Determining the level of service measures to evaluate service quality of fixed-route shared motorized para-transit services

Sharma, Deepa; Pandit, Debapratim

doi:10.1016/j.tranpol.2020.11.002

Cited by 17 publications

(6 citation statements)

References 25 publications

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“…It is reasonable to consider these aspects and attributes as relevant to the current situation of operation of paratransit in Bandung, Indonesia. The literature also shows that the aspects and attributes in Joewono and Kubota [11] have formed the basis study for paratransit studies in the last two decades: for example, they can be found in the studies by Tiglao et al [42], Sharma et al [43], or Sharma and Pandit [71], which implies their relevance to the current study about service quality of paratransit and satisfaction. Furthermore, the component of loyalty refers to the operational definition of loyalty [47], while the option of decision is adjusted to paratransit or ride sourcing, whether MBRS or CBRS.…”

Section: Proposed Modelmentioning

confidence: 73%

Loyalty of Paratransit Users in the Era of Competition with Ride Sourcing

2021

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As a mode serving urban mobility in developing countries, paratransit is experiencing competition with the fast and massive growth of ride sourcing. This study aims to investigate the loyalty of paratransit users in Bandung, Indonesia, in the era of competition with ride sourcing. Data collected by questionnaires and distributed to 400 paratransit users in Bandung were analysed using hierarchical structural equation modelling. The analysis shows that satisfaction is positively influenced by service quality variables. Though there is less satisfaction compared to the previous decade, satisfaction with the service still has a positive influence on total satisfaction with the mode. It can also be concluded that loyalty is positively influenced by satisfaction. Satisfaction with the image and the unique characteristics of paratransit retains passengers’ intentions toward loyalty in the future, including current personal characteristics (i.e., age, income, occupation) and travel characteristics (i.e., fare, vehicle ownership) of passengers. This study warns of the high probability of mode-changing behaviour from paratransit to another mode.

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Section: Proposed Modelmentioning

confidence: 73%

Loyalty of Paratransit Users in the Era of Competition with Ride Sourcing

2021

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“…Other further research could compare Clandos and other public transport modes in terms of quality of service, which is often poor in Dakar, both in vehicles at stops and interchange stations [43,50]. Different methods could be used, with the help of mystery shoppers [51] or specific user surveys [52]. This research would assess the potential benefits and possible drawbacks of regularizing the activity of Clandos for the user.…”

Section: Discussionmentioning

confidence: 99%

Daily Mobility in Urban Peripheries: The Role of Clandestine Taxis in Dakar, Senegal

et al. 2022

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Background: This study addresses the mobility practices of the inhabitants of the peripheries of Dakar and the transport services they use to meet their mobility needs, in particular the unlicensed shared taxis (“Clandos”). In the peripheries, which suffer from a lack of jobs and amenities, mobility is essential to meet household needs and for social integration. Current transport policies focus on formalizing supply and organizing the system around high-capacity transport facilities, such as the Regional Express Railway (TER) or Bus Rapid Transit (BRT), but they have difficulty in dealing with the mobility problems facing the outskirts of the city. Methods: The study is based on secondary analysis of the 2015 Household Travel Survey and on a survey on the activity of Clandos conducted in 2021 in Dakar. Results: The analysis highlights the daily mobility practices of the inhabitants of the peripheral areas. These residents, who are on average poorer than the others, travel mainly on foot. Their access to public transport remains limited and, when they use it, a significant proportion of their trips are made by Clando. Clandos have a dual function. On one hand, they are used for long trips to the center, in competition with buses, but more often they operate as a complement to buses. On the other hand, they are mostly used for local mobility within the peripheries. Conclusions: Although relatively expensive, Clando services are valuable for the inhabitants of the peripheries and their daily mobility. They should be better integrated into transport and planning strategies for the peripheral areas.

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“…Rickshaw continues to spread rapidly in India, due to their small size, ease of control, uncomplicated design, and ease of maintenance and repair, which leads to increased air pollution. But auto-rickshaws have a bad reputation as an example (individual greed) due to the increase in passenger freight and traffic tariffs, with much controversy emerging about the ban within Indian society, where the presence of this rickshaw in the community plays an active role in urban areas, and it is also a source of income for a large segment from the community [14].A study on determining and evaluating the level of service on the road by researchers "Dipa Sharma" and "Depapratim Pandit", the study showed that there are gaps in public transportation systems in developing countries, resulting in intermediate transportation to fill these gaps, including the auto-rickshaw, And that these gaps are the main reason for the emergence of informal transport vehicles and illegal employment [22].The Egyptian Center for Economic Studies estimates the size of the informal economy at about 40% of the Egyptian national product, and that the informal economy employs about 40% of nonagricultural workers, according to World Bank statistics. The economist Hernando de Soto believes that legalizing 5% of the informal sector could double the size of the Egyptian economy withinyears,if half of the fees prescribed by the government for licensing Currently are imposed, the increase in the Government treasury will increase by about (500) million pounds annually, in addition to income taxes on rickshaw drivers and customs duties on importers [9].…”

Section: Economic Aspectmentioning

confidence: 99%

Auto-rickshaw and its impact on the economy in Egypt (Case study: East Shubra Al-Khaimah district in Cairo)

Alyan

Ali²,

Ramadan³

2022

Engineering Research Journal - Faculty of Engineering (Shoubra)

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The purpose of this research is to study the environmental, traffic, social, and economic impacts of the auto-rickshaw on Egyptian roadways. The case study included east of Shubra El-Khaimah in greater Cairo. The study deals with the economic effects of auto-rickshaw, including operating and maintenance costs, depreciation rates, and other costs. Data collected from the study area were including traffic volume, types of vehicles, fuel consumption rates, maintenance costs, wages, traffic map, and profit rates. Owners, drivers, and passengers were targeted in the surveys. The number of main streets in the study area containing auto-rickshaw, the impact of autorickshaw on travel time, accident rates, and demand rate for other modes of transportation. The analysis was done using SPSS software. we arrive at conclusions that will help to solve the problem and plan future studies. According to the study's social results, 71.17% of users are offended by auto-rickshaw traffic tariffs, 59.33% of passengers are dissatisfied with the age of auto-rickshaw drivers,33% are afraid of traffic accidents and 72% completely reject the presence of auto-rickshaws on the roads. The proposed amendments reduce congestion rates by 66.3% compared to the current situation. The authors discovered that replacing auto-rickshaws with vehicles working with clean energy and banning tuk-tuks in the study area reducedCO2 by 33.22%, NOX by 40.19%, CO by 78.40%, and HC by 50.62%, and reduced travel time by 43.28%, and travel fees reduced by 90%.Standard criteria were followed for statistical work to ensure that all dimensions were dependable, with correlation coefficients of more than 0.50 for each item and its dimensions. Cronbach's alpha coefficient is greater than 60% for all study dimensions, and Cronbach's alpha coefficient for the total scale is larger than 80%.

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Determining the level of service measures to evaluate service quality of fixed-route shared motorized para-transit services

Cited by 17 publications

References 25 publications

Loyalty of Paratransit Users in the Era of Competition with Ride Sourcing

Loyalty of Paratransit Users in the Era of Competition with Ride Sourcing

Daily Mobility in Urban Peripheries: The Role of Clandestine Taxis in Dakar, Senegal

Auto-rickshaw and its impact on the economy in Egypt (Case study: East Shubra Al-Khaimah district in Cairo)

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