Choose an application

• Reference Manager
• EndNote
• RefWorks (Direct export to RefWorks)

May 2000 - To replace a diesel bus busway operated under a management contract by the state with an electric trolley busway, Sao Paulo State in Brazil designed and implemented a concession to the private sector. According to independent user surveys, service under the concession has been satisfactory. Rebelo and Machado describe how Sao Paulo State granted a 20-year concession for operating a busway, one requirement for which was that the concessionaire replace the diesel bus operation with electric traction (trolleys). This was not a greenfield concession but is probably the only busway concession undertaken so far worldwide. With roughly 16,000 buses fighting their way through heavy traffic under traffic policies geared to automobiles, bus service was slow and unreliable. Then Sao Paulo adopted certain practices aimed at improving bus operations. Between 1983 and 1987, it implemented a segregated trolleybus corridor between Sao Mateus and Jabaquara, to be operated as a private concession regulated by the state of Sao Paulo. The concession was to operate for 20 years but the winning consortium had to invest in only part of the equipment, because part of it was in place. This made things less risky for the private consortium and allowed the state to complete an environmentally friendly project with the help of the private sector. The concession has so far been a success - an example to be followed. After an initial increase, demand for the busway began to fall in 1998 and 1999. This was part of a general decline in demand for the bus system because of: A drop in jobs resulting from the economic slowdown; A growth in the use of automobiles; Competition from illegal buses (vans), which offer door-to-door service. The state was late in completing the aerial network for the trolleyway and rehabilitating sections of the roadway. This delayed replacement of diesel buses by trolleybuses. State representatives indicated it might be better in future to find a mechanism through which the concessionaire instead of the state would undertake infrastructure works and would also handle administration of integration terminals. This paper - a product of the Finance, Private Sector, and Infrastructure Sector Unit, Latin America and the Caribbean Region - is part of a larger effort in the region to promote private sector operation and investment in transport. Jorge Rebelo may be contacted at jrebelo@worldbank.org.

Automobile --- Bus --- Bus Lanes --- Bus Operation --- Bus Trips --- Diesel --- Diesel Bus --- Intersections --- Means Of Transport --- Metro Trips --- Passengers --- Road --- Traffic --- Transport --- Transport Activity --- Transport Economics, Policy and Planning --- Trips --- Trolleybuses --- Urban Transport --- Vehicle --- Walking --- Walking Trips

Choose an application

• Reference Manager
• EndNote
• RefWorks (Direct export to RefWorks)

Annotation Entrepreneurs and professionals are often neglected by travel suppliers when it comes to favourable pricing. Guerilla Travel Tactics presents independent business travellers with a clear, step-by-step plan for saving time and money when travelling at their own expense. The upbeat approach of Guerilla Travel Tactics will instill confidence in the business traveller to conquer soaring travel costs. Packed with inside information, the book contains topics such as getting the lowest possible air fares, finding hidden discounts at hotels, using the internet and credit cards to save money and buying only the travel insurance that is needed.

BUSINESS & ECONOMICS --- Management --- Geography --- Earth & Environmental Sciences --- Travel & Tourism --- Travel. --- Business travel. --- Business trips --- Trips, Business --- Traveling --- Travelling --- Travel --- Tourism --- Voyages and travels --- Business travel --- E-books

Choose an application

• Reference Manager
• EndNote
• RefWorks (Direct export to RefWorks)

This paper describes the role of public transport and the nature and incidence of transport subsidies in Mumbai, India. Mumbai has an extensive rail and bus network, and public transport is used for over 75 percent of all motorized trips in Greater Mumbai. Both rail and bus fares in Mumbai are subsidized: BEST, which operates public buses in Mumbai, is also an electric utility, and subsidizes bus fares from electricity revenues. We analyze the incidence of these subsidies, and their effect on mode choice, using data from a survey of households in Greater Mumbai. In Mumbai, as in many cities, the middle class is more likely to use public transport for travel than the poor. The poor, however, also use public transit, and their expenditure on public transit constitutes, on average, a larger share of their income than it does for the middle class. It is, therefore, the case that the poor benefit from transit subsidies in Mumbai, as well as the middle and upper-middle classes; however, the poorest 27 percent of the population receives only 19 percent of bus subsidies and 15.5 percent of rail subsidies. Indeed, 26 percent of the lowest income households surveyed do not use rail, while 10 percent do not use bus, implying that they receive no transit subsidies. Expenditure on transport accounts for 16 percent of income in the lowest income category (<5000 Rs./month), with 10 percent of income, on average, spent on bus and rail fares. This percentage, however, is not evenly distributed: it is much higher than 10 percent for households in which workers take the bus or train to work, and lower for households in which the main earner walks to work. Even in these households, however, 12.5 percent of income is spent on transportation. Expenditure on public transport would be even higher if bus fares in Mumbai were not subsidized. In 2005-2006, transport revenues of BEST fell below total costs by 30 percent and below operating costs by 20 percent. Rail fares, which are much lower than bus fares per km traveled, officially covered operating costs and almost covered depreciation expenses.

Bus --- Bus Fares --- Bus Network --- Buses --- Public Transit --- Public Transport --- Public Transport Subsidies --- Rail --- Transit Subsidies --- Transport --- Transport Economics, Policy and Planning --- Trips

Choose an application

• Reference Manager
• EndNote
• RefWorks (Direct export to RefWorks)

ADPIC (1994) --- Accord général sur les aspects des droits de propriété intellectuelle qui touchent au commerce (1994) --- Accord relatif aux aspects des droits de propriété intellectuelle qui touchent au commerce (1994) --- Accord sur les aspects des droits de propriété intellectuelle qui touchent au commerce (1994) --- Acuerdo sobre los aspectos de los derechos de propiedad intelectual relacionados con el comercio (1994) --- Agreement on TRIPs (1994) --- Agreement on Trade-Related Aspects of Intellectual Property Rights (1994) --- Agreement on Trade-Related Intellectual Property Rights (1994) --- Guan mao zong xie ding yu mao yi you guan de zhi shi can quan xie ding (1994) --- Ittifaqiyat al-Jawanib al-Muttasilah bi-al-Tijarah min Huquq al-Milkiyah al-Fikriyah (1994) --- Overeenkomst Inzake de Handelsaspecten van de Intellectuele Eigendom (1994) --- Soglashenie po torgovym aspektam prav intellektual'noi sobstvennosti (1994) --- TRIPS-overeenkomst --- TRIPs --- TRIPs Agreement (1994) --- Trips-verdrag --- Uruguay Round (1987-1994) --- Uruguay Round Agreement on Trade-Related Aspects of Intellectual Property Rights (1994) --- Uruguay Round Agreement on Trade-Related Intellectual Property Rights (1994) --- WTO Agreement on Trade Related Intellectual Property Rights (1994) --- Übereinkommen über handelsbezogene Aspekte der Rechte des geistigen Eigentums (1994) --- 334.81 --- Wereldhandelsorganisatie (WHO). Algemene overeenkomst voor handel en tarieven (GATT). --- Agreement on Trade-Related Aspects of Intellectual Property Rights --- Accord sur les aspects des droits de propriété intellectuelle qui touchent au commerce --- ADPIC --- Agreement Establishing the World Trade Organization --- Agreement on Trade-Related Intellectual Property Rights --- Agreement on TRIPs --- Guan mao zong xie ding yu mao yi you guan de zhi shi can quan xie ding (1994 April 15) --- Ittifāqīyat al-Jawānib al-Muttaṣilah bi-al-Tijārah min Ḥuqūq al-Milkīyah al-Fikrīyah (1994 April 15) --- Soglashenie po torgovym aspektam prav intellektualʹnoĭ sobstvennosti --- TRIPs Agreement --- Uruguay Round Agreement on Trade-Related Intellectual Property Rights --- World Trade Organization-TRIPs Agreement --- WTO Agreement on Trade Related Intellectual Property Rights --- WTO-TRIPs Agreement --- World Trade Organization --- Akkoorden --- Wereldhandelsorganisatie (WHO). Algemene overeenkomst voor handel en tarieven (GATT)

Choose an application

• Reference Manager
• EndNote
• RefWorks (Direct export to RefWorks)

April 1999 - In a bold effort to privatize Rio de Janeiro's urban transport sector, the state government showed that political decisiveness, transparency, and ingenuity in developing incentives are crucial to make loss-making operations attractive to the private sector. It also learned that not having a credible staff redundancy program might seriously undermine the benefits expected from concessions. Rebelo describes a bold effort by the state government to increase private sector participation in Rio de Janeiro's urban transport sector, reduce heavy operating subsidies, and establish a foundation for making the sector sustainable. This effort was undertaken with the help of three World Bank-financed loans: The Rio de Janeiro Metropolitan Transport loan, which provided assistance for the transfer of federally owned suburban railways to the state government; The Rio de Janeiro State Reform and Privatization Loan, which helped the state privatize and grant concessions for a number of its enterprises; The Rio de Janeiro Mass Transit Loan, which supported the reorganization of the sector and the concession of the Rio suburban railways (Flumitrens). Most of the reforms in the urban transport sector have been implemented. The lessons learned from implementation and the results obtained so far suggest that political decisiveness, transparency, and ingenuity in developing incentives are crucial to privatizing urban rail transport systems. But the state also learned that not having a credible staff redundancy program might seriously reduce the benefits expected from concessions. This paper-a product of the Transport and Urban Unit, Finance, Private Sector, and Infrastructure Department, Latin America and the Caribbean Region-is part of a larger effort in the region to help borrowers concession loss-making urban transport operations to the private sector. The author may be contacted at jrebelo@worldbank.org.

Automobile --- Bus --- Buses --- Cars --- Infrastructure --- Mass Trans Metropolitan Transport --- Public Transport --- Public Transportation --- Rail Transport --- Subsidies --- Suburban Railways --- Transparency --- Transport --- Transport Economics, Policy and Planning --- Transport Projects --- Transport Sector --- Transport Systems --- Trips --- Urban Rail --- Urban Trans Urban Transport