DOCSLIB.ORG

The GCOST™ Model for Demand Estimation Dr Nigel G Harris The

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The GCOST™ Model for Demand Estimation Dr Nigel G Harris The Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509 The GCOST™ model for demand estimation Dr Nigel G Harris The Railway Consultancy Ltd, 43A Palace Square, London. 217. Abstract The privatised railway in Britain has brought increased funds for investment, but less time for implementation. This brings the problem of how accurate demand forecasting can occur in the limited time available. The GCOST™ TM model is a recently-developed spreadsheet-based application which is both behaviourally-sound and reasonably accurate. It is based on conventional generalised cost (gc) theory, with the elements of gc being entered for a relatively limited number of traffic zones. Total traffic levels can be estimated from a gravity-based formulation if Census-type statistics (e.g. on population, and trip distribution by all modes) are not available. A logit statistical function is applied to the total gc of each mode of transport for each Origin:Destination pair to allocate traffic between the modes. A pair of models has even been used in a hierarchic application of logit modelling. 1 Introduction In the 1960s and 1970s, transport planners developed ever-larger models of urban areas, using the new-found capability of the computer. Four-stage models, comprising trip generation, trip distribution, mode split and assignment elements were the norm in many urbanised areas in the Western world during a period of considerable investment in transport infrastructure. Although originally intended for highways, strategic and public transport studies were also carried out. Examples of these include an integrated look at the problems of Birmingham (Jones et al') and the Central London Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509 178 Computers in Railways Rail Study, based on the LTS model (Department of Transport et al~). Unfortunately, these models also took large quantities of human time to assemble and maintain, and the 1980s saw this approach become less fashionable. Combined with this, the amount of infrastructure development necessitating this type of modelling fell. The late 1980s saw the development of more strategic models e.g. START, Edinburgh (Bates), and so on. This partly reflected the change of emphasis onto policy measures, such as car-parking restraint, environmental issues, and so on. Key techniques developed, including the application of logit models to allocate trips to modes on a probabilistic, rather than a deterministic, basis. Stated Preference methods developed to provide information from respondents on qualitative aspects of transport, and on new modes, such as light rail. The late 1990s began to require transport models which could combine both the strategic elements of planning policies, and individual schemes. However, on the rail side, such models were generally not available. Only a few conurbations have retained the ability to consider the impacts of major projects across the main modes of transport (e.g. Glasgow (Drewette & Dewar*), London (Bach & Harris^). Elsewhere, scheme modelling faded away, as the level of investment fell with recession (and, in Britain, the privatisation process). Against this background, a need was felt for a model to appraise small-scale railway schemes. Over two hundred new stations have been opened in Britain in the last 20 years, but some of them have been supported by unnecessarily deep modelling. In addition, many more schemes are appraised than actually get built, so there is a considerable amount of planning activity in estimating the demand for new stations and services. We therefore aimed to design a model which is relatively simple to use, but reasonably sophisticated in its internal construction. Over a series of projects, the GCOST™ model has been developed. 2 Theoretical Principles There are a number of key principles which underlie modern transport planning. Although these are explained in greater detail elsewhere (Harris'), attention should be drawn to: • the consideration of travel time spent in different ways; Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509 Computers in Railways 179 • the summation of the time and fare elements of Journeys into 'generalised cost'; • passengers' responses to changes in generalised cost through elasticities; • the different responses of individuals to the same changes in travel quality; • the definition of a study area, within which a trip matrix of trips between zoned Origins and Destinations can be used to proxy for trip-making behaviour (although a number of 'external zones' may be used to represent the rest of the world) Early transport planners assumed that all passengers take the easiest travel option i.e. that with the lowest generalised cost. However, for a variety of reasons, (including poor information, personal preferences, and inaccurate modelling), the modeller's suggested best option does not carry all the traffic. The logit model was developed to overcome this, allocating most (but not all)' passengers to the best option. Simplified, the logit equation may be represented by functions such as: P(a)= e— where p (a) the probability of a passenger choosing mode a Ga = the generalised cost of using mode a 3 Operation of the Model In any modelling activity, data collection is reasonably onerous. Indeed, this is what justifies the continuation of the multi-modal model in urban areas where transport development activity is considerable. In those ongoing situations, ongoing data collection on a whole range of transport and socio-economic variables is required, often through a programme of surveys. For one-off schemes, however, data only needs to be collected on the key elements of journeys likely to be affected by the proposals. This needs to include the key modes (usually car, bus and rail). It also needs to make some attempt at differentiating passengers into groups. The classic peak: offpeak split not only reflects changes in road congestion and public transport service quality, but also reflects variations in the predominant journey purpose. As elasticity (the level of responsiveness to changes in Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509 180 Computers in Railways generalised cost) is itself a function of journey purpose, this provides a supporting behavioural rationale for such a split. The modelling approach therefore includes data collection on the key elements of travel, which include: • access time; • waiting time; • in-vehicle time; • interchanges (where appropriate); • egress time; • public transport fares/parking charges However, a key question relates to which passenger groups are likely to be affected. Some experience is required to double-guess those Origin:Destination flows where the scheme may have an impact. The key flows are clearly those from immediately around the proposed facility - for instance, housing estates near a new station. In Britain, research has shown that 62% of demand for a new suburban railway station emanates from households within 800m of the site (Preston^), so trips by any such population must be included, to a range of destinations. Note that all destinations do not have to be included, as this would be unnecessarily onerous; in addition, long-distance trip rates are remarkably low. As long as a reasonable selection of destinations is made (with many near the facility, and a few further away), its potential impacts can be investigated with some confidence. If the catchment area is easily comprehended, estimating the total number of trips (i.e. the trip rate) is considerably more difficult. We have used two potential approaches. First, one can usually obtain data on resident population, and apply trip rates. However, these vary significantly by socioeconomic group. Even if one is more sophisticated by using a gravity model to distribute these trips amongst destinations on the basis of distance, control data is needed from counts or surveys, in order to calibrate the model. In the London area, the GCOST™ model has been applied more directly, since information is available on the interaction of different boroughs within London through the Journey-to-Work data collected as part of the ten-yearly censuses. In summary, the main elements of the modelling approach are: Transactions on the Built Environment vol 34, © 1998 WIT Press, www.witpress.com, ISSN 1743-3509 Computers in Railways 181 • generalised costs built up by element • trip end data taken from population figures • a logit model used to allocate the trips between the alternatives Its structure is as summarised in Figure 1. 4 Case Study A.. The Gospel Oak - Barking Line Development Study London's rail network is heavily radial, and generally well-used, especially in the peaks. However, there are exceptions. The GCOST™ model was used for a study of the Gospel Oak - Barking local line for Silverlink Trains, as part of a line development study. This line is a pocket of diesel operation within Greater London, and runs a half-hourly service in the outer Northern suburbs of London (see Figure 2). Unfortunately, its connections with other lines are rather poor (comprising only interchange at Barking, Blackhorse Road (to London Underground services) and Gospel Oak (to its more successful sister orbital line the North London Line)). As the trains are elderly (1950s stock, being due for replacement later in 1998) and therefore unreliable, public perception of the service is poor (or non-existent) and demand levels rather below what might be expected. 15 on-line, and 15 off-line zones were used to analyse the impacts of service frequency changes, and potential off-line service extensions. Unsurprisingly, given the high cost of leasing rolling stock in the UK, few options proved commercially worthwhile, but the analysis did indicate the relative value of different courses of action, which are now under discussion by the operator. It also highlighted the benefits of the existing service which, although acknowledged to be poor quality, competes well against very slow road times through London's congested streets, and a relative absence of parallel bus routes.
Load more

Recommended publications
  • The Commercial & Technical Evolution of the Ferry
    THE COMMERCIAL & TECHNICAL EVOLUTION OF THE FERRY INDUSTRY 1948-1987 By William (Bill) Moses M.B.E. A thesis presented to the University of Greenwich in fulfilment of the thesis requirement for the degree of Doctor of Philosophy October 2010 DECLARATION “I certify that this work has not been accepted in substance for any degree, and is not concurrently being submitted for any degree other than that of Doctor of Philosophy being studied at the University of Greenwich. I also declare that this work is the result of my own investigations except where otherwise identified by references and that I have not plagiarised another’s work”. ……………………………………………. William Trevor Moses Date: ………………………………. ……………………………………………… Professor Sarah Palmer Date: ………………………………. ……………………………………………… Professor Alastair Couper Date:……………………………. ii Acknowledgements There are a number of individuals that I am indebted to for their support and encouragement, but before mentioning some by name I would like to acknowledge and indeed dedicate this thesis to my late Mother and Father. Coming from a seafaring tradition it was perhaps no wonder that I would follow but not without hardship on the part of my parents as they struggled to raise the necessary funds for my books and officer cadet uniform. Their confidence and encouragement has since allowed me to achieve a great deal and I am only saddened by the fact that they are not here to share this latest and arguably most prestigious attainment. It is also appropriate to mention the ferry industry, made up on an intrepid band of individuals that I have been proud and privileged to work alongside for as many decades as covered by this thesis.
    [Show full text]
  • Rail Strategy 2006-2011 and Beyond Now We’Removing Informing, Engaging and Inspiring Foreword Essex Rail Strategy – 2006-2011 and Beyond
    Essex Rail Strategy 2006-2011 and Beyond now we’removing informing, engaging and inspiring Foreword Essex Rail Strategy – 2006-2011 and Beyond ‘I cannot think of a higher priority for the County Council than for it to strive to achieve a first class highways and transportation system for all who live in, work in or visit the county of Essex. The challenges in front of us are enormous. Over 130,000 new homes are being proposed for Essex and its borders with surrounding authorities, the travel needs of which will have a direct impact on the transport network in Essex. All aspects of passenger transport will play a key role in delivering this vision. The County Council has therefore produced three daughter strategies to support the Local Transport Plan, focusing on how passenger transport will contribute towards a fully integrated transport network. The Road Passenger Transport, Bus Information and Rail Strategies outline the ways in which we intend to improve the lives of Essex people by addressing traffic growth, road congestion and improving public transport. They contain measures aimed at improving options for travel and access to services to develop a more effective transport network. To produce the strategies the County Council has consulted widely at regional, district and parish level, with key service providers, a wide range of user groups and the general public so that collectively they represent a tangible commitment by Essex County Council to make our County a better place to live and work and to support a decent public transport network. I am committed to delivering a transport system that meets the challenges we face in Essex and look forward to working in partnership with stakeholders to bring about the transformation we now need.’ Councillor Rodney L.
    [Show full text]
  • Issue 15 15 July 2005 Contents
    RailwayThe Herald 15 July 2005 No.15 TheThe complimentarycomplimentary UKUK railway railway journaljournal forfor thethe railwayrailway enthusiastenthusiast In This Issue Silverlink launch Class 350 ‘Desiro’ New Track Machine for Network Rail Hull Trains names second ‘Pioneer’ plus Notable Workings and more! RailwayThe Herald Issue 15 15 July 2005 Contents Editor’s comment Newsdesk 3 Welcome to this weeks issue of All the latest news from around the UK network. Including launch of Class 350 Railway Herald. Despite the fact ‘Desiro’ EMUs on Silverlink, Hull Trains names second Class 222 unit and that the physical number of Ribblehead Viaduct memorial is refurbished. locomotives on the National Network continues to reduce, the variety of movements and operations Rolling Stock News 6 that occur each week is quite A brand new section of Railway Herald, dedicated to news and information on the astounding, as our Notable Workings UK Rolling Stock scene. Included this issue are details of Network Rail’s new column shows. Dynamic Track Stablizer, which is now being commissioned. The new look Herald continues to receive praise from readers across the globe - thank you! Please do feel free to pass the journal on to any friends or Notable Workings 7 colleagues who you think would be Areview of some of the more notable, newsworthy and rare workings from the past week interested. All of our back-issues are across the UK rail network. available from the website. We always enjoy hearing from readers on their opinions about the Charter Workings 11 journal as well as the magazine. The Part of our popular ‘Notable Workings’ section now has its own column! Charter aim with Railway Herald still Workings will be a regular part of Railway Herald, providing details of the charters remains to publish the journal which have worked during the period covered by this issue and the motive power.
    [Show full text]
  • Competitive Tendering of Rail Services EUROPEAN CONFERENCE of MINISTERS of TRANSPORT (ECMT)
    Competitive EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT Tendering of Rail Competitive tendering Services provides a way to introduce Competitive competition to railways whilst preserving an integrated network of services. It has been used for freight Tendering railways in some countries but is particularly attractive for passenger networks when subsidised services make competition of Rail between trains serving the same routes difficult or impossible to organise. Services Governments promote competition in railways to Competitive Tendering reduce costs, not least to the tax payer, and to improve levels of service to customers. Concessions are also designed to bring much needed private capital into the rail industry. The success of competitive tendering in achieving these outcomes depends critically on the way risks are assigned between the government and private train operators. It also depends on the transparency and durability of the regulatory framework established to protect both the public interest and the interests of concession holders, and on the incentives created by franchise agreements. This report examines experience to date from around the world in competitively tendering rail services. It seeks to draw lessons for effective design of concessions and regulation from both of the successful and less successful cases examined. The work RailServices is based on detailed examinations by leading experts of the experience of passenger rail concessions in the United Kingdom, Australia, Germany, Sweden and the Netherlands. It also
    [Show full text]
  • Network Rail Response to Grand Union Trains Wales Application- 30
    OFFICIAL 30 October 2020 Gareth Clancy Head of Access and Licensing By email only Dear Gareth Grand Union Trains Section 17 Application between London and Carmarthen: Capacity and Performance Assessment I am writing in response to your letter of 16 October 2020. Network Rail has been working on assessing the Grand Union Trains Ltd (GUTL) applications in good faith. We have taken a methodical and logical progression of work to assess the applications. A timeline showing the work undertaken by Network Rail to assess the GUTL applications is in Annex 1. This demonstrates the volume of work which has been undertaken to assess the applications, as well as the considerable effort by Network Rail to assist GUTL in finding compliant proposals for train slots. It is only with the latest iteration of the proposed service specification that Network Rail and GUTL are in a position to understand which parts of the proposition can have a compliant train and platform plan; this will now allow meaningful performance modelling to be carried out. The static performance analysis conducted so far on the various GUTL applications using historic performance data shows there is a potential performance risk which is why the detailed modelling is required. The Coronavirus pandemic has significantly impacted the railway industry, with a collapse in passenger numbers, which has been sustained for several months. As service levels were reduced, there was an immediate improvement in punctuality and performance on the network. Indeed, during the early months of the pandemic, punctuality reached record levels with the proportion of trains arriving on time, to the minute, rising to 80-90% and around 95% of trains routinely arriving within 5-10 minutes of their scheduled time.
    [Show full text]
  • Class 150/2 Diesel Multiple Unit
    Class 150/2 Diesel Multiple Unit Contents How to install ................................................................................................................................................................................. 2 Technical information ................................................................................................................................................................. 3 Liveries .............................................................................................................................................................................................. 4 Cab guide ...................................................................................................................................................................................... 15 Keyboard controls ...................................................................................................................................................................... 16 Features .......................................................................................................................................................................................... 17 Global System for Mobile Communication-Railway (GSM-R) ............................................................................. 18 Registering .......................................................................................................................................................................... 18 Deregistering - Method 1 ............................................................................................................................................
    [Show full text]
  • Route Utilisation Strategy November 2008  Foreword
    Wales Route Utilisation Strategy November 2008 2 Foreword I am delighted to present Network Rail’s Route Principally this is in south Wales, where capacity Utilisation Strategy (RUS) for Wales. This use is at its highest. This is a result of a growth covers the entire rail network in Wales, as well in the number of trains serving Cardiff and the as some parts of the network in the English building of a number of new stations. On this border counties. part of the network, in the most populous part of the country, the RUS builds on the successful This network is extensive and diverse. past introduction of more services and the There are main line links from Wales into selective growth of the network. England, a long-distance line along the border connecting north and south Wales, a busy A major programme to renew signalling urban passenger network serving Cardiff, and equipment in the Newport and Cardiff areas branches traversing sparsely populated rural will take place in the next five to seven years, areas. Some parts of the network are subject and much of the work described in this to fluctuating demand according to the time of strategy to enhance the network is planned year, most notably on the Cambrian Coast and in conjunction with this signalling work to in the Conwy Valley. increase cost-effectiveness. The High Level Output Specification (HLOS), published in The context in which this RUS has been July 2007, contained a specific requirement to produced, as has often been the case with increase seating capacity into Cardiff during other RUSs, is one of growing demand for the morning peak.
    [Show full text]
  • UK's New Green Age: a Step Change in Transport Decarbonisation
    THE UK’S NEW GREEN AGE A step change in transport decarbonisation January 2021 CONTENTS Alstom in the UK i The UK’s net zero imperative 1 Electrification 7 Hydrogen 15 High speed rail 26 A regional renaissance with green transport for all places 32 Conclusion 43 The New Green Age: a step change in transport decarbonisation ALSTOM IN THE UK Mobility by nature Alstom is a world leader in delivering sustainable and smart mobility systems, from high speed trains, regional and suburban trains, undergrounds (metros), trams and e-buses, to integrated systems, infrastructure, signalling and digital mobility. Alstom has been at the heart of the UK’s rail industry for over a century, building many of the UK’s rail vehicles, half of London’s Tube trains and delivering tram systems. A third of all rail journeys take place on Alstom trains including the iconic Pendolino trains on the West Coast Mainline, which carry 34 million passengers a year. Building on its history, Alstom continues to innovate. One of its most important projects is hydrogen trains—its Coradia iLint has been in service in Germany and Austria, and with Eversholt Rail, it has developed the ‘Breeze’ hydrogen train for the UK. Alstom’s state-of-the-art Transport Technology Centre in Widnes in the Liverpool City Region is its worldwide centre for train modernisation and is where the conversion of trains to hydrogen power will take place. It is among 12 other sites in the UK including Longsight in Manchester and Wembley in London. Across the world Alstom has developed, built and maintained transport systems including high speed rail in every continent that has high speed rail, and mass transit metros and trams schemes including in Nottingham and Dublin.
    [Show full text]
  • National Rail Cycling by Train
    Introduction Chiltern Railways First Great Western GNER Most train companies allow cycles to be conveyed on their services provided they can be Tel: 08456 005 165 (information and telesales) www.chilternrailways.co.uk Tel: 08457 000125 www.firstgreatwestern.co.uk Tel: 08457 225 225 (Enquiries & Reservations) www.gner.co.uk (cycle booking form) accommodated safely. By making rail travel easier for cyclists, we are encouraging more travel London Marylebone – Aylesbury, Stratford-upon-Avon, Birmingham High speed and local services from London Paddington to Reading, London King’s Cross – Eastern Counties – Yorkshire – North East on the railway and offering a healthy and acceptable alternative to the car. This leaflet gives and Kidderminster Thames Valley, Bristol, South Wales, the Cotswolds, West of England England – Scotland plus Reading to Gatwick Airport. a summary of each train company’s policy for conveyance of cycles by train. It's no problem taking your cycle on our off-peak trains. But on Mondays to Fridays One cycle may be conveyed free of charge per ticket holder, subject to space being available. we're unable to convey cycles on our busiest trains. These are trains arriving at London High Speed Train services between London, South Wales and the West Country can We also convey tandems, but you need to reserve two cycle spaces. You must reserve before For full information contact either the appropriate train Marylebone or Birmingham Snow Hill between 07.45 and 10.00 and trains departing London accommodate up to six cycles and advance reservation is recommended, free of charge. travelling (maximum of 5 spaces available), and the earlier you book the more chance you company, or National Rail Enquiries at 08457 48 49 50 local However, reservation is compulsory Monday – Friday for all services rate call (textphone: 0845 60 50 600, Welsh-speaking enquiries: Marylebone or Birmingham Snow Hill between 16.30 and 19.30.
    [Show full text]
  • Completed Acquisition by National Express of the Greater Anglia Franchise
    Completed acquisition by National Express of the Greater Anglia Franchise The OFT's decision on reference under section 22(1) given on 27 May 2004 PARTIES National Express Group plc (NEG) provides a broad range of transport services in a number of countries. In the UK, its principal businesses include: the operation of train operating companies which provide inter-city, urban and rural passenger rail services in various areas across Great Britain; the operation of a network of scheduled express coach services; and the operation of bus services in the West Midlands and Dundee. Prior to the merger, NEG operated eight rail franchises granted by the Strategic Rail Authority (SRA). London Eastern Railway Limited (LERL) is the newly formed subsidiary of NEG, set up to operate the Greater Anglia franchise. Year 1 revenue of the new Greater Anglia franchise was forecast to be £400m. TRANSACTION The SRA has selected NEG as the train operator for the new Greater Anglia franchise, which commenced in April 2004. The newly remapped franchise combines the previous Anglia, Great Eastern and West Anglia rail services. The term of the franchise is for a period of seven years, subject to extension for a further three years if specified performance targets are met. The new franchise will operate all regular services out of London Liverpool Street and will do so within a framework of regulation of certain rail fares and service levels stipulated in the franchise agreement. The statutory deadline for a decision on this transaction is 29 May 2004, and the administrative deadline is 27 May 2004.
    [Show full text]
  • Publicity Material List
    Early Guides and Publicity Material Inventory Type Company Title Author Date Notes Location No. Guidebook Cambrian Railway Tours in Wales c 1900 Front cover not there 2000-7019 ALS5/49/A/1 Guidebook Furness Railway The English Lakeland 1911 2000-7027 ALS5/49/A/1 Travel Guide Cambrian & Mid-Wales Railway Gossiping Guide to Wales 1870 1999-7701 ALS5/49/A/1 The English Lakeland: the Paradise of Travel Guide Furness Railway 1916 1999-7700 ALS5/49/A/1 Tourists Guidebook Furness Railway Illustrated Guide Golding, F 1905 2000-7032 ALS5/49/A/1 Guidebook North Staffordshire Railway Waterhouses and the Manifold Valley 1906 Card bookmark 2001-7197 ALS5/49/A/1 The Official Illustrated Guide to the North Inscribed "To Aman Mosley"; signature of Travel Guide North Staffordshire Railway 1908 1999-8072 ALS5/29/A/1 Staffordshire Railway chairman of NSR The Official Illustrated Guide to the North Moores, Travel Guide North Staffordshire Railway 1891 1999-8083 ALS5/49/A/1 Staffordshire Railway George Travel Guide Maryport & Carlisle Railway The Borough Guides: No 522 1911 1999-7712 ALS5/29/A/1 Travel Guide London & North Western Railway Programme of Tours in North Wales 1883 1999-7711 ALS5/29/A/1 Weekend, Ten Days & Tourist Bookings to Guidebook North Wales, Liverpool & Wirral Railway 1902 Eight page leaflet/ 3 copies 2000-7680 ALS5/49/A/1 Wales Weekend, Ten Days & Tourist Bookings to Guidebook North Wales, Liverpool & Wirral Railway 1902 Eight page leaflet/ 3 copies 2000-7681 ALS5/49/A/1 Wales Weekend, Ten Days & Tourist Bookings to Guidebook North Wales,
    [Show full text]
  • E X P R E S S
    ewsrail EXPRESS336 WEEK ENDING 24 March 2007 ITEM FOR TRAIN NN COMPANY ON RETAIL TRAIN TRAVEL ITEM SUBJECT OUTLETS STAFF AGENTS 1 PlusBus Make sure you know how to issue PlusBus ✓ ✓ ✓ 2 Silverlink Trains Virgin Trains Changes to services over ✓ ✓ ✓ Easter National Rail information is listed first, followed by Train Company information in alphabetical Train Company order. Further items follow in alphabetical contributor order. *To be read by Retail Staff, On-Train Staff and Travel Agents where appropriate. for more Specialfor contributorsseelow inside pricedetails cover trial – Additional Publications The list shows additional publications included with this Newsrail Express. If you do not receive them or if you need extra copies, rail staff should see ‘Further Supplies’. Travel Agents please contact your Sales Office. 1. ADDITIONAL ITEMS YOU SHOULD HAVE RECEIVED PUBLICATION NAME SENT TO NEWSRAIL EXPRESS NUMBER Retail Manual Pt 1 Amnt 98 Retail Manual Pt 2 Issue 202 Real Ale Leaflet 2. CONTACTS FOR FURTHER SUPPLIES – FOR RAIL STAFF TSO Customer Services, St. Crispins, Duke Street, Norwich, NR3 1PD Tel: 0870 850 2149 Fax: 0870 600 5533 e-mail: [email protected] 3. DISTRIBUTION DATABASE – FOR RETAIL STAFF You should tell your Retail or Pricing Manager about any changes to where the publications are sent. Special low price trial – save £££’s... Do you provide information and updates to include in Newsrail Express and the Retail Manual? We are currently offering special trial low prices for putting news items in Newsrail Express and for updating
    [Show full text]