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

More documents

Recommendations

Info

D5 Annex WP 7: ETIS DATABASE METHODOLOGY AND DATABASE USER MANUAL – PASSENGER TRANSPORT SUPPLY 4.3 Methodology for generation of data for the supporting indicators 4.3.1 Passenger travel time road The methodology for generation of travel times of passenger cars implies the application of a modelling approach, which relies on information from other work packages as follows: WP 5: capacity, maximum speed, distance WP 4: passenger flows WP 3: freight flows With the information on passenger and freight O/D matrices the average speed for passenger cars and average loading of the road infrastructure is calculated, relative to capacity. In the next step the minimum travel time between O/D pairs is calculated by a shortestpath algorithm, which will become part of the network model developed in WP 5. As far as the mode “coach” is concerned first assessment approaches on data availability have constituted the following situation: The situation of data availability differs significantly from that for rail and air, since there is no common information system available, which covers the levelofservice data of several coach operators in a consolidated way. Any information on the LOS of the coach mode is only available per coach company. The market structure of longdistance coach services is very complex, since in some countries there are regulations for the provision of longdistance domestic coach services, whereas in other countries such regulations are not applied. In the latter group of countries there is often a large number of different coach operators, which offer both domestic and international services, and which overall provide a service level, which can be characterised only by analysing timetables for each coach company individually. Due to the specifically difficult pattern of data availability for longdistance coach services the coach mode has been decided to be out of the scope of data collection. 4.3.2 Passenger travel time rail Rail travel times between two O/D zones are defined as the travel time from the NUTS2 centroid to the nearest main train station, plus the travel time between main stations. The latter will be extracted from the Hafas server. Rail impedances (travel time, frequency, train type) from centroids to airports and main train stations require calculation based on the location of the node nearest the centroid, and will be identified initially by the (time) shortestpaths between NUTS2 centers in the VISUM software package (PTV, 2000), on the basis of IVT’s European rail model. 18 R20040089.doc 27 May 2004
D5 Annex WP 7: ETIS DATABASE METHODOLOGY AND DATABASE USER MANUAL – PASSENGER TRANSPORT SUPPLY IVT uses the IRPUD European railway network (Schürmann, 2001), with improvements added by IVT (Bleisch and Fröhlich 2003). The rail network geometry consists of 36,000 nodes and 78,000 links. There are 11,000 rail lines implemented, serving 2000 stops. To this level, the geometry is consistent with the GISCO network. The workday and weekend schedules for high speed intercontinental and interregional trains were added from the Thomas Cook Timetables of September, 2002. Trains to the regional express level were added in the Alps for workdays. Only the schedules of the highvalue connections were included for the rest of Europe. The model is fine enough for the correct representation of the access to 400 destination zones. Train lines were entered in the system as a specific “train number”, taken from the schedule. The distribution of the lines in the European countries is presented in the following table: Table 4.1 Number of Train Lines per Country in IVT European Rail Model Country Lines Country Lines Country Lines Albania 8 Greece 37 Slovenia 6 Austria 161 Holland 58 Spain 204 Belarus 4 Hungary 103 Sweden 103 Belgium 50 Ireland 77 Switzerland 664 Bulgaria 32 Italy 680 Turkey 18 Croatia 8 Macedonia 2 Ukraine 8 Czech Republic 53 Norway 13 Slovenia 6 Denmark 174 Poland 107 Finland 83 Portugal 40 France 592 Romania 40 International* 698 Germany 653 Russia 9 Airport Connections Great Britain 414 Slovakia 93 * International lines are those which cross areas of several countries, especially Eurocity trains 166 The real time tables permit the calculation of shortestpath matrices, including switching trains. For a valid connection, a maximum of 6 train changes is allowed, and the waiting time for train changes my also not exceed six hours. This treatment sets a minimum measure for level of comfort. 85 European airports are also integrated in the network. Airports without a major train station (with Regional Express service) were connected with appropriate “SBahn” (light rail), tram, or bus link. This linkage of the airports to the network is important for the assignment of intermodal models. For those airports which do not have a direct link to the rail model, the access was approximated with a road access time multiplied by 2.5, in the assumption that these airports have at least a local, but relatively slow, bus service to the city center. Access time to R20040089.doc 27 May 2004 19
Page 1: D5 Annex report WP 7: ETISDatabas
Page 5: D5 Annex WP 7: ETIS DATABASE METHOD
Page 8 and 9: D5 Annex WP 7: ETIS DATABASE METHOD
Page 43: ANNEX A DESCRIPTION OF INDICATORS
Page 49: ANNEX B INDICATOR COMPILATION TEMPL
Page 68 and 69:
D5 Annex WP 7: ETIS DATABASE METHOD
Page 70 and 71:
Page 72 and 73:
show all

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

Create successful ePaper yourself

Delete template?

Save as template?