Suchergebnisse

Domestic rail freight transport was opened to competition as of the beginning of 2007. This means that all operators who meet the regulations can enter the rail freight transport market and operate rail transport. The purpose of this research was to study the market entry of new entrants, and the barriers related to it. The research also set out to evaluate the change in the rail transport market and the equal realisation of competition prerequisites. The Finnish railway legislation, which is based on EC legislation, states that the conditions for operating rail traffic include a safety certificate, an operating licence, the allocated rail capacity, and a rail network access contract. The government has an important role in creating a non-discriminatory playing field, as the conditions of perfect competition cannot be achieved. The market entry barriers and the actions of a dominant company also have a big effect on the functionality of competition. The research material consisted of answers gathered from an expert panel, comprising over 50 persons, using the Delphi method and two question rounds. The analysis of the research material was conducted using qualitative content analysis and a narrative approach, and scenario-based working methods typical for futures studies. The material was analysed to form expert profiles and their character descriptions, and scenarios that describe the market entry of different types of railway undertakings. This type of triangulation is new in this sector and helps to highlight new aspects of the examined phenomenon. The research results were evaluated by mirroring them on the results of the special evaluation inter-views. Based on this research, railway stock acquisition and the difficulty of accessing the services create the greatest barriers to market entry. Other entry barriers include a long market entry phase, recruiting staff, inadequate rail capacity, and the possible actions of the market dominating company which complicate market entry and competition. The research results show that there will be more competition in rail freight transport than expected. The most significant scientific contribution of the study is the clustering of administrative factors into one entity that creates a substantial entry barrier in addition to financial and technical issues. The authorities are expected to be active, more customer-friendly and quick, instead of the passiveness they have shown so far. ; Domestic rail freight transport was opened to competition as of the beginning of 2007. This means that all operators who meet the regulations can enter the rail freight transport market and operate rail transport. The purpose of this research was to study the market entry of new entrants, and the barriers related to it. The research also set out to evaluate the change in the rail transport market and the equal realisation of competition prerequisites. The Finnish railway legislation, which is based on EC legislation, states that the conditions for operating rail traffic include a safety certificate, an operating licence, the allocated rail capacity, and a rail network access contract. The government has an important role in creating a non-discriminatory playing field, as the conditions of perfect competition cannot be achieved. The market entry barriers and the actions of a dominant company also have a big effect on the functionality of competition. The research material consisted of answers gathered from an expert panel, comprising over 50 persons, using the Delphi method and two question rounds. The analysis of the research material was conducted using qualitative content analysis and a narrative approach, and scenario-based working methods typical for futures studies. The material was analysed to form expert profiles and their character descriptions, and scenarios that describe the market entry of different types of railway undertakings. This type of triangulation is new in this sector and helps to highlight new aspects of the examined phenomenon. The research results were evaluated by mirroring them on the results of the special evaluation inter-views. Based on this research, railway stock acquisition and the difficulty of accessing the services create the greatest barriers to market entry. Other entry barriers include a long market entry phase, recruiting staff, inadequate rail capacity, and the possible actions of the market dominating company which complicate market entry and competition. The research results show that there will be more competition in rail freight transport than expected. The most significant scientific contribution of the study is the clustering of administrative factors into one entity that creates a substantial entry barrier in addition to financial and technical issues. The authorities are expected to be active, more customer-friendly and quick, instead of the passiveness they have shown so far.

Purpose: presents and categorizes the main problems registered by users of urban trains in the state of Rio de Janeiro, and makes an analysis of episodes of violence, crossing this data with the categories of service levels.
Methodology: a documentary to verify recorded and reported occurrences on the temporary discontinuation of the users' dissatisfaction service shown in the complaints made in the years 2018 and 2019.
Findings: security news refers to stations that are located in admittedly violent neighborhoods in the northern part of the city of Rio de Janeiro. Shootings paralyze the circulation of trains and affect the level of services offered by the concessionaire, as they cause the non-compliance with the programmed frequency, the increase in travel time, the feeling of insecurity in stations, trains and integrations and, consequently, the loss of service reliability. .
Research Limitation / implication: The search referred to the period from January 2018 to December 2019, and applying the filters referring to the central theme, 57 valid news items were obtained for categorization and analysis .
Originality: contributes to highlight criticisms at the service level and proposes an agenda for studies that contribute to offering safe, comfortable trips, and at acceptable times/costs.

Airborne particles and their adverse effects on air quality have been recognized by humans since ancient times. Current exhaust emission legislations increase the relative contribution of wear particles on the PM levels. Consequently, wearbased particle emissions from rail and road transport have raised concerns as ground transportation is developing quickly. Although scientific research on airborne wear-based particles started in 1909, there is almost no legislation that control the generation of wear-based particles. In addition, there is no accepted and approved standard measurement technique for monitoring and recording particle characteristics. The main objective of this study is to review recent experimental work in this field and to discuss their set-ups, the sampling methods, the results, and their limitations, and to propose measures for reducing these limitations. ; QC 20130802

The provision of public goods plays a key role in the survival of leaders in democracies. Assuming that mass rail transport shares many of the characteristics of public goods, we claim that the public provision of railway services is more beneficial for political leaders in democracies than private provision. To estimate the effect of the type of provision of railway services on leader survival, we use new data on four European democracies that present variation in the public and private ownership of rail miles between 1913 and 1981. We find that the private provision of rail transport increases the hazard rates of leader deposition in these democracies. These results bear crucial implications, as they help to explain the sweeping policies of nationalization of public services that took place in the first half of the 20th Century in Western Europe.

The provision of public goods plays a key role in the survival of leaders in democracies. Assuming that mass rail transport shares many of the characteristics of public goods, we claim that the public provision of railway services is more beneficial for political leaders in democracies than private provision. To estimate the effect of the type of provision of railway services on leader survival, we use new data on four European democracies that present variation in the public and private ownership of rail miles between 1913 and 1981. We find that the private provision of rail transport increases the hazard rates of leader deposition in these democracies. These results bear crucial implications, as they help to explain the sweeping policies of nationalization of public services that took place in the first half of the 20th Century in Western Europe.

The article examines the European network policy as applied to rail transport. Opening up to competition takes particular forms due to the specific nature of rail networks. The problems posed by the transition from a form of infrastructure integration and operation to separation concern technical and organisational efficiency, linked in particular to the question of determining infrastructure tolls. The details of the competitive operation of rail transport services and how they relate to the logic of the public service are then questioned. ; International audience ; The article examines the European network policy as applied to rail transport. Opening up to competition takes particular forms due to the specific nature of rail networks. The problems posed by the transition from a form of infrastructure integration and operation to separation concern technical and organisational efficiency, linked in particular to the question of determining infrastructure tolls. The details of the competitive operation of rail transport services and how they relate to the logic of the public service are then questioned. ; L'article étudie la politique européenne relative aux réseaux telle qu'elle est appliquée au transport ferroviaire. L' ouverture à la concurrence y prend des formes particulières du fait de la spécificité des réseaux ferroviaires.Les problèmes posés par le passage d'une forme d'intégration de l'infrastructure et de l'exploitation à leur séparation concernent l'efficacité technique et l'efficacité organisationnelle, liée notamment à la question de la détermination du péage d'infrastructure. Les modalités de l'exploitation concurrentielle des services de transport ferroviaire et de leur rapport à la logique du service public sont ensuite questionnées.