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07/09/05
Thredbo 9, Lisboa 2005 2
Introduction
Major changes in Dutch Public Transport organization:
• Regional PTA’s responsible (1998)– Before: national or city-level)
• Operators ‘at distance’• Possibility of tendering of operations
(2002)
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Introduction
Tendering
• Concerns bus, tram and metro services– And secondary railway lines
• In Public Transport Act 2000• To be mandatory in 2006/7
– Depending on Parliamental approval– Based on evaluation of first effects of tendering
• Evaluation results and conclusions in this presentation
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Outline
• Public Transport in the Netherlands• Introduction of Tendering• Effects of Tendering• Special focus on the Passenger• Future of tendering• Conclusions
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Public Transport in the Netherlands
• Netherlands: small country (41,000 sq. km.; 16 million inhabitants)
• Congestion in larger urban areas, possibilities for extending road network limited
• Main goals Public Transport:– Facilitate access larger cities– Facilitate participation in society, for those who
can’t provide for their own mobility
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Public Transport in the Netherlands
Modal Split
mode mode share mode sharetrips trip kilometers
car 49% 75%train 2% 9%bus/tram/metro 3% 4%walking/cycling 45% 10%others 1% 2%
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Public Transport in the Netherlands
Key figures:
• Train trips: approx. 1 million a day• Bus, Tram and Metro trips: 3 million a
day
• Turnover BTM: € 1,740 million– State subsidies € 1,090 million (63%)– Passenger revenues € 650 million (37%)
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Introduction of tendering
Public Transport Act 2000:• Operations based on a concession, not
a contract• Tendering possible as from 2002• Goal: 35% turnover tendered in 2004• Temporary exception for PT in larger
cities (50% of total turnover)• Reciprocity: city-operators not allowed
to bid elsewhere
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Introduction of tendering
Reality: a bit slower, but steady
0%
20%
40%
60%
80%
100%
%-age betw istbareomzet aanbesteed
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Introduction of tendering
Operators:
• Three large operators– State owned Connexxion, 60, now 50% market
share– Arriva (UK), took over northern operators– Connex (France), took over southern operators
• Plus a group, related to city-operators• Plus about 10 smaller operators
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Introduction of tendering
Operators:
• Operators may loose their concession– 8 of 26 concessions were lost
• No foreign bidders– Concessions too small? (upper limit turnover €15-30
mln) – Difficult system of passenger income and subsidies
• Only a few bids of small operators– Concessions too big? (usually turnover at least € 5
mln)
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Effects of tendering
Findings in the evaluation studies:• Improvement of level of service
– Higher frequencies, more routes, longer opating times)
• Slight improvement of quality of service• Static level of traveller satisfaction• Neutral development of patronage• Improvement in efficiency• No influence on cost coverage (yet)
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Effects of tendering
Improvement of level of service• Sometimes asked for, and specified bij
the PTA• Beginning: increasing amount of service
schedule hours (at non-usefull moments)• Last tenders more improvements:
– More service schedule hours at usefull moments– Dynamic travel information– Attractive fare rates, guaranteed seats– Connecting services in cases of delays
• New, low floor buses
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Effects of tendering
Improvements in efficiency
• Estimate: 10-20% cost reduction ‘per unit’, immediate
• Compared to 0-10% in cases without tendering, only negotiations, step by step in about 5 years
• Three main causes:– More efficient deployment of staff, within borders of
Labour Agreements– Supply better attuned to demand: sometimes smaller
buses– Smaller buses driven by ‘cheaper’ bus-, or even taxidrivers
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Effects of tendering
Consequences for staff: no forced redundancies
• Public Transport Act: winner of a concession has to take over all staff involved in that concession!
• More efficient deployment of staff: less staff needed
• More taxi-, less bus drivers• Extension of services: more drivers needed• Together with natural wastage
(retirements etc.): no forced redundancies
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Special focus on the passenger
• Higher level of service• Improved quality of service
– Measured with random tests in tendered concessions
• No decrease of customer satisfaction
• But still no choice for the traveller, wishing to make a journey
• Operator is still a monopolist
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Special focus on the passenger
In order to protect passenger’s interests:
• Operators are to consult consumer groups when changing services schedules and fares
• Operators have to take part in the national information system
• Operators have to set up easily accessable arbitration boards
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Special focus on the passenger
And PTA’s have to
• Follow a public procedure, when preparing the programme of requirements
• Ask advise of consumer groups, when granting or changing a concession
• Incorporate some specific topics, relevant for passengers, in concession-conditions, such as:
– Attuning schedules with other services– Fare rates– Provision of information
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Special focus on the passenger
Developments:• Consumer groups in most areas• don’t always represent all passengers • work together in Regional Consultation
Bodies, • still searching for their role• A national platform, OPC, is set up to support
the consumer groups and Consultation Bodies
• Operators sometimes involve consumer groups more than they are obliged to
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Future of tendering
• Parliament approved obligation in June 2005
– Based on evaluation results, and scores on indicators in Public Transport Act 2000
• Starting date of obligation shifted to 2007
– To spread out remaining tenders
• Maximum operating time of concession prolonged (6 8 years)
• Possibility of exemptions introduced:– 1 or 2 years, for transitional situations– 1 full maximum period, in case of innovations
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Future of tendering
Greater cities with municipal owned operators:
• Market has to be opened– More attractive for current and new operators
• Bus in 2009– Or 2012, when interest in operators are sold before
2007
• Tram and Metro 2017– Or 2012, if PTA’s didn’t take adequate steps toward
market conformity and tendering
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Conclusions
• Original goals not (yet) achieved:– No growth in use– Operators mainly focussed on PTA’s, not on passenger– No improvement of cost coverage
• Nevertheless: big steps forward– Reduction in price ‘per unit’– Lessons learned: no focus on total production– New tenders: better use of more product
more patronage to be expectedBetter fit in new role PT in mobility
• Principals are able to exert enough influence