Environmental Engineering Reference
In-Depth Information
Source:
compiled from ITA, 1991; Janic, 1993
Figure 8.4
Dependence of the generalized user cost on the length of corridor/route
(both conventional and HSR) about 20 per cent; and of individual car about 70 per
cent, which is a position of virtual monopoly of individual car. On travel distances
between 1200-1600km, air transport dominates, with market share varying between
50-80 per cent. On the intermediate distances between 400-1200km, both conven-
tional rail and HSR compete with APT and individual car. In total, they have between
20-30 percent of market share, of which HSR has between 10-15 per cent (CEC,
1995).
Figure 8.6 provides examples of the impacts of HSR on APT in particular origin/
destination market corridors in Germany and France. The period of 15 years, between
1980 and 1995, has been disaggregated by journey length (EC, 1998b). In the French
origin/destination corridors (see Figure 8.6a), three types of mutual influence between
HSR and APT can be observed. First, there has been a 'strong' impact of HSR on APT,
manifested by significant diminishing of APT in the short-haul markets (up to 400
km) during the period of five years after introduction of HSR. In these cases, HSR
has simply taken over the traffic from APT. Second, there is the 'weak' impact of
HSR on APT, which has taken place in the markets of length between 400-700km. In
these cases, HSR has only managed to reduce the rate of growth of APT (ie to tempo-
rarily slow it down). The last type is the 'counter' impact of APT on HSR, when APT
has recovered after having been severely affected by HSR. In this case, APT has
responded to HSR competitively by increasing the flexibility of services in terms of
flight frequencies carried out by smaller aircraft, and reducing airfares, both of which
have contributed to reducing generalized user cost.
4
Similar types of impacts of HSR
on APT, except a 'counter' one, have been observed on particular corridors in Ger-
many as shown in Figure 8.6b.
