Competitive pressure as an alternative to competitive tendering? The development of a performance contract in Oslo

In 1991, a customer orientation project was launched in Oslo, spurred by reduced subsides, and the possibility of competitive tendering being introduced in the operation of public transport. The longterm goal was a 25% increase in traffic before year 2001, through a policy of «more satisfied customers». Public transport in Oslo has increased annually, from 136 million journeys in 1992, to roughly 153 million in 1997. In 1998 we proposed a new quality contract based on the quality monitoring system and performance-dependent subsidies. If the company fails to keep the quality level within defined borders, we propose that the contract will be cancelled and opened for tendering. The first step of this contract was introduced in January 1999. This paper will present the Oslo model and the experience after 7 years with the different types of quality monitoring systems and contracting public transport.Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydne

Quality tendering and contracting service design

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

Quality tendering and contracting service design

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

Kollektivtransport i nordiske byer - Markedspotensial og utfordringer framover

Kollektivtransporten i Norden har mye å lære fra andre land. Det gjelder både utviklingen av tilbudet og rammebetingelser for å lykkes med en langsiktig strategi. Mange byer, ikke minst i Europa, har derfor vært en viktig inspirasjonskilde for mange av de tiltakene som er gjennomført i Norden. Samtidig er forholdene forskjellige. En strategi som har vært vellykket i et byområde kan være ”feil medisin” for andre områder. Det gjelder særlig bystruktur, rammebetingelser for biltrafikken og ulike finansieringsordninger som gjør at en må være forsiktig med å kopiere erfaringer fra andre byer. I tillegg kan ytre rammebetingelser og lokale beslutninger ha minst like stor innvirkning på kollektivtransportens utvikling som det kollektivselskapene selv kan påvirke. I denne rapporten har vi foretatt en komparativ analyse av kollektivtransporten i de største nordiske byområdene, sammenliknet med en del europeiske byer, for å kunne analysere kollektivtransportens markedspotensial og utviklingstrekk framover. Spørsmålet er hvor stor kollektivandel det er rimelig å forvente, gitt de rammebetingelsene kollektivtransporten jobber innenfor, og hvordan har disse rammebetingelsene endret seg de seneste årene? Rapporten er laget på oppdrag fra Oslo Sporveier og ble presentert på Nordisk Lokaltrafikkmøte i Åbo i juni 2006. Grunnlaget for analysene er UITP’s ”Millennium Cities Database” (MCD) som er samlet inn i med data fra 1995 og 2001. De nordiske byene som er med i databasen er Helsingfors, Stockholm, København og Oslo/Akershus

Kollektivtransportens utvikling i Norge 1982-94

Prosjektet ser på kollektivtransportens utvikling og forskjeller mellom byområder når det gjelder kollektivandel og markedspotensiale. Analysene viser at kollektivtransporten i de største byområdene har klart å snu en nedgang på 11 prosent fra 1982-90 til en vekst på 7 prosent fra 90-94. Dette tilsvarer en endret årlig vekstrate på 3,2 prosentpoeng. En tidsserieanalyse viser at prisforholdet mellom bensin og kollektivtransport har hatt stor betydning i tillegg til den produktutvikling som er initiert gjennom den norske forsøksordningen for kollektivtransport. Analyser av reisevanedataene viser at i områder med et godt utbygd kollektivtilbud blir bilbruken redusert med 11 prosent mens gang/sykkelbruken øker med 11 prosent pga samarbeidsflatene mellom disse transportmidlene

Den norske Belønningsordningen for bedre kollektivtransport og mindre bilbruk i byområdene – hva er effekten?

I 2004 introduserte Samferdselsdepartementet en ny incentivordning for bytransport, den såkalte belønningsordningen. Intensjonen var å stimulere til bærekraftig utvikling av bytransporten, basert på restriksjoner mot bilbruk og positive tiltak for bruk a

Den norske Belønningsordningen for bedre kollektivtransport og mindre bilbruk i byområdene – hva er effekten?

Norconsult og Urbanet Analyse har fått i oppdrag å evaluere ”Belønningsordningen for bedre kollektivtransport i mindre bilbruk i byområdene”. Belønningsordningen ble startet opp i 2004. Oslo, Bergen, Stavanger, Trondheim og Kristiansand ble invitert til å søke om midler. I 2006 ble også Tromsø bedt om å søke. Totalt er det bevilget 340 mill kr til byene i løpet av de tre første årene

Lift-off of methane jet flames in O2/CO2 atmospheres

Turbulent jet diffusion flames and flame lift-off have been the topic of a great deal of research due to its complexity in combining both turbulent flow and combustion. The mechanisms controlling flame lift-off however, are not yet properly understood and is still an active field of research. In this report, experimental studies of lift-off characteristics for oxy-fuel combustion with methane have been conducted for oxygen concentrations ranging from 34% to 50%. Three different fuel nozzles were used, with diameters of of 2mm, 4mm and 5mm. In addition to oxy-fuel combustion, experiments were carried out in air, and oxygen enriched air, as a reference case.The goal has been to observe how oxy-fuel flames differ from regular diffusion flames burning in air with regards to lift-off. Lift-off heights and velocities were found to be strongly dependent on oxygen concentration, with increasing concentration causing shorter lift-off heights and higher lift-off velocities. It was also discovered that the combustion chamber wall temperature seemed to have a great impact on flame stability. Higher wall temperatures had a stabilizing effect on the flame, probably due to lower heat loss and higher burning velocities.Results from the air cases were compared to data from other studies, and were found to deviate some, most likely due to the presence of co-flow

Lift-off of methane jet flames in O2/CO2 atmospheres

Turbulent jet diffusion flames and flame lift-off have been the topic of a great deal of research due to its complexity in combining both turbulent flow and combustion. The mechanisms controlling flame lift-off however, are not yet properly understood and is still an active field of research. In this report, experimental studies of lift-off characteristics for oxy-fuel combustion with methane have been conducted for oxygen concentrations ranging from 34% to 50%. Three different fuel nozzles were used, with diameters of of 2mm, 4mm and 5mm. In addition to oxy-fuel combustion, experiments were carried out in air, and oxygen enriched air, as a reference case.The goal has been to observe how oxy-fuel flames differ from regular diffusion flames burning in air with regards to lift-off. Lift-off heights and velocities were found to be strongly dependent on oxygen concentration, with increasing concentration causing shorter lift-off heights and higher lift-off velocities. It was also discovered that the combustion chamber wall temperature seemed to have a great impact on flame stability. Higher wall temperatures had a stabilizing effect on the flame, probably due to lower heat loss and higher burning velocities.Results from the air cases were compared to data from other studies, and were found to deviate some, most likely due to the presence of co-flow

The underestimated demand for public transport?

The urban areas are growing, in Norway as in rest of Europe. The main urban areas in Norway expect a population increase of about 30 per cent until 2030. This is a substantial challenge for the capacity of the transport system, especially in the peak period. In addition are the conclusions from most policy documents that the increased transport demand should be managed by public transport and walking/cycling. This is a very demanding target, and what are the consequences for a public transport system that already struggle with capacity constraints? The road traffic will also face the capacity constraints, with increased congestion, and possibly improved competition for public transport. In total will congested traffic and crowded vehicles become a more significant problem in future transport planning and there will be a need to discuss the implications on public transport demand. This paper will evaluate the effect of punctuality and crowding on passenger demand, based on a stated preference study in the Oslo area among 2300 respondents. This is a follow up from two earlier studies in 1992 and 2002, with both standard attributes (access time, in-vehicle time, waiting time, interchange) and additional attributes like punctuality and crowding. The main findings from this survey indicate more demanding customers, with a higher value of time and quality compared to the earlier studies. This is a natural impact of increased income level in the region. More important is the high valuation of punctuality and travel comfort. The passengers want to have a seat and they hate overcrowded vehicles and delayed departures! The value of travel time delays is 5 to 6 times higher than in-vehicle time. And the passengers are willing to pay between 2 and 3 euro per trip to avoid overcrowded vehicles. It is not possible, or cost efficient, to reduce all crowding in the vehicles. But the problem is that overcrowding and punctuality is neglected in most transport models when we investigate the effect on transport demand. For instance will priority measures, like bus lanes, be evaluated based on the travel time reduction and not increased punctuality and possible increased timetable frequency. And increased frequency, like new buses, will be evaluated based on reduced waiting time and not increased seating capacity and reduced crowding. There has been a significant increase in public transport demand in Norwegian cities during the last years, and even more than growth in the city of Oslo. In the other hand is the estimated effect of public transport measures in the most recent transport plans modest, even for rather strong measures. One reason might be that the transport plans introduce the wrong measures. Another reason might be that the transport models underestimate the demand for public transport. This paper will present a study from Oslo and Bergen indicating that the estimated effect of public transport measures can be more than doubled if we include more qualitative elements in the demand function. The demand function is based on the new value of time and quality from the Oslo study, with revealed preference data as scaling factor for overall demand, for two examples in Oslo and Bergen A comparison of the results with standard service elasticities indicates that: 1. In Oslo: The travel time elasticity increased from -0,28 with basic travel time effects, to -0,6 if we include punctuality and up to -0,98 with full synergy effect of increased timetable frequency 2. In Bergen: The service elasticity (vehicle km) increased from 0,3 to 0,46 if we include the new higher value of time from this survey and up to 0,52 if we include seating comfort This is very much in line with earlier studies of service elasticities. Both findings will depend on the level of crowding and punctuality in the area, and the value of time and quality among the public transport passengers. Oslo has a higher market share for public transport and more problems with punctuality and crowding compared to Bergen. The paper will present the value of time study and the demand model used for the comparison between cities and different market segment. And discuss the implication of urban growth on public transport demand models