The regionalization of rail transport in France. An analysis of the interplay between actors (from the late 1990s through the 2000s)

In France, owing to the railway regionalization process, regional “governments” are finding themselves increasingly involved in transport policy-making. Based on a multidisciplinary comparative study conducted in six French regions, this paper aims to analyze the ways in which regional rail policies are constructed by examining, in particular, the way they are generated as a result of interactions between different institutional actors. These interactions are linked to tensions in three main areas: the financing of transport investments, the financing and nature of rail services and regional governance. We examine these tensions by referring to three configurations of actors: the first includes the Regions and the State, the second, the Regions and the rail actors, and the third, the Regions and other local authorities. Finally, we discuss our findings, emphasizing what they teach us about the regionalization process in France.     

Regional policy issues for rail freight services

This paper presents some of the results of the shortlines research project for Ademe (French agency for the environment) and Predit (French support program for surface transport research). The paper focuses on France, and makes some comparisons with North America and Germany. It is organized in two parts. The first part analyses the notion of “short line” freight railways in the European context. We observe that to date, unlike short lines in North America, which have mostly sought cooperation with major railways, the new rail operators in Europe are competing with the majors. The second part discusses regional policies on rail freight transport. We observe that for some time, local governments in France have been afraid that the on-going reduction of regional rail freight services will increase truck traffic and environmental impacts. Today, however, these governments appear to be more reluctant to promote rail freight activities than they were a few years ago. The current conditions under which local lines operate in Europe and especially in France, including small capacity on the infrastructure and high cost of labor and low productivity, may explain this reluctance.     

大型铁路站房与城市规划的协同和促进——青岛北站综合交通枢纽一体化设计

铁路综合交通枢纽是我国城市综合交通枢纽中客流量最大、便捷性最高、综合效益最好的交通模式。以青岛北站为例,解构城市铁路综合交通枢纽的脉络与肌理,分析各种交通方式的构成原则,探讨交通枢纽与城市规划的相互适应,寻求交通疏解与城市发展的促进共生。     

Alternative railway futures: growth and/or specialisation?

Recent centuries have seen a succession of transport technologies, each offering improvements in speed, carrying capacity and/or operational flexibility. Having overcome many physical barriers to freedom of movement, humanity now faces two major, related challenges: dwindling reserves of fossil fuels, and anthropogenic climate change. In these circumstances, rail transport has significant potential advantages over the more energy-intensive modes of road and air.Railways dominated 19th century land transport, peaking in importance in the early 1900s. Market share then declined in the face of competition from road transport and aviation, although rail retained significant passenger and freight transport roles. Major improvements in railway operating efficiency were introduced later in the 20th century, including: the switch from steam to diesel and electric traction; containerisation and focus on long-haul, unit-train freight operations; and the development of high-speed passenger rail services in Japan and Europe, enabling rail to compete successfully with air travel over distances of up to 800 km.The UK Government’s Foresight Programme commissioned a report entitled Intelligent Infrastructure Futures, for which four scenarios were developed of how society might be in 2055. These scenarios are: ‘Perpetual Motion’, ‘Urban Colonies’, ‘Tribal Trading’ and ‘Good Intentions’, each having its own implications for the future of transport. This paper considers the implications of each scenario, and of the underlying/overriding issues of peak oil and climate change, for the possible role and significance of rail transport in meeting our transport needs in the mid-21st century and beyond.     

Assessing policy measures for the stimulation of intermodal transport: a GIS-based policy analysis

Intermodal transport is the combination and integration of several transport modes (such as rail, inland waterways with road transport). In order to make the transhipment easy and efficient standard loading units are used, such as containers or swap-bodies. As for the main haul, more environmental friendly modes are used (rail and inland waterways) and a modal shift towards these modes can help in reducing the congestion. Therefore several policies are directed to stimulate the intermodal transport market.In this paper, a location analysis model for Belgian intermodal terminals (LAMBIT) is developed and used to assess different policy measures in Belgium. The simulations show that the different policy measures oriented towards the rail/road and inland waterways/road combinations should be incorporated in a coherent, integrated vision, in order to not create a modal shift between the different intermodal transport options. The methodology can easily be extended towards a European scale.     

Shaping urban transport policies in China: Will copying foreign policies work?

After decades of rapid economic growth, Chinese cities now face serious urban transport challenges, such as congestion, air pollution, energy shortage, and global climate change. Efficient and equitable urban transport policies are essential to China’s sustainable development, in which urbanization plays a critical role. Can Chinese cities solve these challenges by copying or modeling the policies of other nations? This paper argues that understanding the unique contexts of Chinese cities is necessary for predicting whether policies implemented elsewhere will perform well in China. The study explores four examples of hotly contested urban transport policies. The previous experience of each policy is compared with its likely efficiency and distributional consequences in China. Specific attention is paid to how the policy context – the spatial and institutional characteristics of the Chinese cities – can affect the adoption of foreign urban transport policies in China. Suggestions regarding the four policies are proposed to policy makers, followed by conclusions and discussions.     

Topological evolution of a metropolitan rail transport network: The case of Stockholm

The structure of transport networks is the outcome of a large number of infrastructure investment decisions taken over a long time span. Network indicators are widely used for characterizing transport network topology and its performance as well as provide insights on possible developments. Little is known however on how rail bound public transport networks and their network indicators have evolved into their current form. This study conducts a longitudinal analysis of the topological evolution of a multimodal rail network by investigating the dynamics of its topology for the case of Stockholm in 1950–2025. The starting year marks the opening of the metro system while the end year is set to mark the completion of the current development plan. Based on a compilation of network topology and service properties, a year-on-year analysis of changes in global network efficiency and directness as well as local nodal centrality were conducted. Changes in network topology exhibit smooth long-term technological and spatial trends as well as the signature of top-down planning interventions. Stockholm rail network evolution is characterized by contraction and stagnation periods followed by network extensions and is currently undergoing a considerable densification, marking a shift from peripheral attachment to preferential attachment.     

Stochastic seat allocation models for passenger rail transportation under customer choice

We study the seat allocation problem for passenger rail revenue management, in which a rail operator attempts to determine the optimal quantity of seats to be allocated to each cabin class for each train service. We formulate the problem with single-stage and multi-stage decisions as two stochastic programming models that incorporate passengers’ choice behavior. We transform the stochastic models into equivalent deterministic mathematical programs that are easy to solve. Then, we form a variety of seat allocation polices from the optimal solutions to the seat allocation models. A number of simulation tests are offered to test the policies.     

Developing new urban public transport systems: An irrational decision-making process

The decision-making process for planning new urban public transport systems in the UK is examined by studying 11 new and planned systems. The objectives of building the systems relate to transport and development issues. A number of key factors are taken into account during the decision-making process: forecast demand, image, deregulation of buses, technological innovation, private sector involvement and the funding mechanism. The requirement for proven technology and the forecast demand for the systems reduces the choice to one of light rail or bus. The effects of bus deregulation, funding and image, essentially reduce that choice to light rail or nothing. Cost should be kept low, which suggests a bus based system, but current legislation favours more expensive light rail systems. The conclusion is that although transport planners make rational decisions within the current political framework, the framework, and therefore some of the decisions, are not rational.     

Deregulation and reform of rail in Australia: Some emerging constraints

The Australian Government over the last two decades has embarked on an intensive microeconomic reform program. Associated with this has been the deregulation of the rail sector. The mechanism of deregulation has been by vertically separating the below and above rail infrastructure and the creation of a number of rail access regimes. Evidence is emerging which indicates that the mechanism of deregulation is an impediment to the development of an integrated national network, the objective of deregulation and rail reform. This paper will discuss the mechanism of deregulation in Australia within the context of developments overseas. In particular it will discuss the development of a number of state specific rail access regimes and raise some problems and constraints being encountered in the reform process. The paper adds to a growing body of knowledge relating to infrastructure reform and deregulation and highlights some major constraints embedded in the model. The concluding section will discuss the relevance of past and current reform of Australian policies to rail policy makers outside Australia.     

Developing a set of decision-support tools for sustainable urban transport in the UK

There is now an increased understanding of the need to design urban transport and land-use systems to be more sustainable, and of the policies which are needed to achieve this. However, work by the European Conference of Ministers of Transport has highlighted the institutional, acceptability, financial, information, regulatory and process barriers to implementing them. These barriers are evident in the UK, even though it has a particularly developed approach to local transport planning. As a contribution to overcoming them, a 4-year research programme has been conducted to develop decision-support tools for local government. The paper describes the international background to this research programme, its objectives and overall structure and its interaction with local authorities. The barriers to sustainability identified by the programme's local authority partners are presented, the development of the selected products from the research programme is outlined and the challenges in transferring them into practice are discussed.     

The factors in residents' mobility in rural towns of China: Car ownership,road infrastructure and public transport services

The improvement of rural people's mobility in developing countries has informed many policies. Still, debates remain on which policies are efficient, for instance, building more roads, providing public transport or promoting car ownership. The empirical evidence for these debates at the national level remains scarce. As a result, this paper aims to provide fresh evidence for discussions by examining residents' mobility in China using nationwide survey data with 12,524 respondents from 119 rural towns. The results of the analysis show car ownership is the most significant factor influencing rural people's mobility than other factors. Higher car ownership relates to a higher travel frequency to counties or cities. Other kinds of transport vehicles (i.e. electric cars, motorcycles and electric bikes) also have positive but relatively weaker impacts on rural mobility. For public transport, it is more accessible to access bus stops, which encourages travel to higher-order centres rather than increasing the frequency of county bus services. The accessibility of high-quality road systems tends to have a negative influence and has combined effects with levels of local services. People from towns with insufficient local services and poor access to highways travel the most frequently to higher-order centres. This study highlights the critical role of road investments and car ownership enhancement policies in improving mobility. Moreover, this study also underscores the supplemental role of public transport services given the current low car ownership rates in rural towns of China and the global consensus on sustainable green transport development. It highlights the importance of engaging eco-friendly and locally adaptive transport alternatives, such as electric cars and electric bikes. It also calls for a rational distribution of bus stops and more flexible, convenient, and physically accessible public transport and carshare modes in rural China.     

Comparing maritime containers and semi-trailers in the context of hinterland transport by rail

The purpose of this article is to investigate why rail is used to move semi-trailers to and from seaports to lesser extent than it is used to move maritime containers, and which actions can foster an increase of semi-trailer transport by rail. The two types of load units are obviously used in quite different logistics settings. The two transport segments are compared in terms of the transport markets they serve, the competition they face and the operational and technological principles upon which they operate.The empirical setting is the transport of general cargo in load units between Scandinavia, Continental Europe and the UK, although the container segment is analysed as an element of deep-sea liner shipping. Empirical findings are drawn from the case of the Port of Gothenburg and its Scandinavian hinterland. Sustained double-digit annual growth has led to a situation where most of the potential market for the hinterland transport of maritime containers has already been realised. The challenge for further growth is now to capture the semi-trailer segment.Not surprisingly, this analysis shows that rail is more competitive for the hinterland transport of containers than of semi-trailers, but there are still significant opportunities for reaping the benefits of rail transport of semi-trailer transport in the hinterlands of European ports. An increased integration of rail transport and Roll-on/Roll-off shipping will not only require, but also encourage, changes in the overall system design as well as its competitiveness compared to all-road and all-rail services.     

Distributional effects of public transport policies in the Paris Region

This paper examines the distributional effects of alternative scenarios of urban public transport policies in the Paris Region using disaggregated data from the Global Transport Survey 2001–2002. We study two types of scenarios: fare adjustments, as in previous work, but also speed increase scenarios. We find that reducing public transport fares is progressive. Increasing the speed of public transport is also progressive whatever the mode. The most progressive option is to increase the speed of buses in the suburbs, while targeting the metro or the suburban rail are the least progressive alternatives. More generally, low-income individuals benefit more from fare reductions than from increases in public transport speed.     

The feasibility of introducing light rail systems in medium-sized towns in Central Europe

The article makes a case for introducing light rail systems in medium-sized towns and cities in Central Europe and analyses the feasibility of such a project. This is particularly important in the context of the paradigm of mobilities and the idea of sustainable development. Contemporary urban planning has yet to find a satisfactory answer to the question of how to diminish the negative consequences of individual transport without placing inordinate limitations on the natural human desire for mobility. It would seem that the increasingly negative effects of car use – for which bus transport provides no attractive alternative – are fast creating a need for a means of public transport that is not only separated from street traffic, but that is also effective and environmentally friendly. These requirements are met to the fullest extent by light rail systems such as trams, tram-trains and various hybrid solutions.     

Evaluation of wider economic impacts of light rail investment on cities

Transport plays a critical role in facilitating competitiveness in post-industrial economies. High quality transport services and infrastructure enhance internal and external connectivity. This research examines published and unpublished evidence of economic impacts of modern light rail (tram and light metro) systems in the United Kingdom and globally. Evidence is considered relating outcomes of investment in light rail systems to: unlocking previously hard to reach sites for development; triggering fresh growth through elimination of significant transport constraints; stimulation of inward investment; extension of labour market catchment areas; reorganisation or rationalisation of production, distribution and land use; and land and property value increase and capture. Urban light rail investment can help regenerate Central Business Districts and boost employment and property prices. Similar rail investments in different locations may not however have the same economic impacts — geography matters. Other conditions in addition to transport investment are required for positive externalities.     

高速铁路建设对加速中国城镇化进程的重要作用

中国城镇化正进入加速发展时期．旅客运输需求总量迅速增加,城市间旅客交流强度加大,同时对交通运输效率和节能环保提出了更高要求。高速铁路所具有的技术经济优势,非常适合中国城镇化发展需要。中国正在建设的高速铁路网,对促进城镇聚集以及沿线城市体系的形成和完善,带动城市开发建设和服务业发展,提高城市居民生活质量将发挥重要作用。     

一体化发展策略下的轨道交通枢纽建设

轨道交通的枢纽建设在实现城市交通发展一体化中起着至关重要的作用。在总结上海轨道交通多个枢纽建设和运营经验的基础上，提出在一体化发展策略下建设轨道交通枢纽的创新理念，包括“由多线集中换乘到分散换乘”的网络规划理念、由“零距离换乘”到“以时间换空间”的运营安全理念、注重客流组织“单循环”流线的换乘效率理念、实现立体化交通组织的“人车分流”理念、注重细节的“以人为本”理念以及车站周边空间的一体化开发理念，最后从规划、设计、运营、服务、开发五个层面提出轨道交通枢纽建设的具体要求，为未来轨道交通枢纽的规划和建设提供参考。     

关于轨道交通站点综合开发项目（TID）的思考

在城市化和轨道交通日益发展的今天,优质、成功的轨道交通站点综合开发之于中国,是对人们的交通方式、出行方式乃至工作方式、生活方式的改变和“升级换代”,具有划时代的重大意义．从轨道交通站点综合开发项目（TID）的概念出发,介绍TID的设计原则、理念及其对城市设计的影响,重点研究T1D综合开发的模式及设计要点,并对香港地铁的开发、管理模式进行解析,分析该模式的局限性及借鉴点,结合朝天门项目和九龙站及其上盖项目系统研究TID在实际案例中的应用．探讨轨道交通站点综合开发的重要性和必要性。     

Transport corridors and regional balance in China: the case of coal trade and logistics

Coal plays a vital role in the socio-economic development of China. Yet, the spatial mismatch between production centers (inland Northwest) and consumption centers (coastal region) within China fostered the emergence of dedicated coal transport corridors with limited alternatives. Serious problems of energy shortage and power rationing have already affected southeastern China. At the same time, enormous interregional coal transfers face a lack of transport capacity along the transport system. Based on first-hand statistics, a disaggregated analysis of coal distribution patterns since the late 1970s provides novel evidences about the local effects of macroscopic trends, such as the shift from dominant exports to dominant imports in terms of changing traffic concentration levels and distribution patterns among routes and ports. The spatial evolution of coal distribution is also discussed in terms of related industry linkages and local influences, coal trade policies and market pricing, port system evolution, and transport network planning. The paper also discusses possible improvements of the current situation through enhancing multimodal transport based on a review of current policies.