JT September (2017). But no other American city has that excuse. I guess there could be some aspiration to greatness. If the breakeven point is in the high 30s, then this is much simpler even commuters get monthlies and therefore can ride off-peak for free. It is clear that in contexts such as Tokyo, Singapore, Hong Kong, Seoul, or Taipei, that really are true transit cities, public acceptance for an efficient pricing structure is pretty high (though peak-fare hikes are less common). I suppose one possible rationale is that in other old, established countries most people consider their nation to be their ancestral home, and so resent interlopers (and contrive to keep them poor & marginalised), while in the New World, almost everyone knows they come from somewhere else in relatively recent history, and it is accepted norm that the new arrivals will quickly integrate just like all of us have done. But from a nation that does allows compilation of such statistics: A report by Statistics Denmark released in December 2015 found that 83% of crimes are committed by individuals of Danish origin (88% of the total population), 14% by individuals of non-Western descent and 3% by those of non-Danish Western descent. If you require advice you should contact a solicitor. Thats your kind of economic efficiency. In the vast majority of cities, no excuse exists to have any kind of overt fare control. Webtfl fare evasion settle out of court. Another data shows, as of 2017-2018, among people using elderly traveler subsidy across all the public transit system in Hong Kong, only 0.11%, or 144 people, are actually abusing it. Transit agencies should aim at a fare system, including enforcement, that allows passengers to get on and off trains quickly, with minimum friction. You may then be held in custody until you appear in front of the next available court. Answered in 5 minutes by: Solicitor: Jo C. Jo C., Barrister Category: UK Law Satisfied Customers: 82,725 Experience: Over 5 years in practice. This is why the big % of habituals are male. They simply DO NOT BELIEVE fares apply to them Anyway, the reason London doesnt have these is because of their nitpicking fare system: they need you to swipe out to calculate the fare. But railways, especially ones that have to cope with a giant network, hardly ever run at a profit so all it really means is a horrible choice between running fewer services, increasing fares (on routes with lower traffic than the ones chosen by the commercial entities; yeah that will work but of course it will simply force these horribly inefficient lines to close) or other kinds of cuts, slash & burn etc. We will send you a Single Justice Procedure Notice or a Postal Requisition. (No doubt, partly econometric because of the cost-benefit calculation of replacing their antiquated coin-op turnstiles with something modern.). Counter-productive user pays econo-rat bullshit. A big reason why many Americans would prefer to spend an hour in traffic rather than 30 minutes on a bus or train ir s that they dont want to deal with ill-behavior on the subway. I had been using it for a few weeks when I was stopped by aticket inspector. It also occurs when Naturally there is no algorithm or magic cost-accountancy software that can calculate those costs and benefits. Of course the Oyster card tech (copied from Hong Kongs Octopus) could have fed the Brits propensity to burden their fare systems with all kinds of conditional time and zoning regulations that would have allowed them to painlessly pump up the cost to the customer. Poor policing, public housing with anti social tennants etc etc, So spare me the must not have moral standards dictated to from the rich, because that includes you. I dont know what Londons crowd control is like, but in Paris the faregates made crowd control worse in the World Cup victory celebrations. And you really have no excuse for not understanding this as I explained it all, here: There are very good reason why such pricing structures are extremely uncommon in other parts of society. In Florida, transit fare evasion occurs when there is unlawful refusal to pay the appropriate fare for transportation upon a mass transit vehicle. Pendeltg is the proper S-Bahn / RER after all and that started in 1968. If occasional riders have to read a massive chart to figure out what theyre supposed to pay they probably just wont pay it at all. In most of the US, as you know, we need better service more than we need cheaper fares. Id agree with all of this. The notice contains details of the charge against you. LegalAdviceUK exists to provide help for those in need of legal support in England, Scotland, Wales and Northern Ireland. I am of course talking about transit performance in how to move the largest amount of people at the lowest cost for the transit users and taxpayers. Its a godsend. Of course it will. Is France really going to repeat this nonsense? Based on the statistics received with those means, the general pot gets distributed among the different operators. Wow, I had no idea a Japanese city could have so much car dependent sprawl! Beyond population density, efficiency is an important reason why transit is so cheap in East Asia. Come on that reeks that of condescension to the poor. Viewed through a regional city perspective JNR was bad, the neglect of infill alone, I counted 15+ new stations on the Sanyo mainline alone all of them getting 2000 riders a day, and only a minority where in Hanshin area! Why would a woman want to take a bus or train when she might have to watch somebody pee? The second is FAR easier to deal with than the first., This is because habitual evaders will ALWAYS try to evade. The point is not to charge people to the largest amount you can, the point is to charge them the actual cost of their trip, in order to maximize global utility. Thatcher was pathologically psycho about it. I wonder how this came to be? Verified Hi Thank you for your question. In Paris, various classes of low-income riders, such as the unemployed, benefit from a solidarity fare discount of 50-75%. Even if the OP did have full details written in the post, nothing is linking the OP's post to the guy showing up in court. Paris has one-way faregates, so half the exit space is unusable during (one-way) busy times, and the exit gates are hard to open and easy to close in order to discourage fare dodging. 70% of department 77 Seine-et-Marne) and has huge forests and national parks (eg. With the Paris flat-fare system and immense freedom of Carte Orange, and of course that in almost every single aspect the system outperformed LU and was cheaper. The lack of S-bahn style operation patterns in the non-megacity regions is a failure of government and private-sector since no-ones pushing it. If you do not reply, your case will be heard without you and this could mean you have to pay a higher fine. Look at the fare compliance b.s. This logic does not work the same way for people living in the retail-rich neighborhoods of New York, London, Paris, etc, where people are within walking distance of many of their destinations. You know what you pay, and you wont get any surprises. https://www.lincolninst.edu/publications/other/atlas-urban-expansion-2016-edition. My other point is that Monthly or Annual Travel Passes are increasingly old news in the UK as Pay as you go with far capping is more popular, and also because 5 days a week commuting is on the decline. For the far right and the far left, transit is a social service for poor people rather than a general transportation service in the United States. Not least, via job access. Personally Id rather SNCF hired from Keolis and not from Air France, While the fine for fare dodging is indeed 60 thats for a first time offense. Up to 20 million workers would see increases in real incomes. Berlin and Zurich both have farebox recovery ratios of about 2/3, I believe. Menu and widgets . (Both also have the worst inequality amongst the developed world so they need to cater to the low-SES workers.) Its probably one of the most American-friendly ways of encouraging more monthly distribution, since itd be hard to argue that employers shouldnt mitigate their employees commute impacts. It seems a bit of a wasted effort otherwise, eh?, Oh, should of added, that this is why when youre designing your roaming checks youre really looking for how you can MAXIMISE the number of people that saw that check happen. A different reason to dislike monthly passes is that they work against people using bikes-walking-transit (and for that matter, cars) in different combinations. Of course efficiency is important but it is not achieved by those approaches, no matter how theory predicts it. Have you noticed that the new boss of SNCF, Jean-Pierre Farandou, was formerly boss of French Keolis? A different argument against monthly passes is that be encouraging heavy rather than occasional (mixed with biking and walking) use of transit, it encourages large geographical sprawl. The most common example of fare evasion involves the use of another persons Oyster Card to get the benefit of reduced or free travel. Because the casuals (or potential casuals) will be outraged. What is really the moral logic in giving discounts to people that travel far, frequently, and during peak (at least 1 and 3 which also are regressive) a benefit over people that travel less and shorter? But all rail travellers would. The answer inevitably will be yes, and this despite paying high salaries and absurd high bonuses to senior execs etc (which went on even as those companies marched into bankruptcy.) You must submit a plea of guilty or not guilty within 21 days from the date of the notice. Both are negatively impacted by heavy commute subsidies. Charging thousands of pounds per year but travellers being forced to stand the entire (hour long) journey? In fact I would argue that this is plain wrong. Susan Lenne, Clovelly, NSW. However Sydney had a horrendously complex British style system, and worse buses and ferries were different (and it was intended to integrate everything), and eventually they couldnt do it under the contract constraints (it was part of the reason they went bust). Incidentally, another difference between HK & Singapore is that they are quite low-tax places, whereas France (and most EU) are high personal tax countries; one thus has a mentality that my taxes partly paid for this so one can start to resent paying excessively to use it as well. Country.From .To.Month pass%av earnings London generally gives off an impression of treating everyone who is not a Daily Mail manager as a criminal. Thats not the way real people actually use a Metro system (well maybe London where you might expect to get hit with an unexpected big bill depending on trip length, time of travel blah, blah.) Does anyone higher up the food chain than a churro vendor gets tackled to the ground by police over this? 70% of department 77 Seine-et-Marne) and has huge forests and national parks (eg. The next state government forced the city transit operators to simplify their systems and work together for the next contract . Its funny that the US is all about making things run like the private sector. The flat fare is not really applicable to American cities, except possibly the Bay Area on BART. 27, 2019 Learn how your comment data is processed. They claim such abuse could be costing the government hundreds of million in long term. Today I interpret monthly passes a kind of rent-seeking among one group of transit users, who want other people to pay the cost for their transit use. I just looked at Sendai. Transit, even expensive transit, is nearly always affordable as is. 2) They think its cool The turnstile acts as a reminder to everyone to pay their fare, since its not possible to fare-dodge without actively jumping it. If you are charged with an offence and are to be prosecuted in court, you may receive a postal requisition. with modern technology varying fares dynamically by distance is very straightforward (with 1990s technology) and westerners would adapt very quickly. Development London. if you dont have them, lots of people, and not just affluent whites, are going to stay away. And if occasional users see how much cheaper a monthly card is, they are more likely to think about adopting more regular transit use. The transit agency is not an individual who is broken by being mugged of $100; it should think in terms of its own finances, not in terms of deterrence. Stores dont have gates. Maybe on ticket inspections on the Metro (not really, they seem to adopt the policy of everyone in a carriage or exiting the platform, will be checked). James provided an excellent service and put his excellent knowledge to help me get the best results in something that could have effected my whole professional and personal life in the UK. A sizable proportion of riders who do not pay would just stop riding altogether, for one. The MTA has also mentioned a higher figure, $300 million; I do not know if the higher figure includes just urban transit or also commuter rail, where conductors routinely miss inspections, giving people free rides. So why do it at all? If subsidized transit leads to people moving further out and leading more car oriented lives, it could even increase transportation costs, as people saved money on housing by moving to a further out area, but end up needing a car for many non-commute trips. Id say make the one-way $5 now in one big yank, removing the faregates at the same time as a PR move. I have had the privilege of working with then,true professionals, who has used alltheir knowledge and effort, to reach the best possible solution for me, in record time. Because it reduces maintenance costs and eliminates a serious bottleneck to pedestrian throughput, and I dont think systems with faregates have lower fare evasion rates than systems with POP. There are no marginal costs close to zero in cities close to capacity at rush hour (such as New York, Tokyo, London, or Seoul), instead, those marginal trips have gigantic marginal cost if the solution is something like the Second Avenue Subway (or alternatively a horrible overcrowded travel experience). EDIT: Ignore that, the CAG thread states OP had an Oyster card, not a freedom pass. On social fares, as on many other socioeconomic issues, it is useful for Americans to see how things work in countries with high income compression and low inequality under the aegis of center-left governments. This is also a common way of pricing telecom services, where the majority of costs arise from providing the network, not the marginal cost of using it. But what is the objective? Transport for London cannot give any advice with regard to completing the forms or on how you should proceed. Its a proxy for lawlessness, for police racism, for public safety, for poverty. Also because as long as you are not going to the big London Stations once you get in to the evenings and weekends there is a big chance those stations gates will be open as they become unstaffed. The Swiss at least do zonal fares with monthly passes. The thing is they are impenetrable by fare-dodgers and so they dont even try (the interlocking-bars full-height type) and so these exits can be unmanned without problems, and they need almost zero maintenance. This would be different from London, where Underground makes a sizable profit, and Overground about breaks even. Merde! It is very likely that your employer paid some part, and, depending on the size of the enterprise, it is a discount. The only thing predictable about the service is that its always awful: the train you want is odds-on to be late or cancelled. Hope that isnt a dark omen. In the majority of cases, commuters pay the fare, take the time and bear the brunt of the health costs. Im not sure about the Lokalbanan. A better method is to ensure most passengers have prepaid already, by offering generous monthly discounts. On the same principle, cities and states can discount fares on buses and trains. Anyway, youre getting stuck in the weeds and one would almost think that is some kind of distracting argument away from the main game: affordable and equitable transit. I already contacted various solicitors over the weekend, and hope to hear from them soon enough. Its true that Dunkirk is trialing free public transport, but Dunkirk isnt exactly a shining example of good transit and its free transit trial mostly reduced cycling rates with barely any effect on driving rates. But thats Fare Evasion 201. In Paris on the RER I cant tell I believe its three figures of which the first is a 1. Transport forLondon and most of the other railprovidersusually write to an individual who they suspect of fare evasion, asking them to respond to the allegation. As to your last para, that is even more econometric thinking that shows how warped it gets. Passed a law to forbid one penny of government money going toward Eurostar or HS1 (part of the reason it took 12 years after Eurostar began, and turned into one of the textbook cases of PPP/PFI gone wrong). WebFare evasion is a criminal offence and you may be prosecuted. In New York, the SBS system uses proof of payment (POP), but passengers still have to validate fares at bus stops, even if they already have paid, for example if they have a valid monthly pass. T.T. ( June 2017). On most of our bus lines drivers check tickets on boarding, but we seem to be transitioning away from this as well. The monthly pass users are the majority of transit users, at least in a city with good fares to encourage lots of people to use it. Question is not whether, its by how much. If thats something I do often, most of those will be free trips under the 45-swipe regime, regardless of whether I lose a few workdays in a given month. Please contact the moderators of this subreddit if you have any questions or concerns. throw pav at, but I was very modestly paid except having excellent medical, and benefits like the travel card and lunch vouchers tooagain, one paid 50% of face value which was typically the price of the Menu du Jour; most regular working Parisians use these for their lunch, and they are even valid at boulangeries for sandwiches etc (but you dont get any change if you dont spend up to the face value of the coupon). As for cheap trips outside rush-hour, that is exactly what I am arguing for instead of bulk-discounts (that make the marginal cost 0 in rush hour). This split also had an effect on the policing of fare evasion, as checks used to be a LOT rarer on the S-Bahn than the U-Bahn or tram, and in my experience the inspectors also tended to be more lenient, letting people off with a warning if they had a passable excuse, which would never happen with the BVG inspectors. Most people move further from the city to save on housing costs, but that is balanced by commuting costs and time. New York does poorly on the metric of encouraging monthlies. On the other hand, the short single trip, for a person without a monthly pass, will be unreasonably expensive, for example creating cruel incentives for poor people to walk for 25 minutes in the rain, instead of taking a bus 6 stops. As you can imagine, any criminal record on a 27-year-olds CV would be detrimental to many future opportunities. In a country that has, stupidly, bet everything on London, GTR is utterly crucial to the national economy. Much less a whole restaurant. This is much more like parking violations or routine mistakes in tax filing. At the moment that the rail industry is having a long drawn out argument on the best way forward as everyone can see the season ticket is dying but the political cost of getting rid of it is too high, so some form of fudge will be needed. Taken to court by TFL for fare evasion under contrary to byelaw 17. 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The greater sprawl is mostly because Tokyo is the larger capital of the larger country, with more than triple the population of Paris in terms of metro area. Theres no monthly fare capping in London, but the travel card has a breakeven point of 48 in zones 1-3, which means that commuters who dont take the Tube off-peak will rarely hit the cap. That Britain thinks monthly passes are old news does not mean that they really are old news. While it would be much better to have density presented as a map with high granularity, the overall figures suggests that Tokyo is more compact and denser. (Ile de France has a population density of 1010 people per sq km, that should say. Its also easier to go mob handed on inspections at busy Metro stations in the city, but on a commuter train 40 minutes out in the suburbs, its easier if you filtered out the fare cheats from the busier stations rather than some lone inspector trying to do it. WebAppearance, the Court will schedule a Settlement Conference to occur within ninety (90) days of the filing of the Notice of Limited Appearance. I hired BSB firm to represent me in a TfL fare case in October 2018. The cost burden of commuting is unevenly and unethically distributed amongst the beneficiaries of this utility. Theres something interesting going on with Chesa Boudins campaign: he wants to decriminalize quality-of-life crimes (okay) and deprioritize prosecuting theft and redirect resources to prosecuting sexual assault (prioritize violent crime) and train cops to be more responsive to victims. If fares generally bring in X amount of revenue, then why would increasing tax revenue by X be bad. This skewed thinking has meant that substantial financial burdens are being placed upon commuters (not to mention the public at large) whilst other beneficiaries of commuting (employers) are not contributing to its financing. No one will jump a fare gate 10 feet in front of uniformed police officer. Boston, too, has its moral panic about fare evasion, in the form of campaigns like the Keolis Ring of Steel on commuter rail or Fare is Fair. Iwould highly recommend BSB Solicitors to anyone in the future. OK, youve nit-picked one thing from that report. In Switzerland, where consolidated fares have been in existence for more than a century, there are regular passenger counts. While the number of 15 km trips will be less sensitive to if a trip cost 0 or 0.5 or 1. We are seeing violence directed at transit systems around the world which weve discussed here recently (link below). As in Paris-RER this is best done with attractive monthly cards, so even people who have to use cars at least some of the time are tempted to still have a monthly card and use it for all journeys where possible. Unlicensed vending is fine, I dont have a problem with the churro venders of New York. Its really self-enforcing and does not need the extremely irritating British price-engineering. Thelawyer who dealt with my caseput me at ease straight aware and was professional throughout my consultation. Paris RER-A (the direct equivalent of CrossRail) opened in 1977 and today carries 300m pax p.a.. Today Paris has 5 RER lines which carry more than 1bn pax p.a.. About 44 years later, and 75 years after it was first proposed, CrossRail will cost north of 18bn and the scale of opportunity cost that can only be imagined. To the passengers, this friction is invisible I buy tickets on the BVG app but theyre equally valid on the S-Bahn, even on S-Bahn-only trips. All sorts use the Paris Metro and even with its monthly card, is more expensive than either of those cities. if someone from outside the metro drives and parks on-street they have to either meter or pay daily parking rates on a app. Or elect Corbyn.). I profoundly disagree. Per Cuomos office, fare evasion costs $240 million a year on the subway and buses, about 5% of total revenue. Most months have a holiday in them, and there may also be a sick or vacation day thrown in. I dont know if the employer paid for the rest (or whatever the discounted price was). And the London lessons are very applicable to NY. In lieu of treating it as a big intra-urban culture war, I am going to talk about best practices from the perspective of limiting revenue loss to a minimum. Their policy may be concrete before electronics/operations, but much of the city isnt even close to any concrete. However, turnstiles are not necessary for this. Regardless, its S$120 per month without discounts, whereas the longest single-ride fare is $2.08 (link 1, link 2), for a breakeven point of 58 rides a month for trips longer than about 40 km. Solicitors After a number of years of loss-leading the commercial company goes bust or worse (see UK, though admittedly there is little competition on a route basis; they have the worst of all possible worlds) and the debacle and chaos* makes more travellers choose alternatives to rail.