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Mezinárodní Komparace Vysokorychlostních Tratí
Masarykova univerzita Ekonomicko-správní fakulta Studijní obor: Hospodářská politika MEZINÁRODNÍ KOMPARACE VYSOKORYCHLOSTNÍCH TRATÍ International comparison of high-speed rails Diplomová práce Vedoucí diplomové práce: Autor: doc. Ing. Martin Kvizda, Ph.D. Bc. Barbora KUKLOVÁ Brno, 2018 MASARYKOVA UNIVERZITA Ekonomicko-správní fakulta ZADÁNÍ DIPLOMOVÉ PRÁCE Akademický rok: 2017/2018 Studentka: Bc. Barbora Kuklová Obor: Hospodářská politika Název práce: Mezinárodní komparace vysokorychlostích tratí Název práce anglicky: International comparison of high-speed rails Cíl práce, postup a použité metody: Cíl práce: Cílem práce je komparace systémů vysokorychlostní železniční dopravy ve vybra- ných zemích, následné určení, který z modelů se nejvíce blíží zamýšlené vysoko- rychlostní dopravě v České republice, a ze srovnání plynoucí soupis doporučení pro ČR. Pracovní postup: Předmětem práce bude vymezení, kategorizace a rozčlenění vysokorychlostních tratí dle jednotlivých zemí, ze kterých budou dle zadaných kritérií vybrány ty státy, kde model vysokorychlostních tratí alespoň částečně odpovídá zamýšlenému sys- tému v ČR. Následovat bude vlastní komparace vysokorychlostních tratí v těchto vybraných státech a aplikace na český dopravní systém. Struktura práce: 1. Úvod 2. Kategorizace a členění vysokorychlostních tratí a stanovení hodnotících kritérií 3. Výběr relevantních zemí 4. Komparace systémů ve vybraných zemích 5. Vyhodnocení výsledků a aplikace na Českou republiku 6. Závěr Rozsah grafických prací: Podle pokynů vedoucího práce Rozsah práce bez příloh: 60 – 80 stran Literatura: A handbook of transport economics / edited by André de Palma ... [et al.]. Edited by André De Palma. Cheltenham, UK: Edward Elgar, 2011. xviii, 904. ISBN 9781847202031. Analytical studies in transport economics. Edited by Andrew F. Daughety. 1st ed. Cambridge: Cambridge University Press, 1985. ix, 253. ISBN 9780521268103. -
Pioneering the Application of High Speed Rail Express Trainsets in the United States
Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies . -
Disposición 2198 Del BOE Núm. 50 De 2013
BOLETÍN OFICIAL DEL ESTADO Núm. 50 Miércoles 27 de febrero de 2013 Sec. III. Pág. 15921 III. OTRAS DISPOSICIONES MINISTERIO DE EMPLEO Y SEGURIDAD SOCIAL 2198 Resolución de 8 de febrero de 2013, de la Dirección General de Empleo, por la que se registra y publica del acuerdo de incorporar como anexo I los acuerdos de desarrollo profesional de RENFE-Operadora, conforme establece la cláusula 4.ª del II Convenio colectivo. Visto el acta de 22 de enero de 2013 en la que se contiene el acuerdo de incorporar como anexo I los acuerdos alcanzados de desarrollo profesional de la empresa RENFE- Operadora, conforme establece la cláusula 4.ª del II Convenio colectivo publicado en el «BOE» de 18 de enero de 2013, (código de convenio n.º 90017022012008) que fue suscrita, de una parte por los designados por la Dirección de la empresa en representación de la misma, y de otra por el Comité General de Empresa, en representación de los trabajadores, y de conformidad con lo dispuesto en el artículo 90, apartados 2 y 3, de la Ley del Estatuto de los Trabajadores, Texto Refundido aprobado por Real Decreto Legislativo 1/1995, de 24 de marzo, y en el Real Decreto 713/2010, de 28 de mayo, sobre registro y depósito de convenios y acuerdos colectivos de trabajo, Esta Dirección General de Empleo resuelve: Primero. Ordenar la inscripción de la citada acta en el correspondiente Registro de convenios y acuerdos colectivos de trabajo con funcionamiento a través de medios electrónicos de este Centro directivo, con notificación a la Comisión Paritaria. -
Bilevel Rail Car - Wikipedia
Bilevel rail car - Wikipedia https://en.wikipedia.org/wiki/Bilevel_rail_car Bilevel rail car The bilevel car (American English) or double-decker train (British English and Canadian English) is a type of rail car that has two levels of passenger accommodation, as opposed to one, increasing passenger capacity (in example cases of up to 57% per car).[1] In some countries such vehicles are commonly referred to as dostos, derived from the German Doppelstockwagen. The use of double-decker carriages, where feasible, can resolve capacity problems on a railway, avoiding other options which have an associated infrastructure cost such as longer trains (which require longer station Double-deck rail car operated by Agence métropolitaine de transport platforms), more trains per hour (which the signalling or safety in Montreal, Quebec, Canada. The requirements may not allow) or adding extra tracks besides the existing Lucien-L'Allier station is in the back line. ground. Bilevel trains are claimed to be more energy efficient,[2] and may have a lower operating cost per passenger.[3] A bilevel car may carry about twice as many as a normal car, without requiring double the weight to pull or material to build. However, a bilevel train may take longer to exchange passengers at each station, since more people will enter and exit from each car. The increased dwell time makes them most popular on long-distance routes which make fewer stops (and may be popular with passengers for offering a better view).[1] Bilevel cars may not be usable in countries or older railway systems with Bombardier double-deck rail cars in low loading gauges. -
Case of High-Speed Ground Transportation Systems
MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THESIS N° 2568 (2002) PRESENTED AT THE CIVIL ENGINEERING DEPARTMENT SWISS FEDERAL INSTITUTE OF TECHNOLOGY - LAUSANNE BY GUILLAUME DE TILIÈRE Civil Engineer, EPFL French nationality Approved by the proposition of the jury: Prof. F.L. Perret, thesis director Prof. M. Hirt, jury director Prof. D. Foray Prof. J.Ph. Deschamps Prof. M. Finger Prof. M. Bassand Lausanne, EPFL 2002 MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THÈSE N° 2568 (2002) PRÉSENTÉE AU DÉPARTEMENT DE GÉNIE CIVIL ÉCOLE POLYTECHNIQUE FÉDÉRALE DE LAUSANNE PAR GUILLAUME DE TILIÈRE Ingénieur Génie-Civil diplômé EPFL de nationalité française acceptée sur proposition du jury : Prof. F.L. Perret, directeur de thèse Prof. M. Hirt, rapporteur Prof. D. Foray, corapporteur Prof. J.Ph. Deschamps, corapporteur Prof. M. Finger, corapporteur Prof. M. Bassand, corapporteur Document approuvé lors de l’examen oral le 19.04.2002 Abstract 2 ACKNOWLEDGEMENTS I would like to extend my deep gratitude to Prof. Francis-Luc Perret, my Supervisory Committee Chairman, as well as to Prof. Dominique Foray for their enthusiasm, encouragements and guidance. I also express my gratitude to the members of my Committee, Prof. Jean-Philippe Deschamps, Prof. Mathias Finger, Prof. Michel Bassand and Prof. Manfred Hirt for their comments and remarks. They have contributed to making this multidisciplinary approach more pertinent. I would also like to extend my gratitude to our Research Institute, the LEM, the support of which has been very helpful. Concerning the exchange program at ITS -Berkeley (2000-2001), I would like to acknowledge the support of the Swiss National Science Foundation. -
1/2012 3 Svakheter Ved Stillesby-Utredningen
FORJERNBANE Bli medlem! www.jernbane.no Foreløpig pris 13 milliarder – Innmeldt til Riksrevisjonen s. 10 – Anbefaler grønn vekst s. 6 www.jernbane.no FORJERNBANE Foreløpig pris 13 milliarder RIK ONSRUD slag for Eidsvoll st.-Sørli langs Vorma/Mjøsa har økt med t til 11,5 mrd. Enkeltsporstrekningen på Gardermobanen, er anslått til 1,5 mrd. uten at det gjøres noe med den dår- n eksterne KS2 rapporten regner det ikke som usannsyn- n få påplussinger. Rundt årsskiftet kom det fram at Jern- selsdepartementet holdt tilbake en alternativanalyse datert t en Østlig trasé Venjar-Sørli var så å si like god som en Østlandet er åpenbart et viktig prosjekt på vei mot et nytt nett. Men Norge er mer enn Østlandet. En 1. jernbane- omfatte Jærbanen, Vossebanen og Trønderbanen. Finan- ss og bør baseres på et bredt politisk forlik. Større statlige ygging bør også inngå. akke 2? øyhastighetsutredning har gitt ny kunnskap, men reiser . ommet fram til forholdsvis høye kostnader og klimagass- en. Dette skyldes i stor grad høy tunnelandel og at det er ig helstøping av tunnelene, noe som avviker Jernbanever- Det er også lagt til grunn doble tunnelløp overalt. For de som det også vil bli en del av, er det kanskje ikke nødven- måten i nasjonal transportplan for klimaeffekten gir langt nn det som ble brukt i Høyhastighetsutredningen. Klima- afikk i høyere luftlag er heller ikke tatt hensyn til, og det syn til sparte kostnader ved at tog overtar for fly, bil, buss. net med kostnader ved bygging av flere av stasjonene, men de billettinntekter. et har lagt til grunn to alternativer; 250 og 330 km/t. -
Applicable Directivity Description of Railway Noise Sources
THESIS FOR THE DEGREE OF DOCTOR OF PHILOSOPHY Applicable Directivity Description of Railway Noise Sources XUETAO ZHANG Department of Civil and Environmental Engineering Division of Applied Acoustics, Vibroacoustic Group CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden 2010 Applicable Directivity Description of Railway Noise Sources XUETAO ZHANG ISBN 978-91-7385-416-0 © Xuetao Zhang, 2010 Doktorsavhandlingar vid Chalmers tekniska högskola Ny serie nr 3097 ISSN 0346-718X Department of Civil and Environmental Engineering Division of Applied Acoustics Chalmers University of Technology SE – 412 96 Göteborg Sweden Tel: +46 (0) 31-772 2200 Fax: +46 (0) 31-772 2212 Cover: 3D directivity pattern of a perpendicular dipole pair, viewed along the axis of the red dipole component which is 4 dB weaker than the blue one. Printed by Chalmers Reproservice Göteborg, Sweden, 2010 ii Applicable Directivity Description of Railway Noise Sources XUETAO ZHANG Department of Civil and Environmental Engineering Division of Applied Acoustics Chalmers University of Technology Abstract For a sound source, directivity is an important parameter to specify. This parameter also reflects the physical feature of the sound generation mechanism. For example, turbulence sound is of quadrupole directivity while fluid-structure interaction often produces a sound of dipole characteristic. Therefore, to reach a proper directivity description is in fact a process of understanding the sound source in a better way. However, in practice, this is often not a simple procedure. As for railway noise engineering, several noise types of different directivity characters are often mixed together, such as wheel and rail radiation, engine and cooling fan noise, scattered fluid sound around bogies and turbulent boundary layer noise along train side surfaces. -
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 -
Avril by Talgo. the New Renfe High-Speed Train
Report - New high-speed train Avril by Talgo: Renfe’s new high-speed, variable gauge train On 28 November the Minister of Pub- Renfe Viajeros has awarded Talgo the tender for the sup- lic Works, Íñigo de la Serna, officially -an ply and maintenance over 30 years of fifteen high-speed trains at a cost of €22.5 million for each composition and nounced the award of a tender for the Ra maintenance cost of €2.49 per kilometre travelled. supply of fifteen new high-speed trains to This involves a total amount of €786.47 million, which represents a 28% reduction on the tender price Patentes Talgo for an overall price, includ- and includes entire lifecycle, with secondary mainte- nance activities being reserved for Renfe Integria work- ing maintenance for thirty years, of €786.5 shops. The trains will make it possible to cope with grow- million. ing demand for high-speed services, which has increased by 60% since 2013, as well as the new lines currently under construction that will expand the network in the coming and Asfa Digital signalling systems, with ten of them years and also the process of Passenger service liberaliza- having the French TVM signalling system. The trains will tion that will entail new demands for operators from 2020. be able to run at a maximum speed of 330 km/h. The new Avril (expected to be classified as Renfe The trains Class 106 or Renfe Class 122) will be interoperable, light- weight units - the lightest on the market with 30% less The new Avril trains will be twelve car units, three mass than a standard train - and 25% more energy-effi- of them being business class, eight tourist class cars and cient than the previous high-speed series. -
Sncf Dea France Clients After Sales and Disruption Procedures for Eurostar Bookings
SNCF DEA FRANCE CLIENTS AFTER SALES AND DISRUPTION PROCEDURES FOR EUROSTAR BOOKINGS 1. Customer Wishes To Claim Compensation For Delay a) Stand-alone Eurostar reservations Either… The customer can claim a compensation voucher by completing the Eurostar compensation web-form on the Eurostar website at https://compensation.eurostar.com/?lang=EN#/ Or… The customer can claim monetary compensation by completing the Eurostar compensation web-form on the Eurostar website at https://prr.eurostar.com/?lang=en#/ What happens next… • The customer completes the web-form, including their 9-digit ticket number and 6-character booking reference. • Compensation is then arranged by Eurostar’s Business Support Centre. 1. Customer Wishes To Claim Compensation For Delay b) Eurostar & TGV combined reservations The customer will need to contact their point of sale, which would be a Travel Agent or Tour Operator which purchases Eurostar tickets via SNCF DEA. What happens next… • The Travel Agent or Tour Operator should send the compensation claim to SNCF DEA so that their customer service team can assess and provide an appropriate response. 1. Customer Wishes To Claim Compensation For Delay c) Groups If individuals within a group do not wish to claim separately, a representative of the group can send a claim on behalf of the entire group via email to Traveller Care at [email protected], including booking reference(s), scanned copies of the impacted tickets (where possible) and an RIB (Relevé d’Identité Bancaire) containing details of a bank account to which compensation for the entire group should be paid. The RIB should include IBAN numbers and BIC codes. -
Rail Vehicles: the Resistance to the Movement and the Controllability
S.Yu. Sapronova, V.P. Tkachenko, O.V. Fomin, I.I. Kulbovskiy, E.P. Zub RAIL VEHICLES: THE RESISTANCE TO THE MOVEMENT AND THE CONTROLLABILITY monograph Dnipro 2017 UDC 629.4.072:629.1.072 C 19 This monograph is recommended for printing by the Science Council of DUIT STATE UNIVERSITY OF INFRASTRUCTURE AND TECHNOLOGY (protocol No 1 dd 8.12.2017). Reviewers: Miamlin S.V. – doctor of Technical Sciences, Professor, Vice-Rector on Scientific Work of Dnipropetrovsk National University of Railway Transport named after academician V. Lazaryan Gorbunov M. I. – doctor of Technical Sciences, Professor, Head of Railway Transport, Automobile Transport and Lifting-Transporting Machines of Volodymyr Dahl East Ukrainian National University S.Yu. Sapronova, V.P. Tkachenko, O.V. Fomin, I.I. Kulbovskiy, E.P. Zub. C19 Rail Vehicles: The Resistance to the Movement and the Controllability: Monograph. Dnipro: Ukrmetalurginform STA, 2017. – 160 p. ISBN 978-966-921-163-7 The monograph substantiates the existence and determines the origin of the constituent element of the resistance to the movement within rail carriages; the constituent is determined by the control of the wheel pairs within the railway track. In this book, we suggest the method to analyze closed power circuit in mechanical power transmission applied to rolling stock. The method of mathematical modeling for two- point contact of the wheel with the rail has also been developed. The characteristics of the kinematic resistance to the movement for a number of types of rolling stock have been obtained. There are power factors which control the rail carriages and their analysis is very important, therefore we address to it in the book as well. -
Railway Accident Investigation Report
RA2007-8-I Railway Accident Investigation Report Train Derailment Accident between Urasa station and Nagaoka station of the Joetsu Shinkansen of the East Japan Railway Company November 30, 2007 Aircraft and Railway Accidents Investigation Commission i The objective of the investigation conducted by the Japan Transport Safety Board in accordance with the Act for Establishment of the Aircraft and Railway Accidents Investigation Commission to determine the causes of an accident and damage incidental to such an accident, thereby preventing future accidents and reducing damage. It is not the purpose of the investigation to apportion blame or liability. Norihiro Goto Chairman Aircraft and Railway Accidents Investigation Commission Note: This report is a translation of the Japanese original investigation report. The text in Japanese shall prevail in the interpretation of the report. ii Railway Accident Investigation Report Railway operator : East Japan Railway Company Accident type : Train derailment Date and time : About 17:56, October 23, 2004 Location : Around 206,207 m from the origin in Omiya Station, between Urasa station and Nagaoka station, Joetsu Shinkansen, Nagaoka City, Niigata Prefecture November 1, 2007 Adopted by the Aircraft and Railway Accidents Investigation Commission Chairman Norihiro Goto Member Yukio Kusuki Member Toshiko Nakagawa Member Akira Matsumoto Member Masayuki Miyamoto Member Norio Tomii Member Shinsuke Endoh Member Noboru Toyooka Member Yuki Shuto Member Akiko Matsuo iii Contents 1. PROCESS AND PROGRESS OF THE RAILWAY ACCIDENT INVESTIGATION 1 1.1. Summary of the Railway Accident 1 1.2. Outline of the Railway Accident Investigation 1 1.2.1. Organization of the Investigation 1 1.2.2. Implementation of the Investigation 2 1.2.3.