In Search Of An Effective Service Delivery Model To Provide Services For The Transport Disadvantaged

Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydne

Options for provision of services for the transport disadvantaged.

The provision of transport for the “transport disadvantaged” has become an increasingly important policy area. The ageing of the Australian population and the need to ensure equal opportunity for all members of the community to accessible public transport services, places demands on both welfare and policy departments. To date transport for the transport disadvantaged has been dealt with as being separate from the mainstream public transport system. The policy debate is how best can improved transport services for the transport disadvantaged be delivered either as part of, or separate from, the mainstream services. A number of different models have been adopted overseas. This paper discusses the implications of these models in the Australian context particularly in relation to the implementation of the 1990 NSW Passenger Transport Act and the Federal Disability Discrimination Act (1992). Evidence is cited from a number of major studies undertaken by the author and colleagues into the costs of providing transport through the current community transport system as well as a cost benefit study of a trial demand responsive bus system in NSW

The role of stated preferences and discrete- choice models in identifying individual preferences for traffic management devices

Responsible local governments recognize the need to be sensitive to the local environmental implications of decisions taken in the course of developing strategies to ensure the efficient use of scarce resources. Rather than rely on the pressures of lobby groups to direct government behavior in relation to community concerns, a preferred strategy is to identify the preferences and choices of the community as a whole and to use information from a representative cross-section of the community to aid in making environmentally-linked decisions that maximize the benefits to the affected community. This paper demonstrates how discrete-choice models can be used to identify community choices among alternative traffic-management devices designed to improve the traffic environment within and in the vicinity of local residential streets. Using a “before” and “after” survey strategy, the study provides evidence to support the view that a set of guidelines representing the community's preferences for different devices should be based on an empirical model estimated on a sample of residents who have already had exposure to a range of devices

The Transport Disadvantaged – Community Transport or Mainstream?

This paper is based on a study undertaken for the New South Wales Department of Transport in 1991 to examine the cost of providing transport services for the aged and those with disabilities through the Community Transport program. A sample of Community Transport Projects in N.S.W. country and metropolitan areas was studies in detail and data collected on the costs of operating the modes which they used to provide transport for the aged and disabled. A cost model was then developed to determine the factors which influence the cost per vehicle kilometre for each service delivery based on the data collected. Discussions were also held with users of the service to determine the quality of service provided by each of the modes. The results of this study are discussed within the context of the changes which have occurred in the N.S.W. bus industry as a result of the 1990 Passenger Transport Act which now gives operators greater opportunity to plan services to meet the needs of the market in their local area

ECONOMIC REWARD AND ON-ROAD PERFORMANCE OF LONG DISTANCE TRUCKING: AN ECONOMETRIC ASSESSMENT

This paper reports the results of an econometric analysis of the influences on economic reward and on-road behaviour of long distance truck drivers in Australia. Drawing on a 1990 survey of a sample of 800 truck drivers selected from owner drivers and employee drivers, we identify the important role that rates of pay and the payment method have on the propensity to speed. The richness of the data enables us to evaluate the endogenous linkage between speeding, the taking of pills, and the self-imposition of schedules, as well as identify industry practices which have desirable and undesirable impacts on the performance of drivers. The empirical findings corroborate anecdotal evidence on the issues which need action in the interests of minimising the negative externalities of an essentially efficient and safe industry

THE ROLE OF STATED PREFERENCES AND DISCRETE CHOICE MODELS IN IDENTIFYING COMMUNITY PREFERENCES FOR TRAFFIC MANAGEMENT DEVICES

Responsible local governments recognise the need to be sensitive to the local environmental implications of decisions taken in the course of developing strategies to ensure the efficient use of scarce resources. Rather than rely on the pressures of lobby groups to direct government behaviour in relation to community concerns, a preferred strategy is to identify the preferences and choices of the community as a whole and to use information from a representative cross-section from the community to aid in making environmentally-linked decisions which maximise the benefits to the affected community. This paper demonstrates how discrete-choice models can be used to identify community choices amongst alternative traffic management devices designed to improve the traffic environment within and in the vicinity of local residential streets. Using a "before" and "after" survey strategy, the study provides evidence to support the view that a set of guidelines representing the communities preferences for different devices should be based on an empirical model estimated on a sample of residents who have already had exposure to a range of devices

Pre-pectoral Breast Reconstruction: Surgical and Patient-Reported Outcomes of Two-Stages vs Single-Stage Implant-Based Breast Reconstruction

Background: Two-stages pre-pectoral breast reconstruction may confer advantages over direct to implant (DTI) and subpectoral reconstruction in selected patients who have no indication for autologous reconstruction. The primary endpoint of the study was to evaluate and compare the incidence of capsular contracture in the pre-pectoral two-stages technique versus the direct to implant technique. Complications related to the two surgical techniques and patient satisfaction were also evaluated. Methods: A retrospective review of 45 two stages and 45 Direct-to-implant, DTI patients was completed. Acellular dermal matrix was used in all patients. An evaluation of anthropometric and clinical parameters, surgical procedures and complications was conducted. Minimum follow-up was 12 months after placement of the definitive implant. Results: There was no statistically significant difference in the rate of capsular contracture in the two groups. Rippling occurred more in DTI reconstruction. In the two-stages reconstruction, lipofilling was applied more often and there was a higher incidence of seroma. Patient satisfaction extrapolated from the Breast Q questionnaire was better for patients submitted to two-stage implant-based breast reconstruction. Conclusion: Dual-stage pre-pectoral reconstruction with acellular dermal matrix appears to be a good reconstructive solution in patients with relative contraindications for one-stage heterologous reconstruction with definitive prosthesis and no desire for autologous reconstruction