Lrt's Role in Reshaping a Nation
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Project the Latest Alternative Train Tech
SEE INSIDE FOR: A national traction climate strategy n Designing a ‘green’ project n The latest alternative train tech: batteries & hydrogen n The case for more wires Decarbonisation Special 76 Decarbonisation SMART TRANSPORT CONFERENCE 2019 Special CONTENTS Full steam ahead BCRRE introduces its 40soon-to-be-launched Centre of Excellence in Decarbonisation. Ready to charge VIVARAIL explains how its 42latest innovations will revolutionise rail traction. Bright spark Why HITACHI thinks that 44battery power is the answer to powering zero emissions trains ‘off the wires’. Industry taskforce How the recommendations of 46the Decarbonisation Taskforce final report are now being implemented. The market leader ALSTOM seeks to expand the 52reach of the world’s only DATE: 17 MARCH 2020 in-service hydrogen-powered trains. PHIL METCALFE. Mean, green machine VENUE: ETC VENUES, How SIEMENS MOBILITY is 54perfectly in step with the UK’s COUNTY HALL, LONDON ambition to phase out diesel trains. Smart money Welcome SYSTRA tells RAIL how cutting Find out about local and national a project’s carbon footprint n June 12 2019, in one of her final to achieve this vision. 56 does not always mean increasing the cost. government transport challenges acts as Prime Minister, Theresa Meanwhile, Network Rail’s Head of ADVANCED • May announced that the UK will Strategic Planning Helen McAllister provides Listen to multi-modal solutions Oend its net contribution to global an update on the Traction Decarbonisation RATE NOW greenhouse gas emissions by 2050. Network Strategy (TDNS), which is being Current beliefs AVAILABLE • By amending the Climate Change Act 2008 developed to inform government decisions on Why electrification remains Network with senior public and to incorporate this target, it made the UK the providing support for further electrification, 58the future of UK railways, first G7 country to legally implement a net alongside the deployment of alternative according to FURRER + FREY. -
Railways of the MENA Region, Tools of National and Foreign Policy
DHEEI – Mediterranean Studies Railways of the MENA Region, tools of national and foreign policy Master’s Thesis submitted by GALLOY Théophile Academic year: 2018-2019 Thesis Supervisor: Dr. Silvia Colombo Acknowledgements I wish to express my appreciation to my family, my co-students and CIFE for their valuable support throughout this year. I am also very grateful for the advice given by my fantastic supervisor Dr. Silvia Colombo, who has kindly dedicated some time to read, correct and advise me on my work, whilst allowing me to remain creative in my approach and research. I would also like to extend my thanks to my previous manager, Mr. Stephane Downes, and my previous employer, Mr. Stephane Rambaud-Measson, for opening me the doors of the railway industry and for passing on to me their knowledge and passion for this fascinating sector. I would also like to thank Dr. Ayadi Soufiane, the surgeon who successfully removed my infected appendix in Tunis, which allowed me to continue my work unimpeded. 2 Acknowledgements_____________________________________________________2 Table of Contents_______________________________________________________3 Introduction___________________________________________________________4 Part I: Understanding the political benefits of railway infrastructures______________6 1) The economic and social benefits of rail_____________________________6 2) Rail as a nation building infrastructure, a tool of power________________12 3) Rail as a region building infrastructure, a tool of integration____________19 Part II: -
Alstom to Deliver 66 Additional Citadis Trams to Casablanca in Morocco Casa Transports Has Chosen Alstom to Provide Tramways for Casablanca Lines 3&4
PRESS RELEASE Alstom to deliver 66 additional Citadis trams to Casablanca in Morocco Casa Transports has chosen Alstom to provide tramways for Casablanca lines 3&4 5 November 2020 – Alstom has been awarded a contract by Casa Transports, the company in charge of Casablanca’s public transport, to provide 66 Citadis trams X05 and an option for 22 additional trams for lines 3 & 4 expected to open by end of 2023. The contract is worth €130 million*. The number of passengers using the Casablanca tramway lines 1 and 2, in service since December 2012 and January 2019, has increased with now more than 220,000 passengers per day in the network. In order to address the growing mobility demand, Casa Transports has been missioned by public authorities to extend around 26 km of tramway lines and purchase new rolling © Alstom / Design & Styling stock. Alstom has previously supplied 124 Citadis x02, the power supply and the signaling equipment for line 1 & 2. “We are pleased to pursue our contribution to the development and KEY FIGURES modernization of the Moroccan urban network thanks to our proven mobility solutions that benefit from the very latest technological innovations. We are very proud with this new order and of Casa Transports’ trust and confidence in 32 meters long Alstom’s Citadis solution. With a total fleet of at least 256 Citadis to be operated + 12% of window surfaces in Morocco, more people in Casablanca will be able to commute comfortably” said Nourddine Rhalmi, President of Alstom in Morocco. of LED lights 100% 70 km/h The new Citadis trams for Casablanca will operate in double units of 64 meters, which will carry up to 630 passengers each. -
Register Your Interest and Keep Abreast with the Information
REGISTER NOW at uitp-mena.com 2 Under the Honorary Patronage of His Highness Sheikh Hamdan Bin Mohammed Bin Rashid Al-Maktoum Dubai Crown Prince and Chairman of The Dubai Executive Council 3 Urban Mobility: Think Big Act Smart How to enhance mobility while reducing congestion, accidents and pollution is a common challenge to all major cities in the world. While the world population is expected to grow to 8.3 billion by 2030, public transport will remain the backbone of multi-modal mobility services in the future. The future market will have options within multi-modal mobility. As per UITP’s Grow with Public Transport Strategy, almost 60% of the world’s population will be living in urban areas by 2025. This implies that people will want and need to make more journeys. Urban Mobility: Think Big Act Smart is the slogan of 2016 MENA Transport Congress & exhibition. This slogan is selected to ensure that we liberate the cities of the future from the environmental, economic and social consequences of traffic congestion. The congress program will attract governments, city authorities and transport professionals from different part of the world in order to share knowledge and experience. MENA Transport Congress & Exhibition & National Association of Public Transport has joint ventured to stage school transport conference together, thus enhancing the program. The public transport authorities of the region are also keen and investing in school transport operation projects like Roads and Transports Authority (RTA) who has recently established a school transport department and ventured into school transport operation aiming at providing safe and smooth transport for all students of different ages. -
Directory of Resources
SETTLE – CARLISLE RAILWAY DIRECTORY OF RESOURCES A listing of printed, audio-visual and other resources including museums, public exhibitions and heritage sites * * * Compiled by Nigel Mussett 2016 Petteril Bridge Junction CARLISLE SCOTBY River Eden CUMWHINTON COTEHILL Cotehill viaduct Dry Beck viaduct ARMATHWAITE Armathwaite viaduct Armathwaite tunnel Baron Wood tunnels 1 (south) & 2 (north) LAZONBY & KIRKOSWALD Lazonby tunnel Eden Lacy viaduct LITTLE SALKELD Little Salkeld viaduct + Cross Fell 2930 ft LANGWATHBY Waste Bank Culgaith tunnel CULGAITH Crowdundle viaduct NEWBIGGIN LONG MARTON Long Marton viaduct APPLEBY Ormside viaduct ORMSIDE Helm tunnel Griseburn viaduct Crosby Garrett viaduct CROSBY GARRETT Crosby Garrett tunnel Smardale viaduct KIRKBY STEPHEN Birkett tunnel Wild Boar Fell 2323 ft + Ais Gill viaduct Shotlock Hill tunnel Lunds viaduct Moorcock tunnel Dandry Mire viaduct Mossdale Head tunnel GARSDALE Appersett Gill viaduct Mossdale Gill viaduct HAWES Rise Hill tunnel DENT Arten Gill viaduct Blea Moor tunnel Dent Head viaduct Whernside 2415 ft + Ribblehead viaduct RIBBLEHEAD + Penyghent 2277 ft Ingleborough 2372 ft + HORTON IN RIBBLESDALE Little viaduct Ribble Bridge Sheriff Brow viaduct Taitlands tunnel Settle viaduct Marshfield viaduct SETTLE Settle Junction River Ribble © NJM 2016 Route map of the Settle—Carlisle Railway and the Hawes Branch GRADIENT PROFILE Gargrave to Carlisle After The Cumbrian Railways Association ’The Midland’s Settle & Carlisle Distance Diagrams’ 1992. CONTENTS Route map of the Settle-Carlisle Railway Gradient profile Introduction A. Primary Sources B. Books, pamphlets and leaflets C. Periodicals and articles D. Research Studies E. Maps F. Pictorial images: photographs, postcards, greetings cards, paintings and posters G. Audio-recordings: records, tapes and CDs H. Audio-visual recordings: films, videos and DVDs I. -
Brussels Metro to Grow As Pre-Metro Shrinks
BRUSSELS METRO TO GROW … AS PRE-METRO SHRINKS by Geoffrey Skelsey The recent announcement that preliminary work was to start on the extension of Brussels Metro line 3, and the conversion to Metro operation of the existing tram-worked pre-metro line, makes it timely to review the story of the line, and of the pre-metro concept. This will be the latest development in a conversion programme which began in 1976 on line 1, followed in 1988 on line 2. THE BIRTH OF THE ‘PRE-METRO’. The pre-metro is often thought to have originated in Belgium and (West) Germany, but it is a sad reflection on a lack of impetus in British transport projects that amongst the earliest formulations of a system of tram subways linking segregated suburban feeder lines occurred in Leeds and Glasgow around the end of the Second World War. The Leeds transport manager, W. Vane Morland, after pre- war study tours in Sweden and Boston, drew up proposals in 1944 for intersecting tunnels below the city centre leading to a network of high-quality suburban tramways (or ‘light rail lines’ as they would now be called). The city went some way towards achieving the second part of the project, with ‘express’ tramways extending east and south of the city, and other planned, some of which were completed as late as 1949. Exploratory work was undertaken by the City Engineer, including trial borings for tunnels extending east-west and north-south, with a two-level interchange station below City Square. In 1948 Eric Fitzpayne, Glasgow’s enterprising transport manager, produced similar plans, with the important addition of proposals to reuse underexploited local railways with tram-type vehicles. -
DEFENDING OUR LINES - Safeguarding Railways for Reopening
DEFENDING OUR LINES - safeguarding railways for reopening A report by Smart Growth UK April 2020 http://www.smartgrowthuk.org 1 Contents __________________________________________________________________________________ Foreword by Paul Tetlaw 4 Executive summary 6 1. Introduction 8 2. Rail closures 9 3. Reopening and reinstatement 12 4. Obstacles to reinstatement of closed lines 16 5. Safeguarding alignments 19 6. Reopening and the planning system 21 7. Reopening of freight-only or mothballed lines 24 8. Reinstatement of demolished lines 29 9. New railways 38 10. Conclusions 39 Appendix 1 41 2 Smart Growth UK __________________________________________________________________________ Smart Growth UK is an informal coalition of organisations and individuals who want to promote the Smart Growth approach to planning, transportation and communities. Smart Growth is an international movement dedicated to more sustainable approaches to these issues. In the UK it is based around a set of principles agreed by the organisations that support the Smart Growth UK coalition in 2013:- Urban areas work best when they are compact, with densities appropriate to local circumstances but generally significantly higher than low-density suburbia and avoiding high-rise. In addition to higher density, layouts are needed that prioritize walking, cycling and public transport so that they become the norm. We need to reduce our dependence on private motor vehicles by improving public transport, rail-based where possible, and concentrating development in urban areas. We should protect the countryside, farmland, natural beauty, open space, soil and biodiversity, avoiding urban sprawl and out-of-town development. We should protect and promote local distinctiveness and character and our heritage, respecting and making best use of historic buildings, street forms and settlement patterns. -
Powerpoint Sunusu
TURKISH STATE RAILWAYS (TCDD) Infrastructure Development & Regulations in Railway Sector NAZIM BÜKÜLMEZ Deputy Head of RP&C Department1 CONTENTS Vision and Mission Historical Development The State of the Art Key Projects Vision 2023 Rail systems in Urban Transportation The Law on Liberalization of Turkish Rail Transportation CONTENTS Vision and Mission Historical Development Current Situation Key Projects Vision 2023 Rail systems in Urban Transportation The Law on Liberalization of Turkish Rail Transportation VISION and MISSION of TCDD Vision: Mission: To make railways the preferred To have the existing network mode of transport and to be and vehicles ready for service, the locomotive power for to construct new lines and development of the country links if necessary, to keep connections with other transport systems, and to provide economical, safe, comfortable and environmentally friendly transport services CONTENTS Vision and Mission Historical Development Current Situation Key Projects Vision 2023 Rail systems in Urban Transportation The Law on Liberalization of Turkish Rail Transportation HISTORICAL DEVELOPMENT OF RAILWAYS EDİRNE ZONGULDAK SAMSUN İSTANBUL KARS ERZURUM BANDIRMA ANKARA BURSA ESKİŞEHİR SİVAS ERZİNCAN POLATLI AFYON ELAZIĞ TATVAN VAN İZMİR KAYSERİ MALATYA KONYA DİYARBAKIR ADANA GAZİANTEP MERSİN 2012 : 12,008 km ( Conventional+ High Speed) Rail Network before the REPUBLIC 4,136 km Mainline The First Years of the REPUBLIC (1923-1950) 3,764 km Mainline (avg. 134 km per annum) From 1951 to 2002 945 km Mainline (avg. 18 km per annum) From 2005 to end of 2012 1,094 km Mainline (avg. 137km per annum) Lines under construction 3,400 km Mainline TCDD is a 157-year old enterprise 10 million passengers were transported. -
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 -
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. -
Chapter 3 Road Network and Traffic Volume
The Study on Integrated Urban Transportation Master Plan for Istanbul Metropolitan Area in the Republic of Turkey Final Report Chapter 3 Chapter 3 Road Network and Traffic Volume 3.1 Road Network 3.1.1 Inter-regional Road Network 1) Existing Road Turkey is situated at the transit corridor between South-east Europe and the Middle East. Since “The Declaration for The Construction of International Arteries” (AGR) prepared by the United Nations Economic Commission for Europe (UN/ECE) in 1950 in Geneva, Turkey has developed international corridors connecting it to Southern Europe, because the international road network of AGR included an extension to Turkey. According to the provisions of AGR, two arteries should reach Turkey as E-Road. These are E-80 entering from the Bulgarian border (Kapikule) and E-90 entering from the Greek border (Ipsala). These two main routes link the International Road Network of Europe with the Middle East and Asia at southern and eastern borders of Turkey via Anatolia. Source: KGM, Ministry of Transportation Figure 3.1.1 International Road Network through Turkey, 2007 In addition to the E-Roads, the Trans-European Motorway (TEM) project is ongoing and it covers the whole country as an expressway network. The TEM highway network in Turkey starts from Edirne at the Bulgarian border and passes through Istanbul via the Fatih Sultan Mehmet Bridge and parts into two branches in Ankara going eastward and southward. Its eastern branch again parts into two branches in Askale. One of them reaches Trabzon in the Black Sea Region, and the other ends in Gurbulak at the Iranian border. -
French Light Rail
NEW FRENCH LIGHT RAIL SYSTEMS IN THE TWENTYFIRST CENTURY (Twentyone tramways, five tram-trains, five rubber-tyred tramways and one metro) -------------- by Graham Jellett Light Rail Transit Association Website: www.lrta.org Email: graham at jellett.plus.com Mobile: 07758087389 NEW TRAMWAYS, TRAM-TRAINS and METRO IN FRANCE from 2000 to 2017 Inner Urban Opening Inner Urban Opening Conurbation Population Year Conurbation Population Year STEEL WHEEL TRAMWAYS TRAM-TRAINS 1. Montpellier 264,538 2000 1. Paris T4 2,243,833 2006 2. Orléans 114,185 2000 2. Lyon 491,268 2010 3. Lyon 491,268 2000 3. Mulhouse 110,351 2010 4. Bordeaux 239,399 2003 4. Nantes 287,845 2011 5. Mulhouse 110,351 2006 5. Paris T11 2,243,833 2017 6. Valenciennes 43,471 2006 RUBBER-TYRED “TRAMWAYS” 7. Paris T3 2,243,833 2006 8. Marseille 850,636 2007 1. Nancy * 105,382 2001 9. Le Mans 143,240 2007 2. Caen * 108,793 2002 10. Nice 344,064 2007 3. Clermont- 140,597 2006 11. Toulouse 447,340 2010 Ferrand 12. Reims 180,752 2011 4. Paris T5 2,243,833 2013 13. Angers 148,803 2011 5. Paris T6 2,243,833 2014 14. Brest 140,547 2012 METRO 15. Dijon 151,504 2012 1. Rennes 208,033 2002 16. Le Havre 174,156 2012 (driverless) 17. Tours 134,633 2013 18. Paris T7 2,243,833 2013 Tramways, tram-trains and metros 19. Besançon 115,879 2014 are all electrically powered 20. Aubagne 45,800 2014 * Nancy and Caen trams also have 21.