D5 Annex report WP 7: ETISDatabase methodology ... - ETIS plus

D5 Annex report WP 7: ETISDatabase methodology 

development and database user manual – passenger 

transport supply V2.1 

CONTRACT N° : GMA2/2000/32051SI2.335713 ETISBASE 

PROJECT N° : 2.1.1/9 

ACRONYM : ETISBASE 

TITLE : Core Database Development for the European Transport policy Information System (ETIS) 

PROJECT COORDINATOR : NEA Transport Research and Training BV 

PARTNERS : 

Nouveaux Espaces de Transport en Europe Application de Recherche 

Istituto di studi per l’integrazione dei sistemi 

Universität Karlsruhe (TH) 

MDS Transmodal Limited 

MKmetric Gesellschaft Fuer Systemplannug MBH 

Technical Research Centre of Finland 

Eidgenoessische Technische Hochschule Zuerich 

PROJECT START DATE : 1122002 

DURATION : 33 Months 

Date of issue of this report: 27052004 

Project funded by the European Community under the 

‘Competitive and Sustainable Growth’ Programme 

(19982002)

D5 Annex WP 7: ETIS DATABASE METHODOLOGY AND DATABASE USER 

MANUAL – PASSENGER TRANSPORT SUPPLY 

CONTENTS 

page 

1 INTRODUCTION ...............................................................................5 

2 OBJECTIVES AND STRATEGIC ASPECTS.....................................7 

3 SETTING THE FRAMEWORK ..........................................................9 

3.1 Introduction.................................................................................................9 

3.2 Supporting indicators assigned to the WP and method of calculation ...........9 

3.3 List of variables required ...........................................................................10 

4 DATA GENERATION PROCESS....................................................15 

4.1 Introduction...............................................................................................15 

4.2 General features of data generation............................................................15 

4.2.1 List of databases to be used .......................................................................15 

4.2.2 Status of purchase of data sources..............................................................17 

4.2.3 Temporal and spatial scope of data generation and calculation in WP 7 .....17 

4.3 Methodology for generation of data for the supporting indicators...............18 

4.3.1 Passenger travel time road .........................................................................18 

4.3.2 Passenger travel time rail...........................................................................18 

4.3.3 Passenger travel time, costs and frequencies air transport...........................21 

4.3.4 Direct passenger travel costs road ..............................................................24 

4.3.5 Direct travel costs rail................................................................................27 

4.3.6 Passenger travel time and direct costs shortsea shipping ...........................33 

5 LINKS OF WP 7 TO OTHER WORKPACKAGES ...........................35 

6 TESTING PHASE DATASET – SCOPE AND METHODOLOGY.....37 

6.1 ETIS testing phase – Passenger travel times road.......................................37 

6.2 ETIS testing phase – Direct passenger travel costs rail ...............................37 

6.3 ETIS testing phase – Passenger travel times rail.........................................38 

6.4 ETIS testing phase – Passenger travel times air..........................................39 

ANNEX A 

DESCRIPTION OF INDICATORS....................................................43 

ANNEX B 

INDICATOR COMPILATION TEMPLATES.....................................49 

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1 INTRODUCTION 

The present report represents the WP 7 annex report of deliverable D5 of the reference database 

development within the ETIS project 1 . The present document describes the ETISDatabase 

methodology development and is the database user manual for the passenger transport levelofservice 

(LOS) data set, which is being developed within WP 7. 

The objectives of the methodological report can be characterised as follows: 

· Determine the variables to be included 

· Describe the methodology to obtain the variables and to fill the remaining gaps 

· List the sources being used and document the status of data purchase 

· Describe the scope of and methodology for the pilot data set to be generated for passenger 

LOS indicators. 

· Describe the testing phase and its findings. 

Since the methodologies applied for the collection, retrieval and generation of data is strongly 

dependent on the supporting indicator considered, the present document follows a structure, 

which is oriented on each indicator individually. 

This annex report and the annex reports of the other WPs are summarised in the synthesis report 

of D5. 

1 The full title of the reference database part of ETIS project is ETISBASE `Core Database Development for the European 

Transport policy Information System (ETIS)’ 

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2 OBJECTIVES AND STRATEGIC ASPECTS 

The work on the ETIS reference database responds to key action 2, ‘Sustainable Mobility and 

Intermodality’, objective 2.1 ‘Socioeconomic scenarios for mobility of people and goods’, 

task 2.1.1/9, ‘Development of a European Transport policy Information System (ETIS) as a 

basis for transport planning and policy formulation’. The task is separated into three subtasks. 

The ETIS reference database addresses subtask 2, ‘the development of a reference database for 

the modelling element’. 

The objectives of ETIS reference database are: 

1. To contribute to the building of a consensus view of the reference pan European transport 

modelling data set. 

2. To develop an open methodology to generate a version of such a set from existing 

international and national sources. 

3. To produce a first compilation of the data set by applying the methodology mentioned 

above, as online database. 

During the kickoff of the project it has been decided by the European Commission that within 

this project the work should focus on: 

1. the development of an ETIS for TENT policies, 

2. the procedures and data should face especially a monitoring of the TENT corridors, 

3. the geographic scope has to be adjusted to the forthcoming 10 new members, 

4. the PAN European scope has to be defined along the geographic hemispheres, 

5. the degree of detail in general can be reduced including a concentration upon a few 

indicators mentioned in the white paper, 

6. the results have to be available for further use within the GETIS system, 

7. the work tasks and responsibilities have to be adjusted in respect of the new focus and the 

limited budget. 

The reference database of ETIS will serve a various series of TENT policy issues: the level of 

detail and the variables will be appropriate for this purpose. It will allow obtaining in an 

accurate way the performance and the impacts (environmental, economic) of transport, as well 

as the traffic at specific nodes or links of the networks. But the internal structure of the database 

will allow proceeding easily to any aggregation in order to get a compact view of transport 

performance (vehiclekms etc) and effects (emissions level, energy consumption by mode etc). 

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The work organisation of ETIS reference database is established in close cooperation with the 

external promotion 2 and contacts of ETIS. As part of this external promotion, support to the 

development of the ETIS reference database is an essential element. 

There are several aspects on which synchronisation of the two projects take place: 

· 4 workshops specifically related to the development of the ETIS reference database 

· Open Conferences in which dissemination of results takes place 

· Participation to the ETIS Steering group 

· Testing of the system with pilot users, i.e. also testing of results of the development of the 

ETIS reference database 

· Dealing with specific issues like legal and organisational aspects. 

In addition the ETIS reference database will be incorporated in the ETIS software tools 3 . The 

two most important outputs of the reference database development that serve as input to the 

system tools being developed are: 

1. The metadata concerning indicators and data sources serve. 

2. The final reference ETIS database 

Furthermore in order to make it possible for the software tool developers to continue their work 

while the reference database is being developed working material is being delivered which has 

also been used in the TENSTAC project. Intermediate results from the reference database 

development will be delivered as soon as it comes available. ETIS reference database 

construction will, where possible, use the results of GETIS (GIS data) and TENSTAC 

(indicator definitions and use of a selection of the input data) and find cooperation where 

possible. 

The ETIS reference database project, ETIS promotion and external contacts project and ETIS 

software tools project 4 have come up with a common and better harmonised focus during 

meetings from November 2003 up to January 2004 in order to be able to come up at the end of 

the three projects with one consistent and unique ETIS product. This product is a pilot and it is 

expected that one will continue to maintain and to develop the ETIS tool to the interest of the 

European transport policy. 

2 Promotion work is covered by the ETISLINK project 

3 ETIS software tools are covered by the ETISAGENT project 

4 respectively ETISBASE, ETISLINK and ETISAGENT, the trilogy of ETIS projects 

8 

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3 SETTING THE FRAMEWORK 

3.1 Introduction 

In this chapter a full description of the key elements of the collection and generation of data 

within WP 7 is dealt with. The emphasis, due to its importance in the overall database, is 

devoted to the indication of the scale and time scale dimensions of data collected and method of 

generation of indicators. 

3.2 Supporting indicators assigned to the WP and method of calculation 

Ref. 

Definition 

2.1.4 

Current level of application of rail interoperability recommendations and standards (%) 

(track gauge, electric power supply, train safety) 

1.6.1 Passenger travel times road 

2.6.1 Passenger travel times rail 

3.6.1 Passenger travel times air 

5.6.1 Passenger travel times shortsea shipping 

3.6.3 Frequency of passenger air services 

1.6.2 Direct passenger travel costs road 

2.6.4 Direct passenger travel costs rail 

3.6.2 Direct passenger travel costs air 

5.6.2 Direct passenger travel costs shortsea shipping 

The naming of some of the supporting indicators relevant for WP 7 has been changed in order to 

be able to communicate the scope of the indicators more clearly. E.g. “Travel times rail for 

some main O/D” has been replaced by “Passenger travel times rail” – the same scheme of renaming 

has been applied for the referring supporting indicators relating to other modes as well 

as for those supporting indicators relating to direct travel costs. A further supporting indicator 

subject to renaming has been “Passenger services information”, which according to the outputs 

of WP 1 refers to the air mode. For a clearer interpretation of this supporting indicator it has 

been renamed in “Frequency of passenger air services”. These supporting indicators are further 

described in annex A and annex B of this report. 

The methodology for collection/ generation of the data for the supporting indicators is described 

in the annex document on indicator compilation. 

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3.3 List of variables required 

The following list gives an overview of variables needed for the calculation of the supporting 

indicators and allocates the variables to work packages of the ETIS reference database. 

Table 3.1 

Ref. 

supporting 

indicator 

Variables required for the calculation of WP 7 supporting indicators 

Variable Title of the variable Data generated by 

2.1.4 d i length of rail network link i belonging to corridor l WP 5 

2.1.4 

tg 

d k length of network link k on corridor l and meeting 

EC directive on standard track 

WP 5/ WP 7/ WP 6 

EC directive on standard power supply 

2.1.4 

ps 

d k length of network link k on corridor l and meeting WP 5/ WP 7/ WP 6 

2.1.4 

sg 

d k length of network link k on corridor l and meeting 

EC directive on train signaling system 

WP 5/ WP 7/ WP 6 

1.6.1 

s 

vol 

freight 

road freight transport volume WP 3 

1.6.1 

s 

vol road passenger transport volume 

passt 

WP 4 

1.6.1 rt s road type link s belong to WP 5 

1.6.1 d ij 

rail 

road distance between i and j on the fastest path WP 5 

1.6.2 fc m average fuel consumption of a passenger car in WP 7 

country m 

1.6.2 fp m average fuel price in country m WP 7 

1.6.2 rch ij road charges applied on fastest route between i and WP 7 

j 

1.6.2 ocr m average passenger car occupancy rate in country m WP 7 

2.6.1 T ij rail travel time on the relation (i,j) on the fastest 

connection between those stations representing the 


centers between I and j 

2.6.4 

bu sin ess 

f 

cost function for rail tariff for country m and 

m 

demand segment business 


2.6.4 

non _ bu sin ess 

f 

cost function for rail tariff for country m and 

m 

demand segment nonbusiness 


2.6.4 

rail 

d ij distance between i and j by rail on the fastest route WP 5 

2.6.4 serv ij rail service segment offered between i and j on the WP 7 

fastest route 

bu sin ess 

2.6.4 l share of rail business trips on relation (i,j) WP 4 

3.6.1 

3.6.2 

3.6.1 

3.6.2 

2.6.2 

ij 

S pij 

Q rpij 

share of travellers by air of trip purpose p between i 

and j 

probability of using route r between i and j when 

travelling in trip purpose p 



3.6.1 A pik access time from i to k when travelling in trip WP 7/ WP 4 

purpose p 

3.6.1 OO pk outofvehicletime spent in k before starting from WP 7 

10 

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Ref. 

supporting 

indicator 

Variable Title of the variable Data generated by 

k when travelling in trip purpose p 

3.6.1 F kl flight time from k to l. WP 7 

3.6.1 DO pl outofvehicletime spent in l after landing in l 

when travelling in trip purpose p 


3.6.1 E plj egress time from i to k when travelling in trip 

purpose p 

WP 7/ WP 4 

3.6.1 

3.6.2 

k departing airport of a certain O/D relation WP 7 

3.6.1 

3.6.2 

3.6.1 

3.6.2 

3.6.1 

3.6.2 

l arriving airport of a certain O/D relation WP 7 

m intermediate airport(s) of a certain O/D relation WP 7 

r flight routing, consisting of k, none to two m and l WP 7 

3.6.2 C pik access/egress costs from i to k when travelling in WP 7/ WP 4 

trip purpose p 

3.6.2 FC kl flight costs from k to l. WP 7 

2.6.2 FF r number of connections available on a flight 

routing, following the rule: there is no service (nonstop, 

direct or with plane change) leaving the 

airport k earlier or at the same time and the arrival 

time at the destination airport l is not earlier or at 

the same time 

5.6.2 

pc 

C k direct ferry costs for carriage of a passenger car on 

link k 

5.6.2 

pass 

C k direct ferry costs for carriage of a passenger on link 

5.6.1 

5.6.2 

N i 

k 

5.6.1 T i 

k 

k 

number of ferry connections per week in 

September 2003 by operator i on link k 





travel time of ferry operator i on link k WP 7 

5.6.1 

l 

T k shortest ferry travel time on link k, if travel time is 

expressed by an interval 


5.6.1 

u 

T k longest ferry travel time on link k, if travel time is 



2.6.3 AT r actual arrival time of a passenger train in station r Not considered 

2.6.3 ST r scheduled arrival time of a passenger train in 

station r 

Not considered 

The next list displays a subset of the table above: it contains those variables, which are in the 

main scope of WP 7 and which will be collected for the reference database 

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Table 3.2 Variables in the scope of WP 7 

Ref. 

supporting 

indicator 

Variable 

Title of the variable 

2.1.4 

tg 

d k length of network link k on corridor l and meeting EC directive 

on standard track 

2.1.4 

ps 


on standard power supply 

2.1.4 

sg 


on train signaling system 

1.6.2 fc m average fuel consumption of a passenger car in country m 

1.6.2 fp m average fuel price in country m 

1.6.2 rch ij road charges applied on fastest route between i and j 

1.6.2 ocr m average passenger car occupancy rate in country m 

2.6.1 T ij rail travel time on the relation (i,j) on the fastest connection 

between those stations representing the centers between I and j 

2.6.4 

bu sin ess 

f 

cost function for rail tariff for country m and demand segment 

m 

business 

2.6.4 


f 

cost function for rail tariff for country m and demand segment 

m 

nonbusiness 

2.6.4 serv ij rail service segment offered between i and j on the fastest route 

3.6.1 

3.6.2 

2.6.2 

Q rpij 

probability of using route r between i and j when travelling in trip 

purpose p 

3.6.1 A pik access time from i to k when travelling in trip purpose p 

3.6.1 OO pk outofvehicletime spent in k before starting from k when 


3.6.1 F kl flight time from k to l. 

3.6.1 DO pl outofvehicletime spent in l after landing in l when travelling in 


3.6.1 E plj egress time from i to k when travelling in trip purpose p 

3.6.1 

3.6.2 

3.6.1 

3.6.2 

3.6.1 

3.6.2 

3.6.1 

3.6.2 

k 

l 

m 

r 

departing airport of a certain O/D relation 

arriving airport of a certain O/D relation 

intermediate airport(s) of a certain O/D relation 

flight routing, consisting of k, none to two m and l 

3.6.2 C pik access/egress costs from i to k when travelling in trip purpose p 

3.6.2 FC kl flight costs from k to l. 

2.6.2 FF r number of connections available on a flight routing, following the 

rule: there is no service (nonstop, direct or with plane change) 

leaving the airport k earlier or at the same time and the arrival 

time at the destination airport l is not earlier or at the same time 

5.6.2 

pc 

C k direct ferry costs for carriage of a passenger car on link k 

5.6.2 C k 

pass 

direct ferry costs for carriage of a passenger on link k 

12 

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Ref. 

supporting 

indicator 

5.6.1 

5.6.2 

Variable 

N i 

k 

5.6.1 T i 

k 

5.6.1 T k 

l 

5.6.1 T k 

u 

Title of the variable 

number of ferry connections per week in September 2003 by 

operator i on link k 

travel time of ferry operator i on link k 

shortest ferry travel time on link k, if travel time is expressed by 

an interval 

longest ferry travel time on link k, if travel time is expressed by 

an interval 

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4 DATA GENERATION PROCESS 

4.1 Introduction 

The present chapter gives an overview of the approach planned to be applied for the retrieval 

and/ or generation of the data allocated to WP 7. 

Since the process of data generation/ collection differs strongly by the kind of WP 7 indicator 

considered, the present chapter is structured largely along indicators. 

4.2 General features of data generation 

4.2.1 List of databases to be used 

The scope of external databases being used for data collection and generation is as follows: 

· Timetable for passenger ferry services: “Fähren in Europa” 2003 

· Hafas server, which allows electronic access to European rail timetables provided by 

Hacon 

· Official Airline Guide (OAG), for frequencies of air services 

· Eurocontrol data on flight movements, which allows drawing conclusions on service 

patterns of nonscheduled flight services 

· Tariff database of a consolidator for air tariffs, provided by MKmetrik 

· Data from the International Civil Aviation Organization (ICAO), with information on 

airport taxes 

· International rail timetable (print version), provided by Deutsche Bahn AG 

· SABE database, which contains boundaries of administrative regions at a low regional 

level (NUTS 5) 

· UIC network with information on the rail network 

· Internet websites of rail companies for data on tariffs 

http://www.oebb.at/Angebot_Reisen/Startseite_Angebot_Reisen/Startseite_Preise/Stand 

ardpreise_OEBB/index.html 

http://www.brail.be/internat/E/trains/index.html 

http://www.sbb.ch/pv/index_d.htm 

http://www.cd.cz/ 

http://reiseauskunft.bahn.de/ 

http://www.kaiborgolte.de/ptabelle.htm 

http://www.dsb.dk/journey_planner/ 

http://horarios.renfe.es/hir/ingles.html 

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http://www.vr.fi/heo/eng/index.html 

http://www.sncf.com/ 

http://de.geocities.com/mitsara2/Fahrplan/pricessek.jpg 

http://www.mav.hu/eng/szemelyszallitas/2003dijszabas/ 

http://www.irishrail.ie/your_ticket/leisure.asp 

http://www.trenitalia.it/home/de/index.html 

http://www.cfl.lu/f/rail/index.htm 

http://www.ldz.lv/en/biletesi.htm 

http://www.ns.nl/domestic/index.cgi 

http://www.nsb.no/internet/en/index.jhtml 

http://www.rozklad.pkp.pl/cgibin/new/query.exe/en 

http://www.cfr.ro/calatori/ro/tarife.htm 

http://www.sj.se/ 

http://www.zsr.sk/english/pcestpo.html 

http://www.centraltrains.co.uk/_your_journey/guide_to_tickets_fares.htm 

http://www.nationalrail.co.uk/planmyjourney/ 

· Internet websites of ferry companies for data on tariffs and levelofservice: 

http://www.worldtravellers.net/seatravel/ferries.html 

http://www.ferrytravel.de/N__Europe/n__europe.html 

http://www.calmac.co.uk/summertimetables.html 

http://www.ukstudentlife.com/Travel/Transport/Ferry.htm 

http://www.vikingline.fi/timetables/timetables/timetables/mar_kapalf.asp 

http://www.travelchoice.org/ferry.asp 

http://www.hoverspeed.co.uk/schedules/faresschedules.pdf 

http://www.worldtravellers.net/seatravel/esferries.html 

http://www.corsicaferries.com/corsicahtml/en/ANG_2003.pdf 

http://www.departuresarrivals.com/ferry.htm 

http://www.excite.co.uk/directory/Business/Transportation_and_Logistics/Maritime/Shi 

p_Owners_and_Management/Ferries/Europe 

http://balearia.net/eng/indexbalearia.htm 

http://europeforvisitors.com/europe/planner/blp_ferries_south_countries.htm 

http://directory.google.com/Top/Business/Transportation_and_Logistics/Maritime/Ship 

_Owners_and_Management/Ferries/Europe/ 

http://www.minoan.gr/en/main.asp 

http://www.grieksegids.nl/minoan/ 

https://www.forthcrs.gr/paleologos/english/pgres.exe?PM=CR 

http://www.gtp.gr/RoutesForm.asp 

http://www.greekislands.gr/index.html 

16 

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4.2.2 Status of purchase of data sources 

The negotiations concerning the air tariff database are ongoing. A first set of test data has been 

made available. Hafas has been contacted for the European rail timetable information. 

Eurocontrol needs to be contacted officially by the European Commission based on the existing 

Memorandum of Understanding, in order to allow ETIS the access to data on flight movements. 

Eurocontrol shall be suggested to provide the flight data of at least the year 2003 under 

confidentiality 

restrictions. These data set will be used for the compilation of the air service data and in order to 

validate the air flows internally. 

For all other data sets the acquisition is centrally organised by the coordinator. 

4.2.3 Temporal and spatial scope of data generation and calculation in WP 7 

The geographical scope of the data retrieval in WP 7 embraces the extended European Union 

(EU25) and the EFTA countries Switzerland and Norway. 

With regard to the reference year the, following problem exists: Some LOS and cost data (e.g. 

rail tariffs), which are mainly provided on the Internet, are available in a detailed format for the 

presence only. Therefore, in such cases the reference year is the year 2003, which has the 

advantage of allowing considering the most recent developments in tariff schemes. In order to 

apply a consistent structure of costs and services the year 2003 will be used as a basis. 

Using the base year 2003 for the LOS data has several advantages: first, the service 

pattern of the emerging market of low cost carriers can be taken into account; second, in 

the period of time between 2000 and 2003 important rail links, with tremendous impacts 

on service pattern, have been taken into operation (e.g. highspeed rail line Frankfurt – 

Cologne, highspeed rail line Lyon – Marseille, highspeed rail line Brussels – Liège). Not 

taking into account the recent developments in the air and rail market would neglect 

important evolutions on the European passenger transport market. 

The LOS of transport providers, especially for ferries and air, is considerably subject to seasonal 

variations; therefore September has been used as reference month, which by representing a 

period of time, which does neither belong to a peak season, nor to a post season, well indicates a 

year’s average supply level. 

The final delivery of data will be done at the level of NUTS 2. 

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4.3 Methodology for generation of data for the supporting indicators 

4.3.1 Passenger travel time road 

The methodology for generation of travel times of passenger cars implies the application of a 

modelling approach, which relies on information from other work packages as follows: 

WP 5: capacity, maximum speed, distance 

WP 4: passenger flows 

WP 3: freight flows 

With the information on passenger and freight O/D matrices the average speed for passenger 

cars and average loading of the road infrastructure is calculated, relative to capacity. In the next 

step the minimum travel time between O/D pairs is calculated by a shortestpath algorithm, 

which will become part of the network model developed in WP 5. 

As far as the mode “coach” is concerned first assessment approaches on data availability have 

constituted the following situation: The situation of data availability differs significantly from 

that for rail and air, since there is no common information system available, which covers the 

levelofservice data of several coach operators in a consolidated way. Any information on the 

LOS of the coach mode is only available per coach company. The market structure of longdistance 

coach services is very complex, since in some countries there are regulations for the 

provision of longdistance domestic coach services, whereas in other countries such regulations 

are not applied. In the latter group of countries there is often a large number of different coach 

operators, which offer both domestic and international services, and which overall provide a 

service level, which can be characterised only by analysing timetables for each coach company 

individually. Due to the specifically difficult pattern of data availability for longdistance coach 

services the coach mode has been decided to be out of the scope of data collection. 

4.3.2 Passenger travel time rail 

Rail travel times between two O/D zones are defined as the travel time from the NUTS2 

centroid to the nearest main train station, plus the travel time between main stations. The latter 

will be extracted from the Hafas server. Rail impedances (travel time, frequency, train type) 

from centroids to airports and main train stations require calculation based on the location of the 

node nearest the centroid, and will be identified initially by the (time) shortestpaths between 

NUTS2 centers in the VISUM software package (PTV, 2000), on the basis of IVT’s European 

rail model. 

18 

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IVT uses the IRPUD European railway network (Schürmann, 2001), with improvements added 

by IVT (Bleisch and Fröhlich 2003). The rail network geometry consists of 36,000 nodes and 

78,000 links. There are 11,000 rail lines implemented, serving 2000 stops. To this level, the 

geometry is consistent with the GISCO network. The workday and weekend schedules for high 

speed intercontinental and interregional trains were added from the Thomas Cook Timetables of 

September, 2002. Trains to the regional express level were added in the Alps for workdays. 

Only the schedules of the highvalue connections were included for the rest of Europe. The 

model is fine enough for the correct representation of the access to 400 destination zones. Train 

lines were entered in the system as a specific “train number”, taken from the schedule. The 

distribution of the lines in the European countries is presented in the following table: 

Table 4.1 

Number of Train Lines per Country in IVT European Rail Model 

Country Lines Country Lines Country Lines 

Albania 8 Greece 37 Slovenia 6 

Austria 161 Holland 58 Spain 204 

Belarus 4 Hungary 103 Sweden 103 

Belgium 50 Ireland 77 Switzerland 664 

Bulgaria 32 Italy 680 Turkey 18 

Croatia 8 Macedonia 2 Ukraine 8 

Czech 

Republic 

53 Norway 13 Slovenia 6 

Denmark 174 Poland 107 

Finland 83 Portugal 40 

France 592 Romania 40 International* 698 

Germany 653 Russia 9 Airport 

Connections 

Great 

Britain 

414 Slovakia 93 

* International lines are those which cross areas of several countries, especially Eurocity trains 

166 

The real time tables permit the calculation of shortestpath matrices, including switching trains. 

For a valid connection, a maximum of 6 train changes is allowed, and the waiting time for train 

changes my also not exceed six hours. This treatment sets a minimum measure for level of 

comfort. 

85 European airports are also integrated in the network. Airports without a major train station 

(with Regional Express service) were connected with appropriate “SBahn” (light rail), tram, or 

bus link. This linkage of the airports to the network is important for the assignment of 

intermodal models. For those airports which do not have a direct link to the rail model, the 

access was approximated with a road access time multiplied by 2.5, in the assumption that these 

airports have at least a local, but relatively slow, bus service to the city center. Access time to 

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the airports, transfer times for mode changes, destinationspecific checkin times, and the 

frequency of connections are all considered in the model. 

Travel impedances for the rail mode between the NUTS2 centroids and the main train station, as 

well as to/from the airports, have been requested from IVT, based on the train type, frequency, 

and travel time. Impedance is a utility function which accounts for how people value the 

tradeoff of, in this case, comfort, travel time, and frequency. The determination of the utility 

function for travel time, train type, and frequency would require a dataset of revealed or stated 

travel preferences by travel purpose for a type of train and a frequency of service. Such data is 

not available to IVT. The method for deriving impedances for rail will be a subject of iteration 

between IVT, IWW and Mkm. IVT can deliver the necessary information as follows. The 

determination of train type is not important for the mode choice model and the assignment 

models for the air mode. But it is important in determining the travel cost for rail in the work of 

IWW. IVT can deliver the shortest rail travel times and the associated train frequencies and 

train type, for service between the train stations and the NUTS centroids and the airports. The 

train type information can be used to calculate the travel cost for rail. The model of the air 

mode, which relies on access/egress impedance for each flight connection, can use the 

frequency and travel time information as well as the calculated cost. 

20 

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Figure 4.1 

IVT rail network model 

The determination of the rail travel times between NUTS2 centers is straightforward. The time 

from the NUTS2 centroid to the main train station is added to the rail travel time between 

NUTS2 centroids. These travel times between main train stations in the NUTS2 regions will be 

the shortesttime connections as extracted from national rail schedules using the Hafas server. 

4.3.3 Passenger travel time, costs and frequencies air transport 

Travel impedances with the main mode air mostly form part of an intermodal travel chain as 

airports, the nodes of an air transport network – in comparison to other modes – are far less 

allocated allover Europe than railway stations or road crossings. The specific peculiarity of the 

air mode and the conception in ETIS of an air trip as part of an intermodal trip chain is 

illustrated by Figure 4.2. 

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Figure 4.2 

Conception of the air modes as an intermodal transport chain 

access to 

the airport 

(rail, road) 

egress from 

the airport 

(rail, road) 

origin zone i 

airport 

airport 

destination zone i 

In addition, the air services offered between airports vary seriously within their specific 

combination of travel impedances. As an example, we consider a journey between Southwest 

Germany and the Scottish Highlands. Possible flight routings to be taken are 

· from Frankfurt nonstop to Edinburgh 

· from Frankfurt with plane change in Amsterdam to Aberdeen 

· from Frankfurt with plane change in Manchester to Inverness 

· from Stuttgart with plane change in London to Aberdeen 

· from Stuttgart with plane change in Frankfurt to Edinburgh 

· from Strasbourg with plane change in London to Inverness 

· etc. 

Assuming Karlsruhe as the origin of the trip and Inverness as the final destination, all routes 

mentioned above require an access trip to the starting airport and some of them also an egress 

trip from the destination airport to the destination area, with distinct travel times depending on 

the airport and the mode used for access/egress (rail/ road). In addition, time needed for check – 

in procedures etc. are airport specific, and flight times vary (even for connections having the 

same routing) with the underlying schedule. What is the “travel time by air” between two 

regions? 

The same applies for travel costs. Access/egress costs vary from distance and mode used, tariffs 

which apply on the specific air routes may vary by one decimal power, depending on 

restrictions (weekend rule, advance booking period, etc.), the number of bookings already made 

for a specific flight (discount tariffs are subject to availability) or onlineconnection (i.e. same 

carrier for both sections of a connection or not). What are the “travel cots by air” between two 

regions? 

The same hold true even for frequency of air transport as a main mode between two regions: 

What is the frequency? The number of flight connections on the fastest route, the sum of all 

22 

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connections available on all possible routings? The maximum of the number of flight 

connections for all routes? 

As an answer – and this is contrary to earthbound modes – we suggest averaging travel 

impedances for the possible routings for an ODpair, based on the probability a customers uses 

each of the possible routings. 

In a first step, with travel impedances for rail and road between regions (time, costs, frequency) 

a mode choice model calculates average impedances for access/ egress of airports. In parallel 

connections between airports are calculated within a connectionbuilder (external model or 

commercial software available), based on a flight schedule. The costs applying for each 

connection are based both on carrier specific tariffs from a database of a ticket consolidator and 

on other variables, like travel distance, carriers used within a specific connection. The latter part 

is calculated by a price model for air transport. 

The aggregated trip purpose specific travel impedances (time, costs) of connections using the 

same sequence of region – airport(s) – region form average travel impedances for each routing. 

These routings enter a route choice model calculating the trip purpose specific probability to be 

used by the consumer. Adding the route specific travel times weighted by these probabilities 

results in trip purpose specific average travel impedances by air as main mode for a travel 

between two regions. As a last step one has to add these travel impedances for the specific trip 

purposes weighted by the share each trip purpose has on the total air transport demand for the 

specific O/D pair. 

As the mode air transport does not have a fixed network like e.g. road, impedances mainly 

depend on the air services connecting the airports. Hence the base for calculating travel times 

for air has to be the schedule of the flights available within a particular period. 

The methodology applied for air is summarized and visualized by Figure 4.3. 

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Figure 4.3 

Methodology for the generation of impedance matrices for the air mode 

Modal choice model: 

Access to/ egress from airports 

Flight schedules 

“connection builder” 

Generation of intermodal trip chains for 

each alternative route between origin region i 

and destination region j, with air as main mode 

Route 

choice 

model 

Generation of probabilities 

for each trip chain 

(trippurposespecific) 

Generation of times, costs, 

frequencies for 

each trip chain 


Connection builder 

Ticket consolidator 

database; 

Price model for air; 

Impedances for 

airport access/ egress 

Average time, costs, frequencies for a journey between region i and region j with air as main mode 


4.3.4 Direct passenger travel costs road 

The calculations of road travel costs refer to the fastest paths between a certain O/D pair and 

represent the “outofpocket costs”. Hence, the most important cost components are fuel costs 

and road charges. Furthermore, in order to derive the costs per passenger an average passenger 

car occupancy rate is taken into account. A countryspecific differentiation of values for the 

latter variables is envisaged, but is subject to further analyses on data availability. 

With regard to road tolls the following distinction has to be made: 

· linkspecific road charges, which are raised for the usage of certain infrastructure links, 

e.g. motorway tolls in France, Italy, Spain, Portugal; charging of certain links like 

tunnels or bridges in Austria, Denmark, Slovenia or Croatia. 

· generic road charges (vignette), which are a type of road charge being applied to users 

of a whole (sub)network, independently from the users’ actual way of using of the 

infrastructure, e.g. vignettes in Switzerland, Austria. 

· combined road charges, which are constituted by a system, in which apart from a 

generic road charge, linkspecific road charges are applied, e.g. generic motorway 

charges, with additional linkspecific charges (tunnel, Alpine passes) in Austria. 

24 

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It is selfevident to consider linkspecific road tolls in the calculation of direct passenger travel 

costs for road, as these costs can be linked directly to the network and can be charged to all 

flows, whose fastest path is aligned to road sections subject to road tolls. 

However, the consideration of generic road tolls is not that obvious, since the dimension of 

impacts on direct costs varies significantly by the users’ pattern of infrastructure usage over a 

certain period of time: e.g. the Swiss motorway vignette could be either used for a oneway 

travel through Switzerland or for a one year’s extensive usage of the Swiss motorway network, 

with very different impacts on direct costs. Hence the way of dealing with generic road tolls for 

the calculation of direct travel costs is subject to further examination. 

The information on motorway tolls has been consolidated and implemented in the road network 

model. Figure 4.4 illustrates the present status of work for road tolls and depicts a thematic map 

on the average linkspecific road charges per kilometre. Generic road charges are also 

visualised. 

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Figure 4.4 

Linkspecific and generic road charges in Europe 

26 

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A further important component for the calculation of direct travel costs for the road mode are 

fuel prices, which are summarised in Table 4.2. 

Table 4.2 Fuel prices in European countries (2003) 

normal 

unleaded 

(1 litre) 

super 

unleaded 

(1 litre) 

diesel 

(1 litre) 

Austria 0.90 € 0.92 € 0.76 € 

Belgium 0.98 € 1.07 € 0.76 € 

Bulgaria 0.73 € 0.84 € 0.60 € 

Czech Republic 0.84 € 0.84 € 0.69 € 

Denmark 1.17 € 1.09 € 0.93 € 

Estonia 0.61 € 0.66 € 0,61 € 

Finland 1.16 € 1.11 € 0.77 € 

France 1.08 € 1.08 € 0.79 € 

Germany 1.04 € 1.06 € 0.87 € 

Greece 0.97 € 0.90 € 0.66 € 

Hungary 0.93 € 0.95 € 0.85 € 

Ireland 0.87 € 0.81 € 0.80 € 

Italy 1.13 € 1.04 € 0.86 € 

Latvia 0.76 € 0.80 € 0.70 € 

Lithuania 0.61 € 0.65 € 0.53 € 

Luxembourg 0.84 € 0.83 € 0.69 € 

Netherlands 1.15 € 1.18 € 0.80 € 

Norway 1.27 € 1.24 € 0.97 € 

Poland 0.87 € 0.86 € 0.71 € 

Portugal 0.90 € 0.95 € 0.61 € 

Romania 0.55 € 0.61 € 0.41 € 

Slovakia 0.86 € 0.86 € 0.69 € 

Slovenia 0.75 € 0.76 € 0.72 € 

Spain 0.83 € 0.88 € 0.70 € 

Sweden 1.15 € 1.12 € 0.95 € 

Switzerland 0.89 € 0.91 € 0.92 € 

United Kingdom 1.36 € 1.31 € 1.40 € 

sources: 

http://www.benzinpreis.de 

4.3.5 Direct travel costs rail 

The approach developed for direct travel costs for the rail mode starts with a fine differentiation 

of the supply side, as rail tariffs have been increasingly becoming subject to the competitiveness 

of the rail mode against other modes, as well as by the service offered on a train journey. Hence, 

following service segments have been defined: 

· highspeed rail services on highspeed rail infrastructure, e.g. ICE service Frankfurt – 

Cologne, TGV service Paris – Lyon – Marseille, AVE service Madrid – Sevilla 

· highspeed rail on conventional infrastructure, e.g. ICE service Stuttgart – Zurich, TGV 

service Toulouse – Bordeaux, ES service Torino – La Spezia 

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· qualified longdistance trains, e.g. trains with EuroCity/ InterCity standard 

· other longdistance trains, e.g. direct trains/ interregional trains 

· regional trains 

· special international services, e.g. Thalys/ Eurostar services 

Furthermore, the demand side has been segmented along the trip purposes business, private and 

holiday. Assumptions on the demand segments have been made as follows: 

· business travelers use first class, buy a flexible ticket and do not buy the ticket in 

advance 

· private travelers use second class and are able to buy a ticket maximum three days in 

advance 

· holiday travelers represent a pricesensitive market segment, use second class and are 

able to book tickets up to three weeks in advance 

The ticket price a railway company raises for a journey can be assumed to depend on the 

following main determinants: 

(1) distance traveled 

(2) wagon class used 

(3) competitiveness of rail against other modes 

(4) comfort on board and service facilities 

(5) point of time of booking 

(6) flexibility of booking 

Determinants (2), (4), (5) and (6) are represented by the definition of the characteristics of the 

demand segments. As a proxy of determinant (3) the differentiation between highspeed rail 

links and conventional links could be applied, which has been considered for the definition of 

the service clusters. Hence, the only – and very crucial – determinant for rail ticket prices, 

which has not been taken into account in the demand and supply segmentation approach, is the 

distance of the journey. Therefore, the main target of the approach is to express the ticket price 

as a function of the distance traveled, for each crosssegment. The countryspecific function is 

generated by a regression approach. 

For the retrieval of prices for each crosssegment the Internet has been used where applicable. 

The distances have been taken mainly from the DB European rail timetable. For some countries, 

where information on the Internet has not been available, the railway companies have been 

contacted. Until October 2003 data have been available for all EU 27 countries plus Switzerland 

and Norway, minus Malta, Cyprus, Latvia and Estonia. 

The Internet websites applied for the retrieval of rail tariffs are listed in section 4.2.1. 

28 

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The methodology for the generation of regression functions for passenger rail tariffs is depicted 

by Figure 4.5. 

Figure 4.5 

Methodology for the generation of regression functions for passenger rail 

tariffs 

Supply 

segments 

X 

Demand 

segments 

Regression 

functions per 

crosssegment 

Sample relations for 

attaining the regression 

functions 

Tariffs 

Distances 

(timetables, Internet) 

Querys 

Internet websites of European railway companies 

The analyses reveal significant differences between the tariff schemes in different European 

countries, not only in terms of general level of prices for rail tickets, but also in terms of 

applicability of the demand and supply segments defined. Several countries do not have any 

highspeed rail services, some countries have a common tariff system for all train types, so that 

the only tariff determinant – apart from the distance traveled – is the wagon class used. 

The following figures (combined in Figure 4.6) illustrate the type of output resulting from the 

methodology applied. The illustrations refer to Spain and represent the tariffs differentiated by 

supply segments for the demand segments business and private. 

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Figure 4.6 

Rail tariffs in Spain by service segments for trip purposes business and 

private 

Tariffs by supply segments in Spain (demand segment: private) 

70 

€ 

60 

50 

y = 0,0998x + 8,5964 

R 2 = 0,9271 

y = 4E05x 2 + 0,085x + 7,7145 

R 2 = 0,9524 

40 

y = 3E05x 2 + 0,0623x + 6,1993 

R 2 = 0,911 

y = 2E05x 2 + 0,0508x + 6,308 

R 2 = 0,9976 

30 

20 

10 

y = 0,0453x + 0,2669 

R 2 = 0,9974 

Highspeed 

Highspeed (conv. infrastr.) 

Qual. longdist. 

Other longdist. 

Local and regional 

0 

0 km 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 

100 

Tariffs by supply segments in Spain (demand segment: business) 

€ 

90 

80 

y = 0,1522x + 12,848 

R 2 = 0,9367 

70 

y = 7E05x 2 + 0,1327x + 11,807 

R 2 = 0,9531 

60 

y = 4E05x 2 + 0,0836x + 8,1142 

R 2 = 0,9148 

50 

y = 2E05x 2 + 0,0632x + 8,791 

R 2 = 0,9722 

40 

30 

20 

10 

y = 0,0453x + 0,2669 

R 2 = 0,9974 

Highspeed 

Highspeed (conv. infrastr.) 

Qual. longdist. 

Other longdist. 


0 

0 km 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 

The next table (Table 4.3) summarises the resulting regression functions, for each crosssegment 

and gives an example on how the results of the exercise look like. 

30 

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Table 4.3 

Resulting regression functions for the rail tariff system in Spain 

Business 

Private 

Highspeed trains 

Highspeed trains 

on conventional 

infrastructure 

Qualified longdistance 

trains 

Other longdistance 

trains 


trains 

y = 0,1522x + 12,848 y = 0,0998x + 8,5964 

r² = 0,9367 r² = 0,9271 

y = 7E05x² + 0,1327x + 11,807 y = 4E05x² + 0,085x + 7,7145 

r² = 0,9531 r² = 0,9524 

y = 4E05x² + 0,0836x + 8,1142 y = 3E05x² + 0,0623x + 6,1993 

r² = 0,9148 r² = 0,911 

y = 2E05x² + 0,0632x + 8,791 y = 2E05x² + 0,0508x + 6,308 

r² = 0,9722 r² = 0,9976 

y = 0,0453x + 0,2669 y = 0,0453x + 0,2669 

r² = 0,9974 r² = 0,9974 

y: tariff in € x: travelled distance in km 

As an example for tariff differentiation by demand segments Figure 4.7 shows the tariffs for the 

service segment of highspeed trains on highspeed infrastructure in France. 

Figure 4.7 

Rail tariffs for highspeed rail services in France by demand segments 

Tariffs by demand segments in France (supply segment: Highspeed trains on highspeed infrastructure) 

120 

€ 

100 

y = 0,0002x 2 + 0,2544x + 8,37 

R 2 = 0,9847 

80 

y = 9E05x 2 + 0,171x + 4,217 

R 2 = 0,9766 

60 

y = 5E05x 2 + 0,1189x + 7,7903 

R 2 = 0,9884 

40 

Business 

Private 

20 

Holiday 

0 

0 km 100 200 300 400 500 600 700 800 

The following illustration (Figure 4.8) shows the tariff structure for qualified longdistance 

services and the demand segment business for all countries, whose rail system is applicable to 

this crosssegment. 

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Figure 4.8 

Overview of data for rail tariffs applied for qualified longdistance services 

in different countries 

€ 

Supply segment: Qualified longdistance (Demand segment: business) 

200 

180 

160 

140 

AT BE CH CZ DE 

DK ES FI FR GR 

HU IT NL RO SE 

SK PL UK 

120 

100 

80 

60 

40 

20 

0 

0 km 100 200 300 400 500 600 700 800 900 1000 

A further improvement of the approach could be attained by taking into account further countryspecific 

characteristics, e.g. in terms of share of usage of seasonal tickets like HalbtaxAbo in 

Switzerland or BahnCard in Germany or in terms of share of business and private travelers 

using first wagon class for their trips. IVT will check whether data from DATELINE can be 

used for a finer characterisation of demand segments. 

With an increasing importance of yieldmanagement systems for tarification of longdistance 

rail services, the data situation for costs may become comparable to the situation for the air 

mode. Therefore the Commission is advised by ETIS to implement a directive, which obliges 

longdistance rail operators to publish all relevant ticket information for a 10% sample of all 

ticket sold. 

Where possible, the data will be generated for the travel purposes business and nonbusiness. 

32 

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4.3.6 Passenger travel time and direct costs shortsea shipping 

LOS and cost data for shortsea shipping links have been retrieved by the consultation of 

various sources. Following two publications have been the basis: 

· “Fähren in Europa” – ferries in Europe 

· DB Kursbuch Europa – European timetable, published by German Rail (DB AG) 

While the first reference contains information on frequencies, travel times and tariffs, the latter 

contains only information on frequencies and travel times. Where necessary and possible, 

missing information has been completed by data on the Internet site of ferry companies. The 

Internet sites consulted for extracting further information are listed in section 4.2.1. 

As regards the scope of the data collection following data have been collected per ferry link: 

number of connections, travel time, tariff per person, passenger car, camper/ trailer and, where 

applicable and available, tariff per cabin. For the calculation of the direct travel costs on a ferry 

link the considered tariff embraces the carriage of a passenger car and two persons. 

Several ferry links are operated by several operators, or by the same operator with different 

types of ferries. For such links the reference LOS and tariff data have been estimated by an 

average value, weighted by the number of connections the particular operators provide. 

The cost and LOS data for shortsea shipping have been being raised at country level, not at 

O/D level. 

The printed timetables mentioned above provide information for 304 ferry links in Europe; 

some ferry links are operated by several companies – thus the number of services taken into 

account is slightly higher (388). 181 out of the 304 ferry links could be allocated to ferry links 

in the GISCO road network of the year 2000. However, especially ferry services to Greek 

islands and other ferry services in the Aegean Sea are missing in the two data sources 

mentioned above. The retrieval of data for ferry links within Greek and from other countries to 

Greek islands as well as for further links in the Aegean Sea has been the most important task 

within the last weeks with respect to passenger ferry levelofservice data. The Internet has 

proven as the most important medium for the investigation of data for tariffs and the levelofservice 

for ferry connections on the Aegean Sea (see also list of Internet links in section 4.2.1). 

The ferry links of the GISCO road network, for which levelofservice and costs data have been 

made available (152), are pictured on the following map (Figure 4.9). 

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Figure 4.9 Ferry links with levelofservice data inquired within ETIS (April 2004) 

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5 LINKS OF WP 7 TO OTHER WORKPACKAGES 

The methodology of data generation for the supporting indicators in the scope of WP 7 implies 

close linkages with other work packages, particularly to 

· WP 5, networks 

· WP 4, passenger demand 

· WP 3, freight demand 

Some of the variables required for the generation of data for WP 7’s supporting indicators will 

be provided by other work packages. The following table (Table 5.1) names those variables, for 

which data is coming from other work packages. 

Table 5.1 

Ref. 

supporting 

indicator 

List of variables required from other work packages 

Variable Title of the variable Data generated 

2.1.4 d i length of rail network link i belonging to corridor l WP 5 

2.1.4 

tg 

d k length of network link k on corridor l and meeting EC 

directive on standard track 


k 

directive on standard power supply 

2.1.4 

ps 

d length of network link k on corridor l and meeting EC WP 5 

2.1.4 

sg 

d k length of network link k on corridor l and meeting EC 

directive on train signaling system 


1.6.1 

s 

vol 

freight 

road freight transport volume WP 3 

1.6.1 

s 

vol road passenger transport volume 

passt 


1.6.1 rt s road type link s belong to WP 5 

by 

1.6.1 d ij 

rail 

road distance between i and j on the fastest path WP 5 

2.6.4 d ij 

rail 

distance between i and j by rail on the fastest route WP 5 

bu sin ess 

2.6.4 l share of rail business trips on relation (i,j) WP 4 

3.6.1 

3.6.2 

ij 

S pij 

share of travellers by air of trip purpose p between i 

and j 


3.6.1 A pik access time from i to k when travelling in trip purpose WP 7/ WP 4 

p 

3.6.1 E plj egress time from i to k when travelling in trip purpose p WP 7/ WP 4 

3.6.2 C pik access/egress costs from i to k when travelling in trip 

purpose p 

WP 7/ WP 4 

A sound cooperation and interface between these work packages, especially between WP 7, 

WP 4 and WP 5, is ensured by the fact, that the same partners play prominent roles in two or 

three of these work packages. 

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6 TESTING PHASE DATASET – SCOPE AND METHODOLOGY 

The database module on passenger transport services will contribute data for the ETIS testing 

phase with respect to the following indicators: 

· passenger travel times road 

· direct passenger travel costs rail 

· passenger travel times rail 

· passenger travel times air 

The methodology and the scope of the testing phase sets are addressed in the subsequent 

paragraphs. 

6.1 ETIS testing phase – Passenger travel times road 

The ETIS testing phase relating to passenger travel times road embraces the provision of a 

NUTS 2 impedance matrix for road travel times for all EU27 countries, Switzerland and 

Norway. The impedance matrix is largely based on the road travel time impedance matrix 

generated within the TENSTAC project. The travel impedances will be visualized by a 

thematic map illustrating for each region the average travel time by road to the other regions, 

weighted by the number of inhabitants. 

6.2 ETIS testing phase – Direct passenger travel costs rail 

The ETIS testing phase for direct passenger travel costs for the rail mode is designed in order to 

test the methodology developed for the modelling of rail tariffs, as explained in section 4.3.5. 

For this purpose following procedure has been being developed: 

· Selection of origin/ destination (O/D) relations 

· Retrieval of the real tariffs for the selected relations 

· Calculating the modelled rail tariffs, based on the regression functions obtained and 

distances between the selected O/D relations from existing impedance matrices 

(distance matrix from TENSTAC) 

· Comparison of modelled tariffs and “real” tariffs 

· Identification of potentials for further improvements of the methodology for modelling 

rail tariffs 

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37



The testing phase has been performed for following countries: Germany, France, Italy and 

Poland. The methodology for the testing phase relating to passenger rail tariffs is illustrated by 

Figure 6.1. 

Figure 6.1 

Methodology for the ETIS testing phase 

Supply 

segments 

X 

Demand 

segments 

Application of 

attained 

regression 

functions 

ETIS testing phase 

for passenger rail tariffs 

Sample relations for testing phase 

Modelled 

tariffs 

Real 

tariffs 

Sample relations for 

attaining the regression 

functions 

Tariffs 

Regression 

functions per 

crosssegment 

Distances 

(timetables, Internet) 

TENSTAC 

impedence 

matrix 

(distance) 

Comparison 

Querys 

Querys 

Internet websites of European railway companies 

6.3 ETIS testing phase – Passenger travel times rail 

The goal is to produce an ASCII matrix of the minimum travel times and the corresponding type 

of train and number of train changes for these connections between NUTS2 centroids in the 27 

countries using HAFAS, which corresponds to indicator 2.6.1. By combining this matrix with 

geocoding information about the train stations, a user can produce contour plots of travel times, 

travel times on links, or other useful spatial graphics. The 3 train stations nearest the centroids 

will first be identified. The shortest travel times and other information about the connections 

between these train stations will then be extracted from HAFAS. IVT does not yet have the 

HAFAS server to calculate the travel times between the main stations in each NUTS2 zone. In 

the short term however, the travel times between at least 400 NUTS2 centers can be calculated 

for the testing phase, based on the existing IVT rail model. The NUTS2 centroids will first be 

added to this model and the nearest 3 stations located, as would be done with the HAFAS 

38 

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server. When the HAFAS server arrives at IVT, these travel times can be replaced and enhanced 

with the results of the search of the national rail databases. 

6.4 ETIS testing phase – Passenger travel times air 

Travel impedances with the main mode air mostly form part of an intermodal travel chain as 

airports, the nodes of an air transport network – in comparison to other modes – are far less 

allocated all over Europe than railway stations or road crossings. In addition, the air services 

offered between airports vary seriously within their specific combination of travel impedances. 

As an example, we consider a journey between Southwest Germany and the Scottish Highlands. 

Possible flight routings to be taken are 

· from Frankfurt nonstop to Edinburgh 

· from Frankfurt with plane change in Amsterdam to Aberdeen 

· from Frankfurt with plane change in Manchester to Inverness 

· from Stuttgart with plane change in London to Aberdeen 

· from Stuttgart with plane change in Frankfurt to Edinburgh 

· from Strasbourg with plane change in London to Inverness 

· etc. 

Assuming Karlsruhe as the origin of the trip and Inverness as the final destination, all routes 

mentioned above require an access trip to the starting airport and some of them also an egress 

trip from the destination airport to the destination area, with distinct travel times depending on 

the airport and the mode used for access/egress (rail/ road). In addition, time needed for check – 

in procedures etc. are airport specific, and flight times vary (even for connections having the 

same routing) with the underlying schedule. What is the “travel time by air” between two 

regions? 

The same applies for travel costs. Access/egress costs vary from distance and mode used, tariffs 

which apply on the specific air routes may vary by one decimal power, depending on 

restrictions (weekend rule, advance booking period, etc.), the number of bookings already made 

for a specific flight (discount tariffs are subject to availability) or onlineconnection (i. e. same 

carrier for both sections of a connection or not). What are the “travel cots by air” between two 

regions? 

The same hold true even for frequency of air transport as a main mode between two regions: 

What is the frequency? The number of flight connections on the fastest route, the sum of all 

connections available on all possible routings? The maximum of the number of flight 

connections for all routes? 

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39



As an answer – and this is contrary to earthbound modes – we suggest averaging travel 

impedances for the possible routings for an ODpair, based on the probability a customers uses 

each of the possible routings. 

In a first step, with travel impedances for rail and road between regions (time, costs, frequency) 

a mode choice model calculates average impedances for access/ egress of airports. In parallel 

connections between airports are calculated within a connectionbuilder (external model or 

commercial software available), based on a flight schedule. The costs applying for each 

connection are based both on carrier specific tariffs from a data base of a ticket consolidator and 

on other variables, like travel distance, carriers used within a specific connection. The latter part 

is calculated by a price model for air transport. 

The aggregated trip purpose specific travel impedances (time, costs) of connections using the 

same sequence of region – airport(s) – region form average travel impedances for each routing. 

These routings enter a route choice model calculating the trip purpose specific probability to be 

used by the consumer. Adding the route specific travel times weighted by these probabilities 

results in trip purpose specific average travel impedances by air as main mode for a travel 

between two regions. As a last step one has to add these travel impedances for the specific trip 

purposes weighted by the share each trip purpose has on the total air transport demand for the 

specific O/D pair. 

As the mode air transport does not have a fixed network like e. g. road, impedances mainly 

depend on the air services connecting the airports. Hence the base for calculating travel times 

for air has to be the schedule of the flights available within a particular period. 

As an example concerning the travel times air we show the results of computation for the ODpair 

the NUTSregions DE122 (Karlsruhe) and UK A15 (Dundee). The values were calculated 

on an existing data base which will be enriched by the data of the sources to be bought within 

the ETIS project like OAG (air transport), Hafas (for travel impedances by rail between regions 

and airports). 

40 

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Table 6.1 

Estimation of air travel times 

From To Airport of 

Region Region Origin 

Airport of 

Destination 

First 

Transfer 

Second 

Transfer 

No of 

alternative 

flights per 

week 

... average 

travel time 

shortest 

travel time 

Share of 

route 

DE122 UKA15 FRA GLA 1 7 numerous 383 383 66% 

other 

DE122 UKA15 FRA DND LCY 2 11 variables 473 414 3% 

DE122 UKA15 FRA EDI 3 24 needed 

449 420 20% 

for 

DE122 UKA15 SXB DND LCY 4 16 route 481 383 1% 

DE122 UKA15 SXB DND BRU LCY 5 6 choice 471 458 1% 

DE122 UKA15 BSL EDI 6 2 model 483 483 0% 

DE122 UKA15 FRA DND MAN EDI 7 19 487 438 2% 

DE122 UKA15 FRA GLA BHX 8 67 483 449 3% 

DE122 UKA15 FRA GLA STN 9 14 490 487 3% 

DE122 UKA15 STR DND LHR EDI 10 7 488 488 0% 

DE122 UKA15 average values 13,06 409,596 398,801 

The travel times are calculated on the NUTS3level within Europe (EU, candidate countries, 

core countries). 

Travel times shown are the sum for every routing of the times out of the flight schedule and 

mixed access / egress times for rail and road transport between regions and airports using a 

mode choice model for access / egress transport. The probabilities (shares) for each routing 

between the two regions are calculated by a route choice model using several variables (times 

costs, frequency, number of intermediate stops, ...) describing the distinct alternatives when 

travelling between the two regions. Average travel time for a routing is the sum of each route 

specific travel time multiplied with the route specific likelihood value. 

Repeating this for all ODpairs of NUTS3regions results in a travel time matrix for air transport 

covering all Europe. 

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41

ANNEX A 

DESCRIPTION OF 

INDICATORS



ANNEX A: Description of indicators considered in this WP (taken from the WP 1 Excel file) 

Domain ref. Definition Measurement unit 

Mode 

Spatial scope 

Road Rail Air IWW. Sea Intermodal Network OD Zone 

Forecast 

Details to be 

provided 

Type of data 

required 

Data 

availability 

EU AC 

As specified in 

the EC Directive 

96/48 and 

2001/16, with 

Interoperability 2.1.4 

Current level of 

application of rail 

interoperability 

recommendations and 

standards (%) (track 

gauge, electric power 

supply, train safety) 

WP: 5,6,7 

Percentage per 

corridor 

x 

x 

three themes: 

1) Track gauge: 

1435 mm is 

European 

standard 

2) Electric power 

National rail 

supply system: 

statistics and 

25 kV / 50 Hz 

investment 

(French system) 

plans 

or 15 kV / 16,67 

Hz (German 

system). Both 

systems are wide 

spread in Europe 

3) Train safety 

(signalling 

*** ** 

system) ETCS 

(European Train 

Control System) 

Level of 

service 

1.6.1 

Passenger travel times 

road 

WP: 7 

Minutes x x 

Travel times 

on a loaded 

road network 

* * 

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45




Mode 

Spatial scope 


Forecast 

Details to be 

provided 

Type of data 

required 

Data 

availability 

EU 

AC 

2.6.1 


rail 


Minutes x x x 

Fastest 

travel times 

by rail 

* * 

3.6.1 


air 


Minutes x x 

Total travel 

time of a 

journey with 

air as the 

main mode 

* * 


5.6.1 

shortsea shipping 

Minutes x x 

Duration of 

ferry journey 

* 


2.6.2 

Frequency of passenger 

air services 


Number 

of 

connections per day 

(or week) 

x 

x 

Number of 

intermodal 

connections 

betwen 

O/Ds, with 

air as the 

* * 

main mode 

2.6.3 

Rail transport delays 

WP: 6,7 

% of trains arriving 

more than 1/2 hour 

beyond schedule 

'% by period of time 

x x x 

Statistics on 

actual arrival 

time of trains 

at 

destinations 

1.6.2 

Direct passenger travel 

costs road 


€ x x 

Fuel costs, 

tolls, 

distance 

* * 

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Mode 

Spatial scope 


Forecast 

Details to be 

provided 

Type of data 

required 

Data 

availability 

EU 

AC 

2.6.4 


costs rail 


€ x x x 

Train type on 

fastest route, 

distance 

* * 

3.6.2 


costs air 


€ x x 

Total costs 

of a journey 

with air as 

the main 

mode 

* * 

Costs of a 

5.6.2 


costs shortsea shipping 


€ x x 

ferry 

carriage for 

a passenger 

car and two 

persons 

* 

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47

ANNEX B 

INDICATOR COMPILATION 

TEMPLATES



Ref. 2.1.4 

Definition 

ETISBASE Glossary 

Computation Method (Formula) 

Current level of application of rail interoperability recommendations and standards (%) (track gauge, electric 

power supply, train safety) 

Share of infrastructure section on rail corridors meeting EC directive 96/48 and 2001/16 on rail interoperability 

share of infrastructure section on corridor l meeting EC directive on standard track 

share of infrastructure section on corridor l meeting EC directive on power supply 

share of infrastructure section on corridor l meeting EC directive on signaling system 

X 

X 

X 

tg 

l 

ps 

l 

sg 

l 

tg 

å d 

k 

k 

= 

å d 

i 

i 

ps 

å d 

k 

k 

= 

å d 

i 

i 

sg 

å d 

k 

k 

= 

å d 

i 

i 

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51



Variable definition 

Variable computation method 

Directly from a database or 

agreed 

classifications/nomenclatures 

Output of the model 

Method variable V1 l corridor 

Method variable V2 

share of infrastructure section on 

corridor l meeting EC directive on 

standard track 

X l 

tg 

calculation 

based on data from the UIC rail 

network 


ps 

X l share of infrastructure section on 

corridor l meeting EC directive on power 

calculation 


network 

supply 


share of infrastructure section on 

corridor l meeting EC directive on 

signaling system 

X l 

sg 

calculation 


network 

Method variable V5 d i length of rail network link i belonging 

to corridor l 



[km] 

tg 

d k length of network link k on corridor l 

and meeting EC directive on standard track 

[km] 

UIC rail network 

52 

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d k 

ps 

length of network link k on corridor l 

and meeting EC directive on standard 

power supply 

[km] 

length of network link k on corridor l 

and meeting EC directive on train 

signaling system 

d k 

sg 

[km] 



Remarks concerning method 

variable computation 

Definition 

Model (component) analog 

Model required to compute the 

method variables (listed above) 

Remarks concerning the models 

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53



Ref. 1.6.1 

Definition 



Passenger travel time road 

Travel time between two regions when using the road mode 

s 

s 

Travel time on a link s: t = f vol , vol , rt ) 

s 

( 

pass freights s 

[min] 

Travel time on a O/D pair (i,j): 

T 

ij 

= å 

s 

t 

s 

[min] 



Method variable V1 s link section, belonging to the 

fastest path between i and j 

Directly from a database or agreed 


WP 5 

Method variable V2 ij origin/ destination 


Method variable V3 t s travel time on links s, belonging 

to the fastest path between i and j 

[min] 

calculated 

assignment model 


s 

vol 

freight 

freight transport volume WP 3 e.g. VACLAV, NEAC 

54 

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[freight vehicles/ day] 


s 

vol 

passt s passenger transport volume 


e.g. VACLAV, DATELINE 

[passenger vehicles/ day] 

Method variable V6 rt s road type link s belong to WP 5 network model 



WP 5 performs an assignment to determine the travel times 

WP 4 and WP 3 provide the O/D matrices of demand on road 

Definition 




Road assignment network model with capacity constraints 


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55



Ref. 1.6.2 

Definition 


Direct passenger travel costs road 

Direct average costs between two regions when using the road mode 


C 

road 

ij 

( d × fc × fp + rch ) 

1 

= × [€] 

ij m m 

ij 

ocr 

m 




agreed 




road 

C ij direct road costs on relation (i,j) on the 

fastest route 

[€] 

 

Method variable V2 ij: origin/ destination 

Method variable V3 m country of the trip origin 


d ij 

road 

path 

distance between i and j on the fastest 

WP 5 WP 5 

[km] 

56 

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Method variable V5 fc m average fuel consumption of a passenger 

car in country m 

[l/ 100 km] 

Method variable V6 fp m average fuel price in country m 

[€/ l] 

Method variable V7 rch ij road charges applied on fastest route 

between i and j 

[€] 

Method variable V8 ocr m average passenger car occupancy rate in 

country m 

[passenger/ passenger car] 

analyses of data sets for this 

variable not completed yet 

















The retrieval of data sources for the variables to be taken into account has not been completed yet. It is doubtful 

whether countryspecific data for each of the variables mentioned will become available. 

Definition 





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57



Ref. 2.6.1 

Definition 


Passenger travel time rail 

Rail travel time between two regions when using the rail mode 

Computation Method (Formula) travel time on relation (i,j): Tij [min] 




agreed 



Method variable V1 T ij rail travel time on the relation (i,j) on the fastest 

connection between those stations representing the 

centers between i and j 

Hafas server 

[min] 


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Definition 





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59



Ref. 2.6.4 

Definition 

Direct passenger travel costs rail 


Direct costs between two regions when using the rail mode 


rail bu sin ess bu sin ess 

bu sin ess non _ bu sin ess 

C = l × f ( d , serv ) + ( 1 - l ) × f ( d , serv ) 

ij ij 

m 

ij ij 

ij 

m 

ij ij 

[€] 




agreed 




direct rail costs for the relation (i,j) on the 

fastest route 

C ij 

rail 

[€] 

 


Method variable V3 m national railway/ country through which ticket 

was booked (origin station) 


bu sin ess 

f 

m 

cost function for rail tariff for country m 

and demand segment business 

WP 7 – IWW approach 

 

Output from IWW rail tariff 

analyses, information from 

DATELINE 



f cost function for rail tariff for country WP 7 – IWW approach Output from IWW rail tariff 

m 

60 

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m and demand segment nonbusiness 

rail 

d ij distance between i and j by rail on the 

fastest route 

[km] 

Method variable V7 serv ij service segment offered between i and j on 

the fastest route 

WP 5 WP 5 

Hacon/ Hafas server 

analyses, information from 

DATELINE 

[Î{highspeed train on highspeed rail 

infrastructure, highspeed train on conventional 

infrastructure, qualified longdistance train, other 

longdistance train, regional train}] 




bu sin ess 

l share of rail business trips on relation (i,j) 

ij 


Much work on pricing already done at IWW. Information from DATELINE in preparation. 

Definition 




Model component C1 IWW rail tariff cost functions IWW rail tariff cost functions 

Model component C2 DATELINE data model Description of data in DATELINE model, gaps, 

extrapolation weaknesses. 


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61



Ref. 3.6.1 

Definition 


Passenger travel time air 

Total travel time between two regions when using air transport as the main mode 


T ij = SS pij *(SQ rpij *( A pik + OO pk + F kl + DO pl + E plj )) 

[min] 






Method variable V1 S pij share of travellers by air of trip 

purpose p between i and j 

Method variable V2 Q rpij probability of using route r between i 

and j when travelling in trip purpose p 

Method variable V3 A pik Access time from i to k when 


[min] 

Method variable V4 OO pk Outofvehicletime spent in k 

before starting from k when travelling in 


[min] 

OAG 

Trip generation/distribution 

model and modal split model 

Route choice model 

network model rail , network 

model road, modal split model 

access/egress 

network model air 

62 

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Method variable V5 F kl Flight time from k to l. In cases else 

EUROCONTROL, OAG, Hafas 

than a nonstop flight: F km = + TO m + F ml 

[min] 

Method variable V6 DO pl Outofvehicletime spent in l after 

landing in l when travelling in trip purpose 

p 


[min] 

Method variable V7 E plj Egress time from i to k when 


[min] 



access/egress 

Method variable V8 i = Region of Origin part of the area to be considered 

within ETISBASE 

Method variable V9 j Region of Destination part of the area to be considered 


Method variable V10 k departing airport EUROCONTROL, OAG network model air 

Method variable V11 l arriving airport EUROCONTROL, OAG network model air 

Method variable V12 m intermediate airport(s) EUROCONTROL, OAG network model air 

Method variable V13 p trip purpose (business | nonbusiness) part of the trip purposes to be 

considered within ETISBASE 

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63



Method variable V14 r flight routing, consisting of k, none to 

two m and l 

EUROCONTROL, OAG 




Flight time (F kl ) is preferably to be calculated in a network model air using EUROCONTROL flight data, as flight 

times from software, which is distributed commercially (like OAG, Hafas), does not take in account any charter 

services (e. g. to holiday destinations, but just information of scheduled services. 

The route choice model handling air transport should not just focus on shortest path, as – increasing with the travel 

distance – the number of possible routings a traveller can choose rises significantly and other attributes of air travel like 

frequency and price severely influence the consumers choice. E . g. A business traveller would hardly opt for a nonstop 

tourist flight offering the shortest travel time , due to starting from an airport very close to the travel of the 

travellers origin of travel, if such a flight is offered just once a week. On the other hand a nonbusiness traveller might 

prefer such a flight, instead of using a transfer connection, which is offered three times per day but a significant higher 

tariff. 

64 

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Ref. 3.6.2 

Definition 



Passenger travel costs air 

Total travel costs between two regions when using air transport as the main mode 

P ij = SS pij *(SQ rpij *( C pik + FC kl + C plj )) [€] 






Method variable V1 S pij share of travellers by air of trip 

purpose p between i and j 

Method variable V2 Q rpij probability of using route r 

between i and j when travelling in 


Method variable V3 C pik Access/egress costs from i to k 


[€] 

WP 4 Trip generation/distribution 

model and modal split model 




access/egress 

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65



Method variable V4 FC kl Flight costs from k to l. In 

cases else than a nonstop flight: F km 

= + TO m + F ml 

[€] 

Method variable V5 C plj Access/egress costs from i to k 


[€] 

Tariff database of a consolidator, flight 

booking systems, ICAOdatabase 

function to derive trip purpose 

specific average costs from 

tariffs available from database 

and / or travel distance 



access/egress 

Method variable V6 i Region of Origin part of the area to be considered within 

ETISBASE 

Method variable V7 j Region of Destination part of the area to be considered within 


Method variable V8 k departing airport EUROCONTROL, OAG network model air 

Method variable V9 l arriving airport EUROCONTROL, OAG network model air 

Method variable V10 m intermediate airport(s) EUROCONTROL, OAG network model air 

Method variable V11 p trip purpose (business | nonbusiness) 

Method variable V12 r flight routing, consisting of k, 

none to two m and l 

part of the trip purposes to be considered 


EUROCONTROL, OAG 


66 

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Tariffs for air transport are updated daily in a ticket consolidators data base and three times per day on commercial 

booking systems. In addition most tariffs are “subject to availability”, meaning, even when set up well defined trip 

purpose specific rules (e. g. booking in 14 days in advance, weekendstay, etc.) varying tariffs, just depending on the 

booking situation, apply to every set of rules defined. Therefore a function deriving average costs from available tariffs 

has to be used in addition. This function takes also into account, which passenger fees and aircraft specific handling 

fees apply for a distinct airport, which are available from the ICAO. 

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Ref. 2.6.2 

Definition 


Frequency of passenger air services 

Frequency between two regions when using air transport as the main mode 


F ij = SQ rpij * FF r 

[number of weekly connections] 

with r is a routing from airport i to airport j via none, one or two intermediate airports 




agreed 



Method variable V1 Q rpij probability of using route r between i and j when 


Method variable V2 FF r number of connections available on a flight routing, 

following the rule: there is no service (nonstop, direct or 

with plane change) leaving the airport k earlier or at the same 

time and the arrival time at the destination airport l is not 

earlier or at the same time 

[number of weekly connections] 

OAG, Hafas, EUROCONTROL 


CB (connection builder) 



Commercial software (OAG, Hafas) does only handle with scheduled flights. Therefore when in addition charter flights (e. g. to 

holiday resorts) shall also be taken into account, a connectionbuilder routine, calculating on EUROCAONTROL database is 

needed. 

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Ref. 5.6.1 

Definition 



Passenger travel time ferries 

Travel time on a certain ferry link 

travel time on link k, in case one travel time is given: T k 

[min] 

l u 

T + T 

k k 

T ; : T = [min] 

k k k 

2 

travel time on link k, in case the link is operated by several ferry companies with different travel times: 

l u 

travel time on link k, in case the travel time given as an interval [ T ] 

T 

k 

= 

å T 

i 

i 

æ k ö 

ç N 

i ÷ 

× 

. ç k ÷ 

å N 

i 

è i ø 

k 

å T 

i 

k 

i 

[min] 




agreed 



Method variable V1 T k (average) ferry travel time on link k 

[min] 

Publications “Fähren in Europa” 

and European timetable of the DB 

AG; 

If necessary, calculated as 

 

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69



illustrated above 

Method variable V2 i index for the ferry companies operating on link k 

Method variable V3 k index for a ferry link considered within ETISBASE 


N i 

k 

Number of ferry connections per week in September 

2003 by operator i on link k 



 

[number of weekly ferry links] 

AG 


T i 

k 

[min] 

Travel time of operator i on link k 



AG 

 


Shortest travel time on link k, if travel time is 


T k 

l 

[min] 



AG 

 


Longest travel time on link k, if travel time is 


T k 

u 

[min] 



AG 

 



Definition 





70 

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Ref. 5.6.2 

Definition 



Direct passenger travel costs ferries 

Total travel costs on a certain ferry link for a passenger car and two passengers 

direct travel costs on link k, in case k is operated by one ferry company: C k = C k 

pc 

+ C k 

pass 

[€] 

travel time on link k, in case the link is operated by several ferry companies with different travel times: 

C 

k 

æ k ö 

ç N 

k 

i ÷ 

å C × 

i . ç k ÷ 

i 

å N 

i 

è i ø 

= 

k 

å C 

i 

i 

[€] 






Method variable V1 C k (average) direct passenger ferry travel costs 

on link k 

Calculated as illustrated above 

[€] 


pc 

C k direct costs for carriage of a passenger car 

on link k 

Publication “Fähren in Europa” 

Internet websites of ferry companies 

 

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71



[€] 


C k 

pass 

direct costs for carriage of a passenger on 

Publication “Fähren in Europa” 

 

link k 

Internet websites of ferry companies 

[€] 

Method variable V4 i index for the ferry companies operating on 

link k 

Method variable V5 k index for a ferry link considered within 





Number of ferry connections per week in 

September 2003 by operator i on link k 

[number of weekly ferry connections] 

N i 

k 

Publications “Fähren in Europa” and 

European timetable of the DB AG 

 

 

 

Definition 





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Ref. 2.6.3 

Definition 


Rail Delays 

Delay of passenger trains in stations 

Computation Method (Formula) Aggregate delay Dr = ATr – STr [min] 






Method variable V1 D r Delay in station r 

[min] 

Method variable V2 AT r Actual arrival time in station r 

[time] 

Method variable V3 ST r Scheduled arrival time in 

station r 

[time] 



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73

D5 Annex report WP 7: ETISDatabase methodology ... - ETIS plus

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