In Inter-Regio rail services, an opportunity for a structured - - PowerPoint PPT Presentation

In Inter-Regio rail services, an opportunity for a structured transport system

Gabriele Venditti Master student in Public Transport Governance University Milano Bicocca

• Introduction
• Methodology
• System before 2005
• New «stretegy» and inefficiecy
• Example cases and key points
• Proposal of a new governance system

Introduction

• Is the governance of medium distance railway service bringing

efficiency in this market segment?

• Does it provide advantages for travellers and grant the right to

mobility?

• How can trans-regional train service contribute to a efficient transport

system?

Medium distance journeys historically In the hand of RAILWAYS Progressive weakening of Inter-Regio services Loss of efficiency Loss of competitiveness

Methodology

• Public planning point of view (many qualitative aspects)
• Official data for number of passengers provided by regional

government

• Elaboration of data conducted in collaboration with the transport

department of Region Lombardia

• Use of a specific “private” software for drawing timetable schemes
• Only few data available for costs of production (use of official gross

information)

Methodology

Reconstruction of the evolution of services in last 15 years

Changes to the structure of the service Evolution of the governance environment

• Effects on travel solution
• Changes in demand

(n° passengers)

• Variation of costs

(subsidies)

Proposal for a new governance

Application of the best practices Change of view > Development of an integrated transport system New rules to define an innovative planning environment

Point out main CRITICAL ISSUES

Benchmark

Metropolitan and Regional systems Inter Regio (medium distance) High speed / long distance

Consistent infrastructure investments Major part of national transport offer

System before 2005

• Implemented from 1985 on main

national axes

• «Modern system» with regular

timetable and definition of main nodes of the network

• System of medium and long distance

trains (Inter-Regio and Intercity)

• No fare integration

System before 2005

National passenger division

• Responsible for planning the long distance service
• Economically autonomous (sustained by fare incomes)

Organisation of National railway company from 2000 (passenger division) Regional passenger division

• Plan the service in cooperation with regional governments
• Regions buy the service from Railways and sign a contract service
• Service is subsidized with public resources

Regional Long distance SYSTEM

DOUBLE REGIME

Unification of passenger divisions Design of a new service structure Push for an increase of market-services

Long distance Medium distance Regional services Intercity Inter-Regio Regional trains * Eurostar * Intercity Regional trains Till 2005 After 2005

• New service structure for

medium distances

• Cut of all IR at the regional

border

• Switch to Intercity
• Confirmation and

strengthening of double regime

Change of strategy

Change of strategy

Fragmentation

• f trans

regional offer

Overlapping services Missing nodes Heavy regionalisation

Change of strategy – lack of resources

• Economical crisis of

FS

• Reform of the rail

transport service

2005

• Crisis of public

finance

• Uncertain resources

for public transports

2007

• New “expensive”

contract services

• Relevant cut to

regional train service

2008

• 19 % of

resources for period 2009- 2016

Evolution of demand (Milano – Ventimiglia)

MILANO CENTRALE

MILANO ROGOREDO

PAVIA

BRESSANA BOTT.

VOGHERA

TORTONA

ARQUATA SCRIVIA RONCO SCRIVIA

GENOVA P.PRINC. GE.SAMPIERDARENA

SAVONA

Albenga

Imperia Porto M.

San Remo

VENTIMIGLIA lug05 B R

lug05 IR A

lug05 IR R

lug05 R A

lug05 R R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

July 2005 Sunday

Evolution of demand (Milano – Ventimiglia)

July 2006 sunday

MILANO CENTRALE

MILANO ROGOREDO

PAVIA

BRESSANA BOTT.

VOGHERA

TORTONA

ARQUATA SCRIVIA RONCO SCRIVIA

GENOVA P.PRINC. GE.SAMPIERDARENA

SAVONA

Albenga

Imperia Porto M.

San Remo

VENTIMIGLIA lug06 B A

lug06 B R

lug06 D R

lug06 IR A

lug06 IR R

lug06 R A

lug06 R R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

Milano-Genoa-Ventimiglia 2005 2006 2015 pax

• n

board 296 164 250 Variation

• 44%
• 15%

Evolution of demand (Milano – Bologna)

MILANO CENTRALE

MILANO ROGOREDO

• S. Giuliano Mil.

• S. Zenone al L.

CASALPUSTERLENGO CODOGNO

PIACENZA

FIDENZA

PARMA

REGGIO EMILIA

MODENA

BOLOGNA C.LE gen05 B A

gen05 B R

gen05 D A

gen05 D R

gen05 IR A

gen05 IR R

gen05 R A

gen05 R R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

January 2005 Working day

Evolution of demand (Milano – Bologna)

MILANO CENTRALE

MILANO ROGOREDO

• S. Giuliano M

• S. Z

CASALPUSTERLENGO CODOGNO

PIACENZA

FIDENZA

PARMA

REGGIO EMILIA

MODENA

• ggia

BOLOGNA C.LE gen06 B A

gen06 B R

gen06 D R

gen06 IR A

gen06 IR R

gen06 R A

gen06 R R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

January 2006 Working day

Evolution of demand (Milano – Bologna)

MILANO CENTRALE

MILANO ROGOREDO

• S. Giuliano Mil.

• S. Z

CASALPUSTERLENGO CODOGNO

PIACENZA

FIDENZA

PARMA

REGGIO EMILIA

MODENA

BOLOGNA C.LE mar11 IR A

mar11 IR R

mar11 R A

mar11 R R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

March 2011 Working day

Milano-Bologna-Ancona 2005 2006 2014 pax

• n

board 400 136 273 Variation

• 66%
• 31%

Evolution of demand (Bologna-Torino/Genoa)

July 2005 Working day

TORINO P.NUOVA TO.LINGOTTO

TROFARELLO

ASTI

ALESSANDRIA

TORTONA

VOGHERA

BRONI

PIACENZA

FIDENZA

PARMA

REGGIO EMILIA

MODENA

BOLOGNA C.LE lug05 IR A

lug05 IR R

lug05 R A

lug05 R R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

Evolution of demand (Bologna-Torino/Genoa)

TORINO P.NUOVA TO.LINGOTTO

TROFARELLO

ASTI

ALESSANDRIA

TORTONA

VOGHERA

BRONI

PIACENZA

FIDENZA

PARMA

REGGIO EMILIA

MODENA

BOLOGNA C.LE lug06 IR A

lug06 IR R

lug06 R A

lug06 R R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

July 2006 Working day

Evolution of demand (Bologna-Torino/Genoa)

TORINO P.NUOVA TO.LINGOTTO

TROFARELLO

ASTI

ALESSANDRIA

TORTONA

VOGHERA

BRONI

PIACENZA

FIDENZA

PARMA

REGGIO EMILIA

MODENA

BOLOGNA C.LE mar11 R A

mar11 R R

mar11 S A

mar11 S R

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 400 200 100 50

March 2011 Working day

Bologna-Genova/Torino 2005 2006 2014 pax

• n

board 225 116 83 Variation

• 48%
• 62%

New strategy – loss of efficiency

• Inter-Regio

cancelled

• Intercity are

supposed to bring efficiency

2005

• Contract service also

for the Intercity

• New category of

market trains for standard lines

2011

• New “expensive”

contract services for intercity (14 € train*km)

2017

Loss of efficiency! No attractiveness of IC! Subsidies to ex-IR and IC !

Higher fares No integration with regional networks Higher travel times

New strategy – loss of efficiency

Trans regional standard trains High speed Regional Suburban train services

Fast regional Inter City Freccia Bianca

Flagship market trains Regional networks

• 3 categories of train (2

subsidized, 1 on market)

• 3 different fare systems
• 3 different planning

bodies

Proposal

Many single train journeys

Fragmentation

• f offer

Nodes Interchanges System

Integrated transport network

Need to bring efficiency Best planning practices

Integrated transport system

Re establish public control over IR service Redistribution of resources Unitary planning advantages IR base of the network

Efficiency in production Effectiveness

• f service

Proposal

Disorder of offer Missed connection between regional networks Interferences between trains Waste of resources and capacity “Tidy” integrated

• ffer of transport

IR define the nodes Match of different regional systems More effective More fare incomes Less subsidies

Proposal

Opponents

Market services Lack of vision and coordination of regional governments Monopoly of national rail operator (only actor with coordination capabilities)

Solutions

New rules for running passenger services Force the cooperation for IR trains or change the competences Public tender for service commitments

Proposal

Fare integration

Maintain regional fare systems All trains are accessible at the same fare (Regional fare allows access to IR/IC) Trans-regional journeys’ tariff: sum of linear fares of regions crossed Allows the redistribution of fare incomes between high revenues lines and small services

New rules for market services

Allow market services where market exists and brings advantages to user Market services on long distance/high speed (elastic demand, more operators) Limit the interferences with planned system (fare competition, timetable) Minimum distance of stops: 150 km

Proposal

Coordination

Ministry takes competences for all trans- regional trains Need to coordinate service with regions (but solutions can be imposed) Impoverishment of regional contract services Transfer of all competences for trans- regional trains to regions Need to force the collaboration of regions (incentives, resources provision) Development of 1-to-1 IR service, risk of cutting longer services

Hypothesis 1 Hypothesis 2

Proposal

Assignment of public commitments

Competition for the market Public authorities substitute the market (define the organisation of service) Public tender for the assignment of public commitments Evolution towards a larger use of public tender (small lots, property of rolling stock, access to infrastructure)

Need of competences and resources in public bodies!

Conclusions

Public governance of Inter-Regio rail services can bring efficiency in this transport segment Use best planning practices to develop an INTEGRATED TRANSPORT SYSTEM “Rich” train incomes can sustain minor services All trains play a defined role in the network Less costly More effective (offers travel solutions for everyone) More competitive (right to mobility) Deregulation towards market trains of IR service + regionalisation without coordination brought to a relevant loss of efficiency of the medium distance rail service

Thanks for attention

Picture from Trenomania.it