Table 1 Mode alternative utility function parameters.
From: Modelling the evolution of the European high-speed rail infrastructure network
Access | Waiting | In-vehicle | Exit waiting | Egress | |
|---|---|---|---|---|---|
β coefficienta | \(\beta _{\text {acc}} = 1.36\) | \(\beta _{\text {accwait}} = 1.5\) | \(\beta _{\text {trav}} = 1\) | \(\beta _{\text {egrwait}} = 1.5\) | \(\beta _{\text {egr}} = 1.36\) |
Car | - | \(t_{\text {accwait},car} = 10\%\) \(t_{\text {trav},car}^\textrm{j}\) | \(t_{\text {trav},car} =\) \(\text {ORS}* 1.2^\textrm{b}\) | - | - |
Plane | \(t_{\text {acc},plane} =\) \(\text {ORS} * 1.61^\textrm{c}\) | \(t_{\text {accwait},plane} = 2h^\textrm{d}\) | ttrav,plane= | \(t_{\text {egrwait},plane} =\) \(0.5h^\textrm{d}\) | \(t_{\text {egr},plane} =\) |
\(\frac{GCD}{700km/h}^\textrm{e}\) | \(\text {ORS} * 1.61^\textrm{c}\) | ||||
Conventional rail | \(t_{\text {acc},rail} =\) | \(t_{\text {accwait},rail} = 0.25h^\textrm{f}\) | ttrav,rail= | - \(^\textrm{f}\) | \(t_{\text {egr},rail} =\) |
\(\frac{\frac{1}{4} \text {City radius}}{30 \text { km/h}} * 1.1^\textrm{g}\) | \(\frac{ORS}{110km/h}*1.15^\textrm{h}\) | \(\frac{\frac{1}{4} \text { City radius}}{30 \text { km/h}}* 1.1^\textrm{g}\) | |||
HSR | \(t_{\text {acc},HSR} =\) | \(t_{\text {accwait},HSR} = 0.25h^\textrm{f}\) | ttrav,HSR= | - \(^\textrm{f}\) | \(t_{\text {egr},HSR} =\) |
\(\frac{\frac{1}{4} \text { City radius}}{30 \text { km/h}}* 1.1^\textrm{g}\) | \(\frac{MICRO layer}{220km/h}*1.09^\textrm{i}\) | \(\frac{\frac{1}{4}\text {City radius}}{30 \text { km/h}}* 1.1^\textrm{g}\) |
