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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Bus franchising in English and Scottish regions – Viable solution or unfeasible instrument?</title>
      <link>https://trid.trb.org/View/1920808</link>
      <description><![CDATA[Much research surrounds the move from publicly owned and operated bus markets to publicly controlled and privately operated markets, or in the case of Great Britain, a fully deregulated market. Little research however exists concerning the counter move and the issues that this may raise. Such a step would be consistent with Gwilliam's regulatory cycle, which suggests that a combination of self seeking behaviour of suppliers and unrealistic aspirations of politicians leads to instability in the regulatory arrangements for the provision of bus services. Consequently, the associated structural and institutional arrangements go through a cycle of private/public ownership and competitive/regulated markets.The paper discusses some of the practicalities at the regional level of introducing the measures provided by the Bus Services Act 2017 in England and the Transport Act 2019 in Scotland, both of which offer the option of a partial or full economic reregulation of bus services. Theories of radical policy change are examined and applied in the context of the issue through interviews with key informants in regional authorities in Scotland and England. The overriding conclusion from this analysis is that whilst deregulating the market does not actually break Gwilliam's regulatory cycle, it makes it very difficult to ‘re-connect’, and thus a further long term consequence of bus deregulation in Britain in the mid 1980s is that future policy options may have been severely restricted in the very long term.]]></description>
      <pubDate>Mon, 28 Mar 2022 10:37:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1920808</guid>
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      <title>Prospects in Britain in the light of the Bus Services Act 2017</title>
      <link>https://trid.trb.org/View/1568985</link>
      <description><![CDATA[The aim of this paper is not to document a specific research project, but to provide an international audience with an overview of the Bus Services Act 2017 in Britain in the light of the extensive experience of deregulation and privatisation within the British bus and coach industry since the early 1980s. It provides a range of powers, mostly permissive rather than mandatory. The general emphasis of the Act displays marked shift from the previous focus on competition as a major policy aim, to one in which partnerships between operators and local transport authorities are encouraged. Procedures for franchising are simplified, in contrast to those under the 2000 and 2008 Acts, which did not result in any franchising scheme outside London being introduced. The changes relate to a number of themes examined in previous Thredbo conferences, including aspects of competition law, service tendering, data disclosure and network planning. This paper begins by examining the historical background to the Act, then discusses its main provisions. Data requirements for research to monitor the possible effects of its implementation are outlined. It is concluded that the Act has the potential to encourage greater bus use, but the extent of this is highly uncertain.]]></description>
      <pubDate>Wed, 05 Dec 2018 09:43:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1568985</guid>
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      <title>THE USE OF MINIBUSES IN URBAN PUBLIC TRANSPORT SERVICES</title>
      <link>https://trid.trb.org/View/278693</link>
      <description><![CDATA[A short description is given on the usage of minibuses in urban public transport services to date.  The requirements with which a minibus must comply to be used on an urban bus route in Pretoria are then set out.  The different ways of applying minibuses in the Pretoria public transport service and the advantages of these applications are described.  The first type of application covered is the usage of minibuses on feeder routes to main bus routes.  A further application is the replacement of the evening off-peak bus service and other off-peak services with a dial-a-ride bus service using minibuses.  The final application described is the usage of minibuses in serving certain park-and-ride lots.  For the covering abstract of the conference see IRRD 288720.  (TRRL)]]></description>
      <pubDate>Sat, 28 Aug 2004 04:51:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/278693</guid>
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      <title>THE MANAGEMENT INFORMATION SYSTEM AS AN EVALUATION TECHNIQUE IN BUS PASSENGER TRANSPORT</title>
      <link>https://trid.trb.org/View/278691</link>
      <description><![CDATA[Management information system returns submitted to the Department of Transport will enable the department to provide the bus industry with performance norms. This information can be used to develop relatively simple profiles of operating centres or groups of centres. These can in turn be evaluated to determine crude benefit/cost levels. The process is demonstrated. For the covering abstract of the conference see IRRD no 288720. (Author/TRRL)]]></description>
      <pubDate>Sat, 28 Aug 2004 04:50:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/278691</guid>
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      <title>BUS TRANSPORTATION SUBSIDISATION. THE VIEWPOINT OF THE WELGEMOED COMMISSION</title>
      <link>https://trid.trb.org/View/278673</link>
      <description><![CDATA[The state president appointed a Commission of Inquiry into bus passenger transportation in the Republic of South Africa in August 1981.  The authors were involved in the preparation of the second interim report of the Commission entitled "Tariffs and Subsidies".  The paper looks particularly at the problems of subsidisation of bus passenger transportation as experienced by the Commission and discusses certain of the Commission's more important findings and recommendations in this regard.  For the covering abstract of the conference see IRRD 288720. (Author/TRRL)]]></description>
      <pubDate>Sat, 28 Aug 2004 04:50:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/278673</guid>
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    <item>
      <title>EMPIRE LINES UNDAUNTED BY 30 YEARS OF BUS INDUSTRY CHANGES</title>
      <link>https://trid.trb.org/View/277278</link>
      <description><![CDATA[A brief history of Empire Lines, Inc. of Spokane, Washington is given showing how the company has continued despite a host of name changes, mergers and changing economic conditions to become a multi-faceted travel provider.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/277278</guid>
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    <item>
      <title>A GEODEMOGRAPHIC MODEL FOR BUS SERVICE PLANNING AND MARKETING</title>
      <link>https://trid.trb.org/View/277264</link>
      <description><![CDATA[A trip prediction model is developed that uses a combination of geographic, demographic, and transit service data to estimate bus ridership in northern New Jersey. When this model is combined with interactive computer graphics hardware, it becomes a powerful analytical tool for transit planning and marketing. First, a description is provided of the data bases used in the model and how they were integrated into a common file. Second, the model is described and its development is discussed. Finally, the model is used to predict potential ridership for a sample bus route in Newark, New Jersey. Potential ridership is predicted from both current demographic and service patterns, and from possible future patterns.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/277264</guid>
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      <title>AN ANALYTIC ASSESSMENT OF SUBSIDIES TO BUS SERVICES</title>
      <link>https://trid.trb.org/View/276861</link>
      <description><![CDATA[A simple mathematical model has been constructed of a bus service, in a way which allows the requirements for maximum benefit, and the rate of return on subsidy, to be solved analytically.  A numerical example, typical of urban bus services in the United Kingdom, illustrates the model and shows the relative sizes of the contributions to cost or benefit made by the different components.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/276861</guid>
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    <item>
      <title>FINAL REGULATIONS SET ON SECTION 504</title>
      <link>https://trid.trb.org/View/276801</link>
      <description><![CDATA[The final rule of Section 504 of the Rehabilitation Act of 1973, which went into effect June 1986, requires recipients of financial assistance from DOT for urban mass transportation to establish porgrams to provide transit services to handicapped persons.  Recipients may fulfill their obligations by providing special service to the handicapped, accessible bus service, or a combination of both.  Regardless of which type of service is selected, six specific service criteria must be met.  Further, transit authorities and transport associations receiving federal assistance from UMTA are required to prepare transportation programs for the handicapped and, in addition, actively partake in the public participation process, which includes consultation with handicapped persons and appropriate organizations.  Further details of this as well as those of UMTA's review process, transit authority's compliance criteria, UMTA's enforcement measures and required expenditures for implementing the final rule are given.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/276801</guid>
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      <title>STATE OF THE ART REPORT: TRAFFIC MANAGEMENT: BUS AIDS</title>
      <link>https://trid.trb.org/View/276782</link>
      <description><![CDATA[Having acknowledged the important role of buses a brief review is made of the measures which can be taken to facilitate bus services.  The location of bus stops is seen as important and the use of lay-bys is discussed. Two types of bus lane are described, the with-flow lane and the contra-flow lane.  The busway is seen as the best way to provide an attractive and punctual service and examples in the UK are given.  Several routes can utilise a busway, leaving it to serve housing estates and other areas.  Bus links can provide similar benefits by linking lengths of ordinary road, e.g. between housing estates.  The use of buses in pedestrianised areas is examined and seen to be particularly useful for shoppers.  It is also possible to give buses priority at traffic signals by enabling the equipment to detect buses and change the signals to give right of way to the bus.  Delay to buses can also be minimised by the use of a computer controlled network timed to allow for bus speeds.  (TRRL)]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/276782</guid>
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      <title>URBAN TRANSPORT. A WORLD BANK POLICY STUDY</title>
      <link>https://trid.trb.org/View/276779</link>
      <description><![CDATA[This booklet sets out the current views of the world bank on urban transport in developing countries and the banks approach to future lending in this sector.  Six chapters cover:  1, urban transport and city efficiency; 2, managing demand for road use; 3, improving efficiency by traffic management; 4, public transport, the role of bus services; 5, investment decisions; and 6, world bank involvement in urban transport:  experience and directions.  (TRRL)]]></description>
      <pubDate>Sat, 28 Aug 2004 04:46:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/276779</guid>
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    <item>
      <title>DEREGULATION: A RETURN TO THE PRIMITIVE</title>
      <link>https://trid.trb.org/View/276154</link>
      <description><![CDATA[Deregulation of buses implies a consideration of one transport mode in isolation from others and from the overall needs of urban areas.  British and American economists have advocated privatization to reduce costs, produce service innovations and increase profitability.  Absence of regulation in developing countries is given as justification.  Bus services have been increasingly coordinated into networks; cities with unregulated transit have taken private companies over to introduce high capacity bus and rail systems and improve service quality.  The goal must be to offer public transit competitive with the private automobile.  British and US governments have adopted the dogma that private organizations are more desirable than public.  Transport and urban form must be considered together as must also public and private transport.  The author states that deregulation will not enhance efficiency automatically  and that privatization will not inherently produce the services patrons desire.  It is concluded that Great Britain's will not be the first deregulation but that it may well be the first to go from civilized, reliable bus/rail systems to primitive disintegrated transit services.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/276154</guid>
    </item>
    <item>
      <title>METRO DEMAND OVERTAKES TAIPEI'S BUSES</title>
      <link>https://trid.trb.org/View/276152</link>
      <description><![CDATA[This capital city has a population of 2.2 million with another 1.3 million in suburbs.  While four rapid transit lines are under construction, the city is served by 17 bus operations and commuter trains.  A city bureau controls routes and bus fares.  The municipal bus operation is the largest; it is part of the Unified Operating System which incorporates nine private companies.  UOS coordinates the ten firms and provides for common ticketing.  A two-zone fare system is used.  Private vehicles are increasing rapidly in Taipei, complicating traffic problems.  Until recently the commuter railroad has been a surface operation with many grade crossings further complicating center city traffic congestion.  Before rapid transit is introduced, the Taiwan commuter trains will be put in a tunnel beneath the city.  Subsequently this tunnel will carry a part of one of the subway routes also.  Presently there is no mechanism to integrate all these transit operations.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/276152</guid>
    </item>
    <item>
      <title>THE MARKET ALTERNATIVE TO INTEGRATION</title>
      <link>https://trid.trb.org/View/276151</link>
      <description><![CDATA[Principal objection to integration of urban passenger transport is that it assumes sufficient accuracy in assessing future trends to enable management to plan economically, ensuring passenger satisfaction over a period of 25 years.  Economies of scale may be of little significance in bus firms, and integration of small consequence in small cities.  Competition may well be sufficient to open bus transit to the market of customers' demands.  The benefits of market cannot be obtained by franchising forms with lower costs to fill gaps or undertake operations an integrated firm cannot afford.  The case for market as against the monopoly of integration is powerful; barriers against entry must be as permeable as possible.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/276151</guid>
    </item>
    <item>
      <title>THE COSTS OF URBAN BUS PROVISION IN GREAT BRITAIN</title>
      <link>https://trid.trb.org/View/276148</link>
      <description><![CDATA[This paper offers an up-dating of the work of Lee and Steedman (published in 1970) concerning variations between British undertakings in the costs of providing urban bus services.  Using a 1980 data base it also extends the original framework of analysis to examine variations in costs attributable to the administrative system which have resulted from the post-1968 re-organisation and to the methods of financing urban bus services.  Some effort is also made to explore the effects of different political control of local authorities on the costs of providing urban bus services.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/276148</guid>
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