Bus Transport

Professor David Hensher is the Founding Director of the Institute of Transport and Logistics Studies (ITLS) at The University of Sydney. David is a Fellow of the Australian Academy of Social Sciences, Recipient of the 2009 International Association of Travel Behaviour Research (IATBR) Lifetime Achievement Award in recognition for his long-standing and exceptional contribution to IATBR as well as to the wider travel behaviour community; Recipient of the 2006 Engineers Australia Transport Medal for lifelong contribution to transportation, recipient of the Smart 2013 Premier Award for Excellence in Supply Chain Management, the 2014 Institute of Transportation Engineers (Australia and New Zealand) Transport Profession Award, and the 2016 Award for Outstanding Research as part of the inaugural University of Sydney Vice-Chancellor’s Awards for Excellence. David is also the recipient of the 2019 John Shaw Medal which honours an industry champion who has made a lasting contribution to Australia's roads. In 2018 David was selected as one of 25 academics at the University of Sydney who have made a significant impact through engaging with industry and government. He has published over 650 papers in leading international transport and economics journals as well as 16 books. He has over 54,000 citations of his contributions in Google scholar and a Scopus H-index of 65.

• 1. Introduction and OverviewPart I: Reviews2. Public service contracts in the bus sector3. Disruptive technology and moving people4. The influence of the Thredbo Series5. Competition and ownership in land passenger transport: the Thredbo storyPart II: Contracting6. Contracting regimes for bus services: what have we learnt in recent years?7. Incompleteness and clarity in bus contracts8. A simplified performance-linked value for money model for bus contract payments9. Bus contract costs, user perceived service quality and performance assessment10. Customer service quality and benchmarking in bus contracts11. Are there cost efficiency gains through competitive tendering or negotiated performance-based contracts and benchmarking in the absence of an incumbent public monopolist?12. Efficient contracting and incentive agreements between regulators and bus operators: the influence of risk preferences of contracting agents on contract choice13. Using contracted assets to undertake non-contracted services to improve cost efficiency 14. Disruption costs in contract transitionsPart III: Bus Rapid Transit15. Sustainable bus systems: moving towards a value for money and network-based approach and away from blind commitment16. Ridership drivers of bus based transit systems17. Performance contributors of bus rapid transit systems within the ITDP BRT standard18. Review of bus rapid transit and branded bus services in Australia Part IV: Image19. Identifying resident preferences for bus and rail investments20. Cultural contrasts of preferences for bus rapid transit and light rail transitPart V: Elasticities21. Assessing sources of variation in public transport elasticities: some warningsPart VI: Crowding22. A review of willingness to pay evidence on public transport crowding23. A review of objective and subjective measures of crowding in public transport24. The effects of passenger crowding on public transport demand and supply system25. Multimodal transport pricing with extensions to non-motorised transportPart VII: Transport Appraisal26. Estimating the wider economic benefits of the Sydney North West Rail Link project27. Clarifying the complementary contributions of cost benefit analysis and economic impact analysis in public transport investment28. How well does BRT perform in contrast to LRT? An Australian case studyPart VIII: Energy29. Can bus be cleaner and greener than rail? Part IX: Social Exclusion30. The roles of mobility and bridging social capital in reducing social exclusion in regional Australia Part X: Mobility as a Service (MaaS)31. Future bus transport contracts under mobility as a service regime32. Potential uptake and willingness-to-pay for mobility as a service33. Identifying broker/aggregator models for delivering mobility as a service34. What might road congestion look like in the future under a collaborative and connected mobility model?