Academic literature on the topic 'Railway Accessibility'
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Journal articles on the topic "Railway Accessibility"
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Guan, Hongzhi, Yuanfei Yin, Hai Yan, Yan Han, and Huanmei Qin. "Urban railway accessibility." Tsinghua Science and Technology 12, no. 2 (April 2007): 192–97. http://dx.doi.org/10.1109/tst.2007.6076199.
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Kwiatkowska, Ewelina. "RAMS FOR RAILWAY TURNOUTS." Transportation Overview - Przeglad Komunikacyjny 2018, no. 7 (July 1, 2018): 30–35. http://dx.doi.org/10.35117/a_eng_18_07_04.
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The Specification and Demonstration of Reliability, Availability, Maintainability and Safety is an important issue for the integration of the railway system in the European Union. Rail's analysis of railways shows the necessity to design railway lines with the safety and accessibility of railways. RAMS needs to maintain on the railway line the unsatisfactoriness and rigidity of subwoofer and the highest quality of maintenance and operation.
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Popovic, Zdenka, Ksenija Stevanovic, and Leposava Puzavac. "Railway terminals: Accessibility for persons with reduced mobility." Spatium, no. 20 (2009): 60–67. http://dx.doi.org/10.2298/spat0920060p.
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In the era of integration of all means of transport, there is revived interest in railway transport, which cannot any long exist as a transport system on its own or as an independent part within the growing cities. This renaissance of railway transport, and its integration with other means of transportation, led to a great production of exclusive terminals in recent days. High demands and investments related to these objects gathered together the most prominent architects and constructors, and as result offered a diversity of modern terminals, which integrate the static and dynamic character of the building into a unified whole, and celebrate new technologies and speed. Removal of barriers for customers, abundance of daylight, space filled with views, easy orientation and safe passage through space are some of the most important imperatives for modern railway terminals. Among other things this includes accessibility of railway infrastructure for persons with reduced mobility. The paper explores conditions for implementation of ?Technical Specification for Interoperability - People with Reduced Mobility? on Serbian Railways.
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Ye, Chong, Yanhong Zheng, Shanlang Lin, and Zhaoyang Zhao. "The Impact of High-Speed Railway Opening on Regional Economic Growth: The Case of the Wuhan–Guangzhou High-Speed Railway Line." Sustainability 14, no. 18 (September 10, 2022): 11390. http://dx.doi.org/10.3390/su141811390.
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With the advent of the “ear of high-speed railways”, the space–time distance between cities has drastically decreased. The opening of high-speed railways has not only increased the factor-flow speed across regions, but has also reduced the cost of factor movement. However, there is some controversy about whether high-speed railways can be used to promote regional economic growth. The Wuhan–Guangzhou high-speed railway is the earliest section of the Beijing–Guangzhou high-speed railway, and it was the first high-speed railway in China with a real speed of 350 km per hour. The Wuhan–Guangzhou high-speed railway opening spawned a three-hour economic circle in the south of China, injected new vitality into the economic and social development along the line, and had an important impact on accelerating regional economic interoperability and integration. Taking this into account, this paper took the Wuhan–Guangzhou high-speed railway as the case study. Firstly, this paper used the theory of system dynamics to analyze the mechanism of the impact of high-speed railway opening on regional economic growth. Secondly, the accessibility model was used to analyze the impact of the high-speed railway opening on the accessibility of cities along the line, and a difference-in-differences model (DID) was used to explore the impact of the high-speed railway opening on regional economic growth. Finally, on the basis of the analysis of the previous mechanism, the mechanism of the impact of the high-speed railway on regional economic growth is discussed. The results of this study show the following: (1) Since the opening of the high-speed railway, the accessibility of cities along the line has grown by more than 60%. (2) The opening of the high-speed railway has promoted regional economic growth, mainly through the influence mechanism of “increasing the total cargo volume”. This study not only scientifically and quantitatively analyzed the impact of the opening of high-speed rail on regional economic growth, taking the Wuhan–Guangzhou high-speed railway as an example for empirical analysis, but also further summarized the high-speed railway construction achievements in China and provides reference experience for planning the opening of high-speed railways.
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Lin, Shanlang, and Tian Gan. "Does High-Speed Rail Promote Agglomeration in China?" Wireless Communications and Mobile Computing 2022 (July 25, 2022): 1–16. http://dx.doi.org/10.1155/2022/6443204.
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This paper constructs the agglomeration model of crossregional labor flow and market accessibility based on the new economic geography model. Using panel data in 2000-2013, this paper examines the impact of high-speed railways on industrial agglomeration. The results show that high-speed railway significantly promotes the spatial agglomeration of industrial firms. The high-speed railway promotes industrial agglomeration by promoting crossregional mobility of industrial labor and improving market accessibility. We also construct the instrument variable based on HSR construction cost and apply the TSLS model to solve the potential endogenous problems. At the same time, PSM results also get the net effect caused by the repair of a high-speed railway, which verifies the robustness of the results.
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Zhang, Mengmeng, Jiang Xu, and Calvin King Lam Chung. "Politics of Scale, Bargaining Power and Its Spatial Impacts: Planning for Intercity Railways in the Pearl River Delta, China." China Quarterly 243 (January 29, 2020): 676–700. http://dx.doi.org/10.1017/s030574101900153x.
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AbstractThe recent proliferation of China's railways has posed challenges to the dominance of the national-level railway authority on railway development. Since the 2000s, the planning of new railways has evolved into a politics of scale in which actors across multiple scales of government have bargained over railway alignment and station siting for their respective interests. This politics is shaped by the uneven bargaining powers of the contending state agents over railway planning. Interscalar division of regulatory oversight over strategic resources for railway development enables state agents at some scales to bargain more successfully, whereas variations in administrative and economic standing further differentiate the interscalar bargaining powers of municipal governments. Different results of bargaining across scales for each city have produced, as intercity railway planning in the Pearl River Delta illustrates, significant intercity variations in average travel times to the stations for the new railways that these cities share. Owing to the peculiar scalar distribution of the costs and benefits of the new railways, municipal governments with greater bargaining power have, contrary to traditional wisdom, bargained for less accessibility to intercity railway stations.
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Xiao, Zhongsheng, Baohua Mao, Qi Xu, Yue Chen, and Runbin Wei. "Reliability of Accessibility: An Interpreted Approach to Understanding Time-Varying Transit Accessibility." Journal of Advanced Transportation 2022 (June 16, 2022): 1–13. http://dx.doi.org/10.1155/2022/9380884.
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Variable traffic conditions cause travel time uncertainty and further lead to time-varying accessibility. Most current studies do not fully consider fluctuations in accessibility and use complicated methods that likely overestimate the level of accessibility and hinder the application of accessibility measures. To address this issue, we utilized large-scale open-source data and proposed an interpretation of the reliability of accessibility concept that incorporates reliability, travel time uncertainty, and a cumulative opportunity measure. We examined the reliability of accessibility to Shenzhen, a major city in China, focusing on transit accessibility and job opportunities. The results demonstrate that the reliability of accessibility displays a bimodal distribution along urban railway lines and can be used to calculate the impact of urban railways in terms of punctuality. The new approach illustrates time-varying characteristics in the form of probabilities and provides further guidance on accessibility for governments.
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Liang, Ying, Wei Song, and Xiaofeng Dong. "Evaluating the Space Use of Large Railway Hub Station Areas in Beijing toward Integrated Station-City Development." Land 10, no. 11 (November 19, 2021): 1267. http://dx.doi.org/10.3390/land10111267.
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With the large-scale construction of high-speed railways and the continuous increase in population flows, railway hubs are becoming the most dynamic places in cities. As a key node of intercity traffic and an important part of urban development, railway hub stations are the main carriers for the implementation of the Integrated Station-City Development (ISCD) strategy. A comprehensive evaluation of the space use of railway hub station areas can provide a basic understanding of the intensive utilization and optimization of urban space. However, existing relevant studies lack a comprehensive assessment of the compound structures and functions within large railway hub station areas at the microscopic level. Therefore, this paper was guided by integrated station-city development, relying on Geographic Information Science (GIS)technology, and big data such as Points of Interest (POI) and real-time traffic, focusing on walking accessibility, facility convenience, function compound, and land development intensity used around railway hub station areas. The uses of the station areas in four large railway hubs in Beijing were analyzed. Based on this, we built an ISCD index, combined with the Analytic Hierarchy Process (AHP) method, and assessed the degree of ISCD in the four railway hubs. The study showed that among the four large railway hubs in Beijing, the Beijing North railway station offers the best walking accessibility. The Beijing railway station features the largest facility convenience, function compound, and land development intensity. In general, the levels of ISCD of the Beijing and Beijing North Railway Stations were significantly higher than those of the Beijing West and Beijing South Railway Stations.
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Yang, Jun, Andong Guo, Xueming Li, and Tai Huang. "Study of the Impact of a High-Speed Railway Opening on China’s Accessibility Pattern and Spatial Equality." Sustainability 10, no. 8 (August 19, 2018): 2943. http://dx.doi.org/10.3390/su10082943.
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China’s high-speed rail was inaugurated in 2008; it has greatly improved accessibility, and reduced the time required to travel between cities, but at the same time, has caused an unfair distribution of accessibility levels. Therefore, this paper analyzes urban traffic roads and socio-economic statistics, using network analysis methods, accessibility coefficients of variation, and social demand indexes to explore the spatial and temporal characteristics of transport accessibility and spatial equity in China. By 2015, the national transport accessibility level will form a new pattern of “corridors” and “islands”, centered on high-speed rail lines and sites. Additionally, the opening of high-speed railways has improved, to a certain extent, the inter-regional accessibility balance, and increased accessibility from high-speed railway sites to non-site cities. Spatial equality was also analyzed using the accessibility coefficient and social demand index. In conclusion, studying accessibility and spatial equity plays an important role in the rational planning of urban land resources and transportation.
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Zhao, Yun, and Xue Mei Li. "The Influence Prediction Model of High-Speed Railway Station Based on the Accessibility." Advanced Materials Research 1030-1032 (September 2014): 2140–43. http://dx.doi.org/10.4028/www.scientific.net/amr.1030-1032.2140.
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In recent years, high speed railway stations rapidly increase, and the effect of high-speed railway stations on social and economic appears gradually. The prediction of the influence has become a research focus in the social and economic theory. In this paper, based on the study of accessibility, the influence of high speed railway station to the accessibility of each regional is analyzed, and a dynamic model of the influence of high-speed railway station is built on the correlation of the accessibility and economic development, which forecast the influence of the high speed railway station in Beijing-shanghai. On the basis of prediction, this paper also discuss the correlated factors about the influence changes of high speed railway station, the result prove that the topology structure of high-speed railway line has significant contact with the influence changes of the station.
Dissertations / Theses on the topic "Railway Accessibility"
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Sundling, Catherine. "Overall Accessibility of Public Transport for Older Adults." Doctoral thesis, Stockholms universitet, Perception och psykofysik, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:su:diva-126301.
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This thesis is based on four studies that explore accessibility for older adults during whole trips by public transport. The overall goal was to gain knowledge of the interrelationships among key variables and to develop a conceptual model of the overall accessibility of public transport. More specifically, the research goals were: (a) to explore links among the key variables postulated to be involved in overall accessibility and to explore the links between these variables and railway accessibility; (b) to gain a deeper understanding of links between critical incidents in traveling and travel behavior decisions; and (c) to develop a conceptual model of overall accessibility. The key variables contributing to overall accessibility are functional ability (depending partly on the person’s functional limitation or disease), travel behavior, and barriers encountered during whole-trip traveling involving train. Respondents with more than one functional limitation or disease reported lower functional ability than did those with only one such limitation and respondents with low functional ability were less frequent travelers than were those with high functional ability. Frequent travelers reported railway accessibility to be better than did those who traveled less frequently. The main barriers were ticket cost and poor punctuality, but respondents with the lowest functional ability attributed the barriers encountered to their own health. The critical incidents most frequently reported were found in the categories “physical environment onboard vehicles” and “physical environment at stations or stops”, as well as in the “pricing and planning during ticketing” phase of the trip. Five themes of reactions to critical incidents were identified that had resulted in behavior change: firm restrictions, unpredictability, unfair treatment, complicated trips, and earlier adverse experiences. A conceptual model of overall accessibility was developed, grounded in the empirical research results. This model is summarized in the following propositions: Overall accessibility is a reciprocal relationship among the barriers/facilitators encountered, functional ability, and travel behavior. Accessibility emerges in the person–environment interaction. To understand accessibility, past experiences and future expectations should both be considered, because both will guide travel decisions.Measurements enable future train travelling for everybody
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Brunello, Lara Rita. "Investigation to enhance high speed rail accessibility." Thesis, Queensland University of Technology, 2011. https://eprints.qut.edu.au/49175/1/Lara_Brunello_Thesis.pdf.
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High Speed Rail (HSR) is rapidly gaining popularity worldwide as a safe and efficient transport option for long-distance travel. Designed to win market shares from air transport, HSR systems optimise their productivity between increasing speeds and station spacing to offer high quality service and gain ridership. Recent studies have investigated the effects that the deployment of HSR infrastructure has on spatial distribution and the economic development of cities and regions. Findings appear mostly positive at higher geographical scales, where HSR links connect major urban centres several hundred kilometres apart and already well positioned within a national or international context. Also, at the urban level, studies have shown regeneration and concentration effects around HSR station areas with positive returns on city’s image and economy. However, doubts persist on the effects of HSR at an intermediate scale, where the accessibility trade off on station spacing limits access to many small and medium agglomerations. Thereby, their ability to participate in the development opportunities facilitated by HSR infrastructure is significantly reduced. The locational advantages deriving from transport improvements appear contrasting especially in regions that tend to have a polycentric structure, where cities may present greater accessibility disparities between those served by HSR and those left behind. This thesis fits in this context where intermediate and regional cities do not directly enjoy the presence of an HSR station while having an existing or planned proximate HSR corridor. With the aim of understanding whether there might be a solution to this apparent incongruity, the research investigates strategies to integrate HSR accessibility at the regional level. While current literature recommends to commit with ancillary investments to the uplift of station areas and the renewal of feeder systems, I hypothesised the interoperability between the HSR and the conventional networks to explore the possibilities offered by mixed traffic and infrastructure sharing. Thus, I developed a methodology to quantify the exchange of benefits deriving from this synergistic interaction. In this way, it was possible to understand which level of service quality offered by alternative transit strategies best facilitates the distribution of accessibility benefits for areas far from actual HSR stations. Therefore, strategies were selected for their type of service capable of regional extensions and urban penetrations, while incorporating a combination of specific advantages (e.g. speed, sub-urbanity, capacity, frequency and automation) in order to emulate HSR quality with increasingly efficient services. The North-eastern Italian macro region was selected as case study to ground the research offering concurrently a peripheral polycentric metropolitan form, the presence of a planned HSR corridor with some portions of HSR infrastructure implementation, and the project to develop a suburban rail service extended regionally. Results show significant distributive potential, in terms of network effects produced in relation with HSR, in increasing proportions for all the strategies considered: a regional metro rail strategy (abbreviated RMR), a regional high speed rail strategy (abbreviated RHSR), a regional light rail transit (abbreviated LRT) strategy, and a non-stopping continuous railway system (abbreviated CRS) strategy. The provision of additional tools to value HSR infrastructure against its accessibility benefits and their regional distribution through alternative strategies beyond the actual HSR stations, would have great implications, both politically and technically, in moving towards new dimensions of HSR evaluation and development.
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Ibanez, Usach Rafael. "Evaluation of route alternatives for a new railway by-pass through the west of Stockholm from an accessibility perspective." Thesis, KTH, Trafik och logistik, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-59687.
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Moberg, Sofia. "West, East or South, which Railway in Hudiksvall is Preferable? : A Predictive Study of Future Climate Scenarios from an Accessibility Perspective." Thesis, Umeå universitet, Institutionen för geografi, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-184535.
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An expansion of the railway, East Coast Line is essential in order to ensure transportation of passenger and goods back and forth to Northern Sweden. The preliminary studies of the planned expansion to a double track have identified vulnerabilities linked to how our climate changes. Because of these risks and vulnerabilities, the railway station in Hudiksvall needs to be relocated or the Current station needs to be adapted to potential future climate scenarios. Furthermore, social sustainability and the aspect of accessibility is also a vital perspective to consider during the development of railway infrastructure. This study compares the three different station locations from an accessibility perspective and from different climate scenarios through Network Analyst in ArcGIS Pro. To visualize future climate scenarios, two RCP-scenarios (Representative Concentration Pathways) are considered, which is RCP 4.5 and RCP8.5. Additionally, the GTFS specification in ArcGIS Pro is used to model public transit to these railway stations in an accessibility perspective. Because one strategy when developing the East Coast Line is to increase the active transportation in comparison to car transportation. Results from this study indicates that the Current station, which is located in a coastal area will be worst affected of potential future climate scenarios from an accessibility perspective. Other findings are that vulnerable groups in the society, such as low-income earners and elderly will be most affected, if the railway station remains in the current location. The results from the performed Service area analysis and Location-allocation analysis advocates the Eastern station as a location for the new railway station.En expansion av Ostkustbanan är viktigt för att kunna säkerställa transport av passagerare och gods till och från norra Sverige. Förstudierna av den planerade expansionen till ett dubbelspår har identifierat sårbarheter kopplat till hur vårt klimat förändras. Som en följd av dessa risker och sårbarheter behöver järnvägsstationen i Hudiksvall flyttas. Alternativt behöver den nuvarande klimatanpassas. Detta ställer krav på att ta hänsyn till den sociala hållbarheten och tillgängligheten för befolkningen i Hudiksvall. Denna studie ämnar att jämför de tre olika stationslägena ur ett tillgänglighetsperspektiv samt utifrån olika klimatscenarier i ArcGIS Pro. För att visualisera framtida klimatscenarier beaktas två RCP-scenarier, det vill säga representativa koncentrationsvägar, vilket är RCP4.5 och RCP8.5. Dessutom används GTFS-specifikationen i ArcGIS Pro för att modellera kollektivtrafik till dessa järnvägsstationer ur ett tillgänglighetsperspektiv, då ett mål med utvecklingen av Ostkustbanan är att utöka andelen av personer som väljer aktiv transport i jämförelse med biltransporter. Resultatet av denna studie visar att den nuvarande stationen, som är placerad i närheten av Hudiksvalls kust, kommer att vara hårdast drabbad av potentiella framtida klimatscenarier ur ett tillgänglighetsperspektiv. Vidare visar studien på att låginkomsttagare och äldre kommer att drabbas hårdast om järnvägsstationen ligger kvar på den nuvarande platsen. Resultatet från de utförda Service area analyserna och Location-allocation analyserna, visar att det östra alternativet är det alternativ som kommer att vara minst påverkad av ett framtida klimat från ett tillgänglighetsperspektiv.
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Jegenberg, Minna, and Kristina Lundström. "Utredning om ökad tillgänglighet och säkerhet för resenärer vid järnvägsstationer på mindre orter : En undersökning med en fallstudie i Fagersta som inkluderar resenärers och ansvariga aktörers syn på stationsmiljöer samt samarbetet mellan aktörerna." Thesis, KTH, Transportplanering, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-260058.
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To increase the use of public transport and to increase the safety for the travelers, two aspects thatare included in the goals regarding the Swedish transport system, the design of railway stations isimportant. When planning stations, many stakeholders are involved and therefore there is a risk thatproblems may occur, especially in smaller municipalities where there might be a lack of resources.Moreover, it is the travelers’ needs that should be in focus when planning stations.This thesis was carried out with the objective to investigate measures to solve problems regardingthe travelers’ accessibility and safety at railway stations in Sweden. In addition, problems that mightoccur due to that many stakeholders are responsible for the station environment and whether thetravelers’ needs are reflected in the planning were investigated. To fulfill the objective, a case studywas performed at two small railway stations: Fagersta centralstation and Fagersta Norra. The casestudy included visual inspections of the stations, surveys among the travelers and interviews withresponsible stakeholders and with experts in these subjects.In the interviews with the stakeholders, many problems with the stations are mentioned but fewmeasures are suggested. In comparison between the answers from the stakeholders and the experts,the experts identified additional problems and suggested other measures and they should thereforebe consulted when planning station environments. In addition, additional problems were observedduring the visual inspections, mainly concerning conflicts between different traffic modes whichcould be both accessibility and safety problems. Based on this, visual inspections should beperformed when planning stations to observe problems that otherwise are forgotten.To increase the safety and the accessibility at the stations in Fagersta, measures to decrease thenumber of conflicts and their severity through e.g. hinders for vehicles and reorganization of thestation area are recommended. In the survey, the travelers pointed out the perceived safety and thewaiting area as important aspects at the stations. Since both of these aspects are insufficient,measures to improve these, through e.g. improved lighting and shelters, should be prioritized.The stakeholders’ perception of the travelers’ needs varied both between the stations and thestakeholders. Also, since the experts have a different focus, they do not observe the travelers’ needswhich makes it important to involve the travelers to find their actual needs. The stakeholders thattake initiative to consult the travelers however do not handle the station environments which meansthat no traveler dialogues are held about this at smaller stations. However, no clear connectionbetween whether the stakeholders keep regular dialogues with the travelers and if they have a clearview of the travelers’ needs were found. One benefit with consulting the travelers when planningstations could be that the responsible stakeholders receive guidance in prioritizing measures.Moreover, the shared responsibility for the station environments do not lead to that any part of thestation is forgotten in the assessment. Problems may however arise when objects are located inbetween different responsibility areas. Finally, the cooperation between stakeholders variesdepending on who are involved, and more problems might occur if private property owners areinvolved. A reorganization that suggests that one stakeholder has an overall responsibility over thestation could decrease these problems. The stakeholders that handles the traffic are positive towardsthis type of reorganization and the stakeholders that have a larger responsibility at the stations didnot give their view on this. The question regarding a reorganization needs further investigation.Key words: Accessibility, safety, railway station, stakeholder, traveler, cooperationEnglish title: An investigation regarding increased accessibility and safety for travelers at railwaystations in smaller municipalities – An evaluation with a case study in Fagersta that includes travelers’and responsible stakeholders’ view of the stations and the cooperation between stakeholders
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Standar, Matilda. "Resecentrum i perifera lägen : Ett konceptförslag för resecentrum i Piteå kopplat till Norrbotniabanan." Thesis, Luleå tekniska universitet, Institutionen för samhällsbyggnad och naturresurser, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-74961.
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At present, a large part of the products from the north is transported on the main line through upper Norrland, which handles all railway transports through Norrland. The track does not meet today´s requirements for freight transport because of its curvy and hilly traction, its only track and the fact that it is located far from the coast where most industries are situated. In 2002, the investigation of a new coastal railway began, which can relieve the main line from freight traffic, but also promote passenger transport by dimidiated travel times and increased communication between the cities. The new railway was named Norrbotniabanan and is planned to pass through the larger cities along the coast. Piteå is the city that has the most possible route options and potential locations for the railway station. After a number of investigations, only two alternative tractions through Piteå remains, alternatives P1 and P2. In alternative P1, or the Coastal route, Norrbotniabanan is supposed to run parallel with E4. A travel center is planned to be located south of Lomtjärn and west of E4. In the other alternative P2, or the Central route, the track would pass through the center of Piteå where the travel center would be located also. The purpose of this work has been to investigate the potential of Lomtjärn Travel Center in the alternative coastal route of the Norrbotniabanan railway. The aim was to be able to specify which features that should be implemented to achieve the best design for the Lomtjärn Travel Center in its peripheral position, with regard to social and ecological sustainability, to promote passenger transport. In order to achieve the aim information was obtained by a literature study linked to the railway station's basic properties and importance to the city. Furthermore, a study was conducted of existing peripheral stations to gather inspiration and see how others had solved various functions connected to the station. A site analysis was also conducted where the travel centers location previously determined by the municipality was analyzed to find out if it really was the best location in the area. The above studies and analyzes resulted in a concept proposal for the design of the Lomtjärn Travel Center. Early on, accessibility proved to be one of the most important success of the location of a railway station. The passage over the railway tracks and E4 is seen as the most important accessibility action because it breaks the barrier created by E4 and creates access to the station from two directions. Other measures that contribute to increased accessibility are the division of the car and cycle parking lots to each side of E4 and the connection between the station and the grocery store at Backen. Another action that is connected to both accessibility and ecological sustainability is the transport between the station and the center, as it strengthens the connection between them at the same time as it is fossil-free. Good personal security is also seen as important. The decision to choose a raised glazed walkway as a passage instead of a tunnel under the ground is considered to be a positive action for the proposal. Another security action was to add a kiosk, this creates security by adding someone who can oversee the station. Other measures that increase security are the choice to keep the passage open and not add anything that obscures the visibility and the fact that the entire passage is a waiting room, because it allows excellent view of the tracks. A solution that does not have much to do with either social or ecological sustainability, but which is nevertheless believed to be significant for Piteå city is the height of the passage. The height enables it to appear from a longer distance and form a landmark in the northwest while forming an entrance to Piteå.
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Gilboa, Runnvik Ann-Charlotte. "Rum, rytm och resande : Genusperspektiv på järnvägsstationer." Doctoral thesis, Linköpings universitet, Tema Kultur och samhälle, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-110045.
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Järnvägsstationer är att betrakta som offentliga platser och regleras av transportpolitiska målsättningar om jämställdhet och tillgänglighet för alla (Prop. 2008/09:93). Trots det saknas forskning om hur genus påverkar resenärer vid deras vardagliga vistelser på järnvägsstationer. Det övergripande syftet med denna avhandling är därför att ur ett genusperspektiv undersöka hur manliga och kvinnliga resenärer i sin vardag använder och upplever järnvägsstationer som fysiska platser och sociala rum. Det empiriska materialet baseras på resedagböcker, intervjuer med resenärer, deltagande observationer och intervjuer med planerare och förvaltare av järnvägsstationer. Kimstad pendeltågsstation, Norrköpings järnvägsstation och Stockholms Centralstation ingår i studien. I avhandlingen kombineras olika teorier som gör det möjligt att betrakta genus som rytm. Genom detta teoretiska ramverk undersöks hur genusmaktordningen återverkar i tid, rum och mobilitet. Resultaten av studien visar att resenärer är påverkade av genusmaktordningen, som återfinns såväl i kollektiva föreställningar som i materialiserade objekt som möter resenärer när de vistas på järnvägsstationerna. Sammanfattningsvis visar studien att såväl manliga som kvinnliga resenärer påverkas av denna maktordning. Även om denna ordning påverkar alla tycks kvinnor vara de som påverkas mest negativt, eftersom de genom en manlig normerad blick betraktas som antingen ärbara eller sexuellt tillgängliga objekt, därutöver att de är tvungna att förhålla sig till risken att utsättas för sexualiserat våld från män. Av dessa anledningar tenderar kvinnors livsrum att inskränkas, oavsett ålder och plats.Railway stations are perceived as public spaces and are regulated by national transport goals of equality and accessibility for all (Prop. 2008/09:93). However, hardly any research has looked at how gender affects commuters in their daily life at railway stations. The overriding aim of this study is to examine how male and female commuters use and experience railway stations as gendered physical places and social spaces, during their daily travels. The empirical material is based on travel diaries, interviews with male and female commuters, participant observations inspired by auto-ethnography and interviews with planners and managers of the railway stations. Stations included in the study are Kimstad commuter rail station, Norrköping railway station and Stockholm Central station (all in Sweden). In this thesis this combination of theories makes it possible to define gender as rhythm. Through this theoretical frame the thesis analyses gendered power relations of bodies in time, space and mobility. Results from the study show that individuals are affected by gendered power relations that dwell in collective believes and in shape of materialized objects that encounter the commuter when visiting the railway station. In conclusion the study shows that both female and male commuters are affected by gender power relations while visiting railway stations. Even though they affect all, women seem to be most negatively affected by these power relations, since women by gender as rhythms are considered as either objects of decency or as sexually available to heterosexual men. Further, female bodies negotiate the risk of encountering sexual violence therefore gender as rythm tend to decrease the extent of women’s everyday living spaces, regardless of age and place.
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Picoult, Pierre. "Effets potentiels de la grande vitesse régionale sur la cohérence territoriale : modélisation de services régionaux à grande vitesse et évaluation par mesures d’accessibilité dans la région Grand Est." Thesis, Strasbourg, 2020. http://www.theses.fr/2020STRAH008.
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La modification du périmètre des régions dans le cadre de la réforme territoriale de 2015 conduit à mobiliser le concept de cohérence territoriale. En effet, dans la région Grand Est, les pratiques territoriales et les représentations spatiales n’ont pas évolué malgré la nécessité de faire émerger un territoire de vie commun. La région reste ainsi marquée par la mitoyenneté de trois ensembles (Alsace, Lorraine, Champagne-Ardenne) fonctionnant selon une dynamique propre à chacun. La mise en réseau de ces entités représente un moyen d’assurer un fonctionnement transversal plus cohérent et vecteur d’un usage plus important du réseau ferré régional. Cette mise en réseau peut être portée par le réseau ferré lui-même, un des principaux instruments de cohérence territoriale à travers sa double capacité à supporter les mobilités et à conditionner leur émergence. Face aux limites que présente le réseau classique pour répondre aux enjeux de déplacements à l’échelle d’une région élargie, le réseau à grande vitesse réserve quant à lui des opportunités d’optimisation à travers le déploiement de services régionaux à grande vitesse. Un outil d’aide à la décision est développé afin d’étudier les évolutions du réseau et des services ferroviaires permettant de répondre à ces enjeux. Une approche par l’accessibilité horaire des territoires a pour but la simulation de scénarios préalablement définis dans un volet prospectifThe modification of the perimeter of the French regions as part of the last territorial reform of 2015 leads to enlist the concept of territorial coherence. In the Greater East region, territorial practices and spatial representations have not changed despite the need to bring out a common living area. The Greater East region remains marked by the juxtaposition of three entities (Alsace, Lorraine, Champagne-Ardenne), each of them operating with a specific dynamic.The networking of these entities represents a means of ensuring a transversal functioning, which could be a vector for a greater use of the regional railway network. This networking can be carried out by the rail network itself: one of the main instruments of territorial coherence through its dual capacity to support mobility and to condition their emergence.Faced with the limitations of the conventional network to meet the challenges of travel on the scale of an enlarged region, the high-speed network reserves opportunities for optimization through the deployment of regional high-speed services. A decision-support tool is developed in order to highlight the improvements of the network and the rail services needed to meet these challenges. An approach by the schedule accessibility of the territories which considers the train schedules will enable the modelling of scenarios previously defined within a prospective approach
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Westlund, Hans. "Kommunikationer, tillgänglighet, omvandling : en studie av samspelet mellan kommunikationsnät och näringsstruktur i Sveriges mellanstora städer 1850-1970." Doctoral thesis, Umeå universitet, Institutionen för ekonomisk historia, 1992. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-67928.
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This study deals with the relationship between communications networks and economic structure in medium-sized Swedish towns 1850-1970. Medium-sized towns have been defined as those which were ranked 4th-20th in terms of population at two points in time: in the year 1900, when industry had established a foothold and the most important railways had been built, and in the year 1970, at the end of the period studied. This means that the group studied comprises 22 towns. The communications networks which are examined are shipping, railways and roads. The economic structure is studied at various levels from economic sectors to sub-branches.Two measures have been constructed for the purpose of establishing the positions of the towns in the communications networks: accessibility and nodality. The former is calculated on the basis of distance from other towns and their populations. The latter is computed via quantification of the towns' access to the links of the respective networks and an assessment of the quality of these.Statistical relation analyses of correlation and regression type have been the principal method of analysis, which has been supplemented, however, by information culled from urban monographs and other studies.The study shows that there is a relationship between communications networks, primarily the railways, and the transformation of the towns' economic structures during the first half of the period studied. The predominant alignment of this relationship appears to be that the structural transformation precedes the expansion of the railways. Among the various economic sectors, the relationship between industry and the railways is the clearest. The relationship changes direction with the passage of time and can be divided into four phases:1.1850s - 1870s. The towns with strongest population and industrial growth attract railways to themselves and are themselves most active in expanding the railways. A weak correlation between accessibility of towns in the shipping network and industry dwindles away when the railways begin to expand.2.1870s - 1900. The relationship between industry and railways is two-way.3. 1900-1950.The building of the most important railways is completed. Industry continues to adapt to accessibility within the railway network.4.After 1950. The medium-sized towns begin to be deindustrialised as the service sector undergoes vigorous growth. The correlation between industry and railways weakens.On the other hand a supplementary study of conditions at regional level shows that railway expansion preceded structural change. In the rural parts of Sweden the railways were an important driving force behind urbanisation and industrialisation, and they created a special type of new population centre -"station villages", as they were called - which came to function as industrial focal points in the countryside. Many of these station villages rose to the status of towns later on.At lower levels of the economic structure the relationships between economic activities and communications networks are not statistically guaranteed as a rule. This is interpreted to mean that at first it was only large aggregates such as population density and total industry that were capable of influencing railway expansion. In similar fashion the railways later became a factor exercising influence primarily at the macro level, while at the micro level they formed only a base on which a number of other location factors were collected and evaluated before the individual firms reached their decisions.digitalisering@umu
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Huang, Shin-Yi, and 黃心怡. "Railway Station Passenger Demand and Accessibility Indices." Thesis, 1994. http://ndltd.ncl.edu.tw/handle/47718753478046218385.
Full textBooks on the topic "Railway Accessibility"
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Britain, Great. Rail Vehicle Accessibility (Middleton Railway Drewry Car) and (Cairngorm Funicular Railway) Exemption (Amendment) Order 2011. Stationery Office, The, 2011.
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Britain, Great. Rail Vehicle Accessibility (Festiniog Railway Company Vehicle Number 122) Exemption Order 2003. Stationery Office, The, 2003.
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Britain, Great. Rail Vehicle Accessibility (Bristol Harbour Railway Vehicle Number DB978121) Exemption Order 2003. Stationery Office, The, 2003.
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Britain, Great. Rail Vehicle Accessibility (Furness Railway Trust North London Coach) Exemption Order 2003. Stationery Office, The, 2003.
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Britain, Great. Rail Vehicle Accessibility (Great Eastern Railway Class 360 Vehicles) Exemption Order 2003. Stationery Office, The, 2003.
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Great Britain: Parliament: Merits of Statutory Instruments Committee and David Geoffrey Nigel Filkin Filkin. 21st report of Session 2007-08: Drawing special attention to, draft Railway Vehicles Accessibility Regulations 2008. Stationery Office, The, 2008.
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Britain, Great. Rail Vehicle Accessibility (Anglia Railways Class 170/2 Vehicles) Exemption Order 1999. Stationery Office, The, 1999.
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Yoshikawa, Saeko. William Wordsworth and Modern Travel. Liverpool University Press, 2020. http://dx.doi.org/10.3828/liverpool/9781789621181.001.0001.
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This book explores William Wordsworth’s pervasive influence on the tourist landscapes of the Lake District throughout the age of transport revolutions, popular tourism, and the Great 1914-18 War. It reveals how Wordsworth’s response to railways was not a straightforward matter of opposition and protest; his ideas were taken up by advocates and opponents of railways, and through their controversies had a surprising impact on the earliest motorists as they sought a language to describe the liberty and independence of their new mode of travel. Once the age of motoring was underway, the outbreak of the First World War encouraged British people to connect Wordsworth’s patriotic passion with his wish to protect the Lake District as a national heritage—a transition that would have momentous effects in the interwar period when the popularisation of motoring paradoxically brought a vogue for open-air activities and a renewal of Romantic pedestrianism. With the arrival of global tourism, preservation of the cultural landscape of the Lake District became an urgent national and international concern. By revealing how Romantic ideas of nature, travel, liberty and self-reliance were re-interpreted and utilized in discourses on landscape, transport, accessibility, preservation, war and cultural heritage, this book portrays multiple Wordsworthian legacies in modern ways of perceiving and valuing the nature and culture of the Lake District.
Book chapters on the topic "Railway Accessibility"
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D’Orso, Gabriele, and Marco Migliore. "A GIS-Based Method to Assess the Pedestrian Accessibility to the Railway Stations." In Computational Science and Its Applications – ICCSA 2018, 19–30. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-95174-4_2.
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Wei, Gongding, Xuemei Li, and Yun Zhao. "Effect of high-speed railway on the accessibility and spatial pattern around cities." In Advances in Energy Science and Equipment Engineering II, 811–14. Taylor & Francis Group, 6000 Broken Sound Parkway NW, Suite 300, Boca Raton, FL 33487-2742: CRC Press, 2017. http://dx.doi.org/10.1201/9781315116167-155.
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Huntley, David, Peter Bobrowsky, Roger MacLeod, Drew Rotheram-Clarke, Robert Cocking, Jamel Joseph, Jessica Holmes, et al. "IPL Project 202: Landslide Monitoring Best Practices for Climate-Resilient Railway Transportation Corridors in Southwestern British Columbia, Canada." In Progress in Landslide Research and Technology, Volume 1 Issue 1, 2022, 249–65. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-16898-7_18.
Full textAbstract:
AbstractThe paper outlines landslide mapping and change-detection monitoring protocols based on the successes of ICL-IPL Project 202 in southwestern British Columbia, Canada. In this region, ice sheets, glaciers, permafrost, rivers and oceans, high relief, and biogeoclimatic characteristics contribute to produce distinctive landslide assemblages. Bedrock and drift-covered slopes along the transportation corridors are prone to mass-wasting when favourable conditions exist. In high-relief mountainous areas, rapidly moving landslides include rock and debris avalanches, rock and debris falls, debris flows and torrents, and lahars. In areas with moderate to low relief, rapid to slow mass movements include rockslides and slumps, debris or earth slides and slumps, and earth flows. Slow-moving landslides include rock glaciers, rock and soil creep, solifluction, and lateral spreads in bedrock and surficial deposits. Research in the Thompson River Valley aims to gain a better understanding of how geological conditions, extreme weather events and climate change influence landslide activity along the national railway corridor. Remote sensing datasets, consolidated in a geographic information system, capture the spatial relationships between landslide distribution and specific terrain features, at-risk infrastructure, and the environmental conditions expected to correlate with landslide incidence and magnitude. Reliable real-time monitoring solutions for critical railway infrastructure (e.g., ballast, tracks, retaining walls, tunnels and bridges) able to withstand the harsh environmental conditions of Canada are highlighted. The provision of fundamental geoscience and baseline geospatial monitoring allows stakeholders to develop robust risk tolerance, remediation, and mitigation strategies to maintain the resilience and accessibility of critical transportation infrastructure, while also protecting the natural environment, community stakeholders, and the Canadian economy. We conclude by proposing a best-practice solution involving three levels of investigation to describe the form and function of the wide range of rapid and slow-moving landslides occurring across Canada, which is also applicable elsewhere.
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Koźlak, Aleksandra. "The Assessment of the Changes in the Road and Railway Accessibility to the Voivodeship Cities of Poland in the Years 2010–2016." In New Research Trends in Transport Sustainability and Innovation, 110–21. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-74461-2_11.
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Gorrini, Andrea, Rawad Choubassi, Anahita Rezaallah, Dante Presicce, Ludovico Boratto, David Laniado, and Pablo Aragón. "Assessing the Level of Accessibility of Railway Public Transport for Women Passengers Using Location-Based Data: The Case of H2020 DIAMOND Project." In Smart and Sustainable Planning for Cities and Regions, 199–212. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-57332-4_14.
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Pavletits, Péter. "The Role and Possibilities of Hungarian Narrow-Gauge Railways in Tourism." In Economic and Social Changes: Historical Facts, Analyses and Interpretations, 132–39. Working Group of Economic and Social History, Regional Committee of the Hungarian Academy of Sciences in Pécs, 2021. http://dx.doi.org/10.15170/seshst-01-15.
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Since the 1980’s almost all of the the Hungarian narrow-gauge railway lines made a complete change of function. In the following decade with a few exceptions the freight was completely abolished and replaced by tourism. We need to address several factors if we want to determine the tourism potential of a particular narrow-gauge railway. One of these is accessibility, which shows what extra effort a tourist needs to make to get to a particular attraction. It is not enough just to look at accessibility, we also need to look how narrow-gauge railways can get involved in the tourism system. In a tourism approach we can examine points of interest from several perspectives. The interdependent material conditions of tourism include basic infrastructure, attraction and tourism infrastructure. The basic infrastructure in tourism means the existence of conditions that are essential to see the attraction. Several narrow-gauge railways also play a role in the basic infrastructure, however, their most significant role is the dynamic infrastructure. The narrow-gauge railway transports tourists to the tourist attraction, or due to its nature, attracts tourists. Most of the Hungarian narrow-gauge railway fall into the category of dynamic infrastructure. Attraction is difficult to define, because there are a lot of subjective elements, but most of the Hungarian narrow-gauge railways we can definitely highlight and call as real attractions. It is important to talk about seasonality. Not all of them offer the same experience in summer as in winter, they are not the same attractions in all seasons. By tourist milieu we mean the attraction of the destination, the totality of the experiences gained there.
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"Accessibility Impacts of the Trans-European Railway Network." In Policy Analysis of Transport Networks, 205–30. Routledge, 2016. http://dx.doi.org/10.4324/9781315601113-17.
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HENKE, I. "THE EFFECT OF RAILWAY ACCESSIBILITY ON THE CHOICE OF UNIVERSITY STUDIES." In WIT Transactions on State-of-the-art in Science and Engineering, 33–41. WIT Press, 2016. http://dx.doi.org/10.2495/tdi-v1-n3-339-347/004.
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Dobashi, Yoshito, and Nobuaki Ohmori. "Examining the Effectiveness of Public Involvement from the Beginning Stage of Railway Projects to Improve Accessibility in Japan —Based on a Satisfaction Survey on Accessibility Achieved in Three Best Practices from the 1990s to the 2010s—." In Universal Design 2021: From Special to Mainstream Solutions. IOS Press, 2021. http://dx.doi.org/10.3233/shti210413.
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In this paper, we examined and confirmed the effectiveness of public involvement in improving accessibility in three selected railway projects. These are the Hankyu-Itami Station project, Fukuoka Nanakuma Subway project, and Sendai Tozai Subway project. As we had already previously analyzed the approaches and processes of the three projects through stakeholder interviews and literature reviews, we next carried out a satisfaction survey to collect passengers’ voices, including both persons with and without mobility difficulties. Through the survey, we found that passengers with mobility difficulties benefit more from accessible facilities that have been planned via public involvement. We also found that accessible facilities continue to provide barrier-free and universal design access over time. Judging from our findings, we support the view that public involvement is an effective approach to improving satisfaction in the usability of barrier-free and universal design facilities.
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Efe, Ömer Faruk. "Application of Fuzzy Analytic Hierarchy Process for Evaluation of Ankara-Izmir High-Speed Train Project." In AI-Based Services for Smart Cities and Urban Infrastructure, 258–76. IGI Global, 2021. http://dx.doi.org/10.4018/978-1-7998-5024-3.ch012.
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In Turkey, where important projects are materialized in transportation and logistics field, different alternatives are developed for transportation systems. Among these, high-speed train (HST) systems are the most popular transportation types. HST is preferred for many economic, technological, ecological, and social situations. In this chapter, it is made the evaluation of the Ankara-İzmir HST line. The fuzzy analytical hierarchy process (FAHP), which is one of the multi-criteria decision-making (MCDM) techniques, is used in the evaluation. Fuzzy logic contributes to decision making using linguistic variables in uncertain environment. This chapter takes into consideration in the realization of the HST project some criteria such as the places in the railway line, the population structure of the cities, accessibility, and accession to significant logistical points. As a result, “population structure” criterion among the evaluation criteria was found to have more importance.
Conference papers on the topic "Railway Accessibility"
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Balaji, V., and K. S. Kuppusamy. "Accessibility Evaluation of Indian Railway Websites." In ICIA-16: International Conference on Informatics and Analytics. New York, NY, USA: ACM, 2016. http://dx.doi.org/10.1145/2980258.2980393.
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Peng, Qun-jie, and Liang-jie Xu. "Study on Accessibility Model for Passenger Transfer in Railway Hub." In First International Conference on Transportation Information and Safety (ICTIS). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41177(415)280.
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Han, Caixia. "Predicting Ridership at railway intersection Station based on Accessibility Model." In 2nd International Conference on Electronics, Network and Computer Engineering (ICENCE 2016). Paris, France: Atlantis Press, 2016. http://dx.doi.org/10.2991/icence-16.2016.55.
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Lu, Ming. "The Accessibility of Inter-City Railway Station Based on Travel Mode." In Tenth International Conference of Chinese Transportation Professionals (ICCTP). Reston, VA: American Society of Civil Engineers, 2010. http://dx.doi.org/10.1061/41127(382)15.
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Chen, Jinqu, Jie Liu, Wenli Zhang, Yong Yin, and Yuhong Liu. "Optimization of High-Speed Railway Network Based on Accessibility of Stations." In Sixth International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2020. http://dx.doi.org/10.1061/9780784482742.066.
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Franta, Julian. "Railway stations as generators of systemic repair of the city centre of Katowice: return to the essence of the city." In Virtual City and Territory. Barcelona: Centre de Política de Sòl i Valoracions, 2016. http://dx.doi.org/10.5821/ctv.8065.
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The debate on the essence of the city calls for the consideration of the role of its structural elements in the loss or strengthening of this essence. The Author’s understanding of the ‘essence of the city’ is its accessibility and diversity: accessibility of diversity and diversified accessibility. In this context, the subject matter of this paper is an analysis of the role of railway stations and the public spaces that accompany them upon the example of Katowice.
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Tomala, Joanna, Krzysztof Pokonieczny, Albina Moscicka, and Anna Wilbik. "Travel Time Map of Szczecin Main Railway Station." In Environmental Engineering. VGTU Technika, 2017. http://dx.doi.org/10.3846/enviro.2017.149.
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This article presents the research on time accessibility of public transport. The study concerned the territory of Szczecin and travelling from anywhere in the city to the Main Railway Station. A self-gathering measurement data method was used, which was developed by Authors in earlier studies. Szczecin was selected as the test area because of the shape of the city as well as the location and shape of the excluded areas (areas not accessible to pedestrians or cyclists). Two travel maps were created, for daytime and nighttime public transportation. The study used 162 measurement points arranged in 1x1 km grids. Travel times to the Main Railway Station were calculated with the use of the jakdojade.pl online service. They were calculated for each measurement point and these values were then interpolated with the IDW method. The travel time maps were evaluated by computing the absolute error on the basis of 10 control points. The absolute error was not greater than 4 minutes, what proves very good accuracy of research. The results of the analysis were compared with the population distribution in Szczecin. The interdependence of population distribution and accessibility of the Main Railway Station was analysed.
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Zhang, Kaiguang, Mingting Ba, and Hongling Meng. "The Impact Analysis of High Speed Railway on City Accessibility in Henan Province." In 2016 International Conference on Communications, Information Management and Network Security. Paris, France: Atlantis Press, 2016. http://dx.doi.org/10.2991/cimns-16.2016.21.
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El Naggar, H., G. Mossad, and K. Tarabieh. "Barrier free environment: a case study to evaluate Misr railway station for accessibility." In THE SUSTAINABLE CITY 2013. Southampton, UK: WIT Press, 2013. http://dx.doi.org/10.2495/sc131052.
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Lomakin, Denis, Liliya Kushchenko, Oleg Ivanov, Ekaterina Minaeva, and Andrei Simushkin. "Transport accessibility as a criterion for assessing transport infrastructure development of the region." In 13TH INTERNATIONAL SCIENTIFIC CONFERENCE ON AERONAUTICS, AUTOMOTIVE AND RAILWAY ENGINEERING AND TECHNOLOGIES (BulTrans-2021). AIP Publishing, 2022. http://dx.doi.org/10.1063/5.0099841.
Full textReports on the topic "Railway Accessibility"
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Jiang, Yi, Liming Chen, and Eugenia Go. Accessibility Analysis of the South Commuter Railway Project of the Philippines. Asian Development Bank, August 2021. http://dx.doi.org/10.22617/brf2101314-2.
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This brief outlines findings on how the 54.6 km South Commuter Railway (SCR) to be built between Metro Manila and Laguna province in the Philippines is expected to improve access to jobs. A quantitative analysis estimates that residents of cities and municipalities with an SCR station will be able to reach an average of 300,000 extra jobs within a 1-hour commute—an increase of 15.3% in the south and 8.5% in Metro Manila. This could lead to better labor market matching, higher income for workers and more job opportunities for low-income households. The study contributes to efforts to quantify the wider economic benefits of infrastructure projects, especially efficient urban transport systems.
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Huntley, D., D. Rotheram-Clarke, R. Cocking, J. Joseph, and P. Bobrowsky. Current research on slow-moving landslides in the Thompson River valley, British Columbia (IMOU 5170 annual report). Natural Resources Canada/CMSS/Information Management, 2022. http://dx.doi.org/10.4095/331175.
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Interdepartmental Memorandum of Understanding (IMOU) 5170 between Natural Resources Canada (NRCAN), the Geological Survey of Canada (GSC) and Transport Canada Innovation Centre (TC-IC) aims to gain new insight into slow-moving landslides, and the influence of climate change, through testing conventional and emerging monitoring technologies. IMOU 5107 focuses on strategically important sections of the national railway network in the Thompson River valley, British Columbia (BC), and the Assiniboine River valley along the borders of Manitoba (MN) and Saskatchewan (SK). Results of this research are applicable elsewhere in Canada (e.g., the urban-rural-industrial landscapes of the Okanagan Valley, BC), and around the world where slow-moving landslides and climate change are adversely affecting critical socio-economic infrastructure. Open File 8931 outlines landslide mapping and changedetection monitoring protocols based on the successes of IMOU 5170 and ICL-IPL Project 202 in BC. In this region, ice sheets, glaciers, permafrost, rivers and oceans, high relief, and biogeoclimatic characteristics contribute to produce distinctive rapid and slow-moving landslide assemblages that have the potential to impact railway infrastructure and operations. Bedrock and drift-covered slopes along the transportation corridors are prone to mass wasting when favourable conditions exist. In high-relief mountainous areas, rapidly moving landslides include rock and debris avalanches, rock and debris falls, debris flows and torrents, and lahars. In areas with moderate to low relief, rapid to slow mass movements include rockslides and slumps, debris or earth slides and slumps, and earth flows. Slow-moving landslides include rock glaciers, rock and soil creep, solifluction, and lateral spreads in bedrock and surficial deposits. Research efforts lead to a better understanding of how geological conditions, extreme weather events and climate change influence landslide activity along the national railway corridor. Combining field-based landslide investigation with multi-year geospatial and in-situ time-series monitoring leads to a more resilient railway national transportation network able to meet Canada's future socioeconomic needs, while ensuring protection of the environment and resource-based communities from landslides related to extreme weather events and climate change. InSAR only measures displacement in the east-west orientation, whereas UAV and RTK-GNSS change-detection surveys capture full displacement vectors. RTK-GNSS do not provide spatial coverage, whereas InSAR and UAV surveys do. In addition, InSAR and UAV photogrammetry cannot map underwater, whereas boat-mounted bathymetric surveys reveal information on channel morphology and riverbed composition. Remote sensing datasets, consolidated in a geographic information system, capture the spatial relationships between landslide distribution and specific terrain features, at-risk infrastructure, and the environmental conditions expected to correlate with landslide incidence and magnitude. Reliable real-time monitoring solutions for critical railway infrastructure (e.g., ballast, tracks, retaining walls, tunnels, and bridges) able to withstand the harsh environmental conditions of Canada are highlighted. The provision of fundamental geoscience and baseline geospatial monitoring allows stakeholders to develop robust risk tolerance, remediation, and mitigation strategies to maintain the resilience and accessibility of critical transportation infrastructure, while also protecting the natural environment, community stakeholders, and Canadian economy. We propose a best-practice solution involving three levels of investigation to describe the form and function of the wide range of rapid and slow-moving landslides occurring across Canada that is also applicable elsewhere. Research activities for 2022 to 2025 are presented by way of conclusion.