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Competition and Ownership in Land Passenger Transport Selected Papers from the 9th International Conference (THREDBO 9) Editor(s): Rosario Macario, Jose Manuel Viegas, David A. Hensher, Format: Hardback, 240 x 165 x 43mm , 986 pp, Illustrations Publication date: 01 Dec 2006 Imprint: Elsevier Science Ltd ISBN: 9780080450957 Price: £117.95 Recommend this book Buy Now »   Synopsis In one volume, this book brings together a selection of the best papers presented at the 9th International Conference series on Competition and Ownership of Land Passenger Transport (known as the Thredbo Series). Thredbo is a premier international event that brings together academics, government policy makers, politicians, consultants and public transport operators to review the international developments in the theme area. As the most important international conference in this field of expertise, the series has more than 120 papers of well known authors and practitioners of Land Transport. Best papers from previous conferences were published in "T& F journal" and "Transport Reviews". Papers are reviewed and revised appropriately to ensure high quality. This book takes a practical approach by focusing on real world examples. Contents CONTENTS Foreword SECTION 1. OVERVIEW ON COMPETITION AND OWNERSHIP IN LAND PASSENGER TRANSPORT SECTION 2. INNOVATION IN GOVERNANCE, PLANNING AND SERVICE DESIGN SECTION 3. REGULATORY REFORM SECTION 4. INSTITUTIONAL CONFIGURATIONS AND FRAMEWORKS SECTION 5. CONTRACTS AND PARTNERSHIPS SECTION 6. POLICY BUSINESS INTERACTION 213 SECTION 7. HORIZONTAL LESSONS ON COMPETITION AND OWNERSHIP SECTION 8. DESIGN AND INNOVATION IN PUBLIC TRANSPORT TO FOSTER PATRONAGE SECTION 9. TENDERING, CONTRACT DESIGN AND IMPLEMENTATION ISSUES CREATING AND MAINTAINING TRUSTING PARTNERSHIPS SECTION 10. KEY PERFORMANCE INDICATORS AND DATA FOR MONITORING AND AUDITING SECTION 11. COMPETITION, REGULATORY CHANGE AND OWNERSHIP SECTION 12. INSTITUTIONAL CONFIGURATION AND FRAMEW

Why the Bike Lane is the Golf Course of the 21st Century Posted on January 26, 2012 Hello Dear Readers, The Sightline Daily, a blog affiliated with a Northwest policy think tank, published an article I wrote about my Stevens Fellowship experience. You can read the article here! A funny story about how the opportunity with Sightline came about. I was waiting at a stoplight near Mercer Street in Seattle in late November and this guy pulled up to me (on his bicycle) and commented on how bad the bicycle infrastructure was at that particular intersection. He noticed that I had no "biking clothes" on and asked me if I'd ever heard of Copenhagen Cycle Chic.  "Copenhagen Cycle Chic is my favorite blog!" I told him. Then we started talking bike politics and eventually I realized he was Alan Durning, the founder of the Sightline Institute. I've been reading the Sightline blog and using their research in my work for years. I really like that this Sightline article came about because of a conversation that started on the bike lane (or..errr…lack of bike lane).  Who needs the golf course when you cycle! Cycling is such a social form of transport. Sean and I were biking in to work a few days before Christmas and bumped into our friend Jed who I hadn't seen in almost a year.  (Jed and his wife recently had a baby!) We rode together along the cold, but sunny, shores of Westlake for about ten minutes and caught up.  It was a great way to start the day and I was happy to know that Jed was doing well. Then, the next morning, Sean and I bumped into Jed again-in almost the same place as the day before-and we shared another pleasant commute together while joking about how we were becoming a bike commuter gang. The morning before I left for Copenhagen I biked downtown alone after saying goodbye to Sean. I was feeling the weight of the goodbye and also some anxiety about professional challenges ahead.  I pedaled slowly along Dexter, my pace matchi

Collaborative consumption From Wikipedia, the free encyclopedia The term collaborative consumption is used to describe an economic model based on sharing, swapping, bartering, trading or renting access to products as opposed to ownership.[1] Technology and peer communities are enabling these old market behaviours to be reinvented in ways and on a scale never possible before.[2] From enormous marketplaces such as eBay and Craigslist, to peer-to-peer marketplaces such as Tradepal, emerging sectors such as social lending (Zopa), peer-to-peer travel (CouchSurfing, Airbnb), peer-to-peer experiences (GuideHop), event ticket sharing ([[unseat.me]]) and car sharing (Zipcar or peer-to-peer RelayRides), Collaborative Consumption is disrupting outdated modes of business and reinventing not just what people consume but how they consume it.[3] Contents  [hide]  1 Origin 2 The development of collaborative consumption 2.1 Product service systems 2.2 Redistribution markets 2.3 Collaborative lifestyles 3 Sectors currently covered by collaborative consumption 4 Category examples 5 See also 6 References [edit]Origin The term was coined by Ray Algar, a UK-based management in an article entitled 'Collaborative Consumption article by Ray Algar' for the Leisure Report Journal in 2007. The concept has since been championed by Rachel Botsman and Roo Rogers, co-authors of "What's Mine Is Yours: The Rise of Collaborative Consumption".[4] In June 2010, ABC Television's Big Ideas programme included a segment showing Botsman's speech at the TEDx Sydney conference in 2010, describing collaborative consumption as "a new socio-economic 'big idea' promising a revolution in the way we consume".[5] Botsman sees collaborative consumption as a social revolution that allows people to "create value out of shared and open resources in ways that balance personal self-interest with the good of the larger community".[6] In 2010, collaborative consumption was named one of TIME Magazine's 10 ideas that w

How spatial and transport planning affects car and public transport ownership. A panel data simulation. The impact of car parking policies on greenhouse gas emissions The dynamics of car ownership in EU countries: a comparison based on the European household panel survey A wide-scale safety evaluation of traffic calming measures in residential areas Making parking management an effective tool in travel planning Carfree, low car - what's the difference?

INTERNATIONAL PROJECT FINANCE AND PPPS. A LEGAL GUIDE TO KEY GROWTH MARKETS 2012 Edited by: Jeffrey Delmon, Victoria Rigby Delmon November 2011,  ISBN 9041136754 ISBN 13: 9789041136756 Paperback USD price: $338.00            DESCRIPTION TABLE OF CONTENTSRELATED PRODUCTS Infrastructure drives economic growth, jobs, quality of life, health and welfare, but public mechanisms for delivering infrastructure services face particular challenges of efficiency and politicized decision making.. Public Private Partnerships (PPPs), if well designed and implemented, can provide Governments with more efficient, more effective, better managed, more transparent and more competitive sources of infrastructure services, financed through new sources of funding. International Project Finance and PPPs: A Legal Guide to Key Growth Markets provides a summary of the key legal issues relevant to PPP and project financing in strategic growth markets. Each summary is prepared by top rated legal practices, with extensive experience in commercial and financial law, and at the forefront of PPP and project finance in their respective jurisdictions. The legal issues addressed highlight the most fundamental legal concerns that investors will have with the enabling environment when contemplating a PPP in a growth market, for example: ; asset ownership; tariff and regulatory regimes; penalty regimes; corporate structures; foreign ownership restrictions; dispute resolution mechanisms; and the creation of security rights. The sixteen countries represented were selected for their current pipeline of projects and their growth potential. They are Brazil, Chile, China, Egypt, India, Indonesia, Nigeria, Romania, Russia, South Korea, Tanzania, Turkey, Uganda, UAE, the USA, and Vietnam. This guide offers investors, lenders, consultants and Governments a practical, accessible and substantive resource, a survey of applicable law at your fingertips. It is an essential tool for companies, fun

Zipcar and Flexcar Driven Together Zipcar (AP) Network News X PROFILE View More Activity TOOLBOX Resize Print E-mail Reprints   By Thomas Heath Washington Post Staff Writer Wednesday, October 31, 2007 Flexcar and Zipcar, two companies seeking to change American habits by renting cars by the hour, plan to merge in a deal that would reshape the nascent car-sharing industry. [an error occurred while processing this directive] After years of losses for both companies, Flexcar, based in Seattle and controlled by America Online founder Steve Case, said it will merge with the larger Zipcar, based near Boston, in hopes of achieving profitability within the year. "We just wanted to rapidly expand in new markets and rapidly expand the fleets," said Case, whose Revolution LLC bought Flexcar in 2005. "They're both in turbo-growth mode. We think the companies combined will be on a path to profitability in the next year or so, and with rapid and significant expansion will be ready" for an initial public offering of stock. The two companies, the nation's largest car-sharing firms, are owned by private investors. They did not disclose the merger's financial terms. Both companies were founded in 1999 with the intent of serving environmentally minded city dwellers and university students who could be weaned from the expense and other complications of automobile ownership. Zipcar, for instance, rents cars for $7.75 to $15 per hour on top of an annual fee. Together, the two companies helped popularize an industry that now includes more than two dozen competitors. "It's a niche that wasn't exploited by the larger traditional car-rental companies," said Chris Brown, managing editor of Auto Rental News. "I don't think it will ever eat into a huge percentage of the $20 billion U.S. car-rental market. It's kind of like this little cult of users that are all in it together in this cool new system." Even so, sensing profit or as a defensive measure, car-rental giants like Hert

    Contact/Feedback   ACR Office   ACR Board of Directors   ACR Advisory Board   Webmaster   Web Editor   Newsletter Editor Back E. Laird Landon, Jr., William B. Locander (1979), "FAMILY LIFE CYCLE AND LEISURE BEHAVIOR RESEARCH", in Advances in Consumer Research Volume 06, eds. William L. Wilkie, Ann Abor : Association for Consumer Research, Pages: 133-138. Advances in Consumer Research Volume 6, 1979      Pages 133-138 FAMILY LIFE CYCLE AND LEISURE BEHAVIOR RESEARCH E. Laird Landon, Jr., University of Houston William B. Locander, University of Houston ABSTRACT - The present research investigates the usefulness of Family Life Cycle (FLC) in the study of leisure/recreation behavior. The survey results presented show that FLC groupings capture much of the variance in recreation behavior. Implications are drawn for both public and private sector decision-makers interested in leisure behavior. INTRODUCTION In recent years there has been a growing interest in recreation and leisure research by academics, executives, and public officials (Wells & Gubar, 1966; Omura and Talarzyk, 1975; Voss & Blackwell, 1975). Most of the research to date has focused on describing recreation behavior through large scale surveys. Many of the studies have been atheoretical in that they employ little behavioral theory in the research design. The present article examines the Family Life Cycle (FLC) concept as a useful tool in understanding leisure and recreation behavior. FLC appears to have much potential for explaining leisure behavior because it matches needs with groups of peoples. That is, FLC offers a construct that is both multidimensional and dynamic. Its multidimensional nature is attributed to the fact that FLC is a composite of several important demographic variables. FLC is dynamic because it accounts for the changing family needs and structure over time. If FLC does capture difference

Thredbo 14 Conference Sunday 30 August to Thursday 3 September 2015 The 14th International Conference on Competition and Ownership in Land Passenger Transport (Thredbo 14) will be held at the Ritz-Carlton Hotel in Santiago, Chile. To keep up-to-date with conference developments please subscribe to our mailing list. Local Organizing Committee Juan Carlos Munoz, Pontificia Universidad Católica de Chile Felipe Delgado, Pontificia, Universidad Católica de Chile Patricia Galilea, Pontificia, Universidad Católica de Chile Luis Gutiérrez, Asociación Latino-Americana de Sistemas Integrados y BRT Dario Hidalgo, Embarq Hector Moya, Asociación de Concesionarios de Transporte Urbano Laurel Paget-Seekins, Pontificia Universidad Católica de Chile and Massachusetts Bay Transit Authority Lake Sagaris, Pontificia Universidad Católica de Chile and Ciudad Viva Carolina Simonetti, Dirección de Transporte Público Meropolitano Ignacia Torres, Pontificia Universidad Católica de Chile

Promoting the public health benefits of cycling N.C. Unwin MRCP MFPHM , a, Barclay Lecturer in Epidemiology Purchase a Medical School, Newcastle upon Tyne NE2 4HH UK Available online 28 April 2005. Abstract The potential health gain from increased levels of cycling in Britain is large. This paperreviews current levels of bicycle ownership and use, and the factors which influence whether or not people choose to cycle in Britain. Cycle ownership is strongly associated with affluence and children. Males cycle more than females. Boys aged 11-15 years cycle the greatest number of miles per person per week, followed by men aged 16-59 years. Cycling to work is weakly associated with affluence. Modelling cycling to work patterns suggests that hilliness, traffic danger, rainfall and longer trip lengths are important deferrents to cycling. Cyclists identify cheapness, health, convenience and enjoyment as reasons for cycling. Non-cyclists identify danger, 'unpleasantness' (e.g. traffic fumes, weather), bike security and cycling not appealing as reasons for not cycling. Part of the lack of appeal of cycling reflects negative social attitudes towards cycling. Cycling has tended to be seen as a childhood activity and incompatible with an attractive and sophisticated image. Departments of Public Health Medicine and Health Promotion, in collaboration withother sectors, have an important role to play in promoting increased levels of cycling. Keywords: cycling; health promotion; social attitudes Correspondence to: Dr N. C. Unwin, Barclay Lecturer in Epidemiology, Departments of Medicine and Epidemiology and Public Health, Medical School, 4th Floor William Leech Building, Framlington Place, Newcastle upon Tyne NE2 4HH UK.

elated Papers The future of residential parking in the Netherlands: the impact of increasing car ownership on the character of residential areas The role of parking standards in sustainable development Workplace parking levies: the Macbeth of the demand management world? Distribution and re-distribution in e-commerce Stochastic modals for the simulation of parking choices - a non network approach Making parking management an effective tool in travel planning

The future of residential parking in the Netherlands: the impact of increasing car ownership on the character of residential areas Making parking management an effective tool in travel planning Workplace parking levies: the Macbeth of the demand management world? "E-PARKING" - user-friendly e-commerce to optimise parking space Impact of maximum parking standards including inward investment implications Parking policy to improve accessibility in industrial areas.

Press release 12/13/2010 The City on the Move Institute (IVM) Celebrates its 10th Anniversary Philippe Varin, Chairman of the PSA Peugeot Citroën Managing Board and President of IVM, opened the seminar organized to celebrate the 10th anniversary of the City on the Move Institute (IVM) by hailing the Institute's valuable contribution to recent developments in the area of urban mobility. Founded by PSA Peugeot Citroën in 2000, IVM deploys urban mobility research projects and initiatives in Europe, Latin America and Asia and contributes to the creation of innovative solutions by conducting trials in rapidly changing cities. In 2011, the Institute will launch a research project to see how major cities like Beijing, Shanghai, Buenos Aires, Mexico, Sao Paulo, Rio de Janeiro and Greater Paris are addressing mobility issues. The programme will be led by IVM's Chinese, Latin American and European university chairs. As part of the programme, IVM has signed an agreement with the Université Paris-Est centre for research and higher education, which brings together the main research laboratories, universities and institutes that work on urban planning, regional development and transport in France. As a non-profit association, the Institute actively takes part in public discussions and is committed to broadening its horizons. Consequently, in 2011 it will be looking to establish partnerships in order to exchange ideas with stakeholders in the emerging mobility landscape. During the seminar, Philippe Varin reaffirmed IVM's importance for PSA Peugeot Citroën. "Today, car ownership is not the only way to procure freedom and independence of movement, and this development has led to a series of major changes," he said. "While the Group is well-equipped to study the technical and scientific aspects of the trend, the sociological impact around the world is best analysed by IVM, a conscientious and committed observer of urban change. This analysis is leading

Carsharing Year in Review - 2011 2011 has been a landmark year for carsharing in the US and worldwide. Here's my annual review of developments in carsharing for 2011. Before getting into specific developments, I'd like to make two general observations: Are we seeing a demographic tipping point? - This was the year when the mainstream marketers admitted that many in Gen Y ("the Millennials") weren't thinking about cars the same way their parents were - they'd rather have their iPhone than a car. Car registrations and VMT are down; significantly fewer teenagers waiting before getting their driver's licenses; and especially an explosion of bicycle use in cities (even those without bike-friendly reputations). I've always thought this 2009 headline in the Globe and Mail (Toronto) newspaper captured this shift in thinking about cars very nicely - "Object of desire or necessary evil?" Parking is fundamental - Parking is a fundamental but often under appreciated aspect of car use. It wasn't until Donald Shoup layed the cards on the table in his landmark "The High Cost of Free Parking" that most of us realized just how fundamental parking really is. And carsharing operators also know how fundamental parking is to the success of their business. That's why designated parking on public streets has been such a holy grail - convenient access and great marketing exposure. And, as you'll see in several items below, some carsharing companies are slicing the parking issue in new ways - car2go and Zebramobil, as well as RelayRides in San Francisco are opting for floating parking (among other things). And while on the topic of parking, I can't ignore the really goofy decisions that led to a bidding war for dedicated on-street parking spaces for carsharing companies in Washington DC during 2011.  DC has had a troubled history with carsharing parking, almost from the start in 2001 on-street parking seemed to generate more negative publicity than I've heard in any other city.  

Private car-sharing company ZipCar given exclusive use of public street parking Could selling street spaces be Permit Parking by Inside-Booster & News-Star on Wednesday, October 19, 2011 at 9:11pm by Peter von Buol   ZipCar, a private car-sharing company which rents vehicles to its members by-the-hour, has quietly been given exclusive free use of specially-designated on-street parking spaces throughout the city, including some on residential streets.   When a ZipCar sign recently popped up alongside a building on the 1300 block of W. Wellington, a local resident contacted Inside Booster and said she was annoyed the city has started setting aside on-street public parking spaces for the exclusive use of people who drive vehicles owned by ZipCars.    "One parking spot at the Northwest corner of Wellington and Lakewood now has signs put up by the city saying no one can park here except ZipCars. It is a public street and has always been a public parking spot, but now anyone not in a ZipCar will be ticketed and fined for parking there," wrote Betty Geilen.   Indeed, if this is now city policy how long will it be before the city sees the revenue-generating potential in leasing these parking spots to ZipCar or other car-sharing companies?  Or on an even bigger scale by leasing public street parking spaces on city streets to private parties and citizens?   "When I drive back from work at about six o'clock, all the parking spaces are usually already gone [which means] I usually have to park two blocks away. We chose not to put a garage in our back yard because we have an apple tree, which produces oxygen and is therefore 'green' and environmentally-friendly," continued Geilen.   Geilen also complained the signs installed by the city to mark the spot have given the company free city-sponsored advertising.   "They have a prominent spot where there is a lot of foot-traffic right by the bar at Wellington and Lakewood," she said. "It would be impossible fo

Making roads safer for motorcycles and mopeds Practical and fun… More and more motorcycles and mopeds ("powered two-wheelers" - PTWs) are on the streets. Particularly in cities, they offer a solution to increasing traffic, scarce parking and the high cost of private-car ownership. Users of PTWs range from leisure motorcyclists riding high-power engines to young people and professionals using mopeds for their daily commute. From 2001 to 2007, the number of motorcycles on European roads increased 34%. …but vulnerable Compared to cars, PTWs are less stable, less visible and offer less protection to the driver. They are involved in a disproportionately high percentage of fatal and serious accidents, most of which are in cities and caused by human error. In 2008 for example, at least 6 800 riders were killed. Meaning that PTWs accounted for some 17% of all road fatalities but only 2% of road users. 1 in 3 victims among PTW users is under 25, but middle-aged riders too have higher accident rates than car drivers of the same age. What is the EU doing? Improving PTW safety EU efforts to improve the safety of driving, roads and vehicles is focusing on: training: moped permits and minimum age requirements - EU Directive 2006/126/EC standardising driving licences research projects - to design safer guardrails (SMART RRS), study the use of sensors to alert road users to each other's presence (WATCH-OVER) and develop driver-assistance and other intelligent applications for motorcycles (SAFERIDER).

This article analyzes the variation in bike commuting in large American cities, with a focus on assessing the influence of bike paths and lanes, which have been the main approach to increasing cycling in the USA. To examine the role of cycling facilities, we used a newly assembled dataset on the length of bike lanes and paths in 2008 collected directly from 90 of the 100 largest U.S. cities. Pearson's correlation, bivariate quartile analysis, and two different types of regressions were used to measure the relationship between cycling levels and bikeways, as well as other explanatory and control variables. Ordinary Least Squares and Binary Logit Proportions regressions confirm that cities with a greater supply of bike paths and lanes have significantly higher bike commute rates-even when controlling for land use, climate, socioeconomic factors, gasoline prices, public transport supply, and cycling safety. Standard tests indicate that the models are a good fit, with R 2 ranging between 0.60 and 0.65. Computed coefficients have the expected signs for all variables in the various regression models, but not all are statistically significant. Estimated elasticities indicate that both off-street paths and on-street lanes have a similar positive association with bike commute rates in U.S. cities. Our results are consistent with previous research on the importance of separate cycling facilities and provide additional information about the potentially different role of paths vs. lanes. Our analysis also revealed that cities with safer cycling, lower auto ownership, more students, less sprawl, and higher gasoline prices had more cycling to work. By comparison, annual precipitation, the number of cold and hot days, and public transport supply were not statistically significant predictors of bike commuting in large cities.

Volume 48, Number 2, April 2007 E-ISSN: 1097-3729 Print ISSN: 0040-165X DOI: 10.1353/tech.2007.0085 Norton, Peter D. Street Rivals: Jaywalking and the Invention of the Motor Age Street Technology and Culture - Volume 48, Number 2, April 2007, pp. 331-359 The Johns Hopkins University Press Before the American city could be physically reconstructed to accommodate automobiles, its streets had to be socially reconstructed as places where cars belong. Until then, streets were regarded as public spaces, where practices that endangered or obstructed others (including pedestrians) were disreputable. Motorists' claim to street space was therefore fragile, subject to restrictions that threatened to negate the advantages of car ownership. Epithets-especially joy rider-reflected and reinforced the prevailing social construction of the street. Automotive interest groups (motordom) recognized this obstacle and organized in the teens and 1920s to overcome it. One tool in this effort was jaywalker. Motordom discovered this obscure colloquialism in the teens, reinvented it, and introduced it to the millions. It ridiculed once-respectable street uses and cast doubt on pedestrians' legitimacy in most of the street. Though many pedestrians resented and resisted the term and its connotations, motordom's campaign was a substantial success.

ABSTRACT: This study contributes to the debate about tolls' equity impacts by examining the potential economic costs of tolling for low-income and non-low-income households. Using data from the Puget Sound metropolitan region in Washington State and geographic information systems methods to map driving routes from home to work, we examine car ownership and transportation patterns among low-income and non-low-income households. We follow standard practice of estimating tolls' potential impact only on households with workers who would drive on tolled and nontolled facilities. We then redo the analysis including broader groups of households. We find that the degree of regressivity is quite sensitive to the set of households included in the analysis. The results suggest that distributional analyses of tolls should estimate impacts on all households in the relevant region in addition to impacts on just users of roads that are currently tolled or likely to be tolled.

Transport The transport sector refers to economic activities related to the provision of transport infrastructure (e.g. road building and maintenance) the operation of public and private transport services (e.g. running trains, cargo ships, taxis, airplanes). For the purposes of subsidy analysis the sector is sometimes extended to include the production or consumption of vehicles and vessels (e.g. cars and airliners) and transport fuels. Governments have been spending public money on transport infrastructure since antiquity, particularly where roads and ports have served strategic military purposes. Initially, many roads and ports were self-financed, through tolls collected on users. However, with the expansion of road networks, most governments have moved away from charging user fees directly and, except in the case of limited-access highways, now finance roads and highways out of general taxation or through earmarked taxes on transport fuels. Government subsidization of public transit began in the 20th century in most countries; few city bus lines or underground railway lines cover all of their costs through fares. Even in rural areas, many OECD countries purchase passenger transport services under contract from commercial and semi-commercial bus, train and airline operators. These would be money-losing ventures were it not for public subsidies. Three types of policies have a bearing on the use of transport infrastructure: government transfers to transport operators; subsidies to transport inputs, including fuel, vehicles, labour and land (for operators in this case rather than infrastructure); and charges for the external costs of transport (mainly environmental and congestion costs). Examples of subsidies to transport operators include compensation payments in connection with public-service obligations; differential rates of VAT applied to air and train tickets that are lower than standard rates applied to other services in the economy; and fuel tax rebates and

Special Issue Section: Institutional Reform in Land Passenger Transport Editorial 2 Competition and ownership in land passenger transport: New directions   Pages 1141-1142 David A. Hensher, John Stanley  Show preview  |   Related articles  |  Related reference work articles     Purchase $ 31.50 3 Transacting under a performance-based contract: The role of negotiation and competitive tendering  Original Research Article Pages 1143-1151 David A. Hensher, John Stanley  Show preview  |   Related articles  |  Related reference work articles     Purchase $ 31.50 4 Competitive tendering in The Netherlands: Central planning vs. functional specifications  Original Research Article Pages 1152-1162 Didier van de Velde, Wijnand Veeneman, Lars Lutje Schipholt  Show preview  |   Related articles  |  Related reference work articles     Purchase $ 31.50 5 The South African experience with negotiated versus competitively tendered bus contracts  Original Research Article Pages 1163-1175 Jackie Walters, D. Cloete  Show preview  |   Related articles  |  Related reference work articles     Purchase $ 31.50 6 Provision of public transport under conflicting regulatory regimes  Original Research Article Pages 1176-1182 Roger Vickerman  Show preview  |   Related articles  |  Related reference work articles     Purchase $ 31.50 7 Bus transport: Is there a regulatory cycle?  Original Research Article Pages 1183-1194 Ken Gwilliam  Show preview  |   Related articles  |  Related reference work articles