DOCSLIB.ORG

Shenzhen Metro System Line 4 BOT Project Consultancy Contracts in 22

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

26 Executive management’s report > International expansion Consultancy contracts in 22 cities Beijing Metro Line 4 public-private-partnership Shenzhen Metro System Line 4 BOT project MTR CORPORATION LIMITED ANNUAL REPORT 2004 27 New London office Pursuing operating franchises in Europe Joint-venture bids in UK international expansion bringing our expertise to overseas markets 28 Executive management’s report > International expansion > Major step forward for Beijing Line 4 with the initialling of Concession Agreement > Planning and seeking Government approval in progress for Shenzhen Line 4 > European strategy focuses on train operation franchises Mainland China for the construction of Phase 2 of Line 4 In the Mainland, our investment strategy of the proposed Shenzhen Metro System focuses on the major cities of Beijing, and the operation of the entire line for a Shanghai and Shenzhen. In these cities, term of 30 years. the demand for mass rapid transit Line 4 is a 21-kilometre double-track systems and hence potential for profit, is urban railway running from Huanggang, greatest due to expanding populations, at the boundary between Hong Kong heightened environmental concerns and and Shenzhen, to Longhua New Town in deteriorating traffic conditions. In Shenzhen, with a total of 14 stations. It executing this strategy, the Company has will form the major north-south railway adopted a gradual approach and is corridor linking Hong Kong SAR, through leveraging the experience and expertise Shenzhen Special Economic Zone with When completed, Beijing Metro gained from one project to others. Line 4 will be the main north- potential connections to other parts of south rail artery of Beijing MTR’s drive to invest in suitable projects the Mainland. Phase 1 of Line 4, an in the Mainland saw two landmark approximately 4.5 kilometre section developments during the year. between Huanggang and Shouniangong, is targeted for full completion before the In January, the Company entered into an end of 2008. Some sections of Phase 1 Agreement in Principle for a Build- are already complete and being operated Operate-Transfer (BOT) project with the by Shenzhen Metro Company Ltd. Upon Longbeicun Station Shenzhen Municipal People’s Government completion of Phase 2 by MTR’s project company in late 2008, both Phases 1 and 2 will be operated by MTR. Total investment Beigongmen Station in Phase 2 by the project company is estimated at RMB 6 billion (HK$5.7 billion), which will be financed by equity Yiheyuan Station Yuanmingyuan Station Chengfulu Station MTR CORPORATION LIMITED ANNUAL REPORT 2004 29 capital of RMB 2.4 billion (HK$2.3 billion), with BIIC and BCG to form a PPP company opportunities in Beijing, Shenzhen and with the balance by non-recourse bank for the investment, construction and Shanghai, in line with those cities planning loans in Renminbi. The project will be operation of the Beijing Metro Line 4. This future extensions to their metro networks. implemented based on our proven “rail line will form one of the core transport In addition to the three cities which are and property model”in Hong Kong, with infrastructure projects for China’s capital. our principal focus, MTR has explored associated property developments opportunities in cities such as Chengdu, The Agreement in Principle sets out the comprising 2.9 million square metres of Wuhan,Tianjin and Nanjing. framework of the partnership for the commercial and residential space along investment, construction and operation the railway. Europe of the line subject to a Concession Our growth strategy in Europe differs Since signing the Agreement in Principle, Agreement with the Beijing Municipal from that in the Mainland in that it MTR has set up a project office in Shenzhen People’s Government,for a term of 30 years. concentrates on train operation to undertake preliminary design of the In February 2005, together with our franchises, which do not require railway and property works. We have also partners, we initialled the Concession significant capital expenditure. MTR will entered into negotiations with the Agreement with the Beijing Municipal seek to enter into joint-venture Shenzhen Municipal People’s Government People’s Government and now await partnerships with experienced local firms on a Concession Agreement and other approval from the National Development to bid for operation and maintenance related agreements which would give and Reform Commission. The total franchises and contracts as the MTR’s project company the right to investment for the project is approximately deregulation of railway industries in construct Phase 2 and to operate the RMB 15.3 billion (HK$14.4 billion), 70% of Europe continues to unfold. The entire line, together with the right to use which, comprising mainly land acquisition Company will initially focus on the highly the Phase 1 facilities. These agreements and civil construction works, will be deregulated UK market, and build on this are subject to the approval of the funded by the Beijing Municipal People’s experience to explore other Central Government. Government. The partnership project opportunities in Continental Europe. Planning for property developments company will invest approximately RMB 5 In November, the Company signed a associated with the Shenzhen Line 4 billion (HK$4.7 billion) to finance the joint-venture agreement with the UK’s project achieved good progress, despite a provision of trains and related electrical Great North Eastern Railway Holdings delay in the approval process as a result and mechanical systems, and will be Limited to bid for a service contract to of the macroeconomic control measures responsible for the operation and operate and maintain the trains for the imposed by the Central Government. In management of the new line for a period Integrated Kent Franchise (IKF), with MTR October, a proposal for a sustainable of 30 years. owning 29% in the joint-venture planning concept for the Longhua MTR and BCG will each own 49% of the company. IKF is a suburban commuter Extension Area was submitted to and joint venture company, with BIIC owning network in Kent, southeast England received endorsement from the the remaining 2%. The joint venture operating through 179 stations, 1,600 rail Shenzhen Municipal People’s company will seek non-recourse bank cars and with annual revenue of about Government. A preliminary master plan loans to finance over 60% of the project £300 million. It will also include the high for the four development sites in this area with the remainder to be funded by speed railway service from the Kent Coast is currently under discussion with the equity capital. to London which will operate over the Shenzhen authorities, and we plan Channel Tunnel Rail Link. Since formally to submit this plan in early 2005, This new 29-kilometre underground December, MTR has been working to with target development completion metro line will run from Majialou Station pursue a similar opportunity for the from 2008 onwards. on the South Fourth Ring Road to the Thameslink / Great Northern Franchise, north west Haidian District and terminate In April, MTR signed a Memorandum of which serves London north and south of at Longbeicun Station, forming a main Understanding with Beijing Infrastructure the River Thames. north-south traffic artery of Beijing. The Investment Co. Ltd. (BIIC) and Beijing 24 stations along the line include major To support these initiatives, we opened Capital Group (BCG), both subsidiaries stops at Beijingnan, Xuanwumen, Xidan, an office in London in July 2004 as our of the Beijing Municipal People’s Xizhimen, Xueyuannanlu, Zhongguancun, first step towards building a permanent Government, with the intention of Yuanmingyuan and Yiheyuan. presence in Europe, where we aim to forming a public-private-partnership for partner with local companies to pursue the Beijing Metro Line 4 project. After in- The Company is carrying out railway similar new business opportunities. depth discussions, in December we assessments of other investment entered into an Agreement in Principle.
Recommended publications
  • The Operator's Story Case Study: Guangzhou's Story

    The Operator's Story Case Study: Guangzhou's Story

    Railway and Transport Strategy Centre The Operator’s Story Case Study: Guangzhou’s Story © World Bank / Imperial College London Property of the World Bank and the RTSC at Imperial College London Community of Metros CoMET The Operator’s Story: Notes from Guangzhou Case Study Interviews February 2017 Purpose The purpose of this document is to provide a permanent record for the researchers of what was said by people interviewed for ‘The Operator’s Story’ in Guangzhou, China. These notes are based upon 3 meetings on the 11th March 2016. This document will ultimately form an appendix to the final report for ‘The Operator’s Story’ piece. Although the findings have been arranged and structured by Imperial College London, they remain a collation of thoughts and statements from interviewees, and continue to be the opinions of those interviewed, rather than of Imperial College London. Prefacing the notes is a summary of Imperial College’s key findings based on comments made, which will be drawn out further in the final report for ‘The Operator’s Story’. Method This content is a collation in note form of views expressed in the interviews that were conducted for this study. This mini case study does not attempt to provide a comprehensive picture of Guangzhou Metropolitan Corporation (GMC), but rather focuses on specific topics of interest to The Operators’ Story project. The research team thank GMC and its staff for their kind participation in this project. Comments are not attributed to specific individuals, as agreed with the interviewees and GMC. List of interviewees Meetings include the following GMC members: Mr.
  • Wei Jingsheng and the Democracy Movement in Post-Mao China Merle David Kellerhals Jr

    Wei Jingsheng and the Democracy Movement in Post-Mao China Merle David Kellerhals Jr

    Old Dominion University ODU Digital Commons Institute for the Humanities Theses Institute for the Humanities Summer 1998 Wei Jingsheng and the Democracy Movement in Post-Mao China Merle David Kellerhals Jr. Old Dominion University Follow this and additional works at: https://digitalcommons.odu.edu/humanities_etds Part of the Asian History Commons, and the Political History Commons Recommended Citation Kellerhals, Merle D.. "Wei Jingsheng and the Democracy Movement in Post-Mao China" (1998). Master of Arts (MA), thesis, Humanities, Old Dominion University, DOI: 10.25777/7pt4-vv58 https://digitalcommons.odu.edu/humanities_etds/13 This Thesis is brought to you for free and open access by the Institute for the Humanities at ODU Digital Commons. It has been accepted for inclusion in Institute for the Humanities Theses by an authorized administrator of ODU Digital Commons. For more information, please contact [email protected]. WEI JINGSHENG AND THE DEMOCRACY MOVEMENT IN POST-MAO CHINA by Merle David Kellerhals, Jr B A. May 1995, College of Charleston A Thesis submitted to the Faculty of Old Dominion University in Partial Fulfillment of the Requirement for the Degree of MASTER OF ARTS HUMANITIES OLD DOMINION UNIVERSITY August 1998 Approved by: Jin Qiu (Director) hen Jie (Member) David Putney (Member) Reproduced with permission of the copyright owner. Further reproduction prohibited without permission. UMI Number: 1391982 Copyright 1999 by Kellerhals/ Merle David, Jr. All rights reserved. UMI Microform 1391982 Copyright 1998, by UMI Company. All rights reserved. This microform edition is protected against unauthorized copying under Title 17, United States Code. UMI 300 North Zeeb Road Ann Arbor, MI 48103 Reproduced with permission of the copyright owner.
  • RAIL ADAPT Adapting the Railway for the Future Report Authors: a Quinn, a Jack, S Hodgkinson, E Ferranti – University of Birmingham

    RAIL ADAPT Adapting the Railway for the Future Report Authors: a Quinn, a Jack, S Hodgkinson, E Ferranti – University of Birmingham

    November 2017 RAIL ADAPT Adapting the railway for the future Report authors: A Quinn, A Jack, S Hodgkinson, E Ferranti – University of Birmingham J Beckford – Beckford Consulting J Dora – JDCL November 2017 Dr Andrew Quinn, University of Birmingham Centre for Railway Research and Education, Edgbaston, Birmingham, UK Email: [email protected] ISBN 978-2-7461-2680-0 Warning No part of this publication may be copied, reproduced or distributed by any means whatsoever, including electronic, except for private and individual use, without the express permission of the International Union of Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by any method or procedure whatsoever. The sole exceptions - noting the author’s name and the source - are “analyses and brief quotations justified by the critical, argumentative, educational, scientific or informative nature of the publication into which they are incorporated” (Articles L 122-4 and L122-5 of the French Intellectual Property Code). © International Union of Railways (UIC) - Paris, 2017 Rail Adapt - Adapting the railway for the future Summary for Executives Climate Change: • is a long term, slow acting, but very high impact risk; • affects all parts of railways in all parts of the world but in many different ways; • can have beneficial effects but effects can also be catastrophic; • requires leadership to plan and change but there is the knowledge and the tools to achieve this. • Where does Climate Change feature in your risk register? • How well prepared is your organisation to manage the risks? • Are you asking the right questions about your assets’ future and your investment criteria? • Do you have Climate Change adaptation embedded in all departments? • Are you communicating with stakeholders so that everyone has a shared understanding? These are some of the questions that directors should be asking and answering to ensure the long-term health and sustainability of the organisations they lead, and of the railway sector generally.
  • Beijing Subway Map

    Beijing Subway Map

    Beijing Subway Map Ming Tombs North Changping Line Changping Xishankou 十三陵景区 昌平西山口 Changping Beishaowa 昌平 北邵洼 Changping Dongguan 昌平东关 Nanshao南邵 Daoxianghulu Yongfeng Shahe University Park Line 5 稻香湖路 永丰 沙河高教园 Bei'anhe Tiantongyuan North Nanfaxin Shimen Shunyi Line 16 北安河 Tundian Shahe沙河 天通苑北 南法信 石门 顺义 Wenyanglu Yongfeng South Fengbo 温阳路 屯佃 俸伯 Line 15 永丰南 Gonghuacheng Line 8 巩华城 Houshayu后沙峪 Xibeiwang西北旺 Yuzhilu Pingxifu Tiantongyuan 育知路 平西府 天通苑 Zhuxinzhuang Hualikan花梨坎 马连洼 朱辛庄 Malianwa Huilongguan Dongdajie Tiantongyuan South Life Science Park 回龙观东大街 China International Exhibition Center Huilongguan 天通苑南 Nongda'nanlu农大南路 生命科学园 Longze Line 13 Line 14 国展 龙泽 回龙观 Lishuiqiao Sunhe Huoying霍营 立水桥 Shan’gezhuang Terminal 2 Terminal 3 Xi’erqi西二旗 善各庄 孙河 T2航站楼 T3航站楼 Anheqiao North Line 4 Yuxin育新 Lishuiqiao South 安河桥北 Qinghe 立水桥南 Maquanying Beigongmen Yuanmingyuan Park Beiyuan Xiyuan 清河 Xixiaokou西小口 Beiyuanlu North 马泉营 北宫门 西苑 圆明园 South Gate of 北苑 Laiguangying来广营 Zhiwuyuan Shangdi Yongtaizhuang永泰庄 Forest Park 北苑路北 Cuigezhuang 植物园 上地 Lincuiqiao林萃桥 森林公园南门 Datunlu East Xiangshan East Gate of Peking University Qinghuadongluxikou Wangjing West Donghuqu东湖渠 崔各庄 香山 北京大学东门 清华东路西口 Anlilu安立路 大屯路东 Chapeng 望京西 Wan’an 茶棚 Western Suburban Line 万安 Zhongguancun Wudaokou Liudaokou Beishatan Olympic Green Guanzhuang Wangjing Wangjing East 中关村 五道口 六道口 北沙滩 奥林匹克公园 关庄 望京 望京东 Yiheyuanximen Line 15 Huixinxijie Beikou Olympic Sports Center 惠新西街北口 Futong阜通 颐和园西门 Haidian Huangzhuang Zhichunlu 奥体中心 Huixinxijie Nankou Shaoyaoju 海淀黄庄 知春路 惠新西街南口 芍药居 Beitucheng Wangjing South望京南 北土城
  • CRCT) First and Only China Shopping Mall S-REIT

    CRCT) First and Only China Shopping Mall S-REIT

    CAPITARETAIL CHINA TRUST (CRCT) First and Only China Shopping Mall S-REIT Proposed Acquisition of Grand Canyon Mall (首地大峡谷) Proposed Acquisition15 ofJuly Grand Canyon 2013 Mall *15 July 2013* Disclaimer This presentation may contain forward-looking statements that involve assumptions, risks and uncertainties. Actual future performance, outcomes and results may differ materially from those expressed in forward-looking statements as a result of a number of risks, uncertainties and assumptions. Representative examples of these factors include (without limitation) general industry and economic conditions, interest rate trends, cost of capital and capital availability, competition from other developments or companies, shifts in expected levels of occupancy rate, property rental income, charge out collections, changes in operating expenses (including employee wages, benefits and training costs), governmental and public policy changes and the continued availability of financing in the amounts and the terms necessary to support future business. You are cautioned not to place undue reliance on these forward-looking statements, which are based on the current view of management on future events. The information contained in this presentation has not been independently verified. No representation or warranty expressed or implied is made as to, and no reliance should be placed on, the fairness, accuracy, completeness or correctness of the information or opinions contained in this presentation. Neither CapitaRetail China Trust Management Limited (the “Manager”) or any of its affiliates, advisers or representatives shall have any liability whatsoever (in negligence or otherwise) for any loss howsoever arising, whether directly or indirectly, from any use, reliance or distribution of this presentation or its contents or otherwise arising in connection with this presentation.
  • 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

    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

    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.
  • Making the Palace Machine Work Palace Machine the Making

    Making the Palace Machine Work Palace Machine the Making

    11 ASIAN HISTORY Siebert, (eds) & Ko Chen Making the Machine Palace Work Edited by Martina Siebert, Kai Jun Chen, and Dorothy Ko Making the Palace Machine Work Mobilizing People, Objects, and Nature in the Qing Empire Making the Palace Machine Work Asian History The aim of the series is to offer a forum for writers of monographs and occasionally anthologies on Asian history. The series focuses on cultural and historical studies of politics and intellectual ideas and crosscuts the disciplines of history, political science, sociology and cultural studies. Series Editor Hans Hågerdal, Linnaeus University, Sweden Editorial Board Roger Greatrex, Lund University David Henley, Leiden University Ariel Lopez, University of the Philippines Angela Schottenhammer, University of Salzburg Deborah Sutton, Lancaster University Making the Palace Machine Work Mobilizing People, Objects, and Nature in the Qing Empire Edited by Martina Siebert, Kai Jun Chen, and Dorothy Ko Amsterdam University Press Cover illustration: Artful adaptation of a section of the 1750 Complete Map of Beijing of the Qianlong Era (Qianlong Beijing quantu 乾隆北京全圖) showing the Imperial Household Department by Martina Siebert based on the digital copy from the Digital Silk Road project (http://dsr.nii.ac.jp/toyobunko/II-11-D-802, vol. 8, leaf 7) Cover design: Coördesign, Leiden Lay-out: Crius Group, Hulshout isbn 978 94 6372 035 9 e-isbn 978 90 4855 322 8 (pdf) doi 10.5117/9789463720359 nur 692 Creative Commons License CC BY NC ND (http://creativecommons.org/licenses/by-nc-nd/3.0) The authors / Amsterdam University Press B.V., Amsterdam 2021 Some rights reserved. Without limiting the rights under copyright reserved above, any part of this book may be reproduced, stored in or introduced into a retrieval system, or transmitted, in any form or by any means (electronic, mechanical, photocopying, recording or otherwise).
  • Analysis and Evaluation of the Beijing Metro Project Financing Reforms

    Analysis and Evaluation of the Beijing Metro Project Financing Reforms

    Advances in Social Science, Education and Humanities Research, volume 291 International Conference on Management, Economics, Education, Arts and Humanities (MEEAH 2018) Analysis and Evaluation of the Beijing Metro Project Financing Reforms Haibin Zhao1,a, Bingjie Ren2,b, Ting Wang3,c 1Ministry of Transport Research Institute, Chaoyang, Beijing, China,100029; 2Beijing Urban Construction Design & Development Group Co., Limited, Xicheng, Beijing, China,100037; 3School of Civil Engineering, Beijing Jiaotong University, Haidian, Beijing, China, 100044. [email protected], [email protected], [email protected] Keywords: metro; financing; marketisation; reform Abstract. The construction and operation of a metro system are costly, and the sustainable development of a metro system is difficult using government funding alone, particularly for developing countries. The main source for metro system financing in China is, currently, government budget and bank debt. Many cities have begun to seek new ways to attract funds from finance markets, which is increasing the need for the evaluation of metro financing. This study uses Beijing as a case study that utilises various financing modes with impressive results. As participants of the financing reform, the authors collected all the relative government documents and interviewed stakeholders to accomplish this work. This article reviews the development of financing modes for the Beijing Metro system during the last four decades and analyses the role of the government in the reformed financing system within the Chinese social political environment. The study addresses the advantages and challenges of the reforms in this context. To further analyses the technical processes of typical financing modes, the public-private partnership mode of Line 4, the BT mode of Olympic Branch Line, the insurance claim mode of Line 10 and the failure of the market oriented financing for Capital Airport Line are analysed and evaluated in detail.
  • Monitoring the Land Subsidence Area in a Coastal Urban Area with Insar and GNSS

    Monitoring the Land Subsidence Area in a Coastal Urban Area with Insar and GNSS

    sensors Article Monitoring the Land Subsidence Area in a Coastal Urban Area with InSAR and GNSS Bo Hu * , Junyu Chen and Xingfu Zhang Surveying Engineering, Guangdong University of Technology, Guangzhou 510006, China * Correspondence: [email protected]; Tel.: +86-20-3932-2530 Received: 21 May 2019; Accepted: 14 July 2019; Published: 19 July 2019 Abstract: In recent years, the enormous losses caused by urban surface deformation have received more and more attention. Traditional geodetic techniques are point-based measurements, which have limitations in using traditional geodetic techniques to detect and monitor in areas where geological disasters occur. Therefore, we chose Interferometric Synthetic Aperture Radar (InSAR) technology to study the surface deformation in urban areas. In this research, we discovered the land subsidence phenomenon using InSAR and Global Navigation Satellite System (GNSS) technology. Two different kinds of time-series InSAR (TS-InSAR) methods: Small BAseline Subset (SBAS) and the Permanent Scatterer InSAR (PSI) process were executed on a dataset with 31 Sentinel-1A Synthetic Aperture Radar (SAR) images. We generated the surface deformation field of Shenzhen, China and Hong Kong Special Administrative Region (HKSAR). The time series of the 3d variation of the reference station network located in the HKSAR was generated at the same time. We compare the characteristics and advantages of PSI, SBAS, and GNSS in the study area. We mainly focus on the variety along the coastline area. From the results generated by SBAS and PSI techniques, we discovered the occurrence of significant subsidence phenomenon in the land reclamation area, especially in the metro construction area and the buildings with a shallow foundation located in the land reclamation area.
  • Saft Batteries Support Vital Control and Safety Functions on Hong Kong's MTR Metro System

    Saft Batteries Support Vital Control and Safety Functions on Hong Kong's MTR Metro System

    Saft batteries support vital control and safety functions on Hong Kong’s MTR metro system Saft has delivered locally CNR CRC, a major manufacturer of manufactured on-board rolling stock for both China and global markets, is constructing 15 eight-car battery systems to CNR train sets for the Hong Kong MTR West CRC for new trains on Island Line which is scheduled for Hong Kong’s new West completion in 2014. The new trains will run over a route length of approximately Island metro line. 3 km from Sheung Wan to Kennedy Town, serving three new underground stations. Reliable low-maintenance backup power The on-board battery systems will provide up to 60 minutes of backup Saft has completed a major contract for power to support vital safety and control CNR Changchun Railway Vehicles Co., functions including: Ltd. (CNR CRC) to supply on-board battery systems that will ensure reliable, • braking low-maintenance, backup power for new • smoke detection trains under construction for the new • emergency lighting West Island Line on the Hong Kong MTR • door opening metro system. The successful delivery of this latest contract further demonstrates Saft’s continued growth in China’s railway sector where it is already delivering major contracts for metro Case study systems in Beijing, Nanjing and Shanghai. Local manufacture in China value to projects by incorporating locally • Three battery systems are fitted to sourced mechanical and electro technical each West Island Line train set Crucial to Saft’s success in prestige components within battery systems. • Two of the battery systems comprise railway projects in the Chinese market is 76 SRM 375 cells - providing nominal the Zhuhai plant, established in 2006.
  • City Space + Globalization: Xidan Street, Beijing

    City Space + Globalization: Xidan Street, Beijing

    City, Space, and Globalization 13 XIDAN STREET, BEIJING: READING AND WRITING URBAN CHANGE Emel Yucekus Tridib Banerj ee "Thus we understand why spatial images play so important a role in the collective memory. The place a group occupies is not like a blackboard, where one may write and erase figures at will. No image of a blackboard can recall what was once written there. The board could not care less what has been written on it before, and new figures may be freely added. But place and group have each received the imprint of the other. Therefore every phase of the group can be translated into spatial terms, and its residence is but the juncture of all these terms. Each aspect, each detail, of this place has a meaning intelligent only to members of the group, for each portion of its space corresponds to various and different aspects of the structure and life of their society, at least of what is most stable in it." Maurice Halbawchs (1980), The Collective Memory, p. 130. A city is also is not like a blackboard, we can argue, following Maurice Halbawchs (1980). Yet, many observers see the built environment of cities as a collection of writings that accumulates in time and space. Each building, each sign, each coat ofpaint represents an intent, an expression ofcommerce, an assertion of identity, a message in social communication. However, unlike a blackboard, which is meant to be erased and written repeatedly, the writings that constitute the physical city are much less impermanent. At the same time, we also r e c ognize that change is inevitable, some decay is unavoidable, and renewal and rebuilding are inexorable.