https://hdl.handle.net/2123/5864 2026-06-04T18:13:18Z 2026-06-04T18:13:18Z Magalhães, Marcos Thadeu Q. Gularte, Juliana Yamashita, Yaeko de Aragão, Joaquim José Guilherme https://hdl.handle.net/2123/6030 2026-05-05T12:32:03Z 2009-01-01T00:00:00Z

Assessing performance in interurban coach transport contracts Magalhães, Marcos Thadeu Q.; Gularte, Juliana; Yamashita, Yaeko; de Aragão, Joaquim José Guilherme This paper discusses MFR (Managing for Results) in Coach Transport Contract Management. It presents an Integrated Planning Process and shows how it is possible to merge planning, monitoring and assessing activities into one single framework. After that, we propose a set of performance indicators that are able to cope with both procedural and finalistic performance management requirements. Finally, we comment some limitations of the research and present some critical factors for success of MFR in Coach Transport Contract Management.

2009-01-01T00:00:00Z Bruijnes, Remco https://hdl.handle.net/2123/6029 2026-05-05T12:32:04Z 2009-01-01T00:00:00Z

Continental drift: connecting Great Britain and Scandinavia Bruijnes, Remco

2009-01-01T00:00:00Z Sanko, Nobuhiro Shoji, Kenichi https://hdl.handle.net/2123/6031 2026-05-05T12:32:04Z 2009-01-01T00:00:00Z

Analysis of the structural characteristics of the station catchment area in Japan Sanko, Nobuhiro; Shoji, Kenichi This paper analyses the structural characteristics of station catchment areas in Japan. For the case study, the authors selected a corridor through which three railway companies have parallel operations. The station catchment area is calculated for each mode of transportation. The relationships between the size of the station catchment area and the station type and interval are analysed. The major findings match the authors’ predictions: 1) the station catchment areas for each transportation mode differ in size. In descending order of size, these are car, bus, two-wheels, and walking; 2) the larger the station interval, the larger the station catchment area; 3) stations at which express trains stop tend to have larger station catchment areas. A direction for further research is also suggested.

2009-01-01T00:00:00Z Faivre D’Arcier, Bruno https://hdl.handle.net/2123/6027 2026-05-05T12:32:07Z 2009-01-01T00:00:00Z

How to improve the financial situation of Urban Public Transport? The French Case Faivre D’Arcier, Bruno French local Public Transport Authorities consider urban public transport as a Public Service with four missions: accessibility to the city (low income households), reducing traffic congestion (urban economy), improving central area attractiveness (limiting urban sprawl), and limiting environmental damages. But the design of networks is often resulting from incremental changes, leading to a poor global performance. Trends show a risk of major crisis. Operating costs are increasing fast, as fare box revenue is lazing, leading to an increase of the operating deficit. Reducing CO2 emissions implies to reconsider the design and the level of service to better attract car users. The performance of the service then is a key point to increase both patronage and revenue. Based on national data on Public Transport Networks (1995-2005), the paper presents financial simulation for different strategies and discusses how to stabilise public contribution. Two main paths emerge, but have to be applied together: improving the productivity through an in-depth study of operating conditions for each route, and redesigning the fare structure in a more personalised way to cope with the higher car drivers’ willingness to pay. Conditions for such a large restructuration mean discussing contractual relations between Transport Authorities and operating companies (margin for manoeuvre to optimize performance).

2009-01-01T00:00:00Z Finn, Brendan Arthur, Bernard Abeiku Gyamera, Samson https://hdl.handle.net/2123/6026 2026-05-05T12:32:10Z 2009-01-01T00:00:00Z

New Regulatory Framework For Urban Passenger Transport in Ghanian Cities Finn, Brendan; Arthur, Bernard Abeiku; Gyamera, Samson The Ghana Urban Transport Project (GUTP) takes place in Accra and Kumasi, the largest cities. GUTP has three key components: (i) institutional development and capacity building, including a new Urban Passenger Transport regulatory framework; (ii) design and implementation of pilot BRT corridors in Accra and Kumasi; (iii) traffic engineering measures including BRT and urban traffic signal integration. Reform consists of three main elements: (i) restoration of the framework and capacity at local government to regulate and develop UPT; (ii) bringing all regular UPT operations within the regulatory framework, establishing basic standards, and enforcing compliance; (iii) establishing a higher type of licence for routes requiring investment in better vehicles, quality, and organisational capacity, in return for greater protection and longer tenure. For BRT and other key parts of the network, Route Service Contracts will be offered. Actions in 2008 include establishing the national context for implementation, developing and passing Bye-Laws for regulation of UPT in all participating local Assemblies, establishing Urban Passenger Transport Units (UPTUs) in the Assemblies, building capacity, and preparation for route registration. During 2009 all current services will be registered and licenced under basic permit. In 2010 a pilot set of routes will be procured under quality-based contracts.

2009-01-01T00:00:00Z Arruda Ribeiro, Rejane Gomes Gularte, Juliana Farias Almeida, Cristiano Soares Estelles, Reinaldo de Aragão, Joaquim José Guilherme https://hdl.handle.net/2123/6028 2026-05-05T12:32:09Z 2009-01-01T00:00:00Z

Use of the content analysis to help in the characterization of semiurban road passenger transport in Brazil: a systemic and interdisciplinary viewpoint Arruda Ribeiro, Rejane; Gomes Gularte, Juliana; Farias Almeida, Cristiano; Soares Estelles, Reinaldo; de Aragão, Joaquim José Guilherme In Brazil, the National Land Transportation Agency (ANTT in Portuguese) Resolution 16/02 defines semiurban road passenger transport as journeys with urban transport characteristics that are as long as 75km (or less) and that cross the State, Federal District or Territory border. Even though this type of service is regulated, Decree 2.521/98 does not present a specific approach for this service, which may jeopardize its regulatory policy and service planning. Besides, the lack of a specific approach allows for user expectations to remain unfulfilled. Thus, regarding land passenger transport, the main problem we spotted was the lack of knowledge on semiurban road passenger transport. To consider the perceptions of users, planners and operators involved in semiurban transport is essential to understand how it works and, subsequently, to characterize it. From this point of view, Content Analysis comes to light as a specific technique that aims to describe content objectively, systematically, qualitatively and quantitatively in order to build a System of Synthetic Categories for each actor in semiurban transport. This study aims to demonstrate how Content Analysis techniques can contribute to characterize semiurban road passenger transport from the system of categories of user perception in the Brazilian Federal District and surrounding areas.

2009-01-01T00:00:00Z Walters, Jackie https://hdl.handle.net/2123/5922 2026-05-05T12:32:03Z 2009-01-01T00:00:00Z

Overview of Public Transport Policy Developments in South Africa Walters, Jackie The public transport system in South Africa is undergoing significant change and large amounts of capital is being made available in support of a high speed intercity rail service between Johannesburg and Pretoria, the development of a number of Bus Rapid Transit Systems, the recapitalisation of the rail commuter services, the recapitalisation of the minibus taxi industry and the implementation of a contracting regime in the commuter bus industry. This paper will provide a broad overview of the progress made with the public transport policy and strategy implementation in the country Plenary

2009-01-01T00:00:00Z Cowie, Jonathan https://hdl.handle.net/2123/5911 2026-05-05T12:32:04Z 2009-01-01T00:00:00Z

Contestability in the provision of bus services – evidence from the Bristish de-regulated market. Cowie, Jonathan Workshop 3 Beyond competive tendering

2009-01-01T00:00:00Z Saito, Takahiko https://hdl.handle.net/2123/5915 2026-05-05T12:32:04Z 2009-01-01T00:00:00Z

Conflict between commercialism and public transport policy purpose: unique feature of policy dispute in Japan Saito, Takahiko In Japan, a liberalization policy was implemented over railways and buses in 2000 and 2002 respectively. Under that policy, quantity regulations for railways and buses were abolished, withdrawal regulations were eased, although fare regulations were maintained. However, even after this liberalization, institutional design remains considerably different between Japan and EU countries. An argument for competitive tendering is missing in Japan as 87.5% of rail passenger transport in the three major metropolitan areas is provided by profitable private railway companies that enjoy high social evaluation in respect to managerial efficiency, quality of transport services, and the adequacy of are levels and systems. The major private railway companies in the big cities have built their present status by 1) being blessed with favourable transport markets, 2) developing commercialism in their investment activities, 3) pursing efficient management, and 4) engaging in business diversification. The Japan Railways group companies (former Japanese National Railways) and Tokyo Metro co., which is in the midst of privatization, are now copying the style of corporate management of major private railway companies. The problem for public transport policy in Japan is its inability to cover some "market failure" issues occurring in big cities and rural areas under the existing institutional design. After the liberalization, new trials appeared where third sector companies were founded to retain unprofitable railway lines in local cities. New bus transport services were also introduced under a newly established cooperative relationship between local authorities and residents and so on. Paradoxically, as a result of liberalization, a change began to appear in the common sense of Japanese people that commercialism is rather natural to the management of public transport. Especially in metropolitan areas, many market failures issues are left behind such as the incompatibility of a continued commercialism with providing comfortable commutation services. In Japan, private railways have, so far, performed their transport operations without governmental subsidy, except for some unprofitable services in local cities or rural areas. Although rail commutation transport in big cities is no exception, it has become very difficult for private railways to engage in large-scale investment activities to expand their capacity which is indispensable to realize comfortable commutation services. Since private railway companies may not receive public assistance of the government, vertical separation of ownership (not operation) is more and more used in order to allow for public spending in the construction of new commutation railway lines (infrastructure). Workshop 3 Beyond competive tendering

2009-01-01T00:00:00Z White, Peter https://hdl.handle.net/2123/5919 2026-05-05T12:32:05Z 2009-01-01T00:00:00Z

Overview of recent developments in Great Britain White, Peter

2009-01-01T00:00:00Z Koppenjan, Joop https://hdl.handle.net/2123/5920 2026-05-05T12:32:06Z 2009-01-01T00:00:00Z

The Randstadrail project. Koppenjan, Joop Plenary

2009-01-01T00:00:00Z Séguret, Sylvain https://hdl.handle.net/2123/5912 2026-05-05T12:32:05Z 2009-01-01T00:00:00Z

Is competition on track a real alternative to competitive tendering in the railway industry? Evidence from Germany Séguret, Sylvain Since 1994, train operating companies other than the incumbent DB are allowed to run passenger trains on the federal rail network in Germany. The open regional traffic market is mainly regulated with competitive tendering and long distance trains can be run within the framework of an open access to the infrastructure. Germany is the only country in Europe where open access regulated traffic occurred except Great Britain. However, the competitors are very involved in the regional traffic and very few in the long distance traffic. The topic of this paper is to evaluation the situation of the German long distance market and set some explanations why the opening of this submarket doesn’t really occur. The long distance operation is actually very dependant on the regional traffic, as three of the four current TOCs demonstrate. Their business model remembers the low costs airlines, but with specific constraints to the railway industry especially the part of the infrastructure in the operating costs. The high level of operational integration between both traffic shows that open access competition in railways largely depends on the market properties of the subsidized tendered traffic. Keywords: competition; rail passenger transport; Germany; open access; InterConnex Workshop 3 Beyond competive tendering

2009-01-01T00:00:00Z Alexandersson, Gunnar Hultén, Staffan https://hdl.handle.net/2123/5913 2026-05-05T12:32:06Z 2009-01-01T00:00:00Z

The complexity of market structure – prospects for on-the-track competition in Sweden 1 Alexandersson, Gunnar; Hultén, Staffan During 2009, the Swedish Government is proposing to the Parliament that the last remaining monopoly of the national operator SJ – the commercial parts of rail passenger traffic – is removed in a step-wise process 2009-2010. This would introduce the possibility of on-the track competition for rail passenger services on all parts of the network. If so, it will mark the finalisation of a process that started in 1988 with the vertical separation of railway infrastructure from operations. The critical issue is how to legislate and regulate the new railway market that will emerge in 2010-2012. In this paper, we discuss the conditions for such a reform, looking at some critical issues such as the interface between subsidised (tendered) services and commercial services, the markets for rolling stock and vehicle maintenance, and the distribution of infrastructure capacity. The first aim of the paper is to recapitulate and analyze the increasing commitment to deregulation in the Swedish railway market. The second aim is to analyze the possible options that are at hand in dismantling SJ AB’s remaining monopoly rights to profitable railway lines in the inter-regional railway market and other potential sources of monopoly power. The third aim is to describe and analyze the transition from the multitude of market structures that exist today to an envisioned unified market structure after the reform. In addition, the sustainability of SJ’s financial performance in a changing market environment is reviewed, finding that the influence from general business cycles may be an important factor. The paper also includes an overview of the experience from the previous regulatory reforms and recent changes in the competitive environment and supporting industries. Workshop 3 Beyond competive tendering

2009-01-01T00:00:00Z Muñoz, Juan Carlos de Grange, Louis https://hdl.handle.net/2123/5916 2026-05-05T12:32:07Z 2009-01-01T00:00:00Z

Transantiago: On the Development of Public Transit in Large Cities Muñoz, Juan Carlos; de Grange, Louis Plenary

2009-01-01T00:00:00Z Gwilliam, Ken Zhi, Liu Finn, Brendan https://hdl.handle.net/2123/5921 2026-05-05T12:32:10Z 2009-01-01T00:00:00Z

Recent Developments in Bus Transport Policy in China Gwilliam, Ken; Zhi, Liu; Finn, Brendan Plenary

2009-01-01T00:00:00Z van de Velde, Didier Jacobs, Johan Stefanski, Masja https://hdl.handle.net/2123/5914 2026-05-05T12:32:13Z 2009-01-01T00:00:00Z

Development of railway contracting for the national passenger rail services in the Netherlands van de Velde, Didier; Jacobs, Johan; Stefanski, Masja This article mainly gives an overview of the policy developments in the Dutch railway sector over the past decade. The sector has come a long way and the outlook now looks positive. Customer satisfaction and performance have improved and the number of people that travel by train is rising. The development of a more long-term policy window for the sector seems to have brought rest and stability and room for continuous growth of passenger numbers. The combination of a policy making and negotiation regulatory style seems to have worked out very well on the performance of the sector. In a second section the paper also considers a theoretical framework on regulation schemes and develops a first tentative attempt to apply these schemes on an analysis of the Dutch railway sector by giving some statements for discussion. Workshop 3 Beyond competive tendering

2009-01-01T00:00:00Z Westin, Pär-Erik https://hdl.handle.net/2123/5918 2026-05-05T12:32:07Z 2009-01-01T00:00:00Z

Review of Public Transport In Sweden: Implementation on the Passenger Rail Market and Plans for the Local Public Transport Market Westin, Pär-Erik Up until now competition in the Swedish passenger rail industry has been for rather than on the market. The Parliament has now decided to fully open the market for passenger rail services. This liberalisation means that rail operating companies will be allowed to provide passenger rail services on the entire domestic network. Competition will be gradually introduced. 2012 will be the first year when a complete capacity allocation procedure has taken place based on the new open market conditions. Conditions surrounding local and regional public transportation have been investigated with a view to modernize the national legislation and strengthen passengers´ rights. This process is pending and proposals concerning passengers´ rights are yet to be submitted. It is envisaged that a bill be presented in the spring 2010 that will set out, inter alia, principles for entering the local and regional markets for pubic transportation and that the roles and objectives of the local authorities are redefined. One must look back some 30 years to find a revision of the same magnitude. Changes in the way that the market works and in society as a whole are the triggers behind this development

2009-01-01T00:00:00Z Heuvelhof, Ernst ten https://hdl.handle.net/2123/5923 2026-05-05T12:32:07Z 2009-01-01T00:00:00Z

Next Generation Infrastructures Heuvelhof, Ernst ten Plenary

2009-01-01T00:00:00Z Walker, Jarrett https://hdl.handle.net/2123/5924 2026-05-05T12:32:14Z 2009-01-01T00:00:00Z

How Flexible Should Bus Service Be? Frequent Networks As a Tool For Permanent Change Walker, Jarrett Buses are often hailed for their "flexibility" as a transport mode, compared to rail-based technologies. Many cities, though, need certainty about where high-quality services will be in the long term, so that they can guide both land use and road design in harmony with them. Bus Rapid Transit is an obvious example of "bus service made permanent." The infrastructure of BRT represents a fixed government investment in service in a certain place, which in turn provides the certainty that other city actors need as they decide how to grow the city, and whether they can rely on the permanence of the service as they do so. This paper asks: Can we seek similar permanence for frequent local-stop bus lines? A generation of North American land use planners and urbanists has decided that when it comes to local-stop services, trams matter and buses do not. But people make location decisions based on the mobility offered by public transport, so there is at least theoretical reason to believe that we would get better long-term patronage (and urbanist) outcomes if we fixed our best local bus services far in advance. The paper reviews current practice in “Frequent Network” strategies and branding to this end. Workshop 4 System development

2009-01-01T00:00:00Z Riedstra, Siebe https://hdl.handle.net/2123/5917 2026-05-05T12:32:09Z 2009-01-01T00:00:00Z

Public transport policy in the Netherlands Riedstra, Siebe Dutch public transport as a part of transport policy. Plenary

2009-01-01T00:00:00Z Kain, Peter https://hdl.handle.net/2123/5896 2026-05-05T12:32:03Z 2009-01-01T00:00:00Z

Australian and British Experiences with Competitive Tendering In Rail Operations Kain, Peter Governments typically underwrite public transport, but that funding is significant and growing. Drawing in private-sector expertise, by privatising the services typically does not eliminate the need for public funding; in any case, such support requires probity rules. Periodic competitions can be undertaken to award the right to provide the service, in return for subsidy or premium payment. Competitive tendering (or “franchising”) in transport dates back to principles espoused by Chadwick in the 1850s and later by Demsetz. The conduct of the tendering competition is central to a successful outcome of franchising. Exclusive rights set out the franchisee’s responsibilities and risk transfer, in return for which a premium is paid to government or a subsidy is received. This model has been widely applied in transport in the last two decades, with varying degrees of success. The paper reviews experiences from tendering competitions in Britain and Australia. Contracting is not costless and should be applied only where value-for-money and probity gains can be identified. Attempting to transfer revenue risk makes it difficult to choose the most efficient operator and to enforce the contract, compromises underlying public interest requirements and discredits the model. Workshop 1 Benchmarking the outcome of competivie tendering

2009-01-01T00:00:00Z Otília da Costa, Jocilene Aldigueri, Daniel Rodrigues Rocha, Carlos Henrique Guilherme de Aragão, Joaquim José https://hdl.handle.net/2123/5895 2026-05-05T12:32:03Z 2009-01-01T00:00:00Z

Use of Bond Issues To Capture Financial Surplus Generated For The Private Sector By Public Investments In Transport Projects: Brazilian Legislation Otília da Costa, Jocilene; Aldigueri, Daniel Rodrigues; Rocha, Carlos Henrique; Guilherme de Aragão, Joaquim José It is widely known that the capitals market is a major source of permanent financial resources for the economy because of the connection it establishes between agents with savings capacity (investors) and those in need of long term financial resources (finance borrowers). That being so, this paper presents a study on the possibility of capturing the financial surplus generated for the Private sector by public investments in transport projects using financing instruments, specifically, bonds. Such a study is needed to provide supporting information for new investments in transport projects given the scarcity of financial resources in a considerable number of Latin American countries. The analysis undertaken considers the Brazilian Capitals Market as a case study and accordingly the concepts used in it are presented in the perspective of Brazilian legislation. Workshop 6 Public policy and transport

2009-01-01T00:00:00Z Priemus, Hugo https://hdl.handle.net/2123/5874 2026-05-05T12:32:04Z 2009-01-01T00:00:00Z

Contracting Public Transport Infrastructure: Recent experience with the Dutch High Speed Line and the Amsterdam North-South Metro Line Priemus, Hugo Plenary

2009-01-01T00:00:00Z Dementiev, Andrei https://hdl.handle.net/2123/5885 2026-05-05T12:32:04Z 2009-01-01T00:00:00Z

Why Local Authorities Partner With Regional Railways In Russia? Dementiev, Andrei The paper studies the process of PPP formation on the suburban passenger transport in Russia. Empirical evidence on the nature of relationship between local authorities and regional railway undertakings has been provided to rationalise basic assumptions made in the theoretical model. The theoretical findings show that PPP arrangement provides better incentives to invest in quality of services though direct welfare comparison with Compensatory Agreements is not possible due to different objectives of the parties. Workshop 2 A Successful contractual setting

2009-01-01T00:00:00Z Brasileiro, Anísio Guerra, Cláudia Santos, Enilson https://hdl.handle.net/2123/5889 2026-05-05T12:32:04Z 2009-01-01T00:00:00Z

Trust Building in Passenger Transport Concession Contracts And Procurement Procedures: The Case Of Brazilian Urban Bus Transport Brasileiro, Anísio; Guerra, Cláudia; Santos, Enilson According to the Federal Constitution the transport of passengers in municipalities is an essential public service and should be rendered directly by the State or through delegated private operators selected by means of previous public tender. Regardless of the existence of these legal requirements, in the great majority of towns and cities, public tender does not occur or is just very slow. This study aims to analyse factors which hinder tender processes in Brazil and in particular, the case of Recife. The research found that there is a relationship of constant competition and a lack of trust between those involved in rendering this public service: public power, private operators and users. The results of this research point to the need to establish an institute to mediate as a modern instrument, consistent and effective in nurturing trust between parties, favouring reciprocal cooperation among those involved in serving the public interest. The conclusions point to the regulatory agency as having the role of mediator. It is hoped that this new mediator can contribute to undertaking public tender processes so that quality public transport services may be offered to the population. Workshop 2 A Successful contractual setting

2009-01-01T00:00:00Z Silva, Simone Costa Rodrigues da https://hdl.handle.net/2123/5875 2026-05-05T12:32:06Z 2009-01-01T00:00:00Z

Area Specific Bicycle Planning Silva, Simone Costa Rodrigues da A recent challenge for the majority of Brazilian cities is to cope with the growth of car mobility and to maintain and improve the use and quality of public transport and active transport like cycling. One of the challenges is combining public transport with active transport, as a feeder mode, to provide an intermodal door-to-door alternative for the private car. However, these cities do not have experience with this kind of planning and their urban planners and technicians lack the know-how to start the process. To overcome this lack of experience, I-CE (Interface for Cycling Expertise) a Dutch NGO developed a methodology, called Area Specific Participative Planning (ASPP), for planning non-motorized transport modes and its articulation with public transport. The main focus of this work is to gather technical and area-specific knowledge of both I-CE consultants and the people living and working in cities in order to develop a bicycle network and an intervention plan, using a step by step approach. After the workshops and technical visits, the participating planners, which include bicycle users and other stakeholders, become the main supporters of the plans and incorporate the lessons in their work routine. The use of the methodology is in progress since 2006 in Resende and since 2007 in Rio de Janeiro, both cities in the state of Rio de Janeiro. The main innovation of the methodology is that it capacitates and involves the target city's technicians and civil society, in making decisions based on local habits, instead of only presenting foreign plans and standards without local participation. Workshop 6 Public policy and transport

2009-01-01T00:00:00Z Gwilliam, Ken Zhi, Liu Finn, Brendan https://hdl.handle.net/2123/5880 2026-05-05T12:32:07Z 2009-01-01T00:00:00Z

Recent Developments in Bus Transport In China Gwilliam, Ken; Zhi, Liu; Finn, Brendan China has the largest urban public transport sector in the world. In principle, strategic policy is determined by the central government, and passed down through the organs of state for implementation. In recent years that strategy has included giving priority to public transport and reforming the supply arrangements to secure a more commercial and competitive sector. In practice, responsibility for implementation is completely decentralized, with municipalities having both complete responsibility for financing urban public transport and substantial freedom to interpret central government guidance at the local level. This paper considers the reforms that have already occurred under this regime, the constraints and limitations on the reform process, and the most recent initiatives being undertaken. It shows that a very wide range of systems are being experimented with simultaneously, with so far no sign that central government would intervene in detail or to provide central government finance specifically for the sector. Workshop 7 Public transport markets in development

2009-01-01T00:00:00Z Nash, Chris Nilsson, Jan-Eric https://hdl.handle.net/2123/5873 2026-05-05T12:32:09Z 2009-01-01T00:00:00Z

Competitive tendering of rail services – a comparison of Britain and Sweden Nash, Chris; Nilsson, Jan-Eric This paper compares the experience of the two countries in Europe with the most experience of passenger rail service franchising – Britain and Sweden. It examines the nature of the contracts between the franchising authority and the franchisee, and between the franchisee and the infrastructure manager with a particular emphasis on the incentives provided, the degree to which the franchisee has freedom of action on issues such as fares, service levels and the provision of rolling stock and the sharing of risks. It concludes that the Swedish approach works well in a context in which decisions on fares and service levels are largely determined by the franchising authority. The British approach is more problematic, in that it seeks to leave the franchisee more freedom in these matters, but it is doubtful whether the incentives are fully effective. Longer franchise periods are a part of a possible strategy to improve incentives. Workshop 1 Benchmarking the outcome of competivie tendering

2009-01-01T00:00:00Z Vonk, Warner Hulleman, Rob https://hdl.handle.net/2123/5881 2026-05-05T12:32:10Z 2009-01-01T00:00:00Z

"It Takes Two To Tango", A Research About The Risks And Control Measures For The Management Of A Performance Contract For Regular Maintenance Of Rail Infrastructure. Vonk, Warner; Hulleman, Rob A research about the risks and the administrative measures during the management of a performance contract for the regular maintenance of rail infrastructure. In the sector of rail infrastructure output-contracts, in which the contractor is judged on achieved performances, are getting more in use. The assumption is that this will lead to a more efficient and innovative execution of the maintenance, because the parties involved in the contract have less contact and thus need to take more responsibilities for their proper tasks. Unknown however is how to manage such a contract: What are the risks a contracting partner is confronted with during the term of the contract and how could these risks be managed? This article will discuss a method that will provide answers to these questions. The method consists of a matrix of the possible risks and control measures that the management level of both the sourcing partner and the contractor should discuss. These are cooperation risks and not the safety and availability risks. Within HTM, the bus and tram company of The Hague, this method is used to give direction for a new maintenance contract. It was concluded that management based on performances not always means that contracting partner and contractor have less contact but that it resulted in another behavior and cooperation both for the contracting partner as the contracting party. Workshop 4 System development

2009-01-01T00:00:00Z Menezes, Patrícia Bassalo Carvalho, Willer Luciano Carvalho, Daniel Lima Rocha, Carlos Henrique https://hdl.handle.net/2123/5888 2026-05-05T12:32:05Z 2009-01-01T00:00:00Z

Cost Estimation Of Rural School Transportation In The Road Transport Mode In Braziilian Cities Menezes, Patrícia Bassalo; Carvalho, Willer Luciano; Carvalho, Daniel Lima; Rocha, Carlos Henrique Generally, Brazilian students, especially rural residents, face several challenges to stay in school, from insufficient access to food, to difficulties in affording transportation, clothing and school materials. That is why offering free public education does not enable the access of students to school or prevent them from dropping out. Rural school transportation is the conveyance of students from their home to the school in which they are enrolled. Students may be conveyed between rural districts or from a rural area to the municipality’s urban seat. Further, the Brazilian Constitution mandates that states and municipalities provide free rural pupil transportation. To that end, states and cities may establish agreements for the municipality to convey students who attend schools under the state’s jurisdiction in exchange for the due financial aid. Public Authorities may provide school transportation directly or by means of contracting a third party enterprise through a bidding procedure. Thus, to support such agreements, it is central to identify the cost of operation of rural school transportation. Such cost encompasses input costs; optimizing route lengths; monitor the maintenance routine of vehicles and controlling taxes and fees related to the service. Workshop 5 Social inclusion

2009-01-01T00:00:00Z Jansson, Kjell Lang, Harald https://hdl.handle.net/2123/5883 2026-05-05T12:32:08Z 2009-01-01T00:00:00Z

Models for Competition Between Public Transport Routes And Modes Jansson, Kjell; Lang, Harald For assessment of infrastructure measures and find appropriate ways to reduce environment and climate damages etc., forecast models are of utmost importance. The aim of such models is, for assumed transport measures, to forecast demand for various modes and calculate consumer surplus and other components in a cost-benefit analysis. In Sweden one model is comprised of a combination of one network model for routes within each mode and a structured logit model for the modes. The alternative applied in Sweden is a network model that handles all routes and modes simultaneously. This paper is based on an ongoing project, from which we present the basic principles of the two models, some tentative judgments and research issues that remain. Hopefully the conference will give us further ideas for the rest of the study, which is due to be finished in April 2010.

2009-01-01T00:00:00Z Dijkstra, Wim Verheijdt, Paul https://hdl.handle.net/2123/5877 2026-05-05T12:32:10Z 2009-01-01T00:00:00Z

Relationship After Tender: Teamwork With Incentives Dijkstra, Wim; Verheijdt, Paul The previous invitation to tender has taught Overijssel provincial public transport authorities that transport companies are directed primarily at reducing costs, while customer focus is mainly oriented at authorities. Following an analysis of tender procedures, Overijssel initiates a new tender process design and a different transport company contract relationship; teamwork with incentives. Workshop 2 A Successful contractual setting

2009-01-01T00:00:00Z Walters, Jackie https://hdl.handle.net/2123/5886 2026-05-05T12:32:14Z 2009-01-01T00:00:00Z

Overview of Public Transport Policy Developments In South Africa Walters, Jackie Public transport system in South Africa is undergoing significant change and large amounts of capital is being made available in support of a high speed intercity rail service between Johannesburg and Pretoria, the development of a number of Bus Rapid Transit Systems, the recapitalisation of the rail commuter services, the recapitalisation of the minibus taxi industry and the implementation of a contracting regime in the commuter bus industry. This paper will provide a broad overview of the progress made with the public transport policy and strategy implementation in the country. Workshop 7 Public transport markets in development

2009-01-01T00:00:00Z Nash, Chris https://hdl.handle.net/2123/5899 2026-05-05T12:32:09Z 2009-01-01T00:00:00Z

European Rail Reform - The Next Steps Nash, Chris Whilst the emphasis of European Union rail legislation to date has been on freight, measures such as separation of infrastructure from operations, infrastructure charging regimes and regulation have major implications for the passenger sector. However, a number of problems with the implementation of these measures have emerged; these issue are reviewed. The Commission would clearly like to completely open the passenger market to competition by a combination of competition for the market for subsidised services and in the market for commercial services. The member states have so far not agreed to this, but the first required market opening will come in 2010 in the case of international passenger services. Experience to date with rail passenger market opening and the prospects for the future are briefly reviewed. It is concluded that further action to clarify and enforce existing legislation is urgently needed. In the meantime the best way to liberalise rail passenger services remains unclear – whilst competitive tendering has generally worked well with tightly prescribed gross cost contracts, there are problems with both franchising and open access for more commercial services. Further research on these issues is still needed Plenary

2009-01-01T00:00:00Z Wolański, Michał https://hdl.handle.net/2123/5887 2026-05-05T12:32:14Z 2009-01-01T00:00:00Z

How Much Do We Save On Competitive Tendering? Quantitative Study of Polish Cities’ Experience Wolański, Michał Demonopolization of urban transport in Poland has been lasting for almost two decades, whereas 17 years have passed since first Public Transport Authorities (PTAs) were established in 1992. At the same time Polish towns have independently looked for ways of efficient public transport organisation, reaching out for many methods inspired by solutions used worldwide but at the same time taking into account domestic restrictions. It has resulted in a wide variety of experiences – starting with Elbląg, which divided and privatised the public bus operator and now all services are tendered by a PTA, and finishing with Zielona Góra, where the operator continues to function as a budget entity (a public sector entity without separate legal personality that covers its costs directly from the city budget) and manages the transport system on his own within a ‘German’ model. There are numerous other solutions in between – among others private-public companies in Tczew (with a private partner as a majority stock holder) and in Kalisz (with a public partner as a majority stock holder), competition between private and public operators in Gdynia, or separating a part of the market for free competition while preserving the dominant role of a public operator in Warsaw. The discussed cases were in detail presented in the paper at the European Transport Conference (Wolański, 2007). Such a wide variety creates possibilities of comparing efficiency of particular urban transport organisation systems implemented in similar realities, which was the subject of the author’s doctoral dissertation entitled “Economic efficiency of urban transport demonopolization in Poland”. This paper presents a part of econometric modelling results, created for the needs of that thesis with the help of Stochastic Frontier Analysis – the state-of-the-art method of efficiency measurement. Workshop 1 Benchmarking the outcome of competivie tendering

2009-01-01T00:00:00Z Hensher, David A. van de Velde, Didier https://hdl.handle.net/2123/5879 2026-05-05T12:32:06Z 2009-01-01T00:00:00Z

Opening and Introduction Hensher, David A.; van de Velde, Didier Plenary

2009-01-01T00:00:00Z Wiegmans, Bart W https://hdl.handle.net/2123/5882 2026-05-05T12:32:11Z 2009-01-01T00:00:00Z

A Review Of An Optimal Public Transport Service Network In The Randstad Area: Is The Randstad Area In Control? Wiegmans, Bart W The general belief in the Netherlands is that the public transport in the western urbanized part of the Netherlands (the Randstad area) with the main cities of Amsterdam, Rotterdam, The Hague and Utrecht can perform (much) better. The central research question of the article is: How does the optimal public transport service network in the Randstad area look like and how can actors use their responsibilities to contribute? The answer to the first part of the research question is ‘we don not know yet’. There is no clear picture of current infrastructure networks in the Randstad area and of the desired or actual quality levels of public transport in the area. The most important issues that are under control of the respective actors and can be improved in the short term are: coherence in spatial planning and investments in public transport infrastructure, public transport service coherence in the Randstad area, the quality of public transport services, and concessions. The most important issues that are not under control of the respective actors are: reliable relationships with private businesses in combined developments of public transport infrastructure and offices, and the national public rail transport services. The involved actors might focus on the respective issues they are able to (partly) control and see what their contribution could be for a PTSN for the Randstad area. For the longer term, an integrated picture of the current and 2050 public transport infrastructure network for the Randstad area, an integrated picture of the current and 2050 public transport services for the Randstad area and clarity about the degree of control of the different involved public actors and the role of the public transport authorities is needed. Overall, change the focus from problems to control issues and then start working on solutions for the short and longer term. Workshop 4 System development

2009-01-01T00:00:00Z Wallis, Ian https://hdl.handle.net/2123/5884 2026-05-05T12:32:06Z 2009-01-01T00:00:00Z

Report from Down Under. Recent Developments in Australia and New Zealand Wallis, Ian

2009-01-01T00:00:00Z LOOI, Teik-Soon TAN, Kim-Hong https://hdl.handle.net/2123/5876 2026-05-05T12:32:09Z 2009-01-01T00:00:00Z

Singapore’s Case of Institutional Arrangements for Fare Affordability LOOI, Teik-Soon; TAN, Kim-Hong In public transport, achieving quality service and affordable fares with financial viability require concerted government intervention. Direct government intervention can jump-start the industry’s development but the case for intervening in the affairs of commercial companies is more debatable. Government has to decide on the roles of public agency that can act as the final arbiter between the interests of the commuters and the commercial operators. A useful framework to understand and debate where government intervention sits or should sit, is to map it against the triangular relationships of fare (or price), service standards (or quality) and viability (or cost). The price-cap model of fare regulation is feasible for public transport. For better public acceptance, a mechanism can be devised to allow for exceptional intervention by the fare regulation authority, to address any concerns regarding excessive profitability of commercial operators. Pegging the fare cap formula to macro-economic factors and sharing of productivity gains protect commuters, incentivise cost-efficiency and encourage non-farebox revenue maximisation. Periodic re-calibration of formula ensures currency and certainty. In a commercially driven industry structure and if market contestability is lacking, the regulatory agency needs a second policy lever to check on service quality and universal service obligations of commercial operators. Ticketing technology is a key enabler for any fare structure reform. Provision of ticket payment services should be open to multi-commercial card managers but the regulatory agency should retain the right to data use. A distance-based through-fare structure will eliminate the transfer penalty and support the hub-and-spoke model of public transport system. Fare structure reform can be done together with annual fare adjustments, but supporting infrastructure for integrated information services should be in place. A key challenge for the regulatory agency is to develop a revenue apportionment model that caters to both commercial and commuters’ interests. Fare affordability can be tracked using an indicator based on a characteristic household that is representative of the public transport users. Community-led financial help to the lowest quintile group is more targeted and it builds direct constituency relationships. Social fare introduction should be preceded by clear social objectives and such fares should be linked to the standard fare structure. This paper discusses how Singapore attempts to develop and effect a fare review mechanism, carry out fare structure reform and track fare affordability, from a practitioner’s perspective. The aim is to achieve quality service and affordable fares with financial viability. Workshop 5 Social inclusion

2009-01-01T00:00:00Z Kumarage, Amal S. Jayaratne, M.D.R.P. https://hdl.handle.net/2123/5892 2026-05-05T12:32:09Z 2009-01-01T00:00:00Z

A Multi-Modal Public Transport Solution For Male, Maldives Kumarage, Amal S.; Jayaratne, M.D.R.P. Male, the island capital of the Maldives, an archipelago of over 1000 islands in the Indian Ocean faces chronic traffic congestion. This 2 sq km island is home to over 100,000 people. There is a taxi service comprising of around 450 vehicles and a dhoni (ferry) service amounting to over 100 vessels to neighbouring islands. Male, which is fast becoming a small urban centre faces typical peak period traffic issues. The vehicle fleet is dominated by motor cycles which still contribute to traffic congestion in narrow streets. The taxi system which comprises of individually owned taxis registered with a ‘call centre’, provide limited services but fails during peak demand periods especially on rainy days. There is very little coordination between the ferry and taxi services. The paper is based on the results of a detailed urban transport planning study carried out in Male Urban Area which included passenger interviews, vehicle counts and travel time surveys covering all modes of motorized and non-motorized travel. This paper investigates the introduction of a mini-bus transport system that would provide easy transfers between ferries and major traffic generators and attractors. The contribution of a mini-bus service in the long-term is also discussed with respect to implementation of traffic demand management measures. This paper discuses the most appropriate type of vehicle that could be used and the potential framework for ownership and management of such a system taking in to consideration the multi-modal connectivity and also the service parameters for the operation of a successful minibus service. The paper also analyses the present operation of the ferry services and investigates its ownership and operation parameters for efficiency and cost effectiveness. The paper reports reasons for the varied efficiencies seen on the different routes and the impact the informal and loosely regulated service providers have on the key performance indicators of these services. It also compares cost between different ferry services and studies the relationship between the ownership structure, technology levels, productivity and fare. Workshop 7 Public transport markets in development

2009-01-01T00:00:00Z Takahashi, Yoshinori https://hdl.handle.net/2123/5893 2026-05-05T12:32:07Z 2009-01-01T00:00:00Z

Public Transport for Shopping: An Analysis On The Interaction Between Intrinsic And Derived Demand Takahashi, Yoshinori In general, transport demand is derived from the intrinsic demand, that is, the purpose of the trip. For example, in Japanese rural areas, the main purposes of the use of public transport by elderly people are going to hospital and shopping. Thus, in order to analyse transport demand and promote the use of public transport, we should analyse its intrinsic demand and investigate why and to where people take trains or buses. In this paper we focus on the transport demand for shopping, because the analysis on shopping behaviour is expected to have implications for downtown revitalisation and social inclusion. First, we analyse the impact of stimulating intrinsic demand on the transport demand, by studying cases of private-sector railway companies in Japanese metropolitan areas. Next, we analyse in reverse, the impact of stimulating transport demand on the intrinsic demand, by studying cases of a “shopping bus” in Japanese small and medium-sized cities. Workshop 6 Public policy and transport

2009-01-01T00:00:00Z Walter, Matthias https://hdl.handle.net/2123/5897 2026-05-05T12:32:11Z 2009-01-01T00:00:00Z

Some Determinants of Cost Efficiency in German Public Transport Walter, Matthias This paper evaluates cost efficiency and some of its managerial determinants in Germany’s local public transport. A heteroscedastic Stochastic Frontier approach reveals that a high degree of tramcar utilisation and a high outsourcing degree influence the efficiency predictions positively. Mean efficiencies lie between 0.849 and 0.952, depending on the applied panel data models accounting for unobserved heterogeneity and observed heterogeneous output variables for tram, light railway and metro services. The inefficiency levels correspond to a savings potential between 1.40 and 4.43 bn EUR based on the 28.23 bn EUR total costs (in 2006 prices) for 254 observations of 39 companies 1997-2006. Workshop 1 Benchmarking the outcome of competivie tendering

2009-01-01T00:00:00Z Yukawa, Sotaro https://hdl.handle.net/2123/5894 2026-05-05T12:32:11Z 2009-01-01T00:00:00Z

Suburbanization and Urban Public Transport Declining public transport in Japanese regional city and regional transport policy Yukawa, Sotaro In contrast to the three major metropolitan areas of Tokyo, Osaka and Nagoya, urban transport in Japanese regional cities has been on the decline. In addition to the rise in automobile usage, the population of city centres is decreasing and that of suburbs is increasing. With these problems in mind, we examine the transport situation in Japanese regional cities, and propose a desirable urban transport policy for these cities. By using census micro-statistics, we provide a summary of the transport situation in regional cities, and compare these situations to the major metropolitan areas in the United States. We then reveal the lack of policy measures required to tackle these problems, and discuss some prospects for future urban transport policy in Japanese regional cities. Workshop 6 Public policy and transport

2009-01-01T00:00:00Z Grzelec, Krzysztof Wolański, Michał Wyszomirski, Olgierd https://hdl.handle.net/2123/5898 2026-05-05T12:32:11Z 2009-01-01T00:00:00Z

Connecting Competition and Integration. A Concept of New Organizational Framework for Polish Local Bus Transport Grzelec, Krzysztof; Wolański, Michał; Wyszomirski, Olgierd At present Polish local bus transport (outside cities) requires radical changes. Up till now solutions based on market deregulation, lack of active transport authorities and a number of operators competing ‘on the road’ have stopped being effective – the decisive factors are rising costs, ever increasing market requirements and related declining incomes. It gives rise to the challenge of joining the existing potential of competing operators to a greater engagement of local authorities which will be forced to finance public service – expanding the transport offer, improvement of quality and subsequently also integration of fares, information and timetables. Another difficulty is that local governments do not possess competences enabling them to create public transport authorities and implement a ‘London’ model, which also succeeds in a number of Polish towns (Wolański, 2008). This paper is dedicated to an attempt to find the optimum solution to the existing problem. It is based on a project carried out at the turn of 2007 and 2008 at the request of Polish Chamber of Road Transport and Forwarding (PIGTSiS), which unites many local bus carriers, mainly deriving from the split of a former state-owned enterprise PKS. The expertise was obtained from a team consisting of: Prof. Olgierd Wyszomirski (head), Krzysztof Grzelec, Ph.D., Hubert Kołodziejski Ph.D., Marcin Gromadzki, Mariusz Józefowicz and Michał Wolański. Workshop 3 Beyond competive tendering

2009-01-01T00:00:00Z Kumarage, Amal S. Weerawardena, Janaka Piyasekera, Ramya https://hdl.handle.net/2123/5890 2026-05-05T12:32:14Z 2009-01-01T00:00:00Z

A Concession Model to Promote Rural Bus Services In Sri Lanka Kumarage, Amal S.; Weerawardena, Janaka; Piyasekera, Ramya Sri Lanka has a public transport system that dates back to the 1860s. Buses entered the service in 1907 and have become the most widely used mode of transport. The penetration level of buses is 1 bus per 1000 population. The per capita bus travel is approximately 12 km per day. These services cover urban, inter-urban as well as rural services. Rural services however have always been loss making. This is due to the fact that such areas have lower household incomes and are therefore unable to generate high volumes of travel and are also unable to pay higher fares for resulting lower vehicle occupancies. Since over 70% of Sri Lanka’s population resides in rural areas, successive governments have provided subsidise for such bus services. However many such rural routes have remained loss-making in spite of receiving grants for decades. This has resulted in the Government being unable to expand the rural bus services as it has not been possible to develop the revenues on such routes to ensure profitability and to move on to other routes. As a result, the reliability of such services has diminished and rural communities do not have appeared to have developed on account of the provision of subsidised bus services. This paper is an evaluation of a new model for subsidising rural bus routes under the ‘Gami Saeriya’ program which was initiated in 2004. These concession contracts rely on the intervention of a Community Based Monitoring Committee where the subsidy payments are paid by the regulator only on the certification of the compliance by the bus operator to selected operational targets. There are presently around 500 such services operated by both the public and private sector. Of a total of 18 such awards made in 2004/5, 13 services have now completed their contract period successfully. The paper analyses the results of an evaluation of these services in terms of the increase in ridership, the reliability of services, the resulting benefits to the community and the level of financial viability they have reached to continue without subsidy. The paper is based on the analysis of feedback through participatory group surveys of passengers, members of Community Based Monitoring Committees and officials of the Transport Commission. The paper concludes by identifying key criterion which determines the success of these agreements and makes recommendations how such agreements could be developed further to meet specific rural community development objectives. Workshop 7 Public transport markets in development

2009-01-01T00:00:00Z Finn, Brendan Heddebaut, Odile Rabuel, Sebastien van der Spek, David Brader, Colin https://hdl.handle.net/2123/5891 2026-05-05T12:32:05Z 2009-01-01T00:00:00Z

Buses with High Level Of Service (BHLS) – Operational, Regulatory And Contractual Dimensions Finn, Brendan; Heddebaut, Odile; Rabuel, Sebastien; van der Spek, David; Brader, Colin Buses with High Level of Service (BHLS) is an emerging term in Europe for higher quality bus services in urban areas, based on a combination of better operating environment, high quality vehicles, upgraded infrastructure, improved customer services, marketing, image and a systemic approach. BHLS is not the same product as Bus Rapid Transit (BRT), although there are many features in common. The primary objective of BHLS is to uplift the quality of the bus mode rather than to provide the mass transit function. Many European cities have extreme limitations in available road width, BHLS aims to get the maximum capacity and quality within the available space. This paper reports the findings of an EU COST Action on BHLS, which includes practitioners and researchers from 14 EU countries. It presents BHLS practice, a set of 5 Case Studies (France, Netherlands, Ireland, Spain and Sweden, and operational characteristics of BHLS systems in Europe. A review of procurement and contractual aspects indicates that BHLS has been implemented within existing regulations, procedures, contract structures and performance parameters. Information on the COST TU603 action on BHLS can be obtained at www.bhls.eu Workshop 4 System development

2009-01-01T00:00:00Z Gorter, Marc https://hdl.handle.net/2123/5878 2026-05-05T12:32:09Z 2009-01-01T00:00:00Z

Direct Awards in Germany – Design And Effects Gorter, Marc Workshop 3 Beyond competive tendering

2009-01-01T00:00:00Z Ghassan, Daban https://hdl.handle.net/2123/5868 2026-05-05T12:32:08Z 2009-01-01T00:00:00Z

A Successful TOD Will Reinforce Both The Community & The Transit System? Ghassan, Daban The three cases of transit-oriented development (TOD) were selected either because they represent comparable rail station types (and/or physical settings) or because certain types of implementation tools were used to make transit-oriented development happen. In looking for comparable examples of TOD in Perth City, specific station area characteristics were evaluated: • whether the station is underground, at-grade or elevated • how many people use the station • surrounding urban form and land us, and, • other transportation connections that are provided This paper presents detailed case studies of representative TOD projects throughout Perth. The experiences of transit operators, and local authorities, with TOD will help Perth establish a planning framework and to take action toward station-area development. This paper provides background for the case studies by defining transit-oriented development, describing the methodology for choosing the specific case study areas and establishing the framework for analysing individual station areas. This analysis of TOD case studies looks at a variety of transit operators and suburban station types throughout Perth. Although the case studies make reference to many exemplary station-area projects within the transit corridors served the following stations are reviewed in the most detail: 1. Esplanade 2. Murdoch 3. Cockburn Central The selected stations are located in dense urban areas, with limited provision for parking and ride, consistent with the proposed characteristics of Perth’s transit system. Workshop 6 Public policy and transport

2009-01-01T00:00:00Z