Subways and Urban Air Pollution
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Rolling Stock Orders: Who
THE INTERNATIONAL LIGHT RAIL MAGAZINE HEADLINES l Toronto’s streetcar advocates fight back l UK’s Midland Metro expansion approved l Democrats propose more US light rail ROLLING STOCK ORDERS: WHO... WHAT... HOW MUCH? Ukrainian tramways under the microscope US streetcar trends: Mixed fleets: How technology Lessons from is helping change over a century 75 America’s attitude of experience to urban rail in Budapest APRIL 2012 No. 892 1937–2012 WWW. LRTA . ORG l WWW. TRAMNEWS . NET £3.80 TAUT_April12_Cover.indd 1 28/2/12 09:20:59 TAUT_April12_UITPad.indd 1 28/2/12 12:38:16 Contents The official journal of the Light Rail Transit Association 128 News 132 APRIL 2012 Vol. 75 No. 892 Toronto light rail supporters fight back; Final approval for www.tramnews.net Midland Metro expansion; Obama’s budget detailed. EDITORIAL Editor: Simon Johnston 132 Rolling stock orders: Boom before bust? Tel: +44 (0)1832 281131 E-mail: [email protected] With packed order books for the big manufacturers over Eaglethorpe Barns, Warmington, Peterborough PE8 6TJ, UK. the next five years, smaller players are increasing their Associate Editor: Tony Streeter market share. Michael Taplin reports. E-mail: [email protected] 135 Ukraine’s road to Euro 2012 Worldwide Editor: Michael Taplin Flat 1, 10 Hope Road, Shanklin, Isle of Wight PO37 6EA, UK. Mike Russell reports on tramway developments and 135 E-mail: [email protected] operations in this former Soviet country. News Editor: John Symons 140 The new environment for streetcars 17 Whitmore Avenue, Werrington, Stoke-on-Trent, Staffs ST9 0LW, UK. -
Railway Transportation Systems
Railway Transportation Systems Railways • Urban Railways • Monorails Building a Better World Railway for Future Transportation Generations Systems Railways • Urban Railways • Monorails Show Video Mission Services To Provide World-Class Management, Engineering, Procurement & Construction Services Through People & Organizational ■ Project Development Development to Improve the Quality of Life ■ Project Management ■ Engineering Values ■ Procurement ■ Respecting People, Their Values & Rights ■ Construction ■ Observing Professional Ethics and Adhering to all Obligations ■ Financing ■ Commitment to Health, Safety and Environment ■ Investment ■ Commitment to Providing Desired Quality ■ Operation and Maintenance ■ Cherishing Creativity, Initiative and Innovation Culture ■ Promoting Continual Technical & Managerial Improvements ■ Commitment to Win-Win-Win Relationship Divisions Civil Water and Wastewater Railway Transportation Systems Housing and Buildings Oil, Gas and Industry ■ Ports & Harbors ■ Dams ■ Railways ■ Mass Housing ■ Refineries & Petrochemical Plants ■ Airports ■ Water Transfer and Diversion Tunnels ■ Urban Railways ■ Residential Complexes ■ Pumping & Compressor Stations ■ Roads, Elevated Highways & Tunnels ■ Irrigation and Drainage Networks ■ Monorails ■ Townships ■ Power Generation Plants, Power ■ Bridges ■ Water and Wastewater Treatment Plants ■ Infrastructure Facilities & Landscaping Transmission & Substations ■ Water Transmission Lines ■ Commercial & Office Complexes ■ Industrial Manufacturing Plants ■ Sewerage Collection and -
Tehran Stock Exchange (TSE) Indices Base Year: 1369 1396 1397 Percentage Change
Table 1 Tehran Stock Exchange (TSE) Indices base year: 1369 1396 1397 Percentage change First seven First seven Mehr 1397 to Mehr 1397 to 1397 to 1396 Year-end Shahrivar Mehr months months Shahrivar 1397 1396 year-end (First seven months) Tehran Stock Exchange Price Index (TEPIX) 86,480 96,290 165,359 187,779 187,779 13.6 95.0 117.1 Financial index 128,475 119,176 160,538 185,201 185,201 15.4 55.4 44.2 Industrial index 75,559 86,082 146,264 171,782 171,782 17.4 99.6 127.3 Top 50 performers index 3,469 4,036 6,872 8,316 8,316 21.0 106.0 139.7 First market index 60,215 68,124 118,527 140,512 140,512 18.5 106.3 133.4 Second market index 190,581 206,487 318,496 363,537 363,537 14.1 76.1 90.8 Value of trading (billion rials) 277,312 539,075 167,533 294,769 801,562 75.9 − 189.0 First market 161,846 312,160 103,825 204,891 506,139 97.3 − 212.7 Second market 115,466 226,915 63,708 89,878 295,423 41.1 − 155.9 Number of shares traded (million shares) 120,088 250,607 63,025 90,502 294,041 43.6 − 144.9 First market 74,415 144,137 43,710 67,925 199,663 55.4 − 168.3 Second market 45,673 106,471 19,315 22,577 94,378 16.9 − 106.6 Number of listed companies 327 326 325 325 325 0.0 -0.3 -0.6 Market capitalization (trillion rials) 3,463 3,824 6,124 7,163 7,163 17.0 87.3 106.8 Number of trading days 140 241 20 22 140 10.0 − 0.0 Source: TSE, Market Management Monthly Report. -
Rail Profilesrail Ferrovia -Railway
Acoustic Isolation & Vibration Control Vibration & Isolation Acoustic Rail Profiles Ferrovia - Railway RAIL PROFILS Professionalità e consolidata esperienza fanno delle soluzioni Isolgomma PROTRACK una scelta affidabile ed altamente performante. I profili in Professionalism and consolidated experience gomma PROTRACK sono adatti a tutti i tipi di ro- make Isolgomma PROTRACK solutions a reliable taie e scambi in ambito ferrotranviario. and high-performance choice. PROTRACK rubber profiles are suitable for all types of rails and turnouts used for rail transport. 2 Embedded Il sistema embedded PROTRACK SET è una soluzione per armamento tramviario e metropolitano innovativo dove il profilo in gomma, che avvolge la rotaia, ha il fondamentale ruolo, non solo di elemento antivibrante ma anche di supporto strutturale per la realizzazione delle vie guidate. Attraverso la ricerca, la progettazione e la sperimentazione la società Isolgomma ha brevettato i profili Rail Profiles Rail embbeded PROTRACK SET dalla geometria esclusiva per garantire la migliore adesione al c.a. e la stabilità delle performance nel tempo. The PROTRACK SET embedded system is an innovative type of track suitable for tram and metro rail transport systems in which the rubber profile that encloses the rail performs a fundamental role, not just as a vibration damping device, but also as a structural support for the track. Through research, design and experimentation, Isolgomma has patented its PROTRACK SET embedded profiles with exclusive geometries that ensure optimum adhesion to reinforced concrete as well as stability and performance over time. Classic Il sistema con profili lateraliPROTRACK CLASSIC è una soluzione per armamento tramviario e metropolitano dove i profilI in gomma vengono installati sui fianchi della rotaia in modo tale da creare un elemento elastico di discontinuità tra la rotaia stessa e l’esterno. -
(Presentation): Urban Railways Management and Operation: Case
UNCRD Regional EST Training Course on Railway Tehran Metro Network Mahmoud Saffarzadeh Professor of Tarbiat Modares University, Tehran, Iran Advisor of Ministry of Roads and Transportation, Tehran, Iran Iranian cities with metro Area (km2) 1,648,195 Population (Millions) 80 Number of Most Populated Cities 9 (over 1 million) Length City Lines (km) Tehran 559 12 Mashhad 119 5 Esfahan 112 4 Karaj 105 6 Ahvaz 88 4 Shiraz 73 5 Tabriz 63 4 Qom 52 3 Kermanshah 13 1 Total 1184 44 Status of urban & suburban rail lines in Iran (excluding Tehran) Current Urban Suburban Under Under Total Projects Train Train Study Construction Karaj 5 Lines: 80 km 1 Line: 25 km 6 Lines: 105 km 4 Lines: 53 km 2 Lines: 52 km Mashhad 5 Lines: 126 km 2 Lines: 106 km 7 Lines: 232 km 4 Lines: 148 km 2 Lines: 65 km Tabriz 4 Lines: 64 km 1 Line: 20 km 5 Lines: 84 km 3 Lines: 44 km 2 Lines: 40 km Esfahan 3 Lines: 52 km 5 Lines: 145 km 8 Lines: 197 km 4 Lines: 105 km 4 Lines: 92 km Shiraz 6 Lines: 93 km 1 Line: 20 km 7 Lines: 113 km 5 Lines: 73 km 2 Lines: 40 km Ahwaz 4 Lines: 88 km 2 Lines: 50 km 6 Lines: 138 km 5 Lines: 115 km 1 Line: 23 km Qom 2 Lines: 33 km - 2 Lines: 33 km - 2 Lines: 33 km Kermanshah 1 Line: 13 km - 1 Line: 13 km - 1 Line: 13 km Total 30 Lines: 549 km 12 Lines: 366 km 42 Lines: 915 km 25 Lines: 538 km 16 Lines: 358 km Saffarzadeh Tehran at a glance Capital of Iran Population: 8,300,000 Surrounded by satellite cities and towns (total population 15.0 Million) Area: 800 Km2 Population density: 10750/km2 Residents trip: 17.0 M/day No. -
Tehran Metro
© 2019 Dr. M. Montazeri. All Rights Reserved. TEHRAN METRO HISTORY Tehran, as the capital of Islamic Republic of Iran, is the first Iranian city in terms of economic, cultural and social as well as political centralization. This eight- million people city that its population with satellite towns reaches to twelve million inhabitants faces the traffic crisis and its consequences such as fuel consumption, noise pollution, wasting time and accidents. Undoubtedly, construction of an efficient and high-capacity transportation system will be the main solution to overcoming this crisis. Today, urban rail transportation has become increasingly apparent in its role as a massive, safe, fast, inexpensive and convenient public transport network to reduce vehicle congestion, environment pollution, fuel consumption and promoting the quality of social life. In the first comprehensive urban plan conducted in 1958, a railway transportation discussion was observed for the city of Tehran. In 1971, the study of urban transport situation was assigned to Sufreto French Company by the municipality of Tehran. This institute presented a comprehensive report titled “Tehran Transportation & Traffic Plan” based on information, collected statistics and related forecasts for the development and growth of Tehran in 1974. A "Metro-Street" system was proposed in this comprehensive plan, based on the construction of seven subway lines with the length of 147 km, completed by developing an above-ground network toward suburb, a full bus network as a complementary for metro, a number of Park&Ride facilities around the metro stations and finally a highway belt network. Due to this, a legal bill regarding the establishment of urban and suburban railway company was submitted to the parliament by the government in April 1975, which was approved by the National Assembly and the Senate, in which the municipality of Tehran was authorized to establish a company called Tehran Urban & Suburban Railway Co. -
1 Train Timetabling on Double Track and Multiple Station Capacity Railway with Useful Upper and Lower Bounds Afshin Oroojlooy Ja
Train Timetabling on double track and multiple station capacity railway with useful upper and lower bounds Afshin Oroojlooy Jadid1, Kourosh Eshghi2 1 Department of Industrial and Systems Engineering, Lehigh University 2Department of Industrial Engineering, Sharif University of Technology, Tehran, Iran 1 Corresponding author Afshin Oroojlooy jadid Department of Industrial and Systems Engineering, Lehigh University Harold S. Mohler Laboratory 200 West Packer Avenue Bethlehem, PA 18015-1582, USA Tel: +16109741791; Cell: +14846668370 Email: [email protected] 2Department of Industrial Engineering, Sharif University of Technology, Zip code 14588/89694, Azadi Ave, Tehran, Iran, Tel.: +982166165712; Cell: +989123873699; fax: +982166022702 Email: [email protected] Train scheduling is one of the significant issues in the railway industry in recent years since it has an important role in efficacy of railway infrastructure. In this paper, the timetabling problem of a multiple tracked railway network is discussed. More specifically, a general model is presented here in which a set of operational and safety requirements is considered. The model handles the trains overtaking in stations and considers the stations capacity. The objective function is to minimize the total travel time. Unfortunately, the problem is NP-hard and real size problems cannot be solved in an acceptable amount of time. In order to reduce the processing time, we presented some heuristic rules, which reduce the number of binary variables. These rules are based on problem's parameters such as travel time, dwell time and safety time of stations and try to remove the impracticable areas of the solution space. Furthermore, a Lagrangian Relaxation algorithm model is presented in order to find a lower- bound. -
Tehran Metro (Line 6), W6 & Y6 Stations
Reference List of Metro Stations Tehran Metro (Line 6), W6 & Y6 Stations The Tehran Metro consists of 5 operational metro lines (and an additional commuter rail line), with construction under way on three lines including west extension of line 4, line 6 and north and east extension line 7. Line 6 is under construcon. When completed this line will be 32 km long with 27 staons as it connects southeast Tehran to northwest. Project: Tehran Metro (Line 6) Client: Tehran Urban and Suburban Railway Company (TUSRC) Consultant Responsibilities: Structural Design of Elements related to Underground Stations (Based on Different Excavation) ,Design and definition of construction phases Provide technical documents, Prepare implementation instructions, Provide the design drawings. Project Total Length: 32 km tunnel with 27 staons Temporary Support System: Concrete Pile and Ribs, Shotcrete support Permanent Structural System: Cast in Place Concrete Structures Construction Method: Underground Excavation Method (Including Pile and Rib Temporary Support as Initial Support and cast in place concrete as Final Lining) Project’s Situation: Under Construction 1 Berchtesgadnerstrasse 3, 5020 Salzburg – Austria Tel & Fax: +43-662-630293 Mob: +43-664-3634817 Email: [email protected] Web: www.anahico.com Reference List of Metro Stations Project name and specification Country Client Our Services Role Tehran metro Line 6 IR Chilco co. First and second phase design including: Structural Design Y6 staon Location: Hemmat Highway & Shahran Street intersection Design and -
Delegate List (Congress Participants) 6/06/2019
Delegate List 6/06/2019 (Congress participants) Company Country Position 9292 - REISINFORMATIEGROEP B.V. Netherlands Top Manager A+S TRANSPROEKT Russian Federation Top Manager AARGAU VERKEHR AG Switzerland Top Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Expert/Engineer AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Senior Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Senior Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden Manager AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden -
Global Report Global Metro Projects 2020.Qxp
Table of Contents 1.1 Global Metrorail industry 2.2.2 Brazil 2.3.4.2 Changchun Urban Rail Transit 1.1.1 Overview 2.2.2.1 Belo Horizonte Metro 2.3.4.3 Chengdu Metro 1.1.2 Network and Station 2.2.2.2 Brasília Metro 2.3.4.4 Guangzhou Metro Development 2.2.2.3 Cariri Metro 2.3.4.5 Hefei Metro 1.1.3 Ridership 2.2.2.4 Fortaleza Rapid Transit Project 2.3.4.6 Hong Kong Mass Railway Transit 1.1.3 Rolling stock 2.2.2.5 Porto Alegre Metro 2.3.4.7 Jinan Metro 1.1.4 Signalling 2.2.2.6 Recife Metro 2.3.4.8 Nanchang Metro 1.1.5 Power and Tracks 2.2.2.7 Rio de Janeiro Metro 2.3.4.9 Nanjing Metro 1.1.6 Fare systems 2.2.2.8 Salvador Metro 2.3.4.10 Ningbo Rail Transit 1.1.7 Funding and financing 2.2.2.9 São Paulo Metro 2.3.4.11 Shanghai Metro 1.1.8 Project delivery models 2.3.4.12 Shenzhen Metro 1.1.9 Key trends and developments 2.2.3 Chile 2.3.4.13 Suzhou Metro 2.2.3.1 Santiago Metro 2.3.4.14 Ürümqi Metro 1.2 Opportunities and Outlook 2.2.3.2 Valparaiso Metro 2.3.4.15 Wuhan Metro 1.2.1 Growth drivers 1.2.2 Network expansion by 2025 2.2.4 Colombia 2.3.5 India 1.2.3 Network expansion by 2030 2.2.4.1 Barranquilla Metro 2.3.5.1 Agra Metro 1.2.4 Network expansion beyond 2.2.4.2 Bogotá Metro 2.3.5.2 Ahmedabad-Gandhinagar Metro 2030 2.2.4.3 Medellín Metro 2.3.5.3 Bengaluru Metro 1.2.5 Rolling stock procurement and 2.3.5.4 Bhopal Metro refurbishment 2.2.5 Dominican Republic 2.3.5.5 Chennai Metro 1.2.6 Fare system upgrades and 2.2.5.1 Santo Domingo Metro 2.3.5.6 Hyderabad Metro Rail innovation 2.3.5.7 Jaipur Metro Rail 1.2.7 Signalling technology 2.2.6 Ecuador -
International Society for Soil Mechanics and Geotechnical Engineering
Proceedings of the 18th International Conference on Soil Mechanics and Geotechnical Engineering, Paris 2013 INTERNATIONAL SOCIETY FOR SOIL MECHANICS AND GEOTECHNICAL ENGINEERING MINUTES OF THE COUNCIL MEETING held at the Palais de Congrès, Paris, France Sunday, 1st September 2013 PRESENT: Professor Jean-Louis Briaud - ISSMGE President Professor Samuel U. Ejezie - ISSMGE Vice President Africa Professor Askar Zhussupbekov - ISSMGE Vice President Asia Professor Michael C.R. Davies - ISSMGE Vice President Australasia Professor Ivan Vaniček - ISSMGE Vice President Europe Professor Gabriel Auvinet Guichard - ISSMGE Vice President North America Dr Roberto Terzariol - ISSMGE Vice President South America Professor Pedro Sêco e Pinto - ISSMGE Immediate Past President Professor R.N. Taylor - ISSMGE Secretary General Professor Roger Frank - ISSMGE Board Member Professor Charles Ng - ISSMGE Board Member Professor Ikuo Towhata - ISSMGE Board Member Professor Kenji Ishihara - Past President ISSMGE Professor Michele Jamiolkowski - Past President ISSMGE Professor William Van Impe - Past President ISSMGE Professor Paul Mayne - Chair TC In-situ testing Professor Christophe Gaudin - Chair TC Physical modelling Professor Pierre Delage - Chair TC Unsaturated soils Professor António Gomes Correia - Chair TC Transportation Dr Albert Ho - Chair TC Interactive Design Professor Vladimir Ulitsky - Chair TC Soil Structure Professor Zeping Xu - Chair TC Dams Professor Deepankar Choudhury - Secretary TC Deep Foundations Professor Malek Bouazza - Vice Chair TC Geo-environmental Professor Dipanjan Basu - Chair TC Sustainability Professor Frederic Pellet - Vice - President for Europe ISRM Professor Fatma Baligh - Vice President Elect Africa Professor Mark Jaksa - Vice President Elect Australasia Professor Antonio Gens - Vice President Elect Europe Member Society Voting Member Non-Voting Member Albania Professor Luljeta Bozo Ing. Geol. Skender Allkhja Argentina Eng. -
The Evaluation of Constitutive Models in Prediction of Surface Settlements in Cohesive Soils – a Case Study: Mashhad Metro Line 2
The Evaluation of Constitutive Models in Prediction of Surface Settlements in Cohesive Soils – A Case Study: Mashhad Metro Line 2 Behnam Eslami, M. Sc. Of Geotechnics Engineering, Faculty of Civil and Environmental Eng., Tarbiat Modares University (Tehran, Iran), email: [email protected] Aliakbar Golshani, Associate Prof. Geotechnics Engineering, Faculty of Civil and Environmental Eng., Tarbiat Modares University (Tehran, Iran), email: [email protected] Sina Arefizadeh, M. Sc. Of Transportation Engineering, Faculty of Civil and Environmental Eng., Sharif University (Tehran, Iran), email: [email protected] ABSTRACT: The current study is aimed at investigating the basic soil behavior involved in a TBM-EPB excavation and the capability of the Modify Cam Clay (MCC) model is verified for the analysis of the soil settlement in cohesive soils. Tunnel excavation in urban areas can engender considerable ground movements, which is known as one of the complicated issues that may have negative effects on the extant structures. In this paper, the construction of the second line of the Mashhad metro is considered as a case study. Each section of the ground was modeled by two constitutive models, namely MCC and Mohr-Coulomb (MC). Afterwards, the results of numerical analyses and monitoring data were compared with each other. In addition, real parameters of soil, such as volume loss and the inflection point, were obtained via empirical approaches verified by tunnel monitoring. Numerical modeling was performed by FLAC3D software. Based on the transverse and longitudinal sections settlement, the MCC model showed high capabilities of predicting the surface settlement in comparison to the MC model.