Trends in the Share of Railways in Transportation
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Integrating Urban Public Transport Systems and Cycling Summary And
CPB Corporate Partnership Board Integrating Urban Public Transport Systems and Cycling 166 Roundtable Summary and Conclusions Integrating Urban Public Transport Systems and Cycling Summary and Conclusions of the ITF Roundtable on Integrated and Sustainable Urban Transport 24-25 April 2017, Tokyo Daniel Veryard and Stephen Perkins with contributions from Aimee Aguilar-Jaber and Tatiana Samsonova International Transport Forum, Paris The International Transport Forum The International Transport Forum is an intergovernmental organisation with 59 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, Australia, Austria, -
Intercity Bus Transportation System and Its Competition in Malaysia
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Intercity Bus Transportation System and its competition in Malaysia Bayu Martanto ADJI Angelalia ROZA PhD Candidate Masters Candidate Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Raja Syahira RAJA ABDUL AZIZ Mohamed Rehan KARIM Masters Candidate Professor Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Abstract : Intercity transportation in Malaysia is quite similar to other countries, which involve three kinds of modes, namely, bus, rail and air. Among these modes, bus transportation continues to be the top choice for intercity travelers in Malaysia. Bus offers more flexibility compared to the other transport modes. Due to its relatively cheaper fare as compared to the air transport, bus is more affordable to those with low income. However, bus transport service today is starting to face higher competition from rail and air transport due to their attractive factors. The huge challenge faced by intercity bus transport in Malaysia is the management of its services. The intercity bus transport does not fall under one management; unlike rail transport which is managed under Keretapi Tanah Melayu Berhad (KTMB), or air transport which is managed under Malaysia Airports Holdings Berhad (MAHB). -
Land Transport Safety
- PART II - Outline of the Plan CHAPTER 1 Land Transport Safety Section 1 Road Transport Safety 1 Improvement of Road Traffic Environment To address the changes in the social situation such as the problem of a low birthrate and an aging population, there is a need to reform the traffic community to prevent accidents of children and ensure that the senior citizens can go out safely without fear. In view of this, people-first roadway improvements are being undertaken by ensuring walking spaces offering safety and security by building sidewalks on roads such as the school routes, residential roads and urban arterial roads etc. In addition to the above mentioned measures, the road traffic environment improvement project is systematically carried out to maintain a safe road traffic network by separating it into arterial high-standard highways and regional roads to control the inflow of the traffic into the residential roads. Also, on the roads where traffic safety has to be secured, traffic safety facilities such as sidewalks are being provided. Thus, by effective traffic control promotion and detailed accident prevention measures, a safe traffic environment with a speed limit on the vehicles and separation of different traffic types such as cars, bikes and pedestrians is to be created. 1 Improvement of people-first walking spaces offering safety and security (promoting building of sidewalks in the school routes) 2 Improvement of road networks and promoting the use of roads with high specifications 3 Implementation of intensive traffic safety measures in sections with a high rate of accidents 4 Effective traffic control promotion 5 Improving the road traffic environment in unison with the local residents 6 Promotion of accident prevention measures on National Expressways etc. -
By James Powell and Gordon Danby
by James Powell and Gordon Danby aglev is a completely new mode of physically contact the guideway, do not need The inventors of transport that will join the ship, the engines, and do not burn fuel. Instead, they are the world's first wheel, and the airplane as a mainstay magnetically propelled by electric power fed superconducting Min moving people and goods throughout the to coils located on the guideway. world. Maglev has unique advantages over Why is Maglev important? There are four maglev system tell these earlier modes of transport and will radi- basic reasons. how magnetic cally transform society and the world economy First, Maglev is a much better way to move levitation can in the 21st Century. Compared to ships and people and freight than by existing modes. It is wheeled vehicles—autos, trucks, and trains- cheaper, faster, not congested, and has a much revolutionize world it moves passengers and freight at much high- longer service life. A Maglev guideway can transportation, and er speed and lower cost, using less energy. transport tens of thousands of passengers per even carry payloads Compared to airplanes, which travel at similar day along with thousands of piggyback trucks into space. speeds, Maglev moves passengers and freight and automobiles. Maglev operating costs will at much lower cost, and in much greater vol- be only 3 cents per passenger mile and 7 cents ume. In addition to its enormous impact on per ton mile, compared to 15 cents per pas- transport, Maglev will allow millions of human senger mile for airplanes, and 30 cents per ton beings to travel into space, and can move vast mile for intercity trucks. -
Growth Before Steam: a GIS Approach to Estimating Multi-Modal Transport
Growth before steam: A GIS approach to estimating multi-modal transport costs and productivity growth in England, 1680-1830 Eduard J Alvarez-Palau, Dan Bogart, Oliver Dunn, Max Satchell, Leigh Shaw Taylor1 Preliminary Draft May 2017 Abstract How much did transport change and contribute to aggregate growth in the pre-steam era? This paper answers this question for England and Wales by estimating internal transport costs in 1680 and 1830. We build a multi-modal transport model of freight and passenger services between the most populous towns. The model allows transport by road, inland waterway, or coastal shipping and switching of transport modes within journeys. The lowest money cost and travel time for passenger and freight is identified using network analysis tools in GIS. The model estimates show substantial reductions in the level of transport costs and its variability across space. The model’s results also imply substantial productivity growth in transport, equalling close to 0.8% per year. Plausible assumptions imply a social savings of 10.5% of national income by 1830. 1 Data for this paper was created thanks to grants from the Leverhulme Trust (RPG- 2013-093) Transport and Urbanization c.1670-1911 and NSF (SES-1260699), Modelling the Transport Revolution and the Industrial Revolution in England. We thank Alan Rosevear for extremely valuable assistance in this paper. We also thank seminar participants at the Economic History Society Meetings, 2017. All errors are our own. 1 I. Introduction Transport improvements are one of the key engines of economic growth. Their significance is often measured through the effects of a single modal innovation, such as railways or steamships.2 However, there are some limitations to this approach. -
Track Inspection – 2009
Santa Cruz County Regional Transportation Commission Track Maintenance Planning / Cost Evaluation for the Santa Cruz Branch Watsonville Junction, CA to Davenport, CA Prepared for Egan Consulting Group December 2009 HDR Engineering 500 108th Avenue NE, Suite 1200 Bellevue, WA 98004 CONFIDENTIAL Table of Contents Executive Summary 4 Section 1.0 Introduction 10 Section 1.1 Description of Types of Maintenance 10 Section 1.2 Maintenance Criteria and Classes of Track 11 Section 2.0 Components of Railroad Track 12 Section 2.1 Rail and Rail Fittings 13 Section 2.1.1 Types of Rail 13 Section 2.1.2 Rail Condition 14 Section 2.1.3 Rail Joint Condition 17 Section 2.1.4 Recommendations for Rail and 17 Joint Maintenance Section 2.2 Ties 20 Section 2.2.1 Tie Condition 21 Section 2.2.2 Recommendations for Tie Maintenance 23 Section 2.3 Ballast, Subballst, Subgrade, and Drainage 24 Section 2.3.1 Description of Railroad Ballast, Subballst, 24 Subgrade, and Drainage Section 2.3.2 Ballast, Subgrade, and Drainage Conditions 26 and Recommendations Section 2.4 Effects of Rail Car Weight 29 Section 3.0 Track Geometry 31 Section 3.1 Description of Track Geometry 31 Section 3.2 Track Geometry at the “Micro-Level” 31 Section 3.3 Track Geometry at the “Macro-Level” 32 Santa Cruz County Regional Transportation Commission Page 2 of 76 Santa Cruz Branch Maintenance Study CONFIDENTIAL Section 3.4 Equipment and Operating Recommendations 33 Following from Track Geometry Section 4.0 Specific Conditions Along the 34 Santa Cruz Branch Section 5.0 Summary of Grade Crossing -
Domestic Ferry Safety - a Global Issue
Princess Ashika – Tonga – 5 August 2009 74 Lives Lost Princess of the Stars – Philippines - 21 June 2008 800 + Lives Lost Spice Islander I – Zanzibar – 10 Sept 2011 1,600 Dead / Missing “The deaths were completely senseless… a result of systemic and individual failures.” Domestic Ferry Safety - a Global Issue John Dalziel, M.Sc., P.Eng., MRINA Roberta Weisbrod, Ph.D., Sustainable Ports/Interferry Pacific Forum on Domestic Ferry Safety Suva, Fiji October / November 2012 (Updated for SNAME Halifax, Oct 2013) Background Research Based on presentation to IMRF ‘Mass Rescue’ Conference – Gothenburg, June 2012 Interferry Tracked Incidents Action – IMO / Interferry MOU Bangladesh, Indonesia, … JWD - Personal research Press reports, blogs, official incident reports (e.g., NZ TAIC ‘Princess Ashika’) 800 lives lost each year - years 2000 - 2011 Ship deemed to be Unsafe (Source - Rabaul Queen Commission of Inquiry Report) our A ship shall be deemed to be unsafe where the Authority is of the opinion that, by reason of– (a) the defective condition of the hull, machinery or equipment; or (b) undermanning; or (c) improper loading; or (d) any other matter, the ship is unfit to go to sea without danger to life having regard to the voyage which is proposed.’ The Ocean Ranger Feb 15, 1982 – Newfoundland – 84 lives lost “Time & time again we are shocked by a new disaster…” “We say we will never forget” “Then we forget” “And it happens again” ‘The Ocean Ranger’ - Prof. Susan Dodd, University of Kings College, 2012 The Ocean Ranger Feb 15, 1982 – Newfoundland – 84 lives lost “the many socio-political forces which contributed to the loss, and which conspired to deal with the public outcry afterwards.” “Governments will not regulate unless ‘the public’ demands that they do so.” ‘The Ocean Ranger’ - Prof. -
High Speed Rail and Sustainability High Speed Rail & Sustainability
High Speed Rail and Sustainability High Speed Rail & Sustainability Report Paris, November 2011 2 High Speed Rail and Sustainability Author Aurélie Jehanno Co-authors Derek Palmer Ceri James This report has been produced by Systra with TRL and with the support of the Deutsche Bahn Environment Centre, for UIC, High Speed and Sustainable Development Departments. Project team: Aurélie Jehanno Derek Palmer Cen James Michel Leboeuf Iñaki Barrón Jean-Pierre Pradayrol Henning Schwarz Margrethe Sagevik Naoto Yanase Begoña Cabo 3 Table of contnts FOREWORD 1 MANAGEMENT SUMMARY 6 2 INTRODUCTION 7 3 HIGH SPEED RAIL – AT A GLANCE 9 4 HIGH SPEED RAIL IS A SUSTAINABLE MODE OF TRANSPORT 13 4.1 HSR has a lower impact on climate and environment than all other compatible transport modes 13 4.1.1 Energy consumption and GHG emissions 13 4.1.2 Air pollution 21 4.1.3 Noise and Vibration 22 4.1.4 Resource efficiency (material use) 27 4.1.5 Biodiversity 28 4.1.6 Visual insertion 29 4.1.7 Land use 30 4.2 HSR is the safest transport mode 31 4.3 HSR relieves roads and reduces congestion 32 5 HIGH SPEED RAIL IS AN ATTRACTIVE TRANSPORT MODE 38 5.1 HSR increases quality and productive time 38 5.2 HSR provides reliable and comfort mobility 39 5.3 HSR improves access to mobility 43 6 HIGH SPEED RAIL CONTRIBUTES TO SUSTAINABLE ECONOMIC DEVELOPMENT 47 6.1 HSR provides macro economic advantages despite its high investment costs 47 6.2 Rail and HSR has lower external costs than competitive modes 49 6.3 HSR contributes to local development 52 6.4 HSR provides green jobs 57 -
Systems Analysis of Transport Performance and Development - E.I.Pozamantir
SYSTEMS ANALYSIS AND MODELING OF INTEGRATED WORLD SYSTEMS - Vol. I - Systems Analysis of Transport Performance and Development - E.I.Pozamantir SYSTEMS ANALYSIS OF TRANSPORT PERFORMANCE AND DEVELOPMENT E.I.Pozamantir Institute for Systems Analysis of the Russian Academy of Sciences, Moscow, Russia Keywords: Transport, modes of transport, transport infrastructure, freight transportations, passenger transportations, public transport, private transport, transport as an element of economy, transport externalities environment, forms of property, transport policy, state management, interindustry balance, transportation tariffs, demand for transportations, transport income, transport charges, transport investment, transport network, transport and storage system Contents 1. Introduction 2. Place and Role of Transport in National Economy 3. Transport externalities 4. Forms of Property for Transport 5. National Transport System and State Management of Transport Performance and Development 6. Transport Interinddustry Connections 6.1 Balance of Production and Distribution of Goods and Services (Except for Transport Ones) 6.2. Balance of Production and Distribution of Products According to Modes of Transport 6.3. Balance of Income and Expenditures Related to Production of Material Products: 6.4. Balance of Income and Expenditures of Transport Enterprises 6.5. Production Costs 6.6. Equations of Distributing Profit of Enterprises before Taxation by Directions of its Usage 6.7. Equations of Capital Assets and Capacities Reproduction 7. Planning of Transport Network Development 8. Transport in Logistic System Glossary BibliographyUNESCO – EOLSS Biographical Sketch Summary SAMPLE CHAPTERS System analysis of transport includes studying it as a complex system that has got numerous and various connections both with external environment and its subsystems and elements. In this paper as external environment in relation to transport system economy on the whole is considered. -
The Rail Freight Challenge for Emerging Economies How to Regain Modal Share
The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua INTERNATIONAL DEVELOPMENT IN FOCUS INTERNATIONAL INTERNATIONAL DEVELOPMENT IN FOCUS The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua © 2019 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW, Washington, DC 20433 Telephone: 202-473-1000; Internet: www.worldbank.org Some rights reserved 1 2 3 4 22 21 20 19 Books in this series are published to communicate the results of Bank research, analysis, and operational experience with the least possible delay. The extent of language editing varies from book to book. This work is a product of the staff of The World Bank with external contributions. The findings, interpre- tations, and conclusions expressed in this work do not necessarily reflect the views of The World Bank, its Board of Executive Directors, or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Nothing herein shall constitute or be considered to be a limitation upon or waiver of the privileges and immunities of The World Bank, all of which are specifically reserved. Rights and Permissions This work is available under the Creative Commons Attribution 3.0 IGO license (CC BY 3.0 IGO) http:// creativecommons.org/licenses/by/3.0/igo. -
TOURISM and TRANSPORT ACTION PLAN Vision
TOURISM AND TRANSPORT ACTION PLAN Vision Contribute to a 5% growth, year on year, in the England tourism market by 2020, through better planning, design and integration of tourism and transport products and services. Objectives 1. To improve the ability of domestic and inbound visitors to reach their destinations, using the mode of travel that is convenient and sustainable for them, with reliable levels of service (by road or public transport), clear pre-journey and in-journey information, and at an acceptable cost. 2. To ensure that visitors once at their destinations face good and convenient choices for getting about locally, meeting their aspirations as well as those of the local community for sustainable solutions. 3. To help deliver the above, to influence transport planning at a strategic national as well as local level to give greater consideration to the needs of the leisure and business traveller and to overcome transport issues that act as a barrier to tourism growth. 4. In all these, to seek to work in partnership with public authorities and commercial transport providers, to ensure that the needs of visitors are well understood and acted upon, and that their value to local economies is fully taken on board in policy decisions about transport infrastructure and service provision. Why take action? Transport affects most other industry sectors and tourism is no exception. Transport provides great opportunities for growth but it can also be an inhibitor and in a high population density country such as England, our systems and infrastructure are working at almost full capacity including air, rail and road routes. -
Customer Track Maintenance Guide Winter Safety
Customer Track Maintenance Guide Winter Safety Safety is of the utmost importance at CN, not only for our employees but Our goal is to move your products as quickly and safely as possible. also for you, our customers. Please contact your service delivery representative or account manager if you have any questions. We’ve developed this Customer Track Maintenance Guide in order to help bring attention to the additional hazards that are present during the winter Additional information on our seasonal safety guidelines can be found at: months, especially for our crews performing switching activities. www.cn.ca/seasonalsafety Winter is a challenging time for a railroad; many of the service disruptions are caused by accumulations of snow and ice. On the track, problems with switches and crossings are mainly caused by snow — so clearing the snow solves the problem. 3 Flangeways wheel flange Be particularly vigilant where flangeways can be become contaminated with snow, ice, or other material, or where any trackage is covered by excessive amounts of snow or ice, or other material. Ensure equipment can be carefully operated through flangeway over such track. flangeway Be especially aware at crossings, as these are prone to these types minimum of 1.5” clear rail of conditions. of ice, snow, mud, etc. At a minimum, flangeways must be cleared to a depth of 1.5”. Acceptable: Not acceptable: 4 Switches Be aware that switches can become very difficult to line due to cold weather and snow/ice build-up in the switch points. Attempting to line a stiff switch can and does lead to back, leg and arm injuries.