CC BY
166Russian Journal of Logistics and Transport Management, Vol.1, No.1, 2014
©Yulia Panova, Eugene Korovyakovsky and Elena Volkova
Petersburg State Transport University
DEVELOPMENT OF COMMUTER AND LONG-DISTANCE PASSENGER TRAFFIC IN RUSSIA
Abstract
The article provides a description of the current state of railway passenger traffic in Russia, the tendencies of its development in terms of restructuring of JSC „Russian Railways’. Taking into account the problems, which have been identified, the ways for increasing the economic efficiency of commuter services have been offered.
Keywords: commuter and long-distance passenger traffic, passenger companies, the market for passenger transport, cooperation, an average and critical index of coaches’ occupancy.
1 Introduction
Rail passenger services are of great importance in the development of our country and its regions, especially when taken into account the size of the territory and the main directions of passenger traffic. Russia occupies a leading position in the world in terms of volume indicators of passenger traffic: by the number of passengers transported, and the passenger turnover is on the 4th place. Russia’s share in global passenger traffic of railways is more than 8% (World Bank, 2012).
The development of passenger traffic in Russia takes place in the circumstances of the continuing restructuring of the railway sector. Structural reform of rail transport, which began in 2001, has been accompanied by the fundamental changes in the management of passenger services that should be considered for the development of a competitive market in the transport services.
The paper deals with aspects of deregulation of passenger transport. As well, it describes the characteristics of the current state of passenger sector, and the tendencies of its further development. The changes related to the organization of passenger transport in the most important directions of the country are provided in details. In accord with the characteristics of the passenger rail sector in Russia, the economic justification for the choice of transport mode for the commuter traffic at some directions has been considered in the paper. In conclusion, the measures to improve service quality and attractiveness of rail transport in the organization of urban and regional passenger transport have been given.
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2 Characteristics of the development of passenger railway traffic
According to the JSC „Russian Railways’ (RZD), in 2012, passenger traffic on its network grew by 6.4% compared to last year up to 1.060 billion (Press.rzd.ru, 18.12.2012). However, this figure comprises only 3 - 5% share of passenger traffic performed by all modes of transports. Meanwhile, the share of bus transport accounts for more than half of the volume of passenger traffic (Gsk.ru, 2012).
In the analysis of passenger transport by the indicator of passenger turnover the picture turns in favour of rail transport due to the significant distance of trains run on the territory of Russia that accounted in this indicator (see Figure 1).
Public buses И Rail й Air
Fig.1 Passenger turnover in the Russian Federation, billion passenger-kilometres. Source: Gsk.ru (2012)
In recent years, the role of air transport in passenger traffic is increasing and tends to the further growth. For example, in 2000, passenger traffic by air transport was below the railway by 2.6 times, while in 2010, air transport is more than 1.1 times higher than rail turnover. By 2025, the share of Russian airlines in the world civil aviation passenger turnover could rise to 4-4.5% (Shapkin, 2011).
Railway passenger transportation may increase in the near future in connection with the organization in Russia the events of the global scale(e.g. Olympic Winter Games in Sochi in 2014, FIFA World Cup in 2018), and continuing globalization, in particular, the implementation of the project “RBGC Russia” (RBGC.eu, 2013).
In order to meet the anticipated growth of traffic, the development of passenger rail transport is underway that implies the necessity of reaching an advanced state of the transport infrastructure and rolling stock. In this regard, it
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is worth to identifying the main events that have been taking place in the system of Russian Railways in 2011-2013, which are as follows:
1. The development of projects in Sochi. That is to say, the railway from the sea in Sochi to Adler and further into the mountains to Krasnaya Polyana. So far, the railway is working in a test mode. It is assumed that the train “Swallow” will run every 15 minutes and reach speeds up to 160 km per hour along the route. “Swallow” is the second train after the “Sapsan” (commissioned in 2009), which the company “Siemens” made by the order of JSC „Russian Railways’ (RZD.press.ru, 09.12.2012).
2. The organization of fast (up to 200 km/h) and high-speed (in accord with the Russian classification, a speed of 350-400 km/h) traffic between the cities hosting the matches in connection with the FIFA World Cup in 2018, as well as the capitals of neighbouring European countries (The Transport Strategy of the Russian Federation until 2030).
3. The development of high-speed and fast international traffic for delivery of foreign tourists along such direction as Moscow - Minsk - Warsaw -Berlin, Moscow - Kiev, Moscow - Riga, and St. Petersburg - Tallinn, as well as the Moscow - Berlin - Paris (Press.rzd.ru, 12.12. 2012), and the tourist trains Petrozavodsk - Joensuu with the possibility of further extension of the route to Kuopio, and St. Petersburg - Imatra in Finland (RZD.press.ru, 23.01.2013).
4. Formation of new and the development of existing intermodal passenger transport traffic in the connection „airport - the city’, and urban traffic. The intermodal passenger transportation has been already organised for the transportation of guests between the airport and the city of Kazan during 2013 Universiade. Similar transportation will be between the airport of Hrabrovo and Kaliningrad, between Moscow and its five airports, Pulkovo airport and the city of St. Petersburg in the best-case scenario by 2015 (Rg.ru, 2013). Moscow city authorities intend to increase the share of passenger traffic by rail in the capital by 2020 to 13-16% by means of the reconstruction of small ring of Moscow Railways for the organization of passenger traffic with the development of interchange points on the radial railway lines and subway stations, making the additional interchange circuit (Mkzd.ru, 2012).
5. The development of the railway infrastructure and rolling stock (rail cars, locomotives, and railway stations). Double-deck coaches will run between Moscow and Adler to take passengers to the Winter Olympics Games in Sochi. Federal Passenger Company (JSC FPC) plans to start operation of the new double-decker coaches on routes between Moscow and Krasnodar ahead of 2014, while the company Aeroexpressaims to use double-decker coaches in the connection Moscow -airports (Expert.ru, 2013). Under the renewal of the fleet of locomotives, in December 2012, dual-system fast-speed locomotive EP20, which for the first time produced in Russia, was a voyage on the route Saint Petersburg - Moscow (Railjournal.com, 2013). Russian Railways also update the interior of railway stations. The official website of JSC „Russian Railways’ has
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launched a new multimedia virtual tour called „Five train stations’, which presents modernized stations of St. Petersburg, Chelyabinsk, Krasnoyarsk, Kazan, Mineral Waters (Visual.rzd.ru, 2012).
6. The implementation of client-oriented passenger services: A) the introduction of the web technology in the work of railway transport, allowing tickets to all long-distance trains in Russia, as well as to Finland, Germany, Czech Republic, France, Belarus to purchase over the Internet. However, the purchasing tickets via the Internet for the suburban services will be available for no earlier than 2014 (Press.rzd.ru, 12.03. 2013). B) On July 1, 2012, by analogy with airlines, the loyalty program “Russian Railways Bonus” for long-distance passenger trains was started. It is possible to earn points for making the trip and subsequently exchange these points for premium travel (RZD.ru, 2012). C) In the summer of 2013, similarly to the airports, Railways will launch a pilot project of duty-free shops in the fast train “Capital Express”, running from Moscow to Kiev. The second outlet will be a little later on the train of “Leo Tolstoy”, which runs between Moscow and Helsinki with the following expansion of duty-free to train of Allegro (Newsru.com, 2013). D) Since December 9, 2013, the company „Russian Railways’ has been providing the train from Moscow to Helsinki, which include three wagons to transport vehicles with a seating capacity of each from three to five cars. The next step in the implementation of this project could be the launch of the Russian domestic car transporters on the ways Moscow-Sochi, and Moscow-Astrakhan. There is also the possibility of organizing transportation of private vehicles in the connections with Ukraine (Akulov, 2013).
3 The reformation of the railway passenger sector
In 2001, the Russian government approved a program of structural reforms in railway transport (Doc.rzd.ru, 2012). One of the outcomes of Phase I (20012003) was the creation in 2003 of JSC „Russian Railways’, which received all managing functions and the assets of the former Railway Ministry. The aim of reforms was to increase the economic efficiency of Russian Railways by developing competition in the fields of operation where it is possible. As a result, it was created the high-speed transportations’ market, passenger transportation market, and commuter service market (Lyakina and Volkova, 2011).
Over the years, further reforms of the railway sector (2001-2015 years) brought the changes after which the company „ Russian Railways’ gradually focused on the management of infrastructure and its proposal to the newly created rail operators. Therefore, since 2011, JSC RZD is not the carrier in the passenger sector.
In order to advance the development of high-speed and fast passenger traffic in Russia, the JSC „High-Speed Rail Lines’ was established. The
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company is a subsidiary of JSC „Russian Railways’ that is responsible for realization of the development of high-speed rail lines projects in Russia.
To organize the long-distance transport, the Federal Passenger Company was formed, that currently covers 75 of the 83 regions of the Russian Federation (JSC FPC, 2011). Independent private carriers and operators occupy a small share of the market (about 5%), and their presence is distributed mainly on the popular routes (Moscow - St. Petersburg, Moscow - Nizhny Novgorod, Moscow - Ekaterinburg, etc.).
The largest share in the structure of the passenger traffic(90%) belongs to commuter transport, in which 26 independent companies have been installed (Yakunin, 2011). The regional passenger companies are joint-stock companies, which shares are owned by Russian Railways, and by government agencies of Russian Federation.
The last but not less important outcome of Railway’s reforms was changed tariff system that affected the specificity of railway passenger transportation, which is loss-making due to regional tariff regulation (when tariffs are lower than the self-cost). Transportation tariffs are settled by regional governments lower than their economically feasible level. Until 2011, the losses from passenger transportation used to be covered by profits from cargo operations.
Nowadays, the losses of regional passenger companies have to be covered by federal budget and budgets of constituted territories of the Russian Federation that in the future may be reduced and result in the cancellation of some passenger trains (Kommersant.ru, 2012).
Not wanting to subsidize socially significant rail passenger traffic, regional governments raise tariffs and make a mass cancellation of commuter trains. In 2013, eight Russian regions refused to enter into agreements with commuter operators. It should be noted that the regional authorities became a so-called „customers’ of commuter trains, because they started determining the number of trains, and their frequency, while JSC „Russian Railways’ only provides the infrastructure and rolling stock (Press.rzd.ru, 30.04.2013 ).
The cancellation of regional trains is a serious problem, because commuter transportation is essential for regional economic development. It appears that these issues are temporary, and will be solved when the reformation of the Russian Railways is completed. To have that happen, the Government Presidium in January 2011, adopted a resolution to extend the implementation of structural reforms in railway transport for five years as part of the IV stage of the reform until 2015.
To mitigate the problems within commuter passenger transportation that sharpened during the uncompleted reformation process, the economic inefficiency of the regional passenger companies should be addressed properly (Volkova, 2013). For that reason, the justification of the transport mode choice is examined further by the case of St. Petersburg-Vyborg destination.
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4 The competitiveness of rail transport in passenger traffic
The main competitive threat to passenger rail services in Russia as well as throughout the world is the air transport on the long-distances and road transport (notably, buses) at the commuter traffic. Over long distances (800-1000 km), the competitiveness of air transport increases on cost performance and delivery time of passengers. Intercity bus transportation gains competitive advantages over short distances (up to 300 km).
Bus schedule is generated based on the needs and demand of passengers, while the schedule of long-distance passenger traffic is established on the basis of infrastructure capabilities (Table 1). However, the rail traffic may oppose to the aviation and road passenger traffic the following advantages: a high level of transport safety, regularity and universality (all-weather) traffic, a high carrying capacity, availability for most of the population (differentiated by type of wagons and train categories) with the reasonable cost of travel, a greater level of comfort (JSC FPC, 2011).
Table 1
Advantages (+) and disadvantages (-) of transport modes
Air transport Road transport Railways
• Cost performance over longer distances (+) • Short delivery time (+) • Additional time for airport activities (-) • High risk of accidents (-) • Flexible schedules (+) • Less comfort (-) • Door to door delivery (+) • Transport safety (+) • All-weather traffic (+) • High carrying capacity (+) • Great comfort (+) • Less mobility (-)
In the current economic conditions, the competitive advantages of rail traffic are limited to the zone of the average haul distances. In addition, the advanced private air and road market lessen the competitiveness of rail, where, as was noted above, the process of the development of the private sector has begun just recently.
Not surprisingly that due to the scale of Russia the passenger modal split is unevenly distributed over the territory. The high importance of aviation is retained for transport accessibility of settlements in the Far North. Due to the reduction in the number of operating airports and airfields in Russian civil aviation (2.5 times) during the years of economic reform, a network configuration of passenger airlines has developed to the form, in which the largest volume of passenger traffic (up to 80%) are in air communication in Moscow (Transport Strategy of the Russian Federation until 2030).
It should be noted that the distribution of the passenger traffic by land transport modes is correlated with infrastructure development. For example, the density of public railways exceeds the density of public roads, which
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corresponds to the same ratio of passenger traffic among these types of transport (Gsk.ru, 2012).
In the North-West Federal District, the thickness of public railways exceeds the average indicator for Russia, and the density of roads exceeds its density in the Central Federal District (CFD). However, despite the insufficient density of public roads in the CFD, the public buses in the share of passenger traffic remain high in the Central part of Russia (52%), compared to the NorthWest Federal District (10%) (Gsk.ru, 2012).
The detailed analysis of passenger traffic by rail, showed that in the longdistance transportation, according to a report by the Federal Passenger Company(which accounts for over 79% of the passenger traffic of the country), the maximum percentage of trains accounted for the formation of the Moscow branch of the company (11%), North-Caucasian (10.4%) and North West (10%) (JSC FPC, 2011).
In suburban passenger traffic, the distributions of passenger traffic between 26 regional passenger companies are with a significant prevalence of commuter services in the Central Federal District (49%), while the North-West passenger company accounts only for 10% (Dolmatov, 2013).
In the long term, in accord with the Strategy of development of railway transport in the Russian Federation up to 2030, total passenger traffic in suburban and long-distance traffic will increase compared to 2007 by 1.33 times, and will exceed 231 billion pass-km.
5 The justification of the transport mode for the commuter services
It is clear that railway transportation is effective on directions, which have regular big volume of passenger traffic. In case of unstable passenger traffic, the other available mean of transport for the given direction can be explored.
To analyse the economic feasibility of the organization of rail commuter traffic or cooperation of means of transport (e.g. road transport), was chosen the Vyborg direction, where trains comprised of eight coaches. The number of seats in coaches is 107 seats.
The measurements of the coaches’ occupancy were carried out at various times throughout the journey of trains. The data analysis of an average coach occupancy index is shown in Table 2.
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Table 2
The data of coaches’ occupancy at trains run from St. Petersburg to Vyborg
Number of observation Date The start time of the observation The end time of the observation The actual occupancy of coaches, pas./coach.
1 21.07.2013 11:17 11:50 16.05
2 21.07.2013 12:20 13:15 26.75
3 31.07.2013 7:08 8:20 16.05
4 01.08.2013 6:41 7:04 32.1
5 03.08.2013 7:16 7:49 10.7
6 01.08.2013 13:36 14:19 21.4
7 04.07.2013 19:46 20:55 96.3
8 10.07.2013 14:27 15:06 53.5
9 13.07.2013 7:08 8:16 16.05
10 10.07.2013 17:06 18:04 48.15
11 06.07.2013 9:31 10:10 16.05
12 12.07.2013 16:18 16:44 26.75
13 20.07.2013 9:41 10:10 32.1
14 20.07.2013 12:20 13:10 107
15 16.07.2013 13:32 14:12 32.1
16 21.07.2013 10:25 10:55 42.8
17 12.07.2013 14:42 15:30 85.6
18 16.07.2013 10:56 11:48 42.8
19 08.07.2013 20:25 20:55 16.05
20 17.07.2013 10:36 12:11 21.4
21 15.07.2013 20:18 21:00 74.9
22 04.07.2013 13:52 14:23 107
23 06.07.2013 11:36 12:45 21.4
24 04.07.2013 19:35 19:56 42.8
25 05.07.2013 18:16 19:41 53.5
26 07.07.2013 6:43 7:42 42.8
27 04.07.2013 18:00 18:54 10.7
28 02.07.2013 7:16 8:31 5.35
29 02.07.2013 6:08 6:34 21.4
30 07.07.2013 6:08 6:34 10.7
Average coaches’ occupancy index, hcD. pass./coach. 38.34
After the detection of an average occupancy index of coaches, the critical occupancy index should be identified with the usage of the conventional expenditure of the North-West Passenger Company in relation to one coach-km in 2011 (including subsidies for infrastructure services). To perform the further calculation of the critical coaches’ occupancy the following assumptions have been made: h is the average occupancy of the coach in the given direction, passengers/coach; R - the expenditures per one trip of the train along the route (journey in forth and back directions), Rouble; z - unit cost of one coach-km, Rouble; l - the length of the route, km; nav - the average number of coaches per train, coaches; d - rate, Rouble/passenger-km, s -compensation per one passenger-km, Rouble, D - revenues per trip of train along the given route (journey in forth and back directions), Rouble:
R = Z-l ■ Пт,
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Break-even point in the company (e.g. income equalizes to expenses):
D = (d + s )■ l - h ■ nav,
Z ■ l ■ nav = ( d + s ) ■ l ■ h ■ nav .
Therefore, the critical index coach occupancy would be (Volkova and
Lyakina, 2013):
h
z
(d+s) '
(1)
For the explored direction, in allowance with the current tariff the cost for one passenger-km is 1.89 Roubles. The expenses of the North-West Commuter Passenger Company for the one coach-km in 2011 amounted to 37.3 Roubles. (Ppk-piter.ru, 2013). That is why the critical coach occupancy in the absence of compensation would be:
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h =(i 89+o) = ■*" ^ ^ ^ P asseng ers/со ach.
The average occupancy of the coach exceeds the critical level, which means that there is profitable rail traffic possible to operate. Steady passenger volumes make the commuter rail trains to compete with other modes of transport.
6 Conclusions
The volume of passenger traffic in Russia tends to rise, which will continue in the future in connection with the organization in Russia the events of a global scale, such as Winter Olympic Games in Sochi in 2014, World Cup in 2018, as well as continuing globalization (e.g. the project “RBGC Russia”). The rapidly growing segment of rail passenger traffic, fast and high-speed traffic, examples would be trains of “Sapsan”, “Allegro”, and “Swallow” can compete with the civil aviation. The construction of high-speed lines facilitates stimulates the integration of the regions, the increase the attractiveness of Russia in tourism, the escalation of transport mobility, economic activity of the population, and the development of the Institute of PPP (public-private partnership).
In the renovation of rolling stock for passenger traffic, the double-decker coaches are purchased, and new types of dual-system locos are developed. Moreover, passenger transport infrastructure, which primarily includes train stations, is updating. Train stations become commercial, business, and cultural centres, so-called „city within a city’, where the customer can get a whole range of services.
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In the passenger environment, the intermodal passenger traffic on the way between city and the airports, for example, in Moscow, Kazan, Sochi, Vladivostok, St. Petersburg, and Kaliningrad have been developing. In addition, intercity intermodal passenger traffic projects (e.g. in Moscow, St. Petersburg, Voronezh, Omsk, and Vladivostok) are underway. The implementation of intermodal transportation of passengers is of a great interest for the large metropolitan areas with heavy traffic, such as Moscow and St. Petersburg.
The development of passenger transport takes place in the focus meeting of customer needs, provided by the introduction of electronic check-in, ticket purchases in long-distance and suburban traffic through the Internet, self-service terminals, and mobile applications. It is planned the further opening of duty-free shops in the international train coaches. Already, there are transportation services for the private vehicles while traveling abroad.
In connection with the reform of rail transport since 2001, the high-speed transportations’ market, passenger transportation market, and commuter service market were created along with the altered system of billing of services. By analogy with the airlines, Federal Passenger Company, which provides longdistance transportation, has launched a loyalty program called „Russian Railways Bonus’ for long-distance passenger trains, that provides the opportunity to accumulate points and exchange them for the trip.
When the regional passenger companies have begun operating, the elimination of cross-subsidization of passenger traffic’s losses by the profit of cargo transportation was cancelled. Since 2011, the losses of the companies are funded from federal budget and budgets of Russian Federation subjects. In spite of the fact that the documents, which regulate the calculation of expenses of regional passenger companies, were accepted, many regions in Russia consider expenses unfairly high and refuse to fund losses.
The gradual reduction of government subsidies for the support can lead to a cancellation of local trains, increase in tariffs for the population. To analyse the feasibility of the organization of the commuter rail traffic at the directions, the proposed method for calculating the critical level of the coach’s occupancy of trains can be taken into account. In the case of inefficiency of passenger commuter trains the alternative ways of transportation of passengers should be addressed.
As an example, the economic rationale calculations on the choice of transport mode for the transportation of passengers from St. Petersburg to Vyborg were carried out. The calculations revealed that the commuter rail services are under the demand, which provides profitable operations of the North-West Regional Passenger Company. In order to improve the quality of customer service and to attract additional passenger volumes in commuter traffic, connecting St. Petersburg and Vyborg, and other major cities (for example, Tikhvin and Luga) located in the Leningrad region, the fast trains “Swallow” might be introduced.
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The proposed hypotheses in relation to other cities (except Vyborg) should be checked on the basis of the additional research on the critical index of coach occupancy along the other routes. In particular, attention should be paid to areas not directly connected with St. Petersburg (e.g. Babaevo-Volkhovstroy) that affects the demand for suburban passenger trains on these routes. In case of the insufficient occupancy of coaches (e.g. the average coach occupancy, in fact, is less than the critical coach occupancy index), which can be defined similarly to the calculations given in the article for Vyborg direction, the commuter passenger trains might be under the threat of cancellation. In that case, the problem might be solved by the cut of distance travelled by the commuter trains down to the direction with stable passenger volumes, and the arrangement of the transportation by buses along the further route with irregular passenger traffic. If the combination of transport modes is impossible, the regional government can provide the complete transportation by buses rather than commuter trains to reduce the losses of regional passenger companies.
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