Development Impacts of High-Speed Rail: Megalopolis Formation and Implications for Portugal’S Lisbon-Porto High-Speed Rail Link
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2012 Annual Report Pursuing Our Unlimited Potential Annual Report 2012
For the year ended March 31, 2012 Pursuing Our Unlimited Potential Annual Report 2012 Annual Report 2012 EAST JAPAN RAILWAY COMPANY JR East’s Strengths 1 AN OVERWHELMINGLY SOLID AND ADVANTAGEOUS RAILWAY NETWORK The railway business of the JR East Being based in the Tokyo metro- Group covers the eastern half of politan area is a major source of our Honshu island, which includes the strength. Routes originating in the Tokyo metropolitan area. We provide Kanto area (JR East Tokyo Branch transportation services via our Office, Yokohama Branch Office, Shinkansen network, which connects Hachioji Branch Office, Omiya Tokyo with regional cities in five Branch Office, Takasaki Branch directions, Kanto area network, and Office, Mito Branch Office, and intercity and regional networks. Our Chiba Branch Office) account for JR EAST’S SERVICE AREA networks combine to cover 7,512.6 68% of transportation revenue. kilometers and serve 17 million Japan’s total population may be people daily. We are the largest declining, but the population of the railway company in Japan and one of Tokyo metropolitan area (Tokyo, TOKYO the largest in the world. Kanagawa Prefecture, Saitama Prefecture, and Chiba On a daily basis, about 17million passengers travel a network of 70 train lines stretching 7,512.6 operating kilometers An Overwhelmingly Solid and Advantageous Railway Network Annual Report 2012 SECTION 1 OVERALL GROWTH STRATEGY Prefecture) continues to rise, mean- OPERATING REVENUES OPERATING INCOME ing our railway networks are sup- For the year ended March 31, 2012 For the year ended March 31, 2012 ported by an extremely sturdy Others 7.9% Transportation Others 6.1% Transportation operating foundation. -
Espaços Infraestruturais E Vacância: Traços Diacrónicos Na Formação Do Território Metropolitano De Lisboa
Finisterra, LIII, 108, 2018, pp. 135 -159 ISSN: 0430-5027 doi: 10.18055/Finis12057 Artigo ESPAÇOS INFRAESTRUTURAIS E VACÂNCIA: TRAÇOS DIACRÓNICOS NA FORMAÇÃO DO TERRITÓRIO METROPOLITANO DE LISBOA João Rafael Santos1 RESUMO – A formação do território metropolitano de Lisboa assentou numa com- plexa articulação entre o suporte fisiográfico e hidrográfico e o traçado de diversas redes infraestruturais, nomeadamente rodoviárias e ferroviárias, aterros e espaços portuários, limites e estruturas militares. Dessa articulação resultaram espaços de interface com tecidos urbanos de diversa natureza. A sua reconstituição e interpretação cartográfica permite descodificar as lógicas subjacentes aos processos de territorialização que, frequentemente, coexistem e se sobrepõem, resultantes também de alterações de uso e de racionalidade programática. Numa perspetiva diacrónica, revelam -se os traços da sua transformação: adi- ções, justaposições, mas também persistências, subtrações e demolições. Alguns resultam fragmentados e desagregados, restos de estruturas que se perderam no esteio de mudanças tecnológicas e funcionais, descontinuados no espaço e no tempo. Espaços vacantes na atualidade, constituem áreas de oportunidade para intervenções tópicas, temporárias e imprevistas em lógicas de maior formalidade. Neste sentido, o artigo propõe uma leitura dos processos de infraestruturação do território metropolitano de Lisboa, focando -se no solo portuário e industrial e nas coroas de circulação, demarcação militar e equipamento da capital, articulando -a com o reconhecimento de espaços vacantes na atualidade. A partir desse confronto, propõe -se uma interpretação territorializada das relações entre infraestru- turação e produção de vacâncias segundo uma pauta tipológica e temporal. Palavras -chave: Infraestruturas; espaços vacantes; áreas metropolitanas; Lisboa. ABSTRACT – INFRASTRUCTURAL SPACES AND VACANCY: DIACHRONIC TRACES IN THE SHAPING OF LISBON’S METROPOLITAN TERRITORY. -
Alta Velocidade Ferroviária Em Portugal
Nuno Filipe Ramos Maranhão Alta Velocidade Ferroviária em Portugal Viabilidade económica do transporte de passageiros nos eixos prioritários Dissertação de Mestrado em Economia apresentada à Faculdade de Economia da Universidade de Coimbra para cumprimento dos requisitos necessários à obtenção do grau de Mestre janeiro de 2014 Nuno Filipe Ramos Maranhão Alta Velocidade Ferroviária em Portugal Viabilidade económica do transporte de passageiros nos eixos prioritários Dissertação de Mestrado em Economia, na especialidade de Economia Industrial, apresentada à Faculdade de Economia da Universidade de Coimbra para obtenção do grau de Mestre Orientador: Prof. Doutor Daniel Murta Coimbra, 2014 Agradecimentos Se o trabalho de projeto é, pela sua finalidade académica, um trabalho individual, há contributos de natureza diversa que não podem e nem devem deixar de ser realçados. Por essa razão, expresso os meus agradecimentos: Aos meus pais José e Maria e ao meu irmão César, pelo inestimável apoio e compreensão que preencheram as diversas falhas que fui tendo, e pela paciência revelada ao longo destes anos. Ao Professor Daniel Murta, meu orientador, pela competência científica e acompanhamento do trabalho, cujas críticas, correções e sugestões valorizei muito. Mas, sobretudo, pela relação de amizade e de proximidade, que espero ter sabido corresponder na dimensão que uma pessoa com a profundidade intelectual do Professor merece. Foi um privilégio. À Professora Adelaide Duarte, professora de Seminário de Investigação, porque genuinamente admiro o interesse que deposita na orientação da cadeira e pela agilidade de compreensão que consegue emprestar à multiplicidade de temas que os alunos tratam nos trabalhos de projeto. Um exemplo de nobreza e de entrega à causa da nossa Faculdade. -
Transportations &
Transportations & map - Overview and detail maps - To Hamamatsu station from airport by trains - Transportation in Hamamatsu city Map overview Tokaido Shinkansen (bullet train) NRT HND Venue, Sep. 12 KIX NGO Venue, Sep. 11 and 13 Accommodation Hotel Crown Palais Hamamatsu To Hamamatsu from airport by trains JR (Japan Railway) Lines Limited express “Narita Express” Tokaido Shinkansen Keikyu Line Tokyo Narita airport (NRT), Terminal 1 (bullet train) Super express Tokyo Haneda airport (HND), International terminal Tokyo Narita airport (NRT), Terminal 2 ・3 “Kodama” or “Hikari” 85min Tokyo Tokyo Shinagawa Shinagawa Shinagawa Shin-Yokohama You can use both Tokyo and Shinagawa to change trains but it is easy to do it at Shinagawa because 80 or 110 min Shinagawa is much smaller station than Tokyo. Shizuoka Meitetsu Line Chubu international airport (NGO) Hamamatsu (Nagoya international airport) 30 or 50 min Nagoya Nagoya Limited express “Haruka” 55 or 70 min - There are many different ways. Here I show Kyoto Kyoto only the most simplest way from each airport. Shin-Osaka Shin-Osaka - You can also use google map to find route 55min including train and bus. Kansai international airport (KIX) Tokaido Shinkansen (bullet train) - Shinkansen, a super express bullet train, is the fastest railway in Japan. - There are so many Tokaido Shinkansen trains between Tokyo and Shin-Osaka station, but trains stopping at Hamamatsu station are limited numbers. - There are 3 types of trains in Tokaido Shinkansen as below. You can use “Hirakari” or “Kodama” to Hamamatsu. Train Detail Duration to Hamamatsu(min) name Tokyo Shinagawa Nagoya Shin-Osaka Nozomi It is fastest but DOES NOT stop at NA NA NA NA Hamamatsu. -
Public-Private Partnerships Financed by the European Investment Bank from 1990 to 2020
EUROPEAN PPP EXPERTISE CENTRE Public-private partnerships financed by the European Investment Bank from 1990 to 2020 March 2021 Public-private partnerships financed by the European Investment Bank from 1990 to 2020 March 2021 Terms of Use of this Publication The European PPP Expertise Centre (EPEC) is part of the Advisory Services of the European Investment Bank (EIB). It is an initiative that also involves the European Commission, Member States of the EU, Candidate States and certain other States. For more information about EPEC and its membership, please visit www.eib.org/epec. The findings, analyses, interpretations and conclusions contained in this publication do not necessarily reflect the views or policies of the EIB or any other EPEC member. No EPEC member, including the EIB, accepts any responsibility for the accuracy of the information contained in this publication or any liability for any consequences arising from its use. Reliance on the information provided in this publication is therefore at the sole risk of the user. EPEC authorises the users of this publication to access, download, display, reproduce and print its content subject to the following conditions: (i) when using the content of this document, users should attribute the source of the material and (ii) under no circumstances should there be commercial exploitation of this document or its content. Purpose and Methodology This report is part of EPEC’s work on monitoring developments in the public-private partnership (PPP) market. It is intended to provide an overview of the role played by the EIB in financing PPP projects inside and outside of Europe since 1990. -
Opening Your Horizons
VINCI RAILWAYS – 2018 ATLAS HORIZONS OPENING YOUR ATLAS Contents Editorial 1 The year at a glance 2 Interview with the CEO 4 An integrated operator model 6 Tours- 8 Bordeaux Operating the line 10 A large-scale commitment 16 Ensuring traffic safety 22 Looking to the future 28 34 Lyon Rhônexpress reaches the 10 million passenger milestone 36 Innovating to enhance the passenger experience 42 Mainland 48 France Managing and maintaining railway telecommunications 50 56 Martinique Caraibus, daily transport 58 Editorial VINCI Railways played a major role in French rail transport in 2018, enabling business and leisure passengers alike to travel at high speed between Tours and Bordeaux and reach Lyon’s airport from its city centre in record time and the utmost comfort. VINCI Railways currently operates across France; through the SYNERAIL subsidiary, it manages the GSM-Rail telecommunications system on the high-speed and regional express rail networks, covering a total of 16,000 km of track across the country. VINCI Railways also maintains reserved lane public transport on a daily basis in Martinique. Everywhere, we commit to meticulously and sustainably managing public infrastructure and participating in the development of the regions where we operate. Read on to find out more about our projects. 1 The year at a glance For VINCI Railways, 2018 was a year of consolidation – including that of the South Europe Atlantic High-Speed Line (SEA HSL) between Tours and Bordeaux, whose commercial success enabled us to finalise one of the largest refinancing operations in Europe. The entire 16,000-km GSM-Rail network, managed by SYNERAIL, is operational and, in Martinique, passengers have started using the island’s first bus rapid transit (BRT) system. -
Especificações Técnicas Da Via-Férrea
Especificações Técnicas da Via-Férrea MARIO RUI SANTOS VIANA DIOGO LEITE outubro de 2017 Especificações Técnicas da Via-Férrea MARIO RUI SANTOS VIANA DIOGO LEITE Outubro de 2017 Outubro de 2017 de Outubro Especificações Técnicas da Via-Férrea da Técnicas Especificações MARIO RUI SANTOS VIANA DIOGO LEITE DIOGO VIANA SANTOS RUI MARIO ESPECIFICAÇÕES TÉCNICAS DA VIA-FÉRREA ESPECIFICAÇÕES TÉCNICAS DA VIA-FÉRREA MÁRIO RUI SANTOS VIANA DIOGO LEITE Dissertação submetida para satisfação parcial dos requisitos do grau de MESTRE EM ENGENHARIA CIVIL – RAMO DE INFRAESTRUTURAS Orientador: Maria da Fátima Guimarães Faria Portela Moreira OUTUBRO DE 2017 ESPECIFICAÇÕES TÉCNICAS DA VIA-FÉRREA ÍNDICE GERAL Índice Geral .................................................................................................................................................. iii Resumo .......................................................................................................................................................... v Abstract ....................................................................................................................................................... vii Índice de Texto ............................................................................................................................................. ix Índice de Figuras .......................................................................................................................................... xv Índice de Tabelas ..................................................................................................................................... -
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. -
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. -
Ai2009-1 Aircraft Serious Incident Investigation Report
AI2009-1 AIRCRAFT SERIOUS INCIDENT INVESTIGATION REPORT JAPAN AIRLINES INTERNATIONAL CO., LTD. J A 8 9 0 4 JAPAN AIRLINES INTERNATIONAL CO., LTD. J A 8 0 2 0 January 23, 2009 Japan Transport Safety Board The investigation for this report was conducted by Japan Transport Safety Board, JTSB, about the aircraft serious incident of JAPAN AIRLINES INTERNATIONAL , B747-400D registration JA8904 and JAPAN AIRLINES INTERNATIONAL, MD-90-30 registration JA8020 in accordance with Japan Transport Safety Board Establishment Law and Annex 13 to the Convention on International Civil Aviation for the purpose of determining causes of the aircraft serious incident and contributing to the prevention of accidents/incidents and not for the purpose of blaming responsibility of the serious incident. This English version of this report has been published and translated by JTSB to make its reading easier for English speaking people who are not familiar with Japanese. Although efforts are made to translate as accurately as possible, only the Japanese version is authentic. If there is any difference in the meaning of the texts between the Japanese and English versions, the text in the Japanese version prevails. Norihiro Goto, Chairman, Japan Transport Safety Board AIRCRAFT SERIOUS INCIDENT INVESTIGATION REPORT 1. JAPAN AIRLINES INTERNATIONAL CO., LTD. BOEING 747-400D JA8904 2. JAPAN AIRLINES INTERNATIONAL CO., LTD. DOUGLAS MD-90-30 JA8020 AT ABOUT 10:33 JST FEBRUARY 16, 2008 ON THE RUNWAY 01R OF NEW CHITOSE AIRPORT December 10, 2008 Adopted by the Japan Transport Safety Board (Aircraft Sub-committee) Chairman Norihiro Goto Member Yukio Kusuki Member Shinsuke Endo Member Noboru Toyooka Member Yuki Shuto Member Akiko Matsuo - 1 - 1 PROCESS AND PROGRESS OF AIRCRAFT SERIOUS INCIDENT INVESTIGATION 1.1 Summary of the Serious Incident The event covered by this report falls under the category of “an aborted take-off on an engaged runway” as stipulated in Clause 1, Article 166-4 of the Civil Aeronautics Regulations of Japan, and is classified as an Aircraft Serious Incident. -
NETWORK STATEMENT of the NATIONAL RAIL NETWORK 2017 Timetable Version 12 of 08 September 2017
NETWORK STATEMENT OF THE NATIONAL RAIL NETWORK 2017 Timetable Version 12 of 08 September 2017 VERSION CONTROL The different versions of this document and their publication date are given below: Version 1 of 30 July 2015 (subject to consultation) Version 2 of 24 September 2015 (subject to consultation) Version 3 of 8 December 2015 (first publication) Version 4 of 18 December 2015 (publication with Stations Statement part A) Version 5 of 29 March 2016 (publication notably with modifications to Line Reference Document) Version 6 of 11 July 2016 (post-consultation ad hoc) Version 7 of 9 September 2016 (minimum services rates) Version 8 of 13 September 2016 (subject to consultation) Version 9 of 9 December 2016 (modified version of publication) Version 10 of 22 May 2017 (publication post-opinion of ARAFER – excluding charging and pricing of service facilities and electricity) Version 11 of 26 July 2017 (publication post-opinion of ARAFER – Stations Statement and Line Reference Document) Version 12 of 08 September 2017 (publication post-opinion of ARAFER – freight yards) The amendments are listed in the table in Appendix 1. SIMPLIFIED VERSION CONTROL CHAPTER 1. GENERAL INFORMATION CHAPTER 2. NATIONAL RAIL NETWORK ACCESS CONDITIONS CHAPTER 3. INFRASTRUCTURE CHAPTER 4. CAPACITY ALLOCATION CHAPTER 5. SERVICES CHAPTER 6. CHARGING 2017 Network Statement – Version of 08 September 2017 SNCF RÉSEAU | 2 TABLE OF CONTENTS List of appendices List of abbreviations and definitions CHAPTER 1. GENERAL INFORMATION ................................................................ -
DLA Piper. Details of the Member Entities of DLA Piper Are Available on the Website
EUROPEAN PPP REPORT 2009 ACKNOWLEDGEMENTS This Report has been published with particular thanks to: The EPEC Executive and in particular, Livia Dumitrescu, Goetz von Thadden, Mathieu Nemoz and Laura Potten. Those EPEC Members and EIB staff who commented on the country reports. Each of the contributors of a ‘View from a Country’. Line Markert and Mikkel Fritsch from Horten for assistance with the report on Denmark. Andrei Aganimov from Borenius & Kemppinen for assistance with the report on Finland. Maura Capoulas Santos and Alberto Galhardo Simões from Miranda Correia Amendoeira & Associados for assistance with the report on Portugal. Gustaf Reuterskiöld and Malin Cope from DLA Nordic for assistance with the report on Sweden. Infra-News for assistance generally and in particular with the project lists. All those members of DLA Piper who assisted with the preparation of the country reports and finally, Rosemary Bointon, Editor of the Report. Production of Report and Copyright This European PPP Report 2009 ( “Report”) has been produced and edited by DLA Piper*. DLA Piper acknowledges the contribution of the European PPP Expertise Centre (EPEC)** in the preparation of the Report. DLA Piper retains editorial responsibility for the Report. In contributing to the Report neither the European Investment Bank, EPEC, EPEC’s Members, nor any Contributor*** indicates or implies agreement with, or endorsement of, any part of the Report. This document is the copyright of DLA Piper and the Contributors. This document is confidential and personal to you. It is provided to you on the understanding that it is not to be re-used in any way, duplicated or distributed without the written consent of DLA Piper or the relevant Contributor.