ABSTRACT

Infrastructure development in a country is crucial for its development. Developing

countries in Africa are experiencing unprecedented pace of urbanization, resulting in
increased demand for infrastructure including transport infrastructure like railroads.
Thus, number of projects are being undertaken by the respective governments as
government of a country is the Client for infrastructure projects Successful delivery
of these projects is defined by the project management approach adopted by the
Clients or the respective governments.
We will present a project management processes or phases, project management
knowledge of an area, project management of scope, time, cost, quality, human
resource, communications, risk and procurement. Which is being executed in
Ethiopia

INTRODUCTION

Infrastructure development is an important component of a nation’s development

and adequate transport infrastructure is essential for sustained economic growth. It
has been reported that greatest impediment to growth in the Asia-Pacific region
generally is the availability of infrastructure to not only meet current needs, but also
the future requirements of the nation.
Population growth and large scale migration leading to unprecedented pace of
urbanization in this region is further resulting in increased demand of infrastructure
including transport infrastructure.
Development and maintenance of infrastructure in a country is in the domain of the
government. In terms of usage and funding, actual client of these projects is the
public, but government bodies are the de-facto clients and formulate the strategies
and administrative framework for planning and execution of these projects. Thus,
successful execution of infrastructure projects is dependent upon the role of the
government or the
Client.

History of Ethiopian railways

The Ethio-Djibouti Railway (French: Chemin de Fer Djibouto-Éthiopien (C.D.E.) is
a metre gauge railway in the Horn of Africa that once connected Addis Ababa to the
port city of Djibouti. The operating company was also known as the Ethio-Djibouti
Railways. The railway was built in 1894–1917 to connect the Ethiopian capital city
to the then-French colony of Djibouti. During early operations, it provided
landlocked Ethiopia with its only access to the sea. After World War II, the railway
progressively fell into a state of disrepair due to competition from road transport.
The railway has been mostly superseded by the Addis Ababa–Djibouti Railway, an
electrified standard gauge railway that was completed in 2017. The metre gauge
railway has been abandoned in central Ethiopia and Djibouti. However, a
rehabilitated section is still in operation near the Ethiopia-Djibouti border. As of
February 2018, a combined passenger and freight service runs two times a week
between the Ethiopian city of Dire Dawa and the Djibouti border, stopping at
Dewele (passengers) and Guelile (freight). Plans were announced in 2018 to
rehabilitate track from Dire Dawa to Mieso.
Review about Federal railway projects

Ethiopia, as a government, launched the construction of 5,000 km railway complex

which aims to link the capital, Addis Ababa, to various regions of the country.
According to the GTP 2,000 km of the total will be constructed in the next five years.
The Federal railway project has three phases of construction. The first phase of
construction will be the construction of five railway tracks, which will create job
opportunities for over 300,000 citizens nationwide, and will cost the nation an
estimated 6 billion birr annually.
Phase one of construction is expected to execute the following routes:
 Route1 (656km) : Addis-Abba(Sebeta)→Mojo→ awash→ Deri Dawa→Djibouti
 Part of route 3 (366 km) : Addis Ababa (sebeta) → Ejaji→Seka→Bedele
 Part of route 6 (256 km) : Weldia→ Mile→Djbouti
 Part of route 5 (556.2 km) : Awash→ Kombolcha→ Mekele

Phase two of construction is expected to execute the following routes:

 Route 4 (460 km) : Ejaji→Nekemit→Asossa→Kurmuk
 Route 2 (905 km) : Mojo→ Shashemene→Konso→woyito→ Konso→Moyale
 Route 7 (244 km) : Wereta→Azezo→ Metema
 Part of route 5 (201.2 km) : Mekele→Shire
 Part of route 6 (461 km): Fnote-selam→Bahir dar→Wereta→weldia
 Route 8 (248 km): Adama→Indeto→Gasera
 Project summary
The Djibouti-Ethiopia Railway (Chemin de Fer Djibouti-Ethiopian, or CDE) Project
consists of a 25-year railway operating concession for the 780 km railway running
from Djibouti to Addis Ababa through Dire Dawa.
The railway, constructed at the beginning of the 20th Century, has deteriorated due
to lack of maintenance, poor management, and a lack of commercial focus.
Consequently, the Addis-Ababa road has become the primary trade transportation
route for traffic from Ethiopia to the Port of Djibouti. The objective of the
concession is to create a reliable, safe, economical and
Sustainable transportation corridor that acts as a competitive alternative to road
transportation in providing access to the Red Sea port.
In 2007, HIFAB International completed a pre-feasibility study of the rehabilitation
of the railway line under three development scenarios in support of the concession
process. HIFAB has recommended replacing approximately 53 percent of the track
route, as well as modifying sections of the line for gradient and turning radius. The
European Union has committed funds towards completing some of the additional
necessary rehabilitation, including replacing bridges and low rail weight sections of
the line

Description of the project

The Djibouti-Ethiopia Railway is the only rail line connecting landlocked Ethiopia
with Djibouti, and is the most direct link from the Red Sea to Addis Ababa. In1998,
following the end to Ethiopia’s conflict with Eritrea, Ethiopia designated Djibouti
Port as its major cargo gate. Since then, freight traffic via Djibouti has more than
quadrupled. Both governments, which have jointly owned CDE since 1981 are
cooperating in an effort to enhance their cross-border transportation capacity.

The metric-gauge line stretches 780 km, of which 681 are located within
Ethiopia and approximately 99 km are in Djibouti. The Project’s service area covers
30 percent of Ethiopia’s cultivated lands, as well 30 and 70 percent of the
populations of Ethiopia and Djibouti, respectively. Additionally, the Ethiopian
industrial center of Dire Dawa, Awash, Metehara, Modjo, Debre Zeit, Akaki, and
Addis Ababa are located along the line. Consequently, the railway has the potential
to become an important transportation link and export/import route for Ethiopia’s
industry.
Stations
Along the line Djibouti has a total of four railway stations:
 Ali Sabieh passenger and freight railway station, a single 300m long boarding
platform and a station building for passenger handling( ticketing,
refreshments)
 Holhol passenger and freight railway station, a single 200m long boarding
platform and station building for passenger handling( ticketing, refreshments)
 Nagad passenger and freight railway station, a single 300 m long boarding
platform and station building for passenger handling( ticketing, refreshments)
 Djibouti port station freight yard without passenger services in the non-
electrified railway section, for collecting and assembling freight trains
All trains stations have at least three tracks and could serve as passing loops on
single-track railway line. In addition, depots and maintenance facilities are located at
the stations. The traction power for the overhead catenaries is delivered through
three substations which are directly connected to the Ethiopian national grid.
Stations inside Ethiopia Three types of railway stations exist:
 open,
 abandoned and
 Defunct.
The latter still exist while the status of abandoned railway stations is uncertain.
Maybe they were totally demolished, maybe not. There are also some open railway
stations, as the meter-gauge railway still operates in 2018 with passenger services.
Main stations
Station Built Status
Deridawa 1902-1910 Open
Addis-Ababa 1917-1929 defunct

List of other metre-gauge passenger railways

Station Status Station Status
Shinile Open Adele Open
El Bah Open Dewele Open
Harewa Open Akaka beseka Abandoned
Milo Open Debre zeyit Abandoned
Adigale Open Mojo Abandoned
Lasarat Open Nasret Abandoned
Ayesha Open Welenchiti Abandoned
Mieso Defunct Borchotto Abandoned
Mulu Defunct Malko jilo Abandoned
Afdem Defunct Metehara Abandoned
Bike Defunct Awash Abandoned
Gotha Defunct Arba bordode Abandoned
Erer Defunct Asabot Abandoned
Hurso Defunct

Objectives of railway
 To Strong political will and commitment from the government
 To increase growing freight and passenger volumes in all the corridors
 Railway projects are technically feasible and economically viable
 To increase rapid growth of the economy (can shoulder part of the financing of
the projects)
 Regional connectivity - enhancing trade
 The positive response from development partners regarding the financing of the
projects
 Green development strategy (environmentally friendly)

Technical Features
The railway runs from Djibouti at sea level to Addis Ababa, with an elevation of
2,800 meters above sea level. According to the results of the rehabilitation pre-
feasibility study, sections of the railway are laid at steep gradients and have
curvatures that require modification in order to use upgraded locomotives at full
capacity.
The railway is divided into two sections, each with a gauge of one meter and
comprising rails ranging from a low 20 kg/m to 36 kg/m, as outlined below. The 20
kg/m rails are able to carry traffic with only a maximum axle load of 12tons,
compared to 14 tons for 30 kg/m rails and 17 tons for 36 kg/m rails.

Type of Rail (kg/m) Track length

Line A: 20 kg/m 94.6 km
Djibouti – Dire Dawa 25 kg/m 9.7 km
30 kg/m 175.6 km
36 kg/m 28.5 km
Total 308.4 km
Line B: 20 kg/m 0 km
 Dire Dawa – Addis 25 kg/m 404.1 km
Ababa 30 kg/m 45.0 km
36 kg/m 23.2 km
Total 472.3 km

Social and Environmental Impact

Connecting Ethiopia’s industrial centers and large portions of both countries’

populations, the project is expected to contribute to poverty reduction by improving
market access and transport conditions. Port and transit services, including road and
rail links, are major sources of income and employment for
Djibouti: approximately 10,000 jobs are in transport-related activities, and
transportation is one of the primary activities of Djibouti’s services sector, which
accounts for 70 percent of GDP. Improving the competitiveness of the railway will
also support the operations of the port.
An Environmental Impact Assessment is to be carried out jointly by CDE and the
selected concessionaire.

Economic Rationale
Unique Features of the Djibouti-Ethiopia Rail
As the only railway connecting the Ethiopian capital of Addis Ababa to Djibouti
Port, the railway has the potential of becoming a key import/export route.
Djibouti is strategically located on the Red Sea’s international shipping routes and is
well placed in relation to the East African hinterland, with the potential of becoming
a regional transport hub. The pre-feasibility study consultants estimate that, with the
required number of railway stock, more efficient services, and an aggressive
marketing policy, railway traffic could increase dramatically: by the sixth year of
operations, traffic could increase from its present level of 250,000 tons per year to
1,500,000 tons per year or more. The Addis Assab road (via Dikhil and Galafi, with
a connection to the Djibouti port), has, however, superseded the CDE as the primary
transportation provider between Djibouti and Ethiopia.4 Freight traffic on the
railway has declined from 450,000 tons per year in 1975 to 215,000 tons per year,
with passenger traffic likewise dropping from 1.4 million passengers per year to
650,000 passengers per year.5 At the same time, there has been a sharp increase in
transit traffic since the designation of Djibouti as Ethiopia’s gate port, most recently
spurred by increased demand resulting from the private concession of Djibouti’s port
and airport. Although the operating cost per ton kilometer and the total distance (780
km by train versus 918 km by road) to be travelled are lower by train than by truck,
the railway represents only 5 percent of total traffic. This is partly due to both a lack
of locomotives for the rail and competition from road transportation. Rehabilitation
and concession of the railway is expected to provide a competitive alternative to
road transportation, reducing transport time and improving reliability of service. An
analysis of road and rail costs performed by Hifab has determined that, in
consideration of distance and physical characteristics of the existing road, and under
the assumption that 80 percent of trucks return empty from Addis Ababa to Djibouti,
the economic costs of transportation by truck is US$ 42.8 per ton. In comparison, the
railway would, in all three rehabilitation scenarios, have a competitive advantage
over road transportation in terms of cost of transportation, with costs ranging from a
low of US$ 15.3 to a high of US$ 35.6 per ton.

Prospects for Economic Growth

Economic growth in Djibouti is expected to increase in the coming years, reaching
4.8 percent in 2007 and 5.7 percent in 2008. Although Ethiopia’s growth is expected
to slow somewhat, the economy continues to expand at a rapid pace, with real GDP
growth forecasted at 10.5 percent in 2007 and 9.6 percent in 2008.
In June 2000, Dubai Ports International (DPI) began operating in Djibouti under a
20-year concession for the Djibouti Port. In July 2001, the contract was extended to
Djibouti Airport. The resulting performance improvements have contributed to an
increase in transit traffic between Ethiopia and Djibouti and have been important
contributors to Djibouti’s improving economic performance. These projects have
also demonstrated the ability of private operators to increase the competitiveness of
existing infrastructure.

Target beneficiary
 Government
 Business men
 Students
 Tourists
 Passengers
 Suburbanites
Challenges or project limitations
 High Investment Costs
 Planning costs: including the design cost
 Construction costs: site preparation, infrastructure,
 supervision of work and contingencies
 Land and property costs: compensation payments for
 land acquisition for the projects
 Rolling stock
 Lack of skilled human power in the sector
 Time bound delivery under budgetary constraints
 Commercially sustainable yet affordable service

OPPORTUNITIES AND ADVANTAGES OF THE PROJECT

 Strong political will and commitment from the government
 Growing freight and passenger volumes in all the corridors
 Projects are technically feasible and economically viable
 Rapid growth of the economy (can shoulder part of the financing of the
projects)
 Regional connectivity - enhancing trade
 The positive response from development partners regarding the financing of
the projects
 Green development strategy (environmentally friendly)
 High speed over long distance
 Cheaper transport
 Public welfare
 Employment opportunities

Certain limitations of railway projects (disadvantages)

 Requires Huge capital outlay( large investment of capital)

 Lack of flexibility ( its routes and timings cannot be adjusted to individual
requirements )
 Lack of door to door services ( its tied only to particular track) : intermediate
loading and unloading involves greater cost, more wear and tear and wastage
of time
 Monopoly ( its managed by the government , lack of competition may be
breed, inefficiency and high cost)
 Unsuitable for short distance and small loads
 Booking formalities ( it involves much time and labor in booking and taking
delivery of goods through railways as compared to motor transports )
 No rural services ( because of huge capital requirements and traffic, railways
cannot be operated economically in rural areas
 Centralized administration( being the public utility service railways have
monopoly position)
 Chapter two: literature review

The Transport System

Recent political developments have introduced considerable uncertainty over the
coming years into Ethiopia's overall transport system with the effective loss of
control over the Red Sea ports of Assab and Massawa.
At present, therefore, Ethiopia has become, de facto, a landlocked country and is
only now developing the necessary legal and administrative agreements with Eritrea
which are essential for the development of an efficient transit system. As with other
landlocked countries in Africa, it is unlikely that Ethiopia will be prepared to accept
total reliance on a single transit route or transit country and thus increased use of
other outlets to the sea, such as Djibouti but also possibly Port Sudan, Berbera and
for Mombasa, must be expected.

Overview of the Railway

These days, railway transport becomes very popular across the globe. According to
Chong (2011), developing mass transport railway network as the backbone of
transport systems has been accepted as the right approach. This is because of the fact
that, railway systems have the advantage of being able to move masses of people
efficiently, safely and in an environmentally-friendly manner.
Railway becomes the most useful transport system in both developed and
developing countries. Railways have a low impact on the environment, particularly
in comparison with other transport modes and most notably, road. Overall, rail is one
of the „greenest‟ ways there is to provide mobility for goods and people.. For
instance, the total greenhouse gas (GHG) emissions in the EU are described as: rail
transport 0.9%, domestic navigation 2.2%, domestic aviation 2.5%, road transport
93.4 % and other transport has only 1.0 %( www.railwaystrategies.co.uk).
Furthermore, in Europe as European Commission (2013) described, the rail sector
plays a significant role in the economy of the European Union which made an
economic benefit of the annual turnover of EUR 73 billion and employing 800,000
people. To be a sustainable system, Skilled and well-qualified train drivers are
significant factor in the safety, interoperability and competiveness of railways. There
are over 133,000 train drivers in the European Union at the human interface with
technical developments and cross-border operations.
United States of America has invested $148 billion in 2007 to keep the national
network up to acceptable service standards. Capacity improvements including
railway construction are planned at several levels of analysis because the demand of
rail transport has been increasing from time (Cambridge Systematic Inc., 2007).
Railway is not only widely spread in Europe and America; it has also been used
widely in Asian countries like: India, china, Japan and others for long times. Now a
day’s, many African countries including Ethiopia has been experiencing more.

Railway in Ethiopia
Ethiopia has experienced rail transport since the last ten decades. As the Ethio-
Djibouti Railway deteriorated from lack of maintenance, Ethiopia lost railroad
access to the sea. The existing meter gauge railway had been originally built by the
French between 1894 and 1917.
In the new era of railway transport, the construction of the Addis Ababa light
railway has been completed. It was opened for transport since the last one year,
which is34 km length and has become one of the attractive transport systems in the
city.
Ethiopia is a mostly agricultural country with 84% of the population living in rural
area. Since road transport accounts for 90-95% of inter-urban freight and passenger
movements, it is considered essential to improve the road network in order to
achieve the socio-economic development and food security of the country. More
than 95% of Ethiopia's trade passes through Djibouti, accounting for 70% of the
activity at the port of Djibouti. Because of these facts, the country has demanded
railway transport system so that to be able moving these goods and commodities to
and away the country.
Both Ethiopia and Djibouti have agreed to construct a railway system. Therefore
with common agreement, China was financing the construction of a standard gauge
railway network in East Africa, Ethiopia and Djibouti chose to abandon the meter-
gauge railway and build a new standard gauge link. In 2011, the Ethiopian Railways
Corporation awarded contracts to two Chinese state-owned companies for the
construction of a new standard gauge railway from Addis Ababa to the Djibouti
border. At Awash, there is a junction with the Awash-Weldia Railway. The Awash-
Weldia Railway has also been contracted by Chinese contractors. This study has also
included the Addis Ababa light railway.
The railway project feasibility study has covered major areas of studies, such as:
financial and economic feasibility, reliability of the traffic volume for forecast,
technical standards, reasonability of the design principle and constructions scheme,
impact of the project construction on local environment, and ecology, project
investment estimate, economical benefit analysis’s and significance of the project.
Risk Analysis is included in feasibility study focusing on topics are: political risks,
project implementation risks, power supply risks, labor risks, exchange rate risks,
operation risk and repayment risks. Scope of cost estimate does not include: cost of
land requisition and demolition; purchase expense for locomotives and rolling
stocks; financial expenses, all taxes and duties levied inside Ethiopia and
contingencies.
The project was contracted to Chinese company. The contract type is EPC- turnkey
contract agreement. The finance source is a loan from Export-Import Bank of China.
The contract agreement for quality of the project was Chinese railway 2nd grade
standard. The railway was designed to run 120 km/hr.

Foreign Countries Context Literature Review is Given Below.

Zhang Ning (1996) study pointed out the Railway service in Japan is very close to
people’s lives. In addition to providing safe, timely and speedy transportation,
railways offer communities quick accessibility to shopping, entertainment,
information, cultural activities and community services.
Jonathan Cowie and Geoff Reddington (1996) the study examines the methods of
assessing rail efficiency. The results suggest that the Danish railway is particularly
efficient whereas the British system is one of the less efficient. The final conclusion
is that efficiency on the railway is a product primarily of good management.
Glines de Rus, Vicente Inglada (1997).in this study, an expost cost-benefit analysis
was carries out. The first high-speed link in Spain was launched in April 1992, with
the high success according to occupancy rates and public opinion of its quality,
safety, and impact on regional development. The main benefit obtained from HST
are time savings obtained when users shift from slower transport modes and total
gains from namely generated traffic.
Luisa Affuso, Jullien Masson and David Newbery (2000) this paper contributes to
the debate on investment in transport infrastructure and the allocation of public
funds for road and railway projects. Research suggest that road improvements have
substantially higher returns than railway schemes, these findings cast doubt on the
rationale of the new transport policy for the UK which proposes to allocate more
public funds to the (private) railways than total new investment in strategic roads.
Pedro Cantos Sanchez (2000) [47] the objective of the study was the comparison of
the efficiency levels for a set of European rail companies in monopoly situations
with respect to hypothetical duopoly situation and to test whether the operating costs
function of such companies is sub additive. The study revealed that at least for the
companies of a greater size, an efficiency increase would be obtained from the
separation of current companies in two different companies of a lower size. The
study also revealed that the separated supply of passengers and freight transportation
by different firms, at least for the European biggest companies would prove
significant increases in the efficiency levels of rail industry.
Jon Shaw (2001) [24] the purpose of the study was to examine the promotion of
competition in the passenger rail industry. Although there is little on-rail competition
at present, the relaxation of regulatory and operational restrictions over the coming
five years will present a number of new opportunities for market liberalization.
Significantly, the regulator and franchising director have recently relaxed the two
mechanisms used to limit inter Train Operating Companies (TCO) rivalry,
‘moderation of competition’ (MOC) and ‘compulsory intervailability’ (CI). In terms
of competition for the market some commentators have argued that rail is very much
in the ascendancy with unprecedented levels of growth expected. Such growth
would impact very positively upon the outcome of future franchising rounds, the
study revealed that, while on-rail completion has led to service innovations on
certain lines, most improvements since privatization have had little to do with direct
inter-TOC rivalry; rail tracks’ station regeneration programme, rolling stock
replacement and or refurbishment schemes and increases in train frequencies were
all enacted during stage one of moderation of companies.
Koichi Goto (2001) [30] study has described the trends in seat reservation systems,
automatic ticket machines in stations, automatic fare collection systems, automatic
ticket checking machines, revolutionizing ticket systems using contact less IC cards
and a guide system for visually impaired people is currently being developed. With
this system IC chips programmed with location information are embedded in tactile
used to mark paths for visually impaired people; this is read by a pocket-sized
portable machine. The machine will guide him or her to the right platform by voice
machines.
Richard Freling, Ramon Lentink and Albert Wagelmans (2001) [54] the purpose of
the study was to analyze a decision support system for airline and railway crew
planning. The system is a state of the art branch and price solver that is used for
crew scheduling is crew planning for one or a few days that results in crew duties or
pairings and crew rostering is crew planning for at least one week for individual
crew members. the study revealed that the comparison with the integrated
scheduling and rostering, that the way duties are built can have a huge impact on the
quality of the rosters at the cost of a huge increase in computing time.
Hadi Baaj (2002) [17] the purpose of the study was to develop options for the
restructuring of the RPTA (Railway and Public Transport Authority) including the
corporations of its bus operations. The study revealed that the restructuring of the
RPTA to became planner and regulator of the sector, the regulatory plan allocating
the private sector service providers into service areas by concession service via
competitive tendering and the corporation of the RPTA’s bus operations.
Russ Hauwood (2002) [55] the purpose of the study was to analyze public policy
aimed at promoting rail freight in Britain, but, unusually, the focus was on local
rather than national policy. The study revealed that ‘improve the integration of the
road network with major transport interchanges so as to promote greater use of rail
and water transport for freight’. The proportion of plans that contained references to
rail freight grants and track access grants increased, although in both cases this was
still a minority. To the extent that uptake of grants is influenced by local transport
authorities there is therefore still considerable way to go in creating a supportive
policy context.
Michiel Vromans, Rommert Dekkar and Jeo Kroon (2003) [39] the purpose of the
study was to examine reliability in public railway system. Reliability is one of the
key factors in transportation both for passengers and for cargo. Reliability of railway
services is a complex matter, since there are many causes for disruption and at least
as many causes for delays to spread around in spare and time. One way to increase
the reliability is to reduce the propagation of delays due to the interdependencies
between trains. In this study attempt to decrease these interdependencies by reducing
he running time difference per track section i.e, by creating more homogeneous
timetable.
Kiyohoto Utsunomiya (2004) [29] the purpose of the study was to estimate CPI
(Consumer Price Index) railway fares, taking into account the improvement in the
services provided by the railway industry; it also measures the real productivity
growth of the railway industry in Japan. The study revealed that the improvements in
the quality of the product offered by railway service companies suggested that there
may be a significant degree of upward bias in the current CPI. This will lead to
improve the measurement of price indices and productivity in service sectors.
Although the analysis in this study was limited to railways, the approach shown in
this study could be applicable to other transport modes.
Jain Beko (2004) [20] the objective of this study was to present estimates of
responsiveness of demand for service of railway passenger transportation with
respect to chosen price and income elements using Slovenian data. Previous work on
Slovenian railway transport has focused on analyzing management, infrastructure
reorganization and ownership transformation to speed up Slovenia’s integration into
the European transport system and on methods of sales promotion. In estimating the
demand functions for services of public railway passenger transportation within the
country.
Bard Cole and Christine Cooper (2005) [7] the study revealed that reliability and
punctuality are the main concerns of rail users; the department for transport (DIT)
concentrates on these issues, setting the train operating companies’ targets which
reflect one part of state’s role in maintaining the overall condition for capital
accumulation; that is in any capitalist system. The DIT also produces performance
indicators which relate to safety. The study also revealed that these indicators cast
into darkness other safety issues which are of great concern to the public; track
maintenance, increasing of crime levels at the unmanned station and phasing out and
deskilling of train crew staff in SPAD (Signal Passed at Danger). This performance
indicator does little to gain the trust of rail users.
Erhan Kozan and Robert Burdett (2005) [53] the study revealed that sectional
running time (SRT) has a major effect on any analysis of capacity because a small
increase or decrease in this value can affect the level of capacity significantly. The
percentage of total traffic that consists of each train and the percentage of travel in
each direction are included in the SRT calculation because the capacity of a corridor
is different for every distinct proportional and directional distribution.
Dennis Huisman, Leo Kroon, Ramon Lentink and Michiel Vromans (2005) [14] the
purpose of the study was to analyze the models and techniques used in railway
transportation by passenger operators. In this study, the global planning problems
occurring at the strategic, tactical, operational and short term planning level were
discussed. The study revealed that in the coming years there will be less focus on the
classical problems and more focus on some promising fields like reliability of
timetables. In the rest of the operation research (OR) world, there will be research on
real-time control. A combination of these two could significantly improve the
performance of the railway operators and can lead to a successful third century of
railway transport.
Richard Freling, Ramon Lentink, Leo Kroon and Dannis Huisman (2005) [53] the
purpose of this research was to aim at developing automated tools to support the
planning processes of the shunting operations of a passenger trains operator. The
process of parking trains unit, together with several related processes is called
shunting. The study revealed that tracks can be approached from two sides; trains
may consist of several trains units and a uniform way to deal with mixed arrivals and
departures of trains. It also revealed that the models will be extended to support
planners in several related planning processes, such as crew planning and the
planning of cleaning and short-term maintenance of rolling stock.
Lena Wins Lott Hiselius (2005) [32] The main purpose of this study was to
investigate the potential of choice experiment (CE) for modeling preferences for
changes in the exposure to hazmat transported by rail in order to assess the costs and
benefits of different transport configurations. To the best knowledge of the author,
this is the first time a CE study, using exposure as a proxy for probabilities and
accident out comes, has been carried out. Due to the novelty of the activity studied,
special attention is given to the viability of the approach. The multi nominal logic
model [MNL] is frequently used to estimate the utility function. Violations of the
HA hypothesis are often observed, resulting in the need for more complex statistical
models. This study suggested that the CE approach can be used to estimate people’s
preferences for different configurations of transport of hazmat by rail despite the
complexity in the activity studied and in the CE method seems applicable even in
this kind of setting with numerous difficulties. Furthermore, the analysis revealed
that the CE approach may provide a rich description of people’s preferences and the
determinants of their preferences.
Marc Ivaldi and Catherine Vibes (2005) [38] the objective of this study was to
analyze inter and intra model competition in the transport industry. This model
allowed evaluating the effects of both structured and regulatory changes on a
particular market, to measure the impacts of either entry by a new rail operator or a
change in the regulatory framework with the introduction of a kerosene tax and to
measure the effectiveness of competition on a relevant market or to design
marketing strategies. Three main passenger travel modes are available on this link:
rail, road and air. Consumers choose a mode and an operator to travel on a given city
pair and firms decide on service quality and prices. The study considered three
standard dimensions of transport service quality: speed, frequency and capacity. The
study revealed that leisure passengers are more attracted to train or car services than
to airlines. The study also revealed that the effectiveness of competition on a
particular market of transport services, need to account for all potential travelers, all
modes and all firms and a small number of competitors is enough to create a high
degree of competition.
Moshe Givoni (2006) [40] the purpose of the study was to analyze the impacts of
HST (High Speed Train) services. The main technical challenges in the development
of commercial HSTs were to develop a train and track that could maintain stability
and the comfort of passengers, maintain the ability to stop safely, avoid a sharp
increase in operating cost and maintenance costs and avoid an increase in noise and
vibration to areas adjacent to the line. The study revealed that the modern HST is
best designed to substitute conventional railway services on routes where much
higher capacity is required and to reduce travel time, further improving rail service
also against other modes, therefore leading to mode substitution. However the high
investment in HST infrastructure could not be justified based on its economic
development benefits since these are not certain. Finally, the following definition for
HST services was suggested high capacity and frequency railway services achieving
an average speed of over 200kmph.
Karst Geirs, Rinus Haaijer and Bert Van Wee (2006) [28] this study has three
objectives. First it provides a definition and classification of economic benefit
categories for public transport services and a review of existing applications of the
option value of public transport services. Second, a survey instrument was
developed that included statedchoice experiments to elicit the willingness-to-pay
(WTP) values for public transport of different qualities. Third, it applies the
methodology in case studies to derive a first of WTP estimates for the option case of
public transport services in the Netherlands. Public transport serves a number of
public interests associated with the actual use of the services. The study revealed that
option values may form a potentially relevant benefit category in public transport
policy appraisal, additional to the use and non-use benefit categories typically
included.
Leo kroon, Ramon Lentink and Alexandar Schrijver (2006) [33] in their study
analyzed the shunting of passenger train units in Netherlands railways. A model for
the train units shunting problem was described in this study. The mode incorporates
complicating details from practice, such as trains composed of several train units and
tracks that can be approached from two sides. The study provides a model for
solving this shunting problem for general shunt track configuration, where train may
consists of several units. The study revealed that the model is able to produce high
quality solutions usually within reasonable amounts of computation time.
Jaspe Dekkers and Piet Rietveld (2007) [22] the purpose of the study was to describe
the innovative aspects and customer expectations of the services offered in electronic
ticketing in public transport. The Nodded Mobile ticketing services (M-Ticketing is
an example of electronic ticketing in the Netherlands. People can book M-Tickets
through the internet or by calling a voice response system and receive their M-ticket
on their mobile phone through the Short Message Service (SMS). The study
revealed that the consumers were satisfied with the service of M-tickets.
Hana Fitzova (2017) [18] This paper endeavoured to evaluate the impact of the
European railway reforms on the efficiency of railways in the EU on the basis of
existing empirical studies evaluating the situation in EU countries. It also tried to
identify the main factors making the impacts of these reforms difficult to measure.