Three Core Principles of Transportation Systems

Successful transportation systems are not usually infrastructure, operation or revenue-centered —though these three perspectives are essential and have to be kept close to our minds and hearts; they are people-centered. There are three core principles to bear in mind when designing and operating these such systems: simplicity, integration and efficiency. 

Simplicity

When planning and developing transportation systems, there are certain automatic preferences or inclinations —if not prejudices and biases— that have to be acknowledged and confronted. On the one hand we may encounter over-specialization, building demand-specific or single-purpose modes (monorails to avoid surface traffic congestion, tramways to replace conventional buses, airport to city center link). Though in some cases it may be a fairly functional option, it will not contribute to generate a flexible and resilient comprehensive network and will fail to convey the idea of an integrated, all-purpose system. The specificity of the demand and the infrastructure design —fixed infrastructure and stations— could even make it a nuisance for the rest of the city. 

On the other hand, we may encounter a kind of free-market perspective on mobility, under the guise of innovation and entrepreneurship —increasingly common in a more neoliberal and individualistic society. According to this view, all possible transport modes —bicycles, velomobiles, scooters, segways, hoverboards, skates, pogo sticks, etc., and the corresponding mode-sharing systems— or transport services —the myriad ride-hailing apps— should be allowed on the streets and let market forces find an optimal equilibrium. Despite their potential advantages, new modes of transport require new allocation of urban space —since different modes may not be able to share the same space—, usually a scarce resource, in the form of street lanes and parking areas, as well as a set of rules and regulations and a way to monitor and enforce them — driving licenses, license plates, insurance policies, safety gear, etc. If not done judiciously, we run the risk of generating unnecessary and potentially dangerous conflicts among transport modes and users. The addition of specific lanes for the new mode may complicate the operation of other transportation dedicated lanes, parking areas, or freight distribution and parcel delivery, on the rise due to ever increasing e-commerce. Occam's razor principle —'more things should not be used than are necessary'— may apply to transportation systems.

The new added complexity may likely outweigh the expected benefits. Pedestrians, the weakest party in the system, usually bear the brunt. Furthermore, observing how these new modes behave —some don't stop at traffic lights or pedestrian crossings, do prohibited turns, go counter direction, use the sidewalks when not allowed, park where not allowed, don't wear the minimum safety gear, don't have insurance, etc.—, makes some of us wonder that if the main advantage of these new modes is that they don't have to comply with traffic and safety rules, they may not make for good modes of transport after all. Vehicles of any kind are totally incompatible with pedestrians —children, young adults, adults, seniors, mobility impaired, temporarily or permanently, or people with health issues or disabilities— and this is something we have to bear in mind at all times. 

Any public policy —including mobility and transportation—, apart from its specific objectives, has an overarching goal: increase both individuals' and society's well-being. Encouraging healthy habits in individuals and helping them become better citizens are essential elements to attain that goal. Consequently, promoting last-mile transport modes that reduce the need for walking and somehow encourage users to not comply with the rules may be both unhealthy and unwise. 

Further, there may exist the temptation to eliminate an existing transport mode in order to avoid or reduce its current impact on the system and the urban environment, without considering that future innovations and modifications can help it become much more efficient. Many cities are still trying to eliminate cars from the streets on the grounds of their negative impacts —pollution, congestion, accidents, parking space. However, a smarter policy would probably acknowledge their positive impacts (availability, accessibility, flexibility, autonomy) and try to promote their improvement (helping cars become driverless, electric and shared) through a combination of investment (companies developing new cars or related technology, transit agencies renovating fleets, etc.), regulation (allowing car trials, offering free parking or charging, reducing taxes, encouraging vehicle sharing) and urban redesign (building charging posts, deploying smart sensors to help guide cars, designing efficient load/unload bays, creating intelligent systems to enhance intersection operation and allow 'platooning', etc.). Cities may manage to eliminate cars from streets only when they become a fairly efficient and sustainable transport mode, if not the most efficient, finally free from their current drawbacks, a very hard pill to swallow for those who have made a living out of demonizing cars. 

We need cities to have a clear vision of mobility and transportation, avoiding mistaken assumptions and deeply entrenched biases and beliefs, and be innovative and ambitious enough to implement new strategies. A sound transport policy should recognize that a free-market view of mobility may not be ideal —and may produce wasteful competition and undesired externalities— since urban shape, density and land use are, for the most part, predefined and fixed, thoroughly planned. Cities should aim for a system optimum, not a user or operator optimum. Thus, smart local authorities may rather prefer to focus on promoting public transport —designed alongside urban development— and walking —a healthy activity, particularly important in an obesity-prone world, which also allows us to interact with other people and city activities—, and try hard to integrate cars —driverless, electric and shared— into public transport in the near future, ensuring a truly global collective mobility. 

Finally, simplicity refers not only to the transportation system itself but also to how the system is perceived by the users. Road and street signs, traffic lights, dedicated lanes, parking bays, transit stops and stations, transport interchanges, need to be adequately planned and designed in order for the system to be easily readable by the users and provide a safe and comfortable travelling experience. We shall remember that transport choices are not only dictated by personal preferences but also by the characteristics of urban areas and transport systems as perceived by the user —which may eventually induce behavioral changes and modal choice adjustments. The same as first-class subway systems place neighborhood maps inside every station, so users can get their bearings before leaving it, it would be very useful to place transportation maps on the street, at regular intervals, to show any potential user the local transport offer, with the exact location of stations and stops and a brief explanation of the services provided. A very simple strategy that can increase the attractiveness of transportation services.

Integration

A second principle, integration, refers primarily to how seamlessly and effortlessly transportation systems merge with the urban environment —adapting to its shape and requirements— and how much they contribute to weave together the different neighborhoods and communities, places and people, within the city and beyond, recognizing the overlapping scales of mobility and the key role of transportation in social inclusion, economic development and, in an interactive causal loop, urban shape and characteristics. Integration requires common strategies, overarching plans and policies and effective coordination between environmental, energy, land-use, socio-economic and transport authorities (involving the different regulations affecting or being affected by transportation).

In terms of integration, transport systems have three distinctive effects: spatial connection, social cohesion and urban coherence. Transport systems connect places, connect people to opportunities (education, employment, healthcare, services, shopping, and leisure or social activities and participation) and underpin urban and economic development. They determine the opportunities we are connected with and enable social interaction.

Transport systems contribute to social cohesion as well, weaving the fabric of everyday's relationships and ensuring social inclusion and equality. Accessibility —particularly for the elderly and those with mobility issues, in the approaches, stations and vehicles—, affordability —avoiding negative impacts on disadvantaged people, pricing them out of the system and restricting their vital expectations—, availability —maximizing the opportunities we are connected with— and acceptability —making public transport a respectable option— are key elements to ensure social inclusion. There is nothing more enlightening for a transport planner than to analyze the area within reach for people with a certain impairment —bearing in mind their ability to walk and navigate the streets and access transportation stations and vehicles— or budget constraint —taking into account fees and costs. Unfortunately, some people have a fairly limited vital horizon which influences their attitudes and worldviews. 

Transportation systems foster urban coherence; they contribute to shape and organize urban and economic development, and not only in an physical way but also helping create mental models of the urban space. There is clear evidence of direct economic benefits for businesses heavily using transport or agglomeration benefits encouraging businesses to cluster together, promoting linkages between companies, access to labor and knowledge transfer. 

Integration involves physical design (comfortable access from the neighborhood to stops and stations and easy transfer between transport modes by way of convenient interchanges), operation (coordinated services and timetables), pricing and ticketing (unified fare structure and shared tickets, passes and travel cards), organization (concerted cooperation among cities and transport authorities and service providers at a local and regional level) and information and technology (moving towards mobility as a service). The aim is to ensure coordination and cooperation, encourage synergies, incentivize the use of the system and provide optimal solutions to the user. This kind of transportation systems will help travelers have a more attractive and integrated perspective of the system which may result in behavioral changes and increased use. 

In some cases it might be necessary to establish a new institutional framework to integrate all transport modes under the umbrella of a single public agency responsible for the planning, authorization and monitoring of services and providers, or even operating services directly. The ultimate goal is for transport authorities to play a more prominent role in the global mobility ecosystem —integrating all options and leading the way to mobility as a service—and for cities to blend and coordinate efficiently land development —in terms of area encompassed, density and land use— with transport needs and requirements. 

Efficiency

Finally, efficiency, both in terms of system functionality and financial performance, is paramount. The system must cater to the diverse needs of its users, providing the right solutions in terms of physical coverage, service hours, frequency, capacity, speed, comfort, safety, reliability, and price. This user-centric approach ensures that public transport is accessible and appealing to a wide range of individuals, encouraging its utilization and reducing dependency on private vehicle, in line with UN sustainable development goal number 11. 

Moreover, a truly efficient public transport system goes beyond meeting individual needs; it must also optimize the utilization of available resources such as infrastructure, vehicles, drivers, staff, and energy. Avoiding waste, such as running empty vehicles, is crucial to reducing operational costs and maximizing efficiency. By doing so, the system will increase its viability and sustainability and reduce negative environmental impacts and the need for subsidies.

However, efficiency should not come at the expense of fragility. A system that is highly efficient but lacks resilience is vulnerable to shocks and disruptions. Smart redundancies and robustness are crucial elements to consider when designing and operating public transport networks. Efficiency and resilience should go hand in hand, ensuring the system can withstand unexpected events and maintain its functionality even in challenging circumstances.

Finally, it is crucial to recognize that changes in mobility patterns and travel behavior are difficult to predict. As societies and cities undergo transformations, transportation systems must remain flexible, relatively uniform, and robust. Adapting to shifting dynamics requires continuous monitoring, research, and an open mindset to embrace innovative solutions. 

The integration of driverless technology is a promising avenue to explore in the quest for efficiency. By incorporating autonomous vehicles into public transport, we can unlock new possibilities and synergies. Such integration not only benefits users but also opens avenues for collaboration and innovation across sectors. As technology advances, we must reassess established paradigms and question their effectiveness in meeting evolving mobility needs. For instance, groups of driverless cars and buses, 'platoons', may eventually offer a viable alternative to traditional tramways or metro networks. The key lies in identifying the most sustainable and efficient solutions for each specific context. 

Additionally, price and subsidy policies are vital in shaping public transport usage and sustainability. Subsidies can help maximize the number of passengers by reducing the price barrier. However, it is essential to align subsidies with sustainability goals, in terms of financial and urban performance. A careful analysis is required to determine whether subsidies should be directed towards the end-user or the service operator, since we could be subsidizing organizational inefficiencies.

Efficiency in public transport is not a mere buzzword; it is a strategic imperative for sustainable and inclusive urban development. By considering the holistic perspective of the system, integrating emerging technologies, leveraging alternative modes, and implementing thoughtful pricing and subsidy mechanisms, we can pave the way for a future where public transport maximizes net socio-economic benefits while minimizing negative impacts. 

Embracing the core principles of simplicity, integration, and efficiency we will be able to build transportation systems that are resilient, inclusive and sustainable, systems that are truly people-centered, foster livable communities and contribute to the well-being of society as a whole.