Basic Level of Service for Mobility and Transports in Road and Railway Network
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Ministry of Transport and Communications appointed a Working Group on 18.9.2001 for specifying the basic level of for road and railway network. task of the Working Group was to determine the basic level of for road and railway network, which is the level of that is necessary to secure balanced regional development. Working Group was assigned to evaluate the impacts of different factors contributing to the level of service, prepare a proposal for the basic level of of road and railway network and examine the cost effects of this proposal. Working Group should also consider street network in its work. needs of citizens, business life and regions as well as the social conditions (environment, safety etc.) have constituted the starting point for the task of the Working Group. basic level of for mobility and transports has been derived from these needs. Finally, it has been evaluated what kind of transport infrastructure services will secure this basic level of service. In addition to the basic level of service, the required measures and the costs of a higher level of service have also been evaluated. Working Group made a distinction between the minimum level of service, the basic level of service, the preferred level of and the special level of service. minimum level of should always be secured. basic level of should be the next to be achieved, then proceeding on to the preferred level of service. special level of will be decided on separately. Working Group has defined the basic level of as follows: The basic level of for transport network operations will enable regional and community development by meeting the common mobility and transport needs of population, business life and regional functions in a sustainable way. Transport infrastructure services, which secure the basic level of for mobility and transports, can be divided into basic transport infrastructure management or maintaining daily basic level of (maintenance of road and railway network, traffic management, replacement investments and acute new investments) and the development of transport network (securing of the basic level of in the long run). Additional financing of about 10-15% will be needed in basic transport infrastructure management for achieving the basic level of service. preferred level of would require about 30-40% of additional financing. need for new transport network investments will be estimated separately later. This report is available at http://www.mintc.fi or http://www.mintc.fi/www/sivut/dokumentit/julkaisu/julkaisusarja/2003/a032003.htmKeywords:
Service level
Christian ministry
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Undeniably, the fourth industrial revolution, which led to the formation of Industry 4.0, also significantly affects the sector of modern road freight transport. As a result, real transformation takes place in this sector, leading to the formation of Mobility 4.0 and Transport 4.0, and – closely related – Transport System 4.0. One of such new phenomena and trends in this area is Mobility as a Service (MaaS). The key principle – the heart of MaaS is to provide everyone who is the user – member of that integrated system, with mobility, offered as a single, comprehensive and integrated service. That creates the ability to carry out any transport, while maintaining flexibility to change course – if necessary – even while moving.
In the case of freight transport in the situation of implementing Mobility as a Service, the contracting – participating party will get a much greater than presently personalized option – an optimized match in the selection of its various needs and requirements of the transport service available to it. The four underlying factors considered here will be the following variables: individualization, flexibility, cost and time.
The article is dedicated to the implementation of the idea – MaaS concept in freight transport – and the benefits resulting from that implementation for all parties included in the process described above.
Multimodal transport
Transport system
Road Transport
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The goal of the public transport action plan is to increase the importance and status of public transport policy and to define concrete short and medium-term measures with which such players as the state, municipalities and transport operators can increase the attractiveness of public transport and enhance the standard of passenger service. The action plan can be used in the development of an integrated comprehensive public transport service that will be easy to use for all traveller groups. The measures of the action plan were considered in four workshops under the themes: small towns and rural areas, medium-sized and large cities, long-distance transport, and the service (improvement of the public transport image, information and marketing, development of compatible and consistent ticket and information systems). The workshops were addressed to a wide range of public transport actors and interest groups. The steering influence of land use and planning on public transport demand and service development potential was considered important. The role of bicycle and pedestrian transport as a sustainable transport mode was discussed to such an extent that a theme package for pedestrians and cyclists was suggested as one of the key measures. Descriptions, impacts, finance requirements and development paths of the key measures until 2015 have been presented as separate action cards. Government's role in the implementation and financing is significant, but the contributions of municipalities, transport operators and other public transport organisations in the implementation process are equally important. As a result of the action plan the passenger service in urban and long-distance transport will improve. In small towns and rural areas, people without private cars will be provided with adequate public transport services to meet their everyday mobility needs. The public transport development measures will improve the operational preconditions for businesses. The combined effect of all the measures will improve the competitiveness of public transport in comparison to the use of cars. This will result in a decrease in the kilometrage and in greenhouse gas emissions from traffic. It will also increase the number of public transport passengers by some 20 million trips a year. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=339549&name=DLFE-7222.pdf&title=Julkaisuja%2019-2009
Action plan
Transportation planning
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The purpose of the project was to analyze the possibilities and prerequisites for utilising the newly started travel dispatch centres in open public transport. The economic efficiencies of conventional and demand-responsive operation models were compared. Possible application areas and the most suitable operation models for demand-responsive transport were assessed. Development needs for the public transport payment and information systems were also analyzed. The data of fall 2003 showed that on weekday and Sunday evenings certain public transport bus lines are quite expensive with regard to costs per passenger. According to calculations, both service level and cost efficiency could be improved with demand-responsive services. In certain areas, evening bus service could be replaced with demand-responsive transport that would be operated from specified service areas to service corridors according to a timetable, which would be tied to, for example, city train timetables. The service would be open for all and the normal tariff would be used. The operation costs of service bus lines in certain areas of Espoo and Vantaa are high. Their cost efficiency could be improved with demand-responsive services. A suitable operation model would be based on flexible timetables and would allow boarding without reservation on a few central bus stops, although reservation is generally needed. Reduction of fixed bus stops would enable almost door-to-door service when more quiet parts of the route were driven only when needed. In this model, a larger number of customers within the sphere of influence of the Social Welfare Act could be guided to service lines and thus reduce costs of the social sector transport. In addition, travel dispatch centres provide a possibility to develop new service models to meet the transportation needs of special customer groups such as members of sports clubs and visitors to public events. The vehicle fleet of the service lines could be used to provide such service in the evenings. At the moment, the potential of travel dispatch centres cannot be utilized in public transport to the full because of incompatible transport payment systems in the Helsinki Metropolitan Area. The fleet is reserved for certain lines regardless of the real-time demand. Therefore, demand-responsive open public transport calls for improvements in payment, travel dispatch, clearing and information systems used and planned in the Helsinki Metropolitan Area. This report is available at http://www.mintc.fi or http://www.mintc.fi/oliver/upl875-48_2004.pdf
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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.fi
Equity
Service level
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The scope of the work for Strategic Theme 2 brings together the themes of sustainability and integration of different transport modes across the scale of roads in rural and urban areas. The goal of transport planning is to support sustainable community development and the transport system in such a way that people and goods can travel as needed safely and economically. Client-oriented transport planning can integrate the various needs of clients and society in different types of travel environments. The purpose of this type of analysis is to ensure that all the main issues are included, that their links and contradictions are identified, and that the attention is turned from construction of roads to people's everyday mobility needs and the transport needs. A multi-stage principle is suggested as a general approach to develop the road transport system rather than a strict planning model. In the first stage, measures are sought which affect land use, traffic and transport needs, and choice of travel mode in order to control traffic growth and its consequences. Greater focus needs to be directed towards creative methods that integrate the technically rational level with the political, strategic level to create bridges between the strategic, political level and the technically rational level, and to create a connection between visions, needs and need for and choice of transport mode, efficient use of the existing system, minor improvements and new construction. Intermodal terminals play a critical role in permitting the most appropriate mode of transport to be used, combining the flexibility of road operations with the line-haul efficiency of rail transport. The integration of transportation modes is an important element of this stage. In the second stage, measures are sought which enhance the use of the existing road network to keep transport route capacity utilised as fully as possible. In this stage operational and access management will be important considerations. In the third stage, minor road improvement measures for solving the problem are studied. This stage comprises investments in the existing transport route network to improve safety, or load-bearing capacity, or modest traffic capacity enhancement. Only in the fourth stage are new investments and major renovations considered. This stage comprises projects for expanding the transport route network. Public participation, the coordination of transport planning and land use and spatial planning as well as cooperation between the public sector and private interests needs, is essential to influence the demand for road transport. For the covering abstract see ITRD E139491.
Interurban
Mode choice
Scope (computer science)
Transportation planning
Vision
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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 Principal Road Network in the Netherlands is being subjected to increasingly intensive use, of the total inland flow of goods, approximately 45% of the transport takes place via the principal road network. The government's policy with regard to issues of traffic and transport is set out in the second master plan for traffic and transport (SVV-II). This plan outlines the framework which the principal infrastructure must fulfil in the year 2010. These frameworks relate not only to mobility but also to the factors of safety and quality of life. In addition to expanding the capacity, the Department of Public Works will have to ensure, by means of management and maintenance measures, that the existing infrastructure continues to fulfil its function, the facilitation of mobility, with optimium effectiveness. In order to minimize the inconvenience to traffic and to maximize the function of the network, the maintenance and construction activities will have to be co-ordinated as much as possible. (A) For the covering abstract of the conference see IRRD 886848.
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Combining with attribute of road traffic service, the paper refered to research advance related to define the meaning and standard of equality of road traffic service. Further the paper analyzed the reason of unequality of road traffic service that the government allocation of inadequate capital projects, toll roads scale is too large, the unbalanced nature of investment in highway construction and lack of capital investment in rural road construction, based on the above, the paper discussed public road service supply considering equality value from aspects of transformation of government functions, establishing the division of labor between central and local public services and accountability mechanisms and improving inter-governmental transfer payment system, and etc.
Investment
Capital (architecture)
Transfer payment
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Kanta-Hame and Paijat-Hame region is located in the zone of economic and population growth in Southern Finland. The central location along the major roads and railway lines generates both potential and challenges. This study focuses on the factors that have effects on the development of business life and freight transport in the region now and in the future. Special attention is given to the needs for transport services and traffic infrastructure maintenance and development. The purpose is to outline measures that would best support operational preconditions of business. Interviews with representatives of business and inquiries to trade promoters in municipalities are an essential part of the study. The report also includes basic information on transport characteristics of the region. The companies in Hame region are nearly unanimously satisfied with the logistic location of the region. There have been motorway investments in the main roads 3 and 4 recently. Future actions supporting the logistic location will be the direct railway line Kerava-Lahti and the new harbour of Helsinki in Vuosaari. Connections of good standard of service to the harbours in Southern Finland and to Helsinki-Vantaa airport support operational preconditions of the global enterprises. The location of Hame region in the middle of the densely populated area of Finland is ideal for cost-effective product distribution. This is one reason why logistic centres and distribution terminals have been and will be founded in the region. Industrial policy in the region is mostly favourable to business life, which supports the growth of business activities. Parallel effects can be derived from good availability of labour and building land and more reasonable costs compared with the Helsinki metropolitan area. Representatives of business life in Hame are fairly satisfied with the present level of traffic infrastructure maintenance and development. To sustain this level in future requires regular investments; otherwise the infrastructure will deteriorate. The challenge in road maintenance is to assure the functionality of winter maintenance also at night, because transports are more and more carried out round the clock. Essential development needs are concentrated to construct the southern ring road in Lahti and to improve the level of service on the main road 2. The rail network financing needs to be raised to the level which assures at least the present standard. To raise the axle weight to 25 tonnes, particularly on the main railway line and on the connections between it and the main harbours, is important to heavy transports. The order of priority between rail passenger and freight traffic needs to be considered in some occasions. Most representatives of business life and public administration consider the dialogue with the traffic infrastructure administrations as necessary. The main theme for discussions would be the order of importance of maintenance activities and development projects. It is preferable that both Finnish Road Administration and Finnish Rail Administration participate in this dialogue since the traffic system and infrastructure is to be developed as a whole instead of separate road or rail projects.
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The study presents the intent for making levels among buses and its effect on the service provision of Long Distance Buses (LDB) Transport that emanates from Addis Ababa. The methodology focused more on both primary and secondary sources. The primary informants were principally distinguished from the passengers, operators, and key government officials from the transport office include the head of bus terminal and association, and selected experts. In terms of analysis, the qualitative approach was done by using thick description on the issue. The finding prevails that there are remarkable changes that have from the practice of Business Process re-Engineering (BPR) system since 2009. Notable changes are seen in the areas of service provision such as ticketing, getting dispatch, selecting routes, setting fare for the trip, addressing the service to all parts of the nation and others. In the level system, the buses are classified in the sector into three levels: level 1, level 2 and level 3. The study explores that passengers would prefer to make mobility according to their income level to its service quality. The priority points of passengers for intercity mobility lie more on less transport cost than the comfort and facility of buses. Thus, leveling brings a visible change on the overwhelming aspects of the industry. It is recommended that the government should follow and improve existing service provision for it not to be like that of the former. Key words: Industry, leveling, on-journey season, dispatch and long distance bus.
Business travel
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