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1
Beim, Michał. "The liberalization of the long-distance bus transport in Germany: from competitive market to monopoly". AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 21, nr 3 (31.03.2019): 27–40. http://dx.doi.org/10.24136/atest.2019.099.
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The Federal Republic of Germany is one of the last member states of the European Union that have liberalized the market of the longdistance buses (interurban buses). Since 1935 until the end of 2012 the access to the market was strictly regulated. Bus companies were allowed only when the bus transport does not threaten the position of railways, and it was only a supplement. The beginning of 2013 lifted most of the restrictions. It has started a dynamic growth of the market. The long-distance buses have changed significantly the urban transport policy as well as have boosted the intermodal competition in the segment of long-distance transport. In the German cities have appeared significant traffic generators, and space of bus terminals turned to be insufficient. Coaches, despite legal restrictions, have become part of the regional transport systems. The unaccustomed to competition national railway carrier – Deutsche Bahn – was forced to find a new position in the market. The answer was to increase the number of promotional tickets. At the same time at the bus market has begun the processes of concentration. The dominant company acquired more than 90 percent of the market. The rapid development of the long-distance buses caused the questions about the extension of a present of motorways toll for lorries also for buses. From the perspective of six years, the liberalization of the bus market to be considered, however, as having a positive impact on transport policy. Most of the passengers using interurban buses used to use private cars, not the railways, as originally feared.
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Nejati, Amin, Mehdi Ravanshadnia i Ehsan Sadeh. "Selecting an Appropriate Express Railway Pavement System Using VIKOR Multi-Criteria Decision Making Model". Civil Engineering Journal 4, nr 5 (3.06.2018): 1104. http://dx.doi.org/10.28991/cej-0309160.
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A gigantic evolution has been brought about in the railway transportation by the emergence of the expressways as the most efficient method of carrying passengers within short and medium interurban distances. Various types of expressway pavements have been offered during the recent years. A considerable amount of the repair and maintenance costs in railroad sector is allocated to the constituents forming the pavements. No thorough and precise research has been so far conducted on the railroad expressways featuring traffics with speeds over 250 km/h and the extant information have merely been trivial changes in the procedures existent for speeds below 200 km/h and these are not deemed of much use and applicability. Thus, the current research paper is devoted to the investigation and selection of express railways pavement system design using VIKOR method. The evaluations indicate that the commencement of the first high-speed train work in 1964 in Japan marked a turning point in the railroad passenger transportation in the world. The development of the high-speed railway transportation is enumerated as an important revolution helping the railroads retake their crucial role in passenger transportation in such a way that it is found overtaking the roadway and aerial transportation and even exposing some airlines to real crisis. The high-speed railroad is undergoing an intensive expansion worldwide and as a safe, sound and sustainable transportation system, it has well proved its role in the social and economic development of the nations.
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Ivanova, E. A., i T. A. Flyagina. "HSR Development in Russia Considering the Dynamics of Passenger Traffic and Public Opinion". World of Transport and Transportation 18, nr 6 (30.07.2021): 248–70. http://dx.doi.org/10.30932/1992-3252-2020-18-6-248-270.
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To study the problems and opportunities for implementation of high-speed railway (HSR) projects, as well as to confirm the potential demand for highspeed transportation services, the authors studied public opinion regarding three of the potential HSR lines as well as the experience of foreign countries in implementation of projected passenger traffic, financing of construction of high-speed main lines and assessing their impact on the general economic growth of regions.When conducting the study, the authors used the methods of a questionnaire sociological survey, analysis, comparison, induction.The main results of the study have shown that in development and implementation of expensive highspeed rail projects, it is of particular importance to identify the demand of passengers for high-speed transportation, the general attitude and readiness of the population of countries to use such main lines. The article has studied the dynamics of demand for passenger transportation by branded and non-branded trains on key directions, which made it possible to identify several of them as the most promising for development of high-speed lines. The sociological research carried out by the authors, using the method of questioning in social networks, made it possible to reveal the attitude of the country’s residents towards the most potentially promising for high-speed rail projects directions: Moscow–St. Petersburg, Moscow– Kazan and Moscow–Rostov-on-Don. According to the results of the survey, Russians have a positive attitude to development of high-speed railways in the country, most of the respondents intend to use them when it is necessary to make interurban trips, especially on Moscow–St. Petersburg route.The authors present the external economic effects and risks of development of high-speed railways in Russia. The effects comprise the growth of the population’s transport mobility. The potential risks of developing high-speed rail projects are associated with complexity of ensuring reliable operation of rolling stock and infrastructure of these main lines under difficult climatic conditions in Russia, as well as with high cost of travel for Russians, which negatively affects demand. To overcome the latter risk, it is important to form a positive image of projects by modelling public opinion.
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Hizbaron, D. R., I. Muthohar i S. Malkhamah. "Risk-Based interurban Makassar-Parepare railway development, Indonesia". Transportation Research Interdisciplinary Perspectives 13 (marzec 2022): 100541. http://dx.doi.org/10.1016/j.trip.2022.100541.
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Levinson, Herbert S., i William F. Hoey. "Interurban Electric Railway: A Tale of Two Centuries". Transportation Research Record: Journal of the Transportation Research Board 1762, nr 1 (styczeń 2001): 8–17. http://dx.doi.org/10.3141/1762-02.
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Wang, Zihan, i Yanguang Chen. "Exploring Spatial Patterns of Interurban Passenger Flows Using Dual Gravity Models". Entropy 24, nr 12 (8.12.2022): 1792. http://dx.doi.org/10.3390/e24121792.
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Geographical gravity models can be employed to quantitatively describe and predict spatial flows, including migration flows, passenger flows, daily commuting flows, etc. However, how to model spatial flows and reveal the structure of urban traffic networks in the case of missing partial data is still a problem to be solved. This paper is devoted to characterizing the interurban passenger flows in the Beijing–Tianjin–Hebei region of China using dual gravity models and Tencent location big data. The method of parameter estimation is the least squares regression. The main results are as follows. First, both the railway and highway passenger flows can be effectively described by dual gravity models. A small part of missing spatial data can be compensated for by predicted values. Second, the fractal properties of traffic flows can be revealed. The railway passenger flows follow the gravity scaling law better than the highway passenger flows. Third, the prediction residuals indicate the changing trend of interurban connections in the study area in recent years. The center of gravity of the spatial dynamics has shifted from the Beijing–Tianjin–Tangshan triangle to the Beijing–Baoding–Shijiazhuang axis. A conclusion can be reached that the dual gravity model is an effective tool for analyzing spatial structures and dynamics of traffic networks and flows. Moreover, the model provides a new approach to estimating the fractal dimensions of traffic networks and spatial flow patterns.
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Mentzer, Marc S. "Irrational optimism in a declining industry: Sir Adam Beck’s interurban railway proposal". Management & Organizational History 1, nr 4 (listopad 2006): 371–84. http://dx.doi.org/10.1177/1744935906071910.
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Cadar, Rodica Dorina, i Rozalia Melania Boitor. "GPS-Based Study on an Interurban Road Connection". Advanced Engineering Forum 21 (marzec 2017): 564–72. http://dx.doi.org/10.4028/www.scientific.net/aef.21.564.
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The paper presents an extensive theoretical background related to the travel time and the studies that were conducted during the recent years on the subject. As a concept, travel time is related to the period of time spent in travelling between two different points in space. The analysis focuses on several aspects related to the travel time concept such as its usefulness, its influencing factors, and data collection methods for its determination. In order to also provide a practical outcome, the main interurban road connection between Cluj-Napoca and Tîrgu-Mureş was studied. The road trespasses both urban and rural localities in the North-Western of Romania. For the data collection process, a GPS-based equipment was placed on a test vehicle to run the route for multiple times, at different days and hours. The collected data were studied by means of statistical analysis in order to establish the most relevant aspects of the travel time. The research goal of the paper was to evaluate the influence exerted by demographics and type of locality on travel time by means of eventual delays. The main findings were employed to analyze the traffic conditions as well as the parameters that have a major impact on them. According to the results of the analysis, the traffic flow on the interurban route is best described by the travel time and consequently the delays registered due to multiple obstructive elements such as railway level crossings, pedestrian crossings within the localities, and level intersections between different roads category. However, according to the study, it can also be concluded that travel time and therefore the eventual delays are not influenced to a great extent by neither the type of transited localities - urban or rural, nor the demographics.
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Chira, Georgia, Dimitra Kaika, Fotini Kehagia, Efi Drimili, Zoe Gareiou, Leonidas Vatikiotis i Efthimios Zervas. "Transportation habits and opinions of railway users in Athens, Greece". IOP Conference Series: Earth and Environmental Science 899, nr 1 (1.11.2021): 012065. http://dx.doi.org/10.1088/1755-1315/899/1/012065.
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Abstract The Greek economic crisis of 2009 onwards has affected all aspects of social and economic life of the country, including transportation. Taking into account the link between the economic crisis and transportation, the present study aims to investigate the way that the economic crisis has affected the interurban travel rail habits of the citizens of Athens, the capital of Greece. We conducted a study, using a questionnaire survey with 400 participants, to investigate the general trends concerning the purpose and the frequency of railway travelling and the restrictions of their travel activities due to the economic recession. The results of this study show that more than half of respondents declared that there is not any great difference in their use of rail as transport during last years, while they express a positive opinion as they attribute it to the higher safety and comfort of railway compared to other transportation modes. However, the cost of the ticket and the provided level of service are two significant factors for the participants for the choice of their transportation mode.
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Li, Shicheng, Jian Gong, Qinghai Deng i Tianyu Zhou. "Impacts of the Qinghai–Tibet Railway on Accessibility and Economic Linkage of the Third Pole". Sustainability 10, nr 11 (31.10.2018): 3982. http://dx.doi.org/10.3390/su10113982.
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Constructing the Qinghai–Tibet Railway (QTR) was a landmark project and was beneficial to the sustainable development of the Third Pole. To understand the sustainable development of remote regions by the provision of railway, we studied the QTR’s impact on accessibilities and economic linkages for four cities in the Third Pole, Xining, Golmud, Nagqu, and Lhasa, and between these four cities and 29 capital cities in mid-eastern China. First, employing average shortest travel time (ASTT) and weighted average travel time (WATT) as indicators, we calculated the railway-based accessibilities for June 2006 and January 2013. Then, using a gravity model, railway-based economic linkages were determined. The results demonstrate that: (i) ASTT for Xining–Golmud decreased by 4.14 h from June 2006 to January 2013. Both ASTT and WATT indicated that the accessibilities of the four cities and between these four cities and 29 capital cities in mid-eastern China improved significantly, and the spatial disparity in accessibility for the four cities decreased, which increased the balance and sustainability of the transportation system; (ii) the average contribution rate of the QTR to improving economic linkages for six routes among the four cities was 25.29%, with the Xining–Nagqu and Nagqu–Lhasa linkages improving most significantly; (iii) the QTR strengthened economic linkages between the four cities and mid-eastern cities. Because of the QTR, the economic linkages between the four cities and 29 capital cities increased 27.58% on average. The spatial disparity in interurban economic linkages also decreased. Transporting products from Tibet should be promoted to strengthen the sustainability of economic growth.
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Kozłowski, Maciej, Marek Pawełczyk i Agnieszka Piotrowska-Piątek. "Innovativeness of railway transport in the context of the development of tourism in Poland". Quality & Quantity 54, nr 5-6 (26.08.2019): 1691–703. http://dx.doi.org/10.1007/s11135-019-00928-z.
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Abstract The article discusses the issue of innovation activities of companies in railway transport in Poland in the context of the development of tourism. Transport infrastructure and organization, along with economic, social, ecological and political factors, are the basic stimulators for the development of tourism. In literature on the subject, this problem is rarely discussed. This article is of a review and research nature. The aim of it is to consider the condition of innovativeness of railway transport companies in Poland in the context of its role in the development of tourism in Poland. To attain the goals of this research, a critical analysis of literature on the subject and desk research have been carried out, the latter drawing on the unpublished data of Statistics Poland, referring to Polish companies from section Transportation and storage, class Passenger rail transport, interurban (according to NACE rev.2). The data derive from the three latest editions of the Community Innovation Survey (CIS). In the article, there was used data concerning: innovation activity, types of innovation, co-operation during innovative activity, importance of the source of information for innovation activity, importance of the reasons and barriers to not innovate. The data analysis reveals a rather low level of innovativeness of railway transport companies in Poland. In the authors’ opinion, this state of affairs is connected with historical and political factors: the structure and failed reforms in this sector and granting development priority to other branches of transport during the structural transformation in Poland.
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Schrodt, Barbara. "“Taking the Tram”: Travelling to Sport and Recreation Activities on Greater Vancouver’s Interurban Railway - 1890s to 1920s". Canadian Journal of History of Sport 19, nr 1 (maj 1988): 52–62. http://dx.doi.org/10.1123/cjhs.19.1.52.
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Hannerz, Ulf. "The world in creolisation". Africa 57, nr 4 (październik 1987): 546–59. http://dx.doi.org/10.2307/1159899.
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Opening ParagraphFrom the time when I first became entangled with the Third World, in the late 1950s and early 1960s, I have been fascinated by those contemporary ways of life and thought which keep growing out of the interplay between imported and indigenous cultures. They are the cultures on display in market places, shanty towns, beer halls, night clubs, missionary book stores, railway waiting rooms, boarding schools, newspapers and television stations. Nigeria, the country I have been most closely in touch with in an on-and-off way for some time, because of its large size, perhaps, offers particular scope for such cultural development, with several very large cities and hundreds if not thousands of small and middle-size towns. It has a lively if rather erratic press, a popular music scene dominated at different times by such genres as highlife, juju and Afro-beat, about as many universities as breweries (approximately one to every state in the federal republic), dozens of authors published at home and abroad, schoolhouses in just about every village, and an enormous fleet of interurban taxicabs which with great speed can convey you practically from anywhere to anywhere, at some risk to your life.
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Li, Minmin, Wenhua Guo, Renzhong Guo, Biao He, Zhichao Li, Xiaoming Li, Wenchao Liu i Yong Fan. "Urban Network Spatial Connection and Structure in China Based on Railway Passenger Flow Big Data". Land 11, nr 2 (2.02.2022): 225. http://dx.doi.org/10.3390/land11020225.
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China’s transportation industry has made great achievements in the past 40 years of reform and opening up. At the same time, it has gradually accumulated a series of problems. These problems have led to closer and more complex social and economic connection within and between regions of different scales. The existing research only carries out the characteristic analysis of urban network spatial connection and pattern from a single perspective such as “flow space” theory, spatial interaction model and accessibility method, and fails to accurately describe the complex socio-economic relations between regions. Based on the big data of railway passenger flow, this study selected weighted average travel time, railway network density, and the economic connection model to express the urban network spatial connection and structure of China in 2016 from the perspectives of time, space, and interaction. In 2016, the accessibility, connectivity, and total urban external economic connection of the railway network showed a trend of declining from the east to the west. The top 50 cities ranked by interurban economic connection were all located in the central and eastern regions and showed “diamond shape” distribution characteristics. The four diamond-shaped pairs were Beijing-Tianjin-Hebei, Yangtze River Delta, Pearl River Delta, and Chengyu urban agglomerations. This shape was basically in line with the T-shaped space that has existed for a long time in China’s regional development. The accessibility, connectivity, and total external economic connection of national-level urban agglomerations were greater than those of regional-level urban agglomerations, and far greater than those of local-level urban agglomerations. The results showed that there was a mismatch between the layout of the railway network and the population. It will still be necessary to focus on strengthening the construction of transportation infrastructure in urban agglomerations and densely populated areas in the future. This study enriches the “flow space” theory, more fully describes urban network spatial connection and structure in China by considering the three perspectives of time, space, and interaction, and can provides reasonable suggestions for the development of national comprehensive three-dimensional transportation network planning, regional spatial structure optimization, and sustainable development.
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Bethel, A. C. W. "The Unfinished Web". Southern California Quarterly 102, nr 4 (2020): 327–84. http://dx.doi.org/10.1525/scq.2020.102.4.327.
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Early in the twentieth century, Los Angeles’s regional interurban electric railway, the Pacific Electric (PE), developed serious operational problems because the PE had been assembled from separate railroads that hadn’t been designed to fit together, and because Los Angeles’s explosive population growth overtaxed its facilities. The PE wanted to speed its trains and unify its system with a crosstown subway, but in 1923 the Los Angeles City1 Council blocked the PE’s plan and instead commissioned engineers and professional transit planners to devise comprehensive regional transit plans to be operated for the public good, not for private profit. These plans all focused on bringing lots of people downtown quickly, something irrelevant in a decentralizing city. Part I concludes with two seemingly propitious developments: the PE’s opening of its own mile-long but isolated Hollywood Subway, a compromise design but still impressive; and the unveiling of the most detailed and elaborate of the transit plans, as required by the new city charter. Part II, in the next issue, will describe why that comprehensive plan failed, then trace how political, economic, and demographic changes in the 1920s and 30s affected transit planning and why a plan to locate rail rapid transit in freeway medians failed. Part II will end with an examination of the PE’s financial condition as a refutation of a common explanation of the PE’s long decline.
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Monsuur, Fredrik, Marcus Enoch, Mohammed Quddus i Stuart Meek. "Impact of Train and Station Types on Perceived Quality of Rail Service". Transportation Research Record: Journal of the Transportation Research Board 2648, nr 1 (styczeń 2017): 51–59. http://dx.doi.org/10.3141/2648-06.
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This paper highlights the impact of train and station types in the evaluation of service quality. A range of relevant trip and sociodemographic factors was taken into account. A partial constrained proportional odds model (an extension of the ordered logit model) was applied to data extracted from the 32nd wave of the National Rail Passenger Survey conducted in spring 2015. This survey constituted about 30,000 trip-level observations of passenger satisfaction with rail services across Great Britain. The results indicated that the impact of train type on service quality was significant. With regard to the type of train services, the modeling results indicated that high-speed rail, long-distance rail, interurban rail, and, especially, open-access operators were more likely to have satisfied customers as compared with commuter and rural railway services. With regard to stations, users of the smallest station category were more likely to be satisfied than users of larger stations, but other station types did not significantly affect satisfaction. Delays had a significant negative impact on satisfaction levels. With regard to passenger segments, respondents in the oldest age category were more likely to be satisfied than respondents in the youngest age category, and commuters were less likely to be satisfied than respondents on a business or leisure trip. Overall, these results show how train operating companies might best focus their efforts on improving passenger satisfaction according to train type, station type, trip stage, and user segment.
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Oliveira, Elizangela Justino de. "As ferrovias no Nordeste: uma análise da rede urbana ferroviária formada pela The Great Western of Brazil Railway Company Limited (1881-1948)". Revista de Geografia 40, nr 3 (10.01.2024): 74–99. http://dx.doi.org/10.51359/2238-6211.2023.259383.
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As ferrovias deram início a muitas transformações no espaço intraurbano, uma vez que, além da linha férrea, outros equipamentos eram necessários para sua operação e logística. As mudanças também ocorreram no espaço interurbano, pois a ferrovia modificou a centralidade das, reestruturando a rede urbana-regional. Este artigo tem o objetivo de analisar a rede urbana ferroviária formada pela The Great western of Brazil Railway Company Limited, que administrou as ferrovias do Nordeste brasileiro na primeira metade do século XX. A análise se dá a partir das receitas das estações ferroviárias das estradas de ferro que compõe a referida rede, da condição de Ponta de Trilhos e entroncamentos de algumas cidades nas linhas férreas. A pesquisa possui abordagem na Geografia Histórica Urbana, conforme a demarcação temporal (1881-1948) e a condução da análise com ênfase nas seguintes fontes documentais: Anuário Estatístico do Brasil (1908-1912, v. I, Território e População), Coleção das leis do Império e da República dos Estados Unidos do Brasil (1902), Cartografia história (1904), Relatórios do Ministério da Indústria, Viação e Obras Públicas (1902, 1907, 1910 e 1915), Relatórios do Ministério da Viação e Obras Públicas (1899, 1901, 1902, 1908, 1909 – v. II e III – e 1910), bem como as Sinopses dos recenseamentos dos anos de 1890 e 1900. Os resultados apontam, a partir da análise das receitas das estações ferroviárias, que a condição de Ponta de Trilhos e entroncamento ferroviário alterou a centralidade da maior parte das cidades que compuseram a rede ferroviária.
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White, J. Richard, i Amanda Grainger. "Real Property". SMU Annual Texas Survey 9, nr 1 (2023): 335. http://dx.doi.org/10.25172/smuatxs.9.1.12.
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This Article covers Real Property cases from Southwestern Reporter (Third) volumes 633 through 652 and federal cases during the Survey period that the authors believe are noteworthy to the jurisprudence on the applicable subject. A number of significant cases, mostly from the Texas Supreme Court, have been handed down during this survey period. The due process requirements for the scope of inquiry for substituted service have been promulgated in MAP Resources. Additional procedural issues for service on financial institutions, which were decided differently by various state and federal courts, were resolved in Moss. The Texas Supreme Court provided helpful guidance on the measurement of consequential damages in Signature, and offered a cautionary tale to practitioners about the drafting of consequential damage waivers in James. In another cautionary tale to practitioners, the Tyler Court of Appeals in Tiner addressed the enforceability of a fixed price 100-year option contract. Likewise, in Rancho Viejo, following guidance from the Texas Supreme Court, the San Antonio Court of Appeals narrowly interpreted a restrictive covenant to allow construction of a solid waste facility. The narrow interpretation of restrictive covenants was again reiterated by the Texas Supreme Court in JBrice. The supreme court has also addressed, in a case of first impression, the issue of implied revocation of an outstanding offer in Tauch. In premises liability cases, it also discussed the “dual capacity” for successor liability in Eagleridge, and the “necessary use” doctrine in Sandridge. The Texas Attorney General issued guidance on the meaning of “person” for purposes of nonjudicial foreclosures. Unfortunately, the limitations period for equitably subrogated lien claims, under Howard I and its prodigy, continued in Howard III. From a governance perspective, the Texas Supreme Court refined the fiduciary duties of directors in the Poe decision. Regulatory takings were addressed in Schrock, but with significant possible changes in jurisprudence raised in the concurring opinions. Additionally, the Texas Supreme Court jumped on the Dallas to Houston highspeed train project in defining an interurban electric railway.
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Ottensmann, John R. "Interurban Railways and Urban America". SSRN Electronic Journal, 2018. http://dx.doi.org/10.2139/ssrn.3225875.
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Blasco Sánchez, Carmen, Francisco Martínez Pérez, Ana Mª Gascón Hernández i Julia Deltoro Soto. "Greenways in Europe: Opportunities to recycle the railways in Spain (Valencia)". Journal of Urban Regeneration and Renewal, 1.01.2016. http://dx.doi.org/10.69554/hupa1788.
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Knowledge and enhancement of natural, cultural and landscape heritage is needed by society to meet the challenges of sustainable development. The abandonment of communication infrastructure owing to obsolescence, new forms of communication or the introduction of more profitable transport does not destroy their connecting character and the means of transport for which they were conceived. In the specific case of the railway system, it represents one of the main infrastructures of a national nature, which through its associated elements educates on the history and culture of a country. Following the abandonment of some railway lines, its rails, bridges and stations have become opportunities for a new form of urban, interurban and territorial mobility. If this is approached from a strategic perspective, and its role as potential means of alternative connection is explored, new ties, communication and approaches to a region can expand the options for sustainable mobility.
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Adachi, Hironobu, i Hironori Kato. "Interview-Based Analysis of Impacts of COVID-19 on Interurban Business Trips in Japan". Transportation Research Record: Journal of the Transportation Research Board, 15.03.2022, 036119812210825. http://dx.doi.org/10.1177/03611981221082560.
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This study investigates the impact of the COVID-19 pandemic on interurban business trips (IBTs). A total of 42 individuals employed in 42 private firms or public organizations covering 16 industries in Japan were interviewed from March 19 to June 16, 2021. In addition to their business activities, interviewees were requested to provide information on pre-pandemic IBT practices, changes in employee IBT organizational regulations caused by the pandemic, and their IBT preferences for the post-pandemic period. The results revealed that many firms significantly reduced IBTs in Japan during the pandemic. They also showed that small- and medium-scale organizations reduced the frequency of IBTs more than large-scale organizations, while tourism businesses and medical/welfare services organizations reduced the frequency of IBTs more than other industries. Many organizations preferred to reduce the frequency of IBTs in the post-pandemic period compared with the pre-pandemic period by using video conferences. As business travel accounts for 45% of railway users and 32% of air transportation users in Japan, the expected decline in IBTs could negatively affect ridership during the post-pandemic period.
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Laroche, Florent, i Ayana Lamatkhanova. "Effects of open access competition on prices and frequencies on the interurban railway market: Evidence from Europe". Research in Transportation Business & Management, październik 2021, 100705. http://dx.doi.org/10.1016/j.rtbm.2021.100705.
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Chaine, Hervé. "What is the future of regional railway transportation?" Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation 25 | 1992 (31.03.1992). http://dx.doi.org/10.46298/cst.11906.
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The extension of commuting and the development of interurban exchanges open new markets for Regional Railway Transportation. How can it really compete with its rival, the personal car?The unique market for which railway is competitive is the one which involve strict schedule at peak hours. It includes two subsystems: suburban trips home-work and home-school; intercity business trips.It is obvious that today's services do not fit the market, even more from a qualitative than quantitative viewpoint.Railway services has to be adapted to appropriate schedules (roundtrip in half a day) rather than frequency, fares (suburban), access (park and ride, signing, comfortable environment, feeder bus system for school services) and rolling stock (suitable, well accessible, efficient). This evolution could be accelerated with the opening of the European market, with the increasing role of local authorities clother to citizen, and also with new institutional and organizational framework for the operation of railway services. L'extension des bassins d'emploi et le développement des relations interurbaines ouvrent un marché potentiel nouveau pour le chemin de fer régional. Comment celui-ci peut-il réellement présenter une alternative à son mode concurrent : la voiture particulière ?Le seul marché, pour lequel le chemin de fer est compétitif, est celui des déplacements à horaires contraints devant s'effectuer aux heures de pointes. Deux sous-ensembles le comprend : les liaisons périurbaines pour les déplacements domicile-travail et domicile-école ; les liaisons intercités pour les déplacements d'affaires.L'inadaptation de l'offre à ces marchés est aujourd'hui flagrante, sur le plan qualitatif plus encore que quantitatif.Le service ferroviaire doit être adapté en termes d'horaires plutôt que de fréquences (Aller/Retour dans la demi-journée pour l'inter-cité), de tarification (suburbain), d'accès (parkings d'échanges, jalonnement, confort des installations, rabattement bus pour les scolaires) et le matériel roulant (confort, performances et accessibilité). L'ouverture du marché européen, le rôle des autorités locales plus proches des citoyens, voire un nouveau contexte institutionnel et organisationnel de l'exploitation, peuvent favoriser cette évolution.
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Carrouet, Guillaume. "Dégradation de la desserte ferroviaire interurbaine et périphérisation du département des Pyrénées-Orientales". Les Cahiers Scientifiques du Transport - Scientific Papers in Transportation 74 | 2018 (30.11.2018). http://dx.doi.org/10.46298/cst.12176.
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In the current climate, defining priorities between large transportation projects, which include high speed lines, is not favourable to the improvement of rail access in urban peripheries. Using the example of the Pyrénées-Orientales, department located in the Southern tip of France bordering Spain, this essay aims at highlighting the special interest in rail service for urbain peripheries. Due to uncertainties about the realisation of the Montpellier-Perpignan high speed section and about the night train service - that might be an alternative to high-speed trains to access the capital - the department experience the deterioration of its intercity railway access for medium and long distance trains. Beyond considerations specific to the rail system, the example of the Pyrénées-Orientales enables us to identify a set of frames of reference used to defend the rail service and learn about the representations the local stakeholders have concerning it and the effects they impute upon it. Le contexte actuel de changements importants dans le secteur ferroviaire avec, par exemple, la redéfinition des priorités de réalisation de grands projets de transport, dont les LGV sont parties prenantes, est peu propice à l’amélioration de l’accessibilité ferroviaire des territoires périphériques. A partir du cas des Pyrénées-Orientales, département situé à l’extrémité sud de la France et frontalier de l’Espagne, cette contribution propose de mettre en évidence l’intérêt particulier de la desserte pour les territoires périphériques. Confronté à des incertitudes à la fois dans la réalisation du tronçon à grande vitesse Montpellier-Perpignan et sur le service de trains de nuit, qui représente pourtant une alternative au TGV pour les relations avec la capitale, le département voit son accessibilité ferroviaire interurbaine à moyenne et longue distance se dégrader. Au-delà des considérations propres au système ferroviaire, l’exemple des Pyrénées-Orientales permet d’identifier un ensemble de référentiels utilisés à des fins de défense de la desserte et dont le contenu est riche d’enseignements sur les représentations que les acteurs locaux en ont et des effets qu’ils lui prêtent.