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3.5 Key Performance Indicators

Monitoring the performance of the relevant transportation corridors is a common need of all the projects of Sect. 3.4. Their performance needs to be assessed in terms of pre-specified qualities that correspond to the objectives pursued by the corridor management. Monitoring is achieved through a set of indicators which is defined either explicitly (Brenner corridor, Corridor A, EWTC, SGCI, GreCOR, BGLC, SuperGreen) or implicitly (Scandria, TransBaltic, STRING).

For example, the quality objectives of the BRAVO project (Brenner corridor) were punctuality, reliability, flexibility, customer information, employment rate of rolling stock, and reliability of transportation documents. The management of Corridor A (Rotterdam-Genoa) has selected indicators concerning traffic volume, modal split, punctuality and commercial speed. On a more theoretical basis, the World Bank proposes the use of cost, time, reliability and flexibility as corridor performance indicators (Arnold, 2006).

When discussing indicators, it should be kept in mind that KPIs ought to be:

• relevant (there should be a clear link between indicators and objectives),

• quantifiable[1] (assessed by certain units that have a numerical value attached),

• clear (defined in a way that precludes misinterpretations and enables meaningful comparisons),

• simple (easy to use and compute in terms of data availability and cost),

• robust (resistant to manipulation by those responsible),

• sensitive to classified information,

• mutually exclusive and, to the extent possible, collectively exhaustive.

The three sets of indicators presented below are indicative of the different perspectives and level of detail employed.

3.5.1 The SGCI Criteria

The Swedish Green Corridors Initiative compiled a list of criteria for selecting, comparing and evaluating green corridor projects (SGCI, 2012). The document identifies two distinct aspects affecting a corridor's performance: (i) the framework that enables the provision of transportation services (policies and regulations, infrastructure, ICT applications, organizational issues, etc.) and (ii) the operational characteristics of the transportation services. It selects, however, to focus on the second one on the assumption that a sufficiently good framework is provided. Furthermore, the term 'green' is seen from a purely ecological perspective and the selected criteria cover the environmental dimension only.

It is interesting to note that all environmental criteria are described in both absolute and relative terms (refer to Table 3.2). The absolute measurement indicates actual emissions caused by a transportation activity and reflect the volume of transport work, while relative data describes the environmental efficiency of the transport activity.

  • [1] In cases of policy and process-benchmarking, quantifiable indicators might need to be complemented by qualitative ones
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