Free public transport in Ukraine: the common weal versus capitalist modernity

August 29, 2025

Free public transport can open cities to all. It combats social injustice and can also help to tackle climate change, by moving away from car-centred urban transport systems. Public transport has been made free in more than 130 municipalities in Brazil – and, in Europe, Luxembourg, Tallinn (Estonia), Belgrade (Serbia) and several French cities.

In this interview, the writer and activist Denys Gorbach talks with Simon Pirani about Kryvyi Rih, Ukraine, where municipal public transport has been made free – but with mixed results. Zhenya Polshchykova, a Ukrainian activist in social movements, also joined our conversation. First published in the Ecologist, and reproduced here with thanks.

Simon: Please start by telling our readers who lives in Kryvyi Rih, what do they do, and where is it? Is it near the front line?

Denys: Kryvyi Rih is a very large mining town, better called a city, with 600,000 inhabitants. At the peak it had nearly a million, and according to some conspiracy theories, the population actually reached a million, but the Dnepropetrovsk region authorities never wanted to acknowledge that, as that would require the creation of a separate region.

A Krivyi Rih bus. From the Svoi Krivyi Rih web site

Now the population is around 600,000. Economically Kryvyi Rih is a mining and steel town, with  a mostly working class population. The front line is about 100 kilometres away.

Simon: What is the state of the public transport system? What are the respective shares of public transport and private cars in volumes of transport? 

Denys: Kryvyi Rih is a bit special because of its geographic layout: it is very long and narrow. Traditionally, the city was not car-dominated at all, but because of the difficulties of getting from one part of the city to another, in recent decades, it has become more and more common for working class people to get cars. Kryvyi Rih, including the road infrastructure, was built mostly in the 1960s, for a much larger population. Historically the public transit was determined by the rhythms of the industrial enterprises where most people worked.

Currently, although cars are becoming much more common than 20 or 30 years ago, still the main roads – the so-called red line through the city – is six, or at some points eight, lanes. The two outside lanes are never used, except for parking. The second lane is used by people who are on the lookout for a bus or a marshrutka [a privately owned and operated minibus that usually follows the route (marshrut) taken by public buses]. People tend to walk across these unimaginably large highways at random, without relying on crossings, because it’s relatively safe. All in all, I would say that cars are not as overwhelming in the public landscape as they might be in London, for example.

Simon: You mentioned buses and marshrutki. Are these the main forms of public transport? And please explain what marshrutki are. 

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Nigeria: meeting the need for housing

October 3, 2024

This is the first of three linked blog posts about housing in Nigeria by TOM ACKERS. This post is based on chapters 3, 4 and 5 of Tom’s pamphlet, Making Homes and Energy Transition in Nigeria, published today as a free, downloadable PDF on People & Nature. The other posts are here and here.

These posts provide an overview of the growing need for homes and the widespread slum dwelling forced on to Nigerians by gaping social inequalities. Tom also looks at the potential for housing needs to be met in sustainable ways that do not aggravate the climate crisis or other ruptures of society’s relationship with nature. He pays attention, as he did in his pamphlet on Decarbonising the Built Environment, published here last year, to the technologies that can allow us to live in harmony with our natural surroundings, and the obstacles put in front of those technologies by capital and the political structures that serve it.

Housing needs

One of the most basic human needs is the need for habitation. We need to think of decent housing as a universal human right.

Protest against forced evictions at Otodo Gbame, Lagos State, 2016. Photo: Justice & Empowerment Initiatives

Homes the world over should effectively protect people from the elements outside: from the cold and the heat – and they should do so with a minimal outlay of supplemental energy. Homes also need to be adequately and safely serviced in terms of essential amenities – people need safe sources of heat for cooking, and they need clean electricity for appliances. People need spaces of privacy.

Moreover, the homes in which we live help us to establish meaning in the world. Part of that sense in which we experience inhabitation consists of our relationship to the materials used – be it stone, clay or wood; steel, glass or plastic.

The sheer variety of housing forms around the world and in history, writes Arjun Appadurai, “underscores the intimate connections between family life, design, cosmology and the social imagination”. What is more, “these connections do not require wealth, stability or security to achieve their force”.

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Nigeria: towards sustainable homes for all

October 3, 2024

There are many ways to reduce the embodied climate impact of construction (that is, to reduce the embodied greenhouse gas emissions – those generated by the construction, maintenance, and eventual demolition of a building, in contrast to the operational emissions produced during a building’s use).

Construction in progress. Photo by Akintunde Akinleye

Take, for example, the embodied emissions of the Lagos reference building discussed in the previous post, Nigeria: meeting the need for housing. Here, the most important factor would be minimising the emissions from standard concrete and steel, but also minimising the lifetime need for recurrent fresh coats of paint. (Metal and paint manufacture are also chemically polluting in other respects.)

One way to reduce cement and steel emissions is to switch to renewable energy, something that needs to happen anyway across the whole of society.[1]

But Isidore Ezema and his colleagues note an unfortunate backwards step:  in 2016 the main cement company in Nigeria – presumably, Dangote Cement – “announced a switch from the use of natural gas and low pour fuel oil (LPFO) to coal as the main energy source for cement production”.

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Nigeria: bringing energy to homes

October 3, 2024

This is the third of three linked blog posts about housing in Nigeria by TOM ACKERS. It is based on chapters 8 and 11 of his pamphlet, Making Homes and Energy Transition in Nigeria, published today as a free, downloadable PDF on People & Nature. The other posts are here and here.

Household energy consumption

Household operational energy comprises by far the largest share of Nigeria’s energy use, and most of it is the combustion of solid biomass for home cooking.

A 2023 report by the International Renewable Energy Agency (IRENA), compiled in collaboration with the Energy Commission of Nigeria, provides helpful data on energy consumption patterns.

Solar panels being installed. Photo by ISPI On Line

Of the final energy consumed in Nigeria (that is, energy in all forms, at the point of use, whether biomass, fossil fuels, electricity or commercially-produced heat) nearly 50% goes to residential buildings, followed by transport, industry and commercial uses of energy. (These are 2015 data, but the picture is unlikely to have changed significantly since then).

Agriculture uses a tiny 0.4% of final energy, which reflects very low levels of agricultural mechanisation.

The same report assesses Nigeria’s primary energy supply – that is, “raw” energy products, excluding exports and including imports, before e.g. fuel is burned to produce electricity or heat – as follows:

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From Brazil to India to Europe, free public transport is gaining momentum

September 19, 2024

By Simon Pirani. Republished from Labour Hub, with thanks.

Free public transport has been introduced, with striking success, in cities around the world in the past three years. Activists will report on how it was done at an event in London on Sunday 29 September.

Brazil has seen an especially rapid expansion of zero-fares transport. At the latest count, more than 5 million people in 116 municipalities have access to it.

A tram in Montpellier, France, where public transport is now free for residents

Many smaller Brazilian cities introduced free public transport, in response to a decade of motorisation, policy support for private cars and decline of public systems, Daniel Santini, a researcher at the university of Sao Paulo, points out.

At the 29 September event, organised by Fare Free London, Santini will give an update (on a video link).

Zero-fares policies always and everywhere win support as a social justice measure.

In June last year, the state government of Karnataka, India, introduced free public transport for women, in the teeth of right-wing opposition – and recently registered the 2 billionth free journey.

An activist from Karnataka will also speak at the London event (by video).

Closer to home, in France, 2 million people have access to 38 zero-fares schemes counted by the Observatory of Cities with Free Transport. Montpellier, with a population of half a million, became the largest fare-free city in December last year.

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Zero fares: a way to act on climate and social justice

March 20, 2024

Free public transport “opens the city to all” and should be “provided as a public service, just like health, education and public parks”, a new Campaign Briefing from Fare Free London says.

Celebration of the introduction of free public transport in Montpellier, France, December 2023. With thanks to the Mayor’s office at Montpellier

Abolishing fares for public transport in London is “one of the drastic, demonstrative actions needed to tackle climate change globally and air pollution locally”.

Fare Free London, set up at a meeting of community, trade union and environmentalist activists last month, is calling on the city’s Mayor to adopt the policy, and commission research on how to implement.

It urges national government to support the fare-free approach around the country, and change local government finance rules so that it can be paid for.

The Campaign Briefing, supported by Fare Free London, the Greener Jobs Alliance, the Stop the Silvertown Tunnel coalition and Tipping Point, argues:

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‘Free public transport opens the city to all’

March 1, 2024

“Free public transport opens the city to all”, says Fare Free London, a campaign set up on 10 February at the Waterloo Action Centre. Free public transport “is provided as a public service, just like health, education and public parks, and is supported by public investment.

“It is central to a vision of London as a city where people, their health and the lives they live, come first”.

After the meeting, I did a podcast with Future Transport London, a long-standing campaign group. It’s here – please click and listen!

Fare Free London is following an international trend. The photo is from Kansas City in the US, which has had zero bus fares for four years – and where campaigners want to make this highly successful scheme permanent.

Asked on the podcast about the objectives of the proposal for free public transport, I said there are two:

“First, to make the system more socially equitable. London is more socially un-equal than any other part of the UK. A higher proportion of households is in poverty, 25%, than any other region except North East England.

“Second, to take drastic, demonstrative action on greenhouse gas emissions and air pollution.”

On greenhouse gases, the mayor’s strategy is focused on electrifying vehicles. This can not produce results fast enough, as has been shown in detail by research published last year by a team based at Imperial College.

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Proposal to campaign for free public transport in London

December 6, 2023

Reposted, with thanks, from the Stop the Silvertown Tunnel coalition web site. Also on Labour Hub

We have discussed this proposal in the Stop the Silvertown Tunnel coalition, and now invite organisations, groups and individuals to join us in this initiative. We hope to have a get-together on this early in 2024. To indicate interest, please write to stopsilvertowntn[at]gmail.com.

Aim

Free public transport can help tackle climate change globally, and air pollution locally, while supporting households struggling with the cost-of-living crisis. Transport should be provided as a service, just as health, education and public parks are.

The Stop the Silvertown Tunnel coalition on a trade union march to keep rail ticket offices open, in September

On climate, London is falling behind its own weak targets, and even further behind targets worked out by climate scientists. The transport sector is the city’s second largest source of greenhouse gas emissions, after the built environment, and the sector that has made the least progress in cutting fossil fuel use over the last twenty years.

Drastic, demonstrative action is needed. Free public transport, implemented together with improvements to services, investment in active travel and ending subsidies to car drivers and the haulage industry, can help rapidly to cut the number of vehicles on the road. We need to make public transport Londoners’ first choice for getting around: make it enjoyable. This is the best way to reduce emissions.

Cutting down road traffic is also the best way to tackle air pollution that kills thousands of Londoners each year.

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Decarbonising the Built Environment: a Global Overview

November 27, 2023

Part 1 of Decarbonising the Built Environment: a Global Overview, by Tom Ackers

Download the whole series as a PDF here

Contents

Part 1. Introduction   

Part 2: Concepts and measures          

Part 3: The built environment in the fossil economy: a history        

Part 4: The China shock        

Part 5: Quantifying material use, emissions and the scale of decarbonisation

Part 6: Contraction and convergence, development and urbanisation

Part 7: Embodied emissions           

Part 8: Decarbonising embodied emissions

Part 9. Operational emissions  and the thermal performance of buildings

Part 10. Decarbonising heating and cooling

Appendices – available in the PDF

□ TOM ACKERS is a doctoral student at New York University

□ Cover photography by Mikko Eley

This series of blog posts is attached as a pamphlet, which is free to download and share, under a creative commons licence

=

Foreword

This series of articles by Tom Ackers presents an outline of the challenge of decarbonising the built environment – the buildings and infrastructure we use – as part of tackling global heating.

In contrast to all the valuable analysis and discussion material focused on this problem at local and national scales, Tom concentrates on the global picture. It is a comprehensive survey, covering the history of construction techniques and how the stock of buildings and infrastructure expanded together with the capitalist economy in the late 20th century, how China overtook the rich industrialised countries, and the scale of the challenge in front.

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Transport: how Silicon Valley turns technologies against us all

January 23, 2023

Review of Road to Nowhere: what Silicon Valley gets wrong about the future of transportation, by Paris Marx (2022, Verso)

Unleashing Uber on cities would cut car ownership, because ride-hailing would be cheaper, Travis Kalanick, then Uber’s chief executive, claimed in 2015. It would reduce traffic congestion, allow car parks to be converted to other uses, and complement public transport with its “last mile” service.

Uber drivers demonstrate in London in March 2021, when the IWGB union won a court decision that they are workers, not self-employed. Photo from IWGB

Investors bought into Kalanick’s story, that Uber’s innovative app would produce these benefits, to the tune of billions of dollars. Central to his patter was the claim that Uber was a tech company, not a transport company (since denied by courts in the UK and New Zealand), and his crusade against local government regulations and the “taxi cartel”.

In Road to Nowhere, Paris Marx not only unmasks these falsehoods, but also explains Silicon Valley’s place in the broader crisis of capital, and the social, economic and ecological damage it does.

Marx recounts how Uber expanded in the US after the 2008 recession, flooding the market with drivers, to whom it offered incentives that were then withdrawn, while pay was cut.

Uber’s predatory pricing, financed by stock exchange investors, drove traditional taxi companies out of business. Taxi drivers’ incomes plummeted and their lives fell apart, triggering a slew of suicides.

The post-recession environment provided both a large pool of precarious labour and what Marx calls “incredible technological optimism” (page 109). Central to Uber’s strategy was an assault on cities’ transport regulations and on the labour conditions won over decades by taxi drivers’ union power. Uber and the other technology companies, cheered on by US conservatives and libertarians, deployed technologies as weapons in the class war. 

In the midst of the gathering climate crisis, Uber’s new technology drove greenhouse emissions upwards. Directly contradicting Kalanick’s promises, the Uber model put more vehicles on the road.

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