This document provides an overview and comparison of the railway organizational and planning frameworks in several countries, including the UK, France, Germany, the Netherlands, Switzerland, and Japan. It describes how each country structures their railway industry, including the roles of public and private entities. It also examines differences in their approaches to timetable planning and potential points of conflict between involved parties. The paper aims to investigate how each country's railway system is organized and how timetabling methodologies differ.
Rail transportation primarily moves raw materials and low-value manufactured goods over long distances. Rail can be classified into four categories based on shipment size: less than wagonload, wagonload, trainload, and intermodal. Developments in technologies like RO-LA systems have increased rail's use for intermodal shipping. The European Commission aims to shift 30% of highway cargo to rail and sea by 2030 and 50% by 2050 through infrastructure investments and policies. High-speed rail lines have reduced travel times between major cities in several countries.
The document provides an overview of developments in the European rail freight industry in the third quarter of 2012. It discusses:
1) An event hosted by UIRR and Combinant terminal to familiarize DG MOVE officials with developments in combined transport.
2) The completion of a public consultation on the proposed Fourth Railway Package before its publication.
3) A report published by the European Commission on the development of Europe's railway market in 2011 based on the Rail Market Monitoring Scheme.
4) Updates on activities by the European Railway Agency regarding the TAF TSI and development of registers and databases.
This document provides an overview of the progress made in developing work plans for the nine core network transport corridors in the European Union. Each corridor involves multiple EU member states and different transport modes. European Coordinators have been appointed for each corridor to develop a work plan by the end of 2014, outlining key projects and investments needed to complete each corridor by 2030. Consultants have also been hired to provide analysis to inform the work plans. Stakeholder participation is seen as essential to developing feasible work plans and gaining support for their implementation.
This document provides an overview of rail liberalization in the European Union. It discusses how many countries nationalized private railways in the early-mid 20th century due to bankruptcies. In the late 20th century, railways were struggling and losing money/market share due to competition from other modes of transport. Sweden was the first country to partially privatize its railways in 1988 by separating train operations from infrastructure management. The UK fully privatized British Rail in the 1990s, dividing it into multiple private train operating companies and infrastructure manager Railtrack. Germany incorporated Deutsche Bahn as a private company in 1994 while the government remained the sole shareholder.
Media backgrounder suburban and regional railtoyoralharam
The document discusses recent trends in the public transport market, specifically suburban and regional rail. It notes that the market is opening up to more competition but there are still barriers to entry. It also describes consolidation in the market with larger groups acquiring smaller competitors. Finally, it provides details on market conditions and main competitors in Germany, the UK, Sweden, and Denmark.
European Combined Transport developed unevenly in 2014, with accompanied services (Rolling Motorway) growing 13% while domestic unaccompanied traffic declined and cross-border traffic stagnated. Intercontinental unaccompanied Combined Transport grew dynamically due to increasing reliability, average speeds on the Trans-Siberian route, and infrastructure investments in China. Overall, UIRR members saw a 1.1% decline in consignments but a 12.2% increase in tonne-kilometres, as the average distance per consignment grew to 780km, indicating stronger longer-distance relations.
This document proposes introducing competition to long distance passenger rail in the UK to improve service and lower costs. It argues competition between multiple operators on the same routes would lead to lower fares, more services, service quality improvements, and more ridership while increasing total industry revenue. The proposal is to have at least two train operating companies running alternating services on all long distance routes, using "Pure Market Pricing" to set fares dynamically based on demand to appeal to more customers. Evidence from other countries that implemented rail competition shows lower average fares, more trains, and increased ridership and revenue for the rail industry.
The European Court of Auditors report found that the EU's goal of increasing rail freight's share of the overall transportation volume has not been met, with road haulage still preferred at 75% of the market share. While billions of euros have been invested in rail development, infrastructure issues like a lack of competition, low speeds averaging 20-30 kph, and dominant incumbent operators blocking access have prevented rail from becoming more competitive with trucking. The report concludes that further regulatory reforms, targeted funding, and improved cross-border cooperation would be needed to achieve the EU's aim of shifting more freight onto rail.
Rail transportation primarily moves raw materials and low-value manufactured goods over long distances. Rail can be classified into four categories based on shipment size: less than wagonload, wagonload, trainload, and intermodal. Developments in technologies like RO-LA systems have increased rail's use for intermodal shipping. The European Commission aims to shift 30% of highway cargo to rail and sea by 2030 and 50% by 2050 through infrastructure investments and policies. High-speed rail lines have reduced travel times between major cities in several countries.
The document provides an overview of developments in the European rail freight industry in the third quarter of 2012. It discusses:
1) An event hosted by UIRR and Combinant terminal to familiarize DG MOVE officials with developments in combined transport.
2) The completion of a public consultation on the proposed Fourth Railway Package before its publication.
3) A report published by the European Commission on the development of Europe's railway market in 2011 based on the Rail Market Monitoring Scheme.
4) Updates on activities by the European Railway Agency regarding the TAF TSI and development of registers and databases.
This document provides an overview of the progress made in developing work plans for the nine core network transport corridors in the European Union. Each corridor involves multiple EU member states and different transport modes. European Coordinators have been appointed for each corridor to develop a work plan by the end of 2014, outlining key projects and investments needed to complete each corridor by 2030. Consultants have also been hired to provide analysis to inform the work plans. Stakeholder participation is seen as essential to developing feasible work plans and gaining support for their implementation.
This document provides an overview of rail liberalization in the European Union. It discusses how many countries nationalized private railways in the early-mid 20th century due to bankruptcies. In the late 20th century, railways were struggling and losing money/market share due to competition from other modes of transport. Sweden was the first country to partially privatize its railways in 1988 by separating train operations from infrastructure management. The UK fully privatized British Rail in the 1990s, dividing it into multiple private train operating companies and infrastructure manager Railtrack. Germany incorporated Deutsche Bahn as a private company in 1994 while the government remained the sole shareholder.
Media backgrounder suburban and regional railtoyoralharam
The document discusses recent trends in the public transport market, specifically suburban and regional rail. It notes that the market is opening up to more competition but there are still barriers to entry. It also describes consolidation in the market with larger groups acquiring smaller competitors. Finally, it provides details on market conditions and main competitors in Germany, the UK, Sweden, and Denmark.
European Combined Transport developed unevenly in 2014, with accompanied services (Rolling Motorway) growing 13% while domestic unaccompanied traffic declined and cross-border traffic stagnated. Intercontinental unaccompanied Combined Transport grew dynamically due to increasing reliability, average speeds on the Trans-Siberian route, and infrastructure investments in China. Overall, UIRR members saw a 1.1% decline in consignments but a 12.2% increase in tonne-kilometres, as the average distance per consignment grew to 780km, indicating stronger longer-distance relations.
This document proposes introducing competition to long distance passenger rail in the UK to improve service and lower costs. It argues competition between multiple operators on the same routes would lead to lower fares, more services, service quality improvements, and more ridership while increasing total industry revenue. The proposal is to have at least two train operating companies running alternating services on all long distance routes, using "Pure Market Pricing" to set fares dynamically based on demand to appeal to more customers. Evidence from other countries that implemented rail competition shows lower average fares, more trains, and increased ridership and revenue for the rail industry.
The European Court of Auditors report found that the EU's goal of increasing rail freight's share of the overall transportation volume has not been met, with road haulage still preferred at 75% of the market share. While billions of euros have been invested in rail development, infrastructure issues like a lack of competition, low speeds averaging 20-30 kph, and dominant incumbent operators blocking access have prevented rail from becoming more competitive with trucking. The report concludes that further regulatory reforms, targeted funding, and improved cross-border cooperation would be needed to achieve the EU's aim of shifting more freight onto rail.
The document discusses two topics related to transportation in Europe:
1. The EU's proposed Fourth Railway Package, which aims to open domestic passenger rail markets to competition. This has the potential to completely change the competitive landscape of European rail. It will likely drive significant changes for rail owning groups, governments, and regulators, with uncertain outcomes.
2. Trends in mergers and acquisitions (M&A) in the global transportation and logistics sector in 2011 and 2012. M&A activity increased in the first quarter of 2012 and is predicted to accelerate for the rest of the year, driven by large cash reserves, strategic interests in emerging markets, and a need for consolidation. Europe led M&A activity in
Bulletin of the Observatory on Transport Policies and Strategies in EuropeCláudio Carneiro
This document summarizes transport developments in several European countries as reported by experts in the Observatory on Transport Policies and Strategies in Europe network. It discusses recent events and policy changes in Austria, Belgium, Spain, and France, including debates around infrastructure investment, railway reform, aviation policy, and the roles of different levels of government in transport. The network of experts provides analysis on these issues to the Observatory for its Transport/Europe bulletin.
The British railway system was fully privatized in the 1990s, splitting it into over 100 separate companies responsible for tracks, trains, and operations. However, this led to coordination issues and a lack of clear responsibility. In contrast, the Swiss railway remained a single, integrated public corporation managed under one roof. While the EU pushed for railway liberalization, Switzerland maintained high service quality and efficiency despite not fully separating operations from infrastructure management. Today, the fragmented British model is seen as poorly achieving EU goals, while Switzerland's integrated system is considered one of the best in the world.
Corridor X is an important transport axis for the Western Balkan region but is being marginalized in current EU transport policy. Efforts are underway to integrate Corridor X into the future EU Rail Freight Corridor network to attract more traffic. Corridor X faces barriers like borders that hamper traffic flows compared to other corridors like Corridor IV. Steps taken so far include optimizing border procedures but infrastructure upgrades and support from transport ministries is still needed to realize Corridor X's potential.
This first factsheet on standardisation focuses on the UIC role in railway harmonisation, and the development of its IRSs (International Railway Solution), and constitutes the fourth in a series of UIC thematic factsheets.
The UK government sold its 40% stake in Eurostar for £585.1 million in March 2015 to a Canadian-UK consortium. Eurostar also redeemed the government's preference share for £172 million. While Eurostar has been profitable since 2010, the total taxpayer investment in the Eurostar rail service and associated High Speed 1 project was over £8 billion, significantly more than the sale proceeds. The government achieved its objective of maximizing proceeds from the sale, but the financial returns for taxpayers remain negative overall given the magnitude of past losses and investment.
The UK government sold its 40% stake in Eurostar for £585.1 million in March 2015 to a consortium of Canadian and UK investors. Eurostar also redeemed the government's preference share for £172 million. While Eurostar has performed well financially since 2010, the total taxpayer investment in the Eurostar service and related High Speed 1 rail link is estimated at over £3 billion, significantly more than the proceeds from this sale. The government held Eurostar as a financial investment and its sale was not expected to improve the company's efficiency, but was aimed at maximizing the sale proceeds for taxpayers.
The Current Transport Policy Environment Bakhtiar Zein
This document discusses Indonesia's railway transport policy environment and plans for reform. It covers:
1) Law 23/2007, which aims to reform the railway sector by opening it to greater private sector participation and competition, and establishing clearer regulations.
2) The goals of reform include improving efficiency, promoting investment, and increasing rail's mode share for both passenger and freight transport.
3) Moving forward, a National Railway Masterplan will guide long-term development, including setting achievable targets for rail market share. Institutional restructuring options are also discussed to separate regulatory and operating functions.
The European Commission has proposed a Draft Regulation that would give "competent authorities" power to intervene in passenger transport services to pursue public policy goals within a framework of regulated competition. This reflects the model seen in most continental European countries where bus services are provided according to official requirements, leaving little freedom for entrepreneurs. The Draft Regulation sets out numerous criteria that authorities must consider when assessing service adequacy and awarding contracts, including consumer protection, fares, integration, accessibility, environmental factors and more. Complying with these extensive criteria could divert managers' attention from satisfying customers and growing the market. The cost of the bureaucracy required by the Draft Regulation would also be huge for both operators and authorities.
This document provides recommendations for estimating transport congestion and scarcity costs to implement efficient pricing based on social marginal cost. For road transport, it recommends using traffic simulation models to estimate the impact of additional vehicles on journey times and unreliability for other traffic. Where models are unavailable, it suggests using link-based speed-flow relationships. For rail transport, it states that the major issue is scarcity value of slots when capacity is reached, and that negotiation between infrastructure managers and operators is the most practical way to estimate these values. It also provides guidance on monetizing the effects of congestion and scarcity through values of travel time and vehicle operating costs.
Bringing HSR a step closer: Building a Railway for the 21st CenturyScott Martin, CMILT
This paper explores an incremental approach to providing a Medium Speed Rail (MSR) network with trains operating up to 200km/h. This will allow progressive enhancements toward a HSR solution rather than the currently recommended ‘big bang’ approach. The paper identifies changes required to produce a healthy intercity rail network to complement a successful HSR network using the Sydney-Canberra corridor as a case study.
2007 - Public Private Partnership-Four Year ReviewDanny Myers
This document summarizes a report by the London Assembly Transport Committee reviewing the performance of the Public Private Partnership (PPP) contracts on the London Underground after 3.5 years.
The key findings are:
1) Tube Lines, which operates 3 lines, has generally demonstrated that the PPP can work through on-time delivery of improvements and a reliable service.
2) Metronet, which operates 2 lines, has demonstrated the PPP can fail due to persistent delays, unreliable service, and failing to meet commitments on some lines.
3) The report concludes the PPP's success depends on where passengers live/work - some lines have seen improvements while others have ongoing issues.
The document summarizes the key priorities and reflections from a think tank on the European Commission's 2011 White Paper on Transport. The think tank identified five priorities for the freight transportation industry: 1) dedicated freight corridors and terminals, 2) completing the Trans-European Transport Network, 3) financing and taxation policies to fund environmental improvements, 4) harmonizing regulations, and 5) ensuring sustainability. The think tank expressed concerns that some of the White Paper's goals may not be achievable with current technology or may negatively impact competitiveness and called for a greater focus on optimizing existing infrastructure usage.
CONCESSIONING IN SEAPORTS: CHANGING PRACTICES, CHANGING MARKET POWER?Cláudio Carneiro
This document discusses concessioning practices in seaports and how they have changed over time. It provides background on the changing roles and market power of port authorities versus terminal operators. Concessions are now an important source of revenue for port authorities and a factor in terminal operator decisions. The document analyzes concession characteristics and how ports differentiate themselves. It finds that concessions have become more important as costs and revenue sources for players, and ports are increasingly using concession specifications strategically. Case studies show some learning effects and differences across cargo types and geographies.
RV 2014: Complete Streets- From Policy to Implementation by Gregory ThompsonRail~Volution
Complete Streets: From Policy to Implementation (Completely) AICP CM 2
2 HOUR SESSION
How can you make your complete streets policy a success? How do you translate complete streets into real benefits for the people who are walking, biking and taking public transportation? How do you promote accessibility and connectivity for all -- including people with disabilities -- through design and planning? Hear regional, city and international perspectives from policy to implementation during this complete complete streets workshop.
Moderator: Richard Weaver, AICP, Director of Planning, Policy and Sustainability, American Public Transportation Association; Chair, National Complete Streets Coalition, Washington, DC
Joseph Iacobucci, Sam Schwartz Engineering, DPC, Chicago, Illinois
Stefanie Seskin, Deputy Director, National Complete Streets Coalition, Smart Growth America, Washington, DC
Dan Gallagher, AICP, Transportation Planning Manager, Charlotte Department of Transportation, Charlotte, North Carolina
James Cromar, Director of Planning, Broward Metropolitan Planning Organization, Ft. Lauderdale, Florida
Tony Hull, Independent Transportation Consultant, Minneapolis, Minnesota
Gregory Thompson, Chair, Light Rail Transit Committee of TRB, Tallahassee, Florida
Roxana Ene, Project Manager, Broward Metropolitan Planning Organization, Ft. Lauderdale, Florida
This document provides an overview of the need for secure truck parking across Europe. It discusses the large volume of freight transported across Europe on the Trans-European Road Network and the prevalence of freight crime, which impacts all EU countries. Certain regions experience higher levels of freight theft and are identified as crime hotspots. There is a high demand for secure truck parking facilities where drivers can rest safely and cargo is protected, as many existing facilities do not provide adequate security. The development of secure parking standards and facilities is important to address this issue.
Urban transport exchange hubs play a key role as an integral part of the transport networks by facilitating relations between public transport modes but also have a function in the city urban planning and in-service facilities [1]. Time savings, urban integration, better use of waiting times and improved operating models are some of the expected benefits of developing efficient city-hubs [2,3]. However, although interchanges are crucial for improving accessibility, there are still problems remaining such as seams or bottlenecks, which are mainly reported in the coordination between the different transport modes and the use of the information systems and management model. In order to examine a part of these problems, the three years (September 2012-February 2015) City-HUB consortium of nine European research institutes from nine countries belonging to the European conference of transport research institutes (ECTRI) project studied 27 multimodal interchanges [4].
This document discusses hydrogen, fuel cells, and electro-mobility deployment in European regions. It provides an overview of the HyER organization, its goals of facilitating policy recommendations, developing support frameworks, and compiling market introduction plans. It also summarizes several EU projects involving fuel cell vehicles, infrastructure, and energy applications that HyER supports through dissemination activities. The document outlines EU policy documents related to alternative fuels and targets for infrastructure buildout.
A comparison of_north_american_and_european_railwa★ Carlos Soler
This document compares railway systems in North America and Europe and discusses how their differences impact optimization models for railway freight planning. Key differences include higher fixed costs and lower train capacities in Europe due to shared tracks with passenger rail. As a result, European models must balance transportation and consolidation costs more, focusing on high train utilization rather than individual car routes. The document argues that Europe could benefit from concepts like decentralized planning used in North America but models need to reflect Europe's unique circumstances. Abolishing the "pure strategy" requirement in European models may increase flexibility and efficiency.
Perspectives on the European Railway Standardisation SystemIbrahim Al-Hudhaif
1. The document discusses the European railway standardization system and UNIFE's role in promoting it.
2. UNIFE represents the European rail supply industry and works to promote policies that support rail growth. It helps shape the interoperable European railway system through technical standards.
3. The European system aims to create a single European railway area through harmonization of technical standards and rules to improve interoperability between countries.
8 Best Images Of Printable Paper Vintage Love LetterErica Thompson
The document provides instructions on how to request assistance with writing assignments from the website HelpWriting.net. It outlines a 5-step process: 1) Create an account; 2) Complete an order form with instructions and deadline; 3) Review bids from writers and select one; 4) Review the completed paper and authorize payment; 5) Request revisions until satisfied. It emphasizes that original, high-quality content is guaranteed, with refunds offered for plagiarized work.
The document provides instructions for submitting an assignment request to the website HelpWriting.net. It outlines a 5-step process: 1) Create an account with an email and password. 2) Complete a 10-minute order form with instructions, sources, and deadline. 3) Review bids from writers and choose one. 4) Review the completed paper and authorize payment. 5) Request revisions to ensure satisfaction, with a refund option for plagiarized content.
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Similar to An international comparison of railway organisational and planning frameworks.pdf
The document discusses two topics related to transportation in Europe:
1. The EU's proposed Fourth Railway Package, which aims to open domestic passenger rail markets to competition. This has the potential to completely change the competitive landscape of European rail. It will likely drive significant changes for rail owning groups, governments, and regulators, with uncertain outcomes.
2. Trends in mergers and acquisitions (M&A) in the global transportation and logistics sector in 2011 and 2012. M&A activity increased in the first quarter of 2012 and is predicted to accelerate for the rest of the year, driven by large cash reserves, strategic interests in emerging markets, and a need for consolidation. Europe led M&A activity in
Bulletin of the Observatory on Transport Policies and Strategies in EuropeCláudio Carneiro
This document summarizes transport developments in several European countries as reported by experts in the Observatory on Transport Policies and Strategies in Europe network. It discusses recent events and policy changes in Austria, Belgium, Spain, and France, including debates around infrastructure investment, railway reform, aviation policy, and the roles of different levels of government in transport. The network of experts provides analysis on these issues to the Observatory for its Transport/Europe bulletin.
The British railway system was fully privatized in the 1990s, splitting it into over 100 separate companies responsible for tracks, trains, and operations. However, this led to coordination issues and a lack of clear responsibility. In contrast, the Swiss railway remained a single, integrated public corporation managed under one roof. While the EU pushed for railway liberalization, Switzerland maintained high service quality and efficiency despite not fully separating operations from infrastructure management. Today, the fragmented British model is seen as poorly achieving EU goals, while Switzerland's integrated system is considered one of the best in the world.
Corridor X is an important transport axis for the Western Balkan region but is being marginalized in current EU transport policy. Efforts are underway to integrate Corridor X into the future EU Rail Freight Corridor network to attract more traffic. Corridor X faces barriers like borders that hamper traffic flows compared to other corridors like Corridor IV. Steps taken so far include optimizing border procedures but infrastructure upgrades and support from transport ministries is still needed to realize Corridor X's potential.
This first factsheet on standardisation focuses on the UIC role in railway harmonisation, and the development of its IRSs (International Railway Solution), and constitutes the fourth in a series of UIC thematic factsheets.
The UK government sold its 40% stake in Eurostar for £585.1 million in March 2015 to a Canadian-UK consortium. Eurostar also redeemed the government's preference share for £172 million. While Eurostar has been profitable since 2010, the total taxpayer investment in the Eurostar rail service and associated High Speed 1 project was over £8 billion, significantly more than the sale proceeds. The government achieved its objective of maximizing proceeds from the sale, but the financial returns for taxpayers remain negative overall given the magnitude of past losses and investment.
The UK government sold its 40% stake in Eurostar for £585.1 million in March 2015 to a consortium of Canadian and UK investors. Eurostar also redeemed the government's preference share for £172 million. While Eurostar has performed well financially since 2010, the total taxpayer investment in the Eurostar service and related High Speed 1 rail link is estimated at over £3 billion, significantly more than the proceeds from this sale. The government held Eurostar as a financial investment and its sale was not expected to improve the company's efficiency, but was aimed at maximizing the sale proceeds for taxpayers.
The Current Transport Policy Environment Bakhtiar Zein
This document discusses Indonesia's railway transport policy environment and plans for reform. It covers:
1) Law 23/2007, which aims to reform the railway sector by opening it to greater private sector participation and competition, and establishing clearer regulations.
2) The goals of reform include improving efficiency, promoting investment, and increasing rail's mode share for both passenger and freight transport.
3) Moving forward, a National Railway Masterplan will guide long-term development, including setting achievable targets for rail market share. Institutional restructuring options are also discussed to separate regulatory and operating functions.
The European Commission has proposed a Draft Regulation that would give "competent authorities" power to intervene in passenger transport services to pursue public policy goals within a framework of regulated competition. This reflects the model seen in most continental European countries where bus services are provided according to official requirements, leaving little freedom for entrepreneurs. The Draft Regulation sets out numerous criteria that authorities must consider when assessing service adequacy and awarding contracts, including consumer protection, fares, integration, accessibility, environmental factors and more. Complying with these extensive criteria could divert managers' attention from satisfying customers and growing the market. The cost of the bureaucracy required by the Draft Regulation would also be huge for both operators and authorities.
This document provides recommendations for estimating transport congestion and scarcity costs to implement efficient pricing based on social marginal cost. For road transport, it recommends using traffic simulation models to estimate the impact of additional vehicles on journey times and unreliability for other traffic. Where models are unavailable, it suggests using link-based speed-flow relationships. For rail transport, it states that the major issue is scarcity value of slots when capacity is reached, and that negotiation between infrastructure managers and operators is the most practical way to estimate these values. It also provides guidance on monetizing the effects of congestion and scarcity through values of travel time and vehicle operating costs.
Bringing HSR a step closer: Building a Railway for the 21st CenturyScott Martin, CMILT
This paper explores an incremental approach to providing a Medium Speed Rail (MSR) network with trains operating up to 200km/h. This will allow progressive enhancements toward a HSR solution rather than the currently recommended ‘big bang’ approach. The paper identifies changes required to produce a healthy intercity rail network to complement a successful HSR network using the Sydney-Canberra corridor as a case study.
2007 - Public Private Partnership-Four Year ReviewDanny Myers
This document summarizes a report by the London Assembly Transport Committee reviewing the performance of the Public Private Partnership (PPP) contracts on the London Underground after 3.5 years.
The key findings are:
1) Tube Lines, which operates 3 lines, has generally demonstrated that the PPP can work through on-time delivery of improvements and a reliable service.
2) Metronet, which operates 2 lines, has demonstrated the PPP can fail due to persistent delays, unreliable service, and failing to meet commitments on some lines.
3) The report concludes the PPP's success depends on where passengers live/work - some lines have seen improvements while others have ongoing issues.
The document summarizes the key priorities and reflections from a think tank on the European Commission's 2011 White Paper on Transport. The think tank identified five priorities for the freight transportation industry: 1) dedicated freight corridors and terminals, 2) completing the Trans-European Transport Network, 3) financing and taxation policies to fund environmental improvements, 4) harmonizing regulations, and 5) ensuring sustainability. The think tank expressed concerns that some of the White Paper's goals may not be achievable with current technology or may negatively impact competitiveness and called for a greater focus on optimizing existing infrastructure usage.
CONCESSIONING IN SEAPORTS: CHANGING PRACTICES, CHANGING MARKET POWER?Cláudio Carneiro
This document discusses concessioning practices in seaports and how they have changed over time. It provides background on the changing roles and market power of port authorities versus terminal operators. Concessions are now an important source of revenue for port authorities and a factor in terminal operator decisions. The document analyzes concession characteristics and how ports differentiate themselves. It finds that concessions have become more important as costs and revenue sources for players, and ports are increasingly using concession specifications strategically. Case studies show some learning effects and differences across cargo types and geographies.
RV 2014: Complete Streets- From Policy to Implementation by Gregory ThompsonRail~Volution
Complete Streets: From Policy to Implementation (Completely) AICP CM 2
2 HOUR SESSION
How can you make your complete streets policy a success? How do you translate complete streets into real benefits for the people who are walking, biking and taking public transportation? How do you promote accessibility and connectivity for all -- including people with disabilities -- through design and planning? Hear regional, city and international perspectives from policy to implementation during this complete complete streets workshop.
Moderator: Richard Weaver, AICP, Director of Planning, Policy and Sustainability, American Public Transportation Association; Chair, National Complete Streets Coalition, Washington, DC
Joseph Iacobucci, Sam Schwartz Engineering, DPC, Chicago, Illinois
Stefanie Seskin, Deputy Director, National Complete Streets Coalition, Smart Growth America, Washington, DC
Dan Gallagher, AICP, Transportation Planning Manager, Charlotte Department of Transportation, Charlotte, North Carolina
James Cromar, Director of Planning, Broward Metropolitan Planning Organization, Ft. Lauderdale, Florida
Tony Hull, Independent Transportation Consultant, Minneapolis, Minnesota
Gregory Thompson, Chair, Light Rail Transit Committee of TRB, Tallahassee, Florida
Roxana Ene, Project Manager, Broward Metropolitan Planning Organization, Ft. Lauderdale, Florida
This document provides an overview of the need for secure truck parking across Europe. It discusses the large volume of freight transported across Europe on the Trans-European Road Network and the prevalence of freight crime, which impacts all EU countries. Certain regions experience higher levels of freight theft and are identified as crime hotspots. There is a high demand for secure truck parking facilities where drivers can rest safely and cargo is protected, as many existing facilities do not provide adequate security. The development of secure parking standards and facilities is important to address this issue.
Urban transport exchange hubs play a key role as an integral part of the transport networks by facilitating relations between public transport modes but also have a function in the city urban planning and in-service facilities [1]. Time savings, urban integration, better use of waiting times and improved operating models are some of the expected benefits of developing efficient city-hubs [2,3]. However, although interchanges are crucial for improving accessibility, there are still problems remaining such as seams or bottlenecks, which are mainly reported in the coordination between the different transport modes and the use of the information systems and management model. In order to examine a part of these problems, the three years (September 2012-February 2015) City-HUB consortium of nine European research institutes from nine countries belonging to the European conference of transport research institutes (ECTRI) project studied 27 multimodal interchanges [4].
This document discusses hydrogen, fuel cells, and electro-mobility deployment in European regions. It provides an overview of the HyER organization, its goals of facilitating policy recommendations, developing support frameworks, and compiling market introduction plans. It also summarizes several EU projects involving fuel cell vehicles, infrastructure, and energy applications that HyER supports through dissemination activities. The document outlines EU policy documents related to alternative fuels and targets for infrastructure buildout.
A comparison of_north_american_and_european_railwa★ Carlos Soler
This document compares railway systems in North America and Europe and discusses how their differences impact optimization models for railway freight planning. Key differences include higher fixed costs and lower train capacities in Europe due to shared tracks with passenger rail. As a result, European models must balance transportation and consolidation costs more, focusing on high train utilization rather than individual car routes. The document argues that Europe could benefit from concepts like decentralized planning used in North America but models need to reflect Europe's unique circumstances. Abolishing the "pure strategy" requirement in European models may increase flexibility and efficiency.
Perspectives on the European Railway Standardisation SystemIbrahim Al-Hudhaif
1. The document discusses the European railway standardization system and UNIFE's role in promoting it.
2. UNIFE represents the European rail supply industry and works to promote policies that support rail growth. It helps shape the interoperable European railway system through technical standards.
3. The European system aims to create a single European railway area through harmonization of technical standards and rules to improve interoperability between countries.
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The document provides instructions for submitting an assignment request to the website HelpWriting.net. It outlines a 5-step process: 1) Create an account with an email and password. 2) Complete a 10-minute order form with instructions, sources, and deadline. 3) Review bids from writers and choose one. 4) Review the completed paper and authorize payment. 5) Request revisions to ensure satisfaction, with a refund option for plagiarized content.
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Here are the key pros and cons of securitization:
PROS:
- It allows originators to transfer risk to investors, improving their balance sheets and enabling more lending.
- It creates liquidity in the market as securitized assets are easily traded. This provides a steady source of funding.
- It can lower borrowing costs for consumers as originators pass on some of the savings from cheaper funding.
CONS:
- Complex securitization structures can obscure risks, leading to mispricing and bubbles.
- Originators may reduce screening standards to boost volumes, lowering overall asset quality.
- Securitization can encourage excessive risk-taking as originators pass risks to investors.
- Boom and bust
Abstract Writing Guide. How To Write An Article AbstractErica Thompson
The document provides instructions for creating an account and submitting assignment requests on the HelpWriting.net website. Users complete a registration form to set up an account, then fill out an order form with details of their assignment. Writers bid on the request, and the user chooses a writer. The user can request revisions until satisfied with the completed work.
Best Paper Writing Service Expertpaperwriter MethodErica Thompson
This document summarizes the steps involved in requesting a paper writing service from HelpWriting.net:
1. Create an account with a password and valid email.
2. Complete a 10-minute order form providing instructions, sources, deadline and sample work.
3. Choose a writer bid based on qualifications, history and feedback, then pay a deposit to start.
4. Review the paper and authorize final payment if satisfied, or request free revisions.
5. Choose this service for original, high-quality work with a refund if plagiarized.
This document provides an overview and summary of the 7th edition of A Manual for Writers of Research Papers, Theses, and Dissertations by Kate L. Turabian. It discusses the additions and revisions made to this edition, including a new part on the research and writing process adapted from The Craft of Research by Booth, Colomb, and Williams. It also summarizes updates made to conform with the 15th edition of The Chicago Manual of Style, including expanded coverage of electronic sources and a reorganization of the source citation section.
A Qualitative Case Study The Lived Educational Experiences of Former Juvenil...Erica Thompson
1) The document summarizes previous research on the lived educational experiences of former juvenile delinquents. It discusses how qualitative research methods can provide insight into these experiences in a way that quantitative studies cannot.
2) The review of literature found links between juvenile delinquency and factors like family structure, parenting styles, peer associations, and negative experiences in education settings. Research suggests these experiences may influence whether youth engage in delinquent behaviors.
3) The study aimed to use qualitative interviews to examine the educational experiences of former delinquents and how those experiences impacted their lives, with the goal of better understanding and preventing juvenile misbehavior.
A Global Perspective on the Environmental Impact of Golf.pdfErica Thompson
This document discusses the environmental impact of golf on a global scale. It notes that while golf takes place outdoors, golf course development and maintenance can harm the environment. The growth of golf has led to an increase in courses worldwide, covering millions of acres of land. However, concerns have emerged regarding the chemicals used on courses, their high water consumption, and the effects of construction on local ecosystems. Some developers have made efforts to reduce golf's environmental footprint, but problems still exist, especially in developing countries where oversight is weaker. The media's promotion of golf has both increased environmental awareness but also fueled the sport's growth and its negative environmental consequences in some areas.
A Tracer Study on the Graduates of Bachelor of Secondary Education Major in E...Erica Thompson
This document provides background information on a study that aims to trace graduates of the Bachelor of Secondary Education in English program at Tarlac State University College of Education from the 2014-2015 batch. The study seeks to understand the graduates' employment profiles, acquired teaching skills and competencies, ratings of university support services, and implications of the program. Conducting tracer studies is important for evaluating curriculum relevance and graduate outcomes. The results of this study will provide feedback to improve the English education program and help the university adapt to current needs and demands.
A Morphosyntactic Analysis on Malaysian Secondary School Students Essay Writ...Erica Thompson
This document summarizes a research paper that analyzed the morphosyntactic errors in English essay writing among Malaysian secondary school students. The study examined 10 student essays totaling 50 pages. It found that students made errors with plural marking, subject-verb agreement, tense marking and other grammatical issues. These errors occurred because of differences between English and Malay grammar rules regarding morphology and syntax. The researchers concluded that Malaysian students have not fully mastered certain English grammar rules regarding plural forms, third-person singular verbs and other structures.
A Defence of the Coherence Theory of Truth.pdfErica Thompson
This document summarizes and defends the coherence theory of truth. It begins by outlining the coherence theory's view that the truth conditions of propositions consist of the beliefs held by speakers that warrant asserting the propositions, rather than corresponding to objective facts. It then considers criticisms that the coherence theory is incoherent and responds to them. Specifically, it argues that coherentists can admit there are facts about what communities believe without being committed to correspondence theory views of truth. The document aims to demonstrate that recent attempts to show the coherence theory is incoherent are unsuccessful.
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This document discusses applying operations management techniques to scheduling appointments for MRI diagnostic imaging services at radiology clinics. Specifically, it focuses on minimizing setup times when scheduling appointments to improve efficiency. The authors define an appointment rule, patient classification system, and heuristic scheduling procedure that considers setup times to better manage uncertainty and system performance. This approach was validated through a case study at a large diagnostic imaging company.
A systematic review on autistic people s experiences of stigma and coping str...Erica Thompson
This document provides a systematic review of research on autistic people's experiences of stigma and coping strategies. The review examined over 2800 studies and included 27 studies. The key findings were that autistic individuals are often aware of being stereotyped and discriminated against by others. They also sometimes internalize this stigma, negatively impacting their self-worth and mental health. Studies suggest autistic people may cope by concealing their autism, selectively disclosing, advocating for themselves, and reframing their identity. However, the evidence on how helpful these strategies are is limited and mixed. More research is needed that includes autistic people with a wider range of abilities and explores support interventions.
This document provides an introduction and guide to using the Critical Companion to James Joyce reference book. It overviews the book's organization into four parts: Biography, Works, Related Persons/Places/Ideas, and Appendices. The introduction explains that the book aims to provide contextual and critical information to enhance readers' understanding and enjoyment of Joyce's works. It summarizes the types of entries included and topics covered to achieve this goal.
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The document summarizes an essay that analyzes how the film The Hunger Games appropriates the typical male gaze of Hollywood films to advance a resistant female perspective. It does this through Katniss Everdeen, the strong female protagonist, and by focusing on her power and agency rather than objectifying her. The essay argues this encourages audiences to question patriarchal power structures through seeing the story from a feminist point of view. It discusses how the film challenges traditional gender roles for action heroes and draws on feminist film theory about appropriating the male gaze.
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This document provides a critical review of Krashen's Input Hypothesis, which is one of the five hypotheses that make up Krashen's Monitor Model of second language acquisition. The review examines three major criticisms of the Input Hypothesis. First, it argues that the constructs of "comprehensible input" and "the next level" are vaguely defined, making the hypothesis difficult to test. Second, it asserts that the hypothesis oversimplifies the nature of input. Third, it claims that Krashen made overly broad claims about the explanatory power of the hypothesis without sufficient evidence.
Strategies for Effective Upskilling is a presentation by Chinwendu Peace in a Your Skill Boost Masterclass organisation by the Excellence Foundation for South Sudan on 08th and 09th June 2024 from 1 PM to 3 PM on each day.
How to Add Chatter in the odoo 17 ERP ModuleCeline George
In Odoo, the chatter is like a chat tool that helps you work together on records. You can leave notes and track things, making it easier to talk with your team and partners. Inside chatter, all communication history, activity, and changes will be displayed.
Main Java[All of the Base Concepts}.docxadhitya5119
This is part 1 of my Java Learning Journey. This Contains Custom methods, classes, constructors, packages, multithreading , try- catch block, finally block and more.
This presentation includes basic of PCOS their pathology and treatment and also Ayurveda correlation of PCOS and Ayurvedic line of treatment mentioned in classics.
This slide is special for master students (MIBS & MIFB) in UUM. Also useful for readers who are interested in the topic of contemporary Islamic banking.
Exploiting Artificial Intelligence for Empowering Researchers and Faculty, In...Dr. Vinod Kumar Kanvaria
Exploiting Artificial Intelligence for Empowering Researchers and Faculty,
International FDP on Fundamentals of Research in Social Sciences
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By Dr. Vinod Kumar Kanvaria
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LAND USE LAND COVER AND NDVI OF MIRZAPUR DISTRICT, UPRAHUL
This Dissertation explores the particular circumstances of Mirzapur, a region located in the
core of India. Mirzapur, with its varied terrains and abundant biodiversity, offers an optimal
environment for investigating the changes in vegetation cover dynamics. Our study utilizes
advanced technologies such as GIS (Geographic Information Systems) and Remote sensing to
analyze the transformations that have taken place over the course of a decade.
The complex relationship between human activities and the environment has been the focus
of extensive research and worry. As the global community grapples with swift urbanization,
population expansion, and economic progress, the effects on natural ecosystems are becoming
more evident. A crucial element of this impact is the alteration of vegetation cover, which plays a
significant role in maintaining the ecological equilibrium of our planet.Land serves as the foundation for all human activities and provides the necessary materials for
these activities. As the most crucial natural resource, its utilization by humans results in different
'Land uses,' which are determined by both human activities and the physical characteristics of the
land.
The utilization of land is impacted by human needs and environmental factors. In countries
like India, rapid population growth and the emphasis on extensive resource exploitation can lead
to significant land degradation, adversely affecting the region's land cover.
Therefore, human intervention has significantly influenced land use patterns over many
centuries, evolving its structure over time and space. In the present era, these changes have
accelerated due to factors such as agriculture and urbanization. Information regarding land use and
cover is essential for various planning and management tasks related to the Earth's surface,
providing crucial environmental data for scientific, resource management, policy purposes, and
diverse human activities.
Accurate understanding of land use and cover is imperative for the development planning
of any area. Consequently, a wide range of professionals, including earth system scientists, land
and water managers, and urban planners, are interested in obtaining data on land use and cover
changes, conversion trends, and other related patterns. The spatial dimensions of land use and
cover support policymakers and scientists in making well-informed decisions, as alterations in
these patterns indicate shifts in economic and social conditions. Monitoring such changes with the
help of Advanced technologies like Remote Sensing and Geographic Information Systems is
crucial for coordinated efforts across different administrative levels. Advanced technologies like
Remote Sensing and Geographic Information Systems
9
Changes in vegetation cover refer to variations in the distribution, composition, and overall
structure of plant communities across different temporal and spatial scales. These changes can
occur natural.
Chapter wise All Notes of First year Basic Civil Engineering.pptxDenish Jangid
Chapter wise All Notes of First year Basic Civil Engineering
Syllabus
Chapter-1
Introduction to objective, scope and outcome the subject
Chapter 2
Introduction: Scope and Specialization of Civil Engineering, Role of civil Engineer in Society, Impact of infrastructural development on economy of country.
Chapter 3
Surveying: Object Principles & Types of Surveying; Site Plans, Plans & Maps; Scales & Unit of different Measurements.
Linear Measurements: Instruments used. Linear Measurement by Tape, Ranging out Survey Lines and overcoming Obstructions; Measurements on sloping ground; Tape corrections, conventional symbols. Angular Measurements: Instruments used; Introduction to Compass Surveying, Bearings and Longitude & Latitude of a Line, Introduction to total station.
Levelling: Instrument used Object of levelling, Methods of levelling in brief, and Contour maps.
Chapter 4
Buildings: Selection of site for Buildings, Layout of Building Plan, Types of buildings, Plinth area, carpet area, floor space index, Introduction to building byelaws, concept of sun light & ventilation. Components of Buildings & their functions, Basic concept of R.C.C., Introduction to types of foundation
Chapter 5
Transportation: Introduction to Transportation Engineering; Traffic and Road Safety: Types and Characteristics of Various Modes of Transportation; Various Road Traffic Signs, Causes of Accidents and Road Safety Measures.
Chapter 6
Environmental Engineering: Environmental Pollution, Environmental Acts and Regulations, Functional Concepts of Ecology, Basics of Species, Biodiversity, Ecosystem, Hydrological Cycle; Chemical Cycles: Carbon, Nitrogen & Phosphorus; Energy Flow in Ecosystems.
Water Pollution: Water Quality standards, Introduction to Treatment & Disposal of Waste Water. Reuse and Saving of Water, Rain Water Harvesting. Solid Waste Management: Classification of Solid Waste, Collection, Transportation and Disposal of Solid. Recycling of Solid Waste: Energy Recovery, Sanitary Landfill, On-Site Sanitation. Air & Noise Pollution: Primary and Secondary air pollutants, Harmful effects of Air Pollution, Control of Air Pollution. . Noise Pollution Harmful Effects of noise pollution, control of noise pollution, Global warming & Climate Change, Ozone depletion, Greenhouse effect
Text Books:
1. Palancharmy, Basic Civil Engineering, McGraw Hill publishers.
2. Satheesh Gopi, Basic Civil Engineering, Pearson Publishers.
3. Ketki Rangwala Dalal, Essentials of Civil Engineering, Charotar Publishing House.
4. BCP, Surveying volume 1
An international comparison of railway organisational and planning frameworks.pdf
1. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.1
An international comparison of railway organisational and
planning frameworks
Anzir Boodoo, Transport Studies Group, Loughborough University, LOUGHBOROUGH, UK
LE11 3TU email: A.H.Boodoo@lboro.ac.uk
Abstract
The nature of railway organisation has been changing in many countries, primarily due to the
continued drive for efficiency in operation which has led state owned railways to move towards part
or full privatisation of their operations. In the European Union, change has also been driven by the
European Directive 91/440/EEC, which requires an accounting separation between operations and
infrastructure so that open access between railway systems can take place transparently and
without prejudice.
In the UK, a phase of restructuring the already privatised National Rail network is underway, the
industry increasingly looking abroad for much of the expertise in operations planning and
management which was decentralised or lost completely when British Rail was privatised. Railways
in other countries are deemed more successful in the UK, with more integrated planning, faster
services and fewer delays.
This paper attempts to compare various aspects of railways in France, Germany, the
Netherlands, Switzerland and Japan to those of the UK. These include the industry structures and
objectives of various parties, and aspects of the train service offered and service planning, both at
the strategic and timetabling levels.
The paper investigates the differences in the way various countries’ railway systems are
structured, and how timetable planning methodologies in each country differ.
Introduction
Over recent years, there have been significant changes in the operation and planning of
railways around the world. Monolithic state owned railways have been seen as inefficient and anti
competitive, and in the EU there has been a move towards encouraging competition in the supply
of rail services. This paper considers the structures of six railways, four within the EU, who have
taken different approaches to the opening of their railways to competition and a more commercial
outlook, Switzerland, which has adopted the EU sanctioned approach despite not being a member,
and Japan, whose railways have undergone perhaps the most radical and commercially focused
privatisation anywhere in the world.
The study
The systems of the six countries under study (UK, France, Germany, the Netherlands,
Switzerland and Japan) will be compared in terms of their industry structure and the roles and
objectives of each party at each level of planning and delivery. This will be followed by an
investigation of the operational differences between them by comparing the systems according to
various measures. The study will then investigate the timetabling process in each country and its
advantages and disadvantages, while also pointing out potential points of conflict between the
parties involved.
One of the most important documents, which has affected railway policy beyond its intended
area, has been EU directive 91/440/EEC (EEC, 1991) on the opening up of the EU’s railways. This
states that an accounting separation should be made between infrastructure and train operation,
and that member states should seek a non discriminatory policy of allowing access to their
networks. The newer directive 2001/14/EC (EU, 2001) on the allocation of capacity will also begin
to have an effect in the next few years.
2. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.2
Railways in the UK
The UK state railway (British Rail or BR) was privatised from 1993, and took 91/440 very much
to heart. BR’s infrastructure was spun off into a company, Railtrack, first publicly owned, then
privatised. BR’s operational units, being 25 territorial groupings of passenger services under the
three original sectors of Network SouthEast, Regional Railways and InterCity, were franchised
attempting to maximise their value to the Treasury (Harris & Godward, 1997). In 2000, the main
regulatory body, OPRAF, became the Strategic Rail Authority, who were to additionally take a
strategic overview previously non existent in the privatised structure. This was now necessary as
the railway privatised on the basis of declining passenger numbers was now growing rapidly.
BR’s freight businesses were sold off, and this became an entirely commercial operation, in
contrast to the passenger franchises, 21 of which remain subsidised in 2001/2002, with 3 of those
remaining effectively paying the government for the right to run the service (the exception, Midland
Mainline, has negotiated a zero subsidy, zero premium profile). In addition, there are three
passenger businesses running trains on “open access” (non franchised) terms, and one metro
system (two from 2002) using parts of the Railtrack network (Rail, 2001). Some small parts of the
infrastructure are owned by other companies who have to agree access rights with operators and
timetabling over the boundary with Railtrack. A further unusual aspect of the UK system is that
BR’s rolling stock was transferred to leasing companies to ensure its transferability as franchises
are reawarded.
Figure 1 shows the structure of the UK industry, comprising a number of commercial private
companies, the Strategic Rail Authority (as the governmental sponsor and regulator) and the
Passenger Transport Executives of major cities (who fund local services in their areas) as the
major players.
Railways in France
Railway reform has also taken place in France, albeit at a less of a structural level than the
other countries under study. In order to comply with 91/440, the state railway SNCF was first
restructured to give an accounting separation between infrastructure and operations, and
reorganised again in 1997 into the train operator SNCF and the infrastructure operator RFF
(Domenach & Teurnier, 1999). RFF owns the track and performs a strategic management role, but
contracts the maintenance back to SNCF, giving them more control over their infrastructure. SNCF
also remain, to all intents and purposes, the monopoly operator.
SNCF’s passenger services are structured into three main operating units – Grandes Lignes,
who operate TGV and other InterCity services, Ile de France, operating services in the region
around Paris, and TER, the operator of local and regional trains in the rest of the country. These
broadly align with the InterCity, Network SouthEast and Regional Railways groups of the former
BR. Each regional council has a contract with TER to deliver a specified level of train services, and
these are funded accordingly by the state government. Freight is operated on commercial lines,
and there is a limited amount of competition from small operators.
Figure 2 shows the French railway structure, dominated by public sector organisations, with the
commercially focused SNCF Grandes Lignes having no subsidy, and the regionally contracted and
subsidised services coming under TER and Ile de France. All are shown together as the sectoral
split is the only major division within the SNCF structure. As can be seen, the only major private
sector involvement is in maintenance, undertaken by major civil engineering firms, as is generally
the pattern elsewhere.
Railways in Germany
Change on German railways was driven by the desire to see profitable services pay their way
and help to reduce Deutsche Bahn (DB)’s debt (Lehmann, 1999). In 1994, DB was reorganised as
a commercial organisation owned by the federal government. Subsidiary companies deal with the
track (DB Netz), stations and ticket sales (DB Station&Service), long distance passenger services
(DB Reise&Toursitik), regional passenger services (DB Regio) and freight (DB Cargo). All are
commercially led.
5. BOODOO:
AN
INTERNATIONAL
COMPARISON
OF
RAILWAY
ORGANISATIONAL
AND
PLANNING
FRAMEWORKS
1.5
Railways
in
the
Netherlands
As
in
Germany,
reorganisation
in
the
Netherlands
focuses
both
on
separating
infrastructure
and
operations,
and
the
tendering
of
certain
train
services
to
a
franchisee.
Again,
express
and
InterCity
services
fall
under
the
control
of
NS
Reizigers,
the
state
railway,
and
local
services
are
in
the
process
of
being
franchised.
Some
of
these
include
complementary
bus
services
creating
a
regional
integrated
transport
system.
Services
on
the
HSL-Zuid
high
speed
line
to
Belgium
will
also
be
franchised.
NS
is
capable
of
bidding
for
the
franchises
in
its
own
right,
but
in
practice
has
sought
partnerships
with
other
companies,
such
as
the
UK’s
Arriva
(with
NoordNed)
and
National
Express
Group
(for
the
high
speed
line).
Legislation
Regulation
Strategic planning
Funding
Service Specification
Timetabling
Operation (services)
Operation
(infrastructure)
Maintenance
(Infrastructure)
Maintenance (Rolling
stock)
Ancillary
Integration
Eisenbahnbundesamt
(EBA, Federal Railway Agency)
Ÿ Access dispute mediator
Ÿ Control of track closures
Ÿ Licencing of operators
Länder
Ÿ Planning of local service levels
Ÿ Public Service Obligation
Ÿ Tendering of services
Länder
Ÿ Funding of local services
Passengers via farebox
?
Länder
Ÿ Specification of local service levels
Ÿ Maximise connections
Local Train Operators
(including public sector DB Regio)
Ÿ Minimise operating cost
Freight Operators
(FOCs)
Ÿ Maximise profit
Ÿ Minimise liable delays on others
Maintenance Contractors
Ÿ Maximise profit
Model of the German rail network
Private sector organisation
Public sector organisation
Monetary flow
Contractual flow
DBGrG, 1993
(Establishment of DB)
Ÿ Reestablished DB as a joint-stock
company
DB Reise&Touristik
InterCity and InterRegio trains
Ÿ National network planning (IC Netz)
Ÿ Determine paths left for other operations
Bundeseisenbahnvermögen
(BEV, National Railway Fund)
Ÿ Employer of staff
DB Netz
Ÿ Train control
Ÿ Minimise liable delays on others
DB Track
Ÿ Maintenance
DB Netz
Ÿ Access charge agreement with
operators
Ÿ Publish schedule of charges
Bundeskartellamt
(Monopolies Commission)
Ÿ Access charge dispute mediator
Ÿ Competition Regulator
RegG, 1993
(Regionalisation Law)
Ÿ Regionalised responsibility for local rail
services (typically less than 50km)
Verkehrsverbünde
(Transport integrating cooperations)
Ÿ Multimodal ticketing
Ÿ Timetabling connections
Bundeseisenbahnvermögen
(BEV, National Railway Fund)
Ÿ Railway funding
Local Train Operators
(including public sector DB Regio)
Ÿ Maximise revenue & profit
Ÿ Minimise liable delays on others
Verkehrsverbünde
(Transport integrating cooperations)
Ÿ Maximise value from subsidy
Länder
Ÿ Performance regime (local trains)
DB Reise&Touristik
InterCity and InterRegio trains
Ÿ Preserve IC Netz and connections
Ÿ Minimise operating cost
DB Reise&Touristik
InterCity and InterRegio trains
Ÿ Maximise revenue
Ÿ Minimise liable delays on others
Local Train Operators
(including public sector DB Regio)
Ÿ Maximise units available
DB Reise&Touristik
InterCity and InterRegio trains
Ÿ Maximise units available
DB Reise&Touristik
InterCity and InterRegio trains
Ÿ National service network planning
Freight Operators
(FOCs)
Ÿ Maximise units available
Verkehrsverbünde
(Transport integrating cooperations)
Ÿ Fare setting
DB Netz
Ÿ Prioritise IC and International trains
(National level)
Ÿ Allocate capacity to local trains (regional
level)
DB Netz
Ÿ Network development planning
Ÿ Develop network for the future
Ÿ Commercial outlook
DB Station&Service
Ÿ Ownership of stations
Ÿ Maximise profit from operation and
development of stations (eg retail)
Ÿ Coordinate booking offices
Ÿ Allocate ticket revenue between
operators
Figure
3.
Structure
of
the
German
rail
network
7. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.7
franchisees’ contracts to provide the services are with the regions. Regions can also replace lightly
used rail services with buses where it is thought necessary. Against this specification, capacity
allocation is carried out by Railned, with each operator trying to obtain the paths most suitable for
them and Railned attempting to provide the most efficient allocation of capacity. This system has
not been without its problems, and the separation of traffic control from both operations and a
worsening infrastructure have led to a sharp rise in delays (Railway Gazette, 2001).
Railways in Switzerland
Swiss railways have always included a large “private sector” element, around 40% of the
network length in the country is owned by vertically integrated private railways. However, though
these are commercially led organisations, their ownership is not usually in the private sector, most
are independent publicly owned organisations under the control of municipal or cantonal bodies.
This long tradition of separate railway companies has always included a significant element of
cooperation between companies, and in fact there has been virtually no competition between them
and the state railway SBB CFF FFS (van de Velde, 1999), largely due to the regulatory system in
place which effectively gives the private railways local monopolies.
Faced with worries over cost efficiency, the government reorganised all public transport
subsidisation from 1996, placing responsibility for granting concessions with the Cantons. In
addition, as Switzerland is a non EU country completely surrounded by EU member states, it was
decided to adopt an accounting separation between operations and infrastructure compatible with
91/440. Essentially, SBB now has a structure similar to that of DB, with separate organisations for
track and train services. Like Germany, local services are tendered out to a concessionaire, who
can be either SBB or another organisation such as a private railway, and SBB has been
restructured into a commercial company with the Confederation (National government) taking up
some of its debt. The Confederation also sets the strategic plan every 4 years together with the
funding required to deliver it.
Figure 5 shows the structure of the railways in Switzerland, which as mentioned above shares
many similarities with Germany. On the main SBB network, concessionaires have a very different
status to private operators on their own infrastructure, as they pay SBB for track access, and are
more closely regulated, having service levels specified by the cantons. The private railways are
much freer to develop their timetables and other aspects of their businesses.
Railways in Japan
Japan has taken a different approach to the other, European countries in this study. The
geography, with large mountainous areas and much of the population concentrated on the south
coast of the main island, Honshu, creates high density passenger flows along a main coastal
corridor. Together with the highly urbanised nature of Japanese cities, this creates an incredibly
dense demand pattern meaning Japan’s railways carry more people than any European system.
There has also been, as in Switzerland, a strong tradition of rail service provision by other
companies, and again these private railways contain a number owned by the public sector, though
many more are under 100% private ownership. These have generally been seen as more efficient
than the state owned monopoly of JNR (Mizutani, 1999).
In response to JNR’s growing debt (the same precursor to reform as in Germany), and in order
to inject some of the innovation and efficiency perceived as characteristics of the private railways, it
was privatised from 1987 (Railtrack, 2001). Six regional companies (known as JRs) were created
operating all types of train within the region (which allows cross subsidisation between profitable
InterCity services and lossmaking rural lines). In contrast to what is now the general pattern in
Europe, the JRs are vertically integrated, owning and operating their track, but still require an
accounting separation so that access for through running is granted fairly. The JRs run some
through trains into each other’s regions, and there are also freight operators (particularly JR
Freight), who run on other operators’ tracks, and some private railways may also use JR facilities.
The Shinkansen high speed rail network was split between the JR regions, with each service
allocated to an operator who pays the other JRs along the route access charges.
10. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.10
Figure 12 shows the maximum speeds on conventional lines. France and Japan both have high
speed 300kmh
-1
systems, and these are ignored, though the 230kmh
-1
services in France are
TGVs running on conventional tracks. The recently curtailed West Coast Route Modernisation in
the UK would have placed it just behind France, at 225kmh
-1
. Because conventional tracks are
generally mixed traffic, this illustrates the mix of speeds that can be expected on these lines and
the relative complexity of the timetabling operation in having to deal with these fast express
passenger trains, local services and freight.
Comparison charts
showing the relative
positions of the railway
systems under study
Figure 7. Operating
models (sector – region)
Figure 8. Levels of
privatisation
Figure 9. Complexities
of interrelationships
Figure 10. Numbers of
operators
Figure 11. Status of
staff (market driven –
civil service)
11. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.11
There are various ways of measuring intensity of use, most accurately by trains per track
kilometre, but in the absence of a reliable set of figures, that for route kilometres will have to
suffice. Figure 13 shows the number of passenger train km per annum over each route kilometre
on average. Of course this is a very crude measure of capacity utilisation, but Japan stands out as
having by far the largest density of passengers moved. For freight, Figure 14 shows freight tonne
kilometres per route kilometre, and this shows Switzerland as the country with by far the greatest
freight tonnage moved, though this might be more to do with its status as a transit country and the
number of physical barriers more easily overcome by rail. Overall, Figure 15 shows the number of
train kilometres per route kilometre, an approximate number of trains per year on the average piece
of route. Switzerland and the Netherlands have the greatest usages of physical rail capacity
overall, which may be down to their more even spread of population along the route network rather
than having the most intensive services. The measures are far too crude to allow comparison on all
but the most basic level, and there is a large amount of difficulty in obtaining enough data to build a
clearer picture of capacity usage.
Timetabling process
The timetable is the final planning product of the railway, and influences many aspects of its
operation. Timetables are constrained by the physical characteristics of the rail network and the
performance characteristics of rolling stock, and the process is constrained by the organisational
setup of the railway. All the railways in this study, aside from the UK, plan at a hierarchical level,
Figure 12. Maximum
speeds of InterCity
trains on conventional
lines
Measures of intensity of
use of the railways
under study
Figure 13. Passenger
train km per route km
Figure 14. Freight tonne
km per route km
Figure 15. Total train
km per route km
Data source UIC (2000)
12. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.12
with international and key InterCity services “first on the graph”, local and freight trains taking the
paths left over. In the UK, all bidders in theory have equal priority, which is meant to give a more
level playing field for operators and freight and local trains, but judging by the number of train km
run per route km (Figure 15), it appears this process may produce somewhat less than optimal
usage of capacity. EU directive 2001/14 (EU, 2001) stipulates that all international train paths be
agreed before domestic services are timetabled, which may influence UK practice.
Figure 16 shows an estimate of the aggregate level on which timetables are planned.
Timetabling is more centralised in countries with less rail mileage such as the Netherlands and
Switzerland. Whereas Germany follows the same model of a nationally planned InterCity /
InterRegio network, local services are planned at the Land (state) level (and at the
Verkehrsverbund (Transport Authority) level in major conurbations), as in France, where TGV
services are also planned line by line. The UK plans at the franchise level, with input from PTEs
(Passenger Transport Executives) in major conurbations. In Japan, planning is essentially
centralised in each railway company, but in addition to there being a large number of operators,
most lines are quite self contained (Railtrack, 2001). The key difference between the UK and Japan
however, is that in Japan, the operators tend to be vertically integrated, running not only the track,
but all passenger operations from slow to SuperExpress trains. In the UK, generally only secondary
main lines carry fast and slow services run by only one operator. The separation of services as far
as possible also reduces the potential for knock on delays, whereby an operating problem in one
part of the country can have repercussions several hundred kilometres away. Another key element
of the Japanese approach (made easier by the 140kmh
-1
speed limit on virtually all lines) is to
make the speed of all services as close as possible in order to make even more intensive use of
capacity.
Contentions
In a system with separate infrastructure and operating companies, there are various forms of
potential conflict. Usually, track access is sold as a package comprising a fixed fee, a variable
component based on usage (which will include premiums for using certain types of track), and
power supply to electric trains. In Germany and the Netherlands, there is also an explicit charge for
station access to a separate station operator. In Japan, the system is much more complicated, with
contracts for track access seemingly negotiated individually, as there is very little regulation in the
Japanese railway sector.
Each party will attempt to maximise its revenue - infrastructure operators want to sell as much
capacity as possible, while operators want to get the most from a given amount of track access.
Most systems attempt full cost recovery for track access, though the Netherlands in practice has
minimal access charges and together with France has a track authority supported directly by state
subsidy (although the UK has recently joined them in this respect). Contention is most likely where
an infrastructure operator would prefer to sell access to a long distance passenger operator who
can pay the highest fees, and operators of local trains require subsidy in order to pay the access
charges demanded. As the bodies ultimately responsible for the use of capacity (following directive
2001/14), infrastructure operators will have an increasingly large role in shaping the timetable.
Naturally, the system in Japan is different, and contention will only occur where trains are running
onto another operator’s track – JR freight, for example, is effectively not allowed paths at peak
times (Railtrack, 2001). Contentions are generally worked out between the two companies, and
referred to the regulatory body if there is they cannot be resolved. In Japan, if they are not resolved
then it is decided to not make any changes to the existing timetable. In France, international
services are all joint ventures with SNCF, and aside from Grandes Lignes having priority, it is
unclear how trackspace is allocated otherwise.
Figure 16. Level of
timetable production
(national – local) in
terms of operators
13. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.13
Final timetable
Because of the differences in culture, travel patterns and geography, it is naturally difficult to
make a comparison between different railways on the basis of the final timetable. However, despite
this, there are cases which can be compared effectively on a like for like basis, such as the service
between the capital and second city. A railway with more of a social service function can be
expected to have later trains to cater for the small number of late travellers who wish to travel,
while a more commercially led railway may have a high frequency of daytime trains for business
travellers. While France and Japan have high speed lines over these routes, the other countries do
not, and therefore the journey speed is not taken into account.
As Table 1 shows, there is typically a regular interval service on this key route (fastest trains
only), although in the UK, France and some Japanese lines, this is not necessarily the case for
other services (Thomas Cook, 2001a, 2001b), where an approximate interval of 1 or 2 hours masks
often large variations in the actual timings. This is either to maximise unit and crew utilisation where
there would otherwise be long turnarounds (as in some UK cases), or to attempt to tailor the
service more closely to the forecasted demand (as in France). There is a certain similarity between
many countries’ services between their two main centres, with high speed lines typically having a
shorter service day and most other railways ending the service from around 2200 to 2300.
Germany has the lowest frequency, but also tends to plan InterCity services on a 2 hourly pattern,
and Japan has standard “slots” for trains, not all of which are used every hour – a system akin to
France’s for the Paris – Lyon service. The Netherlands is almost a special case, because of the
short distances between major cities in the Randstad, the Amsterdam – Den Haag service is
comprised of two express train routes rather than resembling the InterCity services of other
countries with long distances between stops.
Country City pair Daytime frequency Mon-Fri
first train
Mon-Fri
last train
Frequency
rank
Service
day rank
UK London
Birmingham
Regular, every 30 minutes 0640
0526
2345
2310
3= 2=
France Paris
Lyon
Regular, every 60 minutes
daytime, every 30 minutes
morning and evening
0610
0530
2200
2130
5 5
Germany Berlin
Hamburg
Regular, every 60 minutes,
alternate IC and ICE trains
every 2 hours
0535
0600
2216
2200
6 4
Netherlands Amsterdam
Den Haag
5 per hour, 2 at 30 minute
intervals and 3 at 20 minute
intervals (both services have
different stopping patterns)
0529
0549
2341
2347
hourly all
night
2 1
Switzerland Bern
Zürich
Regular, every 30 minutes 0547
0526
2216
2220
3= 2=
Japan Tokyo
Osaka
3-4 trains per hour, on
standard hourly cycle but not
regular interval
0600
0600
2118
2118
1 6
Table 1. Comparison of capital to second city services on the rail systems under study
The table shows a rank of the frequency and the length of the service day, the frequency rank
almost matching that of the general passenger service intensity (Figure 13), which perhaps shows
that there is a high degree of comparison between these routes, and also that the level of service is
tailored in a similar way to demand (though in Japan the service uses 16 coach trains as opposed
to 8-9 coaches in the UK, and longer, less frequent trains in Germany, for example). As a key
commercial service in each country, it probably does not represent a typical pattern for the
organisation of timetables nationally – despite nominally using a standard hour pattern, the regional
service between Nagoya and Nagano is only approximately hourly with variations in departure time
between hours, in the same way many UK regional timetables work (Railtrack, 2001; Thomas Cook
2001a, 2001b).
Conclusion
This paper has shown that there are large variations in the way different railways are structured,
though there are some key similarities between the ones under study that can be picked out. The
14. BOODOO: AN INTERNATIONAL COMPARISON OF RAILWAY ORGANISATIONAL AND
PLANNING FRAMEWORKS
1.14
four EU countries have been forced to facilitate international services, and the model of a track
authority and separate operators allowed access on a level playing field has emerged in most
countries despite only an accounting separation being required by law (although in France, only a
minimum is done in practice, and all operators have an SNCF shareholding).
In Japan a combination of vertically integrated operators, operators of trains only, and track
authorities who could even be non railway companies such as airports. This, however, functions in
a similar way, with access rights negotiated between operators. Because of the sheer density of
traffic, rail operators carry volumes of passengers way in excess of any European railway. The
number of operators and the complexity of the interrelationships between them dwarfs that in any
of the European systems (which are all increasing in complexity thanks to the adoption of a track
authority model and rail service franchising). Thanks to the traffic density and the number of
competing railways, as well as the cooperative nature of Japanese culture, the system is not only
largely free of regulation, but also of strong contentions between operators.
Within Europe, a standard model seems to be emerging, where the state operator runs the
profitable InterCity and inter regional services, and less profitable lines are franchised with an input
from regional government. Only the UK differs significantly (though in France all the regional
franchises are with SNCF) in having its primary national network split and franchised. This
produces a less structurally integrated network, though there is no objective evidence to suggest
that is fundamentally detrimental in itself.
In terms of the timetable, and the rail service offered, the countries again differ. The standard
European model creates a top-down planning approach with the primary national services planned
first, and everything else fitted around them. In the UK, all parties are in theory equal and bid for
paths from the track authority, while in Japan parties bid for track rights on a system where if there
is no agreement there is no change. Both are more of a bottom-up approach.
However, in terms of the capital to second city service at least, the service frequency offered is
consistent with the average density of passenger traffic and probably owes more to a demand led
approach for this key flow. Other flows are generally on standard hour patterns on all lines except
in the UK, France and Japan (where, excepting France, standard hourly patterns exist on most
busier routes), as this simplifies timetable production.
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Diagram glossary
ATOC (UK) Association of Train Operating Companies – industry body involved in the allocation of revenue and protection
of network benefits.
BAA (UK) British Airports Authority – the owner of London Heathrow airport, who also own the infrastructure of the
Heathrow Express rail link and are an Open Access operator over Railtrack into London Paddington.
BEV (Ger.) Bundeseisenbahnvermogen – National Railway Fund. The employer of former DB staff with civil service status,
who are hired back to DB or the franchised operator of regional services. Also the main railway funding body.
BR (UK) British Rail – former state owned railway. The privatised operators are now referred to as National Rail.
Canton (Switz.) Regional equivalent level of government.
CFF (Switz.) Chemins de Fer Federaux – Swiss Federal Railways (French)
DB (Ger) Deutsche Bahn – state railway, now organised as a group of companies running track, stations and trains.
DBGrG (Ger) Gesetz uber die Grundung einer Deutschen Bahn Aktiengesellschaft (Law to found Deutsche Bahn AG, 1993)
– Set up DB as a commercial organisation.
DTRL (UK) Department of Transport, Regions and Local Government
FFS (Switz.) Ferrovie Federali Svizzere – Swiss Federal Railways (Italian)
IMC2, IMC2000 (UK) Infrastructure Maintenance Contract –new type of maintenance contract in which cost savings and
overruns are shared.
Infracos (UK) Infrastructure Companies – franchised operators of parts of the London Underground infrastructure, some of
which carries national network trains.
JNR (Jpn.) Japan National Railway – the former unified state railway
JR (Jpn.) Japan Railway – name of the six regional railway companies formed from JNR – East, Central and West (of
Honshu), Hokkaido, Shikoku and Kyushu.
Land (Ger.) A German state within the federation
LCR (UK) London & Continental Railways – an infrastructure company
MVW (Neth.) Ministerie van Verkeer en Waterstaat – Ministry of Transport and Waterways.
NS (Neth.) Nederlandse Spoorwegen – the Netherlands state railway.
ORCATS (UK) Operational Research Computer Allocation of Tickets to Services – software used to allocate revenue
received by each operator on a route, or from tickets bought for journeys on two or more operators’ services.
PTE (UK) Passenger Transport Executive – specifies and funds local train services out of local taxes. Seven of these cover
the largest urban areas (West Midlands, Greater Manchester, Merseyside, South Yorkshire, West Yorkshire, Tyne &
Wear, and Strathclyde)
RegG (Ger) Regionalisierungsgesetz (Regionalisation Law, 1993) – established franchising system for local train services.
RFF (Fr) Reseau Ferre de France – literally “French Railway Network”, the French infrastructure operator.
ROSCO (UK) Rolling Stock Company – a leasing company providing rolling stock to train operators, whose franchises are
too short to justify their own investment in the train fleet.
RT1A (UK) Obsolete (but still active in some parts of the country) type of maintenance contract based on minimising costs
SBB (Switz.) Schweizer Bundesbahn – Swiss Federal Railways (German)
SNCF (Fr) Societe National de Chemins de Fer Francais – the French state railway.
SRA (UK) Strategic Rail Authority
TER (Fr) Train Express Regional – SNCF division operating trains in the various French regions.
TfL (UK) Transport for London - a new body overseeing public transport in Greater London. Railway influence is limited to
the operation of mulitmodal ticketing, but it may also assume a PTE role in specifying and funding local rail services.
TGV (Fr) Train a Grande Vitesse – The French high speed network
TOC (UK) Train Operating Company – term used to refer to one of the 25 franchised train operators formed out of British
Rail operating units. Open Access operators typically run new services started after privatisation.