https://hdl.handle.net/2123/6003 2026-06-09T19:56:09Z https://hdl.handle.net/2123/6171 Outcomes Of Regulatory Change In Urban Mobility: Adjusting Institutions And Governance Viegas, José M; Macário, Rosário theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6172 Prospects And Pitfalls Of Public-Private Partnerships In The Transportation Sector – Theoretical Issues And Empirical Experience Alexandersson, Gunnar; Hultén, Staffan One effect of the regulatory reforms in the transportation sector is that private companies increasingly participate in the investments in new transportation systems. These investments may amount to very large sums in the coming 10-year-period. There are several different ways to categorise these projects, but with a common name they may all be viewed as Public- Private Partnerships (PPPs). Some PPP projects may be very long-term, including new infrastructure investments as in concessions and Build-Operate-Transfer projects, while others may be more short-term, concerning reinvestments only – and sometimes even limited to the task of operating a finished construction. The overall goal of PPP projects is to find solutions to problems in which the advantages of the private sector (such as financial assets, efficient management, propensity to innovative and entrepreneurship) are combined with the advantages of the public sector (such as social and environmental concern). When carried out successfully, PPP projects can be very powerful tools to quickly construct new infrastructure facilities and operate them efficiently. However, experience has also shown that they may sometimes go wrong, creating transportation systems that are inefficient, under-used and lossmaking. Although PPPs are still considered to be interesting solutions for urgent projects when budget constraints limit the possibilities for public-only investments, the discouraging experience of some high-profile projects have had a negative impact on the reputation of the PPP model. In this paper, we discuss the prospects and pitfalls of PPPs in the transportation sector, focussing on long-term projects involving investments in new infrastructure for roads and railways. Of particular interest are the various problems related to the sharing of risks between different partners in a PPP project. This includes both the risk sharing between the private and the public sector and the distribution of risk among the involved private firms, such as the members of a consortium but also their relations to banks and similar institutions. The risks of a PPP project are typically related to estimations and forecasts of market development and other factors. We discuss these issues by using the theoretical concepts of lock-in and hold-up problems, and what can be done to avoid them in terms of PPP and contract design. The theoretical discussion and the conclusions of the paper also draw from the gathered empirical experience of previous projects, primarily from European countries. theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6174 Regulatory Reform Of The Urban Bus System In Recife (Brazil): Stakeholders And The Constituency-Building Process Brasileiro, Anísio; Guerra, Cláudia; Aragão, Joaquim The integrated metropolitan administration of the bus system in Recife is almost thirty years old and has survived a number of different perils. Even the most recent municipal administration of the city of Recife has dropped its plan to bring back the management of the municipal lines under its roof and has accepted cooperating with the State Government of Pernambuco, provided that a new cooperation contract basis is adopted. This paper begins with an explanation of the administrative and operator structure of the Metropolitan Recife bus system, which has been run by the Metropolitan Urban Transportation Company of Recife (EMTU - Empresa Metropolitana de Transportes Urbanos do Recife), a public corporation owned by the state of Pernambuco, but actually an administrative autarchy. Despite its success in ensuring coordination on the entire metropolitan level, which is still a rare example in Brazil, the EMTU has not been able to ensure a competitive environment in the bus industry under its control and the sector has been following a continuous path in direction of area-based monopolies. This paper describes this process as well as the different attempts by the EMTU to introduce benchmark regulation and the reaction of the operators against such attempts. In spite of these efforts, the legal expiration of the contracts and the organization of the legally required tendering procedure have been subsequently postponed. Different tender studies have been prepared and have been subsequently dropped. When the current municipal administration of the City of Recife came to power, a tender procedure was promised and expected, but the city government only managed to regulate (actually repress and substantially quell) the local informal operators. Most recently, the state attorney has pressed the state and municipal authorities to organize the procedure, but response is still slow. This paper describes these studies and the reactions of different stakeholders (operators, public servants, politicians, consultants, attorneys, press and the population) throughout this long process towards the tender procedure and also outlines the recent negotiations for reforming the EMTU. theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6173 Modelling Public Transport Corridors With Aggregate And Disaggregate Demand Jara-Díaz, Sergio; Tirachini, Alejandro; Cortés, Cristián theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6182 How Efficient Are Ferries In Providing Public Transport Services? The Case Of Norway Odeck, Prof. James; Bråthen, Svein In this paper we provide a yardstick for measuring the performance of ferries involved in the Norwegian trunk road system. We establish a best practice frontier from which individual ferries are measured against. The potentials for efficiency improvements can then be derived giving the decision makers knowledge of the magnitude of efficiency gains that can be achieved if the current subsidy regime is changed. The approach we use for establishing the frontier is the Data Envelopment Analysis (DEA) which is known to tackle problems of this type appropriately and which is now popular in assessing the efficiency of public transport services. Further, we use rich data comprising about 82 ferries operating throughout the country. The data are from the account years 2003 – 2005 and includes as inputs; fuel, labour, capital and maintenance costs, and as output ferry kilometres per year. Our results indicate that there is a large potential for efficiency improvements in the sector as whole. Further, we find that area of operation e.g. whether open sea or not has a significant impact on efficiency thus we warn the decision makers not to be indifferent concerning the area where services are provided when assessing performances of the ferry sector. Our findings if used appropriately could improve the ferry subsidy schemes which today are based on standard cost norms and that do not address special cost drivers such as area of operation and capacity of ferries. theme E 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6184 Rail Infrastructure Pricing For Intercity Passenger Services In Europe: Possible Impacts On The Railways Competitive Framework Macário, Rosário; Teixeira, P.F.; Sánchez-Borrà, M.; López-Pita, A.; Casas Esplugas, C. At the beginning of the 90’s, the European Union initiated a railways reform with the aim to face the decline of railway transport, as well as to increase railway competitiveness and interoperability at European scale. The First Railway Package of this reform focused on the split between infrastructure management and operation and, therefore, on the establishment of pricing systems. Due to lack of straight definition, the application of the Directives on infrastructure charges in the different European countries has given rise to a large spectrum of charging systems. It is a direct consequence of the differences in the charging philosophies (MC –marginal cost, MC+ - marginal cost with mark-ups, FC –Full Cost recovery, etc.), the charging types (single tariff, two-parts tariff) and the parameters (or variables) chosen for defining the amount of the charge in each particular case. This paper analyses the rail infrastructure charges in 23 European countries from the point of view of the parameters used for defining them. The analysis deepens the knowledge of qualitative differences between these countries’ pricing structure. Furthermore, it analyses its consequences in the total amount of the charge to be paid by passenger services running through links considered to be the best national railways relations in each one of the countries studied. Concerning the qualitative analysis, forty-six different types of variables were identified for the whole of the systems analysed. With regard to the quantitative field,calculations reveal that infrastructure charges range from 14,6 €/train-km to 0,6 €/train-km for “comparable” national links. The last part of this paper discusses the weight of those fares for the use of infrastructure for intercity rail passenger services with regard to its competitor mode. Results from an analysis of 100 national and international links allow drawing some conclusions on the possible impacts of railway infrastructure pricing on the railways competitive framework in Europe. theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6181 Risk Management Clauses In Tender Contracts For Passenger Transport Operations: The Case Of Manaus, Brazil Aragão, Joaquim José Guilherme de; Filho, Rômulo Dante Orrico; Câmara, Marianne Trindade theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6183 The Economic Regulation Of Brazilian Intermunicipal Coach Transport (Tipo): Contributions That May Arise From The Courts Of Accounts Role Aragão, Joaquim José Guilherme de; Rolim, Fernando; Brasileiro, Anísio theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6170 Teleological Framework For Transport Planning And Evaluation: A Tool In The Seek For Integrated And Meaningful Solutions For Better Results Magalhães, Marcos Thadeu Queiroz; Silveira, Luís Sérgio da Cruz; Pereira, Ernesto; Silva, Heider Augusto da; Andrade, Andrade; Yamashita, Yaeko; Aragão, Joaquim José Guilherme de theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6180 What Is Strategy In Urban Mobility Systems? Macário, Rosário theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6091 Experts Don’t Know Everything: Governance Issues Associated With Transport And Disadvantage Wear, Andrew Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6098 Electronic Ticketing System: Implementation Process Cotias Vasconcellos, Sylvia; Freire da Costa, Felipe; Balassiano, Ronaldo Theme E 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6100 The Dynamics Of Social Exclusion: Some Insights From Norway Priya, Tanu; Uteng, André In this paper we explore the interface between the theme of transport & social exclusion and resource allocation within a household. We analyse the consequences high priced driving license within the domain of family structure, gender and the integration of non-western immigrants in Norway. We pose driving license as a skill which has implications for the family as a whole. Further we analyse how decision making within a family and the tenets of social exclusion are therefore affected both by the availability of public transport and price of procuring a driving license in the Norwegian context. Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6093 Study On The Demand Forecast Method For The Interurban Public Transport Under The High-Speed Railways In Shanghai-Nanjing Corridor Zhang, Rong; Wu, Xiao-Lei Theme E 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6099 Topic: A "Fare" Go For Regional Communities – The Challenge Of Providing Accessibility To Regional And Remote Communities Moogan, Erin The paper will discuss how the Queensland Government's regulatory framework, and program of subsidy support and infrastructure funding integrates to provide essential transport services for regional Queensland communities. Some of the unique challenges involved in the program are discussed. Queensland's program is also compared and contrasted with other states in Australia and the overseas experience. The impact of the program on local economies, quality of life and the relative efficiency of the services will also be examined. 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6095 In Search Of An Effective Service Delivery Model To Provide Services For The Transport Disadvantaged Battellino, Helen C. Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6096 Assessing The "Value" Of New Transport Initiatives In Deprived Neighbourhoods In The UK Lucas, Dr. Karen; Tyler, Sophie; Christodoulou, Georgina Since 1996, there has been growing policy awareness in the UK of the links between transport and social exclusion. Research by the government’s Social Exclusion Unit (SEU) has highlighted the fact that transport problems are often a major barrier to accessing work, healthcare, educational and other key facilities and has, therefore, become an increasingly important policy objective in moving people from welfare into work, addressing health inequalities, improving poor educational attainment and more generally promoting social exclusion and neighbourhood renewal. The SEU study puts in place a cross-departmental strategy to address these issues through a new local framework entitled Accessibility Planning, which is to be delivered by local transport planning authorities and their partners through the next round of Local Transport Plans. However, there has been little, if any, qualitative or quantitative analysis and evaluation of the contribution of new transport interventions in deprived areas. As such very little is known about whether they are facilitating increased economic and social participation for the individuals who use them. It is equally unclear if they have any positive impact on the wider process of regeneration in the neighbourhoods they serve. Anecdotal evidence suggests that they are assisting transitions from welfare into work, as well facilitating other important activities, such as health visits, educational attendance and leisure and social activities. The current funding and subsidy arrangements for transport initiatives specifically designed to support social inclusion are minimal at best and often non-existent. This paper describes case study research of four different transport projects that were funded under the UK Department for Transport’s now obsolete Urban Bus Challenge Fund. It aims to qualitatively and quantitatively evaluate their value to passengers in terms of quality of life benefits and also to identify their wider value to the local practitioners charged with the regeneration of the deprived areas they serve. On the basis of this evidence study aims to offer recommendations to central and local government on how such initiatives can be better supported in the future. Its key objectives are: • To identify the changes in travel behaviour and accessibility that have been brought about through the introduction of transport interventions within deprived and disadvantaged communities; • To explore the perceptions of local people in relation to these new services and with the broader aim of identifying the impact of these on the quality of life of the people who use them; • To explore the views of local practitioners regarding the contribution of such projects to the wider process of neighbourhood renewal in these areas; • To offer recommendations to central and local government on how such schemes can be better supported in the context of policies for neighbourhood renewal and the new requirements for accessibility planning in the 2006 Local Transport Plans. The research is funded by the Joseph Rowntree Foundation, a UK-based poverty campaign organisation that aims to raise awareness of the needs of people living in poor neighbourhoods across the UK. Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6094 Meeting Older Persons’ Mobility And Access Needs – A Re-Think On Public Transport Wang, Dr. Fei Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6097 The Impact Of Geographic Location On The Utility Derived From Real-Time Public Transport Information Caulfield, Brian; O’Mahony, Margaret This paper presents the results of a study undertaken in Dublin, to ascertain passenger preferences for public transport information. The study examines the need for public transport information across three stages of a public transport trip. The stages examined are as follows; stage one: pre-trip planning from home to work, stage two: at-stop/station information, and stage three: pre-trip planning from work to home. At each of these stages, the respondents were asked to choose between several methods of receiving information, via the internet, mobile phone, call centre or at stop real-time information displays. The study utilised a stated preference approach to ascertain what type of information respondents required at each stage and their willingness to pay for this information. This paper presents the findings of the study undertaken and reports several factors which affect respondent’s willingness to pay for public transport information. This paper examines several factors relating to the impact of the geographical location of a respondent in relation to the utility they derive from real-time public transport information. The first factor examined measures the impact that the proximity of an individual to a high quality public transport option has upon utility derived from real-time information. The second factor examines how the residential location of the respondent impacts upon the utility derived from real-time information. Both of these geographical factors were examined using the results of a stated choice experiment conducted in Dublin, Ireland. The first section of this paper presents the survey methodology applied in this study. The following sections present the demographic characteristics of the sample collected and the results of the multinomial logit modelling conducted on the stated choice results. The paper concludes with a discussion and conclusions section. Theme E 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6089 Optimal Bus Dispatching Policy Under Variable Demand Over Time And Route Length Kumarage, Amal S.; Perera, H.A.C.; Jayaratne, M.D.R.P. The problems of scheduling and schedule co-ordination in bus operations have conflicting objectives related to user’s cost and operator’s cost. Passengers would like to have public bus services where there is less waiting time. Operators on the other hand would like to earn profit with lesser vehicle operating cost and a minimum number of buses. In developing countries where overloading of buses has long been considered necessary to ensure bus travel remains affordable to most socioeconomic groups, bus operators would in addition to larger headways, like to have higher load factors to increase revenue even though passengers would prefer less load factors as it provides a more comfortable journey. All these factors are further constrained by the fare levels, which may not make the revenue adequate to operate at the most economically optimal frequency and load factor. This paper considers a method that is an extension to Newell’s Optimal Dispatching Policy, to determine a fleet size and dispatching rate based on both operator’s cost and user’s cost including the disutility of standing, in order to arrive at a global cost optimum. It further investigates the financial viability of providing such a service and sets out a financial viability domain within which optimization can occur in practice. If the resulting dispatching rate is lower and does not fall within the domain of financial viability, then operating subsidies are considered necessary to maintain the economically optimum dispatching rate. This method to compute optimized dispatching rates is based on screen-line counts across given locations along a bus routes used in conjunction with a limited sample of on-board boarding and alighting surveys. Passenger revenues have been computed by a process of multiplication of the rationalized origin-destination matrix by the fare for distance travelled between the respective origins and destinations. Indicators have also been developed to determine average trip lengths for each route and average revenue per passenger together with the points of maximum capacity along the route. These indicators describe the nature of the demand that the bus route serves. The screen line counts provide the hourly variation in demand over a bus route throughout the day, which has been expressed in terms of a polynomial equation to determine the variation of demand over different time periods. By combining both functions, a composite function has been developed to determine; the daily passenger demand on a given route; the total revenue for operators, the average load factor and locations on the route where maximum loading occurs. Theme E 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6090 4d’s Of Taxi Fares: A Behavioural Model For The Ict Age Mahalingam, P; Supriya, Dr M V Price influences the behaviour of people. It follows that the quality of a taxi service and the behaviour of the driver depends on the fare structure. This paper finds that the contribution approach to pricing as opposed to the cost plus pricing used universally can provide the ‘motivation handles’ to influence the behaviour of drivers, passengers and all stake holders. A real life example from Chennai, India is used to demonstrate a scientific fare structure. It is based on the four Ds of a fare mix: Distance, Duration, Drop and Discern. Such pricing granularity can be implemented with the advances in information and communication technology (ICT) of today. The transparency of the structure can balance the needs and costs of all the stake holders—passengers, drivers, other road users, owners, capital and society. Theme E 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6092 The Usefulness Of Social Exclusion As A Theoretical Concept To Inform Social Policy In Transport Stanley, Dr. Janet Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6088 Accessibility For All: Effects Of Measures In The Public Transport Field Hagen, Trine; Kjørstad, Katrine Næss Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6087 Investigating Links Between Transport Disadvantage, Social Exclusion And Well-Being In Melbourne – Preliminary Results Currie, Graham; Richardson, Tony; Smyth, Paul; Vella-Brodrick, Dianne; Hine, Julian; Lucas, Karen; Stanley, Janet; Morris, Jenny; Kinnear, Ray; Stanley, John Theme D 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6077 Delivering Trusting Partnerships For Route Bus Services: A Melbourne Case Study Stanley, John In a paper to the Thredbo9 Conference, Stanley, Lucas and Betts outlined a framework for the creation and sustenance of a trusting partnership at the tactical level for public transport services. Since that time, the Victorian (Australia) bus industry has been in negotiation with the Victorian State Government about the future development of the State’s route bus services and about implementation of supportive service contracts. This paper outlines the system development directions that are being implemented and the way that a broad-based constituency has been built to support those directions. It then illustrates the extension of the tactical trusting partnership approach between purchaser and provider to the level of the individual operator contract, showing how this should create a flexible yet disciplined environment to manage and cope with change and growth. The broad nature of the new contracts is summarised and, building on the findings from Workshop B at Thredbo 9, processes that are being implemented to manage the on-going relationship between purchaser and providers are outlined. Finally, the paper argues for extending KPIs beyond the operator to encompass the authority/regulator and the partnership of authority/operator, to extend performance pressures beyond the operator and recognise the interdependence of partners in a true partnership. Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6080 Provision Of Public Transport Under Conflicting Regulatory Regimes Vickerman, Roger In this paper we develop a simple model of regulatory competition in a multi-agency world. This argues that regulatory competition and potential conflicts arise in a similar way to tax competition between jurisdictions. This is then applied to contrasting situations drawn from metropolitan transport and cross-border rail services in Europe. The analysis demonstrates how regulatory conflicts can lead to inefficiencies which impact not just on the provision of transport services, but also on the potential wider benefits from transport, most notably labour market efficiency and productivity growth. Key Words: Regulatory competition; regulatory conflict; wider economic impacts; asymmetric information. Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6079 The South African Experience With Negotiated Versus Competitively Tendered Bus Contracts Walters, Prof Jackie; Cloete, Mr D Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6078 Competitive Tendering In The Netherlands: Central Planning Or Functional Specifications? van de Velde, Didier; Schipholt, Lars Lutje; Veeneman, Wijnand Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6066 A Framework Approach To Developing Public Transport Contracting Regimes Barrett, Dr. Simon; Dehne, Florian; McCormick, Michelle Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6074 Franchising And Performance Based Contracts: Lessons From Public Transport In Melbourne Mees, Paul Theme c 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6068 Bus transport; Is there a regulatory cycle? Gwilliam, Ken Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6067 Vertical divestiture as a competitive strategy: The case of railway passenger transport reform in Russia Dementiev, Andrei We consider the vertical access model of the rail passenger sector in Russia and formally analyse the attractiveness of complete vertical divestiture as an option for the future reform steps. The integrated infrastructure company (RZD) serves also the passenger market and is engaged in sabotage in order to disadvantage existing or potential rivals of its downstream affiliate – Federal Passenger Directorate. We found that the welfare gain from the vertical divestiture may depend on the nature and toughness of downstream competition and be irrelevant to the size of scope economies and maximum level of sabotage. JEL classifications: L51, L22 Key words: downstream competition, constrained capacity, sabotage Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6069 Passenger Rail Franchising – British Experience Nash, Chris; Smith, Andrew Given that virtually all British passenger train services were franchised out over the period 1995-7, and many have now been franchised for a second time, Britain should provide an excellent opportunity to study the impact of franchising passenger rail services. Moreover, since several different franchising models have been tried, there should also be some useful evidence on how best to go about franchising. In practice, however, the turbulent history of the British rail industry over this period makes drawing firm conclusions difficult. At the start, it appeared that franchising was very successful with strong competition for franchises, rapidly rising traffic, rising productivity and falling subsidies. Whilst most of the increase in traffic was due to external factors, the growth appears somewhat faster than would be explained by these factors alone. Despite this, a number of train operating companies got into financial difficulties, particularly in the Regional sector, where franchisees were relying on reduced costs rather than increased revenues to achieve subsidy reductions, and in the short term franchises were renegotiated or replaced with cost-plus contracts pending refranchising. After the bankruptcy of Railtrack not only have the costs and performance of the infrastructure manager severely deteriorated, but there has also been a large rise in the costs of train operating companies. Without a better understanding of the causes of this rise it is hard to form firm conclusions on the success of franchising. One argument is that one of the reasons franchisees found it difficult to achieve the anticipated cost reductions was the degree to which costs had already been driven down in the 1980s. However costs did start to rise again in the early 1990s and in the early years of franchising substantial savings in costs per train kilometre were achieved, with cost increases only following later. A second suggested explanation for the cost increase is the temporary placing of many Train Operating Companies on management contracts or renegotiation of franchises around 2001. We have found some support for this hypothesis, with our analysis showing that the affected TOCs experienced higher cost growth than other TOCs. A third argument is that the increase in costs in the last few years may have been driven by factors unrelated to the franchising process, and in particular, other aspects of policy such as health and safety legislation, disability discrimination legislation and a general requirement for higher standards. It is hard to be definitive on which of these three effects dominates, but we do have evidence which suggests that the way in which problem franchises were managed may have contributed substantially to the rise in costs after 1999/00. Our overall conclusion then is that passenger rail franchising in Britain may be regarded as a moderate success on the demand side, but that it has failed to achieve its objectives on the cost side. However, it should be noted that the rise in train operating costs in recent years has occurred at a time of considerable disruption, during which many other factors unrelated to franchising policy were changing at the same time. It remains to be seen what the re-franchising process will achieve in terms of cost reduction in a more stable environment. * We have greatly benefited from comments on an earlier draft by a number of people including, Mary Bonar, Richard Davies, Jeremy Drew, Peter Kain, John Glover, Lou Thompson and Steve Perkins. Responsibility for the final version is however solely our own. Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6072 Staggered School Hours To Spread Peak Demand For Public Transport – Benefits And Costs Jansson, Prof. Jan Owen; Ljungberg, Anders Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6073 Quality Incentives – Quality Outcome In Procured Public Transport, Case Study Stockholm Jansson, Kjell; Pyddoke, Roger Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6065 When to Tender, When To Negotiate? Why Are We Ignoring The Elephants In The Room? Myers, Jonathan; Ashmore, David Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6071 Transformation And Problems Of The Semi-Public Railways In Japan Aoki, Mami Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6070 One train operator and two infrastructure managers: A simple Model To Explore The Issue Of Infrastructure Charging Bouf, Dominique Theme C 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6061 Urban Transport In South America: Trends In Competition And Competition Policy Orrico Filho, Rômulo Dante; de Aragão, Joaquim José Guilherme; dos Santo, Enilson Medeiros Theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6062 Review Of Regulation Of Commercial Urban Bus And Sergejew, Anatole In 1989 legislation was passed in New Zealand giving public transport service operators the right to register and operate commercial services and to deregister such services with 21 days’ notice. Regional councils have limited information on or control over these commercial services. The councils’ principal role is to plan public transport and to contract “specified” services that are not provided through commercial registrations. Among other things, the 1989 legislation was based on the principle that there should be competition within and between transport modes with minimal central and local government involvement and influence in the commercial environment, so as to promote the improved efficiency of the land transport system. Currently some 40% of bus patronage in New Zealand’s largest city, Auckland, is carried on commercial services. The figure for the capital city of Wellington is 21%. The New Zealand Transport Strategy set a new direction for transport in New Zealand, with a goal that by 2010 New Zealand will have an affordable, integrated, safe, responsive and sustainable transport system (Swain, 2002). The Land Transport Management Act 2003 provides the legislative framework to implement the strategy by enshrining the objectives sought for land transport (to be an integrated, safe, responsive and sustainable land transport system) in law. At Cabinet’s request, the Ministry of Transport, supported by Land Transport New Zealand, led a joint working group of central and local government officials and public transport operators in a review of legislative provisions regarding the control over commercial public transport services and their relationship with contracted services. The review considered information provided by consultants Booz Allen Hamilton on public transport trends and performance, and a financial analysis of bus operations in major New Zealand cities compared to Australian cities undertaken by LEK Consulting. The review drew upon this information to assess the performance of the current legislative regime in terms of the new broader goals for transport. The review included a public consultation phase. This paper describes the content and findings of the review. Theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6059 The Impact Of Peak Oil On Public Passenger Transport Kilsby, David Theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6063 Dubai Public Transport Bus Master Plan – A New Era Of Kaiser, Jürgen Theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6060 Medium-Sized Public-Transport-City In The Future Rosenberg, Marja; Weiste, Henriika Theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6064 Improving Urban Public Operation: Experience Of Rostov-On-Don (Russia) Zyryanov, V.; Sanamov, R. This paper estimates experience of development of urban public transport in city Rostov-on- Don, Russia. The main aims of policy of municipal authorities on reforming public transport are analysed. The integrated decision of a problem included achievement of the following purposes: creation most appropriate structure of management of city public transport, change of form of ownership of public transport operators, improvement of competition on the entry of market of transport services, optimization of a routes network of public transport. Theme B 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6050 Nighlink – Public transport for the party crowd Moogan, Erin; Blake, Paul; Bradley, Peter Theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6055 Understanding key drivers of public transport patronage growth - recent South East Queensland Streeting, Mark; Barlow, Robin Historically, the lack of modal integration was a key factor limiting public transport patronage growth in South East Queensland (SEQ). In June 2002, the Queensland Government announced a commitment to the introduction of an integrated public transport system in SEQ. A new entity, TransLink, was created in 2003 to perform this task with a focus on delivering integrated ticketing, new contracting arrangements with public transport operators and integrated public transport network planning. The creation of TransLink has coincided with significant growth in the demand for public transport services in SEQ. In 2004/05, total public transport trips increased to 135.9 million, consistent with an increase of 12.0 million trips or 9.7%. This growth was sustained in 2005/06, with total public transport trips increasing by a further 15.8 million to 151.7 million, equivalent to growth of 11.6%. There is little doubt that this two-year period (i.e. 2004/05 and 2005/06) benefited from an extremely positive platform for public transport growth. With a focus on integration, TransLink rolled out a number of initiatives consistent with meeting the objective of ‘seamless’ public transport travel in SEQ. This included the introduction of full fares and ticketing integration in July 2004, improved service co-ordination and a range of marketing and communications initiatives under the TransLink banner. Within the external environment, the period was characterised by a significant increase in oil prices and increases in official interest rates, which would have been expected to favour public transport at the expense of the private car. This paper was directed at addressing two key questions. Firstly, the likelihood that this growth will be sustained in the longer term and, secondly, whether an enhanced understanding of the patronage growth achieved over this period enables conclusions to be drawn regarding the value of public transport integration as a driver of public transport demand. It is important to note that the conclusions reached in this paper do not necessarily reflect the views of TransLink or the Queensland Government Theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6049 Climate change, enhanced Greenhouse Gas Emissions and passenger transport – what can we do to make a difference? Hensher, David A. Climate change, global warming and enhanced greenhouse gas emissions (GGEs) are hot topics for many reasons, including scientific and speculative. The transportation sector, led by the automobile, has been cited constantly as a major contributor through human intervention to climate change. The media and lobby groups have, for many years escalated the case for finding ways to reduce the impact that people movement has on enhanced GGEs. Governments have ramped up the rhetoric to gain political support. Short of banning car use, the challenge remains one of understanding better what mix of actions might contribute in non-marginal ways to reducing the growth of GGEs (primarily CO2) and even reduce the absolute amount of CO2 produced by automobility. This paper evaluates potentially effective instruments that are aimed at a number of policy objectives linked to the triple bottom line – efficiency, sustainability and equity – focussing on social surplus gains in addition to cost effectiveness; but in particular the ability to reduce CO2. We use TRESIS, an integrated transport, land use and environmental strategy impact simulation program, developed by the author, to assess the influence on CO2 of a number of ‘at source’ and ‘mitigation’ instruments such as improvements in fuel efficiency, a carbon tax, congestion charging, variable user charges, and improvements in public transit. We apply TRESIS to the Sydney metropolitan area with instruments enacted in 2010 up to 2015. There are some instruments that can reduce CO2 in the passenger transport sector by 5 percent over the next 8 years, with some more politically palatable, although requiring a greater amount of investment outlay by government. A mix of technological improvement linked to fuel efficiency and pricing of car use offer the most balanced way forward in terms of impacts on all stakeholders, especially in preserving government revenue sources and the opportunity to re-invest back into the transport sector through improved multi-modal infrastructure. Theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6056 Long-term trends in modal share for urban passenger travel Cosgrove, David; Gargett, David Theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6047 Effective ways to grow urban bus markets – a synthesis of evidence Currie, Graham; Wallis, Ian Theme A 2007-01-01T00:00:00Z https://hdl.handle.net/2123/6057 Purpose-driven public transport: creating a clear conversation about public transport goals Walker, Jarrett Theme A 2007-01-01T00:00:00Z