D5 Annex report WP 7: ETISDatabase methodology ... - ETIS plus
D5 Annex report WP 7: ETISDatabase methodology ... - ETIS plus
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<strong>D5</strong> <strong>Annex</strong> <strong>report</strong> <strong>WP</strong> 7: <strong>ETIS</strong>Database <strong>methodology</strong><br />
development and database user manual – passenger<br />
transport supply V2.1<br />
CONTRACT N° : GMA2/2000/32051SI2.335713 <strong>ETIS</strong>BASE<br />
PROJECT N° : 2.1.1/9<br />
ACRONYM : <strong>ETIS</strong>BASE<br />
TITLE : Core Database Development for the European Transport policy Information System (<strong>ETIS</strong>)<br />
PROJECT COORDINATOR : NEA Transport Research and Training BV<br />
PARTNERS :<br />
Nouveaux Espaces de Transport en Europe Application de Recherche<br />
Istituto di studi per l’integrazione dei sistemi<br />
Universität Karlsruhe (TH)<br />
MDS Transmodal Limited<br />
MKmetric Gesellschaft Fuer Systemplannug MBH<br />
Technical Research Centre of Finland<br />
Eidgenoessische Technische Hochschule Zuerich<br />
PROJECT START DATE : 1122002<br />
DURATION : 33 Months<br />
Date of issue of this <strong>report</strong>: 27052004<br />
Project funded by the European Community under the<br />
‘Competitive and Sustainable Growth’ Programme<br />
(19982002)
<strong>D5</strong> <strong>Annex</strong> <strong>WP</strong> 7: <strong>ETIS</strong> DATABASE METHODOLOGY AND DATABASE USER<br />
MANUAL – PASSENGER TRANSPORT SUPPLY<br />
CONTENTS<br />
page<br />
1 INTRODUCTION ...............................................................................5<br />
2 OBJECTIVES AND STRATEGIC ASPECTS.....................................7<br />
3 SETTING THE FRAMEWORK ..........................................................9<br />
3.1 Introduction.................................................................................................9<br />
3.2 Supporting indicators assigned to the <strong>WP</strong> and method of calculation ...........9<br />
3.3 List of variables required ...........................................................................10<br />
4 DATA GENERATION PROCESS....................................................15<br />
4.1 Introduction...............................................................................................15<br />
4.2 General features of data generation............................................................15<br />
4.2.1 List of databases to be used .......................................................................15<br />
4.2.2 Status of purchase of data sources..............................................................17<br />
4.2.3 Temporal and spatial scope of data generation and calculation in <strong>WP</strong> 7 .....17<br />
4.3 Methodology for generation of data for the supporting indicators...............18<br />
4.3.1 Passenger travel time road .........................................................................18<br />
4.3.2 Passenger travel time rail...........................................................................18<br />
4.3.3 Passenger travel time, costs and frequencies air transport...........................21<br />
4.3.4 Direct passenger travel costs road ..............................................................24<br />
4.3.5 Direct travel costs rail................................................................................27<br />
4.3.6 Passenger travel time and direct costs shortsea shipping ...........................33<br />
5 LINKS OF <strong>WP</strong> 7 TO OTHER WORKPACKAGES ...........................35<br />
6 TESTING PHASE DATASET – SCOPE AND METHODOLOGY.....37<br />
6.1 <strong>ETIS</strong> testing phase – Passenger travel times road.......................................37<br />
6.2 <strong>ETIS</strong> testing phase – Direct passenger travel costs rail ...............................37<br />
6.3 <strong>ETIS</strong> testing phase – Passenger travel times rail.........................................38<br />
6.4 <strong>ETIS</strong> testing phase – Passenger travel times air..........................................39<br />
ANNEX A<br />
DESCRIPTION OF INDICATORS....................................................43<br />
ANNEX B<br />
INDICATOR COMPILATION TEMPLATES.....................................49<br />
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1 INTRODUCTION<br />
The present <strong>report</strong> represents the <strong>WP</strong> 7 annex <strong>report</strong> of deliverable <strong>D5</strong> of the reference database<br />
development within the <strong>ETIS</strong> project 1 . The present document describes the <strong>ETIS</strong>Database<br />
<strong>methodology</strong> development and is the database user manual for the passenger transport levelofservice<br />
(LOS) data set, which is being developed within <strong>WP</strong> 7.<br />
The objectives of the methodological <strong>report</strong> can be characterised as follows:<br />
· Determine the variables to be included<br />
· Describe the <strong>methodology</strong> to obtain the variables and to fill the remaining gaps<br />
· List the sources being used and document the status of data purchase<br />
· Describe the scope of and <strong>methodology</strong> for the pilot data set to be generated for passenger<br />
LOS indicators.<br />
· Describe the testing phase and its findings.<br />
Since the methodologies applied for the collection, retrieval and generation of data is strongly<br />
dependent on the supporting indicator considered, the present document follows a structure,<br />
which is oriented on each indicator individually.<br />
This annex <strong>report</strong> and the annex <strong>report</strong>s of the other <strong>WP</strong>s are summarised in the synthesis <strong>report</strong><br />
of <strong>D5</strong>.<br />
1 The full title of the reference database part of <strong>ETIS</strong> project is <strong>ETIS</strong>BASE `Core Database Development for the European<br />
Transport policy Information System (<strong>ETIS</strong>)’<br />
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2 OBJECTIVES AND STRATEGIC ASPECTS<br />
The work on the <strong>ETIS</strong> reference database responds to key action 2, ‘Sustainable Mobility and<br />
Intermodality’, objective 2.1 ‘Socioeconomic scenarios for mobility of people and goods’,<br />
task 2.1.1/9, ‘Development of a European Transport policy Information System (<strong>ETIS</strong>) as a<br />
basis for transport planning and policy formulation’. The task is separated into three subtasks.<br />
The <strong>ETIS</strong> reference database addresses subtask 2, ‘the development of a reference database for<br />
the modelling element’.<br />
The objectives of <strong>ETIS</strong> reference database are:<br />
1. To contribute to the building of a consensus view of the reference pan European transport<br />
modelling data set.<br />
2. To develop an open <strong>methodology</strong> to generate a version of such a set from existing<br />
international and national sources.<br />
3. To produce a first compilation of the data set by applying the <strong>methodology</strong> mentioned<br />
above, as online database.<br />
During the kickoff of the project it has been decided by the European Commission that within<br />
this project the work should focus on:<br />
1. the development of an <strong>ETIS</strong> for TENT policies,<br />
2. the procedures and data should face especially a monitoring of the TENT corridors,<br />
3. the geographic scope has to be adjusted to the forthcoming 10 new members,<br />
4. the PAN European scope has to be defined along the geographic hemispheres,<br />
5. the degree of detail in general can be reduced including a concentration upon a few<br />
indicators mentioned in the white paper,<br />
6. the results have to be available for further use within the G<strong>ETIS</strong> system,<br />
7. the work tasks and responsibilities have to be adjusted in respect of the new focus and the<br />
limited budget.<br />
The reference database of <strong>ETIS</strong> will serve a various series of TENT policy issues: the level of<br />
detail and the variables will be appropriate for this purpose. It will allow obtaining in an<br />
accurate way the performance and the impacts (environmental, economic) of transport, as well<br />
as the traffic at specific nodes or links of the networks. But the internal structure of the database<br />
will allow proceeding easily to any aggregation in order to get a compact view of transport<br />
performance (vehiclekms etc) and effects (emissions level, energy consumption by mode etc).<br />
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The work organisation of <strong>ETIS</strong> reference database is established in close cooperation with the<br />
external promotion 2 and contacts of <strong>ETIS</strong>. As part of this external promotion, support to the<br />
development of the <strong>ETIS</strong> reference database is an essential element.<br />
There are several aspects on which synchronisation of the two projects take place:<br />
· 4 workshops specifically related to the development of the <strong>ETIS</strong> reference database<br />
· Open Conferences in which dissemination of results takes place<br />
· Participation to the <strong>ETIS</strong> Steering group<br />
· Testing of the system with pilot users, i.e. also testing of results of the development of the<br />
<strong>ETIS</strong> reference database<br />
· Dealing with specific issues like legal and organisational aspects.<br />
In addition the <strong>ETIS</strong> reference database will be incorporated in the <strong>ETIS</strong> software tools 3 . The<br />
two most important outputs of the reference database development that serve as input to the<br />
system tools being developed are:<br />
1. The metadata concerning indicators and data sources serve.<br />
2. The final reference <strong>ETIS</strong> database<br />
Furthermore in order to make it possible for the software tool developers to continue their work<br />
while the reference database is being developed working material is being delivered which has<br />
also been used in the TENSTAC project. Intermediate results from the reference database<br />
development will be delivered as soon as it comes available. <strong>ETIS</strong> reference database<br />
construction will, where possible, use the results of G<strong>ETIS</strong> (GIS data) and TENSTAC<br />
(indicator definitions and use of a selection of the input data) and find cooperation where<br />
possible.<br />
The <strong>ETIS</strong> reference database project, <strong>ETIS</strong> promotion and external contacts project and <strong>ETIS</strong><br />
software tools project 4 have come up with a common and better harmonised focus during<br />
meetings from November 2003 up to January 2004 in order to be able to come up at the end of<br />
the three projects with one consistent and unique <strong>ETIS</strong> product. This product is a pilot and it is<br />
expected that one will continue to maintain and to develop the <strong>ETIS</strong> tool to the interest of the<br />
European transport policy.<br />
2 Promotion work is covered by the <strong>ETIS</strong>LINK project<br />
3 <strong>ETIS</strong> software tools are covered by the <strong>ETIS</strong>AGENT project<br />
4 respectively <strong>ETIS</strong>BASE, <strong>ETIS</strong>LINK and <strong>ETIS</strong>AGENT, the trilogy of <strong>ETIS</strong> projects<br />
8<br />
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3 SETTING THE FRAMEWORK<br />
3.1 Introduction<br />
In this chapter a full description of the key elements of the collection and generation of data<br />
within <strong>WP</strong> 7 is dealt with. The emphasis, due to its importance in the overall database, is<br />
devoted to the indication of the scale and time scale dimensions of data collected and method of<br />
generation of indicators.<br />
3.2 Supporting indicators assigned to the <strong>WP</strong> and method of calculation<br />
Ref.<br />
Definition<br />
2.1.4<br />
Current level of application of rail interoperability recommendations and standards (%)<br />
(track gauge, electric power supply, train safety)<br />
1.6.1 Passenger travel times road<br />
2.6.1 Passenger travel times rail<br />
3.6.1 Passenger travel times air<br />
5.6.1 Passenger travel times shortsea shipping<br />
3.6.3 Frequency of passenger air services<br />
1.6.2 Direct passenger travel costs road<br />
2.6.4 Direct passenger travel costs rail<br />
3.6.2 Direct passenger travel costs air<br />
5.6.2 Direct passenger travel costs shortsea shipping<br />
The naming of some of the supporting indicators relevant for <strong>WP</strong> 7 has been changed in order to<br />
be able to communicate the scope of the indicators more clearly. E.g. “Travel times rail for<br />
some main O/D” has been replaced by “Passenger travel times rail” – the same scheme of renaming<br />
has been applied for the referring supporting indicators relating to other modes as well<br />
as for those supporting indicators relating to direct travel costs. A further supporting indicator<br />
subject to renaming has been “Passenger services information”, which according to the outputs<br />
of <strong>WP</strong> 1 refers to the air mode. For a clearer interpretation of this supporting indicator it has<br />
been renamed in “Frequency of passenger air services”. These supporting indicators are further<br />
described in annex A and annex B of this <strong>report</strong>.<br />
The <strong>methodology</strong> for collection/ generation of the data for the supporting indicators is described<br />
in the annex document on indicator compilation.<br />
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3.3 List of variables required<br />
The following list gives an overview of variables needed for the calculation of the supporting<br />
indicators and allocates the variables to work packages of the <strong>ETIS</strong> reference database.<br />
Table 3.1<br />
Ref.<br />
supporting<br />
indicator<br />
Variables required for the calculation of <strong>WP</strong> 7 supporting indicators<br />
Variable Title of the variable Data generated by<br />
2.1.4 d i length of rail network link i belonging to corridor l <strong>WP</strong> 5<br />
2.1.4<br />
tg<br />
d k length of network link k on corridor l and meeting<br />
EC directive on standard track<br />
<strong>WP</strong> 5/ <strong>WP</strong> 7/ <strong>WP</strong> 6<br />
EC directive on standard power supply<br />
2.1.4<br />
ps<br />
d k length of network link k on corridor l and meeting <strong>WP</strong> 5/ <strong>WP</strong> 7/ <strong>WP</strong> 6<br />
2.1.4<br />
sg<br />
d k length of network link k on corridor l and meeting<br />
EC directive on train signaling system<br />
<strong>WP</strong> 5/ <strong>WP</strong> 7/ <strong>WP</strong> 6<br />
1.6.1<br />
s<br />
vol<br />
freight<br />
road freight transport volume <strong>WP</strong> 3<br />
1.6.1<br />
s<br />
vol road passenger transport volume<br />
passt<br />
<strong>WP</strong> 4<br />
1.6.1 rt s road type link s belong to <strong>WP</strong> 5<br />
1.6.1 d ij<br />
rail<br />
road distance between i and j on the fastest path <strong>WP</strong> 5<br />
1.6.2 fc m average fuel consumption of a passenger car in <strong>WP</strong> 7<br />
country m<br />
1.6.2 fp m average fuel price in country m <strong>WP</strong> 7<br />
1.6.2 rch ij road charges applied on fastest route between i and <strong>WP</strong> 7<br />
j<br />
1.6.2 ocr m average passenger car occupancy rate in country m <strong>WP</strong> 7<br />
2.6.1 T ij rail travel time on the relation (i,j) on the fastest<br />
connection between those stations representing the<br />
<strong>WP</strong> 7<br />
centers between I and j<br />
2.6.4<br />
bu sin ess<br />
f<br />
cost function for rail tariff for country m and<br />
m<br />
demand segment business<br />
<strong>WP</strong> 7<br />
2.6.4<br />
non _ bu sin ess<br />
f<br />
cost function for rail tariff for country m and<br />
m<br />
demand segment nonbusiness<br />
<strong>WP</strong> 7<br />
2.6.4<br />
rail<br />
d ij distance between i and j by rail on the fastest route <strong>WP</strong> 5<br />
2.6.4 serv ij rail service segment offered between i and j on the <strong>WP</strong> 7<br />
fastest route<br />
bu sin ess<br />
2.6.4 l share of rail business trips on relation (i,j) <strong>WP</strong> 4<br />
3.6.1<br />
3.6.2<br />
3.6.1<br />
3.6.2<br />
2.6.2<br />
ij<br />
S pij<br />
Q rpij<br />
share of travellers by air of trip purpose p between i<br />
and j<br />
probability of using route r between i and j when<br />
travelling in trip purpose p<br />
<strong>WP</strong> 4<br />
<strong>WP</strong> 7<br />
3.6.1 A pik access time from i to k when travelling in trip <strong>WP</strong> 7/ <strong>WP</strong> 4<br />
purpose p<br />
3.6.1 OO pk outofvehicletime spent in k before starting from <strong>WP</strong> 7<br />
10<br />
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Ref.<br />
supporting<br />
indicator<br />
Variable Title of the variable Data generated by<br />
k when travelling in trip purpose p<br />
3.6.1 F kl flight time from k to l. <strong>WP</strong> 7<br />
3.6.1 DO pl outofvehicletime spent in l after landing in l<br />
when travelling in trip purpose p<br />
<strong>WP</strong> 7<br />
3.6.1 E plj egress time from i to k when travelling in trip<br />
purpose p<br />
<strong>WP</strong> 7/ <strong>WP</strong> 4<br />
3.6.1<br />
3.6.2<br />
k departing airport of a certain O/D relation <strong>WP</strong> 7<br />
3.6.1<br />
3.6.2<br />
3.6.1<br />
3.6.2<br />
3.6.1<br />
3.6.2<br />
l arriving airport of a certain O/D relation <strong>WP</strong> 7<br />
m intermediate airport(s) of a certain O/D relation <strong>WP</strong> 7<br />
r flight routing, consisting of k, none to two m and l <strong>WP</strong> 7<br />
3.6.2 C pik access/egress costs from i to k when travelling in <strong>WP</strong> 7/ <strong>WP</strong> 4<br />
trip purpose p<br />
3.6.2 FC kl flight costs from k to l. <strong>WP</strong> 7<br />
2.6.2 FF r number of connections available on a flight<br />
routing, following the rule: there is no service (nonstop,<br />
direct or with plane change) leaving the<br />
airport k earlier or at the same time and the arrival<br />
time at the destination airport l is not earlier or at<br />
the same time<br />
5.6.2<br />
pc<br />
C k direct ferry costs for carriage of a passenger car on<br />
link k<br />
5.6.2<br />
pass<br />
C k direct ferry costs for carriage of a passenger on link<br />
5.6.1<br />
5.6.2<br />
N i<br />
k<br />
5.6.1 T i<br />
k<br />
k<br />
number of ferry connections per week in<br />
September 2003 by operator i on link k<br />
<strong>WP</strong> 7<br />
<strong>WP</strong> 7<br />
<strong>WP</strong> 7<br />
<strong>WP</strong> 7<br />
travel time of ferry operator i on link k <strong>WP</strong> 7<br />
5.6.1<br />
l<br />
T k shortest ferry travel time on link k, if travel time is<br />
expressed by an interval<br />
<strong>WP</strong> 7<br />
5.6.1<br />
u<br />
T k longest ferry travel time on link k, if travel time is<br />
expressed by an interval<br />
<strong>WP</strong> 7<br />
2.6.3 AT r actual arrival time of a passenger train in station r Not considered<br />
2.6.3 ST r scheduled arrival time of a passenger train in<br />
station r<br />
Not considered<br />
The next list displays a subset of the table above: it contains those variables, which are in the<br />
main scope of <strong>WP</strong> 7 and which will be collected for the reference database<br />
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Table 3.2 Variables in the scope of <strong>WP</strong> 7<br />
Ref.<br />
supporting<br />
indicator<br />
Variable<br />
Title of the variable<br />
2.1.4<br />
tg<br />
d k length of network link k on corridor l and meeting EC directive<br />
on standard track<br />
2.1.4<br />
ps<br />
d k length of network link k on corridor l and meeting EC directive<br />
on standard power supply<br />
2.1.4<br />
sg<br />
d k length of network link k on corridor l and meeting EC directive<br />
on train signaling system<br />
1.6.2 fc m average fuel consumption of a passenger car in country m<br />
1.6.2 fp m average fuel price in country m<br />
1.6.2 rch ij road charges applied on fastest route between i and j<br />
1.6.2 ocr m average passenger car occupancy rate in country m<br />
2.6.1 T ij rail travel time on the relation (i,j) on the fastest connection<br />
between those stations representing the centers between I and j<br />
2.6.4<br />
bu sin ess<br />
f<br />
cost function for rail tariff for country m and demand segment<br />
m<br />
business<br />
2.6.4<br />
non _ bu sin ess<br />
f<br />
cost function for rail tariff for country m and demand segment<br />
m<br />
nonbusiness<br />
2.6.4 serv ij rail service segment offered between i and j on the fastest route<br />
3.6.1<br />
3.6.2<br />
2.6.2<br />
Q rpij<br />
probability of using route r between i and j when travelling in trip<br />
purpose p<br />
3.6.1 A pik access time from i to k when travelling in trip purpose p<br />
3.6.1 OO pk outofvehicletime spent in k before starting from k when<br />
travelling in trip purpose p<br />
3.6.1 F kl flight time from k to l.<br />
3.6.1 DO pl outofvehicletime spent in l after landing in l when travelling in<br />
trip purpose p<br />
3.6.1 E plj egress time from i to k when travelling in trip purpose p<br />
3.6.1<br />
3.6.2<br />
3.6.1<br />
3.6.2<br />
3.6.1<br />
3.6.2<br />
3.6.1<br />
3.6.2<br />
k<br />
l<br />
m<br />
r<br />
departing airport of a certain O/D relation<br />
arriving airport of a certain O/D relation<br />
intermediate airport(s) of a certain O/D relation<br />
flight routing, consisting of k, none to two m and l<br />
3.6.2 C pik access/egress costs from i to k when travelling in trip purpose p<br />
3.6.2 FC kl flight costs from k to l.<br />
2.6.2 FF r number of connections available on a flight routing, following the<br />
rule: there is no service (nonstop, direct or with plane change)<br />
leaving the airport k earlier or at the same time and the arrival<br />
time at the destination airport l is not earlier or at the same time<br />
5.6.2<br />
pc<br />
C k direct ferry costs for carriage of a passenger car on link k<br />
5.6.2 C k<br />
pass<br />
direct ferry costs for carriage of a passenger on link k<br />
12<br />
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Ref.<br />
supporting<br />
indicator<br />
5.6.1<br />
5.6.2<br />
Variable<br />
N i<br />
k<br />
5.6.1 T i<br />
k<br />
5.6.1 T k<br />
l<br />
5.6.1 T k<br />
u<br />
Title of the variable<br />
number of ferry connections per week in September 2003 by<br />
operator i on link k<br />
travel time of ferry operator i on link k<br />
shortest ferry travel time on link k, if travel time is expressed by<br />
an interval<br />
longest ferry travel time on link k, if travel time is expressed by<br />
an interval<br />
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4 DATA GENERATION PROCESS<br />
4.1 Introduction<br />
The present chapter gives an overview of the approach planned to be applied for the retrieval<br />
and/ or generation of the data allocated to <strong>WP</strong> 7.<br />
Since the process of data generation/ collection differs strongly by the kind of <strong>WP</strong> 7 indicator<br />
considered, the present chapter is structured largely along indicators.<br />
4.2 General features of data generation<br />
4.2.1 List of databases to be used<br />
The scope of external databases being used for data collection and generation is as follows:<br />
· Timetable for passenger ferry services: “Fähren in Europa” 2003<br />
· Hafas server, which allows electronic access to European rail timetables provided by<br />
Hacon<br />
· Official Airline Guide (OAG), for frequencies of air services<br />
· Eurocontrol data on flight movements, which allows drawing conclusions on service<br />
patterns of nonscheduled flight services<br />
· Tariff database of a consolidator for air tariffs, provided by MKmetrik<br />
· Data from the International Civil Aviation Organization (ICAO), with information on<br />
airport taxes<br />
· International rail timetable (print version), provided by Deutsche Bahn AG<br />
· SABE database, which contains boundaries of administrative regions at a low regional<br />
level (NUTS 5)<br />
· UIC network with information on the rail network<br />
· Internet websites of rail companies for data on tariffs<br />
http://www.oebb.at/Angebot_Reisen/Startseite_Angebot_Reisen/Startseite_Preise/Stand<br />
ardpreise_OEBB/index.html<br />
http://www.brail.be/internat/E/trains/index.html<br />
http://www.sbb.ch/pv/index_d.htm<br />
http://www.cd.cz/<br />
http://reiseauskunft.bahn.de/<br />
http://www.kaiborgolte.de/ptabelle.htm<br />
http://www.dsb.dk/journey_planner/<br />
http://horarios.renfe.es/hir/ingles.html<br />
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http://www.vr.fi/heo/eng/index.html<br />
http://www.sncf.com/<br />
http://de.geocities.com/mitsara2/Fahrplan/pricessek.jpg<br />
http://www.mav.hu/eng/szemelyszallitas/2003dijszabas/<br />
http://www.irishrail.ie/your_ticket/leisure.asp<br />
http://www.trenitalia.it/home/de/index.html<br />
http://www.cfl.lu/f/rail/index.htm<br />
http://www.ldz.lv/en/biletesi.htm<br />
http://www.ns.nl/domestic/index.cgi<br />
http://www.nsb.no/internet/en/index.jhtml<br />
http://www.rozklad.pkp.pl/cgibin/new/query.exe/en<br />
http://www.cfr.ro/calatori/ro/tarife.htm<br />
http://www.sj.se/<br />
http://www.zsr.sk/english/pcestpo.html<br />
http://www.centraltrains.co.uk/_your_journey/guide_to_tickets_fares.htm<br />
http://www.nationalrail.co.uk/planmyjourney/<br />
· Internet websites of ferry companies for data on tariffs and levelofservice:<br />
http://www.worldtravellers.net/seatravel/ferries.html<br />
http://www.ferrytravel.de/N__Europe/n__europe.html<br />
http://www.calmac.co.uk/summertimetables.html<br />
http://www.ukstudentlife.com/Travel/Transport/Ferry.htm<br />
http://www.vikingline.fi/timetables/timetables/timetables/mar_kapalf.asp<br />
http://www.travelchoice.org/ferry.asp<br />
http://www.hoverspeed.co.uk/schedules/faresschedules.pdf<br />
http://www.worldtravellers.net/seatravel/esferries.html<br />
http://www.corsicaferries.com/corsicahtml/en/ANG_2003.pdf<br />
http://www.departuresarrivals.com/ferry.htm<br />
http://www.excite.co.uk/directory/Business/Transportation_and_Logistics/Maritime/Shi<br />
p_Owners_and_Management/Ferries/Europe<br />
http://balearia.net/eng/indexbalearia.htm<br />
http://europeforvisitors.com/europe/planner/blp_ferries_south_countries.htm<br />
http://directory.google.com/Top/Business/Transportation_and_Logistics/Maritime/Ship<br />
_Owners_and_Management/Ferries/Europe/<br />
http://www.minoan.gr/en/main.asp<br />
http://www.grieksegids.nl/minoan/<br />
https://www.forthcrs.gr/paleologos/english/pgres.exe?PM=CR<br />
http://www.gtp.gr/RoutesForm.asp<br />
http://www.greekislands.gr/index.html<br />
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4.2.2 Status of purchase of data sources<br />
The negotiations concerning the air tariff database are ongoing. A first set of test data has been<br />
made available. Hafas has been contacted for the European rail timetable information.<br />
Eurocontrol needs to be contacted officially by the European Commission based on the existing<br />
Memorandum of Understanding, in order to allow <strong>ETIS</strong> the access to data on flight movements.<br />
Eurocontrol shall be suggested to provide the flight data of at least the year 2003 under<br />
confidentiality<br />
restrictions. These data set will be used for the compilation of the air service data and in order to<br />
validate the air flows internally.<br />
For all other data sets the acquisition is centrally organised by the coordinator.<br />
4.2.3 Temporal and spatial scope of data generation and calculation in <strong>WP</strong> 7<br />
The geographical scope of the data retrieval in <strong>WP</strong> 7 embraces the extended European Union<br />
(EU25) and the EFTA countries Switzerland and Norway.<br />
With regard to the reference year the, following problem exists: Some LOS and cost data (e.g.<br />
rail tariffs), which are mainly provided on the Internet, are available in a detailed format for the<br />
presence only. Therefore, in such cases the reference year is the year 2003, which has the<br />
advantage of allowing considering the most recent developments in tariff schemes. In order to<br />
apply a consistent structure of costs and services the year 2003 will be used as a basis.<br />
Using the base year 2003 for the LOS data has several advantages: first, the service<br />
pattern of the emerging market of low cost carriers can be taken into account; second, in<br />
the period of time between 2000 and 2003 important rail links, with tremendous impacts<br />
on service pattern, have been taken into operation (e.g. highspeed rail line Frankfurt –<br />
Cologne, highspeed rail line Lyon – Marseille, highspeed rail line Brussels – Liège). Not<br />
taking into account the recent developments in the air and rail market would neglect<br />
important evolutions on the European passenger transport market.<br />
The LOS of transport providers, especially for ferries and air, is considerably subject to seasonal<br />
variations; therefore September has been used as reference month, which by representing a<br />
period of time, which does neither belong to a peak season, nor to a post season, well indicates a<br />
year’s average supply level.<br />
The final delivery of data will be done at the level of NUTS 2.<br />
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4.3 Methodology for generation of data for the supporting indicators<br />
4.3.1 Passenger travel time road<br />
The <strong>methodology</strong> for generation of travel times of passenger cars implies the application of a<br />
modelling approach, which relies on information from other work packages as follows:<br />
<strong>WP</strong> 5: capacity, maximum speed, distance<br />
<strong>WP</strong> 4: passenger flows<br />
<strong>WP</strong> 3: freight flows<br />
With the information on passenger and freight O/D matrices the average speed for passenger<br />
cars and average loading of the road infrastructure is calculated, relative to capacity. In the next<br />
step the minimum travel time between O/D pairs is calculated by a shortestpath algorithm,<br />
which will become part of the network model developed in <strong>WP</strong> 5.<br />
As far as the mode “coach” is concerned first assessment approaches on data availability have<br />
constituted the following situation: The situation of data availability differs significantly from<br />
that for rail and air, since there is no common information system available, which covers the<br />
levelofservice data of several coach operators in a consolidated way. Any information on the<br />
LOS of the coach mode is only available per coach company. The market structure of longdistance<br />
coach services is very complex, since in some countries there are regulations for the<br />
provision of longdistance domestic coach services, whereas in other countries such regulations<br />
are not applied. In the latter group of countries there is often a large number of different coach<br />
operators, which offer both domestic and international services, and which overall provide a<br />
service level, which can be characterised only by analysing timetables for each coach company<br />
individually. Due to the specifically difficult pattern of data availability for longdistance coach<br />
services the coach mode has been decided to be out of the scope of data collection.<br />
4.3.2 Passenger travel time rail<br />
Rail travel times between two O/D zones are defined as the travel time from the NUTS2<br />
centroid to the nearest main train station, <strong>plus</strong> the travel time between main stations. The latter<br />
will be extracted from the Hafas server. Rail impedances (travel time, frequency, train type)<br />
from centroids to airports and main train stations require calculation based on the location of the<br />
node nearest the centroid, and will be identified initially by the (time) shortestpaths between<br />
NUTS2 centers in the VISUM software package (PTV, 2000), on the basis of IVT’s European<br />
rail model.<br />
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IVT uses the IRPUD European railway network (Schürmann, 2001), with improvements added<br />
by IVT (Bleisch and Fröhlich 2003). The rail network geometry consists of 36,000 nodes and<br />
78,000 links. There are 11,000 rail lines implemented, serving 2000 stops. To this level, the<br />
geometry is consistent with the GISCO network. The workday and weekend schedules for high<br />
speed intercontinental and interregional trains were added from the Thomas Cook Timetables of<br />
September, 2002. Trains to the regional express level were added in the Alps for workdays.<br />
Only the schedules of the highvalue connections were included for the rest of Europe. The<br />
model is fine enough for the correct representation of the access to 400 destination zones. Train<br />
lines were entered in the system as a specific “train number”, taken from the schedule. The<br />
distribution of the lines in the European countries is presented in the following table:<br />
Table 4.1<br />
Number of Train Lines per Country in IVT European Rail Model<br />
Country Lines Country Lines Country Lines<br />
Albania 8 Greece 37 Slovenia 6<br />
Austria 161 Holland 58 Spain 204<br />
Belarus 4 Hungary 103 Sweden 103<br />
Belgium 50 Ireland 77 Switzerland 664<br />
Bulgaria 32 Italy 680 Turkey 18<br />
Croatia 8 Macedonia 2 Ukraine 8<br />
Czech<br />
Republic<br />
53 Norway 13 Slovenia 6<br />
Denmark 174 Poland 107<br />
Finland 83 Portugal 40<br />
France 592 Romania 40 International* 698<br />
Germany 653 Russia 9 Airport<br />
Connections<br />
Great<br />
Britain<br />
414 Slovakia 93<br />
* International lines are those which cross areas of several countries, especially Eurocity trains<br />
166<br />
The real time tables permit the calculation of shortestpath matrices, including switching trains.<br />
For a valid connection, a maximum of 6 train changes is allowed, and the waiting time for train<br />
changes my also not exceed six hours. This treatment sets a minimum measure for level of<br />
comfort.<br />
85 European airports are also integrated in the network. Airports without a major train station<br />
(with Regional Express service) were connected with appropriate “SBahn” (light rail), tram, or<br />
bus link. This linkage of the airports to the network is important for the assignment of<br />
intermodal models. For those airports which do not have a direct link to the rail model, the<br />
access was approximated with a road access time multiplied by 2.5, in the assumption that these<br />
airports have at least a local, but relatively slow, bus service to the city center. Access time to<br />
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the airports, transfer times for mode changes, destinationspecific checkin times, and the<br />
frequency of connections are all considered in the model.<br />
Travel impedances for the rail mode between the NUTS2 centroids and the main train station, as<br />
well as to/from the airports, have been requested from IVT, based on the train type, frequency,<br />
and travel time. Impedance is a utility function which accounts for how people value the<br />
tradeoff of, in this case, comfort, travel time, and frequency. The determination of the utility<br />
function for travel time, train type, and frequency would require a dataset of revealed or stated<br />
travel preferences by travel purpose for a type of train and a frequency of service. Such data is<br />
not available to IVT. The method for deriving impedances for rail will be a subject of iteration<br />
between IVT, IWW and Mkm. IVT can deliver the necessary information as follows. The<br />
determination of train type is not important for the mode choice model and the assignment<br />
models for the air mode. But it is important in determining the travel cost for rail in the work of<br />
IWW. IVT can deliver the shortest rail travel times and the associated train frequencies and<br />
train type, for service between the train stations and the NUTS centroids and the airports. The<br />
train type information can be used to calculate the travel cost for rail. The model of the air<br />
mode, which relies on access/egress impedance for each flight connection, can use the<br />
frequency and travel time information as well as the calculated cost.<br />
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Figure 4.1<br />
IVT rail network model<br />
The determination of the rail travel times between NUTS2 centers is straightforward. The time<br />
from the NUTS2 centroid to the main train station is added to the rail travel time between<br />
NUTS2 centroids. These travel times between main train stations in the NUTS2 regions will be<br />
the shortesttime connections as extracted from national rail schedules using the Hafas server.<br />
4.3.3 Passenger travel time, costs and frequencies air transport<br />
Travel impedances with the main mode air mostly form part of an intermodal travel chain as<br />
airports, the nodes of an air transport network – in comparison to other modes – are far less<br />
allocated allover Europe than railway stations or road crossings. The specific peculiarity of the<br />
air mode and the conception in <strong>ETIS</strong> of an air trip as part of an intermodal trip chain is<br />
illustrated by Figure 4.2.<br />
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Figure 4.2<br />
Conception of the air modes as an intermodal transport chain<br />
access to<br />
the airport<br />
(rail, road)<br />
egress from<br />
the airport<br />
(rail, road)<br />
origin zone i<br />
airport<br />
airport<br />
destination zone i<br />
In addition, the air services offered between airports vary seriously within their specific<br />
combination of travel impedances. As an example, we consider a journey between Southwest<br />
Germany and the Scottish Highlands. Possible flight routings to be taken are<br />
· from Frankfurt nonstop to Edinburgh<br />
· from Frankfurt with plane change in Amsterdam to Aberdeen<br />
· from Frankfurt with plane change in Manchester to Inverness<br />
· from Stuttgart with plane change in London to Aberdeen<br />
· from Stuttgart with plane change in Frankfurt to Edinburgh<br />
· from Strasbourg with plane change in London to Inverness<br />
· etc.<br />
Assuming Karlsruhe as the origin of the trip and Inverness as the final destination, all routes<br />
mentioned above require an access trip to the starting airport and some of them also an egress<br />
trip from the destination airport to the destination area, with distinct travel times depending on<br />
the airport and the mode used for access/egress (rail/ road). In addition, time needed for check –<br />
in procedures etc. are airport specific, and flight times vary (even for connections having the<br />
same routing) with the underlying schedule. What is the “travel time by air” between two<br />
regions?<br />
The same applies for travel costs. Access/egress costs vary from distance and mode used, tariffs<br />
which apply on the specific air routes may vary by one decimal power, depending on<br />
restrictions (weekend rule, advance booking period, etc.), the number of bookings already made<br />
for a specific flight (discount tariffs are subject to availability) or onlineconnection (i.e. same<br />
carrier for both sections of a connection or not). What are the “travel cots by air” between two<br />
regions?<br />
The same hold true even for frequency of air transport as a main mode between two regions:<br />
What is the frequency? The number of flight connections on the fastest route, the sum of all<br />
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connections available on all possible routings? The maximum of the number of flight<br />
connections for all routes?<br />
As an answer – and this is contrary to earthbound modes – we suggest averaging travel<br />
impedances for the possible routings for an ODpair, based on the probability a customers uses<br />
each of the possible routings.<br />
In a first step, with travel impedances for rail and road between regions (time, costs, frequency)<br />
a mode choice model calculates average impedances for access/ egress of airports. In parallel<br />
connections between airports are calculated within a connectionbuilder (external model or<br />
commercial software available), based on a flight schedule. The costs applying for each<br />
connection are based both on carrier specific tariffs from a database of a ticket consolidator and<br />
on other variables, like travel distance, carriers used within a specific connection. The latter part<br />
is calculated by a price model for air transport.<br />
The aggregated trip purpose specific travel impedances (time, costs) of connections using the<br />
same sequence of region – airport(s) – region form average travel impedances for each routing.<br />
These routings enter a route choice model calculating the trip purpose specific probability to be<br />
used by the consumer. Adding the route specific travel times weighted by these probabilities<br />
results in trip purpose specific average travel impedances by air as main mode for a travel<br />
between two regions. As a last step one has to add these travel impedances for the specific trip<br />
purposes weighted by the share each trip purpose has on the total air transport demand for the<br />
specific O/D pair.<br />
As the mode air transport does not have a fixed network like e.g. road, impedances mainly<br />
depend on the air services connecting the airports. Hence the base for calculating travel times<br />
for air has to be the schedule of the flights available within a particular period.<br />
The <strong>methodology</strong> applied for air is summarized and visualized by Figure 4.3.<br />
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Figure 4.3<br />
Methodology for the generation of impedance matrices for the air mode<br />
Modal choice model:<br />
Access to/ egress from airports<br />
Flight schedules<br />
“connection builder”<br />
Generation of intermodal trip chains for<br />
each alternative route between origin region i<br />
and destination region j, with air as main mode<br />
Route<br />
choice<br />
model<br />
Generation of probabilities<br />
for each trip chain<br />
(trippurposespecific)<br />
Generation of times, costs,<br />
frequencies for<br />
each trip chain<br />
(trippurposespecific)<br />
Connection builder<br />
Ticket consolidator<br />
database;<br />
Price model for air;<br />
Impedances for<br />
airport access/ egress<br />
Average time, costs, frequencies for a journey between region i and region j with air as main mode<br />
(trippurposespecific)<br />
4.3.4 Direct passenger travel costs road<br />
The calculations of road travel costs refer to the fastest paths between a certain O/D pair and<br />
represent the “outofpocket costs”. Hence, the most important cost components are fuel costs<br />
and road charges. Furthermore, in order to derive the costs per passenger an average passenger<br />
car occupancy rate is taken into account. A countryspecific differentiation of values for the<br />
latter variables is envisaged, but is subject to further analyses on data availability.<br />
With regard to road tolls the following distinction has to be made:<br />
· linkspecific road charges, which are raised for the usage of certain infrastructure links,<br />
e.g. motorway tolls in France, Italy, Spain, Portugal; charging of certain links like<br />
tunnels or bridges in Austria, Denmark, Slovenia or Croatia.<br />
· generic road charges (vignette), which are a type of road charge being applied to users<br />
of a whole (sub)network, independently from the users’ actual way of using of the<br />
infrastructure, e.g. vignettes in Switzerland, Austria.<br />
· combined road charges, which are constituted by a system, in which apart from a<br />
generic road charge, linkspecific road charges are applied, e.g. generic motorway<br />
charges, with additional linkspecific charges (tunnel, Alpine passes) in Austria.<br />
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It is selfevident to consider linkspecific road tolls in the calculation of direct passenger travel<br />
costs for road, as these costs can be linked directly to the network and can be charged to all<br />
flows, whose fastest path is aligned to road sections subject to road tolls.<br />
However, the consideration of generic road tolls is not that obvious, since the dimension of<br />
impacts on direct costs varies significantly by the users’ pattern of infrastructure usage over a<br />
certain period of time: e.g. the Swiss motorway vignette could be either used for a oneway<br />
travel through Switzerland or for a one year’s extensive usage of the Swiss motorway network,<br />
with very different impacts on direct costs. Hence the way of dealing with generic road tolls for<br />
the calculation of direct travel costs is subject to further examination.<br />
The information on motorway tolls has been consolidated and implemented in the road network<br />
model. Figure 4.4 illustrates the present status of work for road tolls and depicts a thematic map<br />
on the average linkspecific road charges per kilometre. Generic road charges are also<br />
visualised.<br />
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Figure 4.4<br />
Linkspecific and generic road charges in Europe<br />
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A further important component for the calculation of direct travel costs for the road mode are<br />
fuel prices, which are summarised in Table 4.2.<br />
Table 4.2 Fuel prices in European countries (2003)<br />
normal<br />
unleaded<br />
(1 litre)<br />
super<br />
unleaded<br />
(1 litre)<br />
diesel<br />
(1 litre)<br />
Austria 0.90 € 0.92 € 0.76 €<br />
Belgium 0.98 € 1.07 € 0.76 €<br />
Bulgaria 0.73 € 0.84 € 0.60 €<br />
Czech Republic 0.84 € 0.84 € 0.69 €<br />
Denmark 1.17 € 1.09 € 0.93 €<br />
Estonia 0.61 € 0.66 € 0,61 €<br />
Finland 1.16 € 1.11 € 0.77 €<br />
France 1.08 € 1.08 € 0.79 €<br />
Germany 1.04 € 1.06 € 0.87 €<br />
Greece 0.97 € 0.90 € 0.66 €<br />
Hungary 0.93 € 0.95 € 0.85 €<br />
Ireland 0.87 € 0.81 € 0.80 €<br />
Italy 1.13 € 1.04 € 0.86 €<br />
Latvia 0.76 € 0.80 € 0.70 €<br />
Lithuania 0.61 € 0.65 € 0.53 €<br />
Luxembourg 0.84 € 0.83 € 0.69 €<br />
Netherlands 1.15 € 1.18 € 0.80 €<br />
Norway 1.27 € 1.24 € 0.97 €<br />
Poland 0.87 € 0.86 € 0.71 €<br />
Portugal 0.90 € 0.95 € 0.61 €<br />
Romania 0.55 € 0.61 € 0.41 €<br />
Slovakia 0.86 € 0.86 € 0.69 €<br />
Slovenia 0.75 € 0.76 € 0.72 €<br />
Spain 0.83 € 0.88 € 0.70 €<br />
Sweden 1.15 € 1.12 € 0.95 €<br />
Switzerland 0.89 € 0.91 € 0.92 €<br />
United Kingdom 1.36 € 1.31 € 1.40 €<br />
sources:<br />
http://www.benzinpreis.de<br />
4.3.5 Direct travel costs rail<br />
The approach developed for direct travel costs for the rail mode starts with a fine differentiation<br />
of the supply side, as rail tariffs have been increasingly becoming subject to the competitiveness<br />
of the rail mode against other modes, as well as by the service offered on a train journey. Hence,<br />
following service segments have been defined:<br />
· highspeed rail services on highspeed rail infrastructure, e.g. ICE service Frankfurt –<br />
Cologne, TGV service Paris – Lyon – Marseille, AVE service Madrid – Sevilla<br />
· highspeed rail on conventional infrastructure, e.g. ICE service Stuttgart – Zurich, TGV<br />
service Toulouse – Bordeaux, ES service Torino – La Spezia<br />
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· qualified longdistance trains, e.g. trains with EuroCity/ InterCity standard<br />
· other longdistance trains, e.g. direct trains/ interregional trains<br />
· regional trains<br />
· special international services, e.g. Thalys/ Eurostar services<br />
Furthermore, the demand side has been segmented along the trip purposes business, private and<br />
holiday. Assumptions on the demand segments have been made as follows:<br />
· business travelers use first class, buy a flexible ticket and do not buy the ticket in<br />
advance<br />
· private travelers use second class and are able to buy a ticket maximum three days in<br />
advance<br />
· holiday travelers represent a pricesensitive market segment, use second class and are<br />
able to book tickets up to three weeks in advance<br />
The ticket price a railway company raises for a journey can be assumed to depend on the<br />
following main determinants:<br />
(1) distance traveled<br />
(2) wagon class used<br />
(3) competitiveness of rail against other modes<br />
(4) comfort on board and service facilities<br />
(5) point of time of booking<br />
(6) flexibility of booking<br />
Determinants (2), (4), (5) and (6) are represented by the definition of the characteristics of the<br />
demand segments. As a proxy of determinant (3) the differentiation between highspeed rail<br />
links and conventional links could be applied, which has been considered for the definition of<br />
the service clusters. Hence, the only – and very crucial – determinant for rail ticket prices,<br />
which has not been taken into account in the demand and supply segmentation approach, is the<br />
distance of the journey. Therefore, the main target of the approach is to express the ticket price<br />
as a function of the distance traveled, for each crosssegment. The countryspecific function is<br />
generated by a regression approach.<br />
For the retrieval of prices for each crosssegment the Internet has been used where applicable.<br />
The distances have been taken mainly from the DB European rail timetable. For some countries,<br />
where information on the Internet has not been available, the railway companies have been<br />
contacted. Until October 2003 data have been available for all EU 27 countries <strong>plus</strong> Switzerland<br />
and Norway, minus Malta, Cyprus, Latvia and Estonia.<br />
The Internet websites applied for the retrieval of rail tariffs are listed in section 4.2.1.<br />
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The <strong>methodology</strong> for the generation of regression functions for passenger rail tariffs is depicted<br />
by Figure 4.5.<br />
Figure 4.5<br />
Methodology for the generation of regression functions for passenger rail<br />
tariffs<br />
Supply<br />
segments<br />
X<br />
Demand<br />
segments<br />
Regression<br />
functions per<br />
crosssegment<br />
Sample relations for<br />
attaining the regression<br />
functions<br />
Tariffs<br />
Distances<br />
(timetables, Internet)<br />
Querys<br />
Internet websites of European railway companies<br />
The analyses reveal significant differences between the tariff schemes in different European<br />
countries, not only in terms of general level of prices for rail tickets, but also in terms of<br />
applicability of the demand and supply segments defined. Several countries do not have any<br />
highspeed rail services, some countries have a common tariff system for all train types, so that<br />
the only tariff determinant – apart from the distance traveled – is the wagon class used.<br />
The following figures (combined in Figure 4.6) illustrate the type of output resulting from the<br />
<strong>methodology</strong> applied. The illustrations refer to Spain and represent the tariffs differentiated by<br />
supply segments for the demand segments business and private.<br />
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Figure 4.6<br />
Rail tariffs in Spain by service segments for trip purposes business and<br />
private<br />
Tariffs by supply segments in Spain (demand segment: private)<br />
70<br />
€<br />
60<br />
50<br />
y = 0,0998x + 8,5964<br />
R 2 = 0,9271<br />
y = 4E05x 2 + 0,085x + 7,7145<br />
R 2 = 0,9524<br />
40<br />
y = 3E05x 2 + 0,0623x + 6,1993<br />
R 2 = 0,911<br />
y = 2E05x 2 + 0,0508x + 6,308<br />
R 2 = 0,9976<br />
30<br />
20<br />
10<br />
y = 0,0453x + 0,2669<br />
R 2 = 0,9974<br />
Highspeed<br />
Highspeed (conv. infrastr.)<br />
Qual. longdist.<br />
Other longdist.<br />
Local and regional<br />
0<br />
0 km 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300<br />
100<br />
Tariffs by supply segments in Spain (demand segment: business)<br />
€<br />
90<br />
80<br />
y = 0,1522x + 12,848<br />
R 2 = 0,9367<br />
70<br />
y = 7E05x 2 + 0,1327x + 11,807<br />
R 2 = 0,9531<br />
60<br />
y = 4E05x 2 + 0,0836x + 8,1142<br />
R 2 = 0,9148<br />
50<br />
y = 2E05x 2 + 0,0632x + 8,791<br />
R 2 = 0,9722<br />
40<br />
30<br />
20<br />
10<br />
y = 0,0453x + 0,2669<br />
R 2 = 0,9974<br />
Highspeed<br />
Highspeed (conv. infrastr.)<br />
Qual. longdist.<br />
Other longdist.<br />
Local and regional<br />
0<br />
0 km 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300<br />
The next table (Table 4.3) summarises the resulting regression functions, for each crosssegment<br />
and gives an example on how the results of the exercise look like.<br />
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Table 4.3<br />
Resulting regression functions for the rail tariff system in Spain<br />
Business<br />
Private<br />
Highspeed trains<br />
Highspeed trains<br />
on conventional<br />
infrastructure<br />
Qualified longdistance<br />
trains<br />
Other longdistance<br />
trains<br />
Local and regional<br />
trains<br />
y = 0,1522x + 12,848 y = 0,0998x + 8,5964<br />
r² = 0,9367 r² = 0,9271<br />
y = 7E05x² + 0,1327x + 11,807 y = 4E05x² + 0,085x + 7,7145<br />
r² = 0,9531 r² = 0,9524<br />
y = 4E05x² + 0,0836x + 8,1142 y = 3E05x² + 0,0623x + 6,1993<br />
r² = 0,9148 r² = 0,911<br />
y = 2E05x² + 0,0632x + 8,791 y = 2E05x² + 0,0508x + 6,308<br />
r² = 0,9722 r² = 0,9976<br />
y = 0,0453x + 0,2669 y = 0,0453x + 0,2669<br />
r² = 0,9974 r² = 0,9974<br />
y: tariff in € x: travelled distance in km<br />
As an example for tariff differentiation by demand segments Figure 4.7 shows the tariffs for the<br />
service segment of highspeed trains on highspeed infrastructure in France.<br />
Figure 4.7<br />
Rail tariffs for highspeed rail services in France by demand segments<br />
Tariffs by demand segments in France (supply segment: Highspeed trains on highspeed infrastructure)<br />
120<br />
€<br />
100<br />
y = 0,0002x 2 + 0,2544x + 8,37<br />
R 2 = 0,9847<br />
80<br />
y = 9E05x 2 + 0,171x + 4,217<br />
R 2 = 0,9766<br />
60<br />
y = 5E05x 2 + 0,1189x + 7,7903<br />
R 2 = 0,9884<br />
40<br />
Business<br />
Private<br />
20<br />
Holiday<br />
0<br />
0 km 100 200 300 400 500 600 700 800<br />
The following illustration (Figure 4.8) shows the tariff structure for qualified longdistance<br />
services and the demand segment business for all countries, whose rail system is applicable to<br />
this crosssegment.<br />
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Figure 4.8<br />
Overview of data for rail tariffs applied for qualified longdistance services<br />
in different countries<br />
€<br />
Supply segment: Qualified longdistance (Demand segment: business)<br />
200<br />
180<br />
160<br />
140<br />
AT BE CH CZ DE<br />
DK ES FI FR GR<br />
HU IT NL RO SE<br />
SK PL UK<br />
120<br />
100<br />
80<br />
60<br />
40<br />
20<br />
0<br />
0 km 100 200 300 400 500 600 700 800 900 1000<br />
A further improvement of the approach could be attained by taking into account further countryspecific<br />
characteristics, e.g. in terms of share of usage of seasonal tickets like HalbtaxAbo in<br />
Switzerland or BahnCard in Germany or in terms of share of business and private travelers<br />
using first wagon class for their trips. IVT will check whether data from DATELINE can be<br />
used for a finer characterisation of demand segments.<br />
With an increasing importance of yieldmanagement systems for tarification of longdistance<br />
rail services, the data situation for costs may become comparable to the situation for the air<br />
mode. Therefore the Commission is advised by <strong>ETIS</strong> to implement a directive, which obliges<br />
longdistance rail operators to publish all relevant ticket information for a 10% sample of all<br />
ticket sold.<br />
Where possible, the data will be generated for the travel purposes business and nonbusiness.<br />
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4.3.6 Passenger travel time and direct costs shortsea shipping<br />
LOS and cost data for shortsea shipping links have been retrieved by the consultation of<br />
various sources. Following two publications have been the basis:<br />
· “Fähren in Europa” – ferries in Europe<br />
· DB Kursbuch Europa – European timetable, published by German Rail (DB AG)<br />
While the first reference contains information on frequencies, travel times and tariffs, the latter<br />
contains only information on frequencies and travel times. Where necessary and possible,<br />
missing information has been completed by data on the Internet site of ferry companies. The<br />
Internet sites consulted for extracting further information are listed in section 4.2.1.<br />
As regards the scope of the data collection following data have been collected per ferry link:<br />
number of connections, travel time, tariff per person, passenger car, camper/ trailer and, where<br />
applicable and available, tariff per cabin. For the calculation of the direct travel costs on a ferry<br />
link the considered tariff embraces the carriage of a passenger car and two persons.<br />
Several ferry links are operated by several operators, or by the same operator with different<br />
types of ferries. For such links the reference LOS and tariff data have been estimated by an<br />
average value, weighted by the number of connections the particular operators provide.<br />
The cost and LOS data for shortsea shipping have been being raised at country level, not at<br />
O/D level.<br />
The printed timetables mentioned above provide information for 304 ferry links in Europe;<br />
some ferry links are operated by several companies – thus the number of services taken into<br />
account is slightly higher (388). 181 out of the 304 ferry links could be allocated to ferry links<br />
in the GISCO road network of the year 2000. However, especially ferry services to Greek<br />
islands and other ferry services in the Aegean Sea are missing in the two data sources<br />
mentioned above. The retrieval of data for ferry links within Greek and from other countries to<br />
Greek islands as well as for further links in the Aegean Sea has been the most important task<br />
within the last weeks with respect to passenger ferry levelofservice data. The Internet has<br />
proven as the most important medium for the investigation of data for tariffs and the levelofservice<br />
for ferry connections on the Aegean Sea (see also list of Internet links in section 4.2.1).<br />
The ferry links of the GISCO road network, for which levelofservice and costs data have been<br />
made available (152), are pictured on the following map (Figure 4.9).<br />
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Figure 4.9 Ferry links with levelofservice data inquired within <strong>ETIS</strong> (April 2004)<br />
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5 LINKS OF <strong>WP</strong> 7 TO OTHER WORKPACKAGES<br />
The <strong>methodology</strong> of data generation for the supporting indicators in the scope of <strong>WP</strong> 7 implies<br />
close linkages with other work packages, particularly to<br />
· <strong>WP</strong> 5, networks<br />
· <strong>WP</strong> 4, passenger demand<br />
· <strong>WP</strong> 3, freight demand<br />
Some of the variables required for the generation of data for <strong>WP</strong> 7’s supporting indicators will<br />
be provided by other work packages. The following table (Table 5.1) names those variables, for<br />
which data is coming from other work packages.<br />
Table 5.1<br />
Ref.<br />
supporting<br />
indicator<br />
List of variables required from other work packages<br />
Variable Title of the variable Data generated<br />
2.1.4 d i length of rail network link i belonging to corridor l <strong>WP</strong> 5<br />
2.1.4<br />
tg<br />
d k length of network link k on corridor l and meeting EC<br />
directive on standard track<br />
<strong>WP</strong> 5<br />
k<br />
directive on standard power supply<br />
2.1.4<br />
ps<br />
d length of network link k on corridor l and meeting EC <strong>WP</strong> 5<br />
2.1.4<br />
sg<br />
d k length of network link k on corridor l and meeting EC<br />
directive on train signaling system<br />
<strong>WP</strong> 5<br />
1.6.1<br />
s<br />
vol<br />
freight<br />
road freight transport volume <strong>WP</strong> 3<br />
1.6.1<br />
s<br />
vol road passenger transport volume<br />
passt<br />
<strong>WP</strong> 4<br />
1.6.1 rt s road type link s belong to <strong>WP</strong> 5<br />
by<br />
1.6.1 d ij<br />
rail<br />
road distance between i and j on the fastest path <strong>WP</strong> 5<br />
2.6.4 d ij<br />
rail<br />
distance between i and j by rail on the fastest route <strong>WP</strong> 5<br />
bu sin ess<br />
2.6.4 l share of rail business trips on relation (i,j) <strong>WP</strong> 4<br />
3.6.1<br />
3.6.2<br />
ij<br />
S pij<br />
share of travellers by air of trip purpose p between i<br />
and j<br />
<strong>WP</strong> 4<br />
3.6.1 A pik access time from i to k when travelling in trip purpose <strong>WP</strong> 7/ <strong>WP</strong> 4<br />
p<br />
3.6.1 E plj egress time from i to k when travelling in trip purpose p <strong>WP</strong> 7/ <strong>WP</strong> 4<br />
3.6.2 C pik access/egress costs from i to k when travelling in trip<br />
purpose p<br />
<strong>WP</strong> 7/ <strong>WP</strong> 4<br />
A sound cooperation and interface between these work packages, especially between <strong>WP</strong> 7,<br />
<strong>WP</strong> 4 and <strong>WP</strong> 5, is ensured by the fact, that the same partners play prominent roles in two or<br />
three of these work packages.<br />
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6 TESTING PHASE DATASET – SCOPE AND METHODOLOGY<br />
The database module on passenger transport services will contribute data for the <strong>ETIS</strong> testing<br />
phase with respect to the following indicators:<br />
· passenger travel times road<br />
· direct passenger travel costs rail<br />
· passenger travel times rail<br />
· passenger travel times air<br />
The <strong>methodology</strong> and the scope of the testing phase sets are addressed in the subsequent<br />
paragraphs.<br />
6.1 <strong>ETIS</strong> testing phase – Passenger travel times road<br />
The <strong>ETIS</strong> testing phase relating to passenger travel times road embraces the provision of a<br />
NUTS 2 impedance matrix for road travel times for all EU27 countries, Switzerland and<br />
Norway. The impedance matrix is largely based on the road travel time impedance matrix<br />
generated within the TENSTAC project. The travel impedances will be visualized by a<br />
thematic map illustrating for each region the average travel time by road to the other regions,<br />
weighted by the number of inhabitants.<br />
6.2 <strong>ETIS</strong> testing phase – Direct passenger travel costs rail<br />
The <strong>ETIS</strong> testing phase for direct passenger travel costs for the rail mode is designed in order to<br />
test the <strong>methodology</strong> developed for the modelling of rail tariffs, as explained in section 4.3.5.<br />
For this purpose following procedure has been being developed:<br />
· Selection of origin/ destination (O/D) relations<br />
· Retrieval of the real tariffs for the selected relations<br />
· Calculating the modelled rail tariffs, based on the regression functions obtained and<br />
distances between the selected O/D relations from existing impedance matrices<br />
(distance matrix from TENSTAC)<br />
· Comparison of modelled tariffs and “real” tariffs<br />
· Identification of potentials for further improvements of the <strong>methodology</strong> for modelling<br />
rail tariffs<br />
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The testing phase has been performed for following countries: Germany, France, Italy and<br />
Poland. The <strong>methodology</strong> for the testing phase relating to passenger rail tariffs is illustrated by<br />
Figure 6.1.<br />
Figure 6.1<br />
Methodology for the <strong>ETIS</strong> testing phase<br />
Supply<br />
segments<br />
X<br />
Demand<br />
segments<br />
Application of<br />
attained<br />
regression<br />
functions<br />
<strong>ETIS</strong> testing phase<br />
for passenger rail tariffs<br />
Sample relations for testing phase<br />
Modelled<br />
tariffs<br />
Real<br />
tariffs<br />
Sample relations for<br />
attaining the regression<br />
functions<br />
Tariffs<br />
Regression<br />
functions per<br />
crosssegment<br />
Distances<br />
(timetables, Internet)<br />
TENSTAC<br />
impedence<br />
matrix<br />
(distance)<br />
Comparison<br />
Querys<br />
Querys<br />
Internet websites of European railway companies<br />
6.3 <strong>ETIS</strong> testing phase – Passenger travel times rail<br />
The goal is to produce an ASCII matrix of the minimum travel times and the corresponding type<br />
of train and number of train changes for these connections between NUTS2 centroids in the 27<br />
countries using HAFAS, which corresponds to indicator 2.6.1. By combining this matrix with<br />
geocoding information about the train stations, a user can produce contour plots of travel times,<br />
travel times on links, or other useful spatial graphics. The 3 train stations nearest the centroids<br />
will first be identified. The shortest travel times and other information about the connections<br />
between these train stations will then be extracted from HAFAS. IVT does not yet have the<br />
HAFAS server to calculate the travel times between the main stations in each NUTS2 zone. In<br />
the short term however, the travel times between at least 400 NUTS2 centers can be calculated<br />
for the testing phase, based on the existing IVT rail model. The NUTS2 centroids will first be<br />
added to this model and the nearest 3 stations located, as would be done with the HAFAS<br />
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server. When the HAFAS server arrives at IVT, these travel times can be replaced and enhanced<br />
with the results of the search of the national rail databases.<br />
6.4 <strong>ETIS</strong> testing phase – Passenger travel times air<br />
Travel impedances with the main mode air mostly form part of an intermodal travel chain as<br />
airports, the nodes of an air transport network – in comparison to other modes – are far less<br />
allocated all over Europe than railway stations or road crossings. In addition, the air services<br />
offered between airports vary seriously within their specific combination of travel impedances.<br />
As an example, we consider a journey between Southwest Germany and the Scottish Highlands.<br />
Possible flight routings to be taken are<br />
· from Frankfurt nonstop to Edinburgh<br />
· from Frankfurt with plane change in Amsterdam to Aberdeen<br />
· from Frankfurt with plane change in Manchester to Inverness<br />
· from Stuttgart with plane change in London to Aberdeen<br />
· from Stuttgart with plane change in Frankfurt to Edinburgh<br />
· from Strasbourg with plane change in London to Inverness<br />
· etc.<br />
Assuming Karlsruhe as the origin of the trip and Inverness as the final destination, all routes<br />
mentioned above require an access trip to the starting airport and some of them also an egress<br />
trip from the destination airport to the destination area, with distinct travel times depending on<br />
the airport and the mode used for access/egress (rail/ road). In addition, time needed for check –<br />
in procedures etc. are airport specific, and flight times vary (even for connections having the<br />
same routing) with the underlying schedule. What is the “travel time by air” between two<br />
regions?<br />
The same applies for travel costs. Access/egress costs vary from distance and mode used, tariffs<br />
which apply on the specific air routes may vary by one decimal power, depending on<br />
restrictions (weekend rule, advance booking period, etc.), the number of bookings already made<br />
for a specific flight (discount tariffs are subject to availability) or onlineconnection (i. e. same<br />
carrier for both sections of a connection or not). What are the “travel cots by air” between two<br />
regions?<br />
The same hold true even for frequency of air transport as a main mode between two regions:<br />
What is the frequency? The number of flight connections on the fastest route, the sum of all<br />
connections available on all possible routings? The maximum of the number of flight<br />
connections for all routes?<br />
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As an answer – and this is contrary to earthbound modes – we suggest averaging travel<br />
impedances for the possible routings for an ODpair, based on the probability a customers uses<br />
each of the possible routings.<br />
In a first step, with travel impedances for rail and road between regions (time, costs, frequency)<br />
a mode choice model calculates average impedances for access/ egress of airports. In parallel<br />
connections between airports are calculated within a connectionbuilder (external model or<br />
commercial software available), based on a flight schedule. The costs applying for each<br />
connection are based both on carrier specific tariffs from a data base of a ticket consolidator and<br />
on other variables, like travel distance, carriers used within a specific connection. The latter part<br />
is calculated by a price model for air transport.<br />
The aggregated trip purpose specific travel impedances (time, costs) of connections using the<br />
same sequence of region – airport(s) – region form average travel impedances for each routing.<br />
These routings enter a route choice model calculating the trip purpose specific probability to be<br />
used by the consumer. Adding the route specific travel times weighted by these probabilities<br />
results in trip purpose specific average travel impedances by air as main mode for a travel<br />
between two regions. As a last step one has to add these travel impedances for the specific trip<br />
purposes weighted by the share each trip purpose has on the total air transport demand for the<br />
specific O/D pair.<br />
As the mode air transport does not have a fixed network like e. g. road, impedances mainly<br />
depend on the air services connecting the airports. Hence the base for calculating travel times<br />
for air has to be the schedule of the flights available within a particular period.<br />
As an example concerning the travel times air we show the results of computation for the ODpair<br />
the NUTSregions DE122 (Karlsruhe) and UK A15 (Dundee). The values were calculated<br />
on an existing data base which will be enriched by the data of the sources to be bought within<br />
the <strong>ETIS</strong> project like OAG (air transport), Hafas (for travel impedances by rail between regions<br />
and airports).<br />
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Table 6.1<br />
Estimation of air travel times<br />
From To Airport of<br />
Region Region Origin<br />
Airport of<br />
Destination<br />
First<br />
Transfer<br />
Second<br />
Transfer<br />
No of<br />
alternative<br />
flights per<br />
week<br />
... average<br />
travel time<br />
shortest<br />
travel time<br />
Share of<br />
route<br />
DE122 UKA15 FRA GLA 1 7 numerous 383 383 66%<br />
other<br />
DE122 UKA15 FRA DND LCY 2 11 variables 473 414 3%<br />
DE122 UKA15 FRA EDI 3 24 needed<br />
449 420 20%<br />
for<br />
DE122 UKA15 SXB DND LCY 4 16 route 481 383 1%<br />
DE122 UKA15 SXB DND BRU LCY 5 6 choice 471 458 1%<br />
DE122 UKA15 BSL EDI 6 2 model 483 483 0%<br />
DE122 UKA15 FRA DND MAN EDI 7 19 487 438 2%<br />
DE122 UKA15 FRA GLA BHX 8 67 483 449 3%<br />
DE122 UKA15 FRA GLA STN 9 14 490 487 3%<br />
DE122 UKA15 STR DND LHR EDI 10 7 488 488 0%<br />
DE122 UKA15 average values 13,06 409,596 398,801<br />
The travel times are calculated on the NUTS3level within Europe (EU, candidate countries,<br />
core countries).<br />
Travel times shown are the sum for every routing of the times out of the flight schedule and<br />
mixed access / egress times for rail and road transport between regions and airports using a<br />
mode choice model for access / egress transport. The probabilities (shares) for each routing<br />
between the two regions are calculated by a route choice model using several variables (times<br />
costs, frequency, number of intermediate stops, ...) describing the distinct alternatives when<br />
travelling between the two regions. Average travel time for a routing is the sum of each route<br />
specific travel time multiplied with the route specific likelihood value.<br />
Repeating this for all ODpairs of NUTS3regions results in a travel time matrix for air transport<br />
covering all Europe.<br />
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ANNEX A<br />
DESCRIPTION OF<br />
INDICATORS
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MANUAL – PASSENGER TRANSPORT SUPPLY<br />
ANNEX A: Description of indicators considered in this <strong>WP</strong> (taken from the <strong>WP</strong> 1 Excel file)<br />
Domain ref. Definition Measurement unit<br />
Mode<br />
Spatial scope<br />
Road Rail Air IWW. Sea Intermodal Network OD Zone<br />
Forecast<br />
Details to be<br />
provided<br />
Type of data<br />
required<br />
Data<br />
availability<br />
EU AC<br />
As specified in<br />
the EC Directive<br />
96/48 and<br />
2001/16, with<br />
Interoperability 2.1.4<br />
Current level of<br />
application of rail<br />
interoperability<br />
recommendations and<br />
standards (%) (track<br />
gauge, electric power<br />
supply, train safety)<br />
<strong>WP</strong>: 5,6,7<br />
Percentage per<br />
corridor<br />
x<br />
x<br />
three themes:<br />
1) Track gauge:<br />
1435 mm is<br />
European<br />
standard<br />
2) Electric power<br />
National rail<br />
supply system:<br />
statistics and<br />
25 kV / 50 Hz<br />
investment<br />
(French system)<br />
plans<br />
or 15 kV / 16,67<br />
Hz (German<br />
system). Both<br />
systems are wide<br />
spread in Europe<br />
3) Train safety<br />
(signalling<br />
*** **<br />
system) ETCS<br />
(European Train<br />
Control System)<br />
Level of<br />
service<br />
1.6.1<br />
Passenger travel times<br />
road<br />
<strong>WP</strong>: 7<br />
Minutes x x<br />
Travel times<br />
on a loaded<br />
road network<br />
* *<br />
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Domain ref. Definition Measurement unit<br />
Mode<br />
Spatial scope<br />
Road Rail Air IWW. Sea Intermodal Network OD Zone<br />
Forecast<br />
Details to be<br />
provided<br />
Type of data<br />
required<br />
Data<br />
availability<br />
EU<br />
AC<br />
2.6.1<br />
Passenger travel times<br />
rail<br />
<strong>WP</strong>: 7<br />
Minutes x x x<br />
Fastest<br />
travel times<br />
by rail<br />
* *<br />
3.6.1<br />
Passenger travel times<br />
air<br />
<strong>WP</strong>: 7<br />
Minutes x x<br />
Total travel<br />
time of a<br />
journey with<br />
air as the<br />
main mode<br />
* *<br />
Passenger travel times<br />
5.6.1<br />
shortsea shipping<br />
Minutes x x<br />
Duration of<br />
ferry journey<br />
*<br />
<strong>WP</strong>: 7<br />
2.6.2<br />
Frequency of passenger<br />
air services<br />
<strong>WP</strong>: 7<br />
Number<br />
of<br />
connections per day<br />
(or week)<br />
x<br />
x<br />
Number of<br />
intermodal<br />
connections<br />
betwen<br />
O/Ds, with<br />
air as the<br />
* *<br />
main mode<br />
2.6.3<br />
Rail transport delays<br />
<strong>WP</strong>: 6,7<br />
% of trains arriving<br />
more than 1/2 hour<br />
beyond schedule<br />
'% by period of time<br />
x x x<br />
Statistics on<br />
actual arrival<br />
time of trains<br />
at<br />
destinations<br />
1.6.2<br />
Direct passenger travel<br />
costs road<br />
<strong>WP</strong>: 7<br />
€ x x<br />
Fuel costs,<br />
tolls,<br />
distance<br />
* *<br />
46<br />
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Domain ref. Definition Measurement unit<br />
Mode<br />
Spatial scope<br />
Road Rail Air IWW. Sea Intermodal Network OD Zone<br />
Forecast<br />
Details to be<br />
provided<br />
Type of data<br />
required<br />
Data<br />
availability<br />
EU<br />
AC<br />
2.6.4<br />
Direct passenger travel<br />
costs rail<br />
<strong>WP</strong>: 7<br />
€ x x x<br />
Train type on<br />
fastest route,<br />
distance<br />
* *<br />
3.6.2<br />
Direct passenger travel<br />
costs air<br />
<strong>WP</strong>: 7<br />
€ x x<br />
Total costs<br />
of a journey<br />
with air as<br />
the main<br />
mode<br />
* *<br />
Costs of a<br />
5.6.2<br />
Direct passenger travel<br />
costs shortsea shipping<br />
<strong>WP</strong>: 7<br />
€ x x<br />
ferry<br />
carriage for<br />
a passenger<br />
car and two<br />
persons<br />
*<br />
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ANNEX B<br />
INDICATOR COMPILATION<br />
TEMPLATES
<strong>D5</strong> <strong>Annex</strong> <strong>WP</strong> 7: <strong>ETIS</strong> DATABASE METHODOLOGY AND DATABASE USER<br />
MANUAL – PASSENGER TRANSPORT SUPPLY<br />
Ref. 2.1.4<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Computation Method (Formula)<br />
Current level of application of rail interoperability recommendations and standards (%) (track gauge, electric<br />
power supply, train safety)<br />
Share of infrastructure section on rail corridors meeting EC directive 96/48 and 2001/16 on rail interoperability<br />
share of infrastructure section on corridor l meeting EC directive on standard track<br />
share of infrastructure section on corridor l meeting EC directive on power supply<br />
share of infrastructure section on corridor l meeting EC directive on signaling system<br />
X<br />
X<br />
X<br />
tg<br />
l<br />
ps<br />
l<br />
sg<br />
l<br />
tg<br />
å d<br />
k<br />
k<br />
=<br />
å d<br />
i<br />
i<br />
ps<br />
å d<br />
k<br />
k<br />
=<br />
å d<br />
i<br />
i<br />
sg<br />
å d<br />
k<br />
k<br />
=<br />
å d<br />
i<br />
i<br />
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Variable definition<br />
Variable computation method<br />
Directly from a database or<br />
agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1 l corridor <br />
Method variable V2<br />
share of infrastructure section on<br />
corridor l meeting EC directive on<br />
standard track<br />
X l<br />
tg<br />
calculation<br />
based on data from the UIC rail<br />
network<br />
Method variable V3<br />
ps<br />
X l share of infrastructure section on<br />
corridor l meeting EC directive on power<br />
calculation<br />
based on data from the UIC rail<br />
network<br />
supply<br />
Method variable V4<br />
share of infrastructure section on<br />
corridor l meeting EC directive on<br />
signaling system<br />
X l<br />
sg<br />
calculation<br />
based on data from the UIC rail<br />
network<br />
Method variable V5 d i length of rail network link i belonging<br />
to corridor l<br />
<strong>WP</strong> 5<br />
Method variable V6<br />
[km]<br />
tg<br />
d k length of network link k on corridor l<br />
and meeting EC directive on standard track<br />
[km]<br />
UIC rail network<br />
52<br />
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Method variable V7<br />
Method variable V8<br />
d k<br />
ps<br />
length of network link k on corridor l<br />
and meeting EC directive on standard<br />
power supply<br />
[km]<br />
length of network link k on corridor l<br />
and meeting EC directive on train<br />
signaling system<br />
d k<br />
sg<br />
[km]<br />
UIC rail network<br />
UIC rail network<br />
Remarks concerning method<br />
variable computation<br />
Definition<br />
Model (component) analog<br />
Model required to compute the<br />
method variables (listed above)<br />
Remarks concerning the models<br />
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MANUAL – PASSENGER TRANSPORT SUPPLY<br />
Ref. 1.6.1<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Computation Method (Formula)<br />
Passenger travel time road<br />
Travel time between two regions when using the road mode<br />
s<br />
s<br />
Travel time on a link s: t = f vol , vol , rt )<br />
s<br />
(<br />
pass freights s<br />
[min]<br />
Travel time on a O/D pair (i,j):<br />
T<br />
ij<br />
= å<br />
s<br />
t<br />
s<br />
[min]<br />
Variable definition<br />
Variable computation method<br />
Method variable V1 s link section, belonging to the<br />
fastest path between i and j<br />
Directly from a database or agreed<br />
classifications/nomenclatures<br />
<strong>WP</strong> 5 <br />
Method variable V2 ij origin/ destination <br />
Output of the model<br />
Method variable V3 t s travel time on links s, belonging<br />
to the fastest path between i and j<br />
[min]<br />
calculated<br />
assignment model<br />
Method variable V4<br />
s<br />
vol<br />
freight<br />
freight transport volume <strong>WP</strong> 3 e.g. VACLAV, NEAC<br />
54<br />
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MANUAL – PASSENGER TRANSPORT SUPPLY<br />
[freight vehicles/ day]<br />
Method variable V5<br />
s<br />
vol<br />
passt s passenger transport volume<br />
<strong>WP</strong> 4<br />
e.g. VACLAV, DATELINE<br />
[passenger vehicles/ day]<br />
Method variable V6 rt s road type link s belong to <strong>WP</strong> 5 network model<br />
Remarks concerning method<br />
variable computation<br />
<strong>WP</strong> 5 performs an assignment to determine the travel times<br />
<strong>WP</strong> 4 and <strong>WP</strong> 3 provide the O/D matrices of demand on road<br />
Definition<br />
Model (component) analog<br />
Model required to compute the<br />
method variables (listed above)<br />
Road assignment network model with capacity constraints<br />
Remarks concerning the models<br />
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Ref. 1.6.2<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Direct passenger travel costs road<br />
Direct average costs between two regions when using the road mode<br />
Computation Method (Formula)<br />
C<br />
road<br />
ij<br />
( d × fc × fp + rch )<br />
1<br />
= × [€]<br />
ij m m<br />
ij<br />
ocr<br />
m<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or<br />
agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1<br />
road<br />
C ij direct road costs on relation (i,j) on the<br />
fastest route<br />
[€]<br />
<br />
Method variable V2 ij: origin/ destination <br />
Method variable V3 m country of the trip origin <br />
Method variable V4<br />
d ij<br />
road<br />
path<br />
distance between i and j on the fastest<br />
<strong>WP</strong> 5 <strong>WP</strong> 5<br />
[km]<br />
56<br />
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Method variable V5 fc m average fuel consumption of a passenger<br />
car in country m<br />
[l/ 100 km]<br />
Method variable V6 fp m average fuel price in country m<br />
[€/ l]<br />
Method variable V7 rch ij road charges applied on fastest route<br />
between i and j<br />
[€]<br />
Method variable V8 ocr m average passenger car occupancy rate in<br />
country m<br />
[passenger/ passenger car]<br />
analyses of data sets for this<br />
variable not completed yet<br />
analyses of data sets for this<br />
variable not completed yet<br />
analyses of data sets for this<br />
variable not completed yet<br />
analyses of data sets for this<br />
variable not completed yet<br />
analyses of data sets for this<br />
variable not completed yet<br />
analyses of data sets for this<br />
variable not completed yet<br />
analyses of data sets for this<br />
variable not completed yet<br />
analyses of data sets for this<br />
variable not completed yet<br />
Remarks concerning method<br />
variable computation<br />
The retrieval of data sources for the variables to be taken into account has not been completed yet. It is doubtful<br />
whether countryspecific data for each of the variables mentioned will become available.<br />
Definition<br />
Model (component) analog<br />
Model required to compute the<br />
method variables (listed above)<br />
Remarks concerning the models<br />
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Ref. 2.6.1<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Passenger travel time rail<br />
Rail travel time between two regions when using the rail mode<br />
Computation Method (Formula) travel time on relation (i,j): Tij [min]<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or<br />
agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1 T ij rail travel time on the relation (i,j) on the fastest<br />
connection between those stations representing the<br />
centers between i and j<br />
Hafas server <br />
[min]<br />
Method variable V2 ij: origin/ destination <br />
58<br />
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Remarks concerning method<br />
variable computation<br />
Definition<br />
Model (component) analog<br />
Model required to compute the<br />
method variables (listed above)<br />
Remarks concerning the models<br />
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Ref. 2.6.4<br />
Definition<br />
Direct passenger travel costs rail<br />
<strong>ETIS</strong>BASE Glossary<br />
Direct costs between two regions when using the rail mode<br />
Computation Method (Formula)<br />
rail bu sin ess bu sin ess<br />
bu sin ess non _ bu sin ess<br />
C = l × f ( d , serv ) + ( 1 - l ) × f ( d , serv )<br />
ij ij<br />
m<br />
ij ij<br />
ij<br />
m<br />
ij ij<br />
[€]<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or<br />
agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1<br />
direct rail costs for the relation (i,j) on the<br />
fastest route<br />
C ij<br />
rail<br />
[€]<br />
<br />
Method variable V2 ij: origin/ destination <br />
Method variable V3 m national railway/ country through which ticket<br />
was booked (origin station)<br />
Method variable V4<br />
bu sin ess<br />
f<br />
m<br />
cost function for rail tariff for country m<br />
and demand segment business<br />
<strong>WP</strong> 7 – IWW approach<br />
<br />
Output from IWW rail tariff<br />
analyses, information from<br />
DATELINE<br />
Method variable V5<br />
non _ bu sin ess<br />
f cost function for rail tariff for country <strong>WP</strong> 7 – IWW approach Output from IWW rail tariff<br />
m<br />
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Method variable V6<br />
m and demand segment nonbusiness<br />
rail<br />
d ij distance between i and j by rail on the<br />
fastest route<br />
[km]<br />
Method variable V7 serv ij service segment offered between i and j on<br />
the fastest route<br />
<strong>WP</strong> 5 <strong>WP</strong> 5<br />
Hacon/ Hafas server <br />
analyses, information from<br />
DATELINE<br />
[Î{highspeed train on highspeed rail<br />
infrastructure, highspeed train on conventional<br />
infrastructure, qualified longdistance train, other<br />
longdistance train, regional train}]<br />
Method variable V8<br />
Remarks concerning method<br />
variable computation<br />
bu sin ess<br />
l share of rail business trips on relation (i,j)<br />
ij<br />
<strong>WP</strong> 4<br />
Much work on pricing already done at IWW. Information from DATELINE in preparation.<br />
Definition<br />
Model (component) analog<br />
Model required to compute the<br />
method variables (listed above)<br />
Model component C1 IWW rail tariff cost functions IWW rail tariff cost functions<br />
Model component C2 DATELINE data model Description of data in DATELINE model, gaps,<br />
extrapolation weaknesses.<br />
Remarks concerning the models<br />
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Ref. 3.6.1<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Passenger travel time air<br />
Total travel time between two regions when using air transport as the main mode<br />
Computation Method (Formula)<br />
T ij = SS pij *(SQ rpij *( A pik + OO pk + F kl + DO pl + E plj ))<br />
[min]<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1 S pij share of travellers by air of trip<br />
purpose p between i and j<br />
Method variable V2 Q rpij probability of using route r between i<br />
and j when travelling in trip purpose p<br />
Method variable V3 A pik Access time from i to k when<br />
travelling in trip purpose p<br />
[min]<br />
Method variable V4 OO pk Outofvehicletime spent in k<br />
before starting from k when travelling in<br />
trip purpose p<br />
[min]<br />
OAG<br />
Trip generation/distribution<br />
model and modal split model<br />
Route choice model<br />
network model rail , network<br />
model road, modal split model<br />
access/egress<br />
network model air<br />
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Method variable V5 F kl Flight time from k to l. In cases else<br />
EUROCONTROL, OAG, Hafas<br />
than a nonstop flight: F km = + TO m + F ml<br />
[min]<br />
Method variable V6 DO pl Outofvehicletime spent in l after<br />
landing in l when travelling in trip purpose<br />
p<br />
network model air<br />
[min]<br />
Method variable V7 E plj Egress time from i to k when<br />
travelling in trip purpose p<br />
[min]<br />
network model rail , network<br />
model road, modal split model<br />
access/egress<br />
Method variable V8 i = Region of Origin part of the area to be considered<br />
within <strong>ETIS</strong>BASE<br />
Method variable V9 j Region of Destination part of the area to be considered<br />
within <strong>ETIS</strong>BASE<br />
Method variable V10 k departing airport EUROCONTROL, OAG network model air<br />
Method variable V11 l arriving airport EUROCONTROL, OAG network model air<br />
Method variable V12 m intermediate airport(s) EUROCONTROL, OAG network model air<br />
Method variable V13 p trip purpose (business | nonbusiness) part of the trip purposes to be<br />
considered within <strong>ETIS</strong>BASE<br />
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Method variable V14 r flight routing, consisting of k, none to<br />
two m and l<br />
EUROCONTROL, OAG<br />
network model air<br />
Remarks concerning method<br />
variable computation<br />
Flight time (F kl ) is preferably to be calculated in a network model air using EUROCONTROL flight data, as flight<br />
times from software, which is distributed commercially (like OAG, Hafas), does not take in account any charter<br />
services (e. g. to holiday destinations, but just information of scheduled services.<br />
The route choice model handling air transport should not just focus on shortest path, as – increasing with the travel<br />
distance – the number of possible routings a traveller can choose rises significantly and other attributes of air travel like<br />
frequency and price severely influence the consumers choice. E . g. A business traveller would hardly opt for a nonstop<br />
tourist flight offering the shortest travel time , due to starting from an airport very close to the travel of the<br />
travellers origin of travel, if such a flight is offered just once a week. On the other hand a nonbusiness traveller might<br />
prefer such a flight, instead of using a transfer connection, which is offered three times per day but a significant higher<br />
tariff.<br />
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Ref. 3.6.2<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Computation Method (Formula)<br />
Passenger travel costs air<br />
Total travel costs between two regions when using air transport as the main mode<br />
P ij = SS pij *(SQ rpij *( C pik + FC kl + C plj )) [€]<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1 S pij share of travellers by air of trip<br />
purpose p between i and j<br />
Method variable V2 Q rpij probability of using route r<br />
between i and j when travelling in<br />
trip purpose p<br />
Method variable V3 C pik Access/egress costs from i to k<br />
when travelling in trip purpose p<br />
[€]<br />
<strong>WP</strong> 4 Trip generation/distribution<br />
model and modal split model<br />
Route choice model<br />
network model rail , network<br />
model road, modal split model<br />
access/egress<br />
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Method variable V4 FC kl Flight costs from k to l. In<br />
cases else than a nonstop flight: F km<br />
= + TO m + F ml<br />
[€]<br />
Method variable V5 C plj Access/egress costs from i to k<br />
when travelling in trip purpose p<br />
[€]<br />
Tariff database of a consolidator, flight<br />
booking systems, ICAOdatabase<br />
function to derive trip purpose<br />
specific average costs from<br />
tariffs available from database<br />
and / or travel distance<br />
network model rail , network<br />
model road, modal split model<br />
access/egress<br />
Method variable V6 i Region of Origin part of the area to be considered within<br />
<strong>ETIS</strong>BASE<br />
Method variable V7 j Region of Destination part of the area to be considered within<br />
<strong>ETIS</strong>BASE<br />
Method variable V8 k departing airport EUROCONTROL, OAG network model air<br />
Method variable V9 l arriving airport EUROCONTROL, OAG network model air<br />
Method variable V10 m intermediate airport(s) EUROCONTROL, OAG network model air<br />
Method variable V11 p trip purpose (business | nonbusiness)<br />
Method variable V12 r flight routing, consisting of k,<br />
none to two m and l<br />
part of the trip purposes to be considered<br />
within <strong>ETIS</strong>BASE<br />
EUROCONTROL, OAG<br />
network model air<br />
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Remarks concerning method<br />
variable computation<br />
Tariffs for air transport are updated daily in a ticket consolidators data base and three times per day on commercial<br />
booking systems. In addition most tariffs are “subject to availability”, meaning, even when set up well defined trip<br />
purpose specific rules (e. g. booking in 14 days in advance, weekendstay, etc.) varying tariffs, just depending on the<br />
booking situation, apply to every set of rules defined. Therefore a function deriving average costs from available tariffs<br />
has to be used in addition. This function takes also into account, which passenger fees and aircraft specific handling<br />
fees apply for a distinct airport, which are available from the ICAO.<br />
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Ref. 2.6.2<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Frequency of passenger air services<br />
Frequency between two regions when using air transport as the main mode<br />
Computation Method (Formula)<br />
F ij = SQ rpij * FF r<br />
[number of weekly connections]<br />
with r is a routing from airport i to airport j via none, one or two intermediate airports<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or<br />
agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1 Q rpij probability of using route r between i and j when<br />
travelling in trip purpose p<br />
Method variable V2 FF r number of connections available on a flight routing,<br />
following the rule: there is no service (nonstop, direct or<br />
with plane change) leaving the airport k earlier or at the same<br />
time and the arrival time at the destination airport l is not<br />
earlier or at the same time<br />
[number of weekly connections]<br />
OAG, Hafas, EUROCONTROL<br />
Route choice model<br />
CB (connection builder)<br />
Remarks concerning method<br />
variable computation<br />
Commercial software (OAG, Hafas) does only handle with scheduled flights. Therefore when in addition charter flights (e. g. to<br />
holiday resorts) shall also be taken into account, a connectionbuilder routine, calculating on EUROCAONTROL database is<br />
needed.<br />
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Ref. 5.6.1<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Computation Method (Formula)<br />
Passenger travel time ferries<br />
Travel time on a certain ferry link<br />
travel time on link k, in case one travel time is given: T k<br />
[min]<br />
l u<br />
T + T<br />
k k<br />
T ; : T = [min]<br />
k k k<br />
2<br />
travel time on link k, in case the link is operated by several ferry companies with different travel times:<br />
l u<br />
travel time on link k, in case the travel time given as an interval [ T ]<br />
T<br />
k<br />
=<br />
å T<br />
i<br />
i<br />
æ k ö<br />
ç N<br />
i ÷<br />
×<br />
. ç k ÷<br />
å N<br />
i<br />
è i ø<br />
k<br />
å T<br />
i<br />
k<br />
i<br />
[min]<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or<br />
agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1 T k (average) ferry travel time on link k<br />
[min]<br />
Publications “Fähren in Europa”<br />
and European timetable of the DB<br />
AG;<br />
If necessary, calculated as<br />
<br />
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illustrated above<br />
Method variable V2 i index for the ferry companies operating on link k <br />
Method variable V3 k index for a ferry link considered within <strong>ETIS</strong>BASE <br />
Method variable V4<br />
N i<br />
k<br />
Number of ferry connections per week in September<br />
2003 by operator i on link k<br />
Publications “Fähren in Europa”<br />
and European timetable of the DB<br />
<br />
[number of weekly ferry links]<br />
AG<br />
Method variable V5<br />
T i<br />
k<br />
[min]<br />
Travel time of operator i on link k<br />
Publications “Fähren in Europa”<br />
and European timetable of the DB<br />
AG<br />
<br />
Method variable V6<br />
Shortest travel time on link k, if travel time is<br />
expressed by an interval<br />
T k<br />
l<br />
[min]<br />
Publications “Fähren in Europa”<br />
and European timetable of the DB<br />
AG<br />
<br />
Method variable V7<br />
Longest travel time on link k, if travel time is<br />
expressed by an interval<br />
T k<br />
u<br />
[min]<br />
Publications “Fähren in Europa”<br />
and European timetable of the DB<br />
AG<br />
<br />
Remarks concerning method<br />
variable computation<br />
Definition<br />
Model (component) analog<br />
Model required to compute the<br />
method variables (listed above)<br />
Remarks concerning the models<br />
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Ref. 5.6.2<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Computation Method (Formula)<br />
Direct passenger travel costs ferries<br />
Total travel costs on a certain ferry link for a passenger car and two passengers<br />
direct travel costs on link k, in case k is operated by one ferry company: C k = C k<br />
pc<br />
+ C k<br />
pass<br />
[€]<br />
travel time on link k, in case the link is operated by several ferry companies with different travel times:<br />
C<br />
k<br />
æ k ö<br />
ç N<br />
k<br />
i ÷<br />
å C ×<br />
i . ç k ÷<br />
i<br />
å N<br />
i<br />
è i ø<br />
=<br />
k<br />
å C<br />
i<br />
i<br />
[€]<br />
Variable definition<br />
Variable computation method<br />
Directly from a database or agreed<br />
classifications/nomenclatures<br />
Output of the model<br />
Method variable V1 C k (average) direct passenger ferry travel costs<br />
on link k<br />
Calculated as illustrated above <br />
[€]<br />
Method variable V2<br />
pc<br />
C k direct costs for carriage of a passenger car<br />
on link k<br />
Publication “Fähren in Europa”<br />
Internet websites of ferry companies<br />
<br />
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[€]<br />
Method variable V3<br />
C k<br />
pass<br />
direct costs for carriage of a passenger on<br />
Publication “Fähren in Europa”<br />
<br />
link k<br />
Internet websites of ferry companies<br />
[€]<br />
Method variable V4 i index for the ferry companies operating on<br />
link k<br />
Method variable V5 k index for a ferry link considered within<br />
<strong>ETIS</strong>BASE<br />
Method variable V6<br />
Remarks concerning method<br />
variable computation<br />
Number of ferry connections per week in<br />
September 2003 by operator i on link k<br />
[number of weekly ferry connections]<br />
N i<br />
k<br />
Publications “Fähren in Europa” and<br />
European timetable of the DB AG<br />
<br />
<br />
<br />
Definition<br />
Model (component) analog<br />
Model required to compute the<br />
method variables (listed above)<br />
Remarks concerning the models<br />
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Ref. 2.6.3<br />
Definition<br />
<strong>ETIS</strong>BASE Glossary<br />
Rail Delays<br />
Delay of passenger trains in stations<br />
Computation Method (Formula) Aggregate delay Dr = ATr – STr [min]<br />
Variable definition<br />
Directly from a database or agreed<br />
classifications/nomenclatures<br />
Variable computation method<br />
Output of the model<br />
Method variable V1 D r Delay in station r<br />
[min]<br />
Method variable V2 AT r Actual arrival time in station r<br />
[time]<br />
Method variable V3 ST r Scheduled arrival time in<br />
station r<br />
[time]<br />
Remarks concerning method<br />
variable computation<br />
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