2007年-世界发展银行全球_Public_Transport_Subsidies_and_Affordability_in_Mumbai_India_28页_1mb

Summary of "Public Transport Subsidies and Affordability in Mumbai, India"

Core Content

This working paper examines the role of public transport and the incidence of transport subsidies in Mumbai, India, focusing on how these subsidies affect affordability and mode choice among different income groups. Mumbai has a well-developed public transport system, with over 75% of all motorized trips in the city using public transport, primarily buses and rail.

Main Points

• Public Transport Usage:

  • Public transport is the dominant mode of travel in Mumbai, with buses and rail accounting for the majority of trips.
  • The poor use public transport, and their transportation expenditure constitutes a larger share of their income compared to the middle and upper-middle classes.
  • Despite this, the poorest 27% of the population receive only 19% of bus subsidies and 15.5% of rail subsidies.
  • 26% of the lowest income households do not use rail, and 10% do not use bus, indicating they receive no transit subsidies.

• Transport Expenditure:

  • For the lowest income households (<5000 Rs./month), transport expenditure accounts for 16% of income, with 10% spent on bus and rail fares.
  • Households where the main earner uses bus or rail to work spend a higher percentage of their income on transport, up to 19.4% for bus users and 16.8% for rail users.
  • For the highest income households (>20,000 Rs./month), the share of income spent on transport decreases, with 10.3% on fuel and 11.5% on total transport expenditure.

• Transport Subsidies:

  • Both bus and rail services in Mumbai are subsidized.
  • BEST, the operator of public buses, subsidizes fares using electricity revenues. In 2005-2006, transport revenues fell short of operating costs by 20%, and total costs by 30%.
  • Rail fares, while lower per km than bus fares, officially cover operating costs and nearly cover depreciation, implying an implicit subsidy.

• Mode Choice:

  • Mode choice is influenced by income, with the poor relying more on walking and the middle and upper-middle classes using rail and bus.
  • Rail is preferred for long-distance commutes, while bus is used for intermediate distances.
  • Private vehicles are less common, with motorized transport (bus, rail, and two-wheelers) being the primary mode for most commuters.

• Transport Infrastructure:

  • Mumbai's transport network is linear along the peninsula, with limited east-west connectivity.
  • The city has a complex and heavily used suburban rail system, which includes multiple corridors operated by Western and Central Railways.
  • The bus system is also extensive, with 3,400 buses operating over 354 routes in 2005-06.

Key Information

• Survey Data:

  • The study is based on a survey of 5,000 households in Greater Mumbai conducted in 2003-2004.
  • It provides detailed data on travel patterns, transportation expenditure, and the structure of fares.

• Fleet and Operational Data:

  • BEST's fleet size increased by half over 15 years, but the occupancy ratio dropped from 97% to 58%.
  • Depreciation costs more than doubled in the last five years due to the replacement of older buses with newer models.
  • The average speed of BEST buses is 12 km/h on ordinary routes and 16 km/h on limited routes.

• Transport Costs and Revenues:

  • In 2005-06, BEST's total revenues were insufficient to cover operating and depreciation costs.
  • Suburban rail services incurred a loss of Rs. 123.8 million, indicating a 1.2% subsidy on fares.

• Modal Shares by Income:

  • The poorest income group (monthly income <5000 Rs.) has a 63% modal share for walking, 15% for rail, and 16% for bus.
  • As income increases, the modal share of bus and motorcycle increases, while walking decreases.
  • Rail remains the dominant mode for long-distance travel, especially for households earning between Rs. 7,500 and 20,000 per month.

• Transport Expenditure by Category:

  • The average household expenditure on transport is highest for the highest income group (>20,000 Rs.), with Rs. 2,572 spent on fuel and Rs. 2,879 on total transport costs (including maintenance).
  • The lowest income group spends an average of Rs. 393 on transport, with 15.7% of their income allocated to fares and fuel.

Conclusion

• While public transport subsidies benefit all income groups, the poorest receive a disproportionately small share.
• The affordability of transport is a significant issue for low-income households, with transportation costs constituting a large portion of their income.
• The paper highlights the need for more equitable distribution of subsidies and better transport infrastructure to improve accessibility and reduce financial burden on the poor.