Publication:
Best Practice in City Public Transport Authorities’ Responses to COVID-19: A Note for Municipalities in Bulgaria

Loading...
Thumbnail Image
Files in English
English PDF (1.27 MB)
732 downloads
Published
2020-05-05
ISSN
Date
2020-07-08
Author(s)
Editor(s)
Abstract
The lockdowns, sharp fall in economic activity, and perceived fear that use of public transport may increase the probability of infection, or even official advice not to use public transport, have all led to considerable and speedy falls in its use in cities worldwide. Cities in Bulgaria do not seem to be an exception to that. This Note covers the issues around this challenge, with its core being how best to support the Safe and sustainable continuance of urban public transport. The fundamental principles of the Public Transport Management Response and Communication around the Pandemic are central here. The Note also covers the issue of how best to resume Full Public Transport operation but in the context of Sustainable mobility at the city’s heart. Another area covered is how to exploit Digital technology and ‘Smart’ infrastructure to monitor and to help control the spread and withering of the Pandemic. Lastly there are some specific take-aways from global Best Practice for cities in Bulgaria.
Link to Data Set
Citation
World Bank. 2020. Best Practice in City Public Transport Authorities’ Responses to COVID-19: A Note for Municipalities in Bulgaria. © World Bank. http://hdl.handle.net/10986/34051 License: CC BY 3.0 IGO.
Digital Object Identifier
Associated URLs
Associated content
Report Series
Other publications in this report series
Journal
Journal Volume
Journal Issue
Collections

Related items

Showing items related by metadata.

  • Publication
    Trade Facilitation Best Practices Implemented in Response to the COVID-19 Pandemic
    (World Bank, Washington, DC, 2020-04) Sela, Shane; Yang, Aileen; Zawacki, Marisa
    Maintaining trade flows as much as possible during the COVID-19 pandemic will be crucial in providing access to essential food and health supplies and in limiting the negative impacts on jobs and poverty. The implementation of the World Trade Organization's (WTO) Trade Facilitation Agreement (TFA) provides governments with a sound framework for improving trade facilitation and border management. During this crisis implementing measures contained in the TFA can contribute to ensure that trade in critical supplies proceeds smoothly and safely thereby contributing to food security and the health of citizens. This document builds on the World Bank Group's Trade and COVID Guidance Note on Managing Risk and Facilitating Trade in the COVID-19 Pandemic which provides recommendations to governments in maintaining the supply chain that are facilitating the trade of critically needed commodities during the COVID-19 pandemic and protecting workers at ports, terminals and points of entry. Addressing the issues will require an array of actions by governments and border agencies. Some can and should be addressed quickly, such as sanitary procedures and social distancing at border posts and ports. Others will require border agencies to undertake procedural and/or amendments to legislation or regulations. The latter may be difficult to implement in the short term but should still be reviewed to address future pandemics and emergency situations. This guidance note provides examples of good practices implemented by countries in response to COVID-19. Where possible, links have been provided for additional information. The note is not intended to identify all the countries implementing such measures, but only to provide some examples of measures that can support governments in dealing with the crisis and improving trade in critical commodities.
  • Publication
    Transport Against HIV/AIDS : Synthesis of Experience and Best Practice Guidelines
    (Washington, DC, 2009-01) World Bank
    The transport sector is especially vulnerable to HIV/AIDS. Transport workers including long distance truck drivers, seafarers, airline crews and infrastructure construction workers spend long periods of time away from home, often endure harsh working conditions, and may engage in unsafe behavior that can lead to infection. Their mobility makes it difficult to access health information and treatment, or to maintain drug regimen. Transport hubs and construction sites are often considered hot spots due to the influx and interaction that take place among the mobile workers. Furthermore, the sector works as a vector for HIV spread as the opening of new roads connects low and high prevalence areas. The World Bank transport group has been proactively mainstreaming HIV response by assisting client governments to design and implement sector-level interventions. Programs are most developed in the highest prevalence areas, initially in Sub-Sahara Africa and now also in Asia. Support to the sector includes organizing training events to increase staff awareness and knowledge, providing access to research materials, and securing funds to develop or scale up intervention programs. To institutionalize the response, explicit provisions for HIV prevention have been embedded in the standard bidding document. The group also collaborates with local workers organizations with the help of International Transport Workers Federation and the International Labor Organization. Some lessons learned are: (i) strategies must be crafted to meet the specific needs of the country in accordance with the local culture and unique epidemic situations; (ii) coordination with the health sector and the national AIDS authority is necessary for effective program design; and (iii) involving stakeholders from local communities is key to program success.
  • Publication
    Good Practices in City Energy Efficiency : Bogota, Colombia - Bus Rapid Transit for Urban Transport
    (Washington, DC, 2009-11) World Bank
    Bogota, the capital city of Colombia, is located near the geographic center of Colombia, 2,640 meters (8,661 ft) sea level. It is the largest and most populous city in the nation, with an estimated 8.2 million inhabitants in the metropolitan area in 2007 and a population density of 3,912 inhabitants per square kilometer. Its economy generates 25 percent of Colombia's total gross domestic product (GDP). The city's roads were highly congested with the significant growth in private car ownership and use. While private cars occupied 64 percent of the road space, they only represented 19 percent of the population, and the daily average commute time was 1 hour and 10 minutes each way. Other issues included high incidences of accidents and extremely high air pollution rates during peak travel hours. In 1999, after the new National Government rejected potential plans for a subway system, the Mayor of Bogota presented his plan for a Bus Rapid Transit (BRT) system, built upon the successful experience of Curitiba in Brazil. The transition to an effective BRT system would help realize the Mayor's four main goals by: (i) improving public transport system with respect to efficiency, safety, speed, convenience and comfort ensuring high rider-ship; (ii) restricting private automobile use; (iii) expanding and improving bicycle paths; and (iv) enhancing public space. The system improves upon Brazil's Curitiba system by operating without subsidies from public authorities. Fares were established at US$0.40 in 2000 and have been raised to US$0.61 in order to ensure that all costs of operations provided by private operators are covered. This was achieved through the successful implementation of a concession-based contract that aimed at regulating service operations and eliminating rents to avoid fare-hikes. The private operator can earn profits when demand for rider-ship increases and incurs cost in the case that the demand for rider-ship declines. The BRT provided the incentives for private operators to compete for specific route in terms of per-kilometer basis as opposed to a per-passenger basis.
  • Publication
    Public Transport Capacity Analysis Procedures for Developing Cities
    (World Bank, Washington, DC, 2011) Reilly, Jack; Levinson, Herbert
    The introduction of urban rail transit and high performance/quality/capacity bus transit systems throughout the world has dramatically improved the mobility of residents of cities in which they operate. The objectives of this work are: to provide a technical resource for transit planners and designers in developing cities in their public transport capacity and performance analysis work irrespective of mode. This report recommends methods of achieving practical transit capacity during normally encountered operating conditions. Where capacity is influenced by a measure of dispersion of some characteristic such as stop dwell time or vehicle headway, this is also noted. The purpose of measuring capacity is not just to provide a measure of system capability to transport passengers but also to provide some insight into the effect of service and physical design on customer service quality. When the demand for a service exceeds its schedule design capacity, service quality deteriorates either due to overcrowding on vehicles or at station platforms or diminished ability of customers to board the next arriving transport vehicle since it is already fully loaded, increased dwell times and hence decrease revenue speeds. The importance of service quality in transit capacity analysis cannot be overstated. Transit operators should be mindful that the urban transportation marketplace is more competitive. While it might be technically possible to design a service using a loading standard of 7 or 8 passengers per square meter, a number of customers will find that level intolerable and will seek alternate means of travel including walking (in the case of short distance trips), riding with someone else, riding taxis or purchasing a motorcycle or car. Accordingly, such loading standards should be thought of as interim measures until higher capacity at lower crowding can be achieved.
  • Publication
    Urban Mass Transport Infrastructure in Medium and Large Cities in Developing Countries
    (Washington, DC, 2012) World Bank; Asian Development Bank
    Developed at the request of the Mexican G20 Presidency for consideration by the Finance Ministers and Central Bank Governors at the G20 Leaders' Summit in Mexico, and jointly prepared with the Asian Development Bank, this policy paper positioned green transport in the context of cities development. Urban transport determines the shape of a city and its ecological footprint. Many cities in low and middle income countries are at a crossroads. Policy decisions taken now, while car use is still relatively low and cities retain a relatively transit friendly, compact urban form, will affect how people will live in their cities for many decades into the future. A new paradigm of urban transport can be part of the solution to reversing the deteriorating situation in some cities of developing countries, and supporting others to embark on a sustainable, low carbon, green growth path: developing a city for people rather than cars, and including public and mass transport as a major component of the modal structure. Implementing such a new paradigm can be truly transformational. This joint World Bank and Asian Development Bank paper lays out six aspects, which are most difficult to align, yet, are critical to ensure the sustainability of urban transport systems, visionary leadership, integrated strategy for land use and urban transport, coordination among agencies, domestic capacity, adequate cost recovery, and private participation in the operation and construction of urban transport systems. The paper proposes a set of new initiatives for G20 leaders' consideration, including the development of an umbrella toolkit to guide policy makers in charge of urban planning to make transport decisions best suited to their local contexts.

Users also downloaded

Showing related downloaded files

  • Publication
    Global Economic Prospects, June 2025
    (Washington, DC: World Bank, 2025-06-10) World Bank
    The global economy is facing another substantial headwind, emanating largely from an increase in trade tensions and heightened global policy uncertainty. For emerging market and developing economies (EMDEs), the ability to boost job creation and reduce extreme poverty has declined. Key downside risks include a further escalation of trade barriers and continued policy uncertainty. These challenges are exacerbated by subdued foreign direct investment into EMDEs. Global cooperation is needed to restore a more stable international trade environment and scale up support for vulnerable countries grappling with conflict, debt burdens, and climate change. Domestic policy action is also critical to contain inflation risks and strengthen fiscal resilience. To accelerate job creation and long-term growth, structural reforms must focus on raising institutional quality, attracting private investment, and strengthening human capital and labor markets. Countries in fragile and conflict situations face daunting development challenges that will require tailored domestic policy reforms and well-coordinated multilateral support.
  • Publication
    Business Ready 2024
    (Washington, DC: World Bank, 2024-10-03) World Bank
    Business Ready (B-READY) is a new World Bank Group corporate flagship report that evaluates the business and investment climate worldwide. It replaces and improves upon the Doing Business project. B-READY provides a comprehensive data set and description of the factors that strengthen the private sector, not only by advancing the interests of individual firms but also by elevating the interests of workers, consumers, potential new enterprises, and the natural environment. This 2024 report introduces a new analytical framework that benchmarks economies based on three pillars: Regulatory Framework, Public Services, and Operational Efficiency. The analysis centers on 10 topics essential for private sector development that correspond to various stages of the life cycle of a firm. The report also offers insights into three cross-cutting themes that are relevant for modern economies: digital adoption, environmental sustainability, and gender. B-READY draws on a robust data collection process that includes specially tailored expert questionnaires and firm-level surveys. The 2024 report, which covers 50 economies, serves as the first in a series that will expand in geographical coverage and refine its methodology over time, supporting reform advocacy, policy guidance, and further analysis and research.
  • Publication
    The Container Port Performance Index 2023
    (Washington, DC: World Bank, 2024-07-18) World Bank
    The Container Port Performance Index (CPPI) measures the time container ships spend in port, making it an important point of reference for stakeholders in the global economy. These stakeholders include port authorities and operators, national governments, supranational organizations, development agencies, and other public and private players in trade and logistics. The index highlights where vessel time in container ports could be improved. Streamlining these processes would benefit all parties involved, including shipping lines, national governments, and consumers. This fourth edition of the CPPI relies on data from 405 container ports with at least 24 container ship port calls in the calendar year 2023. As in earlier editions of the CPPI, the ranking employs two different methodological approaches: an administrative (technical) approach and a statistical approach (using matrix factorization). Combining these two approaches ensures that the overall ranking of container ports reflects actual port performance as closely as possible while also being statistically robust. The CPPI methodology assesses the sequential steps of a container ship port call. ‘Total port hours’ refers to the total time elapsed from the moment a ship arrives at the port until the vessel leaves the berth after completing its cargo operations. The CPPI uses time as an indicator because time is very important to shipping lines, ports, and the entire logistics chain. However, time, as captured by the CPPI, is not the only way to measure port efficiency, so it does not tell the entire story of a port’s performance. Factors that can influence the time vessels spend in ports can be location-specific and under the port’s control (endogenous) or external and beyond the control of the port (exogenous). The CPPI measures time spent in container ports, strictly based on quantitative data only, which do not reveal the underlying factors or root causes of extended port times. A detailed port-specific diagnostic would be required to assess the contribution of underlying factors to the time a vessel spends in port. A very low ranking or a significant change in ranking may warrant special attention, for which the World Bank generally recommends a detailed diagnostic.
  • Publication
    Using Immunization Coverage Rates for Monitoring Health Sector Performance : Measurement and Interpretation Issues
    (World Bank, Washington, DC, 2000-08) Bos, Eduard; Batson, Amie
    Immunization against childhood diseases such as diphtheria, pertussis, tetanus, polio and measles is one of the most important means of preventing childhood morbidity and mortality. Despite the low cost of basic childhood immunizations, nearly 3 million children still die each year from vaccine-preventable diseases. Achieving and maintaining high levels of immunization coverage must therefore be a priority for all health systems. In order to monitor progress in achieving this objective, immunization coverage data can serve as an indicator of a health system's capacity to deliver essential services to the most vulnerable members of a population. This note discusses the use of trends in immunization coverage data, and argues that immunization is a health output with a strong impact on child morbidity, child mortality and permanent disability. This note discusses measurement and interpretation issues for coverage data collected through surveys and administrative records.
  • Publication
    Global Economic Prospects, January 2025
    (Washington, DC: World Bank, 2025-01-16) World Bank
    Global growth is expected to hold steady at 2.7 percent in 2025-26. However, the global economy appears to be settling at a low growth rate that will be insufficient to foster sustained economic development—with the possibility of further headwinds from heightened policy uncertainty and adverse trade policy shifts, geopolitical tensions, persistent inflation, and climate-related natural disasters. Against this backdrop, emerging market and developing economies are set to enter the second quarter of the twenty-first century with per capita incomes on a trajectory that implies substantially slower catch-up toward advanced-economy living standards than they previously experienced. Without course corrections, most low-income countries are unlikely to graduate to middle-income status by the middle of the century. Policy action at both global and national levels is needed to foster a more favorable external environment, enhance macroeconomic stability, reduce structural constraints, address the effects of climate change, and thus accelerate long-term growth and development.