The impact of the application of new technology on public transport service provision and the passenger experience: A focus on implementation in Australia

The emergence of Intelligent Transport Systems (ITS) has been recognised with many initiatives during the last 20 years. In Europe, the “ITS Action Plan” identifies a number of applications as key elements contributing to the efficient co-ordination of the overall transport chain. The context and experience surrounding the recent widespread development of technological tools and ICT platforms to support the emergence of ITS are notable for the way in which they permeate the transport and logistics chain. But a key question remains: to what extent is the public transport sector able to exploit the wider benefits of ITS?     

The regulatory function in public-private partnerships for the provision of transport infrastructure

A wide range of contractual arrangements are increasingly being used by the public sector to materialise the delegation of transport infrastructure provision tasks to the private sector, over long periods of time. This paper addresses the issue of transport infrastructure regulation in the specific context of public-private settings. Starting by the discussion on the concept of Public-Private Partnership (PPP) it is stressed that, despite the different meanings that can be found in the literature, it is possible to define a PPP by using a core group of characteristics, such as the bundling of services and the transference of a relevant part of the risks to the private sector on a long term basis. Regarding the action of the regulator, we look at three dimensions of efficiency that are expected to be pursued at the strategic level of regulatory action. However, it is acknowledged that the regulatory function is in practice rather complex since it requires balancing a multiplicity of other objectives or goals, which may vary according to specific economic conditions. In the domain of pricing, the review carried out suggests that since “first best” assumptions are not met in the “real world” it hardly seems possible that the short run marginal cost pricing “canon” could be directly used to shape pricing policies. Consequently, when considering the application of the standard neoclassical marginal cost pricing approach it is pertinent to ask whether the second best solutions can lead to efficient outcomes that might be accepted by the stakeholders. Bundling construction and maintenance tasks into a single long term contract, which is a typical characteristic of “standard” PPPs, could theoretically bring cost benefits since it allows for the possible internalization of any positive externalities that may be generated during the whole project life cycle. The economic rationale for the bundling of construction/maintenance with financing services is that it enhances the likelihood of submission of realistic bids at the procurement stage. In addition, the chances of the contractor sticking to the agreed contractual terms, after contract award, are potentially increased given the higher exposure to financial risk.     

The Potential of a Legislative Approach to Managing Beach Use: The Case of Beach Bylaws in the Republic of Ireland

This article examines the use of inland mined sand and offshore dredged sand for beach nourishment projects in North Carolina, focusing on the question of whether inland mined sand is economically preferential for hot‐spot erosion control. Excavation, processing, and transport costs are presented, and cost efficiencies of hypothetical beach nourishment projects are compared. Cost analyses indicate that inland mined sand is economical for small projects (10,000–50,000 cubic yards), given that a clean sand source can be located within 15 miles of the nourishment site. The two factors primarily influencing per cubic yard costs of inland sand are overland transportation expenses and processing costs. The use of dredged offshore sand is less expensive for large projects (> 100,000 cubic yards) due to the economies of scale affecting dredge mobilization. Large beach nourishment projects in North Carolina will most likely continue to utilize offshore dredged sand.     

Four decades of changing transport policy in Santiago,Chile

During the last forty years, Santiago has experienced a series of drastic changes in public transport policies. These changes have ranged widely, from total deregulation to processes that concentrated the management of public transport within the hands of the public sector.     

The Role of Spatial Data Management Strategies in ICZM in Ireland

This article explores how a fresh approach to integrated coastal zone management (ICZM) in Ireland might be forged through the identification of a number of key innovative cross-sectoral professional initiatives and interdisciplinary academic thinking in this sector. It includes three interlinked research themes that assess existing cross-sectoral data management issues (to include an assessment of readiness for the INSPIRE and compliance with the Re-use of Public Sector Information European Union Directives), the degree of cross-pollination between the various sectors involved in managing the Irish Coastal Zone (to identify the need (or otherwise) for capacity- building to encourage cross-fertilization of ideas, skills, and knowledge exchange), and cross-professional competencies (to assess the desire/need (if any) for those working in coastal zone management to add to their existing competencies through continuous professional development or lifelong learning opportunities). Indeed, the specific competencies for coastal practitioners are identified here and these further illustrate the need for professional recognition of the role, responsibilities, and therefore the requirement for an appropriately qualified “Coastal Manager” professional, one that is seen not merely as a nicety but rather a necessity—a core enabler in any future innovative and integrative management approach.     

A Review of Beach Bye-Law Usage in Supporting Coastal Management in Ireland

Coastal areas are commonly the focus of a range of human activities and uses. Beaches are one example of multi-use coastal environments, accommodating activities linked to leisure and recreation, amenity, conservation and business, often simultaneously. Ireland is no different in this regard, as its beach resources provide a range of goods and services of societal value. Ireland has 16 coastal counties and their associated local authorities have a beach management remit, a role that can present a number of challenges. The use of beach bye-laws is one option to support management of beach environments by local authorities. Local authority personnel tasked with beach management from each coastal local authority were surveyed to assess the actual and potential role of beach bye-laws in contributing to more effective management of beach environments and to broader coastal management. Usage of beach bye-laws varied across local authority areas and evidence suggested that the efficacy, use, and implementation of beach bye-laws differed from county to county. Beach bye-laws offer potential but interaction with other initiatives as part of a wider program for coastal management may yield improved results.     

The development of the TIGRIS XL model: A bottom-up approach to transport, land-use and the economy

The project appraisal method in the Netherlands distinguishes direct effects, indirect distribution effects and indirect generative effects. Transport models are generally available for calculating the benefits of transport projects to travellers as part of the direct effects. The TIGRIS XL model, a Land-Use and Transport Interaction model, adds indirect distribution effects for the housing and labour market, by modelling changes in the spatial distribution of jobs and residents. This paper describes the current TIGRIS XL model and how it can be applied in the evaluation of transport projects. It refers to work done with the TIGRIS XL model to improve the calculation of the direct benefits by applying the so-called ‘logsum’ method. Finally it discusses ideas on how to extend the TIGRIS XL model to address indirect generative effects as well.The current TIGRIS XL model, its integration with the National Model System (the standard tool for the Dutch government to analyse the effects on passenger transport) and basic design principles are the starting point of such an exploration. These design principles include:

•

an emphasis on detail, both spatial as well as in socio-economic segments, to account for differences in the availability of choice alternatives and in choice behaviour, and to provide impacts by region and socio-economic group;

•

the requirement that the relationships used rest on an empirical foundation.

The post-processing methods proposed on this paper for the calculation of the direct benefits and indirect generative effects are consistent with these design principles. To calculate the indirect generative effects, a post-processing module is proposed which transforms changes in travel times and land-use into agglomeration effects. These agglomeration effects combine several of the generative effects, like scale economies, an increasing variety of products, labour market matches and knowledge spill-over. The effects of changes in the agglomeration indicator on productivity can be estimated with existing data sources, as was demonstrated in the UK (Graham, 2005).     

Engaging paratransit on public transport reform initiatives in South Africa: A critique of policy and an investigation of appropriate engagement approaches

A number of South African cities are planning integrated public transport networks that rely on the introduction of Bus Rapid Transit (BRT), in line with similar trends to expand or upgrade public transport services in emerging and industrialised urban transport markets around the globe. In addition, BRT in South Africa is being used as a mechanism to drive reform in the dominant yet highly fragmented paratransit sector, inspired by similar processes particularly in Latin American cities such as Bogotá, Mexico City, and Santiago de Chile. Thousands of paratransit operators would have to formalise their businesses, or merge into new or existing operator entities in order to participate in the new systems. There is, however, an absence of accessible business plans and regulatory regime proposals around which paratransit can be engaged to convince it to alter its current modus operandi. A large number of national, regional and local paratransit groupings have furthermore indicated their resistance to the planned networks on the grounds of insufficient consultation, an unclear future role in the system and employee redundancies. Should this deadlock not be resolved, it seems unlikely that the planned networks will be realised in the proposed timeframes, if indeed at all. This paper investigates the South African passenger transport policy framework that has contributed to the current deadlock, and explores appropriate approaches to engaging paratransit operators on a system of contracting, competition and ownership that recognises the sector’s aspirations and fragmented nature, yet contributes towards improved passenger transport services. It is the authors’ view that paratransit reform is a highly context-specific process, even at the sub-city level, and that this could prevent transferring paratransit regulatory and integration approaches across countries, and even cities in the same country, without adaptation to local conditions.     

Utilization of passenger transport subsidy in Kolkata: A case study of Calcutta State Transport Corporation

The present study tries to see whether the subsidy given to CSTC, which is the oldest and the largest state transport corporation operating in and around Kolkata, is really being used to cover the losses they make over the years or to merely cover-up an inefficient performance. The state owned buses are required to serve, not only non-profitable routes in off-peak hours, but also to give social security or employment to a large section of society. The burden of carrying a huge staff structure and serving at an administered and less than competitive price for welfare reasons, makes CSTC liable to an operating loss. Therefore, it makes a case for subsidy. However, the regular commuters experience regarding the condition of and the services provided by these raises a question about the justification of subsidy. In the study it is seen that the subsidy given is not based on any of the components on which it should, economically.     

Rural school transportation in emerging countries: The Brazilian case

The lack of proper policies for the rural environment, in contrast to the situation in the urban environment in Brazil, has prevented the rural population from benefiting from basic infrastructure and access to their rights as citizens. The poor school transportation conditions are large barriers to access and retention of pupils in schools. These poor conditions, with lack of comfort and high accident risks, result in long travelling hours to reach the school and lessen learning performance because the children arrive in the school tired and sleepy. The Brazilian Federal Government has adopted different programs and actions in order to overcome these difficulties and to improve school conditions in general. A new standard vehicle has been adopted, which will be fit for the harsh road conditions in the rural areas, and handbooks have been introduced to help the municipalities and their officials to plan and to contract school transport services. This paper provides an overview of the outlook for rural school transportation in Brazil, describing the operational conditions (including trip and vehicle conditions) and their users, as well as analysis on the effects on school performance, and also the role of the local and Federal governments.     

The cost of second best pricing and the value of risk premium

Private provision of public infrastructure (PPP) is meant to give incentives to increased efficiency in construction as well in operation and maintenance of the infrastructure e.g. within the transport sector. Efficiency is not only (private) economic efficiency, but also social efficiency e.g. social marginal cost pricing of use of the infrastructure.Is it possible to design contracts concerning payment mechanisms and financial instruments for transport infrastructure that will stimulate social efficiency and optimal allocation of risks between parties? The paper discusses whether different targets can be met and whether compromises may lead to acceptable second best solutions.PPP implies an opportunity to let the user-payment give desired incentives in the form of Social Marginal Cost Pricing (SMCP). A PPP project is a set of contracts and agreements between several parties, including the Government, the private contractor, subcontractors, banks and infrastructure users. These contracts should be designed to give the right incentives to the parties to achieve optimal risk allocation and utilising of resources.Long contract-periods are a common feature of PPPs. The paper examines the way that financial solutions should be designed to achieve the goals for the PPP-projects concerning economic and social efficiency. The expected size and variation of the income stream from the project will influence the loan conditions offered by banks concerning interest rates, guarantees and repayment and also the ability to attract investors. The balance between equity and loans again influences the conditions of the loans. An additional problem is asymmetric information between parties. The private contractor usually knows more about the task than the Government (hidden knowledge), and the Government cannot have full knowledge of the efforts of the contractor (hidden actions).     

Implementation of sustainable urban transport in Latin America

Transportation provides vital support to the economic and social development of Latin America cities, but current growth patterns and trends are not sustainable. While non-motorized and public transport modes have the largest shares in passenger transport, there is a strong increase in ownership and use of cars and motorcycles. In Latin America in 2010 there were 2.5 new motor vehicle registrations for every new child being born.     

Analysis of thirty years evolution of urban growth,transport demand and supply,energy consumption,greenhouse and pollutants emissions in Greater Cairo

The objective of the paper is to analyze evolution of urbanization, transport demand and supply in Greater Cairo (GC) over the last three decades of the 20th century. This is in addition to investigating the impact of city growth on energy consumption and emissions from transport. It utilizes results of 1971, 1978, 1987, 1998 and 2001 travel demand surveys, undertaken during the corresponding GC transport studies; each was published a year or two later. No further transport studies have been carried out in GC over the past decade and in view of the current political situation, it is not envisaged that similar studies will be undertaken in the near future. The analysis includes the evolution of daily trips, trip purpose share, modal share and number of cars. More recent trends for 2006/2007 vehicle registration by type and size are given. The evolution of transport supply covers projects until early 2012. In parallel estimates of the evolution of energy consumption and cost, emissions of greenhouse gases (CO₂) and pollutants (CO, HC and NO_x) are given for 1971/2001. The adopted estimation methodology is summarized. Comparative analysis of relevant evolution indexes and trends of growth between 1971 and 2001, taking the former as base year, is given. Land use and transport policies and projects that in some cases helped, directly or indirectly, to reduce traffic congestion, or at least prevented an increase, are addressed, commenting on their outcomes. Thus, transferable experience are useful to sister cities benefiting from successes and avoiding drawbacks. The evolution of the impact of GC metro on energy consumption and cost, and GHG emissions is given for 1987/2001, assuming the scenario “metro did not exist”. More recent impact analysis is given for 2007/2008, as the data allowed estimating traffic volumes that would have been added to the congested metro corridors under the above scenario; and the related fuel consumption and cost and GHGs. The paper ends with conclusions on GC evolution, learned lessons and suggests repeating similar work in other mega cities of the developing countries. Further research is emphasized, e.g., modeling the relationship between land use, transport, energy and emissions; modeling emission factors by vehicle type; and studying fuel-subsidy-reduction scenarios and their socio-economic effects.     

Chemical and mineralogical composition of marine sediments, and relation to their source and transport, Gulf of Carpentaria, Northern Australia

The Gulf of Carpentaria is an epicontinental sea, deeply indented in the north of the Australian continent. A selection of 100 samples of the surficial marine sediments collected on a regional grid were analysed for major chemical elements and mineral phases using wet chemistry, X-ray diffraction, optical and electronic microscopy.The surficial sediments of the Gulf are highly heterogenous and consist of both young and relict mineral and carbonate components. The terrigenous fraction is fluvial in origin and consists mainly of quartz (16–68%), minor feldspars (0–9%) and traces of siderite. The clay species determined include kaolinite, mixed layers of smectite–illite and illite; clays range up to 15% and do not present a clear pattern of distribution. Biologically productive areas of the Gulf, mainly in shallower parts, supply the carbonate component of the sediment. The carbonate material is comprised of aragonite (7–30%), low-Mg (5–30%) and high-Mg calcite (7–28%), and has variable degrees of alteration caused by sediment transport and/or diagenesis. Such processes are partly reflected in the regional distribution of mineral and chemical components throughout the Gulf. The interpretation of the data set was further refined by cluster analysis (Ward's method), which separated eight clusters (provinces) of sedimentary material. The eastern side appears to be the main source of both terrigenous and carbonate sediment, which is inferred to be transported clockwise. During this dispersion, physicochemical and mineralogical changes take place; the sediments become finer grained and characterised by more stable species of carbonates. As a consequence, the center and the northwest sections are clay-rich and contain dominantly low-Mg calcite.Ooids are relict components that have been identified in areas in which they were not mentioned by previous studies, notably in the southeast. These carbonate particles consist of concentric layers of aragonite deposited around a nucleus of angular quartz, most likely of fluvial origin.This study indicates a complex history over a short time frame with sediment supply, biological production and current patterns being the main factors that control the sediment character and its regional distribution within the Gulf.     

Changing public transport governance in Dutch metropoles: To tender or not to tender

With winds of change from the European Commission reaching the Netherlands, the national government altered the Law on Passenger Transport in 2000 to best reflect European demands. This new law meant competitive tendering became obligatory. At first, the metropolitan transport authorities in the three largest cities (Amsterdam, The Hague, and Rotterdam) were granted an extended deadline for tendering. However, due to shifting winds from Brussels, in 2007 the Dutch national government dropped the obligation to tender for the three cities. Suddenly the authorities had to decide for themselves whether or not to tender. This article describes the different routes and outcomes of the three metropolitan authorities. Where the metropolitan authority in Rotterdam aimed at conservation of their existing model, the authorities of Amsterdam and The Hague embraced change. In The Hague conformation to the letter of the law seemed an important driver, whereas confrontation between different interests in the region was the starting point for change in Amsterdam.     

渤海水域采运砂石行业治理难点及对策

文中介绍了海上砂石无序开采给社会带来的负面影响,分析了砂石运输船治理存在的问题,提出了砂石船运输治理的相应对策。     

Critical issues in the design of contractual relations for transport infrastructure development

The increasing use of Public-Private Partnerships (PPP) arrangements in the provision of transport infrastructure seems to be a trend all over the world with a very particular incidence in Europe. The arguments supporting these public decisions are several and their validity varies with the different realities where these instruments are applied. The paper highlights the critical issues around the design and implementation of PPPs in the transportation sector and makes a brief presentation of the rational behind the structure of papers presented in this special issue.     

Challenges in the application of spatial computable general equilibrium models for transport appraisal

The use of spatial computable general equilibrium (SCGE) models for assessing the economic impacts of transport projects is one of the key items on the research agenda for project appraisal in the Netherlands. These models are particularly suitable for analysing indirect effects of transport projects through linkages between the transport sector and the wider economy. Potentially, according to the literature, indirect effects that are additional to first-order direct cost reductions can turn out to be up to almost 80% in magnitude of the direct impacts. Given the relevance of these models for policy appraisal, experiences with this new modelling approach are important to report. After two years of development and application of SCGE models for transport appraisal, we found that the translation of theory behind the spatial equilibrium models into practical model specifications and empirical applications is a challenging task, and may lead to problems in project appraisal in terms of inaccuracies in the assessment of impacts. This paper discusses some key challenges we encountered with the specification of the Dutch SCGE model RAEM. This chapter is especially useful for researchers developing SCGE applications for use in transport appraisal and those who want to get a better understanding of differences between theoretical and computable SCGE modelling.     

Engaging disadvantaged populations in transport studies: Linking modal use and perceptions of safety to activity patterns

Accessibility measures are important tools in planning. However, if the data are not available to adequately capture the mobility and accessibility challenges of disadvantaged populations, than the results of the model provide little to no direction for policy makers. This paper explores data collection techniques that have the potential to address the “why” underlining the activity behavior, especially linking personal safety perceptions to activities. The first study comes from a series of focus groups with low-income women in Quebec City, Canada. Self-mapping of individual spaces creates a framework to address spatial and temporal challenges that negatively impact transit dependent populations. The second study focuses on the activity patterns of low-income immigrant youth in Providence, RI. A technique is presented to elicit formatted responses concerning perceptions of personal safety. With the help of GIS, this technique has the potential to link together activities and perceptions of safety for activity modeling.     

Overview of public transport policy developments in South Africa

Public transport in South Africa is one of the most burning issues in the transport sector. The government is faced with huge public pressure to improve public transport systems in the face of rising fuel costs, the pending implementation of expensive urban toll road systems in the Gauteng province, and elsewhere in urban environments, public transport safety issues, public transport fleet renewal, especially the commuter rail services, as well as limited resources to fund public transport. As a developing country, the South African Government has pressing funding issues such as funds needed to improve housing for the poor to improve schooling and public health services. Government is also faced with a vocal minibus taxi industry that transports an estimated 65% of all commuters in the country that is also insisting on subsidies for its services.