsibilities for transport in Chile, have even come to have conflicting goals, such as the MTT when he says plans to upgrade public transportation in several cities, and when it works MOP benefit even private transport at the expense of reduced access to and coverage of public transport (some urban highways as Vespucio North and South):

Diagnosis (extract)

Currently, the State has the authority to manage transport system as a whole and induce different types of development thereof, may act alone or by regulating the activities of third parties. However, the dispersion of authority to various government agencies with different priorities, resulting in uncoordinated actions, and in some cases contradictory. The powers that relate to the transport system found in the following entities:

• Ministry of Public Works (MOP)
• Ministry of Transport and Telecommunications (MTT)
• Ministry of Housing and Urban Development (MINVU)
• Municipality of the Metropolitan Region of Santiago
• National Environment Commission (CONAMA)
• Ministerial Secretary Transportation Planning (SECTRA)
• Metro • Municipalities


The Transantiago Plan Inter-Ministerial Committee was composed of all the organizations mentioned above, with the exception of municipalities and, in our opinion, lack of coordination was evident: Transantiago was An example of underestimation of the importance and complexity of the issues involved in the implementation of a transportation system of the magnitude of this plan.

Recommendations (excerpt)

The definition of an institution must:
- Ensure coordinated government action in the various areas that affect system transport.
- Allow a good environment for private sector performance.

To achieve this we need to create a set of new public entities, transportation officials will call that:
a) Concentrate powers relating to the transport system, which currently are assigned to different organisms, that must be present to private. This action will promote consistency and efficiency in resource use in order to comply with the
goal of providing an adequate level of mobility for citizens.
b) Have a territorially decentralized action to fit the conditions premises and be responsible with the affected community.
c) have the financial and technical resources appropriate to the nature of these tasks.

The Ministry of Transport has never had the necessary financial and human resources, or has control over resources allocated directly to the financing of transport infrastructure in the development aspect of the system. Moreover, in the opinion of this Committee the bill creating a Metropolitan Transportation Authority, does not meet the above conditions, since among other things, not attributed to the AMT virtually no power not already on the MTT. In this sense, we the law in question is an important step in enabling better internal coordination of the MTT, but it is highly insufficient to ensure a consistent government action in the various areas that affect the transportation system.


----- (1) Phil Goodwin, Solving Congestion

Other related articles:
1. Pricing for congestion (fundamentals and explanation)
2. on road pricing and beach soccer (challenges to road pricing)
3. Preemergence (shows that the main cause of pollution due transport in cities is the car, no public transport)

Cause Of Malodorous Urine

Solving congestion, Part 1

This is a free translation of excerpts from the inaugural session chair Transport Policy, University College London (UCL), Professor Phil Goodwin .
October 23, 1997

My first approach to the formal analysis of transport was the paper of Smeed and Wardrop 1964, written before both came to UCL, surely one of the great classics among transport studies: "An Exploratory Comparison of the Relative Advantage of Cars and Buses in Urban Areas. " His argument was instant attraction (for intellectuals, not always for the politicians) of the counter-intuitive: If everyone were to travel in the slower mode of transport, the bus would travel faster than if everyone chooses the fastest way, the car.

Image: Costanera Avenue roundabout to reach Perez Zujovic, Vitacura, Santiago. (Source: La Tercera)


The reason this is true is a fundamental relationship in our area, the flow-speed curve. This shows that the more traffic there is on a road, the slower is the circulation, an effect that is more and more severe as the flow approaches the maximum network capacity, until finally the overload is so extreme that vehicles can not be moved. We can define congestion as the impedance vehicles impose on others because of this relationship. This helps us understand that the reason behind the congestion is not the work on the road or taxi or an accident: it is trying to operate with traffic flows too close to the network capacity, a situation in which any such incidents have a disproportionate effect.

Armed with this law, Smeed and Wardrop estimated that the number of cars required to move a given number of people is much greater than the number of buses, then a transfer of people from the car to bus would make traffic move more quickly in certain circumstances be sufficient to overcome the extra time waiting for the bus, walk to the destination, etc..

But there is a downside. For us it is almost always faster to travel by car, so we have little incentive to do otherwise. It's one of those cases where individuals pursuing their own good (Adam Smith ) not lead to greater happiness for the greatest number ( Jeremy Bentham). The benefit will only be achieved through intervention is in the allocation of road space, bus-only tracks, for example, or by charging.

Smeed Another important contribution was his participation in the committee road pricing, which in 1964 gave some kind of official approval to the proposal of Alan Walters on economic welfare can be increased if the-road use perceived as a good "free", was reflected in charges.

The reason why road pricing provides a benefit is congestion. Every driver, when using roads or busy streets, imposing delays on all others, and these delays are not considered by the cost driver in their decisions. Thus, some trips are made by a route that the benefit received by the driver is less than the cost (extra time) it causes the rest, so the total time consumption is higher than it should be. But so far the history of road pricing has been marked by study, flirtations, lack of support and interruptions. The reason for this, in my opinion is that nobody has taken seriously the implications of a few lines of calculation in the Smeed Report, which is somewhat obscure show that although certainly road pricing reduces congestion, most of benefits is this relief of congestion, but in the collection that is obtained, which occurs once the benefit is used.

latest analysis shows that if road pricing were applied in a way that also have environmental benefits and provided enhanced economic benefits to commercial vehicles and buses, then amplify total benefits. But the essential point is the same: to a large extent the benefits are realized through the use of money raised. This is the reason why any discussion on road pricing without special attention to the use of proceeds is inherently unlikely to generate a consensus for their support. This is an axiom of contemporary transport policy. Then

Now we have these two important propositions: congestion could be less if people use slower modes, and if you pay for something that they feel as free today (*). As policy statements, lack the appeal to transform them into manifestos. The proclaimed "slow and expensive" does not inspire. But let me suggest another axiom: if there is a policy that genuinely enhances efficiency, then there should be some form of implement to generate support: no benefit to gain, those earning more than the losers.

So why this sounds so unattractive? Where is the flaw in the argument? Where was the defect 30 years ago?

One problem was that the tools we had to understand how individuals made their choices were to go wrong and biased, and another was that the economic orthodoxy wrongly classified the collection of road pricing as a "tax." But the real barrier to implementation was that the spirit of that time was in a completely different direction. Had a more easy, comfortable, modern and entertaining way to solve congestion. Could simply "build our way." If the traffic reaches levels very close to capacity, the capacity increases. Since the late 50's onwards, the traditional transportation planning was what Susan Owens called predict-and-Provide (predict and provide). The axiom was: first predict how much traffic is going to be, then build enough road space to satisfy. This rule resulted in a rapid and massive expansion of roads and highways, now we can not imagine modern life without them. Also resulted in what now appears to be a serious error: The destruction of the heart of some of our cities to make room for new urban highways. Here, our imagination about life without them is easier, indeed in many central places capacity vial is shrinking or closing, in order to return the space to more productive use, although many historic structures are gone forever.

For better or worse, the axiom predict-and-Provide had its highest point, by one of the ironies of history in their final hour, the road construction program in 1989 based on predicted traffic called Roads to Prosperity (Pathways to Prosperity). This was the last time the government proposed a road program that tries to meet demand. It was launched with great fanfare, even though even before the proclamation was already known that such a program could not keep pace with traffic growth.

In fact, the unquestioned study showed that even a fancy program, 50% larger than Roads to Prosperity would not be able to keep pace with traffic growth.

Now, suppose that road capacity is expanded at a slower rate than the increase in traffic What next?

The result is due to arithmetic, not politics. The number of vehicles per kilometer of road could only increase, and therefore would expect the congestion to get worse (either in intensity, duration, geographical area or a combination thereof). Supply road space will not increase, because it can "to meet demand. In practice, predict-and-Provide inevitably means predict-and-underprovide (predict and subprovee). One strategy is to build roads whose base (in cities) will not improve travel conditions. We call this new realism.

mid 90's, the same idea began to spread intercity roads as well, especially after the advisory committee that will report SACTRA road construction when there is congestion, often resulting in an increase in the total volume of traffic, then a short period of relief from congestion, relegating to history untenable claim that the volume of traffic is not affected by the conditions of travel. This opened the door to recognize that the amount of traffic is, in part, a result of policies, and therefore is subject to some degree at our discretion.

So we have two propositions: we can not adjust the supply of road capacity to projected demand, and demand is not inoxerable, exogenously given, is subject to influence.

(continued)

------- (*) Finally, congestion charging was introduced in central London in 2003.

Burning After Rephresh Normal

Asquerosa

is

What's A Dongle Driver

evasion The transport engineering is dead

by Freddy Ponce Badilla [1]


After nearly a year of implementing the Plan for Modernization of Transportation Santiago there are several sequels and victims of the 11 months of operation of Transantiago. For the moment, users of a system that clearly was not ready to start its operation.

In government should leave office, a Minister of the Interior, a Ministry of Transport, a Transantiago Coordinator and the Manager of the Consortium of Banks and Financial Institutions as part of the AFT. Also, since the currency has already been announced in the coming days will be renewed sector teams have been involved in every stage of Transantiago. Also, you can not fail to mention that the problems of public transportation in Santiago have triggered a political crisis never before seen in the 17-year rule of the Coalition.


However, one of the largest homeless, and about which very little has been said, is the Civil Engineering degree in Transportation. In fact, the implementation of Transantiago meant to Engineering Transport as has hitherto been taught at the universities of our country, mainly at the Universities of Chile, Catholic and Concepción.

Before going into details and arguments, and as a reference to those unfamiliar with this professional and academic, some background that can illustrate better the understanding of this article:

• In its infancy, civil engineering, transport derived from civil engineering works as a specialization in construction related to transport infrastructure. Indeed, this branch of knowledge arises from the need for civil engineering professionals to specialize in the design, planning and execution of works whose special features made them different from other civil works construction. Thus was born the specialization in transport for those civilian engineers and professional whose specialty is the construction of airports, ports, roads and railways.

· Rear, advances in knowledge and needs a greater degree of understanding of the phenomena, but most of the externalities caused by transport, possible that the resulting engineering expertise for research, development and teaching of specific topics such such as transport economics, the theory of traffic flow, transport demand and transport networks, leaving a junior level teaching materials, and construction management issues.

· In the late seventies and early eighties, leading academics and researchers from the traditional universities of our country went abroad (England and USA [2], in most cases) to improve knowledge of transport. Thus, in light of the review of developments that have experienced the curricula of civil engineering transportation provided by traditional universities of our country, the result is clear and obvious: transport teaching definitely led to theoretical and conceptual aspects of civil engineering, transport, focusing on education and discussion of simulation models, apart from matters related to the case study, the traffic engineering and management of transport companies.

· Without any doubt, the universities and academic training led this bet, got what you deserve. Proof of this is that:
o Most teachers who teach in the classrooms of our country's leading universities have master's degrees and doctorates.
or are part of the international circuit of conferences and seminars of transport, as the organizers, exhibitors and / or referees.
or international media frequently publish specialized reference, in most cases, issues arising from the discussion of transport models.
or are frequently cited by researchers in other countries, articles and periodicals in transportation research related discussion of transport models.
or were able to create / adapt special simulation models for the mobility conditions of our country.

Notwithstanding all these "achievements", there can be no Transantiago doubt meant not only the death of Civil Engineering degree in Transportation, but also the need to reinvent the academic models on which to base the training of new professionals in the future will dare to explore this question race engineering.

First, and to support this claim, it is worth mentioning that the need for a quality public transport is a requirement that must be permanently manned by the government, which is enshrined in the Constitution and should not, or may be the poor relation of public policy. Indeed, there is no place in the world where policies, plans and environmental programs, energy, health and road safety can not be sustained on a public transport system that is not only attractive, but efficient, effective and good quality for its users.

While at this point, there are reasonable doubts about the need in the Government to reform the old system of transportation in the capital, is worth remembering that it was a service that was poorly rated by users, which was responsible an important part of air pollution and brought a lot of people died in traffic accidents in which they saw involved.

The obvious need for reforms transport system was met with which, at that moment, were recognized as top specialists. Those who constantly write in journals, participating in conferences and seminars and were the authors of the simulation models dealing permanently for evaluating investments in transportation infrastructure upgrades such as Metro and urban concessions. It was they who convinced the authorities of the need to re-organize the existing routes mesh until then and that was the fruit of 50 years of adjustment and operation. The reasons given were technical and economic irrationality of the mesh of routes.

However, the strength of their the technical arguments [3], the fact is that these same explanations could not be displayed with the same forcefulness minute walk Transantiago casting. One reason for this situation was the rigid conceptual and intellectual arrogance that was met solving a complex problem, which resulted in the mesh of route transit, without scales, from an irrational to another.

Using an analogy of the air transport market, the old mesh of routes [4] would be the equivalent of having available a flight from Santiago to anywhere in the world, at any time, without a stopover anywhere . While this may be a nice dream everyone knows that the flights are scheduled according to the demands of passages that are the origins and destinations. Indeed, though the wicked are a paradise islands that anyone would know, the truth is that anyone who wants to travel to that destination, knows that at least should make a stopover in Europe or Oceania. Any other situation would be unsustainable from the standpoint of technical and economic.

Following the same analogy, the new mesh of paths represents the other extreme of what would be unwilling to do or to tolerate a trip on a commercial airline. This mesh of paths [5] that we might, for example, travel to Buenos Aires, not only by scale but by changing planes in Mendoza and Cordoba then.

Despite evidence of failure, defended the simulation model to absurdity, causing immeasurable inconvenience to users, a serious political crisis and a loss of credibility in the technical support which has been based coalition to govern these 17.

Regarding this last point, Transantiago broke a balance that has allowed the ruling coalition is the most successful in the history of Chile: politics and technocracy. Indeed, the equation that combines the one hand, respect of technical the difficult art of governing a country and, secondly, the political confidence of the technical solutions to structural problems arising in our society, was severely affected by poor design and implementation of public policy. Transportation engineers must take responsibility that they bear in the alteration of this formula no longer enjoys the confidence of the main actors of society.

Cortázar Minister's efforts have meant, among other things, add new routes to the grid without the need to wait years the results of the simulation model, but with common sense and the demands of users public transport. The result is that the valuation of the New Transantiago is rising among whom use the system [6].

The challenge is great. Not only is re-inventing a professional area that has been seriously affected, it is also necessary to see how to put back the trust between the political and technical. On this occasion, transportation engineers have the floor again.


[1] Civil Engineering in Transportation, University of Chile and Master of Transport of the same university. -----


[2] It is noteworthy that, unlike what happened in those moments in our country the distribution of different types of travel (modal split) widely favored private transportation on the public. In fact, government efforts, scholars and technicians in these countries were focused mainly on transferring trips from cars to mass transit systems. By contrast, in our country travel on buses accounted for 70% of motorized trips in the city of Santiago.

[3] demonstrated through the results of simulation models, economic indicators and complex theoretical concepts.

[4] Under the old system for less than 10% of users to make transfers in their travels.

[5] The mesh of paths that users faced on February 10, 2007 contemplated transfers by over 60% of trips.

[6] The assessment of Transantiago is greater among those using the system than among those who do not use. The influence of the media is vital for this condition occurs.

Point And Shoot Camera Fastest Shutter Speed

Transantiago aftermath of Experts advise

René Cortázar announced the creation of a panel of experts who advise to improve Transantiago.

The invited are:

- Paul Allard, a professor at the Catholic University
- Leonardo Basso, a professor at the University of Chile
- Juan Enrique Coeymans, a professor at the Catholic University
- Ana Luisa Covarrubias , Libertad y Desarrollo researcher
- Joaquín de Cea, a professor at the Catholic University
- Louis de Grange , professor at the Universidad Diego Portales
- Juan Esteban Doña , Consultant
- José Enrique Fernández , professor at the Catholic University
- Rodrigo Fernández , professor at the University of the Andes
- Gloria Hutt, consultancy Steer Davies Gleave
- Marcela Munizaga , Professor at the University of Chile
- Juan Carlos Muñoz , professor at the Catholic University

The group is composed mainly of academics and researchers in the field of transportation engineering, which seems to be an opportunity to "redeem" the profession, which has recently fallen somewhat out of favor with the public for obvious reasons. This is a good opportunity for the technical criteria (aimed at improving the system from a standpoint of social benefit and not just the economic feasibility) can be heard and (hopefully) implemented.

The team will work until March, when that will deliver a report on its findings and recommendations ... I look forward to.

Sorority Community Service

Cortázar Vespucio Oriente, development and citizen participation: The case of The Queen

(Mercury)

By Arturo Didier

Building Vespucio Oriente highway has attracted the interest of the majority of the districts of the eastern Santiago. However, different communities have asserted their positions in different ways, from the millions provided by communities such as Las Condes and Vitacura to strong advertising campaign made in The Queen.

The Queen, despite being a community considered ostentatious has a very heterogeneous as far as socio-economic terms. The areas adjacent to Avenida Américo Vespucio are middle of Vicente Perez Rosales eastward intensive sectors coexist economic well north of Avenida Larraín, while to the south there is an area of \u200b\u200bpoverty as the historical and Villa La Reina .

Despite the heterogeneity, there is consensus in the historical areas of the district (especially in the middle adjacent to Vespucci, who formerly belonged to Providencia) in maintaining the friendly community spirit of small businesses and essentially low altitude. That's why it failed the process of modifications to the Zoning Plan initiated by the municipality in 2005, which basically trying to increase the maximum building heights and transform it into a commune type Las Condes and Vitacura. This process of change was found with a large citizens' movement that arose spontaneously about this radical change. The municipality, through loopholes, tried to circumvent public participation contained in the law governing changes to these community plans.

The major reaction of the neighbors persuaded the city temporarily stop the process. The new process changes to the master plan (2007) and is not intended transform the Queen in Las Condes, but two new factors pushing for amendments aimed in the opposite direction as requested by the neighbors: Americo Vespucio Oriente highway, and the entry into retail scene consortia.

While it is true that the city made a strong campaign against the construction of the highway surface or height was not defending the quality of life of the inhabitants of the commune, but in view of the future real estate development that residents had rejected the opposition to the regulatory plan of 2005. Neighbors, this time through civic organizations (1), were mobilized and deployed on numerous occasions the then Minister of Public Works Eduardo Bitran, demanding that this time not to occupy the cracks concessionaires attended other urban highways in the capital to not submit to their respective environmental assessment processes (just see the effects spatial segregation caused by these ).

The uncertainties associated to the change in Public Works

Bitrán change by Sergio Bitar raises doubts as to the process that the minister had committed to the community. According to information emanating from different media, Bitar said the importance of returning to reactivate concession that many projects were trapped in assessment systems. In fact, Hermann Chadwick noted the positive change of minister highlighting the excessive analysis being conducted on the public works concession projects and hoped that this situation will change under the administration Bitar. That is, the questions arise out of fear that the new guidelines of the ministry aimed to prioritize the investment of cocesionarias over the viability and proper evaluation of projects.

However, Bitran was not free from criticism. While working on a reform of the concession law, information on the draft Vespucci was not freely available. In fact, it generated much criticism by declaring that the Queen was densified for Vespucio Oriente highway fund. For residents, many questions: The Queen has a very poor road infrastructure. Has only four ways out of it: Bilbao, Prince of Wales, Echenique and Larraín. In the medium term, there is uncertainty regarding the announcement that construction of the highway would be in semi trench cover between Bilbao and Greece. That is, at some point cut trench construction on the road out of the commune. In the long term, there is concern about the collapse vial can cause extra incentive to fill car produced by urban motorways. We consider that the Queen, despite having pockets of poverty, is the third municipality with the highest rate of car ownership per household in the capital. Needless to say, the emergence of the highway in a sector that is purely residential short-term change in lifestyle of people in the sector, and in the long term, the highway will mean radical changes in the sector.

Malls: the new players that drive the urban transformation

The proposed new amendments to the Plan Regulator considers the possibility, not yet approved or subjected to public participation, some poles which increases the maximum height for buildings. This fact is being used, or caused - by the interests of retail companies that have set the Queen as the site for the location of their new projects.

D & S for months began with the major works of the project located where it was located the old disco Las Brujas. Despite opposition from neighbors and that the works do not have the respective permits, work has continued under the broad view of the authorities concerned (there's even a presentation to comptroller, which should act on the matter during the few days). You should consider the intersection in which it is located today and enjoy the day with periods of high congestion, particularly in Prince of Wales.

Plaza

The group announced this week its new project will be located in the Plaza Egaña sector, making use of the new amendment not agreed, and even announced that he would be running before the end of 2008. Added to the site of the highway, it is clear that Egaña Plaza residential sector, high pedestrian traffic between Queen and Providencia, will never be the same.

Proposal Egaña Plaza mall (La Tercera)

Certainly the process Urban renewal is inevitable. The only expectation you can have is that hopefully these changes have any relation with the choice they have made the residents of the community and try to be respected to some degree their quality of life. The inhabitants of the Queen is not in itself preclude the siting of new commercial or new infrastructure. While the market that will form the urban landscape of our city, it is expected that the relevant authorities to make vouchers their powers and functions, and no longer vulnerable to the inhabitants of the city.

-------- (1) defend the Queen: http://defendamoslareina.blogspot.com/ Defendamoslareina@gmail.com
Friends of The Red Queen Environmental: amigosdelareina@yahoo.es
Queen Now
lareinahora@gmail.com


Related articles:

urban motorways, high-segregation speed ( Part 1, Part 2 )

Bad News for Santiago (more highways)

Multipation Chart 1-30

Transantiago, the view from the rampant ignorance

For Francisco Martínez (*)

What happened to the project has caused Transantiago a high level of local excitement, social and political, also capturing good deal of interest from academia (national and international) interested in public policy. To this have happened and will happen, several corrective actions, as the Minister has addressed the Cortázar, and attempts to understand and explain what happened, as is the case of the Chilean Parliament's Committee has issued a report of its investigation distributing responsibilities and justifications; come, certainly more political and technical reports, and other actions.

This is a case of great interest to be analyzed from the perspective of the evolution of economic and social systems, which monitor the systems with special focus on its dynamics. The apparent collapse in this case, coupled with the fact that we try to follow in the direction of the changes made, showing is a big deal in this regard, although much higher or lower settings, makes this experience very unique.

is necessary to begin describing our object of analysis. Due to its complexity, we can conceive of public transport (STP) in Santiago as a system composed of several subsystems, operators and consumers, with great interaction with each other in what the market called TP. In turn, STP interacts with other transport systems that define the urban transport system, and private (cars) and goods transport (trucks), all of which utilize a scarce resource that is the road infrastructure, that being poor causes congestion. Following the description, the STP is a part of the urban system, where several other systems interact, on one hand the commercial and residential activities, to compete for land use, and secondly the environment with which it interacts consuming part of its clean air. Finally, the urban system is embedded in the national system.

This brief and limited description sets out four in ascending hierarchies are agents, transportation, city and nation. It also defines responsibilities for the use of scarce resources: time (Congestion), space (infrastructure), air and economic resources. Among the systems there are flows of interaction between higher and lower levels, in that the total resources available in a subsystem depend on processes occurring at the top level, for example in the urban system and resources are distributed in the lower level occurs competition for resources between transportation subsystems. In the upper set and at the bottom, what processes are controlled by available resources.

A novel feature of the evolutionary view is that means not only financial resources but also several elements that restrict the ability of developing a system. In this case it should be mentioned, at least, financial resources (funding), the political-administrative (institutional), human capital (education, knowledge, experience) and infrastructure. Another feature of this view is its recognition that systems are subject to findings and different impulses that keep in constant movement. When these impulses are lower, the systems tend to recover, when they are older evolve to other states clearly differ in their use of resources and organization, a process that is accompanied by instability on the one hand and innovation on the other. Third feature: the impulse may come from internal actions system, external actions of other systems on the same level or higher-level external actions which modify the conditions substantially. Fourth feature, the systems are subjected simultaneously to slow and fast changes, the former are predictable and easy to adapt the latter are less predictable and accumulate until the system can not hold more in its original condition. Fifth and last, the socio-economic developmental systems have memory and anticipation, unlike other ecological systems.

Taking this conceptual description of the dynamics underlying the process faced Transantiago, we try to explain what happened and try to anticipate what is coming. Urban transport was at a well-balanced long. The description of a well to imagine stability and high resistance to change that had accumulated by way of private sector and the political structure and laws. Moreover, outside the well system, in particular the dynamics that have adopted other systems or markets in the country over the past 30 years, caused the balance shaft is slowly transformed into a top very unstable, even with a small well (no deeper) even in the top. Not a huge destabilizing force required for the system to prove its instability, was observed when Owners of buses (to their surprise) failed to use the classic mechanism of failure to return to the traditional balance, thereby unleashing a process of striking change, as are the transitions from one steady state to another.

Admittedly, there was a degree of anticipation of interest in this process of instability by technical institutions (universities and government), who had expected a new well which could be achieved a new stable equilibrium, called the Program Santiago Urban Transport (PTUS) , within which was a well designed interior called Transantiago. It is remarkable that such a design, consider the dynamics systems that define the global context for the design, consisting of the urban system, and higher still, the economic system, social and environmental situation and the globe. For example, consider the improvement of school location (urban system), the need to optimize the use of cars (transport system), demands to reduce pollution (urban environmental system) and energy (global warming). It also addresses the institutional problem, as one of the main shortcomings to innovate in the urban system and achieve long-term goals set. Another interesting indicator is that defined an index to measure how positive New Balance which are crossed: the percentage of passengers on public transport Shall remain stable over time. The interesting thing about this indicator is that it responds to higher processes, such as economic growth very significantly affecting the increase in the purchase and use of cars, and other indicators such as the price system.

happened that the conditions for creating the well PTUS not materialized, but the well Transantiago materialize under a certain design. In this scenario, the evolutionary process of public transport started, but rolling down a concourse without finding that it would host PTUS well for stability. This continues today, ie Transantiago can evolve in many directions because it is immersed in a system that will give conditions for a stable equilibrium. To illustrate, there is no guarantee that Transantiago success in keeping the modal split at some level or rank, or the city with or without Transantiago evolve into a state of greater or smaller, or that operators be able to establish an attractive business, etc.

In my opinion, the main cause of failure in implementation lies in the precarious PTUS institutional component, ie the anticipation of the technicians could not change the political and institutional conditions to govern the process of change, even when they were established in PTUS own, but instead there was such a political component to drive change that destabilized urban transport. In the absence of the necessary institutions, Transantiago was developed project from the highest political level, which included the role of presidents and ministers. With these actors relevant variables were discussed at that level the political system, but concern was inhibited step (financial and technical resources) for a suitable design in detail and a change control process that ensure coordination actors that make up the Transantiago.

The year 2007 began with the implementation of the project is unleashed surprise the initial collapse of the system at the operational level, but simultaneously supports the participation and commitment of the operators and the Government. The latter has sought to reduce the instability of the system with emergency measures, while maintaining the orientation and overall project design. It has focused on contracts with operators, the upward adjustment of the fleet, the implementation of fleet management systems and the new form of integrated fare payment and electronic, and improve operations in some stops. Another issue of high political impact has been publicly funded. This describes a mature setting, governed by the vulnerability of actors and the emergence of innovation, not only in what had been designed, but in the form of a variety of proposals on how to organize the system to restore stability. The diaspora of views covering the entire spectrum, from nationalizing everything, including subsidies, through the restructuring of routes. The instability is observed not only in the in a variety of views, but still more in the fact that some of them break up fees deeper ideological parties where you wield, causing great instability in the parties themselves.

Could stability be reduced with more timely and gravitating action of some actors political or technical? This is the question I tried to answer the Parliamentary Committee. The evolutionary approach does not fully answer the question but does see that the decisions reached at the highest possible, thus integrating the entire political system of government. Second, the lack of predictability and surprise disaster, despite the conceptual advance that he shows to address a larger problem such as PTUS required to take a political risk also increased, on which there was no recognizable benefit or perception of increased cost was going to happen. Example of tasks for a new institutional framework are many, including address the issue of right of way for users of the transport system leading to policies of exclusive lanes and congestion pricing, tariffs and subsidies to public transportation, the disabled, students, and other items included in the PTUS.

This analysis suggests that our institutional system requires fundamental reform, giving it a more permanent capacity to adapt to innovation. This is the first lesson from the experience of Transantiago, and how it creates an effective change in the institutional order will depend not only how we face similar transformation processes, but imagine the possibilities of even deeply innovative new processes. Without an adequate institutional framework, to incorporate greater stakeholder participation, greater recognition of the expertise and greater decentralization of power, the natural reaction of an evolving system is to delay the changes, although they are clearly identified in light of the slow variables that observed in larger systems. Procrastination is a conservative policy that inhibits innovation in favor of stability, but at the cost of bringing the systems to the ends of their passing ability after the collapse.

The vision presented here puts its focus on long-term dynamics of the urban system and arises from both the reflection on evolutionary systems that integrate the economic, social and environmental, as the experience of Transantiago. That is, is itself part of the evolutionary process. I can not stress the importance of this perspective, since the current instability of the system is essentially a unique opportunity for our country that already pay the cost, which consists in learning to build more sustainable and adaptive systems, which have an impact on the way to make policy under changing external environments such as climate and the rapid growth seen in our economy.


(*) Academic Division Transportation Engineering, University of Chile
Member Millennium Institute for Complex Engineering Systems
Director of International Centre for Sustainable Urban Researcher
Chilean-German Project "Risk Habitat Megacities" .