Transport Beautiful

In my first before post before my departure, I wrote that I was going to have my eye out of on beautiful transportation during my fellowship. Ever since I had the honor and privledge of being involved with the How Philly Moves project at the Philadelphia International Airport, my appreciation for  public art has been amplified. I want to share with you three of my favorite pieces of public art at transportation hubs that I encountered in the last five weeks. 

The first is at the Brisbane Airport. Like How Philly Moves, the canvas is the side of an airport garage, in Brisbane, the California based artist Ned Kahn suspends more than 117,000 shimmering aluminum panels attached to a steel structure over eight stories covering nearly 54,000 square feet.  The piece was inspired by the Brisbane River and is apparently untitled.  

The second is the Dome of Light installation at the Formosa Boulevard Station of the Kaohsiung MRT by Narcissus Quagliata. The dome is the world's largest public art installation made from individual pieces of colored glass and  thematically addresses four stages of life Water: The Womb of Life; Earth: Prosperity and Growth; Light: The Creative Spirit; and Fire: Destruction and Rebirth. This glass installation is illuminated in the evening and transforms the main connecting point for Kaohsiung’s two metro lines into a modern cathedral like setting that is a destination unto itself.

 

The last is City in a box: Minature Taipei Octology by Feng Jan Huang at the Taipei Metro’s  Zhongxiao Fuxing station. It is part of a temproary exhibit installed by the Taipei Museum of Contemporary Art. I can only imagine the reception that this piece might receive by some art critiques for its cartoonish presentation. Upon close examination the complexity of this temporary installation is evident. The miniature scenes shown in each of the eight window boxes are as whimsical as they technically impressive.  I passed by this piece no less than two dozen times in the 10 days I spent in Taipei. Every time I passed MRT passengers were engaging with the boxes.  Seems like a successful installation to me.

Getting smart about smart cards

SEPTA is preparing to bring Philadelphia into the 21^st century with new payment technology and leave tokens behind.  During my fellowship I’ve had the opportunity to meet with some of people behind both the successful implementations in Taipei and Adelaide and the struggling implementation in Melbourne and use the system in Hong Kong.  

In Melbourne the implementation of the Myki (myki) system has been arduous with costs exceeding initial estimate by AUS$500 million, though opposition politicans are fond of using a different baseline and citing AUS$1 billion in overruns.  Australia often uses special purpose entities for the implementation of large projects and created a Transport Ticketing Authority (TTA) to implement myki. The TTA has its own executive team and board of directors.  The system is also far behind the initial schedule set for implementation and experienced variety of deployment hiccups. The project has been the subject of numerous inquiries by various government departments (though nothing criminal). It’s my opinion that governance was not necessarily the issue here as special purpose entities have been successful for smart cards and other projects. After siting down with some of those who've witnessed the issues first hand, here are some lessons learned from Melbourne:

Recognize that new payment technologies are complex IT projects - Public transit agencies typical build and project managing infrastructure projects and IT is a different beast. An ombud’s review of the Melbourne implementation sited research done at Harvard Business School which finds IT projects are more likely than other costly projects to not simply have cost overruns, but to have cost explosions, with final costs being several hundred percent more than initial estimates. Any who has lived through the implementation of any sophisticated it systems has probably witnessed this themselves. 

Give the project the time it needs – Hong Kong implemented its system over five years. London implemented the oyster card over nearly 10 years.  No system is the same, every new payment system is essentially custom built, so doing it right takes time. As Secretary Betts noted in recent testimony, “You do not want people implementing new ticketing systems to be leisurely because it burns money as time passes, but the two-year time frame was always going to be unrealistic.”  The time frame that Melbourne set for itself put managers and politicians in a corner in to meet public expectations, which resulted in an implementation before the system was ready and a raft of initial problems.

Recognize that these projects have a higher degree of policy risk than other projects - While it is true that smart card systems can accommodate any kind of fare structure, changes cost money to implement.  Having a clear view upfront is important.

Contracts should not be solely outcome based - Contracts for smart card technologies need to include technical requirements. It's fasionable to talk about outcome based performance measures, but the Melbourne experience reminds us that with too much focus on outcomes it is hard for the either the public sector or the private sector to be able to adequately assess the projects risks and costs.  

If you are interested in getting into the details here are some links to reports:

Audits Committee Parliamentary Inquiry – the testimony of transportation secretary Jim Betts is a good read (if you like reading this sort of thing).

Ombuds Report on IT projects including myki

Auditor General Report on fare evasion

 

Adelaide

Adelaide launched to the general public their smart card in just the last few weeks seemingly on-time and budget.  The good news for Philly is that Adelaide and SEPTA are using the same firm ACS for smart card technology. All the officials I met with had praise for the professionalism of the team. When we discussed factors critical to the success of the implementation to items kept coming up communications and testing. The Adelaide system was tested over 12 months by 10,000 customers. They startedg with a group of employees, then moving to a select group of commuters, before releasing a few thousand cards "into the wild." Minister for Transport Services Chole Fox told me, “we must of launched this six times already, but it’s not just because we politicians like launching things. Testing the system to get it right was important.  The launches were also opportunities to educate the public and get them excited about having their own MetroCard.” Customer up take of smart card technology is critical for systems to experience the benefits of smart cards.  Marketing for the system is everywhere, including a small army of customer service agents promoting the system at transit hubs, libraries and malls to help people get their cards.

Taipei

Taipei’s Easy Card has been in place for more than a decade and shows the potential of smart card technology. Like Melbourne and the MRT system, Easy Card is its own corporation. Founded in the year 2000, the company has a capitalization of about US$25 million. Government shareholders include the Taipei City Government and the Taipei Rapid Transit Corporation own about 40 percent of the company with private corporations including: the Fubon Bank, 12 bus companies in Taipei City and New Taipei City, Mitac Inc., Cathay United Bank, Taishin Bank, China Trust Commercial Bank, Mercuries Data Systems, China Engineering Consultants, Sanmen Technology and other companies owning the remaining 60 percent.

Over the past twelve years the Easy Card Corporation has expanded opportunities to use the card. The EasyCard’s are now accepted at for small purchases at convenience stores; registered cards now function as library cards and for using the Taipei bike share system. The card is also accepted for Taiwan High Speed Rail Trips, Maokong Gondola service, Taipei Zoo admission, bus services and river boats.

During a lunch with former Easy Card Chairman Sean Lien (2009 Eisenhower Fellow) he cited the 2009 strategic alliance with 7-11 and the marketing of cards as a fashion item as key achievements. The strategic alliance with 7-11 brought Easy Card payments into the thousands of stores across Taipei. With each transaction, Easy Card earns revenue.   

Each red dot is a 7-11View Larger Map

Easy Card has issued more than 30 million cards since its launch. The company regularly releases new cards with latest pop culture icons, hot brands and new initiatives on them.  During visits with the DOT, MRT and U Bike (bike share) offices, everyone offered me their custom branded card.

Some key features of successful smart card systems

Widely available – Make the card available for sale at convenient outlets over the long term (e.g. supermarkets, convenience stores, banks, newsstands etc).  In the short term, make them at unique high volume outlets like malls and stadiums.

Easy recharge and auto recharge – Offer an auto recharge option and make sure to offer recharge on line, at stations, on vehicles and at outlets where cards are available for sale.

Lost card value recovery – A great incentive to get a card is that if you register your card you can get back the value if it is lost or stolen. Most cities offer this service if you have registered your card with the agency.

Guaranteed lowest fare – Guaranteeing passengers that they always pay the lowest fare (e.g. once you hit the cost of a weekly ticket your travel is free for the rest of the week) makes operators uncomfortable, but customers shouldn’t pay an "idiot’s tax" as one executive told me. The lowest fare guarentee  encourages more trips when people know that they will always pay the lowest fare.

A tourist and occasional user friendly system – Adelaide is maintaining a single ticket system. Taipei has single use tickets that come in the form of a plastic token. Hong Kong has specially branded tourists smart cards. Making the system easy to use for tourists will be critical in a City like Philadelphia. That means multilingual information and sales available at hotels and tourist sites.

Slow phase out of the old system – It is important to allow time for the new system to stabilize.  There will be problems with the new system.  An agency needs time to get the cards in the hands of customers, while some will say its too difficult of expensive to run two systems doing it for 18 months to two years makes sense.  

 
A final thought
There is the potential that SEPTA may leap over some of these issues, particularly the tourist and occasional user issue, by accepting credit cards at the fare gate. Even with this option, I think Philadelphian’s will prefer to use a SEPTA card (to be named).  With a few millions cards out there, it is interesting to consider the potential of spinning off the fare payment technology divisions of US transit systems to provide them the flexibility to generate additional revenues.  With the agency as the major shareholder the profits would then be poured back into the transit system.

Cycling life Taiwan

Here in Taiwan cycling has gone through tremendous changes over the past 50 years.  Decades ago cycling was major mode of transportation in Taiwan, but with economic growth and urbanization mopeds replaced the bicycle as the primary mode of transportation. 

Video and picture of two older Taiwanese holding on to the cycling culture of their youth.

Taiwan is home to the world’s largest manufacturer of bikes, Giant and a thriving bike industry. In fact I missed being in Taiwan for Taichung Bike Week, the major international bike industry conference that occurs each year. I did have the chance to meet with Giant’s foundation, the Cycling Lifestyle Foundation. The foundation is transforming cycling in Taiwan making it not only a means for transportation, but a leading recreational activity. 

Vicky Yang, the foundation’s president, told me about her efforts over the last few years. The foundation has worked hard to change the way citizens think about cycling. Beginning in 1998 the foundation donated 1,000 bikes to Taipei for a community rental program at newly constructed bike trails. In 2000 Taipei kicked off its first car-free days with the support of the foundation. Perhaps the biggest transformation is occurring with Taiwan youth with the foundation sponsoring rides for 16 (50K), 18 (100K) and 20 (circle island ride) year-olds that are becoming a rite of passage. The foundation attracted international attention when to celebrate the Republic of China’s 100^th anniversary they organized the One Bike One event when 72,919 were confirmed o be riding at one time around the island, though unofficial estimates place the ride at more than 100,000. The government is supporting these efforts with a massive bike trail building program occurring across the nation.

Use the minus (-) sign to see more trails or View Popular routes in the Northern Taiwan in a larger map

Among the leaders in this effort is Professor Hsin-Wen Chang of Chung-Hua University. She has been a key player in planning routes around the island and making cycling an important part of Taiwan’s tourist economy. Her work is paying off. Earlier this year, Lonely Planet declared Taiwan one of its Top 10 destinations saying, “So why is 2012 the time to visit? Because Taiwan is best seen on two wheels and in recent years the authorities have embraced the biking market with surprising enthusiasm, vision and (most importantly) funding. This year sees the linking of thousands of kilometers of paths, including two round-the-island routes, and a host of other cycling friendly infrastructure projects.” Taipei and Kaohsiung have extensive and easily accessible trail networks and a national network is in the works. 

Both Taipei and Koahsiung also have public bike share systems. I used Kaohsiung's C-bike system extensively while I was there.  The system of 50 stations and more than 4,000 bikes was built in a build-operate-transfer (BOT) agreement for about $2.5 million, with contributions from a government air pollution control fund, the city government, and the central government's economic stimulus package. 

Kaohsiung well used bike trail along its Love River

C-Bike Station

This trail along an abandoned rail line will be reconstructed when a light rail line is built in the next few years.

The bikes are not as sturdy as those in the North American Bixi and B-Cycle systems and after a little more than a year of service are showing wear.  Though that means they are well used and that is definitely what I saw riding around much the weekend.   

The Youbike system in Taipei was initially launched as partnership between Giant Bicycle and the City of Taipei with Giant picking up the costs.  Now with government support the system is rapidly expanding across Taipei. With expansion still ongoing the system is averaging 10,000 rides a day. The first hour is free and there is no membership fee. Vicky told me, “Taiwanese won’t pay for a membership, so we are going to have to keep working with the government on the business model.”

Sadly, it has rained pretty much every moment that I haven’t been in a meeting in Taipei, so I haven’t had a chance to try the system.

Pictures from the street

In my post How Taipei moves: an on the street overview I mentioned some features I didn't have pictures of, now I do. 

Dedicated bus lanes keep traffic moving smoothly.

Who needs an app when the information you need is on the street.

In Taipei, bikes ride on the sidewalk and are frequently given there own crosswalk(ride). When you spend your day as a pedestrian dodging mopeds bikes don't seem so annoying.

Bike are still reminded to yield to pedestrians on the sidewalk

Taipei's MRT is the first in Asia to welcome bikes on the system

Moped boxes are a common feature on Taipei's streets

 

Catching up on biking down under

During my fellowship I have had the opportunity to look at bike infrastructure in no less than six cities and I am pleased to report Philadelphia is doing very well compared to our counterparts in Australia and Taiwan. I'll write about cycling in Taiwan in a separate post, for now let me catch you up on what I saw down under. Philadelphia has three important advantages when it comes to cycling as means of transportation: we’re a largely flat city, we have dense residential areas within two miles of our job hubs in Center City and University City, and our often narrow streets (even those without bike lanes) are more comfortable to ride on than the wide expanses and fast move vehicles that make up streets in many other part of the world.

Australian cities are working to increase the rates of cycling for the same mix of reasons we are: cycling is a low impact form of transportation that when it replaces auto trips both improves air quality and reduces congestion and cycling is a great way for citizens to become more physically active. Australia is facing an obesity epidemic not so different from ours and has come to the realization that how we design and operate our communities can impact how we live.  Shocking, I know. 

There are also two important differences between Philadelphia and Australia. Transportation officials in Philadelphia are not so much working to spur demand for cycling, but working to keep up with demand. Australia has a mandatory helmet law. I always wear a helmet. After an accident more than a decade ago that put a crack straight though my helmet I have been known to harass friends who don’t wear one. That said, I don’t think mandatory helmet make a lot of sense and the Dutch even argue against helmet wearing all together. Speaking of helmets, if you haven’t see the invisible helmet, check this video out. 

The mandatory helmet laws have also been blamed as a key inhibitor to the success of bike share programs in Australia.  Both Brisbane’s bike share and Melbourne’s bike share are known to be struggling and requiring operating subsidies.  This is in contrast to North American and European bike share programs that have largely succeed without operating subsidies.   In Brisbane, I think the main inhibitor; however is the lack of good cycling infrastructure. There are few bike lanes (though some great trails) and the wide streets lead to high speed traffic.  

Peacefully sharing the space in Melbourne

Brisbane bike share system struggles to attract riders

Melbourne by contrast has the infrastructure and cyclists including those on bike share are a common site.  The Royal Automotive Club of Victoria (like the AAA of Victoria), who operates the bike share program, is addressing the helmet program by making them available at 7-11s for just AUS$5. RACV is a major advocate of multi-modal investments and provides road side assistance for bikes. As Brian Negus, RACV's policy director told me, "Our members don't just travel by car and we have interests in representing all their transportation needs."

Sydney has made considerable efforts to expand its bike lane network, but the political response last May from state elected officials was to require the City to get approval for any and all transportation related decisions. Though, perhaps to the states chagrin, the committee set up to issue the approvals just endorsed more bike lanes. 

Here are some links to bike plan documents for Brisbane, Melbourne, Sydney and Adelaide. We in Philadelphia and the US may be doing well on cycling infrastructure, but after looking at some of these sites I think you’ll agree our  government websites could use some upgrades.

Sydney Cycling Strategy - http://www.cityofsydney.nsw.gov.au/aboutsydney/parkingandtransport/cycling/CycleStrategyAndActionPlan.asp

New South Wales Cycling Information - http://www.bicycleinfo.nsw.gov.au/

Brisbane - http://www.brisbane.qld.gov.au/facilities-recreation/sports-and-leisure/cycling/index.htm

Queensland Cycle Network Program - http://www.tmr.qld.gov.au/Travel-and-transport/Cycling/Cycle-network-program.aspx

Adelaide Bike Action Plan - http://www.adelaidecitycouncil.com/development/major-projects/bicycle-action-plan/

Taipei MRT - a beautiful life

With a population density that is roughly twice Philadelphia’s, Taipei and the national government were smart to have the foresight to invest heavily in the Metro Rapid Transit (MRT) system in the last couple of decades. The pay-off is a city with modest on-street congestion that allows mobility regardless of what mode you choose, a convenient and profitable transit system and seemingly strong economic development around transit hubs. The metro consists of 101 stations on nine lines that currently cover 72 miles of track. There are currently another 44 stations and 32 miles of track under construction.

The Taipei Rapid Transit Corporation was created in 1994 to operate the mass transit infrastructure developed by the City and Federal Governments. The corporation is essentially a government owned company with 74 percent of share belonging to Taipei City, 17 percent to the Ministry of Transportation and Communications, nine percent to New Taipei City and about one third of one percent by a consortium of banks and Tan Eng Iron Works. The corporation runs at a profit with revenue from the fare box, station stores, revenue from Taipei Arena, parking lots, underground shopping malls and advertising revenue exceeded expenses by USD$26 million in 2011. The infrastructure, including rolling stock, is planned, designed and constructed by the Department of Rapid Transit Systems.  This separation means that MRT, as the operator, has no capital expenses. The MRT’s contract with the City requires that it pay rent based on machinery replacement costs and four percent of operating income into the Taipei Metropolitan Area Rapid Transit Fixed Asset Replacement Fund.  The fund can only be used to replace equipment.  At the end of 2011 the fund balance was nearly US$1 billion.

MRT also has the advantage of lower personnel and benefit costs than systems in US, Europe and Australia. The system has seen growth every year since 1996 with daily trips surpassing 1.5 million in 2011 and the 5 billionth system trip being carried in February of 2012.

The MRT’s president, Gwa-guang Tan believes that Metro should provide a beautiful life for his customers, a safe and convenient system isn’t good enough.   

Discussing the MRT with President Tan

The Taipei Metro has the distinct advantage of being a relatively new system. It leverages this advantage to provide some very attractive amenities, beyond its frequent service and affordable fares. Stations have immaculate bathrooms (think lobby bathrooms of a four star hotel) with significantly more facilities available for female passengers and family bathrooms in most stations.  Many stations include breastfeeding rooms, which can be accessed simply by pressing a bell for the station manager to provide access to a mother and child. 

In station breast feeding rooms feature a sofa, side table, reclining chair and baby changing stations. 

The MRT is also the first Asian metro system to allow bikes on the system. Passenger volumes only allow for bikes on weekends and holidays and a few stations are just two crowded even then, but system is very bike friendly with significant parking facilities at its stations. 

A poster advertises the MRTs new high capacity bike parking system

I’ll write more in a separate post about payment technology, but it’s worth noting how MRT has used the smart card system to free customer service personnel from the booth and make them available throughout the station to help with customer concerns.