Effective corporatization of ports is a function of effective legislation: legal issues in the existing paradigm

Almost a decade since port corporatization was introduced in Australia it is becoming clear that initial objectives are not being realized. This paper explores some of the legal and legislative causes, the effect on port operation and investigates what necessary conditions are required to deliver an effective corporatized port business. The paper argues that effective corporatization is a product of effective legislation—one which, while emulating private sector business practices—can deliver a business model that is innovative, entrepreneurial, commercially oriented and free from self-serving political constraints.

The legislation and corporatized artifacts in Australian mainland ports have failed, in general, to deliver this. Arguably, the legislation has, in fact, created a model with inherent flaws and serious contradictions. The legislation enacted is such that while it has set in place a model that articulates commercial objectives, the model created is in fact one in which political objectives may override commercial ones; where strategy may be determined by a bureaucratic elite without the requisite skills and insights, and the resultant strategy appears ad hoc; and a corporate culture that frequently has failed to transcend that of the statutory authority and public utility model. This paper will test these assertions against the developments in the port of Melbourne.     

Intelligent transport systems solutions in transitional countries: The case of Korea

Transport policy in Korea is driven by the need to cope with ever-worsening traffic conditions. The development of an intelligent transport systems (ITS) Master Plan for Korea is of particular interest and demonstrates the heavy reliance placed on ITS measures to facilitate both the management of congested (but expanding) highway networks and to encourage a shift to greater use of public transport. The paper highlights the major achievements of ITS in Korea by assessing the evidence provided by the widespread implementation of ITS technologies (such as the creation of 'showcase' demonstrations). Some observations from the implementation of ITS in (so-called) transitional economies are presented.     

铁路环境中的电磁兼容问题及ENV50121

概述了铁路环境中典型的EMC问题，介绍了ENV50121出台的背景、内容及其作用。     

Evaluating Flexible Transport Solutions

Abstract

Flexible transport services (FTS) have been of increasing interest in developing countries as a bridge between the use of personal car travel and fixed route transit services. This paper reports on findings from a recent study in Queensland Australia, which identified lessons from an international review and implications for Australia. Potential strategic directions, including a vision, mission, key result areas, strategies, and identified means of measuring performance are described. Evaluation criteria for assessing flexible transport proposals were developed, and approaches to identifying and assessing needs and demands outlined. The use of emerging technologies is also a key element of successful flexible transport services.     

机动性是可持续的吗?

可持续的机动性是指,在不破坏地球和其生态环境的前提下,利用可再生能源为人类和货物提供安全可靠的自由运输。为了可持续,机动性必须从＂我们现有的技术＂出发去进化。必须制定尽可能长远的方针政策,而不应该把焦点仅仅集中在短期的解决办法上!     

Integrated smartcard solutions: do people want one card for all their services?

Smartcard technologies offer the potential for bringing transport and citizen services onto a single smartcard platform – referred to henceforth as an integrated ‘Transport-Citizen’ (TranCit) card. One question never fully addressed thus far is whether the general public see the integration of services onto a single card as desirable. Based upon research undertaken through the Yorcard project trials, this paper presents the analysis of a series of three focus groups and responses to a public questionnaire which investigated the general desire for multi-application, integrated smartcards. Our findings suggest there is potential for an integrated TranCit card, facilitating easier access to services and travel options across boundaries, even at the international level. A number of operational, technical and data security issues exist which need to be resolved before there would be a greater acceptance of an integrated TranCit card, from both the traveller and the service provider perspective.     

Cycle Network Planning: Towards a Holistic Approach Using Temporal Topology

ABSTRACT

Current cycle-network planning (CNP) at the local level tends to be dominated by a subjective-pragmatic approach in which it is only possible to consider a limited number of route alignment possibilities and development-sequencing scenarios. Although this method may produce acceptable results, it may also be true that the final design could be improved – and the construction efficiency could be enhanced – by a more comprehensive review of the available options in relation to the objectives of the intervention. Such objectives may include accident reduction, modal shift in favour of cycling, health benefits or strategic expansion of a network. This article presents work undertaken to demonstrate a holistic approach to CNP, based on a logically defined spatio-temporal model and allowing some semi-automated multiobjective optimization of network designs in a GIS-based decision-support system. The model is introduced briefly before a case study applying this model to development of a cycle network in a small town in northeast England is described. The results obtained from this case study and the implications of this research for cycle network planners are discussed.     

ITS applications in public transport: Improving the service to the transport system

This paper examines all the disparate technologies and techniques capable of smoothing the integration of public transport modes and services at both the urban and interurban scale. The paper focuses on the application of information technology and telematics solutions which have been designed to create as seamless a journey as possible from the point of view of the transport system user. The scope of the paper is therefore deliberately wide‐ranging and includes an examination of measures as apparently unconnected as smartcard ticketing, bus priority systems, automatic vehicle locationing, trip planning and on‐board information systems as well as new public transport services offering demand responsive travel and integration with taxi services. The paper intends to show how such technological solutions can be used to increase the attractiveness and competitiveness of fixed public transport networks in comparison to the door‐to‐door flexibility of the private car.     

Mass rapid transit systems for cities in the developing world

Abstract

In 2004, one of the biggest ferry operators in Norway was found guilty of having intentionally attempted to defraud the state of about 113 million Norwegian kroner in subsidies by underreporting revenues and overstating costs during the period 1992–2002. The company and five of the top managers were convicted and the case was regarded as one of the most serious subsidy offences ever committed in Norway. The aim of this article is to show that standardized revenue and cost norm models from the state can deter operators from committing such offences and when relevant detecting the fraud attempts at an early stage. Our model suggests that the operator in question overstated costs by about 19% and that the actual subsidy fraud attempt was about three times higher than concluded by the Court.     

Empirical evidence on induced traffic

Disparate evidence indicates that the provision of extra road capacity results in a greater volume of traffic. The amount of extra traffic must be heavily dependent on the context, size and location of road schemes, but an appropriate average value is given by an elasticity of traffic volume with respect to travel time of about –0.5 in the short term, and up to –1.0 in the long term. As a result, an average road improvement has induced an additional 10% of base traffic in the short term and 20% in the long term: individual schemes with induced traffic at double this level may not be very unusual, especially for peak periods. Induced traffic is particularly seen on the alternative routes that road improvements are intended to relieve.