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The California High Speed Rail Proposal: a Due Diligence Report
September 2008 THE CALIFORNIA HIGH SPEED RAIL PROPO S AL : A DUE DILIGENCE REPOR T By Wendell Cox and Joseph Vranich Project Director: Adrian T. Moore, Ph.D. POLICY STUDY 370 Reason Citizens Against Howard Jarvis Taxpayers Foundation Government Waste Foundation reason.org cagw.org hjta.org/hjtf Reason Foundation’s mission is to advance Citizens Against Government Waste Howard Jarvis Taxpayers Foundation a free society by developing, applying and (CAGW) is a private, nonprofit, nonparti- (HJTF) is devoted to promoting economic promoting libertarian principles, including education, the study of tax policy and san organization dedicated to educating the individual liberty, free markets and the rule defending the interests of taxpayers in the American public about waste, mismanage- of law. We use journalism and public policy courts. research to influence the frameworks and ment, and inefficiency in the federal govern- The Foundation funds and directs stud- actions of policymakers, journalists and ment. ies on tax and economic issues and works opinion leaders. CAGW was founded in 1984 by J. Peter to provide constructive alternatives to the Reason Foundation’s nonpartisan public Grace and nationally-syndicated columnist tax-and-spend proposals from our state policy research promotes choice, competi- Jack Anderson to build support for imple- legislators. tion and a dynamic market economy as the HJTF also advances the interests of mentation of the Grace Commission recom- foundation for human dignity and progress. taxpayers in the courtroom. In appro- mendations and other waste-cutting propos- Reason produces rigorous, peer-reviewed priate cases, HJTF provides legal repre- research and directly engages the policy als. -
Program Book(EN)
TRANSPORTATION IN CHINA 2025: CONNECTING THE WORLD 中国交通 2025:联通世界 Transportation in China 2025: Connecting the World 1 CONTENTS The 19th COTA International Conference of Transportation Professionals Transportation in China 2025: Connecting the World Welcome Remarks ······································ 4 Organization Council ································· 8 Organizers ······················································ 13 Sponsors ·························································· 17 Instructions for Presenters ························ 19 Instructions for Session Chairs ················ 19 Program at a Glance ··································· 20 Program ··························································· 22 Poster Sessions ············································· 56 General Information ··································· 86 Conference Speakers & Organizers ······· 95 Pre- and Post-CICTP2019 Events ············ 196 • Welcome Remarks It is our great pleasure to welcome you all to the 19th COTA International Conference Welcome of Transportation Professionals (CICTP 2019) in Nanjing, China. The CICTP2019 is jointly Remarks organized by Chinese Overseas Transportation Association (COTA), Southeast University, and Jiaotong International Cooperation Service Center of Ministry of Transport. The CICTP annual conference series was established by COTA back in 2001 and in the past two decades benefited from support from the American Society of Civil Engineers (ASCE), Transportation Research Board (TRB), and many other -
North Atlantic Rail: Building a Just and Green Economy
North Atlantic Rail: Building a Just and Green Economy North Atlantic Rail is a proposed high-performance rail network linking Boston with New York City and connecting all of the small and mid-sized urban centers across the 7-state New England - Downstate New York megaregion with these two global cities and with each other. High-performance rail provides fast, frequent, convenient, reliable and well-priced services for all users of the network. North Atlantic Rail will include a new 200-mph main trunk line, upgraded 120-mph regional rail lines, and upgraded 80-mph branch lines. The fundamental idea that underlies the North Atlantic Rail initiative is the creation of a new economic geography, a megaregional NETWORK that connects Boston and New York, the smaller cities of New England, Long Island and Downstate New York, and all of their suburbs, small towns and villages. Every node is amplified by connection to the larger network, and has its agglomeration advantages, its critical mass and economies of scale. This is not just a physical rail network; it is a set of rail-enabled economic relationships, for both firms and individuals, across the whole megaregional geography rather than just one of its metros, that can serve as a platform for economic transformation, for the creation of a just and green economy. The networked megaregion will make our personal networks larger and more dynamic, shaped by the churn of workers and firms across the whole economic geography. This churn of workers and firms is a primary way that work networks form. Here’s how it happens: A new work colleague will bring to a firm the relationships she had at her last firm at the other end of the megaregion. -
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 . -
Numerical Investigation on the Aerodynamic Characteristics of High-Speed Train Under Turbulent Crosswind
J. Mod. Transport. (2014) 22(4):225–234 DOI 10.1007/s40534-014-0058-7 Numerical investigation on the aerodynamic characteristics of high-speed train under turbulent crosswind Mulugeta Biadgo Asress • Jelena Svorcan Received: 4 March 2014 / Revised: 12 July 2014 / Accepted: 15 July 2014 / Published online: 12 August 2014 Ó The Author(s) 2014. This article is published with open access at Springerlink.com Abstract Increasing velocity combined with decreasing model were in good agreement with the wind tunnel data. mass of modern high-speed trains poses a question about Both the side force coefficient and rolling moment coeffi- the influence of strong crosswinds on its aerodynamics. cients increase steadily with yaw angle till about 50° before Strong crosswinds may affect the running stability of high- starting to exhibit an asymptotic behavior. Contours of speed trains via the amplified aerodynamic forces and velocity magnitude were also computed at different cross- moments. In this study, a simulation of turbulent crosswind sections of the train along its length for different yaw flows over the leading and end cars of ICE-2 high-speed angles. The result showed that magnitude of rotating vortex train was performed at different yaw angles in static and in the lee ward side increased with increasing yaw angle, moving ground case scenarios. Since the train aerodynamic which leads to the creation of a low-pressure region in the problems are closely associated with the flows occurring lee ward side of the train causing high side force and roll around train, the flow around the train was considered as moment. -
June 28, 2021 the Honorable Peter Defazio The
AMTRAK William J. Flynn 1 Massachusetts Avenue, NW, Washington, DC 20001 Chief Executive Officer Email [email protected] Tel 202-906-3963 June 28, 2021 The Honorable Peter DeFazio The Honorable Sam Graves Chairman Ranking Member Committee on Transportation and Infrastructure Committee on Transportation and Infrastructure U.S. House of Representatives U.S. House of Representatives Washington, DC 20515 Washington, DC 20515 Dear Chairman DeFazio and Ranking Member Graves: I am writing to express Amtrak’s concerns about reports that the House may include in the INVEST in America Act an amendment that would create a “North Atlantic Rail Compact” (NARC) with an ostensible charge to construct an ill-defined “North Atlantic Rail Network.” Amtrak is strongly opposed to the adoption of this amendment and the likely negative consequences of such a decision for the Northeast Corridor and the national rail network. Adopting the amendment would establish – without any hearings, committee consideration, studies or opportunity for those impacted by the proposal to be heard – support for an infeasible proposal, previously rejected because of the harm it would do to the environment, by an advocacy group called North Atlantic Rail (NAR) to build a new, up to 225 mph dedicated high-speed rail line between New York City and Boston. The dedicated high-speed rail line’s route (NAR Alignment) would not follow the existing Northeast Corridor (NEC) alignment that parallels Interstate 95. Instead, it would travel beneath the East River in a new tunnel; cross dense urban sections of Queens and Long Island to Ronkonkoma; turn north to Port Jefferson; traverse the Long Island Sound in a 16-mile tunnel to Stratford, Connecticut; and after passing through New Haven and Hartford, turn east across Eastern Connecticut and Rhode Island to Providence, from which it would follow the existing NEC rail corridor to Boston. -
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. -
Fact Sheet: Velaro D – New ICE 3 (Series 407)
Fact sheet: Velaro D – New ICE 3 (Series 407) Velaro D profile . The Velaro D is the fourth generation of high-speed trains that Siemens has developed on the basis of the Velaro platform. Deutsche Bahn AG (DB) classifies the train as the new Series 407 ICE 3 (predecessors: Series 403 and Series 406 ICE 3). While the Series 403 and 406 ICE 3 were built by a consortium with Bombardier, the Velaro D was fully developed by Siemens. For the first time, the manufacturer is in charge of the official approval process for the trains. In December 2013, Germany’s Federal Railway Authority (EBA) approved the trains’ operation – also in multiple-unit or so-called double-traction mode – on the Deutsche Bahn rail network. Passenger operation started on December 21, 2013. Authorization for operation with uncoupled trains in France was obtained on April 1st, 2015. Open access was permitted on April 14, 2015. Since June 2015 the trains have been travelling to Paris in regular passenger operation. In addition to Germany and France, the Velaro D is also intended for cross-border operation in Belgium. The approval process in this country is still in progress. Technical data of the Velaro D (per train) Maximum operating speed 320 kilometers per hour (alternating current) Length 200 meters Number of cars per train 8 Seating (excl. 16 bistro seats) 444 / 111 / 333 (total / 1st class / 2nd class) Curb weight 454 tons Operating temperature range -25 °C to +45 °C Traction power 8,000 kilowatts (11,000 hp) Velaro platform . Since 2007, trains based on the Velaro platform have operated with high reliability for more than one billion kilometers in China, Russia, Spain and Turkey – equal to roughly 25,000 times around the globe. -
Kiepe Electric Gmbh Training Academy New Generation
– THE – CUSTOMER JULY 2017 GROUP KNORR-BREMSE OF MAGAZINE RAIL SYSTEMS VEHICLE EDITION informer 45 NEWS Kiepe Electric GmbH Electrical traction systems added to portfolio CUSTOMERS + PARTNERS Training Academy Learning from the market leader PRODUCTS + SERVICES New generation VV-T 2.0 oil-free compressor 2 informer | edition 45 | july 2017 | contents editorial 16 New Siemens VELARO TR high-speed trains for Turkey 03 Dr. Peter Radina Member of the Executive Board, 18 Selectron train control systems for the Knorr-Bremse Systeme für Russian GOST market Schienenfahrzeuge GmbH 20 Knorr-Bremse’s involvement in the ”Shift2Rail” European technology initiative news 04 The latest information products + services 22 Running technology monitoring: Enhanced spotlight derailment detection for slab track applications 24 UIC approval for KKLII compact control valve 08 New Knorr-Bremse Development Center 26 Selectron wireless train control technology customers + partners 28 The next generation of oil-free compressors 30 Modern paint shop at IFE manufacturing site 10 Knorr-Bremse RailServices Training Academy in Brno 12 IFE Entrance Systems: Examples of installations for 32 System supplier and full friction range supplier: DB Regio AG, Moscow Metro and Citadis streetcars Optimal friction pairing with Knorr-Bremse 14 iCOM Monitor: The app platform for the rail industry 34 Enhanced door drives from Technologies Lanka E-MZ-0001-EN This publication may be subject to alteration without prior notice. A printed copy of this document may not be the latest revision. Please contact your local Knorr-Bremse representative or check our website www.knorr-bremse.com for the latest update. The figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. -
International Journal for Scientific Research & Development
IJSRD - International Journal for Scientific Research & Development| Vol. 6, Issue 09, 2018 | ISSN (online): 2321-0613 A Review Paper on High Speed Maglev with Smart Platform Technology Sonali Yadav1 Snehal Jadhav2 Komal Nalawade3 Pradnyawant Kalamkar4 1,2,3BE Student 4Assistant Professor 1,2,3,4Department of Electronics & Telecommunication Engineering 1,2,3,4AITRC Vita, India Abstract— The use of natural resources in our day today life 2) In rainy season we are much familiar with water clogging is increasing which leads to shortage of these resources in the on railway tracks and train delays hence we came up with upcoming generation, mainly in transportation we are an amazing invention of storing all the clogged water and wasting a lot of crude oils and other resources which leads to rain water by rain water harvesting and clogged water in global earthling. The name maglev is derived from magnetic a tank and using all of it for sanitization and cleaning of levitation. Magnetic levitation is a highly advanced trains. In this project we are using sensors to detect the technology [1]. It has various uses. The common point in all water clogs and triggering the pumps relevant to it to applications is the lack of contact and thus no wear and suck all the clogs and hear by preventing train delay. friction [6]. This increases efficiency, reduces maintenance 3) As we all know railway station is an extensive platform costs, and increases the useful life of the system. The which consists of fans, upcoming train indicator, Lights, magnetic levitation technology can be used as an efficient etc. -
Final PEROW Alternatives Analysis Section 2
PacificElectricROW/WestSantaAnaBranchCorridor AlternativesAnalysisReport AlternativesAnalysis Final 2.0 ALTERNATIVES CONSIDERED This chapter documents the development of the Recommended Alternative(s) for the PEROW/WSAB Corridor. A wide range of possible transportation alternatives was identified based on past corridor studiesandinconsultationwithelectedofficials,stakeholders,cityandagencystaff,andthecommunity duringtheprojectinitiationphase.Theresultingtransitoptionswereevaluatedandrefinedthrougha threeͲstepscreeningprocesstoidentifytheRecommendedAlternative(s)thatbestmeetsthemobility needs and goals for transit improvements in the Corridor. The first two screening efforts were documentedinthePEROW/WSABCorridorAAInitialScreeningReportcompletedinJuly2011.Thefinal levelofevaluationoftheFinalAlternativesisdocumentedinthisAAreport. 2.1 Previous Study Efforts Startingin1996,numerousstudieshaveidentifiedtheneedforimprovedtravelconnectionsbetween LosAngelesandOrangecounties,includingthereuseofallorportionsofthePEROW/WSABCorridorfor transit purposes once again. The studies concluded that travel between the two counties, as well as withinthestudyarea,wasconstrainedandstronglyinneedofcapacityimprovements.Asillustratedin Figure2.1,themostrecentstudiesevaluatingreuseoftheCorridorare: y WestOrangeCountyProjectDefinitionStudy(2003)–ThisOCTAstudyevaluatedpotentialrail optionsinthewesternportionofOrangeCounty.Thefinalstudyrecommendationproposeduse oftheOrangeCountyportionofthePEROW/WSABRightͲofͲWay(ROW)withaLightRailTransit (LRT)system. y OrangelineHighSpeedMagneticLevitationProject(2005Ͳ2006)–TheOrangelineDevelopment -
Registration Document 2016/17
* TABLE OF CONTENTS REGISTRATION DOCUMENT 2016/17 DESCRIPTION CORPORATE 1 OF GROUP ACTIVITIES AFR 3 5 GOVERNANCE 137 Industry characteristics 4 Chairman’s report 138 Competitive position 7 Executive Committee AFR 181 Strategy 8 Statutory Auditors’ report prepared Offering 9 in accordance with Article L. 225‑235 of the French Commercial Code Research and development 15 on the report prepared by the Chairman of the Board of Alstom AFR 182 MANAGEMENT REPORT Interests of the officers 2 ON CONSOLIDATED and employees in the share capital 183 FINANCIAL STATEMENTS – Related‑party agreements and commitments 190 AFR FISCAL YEAR 2016/17 AFR 19 Statutory Auditors 190 Main events of fiscal year 2016/17 20 Objectives for 2020 confirmed 21 SUSTAINABLE DEVELOPMENT: Commercial performance 22 6 ALSTOM’S SOCIAL Orders backlog 24 RESPONSIBILITY 191 Income Statement 24 Sustainable development strategy 192 Free cash flow 26 Designing sustainable mobility solutions 200 Net Debt 27 Environmental performance 207 Equity 27 Social performance 215 Non‑GAAP financial indicators definitions 28 Relationships with external stakeholders 233 Synthesis of indicators/key figures 2016/17 244 FINANCIAL STATEMENTS AFR 31 Report by one of the Statutory Auditors, 3 Consolidated income statement 32 appointed as an independent third party , on the consolidated environmental, Statutory financial statements 98 labour and social information presented in the management report 247 AFR RISK FACTORS 119 Table of compulsory CSR information AFR 250 4 Risks in relation to the economic environment