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Critical infrastructure networks, such as transport and power networks, are essential for the functioning of a society and economy. The rising transport demand increases the congestion in railway networks and thus they become more interdependent and more complex to operate. Also, an increasing number of disruptions due to system failures as well as climate changes can be expected in the future. As a consequence, many trains are cancelled and excessively delayed, and thus, many passengers are not reaching their destinations which compromises customers need for mobility. Currently, there is a rising need to quantify impacts of disruptions and the evolution of system performance. This review paper aims to set-up a field-specific definition of resilience in railway transport and gives a comprehensive, up-to-date review of railway resilience papers. The focus is on quantitative approaches. The review analyses peer-reviewed papers in Web of Science and Scopus from January 2008 to August 2019. The results show a steady increase of the number of published papers in recent years. The review classifies resilience metrics and approaches. It has been recognised that system-based metrics tend to better capture effects on transport services and transport demand. Also, mathematical optimization shows a great potential to assess and improve resilience of railway systems. Alternatively, data-driven approaches could be potentially used for detailed ex-post analysis of past disruptions. Finally, several rising future scientific topics are identified, spanning from learning from historical data, to considering interdependent critical systems and community resilience. Practitioners can also benefit from the review to understand a common terminology, recognise possible applications for assessing and designing resilient railway transport systems. [ABSTRACT FROM AUTHOR]

The paper presents a detailed comparative review of price/cost elasticity estimates published in a number of studies on multi-mode freight transport demands. It attempts to determine which factors could explain the wide diversity of estimates: data aggregation, diversity of markets, and methodology. It also presents new estimates for rail, road, and waterway modes, derived from a multimodal freight network model of the Rhine area market. Direct and cross-elasticities are estimated for 11 groups of commodities and per distance category. The results are critically assessed by comparison with the reviewed studies. The paper concludes with a few recommendations about meaningful uses of existing estimates and the need for additional experiments with different methodologies applied on a common data basis. [ABSTRACT FROM PUBLISHER]

The European railway market has gone through a period of liberalization over the last two decades. The liberalization of the railway market has also affected port-related railway transport. Efficient port-related transport chains are key in the competition among ports, however providing this efficiency is to a large extent a coordination challenge. Many forms of coordination are needed to ensure that the railway chain operates efficiently, including the bundling of cargo, and good organization between railway companies, terminal operators and the infrastructure managers to realize an efficient use of assets. From the literature, it appears that less attention has been paid to the economic organization of port-related railway transport in general, and specifically in the new liberalized institutional environment. The goal of this paper is to come up with a framework to better understand the issue of coordination in port-related railway chains in a liberalized institutional environment. This paper presents a conceptual framework rooted in Transaction Cost Economics (TCE). Based on an in-depth study into coordination in liberalized container railway market at the Port of Rotterdam, empirical illustrations are used to adjust the TCE approach toward a dynamic model influenced by Douglas North's theory on economic and institutional change. Empirics from the port of Rotterdam show that new players have entered the railway market and their role has changed. This paper shows that coordination of railway operations has become more complex after the regime change. From a port perspective, liberalization does not lead to an optimal allocation of resources in a process that is highly operationally interdependent. In the liberalized environment, coordination arrangements are necessary to enable efficient coordination of railway operations in Rotterdam. [ABSTRACT FROM PUBLISHER]

Growing concerns over environmental issues and the increasing role of the transport sector in creating environmental pollution have had a significant impact on transport policies and investments worldwide. There is increasing emphasis on the importance of transporting people and goods in the most sustainable ways, and the role that environmentally friendly modes, and particularly railways, should play in transport. It appears that in Turkey too a policy shift has taken place in favour of rail transport as a consequence of both environmental concerns and the will to integrate into international transport networks, and consequently international markets. This paper summarizes research that looks into the policy documents, annual investment programmes, and actual investments in the transport field in Turkey within the past two decades. While a policy shift in favour of railway development can be observed in policy documents, the study shows that actual investment has been extremely limited for the improvement and expansion of the railways in Turkey. The paper focuses on this gap between policy and practice in national transport network development, and aims to discuss why it currently is, and may continue to be, difficult for Turkey to deliver successfully a pro-rail policy. The discussion helps one understand how a country's transport history, past policies and mobility traditions affect the delivery of new policies, particularly when they represent a significant policy shift. [ABSTRACT FROM AUTHOR]

Rail freight has been generally in decline in many European Union countries in recent years, contrary to European transport policy. State support for railway operations is commonplace in most countries, and this paper establishes the background to targeted rail freight grant funding in Britain. Through desk-based analysis of Freight Facilities Grant (FFG) awards, together with a survey of recipient companies, the paper assesses the extent to which the planned flows expected from these awards have materialized and it evaluates the role of the grants in influencing rail freight volumes. The evidence suggests that FFG funding has been largely successful, attracting considerable private sector investment. Overall, FFGs have played an important role in developing or retaining rail freight flows, although the processes could be made more transparent and consistent. As other European countries liberalize their rail freight markets as a result of European Union legislation, such targeted funding may be an appropriate alternative to more general government subsidy of freight operations. [ABSTRACT FROM AUTHOR]

This paper presents results from the first statistically significant study of traffic forecasts in transportation infrastructure projects. The sample used is the largest of its kind, covering 210 projects in 14 nations worth US$58 billion. The study shows with very high statistical significance that forecasters generally do a poor job of estimating the demand for transportation infrastructure projects. The result is substantial downside financial and economic risk. Forecasts have not become more accurate over the 30‐year period studied. If techniques and skills for arriving at accurate demand forecasts have improved over time, as often claimed by forecasters, this does not show in the data. For nine out of ten rail projects, passenger forecasts are overestimated; average overestimation is 106%. For 72% of rail projects, forecasts are overestimated by more than two‐thirds. For 50% of road projects, the difference between actual and forecasted traffic is more than ±20%; for 25% of road projects, the difference is larger than ±40%. Forecasts for roads are more accurate and more balanced than for rail, with no significant difference between the frequency of inflated versus deflated forecasts. But for both rail and road projects, the risk is substantial that demand forecasts are incorrect by a large margin. The causes of inaccuracy in forecasts are different for rail and road projects, with political causes playing a larger role for rail than for road. The cure is more accountability and reference class forecasting. Highly inaccurate traffic forecasts combined with large standard deviations translate into large financial and economic risks. But such risks are typically ignored or downplayed by planners and decision‐makers, to the detriment of social and economic welfare. The paper presents the data and approach with which planners may begin valid and reliable risk assessment. [ABSTRACT FROM AUTHOR]

European legislation implies the use of marginal social cost pricing in rail access charges levied on rail operators. Thus, they may include specific environmental charges to internalise the impacts of rail transport. However, when applying these principles in practice, several difficulties call for second-best settings adapted to the particularities of the rail market. In this context, few European railway administrations are already implementing rail access charges with an environmental dimension. This paper reviews the literature on the issue and assesses the current European experience in noise and air pollution rail charges. For this purpose, an analytical framework is built on the definition of four basic dimensions: charging approach, allocation of abatement efforts, degree of differentiation and intermodal approach. The qualitative examination of the existing systems suggests that the level of environmental surcharges can be generally increased given the low substitutability between rail and road and that the range of abatement possibilities should be enlarged by further differentiating charges. It is also found that the pricing scope should be adapted to achieve particular cost-efficient allocations of abatement efforts among rail operators and upstream agents. Finally, further research requirements for a quantitative assessment are defined. [ABSTRACT FROM PUBLISHER]

Research has shown that even when rail travel is the most cost-effective mode of transport for a particular journey, many travellers will still choose other modes. This indicates the existence of non-financial barriers to rail use, and this paper reviews the evidence on the importance of such barriers, focusing particularly on the UK but also considering research from other countries. A total of 37 distinct barriers were identified, and these can be divided into “hard”, “soft” and “complementary” factors. Travellers are unlikely to consider these barriers individually, viewing them instead as a package, which can make it difficult to identify which barriers are most significant. In many cases, all barriers which exist for a particular traveller will need to be addressed before mode shift occurs. After considering the relative importance of the different barriers, the paper concludes by making some suggestions as to the most effective ways in which these barriers can be overcome and mode shift to rail achieved. This has key implications for transport policy, as it can inform the targeting of the limited funds available to influence travel behaviour and increase the sustainability of travel patterns. [ABSTRACT FROM AUTHOR]

This paper reviews evidence from British experience of the valuation of rail crowding obtained over 20 years from 17 studies. It summarizes these studies, places some useful empirical evidence in the public domain and draws lessons from this considerable body of evidence and experience. Crowding valuations, both for standing and seated in crowding conditions, are summarized in terms of time multipliers, which are inherently more transferable than monetary equivalents. A meta-analysis of 208 valuations is reported, finding the valuations to vary with load factor and journey purpose. The seating multiplier averages 1.19 and the standing multiplier averages 2.32. The latter is in line with widely used multipliers applied to walking and waiting time. The most recent evidence is based around the number of standing passengers per square metre, thereby providing a more accurate measure of the discomfort of standing since, unlike load factor, it allows for the layout of the carriage and ease with which crowding can be accommodated. As far as methodology is concerned, the paper covers issues such as presenting crowding in 'stated preference' exercises and the realism of the crowding levels offered, non-linearities in the relationship between crowding multipliers and the severity and amount of crowding time, and probabilistic versus deterministic representations of crowding. The paper also identifies future areas for research. [ABSTRACT FROM AUTHOR]

This paper reports on what appears to be the first attempt to map the perceived holistic dynamics at work in contemporary Brazilian railway development. The published perspectives of recognized experts in the Brazilian railway industry were mapped using the problem structuring methodology known as Strategic Options Development and Analysis (SODA). SODA is essentially a cognitive mapping approach and, in this case, it enabled a classification of the issues involved in railway development, as well as the detailed analysis of particular causes and effects acting upon the issues. Two particularly disturbing results are discussed in some length: the detrimental effects of the alleged misappropriations of public funds, and the identification of a degenerative feedback loop system at the heart of railway decision-making. Overall, the paper shows that the situation faced by railway development in Brazil is constituted by a dynamic interaction of non-independent problems, indicating the presence of a complex problem-system requiring conceptual structure in a manner that permits analysis without ignoring systemic integrity. As such, the paper serves as a platform from which further use of SODA in this context might be considered as a decision support tool. [ABSTRACT FROM AUTHOR]

This paper gives insight into a process of regional logistics collaboration as it progressed in the peripheral region of Skaraborg, western Sweden, between 2000 and 2007. The region underwent a transformation in the way public and private actors collaborate in logistics. The focus of the collaboration was to develop the logistics competitiveness in the region, mainly through the establishment of an intermodal terminal for rail and road transport. By means of action-based research, the paper accounts for some interesting course of events and tries to identify some important aspects of regional logistics collaboration. Empirical observations in relation to existing theory are the platform for theoretical reflection and some proposed theoretical modifications and extensions concerning regional logistics collaboration. [ABSTRACT FROM AUTHOR]

On the current political agenda, which is characterized by a major effort to minimize environmental transport externalities, the railway is considered an important sector for policy intervention. For example, when compared with road transportation, the railway is associated with lower levels of air pollution emissions, lower risks of fatalities, and reduced traffic congestion. However, it is also associated with noise pollution, which in turn can generate significant, negative welfare impacts on the population. Against this background, policy-makers have been adopting a wide range of instruments targeted at the reduction of rail noise. The economic efficiency of this type of policy intervention can be discussed in terms of its overall welfare impact, which in turn may be contained within a cost-benefit analysis of alternative noise-abatement policies. This paper reports a monetary valuation study of alternative rail noise-abatement policies along the Brennero railway in north-east Italy. The valuation study is based on a stated choice questionnaire undertaken in the 12 municipalities of the province of Trento that are currently exposed to excessive rail noise levels. This market valuation technique has hitherto not been applied to value rail noise damage. The valuation results indicate that: noise abatement makes sense from an economic perspective as long as its cost is not higher than €1 432 900; and construction of trackside barriers at the maximum height of 8 m is not ranked as the preferred policy instrument. [ABSTRACT FROM AUTHOR]

This paper reviews the travel factor convenience with particular regard to rail travel. Past research has shown that convenience is a concept readily associated with the private car and its perceived ability to provide a door‐to‐door journey. Private vehicles such as cars are often key competitors to public transport. However, convenience with regard to public transport has proved to be somewhat of an ambiguous concept, often showing a high degree of overlap with the other main recognized travel factors. This paper shows that it is possible to consider convenience in rail travel as an embodiment of four themes: access/egress, station facilities/environment, frequency of service/scheduling and interchange between train services. A list of physically measurable elements can be produced relating to these four themes in order to assess the convenience of any particular station. A categorization process is proposed based upon the initial findings of a questionnaire designed to obtain a user perspective upon convenience. It is concluded that no definitive measure of convenience can be produced for rail travel, although a proxy measure, based upon categorization, containing some or all of the defined elements should be possible. [ABSTRACT FROM AUTHOR]

Investment in urban rail systems has increased rapidly over the past decades. While there have been some successful systems, a significant number have failed to be as successful as expected in improving public transport and urban environment. These experiences have led to a considerable debate in the literature about the effectiveness of new urban rail systems and whether it is worthwhile investing in them. While these debates continue, political support for metros, and particularly light rail systems, is still strong, and investment in them is very likely to continue. Hence, it is extremely important to understand the factors that make these systems successful. The paper presents the findings of a research aimed at identifying these factors based on the analysis of eight new urban rail systems: four in the USA, three in the UK and one in Canada. The paper presents the results of the performance analysis of the case studies as well as a detailed analysis of the factors that affected the performance of each system. Based on the case study analysis, a comprehensive list of factors that make urban rail systems successful is presented. The analysis also facilitates a comparison between the experiences of the three countries, and focuses on the effects of different operating environments and different planning approaches on the performance of urban rail systems. The paper concludes with a comparison of the findings of this research to those of previous studies. [ABSTRACT FROM AUTHOR]

This paper presents the rationale, the method, and the alternative choices in the process of restructuring the Hellenic Railways Organisation (OSE). The most likely alternative structures regarding ownership and management issues of the new entities that will inherit the old OSE organization, and discusses the strategic implications of these alternatives are discussed. A critical view of the process of Greek railway reform and the evaluation results of the alternative organizational structures for the new situation are presented. It first presents the current experience in European Union and other countries of Europe, and the relative position of the Greek railways vis-à-vis the most common practices. The most likely options for the new organizational structure are presented which will result from the application of the European Union Directives and the Greek Law 2671/98 for the reorganization of the Greek railways. Based on a more detailed presentation of expected income and expenditures (i.e. economic viability) of the alternatives, a structure and a roadmap to these reforms is recommended for a successful and, above all 'implementable', reform of the Greek railways under the current conditions. Finally, the process for change and restructuring is described in terms of the basic principles and procedures that should be followed, and in terms of the necessary steps and procedures for the transition from the current to the new situation. [ABSTRACT FROM AUTHOR]

Based on a review of available data from a database on large‐scale transport infrastructure projects, this paper investigates the hypothesis that traffic forecasts for road links in Europe are geographically biased with underestimated traffic volumes in metropolitan areas and overestimated traffic volumes in remote regions. The present data do not support this hypothesis. Since previous studies have shown a strong tendency to overestimated forecasts of the number of passengers on new rail projects, it could be speculated that road planners are more skilful and/or honest than rail planners. However, during the period when the investigated projects were planned (up to the late 1980s), there were hardly any strong incentives for road planners to make biased forecasts in order to place their projects in a more flattering light. Future research might uncover whether the change from the ‘predict and provide’ paradigm to ‘predict and prevent’ occurring in some European countries in the 1990s has influenced the accuracy of road traffic forecasts in metropolitan areas. [ABSTRACT FROM AUTHOR]

Transport option values can be interpreted in terms of a risk premium that individuals with uncertain demand are willing to pay over and above their expected user benefit for the continued availability of a transport facility. These values represent a benefit category not included in conventional transport appraisal. This paper describes a methodology for measuring the option value of public transport services, and its application to two regional railway links in the Netherlands. From an Internet‐based survey examining the value of regional rail services to residents, option values were concluded to be a potentially relevant benefit category in public transport policy appraisal. This survey included three different stated choice experiments to separate the willingness‐to‐pay for use, option use and non‐use. Significant option values could be obtained from the stated choice experiments for both regional railway links. [ABSTRACT FROM AUTHOR]

A phenomenon new to the Polish situation—the deregulation of rail transport—is presented. Despite its primarily legal nature, deregulation also implies various economic, socio-political and spatial consequences. The relatively short period over which partial deregulation of public transport in Poland has been in effect (i.e. since 2000) ensures that the issue has not been taken up by Polish geographers as a research field. However, it has been of interest to Polish economists. Deregulation is a phenomenon of primary importance, with direct implications for the character, quality, type, intensity and spatial differentiation of transport (including freight and passenger traffic) within the market economy. This paper, therefore, presents the impact of the recent changes in the legal system (as regards deregulation) on the current pattern of railway connections of the major carriers. As the majority of these originate beyond the Polskie Koleje Panstwowe (Polish State Railways) Group, they can be said to be independent of the main former state carrier. [ABSTRACT FROM AUTHOR]

Indirect effects are important considerations when making consequence analyses in general and in strategic environmental assessments in particular of potential transport solutions and infrastructure plans. The primary objective of this paper is to emphasize the need for a deeper understanding of the long‐term system effects of investments in transport infrastructure with a focus on the structuring effects that roads and railways have on society, e.g. altered transport patterns, altered settlement structures and changes in use of the built environment. Special attention is given to the following potential indirect effects: increased total transport volume, increased share of private motorists and truck transport, increased urban sprawl, and increased energy use in buildings. The conditions that determine the power of the effects are discussed and a number of key factors to be considered in transport infrastructure planning, especially in strategic environmental assessments, are suggested. Since many indirect effects emerge over time, an extended time perspective is of essence. Therefore, scenario techniques may be useful when analysing indirect effects in transport planning processes. [ABSTRACT FROM AUTHOR]

The institutional environment of rail transport has changed as a result of recent European directives, but the changes have taken different forms from one country to another. In the case of international maritime chains, the development of door‐to‐door services makes inland haulage from the loading and discharging ports extremely important, and it highlights the need to reshape the rail freight industry. This paper analyses the degree of involvement of different actors drawn from the maritime industry in developing and commercializing rail services in the changing regulatory environment. Several maritime operators, shipping lines, port‐handling companies and port authorities have been involved in some container rail services since the early days of liberalization. Their commitments take very different forms, however. Whereas contracts are mainly used for the provision of service, particularly for train haulage, integration by means of shareholding or creating subsidiaries or joint ventures is used for marketing. Important differences between France, the UK, Germany and the Netherlands are detailed. In the latter two countries, there is more involvement in the provision of rail services. Marketing rail services appear to be the main strategic issue for the maritime operators in all four countries [ABSTRACT FROM AUTHOR]

As the international dimension of environmental laws and legislation is gaining in importance, it has become increasingly essential to compare and assess international data. Can international data on noise, often produced by using different national calculation methods, be compared? And what does it mean for (inter)national noise policy? This paper focuses on international data on noise created by road and railroad traffic. Research shows possible differences in the outcome of noise calculations using different national methodologies of up to 15 dB(A). Furthermore, national noise indices and noise standards differ considerably, making it even more difficult to compare data on noise exposure. Therefore, harmonization of calculation methods and noise indices, as initiated by the European Commission, is a necessary first step. Although noise standards are left to the Member States, an effective European noise policy would be enhanced if the same type of indices were used for both noise‐level calculations and noise standards. L aeq ‐type indices are recommended in this regard. Although harmonizing noise calculations and using the same kind of indices would make noise data more comparable, it would still not make Europe quieter. This is why noise measures, preferably at the source, are necessary. The European Commission in Brussels plays a major role in introducing these noise measures. Reduction of tyre noise by tightening emission limits is the most promising option. This may be supported at the national level by applying silent pavements. Integrating noise into spatial planning is the most cost‐effective option at the local level. [ABSTRACT FROM AUTHOR]

Melbourne’s urban rail and tram systems were privatized in 1999 using a concessioning or franchising model similar to that employed for British Rail in the 1990s. The Melbourne franchise agreements promised improved services, increased patronage, reduced government subsidies and no real increase in fares. However, within 2 years, it became apparent that these predictions had been over optimistic, and subsequent negotiations saw the departure of one of the three franchisees and a renegotiation of agreements with the remaining two operators leading to substantial increases in subsidy levels. The paper reviews the Melbourne privatization experience to assess the extent to which it has produced benefits, the reasons the original predictions were not met and the extent to which the problems were avoidable. It concludes that although the Melbourne franchises were expressly designed legally to transfer revenue risk to the private operators, they failed to achieve this as a matter of practicality. [ABSTRACT FROM AUTHOR]

The paper investigates the competition for regional passenger rail services in Germany from 1996 to 2000 by using data mainly provided by regional authorities. It analyses data on the level of network characteristics, contract life, the Länder (i.e. regions), competitive placing procedures, and their winners as well as achieved cost and services improvements. It finds that with competition being rare, the amount of competitively placed services declined until recently. Only about half of the regional authorities gained experience with competitive placings, which points at the expertise deficit of these bodies. A diverse picture on competitive placings' characteristics such as network size and contract life appears. State-owned carrier DB AG remains the dominant player as it could win the majority of the competitively procured services. Private companies have played a minor role in the game up to now. Accomplished reduction of subsidies and improved service quality respectively provide an indication of the potential for enhancing efficiency in this market. [ABSTRACT FROM AUTHOR]

The paper provides a comprehensive review of a large amount of previously unpublished British evidence about the valuation of new railway rolling stock and its effects on demand. An important conclusion is that incentives to bias Stated Preference responses and unfamiliarity with the rolling stock being considered have led to inflated values. This has broader implications for the use of Stated Preference techniques. Also provided is fresh empirical evidence for a range of different types of rolling stock and specific rolling stock attributes. A novel aspect of the research was the use of disaggregate Revealed Preference choice data. The estimated rolling stock values are much lower than those obtained from previous studies. [ABSTRACT FROM AUTHOR]

Rail-road crossings generate a range of transport, economic, social and environmental impacts. While much research has focused on selected impacts such as safety, little consideration has been given to wider impacts. The aim of this research was to therefore develop a holistic understanding of the impacts of rail-road crossings (both at-grade and grade-separated) and to identify key gaps in knowledge in this field. An international synthesis of rail-road crossing impacts was developed through a detailed literature review, which revealed a total of 18 different types of impacts associated with rail-road crossings. The review found that most research to date has focused on quantifying transport and economic impacts, particularly safety and road vehicle delay, with little consideration given to social and environmental impacts. A number of research gaps have been identified which provide a clear agenda for future research. These gaps include the use of empirical evidence to support impact assessments, and the need to better understand the impacts of grade-separating rail-road crossings in terms of safety, travel time variability, land use, traffic flow, rail vehicle delay, disability access, and crime. [ABSTRACT FROM AUTHOR]

This paper reviews methods that have and can be used to forecast the effect of changes in accessibility to the rail network on the demand for inter-urban rail travel and of available evidence on rail accessibility elasticities. It reveals that relatively little research has been conducted in this area and that the forecasting procedures that could be used imply large variation in accessibility elasticities, which has not been empirically justified. Fresh empirical evidence on two related matters is reported. First, the neglected area of choice set composition is examined and the extent to which rail is considered to be a realistic alternative for inter-urban journeys and the contribution that accessibility to the rail network makes to this are analysed. Second, rail trip rate models are presented that not only contain estimates of accessibility elasticities and of the effects of a range of socio-economic variables on the demand for rail travel, but also that allow tests of the accessibility elasticity variation implied by many forecasting procedures to be conducted. It is found that this elasticity variation is not empirically supported. It is concluded that there is only limited scope for increasing rail demand through improvements in rail network accessibility. [ABSTRACT FROM AUTHOR]

The purpose of this paper is to consider the current situation of Chinese Railways (CR), the progress of reforms to date, and possible future developments. The first section describes the current problems of CR as a vast organization subject to strong central control, facing enormous and rapidly growing demands which it is unable to satisfy. Comparisons are drawn between CR and those of India, Japan, North America and Western Europe. The progress of reform in CR to date, and in particular the Economic Contract Responsibility System instituted in the late 1980s and the development of joint venture companies to build new lines, are then described. In the following section the key reform models found in other countries- deregulation and privatization of vertically integrated regional companies; separation of infrastructure from operations with open access and/or franchising competitors; or reorganization on the basis of business sectors- are briefly considered. None is fully suitable for China, but it is suggested that a combination of sectorization, more commercial independence, further development of joint public/private partnerships and more contracting out, is the most likely way forward. [ABSTRACT FROM AUTHOR]

This paper provides a comprehensive framework for analysing and comparing the various institutional models and regulatory arrangements that have recently emerged from the restructuring of European passenger rail industries. The framework identifies seven key dimensions that can be used to describe these models and arrangements. It shows how these dimensions are connected with one another in a complex web of interactions. Empirical material gathered on the passenger rail industries of five EU Member States, i.e. Belgium, France, Germany, the UK, and Sweden is used, as well as extrapolation to highlight the costs and benefits (incentive properties) associated with alternative arrangements and contract features and to show how certain dimensions can be traded-off against one another to optimize the industry's performance. [ABSTRACT FROM AUTHOR]

In the European railway framework, the expenses of rail infrastructure costs are partly covered by the governments and partly by the infrastructure managers through the infrastructure charges that operators pay to them for rendering services in the infrastructure they manage. However, the extent to which infrastructure charges cover infrastructure costs is higher for high-speed lines (HSLs) than for conventional lines. This communication characterizes the infrastructure charging systems for HSLs implemented in Europe and analyses the level of charges applied to these lines with the aim of quantifying and analysing the mark-ups above marginal cost that are being charged to high-speed services running in the European HSLs. The survey covers France, Spain, Germany, Italy and Belgium. Neither The Netherlands nor the UK are covered: the former does not commercially exploit HSLs yet, whereas the latter renders passenger transport services by means of franchised passenger train operators. The results obtained show that, despite the great differences between charging systems for HSLs, important mark-ups above marginal costs are applied by all the systems analysed and that common features between them can be established. [ABSTRACT FROM AUTHOR]

Railways restructuring takes place under very different circumstances and with very different goals in Western Europe, Central and Eastern Europe, and Russia. There are some improvements in productivity associated with the reforms in the European Union (among others access to infrastructure and vertical separation). But they are not certain to be replicated following similar restructuring in transition economies, especially if one takes account of the much higher shadow price on government subsidies in the latter. The current and proposed reforms in the railways of Central and Eastern Europe and Russia are described in detail; the likely outcomes of reforms in the special economic, regulatory and legal environments of these countries are analysed; and an alternative proposal for restructuring in Russia is presented. [ABSTRACT FROM AUTHOR]

The inauguration of the Shinkansen high‐speed train service between Tokyo and Osaka, Japan, at 210 kph maximum operating speed some 40 years ago marked the comeback of the train as an important passenger mode of transport. Since then high‐speed train (HST) services have been introduced in many countries and are planned in many more, and the train has once more become the dominant mode of transport on many routes. This review summarizes the different elements of HST operation with the aim of characterizing HST operation and putting in context its impact in terms of what it is best designed for and what it can deliver. The review concludes that the HST is best designed to substitute conventional railway services on routes where much higher capacity is required and to reduce travel time, further improving the railway service, also against other modes, therefore leading to mode substitution. However, the high investment in HST infrastructure could not be justified based on its economic development benefits since these are not certain. Finally, the following definition for HST services is suggested: high capacity and frequency railway services achieving an average speed of over 200 kph. [ABSTRACT FROM AUTHOR]

In a multiple case study, using both quantitative and qualitative data, the traffic impact of four Norwegian railway investment projects was analysed, focusing on the development of punctuality, frequency, travel time, number of travellers and construction cost. Front‐end ex‐ante predictions are compared with observed ex‐post outcome. Key success criteria for realization of planned benefits in the studied railway investment projects have been a combination of infrastructure development and acceptance for timetable adjustments. Investments that are executed in a large‐scale continuous construction process appear to be more likely to achieve such acceptance compared with investments built and decided upon section by section. Of the studied projects, section‐by‐section commitment to investments provided a better cost control than what was the case for continuous construction projects. In addition, this study points to challenges in realizing travel time reductions in a system with a combination of single tracks and high capacity utilization of double tracks. It is advised to clarify in appraisal documentation that benefits related to railway infrastructure investments are depending on appropriate timetable adjustments. The results indicate that a flexibility option (to sequence a decision process) may actually reduce the benefit potential of an investment. [ABSTRACT FROM AUTHOR]