the propensity to travel by rail policy implications for the development of the rail network
Download
Skip this Video
Download Presentation
The propensity to travel by rail – policy implications for the development of the rail network

Loading in 2 Seconds...

play fullscreen
1 / 15

The propensity to travel by rail - PowerPoint PPT Presentation


  • 346 Views
  • Uploaded on

TSU seminar: Euro pean Rail: the New Era? St Anne’s College, Oxford, 24 September 2007. The propensity to travel by rail – policy implications for the development of the rail network. With: Martijn Brons and Piet Rietveld. Moshe Givoni Vrije Universiteit, Amsterdam. Research objective.

loader
I am the owner, or an agent authorized to act on behalf of the owner, of the copyrighted work described.
capcha
Download Presentation

PowerPoint Slideshow about 'The propensity to travel by rail ' - mike_john


An Image/Link below is provided (as is) to download presentation

Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author.While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server.


- - - - - - - - - - - - - - - - - - - - - - - - - - E N D - - - - - - - - - - - - - - - - - - - - - - - - - -
Presentation Transcript
the propensity to travel by rail policy implications for the development of the rail network

TSU seminar: European Rail: the New Era?

St Anne’s College, Oxford,24 September 2007

The propensity to travel by rail – policy implications for the development of the rail network

With:

Martijn Brons and Piet Rietveld

Moshe Givoni

Vrije Universiteit, Amsterdam

slide2

Research objective

  • Understanding how rail use is influenced by:
  • The level of rail service provided
  • The accessibility of the rail station
  • Post-code characteristics

OR

Should a rail network serve the “four corners” of a country?

slide3

Background (1)

  • Dutch rail network:
  • 363 stations
  • 2811 km
  • 68 m/km2
  • 92% of population live less than 10km from a train station
slide4

Background (2)

Trips per person per year and rail share in the 489 Dutch municipalities (2002/2003):

Rail share in (land) passenger-km: 8.2% (UK: 5.3%, EU25: 6.5%).

slide5

Rotterdam: 29.2

Amsterdam: 32.9 (9.28%)

Diemen: 91.3 (15.2%)

Number of rail trips per person per year

Model and Data (1)

Number of rail trips per person per year

= f(rail service, access to station, PC characteristics)

slide6

The level of rail service provided

  • “Rail Service Quality Index” (RSQI - Debrezion, 2006)
  • Average of 3 most used stations by post code residents
  • Utrecht CS: 2.00 (1), Amsterdam CS: 1.38 (8)

Model and Data (2)

Descriptive statistics:

slide7

Model and Data (3)

  • The accessibility of the rail station
  • Average distance (km), PC-centroid to rail station: 8.68km
  • Public transport travel time (minutes), PC-centroid to rail station: 25.4min
  • Public transport service frequency (services per hour): 1.98
  • Access facilities: Park&Ride, Guarded bike-parking
  • Post-code characteristics
  • Population density (population / hectare)
  • % population over 65
  • Average income per “inhabitant” (Euro/year): 11,067
  • Number of cars per household: 0.97
slide12

Conclusions (1)

  • Policy makers and rail operators have control on the level of rail service provided and the access to it (not on the characteristics of the population served)
  • The two are substitutes (when a rail service is provided)
  • Improving access to stations probably less costly than improving the rail service (harder to achieve from an organizational perspective)
  • Reducing distance to station = opening new stations => costly, travel time penalties to travelers
  • Reducing travel time to station, more important => better public transport services to stations

Rail operators should focus attention also outside the train part of a rail journey

slide13

Conclusions (2)

Investments in rail infrastructure must be very selective

  • Investments should be directed to where the level of service is already relatively high (where demand is high)
  • Where current rail service is relatively low (the network periphery) – investments should be directed to improve access to the station
  • Regional accessibility = accessibility to the rail network (does not have to be by rail)

A rail network need not serve the four corners of a country (continent) under all circumstances. Focus should be on the transport network at large

slide14

Discussion

  • The Reshaping of British Railway (1963) –
  • The Beeching Report
  • Investment in the main inter-city routes
  • Substitution of rural rail services by bus services (to the main railway stations?)
  • Integrated Transport Policy –
  • Transport White Paper (1998)
  • In (UK, EU) transport policy: INTEGRATION gave its place to SUSTAINABILITY
  • Integration between modes => prerequisite to reduce car use and increase rail use
slide15

Thank you!

[email protected]

(From 1 November: TSU, Oxford)

This research is carried out as part of a Marie Curie Fellowship and the TRANSUMO project “reliability of transport chains”

We thank the Dutch Railways (NS) for the data

ad