ETISplus Rail Data Workshop ETISplus: Rail networks, impedances and link load data

1. 19 November 2010, Brussels ETISplus Rail Data Workshop ETISplus: Rail networks, impedances and link load data ECKHARD SZIMBA, MARKUS KRAFT, JAN IHRIG, JOCHEN SIEGELE

2. Agenda • ETISplus main principle • ETISplus rail network model – methodology and main contents • ETISplus impedances – methodology and contents • ETISplus link load data – methodology

3. Usage of as many ›original‹ data as possible • Usage of generated data to fill data gaps

4. ETISplus rail network model – general items • Scope of the rail network model: Comprising network and important terminals • Purpose of the rail network model: modelling passenger and freight transport in Europe, i.e. computation of transport impedances, assignment, external impacts • Basis: TRANS-TOOLS version 2 passenger/ freight network models

5. ETISplus rail network model – main link attributes • Unique ID • Nodes (f-node, t-node) • (Maximum) speed passenger train • (Maximum) speed freight train • Number of tracks • High-speed link • Operation by freight/ passenger trains • Priority rail freight link • Operation by long-distance passenger trains • ›Traffic count‹ data

6. ETISplus rail network model – main terminal attributes • Passenger terminals (stations with long-distance services) • Unique ID • Name • Country and NUTS-3 region the station is located • Freight terminals • Unique ID • Name • Country and NUTS-3 region the terminal is located • Connectivity to other modes • Working hours per day • Working days per week

7. ETISplus rail network model – general methodology  

8. ETISplus rail impedance data – general items • For modelling purposes, data mainly required at the level of O/D relations (NUTS-3NUTS-3 regions) • Main impedance data: travel time; travel distance; user costs; frequency; reliability (as far as data availability allows) • Limited availability of data at the level of O/D relations Variety of different methodologies applied for data collection/ computation within ETISplus

9. ETISplus impedance data – example: Methodology for computing direct user costs for rail passenger • NO official Europe-wide database available on national and international rail tariffs • Degressive course of cost function over travelled distance • Considerable differences of tariff structures among different countries • Considerable differences of tariff structures among different service segments Modelling passenger rail fares as a function of travelled distance, under application of country- and service segment-specific peculiarities.

10. ETISplus impedance data – example: Methodology for computing direct user costs for rail passenger

11. ETISplus impedance data – example: Methodology for computing direct user costs for rail passenger

12. ETISplus impedance data – example: Methodology for computing direct user costs for rail passenger

13. ETISplus rail link load data – general remarks • Aim of ETISplus: Collection of link load data for the core rail network in Europe and neighbouring countries • Data availability for rail at less satisfactory level (in contrast to road) • UN/ ECE data do not differentiate between passenger and freight trains • EUROSTAT data differentiate among passenger trains, freight trains and other trains, and raise questions on methodology applied to create the data • Significant differences in data availability by country and by transport market (passenger/ freight) • Strong differences by level of detail and formatat which data are provided

14. ETISplus rail link load data – rail traffic count data from UN/ ECE Availability of UN/ ECE rail traffic count data Network topology TRANS-TOOLS vs. UN/ ECE

15. ETISplus rail link load data – examples of raw data formats: GIS data

16. ETISplus rail link load data – examples of raw data formats: thematic maps

17. ETISplus rail link load data – examples of raw data formats: tables

18. ETISplus rail link load data – Overview of methodology +  NATIONAL SOURCES INTERNATIONAL SOURCES CONSOLIDATION PROCESS EU27 countries, + Switzerland, Norway, + Accession countries, + Candidate countries, + Other neighb. countries  TEN-T EA SOURCE DATA FORMATS EUROSTAT RAIL NETWORK MODEL

19. Conclusions • Several of the rail related data gaps within TRANS-TOOLS will be bridged by ETISplus • Improvement of the situation of demand data availability for transport demand modelling and impact assessment requires the cooperation with railway companies • The use of many different rail network models for different purposes, such as • Network model A, used for modelling within TRANS-TOOLS; • Network model B, used for collecting infrastructure-related data for TEN-Tec; • Network model C, used for collecting traffic count data by UN/ ECE, • imposes relevant efficiency restrictions for transport modellers. • Considerable efficiency gains could be realised by agreeing on one network model, which reflects the needs of all stakeholders

20. Thank you for your attention.  Eckhard Szimba, Ph.D. Karlsruhe Institute of Technology (KIT) Institute for Economic Policy Research (IWW) Network Economics szimba@kit.edu

21. ETISplus rail link load data – Collection of national data, state of the art: passenger transport

22. ETISplus rail link load data – Collection of national data, state of the art: passenger transport

23. ETISplus rail link load data – rail traffic count data from EUROSTAT Example: rail freight trains around the city of Tuttlingen (South Germany), located on the TEN-T line Stuttgart-Singen(-Zurich) • Node T seems to be a relevant source and destination of rail freight flows • However, node T does not have a rail freight terminal • The main transport axis (north-south direction) shows a significant point of discontinuity, although node T does not have a rail freight terminal 7959 7958 311 3779 T 3778 312 369 369