The role of subsidy policies in modernizing the structure of the bus transit industry

Abstract

Full reliance on conventional forms of bus transit for peak hour needs reduces industry productivity and creates major new subsidy requirements. Restructuring of transit is needed to enable paratransit integration and other innovations than can improve efficiency. This paper discusses the industry's long-term neglect of efficiency and describes subsidy policies that would promote necessary changes.

Community Transport in Sydney: A Response to Inequity and Disadvantage in Public Transport

“…The most common response to this situation, in Australia and elsewhere, is to call for a revised fare structure (Hodkinson, 1985;Kirby, 1982;Oram, 1980;Pucher, 1981Pucher, , 1982aPucher, and 1982bPucher et al, 1981;Wallis and Grigg, 1985). This may well be required in Sydney as a first step.…”

THE ROLE OF PARATRANSIT IN SOUTHEAST ASIAN CITIES1

“…Despite the creation of Singapore Bus Service (1978) Ltd, supplementary public transport services have been allowed to continue. Since 1971, paratransit organizations have been permitted to provide contract services for adult workers; three years later they were allowed to provide supplementary peak hour services; and one year later the City Shuttle servicesa scheme Oram (1979Oram ( , 1980 wishes to introduce into the United States to overcome the problems created for conventional transit by the decline of off-peak demand. Although the Singapore government may regard the supplementary public transit service as temporary, it does save Singapore Bus Service (1978) Ltd from having to provide an additional 500-600 stage buses and also two depots that would each require 6 ha of land.…”