Transportation 1. Airplane
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Chapter 2 Existing Conditions Summary
Final Report New Haven Hartford Springfield Commuter Rail Implementation Study 2 Existing Conditions Chapter 2 Existing Conditions Summary This chapter is a summary of the existing conditions report, necessary for comprehension of the remaining chapters. The entire report can be found in Appendix B of this report. 2.1 Existing Passenger Services on the Line The only existing passenger rail service on the Springfield Line is a regional service operated by Amtrak. Schedules for alternatives in Chapter 3 and the Recommended Action in Chapter 4 include current Amtrak service. Most Amtrak service on the line is shuttle trains, running between Springfield and New Haven, where they connect with other Amtrak Northeast Corridor trains. One round-trip train each day operates through the corridor to Boston to the north and Washington to the south. One round trip train each day operates to and from St. Albans, Vermont from New Haven. The trains also permit connections at New Haven with Amtrak’s Northeast Corridor (Washington to Boston) service, as well as Metro North service to New York, and Shore Line East local commuter service to New London. Departures are spread throughout the day, with trains typically operating at intervals of two to three hours. Springfield line services are designed as extensions of Amtrak’s Northeast Corridor service, and are not scheduled to serve local commuter trips (home to work trips). The Amtrak fare structure was substantially reduced in price since this study began. The original fare structure from November 2002 was shown in the existing conditions report, which can be found in Appendix B. -
Metro Lines in Gyeonggi-Do & Seoul Metropolitan Area
Gyeongchun line Metro Lines in Gyeonggi-do & Seoul Metropolitan Area Hoeryong Uijeongbu Ganeung Nogyang Yangju Deokgye Deokjeong Jihaeng DongducheonBosan Jungang DongducheonSoyosan Chuncheon Mangwolsa 1 Starting Point Destination Dobongsan 7 Namchuncheon Jangam Dobong Suraksan Gimyujeong Musan Paju Wollong GeumchonGeumneungUnjeong TanhyeonIlsan Banghak Madeul Sanggye Danngogae Gyeongui line Pungsan Gireum Nowon 4 Gangchon 6 Sungshin Baengma Mia Women’s Univ. Suyu Nokcheon Junggye Changdong Baekgyang-ri Dokbawi Ssangmun Goksan Miasamgeori Wolgye Hagye Daehwa Juyeop Jeongbalsan Madu Baekseok Hwajeong Wondang Samsong Jichuk Gupabal Yeonsinnae Bulgwang Nokbeon Hongje Muakjae Hansung Univ. Kwangwoon Gulbongsan Univ. Gongneung 3 Dongnimmun Hwarangdae Bonghwasan Sinnae (not open) Daegok Anam Korea Univ. Wolgok Sangwolgok Dolgoji Taereung Bomun 6 Hangang River Gusan Yeokchon Gyeongbokgung Seokgye Gapyeong Neunggok Hyehwa Sinmun Meokgol Airport line Eungam Anguk Changsin Jongno Hankuk Univ. Junghwa 9 5 of Foreign Studies Haengsin Gwanghwamun 3(sam)-ga Jongno 5(o)-gu Sinseol-dong Jegi-dong Cheongnyangni Incheon Saejeol Int’l Airport Galmae Byeollae Sareung Maseok Dongdaemun Dongmyo Sangbong Toegyewon Geumgok Pyeongnae Sangcheon Banghwa Hoegi Mangu Hopyeong Daeseong-ri Hwajeon Jonggak Yongdu Cheong Pyeong Incheon Int’l Airport Jeungsan Myeonmok Seodaemun Cargo Terminal Gaehwa Gaehwasan Susaek Digital Media City Sindap Gajwa Sagajeong Dongdaemun Guri Sinchon Dosim Unseo Ahyeon Euljiro Euljiro Euljiro History&Culture Park Donong Deokso Paldang Ungilsan Yangsu Chungjeongno City Hall 3(sa)-ga 3(sa)-ga Yangwon Yangjeong World Cup 4(sa)-ga Sindang Yongmasan Gyeyang Gimpo Int’l Airport Stadium Sinwon Airprot Market Sinbanghwa Ewha Womans Geomam Univ. Sangwangsimni Magoknaru Junggok Hangang River Mapo-gu Sinchon Aeogae Dapsimni Songjeong Office Chungmuro Gunja Guksu Seoul Station Cheonggu 5 Yangcheon Hongik Univ. -
Northeast Corridor Chase, Maryland January 4, 1987
PB88-916301 NATIONAL TRANSPORT SAFETY BOARD WASHINGTON, D.C. 20594 RAILROAD ACCIDENT REPORT REAR-END COLLISION OF AMTRAK PASSENGER TRAIN 94, THE COLONIAL AND CONSOLIDATED RAIL CORPORATION FREIGHT TRAIN ENS-121, ON THE NORTHEAST CORRIDOR CHASE, MARYLAND JANUARY 4, 1987 NTSB/RAR-88/01 UNITED STATES GOVERNMENT TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2.Government Accession No. 3.Recipient's Catalog No. NTSB/RAR-88/01 . PB88-916301 Title and Subtitle Railroad Accident Report^ 5-Report Date Rear-end Collision of'*Amtrak Passenger Train 949 the January 25, 1988 Colonial and Consolidated Rail Corporation Freight -Performing Organization Train ENS-121, on the Northeast Corridor, Code Chase, Maryland, January 4, 1987 -Performing Organization 7. "Author(s) ~~ Report No. Performing Organization Name and Address 10.Work Unit No. National Transportation Safety Board Bureau of Accident Investigation .Contract or Grant No. Washington, D.C. 20594 k3-Type of Report and Period Covered 12.Sponsoring Agency Name and Address Iroad Accident Report lanuary 4, 1987 NATIONAL TRANSPORTATION SAFETY BOARD Washington, D. C. 20594 1*+.Sponsoring Agency Code 15-Supplementary Notes 16 Abstract About 1:16 p.m., eastern standard time, on January 4, 1987, northbound Conrail train ENS -121 departed Bay View yard at Baltimore, Mary1 and, on track 1. The train consisted of three diesel-electric freight locomotive units, all under power and manned by an engineer and a brakeman. Almost simultaneously, northbound Amtrak train 94 departed Pennsylvania Station in Baltimore. Train 94 consisted of two electric locomotive units, nine coaches, and three food service cars. In addition to an engineer, conductor, and three assistant conductors, there were seven Amtrak service employees and about 660 passengers on the train. -
Korea Railroad Corporation
KOREA RAILROAD CORPORATION Issue of U.S.$ 150,000,000 Floating Rate Notes due 2024 (the “Notes”) Issued pursuant to the U.S.$2,000,000,000 Medium Term Note Program Issue Price: 100% of the Aggregate Nominal Amount Issue Date: November 29, 2019 This investor package includes (a) the offering circular dated August 28, 2018 relating to the U.S.$2,000,000,000 Medium Term Note Program (the “Program”) as supplemented by the pricing supplement dated November 18, 2019 relating to the Notes (the “Offering Circular”), and (b) this document dated November 29, 2019 as the cover page to the Offering Circular (the “Investor Package”). The Notes will be issued by Korea Railroad Corporation (the “Issuer”). Application will be made to the Taipei Exchange (the “TPEx”) for the listing of, and permission to deal in, the Notes by way of debt issues to professional investors as defined under Paragraph 1, Article 2-1 of the Taipei Exchange Rules Governing Management of Foreign Currency Denominated International Bonds of the ROC only and such permission is expected to become effective on or about November 29, 2019. TPEx is not responsible for the contents of this Investor Package and no representation is made by TPEx as to the accuracy or completeness of this Investor Package. TPEx expressly disclaims any and all liabilities for any losses arising from, or as a result of, the reliance on, all or part of the contents of this Investor Package. Admission for listing and trading of the Notes on the TPEx is not to be taken as an indication of the merits of the Issuer or the Notes. -
KSP 7 Lessons from Korea's Railway Development Strategies
Part - į [2011 Modularization of Korea’s Development Experience] Urban Railway Development Policy in Korea Contents Chapter 1. Background and Objectives of the Urban Railway Development 1 1. Construction of the Transportation Infrastructure for Economic Growth 1 2. Supply of Public Transportation Facilities in the Urban Areas 3 3. Support for the Development of New Cities 5 Chapter 2. History of the Urban Railway Development in South Korea 7 1. History of the Urban Railway Development in Seoul 7 2. History of the Urban Railway Development in Regional Cities 21 3. History of the Metropolitan Railway Development in the Greater Seoul Area 31 Chapter 3. Urban Railway Development Policies in South Korea 38 1. Governance of Urban Railway Development 38 2. Urban Railway Development Strategy of South Korea 45 3. The Governing Body and Its Role in the Urban Railway Development 58 4. Evolution of the Administrative Body Governing the Urban Railways 63 5. Evolution of the Laws on Urban Railways 67 Chapter 4. Financing of the Project and Analysis of the Barriers 71 1. Financing of Seoul's Urban Railway Projects 71 2. Financing of the Local Urban Railway Projects 77 3. Overcoming the Barriers 81 Chapter 5. Results of the Urban Railway Development and Implications for the Future Projects 88 1. Construction of a World-Class Urban Railway Infrastructure 88 2. Establishment of the Urban-railway- centered Transportation 92 3. Acquisition of the Advanced Urban Railway Technology Comparable to Those of the Developed Countries 99 4. Lessons and Implications -
Reservations PUBLISHED Overview 30 March 2015.Xlsx
Reservation Country Domestic day train 1st Class 2nd Class Comments Information compulsory € 8,50 n.a. on board only; free newspaper WESTbahn trains possible n.a. € 5,00 via www.westbahn.at Austria ÖBB trains possible € 3,00 online / € 3,50 € 3,00 online / € 3,50 free wifi on rj-trains ÖBB Intercitybus Graz-Klagenfurt recommended € 3,00 online / € 3,50 € 3,00 online / € 3,50 first class includes drinks supplement per single journey. Can be bought in the station, in the train or online: Belgium to/from Brussels National Airport no reservation € 5,00 € 5,00 www.belgianrail.be Bosnia- Regional trains compulsory € 1,50 € 1,50 price depends on distance Herzegovina (ZRS) Bulgaria Express trains compulsory € 0,25 € 0,25 IC Zagreb - Osijek/Varazdin compulsory € 1,00 € 1,00 Croatia ICN Zagreb - Split compulsory € 1,00 € 1,00 IC/EC (domestic journeys) recommended € 2,00 € 2,00 Czech Republic SC SuperCity compulsory € 8,00 € 8,00 includes newspaper and catering in 1st class Denmark InterCity / InterCity Lyn recommended € 4,00 € 4,00 InterCity recommended € 1,84 to €5,63 € 1,36 to € 4,17 Finland price depends on distance Pendolino recommended € 3,55 to € 6,79 € 2,63 to € 5,03 France TGV and Intercités compulsory € 9 to € 18 € 9 to € 18 FYR Macedonia IC 540/541 Skopje-Bitola compulsory € 0,50 € 0,50 EC/IC/ICE possible € 4,50 € 4,50 ICE Sprinter compulsory € 11,50 € 11,50 includes newspapers Germany EC 54/55 Berlin-Gdansk-Gdynia compulsory € 4,50 € 4,50 Berlin-Warszawa Express compulsory € 4,50 € 4,50 Great Britain Long distance trains possible Free Free Greece Inter City compulsory € 7,10 to € 20,30 € 7,10 to € 20,30 price depends on distance EC (domestic jouneys) compulsory € 3,00 € 3,00 Hungary IC compulsory € 3,00 € 3,00 when purchased in Hungary, price may depend on pre-sales and currency exchange rate Ireland IC possible n/a € 5,00 reservations can be made online @ www.irishrail.ie Frecciarossa, Frecciargento, → all compulsory and optional reservations for passholders can be purchased via Trenitalia at compulsory € 10,00 € 10,00 Frecciabianca "Global Pass" fare. -
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 -
Intercity High-Speed Railway Systems • Economic Growth and Increased Employment
Low Carbon Green Growth Roadmap for Asia and the Pacific FACT SHEET If designed well, high-speed railway systems contribute towards: • Improved air quality and lower greenhouse gas emissions4 Intercity high-speed railway systems • Economic growth and increased employment Challenges to using high-speed railway High-speed railway explained • Estimating annual ridership during feasibility stage analysis (and thus returns, including greenhouse gas Definitions of a high-speed railway system vary, but a common one is a rail system designed for maximum train reduction) can be difficult, especially when developments in other transportation modes (air and auto speeds that exceed 200 km per hour for upgraded tracks and 250 km per hour for new tracks. High-speed rail is mobile) are uncertain generally used for intercity transport rather than urban transport. • High investment costs for buying the needed land and building the lines and trains • Long period of construction time and for reaping payback Performance, evaluated Limitations Capacity Approximately 1,000 persons per vehicle. Double-decker trains • High-speed rail lines, once built, are very inflexible. Corridors to be developed must be heavily studied to increase the capacity but also increase drag, and thus increase the determine if the return is likely to be eco-efficient. amount of energy needed. • Increasing train speed requires considerably more electricity. If power is sourced from polluting technologies and/or if load factors are low, high-speed rail can actually exacerbate rather than mitigate Geographical range There is no limit in expanding the line, as long as the demand is high. Generally, high-speed rail can compete with airplane trips of greenhouse gas emissions. -
Why Some Airport-Rail Links Get Built and Others Do Not: the Role of Institutions, Equity and Financing
Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel S.M. in Engineering Systems- Massachusetts Institute of Technology, 2010 Vordiplom in Wirtschaftsingenieurwesen- Universität Karlsruhe, 2007 Submitted to the Department of Political Science in partial fulfillment of the requirements for the degree of Master of Science in Political Science at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY February 2011 © Massachusetts Institute of Technology 2011. All rights reserved. Author . Department of Political Science October 12, 2010 Certified by . Kenneth Oye Associate Professor of Political Science Thesis Supervisor Accepted by . Roger Peterson Arthur and Ruth Sloan Professor of Political Science Chair, Graduate Program Committee 1 Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel Submitted to the Department of Political Science On October 12, 2010, in partial fulfillment of the Requirements for the Degree of Master of Science in Political Science Abstract The thesis seeks to provide an understanding of reasons for different outcomes of airport ground access projects. Five in-depth case studies (Hongkong, Tokyo-Narita, London- Heathrow, Chicago- O’Hare and Paris-Charles de Gaulle) and eight smaller case studies (Kuala Lumpur, Seoul, Shanghai-Pudong, Bangkok, Beijing, Rome- Fiumicino, Istanbul-Atatürk and Munich- Franz Josef Strauss) are conducted. The thesis builds on existing literature that compares airport-rail links by explicitly considering the influence of the institutional environment of an airport on its ground access situation and by paying special attention to recently opened dedicated airport expresses in Asia. -
Shanghai, China Overview Introduction
Shanghai, China Overview Introduction The name Shanghai still conjures images of romance, mystery and adventure, but for decades it was an austere backwater. After the success of Mao Zedong's communist revolution in 1949, the authorities clamped down hard on Shanghai, castigating China's second city for its prewar status as a playground of gangsters and colonial adventurers. And so it was. In its heyday, the 1920s and '30s, cosmopolitan Shanghai was a dynamic melting pot for people, ideas and money from all over the planet. Business boomed, fortunes were made, and everything seemed possible. It was a time of breakneck industrial progress, swaggering confidence and smoky jazz venues. Thanks to economic reforms implemented in the 1980s by Deng Xiaoping, Shanghai's commercial potential has reemerged and is flourishing again. Stand today on the historic Bund and look across the Huangpu River. The soaring 1,614-ft/492-m Shanghai World Financial Center tower looms over the ambitious skyline of the Pudong financial district. Alongside it are other key landmarks: the glittering, 88- story Jinmao Building; the rocket-shaped Oriental Pearl TV Tower; and the Shanghai Stock Exchange. The 128-story Shanghai Tower is the tallest building in China (and, after the Burj Khalifa in Dubai, the second-tallest in the world). Glass-and-steel skyscrapers reach for the clouds, Mercedes sedans cruise the neon-lit streets, luxury- brand boutiques stock all the stylish trappings available in New York, and the restaurant, bar and clubbing scene pulsates with an energy all its own. Perhaps more than any other city in Asia, Shanghai has the confidence and sheer determination to forge a glittering future as one of the world's most important commercial centers. -
Effects of Strong Cross Winds on High-Speed Trains: a Methodol- Ogy for Risk Assessment and Development of Countermeasures
Effects of Strong Cross Winds on High-Speed Trains: A methodol- ogy for risk assessment and development of countermeasures Gerd Matschke, Peter Deeg, Burkhard Schulte-Werning FTZ, Aerodynamik und Klimatechnik Deutsche Bahn AG, Research & Technology Centre Völckerstrasse 5, 80939 München 1 INTRODUCTION The effect of side winds on rail transport has been investigated since the 1970s by interna- tional research, especially by the railways in Germany, England and Japan. For the DB the subject of side winds only became important with the introduction of the ICE2 with its fast, light driving trailer. Since then DB has been involved in intensive interdisciplinary co- operation to develop a generally valid method for rail transport to guarantee that railways can operate safely with a strong side wind. A basic procedure was described and discussed in 1997 at the World Congress for Railway Research [17]. This paper describes the methodology derived from its continuous further development, as summarised in the Draft Code of Practice Ril 401 of Deutsche Bahn pub- lished in May 2000. The procedure specified in Code of Practice Ril 401 was recognised in May 2000 by the Eisenbahn-Bundesamt (Federal Railway Office - EBA) as a means of proving that railway traffic can run safely when there is a side wind and has since then be- come part of the vehicle acceptance procedure used by the EBA. 2 BASIC PRINCIPLES AND PROCEDURE The effect of side wind on rail vehicles is basically determined by the following parameters: The vehicle properties such as shape, weight, position of centre of gravity, running gear properties, etc. -
Table of Contents >
< TABLE OF CONTENTS > 1. Greetings .................................................................................................................................................................................... 2 2. Company Profile ........................................................................................................................................................................ 3 A. Overview ........................................................................................................................................................................... 3 B. Status of Registration ........................................................................................................................................................ 6 3. Organization .............................................................................................................................................................................. 8 A. Organization chart ............................................................................................................................................................. 8 B. Analysis of Engineers ........................................................................................................................................................ 9 C. List of Professional Engineers......................................................................................................................................... 10 D. Professional Engineer in Civil Eng.(U.S.A) ..................................................................................................................