ON THE STAGES OF CARRYING OUT OF FORENSIC AUDIT OF EXPENSES OF COMMUTER RAIL SERVICE COMPANIES IN RUSSIA

2019 ◽  
Author(s):  
Marina Motolianetc
Keyword(s):  
Service Companies ◽  
Commuter Rail ◽  
Rail Service

Commuter Rail Service Reliability: On-Time Performance and Causes for Delays

2000 ◽  
Vol 1704 (1) ◽  
pp. 42-50 ◽  
Author(s):  
David Nelson ◽  
Kay O’Neil
Keyword(s):  
Performance Indicator ◽  
Time Of Day ◽  
Service Reliability ◽  
Time Performance ◽  
Commuter Rail ◽  
General Performance ◽  
Rail Systems ◽  
Performance Statistics ◽  
Rail Service

Service reliability is a key commuter rail performance indicator. All agencies calculate on-time performance statistics daily and publish periodic reports concerning trends in on-time performance. Most agencies also code their delays by cause. Information on causes and patterns of delay, however, are not widely distributed. Yet, information on the causes of unreliable service is important to commuter rail planners and operators as they seek to improve the reliability of new and existing services. The patterns and causes of delay for U.S. commuter rail systems are presented for a geographically diverse sample of six commuter rail properties, operating push-pull commuter services in seven different states. Information is provided across systems to develop general parameters for why trains are late. Variations in service reliability are reported by day of week and time of day. The reliability of short lines relative to longer services is compared. Causes for delays are evaluated, including engineering and mechanical malfunctions, programmed track work, transportation crew failures, passenger-related issues, weather, and cascades. The information is useful in determining the range of on-time performance values that might be expected of new services. It is also useful for benchmarking existing services against the general performance of a diverse set of peer services.

The Evolution of Commuter Rail Service in the San Francisco Peninsula

2015 ◽  
Author(s):  
N. Tom Tsai
Keyword(s):  
San Francisco ◽  
Public Transportation ◽  
New Technology ◽  
New Governance ◽  
San Jose ◽  
The Past ◽  
Commuter Rail ◽  
Institutional Structures ◽  
Infrastructure Investments ◽  
Rail Service

Commuting by rail in the San Francisco Peninsula has been a travel option for 150 years. However, only in the past 30 years has commuter rail gained recognition as a mode of public transportation separate and distinct from other intercity railroad services. The development of commuter rail as a mode of public transportation, supported and operated by public entities, was a relative new mode of rail service with new techniques to manage finances, optimize schedules, and market their services. Joint agreements were developed to assign responsibility for costs and liabilities to public entities and set limits on infrastructure usage. The increased responsibility of public entities for commuter rail services has required a public policy permitting subsidy of operations, infrastructure investments, and new governance structures. This paper traces the evolution of the commuter rail service in the Peninsula between San Francisco and San Jose over the past 150 years and describes the operating practices, agreements, and institutional structures that facilitated its transformation. Ridership and revenue data were compared with other commuter rail operations in the nation. The data also showed that it has responded to the need of this growing community with new technology and practices over the years.

Economic Impact of Existing and New Commuter Rail Service on Retail and Recreational Spending in the Vicinity of Station Areas

1998 ◽  
Vol 1623 (1) ◽  
pp. 135-143 ◽  
Author(s):  
Thomas Marchwinski
Keyword(s):  
State Government ◽  
Large Scale ◽  
Atlantic City ◽  
Local Economies ◽  
The North ◽  
Commuter Rail ◽  
Local Station ◽  
Retail Services ◽  
The Impact ◽  
Rail Service

A quantification is provided of the impact of both existing and new commuter rail services on the economies of local jurisdictions, and selectively on direct state government revenues. Specifically, an investigation and documentation have been conducted on increased spending by rail riders on retail services in local station areas and increased spending by recreational rail travelers in resort areas as a result of the presence of rail service. Actual ridership surveys conducted on three commuter rail lines in New Jersey during 1995 and 1996 are used to establish relationships between increased spending in local station areas, as well as other economic impacts, such as induced ridership and relocation of residents as a result of improved commuter rail service. The three surveys were large-scale surveys of two entire rail lines, the Morris and Essex Lines and the Atlantic City Line, and a weekend survey during the summer tourist season of the coastal portion of the North Jersey Coast Line. With a 40–60 percent return rate, these surveys represented a rich database for estimating the impact of commuter rail service on local economies.

US Commuter Rail Renaissance: A 30-Year Progress Report

2019 ◽  
Vol 2673 (12) ◽  
pp. 596-605
Author(s):  
David O. Nelson ◽  
Katherine K. O’Neil
Keyword(s):  
Previous History ◽  
South Florida ◽  
Legacy Systems ◽  
Public Agency ◽  
The Public ◽  
Commuter Rail ◽  
History Of ◽  
The Subject ◽  
Private Owner ◽  
Rail Service

In 1989 the first new US commuter railroad in living memory opened for business in South Florida running over a 41-mile route between Miami and Boca Raton. “Tri-Rail” quickly expanded to result in a 71-mile-long service that spanned three counties. Tri-Rail soon had a long string of imitators among other Sun Belt and western cities wrestling with highway congestion and a paucity of affordable fixed guideway transit options. New commuter rail services were started in other cities with no previous history of commuter rail service. Thirty years later, commuter rail service is now offered in 14 new US jurisdictions. Most had no previous experience with commuter service. The number of US commuter railroads has more than doubled in the last 30 years and the legacy systems have enjoyed a 50% growth in ridership. This paper reviews this remarkable success story, tracing the “New Start” commuter rail phenomenon while also reporting how the nine “Legacy” systems that were operating in 1988 have fared over the last 30 years. The paper uses the most recently published (2016) federally collected data to compare the New Start services with the older, and generally larger, legacy systems. 1987 also marked the US’s first competitively procured commuter rail service in Boston, soon followed by Miami in 1988. Today, 14 US commuter railroads are operated under the auspices of a competitively tendered procurement. Eleven other railroads are “owner operated” either by employees of the public agency sponsoring the service or by the private owner (freight railway) of the subject railway under the auspices of a negotiated service contract. This paper considers how this management innovation has worked out by comparing the economic performance of the “competitive contract” services with the “owner operators.”

Planning Capacity Improvements in the Chicago – Milwaukee – Madison Rail Corridor Using the Rail Traffic Controller (RTC) Rail Operations Simulation Model

2010 ◽  
Author(s):  
Alan Tobias ◽  
David House ◽  
Randy Wade
Keyword(s):  
High Speed ◽  
Simulation Software ◽  
Department Of Transportation ◽  
Passenger Rail ◽  
Wisconsin Department ◽  
Commuter Rail ◽  
Canadian Pacific Railway ◽  
Planning Capacity ◽  
Rail Service ◽  
Rail Traffic

The Wisconsin Department of Transportation (WisDOT) contracted HNTB Corporation (HNTB) to utilize the Rail Traffic Controller™ (RTC™) computer simulation software developed by Berkeley Simulation Software to analyze the rail capacity requirements for high speed (110 mph maximum) Chicago to Milwaukee to Madison passenger rail service. The purpose of this study was to determine whether sufficient capacity exists in the corridor to accommodate the projected growth in intercity passenger rail service as well as growth in freight and commuter rail service. Where capacity constraints were identified, the model was also used to evaluate the benefits of proposed infrastructure improvements. HNTB and WisDOT worked with Illinois DOT, the Canadian Pacific Railway, Metra and Amtrak to identify and test rail improvements that will provide sufficient capacity for projected future high speed, commuter and freight rail services in the corridor. The modeling results are shown through string lines and tables comparing the impacts of each case on the performance of each type of train. Metrics used include: • Average speeds. • Delay minutes per 100 miles. • On Time Performance (for passenger trains). RTC is a very useful tool for the simulation of current and proposed rail operations. It has helped identify bottlenecks and analyze the effectiveness of proposed improvements. The model results from this study are a critical component in WisDOT’s negotiations with CP over the extent and location of capacity improvements for high speed operations. The RTC model output also supported WisDOT’s application for federal stimulus funding for the corridor improvements.

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