DOCSLIB.ORG

Transport Interchange As City Centers of Activity

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Transport Interchange As City Centers of Activity 16th session 27 January- 23 February, 2015 year Transport Interchange as city centers of activity Presentation material/ Search of participants Winter University 16th session, Irkutsk, 2015 Winter University Goals and objectives Auditory Winter University was founded in 1999 This program is an original model of Italy, France, Norway, Sweden, Bulgaria, Winter University was founded in1999 - is to create competitive programs • undergraduates / graduates / young by the administration of Irkutsk, with ISTU, training young professionals of various Ukraine, China, Korea, Japan, Lebanon, on the initiativeof Irkutsk administration, and implement them in the work of specialists/ professionals in following fields and with the participation of institutes and specialties related to urban planning, and India, Mexico, Brazil, Mongolia, Russia, jointly with Irkutsk State Technical -. Univer- design groups, comprising young of activity: public organizations. Principle MBZGU allows them to develop a higher level of Switzerland, Turkey, the U.S. and Georgia sity and with the assistance of planning in- specialists with d i f f e r e n t v o c a t i o • urban planning design; sessions based on the experience of the conceptual thinking, communication, and a number of Russian cities: Moscow, stitutes and public-organizations.The prin- n a l t r a i n i n g, representatives of dif- • urban economics; European University Summer Workshops mastery of analytical and design ap- Krasnoyarsk, Novosibirsk, St. Petersburg, ciple of carrying out creative workshops ferent countries and cultures that come • transport engineering; Urbanism (city of Cergy-Pontoise, France), proaches in an international multi-discipli- Volgograd, Rostov-on-Don, Vladivostok, of the WU of Urban- Planning is based on to see each other for the first time; • ecology; which was created own original approach nary partnership working with dynamically Yekaterinburg, Irkutsk. the experience of Summer Workshops of - exchanging of vast experience in master- • urban sociology and strategy of the summer sessions, developing town planning system of the the European University of the Urban Plan- ing analytic and designed approaches in proven over 30 years in various countries cit y of Siberia. For thirteen years in the ning (Cergy--Pontoise,France), where the the framework of international interdiscipli- around the world, which is to create a com- design of innovative educational programs original- procedure and strategy of holding nary partnership, in the work with dynami- petitive programs and implementing them attended by more than 1,000young summe-r workshops was created. These cally developing urban planning systems of in the work of project team comprising of spetsialists, assistants, experts, members workshops have been holding all over Siberian cities; to reach a new higher level young professionals with different training of the International Jury, representatives the world-formore than 30years.Having of conceptual thinking in the qualitative from different countries and cultures. of 42 universities, Germany, UK, Spain, no- analogues in Russia, this program sense,exceeding the bounds of traditional is an- original model of training of young education; to preserve and to hand down specialists of different professions related the rich traditions of russian nation. to the city and its districts development Relevance of a subject Problems A transport is the most important link Dynamic development of cities of country’s economic system. It defines involves increase transport service. This in many respects both the country devel- fact leads to high intensity and compact- opment and level of inhabitants prosperity. ness transport flow in big cities. Because Problem decision of ensuring subsequent of street-road network congestion speed economic development of the country and regularity of freight and passenger and quality improvement of inhabitants delivery is reduced. Therefore a cost price live level will need in perspective the next is increased, as consequence transport one. This is the considerable increase service is increasing also. Also waste of of effectiveness of transport complex inhabitants free time is increased, the life functioning, perfection of methods and quality is reduced and a social tensity is controlling means by these methods. In appeared. Today passenger in big cities this connection a competent using of city waste from 30 to 60 minutes their time transport system potential and a support- because of transport low speed and ing their constant development is utterly node where pedestrian travel is finishing traffic congestion. So traffic jams are the important. and urban public transport travel is start- most burning social-economic problem The subject of transport-interchange ing. Thus we have to assess the quality in Russian cities. nodes (transport HUBs) becomes very of functioning of urban public transport The increase of transport intension, daily and relevant. Residents of cities system starting from assess the quality of a lot of commerce objects, unapproved become more mobile because of urban stop and interchange station. parking lead to unsatisfactory passenger environment development. Transport The transport HUBs includes a lot of service in public transport, especially on HUBs solve the problems of speed and other functions, not only transport one. the transport interchange nodes. That is comfort of travel both in cities and area. The transport function is basic one but not why the question of order traffic and pas- Modern HUB supposes maximum close determinant one for space matter in the senger traffic need to solve for the best to each other type of transport. Usually HUB. There are applied communication, quality of inhabitants transport service. different transport types are united by one commercial, public, social, economic, Daily passenger movement is un- architectural building – U-bahn station ecologic and aesthetic functions. Work- pleasant necessity because of sizes, (metro), railway, bus station and etc. ing in one system all function have to be structure and bad integration of modern According to definition of transport an entire palette of the spaces. These cities. Directly this fact can influence on HUBs – this is node element of planning palettes must offer like technocratic and daily inhabitants life in such level like urban system for transport- social func- ecologic space, not only like transport mobility and accessibility as these two tion. In this place interchange realizes flyover (road junction). Such urban struc- characteristics depend directly on types between different urban public transport tures require their own function-space and transportation numbers. types and area transport, or between system and principles of their organiza- In spite of service-market and infra- different lines of one type of urban public tion. structure in the cities become to develop transport. Also there is service of passen- Planning decisions of urban public well on a periphery, the service quality gers and residents by social infrastructure transport and accomplishment of around keeps better on cities centers. Because objects. area elaborated by professionals improve of inhabitants from area have daily The changing of one transportation quality of transport service for inhabitants. migration to cities centers the quality of method for another one is a characteristic The presence of accomplishment transport service must become better. of intermodal transport system. In ac- multifunctional space in a city define qual- cordance with this definition – the stop ity of urban life, improve status of the city station is named intermodal transport and its attraction. Typology of transport hubs Urban planning classification hubs All transport hubs can be divided into transport HUBs are comfortable system ple: the ground passenger transportation, two main categories: of change from outside transport system the underground and etc. • Transport hubs of regional impor- on urban transport which is organized in The complex transport hub provide a tance. comfortable places. change of passengers between system of • Transport hubs of urban importance. The second group of transport hubs the ground passenger transportation, the A passengers transfer from outside is urban importance ones, which can be underground, the commuter rail and etc. transport system on urban transport divided on intranet transport hubs and This sort of a change transport is the least system supplies with transport HUBs of re- complex transport hubs. comfortable for passengers and differ the gional importance. For example: Moscow The intranet transport HUB provide a least level of organization. railway stations (Kursk, Paveletskiy, Bela- change of passengers inside any certain rusian and others). The particularity of this system of passenger transport. For exam- Aims and goals Types of HUBs 16 session, 2015 There are question for discussion: the Everything is just listed can be indicat- 6. The making of comfortable condi- problem of unloading of the main cities ing the next points for decisions: tions for passenger for waiting public roads, improvement links between districts 1. The optimization of passenger traf- transport. in the city, removing of the way of transit car fic for interchange with possibility to visit 7. The detachment of separate zone transport to roundabout roads, removing social service objects or not. for rapid rail transport (tram). railway transport to borders of living area.
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,
    [Show full text]
  • 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).
    [Show full text]
  • 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.
    [Show full text]
  • 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
    [Show full text]
  • 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.
    [Show full text]
  • Grain and Soybean Industry Dynamics and Rail Service
    Grain and Soybean Industry Dynamics and Rail Service Analytical Models of Rail Service Operations Final Report Michael Hyland, Hani Mahmassani, Lama Bou Mjahed, and Breton Johnson Northwestern University Transportation Center (NUTC) Parr Rosson Texas A&M University 1 Executive Summary To remain globally competitive, the United States’ grain industry and associated transportation services underwent significant restructuring over the past fifteen years. New technologies, helped by weather changes, led to sustained yield volume increases in the Upper Midwest. To move larger volumes faster and at lower cost, the railroad industry introduced shuttle train service. Traveling as a unit to the same destination, shuttle trains save considerable time in transit and potential delay, bypassing intermediate classification yards. Grain shippers concurrently began consolidating and storing grain in larger, more efficient terminal elevators (shuttle loaders) instead of country elevators. This report examines the effectiveness of shuttle train service and the terminal elevators supporting the shuttle train system, under different demand levels, through the formulation of simple mathematical models. In order to compare shuttle and conventional rail service, this paper introduces three distinct models. The first model, referred to as the ‘time model’, determines the time it takes to transport grain from the farm to a destination (e.g. an export elevator). The second model, referred to as the ‘engineering cost model’, determines the aggregate variable costs of transporting grain from the farm to an export elevator. The third model, referred to as the ‘capacity model’, determines the maximum attainable capacity (i.e. throughput) of a rail network as a function of demand for rail transport and the percentage of railcars on the network being moved via shuttle service and conventional service.
    [Show full text]
  • What Light Rail Can Do for Cities
    WHAT LIGHT RAIL CAN DO FOR CITIES A Review of the Evidence Final Report: Appendices January 2005 Prepared for: Prepared by: Steer Davies Gleave 28-32 Upper Ground London SE1 9PD [t] +44 (0)20 7919 8500 [i] www.steerdaviesgleave.com Passenger Transport Executive Group Wellington House 40-50 Wellington Street Leeds LS1 2DE What Light Rail Can Do For Cities: A Review of the Evidence Contents Page APPENDICES A Operation and Use of Light Rail Schemes in the UK B Overseas Experience C People Interviewed During the Study D Full Bibliography P:\projects\5700s\5748\Outputs\Reports\Final\What Light Rail Can Do for Cities - Appendices _ 01-05.doc Appendix What Light Rail Can Do For Cities: A Review Of The Evidence P:\projects\5700s\5748\Outputs\Reports\Final\What Light Rail Can Do for Cities - Appendices _ 01-05.doc Appendix What Light Rail Can Do For Cities: A Review of the Evidence APPENDIX A Operation and Use of Light Rail Schemes in the UK P:\projects\5700s\5748\Outputs\Reports\Final\What Light Rail Can Do for Cities - Appendices _ 01-05.doc Appendix What Light Rail Can Do For Cities: A Review Of The Evidence A1. TYNE & WEAR METRO A1.1 The Tyne and Wear Metro was the first modern light rail scheme opened in the UK, coming into service between 1980 and 1984. At a cost of £284 million, the scheme comprised the connection of former suburban rail alignments with new railway construction in tunnel under central Newcastle and over the Tyne. Further extensions to the system were opened to Newcastle Airport in 1991 and to Sunderland, sharing 14 km of existing Network Rail track, in March 2002.
    [Show full text]
  • Study on Medium Capacity Transit System Project in Metro Manila, the Republic of the Philippines
    Study on Economic Partnership Projects in Developing Countries in FY2014 Study on Medium Capacity Transit System Project in Metro Manila, The Republic of The Philippines Final Report February 2015 Prepared for: Ministry of Economy, Trade and Industry Ernst & Young ShinNihon LLC Japan External Trade Organization Prepared by: TOSTEMS, Inc. Oriental Consultants Global Co., Ltd. Mitsubishi Heavy Industries, Ltd. Japan Transportation Planning Association Reproduction Prohibited Preface This report shows the result of “Study on Economic Partnership Projects in Developing Countries in FY2014” prepared by the study group of TOSTEMS, Inc., Oriental Consultants Global Co., Ltd., Mitsubishi Heavy Industries, Ltd. and Japan Transportation Planning Association for Ministry of Economy, Trade and Industry. This study “Study on Medium Capacity Transit System Project in Metro Manila, The Republic of The Philippines” was conducted to examine the feasibility of the project which construct the medium capacity transit system to approximately 18km route from Sta. Mesa area through Mandaluyong City, Ortigas CBD and reach to Taytay City with project cost of 150 billion Yen. The project aim to reduce traffic congestion, strengthen the east-west axis by installing track-guided transport system and form the railway network with connecting existing and planning lines. We hope this study will contribute to the project implementation, and will become helpful for the relevant parties. February 2015 TOSTEMS, Inc. Oriental Consultants Global Co., Ltd. Mitsubishi Heavy
    [Show full text]
  • Trends in the Share of Railways in Transportation
    www.cepal.org/transporte Issue No. 303 - Number 11 / 2011 BULLETIN FACILITATION OF TRANSPORT AND TRADE IN LATIN AMERICA AND THE CARIBBEAN This issue of the FAL Bulletin analyses the history of railways in modal distribution Trends in the share in Latin America, and puts forward recommendations for improving their functioning and making them a real, of railways competitive and sustainable transport option. The study is part of the activities being in transportation conducted by the Unit in the project on “Strategies for environmental sustainability: climate change and energy”, funded by the Spanish Agency for International Development Cooperation (AECID). The author of this issue of the Bulletin is Introduction Gonzalo Martín Baranda, Consultant for the Infrastructure Services Unit of ECLAC. For additional information please contact Railways flourished in the nineteenth century, becoming a key element [email protected] in the transport of goods and passengers For a number of reasons, Introduction however, their prominence has gradually diminished and they now have only a limited role, mostly in the transportation of certain bulk products. I. The rise of railways This document looks at the how the use of the railways for freight has II. Recent history of railways changed over the years, and puts forward a series of recommendations in Latin America to increase their use in present-day Latin America. III. Consideration of externalities and associated social costs I. The rise of railways for sustainable modal choices IV. The role of railways in modal shifts Railways rose to prominence in the nineteenth century, leading to a radical change in the surface transport of freight and passengers, and V.
    [Show full text]
  • Determining the Location of the Urban Transport Interchanges Based On
    POLİTEKNİK DERGİSİ JOURNAL of POLYTECHNIC ISSN: 1302-0900 (PRINT), ISSN: 2147-9429 (ONLINE) URL: http://dergipark.org.tr/politeknik Determining the location of the urban transport interchanges based on the geographic information system: the case study for İstanbul İstanbul’da coğrafi bilgi sistemlerini kullanarak aktarma merkezi olabilecek yerleri belirleme Yazar(lar) (Author(s)): Neslihan İNCİRCİ1, İsmail EKMEKÇİ2 ORCID1: 0000-0002-4175-041X ORCID2: 0000-0002-2247-2549 Bu makaleye şu şekilde atıfta bulunabilirsiniz(To cite to this article): İncirci N. and Ekmekci İ., “Determining the location of the urban transport interchanges based on the geographic information system: the case study for Istanbul” Politeknik Dergisi, 24(3): 1121-1128, (2021). Erişim linki (To link to this article): http://dergipark.org.tr/politeknik/archive DOI: 10.2339/politeknik.780055 Determining the Location of The Urban Transport Interchanges Based on the Geographic Information System: The Case Study for Istanbul Highlights Interchange can be either the physical action of transferring between services or modes as part of the passenger’s journey or it can be the physical location that provides access to the Public Transport system An intermodal interchange is an area destined in a permanent way to facilitate the interchange of passengers between different modes of transport. Graphical Abstract All bus stops in Istanbul were scored using geographic information systems. The highest rated 3 interchange stations on the European side and 3 on the Anatolian side were selected. OBJECTIVE CRITERIA INDICATOR Bus line score up to the number of IETT bus lines stopping by Integration of interchange with the the station. road transport by wheels Minibus line score up to the number of minibus lines located within a distance of 50 meters (walking distance).
    [Show full text]
  • Rail Transport Framework for Improving Railway Sector Performance in Sub-Saharan Africa
    Rail Transport Framework for Improving Railway Sector Performance in Sub-Saharan Africa Vasile Nicolae Olievschi Working Paper No. 94 Railway Transport Framework for improving railway sector performance in Sub-Saharan Africa Railway Transport Framework for improving railway sector performance in Sub-Saharan Africa Vasile Nicolae Olievschi March 2013 The SSATP is an international partnership to facilitate policy development and related capacity building in the transport sector in Africa. Sound policies lead to safe, reliable, and cost-effective transport, freeing people to lift them- selves out of poverty and helping countries to compete internationally. * * * * * * * The SSATP is a partnership of 38 SSA countries 8 Regional Economic Communities 2 African institutions: UNECA, AU/NEPAD Financing partners for the Second Development Plan: European Commission (main do- nor), Austria, France, Norway, Sweden, United Kingdom, Islamic Development Bank, Af- rican Development Bank, and World Bank (host) Many public and private national and regional organizations * * * * * * * The SSATP gratefully acknowledges the contributions and support of member countries and partners. * * * * * * * More publications on the SSATP website: www.ssatp.org The findings, interpretations, and conclusions expressed here are those of the author and do not necessarily reflect the views of the SSATP or its partners. © 2013 The International Bank for Reconstruction and Development / The World Bank All rights reserved. Cover photo: Dona Anna Bridge in Mozambique Photo credit: Henry des Longchamps . Table of contents Acronyms and abbreviations ___________________________________________ vii Preface _____________________________________________________________ ix Preamble ___________________________________________________________ xi Executive summary _________________________________________________ xiii 1. General considerations about the evolution of railway transport in Africa __ 1 2. Two major constraints of railway transport market _____________________ 7 3.
    [Show full text]
  • Management of Covid-19
    UIC COVID-19 TASK FORCE MANAGEMENT OF COVID-19 First estimation of the global economic impact of Covid-19 on Rail Transport A series of potential measures published by the International Union of Railways July 2020 MANAGEMENT OF COVID-19 1.1.1 Contents 1. INTRODUCTION ................................................................................................................5 1.1 UIC Covid-19 Task Force .......................................................................................................5 1.2 Economic impacts of Covid-19 on rail transport ................................................... 6 1.3 Method ......................................................................................................................................... 6 2. RAIL PASSENGER SECTOR ............................................................................................ 8 2.1 Slow recovery scenario ........................................................................................................ 8 2.1.1 Year 2020 .................................................................................................................................................10 2.1.2 Year 2021 ...................................................................................................................................................12 2.2 Quick recovery ........................................................................................................................13 2.2.1 Year 2020 .................................................................................................................................................13
    [Show full text]