Future of Rail 2050
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Smart Cards Contents
Smart cards Contents 1 Smart card 1 1.1 History ................................................ 1 1.1.1 Invention ........................................... 1 1.1.2 Carte Bleue .......................................... 2 1.1.3 EMV ............................................. 2 1.1.4 Development of contactless systems ............................. 2 1.2 Design ................................................ 2 1.2.1 Contact smart cards ..................................... 3 1.2.2 Contactless smart cards .................................... 3 1.2.3 Hybrids ............................................ 4 1.3 Applications .............................................. 4 1.3.1 Financial ........................................... 4 1.3.2 SIM .............................................. 4 1.3.3 Identification ......................................... 4 1.3.4 Public transit ......................................... 5 1.3.5 Computer security ...................................... 6 1.3.6 Schools ............................................ 6 1.3.7 Healthcare .......................................... 6 1.3.8 Other uses .......................................... 6 1.3.9 Multiple-use systems ..................................... 6 1.4 Security ................................................ 6 1.5 Benefits ................................................ 6 1.6 Problems ............................................... 7 1.7 See also ................................................ 7 1.8 Further reading ........................................... -
Ovidem Videlig Nitibus Dolupta Il Illacid Ut As Magniti Bus Daerspe Helping
NorthNorth American American Helping people, places EditionEdition IssueIssue 18 19 and economies thrive FebruaryFebruary 2018 2019 The Review Spotlight Infrastructure Movement Matters Integrated The future of transit Exciting new series modeling and infrastructure of inspirational policy implications investment in events The ReviewCanada The Review Spotlight Market Technology Ovidem videlig Pudignis quodit, Accabor sequiam, Understanding the corporpore eaquodi tem cum landis dite Transit Ecosystem: nitibus dolupta il dolupid molorpos consequiatem ut vel Where to Innovate maximus ciatures eum et ventia dolut illacid ut as magniti enihilicimin es porrum esed est, The Reviewseque diam, quiatus bus daerspe The Review steergroup.com Movement Matters A BURST OF FRESH THINKING To attend any of our Movement Matters events register at: steergroup.com/events 2 Movement Matters is a series of inspirational thought leadership events exploring new ideas about people, places and economies. Drawing on experience from leaders around the globe, these sessions provide a burst of fresh thinking and a great opportunity for industry networking. Read more about our international program of events in the U.S., Canada and U.K. BEYOND ALTERNATIVE CHANGING TRANSPORT DELIVERY TRAVEL MOBILITY MODELS BEHAVIOR Toronto, Canada New York, U.S. Los Angeles, U.S. Spring 2019 Spring 2019 Summer 2019 With soaring housing prices and a rise Industry experts will discuss alternative In Los Angeles, where funding is being in urban population, how can city and models for financing and delivering poured into transportation infrastructure, regional leaders plan for a livable, infrastructure projects. The panel is the moto ‘build it and they will come’ equitable and mobile future? Transport will consider private sector delivery, enough? Opportunities to take advantage investment can act as a catalyst to public involvement, and public-private of best practices such as personalized economic development and the creation partnerships (P3s). -
Delegate List (Congress Participants) 6/06/2019
Delegate List 6/06/2019 (Congress participants) Company Country Position 9292 - REISINFORMATIEGROEP B.V. Netherlands Top Manager A+S TRANSPROEKT Russian Federation Top Manager AARGAU VERKEHR AG Switzerland Top Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Expert/Engineer AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Senior Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Senior Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden -
TCQSM Part 8
Transit Capacity and Quality of Service Manual—2nd Edition PART 8 GLOSSARY This part of the manual presents definitions for the various transit terms discussed and referenced in the manual. Other important terms related to transit planning and operations are included so that this glossary can serve as a readily accessible and easily updated resource for transit applications beyond the evaluation of transit capacity and quality of service. As a result, this glossary includes local definitions and local terminology, even when these may be inconsistent with formal usage in the manual. Many systems have their own specific, historically derived, terminology: a motorman and guard on one system can be an operator and conductor on another. Modal definitions can be confusing. What is clearly light rail by definition may be termed streetcar, semi-metro, or rapid transit in a specific city. It is recommended that in these cases local usage should prevail. AADT — annual average daily ATP — automatic train protection. AADT—accessibility, transit traffic; see traffic, annual average ATS — automatic train supervision; daily. automatic train stop system. AAR — Association of ATU — Amalgamated Transit Union; see American Railroads; see union, transit. Aorganizations, Association of American Railroads. AVL — automatic vehicle location system. AASHTO — American Association of State AW0, AW1, AW2, AW3 — see car, weight Highway and Transportation Officials; see designations. organizations, American Association of State Highway and Transportation Officials. absolute block — see block, absolute. AAWDT — annual average weekday traffic; absolute permissive block — see block, see traffic, annual average weekday. absolute permissive. ABS — automatic block signal; see control acceleration — increase in velocity per unit system, automatic block signal. -
ICE Sorozatjárművek Villamos És Dízel Változatok
VASÚTGÉPÉSZET MÚLTJA ELŐHEGYI ISTVÁN okleveles közlekedésmérnök ny. mérnök főtanácsos GYSEV Zrt ICE sorozatjárművek villamos és dízel változatok Összefoglaló Az ICE-V széleskörû kísérletekkel szerzett eredmények alapján megindult a sorozatjármûvek gyártása, amely mint egyetlen más fejlesztés, úgy ez sem kerülhette el a variációk egymás utáni létrejöttét. Így a sorozat jelenleg a következô változatai jelentek meg, ICE-V, ICE 1, ICE 2, ICE 3, ICE-T/TD, ICE-S (az ICE 3 tervezésé- hez átalakított kísérleti szerelvény az osztott hajtás vizsgálatára). A DB 407 legújabb sorozata Siemens Velaro D, amely négy áramnemre készült (15/25 kV AC és 1,5/3 kV DC) és ezzel lehetôvé teszi a közlekedést az SNCF, SNCB/NMBS, SBB-CFF-FFS és más vasutak vonalain is. ELÔHEGYI, ISTVÁN ISTVÁN ELÔHEGYI Dipl.-Ing. für Verkehrstechnik Transport engineer Oberbaurat i.R., Retired senior engineer councillor GYSEV Zrt. GySEV Co ICE-Serienfahrzeuge (Elektrische und Dieselvarianten) ICE Vehicle Series – Electric and Diesel Versions Zusammenfassung Summary Auf Grund der mit dem ICE-V vorgenommenen umfangreichen Versuche gewonnenen The serial production started by the experiences gained from the results Erfahrungen hat man den Bau der Serienfahrzeuge gestartet, wobei in diesem Falle of the wide range of ICE-V tests, which could not avoid the creation of auch das Schicksal aller anderen Entwicklungen, nämlich das Entstehen der aufeinander type variations, as in case of any other rolling stock development. So, the folgenden Varianten nicht zu vermeiden war. Somit gliedert sich die Baureihe in Varianten next versions of the vehicle series came out: ICE-V, ICE 1, ICE 2, ICE 3, wie folgt: ICE-V, ICE 1, ICE 2, ICE 3, ICE-T/TD, ICE-S (Versuchsgarnitur für Untersuchung ICE-T/TD and the ICE-S test train, converted from an existing type, for zweier Antriebsausführungen, Umbau des für ICE3 entworfenen Garnitur) the design of ICE 3 to test the split driving system. -
De OV-Chipkaart in Internationaal Perspectief: Een Robuust Betaalsysteem?
De OV-chipkaart in internationaal perspectief: een robuust betaalsysteem? ir. A. (Alwin) Pot Royal HaskoningDHV, Rail & Stations [email protected] Bijdrage aan het Colloquium Vervoersplanologisch Speurwerk 22 en 23 november 2012, Amsterdam Samenvatting De OV-chipkaart in internationaal perspectief: een robuust betaalsysteem? De OV-chipkaart kan als een ingewikkeld betaalsysteem worden beschouwd, maar is deze robuust? De robuustheid van de OV-chipkaart kan op twee manieren worden bekeken: op korte termijn om transacties op een goede manier af te handelen en op lange termijn om nieuwe betaalvormen te kunnen verwerken. In een transactie kunnen drie elementen worden onderscheiden waarvan de robuustheid kan worden geanalyseerd: (1) de OV-chipkaart zelf, (2) de draadloze communicatie tussen kaart en systeem en (3) het verwerkingssysteem. (1) Wanneer een kaart kapot gaat, vraagt de vervanging inclusief vernieuwing van de reisproducten op de kaart, zo’n twee weken. (2) Bij een falende communicatie tussen kaart en kaartlezer kan eenvoudig een nieuwe poging worden ondernomen, eventueel door barrières zoals andere passen weg te nemen. (3) Falen van het verwerkingssysteem is lastiger op te vangen. Bijvoorbeeld bij een weggevallen GPS-signaal of telefoonsignaal is uitchecken niet mogelijk en moet de reiziger dit onthouden en zijn teveel betaalde geld terugvragen. Daarnaast kan het systeem een verkeerde ritprijs berekenen door een verkeerd reisproduct aan te spreken. Ook hierbij is de reiziger aan zet om restitutie aan te vragen. Hoe anders is het in Aziatische landen waar de chipkaart al langer meegaat. Zo kan bijvoorbeeld in Japan een persoonlijke OV-chipkaart direct bij een kaartautomaat worden gekocht en geregistreerd. Reizen in de eerste klas vraagt soms een andere kaart (Dubai) of een chipkaart kan bij de toegang tot die eerste klas nog worden omgeschakeld (Hong Kong), terwijl daar in Nederland een kaartautomaat voor moet worden gebruikt. -
RAPPORTS No 40 & DOCUMENTS
2011 RAPPORTS no 40 & DOCUMENTS La grande vitesse ferroviaire Développement durable Rapport du groupe de travail présidé par Jean-Noël Chapulut La grande vitesse ferroviaire 2011 Jean-Noël Chapulut Président Jean-Didier Blanchet Vice-président Christine Raynard François Vielliard Rapporteurs Dominique Auverlot Coordinateur LA GRANDE VITESSE FERROVIAIRE 2 INTRODUCTION Avant-propos e TGV est l’une de nos belles réussites techno L logiques. Même si la grande vitesse ferroviaire a été inventée par les Japonais, les multiples records établis par Alstom, en partenariat avec la SNCF et RFF, ont régulièrement confirmé l’excellence technologi que française : le dernier record, qui date d’avril 2007, Vincent Chriqui s’établit à 574,8 km/h. Directeur général Le TGV transporte quotidiennement, depuis plus de du Centre d’analyse trente ans, un nombre important de passagers – plus de stratégique 108 millions de voyageurs en 2010 – dans des condi tions reconnues de confort, de fiabilité et de sécurité. Les principales métropoles françaises sont déjà desservies. D’autres villes le seront bientôt, grâce aux 2 000 kilo mètres de lignes supplémentaires prévues par la loi de programmation relative à la mise en œuvre du Grenelle de l’environnement. La grande vitesse ne représente que 10 % environ du marché total de l’industrie ferroviaire française. Elle n’en constitue pas moins un marché stratégique, en raison de son caractère symbolique, de la notoriété technologique qu’elle confère à l’entreprise qui la maî trise et au pays qui la développe, en raison enfin de l’écosystème industriel créé autour de ce secteur. Cependant, le contexte mondial change. -
Short Papers
748 IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 11, NO. 3, SEPTEMBER 2010 Short Papers Performance Evaluation of UHF RFID Technologies for Real-Time Passenger Recognition in Intelligent Public Transportation Systems Christian Oberli, Member, IEEE, Miguel Torres-Torriti, Member, IEEE, and Dan Landau Abstract—Automated passenger tracking in public transportation sys- tems can be used to estimate the short-term demand and, thereby, to optimize the fleet schedule in real time. It can also be used to determine Fig. 1. Dual-tag cards used for the trials. The single-tag cards used the same the origin–destination matrix and to maintain statistics of each passenger’s EPC Gen2 ALN-9534 inlay. transportation habits over time, thus enabling enhancements in long-term planning. However, ubiquitously tracking passengers throughout a net- the boarding station and time of each passenger. In some systems, work requires the ability to recognize them at single locations in the like the system in London, U.K., passengers also have to validate network. In this paper, we study the merits of realizing this task by means of radio-frequency identification (RFID) technologies. Forty volunteers their trips at alighting time. These successive “sightings” of the smart carried RFID tags of the norm EPC Gen2 in their backpacks, wallets, cards provide unique IDs that allow for passenger recognition, track- pockets, and hands through a mockup of a bus door equipped with four ing, and, in general, sufficient information to estimate demand and reading antennas. Setups with one and two rows of persons walking origin–destination matrices [4], [5]. Unfortunately, the more common through the portal were evaluated. -
Transfert De Savoir-Faire En Matière Dexploitation Ferroviaire À Grande
Transfert de savoir-faire en matière dexploitation ferroviaire à grande vitesse entre la SNCF et les compagnies ferroviaires implantées à Taiwan et en Corée du Sud Yung-Hsiang Cheng To cite this version: Yung-Hsiang Cheng. Transfert de savoir-faire en matière dexploitation ferroviaire à grande vitesse entre la SNCF et les compagnies ferroviaires implantées à Taiwan et en Corée du Sud. domain_other. Ecole des Ponts ParisTech, 2002. Français. tel-00005667 HAL Id: tel-00005667 https://pastel.archives-ouvertes.fr/tel-00005667 Submitted on 5 Apr 2004 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. T H E S E présentée pour l’obtention du diplôme de DOCTEUR DE L'ECOLE NATIONALE DES PONTS ET CHAUSSEES Spécialité: Transport présentée par M.Yung-Hsiang CHENG Sujet de la thèse : Transfert de savoir-faire en matière d’exploitation ferroviaire à grande vitesse entre la SNCF et les compagnies ferroviaires implantées à Taiwan et en Corée du Sud Soutenue le 11 mars 2002 devant le jury composé de M.Alain BONNAFOUS (Professeur à l’université Lyon II, rapporteur, président du jury) M.Gabriel COURBEY(Vice Président de la SNCF international, examinateur) M.Georges DOBIAS(Président de ATEC-ITS France) M.Guy JOIGNAUX(Directeur de Recherche, INRETS, rapporteur) M.Didier GENTY(Président Directeur Général- Alstom Transports, examinateur) M.Michel SAVY(Professeur à l’ENPC, directeur de thèse) Remerciements En premier lieu, j’aimerais remercier vivement, mon directeur de thèse, Monsieur Georges DOBIAS, Président d’ATEC-ITS, de l’attention et du soutien qu’il a porté à mon travail de doctorant. -
The Newsletter
The NEWS LETTER International Hydrofoil Society PO Box 51 - Cabin John MD 20818 - USA Editor: John Meyer First Quarter 2011 Sailing Editor: Martin Grimm PERSONAL HYDROFOILS SUSTAINING MEMBERS By Ray Vellinga, IHS Member In America, the first hydrofoil may also have been the first personal hydrofoil. In 1895 the Meacham brothers of Chicago began work that culminated in their 1913 patent of a submerged hydrofoil system. It was flown by one person. Perhaps the first Personal Hydrofoil ______________________________ Roll is controlled by the “milk stool” system. The foils are located on YOUR 2011 IHS DUES ARE DUE three corners and act as legs of a stool. You may recall, a similar sys- tem was used by Chicago’s O’Leary family. However, the true inno- See Full Announcement on vation of the Meachams’ design is the front foil’s height-finding Page 2 mechanism. A forward reaching surface-follower is linked to the foil’s angle of incidence. INSIDE THIS ISSUE Significantly, similar systems appear in some present-day personal - President’s Column ----------- p. 2 hydrofoils, such as the High Flying Banana (Hifybe). In contrast, for roll control Hifybe uses outboard flippers, similar to ailerons, extend- - Welcome New Members ----- p. 2 ing from the main foil. Hifybe, in its present form, was first flown in - Crossing the Bar, Part 2 ----- p. 4 2007. It was preceded by personal hydrofoils of varying successes. Other examples are the Hi-Foil, Dynafoil, and the OU-32. See Hifybe - Dave Keiper Williwaw-------- p. 5 at: http://www.youtube.com/watch?v=TViDOm9HQsw - Carton Ondule Hydrofoil---- p. -
Taiwán Elige La Opción TGV Para La Línea De Alta Velocidad Taipe•Aosiung
Internacional .4 LA LINEA, DE 350 KILOMETROS, TARDARA CINCO AÑOS EN CONSTRUIRSE Taiwán elige la opción TGV para la línea de alta velocidad Taipe•aosiung El TGV Dúplex circulará probablemente con dos automotrices del tren ICE. El pasado mes de julio, Taiwán decidió finalmente cinco años que aproximada- Ministerio de Transportes un encargar la construcción y explotación de la línea de alta mente durará la construcción documento en el que se com- de la línea. prometiera a adquirir los terre- velocidad Taipei-Kaosiung a un consorcio formado por Mientras dure el período de nos necesarios, ya que, ade- GEC Alstom y Siemens, cuya propuesta para esa línea concesión, este consorcio de- más, el gobierno había incum- está basada en el TGV. Concluye así un largo proceso de berá pagar un 10 por ciento de plido su compromiso de concesión, en el que el gobierno taiwanés descartó a sus ingresos al gobierno taiwa- realizar las obras preliminares nés, a cuyo cargo corre la ad- en el tiempo acordado. El inte- otro de los candidatos, el tren japonés Shinkansen. quisición de terrenos y parte rés de THSRC por conseguir de la ingeniería civil, como por un documento que refleje la Yolanda del Val ción por un período de 35 ejemplo los túneles que con- fecha exacta a partir de la cual años de la línea de alta veloci- ducirán a la estación central de entra en vigor la concesión tie- Tras varios retrasos y dad entre la capital, Taipei, y Taiwán, lo que supondrá alre- ne su lógica, ya que al fijarse problemas burocráti- Kaosiung, ciudad situada al sur dedor de un 40 por ciento del un período de 35 años para la cos, el ministro taiwa- del país. -
Seamless Transport: Making Connections 2-4 May, Leipzig Case Study
Seamless Transport: Making Connections 2-4 May, Leipzig Case Study Case Study Compendium Case Study Compendium International Transport Forum 2 rue André Pascal T +33 (0)1 45 24 97 10 E [email protected] 75775 Paris Cedex 16, France F +33 (0)1 45 24 13 22 W www.internationaltransportforum.org Photo credits: John Rensten/Fancy/GraphicObsession INTERNATIONAL TRANSPORT FORUM The International Transport Forum at the OECD is an intergovernmental organisation with 53 member countries. It acts as a strategic think tank with the objective of helping shape the transport policy agenda on a global level and ensuring that it contributes to economic growth, environmental protection, social inclusion and the preservation of human life and well-being. The International Transport Forum organises an annual summit of Ministers along with leading representatives from industry, civil society and academia. The International Transport Forum was created under a Declaration issued by the Council of Ministers of the ECMT (European Conference of Ministers of Transport) at its Ministerial Session in May 2006 under the legal authority of the Protocol of the ECMT, signed in Brussels on 17 October 1953, and legal instruments of the OECD. The Members of the Forum are: Albania, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia-Herzegovina, Bulgaria, Canada, China, Croatia, the Czech Republic, Denmark, Estonia, Finland, France, FYROM, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Italy, Japan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Moldova, Montenegro, Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russia, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, the United Kingdom and the United States.