Basis for defining the basic service level of road and rail network
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The need for defining a basic service level of a transport system is necessitated by the structural changes at the regional level and in the society in general (e.g. focused migration to a few cities, changes in industry and commerce). These trends result in a weakening of the service level of transport infrastructure, in particular in areas with a decreasing population. Since in regions with a decreasing population transport infrastructure cannot be maintained on the basis of demand criteria, the need for a definition of a basic service level has arisen. The basic level should indicate what service level is at least to be attained regardless of traffic demand levels. Definition of basic service level is closely connected to regional equity, and to the relation between infrastructure qualities and regional development. At the most generic level the basic service level of infrastructure means a level of accessibility, which enables the achievement of a certain welfare level, while avoiding both unreasonable cost burdens for the infrastructure owners and unreasonable amounts of external costs. Eventually the specification of the basic service level is a political choice. As preparation for this choice it needs - among others - to be clarified what kind of needs are involved in the specification of basic service level and what is the users' and tax payers' willingness to pay for a certain service level, while taking account of interaction effects with other public service levels. Evaluations should also take account of the quality of transport system, including substituting and complementing functions of sub-systems, as well as the interaction with adjacent sectors and aspects, such as cost and quality of living and availability of local services. Therefore the basic service level can differ across regions and sub-systems. In addition the basic service level may be influenced by restricting traffic volumes. In the present transport system the most serious deficiencies are located in the lower road network and in private roads in rural regions with decreasing population. The financing of the maintenance of these roads has decreased substantially and hence the maintenance has become patchy while local capabilities for maintenance work vanish. To solve these problems a new financing approach and organisation of maintenance is called for. For the rail network the aged superstructure and lack of capacity are key problems. This report is available at http://www.mintc.fiKeywords:
Equity
Service level
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Passenger Road Transportation plays a pivotal role in India in bringing about greater mobility both within and between rural and urban areas. Through increased mobility it also contributes immensely to social and economic development of different regions of the country. In India, as in many other parts of the world, investment in road transport is treated as a part of public provision of services whereby one of the key objectives of this provision has been to meet the social obligations of an affordable, safe and reliable bus service to the people. The road transport mode in India has come to occupy a pivotal position in the overall transport system in India. Over the past four decades, the share of road transport in overall traffic flows has been continually increasing with a substantial shift from rail to road being observed. This mode is currently estimated to have a share of about 80% in passenger transport and 60% in freight transport. Despite such an impressive growth, it is increasingly being recognized that there is a wide gap between the demand for, and the supply of, road transport services, both from a qualitative as well as quantitative perspective. While the problem has been mainly due to the inefficient public sector management of its transport assets (especially in passenger transport services where it dominates), which has also stemmed from restrictive policy and implementation measures over a period of time. The objective of the present study is to compare the consumer perception on service quality of public and private transport services in Tirunelveli district. The main aim of the study is to identify the perception of passengers towards reliability, convenience, cost and comfort of public and private transport. It is found that the majority of the passengers of public and private transports are moderately satisfied with the overall service quality of the public and private transports.
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The impact of increasing levels of transport activity on the environment is one of the most significant challenges for sustainable development. The planning and evaluation phase of a potential infrastructure investment normally provides an estimation of its forecasted quantitative and qualitative effects. This helps decision makers to start or to reject the project. The estimation consists normally of cost benefit calculations and descriptions of other societal benefits. In order to make a positive decision to invest (the decision to start the transport infrastructure investment) more positive than negative effects and expectations need to be existing. The investment must be seen as beneficial for the city supporting the transport and mobility policy of society. The direct effects and impacts of the construction phase can be negative for the use of (public) transport system, if the construction work hinders the use of public transport (lack of service, poor replacement services, poor temporary connections etc.). The effects can be seen, e.g. in passenger statistics and in complaints concerning the construction phase. The construction phase can change the modal split at least temporarily if the former users of public transport shift to private car use (more private car users in the area where the construction work is done). From a marketing and public acceptability point of view, there is a need for minimising the negative impacts of any new transport system during the construction phase. For the covering abstract see ITRD E126595.
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Sustainable transport
Private transport
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The selection of appropriate public transport investments that will maximize the likelihood of delivering the levels of service required to provide a serious alternative to the automobile is high on the agendas of many metropolitan governments. Mindful of budget constraints, it is crucial to ensure that such investments offer the greatest value for money. This paper promotes the view that integrated multi-modal systems that provide frequency and connectivity in a network-based framework offer the best way forward. A mix of public transport investments with buses as feeder services and bus rapid transit (BRT) as trunk services can offer a greater coverage and frequency than traditional forms of rail, even at capacity levels often claimed the domain of rail.
Bus rapid transit
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Most accessibility measures reported in the literature do not meet certain requirements of transport planners, as the results offered by these indicators are heavily influenced by the geographic location of the places. Peripheral locations invariably figure as being of low accessibility and consequently as possible receptors for new investments, even though they may already have a very good provision of transport infrastructure. In this paper an accessibility indicator is formulated that neutralizes the effect of geographic location. To this end, the customary notion of distance (length, time, or costs) is substituted by another which expresses the ease of access in terms of network efficiency. This indicator can be useful to assist decisions to invest in transport networks, as it is more sensitive than the potential model to the transport infrastructure needs of each individual region. It has been tested by application to the current Spanish Infrastructure Master Plan.
Transport Infrastructure
Transport Network
Transportation planning
Infrastructure planning
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Large cities in emerging countries such as Ho Chi Minh, Hanoi, and Delhi are faced with major challenges due to the urbanization. This leads to increase in travel demand and also increase in demand for transport infrastructure, whereas, the supply of transport infrastructure has often been insufficient capacity to keep up with the growth of mobility. As a result, traffic congestion, traffic accident and environmental impacts have become serious problems that related to this issue. To be more critical, these issues constrain the economic growth and social development of these cities because of the increasing in costs to solve traffic accidents, environmental problems, loss of time and inclusion, diminish life quality of citizens.
Providing new infrastructure to satisfy the transport demand is necessary; however this will be costly, take a long time and cannot bring the sustainable development for urban. The effective measure to solve problems that related to traffic is to increase the use of public transport by improving the public transport system.
Despite of public transport plays an important role in enhancing the traffic situation in emerging countries; however the share of public transport is very small in comparison with the share of private motorized transport. The main reason for this issue is the public transport still cannot maintain enough capacity to satisfy the travel demand. However, the other equally important cause is the public transport lack of attractiveness with the large part of population due to the variety of reasons such as deteriorating quality of service, unreliable and inconvenient, compared with the individual motorized transport that is very flexible and more convenient.
The increase in the attractiveness of public transport is one of the most effective approaches that can solve the problems related to traffic and transport. In this thesis, I develop the strategies,
which contribute to increase the attractiveness of public transport in large cities in emerging countries.
The thesis is divided into 8 chapters. The first chapter includes introduction of the study. The second chapter, the literature review about the factors influencing the attractiveness of public transport is described, which include the factors influencing the service quality of public transport as well as attributes of private motorized transport. The perceived quality and expected quality of public transport from passenger’s point of views are also presented in this chapter.
In the third chapter, the literature review of measures to increase the quality of public transport service as well as measures to restrict private motorized vehicle use that being used in developed cities all over the world are described. Additionally, the supportive measures that contribute to achieve higher success for basis measures are also presented in this chapter. In the next chapter, the current situation of traffic and transport in emerging countries are identified.
Firstly, the general traffic situation and traffic problems in the large cities in these countries are described. Secondly, the problems and problems causes that related to public transport in these cities are also mentioned.
In the chapter 5, the general traffic situation in a practical city (Ho Chi Minh City) is presented.
The problems related to public transport as well as problems related to private motorized vehicles are analyzed. Achieving a detailed impression, the observations and a survey among public transport users and non-public transport users have been carried out. Finally, the problem causes and problem effects are described in a cause-and-effect diagram. Based on the results of chapter 2 to chapter 5, an objective system is derived from the cause-and-effect diagram in chapter 6. Thereafter, the “measure analysis” is discussed in this chapter. In this chapter, each measure is assessed in term of effectiveness and applicability. Taking into account general trends and future development of transport infrastructure, a short-term and long-term strategy is developed in chapter 7. The main goal of the short-term strategy focuses to develop “public transport as a competition system”, which have higher the competition in comparison
with individual motorized transport. The short-term strategy is developed for the situation that no mass transit exists in HMCC; there are no adequate alternative transport modes besides motorcycles. The long-term strategy focuses to develop “public transport as a priority system” in the situation that the mass rapid transit is operated in HCMC. In the long-term strategy, the
measures that give higher priority for public transport as well as measures that have higher restriction on private motorized transport use are selected.
Car ownership
Sustainable transport
Private transport
Transport Infrastructure
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Many factors make the management of city road networks more complex than the management of rural networks. As matter of fact in the former we have: many type of users, limited alternative routes to avoid temporary obstruction or road closure due to work zone, congestion issues, presence of guideway urban transit systems (e.g. tram and trolleybus), high sensibility towards the environmental issues (noise, vibration, air pollution etc.), town planning requirements, issues related to protection of monuments, etc.
In Italy many city administration in order to optimize the road asset management and to improve performance and reduce costs, have ordered the management activity to external service provider by signing global service or concession agreement (see prEN15221-1 06). In these organisation we have three actors: the administration (owner), the manager (service provider internal or external to administration) and the end users. It is responsibility of the administrations to specify the requirements of the management service, which should be aligned to the economic, organisational and strategic objectives defined in the transport policy of the Administration. The most common objectives in urban areas are: accessibility for all users (i.e. vehicles, pedestrian cycle, etc.), safety, environment, transport quality and mobility, asset development and improvement.
Once demand requirements of Admistration are clearly expressed the management service can be formalized and ordered through a service level agreement (SLAs). Level of Service is defined through Key Performance Indicators (KPIs), which are used by Administration to ensure that the system move towards the pre-defined goals, and by manager to select maintenance projects, evaluating the impact of each project on level of service. Therefore Performance Indicator are essential element in road asset management activities, delivered by both internal or external provider, as matter of fact in the last decade most international organization and public agency made substantial effort in order to develop criteria for measuring performance. The most significant findings of previous studies suggest, among other things, that that the indicators should be related to stakeholder, structured in quality levels (IQL) and that a relationship should exist between the various stakeholder and the IQL.
In the following a framework of indicators to be used in urban areas are illustrated, particularly fixing the attention on the description of the environmental performance indicators.
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THE CONTEXT OF GENERAL PLANNING IS DISCUSSED AND THE LEVELS OF SPACIAL PLANNING ARE DEFINED. EMPLOYMENT IS CONCENTRATED AROUND TRANSPORTATION SYSTEM TERMINALS AND IT IS THE SERVICE WITH THESE TERMINALS THAT WILL DICTATE THE QUALITY OF THE TRANSPORTATION SYSTEM. THE MERIT OF TRANSPORTATION ANALYSIS LIES IN THE PRESENTATION OF THE EVIDENCE OF OPTIONS AND IMPACTS. THE OPTIONS INCLUDE TECHNOLOGY OF MATERIALS, THE CONCEPT OF TRANSPORT NETS, OPERATING TECHNIQUES, MEASURES FOR REGULATING ACCOUNTANCY AND TARIFICATION. CONSIDERATION OF IMPACTS WOULD INVOLVE USERS, COMMERCE, RIPARIANS AND THE PROMOTERS OF URBAN OPERATIONS. THE BEHAVIOR OF USERS AND THE PROCESS OF CHOICE HAS BEEN INVESTIGATED BY EXPERIMENTAL STUDY. THESE STUDIES HAVE SHOWN THAT PUBLIC TRANSPORT CAN ATTRACT PASSENGERS FROM PRIVATE TRANSPORTATION. GREATER CONSIDERATION MUST BE GIVEN TO THE INFLUENCE OF THE FORMS OF URBANIZATION ON THE CHOICE OF MEANS. TO BEST SERVE THE INTERESTS OF THE COMMUNITY, PROVIDED THE SUB-STRUCTURE MEETS THE DEMAND MADE UPON IT, IT IS PRUDENT TO FIX THE TARIFF AT MARGINAL COST ON A SHORT-TERM BASIS. OBJECTIVES WHICH MUST BE TAKEN INTO ACCOUNT WHEN CONSIDERING TRANSPORT INVESTMENTS ARE THE PRESERVATION OF CENTRAL ACTIVITIES AND THE CONSTRUCTION OF URBAN ZONES IN THE OUTSKIRTS. THE SITUATION OF SUBURBAN RAILWAY LINES AND THEIR PROJECTED UTILIZATION IS REVIEWED, AS IS ALSO THE EXPRESS REGIONAL NET IN PARIS AND THE INTER-CONNECTION. THE CONCEPT OF INTER-CONNECTION INVOLVES THE WIDE-GAUGE SYSTEMS AND NEW INSTALLATIONS AND CONSTRUCTIONS IN A MUTUALLY BENEFICIAL RELATIONSHIP TO EACH OTHER. THE ELABORATION OF A TRANSPORT PLAN MUST GIVE CONSIDERATION FOR INDIVIDUAL AND COLLECTIVE CHOICE. LONG-TERM STUDIES MUST FORESEE THE FUTURE IN RESPECT TO THE BALANCE BETWEEN THE INDIVIDUAL AND COLLECTIVE TRANSPORTS. MEDIUM-TERM STUDIES ARE BASED ON A STRATEGY OF SYSTEMATIC IMPROVEMENT OF THE ACTUAL MEANS AVAILABLE AND ON THE KEY INVESTMENTS DETERMINING THE DESIRED ORIENTATION OF URBAN DEVELOPMENT. SHORT-TERM STUDIES MUST CREATE THE CONDITIONS FOR GOOD UTILIZATION OF EXISTING NETS AS MUCH IN RESPECT OF INDIVIDUAL TRANSPORT AS FOR COLLECTIVE TRANSPORT. PLANNING MUST ALSO FACILITATE THE INTRODUCTION OF TECHNICAL CHOICE. IN A DISCUSSION OF THE INSTITUTIONAL FRAMEWORK, THE NEED FOR A RESPONSIBLE POLITICAL AUTHORITY IS STRESSED.
Transportation planning
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Due to the globalization a development towards privatization of infrastructure can be observed nationally and internationally. Worldwide, various investigations show that privately managed public infrastructures show higher cost-efficiency and enable more flexible utilization as well as change of usage. In times of sinking public income, local authorities must prove their efficiency in carrying out public duties. Public Private Partnership (PPP) can be seen as a possible initiative towards increasing efficiency. Delivering the maintenance of communal road networks in Switzerland through a PPP should not decrease the quality of the infrastructure and its use. Performance-based specification for maintaining the road network give the possibility to affect the quality, because they depend on the output instead of the traditional “input” based specification in road maintenance. In other words, performance-based specifications are not based on quantities of works measured by units for works inputs, but on measured “outputs” reflecting the “service quality levels” of the roads under contract. This paper outlines the development of performance-based specification as one of the findings of a complex research project in the field of Public Private Partnership (PPP) for operational and structural road maintenance of communal road networks.
Public–private partnership
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