Economics of safe transport hinges on efficient management
Economics of safe transport hinges on efficient management
By Robert S. Bain
JAKARTA (JP): Articles in the Sunday Post of Oct. 9 calling
for the provision of safe transport services after dark have
relevance beyond the Indonesian capital itself. Many European
cities, for example, similarly offer a hostile travel environment
for night-time public transport users, particularly women.
The financial viability of bus services hinges upon the
operator being able to 'tap' a mass market, to maximize
utilization of his vehicular capacity. After dark, this market is
characterized by lower levels of demand and more dispersed trip-
making patterns. In that context, it is unsurprising to read of
Organda chairman Aip Syarifudin's comments about the
unprofitability of night transportation.
If the cost of providing night-time transport were higher than
the day-time equivalent, then there may be a case for charging
users some form of premium fare, one of the solutions proposed by
Syarifudin. If, however, these services are unprofitable simply
because they generate less revenue, should the user really be
charged extra? Bear in mind the levels of disposable income
typically available to night-time public transport users.
From an economic perspective, the supply of public transport
is said to be 'lumpy'. Because of the structure of operating
costs, a bus service for 20 people (rather than for 40 people)
does not necessarily cost 50 percent less. Thus operators cannot
always adjust their costs in line with revenue expectations. As
above, should users be penalized for this market characteristic?
A second solution proposed by Syarifudin calls for government
subsidy. Certainly there are sectors in the economy (such as
public transport provision) which justify some form of state
intervention as they provide far reaching benefits for society as
a whole. Benefits which commonly accord with political
objectives.
But surely employers have a role to play, perhaps in
partnership with government? After all, they are the ones who
benefit directly from staff working night shifts. In Paris, city-
based employers above a certain size pay a premium tax to the
state, a tax that is used to support public transport services.
Could this form of 'employer gain' be re-directed in Jakarta to
help offset the costs of night-time public transport? I think so.
Psychologist Sarlito Wirawan misses the point when he
disregards passengers' fears and anxieties as they "exaggerate
the safety problems of night transportation". Certainly crime
rates will be lower than public perception but it is precisely
this perception which impacts upon people's travel behavior -- not
the crime rate itself. Understanding (and responding to) people's
perceptions is critical to the success of any solution.
The other psychologist quoted in one of the articles, Rini L.
Kusien correctly acknowledges that the individual has a key role
to play in the area of personal safety and the impact of the
"common sense" solutions (relating to dress and behavior) that
she proposes should not be underestimated. However, her
suggestion that, if you are unable to control your anxiety, you
should stay at home, takes the issue of personal responsibility
too far and ignores the fact that society, surely, has on
obligation in this respect.
A survey reveals a significant number of women were
essentially prisoners in their own homes during the hours of
darkness. This was through no fault of their own and was not a
situation that they enjoyed. Women have a right to full social
and economic participant and, economically, their contribution
should not be undervalued. So where lies the solution?
From the research, there would appear to be no one solution.
Rather, there are a series of measures which can be taken -- a
package of solutions -- the success of which depends upon co-
ordination between government departments, law enforcement
agencies, employers, public transport providers and individuals.
To focus this coordination, a clear set of objectives needs to be
agreed.
Firstly, consider the behavior and actions of women and men.
Women have been mentioned in this context already but what about
men? In much the same way, there are 'common sense' solutions
which can be applied. If you inadvertently find yourself
following a woman on a lonely street at night, for example, think
about ways in which you could alleviate her possible anxiety.
Crossing the street or pausing to allow her to walk on further
are simple remedies. Similarly, avoiding (perhaps unwelcomed)
small talk or unprompted conversation can help. Certainly,
leering and the use of sexist language and behavior should be
refrained from. Simple, yet effective.
Turning to the built environment, much can be done to reduce
anxieties about personal safety for both women and men. The
appropriate use of lighting at bus stops and travel interchanges,
obviating the need for long walks through isolated areas,
ensuring that stops and interchanges are situated in busy,
populated areas - these are just a few of the design solutions
which can be considered. Planners and operators need to think
people and consultation with user groups has undoubtedly got a
useful contribution to make in this respect. This is particularly
important in the context of cities experiencing considerable
development such as Jakarta where opportunities to incorporate
such features can often be taken at minimal extra cost.
Retrospective redesign, on the other hand, can be disruptive and
costly if possible at all.
Employers should be encouraged to consider the needs of their
employees further with regard to personal safety. Indeed, it
should become the 'mark' of a good employer that such issues are
confronted. Staff training for both female and male employees
need not be time consuming or costly and can reap benefits. In
addition, consideration could be given to the introduction of a
proportionately small tax surcharge for employers of significant
numbers of evening and night-time workers and this revenue could
be reallocated to public transport support. The levy need not
affect the profitability of individual companies but the
aggregate income could substantially improve late night services.
Public transport operators, too, have their role to play. be
it through careful driver selection and training, they can raise
awareness of such issues throughout their workforce and provide
services better attuned to customer needs. Indeed, it could be
used as a marketing instrument to illustrate to potential users
how their services are better than those of a competitor.
Appropriate staffing levels and ensuring a staff presence at key
locations have significant effects on perceptions of personal
safety. Technology also has a role. The use of closed circuit TV
cameras, panic buttons, emergency telephones and so forth can be
used to reduce the anxiety of passengers.
The solutions listed above are illustrative and are far from
comprehensive. The optimal 'package' will depend upon the
specific social, geographical and cultural facets of particular
areas. It would be very difficult to eradicate fear entirely.
Indeed, it may not be desirable as public transport users will
still require to be vigilant when traveling after dark. However a
practical, coordinated approach to this issue would serve to
minimize the effects of what one of our female interviewees
referred to as the 'unofficial curfew'.
The writer is a senior economist with transportation consultants
Steer Davies Gleave