Environmental Engineering Reference
In-Depth Information
and APT have been particularly successful in enhancing globalization, internal-
ization and integration of the regional and national economies and societies.
•
Finally, both HSR and APT have been shown as promising options for further
sustainable development of the European transport sector through increased safety
and security, diminished air pollution, noise, land use and congestion, on one
side, and by an efficient way of meeting growing transport demand, on the other.
In the following sub-sections, only competition and complementarity as the options
for substitution between two HS systems are considered.
Competition
Competition between HSR and APT can take place in the high-volume passenger-
transport market corridors, where there is the sufficient origin/destination demand
to support feasible frequent services of both modes. For such competition, it is not
necessary for airports at the ends of corridors to be included in the HSR network.
The user/passenger makes a choice of available transport options based upon per-
ceived utility, which is usually expressed by generalized travel cost.
3
Consequently, the
mode offering a higher individual utility (ie lower generalized cost) will be selected.
However, different types of passengers (business and leisure, old and young, male and
female, etc) usually have different utilities, leading to each HS mode having at least
some market share. Under such circumstances, HSR and APT continue to compete
by modifying the factors mostly affecting the generalized travel costs, such as depar-
ture frequency, fares, internal quality of service and safety.
Experience and research carried out to date shows that HSR has mostly affected
APT on the origin/destination passenger market corridors of lengths between 400-
800km. It has been possible to make such impact because HSR has been able to run
services at a speed of 300km/h, which together with competitive departure frequency
has produced a total station-to-station travel time of about 2 to 4-4.5 hours.
Figure 8.4 illustrates some research findings on APT/HSR competition (Janic,
1993). Dependent upon the level of generalized user cost, three types of relation-
ships between HSR and APT can be observed:
•
general preference of HSR in the origin/destination (O/D) market corridors of
length between 150-400km;
•
competition between the two modes in the O/D market corridors of length
between 400-1200km; and
•
general preference for APT in the O/D market corridors longer than 1200km.
In addition, the changes of generalized travel cost resulting from variation in price,
frequency, service reliability and punctuality significantly affect the individual choice
between the two modes over the wide spectrum of travel distances. Nevertheless, it
should be mentioned that particular individual choices are not perfectly homoge-
neous, which allows each mode to keep some market share.
Figure 8.5 shows an aggregate figure modal split between particular transport
modes dependent upon the origin/destination travel distance. As can be seen, on
short distances up to 400km, the market share of APT is about 10 per cent; of rail
