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Solent to the Midlands Multimodal Freight Strategy – Phase 1
OFFICIAL SOLENT TO THE MIDLANDS MULTIMODAL FREIGHT STRATEGY – PHASE 1 JUNE 2021 OFFICIAL TABLE OF CONTENTS EXECUTIVE SUMMARY .......................................................................................................................................................................... 4 1. INTRODUCTION TO THE STUDY .......................................................................................................................................................... 9 2. STRATEGIC AND POLICY CONTEXT ................................................................................................................................................... 11 3. THE IMPORTANCE OF THE SOLENT TO THE MIDLANDS ROUTE ........................................................................................................ 28 4. THE ROAD ROUTE ............................................................................................................................................................................. 35 5. THE RAIL ROUTE ............................................................................................................................................................................... 40 6. KEY SECTORS .................................................................................................................................................................................... 50 7. FREIGHT BETWEEN THE SOLENT AND THE MIDLANDS .................................................................................................................... -
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 . -
Bilevel Rail Car - Wikipedia
Bilevel rail car - Wikipedia https://en.wikipedia.org/wiki/Bilevel_rail_car Bilevel rail car The bilevel car (American English) or double-decker train (British English and Canadian English) is a type of rail car that has two levels of passenger accommodation, as opposed to one, increasing passenger capacity (in example cases of up to 57% per car).[1] In some countries such vehicles are commonly referred to as dostos, derived from the German Doppelstockwagen. The use of double-decker carriages, where feasible, can resolve capacity problems on a railway, avoiding other options which have an associated infrastructure cost such as longer trains (which require longer station Double-deck rail car operated by Agence métropolitaine de transport platforms), more trains per hour (which the signalling or safety in Montreal, Quebec, Canada. The requirements may not allow) or adding extra tracks besides the existing Lucien-L'Allier station is in the back line. ground. Bilevel trains are claimed to be more energy efficient,[2] and may have a lower operating cost per passenger.[3] A bilevel car may carry about twice as many as a normal car, without requiring double the weight to pull or material to build. However, a bilevel train may take longer to exchange passengers at each station, since more people will enter and exit from each car. The increased dwell time makes them most popular on long-distance routes which make fewer stops (and may be popular with passengers for offering a better view).[1] Bilevel cars may not be usable in countries or older railway systems with Bombardier double-deck rail cars in low loading gauges. -
Competitive Tendering of Rail Services EUROPEAN CONFERENCE of MINISTERS of TRANSPORT (ECMT)
Competitive EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT Tendering of Rail Competitive tendering Services provides a way to introduce Competitive competition to railways whilst preserving an integrated network of services. It has been used for freight Tendering railways in some countries but is particularly attractive for passenger networks when subsidised services make competition of Rail between trains serving the same routes difficult or impossible to organise. Services Governments promote competition in railways to Competitive Tendering reduce costs, not least to the tax payer, and to improve levels of service to customers. Concessions are also designed to bring much needed private capital into the rail industry. The success of competitive tendering in achieving these outcomes depends critically on the way risks are assigned between the government and private train operators. It also depends on the transparency and durability of the regulatory framework established to protect both the public interest and the interests of concession holders, and on the incentives created by franchise agreements. This report examines experience to date from around the world in competitively tendering rail services. It seeks to draw lessons for effective design of concessions and regulation from both of the successful and less successful cases examined. The work RailServices is based on detailed examinations by leading experts of the experience of passenger rail concessions in the United Kingdom, Australia, Germany, Sweden and the Netherlands. It also -
Accessibility in Rail Facilities
9/7/2017 Accessibility in Rail Facilities Kenneth Shiotani Senior Staff Attorney National Disability Rights Network 820 First Street Suite 740 Washington, DC 20002 (202) 408-9514 x 126 [email protected] September 2017 1 ADA Transportation Provisions Making Transportation Accessible was a major focus of the statutory provisions of the ADA PART B - Actions Applicable to Public Transportation Provided by Public Entities Considered Discriminatory [Subtitle B] SUBPART I - Public Transportation Other Than by Aircraft or Certain Rail Operations [Part I] 42 U.S.C. § 12141 – 12150 Definitions – fixed route and demand responsive, requirements for new, used and remanufactured vehicles, complementary paratransit, requirements in new facilities and alterations of existing facilities and key stations SUBPART II - Public Transportation by Intercity and Commuter Rail [Part II] 42 U.S.C. § 12161- 12165 Detailed requirements for new, used and remanufactured rail cars for commuter and intercity service and requirements for new and altered stations and key stations 2 1 9/7/2017 What Do the DOT ADA Regulations Require? Accessible railcars • Means for wheelchair users to board • Clear path for wheelchair user in railcar • Wheelchair space • Handrails and stanchions that do create barriers for wheelchair users • Public address systems • Between-Car Barriers • Accessible restrooms if restrooms are provided for passengers in commuter cars • Additional mode-specific requirements for thresholds, steps, floor surfaces and lighting 3 What are the different ‘modes’ of passenger rail under the ADA? • Rapid Rail (defined as “Subway-type,” full length, high level boarding) 49 C.F.R. Part 38 Subpart C - NYCTA, Boston T, Chicago “L,” D.C. -
Electric Multiple Unit Procurement Update
Electric Multiple Unit Procurement Update Board of Directors August 7, 2014 Context* * The proposed project is not yet approved – pending environmental clearance. 2 1 Status • April 2014 - JPB update on EMU procurement process • May 2014 - RFI issued • RFI Purpose - Q & A to support stakeholder dialogue - Inform RFP (early 2015) • June 2014* - Industry responses - Meetings with car builders * First industry scan conducted 2008 3 Engagement • 11 car builders contacted • 4 have “Off-the Shelf” models • 3 participated in June meetings • Anticipate 2 – 4 car builders to propose on RFP 4 2 Meetings with Car Builders 5 Maximize Car Capacity • Growing Demand - Ridership today: 55,000+ - Ridership future: 100,000+ • Today - 20+ mile trips - 95%-125% peak weekday capacity - 11% bikes on board • Future - Share train slots with HSR - 6 Caltrain / 4 HSR (per hour per direction) - Caltrain needs to maximize car capacity / service frequency 6 3 Industry Confirmation • Bi-level EMU Maximizes Capacity (vs. single-level) • “Off-the Shelf” Available - Service proven - Saves costs / time • 22” – 24” Floor Threshold (most common) • US Regulation Compliance - ADA - Buy America - FRA Waiver / Alternative Compliant Vehicles Criteria - Will meet Caltrain Technical and Quality Standards 7 Discussion Topics 8 4 Consist Length Current EMU Considerations • Push / Pull diesel • 6-car fixed consists • Conductor ability to walk locomotive (two cabs and four through train between intermediate cars) stations • 5-car consists • 3-car consists • Shorter trains for off-peak -
CALTRAIN ELECTRIFICATION FREQUENTLY ASKED QUESTIONS | July 2017
® CALTRAIN ELECTRIFICATION FREQUENTLY ASKED QUESTIONS | July 2017 Berkeley 24 Walnut Creek Q: What Is Caltrain Modernization (CalMod)? 80 C ONT R A San Francisco C O S T A A: The CalMod Program includes electrification and other SAN Oakland C OUNT Y FRANCISCO 22nd St. projects that will upgrade the performance, efficiency, capacity, COUNTY Alameda BayshoreBayshore safety and reliability of Caltrain’s service. Electrification provides the foundation that future CalMod improvements San South 680 are based on, including full conversion to an electric fleet, San Francisco Leandro San Bruno platform and station improvements, the extension of service to Millbrae 580 Downtown San Francisco, and other projects that allow Caltrain Broadway Hayward 92 Burlingame ALAMEDA to grow and evolve with the Bay Area. San Mateo COUNTY Hayward Park Q: What is Caltrain Electrification? Hillsdale Belmont San Carlos A: Caltrain Electrification is a key component of the CalMod Fremont Redwood City 84 Program. The current project will electrify the Caltrain Atherton 35 Corridor from San Francisco to San Jose, convert diesel- 82 Menlo Park SAN Paloalo Alltto hauled trains to electric trains, and increase service up to six MATEO Stanford COUNTY California Ave. 880 680 Caltrain trains per peak hour per direction. San Antonio Mountain View Sunnyvale When the corridor from the 4th and King Station to the Lawrence 1 Tamien Station is electrified, Caltrain will have a “mixed fleet” 280 Santa Clara LEGEND College Park of approximately 75 percent electric trains and 25 percent Caltrain Electrication San Jose Diridon Corridor SANTA Tamien Caltrain Service CLARA diesel trains. Full conversion of the fleet will occur at a future South of Project Area COUNTY time when funding is identified and the remaining diesel Caltrain Station Blossom Hill trains reach the end of their service life. -
Overseas Deployment of Shinkansen Systems / Taiwan High Speed Rail
Overseas Deployment of Shinkansen Systems / Taiwan High Speed Rail Taipei Taoyuan Nangang Taiwan High Speed Rail( THSR) Banqiao Hsinchu The Taiwan High Speed Rail (THSR) is the first example of the exportation overseas of a Shinkansen system based on the principle of “Crash Avoidance”. After commencing limited operation in January 2007, the THSR Miaoli commenced commercial operation between Taipei and Zuoying in March of the same year. With the THSR stretching from Taipei in the North, Taiwan’s political and economic center, along the West Coast where most of the population resides, to Zuoying in the South, Taiwan’s society, economy, and the lifestyle of its people has dramatically changed. When the THSR first Taichung opened, transport volume was approximately 15 million people per year. This number has grown annually and in 2017 yearly transport volume exceeded 60 million passengers. In December 2015, Miaoli, Changhua and Changhua Yunlin stations were opened, and in July 2016 Nangang Station was Yunlin opened for commercial operation. The THSR continues to evolve as a means of transportation deeply rooted in the lives of the Taiwanese people. Chiayi Tainan Zuoying ■ Distribution of Major Cities on the Line 2,602 2,821 2,766 1,875 Taipei Taichung Tainan Kaohsiung Statistics Yearbook, Ministry of Interior, ROC(2020) Population unit: 1,000’s people km 0 100 200 300 400 ■ Basic Information ■ Passenger Ridership 60,000 Operating segment Nangang-Zuoying 50,000 January 2007 (Banqiao-Zuoying) March 2007 (Taipei-Banqiao) Inauguration December 2015 (Miaoli, Changhua, Yunlin) 40,000 July 2016 (Nangang-Taipei) 30,000 Operating distance 350km Maximum 300km operating speed 20,000 Minimum travel time 1h 45min 10,000 Trains/day 142 trains/day Number of stations 12 (Thousand)0 2007 2008 2009 2010 2011 2012 20 13 2014 2015 2016 2017 ※ Train number is calculated based on the annual number of trains. -