To see the other types of publications on this topic, follow the link: Rail infrastructure.
Dissertations / Theses on the topic 'Rail infrastructure'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the top 50 dissertations / theses for your research on the topic 'Rail infrastructure.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Browse dissertations / theses on a wide variety of disciplines and organise your bibliography correctly.
1
Dadashi, Nastaran. "Human factors of future rail intelligent infrastructure." Thesis, University of Nottingham, 2012. http://eprints.nottingham.ac.uk/13157/.
Full textAbstract:
The introduction of highly reliable sensors and remote condition monitoring equipment will change the form and functionality of maintenance and engineering systems within many infrastructure sectors. Process, transport and infrastructure companies are increasingly looking to intelligent infrastructure to increase reliability and decrease costs in the future, but such systems will present many new (and some old) human factor challenges. As the first substantial piece of human factors work examining future railway intelligent infrastructure, this thesis has an overall goal to establish a human factors knowledge base regarding intelligent infrastructure systems, as used in tomorrow’s railway but also in many other sectors and industries. An in-depth interview study with senior railway specialists involved with intelligent infrastructure allowed the development and verification of a framework which explains the functions, activities and data processing stages involved. The framework includes a consideration of future roles and activities involved with intelligent infrastructure, their sequence and the most relevant human factor issues associated with them, especially the provision of the right information in the right quantity and form to the right people. In a substantial fieldwork study, a combination of qualitative and quantitative methods was employed to facilitate an understanding of alarm handling and fault finding in railway electrical control and maintenance control domains. These functions had been previously determined to be of immediate relevance to work systems in the future intelligent infrastructure. Participants in these studies were real railway operators as it was important to capture users’ cognition in their work settings. Methods used included direct observation, debriefs and retrospective protocols and knowledge elicitation. Analyses of alarm handling and fault finding within real-life work settings facilitated a comprehensive understanding of the use of artefacts, alarm and fault initiated activities, along with sources of difficulty and coping strategies in these complex work settings. The main source of difficulty was found to be information deficiency (excessive or insufficient information). Each role requires different levels and amounts of information, a key to good design of future intelligent infrastructure. The findings from the field studies led to hypotheses about the impact of presenting various levels of information on the performance of operators for different stages of alarm handling. A laboratory study subsequently confirmed these hypotheses. The research findings have led to the development of guidance for developers and the rail industry to create a more effective railway intelligent infrastructure system and have also enhanced human factors understanding of alarm handling activities in electrical control.
2
Wang, Teng. "3D Infrastructure Condition Assessment For Rail Highway Applications." UKnowledge, 2016. http://uknowledge.uky.edu/ce_etds/41.
Full textAbstract:
Highway roughness is a concern for both the motoring public and highway authorities. Roughness may even increase the risk of crashes. Rail-highway grade crossings are particularly problematic. Roughness may be due to deterioration or simply due to the way the crossing was built to accommodate grade change, local utilities, or rail elevation. With over 216,000 crossings in the US, maintenance is a vast undertaking. While methods are available to quantify highway roughness, no method exists to quantitatively assess the condition of rail crossings. Conventional inspection relies on a labor-intensive process of qualitative judgment. A quantifiable, objective and extensible procedure for rating and prioritizing improvement of crossings is thus desired.
In this dissertation, a 3D infrastructure condition assessment model is developed for evaluating the condition and performance of rail highway grade crossings. Various scanning techniques and devices are developed or used to obtain the 3D “point cloud” or surface as the first step towards quantifying crossing roughness. Next, a technique for repeatable field measurement of acceleration is presented and tested to provide a condition index. Acceleration-based metrics are developed, and these can be used to rate and compare crossings for improvement programs to mitigate potential vehicle damage and provide passenger comfort. A vehicle dynamic model is next customized to use surface models to estimate vertical accelerations eliminating the need for field data collection. Following, crossing roughness and rideability is estimated directly from 3D point clouds. This allows isolation of acceleration components derived from the surface condition and original design profile. Finally, a practice ready application of the 3D point cloud is developed and presented to address hump crossing safety.
In conclusion, the dissertation presents several methods to assess the condition and performance of rail crossings. It provides quantitative metrics that can be used to evaluate designs and construction methods, and efficiently implement cost effective improvement programs. The metrics provide a technique to measure and monitor system assets over time, and can be extended to other infrastructure components such as pavements and bridges.
3
Cebola, Nuno M. F. "Investigating on-call work in rail infrastructure maintenance." Thesis, University of Nottingham, 2014. http://eprints.nottingham.ac.uk/14347/.
Full textAbstract:
The use of on-call work in industry has now surpassed that of shiftwork and night work. Industries as a whole make use of on-call work daily as a way to maintain 24/7 operations whilst also reducing costs. Despite this, on-call work remains underresearched and no best practice or management guidelines are available. As the first substantial piece of human factors work examining on-call work in the rail industry, this thesis has the overall aim of increasing the understanding of on-call scheduling systems of work, and also to provide recommendations to the planning and management of on-call work in the rail industry which may also be applied in other industries. A semi-structured interview study with 72 rail maintenance on-call workers of Great Britain rail infrastructure owner and operator (Network Rail) explored on-call arrangements in place and the perceived unwanted consequences of this type of work. Anxiety, fatigue, and reduced well-being were perceived as the main consequences of working on-call. The findings also indicate that when discussing on-call there are three separate on-call situations; being on-call, receiving calls, and responding to calls; which influence the study variables differently. From the key themes identified initially an on-call questionnaire for managerial staff was developed and data from across the country generating 479 individual responses. A two-week diary study (one week on-call and the week after) with 26 participants aimed to collect real-time ratings. Results indicated that working on-call was perceived as a leading cause of stress, poor quality of sleep and fatigue. This is due to the inherent unpredictability of on-call work, which is the key differentiating factor between on-call work and other types of working-hours systems. Receiving and responding to calls were perceived as detrimental to general well-being both to workers and their families, fatigue, and performance. The work performed for this thesis allowed the development of the first on-call specific framework that identifies not only the key factors at play but also the relationships between them. It presents a set of principles or theories that other researchers can use to guide future research and that industry professionals can use to deliver more human friendly on-call work management processes and procedures.
4
Iboshi, Gregory Kenji. "Architecture of the rail : exploring the potential of urban infrastructure." Thesis, Massachusetts Institute of Technology, 1994. http://hdl.handle.net/1721.1/67423.
Full textAbstract:
Thesis (M. Arch.)--Massachusetts Institute of Technology, Dept. of Architecture, 1994.Includes bibliographical references (p. 132-134).
This thesis is the pursuit of a sensitivity for the relationship between urban infrastructure and architectural form, an attempt to restore a quality of "publicness" in the urban landscape through the implementation of a transit structure. It is the investigation of the physical qualities which could potentially incorporate rail structures as useful elements in the city fabric. Approaching the rail structure as an architectural element which will serve as a framework for the existing and potential city. The intent of the proposal is to challenge the notion of the transit line as a solely technical feat; works of public infrastructure hold a potential to greatly affect our cities and our lives far beyond their expected utility. I suggest an alternative study of the possibilities and effects of these structures as architectural artifact in the urban context and explore the ability for transit systems to act as participants in the life of the city.
by Gregory Kenji Iboshi.
M.Arch.
5
Saito, Makoto 1968. "Public/private partnerships in providing rail infrastructure : the Japanese case." Thesis, Massachusetts Institute of Technology, 1998. http://hdl.handle.net/1721.1/69749.
Full text
6
Stenström, Christer. "Operation and maintenance performance of rail infrastructure : Model and Methods." Doctoral thesis, Luleå tekniska universitet, Drift, underhåll och akustik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-26302.
Full textAbstract:
Congestion of roads and sky, increasing energy costs and a demand to reduce emissions, have created a need to shift transportation from road and air to rail. Consequently, rail utilisation is increasing, adding stress to the rail infrastructure and time constraints to maintenance. At the same time, the performance and capacity of rail infrastructure are expected to be preserved or even improved. Railway performance and capacity can be enhanced by: expanding infrastructure; introducing better technology; and improving the efficiency and effectiveness of operation and maintenance. Performance measurement has shown to improve the efficiency and effectiveness of organisations, but the development and integration of performance measurements are essential. A key issue in performance measurement is the process of collecting, storing and converting data into information and knowledge, i.e. data analysis and presentation. Organisations use various systems and methods to collect and analyse data, but the analysis of the collected data to extract relevant information is often a challenge. With improved data analysis and performance measurement, rail transportation can meet the requirements of performance and capacity. Specifically, maintenance planning and optimisation of preventive maintenance can be made more effective, which can decrease interruptions of train operation, reduce costs and ensure safety.In this thesis, a model for monitoring and analysis of operation and maintenance performance of rail infrastructure is developed. The model includes various methods for analysis of operation and maintenance data. The work aims to facilitate improvements and optimisation of decision-making in railways.The thesis consists of two parts. The first part gives an introductory summary of the subject and research, followed by a discussion of the appended papers, an extension of the research and conclusions. The second part consists of five appended papers. The first paper concerns the development of a model for improving performance measurement of rail infrastructure. The second paper is a study of indicators related to rail infrastructure performance. The three subsequent papers are development of data analysis methods for: operational availability of rail infrastructure, composite indicators and maintenance costs.Keywords: operation and maintenance, indicators, performance measurement, maintenance cost, rail infrastructure, linear assets, preventive maintenance, corrective maintenance, aggregation, composite indicators, cost-benefit analysis, decision supportGodkänd; 2014; 20140904 (chrste); Nedanstående person kommer att disputera för avläggande av teknologie doktorsexamen. Namn: Christer Stenström Ämne: Drift och underhållsteknik/Operation and Maintenance Uppsats: Operation and Maintenance Performance of Rail Infrastructure Model and Methods Opponent: Professor Rommert Dekker, Director of the Econometrics Institute, Erasmus University Rotterdam, Nederländerna Ordförande: Professor Uday Kumar, Institutionen för samhällsbyggnad och naturresurser, Luleå tekniska universitet Tid: Tisdag den 11 november 2014 kl 10.00 Plats: F1031, Luleå tekniska universitet
7
Dunlop, Benjamin Marcus. "Improving infrastructure projects in the heavy rail industry of Great Britain." Thesis, University of Bristol, 2011. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.539755.
Full text
8
Lingegård, Sofia. "Integrated Product Service Offerings for Rail Infrastructure : Potential Benefits and Challenges." Licentiate thesis, Linköpings universitet, Industriell miljöteknik, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-73901.
Full textAbstract:
Large amounts of different materials are used when building and maintaining railway infrastructure, and the environmental impacts from the upstream production stages are significant. Industry’s motivation to innovate is low, new products or methods are rarely used, and the lowest price is the main driver for selecting a tender. Integrated Product Service Offerings, or IPSO, has been put forward in the research literature as a potential concept to, from a life-cycle perspective, reduce the environmental impact of products and services, increase cost efficiency and quality, and act as a driver for change. Therefore, this thesis attempts to answer to the aim: “Can the concept of Integrated Product Service Offerings improve the management of rail infrastructure and if so, what would such an implementation induce in terms of risk factors?” The Swedish rail infrastructure is used as a case to discuss the considerations and feasibility of such an implementation. Theories such as product development, information asymmetry and innovation are used to complement the literature focusing on IPSO. The empirical part of the thesis has been collected using individual interviews, group interviews and a survey approach. The contracts currently used in the railway industry have several advantages, such as being a familiar business model that is straightforward to calculate for the contractors. However, they are not optimal for innovation due to e.g. detailed specifications, standards and technological and market lock-in effects. Technological and market lock-in, in combination with a lack of information transfer between different contracts and actors, are major disadvantages with the current practice. Furthermore, the buyer’s conservative business culture makes it difficult to implement new types of contracts since it is difficult to break old habits. Even though the providers are part of the same mature market, the organizational changes needed for them to fulfill IPSO contracts are not seen as a barrier. A benefit with IPSO is the holistic life-cycle perspective that provides incentives for dematerialization, resulting in a more resource-efficient and durable infrastructure. IPSO requires improved information transfer, something which stimulates innovation as well as processes for evaluation of the contracts. Further benefits are potential incentives to get contractors involved in the design phase, where the major decisions about the life-cycle are made, in order to reduce the infrastructure's environmental impact and total life-cycle cost. The contractors hope that IPSO contracts will make the buyer focus less on e.g. the initial purchasing price and more on the total life-cycle cost in relation to quality in order to get the best solution. The actors see themselves as parties with opposing interests. At the same time, IPSO will most likely imply more long-term cooperation, something that calls for common interests, shared risks and flexibility. The innovation possibilities with IPSO could benefit from loosening up the material handling monopoly that the buyer currently holds. Since the buyer is a dominant actor within the industry, this organization has major possibilities to introduce changes that the other actors would have to conform to. Several challenges with IPSO are discussed, and most of them are derived from the risk and uncertainty aspects that come with long-term contracts and inexperience with a new business model. On one hand, the contractors request more flexibility; on the other hand, they are reluctant to take on more responsibility that could lead to increased risk. However, risk does not have to be seen as something completely negative, as it depends on how the contractors choose to deal with it. They can either develop the necessary skills and competence needed to identify and handle the risk in a strategic manner, foster a competitive advantage, or take the problems as they come in a more ad hoc way. A way to reduce risk and uncertainty seems to be to focus on transparency and information sharing between the actors and the contracts. This would also open up IPSO contracts for reinvestments, where the current lack of information concerning the condition of the facilities results in reluctance for IPSO contracts. This research has focused on IPSO for rail infrastructure management, using the Swedish rail infrastructure as a case to discuss the considerations and feasibility of such an implementation. The conclusions, therefore, are valid for rail infrastructure in other geographical locations as well.
9
Sipilä, Hans. "Simulation of rail traffic : Methods for timetable construction,delay modeling and infrastructure evaluation." Doctoral thesis, KTH, Transportplanering, ekonomi och teknik, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-168032.
Full textAbstract:
This thesis covers applications and proposes methods for using simulation in a more effectiveway and also in a wider context than normally used. One of the proposed methods deals withdelay modeling that can be used in a calibration process. Furthermore, a method is presentedthat facilitates the management of having timetables, infrastructure scenarios and delays asvariables in simulation studies. The simulation software used in this thesis is RailSys, whichuses a microscopic formulation to describe the infrastructure and train movements.Timetable changes with respect to allowances and buffer times are applied on a real case(Western Main Line) in Sweden in order to analyze how the on-time performance is affectedfor high-speed passenger trains. The potential benefit is that increased allowances and buffertimes will decrease the probability of train interactions and events where the scheduled trainsequence is changed. The on-time performance improves when allowances are increasedand when buffer times concerning high-speed trains are adjusted to at least five minutes inlocations with potential conflicts. One drawback with this approach is that it can consumemore space in a timetable at certain locations, hence other trains may need adjustments inorder reach these buffer times.Setting up simulations, especially in large networks, can take significant amount of timeand effort. One of the reasons is that different types of delay distributions, representingprimary events, are required in order to obtain conformity with reality if a real timetable andnetwork is modeled. Considering train registration data in Sweden, the separation in primaryand secondary delays is not straightforward. The presented method uses the basic trainregistration data to compile distributions of run time deviations for different train groups ina network. The results from the Southern Main Line case study show that a reasonable goodfit was obtained, both for means and standard deviations of delays. A method for capturingthe variance in freight train operations is proposed, partly based on the findings from theaforementioned study. Instead of modeling early freight trains on time, the true initiationdistributions are applied on time-shifted freight trains.In addition to the already mentioned methods, which are applied on real networks, a methodfor reducing the uncertainties coming from assumptions of future conditions is proposed. It isbased on creating combinatorial departure times for train groups and locations and formulatingthe input as nominal timetables to RailSys. The dispatching algorithm implementedin the software can then be utilized to provide feasible, conflict-managed, timetables whichcan be evaluated. This can be followed by operational simulations with stochastic delays ona subset of the provided timetables. These can then consequently be evaluated with respectto mean delays, on-time performance etc.To facility the use of the infrastructure as a variable in these type of studies, an infrastructuregenerator is developed which makes it relatively easy to design different station layouts andproduce complete node-link structures and other necessary definitions. The number, locationand type of stations as well as the linking of stations through single-track or multi-tracksections can be done for multiple infrastructure scenarios. Although the infrastructure canbe defined manually in RailSys, a considerably amount of time and effort may be needed.In order to examine the feasibility of this method, case studies are performed on fictive linesconsisting mostly of single-track sections. This shows that the method is useful, especiallywhen multiple scenarios are studied and the assumptions on timetables consist of departureintervals for train groups and their stop patterns.QC 20150526
10
Lingegård, Sofia. "Integrated Product Service Offerings for Rail and Road Infrastructure : Reviewing Applicability in Sweden." Doctoral thesis, Linköpings universitet, Industriell miljöteknik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-110015.
Full textAbstract:
This research aims to explore and propose a more effective management of rail and road infrastructure and the possibility of a more resource-efficient road and rail infrastructure by applying business models based on performance and a life-cycle perspective. There is a lack of efficiency in the Swedish rail and road infrastructure industries - at the same time as the availability of the rail tracks and roads is essential. Rail and road infrastructure have long lifetimes, around 40-60 years, and during these decades regular maintenance and reconstruction are needed to ensure proper function. Large amounts of resources are required to construct the infrastructure, and the overall environmental pressure depends substantially on this. This research is largely based on interviews conducted with the buyer, contractors and design consultants for rail and road infrastructure in Sweden. Literature reviews have been conducted to develop the framework needed to analyze the empirical findings. This research contributes by building on theory in areas such as Integrated Product Service Offerings (IPSOs) and eco-design, and this abstract presents a brief summary of the overall conclusions. Several challenges for rail and road infrastructure in Sweden have been identified, such as the lack of information and knowledge transfer between different projects and actors. This is due to e.g. the use of traditional short-term contracts and conservative cooperate cultures, creating sub-optimizations in management. Increased collaboration, through e.g. partnering, seems to be a promising way to increase the information and knowledge transfer between actors by increasing trust and interaction. In this way, management would be more effective, and by involving contractors in the design phase, more efficient technical solutions could be developed and used. Additionally, increased involvement by the design consultants and an iterative information loop between design, construction and maintenance could also be beneficial. The research indicates that increased cooperation increases trust. In this way, there is a possibility to remove the detailed requirements that prevent new ways of working. Rail and road infrastructure have characteristics, such as the resources used and the importance of availability, that are well-suited for IPSOs. This performance-based business model with a life-cycle perspective provides incentives to optimize the use of resources and provide a holistic view for management that is lacking today for rail and road infrastructure. However, a long-term contract such as an IPSO creates uncertainties. The actors are risk-averse, which is an obstacle in the development of new business models and contract forms. Most of the risks and uncertainties identified are due to lack of experience. This implies that an implementation of IPSOs will have a steep learning curve. Additionally, risk allocation between the actors is important for effective management: too much risk for the suppliers will make them reluctant in developing new solutions, and they will use a risk premium to cover up for the risk.
11
Li, Wai-ching. "The reform programme of the Ministry of Railways and its impact on rail development in China." Hong Kong : University of Hong Kong, 2001. http://sunzi.lib.hku.hk:8888/cgi-bin/hkuto%5Ftoc%5Fpdf?B23339202.
Full text
12
Balian, Daniel. "Greenhouse gas Reduction in Infrastructure Projects : With a case study of California High-Speed Rail." Thesis, KTH, Miljöstrategisk analys (fms), 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-209487.
Full textAbstract:
Infrastructure projects are today major contributors to global warming. However, various strategies for reduction of greenhouse gas emission are available, as described in sustainability assessment schemes and performed in infrastructure projects. Beyond the choice of methodology, greenhouse gas reduction represents an important challenge, namely to engage involved actors. The establishment of a common sustainability policy, reflected in procurement requirements could be a solution. However, often in subject of complications such as misunderstandings or increased cost. Impres, a research project aiming to streamline the process of greenhouse gas reduction in the infrastructure sector, conducts case studies around the world in which useful methods and examples are assimilated. In cooperation with Impres, the present report includes the case study of California High-Speed Rail (CHSR). The aim of this report is to compare strategies for greenhouse gas reduction of sustainability assessment schemes for infrastructure projects, and evaluate the feasibility as procurement requirements. Furthermore, to identify corresponding processes of greenhouse gas reduction in the case study of CHSR, as well as revealing important factors towards realization. The course of work involves a study of the schemes Envision, BREEAM Infrastructure, CEEQUAL, IS Rating System as well as the standard PAS 2080. Regarding the case study, the sustainability policy, procurement requirements and project reports are the main used sources. Moreover, qualitative interviews with involved actors have been performed in California. Finally, to create a comparative matrix for greenhouse gas reduction processes, standards ISO and PAS 2080 have been reviewed. The results show that greenhouse gas criteria of the studied schemes not are mandatory to perform in anyone but PAS 2080. Which means that further requisites might be needed in order for the schemes to be useful as procurement requirements. Furthermore, the outlining of processes reveals a weakness in the setting of a greenhouse gas reference point, and while every scheme includes a greenhouse gas quantity assessment, there is a difference in the priority of reduction. Regarding CHSR, an exclaimed policy goal is to perform climate neutral construction. While procurement requirements are limited to quantification of emitted greenhouse gases and the use of effective construction machinery, which is insufficient to meet the goal. Nevertheless, the Authority in charge is performing CO2 compensating measures, such as planting trees. Finally, a variety of driving forces, success factors and challenges for realizing greenhouse gas reduction have been identified. For example, personal motivation and legislation as driving forces. Whereas, sustainability as a core mission, experience and communication are seen as success factors, and resistance to transfer sustainability goals to procurement is an exclaimed challenge. As a conclusion, sustainability assessment schemes do have certain processes for greenhouse gas reduction in common. However, they present criteria with different degrees of obligation, affecting feasibility as procurement requirements. In CHSR, similar processes are found, where further reduction of greenhouse gases can be achieved, especially by an optimized choice of construction materials. In the end, personal motivation seems to be an important factor for introducing and realizing greenhouse gas reduction goals in infrastructure projects.Impres
13
Sánchez, Borràs Marta. "Impact of rail infrastructure charging systems implemented in europe on the competitiveness of high speed services." Doctoral thesis, Universitat Politècnica de Catalunya, 2009. http://hdl.handle.net/10803/30725.
Full textAbstract:
European railways have been immersed since the nineties in a restructuring process aimed at improving the effectiveness, quality and economic efficiency of the provision of railway services, as well as stimulating the growth of railway markets. This reform has involved a separation between infrastructure management and operation and the introduction of rail infrastructure charges to regulate the use, by railway undertakings, of the infrastructure managed by infrastructure managers.
Rail infrastructure charges aim, in essence, at recovering costs. Nevertheless, they can have an influence on the usage of the infrastructure, especially in corridors where competition between modes exists. Therefore, special attention should be paid to their definition and amount to ensure that they do not counteract the important effort that the European Union is making to help finance and build a European high speed network aimed at strengthening railways and redressing modal share imbalances.
In Europe, legislation requires transparent and non discriminatory rail access charges, based on the principles of short run marginal social cost although mark ups are permitted where necessary to meet financial requirements. However, it does not specify how these principles should be implemented.
This dissertation has three main tasks. Firstly, it calculates the amount of rail infrastructure charge for European high speed lines/services based on the marginal cost. Secondly, it characterises the rail infrastructure charging systems applied to European high speed lines/services, in order to detect if mark ups above the marginal cost of wear and tear are being applied to those services and if so, how they are applied. Finally, it quantifies the impacts on traffic volumes and mode split resulting from bringing the current levels of rail infrastructure charges (applied in the European high speed network) to the level of marginal cost of maintenance and renewals and to the optimal Ramsey mark up.
According to the results obtained, current levels of rail infrastructure charges implemented in Europe have a negative impact on the competitiveness of the high speed passenger services that run on the European railway network, particularly in the cases where the rail market share is currently low (below 80-85%). Thus, mark ups would not have been imposed after careful consideration of their consequences on the market position of railway undertakings in the market segment in question.
14
Sánchez, Borràs Marta. "Impact of rail infrastructure charging systems implemented in Europe in the competitiveness of high speed services." Hamburg Eurail Press, 2009. http://d-nb.info/1002079888/04.
Full text
15
Naghashian, Mohammad Hossein. "Generalised cost benefit analysis for large infrastructure projects : the case of the Channel Tunnel rail link." Thesis, University of Birmingham, 2015. http://etheses.bham.ac.uk//id/eprint/5633/.
Full textAbstract:
Even in the absence of specific evidence it is surely unthinkable to imagine Napolean Bonaparte himself, when considering the potential benefits of invading England, failing to weigh against them the costs of building a tunnel under \(La\) \(Manche\). In the light of the considerable literature of cost benefit analysis (CBA) and by gathering together several analyses that have been performed on the Channel Tunnel in more recent times, this thesis demonstrates that a comprehensive ‘big picture’ CBA framework is missing, and then provides one: a new methodology, represented in Data Flow Diagram (DFD) form, for the generalised cost benefit analysis of large infrastructure projects.
16
Li, Wai-ching, and 李慧貞. "The reform programme of the Ministry of Railways and its impact on rail development in China." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2001. http://hub.hku.hk/bib/B3194551X.
Full text
17
陳展鴻 and Chin-hung Joe Chan. "Sustainable transport of the third generation new towns in Hong Kong with the development of rail infrastructure." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2008. http://hub.hku.hk/bib/B41669149.
Full text
18
Chan, Chin-hung Joe. "Sustainable transport of the third generation new towns in Hong Kong with the development or rail infrastructure." Click to view the E-thesis via HKUTO, 2008. http://sunzi.lib.hku.hk/hkuto/record/B41669149.
Full text
19
Wilbur, Sara E. "Implementation assessment of the Kansas City Design Center proposed Rail Park." Kansas State University, 2012. http://hdl.handle.net/2097/13751.
Full textAbstract:
Master of Regional and Community PlanningDepartment of Landscape Architecture and Regional and Community Planning
Jason Brody
From start to finish, implementing large public infrastructure projects, like a park, can be challenging. Funding shortages, public opposition, and physical limitations are all potential problems that can halt a project’s development. This study explores the complexities of implementation by using a proposed park designed by the Kansas City Design Center as a case study for examination. The visioning process, or first stage of implementation, is explored by examining the factors that influenced the design. Through interviews, this report then examines how the actors and processes of project implementation work together or against each other in project development. Applying the learned knowledge of implementation to the proposed park of the Kansas City Design Center presented multiple challenges, as well as opportunities for the park. After understanding implementation and its application to the Rail Park, three main strategies are proposed to move the Kansas City Design Center’s proposed park past the visioning stage. The three strategies are: to collaborate between actors, garner public support, and project phasing. General conclusions about implementation in this study found that there will be challenges and not all can be anticipated, but it is important to plan for those that can be. Being flexible and persistent to move a project forward is necessary in order to accommodate stakeholders’ concerns and unforeseen problems. Knowledge of implementation and its complexities will assist actors, developers, and students to advance visions into reality.
20
Nilsson, Camilla, and Oskar Öberg. "Undersökning av godstågens punktlighet : En fallstudie enligt DMAIC vid Sweco Rail." Thesis, Luleå tekniska universitet, Institutionen för ekonomi, teknik och samhälle, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-79957.
Full textAbstract:
Punktlighet är ett viktigt mätetal inom järnvägsindustrin, men också en stor utmaning. Ett övergripande mål i Sverige är att samtliga tåg, både person- och godståg, ska ha en punktlighet på 95% vid slutdestinationen, där tåg som anländer högst fem minuter efter utsatt tid räknas som punktliga. Under 2019 var godstågens punktlighet 77,9%. Försenade godståg innebär stora kostnader i form av kvalitetsavgifter för den part som orsakat förseningen, samhällsekonomiska kostnader samt ett förlorat förtroende för järnvägen där kunder väljer andra transportslag för att garantera att varorna anländer i tid. Syftet med examensarbetet är att identifiera vilka faktorer som påverkar godstågens punktlighet samt att ta fram rekommendationer för hur punktligheten kan förbättras. För att uppfylla examensarbetets syfte delades projektet upp i två delmål som besvarades genom att tillämpa problemlösningsmetodiken DMAIC. Det första delmålet var att identifiera hur godstågens punktlighet påverkades av att avgå utanför utsatt tid. Detta undersöktes genom att jämföra hur godstågens resor förändrades då de avgått punktligt samt tidigare eller senare än planerat. Genom att visualisera hur genomsnittet av respektive resa sett ut och jämföra dessa med varandra kunde det påvisas att avgångstiden inte är den mest betydande faktorn för godstågens punktlighet. Detta för att resan såg liknande ut oavsett då tågen avgick och den totala restiden skiljde sig inte åt nämnvärt. Det framkom även att tåg som avgår punktligt får färre merförseningar än tåg som avgår utanför gränserna för punktliga tåg. Det andra delmålet var att identifiera vad som påverkar godstågens punktlighet längs sträckan. Detta undersöktes genom att studera godstågens tidsavvikelse vid samtliga trafikplatser längs sträckan samt att analysera de orsakskoder som rapporterats in för respektive tågresa. Här påvisades att tågen inte körs enligt framtagen tågplan, vilket påverkar punktligheten negativt. Några identifierade orsaker till detta är att de olika tåguppdragen har olika förutsättningar att köra samma sträcka, trots att de har samma största tillåtna hastighet. Samt att det finns tåguppdrag som systematiskt reducerar den framförda hastigheten på grund av minskad bromsverkan, vilket i sin tur beror på dåliga vagnar eller för långt/tungt tågekipage. Utöver de två delmålen identifierades även att det fanns bristande datakvalitet i den inrapportering av orsakskoder som tillämpas idag. Exempelvis saknades dryga 40 % data för att förklara varför en merförsening uppstått. Examensarbetet resulterade i tre rekommendationer för hur godstågens punktlighet kan förbättras och dessa var: Kontinuerlig dialog mellan berörda parter för att ta fram en mer tillförlitlig tågplan. Systematiska avvikelser från tågplanen ska ha en högre kvalitetsavgift vid förseningar. Förbättra analysunderlaget genom en bättre inrapportering av orsakskoder.Punctuality is an important measurement in the railway industry, but also entails some challenges. In Sweden there is an overall goal that both passenger- and freight trains should have a 95% punctuality when they arrive at their final destination, where trains who arrive at their final destination less than five minutes after scheduled arrival counts as punctual. During 2019 the punctuality for freight trains was 77,9%. Delayed freight trains are connected to large costs for both the railway industry and for the society. The purpose of this master thesis is to identify which factors affect freight train punctuality and to find recommendations on how to improve it. To fulfill this purpose, the project was divided into two milestones that were answered by applying the problem-solving methodology DMAIC. The first milestone was to identify how punctuality was affected by freight trains departing outside of their appointed departure time. This was done by comparing how journeys differentiated when trains departed punctually as well as earlier or later than planned. By comparing these with each other it was proven that departure time is not the most affecting factor when it comes to freight train punctuality. Because each trains journey had a similar pattern regardless of when they departed and the travel time for the trains did not differ significantly. Furthermore, it was found that trains that are punctual at their time of departure have less delays during the trains entire route than trains who depart outside of the time-window for punctual departure. The second milestone was to identify what affected the freight train punctuality during the trains entire route. This was done by investigating the time deviation for each train at every measurement point during the route and by analyzing the reasons for time deviation. It turned out that the trains did not run according to the set timetable, which affected the punctuality in a negative way. A few identified reasons for this was that different trains had different prerequisites to drive the same route, even though they are planned for the same speed. And that some trains systematically reduced their speed due to a lack of breaking capacity, as a result of the train being too long or heavy. Beyond the two milestones it was identified a lack of data quality in the reporting of reasons for time deviation. For example, about 40 % of data was missing that could have further explained why the trains where delayed. The master thesis resulted in three recommendations for how freight train punctuality can be improved, and these were: Continuous dialogue between affected parties to make a timetable that is more reliable. Systematic deviations from the timetable should have a higher cost for causing these. Improved data quality for further analysis of why delays occur.
21
Fabianski, Caroline Julie Cecile. "Complex partnership for the delivery of Urban Rail Infrastructure Project (URIP) : how culture matters for the treatment of risk and uncertainty." Thesis, University College London (University of London), 2017. http://discovery.ucl.ac.uk/10040111/.
Full textAbstract:
This research proposes an original framework to account for the governance of large scale infrastructure projects. The framework offers a cultural perspective by breaking away from Transaction Cost Economics to put an emphasis on context, culture, action and sensemaking. It considers the current context for large scale infrastructure projects that is the emergence of Public-Private Partnership, market coordination and complex contracts that lead to multi- organizational arrangement with multiple stakeholders. It demonstrates that governance is dynamic due to the diversity of cultures and subcultures. Governance arrangements are changing over the project life cycle to respond to project imperatives. It shows that governance must remain flexible and open to change by telling the story of the first metro line of Istanbul: Taksim 4.Levent, the Jubilee Line Extension (JLE) in London and Meteor in Paris. The originality of the research relies on the use of the Grid-Group Model introduced by the British anthropologist Mary Douglas (Douglas, 1999). It is the first time that the model is applied in the project management context. Used in combination with Action Net (Czarniawska, 2004; 2008), the Grid-Group model depicts a process, the making of Urban Rail Infrastructure Projects. It gives a perspective on complexity and the treatment of risk and uncertainty. This perspective gives relevance to the early work of Scandinavian scholars on the temporary organization (Lundin and Söderholm, 1995, Packendorff 1995) and literature that tends to see change as the norm rather than the exception (Tsoukas and Chia, 2002). The most surprising finding of the research is to enable to name the project process in Grid- Group terms, particularly Hierarchies as an ideal structural and cultural form of governance that emerge ex-post through the project process.
22
De, Wet Andres MG. "Toronto: Linking the Lake - Solutions for an Urban Infrastructural Disconnect." University of Cincinnati / OhioLINK, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1491557866968756.
Full text
23
Svensson, Niclas. "Life-Cycle Considerations for Environmental Management of the Swedish Railway Infrastructure." Doctoral thesis, Linköping : Linköpings universitet, 2006. http://www.bibl.liu.se/liupubl/disp/disp2006/tek1064s.pdf.
Full text
24
Swärd, Karin. "Environmental Performance of the Rail Transport System in a Life-Cycle Perspective : - The Importance of Service Life and Reuse in Sweden." Thesis, Linköping University, The Tema Institute, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-6730.
Full textAbstract:
The focus in environmental management has during the last decades in many cases shifted to include all the phases in a product’s (or a service’s) life – the life-cycle perspective. The transport system has a large environmental pressure on the environment. Train traffic is habitually regarded as an environmentally preferable mean of transport, mainly depending on that trains often are driven by electricity. This view is also true when the operation phase alone is considered; at least if the electricity derives from renewable sources. In a life-cycle perspective the advantages of this mean of transport get less apparent. The extraction of the raw materials requires plenty of energy, energy which often is produced by fossil fuels. A dominating part of the material-related energy requirements in the railway infrastructure can be referred to a few materials. The main part of these materials can be found in a few products; rails, railway ties, ballast materials, cables and the contact wire system. It is here that the effort to reduce the environmental impact of the railway infrastructure should lie to become most efficient. The aim of the thesis is to investigate how the environmental pressure is affected by the service lives, i.e. the technical durability as well as the durability in practise, of the most energy-intense railway products, as well as reuse of them. The objective is to map estimated service lives and reuse in order to create scenarios representing the present state of how the products are used and reused in Sweden. The scenarios are used in order to analyse the importance of focusing on service lives and reuse when reducing environmental pressure. The objective is also to find out which possibilities and hindrances there are to increase the service lives and the reuse of the products.
To investigate the environmental pressure of the railway infrastructure, embodied energy is used as indicator. Embodied energy represents the energy needed to produce a product, from extracting the materials to the production phase. The present state concerning service lives and reuse of the studied products are mapped through interviews with employees at Banverket and at VTI. The empirical material is analysed and scenarios are created in order to evaluate the environmental importance of service lives and reuse. Organizational issues concerning service lives and reuse are also investigated.
The present state service lives varies between 25 and 100 years for the realistic scenarios for all the products. The estimated service lives varies between 25 and 100 years for the new technology scenarios. When it comes to the best-case scenarios the estimated service lives varies between 60 and 120 years, depending on railway product. The only products reused today are rails and railway ties. There are considerable improvements to be made by increasing service lives, and this pertains to all the studied products. The reductions in embodied energy per year go up to 75 % if the New-Technology Scenario is applied and to 33 % if the Realistic Scenarios are applied. If the Low Realistic Scenarios are applied the reductions goes up to 50 %. A great improvement potential exist for all the products if the New-Technology Scenarios are applied. The products where the main improvement potential when it comes to the Realistic and the Low Realistic Scenarios exist are the macadam-ballast, the cables, the rails and the railway ties. If the New-Technology Scenarios are applied for all the products the total improvement span is as much as 69 % altogether. If the Low Realistic Scenario instead is applied, the improvement span is calculated to 38-39 % (depending on the exchange level of macadam-ballast). If the Realistic Scenario is applied, the improvement span is calculated to 23 % and if the Best-Case Scenario is applied the span is calculated to 7 %, depending on that the most energy efficient strategy is to reuse the products possible to reuse. The main part of this improvement potential derives from the rails and the railway ties.
In reducing the environmental pressure it is important to make use of the products as much as possible, i.e. to reuse them and use them as long as possible. If rails and railway ties are reused and made use of during their entire service life, all energy invested in the products is made use of. The most environmental sound alternative is to reuse the products which are reusable and to use these products as long as they last. This gives a need for embodied energy of 16 GJ/yr and km for the railway ties and 38 GJ/yr for the rails on the mainline track. The energy allocated to the tracks where the products are reused is calculated to 3 GJ/yr and km for the railway ties and to 7 GJ/yr and km for the rails. Actions of maintenance prolong the durability of the products, e.g. by increasing the stability in the embankment and hence reduce the wearing. The administration of the used material is the main problem in order to create a well-functioning reuse of railway articles. This includes transports, storage and documentation of products. Tradition and routines also stand in the way of creating a sustainable reuse of these products.
25
Danihlík, Tomáš. "Přeprava zboží po Transsibiřské magistrále mezi Asií a EU." Master's thesis, Vysoká škola ekonomická v Praze, 2014. http://www.nusl.cz/ntk/nusl-202031.
Full textAbstract:
The main objective is to prove the increasing trend of increasing volume of shipments, respectively the number of trains dispatched from Asia to the European Union (Westbound), respectively from the European Union to Asia (Eastbound). The first chapter is devoted to describing the history of the Trans-Siberian Railway. In the second part is the creation of a common CIM / SMGS and organization OSŽD. In the third chapter are described rail corridors from Asia to the EU, respectively from the EU to Asia. A final fourth chapter is practical analysis of rail transport on the basis of documents of companies that use these rail corridors.
26
Matthews, Nicholas. "Re-Utilizing Transit Opportunity: Creating Multi-Modal Opportunity as a Way to Attract Growth in the North Hills Region." University of Cincinnati / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1397735209.
Full text
27
Pikosz, Alexander, and David Tiberg. "How improved rail infrastructure will affect property values in northern Stockholm. : A study in value capture and the development of public transport in the northern regions of Stockholm." Thesis, KTH, Bygg- och fastighetsekonomi, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-90315.
Full textAbstract:
This report aims to determine the economical benefits of improved public transport in some of Stockholms northern suburbs that are strategic locations for further urbanization. The correlation between public transport (PT) and property values will be explored. How will the PT scenarios that are suggested here increase the value of real estate in the regional focal points? How can the financial winners by this improvement be prepared to take part in financing the PT solutions? Denna uppsats syftar till att fastställa de ekonomiska fördelarna av förbättrad kollektivtrafik i norra Stockholmsregionen. Det kommer att undersökas i vilken utsträckning det föreligger ett samband mellan tillgänglighet till kollektivtrafik och fastighetsvärden. Hur kan de olika kollektivtrafiklösningarna komma att påverka fastighetsvärdena i de regionala kärnorna? Hur skulle nyttotagarna av en sådan investering kunna vara med att finansiera den?
28
Zheng, Wen. "Investing in high-speed passenger rail networks: insights from complex international supply chain, technologies and multiproduct firms." Thesis, Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/44697.
Full textAbstract:
The growth of population and business during the rapid urbanization process in the twentieth century has generated significant demand for transportation. As the demands have grown, road and air transportation are suffering from significant congestion and delays. Continuing expansion of highways and airports has become both expensive and difficult, along with not being able to provide adequate solutions to the growing congestion. One alternative, which is being pursued by many countries, is to invest in efficient high-speed rail networks to meet the pressing demand for mass passenger transportation. This alternative is also one that may have beneficial impacts by reducing energy consumption and alleviating some of the environmental concerns. But to make these infrastructure investments, governments need to make difficult decisions due to the complexity of the industry and technologies involved.
This thesis examines decision making by government for such investments. In order to carefully study the industry, we use a two part approach. First, we examine the HSR industry supply-chain. We create a detailed taxonomy of the industry supply-chain and highlight various aspects of the advanced technologies being used, the sophisticated multiproduct nature of the firms, and the diverse international location of the companies. Second, we gather information on all the international HSR contracts between 2001-2011. These contracts enable us to examine business strategies pursued by the major HSR trainset suppliers and component manufacturers, insights into the size of the orders and type of trainsets being delivered, and the formation of partnerships and collaborations to meet the complex demands imposed by Governments when they invite bids for these expensive projects.
A detailed examination of the supply-chain shows that the core technologies and competencies are highly concentrated in those countries which historically have had high demand for high-speed rail. Germany, Japan, France, for example, have the highest number of trainset and component suppliers. In more recent years, South Korea and China have emerged as the new frontiers of trainset and components suppliers. This implies that countries who are outside of this group are highly dependent on either importing these technologies and investments or make a concerted effort to develop them via partnerships and technology transfer agreements.
Our examination of contracts shows that the size of HSR investment order is important for both business and government strategy. The order size determines the extent of domestic content and production. While many components will inevitably be imported, a larger order size may allow for various components to be manufactured domestically. Order size also appears to influence the nature of partnerships among the firms in the industry. We observe a growing number of HSR investment partnerships among trainset suppliers over time, possibly due to the need to pool risk in these highly complex and uncertain investments, as well as the changing competitive dynamic of HSR markets.
29
Wenner, Fabian Volker Heinz-Wilhelm [Verfasser], Alain [Akademischer Betreuer] Thierstein, Bernhard [Gutachter] Scholl, Alain [Gutachter] Thierstein, and Gebhard [Gutachter] Wulfhorst. "Interrelations between Transport Infrastructure and Urban Development : The Case of High-Speed Rail Stations / Fabian Volker Heinz-Wilhelm Wenner ; Gutachter: Bernhard Scholl, Alain Thierstein, Gebhard Wulfhorst ; Betreuer: Alain Thierstein." München : Universitätsbibliothek der TU München, 2021. http://d-nb.info/1240384173/34.
Full text
30
Deeg, Lohren R. "Prepare the winding path : examining the reuse potential of abandoned industrial infrastructure in community health, housing, transportation, recreation, and tourism." Virtual Press, 2004. http://liblink.bsu.edu/uhtbin/catkey/1292546.
Full textAbstract:
This study examines the reuse potential of industrial land and infrastructure left abandoned or otherwise underutilized. The goal of this study is to open discussion and dialogue into such cases in North American cities that currently are liabilities and offer guidelines and methods for approaching preservation and reuse of such properties in a manner that contributes to community health, safety and welfare while maintaining historical character and significance.Abandoned or underutilized industrial land and infrastructure often pose significant environmental, safety, and land-use liability issues for municipalities. The application of creative reuse ideas centered on the notion of preserving industrial character, while creating new housing and recreation options for citizens is a major opportunity for communities struggling to cope with the negative aspects of these properties.The design project portion of this study was performed as part of an `ideas competition' conducted in 2003 by the `Friends of The High Line,' a not-for-profit organization dedicated to preserving a 1.5 mile stretch of abandoned, elevated rail bed in the Chelsea neighborhood of Manhattan Borough, New York City.Department of Architecture
31
Junod, Martha-Anne N. "Risks, Attitudes, and Discourses in Hydrocarbon Transportation Communities: Oil by Rail and the United States’ Shale Energy Revolution." The Ohio State University, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=osu1595345780677671.
Full text
32
Veldsman, Dewald. "Transforming the existing transportation interchange / labour market /." Diss., Pretoria : [s.n.], 2006. http://upetd.up.ac.za/thesis/available/etd-02212007-134739.
Full text
33
Morvant, Camille. "Le processus de répartition des capacités sur le réseau ferré français : quelle place pour le fret ?" Thesis, Paris Est, 2015. http://www.theses.fr/2015PESC1145/document.
Full textAbstract:
Planifier les horaires des trains qui circulent sur un réseau constitue une tâche complexe. En Europe, elle s'inscrit dans un processus qui voit le gestionnaire d'infrastructure opérer des choix pour répartir une ressource rare, la capacité d'infrastructure, entre des usages concurrents - commerciaux (trains de voyageurs et de marchandises) et de maintenance (travaux) - et des demandeurs multiples. Dans ce travail, nous cherchons à mieux cerner comment s'organise et fonctionne le processus pour le réseau ferré français par le prisme du fret, activité ouverte à la concurrence depuis 2006 mais qui traverse une crise structurelle depuis plusieurs décennies. Les différentes facettes temporelles du processus de répartition des capacités constituent le fil conducteur de notre analyse. A travers une démarche croisant le point de vue du gestionnaire d'infrastructure et celui de ses clients, au premier rang desquels les entreprises ferroviaires, nous montrons que le fret occupe une place singulière dans ce processus qui se structure selon un calendrier spécifique, fruit de dispositions règlementaires européennes et d'héritages et de choix nationaux. La question de la qualité de sillons offerts par le gestionnaire d'infrastructure est appréhendée sous l'angle d'une articulation entre composantes de court et de long termes par rapport à l'échéance de circulation. Activité plurielle, le fret a besoin de flexibilité et de visibilité. Nous nous intéressons enfin aux sillons-catalogue en tant que dispositif participant à garantir de la capacité au fret. Une analyse de la méthode allemande, à travers le projet neXt, est proposée en guise de contrepoint. Nous mettons en évidence que l'équilibre entre des exigences industrielles (standardisation) et commerciales (personnalisation) dans la production des sillons est indispensable mais demeure délicat à établirTrain timetabling on a rail network is a complex task. In Europe, this issue lies within a process for which the infrastructure manager has to consider competing uses - passenger and freight trains as well as maintenance work - and several users of a scarce resource, infrastructure capacity. The aim of this research is to better understand the way this process is organised and works on the French rail network. We have chosen to tackle this issue focusing on freight as an activity which has been opened up to competition since 2006 but has experienced structural difficulties for decades. The various time aspects of the capacity allocation process are the key focus of our analysis. Our approach considers the perspectives of the infrastructure manager and of their customers, foremost among which are train operating companies. We highlight that freight occupies a unique place in this process which is based on a schedule resulting from both European regulations and the legacy of decisions taken at the national level. The issue of the quality of the train paths offered by the infrastructure manager is studied with a focus on the links between short and long term requirements with regard to the train running deadline. In spite of their diversity, we demonstrate that freight operators need flexibility and visibility. Finally, we analyse catalogue paths as a specific offer that aims to guarantee capacity for freight. The German method, through the neXt project, provides an alternative insight into this issue. Accommodating freight train paths into the timetable is essentially a necessary but delicate balance of interests: standardisation vs. customisation
34
Tlachnová, Tereza. "Komparace dopravní infrastruktury vybraných států." Master's thesis, Vysoká škola ekonomická v Praze, 2015. http://www.nusl.cz/ntk/nusl-205573.
Full textAbstract:
The aim of this thesis is the comparison of transport infrastructure in the Czech and Slovak Republics, focusing on road and rail transport. Work includes a description and analysis of the current state in terms of quality, structure and length of road and rail networks. The performance indicators of passenger and freight transport are evaluated and compared, including their expected development. Conclusions are made on the basis of data from the last 5 years. The current situation is also evaluated using a SWOT analysis, which highlights the most important strengths and weaknesses and also significant opportunities and threats. In conclusion, based on the comparison and SWOT analysis priorities and recommendation are set to improve the current situation in order to create a quality and competitive transport network.
35
Odolinski, Kristofer. "Reforming a publicly owned monopoly : costs and incentives in railway maintenance." Doctoral thesis, Örebro universitet, Handelshögskolan vid Örebro Universitet, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:oru:diva-46383.
Full textAbstract:
The railway system is often considered to be an industry where a monopoly occurs “naturally”, which can explain the public ownership and the use of regulations. However, railways in Europe have been subject to reforms during the last three decades. The use of tendering has increased, which is a way of introducing competition for the market in absence of competition within the market. Still, contracting out services previously produced in-house places a heavy burden on the client, where contract design and its incentive structures can be decisive for the outcome of the reform. This dissertation provides empirical evidence on costs and incentives in a publicly owned monopoly that is subject to reforms, namely the provision of railway maintenance in Sweden. Essay 1 estimates the effect of exposing rail infrastructure maintenance to competitive tendering. The results show that this reform reduced maintenance costs in Sweden by around 11 per cent over the period 1999-2011, without any associated fall in the available measures of quality. Essay 2 estimates the relative cost efficiency between and within maintenance regions in Sweden. The results indicate considerable efficiency gaps together with economies of scale not being fully exploited. Essay 3 analyses the effect of incentive structures in railway maintenance contracts. An increase in the power of the incentive scheme reduces the number of infrastructure failures according to the results. In addition, the estimated effect of the performance incentive schemes suggests that more effort towards preventing train delays is made at the expense of preventing other failures. Essay 4 comprises an estimation of marginal costs of rail maintenance. The static model produces slightly lower marginal costs compared to previous estimates on Swedish data. The results from the dynamic model show that an increase in maintenance costs in year t - 1 predicts an increase in maintenance costs in year t. Indeed, there is an intertemporal effect that depends on the performed maintenance activities (governed by the contract design).
36
Svatoň, Ondřej. "Potenciál veřejných logistických center v železniční dopravě v ČR." Master's thesis, Vysoká škola ekonomická v Praze, 2017. http://www.nusl.cz/ntk/nusl-359140.
Full textAbstract:
In times when capacities of roads are starting to run out, it is necessary to search for any alternatives with environmental protection in mind. One of the options is to move some of the road freight transport to railways. One of the possible ways to achieve it is by using Public logistics centres. This concept is already in use in Western Europe and the demand for building terminals of combined transport is growing in the Czech Republic as well. The goal of this thesis is to evaluate the potential of PLC and its influence on the regional development based on information from other countries. In the thesis, theoretical aspects of infrastructure investment and predicted effects of localization into targeted regions are assessed. Outcomes of this research are weaknesses and suggestions for potential implementation of this concept in the Czech Republic.
37
Kaldy, David A. "Reactive Boundaries: Movement Informing Design." University of Cincinnati / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1242677314.
Full text
38
Brady, Dylan. "Forging the Nation Through Rails: Transportation Infrastructure and the Emergence of Chinese Nationalism." Thesis, University of Oregon, 2014. http://hdl.handle.net/1794/17904.
Full textAbstract:
While nationalism remains a vital element in the production of the political and economic landscape, it is often treated as a static container for other processes or neglected altogether. Rather, it must itself be treated as a process--a nationalizing project--emerging from a constellation of often contradictory social forces. One such process of nationalization is the development of large-scale transportation infrastructure, such as railroads. These projects produce both new spheres of circulation and new understandings critical to navigating these novel environments, which together radically transform the relation between people, government, and territory.
In early twentieth century China, the complicated contest over railroad rights produced and was produced by a fractured political economic geography. Understandings of both identity and space remained fragmented, cohering only partially into a singular entity, thus demonstrating the intimate interrelation between state power, political identity, and territories both real and imagined.
39
Brady, Dylan P. "Forging the nation through rails| Transportation infrastructure and the emergence of Chinese nationalism." Thesis, University of Oregon, 2014. http://pqdtopen.proquest.com/#viewpdf?dispub=1551644.
Full textAbstract:
While nationalism remains a vital element in the production of the political and economic landscape, it is often treated as a static container for other processes or neglected altogether. Rather, it must itself be treated as a process—a nationalizing project—emerging from a constellation of often contradictory social forces. One such process of nationalization is the development of large-scale transportation infrastructure, such as railroads. These projects produce both new spheres of circulation and new understandings critical to navigating these novel environments, which together radically transform the relation between people, government, and territory.
In early twentieth century China, the complicated contest over railroad rights produced and was produced by a fractured political economic geography. Understandings of both identity and space remained fragmented, cohering only partially into a singular entity, thus demonstrating the intimate interrelation between state power, political identity, and territories both real and imagined.
40
Maureira, Juan-Carlos. "Internet on rails." Nice, 2011. https://tel.archives-ouvertes.fr/tel-00594951.
Full textAbstract:
Cette thèse propose une nouvelle méthode pour fournir une connexion réseau à des véhicules au cours de trajets prédéterminés (trains, métros, autobus urbains, etc. ). La communication entre le véhicule et l’infrastructure réseau est basée uniquement sur la technologie WiFi. Les contributions de ce travail sont d’une part la conception d’une méthode pour réaliser le handover horizontal (entre bornes WiFi), et d’autre part la modélisation et l’analyse de topologies pour le réseau d’infrastructure (réseau backbone plus réseau d’accès WiFi) déployé sur la trajectoire du véhicule. Dans une première partie, nous proposons une méthode, appelée Spiderman Handover, pour réaliser le handover horizontal d’un réseau en mouvement (embarqué dans le véhicule) et une procédure de mise à jour des informations de routage (couche 2 OSI) lors du handover. Nous évaluons notre proposition par simulation et validons nos résultats par des mesures expérimentales. Dans une deuxième partie, nous étudions théoriquement les paramètres de plusieurs familles de topologies du type Chordal pour le réseau backbone construit sur un réseau d’accès linéaire. A partir de la comparaison de ces paramètres, nous proposons une topologie backbone issue de la combinaison de deux topologies Chordal. Cette topologie fournit un bon compromis entre coût du déploiement, nombre de sauts nécessaires pour atteindre la passerelle du réseau et résilience raisonnable. Enfin, nous évaluons l’intégration de la topologie proposée pour le réseau d’infrastructure avec le système handover par des simulations. Les résultats présentés suggèrent que l’algorithme de handover proposé fonctionne correctement sur le réseau d’infrastructure proposé. Cela permet la garantie d’une connexion continue aux passagers à bord des trains, métros ou autobus urbainsThis thesis proposes a new method for providing network connectivity to vehicles over a predefined trajectory (trains, metros, urban buses, etc. ). The communication between the vehicle and the infrastructure network is based only on WiFi technology. The contributions of this work are two-folds : the horizontal handover (between WiFi access points) and the design and analysis of an infrastructure network (backbone network plus WiFi access network) deployed along the trajectory of the vehicle. In the first contribution, we propose a handover scheme, called Spiderman Handover, which describes the horizontal handover for an in-motion network (on-board the vehicle) considering a procedure to update the routing information of a bridged infrastructure network (ISI layer 2). We evaluate our proposal by means of simulation and we validate our results by experimental measurements. In the second contribution, we study theoretically the parameters of several chordal like topologies in order to build a backbone network for a linear access network. By comparing these parameters, we propose a backbone network composed by a combination of two chordal topologies. This backbone network provides a good balance between their deployment cost, number of hops to the gateway of the network and a reasonable resilience. Finally, we evaluate the integration of this infrastructure network and the handover scheme by means of simulations. Results showed that the proposed handover scheme works properly on the proposed infrastructure network, allowing the provision of a continuous network connectivity to passengers on-board trains, metros or urban buses
41
Hidalgo, González Guillermo, and António Queirós. "Railway Mobility Hubs: A feature-based investment return analysis." Thesis, Blekinge Tekniska Högskola, Institutionen för industriell ekonomi, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:bth-18204.
Full textAbstract:
While there has been considerable research regarding the role of Mobility Hubs in cities and transport networks, significant investment is required to develop these facilities. It is the correlation between investment, new users’ attraction and revenue generation that is the key for a sustainable development of Mobility Hubs and this investment must, therefore, be correctly assessed and targeted. This study aims to develop a methodology to determine the viability of investing in Mobility Hub features, weighing the investment on different Hub features and services against expected potential benefits and revenue generation, addressing the question: Can investment in Mobility Hub features be justified and, if so, which features maximize its expected positive impact? Based on a review of literature and definition of possible Hub features as variables, secondary research data was compiled to enable the analysis of expected impacts of each variable/feature in terms of new user’s attraction and revenue generation, which was then used to develop individual Net Present Value analysis of each feature. The result of these analysis demonstrates and concludes that different Hub features have the potential to generate substantially different investment outcomes, and that each feature should be analyzed individually prior to investment decision. It was also concluded by this research that the proposed assessment methodology can be used for future research on other listed Hub features, albeit with the constraint that primary data will be required when secondary research data is not available.
42
Abi, Aad Maya P. "Modeling Techniques and Local Strategies of Green Infrastructure Capitals to Control Urban Stormwater Runoff and Combined Sewer Overflows." University of Cincinnati / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1236016465.
Full text
43
Maureira, Juan-Carlos. "Internet sur rails." Phd thesis, Université de Nice Sophia-Antipolis, 2011. http://tel.archives-ouvertes.fr/tel-00594951.
Full textAbstract:
Cette thèse propose une nouvelle méthode pour fournir une connexion réseau à des véhicules au cours de trajets prédéterminés (trains, métros, autobus urbains, etc.). La communication entre le véhicule et l'infrastructure réseau est basée uniquement sur la technologie WiFi. Les contributions de ce travail sont d'une part la conception d'une méthode pour réaliser le handover horizontal (entre bornes WiFi), et d'autre part la modélisation et l'analyse de topologies pour le réseau d'infrastructure (réseau backbone plus réseau d'accès WiFi) déployé sur la trajectoire du véhicule. Dans une première partie, nous proposons une méthode, appelée Spiderman Handover, pour réaliser le handover horizontal d'un réseau en mouvement (embarqué dans le véhicule) et une procédure de mise à jour des informations de routage (couche 2 OSI) lors du handover. Nous évaluons notre proposition par simulation et validons nos résultats par des mesures expérimentales. Dans une deuxième partie, nous étudions théoriquement les paramètres de plusieurs familles de topologies du type Chordal pour le réseau backbone construit sur un réseau d'accès linéaire. A partir de la comparaison de ces paramètres, nous proposons une topologie backbone issue de la combinaison de deux topologies Chordal. Cette topologie fournit un bon compromis entre coût du déploiement, nombre de sauts nécessaires pour atteindre la passerelle du réseau et résilience raisonnable. Enfin, nous évaluons l'intégration de la topologie proposée pour le réseau d'infrastructure avec le système handover par des simulations. Les résultats présentés suggèrent que l'algorithme de handover proposé fonctionne correctement sur le réseau d'infrastructure proposé. Cela permet la garantie d'une connexion continue aux passagers à bord des trains, métros ou autobus urbains.
44
Locicero, Ryan Charles Robert. "Mainstreaming Green Infrastructure: The Nexus of Infrastructure and Education Using the Green Space Based Learning (GSBL) Approach for Bioretention Plant Selection." Scholar Commons, 2015. https://scholarcommons.usf.edu/etd/5531.
Full textAbstract:
The Green Space Based Learning (GSBL) approach builds on a long-term partnership between a Research I university, surrounding community, and local school district, transforming underutilized community green space into an interactive educational tool to addresses national infrastructure and educational challenges. The GSBL approach is an educational platform for engaging K-12 and the local community in engineering design and construction of sustainable Green Infrastructure (GI) projects. GSBL was piloted as a part of a federally funded Research Experience for Teachers (RET) program in which teachers participated in two intensive 6-week summer research experiences and two consecutive academic year components. The summer experience focuses on the development of Science Technology Engineering and Mathematic (STEM) lessons and activities that meet Common Core and Next Generation Science Standards and the dissemination of the RET research experience. Approximately 400 K-12 students and teachers participated in both formal and informal educational activities that led to GSBL approach outputs throughout the academic year. These outputs included 4 Campus GI Challenge's for identifying areas of implementation and student driven GI design, the publication of 7 curricular products, the design and installation of 70 personal rain gardens and 8 bioretention cells (a type of GI), one of which was designed as a field scale research site within the Hillsborough County Public Schools (HCPS) district.
The eight bioretention cells, seven of which are on three public school campuses and one located at a local community leader's house were designed and implemented as a result of university research, K-12 outreach, and community engagement. These sites were selected based on one or more hotspot factors (e.g. localized areas of flooding, access to site, presence of learning space, willingness to pay, property ownership, visibility of location) and designed to restore the hydrology and water quality to pre-development conditions. The bioretention cells were designed to capture a storm-event ranging from 1.27 cm to 2.54 cm and cost between $550 and $1,650 to construct depending on the design scope, scale, and installation methods. The installed bioretention systems route stormwater runoff to a ponding area sized approximately 2-5% of the total catchment area, are designed to capture between 31% and 67% of annual runoff (March 2010 - March 2015), and attenuate between 97,500 and 226,100 mg N annually.
The educational sites were used to provide insight into hydraulic performance, maintenance requirements, and nutrient management impacts associated with bioretention design. Three of the bioretention cells (BR 1, BR 2, and BR 3) were used as a field research site for collecting bioretention plant performance data on 12 Florida native plant species, Coreopsis leavenworthii, Flaveria linearis, Salvia coccinea, Solidago fistulosa, Canna flaccida, Tradescantia ohiensis, Tripsacum dactyloides, Hymenocallis latifolia, Iris virginica, Sisyrinchium angustifolium, Spartina patens, and Equisetum hyemale.
Mean baseline accumulated nitrogen concentration for tested species was 18.24 ± 5.76 mg N/g biomass. This compared to a harvested mean concentration rate of 12.28 ± 2.23 mg N/g biomass, a reduction of uptake capacity of nearly 33% after two growing seasons. This study found a similarity in mean total nitrogen concentration between baseline and harvested plant species for Flaveria linearis, Sisyrinchium angustifolium, Solidago fistulosa, Canna flaccida, Salvia coccinea, Spartina patens, and Coreopsis leavenworthii and a significant difference in means for Equisetum hyemale, Iris virginica, Salvia coccinea, and Tradescantia ohiensis. These harvested data were used to calculate mean total nitrogen concentration per square meter with Sisyrinchium angustifolium, Equisetum hyemale, Spartina patens, Solidago fistulosa, Salvia coccinea, Coreopsis leavenworthii, Iris virginica ranging from 286 mg N/m2 to 4,539 mg N/m2, and Canna flaccida, Flaveria linearis, Tradescantia ohiensis ranging from 12,428 mg N/m2 to 15,409 mg N/m2. Seven of the twelve species (Flaveria linearis, Equisetum hyemale, Iris virginica, Tripsacum dactyloides, Coreopsis leavenworthii, Salvia coccinea, Tradescantia ohiensis) displayed highly desirable results, ranking (>0.20x̅) when evaluated across 10 quantitative attributes and assessed for their applicability for the subtropical Tampa Bay area.
This research developed a plant selection utility index (PSI) that allows for individual plant scoring based on qualitative and quantitative plant selection criteria. The qualitative PSI was used to evaluate 26 native and regionally friendly plant species commonly found within the subtropical Tampa Bay climate to provide an example and act as a template for selecting plant species. The qualitative PSI scores categorized the identified plant species as highly desirable (n=4, PSI ≥ 80), Flaveria linearis, Tripsacum dactyloides, Salvia coccinea, and Chamaecrista fasciculata; moderately desirable (n=15, 80 > PSI ≥65), Solidago fistulosa, Hymenocallis latifolia, Canna flaccida, Tradescantia ohiensis, Arachis glabrata, Mimosa strigillosa, Callicarpa Americana, Penta lanceolata, Monarda punctate, Muhlenbergia capillaris, Helianthus debilis, Glandularia tampensis, Silphium asteriscus, Stachytarpheta jamaicensis, and Coreopsis lanceolata; and least desirable (n=7, PSI < 65) Spartina patens, Equisetum hyemale, Sisyrinchium angustifolium, Iris virginica, Coreopsis leavenworthii, Myrcianthus fragrans, Zamia puila. The quantitative PSI was used to evaluate attributes of 11 of the 26 species within a 32.5 m2 field-scale bioretention system (BR 1, BR 2, and BR 3) ter two-growing seasons. The tested species scored as highly desirable (n=2, PSI ≥ 70) for Salvia coccinea, Tradescantia ohiensis; moderately desirable (n=5, 70 > PSI ≥ 50) for Equisetum hyemale, Sisyrinchium angustifolium, Solidago fistulosa, Iris virginica, Coreopsis leavenworthii, and least desirable (n=4, PSI < 50) for Spartina patens, Flaveria linearis, Canna flaccida, Hymenocallis latifolia. Both qualitative and quantitative scores were combined on a 0-200 scale to provide a list of recommended species based, ranking from high to low: Salvia coccinea (PSI=160), Tradescantia ohiensis (PSI = 148), Sisyrinchium angustifolium (PSI =127), Flaveria linearis (PSI = 125), Solidago fistulosa (PSI = 124), Iris virginica (PSI =121), Coreopsis leavenworthii (PSI = 117), Equisetum hyemale (PSI = 114), Canna flaccida (PSI = 104), Spartina patens (PSI = 103), Hymenocallis latifolia (PSI =90).
45
Haunhorst, Adam Francis. "The Implementation of Green Stormwater Infrastructure in the Historic Vistula Neighborhood of Toledo." University of Toledo / OhioLINK, 2018. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1525215640627662.
Full text
46
Dagnogo, Foussata. "Rail-route et dynamiques spatiales en Côte d'Ivoire." Thesis, Paris 1, 2014. http://www.theses.fr/2014PA010517.
Full textAbstract:
Comme dans les autres pays ouest africains, les transports en Côte d'Ivoire ont connu un programme d'ajustement qui a notamment conduit à la dérégulation du secteur. Les conséquences de cette politique furent, entre autres, la libéralisation du transport routier et la privatisation du chemin de fer «Abidjan-Niger ». Malgré ces réformes, les infrastructures de transport sont dégradées et les services restent très inégaux. C'est dans ce contexte que se pose aujourd'hui la question du rôle du corridor rail/route ivoiro-burkinabé en Côte d'Ivoire. Ce corridor de transport qui relie le port d'Abidjan à Ouagadougou au Burkina Faso ne participe-t-il pas davantage au désenclavement des pays limitrophes qu'à celui des territoires ivoiriens? L'analyse des circulations au niveau de l'axe montre deux faits. D'une part, il se présente comme un axe majeur qui participe à la structuration des territoires traversés comme à Bouaké ou à Ouangolodougou, et d'autre part, il apparaît comme un axe qui produit de l'enclavement comme par exemple pour les localités de Loho, Boli, Raviart ou Céchi qui, bien que situées sur le chemin de fer, restent difficiles d'accès. Ces deux phénomènes révèlent le rôle ambivalent du corridor et amène à relativiser son importance dans la structuration du territoire national ivoirienLike in other West African countries, transportation in Ivory Coast has gone through a structural adjustment program which has led to the deregulation of the industry. Among others, the consequences of this policy have been both the liberalization of road transports and the privatization of the "Abidjan-Niger" railway. Following these reforms, transport infrastructures are scratched and services remain unequal. ln this nowadays context, the issue of the function of the Ivory Coast-Burkina Faso railway/road corridor in Ivory Coast can be considered. Does this corridor which links the Abidjan harbor to Ouagadougou, in Burkina Faso, participate more to the opening up of the adjacent countries or to Ivorian territories? The analysis of the circulations on the corridor highlights two major elements. On the one hand, it appears as a major axis which participates to the setting-up of the territories it goes through, such as Bouaké or Ouangolodougou. On the other hand, it appears as an axis which generates inaccessibility such as regarding Loho, Boli, Raviart or Céchi, which, despite located along the railway, remain difficult to reach. The two phenomena show the ambivalent role of the corridor and lead to consider with relativeness its importance in the Ivorian national territory structuration
47
Monteiro, Vitor Borges. "Infrastructure and growth: testing data in three panel." Universidade Federal do CearÃ, 2011. http://www.teses.ufc.br/tde_busca/arquivo.php?codArquivo=8284.
Full textAbstract:
nÃo hÃThe thesis consists of three chapters that have in common estimation models for panel data. The first chapter titled "Energy Consumption, GDP per capita and Exports: Evidence of long-term causality in a panel for the Brazilian States" analyzes the order of causality between the variables and then checks the long-term elasticities using the methodology FMOLS. It shows that GDP per capita is caused by their own past achievements, by consumption of electricity and exports. The consumption of electricity and exports, only are not caused by GDP per capita. Through the model FMOLS were estimated elasticities of long-term. The 1% increase in energy consumption and exports increased respectively 0.07% and 0.04 % in GPD per capita. The second chapter, entitled "Sustainability of Health Expenditure and Sanitation in Brazil: an analysis with Panel Data for the period 1985 to 2005" examines the sustainability of Health Expenditure and Sanitation of the states and the Federal District of Brazil, during the period 1985 to 2005. For this, we use the ratio of Expenditure by Function (Health and Sanitation) and GDP. The unit root tests for panel data refute the null hypothesis of presence of the unit root (the stochastic process is stationary) at 5% significance level. Accordingly, we can infer that the policy of health expenditure as a proportion of GDP remained almost stable (sustainable) over the period in question. The third chapter entitled "Formation of Convergence Clubs and Analysis of the Determinants of Economic Growth" support the formation of 10 clubs of convergence for a sample of 112 countries with per capita GPD data from 1980 to 2014 using the Phillips and Sul methodology (2007). Logged clubs and estimated a panel to investigate the impact of macroeconomic variables in the dynamics of economic growth rate through the Arellano and Bond model (1991) showed that: i) Inflation impacts the growth rate negatively, with effect greater for clubs that converge to a higher level of per capita income ii) imports as a proportion of GDP have positive relationship with the growth rate of per capita income for the countries belonging to clubs intermediaries, and a negative effect for other clubs iii) Exports as a proportion of GDP have a positive effect for all clubs, but is more pronounced for clubs that converge to a lower level of income and iv) international reserves have a positive effect for clubs that converge to high levels of income and a negative effect on clubs that converge to low levels of income.
A tese à composta por trÃs capÃtulos que possuem em comum modelos de estimaÃÃo para dados em painel. O primeiro capÃtulo intitulado âConsumo de Energia ElÃtrica, PIB per capita e ExportaÃÃo: Uma evidÃncia de causalidade de longo prazo em um painel para os Estados brasileirosâ analisa a o ordem de causalidade entre as variÃveis e posteriormente verifica as elasticidades de longo prazo atravÃs da metodologia FMOLS. Evidencia-se que o PIB per capita à causado pelas suas prÃprias realizaÃÃes passadas, pelo consumo de energia elÃtrica e pelas exportaÃÃes. Jà o consumo de energia elÃtrica e as exportaÃÃes, apenas nÃo sÃo causados pelo PIB per capita. AtravÃs do modelo FMOLS, estimaram-se as elasticidades de longo prazo. O aumento de 1% no consumo de energia e exportaÃÃes aumenta respectivamente 0,07% e 0,04% no PIB per capita. O segundo capÃtulo, intitulado âSustentabilidade dos Gasto com SaÃde e Saneamento no Brasil: uma anÃlise com Dados em Painel para o perÃodo de 1985 a 2005â examina a sustentabilidade dos gastos com saÃde e saneamento dos Estados e do Distrito Federal brasileiro, durante o perÃodo de 1985 a 2005. Para isso, utiliza-se da razÃo entre a Despesa por FunÃÃo (SaÃde e Saneamento) e o PIB. Os testes de raiz unitÃria para dados em painel refutam a hipÃtese nula de presenÃa de raiz de raiz unitÃria (i.e., o processo estocÃstico à estacionÃrio) ao nÃvel de 5% de significÃncia. Nestes termos, pode-se inferir que a polÃtica de gastos com saÃde como proporÃÃo do PIB praticamente permaneceu estÃvel (i.e., sustentÃvel) ao longo do perÃodo em questÃo. O terceiro capÃtulo intitulado âFormaÃÃo de Clubes de ConvergÃncia e AnÃlise dos Determinantes do Crescimento EconÃmicoâ sustenta a formaÃÃo de 10 clubes de convergÃncia para uma amostra de 112 paÃses com dados do PIB per capita de 1980 a 2014 atravÃs da metodologia Phillips e Sul (2007). Identificados os clubes e estimado um painel para verificar o impacto de variÃveis macroeconÃmicas na dinÃmica da taxa de crescimento econÃmico atravÃs do modelo Arellano e Bond (1991), evidenciou-se: i) A inflaÃÃo impacta a taxa de crescimento de forma negativa, com efeito maior para clubes que convergem para um nÃvel de renda per capita mais elevado; ii) As importaÃÃes como proporÃÃo do PIB possuem relaÃÃo positiva com a taxa de crescimento da renda per capita para os paÃses pertencentes a clubes intermediÃrios, e efeito negativo para os clubes do extremo; iii) As exportaÃÃes como proporÃÃo do PIB possuem efeito positivo para todos os clubes, porÃm à mais acentuado para clubes que convergem para um nÃvel de renda mais baixo e; iv) As reservas internacionais possuem efeito positivo para clubes que convergem para elevados nÃveis de renda e efeito negativo para os clubes que convergem para baixos nÃveis de renda.
48
Bardhipur, Seema. "Modeling the Effect of Green Infrastructure on Direct Runoff Reduction in Residential Areas." Cleveland State University / OhioLINK, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=csu1494345249222244.
Full text
49
Grauers, Henning. "Risk, Rail and the Region : A spatial analysis of regional differences of infrastructural safety and the risk of accidents at Swedish level-crossings." Thesis, Stockholms universitet, Kulturgeografiska institutionen, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:su:diva-169509.
Full textAbstract:
Level-crossings, i.e. intersections where railways and road meet in the same vertical level, constitute risk for the users of respective infrastructure system. The aim of this thesis is to examine possible regional differences between the infrastructural safety standard of level-crossings in Sweden. With the use of spatial analyses tools in a Geographical Information System, the differences between Swedish counties are outlined and mapped. By the use of a logistic regression model, the variables that increase the risk of an accident in a level-crossings are analysed. The results show that the variables concerning the level of protection, together with the location on a highway, show statistical significance of being associated with an increased accidental risk. The results of the regression model factors have been returned to the GIS in order to find the most hazardous level-crossings. Considering the train flows and amount of people living in the proximity of the crossings, the hotpots of hazards have been spatially identified. 38 level-crossings with passive or semi-active warning system meet the criteria and should be the targets for practitioners’ work towards an increased level of safety and reduced risk.
50
Camara, Abdoul Karim Kabele. "Linking mining and infrastructure development in Sub-Saharan Africa : towards a collaborative framework for sustainable shared-use of rails and ports facilities for minerals and non-minerals activities." Thesis, University of Dundee, 2017. https://discovery.dundee.ac.uk/en/studentTheses/0ec3c8ae-6893-43d9-b45b-890f412fe819.
Full textAbstract:
This study aims to develop and establish an appropriately co-ordinated regime for infrastructure sharing facilities development and regulation in SSA that could be utilised by the various stakeholders involved in mining infrastructure related activities, as well as those not involved in mineral-related activities, to enable economic diversification and broad-based development within a country. The starting point of the study is the gap that exists within the mining legal framework of Sub-Saharan African countries regarding the development of large scale mining infrastructure related projects such as rails and ports infrastructure networks that require meticulous coordination and collaboration between the numerous stakeholders involved. Consequently, the thesis starts with an introductory chapter that introduces the subject area to be examined in the thesis and provides a rationale for why this topic has been chosen. It also outlines areas of concern within the research topic and sets out the research questions. Subsequently, it sets out the conceptual framework and the necessary analytical tools utilised to evaluate and analyse the concept of shared- use of rail and port infrastructure. Chapter 3 investigates mining infrastructure related projects in Australia, specifically those located in Western Australia, New South Wales and Queensland. Chapter 4 explores mining infrastructure related projects in SSA, specifically projects located in Guinea and provide recommendations to SSA countries in general and to the Government of Guinea in particular, on how best to develop shared-use mining infrastructure. Finally, Chapter 5 highlights the findings of the thesis based on the comparison between mining infrastructure development undertaken in Australia with that of the SSA region. The study finds that most countries on the continent suffer from governance gaps expressed in institutional dysfunction, as well as from structures that do not foster collaboration but, on the contrary, deficient environments for national strategies for infrastructure that works for development.