Division 07 TRANSPORT
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1 Republic of Kazakhstan Almaty Trolleybus Project
OFFICIAL USE REPUBLIC OF KAZAKHSTAN ALMATY TROLLEYBUS PROJECT FEASIBILITY AND DUE DILIGENCE STUDY TERMS OF REFERENCE 1. BACKGROUND The City of Almaty (the “City”) with population of 1.8 million is the country’s largest and most important business and financial centre, contributing around 25 per cent of the national GDP. As most of rapidly growing conglomerates, the city is experiencing deficit of convenient “green” public transportation aggravated by an increasing number of private cars. Almaty is the only city in Kazakhstan with trolleybus system. Current trolleybus fleet was purchased 10 years ago, and it is close to its full depreciation. Subsequently, the City approached the European Bank for Reconstruction and Development (the “EBRD” or the “Bank”) to finance renewal of the trolleybus fleet through the purchase of 200 new hybrid trolleybuses and associated depot equipment (the “Project”). EBRD loan would be provided for the benefit of Almatyelectrotrans LLP (the “Company” or “AET”). The City sees the Project as an important measure to improve the environmental situation via expanding electric transport. The Project will allow the Company to improve passenger services by replacing the existing deteriorating fleet and providing vehicles for new lines, should the City decide to expand the trolleybus network. Better public transport services will prevent further modal shift from public transport to personal cars. The City’s public transport carries over 450 million passengers annually. The bulk of passenger traffic (86 per cent) is carried by buses operated by private and municipal companies. Trolleybuses account for 11 per cent of traffic, and the metro for 3 per cent. -
Planning of Cargo Bike Hubs
PLANNING OF CARGO BIKE HUBS A guide for municipalities and industry for the planning of transshipment hubs for new urban logistics concepts The project "Cargo Bike Hub" is funded by the Federal Ministry of Transport and Digital Infrastructure via the implementation of the National Cycling Plan 2020. Authors: Tom Assmann M. Sc. (ILM) Florian Müller M. Sc. (IPSY) Sebastian Bobeth M. Sc. (IPSY) Leonard Baum B. Sc. (ILM) Chair of Logistics Systems, Institute of Logistics and Material Handling Systems (ILM) Univ.-Prof. Dr.-Ing. habil. Prof. E. h. Dr. h. c. mult. Michael Schenk Chair of Environmental Psychology, Institute of Psychology (IPSY) Prof. Dr. Ellen Matthies Otto-von-Guericke-Universität Magdeburg October 2019 Layout and Design: FORMFLUTDESIGN – www.formflut.com English Version 2020 - Translation, Layout and Design CityChangerCargoBike Project The Project „Cargo Bike Depot“ was accompanied by the project advisory board with representatives from: Cargobike.jetzt; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR); DPD Deutschland GmbH; Neomesh GmbH (CLAC-Aachen); PedalPower Schönstedt&Busack GbR; Stadt Köln – Amt für Straßen und Verkehrstechnik; United Parcel Service (UPS); Zentrum für angewandte Psychologie, Umwelt- und Sozialforschung (ZEUS GmbH). CONTENT 1. Objective 7 5. Components of planning 18 5.1 Implementation planning 18 5.2 Area 19 2. Basics of Urban Cycle logistics 7 5.3 Usage 20 2.1 Definition Cargo Bike 7 5.3.1 Cooperative vs. concessionary use 20 2.2 What types of cargo bikes are available 7 5.3.2 Combined uses vs. mixed -
Transportation Guidelines
GUIDANCE ON PREPARING WORKPLACES FOR COVID-19 TRANSPORTATION 1 The transportation and warehousing sector includes industries providing transportation of passengers and cargo, scenic and sightseeing transportation, and support activities related to modes of transportation. Wisconsin has more than 117,000 workers and 6,600 businesses in this sector, all working to keep the state’s economy moving. As many people stay safe at home, COVID-19 has significantly affected public transportation services such as ride sharing, taxi services, buses and air transportation. The nature of these services makes it difficult to practice social distancing. Trucking and rail industries have also been affected, but with a distinct difference between those that work in essential versus nonessential industries. Nonessential commercial transport is not allowed under the Safer at Home Order. The Wisconsin Department of Transportation is providing additional permits to truckers, adding rest areas, and relaxing weight and driver hour restrictions to aid the delivery of crucial food, medical supplies and other supplies during the pandemic. The guidelines contained in this document can help protect safety and maintain operations during the COVID-19 pandemic. In addition, please see the “General Guidance for All Businesses” document for guidance that applies to all industries and consult the other available industry guides as relevant for your specific business type. Recommendations for Transportation Employee health and hygiene Personal protective equipment (PPE) and cloth face coverings Employees who have a fever or other symptoms of COVID-19 should not be allowed to work. Develop a plan to have sufficient PPE on hand for both Emphasize effective hand hygiene, including washing routine operations and emergencies (for example, offering an hands for at least 20 seconds, especially before ill employee or customer a face mask until they can leave the preparing or eating food; after going to the bathroom; workplace). -
Feasibility Study on Introducing Trolleybus System in Hong Kong
Agreement No. CE 72/99 Feasibility Study of Introducing a Trolleybus System in Hong Kong LIST OF CONTENTS Page 1. STUDY OBJECTIVES AND SCOPE 1 1.1 Study Objectives and scope 1 1.2 Case Studies 1 2. TECHNICAL AND OPERATIONAL FEASIBILITY 1 2.1 What is a Trolleybus? 1 2.2 Components of Trolleybus Systems for Hong Kong 1 2.3 Trolley Vehicles 2 2.4 The Power Distribution System 3 2.5 Infrastructure and Planning Requirements 4 2.6 Operating a Trolleybus System 5 2.7 Network Planning 6 2.8 Conclusions 6 3. FINANCIAL VIABILITY 6 3.1 Introduction 6 3.2 South East Kowloon Development 6 3.3 Central and Wan Chai 7 3.4 Aberdeen 7 3.5 Conclusions on Financial Viability 8 3.6 Possible Means to Achieve Viability 8 4. ENVIRONMENTAL ASSESSMENT AND ISSUES 8 4.1 Air Quality Assessment Methodology 8 4.2 South East Kowloon Air Quality Assessment 9 4.3 Central and Wan Chai and Aberdeen Air Quality Assessments 9 4.4 Other Air Quality Issues 9 4.5 Noise Levels 9 4.6 Landscape and Visual Assessment 10 5. REGULATORY AND LEGISLATIVE FRAMEWORKS AND THEIR IMPLICATIONS 11 5.1 The Granting of Franchises 11 5.2 Legislative Requirements 11 Transport Department Atkins China Ltd. 3089/OR33/00/E427, May 2001 page i Agreement No. CE 72/99 Feasibility Study of Introducing a Trolleybus System in Hong Kong LIST OF CONTENTS (Continued) Page 6. THE WAY FORWARD 11 6.1 Introduction 11 6.2 On-road and off-road trials 11 6.3 Requirements of a Pilot Scheme 12 6.4 Locational Options for a Pilot Scheme 12 6.5 The Implementation Process 12 6.6 Additional Investigations 12 Transport Department Atkins China Ltd. -
Trolleybuses: Applicability of UN Regulation No
Submitted by the expert from OICA Informal document GRSG-110-08-Rev.1 (110th GRSG, 26-29 April 2016, agenda item 2(a)) Trolleybuses: Applicability of UN Regulation No. 100 (Electric Power Train Vehicle) vs. UN Regulation No. 107 Annex 12 (Construction of M2/M3 Vehicles) for Electrical Safety 1. At 110th session of GRSG Belgium proposes to amend UN R107 annex 12 by deleting the requirements for trolleybuses (see GRSG/2016/05) and transfer the requirements into UN R100 (see GRSP/2016/07), which will be on the agenda of upcoming GRSP session in May 2016. 2. Due to the design of a trolleybus and stated in UN Regulation No. 107, trolleybuses are dual- mode vehicles. They can operate either: (a) in trolley mode, when connected to the overhead contact line (OCL), or (b) in bus mode when not connected to the OCL. When not connected to the OCL, they can also be (c) in charging mode, where they are stationary and plugged into the power grid for battery charging. 3. The basic principles of the design of the electric powertrain of the trolleybus and the connection to the OCL is based on international standards developed for trams and trains and is implemented and well accepted in the market worldwide. 4. Due to the fact that the trolleybus is used on public roads the trolleybus has to fulfil the regulations under the umbrella of the UNECE regulatory framework due to the existing national regulations (e.g. European frame work directive). 5. Therefore the annex 12 in UN R107 was amended to align the additional safety prescriptions for trolleybuses with the corresponding electrical standards. -
Socio-Economic Profile of Cycle Rickshaw Pullers: a Case Study
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by European Scientific Journal (European Scientific Institute) European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 UDC:656.12-05:316.35]:303.6(540)"2010" SOCIO-ECONOMIC PROFILE OF CYCLE RICKSHAW PULLERS: A CASE STUDY Jabir Hasan Khan, PhD Tarique Hassan, PhD candidate Shamshad, PhD candidate Department of Geography Aligarh Muslim University, Aligarh, Uttar Pradesh Abstract The present paper is an attempt to analyze the socio-economic characteristics of cycle rickshaw pullers and to find out the causes of rickshaw pulling. The adverse effects of this profession on the health of the rickshaw pullers, the problems faced by them and their remedial measures have been also taken into account. The study is based on primary data collected through the field survey and direct questionnaire to the respondents in Aligarh city. The survey was carried out during the months of February and March, 2010. The overall analysis of the study reveals that the rickshaw pullers are one of the poorest sections of the society, living in abject poverty but play a pivotal role in intra-city transportation system. Neither is their working environment regulated nor their social security issues are addressed. They are also unaware about the governmental schemes launched for poverty alleviation and their accessibility in basic amenities and infrastructural facilities is also very poor. Keywords: Abject poverty, breadwinners, cycle rickshaw pullers, disadvantageous, intra- city transport, vulnerability 310 European Scientific Journal January edition vol. 8, No.1 ISSN: 1857 – 7881 (Print) e - ISSN 1857- 7431 Introduction: The word rickshaw originates from the Japanese word ‘jinrikisha’, which literally means human-powered vehicle (Encyclopedia Britannica, 1993). -
Competitiveness of Trolleybus in Urban Transport
Transactions on the Built Environment vol 52, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509 Competitiveness of trolleybus in urban transport G. ~sten~o',R. ~ozzo~, M. ~alaverna~ & G. sciutto2 'Sciro S.r. l., Genova, Italy ZDepart?nentof Electrical Engineering, University of Genova, Italy Abstract In the search for alternative transportation modes in urban public transport, this paper suggests a comparison between the competitiveness of trolleybus and diesel bus transport modes. This evaluation is based on the relevant life-cycle costs, highlighting that trolleybus transport has a starting high charge of vehicles and wiring purchase as well as the disadvantage arising, in Italy, from the higher price of electric energy compared with diesel oil. Because of these factors, the trolleybus is less competitive than the diesel bus for the Italian urban centres although more friendly for the environment. In the last part of the paper, a case study shows that energy prices and car purchase have a negative influence on the present competitiveness of the trolleybus. 1 Introduction After the Second World War, advanced technology and oil low price encouraged the employment of the diesel bus instead of the trolleybus, which was penalised by its overhead contact line that could not meet the requirements of the quick traffic growth in urban centres. Most trolleybus networks were dismantled between the 60's and 70's. Today, the urgent need to reduce air and acoustic pollution in urban areas as well as a greater environmental awareness, also backed by governmental policies, bring about a renewed interest for the trolleybus. As to the drive development, trolleybus vehicles followed, during the years, the same evolution achieved in the field of light rail EMUS. -
Planning and Design Guideline for Cycle Infrastructure
Planning and Design Guideline for Cycle Infrastructure Planning and Design Guideline for Cycle Infrastructure Cover Photo: Rajendra Ravi, Institute for Democracy & Sustainability. Acknowledgements This Planning and Design guideline has been produced as part of the Shakti Sustainable Energy Foundation (SSEF) sponsored project on Non-motorised Transport by the Transportation Research and Injury Prevention Programme at the Indian Institute of Technology, Delhi. The project team at TRIPP, IIT Delhi, has worked closely with researchers from Innovative Transport Solutions (iTrans) Pvt. Ltd. and SGArchitects during the course of this project. We are thankful to all our project partners for detailed discussions on planning and design issues involving non-motorised transport: The Manual for Cycling Inclusive Urban Infrastructure Design in the Indian Subcontinent’ (2009) supported by Interface for Cycling Embassy under Bicycle Partnership Program which was funded by Sustainable Urban Mobility in Asia. The second document is Public Transport Accessibility Toolkit (2012) and the third one is the Urban Road Safety Audit (URSA) Toolkit supported by Institute of Urban Transport (IUT) provided the necessary background information for this document. We are thankful to Prof. Madhav Badami, Tom Godefrooij, Prof. Talat Munshi, Rajinder Ravi, Pradeep Sachdeva, Prasanna Desai, Ranjit Gadgil, Parth Shah and Dr. Girish Agrawal for reviewing an earlier version of this document and providing valuable comments. We thank all our colleagues at the Transportation Research and Injury Prevention Programme for cooperation provided during the course of this study. Finally we would like to thank the transport team at Shakti Sustainable Energy Foundation (SSEF) for providing the necessary support required for the completion of this document. -
Electric Trolleybuses for the Lacmta's Bus System
ARIELI ASSOCIATES MANAGEMENT, OPERATIONS AND ENGINEERING CONSULTING Report No. 1302 ELECTRIC TROLLEYBUSES FOR THE LACMTA’S BUS SYSTEM PREPARED FOR THE ADVANCED TRANSIT VEHICLE CONSORTIUM UNDER CONTRACT NO. OP 3320661 - 2 - EXECUTIVE SUMMARY California Air Resources Board (CARB) Adopted Urban Bus Transit Rule for 2010 Emission Standards requires that MTA, starting in 2010, set aside 15% of all bus purchases to acquire Zero Emission Vehicles (ZEVs). Currently, none of the buses in the MTA’s inventory can be classified as ZEV, nor there are any transit buses [defined as propelled by an internal combustion engine (ICE) powered by either diesel or alternate fuels] available on the market that can be classified as ZEV. The California emission standards are well ahead of those for the rest of the United States and the manufacturers will not develop suitable vehicles on their own unless incentivized by large customers such as LACMTA. Failure to meet the 2010 Emission Standards will result in regulatory punitive fines and potentially litigation. It is important to note here that this is not the first time that the subject of incorporating electric trolleybuses into the MTA’s bus system comes before the MTA Board of Directors. In the 1992 30-Year Integrated Transportation Plan, electric trolleybuses were the preferred solution to meet CARB air regulations. The Plan provided for 18 routes, 300 miles of overhead wires and 400 peak electric trolleybuses by 2004 to be increased to 1,100 peak electric trolleybuses by 2010. Eventually, the Board voted to terminate the project. After reviewing the various technologies that might qualify as zero emissions under CARB rule, the report focuses on electric trolleybuses as the technology of choice. -
Tychy Trolleybuses Electromobility Since 1982
Photo Arkadiusz ŁawrywianiecPhoto Tychy Trolleybuses Electromobility Since 1982 Text ARTUR CYWIŃSKI, ZBIGNIEW BRUD Poland is a country, in which trolleybuses are very seldom used in the urban public transport. Now only three cities have a trolleybus traction in the country with anearly forty-million population: Tychy, Gdynia, and Lublin. What is interesting, the history of this means of public transport started in Poland in ... 1930. ill 1999 trolleybuses were running in 12 cit- fuels, resulted in gradual liquidation of this means ies: Dębica (1988-1993), Gdynia (from of urban transport in most of 12 cities, where it was 1943), Legnica (1943-1956), Lublin (from operating. Three centres remained, in which trolley- T 1953), Olsztyn (1939-1971), Poznań buses won the fight for survival. Now, when people (1930-1970), Słupsk (1985-1999), Tychy (from talk louder and louder about the necessity to reduce 1982), Wałbrzych (1944-1973), Warsaw (1946- pollution and the CO2 emission, and also due to the 1973), and Piaseczno (1983-1995) [1]. Unfortu- support under projects co-financed by the European nately, high costs of the traction network operation, Union, they have found their opportunity for fur- do that? do they how the lack of modern vehicles and the lack of ecological ther development. awareness and responsibility for the natural environ- Tychy is an example of a city, where the fate ment confronted with the cheaper and more avail- of the trolleybus network and the ecological public able bus transport, operating based on oil-derivative transport is inseparably related to the latest history 55 Streszczenie Summary Przedstawiony poniżej tekst opisuje historię powstania, rozbudo- Tychy trolleybuses – electric vehicle network since 1982 /2017 wę oraz modernizację sieci trakcyjnej tyskich linii trolejbusowych. -
Performance Analysis of Fixed Route Shared Taxi Services (Jitney) - Case Study of Tehran, Iran
Munich Personal RePEc Archive Performance Analysis of Fixed Route Shared Taxi Services (Jitney) - Case Study of Tehran, Iran Ataeian, Shervin and Mostafavi, Alireza and Nabiloo, Roya Department of Industrial Engineering, Urmia University, West Azarbaijan, Iran, Department of Transportation Planning, Islamic Azad University, Science and Research Branch, Tehran, Iran, School of Civil Engineering, Department of Transportation Planning, Iran University of Science and Technology, Tehran, Iran March 2020 Online at https://mpra.ub.uni-muenchen.de/99871/ MPRA Paper No. 99871, posted 27 Apr 2020 06:21 UTC Computational Research Progress in Applied Science & Engineering ISSN 2423-4591 CRPASE Vol. 06(01), 52-59, March 2020 Performance Analysis of Fixed Route Shared Taxi Services (Jitney) - Case Study of Tehran, Iran Shervin Ataeiana, Alireza Mostafavib, Roya Nabilooc a Department of Industrial Engineering, Urmia University, West Azarbaijan, Iran b Department of Transportation Planning, Islamic Azad University, Science and Research Branch, Tehran, Iran c School of Civil Engineering, Department of Transportation Planning, Iran University of Science and Technology, Tehran, Iran Keywords Abstract Fixed Route Shared Taxi, The fixed route shared taxi, known as Jitney, is one of the common modes in paratransit Jitney, services and covers a significant proportion of daily trips in some developing countries, Paratransit, including Iran. Such system, despite its disadvantages to transportation networks, has always Performance Analysis, been the most feasible solution to overcome the shortcoming in public transit supply. As a Performance Index, result, it has formed users’ travel habits over the decades. Therefore, it is not possible to Decision Criteria. remove or replace Jitney lines with standard services suddenly but gradually. -
Diccionario De Anglicismos Y Otros Extranjerismos
DICCIONARIO DE ANGLICISMOS Y OTROS EXTRANJERISMOS AUTOR DÁMASO SUÁREZ IGLESIAS (REGISTRO DE LA PROPIEDAD INTELECTUAL LO-133/2019) 1 A ABATTOIR. Galicismo por matadero, degolladero. ABERDEEN TERRIER. Anglicismo por terrier escocés (cierto perro). ABOCATERO (AVOCAT). Galicismo por aguacate . ABSENTA (ABSAINTE). Galicismo por ajenjo y absintio . Tiene mucho uso. ABSTRACT. Anglicismo por resumen , sumario , extracto o sinopsis. ACADEMIC FREEDOM. Anglicismo por libertad de cátedra . ACCOUNT. Anglicismo por cuenta. ACCOUNTANT. Anglicismo por contador (persona que lleva la contaduría). ACCOUNTING. Anglicismo por contaduría , teneduría de libros . ACCRUED INTEREST. Anglicismo por intereses acumulados, intereses devengados, intereses de demora . ACE. Anglicismo por tanto de saque , tanto directo de saque, punto directo (en el ámbito del tenis). También significa hoyo en uno (en el ámbito del golf). ACID TEST. Anglicismo por prueba de fuego , piedra de toque y coeficiente de liquidez inmediata . ACTA por LEY. Acta en español designa la relación escrita que recoge los acuerdos y deliberaciones de alguna junta; también se llama así a la relación de la vida de algún mártir. No significa decreto , ley o convenio . Quienes le dan tales sentidos lo hacen por influencia del idioma inglés. ACTA DE GUERRA (WAR ACT). Anglicismo por ley de poderes de guerra . ACTION MAN. Anglicismo por hombre forzudo , hombre musculoso . ACTION PAINTING. Anglicismo por pintura de acción , pintura gestual . ACTIVITY-BASED COSTING. Anglicismo por contaduría por actividades, costos por actividades . ACULOTAR (CULOTTER). Galicismo por ennegrecer (una pipa o boquilla. ADAGIETTO. Vocablo italiano con que se designa cierto movimiento musical que debe interpretarse algo más rápido que el adagio. Su hispanización es adagieto . AD BLOCKER.