Granting a Concession on the High Speed Line
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Domestic Train Reservation Fees
Domestic Train Reservation Fees Updated: 17/11/2016 Please note that the fees listed are applicable for rail travel agents. Prices may differ when trains are booked at the station. Not all trains are bookable online or via a rail travel agent, therefore, reservations may need to be booked locally at the station. Prices given are indicative only and are subject to change, please double-check prices at the time of booking. Reservation Fees Country Train Type Reservation Type Additional Information 1st Class 2nd Class Austria ÖBB Railjet Trains Optional € 3,60 € 3,60 Bosnia-Herzegovina Regional Trains Mandatory € 1,50 € 1,50 ICN Zagreb - Split Mandatory € 3,60 € 3,60 The currency of Croatia is the Croatian kuna (HRK). Croatia IC Zagreb - Rijeka/Osijek/Cakovec Optional € 3,60 € 3,60 The currency of Croatia is the Croatian kuna (HRK). IC/EC (domestic journeys) Recommended € 3,60 € 3,60 The currency of the Czech Republic is the Czech koruna (CZK). Czech Republic The currency of the Czech Republic is the Czech koruna (CZK). Reservations can be made SC SuperCity Mandatory approx. € 8 approx. € 8 at https://www.cd.cz/eshop, select “supplementary services, reservation”. Denmark InterCity/InterCity Lyn Recommended € 3,00 € 3,00 The currency of Denmark is the Danish krone (DKK). InterCity Recommended € 27,00 € 21,00 Prices depend on distance. Finland Pendolino Recommended € 11,00 € 9,00 Prices depend on distance. InterCités Mandatory € 9,00 - € 18,00 € 9,00 - € 18,00 Reservation types depend on train. InterCités Recommended € 3,60 € 3,60 Reservation types depend on train. France InterCités de Nuit Mandatory € 9,00 - € 25,00 € 9,00 - € 25,01 Prices can be seasonal and vary according to the type of accommodation. -
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. -
Signalling on the High-Speed Railway Amsterdam–Antwerp
Computers in Railways XI 243 Towards interoperability on Northwest European railway corridors: signalling on the high-speed railway Amsterdam–Antwerp J. H. Baggen, J. M. Vleugel & J. A. A. M. Stoop Delft University of Technology, The Netherlands Abstract The high-speed railway Amsterdam (The Netherlands)–Antwerp (Belgium) is nearly completed. As part of a TEN-T priority project it will connect to major metropolitan areas in Northwest Europe. In many (European) countries, high-speed railways have been built. So, at first sight, the development of this particular high-speed railway should be relatively straightforward. But the situation seems to be more complicated. To run international services full interoperability is required. However, there turned out to be compatibility problems that are mainly caused by the way decision making has taken place, in particular with respect to the choice and implementation of ERTMS, the new European railway signalling system. In this paper major technical and institutional choices, as well as the choice of system borders that have all been made by decision makers involved in the development of the high-speed railway Amsterdam–Antwerp, will be analyzed. This will make it possible to draw some lessons that might be used for future railway projects in Europe and other parts of the world. Keywords: high-speed railway, interoperability, signalling, metropolitan areas. 1 Introduction Two major new railway projects were initiated in the past decade in The Netherlands, the Betuweroute dedicated freight railway between Rotterdam seaport and the Dutch-German border and the high-speed railway between Amsterdam Airport Schiphol and the Dutch-Belgian border to Antwerp (Belgium). -
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 . -
How to Reach Younger Readers
Copenhagen Crash – may 2008 The Netherlands HowHow toto reachreach youngeryounger readersreaders HowHow toto reachreach youngeryounger readersreaders …… withwith thethe samesame contentcontent Another way to … 1. … handle news stories 2. … present articles 3. … deal with the ‘unavoidable topics’ 4. … select subjects 5. … approach your readers « one » another way to handle news stories « two » another way to present articles « three » another way to deal with the ‘unavoidable topics’ « four » another way to select subjects « five » another way to approach your readers Circulation required results 2006 45,000 2007 65,000 (break even) 2008 80,000 (profitable) 2005/Q4 2007/Q4 + / - De Telegraaf 673,620 637,241 - 36,379 5.4% de Volkskrant * 275,360 238,212 - 37,148 13.5% NRC Handelsblad * 235,350 209,475 - 25,875 11.0% Trouw * 98,458 94,309 - 4,149 4.2% nrc.next * 68,961 * = PCM Circulation 2007/Q4 DeSp!ts Telegraaf (June 1999) 637,241451,723 deMetro Volkskrant * (June 1999) 238,212538,633 NRCnrc.next Handelsblad * (March * 2006) 209,47590,493 TrouwDe Pers * (January 2007) 491,24894,309 nrc.nextDAG * * (May 2007) 400,60468,961 * = PCM Organization 180 fte NRC Handelsblad 24 fte’s for nrc.next Organization 180 fte 204 fte NRC Handelsblad NRC Handelsblad nrc.next 24 fte’s for nrc.next » 8 at central desk (4 came from NRC/H) » 5 for lay-out » other fte’s are placed at different NRC/H desks • THINK! • What is the story? • What do you want to tell? • Look at your page! Do you get it? » how is the headline? » how is the photo caption? » is everything clear for the reader? » ENTRY POINTS … and don’t forget! • Don’t be cynical or negative • Be optimistic and positive • Try to put this good feeling, this positive energy, into your paper ““IfIf youyou ’’rere makingmaking aa newspapernewspaper forfor everybodyeverybody ,, youyou ’’rere actuallyactually makingmaking aa newspapernewspaper forfor nobody.nobody. -
TECHNICAL REPORT DOCUMENTATION PAGE Formats
STATE OF CALIFORNIA • DEPARTMENT OF TRANSPORTATION ADA Notice For individuals with sensory disabilities, this document is available in alternate TECHNICAL REPORT DOCUMENTATION PAGE formats. For alternate format information, contact the Forms Management Unit TR0003 (REV 10/98) at (916) 445-1233, TTY 711, or write to Records and Forms Management, 1120 N Street, MS-89, Sacramento, CA 95814. 1. REPORT NUMBER 2. GOVERNMENT ASSOCIATION NUMBER 3. RECIPIENT'S CATALOG NUMBER CA-17-2969 4. TITLE AND SUBTITLE 5. REPORT DATE A Comparative Analysis of High Speed Rail Station Development into Destination and/or Multi-use Facilities: The Case of San Jose Diridon February 2017 6. PERFORMING ORGANIZATION CODE 7. AUTHOR 8. PERFORMING ORGANIZATION REPORT NO. Anastasia Loukaitou-Sideris Ph.D. / Deike Peters, Ph.D. MTI Report 12-75 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NUMBER Mineta Transportation Institute College of Business 3762 San José State University 11. CONTRACT OR GRANT NUMBER San José, CA 95192-0219 65A0499 12. SPONSORING AGENCY AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED California Department of Transportation Final Report Division of Research, Innovation and Systems Information MS-42, PO Box 942873 14. SPONSORING AGENCY CODE Sacramento, CA 94273-0001 15. SUPPLEMENTARY NOTES 16. ABSTRACT As a burgeoning literature on high-speed rail development indicates, good station-area planning is a very important prerequisite for the eventual successful operation of a high-speed rail station; it can also trigger opportunities for economic development in the station area and the station-city. At the same time, “on the ground” experiences from international examples of high-speed rail stations can provide valuable lessons for the California high-speed rail system in general, and the San Jose Diridon station in particular. -
The Regional Impact of the Channel Tunnel Throughout the Community
-©fine Channel Tunnel s throughpdrth^Çpmmunity European Commission European Union Regional Policy and Cohesion Regional development studies The regional impact of the Channel Tunnel throughout the Community European Commission Already published in the series Regional development studies 01 — Demographic evolution in European regions (Demeter 2015) 02 — Socioeconomic situation and development of the regions in the neighbouring countries of the Community in Central and Eastern Europe 03 — Les politiques régionales dans l'opinion publique 04 — Urbanization and the functions of cities in the European Community 05 — The economic and social impact of reductions in defence spending and military forces on the regions of the Community 06 — New location factors for mobile investment in Europe 07 — Trade and foreign investment in the Community regions: the impact of economic reform in Central and Eastern Europe 08 — Estudio prospectivo de las regiones atlánticas — Europa 2000 Study of prospects in the Atlantic regions — Europe 2000 Étude prospective des régions atlantiques — Europe 2000 09 — Financial engineering techniques applying to regions eligible under Objectives 1, 2 and 5b 10 — Interregional and cross-border cooperation in Europe 11 — Estudio prospectivo de las regiones del Mediterráneo Oeste Évolution prospective des régions de la Méditerranée - Ouest Evoluzione delle prospettive delle regioni del Mediterraneo occidentale 12 — Valeur ajoutée et ingénierie du développement local 13 — The Nordic countries — what impact on planning and development -
Vehicle Authorisation After Political Investigation & Safe Integration in the Netherlands
Vehicle Authorisation after political investigation & safe integration in the Netherlands Conference /Training Budapest 28th June 2017 ing. Krijn van Herwaarden NSA NL (National Safety Authority) Vehicle Authorisation -NSA NL APS (Authorisation of Placing into Service) by NSA in the Netherlands: - Pre-engagement (one meeting free of charge); - Application form available on our (ILT)-website; All possible products (derogations / APS / addition APS) on the form; - National law/policy document to determine which modifications the NSA needs to know about (and which we do not want to know about); - Confirmation of completeness to the applicant; - Decision on the application within 8 weeks; - Assessment follows EU and National laws and guidelines. (Interop Directive / DV29bis / Safety Directive / CSMs / etc.); - Only type-authorisations plus direct registration of vehicles in NVR with declarations ‘conformity to an authorised type’ (EU 2011/201). Inspectie Leefomgeving en Transport DV29 bis (recommendation ‘2014/897/EU’) 117 recommendations. Different titles and subjects: 2 ‘Authorisation for the placing in service of subsystems’. 15 ‘Type Authorisation’. 25 ‘Essential requirements, technical specifications for interoperability (TSI) and national rules’. 38 ‘Use of the common safety methods for risk evaluation and assessment (CSM RA) and the safety management system (SMS)’ 52 ‘Mutual recognition of rules and verifications on vehicles’ 55 ‘Roles and responsibilities’ 60 ‘National safety authorities should not repeat any of the checks carried -
Illicit Trafficking in Firearms, Their Parts, Components and Ammunition To, from and Across the European Union
Illicit Trafficking in Firearms, their Parts, Components and Ammunition to, from and across the European Union REGIONAL ANALYSIS REPORT 1 UNITED NATIONS OFFICE ON DRUGS AND CRIME Vienna Illicit Trafficking in Firearms, their Parts, Components and Ammunition to, from and across the European Union UNITED NATIONS Vienna, 2020 UNITED NATIONS OFFICE ON DRUGS AND CRIME Vienna Illicit Trafficking in Firearms, their Parts, Components and Ammunition to, from and across the European Union REGIONAL ANALYSIS REPORT UNITED NATIONS Vienna, 2020 © United Nations, 2020. All rights reserved, worldwide. This publication may be reproduced in whole or in part and in any form for educational or non-profit purposes without special permission from the copy- right holder, provided acknowledgment of the source is made. UNODC would appreciate receiving a copy of any written output that uses this publication as a source at [email protected]. DISCLAIMERS This report was not formally edited. The contents of this publication do not necessarily reflect the views or policies of UNODC, nor do they imply any endorsement. Information on uniform resource locators and links to Internet sites contained in the present publication are provided for the convenience of the reader and are correct at the time of issuance. The United Nations takes no responsibility for the continued accuracy of that information or for the content of any external website. This document was produced with the financial support of the European Union. The views expressed herein can in no way be taken to reflect -
Train Control on French Railroads
TRANSPORTATION RESEARCH RECORD 1314 Train Control on French Railroads J. p. GUILLOUX The French National Railways' (SNCF's) first high-speed line has a signaling system because of its vital safety function and the been in service between Paris and Lyon for 10 years now. A many and serious environmental constraints (interference, wide second high-speed line came into revenue service in September ranging temperatures, atmospheric agents, vibrations, etc). 1989, bringing with it substantial improvements to passenger ser In addition, SNCF considers it necessary to have a contin vices to the west and southwest of France. At the same time, SNCF is engaged in construction work for the Northern Train a uous control system for detecting broken rails, whence the Grande Yitesse (TGV) line, which will link Paris, Brussels, and choice of track-circuit-based signaling technology. London via the Channel Tunnel in less than 2 years' time. A loop line around the eastern outskirts of Paris will link the Northern and Southeast high-speed lines. The Southeast high-speed line Continuous Data Transmission will be extended southward (initially as far as Valence). High speed electric multiple units (emus) will be operated on the new lines at 300 km/hr (187 mph), whereas train speed on the South Under the circumstances described, the continuous data trans east high-speed line is currently limited to 270 km/hr (168 mph). mission system selected consists of an alternating current (AC) track circuit. There are 18 modulation frequencies between 10 and 29 Hz, depending on the data item to be transmitted. For the French National Railways (SNCF), the highest speed To protect against crosstalk, four carrier frequencies are used. -
The Eurostar and the Channel Tunnel
The Eurostar and The Channel Tunnel By Patrick Hereford 5/7/03 1.0 Background Britain and France have been in need of an affordable means of transportation since the 1700s. Airlines, ferries, and automobiles dominated the market before 1994. Airlines are considered to expensive, while ferries and automobiles are considered cost efficient but require too much time. In 1984, the Eurostar began to help solve this problem. 1.1 The Eurostar The Eurostar, found in Europe, is the only high speed rail for that area. Its construction began in 1987 with the digging on the channel tunnel and ended in 1994. The Channel Tunnel was funded by a different group of financiers and cost them approximately $13 billion. The actual railway and trains cost about $31 million, not including operations or maintenance. This railway stretches from London to Paris and London to Brussels with stops in between. The railway is approximately 124 miles long, 31 of those miles being underground through the Channel Tunnel [1]. The Eurostar was built to provide an affordable means to get from place to place in a timely fashion. It was not meant to replace airlines or ferries, rather provide a different way to travel. It is cheaper than regular airline travel but arrives slower to its destination and more expensive than ferry travel but arrives quicker at its destination. You can also compare it to automobile transportation as well. It costs roughly $80 to drive from London to Paris. It is about $35 for gas and $45 for tolls. The Eurostar is not cheaper than that, but does arrive much faster than all automobiles. -
Netherlands HSL-Zuid
Netherlands HSL-Zuid - 1 - This report was compiled by the Dutch OMEGA Team, Amsterdam Institute for Metropolitan Studies, University of Amsterdam, the Netherlands. Please Note: This Project Profile has been prepared as part of the ongoing OMEGA Centre of Excellence work on Mega Urban Transport Projects. The information presented in the Profile is essentially a 'work in progress' and will be updated/amended as necessary as work proceeds. Readers are therefore advised to periodically check for any updates or revisions. The Centre and its collaborators/partners have obtained data from sources believed to be reliable and have made every reasonable effort to ensure its accuracy. However, the Centre and its collaborators/partners cannot assume responsibility for errors and omissions in the data nor in the documentation accompanying them. - 2 - CONTENTS A PROJECT INTRODUCTION Type of project • Project name • Technical specification • Principal transport nodes • Major associated developments • Parent projects Spatial extent • Bridge over the Hollands Diep • Tunnel Green Heart Current status B PROJECT BACKGROUND Principal project objectives Key enabling mechanisms and decision to proceed • Financing from earth gas • Compensation to Belgium Main organisations involved • Feasibility studies • HSL Zuid project team • NS – the Dutch Railways • The broad coalition Planning and environmental regime • Planning regime • Environmental statements and outcomes related to the project • Overview of public consultation • Regeneration, archaeology and heritage