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The California High Speed Rail Proposal: a Due Diligence Report
September 2008 THE CALIFORNIA HIGH SPEED RAIL PROPO S AL : A DUE DILIGENCE REPOR T By Wendell Cox and Joseph Vranich Project Director: Adrian T. Moore, Ph.D. POLICY STUDY 370 Reason Citizens Against Howard Jarvis Taxpayers Foundation Government Waste Foundation reason.org cagw.org hjta.org/hjtf Reason Foundation’s mission is to advance Citizens Against Government Waste Howard Jarvis Taxpayers Foundation a free society by developing, applying and (CAGW) is a private, nonprofit, nonparti- (HJTF) is devoted to promoting economic promoting libertarian principles, including education, the study of tax policy and san organization dedicated to educating the individual liberty, free markets and the rule defending the interests of taxpayers in the American public about waste, mismanage- of law. We use journalism and public policy courts. research to influence the frameworks and ment, and inefficiency in the federal govern- The Foundation funds and directs stud- actions of policymakers, journalists and ment. ies on tax and economic issues and works opinion leaders. CAGW was founded in 1984 by J. Peter to provide constructive alternatives to the Reason Foundation’s nonpartisan public Grace and nationally-syndicated columnist tax-and-spend proposals from our state policy research promotes choice, competi- Jack Anderson to build support for imple- legislators. tion and a dynamic market economy as the HJTF also advances the interests of mentation of the Grace Commission recom- foundation for human dignity and progress. taxpayers in the courtroom. In appro- mendations and other waste-cutting propos- Reason produces rigorous, peer-reviewed priate cases, HJTF provides legal repre- research and directly engages the policy als. -
Railway Station Liège-Guillemins
Reference report Railway station Liège-Guillemins A shining example of a European transport hub in the Wallonia region Designing clean entrances Liège-Guillemins: Liège‘s high-speed railway station The most important railway station in the Belgian city of Liège and in Fresh momentum for the city the Wallonia region as a whole, Liège-Guillemins was erected in Sep- This image of communication and transparency stands in sharp con- tember 2009 on the basis of designs by Santiago Calatrava. It is a stop- trast to the structure that preceded it. The old railway station, a 1958 ping point for Thalys and Intercity-Express trains, making the station a building that had fallen into disrepair, attempted to exert a sense of hub within the European high-speed network that runs between Lon- control over the growing numbers of railway services it saw – but the don, Paris, Brussels, Amsterdam and Cologne/Frankfurt: the distance glass and steel work of art that replaces it exudes light and radiance between Cologne and Liège can now be covered in just under an hour. and has given fresh momentum to Belgium‘s third-largest city. Oth- A good 500 trains per day are accommodated by this through station, er projects involving the station are being planned and the recently whose monumental canopy transforms it into a real landmark. opened Médiacité shopping and media centre, designed by Ron Arad, has created another new highlight. The futuristic station complex has Guiding principles: Communication and transparency a pivotal role to play in all these developments. The steel and glass roof – at once powerful and delicate – hangs above the platform like a colossal wave and flows into the oscillating roof Daylight on every level that reaches up to 50 metres over the 33,000-square metre main hall. -
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 . -
TECHNICAL REPORT DOCUMENTATION PAGE Formats
STATE OF CALIFORNIA • DEPARTMENT OF TRANSPORTATION ADA Notice For individuals with sensory disabilities, this document is available in alternate TECHNICAL REPORT DOCUMENTATION PAGE formats. For alternate format information, contact the Forms Management Unit TR0003 (REV 10/98) at (916) 445-1233, TTY 711, or write to Records and Forms Management, 1120 N Street, MS-89, Sacramento, CA 95814. 1. REPORT NUMBER 2. GOVERNMENT ASSOCIATION NUMBER 3. RECIPIENT'S CATALOG NUMBER CA-17-2969 4. TITLE AND SUBTITLE 5. REPORT DATE A Comparative Analysis of High Speed Rail Station Development into Destination and/or Multi-use Facilities: The Case of San Jose Diridon February 2017 6. PERFORMING ORGANIZATION CODE 7. AUTHOR 8. PERFORMING ORGANIZATION REPORT NO. Anastasia Loukaitou-Sideris Ph.D. / Deike Peters, Ph.D. MTI Report 12-75 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NUMBER Mineta Transportation Institute College of Business 3762 San José State University 11. CONTRACT OR GRANT NUMBER San José, CA 95192-0219 65A0499 12. SPONSORING AGENCY AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED California Department of Transportation Final Report Division of Research, Innovation and Systems Information MS-42, PO Box 942873 14. SPONSORING AGENCY CODE Sacramento, CA 94273-0001 15. SUPPLEMENTARY NOTES 16. ABSTRACT As a burgeoning literature on high-speed rail development indicates, good station-area planning is a very important prerequisite for the eventual successful operation of a high-speed rail station; it can also trigger opportunities for economic development in the station area and the station-city. At the same time, “on the ground” experiences from international examples of high-speed rail stations can provide valuable lessons for the California high-speed rail system in general, and the San Jose Diridon station in particular. -
Une Interconnexion Des TGV Indispensable Pour Faire Face À La Saturation De La Ligne Actuelle
Depuis plus de 12 ans, le CESER Poitou-Charentes demande et soutient la réalisation indispensable de l'interconnexion de la LGV Atlantique au réseau ferré européen à grande vitesse. Membre de l'association "Interconnexion Sud TGV en Ile-de-France" (120 adhérents dont 12 régions), le CESER Poitou-Charentes se prononce aujourd'hui, dans le cadre de la consultation organisée par la CPDP (Commission particulière du débat public), en faveur d'un projet de ligne nouvelle dédiée aux LGV. Une interconnexion des TGV indispensable pour faire face à la saturation de la ligne actuelle L'interconnexion des LGV au Sud de l'Ile-de-France se fait Malgré la modernisation en cours du réseau sur la ligne actuellement sur la ligne entre Massy et Valenton. C'est le actuelle entre Massy et Valenton, l'augmentation du trafic seul axe de liaison reliant le TGV Atlantique vers Paris et les prévue à l'horizon 2020 ne pourra être absorbée par ce seul autres pays européens. tronçon, sans compter les projets de LGV après 2020. Sur cette ligne, qui compte deux tronçons à voie unique à A ces perspectives s'ajoutent les déplacements de province à Massy et Orly, cohabitent TGV, RER et trains de fret (200 province en augmentation de 8 % par an, contre 4 % pour les trains circulent quotidiennement). déplacements de Province à Paris. Les vitesses moyennes des TGV n'excèdent pas 40 km/h et les retards moyens sont de 14 à 30 minutes. Les prévisions de trafic sur les TGV province/province sont estimées à 6 millions de voyageurs en 2020 contre Au-delà de la saturation du trafic de banlieue, ce tronçon 3,5 millions aujourd'hui, quasiment un doublement d'ici est un véritable goulet d'étranglement pour les voyageurs 2020. -
A Seamless Customer Experience with Engage Digital Discover How SNCF Reached
A Seamless Customer Experience with Engage Digital Discover how SNCF reached: ● 30% increase in digital interactions ● 28% productivity gains ABOUT SNCF More than 3 million YEAR FOUNDED: 1937 daily passengers EMPLOYEES : 250,000 employees SNCF group offers a complete range of HEADQUARTERS : Paris, France mobility solutions through its 6 core WEBSITE: sncf.com businesses and achieves €33.3 Billion in turnover, of which 33% is generated abroad. 3 SNCF’s main objective for customer For its customer service, the main Answering to care is to be present where travelers objectives for SNCF are reliability, are to answer their questions: at the personalisation and rapidity of travelers train station, by phone, on the answers to passengers. website, within the mobile at all times application and on digital channels they already use to communicate with their peers. “Passengers want to use digital channels to contact SNCF in a quick and easy way.” - Michaël Fleurbaey - Head of Social Media of SNCF Group 4 CHALLENGES AND SOLUTION With over 5,000 mentions per day on digital channels, SNCF is Thousands of the most publicised company in France. daily interactions The challenge is to deal with this large volume of interactions and to prioritise the most urgent requests. Another need for SNCF is to capture all conversations related to the group, including those that do not directly mention company accounts. 6 “We received 30% of additional contacts through messaging and social media this year.” - Anne-Virginie Morel - Head of Customer Service Remote Centre of SNCF Group More than 50% of train ticket purchases are now made online. -
3.1 Les Objectifs Du Projet D'interconnexion Sud 3.2 Un Territoire Mieux Desservi 3.3 Les Couloirs De Passage Proposés
Quel projet pour l’InterconnexIon Sud deS lGV en Île-de-France ? le projet d’Interconnexion Sud doit poursuivre le réseau de contournement de paris en Île-de-France en complétant l’Interconnexion est. Il vise à créer le maillon manquant du réseau des lignes à grande vitesse (LGV), en réalisant une infrastructure dédiée aux TGV, reliant la LGV Atlantique et la LGV Sud-Est, pour rejoindre la LGV Nord et la LGV Est européenne. Cette ligne nouvelle permettra également de répondre 3.1 les objectifs du projet d’Interconnexion Sud sur le long terme aux besoins de développement d’un trafic en forte croissance et de mieux desservir l’Île-de-France, via une ou plusieurs gares 3.2 un territoire mieux desservi nouvelles, dont celle d’Orly. Elles constitueront autant de portes d’entrée vers l’ensemble des destinations offertes par les TGV intersecteurs. 3.3 les couloirs de passage proposés L’itinéraire de la nouvelle infrastructure dépendra dans une large mesure du choix des gares à desservir. L’insertion de la ligne est envisagée 3. soit en tunnel, soit en jumelage le long de la ligne existante. 52 Quel projet pour l’interconnexion sud des lgv en île-de-france Quel projet pour l’InterconnexIon Sud deS lGV en Île-de-France ? le projet d’Interconnexion Sud doit poursuivre le réseau de contournement de paris en Île-de-France en complétant l’Interconnexion est. Il vise à créer le maillon manquant du réseau des lignes à grande vitesse (LGV), en réalisant une infrastructure dédiée aux TGV, reliant la LGV Atlantique et la LGV Sud-Est, pour rejoindre la LGV Nord et la LGV Est européenne. -
Green Bonds Reporting 2017 Contents
GREEN BONDS REPORTING 2017 CONTENTS 01/ PRESENTATION 02/ ECOLOGICAL 04/ ALLOCATION 05/ REPORTING OF SNCF RÉSEAU TRANSITION AND RAILWAY OF BORROWED FUNDS AND METHODOLOGY INFRASTRUCTURE OF THE GREEN BONDS P. 04_SNCF RÉSEAU P. 18_STRUCTURE PROGRAMME INDICATORS AND THE FRENCH RAILWAY P. 08_THE “CLIMATE” OF THE SNCF RÉSEAU NETWORK BENEFITS OF RAIL IN THE FIGHT GREEN BONDS PROGRAMME P. 28_MAP OF THE GREEN BOND AGAINST CLIMATE CHANGE 2017 SITES P. 05_A CREDIT RISK _PREPARATION EQUIVALENT TO THAT P. 10_THE SNCF RÉSEAU OF THE SNCF RÉSEAU P. 29_GENERAL INDICATORS OF THE FRENCH STATE CARBON APPROACH GREEN BONDS PROGRAMME TABLE P. 11_SNCF RÉSEAU P. 19_ELIGIBLE PROJECT P. 30_DETAILED REPORT EXTRA-FINANCIAL RATINGS CATEGORIES PER CATEGORY P. 20_TABLE P. 32_CATEGORY 1. INVESTMENTS OF ALLOCATIONS IN MAINTENANCE, MODERNISATION 03/ SNCF RÉSEAU’S AND ENERGY EFFICIENCY PROJECTS “GREEN BONDS FUNDING” P. 22__DESCRIPTION CONCERNING THE RAIL SYSTEM OF THE FUND P. 14_A “CLIMATE MANAGEMENT POLICY P. 33_CATEGORY 2. INVESTMENTS BONDS INITIATIVE” RELATED TO NEW RAIL LINES CERTIFIED ISSUE P. 24_AUDITORS ASSURANCE AND RAIL LINE EXTENSIONS REPORT P. 15_CHARACTERISTICS OF THE 2017 OPERATION 06/ ONE STEP FURTHER _TYPOLOGY AND GEOGRAPHICAL DISTRIBUTION OF INVESTORS Photo: © SNCF Réseau /CAPA Pictures/Jean-Christophe Verhaegen. Design and execution: 04 SNCF RÉSEAU GREEN BONDS REPORT 2017 05 TURNOVER PER BUSINESS A CREDIT RISK LINE IN 2017 EQUIVALENT TO THAT OF THE FRENCH STATE Freight Intercity 2% trains 11% TER 01 38% As of 31 december 2017, as a 100% State-owned public entity, SNCF Réseau benefits from the strong support of the French 6.5 State based on its legal status (EPIC). BILLION EUROS As an EPIC, SNCF Réseau: INTRODUCTION Transilien 13% – is not subject to private-sector bankruptcy law; – may only be dissolved by an amending law transferring TO SNCF RÉSEAU its rights and obligations High-speed trains to another public entity. -
Launch of the Calais to Turin Orbassano Rail Motorway: Good News for the Environment
PRESS RELEASE LAUNCH OF THE CALAIS TO TURIN ORBASSANO RAIL MOTORWAY: GOOD NEWS FOR THE ENVIRONMENT CALAIS, 6 NOVEMBER 2018 On 6 November 2018, officials inaugurated the new rail motorway linking the Port of Calais in northern France with Orbassano in the suburbs of Turin (Italy). Ultimately the link will transfer 31,000 lorries off the roads and on to rail. Present at the ceremony were Élisabeth Borne, the French Minister reporting to the Ministre d’Etat, Minister for the Ecological and Solidarity-Based Transition, with responsibility for Transport; Natacha Bouchart, mayor of Calais; Jean-Marc Puissesseau, Chairman and CEO of Port Boulogne Calais; Guillaume Pepy, Chairman of the Executive Board, SNCF; and Thierry Le Guillaux, Chairman of VIIA, operator of SNCF Group rail motorways. The line is operated from existing terminals at the Port of Calais and Orbassano, making use of rail companies Fret SNCF on the French side and Mercitalia (the Italian state rail company Ferrovie dello Stato Italiane), on the Italian side. It will connect to ferry services at Calais and the United Kingdom, allowing semi-trailers to be transported unaccompanied across France to Italy. MORE THAN 30,000 LORRIES TRANSFERRED TO RAIL The new service will provide three weekly round trips connecting Calais to Orbassano, a distance of 1,150 km, in 18 hours. When fully operational, the new rail motorway will run two round trips a day. Thierry Le Guilloux, Chairman of VIIA said: “This new rail motorway line between Calais and Turin Orbassano is an addition to our existing Spain service. It results from work conducted by teams at VIIA as well as the Port of Calais and Fret SNCF—and it is excellent news for the development of unaccompanied semi-trailer transport in Europe.” The service, open to all types of trailers, could save some 1.2 tonnes of CO2 per trailer per trip, for a total saving of 37,200 tonnes of CO2 full year. -
Proposed Candidates to the Board of Directors
Proposed candidates to the Board You will find hereafter, a brief presentation of candidates to the new Board of Directors. Mr Bernard Bigot Born on 24 January 1950 in Blois (France), Bernard Bigot is a graduate of the École Normale Supérieure de Saint-Cloud, with a higher teaching qualification in the physical sciences and a PhD in chemistry. He was Professor of exceptional class of the Ecole normale supérieure de Lyon from 1981 to 2012 and Director of the Institut de recherches sur la catalyse du CNRS in Villeurbanne from 1998 to 2002. After holding the posts of Assistant Director of Studies and Director of a laboratory at the École Normale Supérieure de Lyon from 1986 to 1993, he was Head of Science and Technology then Director of Research and Technology at the Ministry of National Education, Higher Education and Research from 1993 to 1997. He was then appointed Assistant Director of Research, from 1998 to 2000, then Director of the Ecole normale supérieure de Lyon from 2000 to 2003. From 2002 to 2003, he was Office Director to the Minister for Research and New Technologies, and Assistant Office Director to the Minister for Youth Affairs, National Education and Research. In 2003, he became High Commissioner for Atomic Energy, before being appointed Director-General and Chairman of the Board of Directors of the French Atomic Energy Commission (CEA) in 2009. Bernard Bigot is Commander of the Legion of Honour and Officer of the national Order of merit as well as Commander of the Swedish Royal Order of the Polar Star. -
SA2021- Revue Des Axes Macro
REVUE D’AXES MACRO SA2021 SECTEUR ATLANTIQUE 21 novembre 2018 Présentation mise à jour suite aux remarques émises en séance SA2021 - REVUE D'AXE MACRO - SECTEUR ATLANTIQUE - 21/11/2018 DIFFUSION LIMITÉE – Slide mise à jour Ordre de passage des Portions d’Axe 2 HEURES DE NOM DE LA PORTION D’AXE PASSAGE IDF + MANTES – VILLENEUVE (ligne 985 : Mantes – Villeneuve) 9h00 – 9h15 IDF, CL, MP + IDF PARIS RIVE GAUCHE 9h15 – 9h45 IDF,CL,BPL + PARIS – MONTAUBAN 9h45 – 10h15 CL + ORLEANS – TOURS 10h15 – 10h30 CL, BFC + SPDC – VIERZON – SAINCAIZE 10h30– 10h45 IDF,CL, APC,BPL + LGV ATLANTIQUE 10h45 – 11h00 CL,APC + TOURS – BORDEAUX 11h00 – 11h15 APC + BORDEAUX – HENDAYE 11h15 – 11h30 APC, MP + BORDEAUX – TOULOUSE – NARBONNE 11h30 – 11h45 APC,MP + TOULOUSE – TARBES – BAYONNE – DAX 11h45 – 12h00 APC + POITIERS – LA ROCHELLE – NIORT – BORDEAUX 12h00 – 12h15 BPL,CL + BRETAGNE PAYS DE LOIRE 12h15 – 13h00 SA2021 - REVUE D'AXE MACRO - SECTEUR ATLANTIQUE - 21/11/2018 DIFFUSION2 LIMITÉE – 3 OBJECTIF DE LA CONCERTATION Présenter et recueillir les avis des EF et CA sur : + Les impacts des chantiers FIC. + Les premières versions des macro-ordonnancements des principaux chantiers du SA2021. Les macro-ordonnancements présentés en revue d’axes V0 n’intègrent pas l’ensemble des travaux du SA2021 mais uniquement les chantiers FIC et certains chantiers non FIC mais néanmoins impactants. Les ordonnancements V1 de l’ensemble des chantiers du SA2021 seront présentés lors de la revue d’axes V1 du 17 avril 2019. + Les premières courbes de cumuls des pertes de temps par axe et/ou segment LTV. Les courbes de cumuls de pertes de temps sont présentées en annexe sur la base des documents de travail DGOP. -
Financial Report
2O14 FINANCIAL REPORT SNCF.COM O1 — ANNUAL MANAGEMENT REPORT PAGE 04 O2 — SNCF MOBILITÉS GROUP CONSOLIDATED FINANCIAL STATEMENTS PAGE 32 O3 — REPORT ON THE SNCF MOBILITÉS GROUP’S CORPORATE GOVERNANCE AND INTERNAL CONTROL PAGE 126 02 — SNCF MOBILITÉS FINANCIAL REPORT 2014 MANAGEMENT S TATEMENT FOR FINANCIAL REPORT LA PLAINE SAINT-DENIS, 12 FEBRUARY 2015 We attest that, to the best of our knowledge, the consolidated financial statements have been prepared in accordance with the applicable accounting principles and give a true and fair view of the assets and liabilities and the financial position of the Group as of 31 December 2014 and of the results of its operations for the year then ended, and that the accompanying management report fairly presents the changes in operations, results and financial position of the Group and a description of its main risks and uncertainties. GUILLAUME PEPY MATHIAS EMMERICH THE CHAIRMAN EXECUTIVE VICE-PRESIDENT, PERFORMANCE SNCF MOBILITÉS FINANCIAL REPORT 2014 — 03 O1 — ANNUAL MANAGEMENT REPORT IFRS – In € millions 04 — SNCF MOBILITÉS FINANCIAL REPORT 2014 SNCF MOBILITÉS GROUP IN 2014 GROUP RESULTS AND FINANCIAL POSITION CORPORATE GOVERNANCE 1. Major events of the year 06 1. General observations on group results 08 1. Board of Directors 30 2. Key figures 07 2. Activity and results by division 11 2. Management team 30 3. Subsequent events 07 3. Net investments and net debt 17 4. Consolidated statement of financial position and ratios 18 5. Financial relations with the French State, RFF (SNCF Réseau as at 1 January 2015) and local authorities 19 6. Employee matters 20 7.