A Policy Roundtable on the Federal Role in Metropolitan Development
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High Speed Rail in Spain - a Statement from a Foreign Expert
25 número 6 - junio - 2018. Pág 477 - 509 High Speed Rail in Spain - a statement from a foreign expert Andersen, Sven Senior Consultant for High Speed Rail1 Abstract In Spain all high speed trains run over tracks in a special built high speed network. No disturbing influences have to be taken into account for daily operation process. This is a great advantage. Spain shares this advantage with the high speed rail networks in Japan, Taiwan and China. Running trains on parallel train paths and at least from case to case in 3 minutes headway to each other is a basic condition to reach a high use to capacity. But Spain is running trains with different speeds on its high speed lines. Another condition for a high cost-benefitratio is a strict regular service with at least one service per hour. RENFE however is running the AVE trains in a rather irregular timetable. Some examples will be presented to demonstrate this fact. The author gives some comparisons of travel times in Spain, Japan and China. The routing data of the AVE line Madrid - Sevilla is compared with those of the Shinkansen Shin Osaka - Hakata. Based on this comparison the author proposes an upgrading of the AVE-Line Madrid - Sevilla for 300 km/h. A strict regular service for all AVE lines can be developed on the basis of a new travel time Madrid - Sevilla with 118 min together with a 142 min nonstop travel time Barcelona - Madrid. The cost-benefit analysis shows several results, above all nearly 100% more train kilometres as well as saving of running days from EMU’s and track change constructions. -
NEC FUTURE TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT (203)762-1717 MADE SIMPLE AVAILABLE for PUBLIC COMMENT Mfg
Appendix FF Agency and Public Involvement 1. Tier 1 Draft EIS Distribution List 2. Notice of Availability 3. Sample Newspaper Notices 4. Station Poster 5. Other Correspondence 6. Comment Summary Report Appendix Part 1: A–D Appendix Part 2: E–K Appendix Part 3: L–P Appendix Part 4: Q–Z Tier 1 Final EIS Page | 1 Volume 1 (Preferred Alternative) Appendix FF – Agency and Public Involvement Tier 1 Draft EIS Distribution List Tier 1 Final EIS Volume 1 Appendix FF – Agency and Public Involvement (Federal Agencies) Federal Agencies Christopher VanWyk Michael Hines Manager Federal Transit Administration Planning and Environmental Division, Airport 1200 New Jersey Avenue SE, Rm. E45-334 Planning and Programming Washington, DC 20590 Federal Aviation Administration 800 Independence Avenue, SW Daniel Koenig Washington, DC 20591 Federal Transit Administration - Headquarters 1990 K St. NW, Suite 510 Michael Huerta Washington, DC 20006 Administrator Federal Aviation Administration Mary Beth Mello 800 Independence Avenue, SW Regional Administrator Washington, DC 20591 Federal Transit Administration - Region 1 Kendall Square William Reinhardt 55 Broadway, Suite 920 Office of Airport Planning and Programming, Cambridge, MA 02142-1093 National Planning and Environmental Division Federal Aviation Administration Marilyn G. Shazor 800 Independence Avenue, SW Regional Administrator Washington, DC 20591 Federal Transit Administration - Region 2 One Bowling Green, Rm. 429 Carmine Gallo New York, NY 10004-1415 Regional Administrator Federal Aviation Administration - Eastern Terry Garcia-Crews Region Regional Administrator 1 Aviation Plaza Federal Transit Administration - Region 3 Jamaica, NY 11434-4848 1760 Market St., Suite 500 Philadelphia, PA 19103-4124 Steven Kapsalis Federal Aviation Administration - Eastern Frank Keel Region Bureau of Indian Affairs, Eastern Region 1 Aviation Plaza Suite 700 Rm. -
Megalopolis: Trends and Prospects
Megalopolis: Trends and Prospects J.R. Short* Introduction Megalopolis is a region spanning 600 miles from north of Richmond in Virginia to just north of Portland in Maine and from the shores of the Northern Atlantic to the Appalachians. Interstate 95 is its spine with major vertebrae at the metropolitan areas of Washington, Baltimore, Philadelphia, New York and Boston. As one vast conurbation that covers 52,000 square miles and contains 49 million people, Megalopolis is the densest urban agglomeration in the US, one of the largest city regions in the world, an important element in the national economy and a vital hub in a globalizing world. This paper is a condensed version of larger study (Short, 2007) and a more detailed analysis (Vicino, Hanlon and Short, 2007). The term megalopolis has an interesting history: it was the name given to a city in Peloponnese founded by Epaminondas around 371-368 BCE. Megalopolis was planned on the grand scale: the city walls formed a circle five miles in circumference. Great things were expected of the city, but it failed to realize the dreams of the founders, and it declined by the late Roman period. The term reemerged in the twentieth century. The Scottish polymath, urban scholar and planner Patrick Geddes (1854-1932) first employed the term in 1927 to designate one of the latter stages in his model of urban decline ranging from Metropolis to Necropolis. Geddes's disciple, the American Lewis Mumford (1895-1990) used the term and further developed the evolutionary model in his 1939 book, The Culture of Cities. -
High Speed Rail and Sustainability High Speed Rail & Sustainability
High Speed Rail and Sustainability High Speed Rail & Sustainability Report Paris, November 2011 2 High Speed Rail and Sustainability Author Aurélie Jehanno Co-authors Derek Palmer Ceri James This report has been produced by Systra with TRL and with the support of the Deutsche Bahn Environment Centre, for UIC, High Speed and Sustainable Development Departments. Project team: Aurélie Jehanno Derek Palmer Cen James Michel Leboeuf Iñaki Barrón Jean-Pierre Pradayrol Henning Schwarz Margrethe Sagevik Naoto Yanase Begoña Cabo 3 Table of contnts FOREWORD 1 MANAGEMENT SUMMARY 6 2 INTRODUCTION 7 3 HIGH SPEED RAIL – AT A GLANCE 9 4 HIGH SPEED RAIL IS A SUSTAINABLE MODE OF TRANSPORT 13 4.1 HSR has a lower impact on climate and environment than all other compatible transport modes 13 4.1.1 Energy consumption and GHG emissions 13 4.1.2 Air pollution 21 4.1.3 Noise and Vibration 22 4.1.4 Resource efficiency (material use) 27 4.1.5 Biodiversity 28 4.1.6 Visual insertion 29 4.1.7 Land use 30 4.2 HSR is the safest transport mode 31 4.3 HSR relieves roads and reduces congestion 32 5 HIGH SPEED RAIL IS AN ATTRACTIVE TRANSPORT MODE 38 5.1 HSR increases quality and productive time 38 5.2 HSR provides reliable and comfort mobility 39 5.3 HSR improves access to mobility 43 6 HIGH SPEED RAIL CONTRIBUTES TO SUSTAINABLE ECONOMIC DEVELOPMENT 47 6.1 HSR provides macro economic advantages despite its high investment costs 47 6.2 Rail and HSR has lower external costs than competitive modes 49 6.3 HSR contributes to local development 52 6.4 HSR provides green jobs 57 -
Beyond Megalopolis: Exploring America╎s New •Œmegapolitan╊ Geography
Brookings Mountain West Publications Publications (BMW) 2005 Beyond Megalopolis: Exploring America’s New “Megapolitan” Geography Robert E. Lang Brookings Mountain West, [email protected] Dawn Dhavale Follow this and additional works at: https://digitalscholarship.unlv.edu/brookings_pubs Part of the Urban Studies Commons Repository Citation Lang, R. E., Dhavale, D. (2005). Beyond Megalopolis: Exploring America’s New “Megapolitan” Geography. 1-33. Available at: https://digitalscholarship.unlv.edu/brookings_pubs/38 This Report is protected by copyright and/or related rights. It has been brought to you by Digital Scholarship@UNLV with permission from the rights-holder(s). You are free to use this Report in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This Report has been accepted for inclusion in Brookings Mountain West Publications by an authorized administrator of Digital Scholarship@UNLV. For more information, please contact [email protected]. METROPOLITAN INSTITUTE CENSUS REPORT SERIES Census Report 05:01 (May 2005) Beyond Megalopolis: Exploring America’s New “Megapolitan” Geography Robert E. Lang Metropolitan Institute at Virginia Tech Dawn Dhavale Metropolitan Institute at Virginia Tech “... the ten Main Findings and Observations Megapolitans • The Metropolitan Institute at Virginia Tech identifi es ten US “Megapolitan have a Areas”— clustered networks of metropolitan areas that exceed 10 million population total residents (or will pass that mark by 2040). equal to • Six Megapolitan Areas lie in the eastern half of the United States, while four more are found in the West. -
Sando SL and Subsidiary Companies
management report 07 © 2008 GRUPO EMPRESARIAL SANDO S.L. Design and layout: JWeb Rare Design Cover design: Sando Communications Department Printing: El Callejón del Arte Photographs: Sando archives index SANDO IN FIGURES ...................................................................7 REAL ESTATE DIVISION ............................................................47 Introduction ....................................................................49 LETTER FROM THE PRESIDENT ...................................................9 Vision ..............................................................................49 Organigram .....................................................................50 LETTER FROM THE VICE-PRESIDENT Activity by geographical area ...........................................50 AND THE MANAGING DIRECTOR ...............................................11 Business areas ..................................................................51 THE COMPANY .......................................................................15 Real Estate promotion ......................................................53 History .............................................................................17 Housing starts, constructed and sold ...........................53 Mission ............................................................................17 Evolution of sales ........................................................54 Vision ..............................................................................17 Promotions .................................................................54 -
Call10 Projects En.Pdf
EN EN EN EUROPEAN COMMISSION Brussels, 5.4.2011 C(2011) 2529 final COMMISSION DECISION of 5.4.2011 on the financial assistance for proposals for actions submitted in the 2010 selection procedure in the Union programme « improving the environmental performance of the freight transport system» (second Marco Polo Programme) ONLY THE ENGLISH TEXT IS AUTHENTIC EN EN COMMISSION DECISION of 5.4.2011 on the financial assistance for proposals for actions submitted in the 2010 selection procedure in the Union programme « improving the environmental performance of the freight transport system» (second Marco Polo Programme) ONLY THE ENGLISH TEXT IS AUTHENTIC THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to the Council Regulation (EC) No 1692/2006 of 24 October 2006 concerning the granting of Union financial assistance to improve the environmental performance of the freight transport system and in particular Art. 9 thereof, Whereas: (1) In accordance with its annual work programme, the Commission has published a call for proposals inviting interested parties to submit proposals for actions to improve the environmental performance of the freight transport system, within the framework of the Union programme Marco Polo II1. (2) The Commission has received 101 proposals for actions to the call opened from 17.03.10 to 18.05.10. (3) 100 proposals were considered compliant with the submission requirements and were evaluated. (4) It is now incumbent on the Commission to adopt a Decision granting the financial assistance with respect to the proposals listed in Annex I to this Decision. -
Fiscal and Capacity Requirements
CONSULTANT SERVICES FOR THE GAMING REGULATORY OVERSIGHT AUTHORITY Area 2: Fiscal and Capacity Requirements October 21, 2013 0 Table of Contents 1 Approach By direction of NH RSA 284-A, the New Hampshire Gaming Regulatory Oversight Authority has directed WhiteSand to prepare a report identifying the strengths and weaknesses of the 2013 NH legislative proposals as compared to the best and most relevant components of the regulatory provisions in the other comparator states. This part of the report addresses fiscal and capacity requirements: WhiteSand has approached this particular task using a formal methodology to determine market demand. We reviewed the specific demographics and other attributes of the gaming jurisdiction to be evaluated. This included, but was not limited to, population, income levels, age distribution, nearby competition and gaming tax rates. We evaluated these factors within ranges of 30, 60 and 90 miles of the proposed gaming facility general location. In order to provide a consistent measurement of demographics within a specific region we use distance radii from the region. Using distance rather than driving time eliminates fluctuations due to drive times, day of week, unpredictable events (e.g., accidents, weather, etc.) and other factors. Distance radii are translatable to drive times in most scenarios and provide more consistent results due to the reduction of unpredictability. Using this information, we then identifed a “Competitive Set” for the proposed gaming facility - other gaming properties to be compared based on similar demographics and characteristics. While the properties identified in the competitive set usually do not provide an exact match, they present enough similarities to evaluate market demand and estimate key financial statistics. -
New Haven Line Capacity and Speed Analysis
CTrail Strategies New Haven Line Capacity and Speed Analysis Final Report June 2021 | Page of 30 CTrail Strategies Table of Contents Executive Summary........................................................................................................................ 1 1. Introduction ............................................................................................................................. 2 2. Existing Conditions: Infrastructure, Facilities, Equipment and Services (Task 1)............... 2 2.1. Capacity and Speed are Constrained by Legacy Infrastructure .................................... 3 2.2. Track Geometry and Slow Orders Contribute to Reduced Speeds ............................... 4 2.3. State-of-Good-Repair & Normal Replacement Improvements Impact Speed .............. 6 2.4. Aging Diesel-Hauled Fleet Limits Capacity ..................................................................... 6 2.5. Service Can Be Optimized to Improve Trip Times .......................................................... 7 2.6. Operating Costs and Revenue ........................................................................................ 8 3. Capacity of the NHL (Task 2)................................................................................................. 8 4. Market Assessment (Task 3) ............................................................................................... 10 4.1. Model Selection and High-Level Validation................................................................... 10 4.2. Market Analysis.............................................................................................................. -
NHL Capacity and Speed FIN
CTrail Strategies New Haven Line Capacity and Speed Analysis Final Report June 2021 | Page of 30 CTrail Strategies Table of Contents Executive Summary........................................................................................................................ 1 1. Introduction ............................................................................................................................. 2 2. Existing Conditions: Infrastructure, Facilities, Equipment and Services (Task 1)............... 2 2.1. Capacity and Speed are Constrained by Legacy Infrastructure .................................... 3 2.2. Track Geometry and Slow Orders Contribute to Reduced Speeds ............................... 4 2.3. State-of-Good-Repair & Normal Replacement Improvements Impact Speed .............. 6 2.4. Aging Diesel-Hauled Fleet Limits Capacity ..................................................................... 6 2.5. Service Can Be Optimized to Improve Trip Times .......................................................... 7 2.6. Operating Costs and Revenue ........................................................................................ 8 3. Capacity of the NHL (Task 2)................................................................................................. 8 4. Market Assessment (Task 3) ............................................................................................... 10 4.1. Model Selection and High-Level Validation................................................................... 10 4.2. Market Analysis.............................................................................................................. -
Can You Top This? by Stanwood C. Griffith Continued from the Spring
Can You Top This? By Stanwood C. Griffith Continued from the Spring 2009 First & Fastest While I was in college at Champaign, Illinois, in 1947-1948, I had a car. A group of trolley fans were glad to help me get some good out of it, and we used to do fantrips to Iowa. We did plenty to St. Louis too, but we had the Illinois Terminal to furnish the transportation there. Speaking of the Illinois Terminal, you may add St. Louis, and the St. Louis Waterworks railway. Not everyone has ridden this. On one of our Iowa trips we stopped at the Rock Island Southern Galesburg switching yard. They had a big beautiful box express motor bought from the Eastern Michigan Railway when they abandoned, but it was out of service. This car lives on though in the 2’ gauge, half-scale box motor, on the Rock River Valley Traction line. This particular day they were switching with a CD&M passenger car with the back half of the body cut off making a freight deck. One of these Iowa trips was a Fort Dodge trip from Des Moines all the way out the Rockwell City line. This was the line where several months later, a Fort Dodge steeple cab with a train ran into the middle of another train already actively occupying a steam railroad crossing. From Rockwell City we went back to the main line to Fort Dodge, then up to Fort Dodge, and east to Webster City. There was a very strong wind blowing from the northwest and the trip outbound to Rockwell was not too fast, but the wind pushed the car along at high speed to the east. -
Research Article Impacts of Future Urban Expansion on Regional Climate in the Northeast Megalopolis, USA
Hindawi Publishing Corporation Advances in Meteorology Volume 2013, Article ID 362925, 10 pages http://dx.doi.org/10.1155/2013/362925 Research Article Impacts of Future Urban Expansion on Regional Climate in the Northeast Megalopolis, USA Yingzhi Lin,1 Anping Liu,1 Enjun Ma,1 Xing Li,1 and Qingling Shi2,3 1 School of Mathematics and Physics, China University of Geosciences (Wuhan), Wuhan 430074, China 2 Institute of Geographic Science and Natural Resource Research, Chinese Academy of Sciences, Beijing 100101, China 3 Center for Chinese Agricultural Policy, Chinese Academy of Sciences, Beijing 100101, China Correspondence should be addressed to Yingzhi Lin; [email protected] Received 21 June 2013; Accepted 14 August 2013 Academic Editor: Xiangzheng Deng Copyright © 2013 Yingzhi Lin et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. In this paper, evidences for influences of future urban expansion on regional climate in the Northeast megalopolis, USA, are presented. The model-based analysis shows that future urban expansion will significantly result in regional climate change. An ∘ ∘ average annual temperature increase ranging from 2 Cto5C in new urban area and an average annual temperature decrease ∘ ∘ ranging from 0.40 Cto1.20C in the south of the megalopolis will be caused by future urban expansion. The average annual precipitation of the simulation area will decrease due to future urban expansion by 5.75 mm, 7.10 mm, and 8.35 mm in the periods of 2010–2020, 2040–2050, and 2090–2100, respectively.