Transport in the Trans-Pennine Corridor: Present Conditions and Future Options. Interregional Study Working Paper 3.

This paper reports on a desk study carried out by the Institute for Transport Studies as part of a wider study of opportunities for inter-regional working in the trans-Pennine corridor, considering economic, environmental and transport issues. It draws together available information on transport and movement flows in the trans-Pennine corridor. These patterns of movement are examined from a broad perspective which considers intra-regional, inter- regional and international movements within and across the study area. The report proposes a regional package approach to transport, based on demand management and modal transfer

Promoting Intermodal Connectivity at California’s High Speed Rail Stations

High-speed rail (HSR) has emerged as one of the most revolutionary and transformative transportation technologies, having a profound impact on urban-regional accessibility and inter-city travel across Europe, Japan, and more recently China and other Asian countries. One of HSR’s biggest advantages over air travel is that it offers passengers a one-seat ride into the center of major cities, eliminating time-consuming airport transfers and wait times, and providing ample opportunities for intermodal transfers at these locales. Thus, HSR passengers are typically able to arrive at stations that are only a short walk away from central business districts and major tourist attractions, without experiencing any of the stress that car drivers often experience in negotiating such highly congested environments. Such an approach requires a high level of coordination and planning of the infrastructural and spatial aspects of the HSR service, and a high degree of intermodal connectivity. But what key elements can help the US high-speed rail system blend successfully with other existing rail and transit services? That question is critically important now that high-speed rail is under construction in California. The study seeks to understand the requirements for high levels of connectivity and spatial and operational integration of HSR stations and offer recommendations for seamless, and convenient integrated service in California intercity rail/HSR stations. The study draws data from a review of the literature on the connectivity, intermodality, and spatial and operational integration of transit systems; a survey of 26 high-speed rail experts from six different European countries; and an in-depth look of the German and Spanish HSR systems and some of their stations, which are deemed as exemplary models of station connectivity. The study offers recommendations on how to enhance both the spatial and the operational connectivity of high-speed rail systems giving emphasis on four spatial zones: the station, the station neighborhood, the municipality at large, and the region

The EurAsEC Transport Corridors

The geographic and geo-economic location of EurAsEC countries gives them significant strategic potential for freight transit. EurAsEC has motorway and railway corridors running east-west and north-south, and a number of new corridors are being constructed. However, to handle such huge volumes of cargo, the region’s existing transport infrastructure must be modernised. Sea vs land: 2:1. Transportation of transit cargo by sea (transoceanic service) has some strong advantages, such as low delivery cost, established relationships with customers and high standards of service. This leads us to conclude that sea transit will prevail in the near future. Land transit routes offer only one competitive advantage – speed of delivery, which is two to three times faster compared with the sea routes linking East Asia with Eastern Europe. This advantage must be exploited. A considerable proportion of “time-sensitive” transit (some 16 million tonnes annually, according to the most conservative estimate) can be redirected to ITCs operated by EurAsEC. There are a number of physical and non-physical barriers to the realisation of the EurAsEC’s transit potential. Physical barriers include the poor state of motorways and railways and their related infrastructure, i.e. obsolete rolling-stock, which prevents any increase in transportation speeds and volumes; existing roads do not meet international standards; border crossing points and logistics centres have a low throughput capacity. Non-physical barriers include cumbersome permit systems, unreasonable delays in crossing borders, various charges and additional taxes imposed by regulatory and local authorities, scheduled and spot-check inspections of cargo weight, etc. The non-physical barriers are the most significant obstacles to the development of cargo transit in the region and cause serious delays in cargo delivery. Time lost does not only result in loss of money and customer trust, but also the loss of the main (in fact the only) competitive advantage land transit has over sea transit. Given their geographic position and national economic interests, Russia, Kazakhstan and their neighbours have a direct interest in the Eurasian integration process that extends beyond the boundaries of the post-Soviet space and involves the region’s most important countries. Projects implemented in certain economic sectors provide a reliable basis for regional economic integration. What begins in those key sectors eventually spreads to the institutional level. In this context, therefore, transportation must be among these priority sectors.Eurasian Economic Community, transport infrastructure, transport corridors, economic integration, post-Soviet space

Integer programming based solution approaches for the train dispatching problem

Railroads face the challenge of competing with the trucking industry in a fastpaced environment. In this respect, they are working toward running freight trains on schedule and reducing travel times. The planned train schedules consist of departure and arrival times at main stations on the rail network. A detailed timetable, on the other hand, consists of the departure and arrival times of each train in each track section of its route. The train dispatching problem aims to determine detailed timetables over a rail network in order to minimize deviations from the planned schedule. We provide a new integer programming formulation for this problem based on a spacetime network; we propose heuristic algorithms to solve it and present computational results of these algorithms. Our approach includes some realistic constraints that have not been previously considered as well as all the assumptions and practical issues considered by the earlier works

Advancing High-Speed Rail Policy in the United States, Research Report 11-18

This report builds on a review of international experience with high-speed rail projects to develop recommendations for a High-speed rail policy framework for the United States. The international review looked at the experience of Korea, Taiwan, China, and several countries in Europe. Countries in Asia and Europe have pursued high-speed rail (HSR) to achieve various goals, which include relieving congestion on highway networks, freeing up capacity on rail network for freight train operations, and reducing travel time for travelers. Some of the key rationales do not work well in the US context. As an example, in the US, freight companies own most of the rail network and, hence, do not need government intervention to free up capacity for their operations. We concluded the potential to reduce travel times coupled with improved travel time reliability and safety will be the strongest selling points for HSR in the US. HSR lines work best in high-density, economically active corridors. Given that there are a limited number of such corridors in the US, our study recommends the US HSR project funding mix be skewed heavily toward state bonds guaranteed by the federal government. This will ensure that the states that benefit directly from the projects pay most of the costs, making it more palatable to states that may not have HSR projects. For the projects that span multiple states, member states may have to negotiate the level of financial responsibility they will bear, and this will require detailed negotiations and financial setups that are not addressed in this report. Other measures the federal government needs to put in place include designating a key agency and dedicated funding source, and developing regulations and specifications for HSR design and construction. States that embark on HSR projects should start with formal legislation and put in place structures to ensure sustained political support throughout the planning and construction of the project. The federal government also needs to move quickly to foster educational and training centers to build up the HSR workforce in the country

Alaska-Canada Rail Link Economic Benefits

Construction of the 1,740 km Alaska-Canada Rail Link (ACRL) between Fort Nelson, BC and Delta Junction, Alaska to join the North American rail system to the Alaska Railroad will result in tremendous economic benefits for Canada and the US. The ACRL will provide valuable additional east-west rail capacity and tidewater access to the Pacific, hugely benefitting not only the Yukon and Eastern Alaska regions, into which it will introduce rail transport for the first time, but throughout both countries. The economic benefits of ACRL construction are consistent with Canadian government’s desire to promote Northern development and comparable in significance to those of Canadian Pacific Railway in the 1880’s and the St. Lawrence Seaway in the 1950’s. Construction of the ACRL alone will bring unprecedented economic stimulus to the region in terms of job creation, wages and income tax revenue over multiple years. Table 7-1 below summarizes the benefits from ACRL construction for the Yukon, BC and Canada as a whole. However, these estimates are conservative as they exclude benefits associated with pre-construction activities, railway operation post-construction, sales taxes and corporate taxes as well as all such benefits that will accrue to Alaska and the US

High-Speed Rail Projects in the United States: Identifying the Elements of Success-Part 2, MTI 06-03

In August 2005, the Mineta Transportation Institute issued the report, High-Speed Rail Projects in the United States: Identifying the Elements for Success. The report noted that since the 1960s, highspeed ground transportation (HSGT) has “held the promise of fast, convenient, and environmentally sound travel for distances between 40 and 600 miles.” After briefly discussing the different experiences with HSGT between the United States and its Asian and European counterparts, the report proceeded to review three U.S. cases—Florida, California, and the Pacific Northwest—as a means for identifying lessons learned for successfully implementing high-speed rail (HSR) in the United States. This report is, in essence, volume 2 of the previous study. Also using a comparative case study approach, this effort adds to the earlier work with three additional cases—the Chicago Hub, the Keystone Corridor, and the Northeast Corridor (NEC). As with the earlier report, the goal of this study is to identify lessons learned for successfully implementing HSR in the United States. Given the early stages of most of these projects, “success” is defined by whether a given HSR project is still actively pursuing development or funding. However, in the case of the Northeast Corridor, a fuller discussion of success is provided since HSR has been implemented on that corridor for some time now

Baltic States logistics and the East-West transport corridor

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THE PROVISION OF RAIL SERVICE: THE IMPACT OF COMPETITION

Grain transportation is one of the most important economic issues for grain producers in the Northern Plains. The reliance on export markets and the long distances to port position means that transportation costs have a significant effect on the price received by farmers. In the prairie region of Canada, rail transportation is undergoing a major transformation that will affect the competitive positions of agriculture in both the United States and Canada and influence the direction of grain flows between the two countries. Rail rates are no longer legislated although a cap is still in place), restrictions on branch line abandonment have been lifted, and further deregulation of price and car allocation is being considered. Some parties, including the railways, argue that a completely deregulated system, similar to the U.S. system, is the only way to achieve transportation efficiencies. Other groups, supporting the status quo, argue that the regulation of rates is essential to control the monopoly power of the railways. There has been very little discussion of other policy options, with the exception of a limited discussion of nationalized railbeds. The U.S. experience provides a stark view of the likely outcome of deregulation. When railways are not faced with competition from other railways or from other forms of transportation such as barges, the evidence suggests railways will price freight services at or near truck competitive rates. Freight rates in Montana, where no effective rail and/or barge competition exists, are approximately twice those at Kansas City and Denver/Commerce City, where such competition exists. The current cost-based regulated rates in Western Canada are similar to those at Kansas City and Denver/Commerce City. Given similar distances to port and the existence of only two railways (and no likelihood of new entrants), deregulation in Western Canada is likely to result in freight rates closer to those in Montana than to the current regulated level. The increase in freight costs will result in transfers from producers to the railways, distort production incentives, and create losses elsewhere in the economy. While maintenance of a regulated freight rate structure would address the freight rate issue, other problems would result. The lack of price signals reduces incentives for industry participants to perform. Branch lines are less likely to be maintained in a regulated environment because railways may be unable to charge the extra amount necessary to make them viable. Railways may also disrupt the system - as a form of bargaining - to create pressure for deregulation. This report explores the option of the government encouraging entry into rail service provision. Just as telecommunication companies are required to allow competitors to use their phone lines, existing railways could be required to make their track and switching equipment available to rail operators who wish to run train service on a line, on the condition that the access price covers the infrastructure cost. The paper examines the case of the British railway system where the ownership of the track has been separated from the operation of the rail equipment and the provision of service, and explores the applicability of this model to grain transportation on the Great Plains. In Britain, ownership of the track rests with a company called Railtrack (although Railtrack was government-owned, it has been privatized). Railtrack leases access to thirty train operators for fees that are regulated by the Office of the Rail Regulator to cover maintenance costs and provide a return on investment. The thirty rail operators then compete to provide service to customers. This model and others similar to it need to be developed and articulated before they can be considered in the public policy forum. Nevertheless, given the importance of rail transportation to the grain industry in the Northern Plains, it is imperative that options such as these be investigated to address the very thorny issue of freight rate and entry regulation.barriers to entry, competition, grain handling, grain transportation, monopoly, railroads, regulation, Public Economics, K2, L1, L9, L5,