High Speed Rail

Background: Shifting travellers from air to rail can reduce environmental impacts and is an important European Union goal. Online travel planning applications allow travellers to easily compare air and rail transport choices, however, they may not accurately consider time travellers spend at the airport or railway station since these depend on buffer times travellers use to protect against delays. Methods: This research investigated the actual time spent at airports and railway stations to analyse the accuracy of travel planning applications and help improve the quality of travel time estimates.The research used a travel time recording application to determine the time spent by passengers at airports and railway stations. Data was collected for 312 trips. The research was supplemented by an extensive literature review of dwell times and multimodal travel planning applications. Results: The research found that travellers spent an average of 157 minutes at airports and 32 minutes at r...

To enhance the transportation market share of High Speed Rail, the operator has conducted a promotion for off-peak periods since early 2008. However, it has been difficult to increase the usage rates for business class seats after the implementation of this promotion. The objective of this paper is to investigate passengers' willingness to pay for business class seats of the HSR in Taiwan. The survey framework is designed to determine the value of WTP. Results obtained from both the conventional model and the spike model, a model that can handle zero responses in WTP, show that the fare for business seats is the most important factor in choice behavior. Long distance travelers strongly emphasize compartment noise levels and security, while medium distance travelers primarily consider the cost of the ticket relative to income. This paper also verifies that the application of the spike model is similar to the conventional model when there are not a high proportion of zero responses.

Transportation Infrastructure and Country Att ractiveness

Cross-country comparison conducted by the
World Pensions Council (WPC) suggests that
transportation infrastructure, although important,
is not a major determinant of institutional
investment.

This paper summarizes the analysis of roughly 6 h of data from four instrumented wheelsets running at speeds of up to 240 km/h on the same Amtrak Acela trainset. Comparisons are made between power car and coach car traction values, L/V ratio, and damage (wear and RCF). The propensity for wheel climb is found to be roughly the same for power car and coach car wheels. The wear and RCF damage, as evaluated through the T␥ index, is about 50% higher for the two power car wheelsets than for the two coach car wheelsets. The peak traction coefficient on the Amtrak system is measured to have a value of about 0.65 at low speeds, declining to about 0.22 at 200 km/h. These levels are much higher than those found in the literature for high-speed trains.

As megaprojects have become ubiquitous, their real benefits and costs have come under increased scrutiny. We interviewed Bent Flyvbjerg, who has extensively studied megaproject development. Flyvbjerg has found systematic problems in the development process: by intentionally misrepresenting information and deliberately disregarding risks, proponents instigate projects that result in fewer benefits and higher costs than promised.

There are many existing High-Speed Rail projects in Europe and elsewhere in the world. In 2009, there were 10.739 km of High-Speed Rail Lines in the world. 13.469 km of High-Speed Lines were under construction and 17.579 km are planned in the world by 2025. Just in Europe, in 2009, there were 5.821 km of High-Speed Lines, 3.256 km were under construction and for 2025, 8.501 km are planned in Europe. Projects are underway in the three continents (Poland, These projects are now realized in a context of sustainable development, and their ambition is first and foremost to limit or counter the continued growth of passenger road transport. However, this ambition is accompanied by many other expectations in connection with this new offer of High-Speed Transportation.

This paper examines the full costs, defined as the sum of private and social costs, of a high-speed rail system proposed for a corridor connecting Los Angeles and San Francisco in California. The full costs include infrastructure, fleet capital and operating expenses, the time users spend on the system, and the social costs of externalities, such as noise, pollution, and accidents. Comparing these full costs to those of other competing modes contributes to the evaluation of the feasibility of high-speed rail in the corridor. The paper concludes that high-speed rail is significantly more costly than expanding existing air service, and marginally more expensive than auto travel. This suggests that high-speed rail is better positioned to serve shorter distance markets where it competes with auto travel than longer distance markets where it substitutes for air.

This paper utilizes a confirmatory passenger continuance behavior model to appraise highspeed rail service quality and performance. Surveys are administered for Taiwan High-Speed Rail (THSR) and Korea Train eXpress (KTX) corporations to gain an understanding of passengers' perceptions of the operational performance using a proposed satisfaction index. A modified importance-performance analysis is employed to enable elaboration of strategic service management decisions. The empirical study concludes that level of access to THSR station and personal space on KTX train are the top-priority quality indicators that need to be addressed to improve customer satisfaction and corporate profits.

The present paper investigates the optimal timing of investment for a high speed rail (HSR) project, in an uncertain environment, using a real options analysis (ROA) framework. It develops a continuous time framework with stochastic demand that allows for the determination of the optimal timing of investment and the value of the option to defer in the overall valuation of the project. The modelling approach used is based on the differential utility provided to railway users by the HSR service.

There are many high-speed rail projects in Europe at different stages of development. They are supported on environmental grounds and as a means of reducing congestion on other modes, including aviation. High-speed rail, however requires major investment costs, takes a long time to come online, and involves considerable financial risks. A potential alternative that overcomes some of these problems makes use of rotorcrafts. This paper assesses the potentiality of civil rotorcrafts as part of the air transport system. Discrete mode choice models are used to forecast traveller choice behaviour when the rotorcraft is introduced and financial evaluations performed looking at the operating costs of the competing transport modes. r (G. Inturri).

La construction de Lignes à Grande Vitesse (LGV) en France et en Europe a bouleversé l'accessibilité ferroviaire des territoires « branchés » à ce réseau de transport rapide. Les gares nouvelles situées sur les LGV tirent l'avantage maximum de ces gains relationnels. Cependant, l'accès en transport collectif à ces gares pose souvent problème. En effet, leur localisation, souvent ex-urbanisée, n'a pas été dictée par un souci d'offrir une desserte performante par les réseaux de transport en commun, notamment ferroviaire. Cette situation s'avère problématique pour le pré et post-acheminement des voyageurs, et oblige les acteurs locaux à développer des dessertes nouvelles de qualité variable. Cet article propose une analyse de la qualité de l'intégration territoriale des gares TGV par une typologie des interactions entre ces nouveaux points de desserte et les gares historiques, en position centrale. Dans un contexte marqué par la mise à contribution croissante des collectivités locales au financement des nouvelles infrastructures ferroviaires de la grande vitesse, nous examinerons si cette évolution des jeux d'acteurs encourage une meilleure prise en compte du positionnement des gares TGV par rapport à des critères d'accessibilité en transport collectif.

2008. 352 pp. r150.00 (hardcover). This volume is intended to explain why major investment projects (the so-called mega-projects) often are not completed on time and cost more than originally budgeted. Drawing from experiences of European and North American countries, the book also suggests ways to avoid such failures. Although the topic is rather specific, the book is worth reading for both experts and nonexperts as infrastructure development continues to be a major key to economic expansion across the globe.g row_486 380.. 408 For those who only have a vague idea of what a mega-project is, the book begins by introducing the topic and reviewing the most important recent literature. The first part of the volume, then, provides numerous insights on the complexity of mega-projects, starting from the large number of reasons why mega-projects might fail. For example, the project might be "underdesigned," thus less costly but less robust to unforeseen developments, or it might be "overdesigned," when a large number of weaknesses and possible problems are considered in advance, and solutions are evaluated before the problem actually occurs. Overdesigned projects are more robust, less likely to fail, but are much more costly. The project might involve the use of innovative technologies that have never been applied to a similar context, and that involve more uncertain implementation costs and results. Most projects have an impact on the environment and might face opposition for example from environmentalist groups. If representative of these groups have not been directly involved in the design of the project, they might try to stop it, thus causing delays and increasing costs. Finally, because of incorrect predictions of 380 GROWTH AND CHANGE, JUNE 2009

Evaluation of different alternatives within the same transport mode is necessary for the identification of the "best" or most "preferable" means. Evaluation of alternative modes is necessary while looking for a "preferable" transport option in markets, where competition and complementarities may take place.

The assessment of infrastructure investments is often affected by inaccuracy in traffic forecasting, optimism bias and overvaluation of expected benefits. In general, even when such misrepresentation is not strategically introduced by proponents to push their projects, valuators and decision makers must cope with the existence of a risk of demand levels below expectations and consequent problem of overinvestment.

The high speed rail network represents now a large part of the rail services, 4 sub-networks being concerned from/to Paris. The interoperability between high-speed trunk lines and the rest of the electrified network permits a large coverage of the French territory : the TGV services network is broader than the real high speed one. From the beginning of high-speed services in France, the main target of the TGV system has been business traffic using the domestic air transport network. The SNCF can be considered as an active player in the Air transport competition, offering low travel times, competitive prices and high capacities. The frequencies can be high between the largest towns : 16 round-trip services between Paris and Marseilles, 21 between Paris and Bordeaux, etc. The development of the TGV network creates new opportunities of competition with Air France and other carriers. That is one of the reasons of the relative weakness of competition within the domestic Air Transport sec...

In order to evaluate the degree of local development that a high-speed rail (HSR) link will bring to a city, it is essential to take into
account the capacity of the stakeholders in the local community to organize themselves to take advantage of their endogenous resources.
Through the application of a new methodology, an analysis is proposed of the development process as experienced by three medium-sized
cities with an HSR link: Lleida, Spain, Avignon, France, and Novara, Italy. In the conclusions, attention is drawn to certain problems typically
encountered by medium-sized cities when implementing their local projects. These are basically the existence of a weak network of local
stakeholders, a low level of involvement of the urban area and its region in the local development project, and a pattern of conflictive multiscale
relationships. In many cases, the fragility of this urban context is due to a lack of adequate processes of internal and external governance.

In this study, the dynamic response of a catenary system that supplies electrical power to high-speed trains is investigated. One of the important problems which is accompanied by increasing the speed of a high-speed rail, is the performance of stable current collection. Another problem which has been encountered, is maintaining continuous contact force between the catenary and the pantograph without loss of panhead. The dynamic analyses of the catenary based on the Finite Element Method (FEM) are performed to develop a pantograph suitable for high speed operation. The static deflection of the catenary, the stiffness variation in contact lines, the dynamic response of the catenary undergoing the force of a constantly moving load and the contact force were calculated. It was confirmed that a catenary model is necessary to study the dynamic characteristics of the pantograph system.

By considering various stochastic disturbances unfolding in the real-time dispatching environment, this paper develops a stochastic optimization formulation to incorporate segment travel time uncertainty and dispatching policies into a medium-term train timetabling process that aims to (1) minimize the total trip times in a published timetable and (2) reduce the expected schedule delay. Based on a heuristic sequential solution framework, this study decomposes the robust timetabling problem into a series of sub-problems that optimize the slack time allocation for individual trains. A number of illustrative examples are provided to demonstrate the proposed model and solution algorithms using data collected from a Beijing-Shanghai high-speed rail corridor in China.

The present paper investigates the optimal timing of investment for a high speed rail (HSR) project, in an uncertain environment, using a real options analysis (ROA) framework. It develops a continuous time framework with stochastic demand that allows for the determination of the optimal timing of investment and the value of the option to defer in the overall valuation of the project. The modelling approach used is based on the differential utility provided to railway users by the HSR service.

It is 7:20 on a Tuesday morning. 1 Mr Yan starts from his residence in Shi-lin, one of the districts of Taipei City (the capital city and financial-cultural center of Taiwan, located in the north of the country), walking towards the closest Taipei Mass Rapid Transit (TMRT) station. As the executive director of a major cultural research and consulting firm based in Taipei, he has to be at the Municipal Building of Kaohsiung City (the second largest city and hub of heavy industries of Taiwan-and a world-class port-located in the south of the country) at 10:30 a.m. to meet with representatives from the city's Bureau of Cultural Affairs about the projects his firm has been carrying out for Kaohsiung City. It will take less than 10 minutes to walk from where he lives to the TMRT station; that means he will be able to catch an MRT before 7:30. It will take roughly 20 minutes to travel from Shi-lin TMRT Station to the Taipei Main Station in downtown Taipei, from there he can leisurely purchase a ticket for the 8:00 a.m. High Speed Railway (HSR), and arrive in the HSR's Zuoying Station in Kaohsiung before 9:40 a.m. Since he has plenty of time before his 10:30 appointment, from Zuoying Station Mr Yan has the option to take the newly minted Kaohsiung Mass Rapid Transit (KMRT) System to the station nearest to the Kaohsiung Municipal Building, and walk or take a cab from there to his final destination. This will save him some money, as opposed to taking a cab all the way from Zuoying to downtown Kaohsiung which will cost a few hundred Taiwanese dollars more (about US$8-10). 2 He will probably take a cab directly from Zuoying, given that the KMRT currently comprises

The assessment of the impacts of high-speed rail (HSR) projects on territorial cohesion has recently emerged as an important issue for transport planners. HSR networks are usually designed to interconnect strong economic centers efficiently. Hence, the greatest improvements in accessibility concentrate near HSR stations, whereas intermediate locations suffer from comparatively lower accessibility benefits. Negative territorial cohesion impacts appear if HSR ultimately results in a more polarized spatial distribution of accessibility levels.There has so far been little research aimed at exploring the implications of the definition of the geographical limits of study area in the measurement of HSR territorial cohesion impacts. In this context, this paper presents a Geographical Information System (GIS)-based methodology which analyzes changes in the territorial distribution of accessibility resulting from HSR investments. These changes are analyzed at different planning levels, in order to assess the sensitivity of territorial cohesion results to scale definition.The methodology is tested by its application to the development of the 670 km of the Galician (north-western) HSR corridor included in the Spanish PEIT (Strategic Transport and Infrastructure Plan) 2005–2020. Cohesion impacts are assessed at different direct planning levels: regional, corridor and national levels, as well from the perspective of spillover effects. In all cases, the construction of the HSR corridor increases the accessibility values, and results show positive cohesion effects at the national and corridor levels, whereas at the regional level both balancing and polarization effects appear. These differences are mainly due to the location of HSR stations or to the quality of the transport network from the surrounding cities to the station, which determines the territorial distribution of accessibility improvements. Similar results are found from the spillover perspective.► We study the territorial cohesion impacts of a HSR extension at different planning levels. ► We use accessibility measures to address territorial cohesion impacts. ► The direction and intensity of cohesion impacts are different depending on the planning level considered. ► Cohesion results are explained mainly by the combination of population density distribution and location of HSR stations. ► Accessibility relative starting situation and quality of the access to the HSR network also drive the cohesion results.

A metropolis is an urban entity that exerts an external influence, to which efficient fast transport contributes. As air and high speed rail transport are both effective for long distance journeys they feature among the modes that characterize metropolises. This paper attempts to measure the accessibility benefits that accrue from the combination, as opposed to the mere juxtaposition, of these

En el presente artículo se empleó un índice de accesibilidad de interacción espacial para evaluar los efectos que sobre la cohesión territorial tendría el añadir un servicio de alta velocidad ferroviaria a los medios de transporte existentes. Se estudió la ruta desde Guadalajara al Puerto de Veracruz pasando por la Ciudad de México y otras ciudades importantes. Se evaluó el incremento de la cohesión territorial entre regiones en base al aumento de la productividad que tendría cada par de ciudades en donde se incluiría el tren de alta velocidad de pasajeros. La cohesión territorial se estimó evaluando la demanda de pasajeros que tendría el tren de alta velocidad, el índice de accesibilidad territorial y usando una función de producción agregada. Se halló evidencia de que el tren de alta de velocidad estaría asociado con mayores tasas de intercambio económico regional y consecuentemente con un mayor nivel de productividad.

The assessment of the impacts of high-speed rail (HSR) projects on territorial cohesion has recently emerged as an important issue for transport planners. HSR networks are usually designed to interconnect strong economic centers efficiently. Hence, the greatest improvements in accessibility concentrate near HSR stations, whereas intermediate locations suffer from comparatively lower accessibility benefits. Negative territorial cohesion impacts appear if HSR ultimately results in a more polarized spatial distribution of accessibility levels.There has so far been little research aimed at exploring the implications of the definition of the geographical limits of study area in the measurement of HSR territorial cohesion impacts. In this context, this paper presents a Geographical Information System (GIS)-based methodology which analyzes changes in the territorial distribution of accessibility resulting from HSR investments. These changes are analyzed at different planning levels, in ord...

The assessment of infrastructure investments is often affected by inaccuracy in traffic forecasting, optimism bias and overvaluation of expected benefits. In general, even when such misrepresentation is not strategically introduced by proponents to push their projects, valuators and decision makers must cope with the existence of a risk of demand levels below expectations and consequent problem of overinvestment.

A feasibility study of a system of high-speed rail lines for the kingdom of Thailand is described. Absent comprehensive local data and any intercity forecasting models for the nation, an incremental demand model and an incremental mode-choice model were chosen as the modeling techniques to use forthe study. The incremental demand model used variables of population, gross provincial product, and the log sum term of level of service from the mode-choice model. The mode-choice model itself was synthesized using parameter values from similar efforts in other countries, adjusted to local currency values and income per capita. The steps taken to estimate base-year demand and market shares are described, and the application of the models to forecasting demand for four altemative technologies is discussed. Within the context of the input forecasts of population and gross domestic product. the models were found to produce reasonable results, with intuitively appropriate sensitivities. The results were also found to be adequate to guide initial assessments offeasibility.

High speed Full-Adder (FA) module is a critical element in designing high performance arithmetic circuits. In this paper, we propose a new high speed multiple-valued logic FA module. The proposed FA is constructed by 14 transistors and 3 capacitors, using carbon nano-tube field effect transistor (CNFET) technology. Furthermore, our proposed technique has been examined in different voltages (i.e., 0.65v and 0.9v). The observed results reveal power consumption and power delay product (PDP) improvements compared to existing FA counterparts

This paper analyses changes in accessibility that might result from a new High-Speed Rail (HSR) line in the UK. A proposal for such a line put forward by Network Rail is used as the basis for the analysis. Using travel time to London as the main benchmark to measure accessibility of a station on the current (conventional) and future (high-speed) rail networks the paper examines the likely winners and losers from the construction of the new line. The results show that the accessibility benefits from the proposed line are relatively limited in terms of geographic spread and that many cities close to it would not see any travel time reductions on journeys to London, thus will not see any accessibility benefits it this respect. For such places, this will translate to a relative reduction in the accessibility to London, when compared to other locations, and thus to potentially adverse socioeconomic implications. The paper also draws on evidence from Spain to indicate the likely impact of HSR development on the conventional rail network, and this suggests a substantial reduction in services, suggesting that the accessibility benefits that were identified in the analysis are probably overestimated. The paper concludes by arguing that any examination of a HSR line must consider a wider geographic area than just the stations on the line, and that the case for a HSR line in the UK from a regional accessibility perspective, at least based on current proposals, is questionable.

Bu çalışmanın amacı, farklı taşıma modlarına ait işletmelerin, birbirlerine olan rekabetçi bakışını yöneticiler gözünden anlamaya çalışmaktır. Bu amaç doğrultusunda, farklı kaynakları ve altyapıları olmalarına rağmen, Ankara-İstanbul pazarında faaliyet gösteren karayolu, demiryolu ve havayolu taşımacılığı sektörleri rekabet dinamikleri perspektifinden incelenerek 2 basamaklı bir çalışma yürütülmüştür. İlk basamak yüksek hızlı trenin seferleri başlamadan önce tamamlanmıştır. İkinci basamakta ise yüksek hızlı trenin başlamasının ardından tekrar veri toplama sürecine başlanmıştır. Söz konusu süreçlerde Ankara-İstanbul hattında seferleri olan otobüs işletmeleri, Türkiye Cumhuriyeti Devlet Demiryolları ve havayolu işletmelerinde yönetici pozisyonundaki kişilerden nitel araştırma yöntemlerinden görüşme tekniği kullanılarak veriler toplanmıştır. İlk aşama sonucunda söz konusu hatta otobüs işletmelerinin havayolu işletmelerini rakip olarak önemsediği ve pazar pozisyonunu korumak için reaksiyonlar verdiği görülürken; havayolu işletmelerinin, otobüs işletmelerini neredeyse rakip olarak görmediği ortaya çıkmıştır. Çalışmanın ikinci kısmında veri toplama aşaması devam etmektedir.
Abstract
The purpose of this study is try to understand competition between different transportation modes from the point of view of the managers. For this purpose, the road, rail and airline transportation modes which they have different resources and infrastructure, operating in Ankara-İstanbul transportation line, are examined from competitive dynamics perspective and a two-step research being carried out. First step completed before the high speed rail operations started. In the second step, the after the high speed rail operations were started, the process of data collection reinitialized. The Data were collected from bus transporation companies', high speed rail and airline companies' managers via interviews. As a result of first step, bus companies is aware of airline companies and they feel that they are rival of them. However, airline companies do not think same thing. In the second step of this study, data collection is still running.

This paper discusses the critical speed (the 'bow-wave' effect) and how it is influenced by soil stiffness. In order to reach the centers of major conurbation, modern high-speed rail lines are increasingly utilizing marginal land avoiding previously built housing areas. This land often has low soil stiffness. The critical speed of waves across such soils can approach the speed of modern high-speed trains. The large deflections caused can increase environmental noise and the track maintenance required and decrease ride quality. This paper discusses how the effect of train speeds can be predicted using computer modeling and an instrumented impact device. The modeling of possible remedies to the problem are discussed. A convolution technique is used to model axles travelling at different speeds and the effects of multiple axles. The resulting displacements are highly dependent on the amount of damping introduced into the system modeled. In-situ testing, laboratory testing and finite element modeling are compared and are shown to provide consistent results. The conclusion is that a powerful analytical tool for the prediction of the 'bow-wave' effect has been devised.

This study aims to explain the factors affecting ridership changes on the relatively new Taiwan High Speed Rail system (THSR). The analysis is based on monthly ridership data from January 2007 to December 2013. We also discuss the impact of THSR on competing modes such as air demand. Econometric time-series models are used for ridership estimation. Firstly a seasonal autoregressive integrated moving average (SARIMA) model was applied; showing that the ridership thrives and that the trend prediction fairly well performed if applied to data after 2012. Secondly, to specify the impact of explanatory variables, a first order moving average model was fitted. Results show that ridership, population and fuel price have a positive effect while unemployment and car ownership tend to reduce the THSR ridership. We include as separate factor "month since operation start", show that this factor is significant and discuss its relation to demand adaptation. Implications for general equilibrium modelling for new transport systems are discussed. Moreover, ridership data from two specific stations are used to test the importance of predominant trip purposes for demand estimation.

The present paper investigates the optimal timing of investment for a high speed rail (HSR) project, in an uncertain environment, using a real options analysis (ROA) framework. It develops a continuous time framework with stochastic demand that allows for the determination of the optimal timing of investment and the value of the option to defer in the overall valuation of the project. The modelling approach used is based on the differential utility provided to railway users by the HSR service.

The case for building new High Speed Rail (HSR) infrastructure depends its the capacity to generate social benefits which compensate for the construction, maintenance and operation costs. Decisions to invest in this technology have not always been based on sound economic analysis. A mix of arguments, besides time savings –strategic considerations, environmental effects, regional development and so forth– have often been used with inadequate evidence to support them. We have explored under what conditions net welfare gains can be expected from new HSR projects. In this paper we use some simplifying assumptions with the aim of obtaining a benchmark: the minimum level of demand from which a positive social net present value could be expected when new capacity does not provide additional benefits beyond time savings from diverted and generated demand.

The success of high-speed rail systems in Europe and Japan has led to the consideration of deployment of such systems in the United States. Since operating conditions in the United States are different from those in Europe and Japan, questions arise as to the safety-related behaviour of such systems. To address questions of dynamic behaviour, linear simulation models have been developed to compute the lateral stability of articulated trainsets on tangent track. These models include the essential features of articulated trainsets such as shared trucks and suspension characteristics such as car-to-car connections and car-to-truck yaw dampers. Parameter studies have been conducted for a trainset consisting of ten vehicles and having a critical speed of approximately 310 km/h. The studies show that consist stability is sensitive to the yaw damping between the trucks and the carbody, the conicity of the wheel pro¢le, and the primary suspension. Other parameters affect the stability but to a lesser degree. The modal behaviour of the consist suggests that instabilities can occur in the form of whole consist modes, in some cases a wave-like motion, especially at low conicities.

This study addresses sustainable transportation in the Texas Urban Triangle at the regional scale. Its aim is to determine the most suitable corridor for new transport infrastructure by employing a spatial decision support system proposed in this project. The system is being tested through its application to a prototype corridor parallel to Interstate 35 between San Antonio and Austin. The basic research questions asked are spatial in nature, so accordingly the geographic information system is the primary method of data analysis. The overall modeling approach is devoted to answering the following questions: What are the considerations to support sustainable growth? What scale or type of infrastructure is necessary? And how to adequately model the transportation corridors to meet the demands and to sustain the living environment at the same time?