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The summer of 1919 emerged as the decisive time for the Russian Civil War. The military intervention became a political millstone for the Allied leaders and demands for the return of the troops grew apace. Nevertheless, the Kolchak regime in Siberia became the key to any White success. The ultimate Allied goal was to leave the White Russians in a position to defeat the Reds while extricating themselves from Russia. However, Allied forces strong enough or numerous enough to achieve this lofty aim did not exist. This was made much more acute since the White armies were not led by competent general officers until it was too late.

In this paper the Beijing-Shanghai high-speed rail was selected to be the target line to research its rational area. Firstly, 15 node cities were selected to be the radiation source in the Beijing-Shanghai line. Secondly, 45 prefecture level cities of Hebei, Shandong, Jiangsu and Anhui province in the Beijing-Shanghai high-speed rail line were selected to be the radiation regions and a gravity model. Thirdly, the attraction of the node cities to the 45 neighboring cities was classified into three levels and radiation areas of different node cities with different levels were established to research the radiation effects of the Beijing-Shanghai high-speed line.

The primary functions of transportation are to facilitate the movement of people and goods and to provide access to land use activities located within the service area.

Ground-borne vibration from road and rail sources is often a critical consideration for the functionality of research and healthcare facilities. Sensitive equipment can be isolated individually, but when improved vibration performance of the overall structure is required vibration must be mitigated before it enters the structure. To accomplish this, more comprehensive analysis methods must be considered. In the current case study a 12-storey hospital building containing microsurgical and surgical suites is under construction 15 m from a busy commuter and freight rail line. A neighbouring building located at a similar distance from the rail line was measured to have clearly perceptible vibration levels on elevated floors. In order to determine the vibration mitigation required for the new building, an extensive measurement plan was conducted to determine vertical and lateral soil propagation characteristics, a foundation model was constructed to determine soil-structure interaction properties and a finite element model of the building structure was constructed to determine vibration propagation to all floors in the building. The study shows how careful analysis and testing can lead to informed evaluation of various mitigation strategies to combat a very serious problem.

A bridge that provided grade separation and vehicle access over a commercial rail line in a small town in the Southeast had sustained soil erosion and settlement as a result of a severe storm. Replacement of the bridge was undertaken by the State Department of Transportation as an emergency project in cooperation with the Federal Highway Administration using the design-build procurement method. Subsequent to the bidding, the design-build team made several changes to the bridge foundations and superstructure that significantly increased the cost of construction. The contractor claimed damages against the other members of the design-build team resulting from design errors and an alleged breach of the customary standards associated with the design-build concept.

The installation of a multifunctional railway portal (or TCCS – Train Conformity Check system) can contribute to improve the safety of a railway infrastructure. The TCCS can detect the conformity of the trains traveling along the tracks, and can transfer the status information to a main traffic control center. This paper proposes a methodological approach based on Analytic Hierarchy Process (AHP) to evaluate the optimal locations to install a TCCS on a railway section. The eligibility and ranking of the potential sites have been defined with respect to constraints related to the rail line track layout and geometry, the TCCS technological features, and the required safety distance allowing the train to stop. The proposed approach has been applied to a real case study on the Italian railway.

As rivers, lakes, ocean, and piers have huge impacts on the production and development of cities, the railway has played a vital role in the rise and prosperity of cities too.

One hundred and fifty years later, the people of Wythe County, Virginia, still talk about the fabled ride of Molly Tynes that saved Wytheville and the lead mines close by. Molly, a cultured young woman who had attended college, was 26 years old that summer of 1863. She had come back home to help her father, Samuel Tynes, take care of her invalid mother on the family farm in southwestern Virginia. That same summer, Federal planners had determined to dispatch a raid deep into the very same country. The objectives were to attack Wytheville, eliminate the lead operations a few miles south of town at Austinvlle and the salt works at Saltville, and sever the Virginia and Tennessee Railroad.

The innovative new extension to Hong Kong’s urban rail line links the city center with Hong Kong Disneyland, lending strong support to the Hong Kong government’s commitment to boost the city’s growing tourism industry.

We analyzed how the application of scent-marking, forest clearing, and supplemental feeding correlated with the number of moose (Alces alces)–train collisions along the most vulnerable railroad stretch in Norway. Data on 1,045 collisions has been compiled for 18 years since 1985, and remedial actions have occurred during various periods since 1990. We used sections of the rail line where remedies had never been applied as control sections to estimate the expected number of collisions per year and per km. In this way, we took into account the yearly variation in the number of accidents by using the difference between the actual number of accidents and the expected number of accidents as our response variable. We compared the difference between periods when remedies were applied to periods without any remedy. We found a general 46% decrease in the number of accidents during years with a remedy compared to what would have been expected the same years without any remedy. Forest clearing and supplemen...

This study uses a hybrid simulation method to investigate the dynamic behavior of pantographs. A special test facility, which is used to simulate the dynamic performance of a pantograph when it runs through the overhead line, is established and described. As the catenary is difficult to model in an indoor hardware test facility, a mixed theoretical-experimental technique is used. On the basis of the set-up of hybrid simulation test device of the pantograph-catenary system, the dynamic behaviors of four types of pantographs running along the overhead equipment at different running speeds are examined and compared. Meanwhile, the dynamic parameters such as mass, stiffness, and damping of four pantographs are measured using the hybrid simulation test facility. On the basis of these parameters, the dynamic behaviors of the four pantographs are analyzed. The dynamic behavior of the four pantographs is carried out under the CH160-0 catenary, which is used for 160 km/h rail line in China. The dynamic behavior may be different for other kinds of catenary.

This study concerns the section of the trans-Shield route between Lake Simcoe and the boundary of Manitoba. The data were obtained from the Ontario Department of Highways for the period from 1958 to January 1965 and by personalinquiry carried out in May 1965. To what extent does this section link the two principal cores of the Canadian ecumene, that is, the Lower Great Lakes - St. Lawrence area and southern Alsama ? After having briefly presented the geographic environment in which the route is situated, the author presents a number of statistics. The annual average daily traffic outside the towns is light : 3,000 vehicles in the more popular sectors and less than 1,000 in the less frequented parts. There is a decrease in the intensity of traffic from east to west as jar as Dryden. For the entire 1,200 miles of highway, three fourths of the vehicles have Ontario license plates. East of Sault St. Marie, the vehicles from outside Ontario come mainly from the U.S.A. whereas in the Kenora area they are principally from Manitoba. Traffic is three to Jour times heavier in summer than in winter. In the winter season the number of non-Ontario cars is very small and there are relatively more trucks than in summer. In the month of May the situation is more similar to that in winter than to that in summer. In the last jive years the frequentation of the route bas greatly increased ; at Dinorwic the number of vehicles in July bas multiplied five times. From a regional point of view, three sectors should be recognized : (1) from Lake Simcoe to Sault St. Marie, (2) from Sault St. Marie to Dryden, and (3) extreme western Ontario. Economically, the Ontario section of the Trans-Canada Highway is not a profitable enterprise. Furthermore, this route appears to be much less transcontinental than the parallel rail line. In several ways the trans-Shield corridor presents a greater obstacle to the continuity of the Canadian population ecumene than the Rocky Mountains, or even the Appalachian barrier. Nevertheless, central Ontario is a part of the ecumene but it is only an « ecumene of liaison » with low intensity of occupance. An office of Trans-Canadian traffic should be created.

This paper presents a multiobjective planning model for generating optimal train seat allocation plans on an intercity rail line serving passengers with many-to-many origin-destination pairs. Two planning objectives of the model are to maximise the operator's total passenger revenue and to minimise the passenger's total discomfort level. For a given set of travel demand, train capacity, and train stop-schedules, the model is solved by fuzzy mathematical programming to generate a best-compromise train seat allocation plan. The plan determines how many reserved and non-reserved seats are to be allocated at each origin station for all subsequent destination stations on each train run operated within a specified operating period. An empirical study on the to-be-built Taiwan's high-speed rail system is conducted to demonstrate the effectiveness of the model. The model can be used for any setting of travel demand and stop-schedules with various train seating capacities.

This paper presents the application of the multicriteria decision-making methods ELECTRE-I and AHP to a layout alternatives decision for a new high-speed train for the Madrid–Valencia high-speed line. The official choice is presented as a first introduction with the planning decision of the corresponding new high-speed lines for the south-east of Spain as part of the 2002–2007 high-speed network plan for Spain. This official selection of layout alternatives was decided in January 2002. The data used by the authors were obtained from public reports and official surveys, including two cost-effectiveness studies in net present value format for that part of the network that includes the important link between Madrid and Valencia. A short analysis of these net present value studies follows, and these studies show the feasibility of that part of the network, but were not decisive for the decision of the layout choice. The selection of alternatives for the Madrid–Valencia corridor is academically considered first with an ELECTRE-I method, and then with an analytic hierarchic process method. This is followed by an analysis of the problems using compromise programming. With both multicriteria decision-making methods the results showed that the North option was preferable, or ‘outranked’ the others, in agreement with the official selection. Thus it demonstrates that such methods are appropriate as aids for such decision-making procedures.

The Atlanta (GA) Beltline is an emerging ring of parks, trails, and a proposed transit rail line intended to encircle the core of the city of Atlanta. The Beltline is an example of a recent spate o...

This paper considers the second-best policy problem that arises when auto travel is priced below its marginal cost and there is a substitute mass transit mode. We analyze the problem by combining a model of a rail line based on Kraus and Yoshida (J. Urban Econ. 51 (2002) 170) with the highway bottleneck model. The model involves a transit authority which optimizes, in addition to the fare, two dimensions of transit capacity. These are (1) the number of train units serving the route and (2) the capacity of an individual train unit. Under a very weak condition, second-best optimality involves expanding both dimensions of transit capacity. The larger percentage effect is on train capacity.

The new high-speed rail line between Madrid and Barcelona has been designed so that commercial vehicles can operate at maximum speeds of up to 350 km/h (219 mph). Criteria are outlined that have been adopted by the Spanish railways to ensure that the track geometry deterioration on the new Madrid–Barcelona line will be no greater than the track geometry deterioration found on the existing high-speed line between Madrid and Seville [300 km/h (187 mph)]. Attention has focused on two primary factors—( a) reduction of axle load and unsprung mass of the vehicles and ( b) reduction of the vertical rigidity of base plates between sleepers and rails.

The new line station passenger flow forecast for urban rail is important in public transport service. The lack of the historical data of new rail line makes the forecast be a challenge. Traditional method always forecast the station passenger flow based on the land use numerical indicators, which is complex and not accurate. This paper proposes a novel passenger flow forecast method based on station attributes for urban rail. This method learns the passenger flow regularity and its impact factors from historical data of existing stations, and then forecast the passenger flow of new line station after evaluating the attributes of new station. It not only considers the characteristics of new line station, but also considers the regularity of existing stations. Experiment results show that our method can forecast the passenger flow on each hour throughout the day, and do not need large detailed investigation, which is more precision and convenient.

A microscopic investigation and estimation of rail line capacity are essential in the planning, design, and operation of railway facilities. This research aims at assessing the effects of railway vertical alignment at uphill sections on railway line capacity as well as on capacity loss at such a railway segment. The evaluation of operation and geometry data to estimate rail line capacity and capacity loss due to rail geometric alignment change was conducted using the backup method of semi-simulation analysis tool from THSRC in Taiwan. A Log-linear type regression model was developed to formulate the relationship between rail capacity loss and uphill alignment characteristics. The developed model is capable of analyzing regular rail capacity and capacity changes due to factors of geometric alignment as well as rail operational setting.

Rail line anchors/fasteners are the metallic components that attach each line with the sleepers. These are essential rail components as absence of these often result in derailments. Therefore in order to prevent dangerous situations and ensuring safety rail lines are periodically inspected. Rail inspection in many countries especially in third world countries, like Bangladesh, is performed manually by a trained human operator who periodically walks along the track searching for visual anomalies. This manual inspection is lengthy, laborious and subjective. This paper presents a machine vision-based technique to automatically detect the presence of rail line anchors/fasteners using Shi - Tomasi and Harris - Stephen feature detection algorithms. This approach has confirmed to successfully detect scenarios with both grounded and missing anchors invoked in the experiment, with an accuracy of 83.55%, thus proving its robustness.

Each year, more than 2 million Muslims from around the world gather in the City of Makkah in Saudi Arabia to perform the annual pilgrimage. A significant milestone in the effort to improve the existing transport system in the Holy City has been the introduction of the Southern Masha’er Rail Line (SMR) during the 2010 pilgrimage season. The line was designed to accommodate the unusual demand and specific movement patterns during the pilgrimage season. In its first year of operation, the line was supposed to operate at only 35% of its full capacity, before full implementation in the following year when the line was expected to transport 72,000 passengers per hour. This paper presents the results of a study to assess the performance of the rail line in its first year of operation. The analysis revealed that the majority of pilgrims found the rail line and its stations to be of excellent quality and exceeded their expectations. However, the analysis also revealed that the rail system suffered from operational and scheduling adherence problems that resulted in fluctuations in service frequency, capacity utilization rates, and cases of long waiting times. This paper concludes with recommendations for future improvements to the rail system based on the results of this evaluation study.

The Greenprint 2030 is a resolute attempt on the part of MMDA to engage all stakeholders in a process to create a common vision for the region’s future. For the first time, all 16 cities and one municipality comprising Metro Manila are linked under one vision that sets developmental priorities for the region and provides direction to achieve those priorities. The vision is formulated within the wider Mega Manila context, considering the shared challenges and opportunities with adjacent provinces. Like other metropolitan plans, Greenprint 2030 starts with a vision. However, it differs from the comprehensive metropolitan planning exercises in that it focuses on developing strategic areas of opportunity. Through the vision process, connectivity, inclusiveness, and resilience emerged as the key entry points for strategic engagement. Based on the vision the Greenprint 2030 will provide metropolitan wide spatial guidance, demonstrate coordination mechanisms, and identify areas for catalytic investments. The green in Greenprint goes beyond trees and open spaces green is efficient transportation, affordable housing, and more resilient infrastructure. It emphasizes sustainable urban development as the underlying principle across the three themes of inclusivity, connectivity, and resiliency. These sectors work together to enable more efficient use of resources and to create a livable urban environment. The Greenprint 2030 offers the strategic direction which informs comprehensive spatial and development plans prepared by national and local government agencies, related to Metro and Mega Manila. Through this process, more options for metropolitan governance will also be examined. The aim is to equip the metropolitan area to compete globally and to provide its citizens a safe, resilient, and green environment.

Whenever train disturbances occur, it is necessary for traffic operators to recover the train timetable appropriately, considering the passenger flow. But it is difficult to predict the flow in quantitative terms, because passengers may cancel his or her travel, or detour to another rail line. In recent years, however, it has become possible to obtain actual train operation time data stored in traffic control systems, the number of passengers on board by means of load compensating devices on rolling stock and passengers’ Origin-Destination data collected with automatic ticket checkers. In this paper, the authors first propose a visualization method of passengers’ flow. The method makes it easier for the authors to understand features of passengers’ flow during traffic disturbances in comparison with that of ordinary days. In the next step, the authors construct prediction models for the number of passengers passing the section between two adjacent stations. The authors implement multiple regression analysis using passenger’s flow data and information on outline of disturbances on a commuter rail line in past 10 months. As a result, the authors get multiple regression formulas to predict increase or decrease rates of the traffic volume in each section, with sufficient multiple correlation coefficients about 0.75. Finally, the authors apply the formulas to other disturbances, and find that they are reliable enough to support train rescheduling operations.

Objective Obtaining the ‘when, where and why’ of healthy bouts of moderate-to-vigorous physical activity (MVPA) provides insights into natural PA. Design In Salt Lake City, Utah, adults wore accelerometer and Global Positioning System (GPS) loggers for a week in a cross-sectional study to establish baseline travel and activity patterns near a planned Complete Street intervention involving a new rail line, new sidewalks and a bike path. Results At the end of the week, research assistants met with the 918 participants who had at least three 10 h days of good accelerometer readings. Accelerometer and GPS data were uploaded and integrated within a custom application, and participants were provided with maps and time information for past MVPA bouts of ≥3 min to help them recall bout details. Participants said that ‘getting someplace’ was, on average, a more important motivation for their bouts than leisure or exercise. A series of recall tests showed that participants recalled most bouts they were asked about, regardless of the duration of the bout, suggesting that participant perceptions of their shorter lifestyle bouts can be studied with this methodology. Visual prompting with a map depicting where each bout took place yielded more accurate recall than prompting with time cues alone. Conclusions These techniques provide a novel way to understand participant memories of the context and subjective assessments associated with healthy bouts of PA. Prompts with time-stamped maps that illustrate places of MVPA offer an effective method to improve understanding of activity and its supportive sociophysical contexts.

This chapter discusses how institutional factors affected the bureaucratic and logistic roles of dry ports in Brazil focusing on its three states, namely Sao Paulo, Minas Gerais and Goias. They provided sufficient context for this purpose, with Sao Paulo being Brazil’s economic powerhouse where 25 dry ports were located, Minas Gerais had a strong presence in the agricultural and mining-metallurgical sectors, where five dry ports were located, and Goias was an agricultural state located deep inland where two dry ports were located (Figure 8.1 and Table 8.1). In this chapter, the authors investigated the evolution of the regulatory process, the roles of institutions and how changes affected the behavior of key stakeholders and the development of dry ports. By linking institutional arrangements and the roles of dry ports, it was argued that the institutional system in place — either with reference to the entire nation and polity, or to particular related arrangements regarding the setting of dry ports — acted as the environment heterogeneity in boosting the enhanced bureaucratic functions of dry ports, while paralyzing their logistical functions.

This paper explores the impact of prospect theory based commuter’s residential location choice on the design problem of a rail transit line located in a monocentric city. A closed-form social welfare maximization model is proposed, with special consideration given to prospect theory based commuter’s residential location choice over years. Commuters are assumed to make residential location choice by a trade-off between daily housing rent and generalized travel cost to minimize their prospect values. The solutions properties of the proposed model are explored and compared analytically. It is found that overestimation exists for the optimal solutions of rail line length, headway, and fare based on traditional utility theory, compared with the optimal solutions of the proposed prospect theory based model. A numerical example is given to illustrate the properties of the proposed model.

Cultural historians have recently shown how the rise to prominence of the telegraph and the railway in the nineteenth century in effect erased boundaries, durations, and distances that had in prior centuries limited human activity, communication, and commerce. Yet the effects of this broadening of fields of activity upon an opposing human tendency or necessity, upon inactivity and sleep, have gone largely overlooked. This might seem surprising, considering historians’ penchant for characterizing modernity as marked by a series of conflicted opposites—between the rational and the irrational, between the needs of the individual and the needs of society or “the crowd,” between new freedoms and new confinements, and so forth. Meanwhile, industrial modernity and sleep reveal themselves to be largely antithetical and incompatible. There is of course a growing tension between modernity’s facilitation of 24-hour activity and our need for regular rest, between a perpetual volitional extension through our technologies and our persistent need to forsake volitional engagement in unconsciousness. These antitheses pull us taut on the rack of insomnia.

The National Railway Museum in York is the world's largest railway museum. Its collections include 103 locomotives and 177 other items of rolling stock, 3,300 models, 6,500 items of silver and crockery, more than 300 nameplates, 350,000 tickets, 1,800 buttons, 350,000 engineering draw ings, 7,500 posters, 200 original works of art, and 1.4 million photographic negatives. It exhibits not only trains and locomotives but also corresponding system components, providing a good context for the main attractions, such as the Royal Trains and the locomotive collection. It explains the course of British railway history from its origins to modern train systems such as the Eurostar. In July 1999, the museum opened a new extension housing The Works, a permanent exhibit divided into three main sections: workshop, working railway, and warehouse. Visitors enter the workshop on the second floor level, and from there one can watch the museum's conservation staff at work on rolling stock and smaller artifacts on the first floor. A gallery throws light on many key topics. Materials on the York Carriage Works connect the museum with the city and show people from distant places the industrial heritage of York. A section on women in the railway manufacturing industry illustrates their important wartime role and their complete replacement by men after the war. Another section on failed components tackles the issue of technical risks, bringing the topic alive with a display of a coupling hook that broke during a derail ment and material on historic railway accidents. The working railway part of the exhibit deals with security issues in a broad sense?timing, communications, signaling, train control, braking, and weather conditions. At the end, a display on the East Coast Main Line brings the visitor into the present and the operation of a modern rail line. In

The Red Line of the Greater Cleveland Regional Transit Authority is a 30.3-km (19.2-mi) grade-separated, high-platform electric rail transit line running almost exclusively on railroad rights-of-way. Long assigned to the rapid transit category, the Red Line has many aspects in common, and even shares tracks, with light rail and also resembles inner-city commuter rail. Opened in 1955, the Red Line started service at a time when its urban market was entering a long period of decline. Although designed for high capacity, the Red Line has never had the opportunity to deliver on its promise. Nevertheless, the line serves an unusually wide range of metropolitan travel destinations and has the potential to develop into a regional rail line that can be a model for other cities. After years of stagnation, the Red Line is on the verge of a turnaround. The line is in the midst of a station rebuilding program and is to be extended into the suburbs beyond its west-side terminus at the airport. These developments are examined here, and other strategies are proposed that could further contribute to the Red Line’s revival.

Causes of the collapse of a slope in a self-contained residential neighborhood are examined. Measures taken as a result of rapidly performed research and developments are described, and recommendations are given for the prevention of this phenomenon in self-contained residential neighborhoods situated on loess soils.

Since the explosive growth of computing technology in real time computer control systems during the 1970s, system integration has always required special attention. With the advent of networking technologies, system integration has become so complex that it often requires unique customised solutions, and despite the technological advances, system integration still remains a challenging problem to be resolved. The article explores the subject of applying system integration to the mass transit railway industry. Also included is an analysis of the problem from a process and technology viewpoint, and a look at the emerging technologies that promise to simplify system integration. A case study on a new system interfacing approach that is being followed in the design of Hong Kong's new West Rail line by Kowloon-Canton Railway Corporation is also described.

Although transit-oriented development (TOD) has become an increasingly popular planning idea, very few studies have examined how localities plan for and implement transit-oriented projects. This article helps fill that gap by studying the TOD implementation process near stations on the oldest of the current generation of light rail lines in the United States—the San Diego Trolley. Some parts of the San Diego Trolley have been in operation since 1981, but there are still only a few projects that both incorporate TOD concepts and were built after planning for the nearby rail line began. TOD projects were pursued most aggressively in the City of La Mesa, largely because TOD was consistent with local goals that went beyond transportation. Elsewhere in the San Diego region, several barriers have limited TOD implementation. Overall, the cities along trolley routes, though sympathetic to regional rail objectives, have approached TOD from a perspective of local goals, opportunities, and constraints. The ...

Several closer-in commuter rail routes face a stagnant future as they are presently operated. The core markets best suited for commuter rail have moved farther into the suburbs, yet transit authorities are politically reluctant to rationalize their inner-zone lines and stations. As a result, most managements sustain these lines at a minimum level, without making major investments in their future. Massachusetts Bay Transportation Authority-Boston’s Riverside Line converted a poorly used commuter rail line into a modern light rail line in 1959. At affordable cost, the transit authority was able to achieve a quantum leap in service ferequency and ridership. The Riverside experience shows that poorly performing inner zone commuter rail lines can be revived as light rail if market conditions are favorable. Philadelphia’s Schuylkill Valley Metro, now in active planning, follows the Riverside Line’s lead, as do existing operations in Karlsruhe, Saarbruecken, Newcastle, Manchester, and Buenos Aires. Promising opportunities for conversion of commuter rail to light rail may exist elsewhere in Philadelphia and in Chicago.

In recent years, the complex interaction between the urban transport system and land-use become one of the hot issues. Many cities tried to dominate effectively the land along urban transport system by the land use control planning. Xuzhou City is planning to construct rail traffic, then how to pre-contract the impact of the surrounding land of track traffic from the planning level and how to use the land is a key issue. This paper analyzes what is the key content of land use control planning e along the rail line.

Commuter Rail Line is one of the mean of public transportation in Jakarta andsurrounding areas. Passenger distribution maps (origin and destination passengers ) isrequired as a basis for policy formulation PT.KCJ to increase capacity in accordance withthe targeted services in the amount of 1.2 million passengers per day. Payload capabilitycurrently only 440,000 passengers per day. The purpose of this study is to design asimulation model mapping the movement of passengers . Method to determine the patternof passenger movement in each station using simulated data promodel.Input simulation aretime arrive , trains departure time, travel time between stations , the number of tap -in andtap- out . In the current study focused on the Bogor - Jakarta Kota during peak hour was at6:09 pm departure from Bogor. Simulation results show that number of passengers whoare most tap -in Bogor until Pasar Minggu , and the number of passengers who did mosttap - out begins from Manggarai until to Jakarta Kota .

This study focuses on the comparison of rail station plans in a satellite city that is connected to the urban area by a suburban rail line. Based on the cost-benefit principle, the paper specifically proposes a method for calculating the passenger amounts accessing rail stations by different modes and the related full costs as well. Through this way, it not only solves the problem of evaluating different plans with various riderships, making it feasible to evaluate societal benefits of the suburban line, but also includes the commonly neglected cost of passengers' accessing trip. The new principles are implemented in a common satellite city case which demonstrates that when accessing costs is considered, small interstation spacing plan is preferred with lower full costs. Inseparable from the realization of new satellite cities' planning and development, transportation facilities, especially the rail transit is the key to guide the healthy development of such suburbs while maintaining the strong vitality for urban area in metropolises. Many suburban rail lines has been put into operation in China, yet unexpected phenomena have commonly emerged such as low levels of ridership, inadequate services and underdevelopment of the area surrounding the station area. One of the major reasons is that suburban lines are designed in a way incompatible with the passenger demand. And in order to improve the travel speed between the suburbs and urban area, suburban rail stations are widely spread causing a large number of passengers use various traffic modes to access these stations.

The United States of America created a transportation system for both passengers and freight that was based upon a reality that no longer exists. Cheap, abundant, and largely domestic oil as well as an endless supply of land for expansion were all assumed. Fuel taxes too low to pay for maintenance and eventual replacement of the roads were levied, and we assumed that point-to-point trucking over “free”-ways was the most efficient way to deliver goods—efficiency being measured solely by time and flexibility.

The energy cost of a rail transport system is very big especially for the tractions of trains in its daily operation. Continual effort on decreasing the traction energy cost intensities of various rail transport modes has been made by many researchers and practitioners on different aspects for a long time. From the rail transport operation perspective, this study reviews such energy-saving research mainly focusing on the optimizations of train coasting schemes, the rational designs and utilizations of track alignments, the ameliorations of train attributes, and the improvements of system operations. According to the review work, it is confirmed that in sound responses to distinct track alignments, dynamically optimizing control programs of trains with their reasonably improved attributes ought to be further studied in view of the systematic transport operation of a rail line or network in an integrated manner as much as possible in the future research on traction energy saving of rail transport.

Through research and analysis on the status of domestic and international high-speed rail, this paper established the Theoretical Framework of the economic benefits, Social benefits and Synthetical benefits of high-speed railway. And this paper summarized and summed up the factors affecting the efficiency and evaluation methods, and finally got a more standardized evaluation criteria. Beijing-Shanghai high-speed rail, for instance, has a strong comprehensive benefits. The corresponding conclusions and policy recommendations in this article is below; firstly high-speed rail line that has been put into operation, planning or under construction, should be made the necessary adjustments and evaluation; Secondly, the Government should give different types of subsidies to high-speed rail for different comprehensive benefits; and last, for high-speed rail line, we should give full play to the advantage of high-speed rail such as obtain the largest passenger flow, and increase the transport density.

During the excavations of railway tunnel of Ring Rail Line ground water leakages containing ad-verse compounds were found under the airport area. The investigations showed that ground water at a minimum pH under 5 is acidic and contains antifreeze agents as ethylene and propylene glycols which have been used decades in aviation. In aerobic conditions the glycol based fluid forms alco-hols and organic acids, most relevant of them acetic acid and propionic acid. The fluid is a nutrient for microbes and enables their growth in a tunnel. The microbe growth forms also distinctive odour, which is undesirable at underground railway used by passengers. To isolate harmful aggressive leakages protection structures were designed for all tunnel sections and station areas where adverse substances were detected. Leakage has been found to be corrosive to steel structures and erode to cement-containing structures so polyethane membranes were de-signed to install around the railway tunnel structures and all materials which can be in contact with glycol based fluids were chosen for aggressive environments.

This paper develops an integer programming model for the scheduling problem in train circulations on an intercity rail line. The model that aims to minimize the sum of interval time for any two consecutive tasks is proposed to characterize the train operation process. Two main constraints, namely, time-shift and equilibrium constraint, are considered to get the feasible and practical solution of train schedules. A heuristic procedure using tabu search algorithm is also designed to solve the model by introducing the penalty function and a neighborhood search method with the trip exchange and insert strategy. A computational experiment performed on test instances provided by two major stations on the Beijing–Tianjin Intercity Railway in China illustrates the proposed model and algorithm.

An analytical model that determines the optimal location and length of rail line along a crosstown transportation corridor with the objective of minimizing the total transportation cost is presented. A general, many-to-many passenger demand pattern is considered. The objective function, which includes the rail and bus riding costs, rail and bus operating costs, rail fleet costs and rail line costs, is minimized by using the classical optimization method with the aid of a computer program developed for the model. The model is applied to the Northwest-South transportation corridor in Calgary, Alberta, and the sensitivity of the optimal rail line location and length to the unit cost and demand parameters at their reasonable ranges is tested. It is found that although the total passenger demand, unit rail line cost, and unit bus operating cost have greater influence than the unit bus and rail riding costs, and unit rail fleet and operating costs, the optimal line length is generally insensitive to all these parameters. It is also found that the length of the existing LRT line in the corridor is comparable to the optimal line length obtained from the model, but the existing line should be extended further south in order to meet the heavier demand in that direction optimally.

This paper considers the problem of predicting on-time performance on a partially double-tracked rail line with scheduled traffic. In particular, the model presented herein explicitly incorporates the uncertainty in train departure times along with more complex line structures than have been considered previously. Extensive Monte Carlo simulations are used to validate the predictions made by the proposed model under an optimal meet/pass planning process.

This paper describes a study that uses a simulator to compare differences in energy consumption of trains and differences in trip time, using five different signalling systems in the simulation. It records the development of a multiple train simulator for this project. The signalling systems all operate on a common part of a high-speed rail line.

The brightness temperature data and NDVI data of Guangzhou urban city, what were used to study Guangzhou's heat island effect, acquired from TM image. The conclusion as follows: the high brightness temperature area include Liwan district, Yuexiu District, Haizhu district and so on old city, nearby Guangzhou Train station rail line, Baiyun airport area, Tianhe passenger depot, both sides of Tianyuan road, Huangpu road and neighbor Pearl River road. (2) Guangzhou urban city including business center district, inhabitant quarters, factory district in the whole is the group of heat island, on the contrary, the suburb countryside take the green as the background; (3) the brightness temperature have tendency to reduces from the town center to the suburb, but the city heat island interior has the rich detail change characteristic; (4) partial heat island strong peak does not appear in the Guangzhou town center, but is concerns with the factory spatial distribution.

The overall impact on system “capacity” is typically described in terms of train control design. There are several other key factors that determine the ultimate system capacity of a rail line. Among the most influential of these are: vehicle type and configuration, stations and platform design and configuration, and overall civil alignment. In the analysis of the maximum capacity delivered from the train control system, all of these require optimization of design to achieve the highest throughput, and have a direct influenced by train control design as well. This paper describes how fully optimized design of non train control issues and factors have an impact on signal system design and have a consequence that is permanent once constructed.Copyright © 2012 by ASME

This report provides a brief overview of six economic zones in Nigeria, and discusses the main findings with respect to the zones: development goals and the anticipated benefits of the zone projects, key implementation challenges and preliminary proposals on enhancing the development/implementation process moving forward. The objective is to improve the shared understanding of these six zone projects and to identify opportunities on how foreign investments in these six zones can provide the maximum possible benefits both for investing countries and the host country. Based on a preliminary assessment, it seems all six zones reviewed in this report have made some progress, albeit at different degrees. In terms of real development, the Lekki Free Zone and the Ogun-Guangdong Free Trade Zone have made the most significant progresses, with some on-site infrastructure already built or committed and several firms already operating in the zones. The zones in Abuja and Delta State are mostly in the early stages, but they seem to have strong government ownership and backing and each got several potential partners or anchor firms interested for investing.

Developed at the request of the Mexican G20 Presidency for consideration by the Finance Ministers and Central Bank Governors at the G20 Leaders' Summit in Mexico, and jointly prepared with the Asian Development Bank, this policy paper positioned green transport in the context of cities development. Urban transport determines the shape of a city and its ecological footprint. Many cities in low and middle income countries are at a crossroads. Policy decisions taken now, while car use is still relatively low and cities retain a relatively transit friendly, compact urban form, will affect how people will live in their cities for many decades into the future. A new paradigm of urban transport can be part of the solution to reversing the deteriorating situation in some cities of developing countries, and supporting others to embark on a sustainable, low carbon, green growth path: developing a city for people rather than cars, and including public and mass transport as a major component of the modal structure. Implementing such a new paradigm can be truly transformational. This joint World Bank and Asian Development Bank paper lays out six aspects, which are most difficult to align, yet, are critical to ensure the sustainability of urban transport systems, visionary leadership, integrated strategy for land use and urban transport, coordination among agencies, domestic capacity, adequate cost recovery, and private participation in the operation and construction of urban transport systems. The paper proposes a set of new initiatives for G20 leaders' consideration, including the development of an umbrella toolkit to guide policy makers in charge of urban planning to make transport decisions best suited to their local contexts.