Available online at www.sciencedirect.com
ScienceDirect Procedia Engineering 192 (2017) 510 – 515
TRANSCOM 2017: International scientific conference on sustainable, modern and safe transport
The proposal of coordination the rail and bus passenger transport on the relation Žilina – Ružomberok Štefan Kudláča,* Jozef Majerčáka, Cezary Mańkowskib a
b
University of Žilina, Univerzitná 1, Žilina 010 26, Slovakia University of Gdańsk, ul. Jana Bażyńskiego 8, Gdańsk 80-309, Poland
Abstract The current trend in passenger traffic is a sharp increase of individual passenger transport, resulting in substantial adverse environmental impacts such as congestion and traffic accidents. These negative impacts can be reduced by using an efficient system of public transport. Research realized at the Department of railway transport at the University of Žilina has showed high proportion of simultaneous connections between transport modes on the relation Žilina – Ružomberok. This state is inefficient and significantly increases the economic costs of public passenger transport. The result of research is the proposal of optimization for passenger transport lines on the relation Žilina – Ružomberok, including the elimination of simultaneous connections. There are a major financial savings after this elimination that can be used to improve level of public passenger transport and creating integrated transport systems. Another result of the research is the proposal of flow chart that use the predetermined criteria to assess the relevance of concurrent connections. The flow chart can be suitably adjusted according to various specified criteria and also expanded to more types of transport systems. ©2017 2017The The Authors. Published by Elsevier Ltd.is an open access article under the CC BY-NC-ND license © Authors. Published by Elsevier Ltd. This (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility ofthe scientific committee of TRANSCOM 2017: International scientific conference on Peer-review responsibility the scientific committee of TRANSCOM 2017: International scientific conference on sustainable, sustainable,under modern and safe of transport. modern and safe transport Keywords: Analysis; coordination; transport; quality; service.
* Corresponding author. Tel.: +421-918-807268. E-mail address:
[email protected]
1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the scientific committee of TRANSCOM 2017: International scientific conference on sustainable, modern and safe transport
doi:10.1016/j.proeng.2017.06.088
Štefan Kudláč et al. / Procedia Engineering 192 (2017) 510 – 515
1. Introduction The main objective of passenger transport is to fulfill a transport needs and demands of the population. Current urban areas are characterized by a high level of concentration of population and growth in demand for transportation. This state negatively influences increase of transport costs and external costs such as air pollution, absorption of agricultural land because of expansion of transport infrastructure, level of accidents and not least congestion. Significant share to increasing such negative factors has a continual increase in individual passenger transport. A significant decrease of these negative effects can contribute to efficient system of public transport. This requires the coordination of modes of transport and developing integrated transport systems, with emphasis on the greatest possible use of environmentally friendly modes of transport and efficient transport systems as such. Modal shift to more environmentally friendly modes of transport is one of the main objectives of Slovakia and the European transport policy. An efficient cooperation of individual carriers with an appropriate split of public transport between the various transport systems can greatly increase the attractiveness and demand for public transport services. Public passenger transport in Slovakia is in the vast majority realized by rail passenger transport or bus transport. Because of the overall efficiency of public transport it is necessary first of all to remove the parallelism of modes of transport connections, because these connections are inefficient and greatly increase the costs of public passenger transport. It is necessary to determine a methodology to assess efficiency of using the individual transport systems and the division of labor among the different transport modes, with an emphasis on maintaining the availability of boarding and exit points and the overall level of quality of transport services. 2. Analysis of relation Žilina – Ružomberok Department of Railway Transport at the University of Žilina conducted the research in the field of coordination of rail passenger and bus transport on the selected relation Žilina – Ružomberok. The research was focused on the analysis of the current state of public passenger transport and the proposal of coordination of modes of transport and the subsequent economic evaluation of the results of coordination. The goal is to eliminate simultaneous bus connections and to shift passengers to railway transport that is more environmentally friendly. The aim of analysis is to determine whether rail transport is able to ensure the transport requirements and the required quality of transport services in the case of transfer of passengers from the bus transport. The analysis of public transport on given sections, necessary for determination of simultaneous connections, was focused on the following criteria: x x x x
Comparison of cruising speed of bus and railway transport on selected relation Density and time position of each train connection Utilization of train and bus capacity Availability of railway boarding and exit points
Due to more thorough analysis as well as because of directional differentiation of transport routes, the relation was divided into the following sub-relations: x Žilina – Vrútky. x Vrútky – Kraľovany. x Kraľovany – Ružomberok. Term "simultaneous connection" is used for connections with the departure time not more than 20 minutes after or before the connection of different mode of transport [1]. On the basis of a detailed analysis of timetables carriers were determined simultaneous connections of railway and bus transport for all of the sub-sections (Tab. 1).
511
512
Štefan Kudláč et al. / Procedia Engineering 192 (2017) 510 – 515 Table 1. Overview of simultaneous connections on section Žilina – Vrútky on work days Parallel connections in direction Žilina – Vrútky Parallel connections in direction Vrútky – Žilina Bus connection
Departure
Train
Departure
Bus connection
Departure
Train
Departure
time
connection
time
time
connection
time
506418
06:50
3331
06:30
506418
6:08
7834
6:15
506418
14:30
7825
14:28
506418
7:58
7800
8:03
510402
7:15
7837
7:24
506418
12:43
7842
12:38
510402
11:40
7819
11:52
506418
15:50
7810
15:42
510402
16:20 Friday
7847
16:30
510402
6:35 Monday
REX 758
6:34
613503
13:10
7823
13:27
510402
7:38
7836
7:12
507503
14:00
REX 759
14:06
510402
8:53
7838
8:54
2.1. Comparison of cruising speed of bus and railway transport on selected relation. The cruising speed within passenger transport is an important qualitative indicator, that largely affects passenger when is choosing a mode of transport. This criterion was analyzed separately for each sub-section by using the following mathematic formula 1 [2]: (1)
– section speed (km.h-1) ï L – length of track section (km) Tj – pure driving time (min) Tr – time of acceleration (min) Tz – time of deceleration (min) Tpob – stay in the transport point (min) The analysis has shown the higher cruising speed of the passenger railway transport on all sub-relations (Tab. 2).
Where:
Table 2. Comparison of cruising speed of railway and bus transport within individual sections Average train cruising speed Average bus cruising speed Section [km.ିଵ ] [km.ିଵ ] Žilina – Vrútky
57
46
Vrútky – Kraľovany Kraľovany – Ružomberok
44 49
39 34
2.2. Density and time position of each train connection. The analysis was realized separately for work days and weekends and separately for each sub-relation. The analysis of density and time position of the connections showed sufficient density and suitable distribution of connections of railway passenger transport on each sub-relation during the workdays and weekends. 2.3. Utilization of train and bus capacity Equally the analysis of utilization of the train capacity demonstrated sufficient capacity for possible transfer of passengers from bus to railway passenger transport for each railway connection [3]. The analysis was again realized separately for work days and weekends and separately for each sub-relation. More detailed utilization of each train is demonstrated in Table 3 [4].
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Štefan Kudláč et al. / Procedia Engineering 192 (2017) 510 – 515 Table 3. Overview of the average train utilization on section Žilina – Vrútky on work days Direction Žilina – Vrútky Direction Vrútky – Žilina Number of
Seating
people
capacity
7505
27
7835
107
3331 7837
Train number
Number of
Seating
people
capacity
7830
93
392
0,24
7832
201
326
0,62
0,88
7834
163
480
0,34
0,57
REX 758
87
378
0,23
Utilization
Train number
83
0,33
392
0,27
270
307
94
166
Utilization
2.4. Availability of railway boarding and exit points. The European Parliament and Council Regulation No. 1370/2007 set the quality standards of transport services in the regional transport. The concretization of this regulation set the maximum distance of boarding point to the village with a population of up to 5 000 to maximally 2 kilometers bee-line [5]. The analysis of the availability of boarding and exit points of rail passenger transport showed that all distances of railway boarding points conform to this regulation (the maximum distance of boarding points of railway transport on the assessed relation is not more than 1 700 m bee-line – village Strečno). 3. Coordination of transport modes on relation Žilina – Ružomberok Coordination of transport modes in a given section was focused mainly on support for railway passenger transport as a more environmentally friendly transport system. The analysis of all criteria showed that railway passenger transport is fully capable and sufficient to ensure the transport requirements of population in adequate quality and availability [6]. Based on these facts was the coordination mainly focused on elimination the simultaneous bus connections [7]. 3.1. Coordination of transport modes – Variant A. In the Variant A was suggested to eliminate all bus simultaneous connections. Variant A also suggested elimination of the trains with low level of utilization. These trains were considered as inefficient [8]. As shown in Table 4 it was possible under this coordination in the section Žilina – Ružomberok quantify the savings of 260 909, 8 bus kilometers per year. Table 4. Saved bus kilometers after coordination Number of Line cancelled Section numbers connections / week 511406 Žilina - Strečno 125 511408 Žilina - Martin 506418 30 Žilina - Vrútky 613503 16 Žilina 510402 32 Kraľovany 507503 Kraľovany 508405 36 Ružomberok Ľubochňa 508405 32 Ružomberok Kraľovany 508405 10 Ľubochňa Total
Kilometric distance
Saved bus kilometers / week
Saved bus kilometers / week
10,5
1312,5
67977
30,3 23,5
909 376
47055,9 18165,5
44
1408
71368
19
684
34105
13,2
422,4
19232,4
6
60
3006
5171,9
260909,8
The value of saved train kilometers is totally 12 498 per year. After converting bus and train kilometers on economic indicators [9], the total annual cost savings represent the amount of 458 693, 46 € in Variant A.
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Štefan Kudláč et al. / Procedia Engineering 192 (2017) 510 – 515
3.2. Coordination of transport modes – Variant B. In variant B were eliminated the simultaneous bus connections with the exception of the bus connections to village Strečno, where lives the largest population and the distance of train boarding point is the farthest. Variant B suggested elimination of the trains with low level of utilization. This variant ensures superior connection of village Strečno with city Žilina while optimizing railway passenger transport. In the variant B we can save up to 192 933 bus kilometers per year. The value of saved train kilometers is 12 498 per year. After converting bus and train kilometers on economic indicators, the total annual cost savings represent the amount of 377 121, 06 € in Variant B. 3.3. Coordination of transport modes – Variant C. In variant C were eliminated the simultaneous bus connections with the exception of the bus connections to village Strečno, where lives the largest population and the distance of train boarding point is the farthest. Railway connections we left as it is. In the variant C we can save up to 192 933 bus kilometers per year. After converting bus kilometres on economic indicators, the total annual cost savings represent the amount of 231 519, 36 € in Variant C. 4. Flowchart for coordination of bus and railway passenger transport Based on the research and predetermined criteria was compiled a flow chart for assessing the relevance of simultaneous connections of bus and railway passenger transport. The flow chart (Fig.1) assesses the relevance of bus and railway passenger transport services and is applicable to any relation and territory. The flow chart can be suitably adjusted according to various specified criteria and is also extendible to more types of transport systems.
Fig. 1. Flowchart for coordination of bus and railway passenger transport
Štefan Kudláč et al. / Procedia Engineering 192 (2017) 510 – 515
5. Summary Research realized by the Department of rail transport at the University of Žilina showed that proper coordination of the various modes of transport and elimination the simultaneous connections can greatly reduce costs for the system of public transport while maintaining the required level of services quality. Based on the research analysis it was also possible to establish a flow chart for coordination of transport modes. The selection process can be greatly simplified by using this flowchart. The funds saved by coordination of transport modes can be used to improve the quality of public transport that contributes to its attractiveness. This leads to increase of use of public transport system by population. The possible transfer of passengers from the bus and individual transport to railway passenger transport or other environmentally friendly transport system leads to reduction of road infrastructure congestions with a significant impact on safety of transport and environment.
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