Chapter 4: Driver and User Characteristics

4.2. Characteristics of LAMAT Users

4.2.1. Demographic Characteristics

4.2.1.1. Gender and Age
4.2.1.2. Education Level and Occupation (pekerjaan)
4.2.1.3. Household Size and Income
 The Benefit of Minibuses Study Case of Kuala Lumpur
 4.2.1.4. Private Vehicle Ownership and Availability for Trip
 Paratransit Transport in Indonesia: Characteristics and User
Perceptions ( source)
Joewono and Kubota (2007) used the term paratransit to refer to
land based modes owned and operated by private companies and
individuals. It is known in Indonesia as angkutan kota which similar
to jeepney in the Philippines, tuk-tuk and songtaew in Thailand, and
etc.

4.2.2. Trip Characteristics

4.2.2.1. Trip Purpose
 Paratransit Use Among Low Income Industrial Workers in
Nairobi (Source)
Daily trips include travel to places of work, shops,
entertainment areas, schools, hospitals etc. Modal choices
range from motorized means of transport to non-motorized
means of transport.

4.2.2.2. Frequency of Trip

 Actors and Technology in the Shaping of Urban Transport Network in
Jakarta, Indonesia (Source)

Table 3. Percentage of public transport trips

 Paratransit Use Among Low Income Industrial Workers in Nairobi
(Source)
 According to the draft Sessional Paper on Integrated National Transport
Policy (2010), 60% of the residents in Nairobi meet their daily travel
needs by walking while 35% travel by public transport (mostly matatus
and buses) and only 5% use private cars. Other scholars have shown
that approximately 49 % of the commuters in Nairobi make their
daily trips to destinations by the use of non-motorised transport, i.e.
walking and use of bicycles (Salon and Gulyani, 2008; Aligula et al,
2005).

4.2.2.3. Duration of LAMAT Riding

 Paratransit: a gap to be closed

The speed of some RMB (Red minibus) in Hongkong is
especially significant when compared to franchised buses
running on some less congested roads, one example is the
cross harbor route running between Mong Kok and HKU, if one
gets on a franchised bus number 970 at Pokfulam Road aiming
to get to Mong Kok ,the fastest would take approximately 20
minutes if the traffic is smooth at non peak hours, however, if
one can get on a RMB at the same origin, it would take almost
10 minutes for the passenger to reach Mong Kok since the
speed of RMB is much higher and the roué chosen is more
efficient as well as stops are minimal unless there is the need.

4.2.2.4. Access and Egress Mode

 Influences of Paratransit as A Feeder of Mass Transit System in
Developing Countries Based on Commuter Satisfaction
 Present mode and access mode are illustrated in the figure 5. Around
37% are private vehicle users (car users, motorcycle users and ride
sharing), 12% are non-motorized users, and 51% are public transit
riders. Among public transit passengers, 65% are mass transit users.
Among public transit passengers, there are four most popular access
modes these are: walking, motorcycle-taxi, Songtaew and ride
sharing. Around 93% of public transit passengers used only 1 mode
for their access trips. Walking is the main egress mode, around 58%,
and the second is motorcycle-taxi, around 32%. It can be concluded
that commuters prefer to go close to their destination as much as
possible.

Like in many other cities in developing countries, there are few
systematic feeders provided for Bangkok’s mass transits. Three most
popular modes of accessing the BTS and MRT stations are: walking,
bus, and paratransit (Chalermpong and Wibowo, 2007).

4.2.2.5. Number of Transfers

 Paratransit: a gap to be closed
 Since the scheme of converting RMB (Red Minibus) to GMB (Green
Minibus) in Hongkong, the numbers of RMB has been decreasing
which all shifted their service to GMB, Table 4.1.4 shows the number
of passenger journeys by RMB and GMB from 1996-2006

These figures are alarming in a sense that many may think that the
role of RMB is declining with the development of new rail projects
in the past decade and it seems that the RMB trade will ultimately
fade out in time owing to the poor service quality RMB offers and
the lack of government support
 Physical Characteristics of Paratransit in Developing Countries of Asia

Various forms of paratransit modes exist in the cities of developing

countries that range from simple non-motorized human or animal
powered vehicles to motorized mini buses, the motorized paratransit
modes are dominant in most of the cities except Dhaka in
Bangladesh and Kanpur, Jaipur in India. The passengers carrying
capacity by motorized paratransit modes vary from 20 percent to
more than 50 percent of total public transport demand. For example,
70 percent of the total public transport demand in Metro Manila
(Philippines), 50 percent in Jakarta (Indonesia), 40 percent in Kuala
 Lumpur (Malaysia), and 21 percent in Bangkok (Thailand) are carried
by motorized paratransit modes [ESCAP/UNCHS, 1987].

4.2.2.6. Alternative Mode of Travel

 Actors and Technology in the Shaping of Urban Transport Network in
Jakarta, Indonesia (Source)

Table 4.
Available choice of urban transport mode

 Comparison of Traditional and Emerging Paratransit Service in India

Metropolises with Dissimilar Service Delivery Structure. (Source)
Hayashi et al. (2004) noted that most Asian metropolitan cities exhibit
the same modal choice behavior (largely dependent on bus, urban rail
transit and IPT). They also discussed the importance of encouraging IPT
system.

 The Western Cape Province in South Africa has a population of about 4.5
million people, with 70% of the population living and working in and
around the city of Cape Town.
  A Paratransit Maintenance Cost–Allocation Model for Khulna
Metropolitan City, Bangladesh.
Now a day’s Auto Rickshaw and Easy bikes are the main paratransit mode.
In the case of Khulna metropolitan city (KMC), these paratransit are
playing an important role to transport the people and goods to reach their
destination. About 600 auto rickshaws and more than 500 easy bikes are
operating in Khulna.

 Paratransit: a gap to be closed

Common
modes of paratransit in Hong Kong.

 Physical Characteristics of Paratransit in Developing Countries of Asia

important public transport service patterns are observed for different countries. In Kuala
Lumpur, public transport mainly consists of conventional bus (58 percent). In
Philippines, jeepney is dominant. In Karachi, Kathmandu and Chiang Mai, the
percentage of the number of minibus are large ranging from 50-70 percent. The number
of auto rickshaws are dominant in Karachi (58 percent) and Delhi (60 percent). In Dhaka
and some Indian cities such as Kanpur, Jaipur, Patna, the cycle rickshaw plays a
dominant role whose percent varies from a range of 20-98 percent.
 The Benefit of Minibuses Study Case of Kuala Lumpur
Some of the basic characteristic of Kuala Lumpur transport are shown in Table 1.
REF_doc_WLD_ProPoorMobility-policy-guidelines-casestudies-LAMAT_2013

REF_paper_Asia_SocialAspectsofParatransitPolicyMaking-
AnalysisofParatransitServiceSupplyandDriversLifeSatisfaction-QOL_2013