Academic literature on the topic 'California High Speed Rail Project'
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Journal articles on the topic "California High Speed Rail Project"
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Shearin, Gui. "Methodology Development for Estimating External Benefits and Costs of High-Speed Ground Transportation in the United States." Transportation Research Record: Journal of the Transportation Research Board 1584, no. 1 (January 1997): 1–7. http://dx.doi.org/10.3141/1584-01.
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The social, economic, and environmental benefits and costs of implementing high-speed ground transportation (HSGT) service could offset some of the investment required for implementation. These potential impacts are called “externalities” or “external benefits and costs” because they are external to the economic market for HSGT service. The methodology framework used to project external benefits and costs of HSGT for the commercial feasibility study under the auspices of the FRA is described. The externalities are defined and classified, and the general approach to estimating externalities and applying the resulting methodologies is discussed. The principles of two key methodologies for estimating reduced delay to airport and highway users from diversions to HSGT are summarized. A quantitative overview of the results is presented for the California, Chicago hub, and Northeast corridors. Social benefits and costs were found to be an important part of the potential benefits of high-speed rail. Except for some low-speed technologies, only the combined public and user benefits exceed costs. The “traditional” time-saving benefits dominate the public benefits, comprising 92 to 98 percent of total public benefit. Environment (emission) benefits went down with rail speed because of proportionately lower diversions from highway and higher diversions from air with higher rail speed. Significant work remains in developing and applying benefit/cost techniques to rail evaluation: procedures for calculation of environmental benefits are the most undeveloped; in general, procedures for rail impact evaluation are not yet standardized and are developed on a case-by-case basis.
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Duffey, Marilyn, and David Freytag. "Technology Transfer of Tools for Passenger Rail Environmental Analysis." Transportation Research Record: Journal of the Transportation Research Board 1713, no. 1 (January 2000): 36–47. http://dx.doi.org/10.3141/1713-06.
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It is time to transfer the advanced technology and processes specifically developed for conducting the environmental analysis of high-speed rail (HSR) corridors to other large-scale infrastructure projects. Because HSR projects cover thousands of miles and traverse multiple geographic and land use conditions, the most advanced electronic tools available have conveyed vast amounts of information into quantitative, tabular, and graphic format for analysis. A geographic information system allows comprehensive analysis of multiple layers of information in formats compatible with the electronic files used to engineer the alignment. A global positioning system can verify previously recorded data and locate and record new data, transferring information to a comprehensive database readily accessible to technical analysts and agency staff. Digital photographs and digital files of geographic contours, combined with engineering plans and profiles, provide the information needed to create a video simulation of HSR for public presentations. These tools have been used effectively in information exchange and decision making during environmental reviews for HSR projects, and they are compatible with personal computers and the Internet for transfer of information to potential users. The Florida HSR project and the ongoing California HSR project have used these tools effectively to streamline environmental review and to produce information in electronic formats for other projects in the same area. These advanced technological tools for HSR projects should be shared with the rest of the transportation industry, specifically for the environmental analysis of other planned passenger rail projects in the United States.
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Hiltzik, Michael. "Learning from the LA Aqueduct." Boom 3, no. 3 (2013): 68–77. http://dx.doi.org/10.1525/boom.2013.3.3.68.
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This article considers major infrastructure spending projects on the table in California (a high-speed rail line connecting Los Angeles to San Francisco, a peripheral canal in the Sacramento Delta, higher education) and compares their funding models to that of the Los Angeles Aqueducts. Whereas William Mulholland convinced Angelenos in 1905 to pay for the aqueduct for the benefit of future residents, modern California voters are more likely to insist infrastructure is paid for with a mix of public and private investment, or solely by its end users. Hiltzik argues California’s leaders could learn from Mulholland, whose foresight, adept campaigning, and willingness to shade the truth benefited millions of people.
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Matute, Juan M., and Mikhail V. Chester. "Cost-effectiveness of reductions in greenhouse gas emissions from High-Speed Rail and urban transportation projects in California." Transportation Research Part D: Transport and Environment 40 (October 2015): 104–13. http://dx.doi.org/10.1016/j.trd.2015.08.008.
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Faulkner, Andrew, Jonathan Fearn, Chris Sensenig, and Brian Stokle. "CREATING LIVABLE INFRASTRUCTURE: THE CONNECTOAKLAND VISION TO RECONNECT NEIGHBORHOODS AND CONNECT CITIES THROUGH FREEWAY REMOVAL." Journal of Green Building 11, no. 2 (March 2016): 1–21. http://dx.doi.org/10.3992/jgb.11.2.1.1.
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INTRODUCTION Throughout the second half of the 20th Century, our nation's cities were marred by the onslaught of unsustainable suburbanization and the expansion of limited access highways that ripped through urban centers and divided communities within them. Paired with systematic disinvestment from redlining and white flight, these forces combined to create lasting physical, social and economic hardships in cities across the US. Over the last 20 years, cities have rebounded in America and new patterns of thought focused on livability, walkability and urban form have started to sprout: from the Big-Dig in Boston to Octavia Boulevard and the Embarcadero in San Francisco, cities are reassessing the value of highways that solely move automobiles through cities, and have started to focus on how these pieces of infrastructure impact the daily lives and economic interests of a their residents and visitors. In Oakland, California, through the efforts of ConnectOAKLAND, the city is taking up the mantle of this new pattern of thought and is beginning the planning process to reconnect West Oakland to Downtown by transforming an underutilized freeway (I-980) into a multi-modal transportation corridor that reestablishes the historic urban grid. The project's dual benefit will reconnect two of Oakland's historic neighborhoods while better connecting Oakland along with the entire East Bay to San Francisco, San Jose and Silicon Valley through the incorporation of a second transbay tunnel for Bay Area Rapid Transit (BART), commuter rail (Caltrain), and high speed rail (HSR). This article will explore the ConnectOAKLAND vision for I-980 as a case study for current and future patterns of highway removal, and as a part of the national movement to rethink the role of urban highways and holistically re-envision the US transportation infrastructure.
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IWAMOTO, Kengo. "Taiwan High Speed Rail Project Overview." Journal of The Institute of Electrical Engineers of Japan 125, no. 5 (2005): 276–79. http://dx.doi.org/10.1541/ieejjournal.125.276.
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Mitchell, Aaron. "High-Speed Rail." Texas A&M Journal of Property Law 5, no. 3 (April 2019): 901–17. http://dx.doi.org/10.37419/jpl.v5.i3.9.
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With the Texas Central’s high-speed rail fast approaching in Texas, legislators have been presented with an opportunity to reform Texas’ eminent domain laws. The controversial urban-versus-rural project has brought eminent domain policy to the limelight. The Texas Legislature can capitalize on lessons learned from the State’s bout with the Trans-Pecos Pipeline by protecting condemnees and incentivizing good faith efforts by condemnors. This Article proposes five possible reforms for eminent domain law in Texas. First, the Texas Legislature should protect condemnees by aligning their appraisal disclosure requirements with condemnors, who have no duties to disclose appraisals. Second, legislative changes would allow attorney’s fees to be awarded to a condemnee when a condemnor’s offer is significantly lower than the actual value of the property. Third, legislative changes would inform condemnees of exactly which pieces of land that condemnors have the power to take when condemnors make their offer. Fourth, this Article proposes sensible protections for Texas homesteads. Last, this Article explores legislative and judicial blocks that can be used by opponents of the rail.
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Outwater, Maren, Kevin Tierney, Mark Bradley, Elizabeth Sall, Arun Kuppam, and Vamsee Modugula. "California Statewide Model for High-Speed Rail." Journal of Choice Modelling 3, no. 1 (2010): 58–83. http://dx.doi.org/10.1016/s1755-5345(13)70029-0.
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Loukaitou-Sideris, Anastasia. "New Rail Hubs along High-Speed Rail Corridor in California." Transportation Research Record: Journal of the Transportation Research Board 2350, no. 1 (January 2013): 1–8. http://dx.doi.org/10.3141/2350-01.
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Krupík, Pavel. "High-speed rail – highway 2.0?" Acta Polytechnica CTU Proceedings 31 (July 14, 2021): 27–29. http://dx.doi.org/10.14311/app.2021.31.0027.
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High-speed rail lines should make it possible to fully replace air transport over the medium distances of Europe (about 500 km). In the Czech Republic, they are beginning to design. Estimates suggest that in five years, the first sections could begin to physically originate and within ten years, they will begin to ride on them. Is it possible that the scenario and the continuous extension of deadlines accompanying the completion of the backbone network will be repeated? This article discusses the options from the project management perspective and the idea of construction 4.0 to prevent this.
Dissertations / Theses on the topic "California High Speed Rail Project"
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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.
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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
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Sohm, Leonard. "High Speed Rail in California: A Systems Overview." Digital Commons at Loyola Marymount University and Loyola Law School, 2013. https://digitalcommons.lmu.edu/etd/452.
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This project is put together with a unique warehouse roof design, and coupled with the city's permitting and inspection requirements. The modules will be mounted on the roof and are wired into series strings. Individual strings are grouped into sub-arrays, which supply DC power to one 500 KW inverter. Once in place the application would be tied into a monitoring system that indicates how much energy the system produces and the potential increased savings. Alarms will be triggered when anomalies occur. This data can be compared to the expected output. By monitoring the demand, a profile for the facility's use is generated that makes it easier to ascertain unnecessary energy usage and help with trouble shooting problems.
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Kasuya, Shuichi 1972. "High-speed rail commuting in the United States : a case study in California." Thesis, Massachusetts Institute of Technology, 2005. http://hdl.handle.net/1721.1/31148.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2005.Includes bibliographical references (leaves 116-118).
High-speed rail (HSR) is primarily for intermediate distance intercity passenger travel. The concept of high-speed rail commuting is to provide short distance commuting transportation service on dedicated HSR, by sharing the same rolling stock and infrastructure. HSR commuting benefit all city commuters by relieving inner city traffic congestion as well as providing intercity service. HSR commuting also benefits its operators providing an additional financial resource. In the US, the rail is primarily for freight. Passengers usually take airlines and automobiles, but the congestion of airports and roads are increasing, which makes another transportation option necessary. Rail passenger transportation is less energy consuming and it is effective for the environment. For the sustainable development of many cities in the US, HSR is a potential option. From successful HSR examples in Japan, French, and Germany, the primary purpose of HSR is intermediate distance intercity passenger transportation, and dedicated tracks are necessary. In the US, there are no HSR by our definition, but there are still HSR transportation potential regional corridors in California, Texas, Florida, and other regions. There are several statewide HSR projects, but none has been constructed. The most difficult hurdle for HSR projects in the US is financial resources, and HSR commuting is a potential for those. Japanese HSR, Shinkansen is the only case of practical HSR commuting in the world. HSR commuting needs no large additional investment. As commuting and intercity travel are complementary behaviors, additional fundamental investments, such as extra tracks and rolling stock, are not necessary.
(cont.) In contrast, for effective HSR commuting, some considerations, such as monthly commuter passes and shifting seat configuration, are necessary. HSR commuting provides fast travel for passengers, but also it is a potential revenue source for intercity HSR projects and operators. Though the geographical and social background in the US is different from that in the countries that have successful HSR, thorough deliberate policy initiative and investment, we suggest HSR commuting would benefit both all commuters in the region and the HSR operator in California.
by Shuichi Kasuya.
S.M.
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Levy, Samuel J. (Samuel Joseph). "Capacity challenges on the California high-speed rail shared corridors : how local decisions gave statewide impacts." Thesis, Massachusetts Institute of Technology, 2015. http://hdl.handle.net/1721.1/99542.
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Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2015.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (pages 147-162).
In 2012, as a cost-control measure and in response to local opposition in the San Francisco Bay Area, the California High-Speed Rail Authority (CHSRA) adopted a "blended system" at the north and south bookends of the planned first phase of its high-speed rail line. In this blended operation, the high-speed rail line will share track and other infrastructure with commuter rail, intercity rail, and freight on the 50- mile Peninsula Corridor in Northern California and on 50 miles of right-of-way between Burbank, Los Angeles, and Anaheim in Southern California. This thesis provides a critical review of the blended system and discusses the level of cooperation and coordination necessary between host railroads and the high-speed rail tenant operator. In Northern California, the Peninsula Corridor Joint Powers Board's Caltrain commuter rail service between San Francisco and San Jose is experiencing record levels of ridership. This thesis explores the impact of both the electrification of the line and its extension into San Francisco's central business district on future ridership demand. With the California High-Speed Rail Authority competing spatially and temporally with Caltrain for access to high-revenue and high-cost infrastructure, we review different strategies for coordination and integration between the two agencies. In Southern California, the final form of the blended system is more nebulous than its northern counterpart. For the first few years of high-speed rail service, the Metrolink service operated by the Southern California Regional Rail Authority is expected to complement the high-speed rail system. However, since Metrolink operates on congested rail infrastructure, some of it owned by capacity-conscious freight railroads, there will exist the challenge of providing quality service and transfer opportunities for time-sensitive high-speed rail customers. The change to a blended system was a dramatic change of direction for the CHSRA; as a result, a new paradigm is needed for implementation of the system over the next 15 years. This thesis reviews the upcoming local design choices to be made on the local rail corridors and evaluates them from the perspective of the future statewide rail network. We find that the decisions made on the local blended corridor level will affect both the financial viability of the overall project and the quality of service experienced by customers across the entire California rail system.
by Samuel J. Levy.
S.M. in Transportation
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Hidema, Takafumi. "Competitive strategy for the proposed Texas High Speed Rail Project : a system dynamics/ CLIOS process approach." Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/111246.
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Thesis: S.M. in Technology and Policy, Massachusetts Institute of Technology, School of Engineering, Institute for Data, Systems, and Society, Technology and Policy Program, 2017.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (pages 193-202).
The Texas High-Speed Rail (HSR) is an unprecedented US project proposed by a private company. This project has many uncertainties because it will be funded only by the private sectors and it is the first US HSR project using foreign technology. The HSRs are huge and complex systems involving political, economic and sociotechnical issues that are affected by and affect various stakeholders. Therefore, it is necessary to grasp the "whole picture" of the project to plan effective strategies to make it successful. The objective of this thesis is to identify how we can improve the system performance and propose recommendations to guide the project toward success. The CLIOS Process is applied to identify the current circumstances surrounding the project. Comparative study of HSR with other transportation modes and market analysis are conducted to identify competitive advantages of the HSR system and how to utilize these advantages to compete with other transportation modes. After these qualitative analyses, pricing strategy, capacity management and accessibility management are identified as the three "key factors for success." Based on the results, the System Dynamics (SD) approach is applied. Conceptualization of the HSR system by causal loop diagrams (CLDs) clarifies several feedback interactions between key variables, such as ridership, load factor, total travel time and fares. Then, the numerical SD model is created to conduct quantitative analysis over time. Sensitivity analysis for each policy parameter suggests how the HSR operator could improve system performance by implementing different strategies in the short to long run.
by Takafumi Hidema.
S.M. in Technology and Policy
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Durrant, D. W. "The role of civil society in mega-transport project decision-making : the case of the proposed high speed rail connection, High Speed Two (HS2)." Thesis, University College London (University of London), 2016. http://discovery.ucl.ac.uk/1493012/.
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This thesis asks: how are megaprojects legitimated, with civil society seen as a source of the legitimacy that state and market institutions often lack. Civil society is conceived as a political realm in which decisions are challenged and in which there is also public deliberation of the issues decisions generate. With civil society organisations (CSOs) increasingly seen by policy-makers as a means of delivering public goods the role of civil society is changing. In order to reflect this change a broader concept of civil society is developed within this thesis. This, in turn, contributes to the megaproject literature as the participation of civil society is increasingly seen as a prerequisite for more open forms of decision-making. The planning and appraisal of High Speed Two, a proposed UK high speed rail connection, provides a case study in which the roles played by CSOs are interpreted using ethnography, based upon observations conducted within the 'public' formed of CSOs responding to the proposals, and discourse analysis of key policy documents. The history of the project and the governing principles of speed, of operation and implementation, are identified in the framing of the policy discourse as are the ways in which organisations challenging these principles develop alternative proposals. The findings are that the approach to planning and appraisal has, in this case, remained largely closed to civil society. The practices of the delivery bodies, governed by market principles and exhibiting undue haste to implement the project, have generated considerable mistrust and, for many, delegitimised the process and the institutions delivering it. This failure of public bodies suggests a failure to appreciate the importance of CSOs in establishing appropriate institutional frameworks for megaproject governance. These are required if decisions of this type are to be seen to reflect broad public rather than narrow private interests.
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Kawakami, Soshi. "Application of a systems-theoretic approach to risk analysis of high-speed rail project management in the US." Thesis, Massachusetts Institute of Technology, 2014. http://hdl.handle.net/1721.1/90315.
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Thesis: S.M., Massachusetts Institute of Technology, Engineering Systems Division, 2014.125
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 183-189).
High-speed rail (HSR) is drawing attention as an environmentally-friendly transportation mode, and is expected to be a solution for socio-technical transportation issues in many societies. Currently, its market has been rapidly expanding all over the world. In the US, the Federal Railroad Administration (FRA) released a strategic vision to develop new HSRs in 2008, specifically focusing on 10 corridors, including the Northeast Corridor (NEC) from Boston to Washington D.C. With such rapid growth, safety is a growing concern in HSR projects; in fact, there have been two HSR accidents over the past three years. In developing a new HSR system, it is crucial to conduct risk analysis based on lessons learned from these past accidents. Furthermore, for risk analysis of complex socio-technical systems such as HSR systems, a holistic system-safety approach focusing not only on physical domains but also on institutional levels is essential. With these perspectives, this research proposes a new system-based safety risk analysis methodology for complex socio-technical systems. This methodology is based on the system safety approach, called STAMP (System-Theoretic Accident Model and Processes). As a case study, the proposed HSR project in the NEC is analyzed by this methodology. This methodology includes steps of conducting STAMP-based accident analysis, developing a safety model of the HSR system in the NEC, and analyzing safety risks of it based on lessons learned from the analyzed accidents, with a specific focus on the institutional structure. As a result of this analysis, 58 NEC-specific risks are identified, and with them, weaknesses of safety-related regulations applied to the project are discussed. Additionally, this research introduces System Dynamics to analyze further detailed causal relations of the identified risks and discusses its potential usage for risk analysis. Thus, this thesis research concludes with specific recommendations about safety management in the project in the NEC, making a point that the proposed methodology can be valuable for the actual project processes as a "safety-guided institutional design" tool.
by Soshi Kawakami.
S.M.
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Coleman, Seitu Akira. "Assessment of the Potential of Proposed Stations of the California High-Speed Rail as Major Hubs for Physical and Economic Development." DigitalCommons@CalPoly, 2018. https://digitalcommons.calpoly.edu/theses/1826.
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This study investigated the potential for development of station catchment areas around the proposed California High-Speed Rail System. The study was prompted by a review of practices of Japanese railway company groups that engage not only in train operations, but also in business diversification and property development within the station areas of their lines. These actions allow the company groups to diversify their revenues streams, increase ridership on their lines, and operate as a whole with net profits. This is in contrast to transit agencies in the United States, which only focus on transporting passengers along their lines and do not engage in other commercial activities. This situation limits the potential for transit in the United States to play a larger role in urban transportation.
With the implementation of the California High-Speed Rail System, an opportunity exists to introduce the commercial transit model seen in Japan to the United States. Since the California High-Speed Rail System is a brand-new system with few entrenched interests to impede change, it has the potential to lead as an example of transit operating with net profits and providing additional benefits to the station areas it serves.
However, since planning for station areas to turn into commercially successful activity centers is still a new concept and practice in the United States, a methodology has to be developed to assess the potential for development of station areas. This study set out to answer the two questions: 1) To what extent are the locations of the California High-Speed Rail System’s planned stations currently attractive to development within their respective contexts? 2) Given the information gathered from the study, what policies should be taken to enhance the future development potential of the California High-Speed Rail System’s planned stations as activity centers within their respective station areas?
The potential for development was quantified by calculating accessibility indices for each station catchment area using the inputs of number of jobs, population size, and number of housing units within a gravity model.
The results of the analysis indicate that the station areas at the ends of the alignment in the San Francisco Bay Area and the Los Angeles Metropolitan Area will benefit the most. The next biggest beneficiaries are the major population centers in the San Joaquin Valley, which are Fresno and Bakersfield. Other stations that are not likely enjoy the benefits of a high-speed rail connection as much as other stations are those that have very little development around them currently, such as Kings Tulare and Madera.
However, the potential exists for all stations to enjoy substantial development opportunities if the proper plans, policies, and business strategies are implemented early on and at the corridor level to make the station areas attractive for development. The study makes the following recommendations: Promote the commercialization of train operations and station areas to capitalize on their long-term economic value; Integrate the planning, construction, ownership, and management of train operations and station area development and services to reduce transaction costs; Develop plans or business strategies for each station area to create roadmaps and timelines for their development; And plan for land use activities at station areas on a corridor level to capitalize on specific synergies between station origin-destination pairs (e.g., land use activities that accommodate long-distance travelers between the San Francisco Bay Area and the Los Angeles Metropolitan Area, or those that accommodate commuter needs between up-and-coming station areas in the San Joaquin Valley with major job centers).
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SILVERBERG, JAY ROBERT. "DEVELOPMENT OF A SITE SELECTION METHODOLOGY AND DESIGN FOR: FLORIDA'S HIGH SPEED RAIL PROJECT: Case Study: A Terminal complex for Fort Lauderdale." Thesis, The University of Arizona, 1986. http://hdl.handle.net/10150/555276.
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Schorung, Matthieu. "Le transport ferroviaire de passagers aux Etats-Unis entre conflictualités institutionnelles, processus de territorialisation et ancrage métropolitain." Thesis, Paris Est, 2019. http://www.theses.fr/2019PESC2016/document.
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Cette recherche a pour objet le transport ferroviaire interurbain de passagers aux Etats-Unis dans une double acception : les services ferroviaires classiques d’Amtrak et les projets de grande vitesse ferroviaire. Il s’agit de comprendre comment les politiques publiques concernant le mode ferroviaire fonctionnent, ce qu’elles contiennent et la manière dont elles sont élaborées et portées par les différents acteurs. L’originalité de la recherche repose sur son approche multiscalaire avec un aller-retour continu entre les différentes échelles d’analyse et sur son ambition d’analyser la territorialisation des politiques en faveur du mode ferroviaire interurbain grâce à plusieurs études de cas. L’analyse met en évidence le fait que s’impose une approche bottom-up pour le portage des projets, c’est le cas notamment pour le projet californien de GVF californien et la modernisation du corridor des Cascades. Cette logique est même poussée à l’extrême avec la multiplication de ces projets ferroviaires privés qui revendiquent leur indépendance par rapport à la puissance publique tant en termes de prise de décision que de gouvernance ou de financement. Cela semble éloigner définitivement toute tentative de définition d’un schéma national pour la grande vitesse ferroviaire, sur le modèle de ce qui s’est passé dans les pays historiques de la GVF, au-delà des considérations partisanes – c’est-à-dire de l’engagement traditionnellement plus fort du parti démocrate dans les grands investissements fédéraux. Deux conclusions en ressortent : en premier lieu, une uniformisation de cet argumentaire et des préconisations pour encourager de nouvelles politiques ferroviaires – effets structurants, rôle économique de la grande vitesse, lutte contre la congestion, report modal ; en second lieu, un engagement à toutes les échelles, tangible mais à divers degrés, des acteurs publics en faveur du mode ferroviaire. Il n’y a pas de projets, portés par des acteurs publics, de nouvelles lignes exclusivement réservées à la GVF. L’essentiel des corridors à grande vitesse concerne des corridors à vitesse élevée (higher speed rail) dont certains ont vocation à devenir à plus ou moins long terme à grande vitesse comme le corridor Nord-Est. Le projet californien, quant à lui, repose en partie sur la réalisation d’une nouvelle infrastructure mais aussi sur l’utilisation de tronçons existants améliorés. La territorialisation des projets ferroviaires passe par la conception et la mise en œuvre de réseaux de transport davantage intégrés – au moins sur le plan de la desserte et de la connexion physique – selon une véritable logique réticulaire. Après analyse des projets de modernisation de corridors à vitesse élevée et de construction de nouvelles infrastructures, nous constatons l’importance des gares et une mise à l’agenda d’une meilleure coordination entre transports et urbanisme par le soutien aux quartiers de gare. En effet, un projet de corridor ferroviaire, qui se trouve au croisement d’intérêts politiques, économiques, techniques et territoriaux, est bien au centre d’un processus de territorialisation qui inscrit matériellement l’infrastructure dans les espaces urbains, et d’un processus de politisation par une mobilisation des acteurs locaux. Les projets ferroviaires apparaissent comme un instrument permettant l’implantation d’équipements à l’échelle métropolitaine (gares, pôles intermodaux) et la structuration ou la reconfiguration du tissu urbain (quartiers de gare, projets plus vastes de renouvellement d’un quartier)The subject of this research is intercity passenger rail transportation in the United States, approached from two perspectives: Amtrak’s traditional rail services and high-speed rail projects. The aim is to understand the workings of public rail transportation policies, what they contain, and how they are developed and pursued by the different actors. The originality of the research lies in its multiscale approach, with a constant back-and-forth between the different scales of analysis, and in its use of several case studies to analyze the territorialization of intercity rail transportation policies. The analysis demonstrates the emergence of a bottom-up approach to projects, notably apparent in the Californian HSR project and in the modernization of the Cascades corridor. This process has even gone to the extreme with the proliferation of private rail projects that stress their independence from government, be it in decision-making, governance, or funding. This seems definitively to preclude any attempt to establish a national framework for high-speed rail, like those found elsewhere in the world, regardless of party-political considerations, i.e. the traditionally greater enthusiasm of the Democratic Party for large-scale federal investment. Two conclusions emerge: first, the development of uniform arguments and recommendations to encourage new rail policies, emphasizing the structuring effects and economic role of high-speed rail, congestion reduction, modal shift; second, a tangible though uneven pro-rail position among public actors at all levels. Priority is placed on improving and modernizing existing corridors for the launch of higher-speed services, and then on hybrid networks that combine different types of infrastructures. There are no publicly backed projects for new lines exclusively dedicated to high-speed rail. Most of the high-speed corridors are in fact “higher-speed” corridors, some of which are intended to become high-speed at some time in the future, such as the Northeast corridor. The territorialization of rail projects entails the design and construction of transportation networks that are more integrated – at least in terms of service provision and physical connection – and genuinely interconnected. After analyzing projects for the upgrading of higher-speed corridors and the construction of new infrastructures, we note the importance of stations and the emphasis on the need for better coordination between transportation and urbanism through support for station districts. Indeed, a rail corridor project – situated at the intersection of political, economic, technical, and territorial interests – is the nucleus of a process of territorialization that materially embeds the infrastructure within urban spaces, and of a process of politicization through the involvement of local actors. Rail projects seem to be an instrument that leads to the implantation of metropolitan scale facilities (stations, intermodal hubs) and to the shaping or reshaping of the urban fabric (station districts, larger-scale district regeneration projects)
Books on the topic "California High Speed Rail Project"
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Authority, California High-Speed Rail. Building a high-speed train system for California: Draft business plan. [Sacramento]: California High-Speed Rail Authority, 2000.
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California's high-speed rail plan: Skyrocketing costs and project concerns : hearing before the Committee on Transportation and Infrastructure, House of Representatives, One Hundred Twelfth Congress, first session, December 15, 2011. Washington: U.S. G.P.O., 2012.
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Authority, California High-Speed Rail. Final Bay Area to Central Valley high-speed train (HST) program environmental impact report/environmental impact statement (EIR/EIS). Sacramento, CA: California High-Speed Rail Authority, 2008.
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California. Legislature. Senate. Committee on Agriculture. From food to rail: High-speed rail impacts on agriculture : July 15, 2011, Merced, California. Sacramento, CA: Senate Publications & Flags, 2011.
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Group, Victoria Rail Projects. Invitation for expressions of interest in Regional Fast Rail Project. Melbourne VIC: Rail Projects Group, Dept. of Infrastructure, 2001.
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Group, Victoria Rail Projects. Regional Fast Rail Project: Request for tender : country works packages. Victoria: Dept. of Infrastructure, 2001.
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A review of the challenges facing California high-speed rail: Hearing before the Subcommittee on Railroads, Pipelines, and Hazardous Materials of the Committee on Transportation and Infrastructure, House of Representatives, One Hundred Thirteenth Congress, second session, January 15, 2014. Washington: U.S. Government Printing Office, 2014.
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Field hearing in California: Land of opportunity--pursuing the entrepreneurial American dream : hearing before the Subcommittee on Contracting and Workforce of the Committee on Small Business, United States House of Representatives, One Hundred Twelfth Congress, first session, hearing held October 17, 2011. Washington: U.S. G.P.O., 2011.
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Canada, Canada Transport, Ontario Ministry of Transportation, and Québec (Province). Ministère des transports., eds. Québec-Ontario high speed rail project: Final report. [Ottawa]: Transport Canada, 1995.
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Consultants, Woodward-Clyde, Texas High-Speed Rail Authority, United States. Federal Railroad Administration., and United States. Army. Corps of Engineers., eds. Environmental impact statement: Proposed Texas high-speed rail project : scoping report. Austin, Tex: Woodward-Clyde Consultants, 1993.
Find full textBook chapters on the topic "California High Speed Rail Project"
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Li, Yong, and Joel P. Conte. "Modeling, Simulation, and Optimization of California High-Speed Rail Bridge Under Earthquakes." In Topics in Dynamics of Civil Structures, Volume 4, 555–69. New York, NY: Springer New York, 2013. http://dx.doi.org/10.1007/978-1-4614-6555-3_59.
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Wen-Liang Liu, Max, Stanley Robertson, and Amair Saleem. "System Safety Approach and Management for the Taiwan High Speed Rail Project." In Probabilistic Safety Assessment and Management, 797–802. London: Springer London, 2004. http://dx.doi.org/10.1007/978-0-85729-410-4_129.
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Yang, Xing. "Research on Risk Allocation of High-Speed Rail PPP Project Based on Bank Perspective." In IEIS2019, 717–30. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-5660-9_54.
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Abdollahian, Mark, Yi Ling Chang, and Yuan-Yuan Lee. "Strategic Capital Investment Analytics: An Agent Based Approach to California High-Speed Rail Ridership Model." In Computational Science and Its Applications – ICCSA 2020, 133–47. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-58802-1_10.
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Selladurai, Raj, and George VandeWerken. "High Speed Rail." In Advances in Civil and Industrial Engineering, 262–67. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0102-2.ch013.
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High-speed rail is gaining momentum worldwide in many countries in the world including the United States and especially in the state of California, Florida, and Texas currently. Focusing on the list of topics below would enable readers including professionals, policy-makers, leaders, staff, academicians, scholars, and students to explore assignments and research into innovative ideas, plans, and strategies related to high-speed rail in the U.S. The chapter presents a list of topics that includes case studies, research questions, projects, and other suggestions to stimulate further research and explore assignments into more optimal formulation and implementation of high-speed rail for the U.S. in the future.
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Diridon Sr., Rod, and Ben Tripousis. "California's “Fast-Track” to High-Speed Rail." In Advances in Civil and Industrial Engineering, 15–32. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0102-2.ch002.
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For over 50 years, after both public and private studies confirmed California's need for high-speed rail, nothing happened. The rest of the US had a similarly disappointing experience when attempting to break into the rapidly growing family of nations with operating high-speed trains. Yet, over the past year, California has contracted over $2.5 billion in high-speed rail civil work, is preparing RFPs for three times that amount, and has secured commitments for nearly $25 billion in additional federal and state funding over the next 30 years. Private investors are lining up for the nation's first high-speed rail public-private partnership to complete this $68 billion, 540 mile project. This chapter describes the unprecedented technical excellence, political courage, and visionary voter support that created that high-speed rail breakthrough for California and the nation.
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Diridon Sr., Rod, and Ben Tripousis. "California's “Fast-Track” to High-Speed Rail." In Sustainable Infrastructure, 1013–26. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-0948-7.ch047.
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For over 50 years, after both public and private studies confirmed California's need for high-speed rail, nothing happened. The rest of the US had a similarly disappointing experience when attempting to break into the rapidly growing family of nations with operating high-speed trains. Yet, over the past year, California has contracted over $2.5 billion in high-speed rail civil work, is preparing RFPs for three times that amount, and has secured commitments for nearly $25 billion in additional federal and state funding over the next 30 years. Private investors are lining up for the nation's first high-speed rail public-private partnership to complete this $68 billion, 540 mile project. This chapter describes the unprecedented technical excellence, political courage, and visionary voter support that created that high-speed rail breakthrough for California and the nation.
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Banko, Francis P., and Jackson H. Xue. "Emerging Challenges and Opportunities for U.S. High-Speed Rail Development." In Advances in Civil and Industrial Engineering, 81–123. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0102-2.ch005.
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As we witness the advancement of U.S. high-speed rail initiatives, the country can look towards its European and Asian counterparts for best practices and lessons learned from their decades of high-speed rail design and operations. These experiences gained may be applicable towards projects such as the Texas Central Railway and the California High-Speed Rail Project. This chapter will address the events of 2009 that have brought domestic high-speed rail to the forefront of U.S. rail transportation. This includes the new FRA Tier I and proposed Tier III criteria, challenges associated with each FRA tier of operation, overseas interoperability efforts, snapshots of international experiences (from policy and technological perspectives), the holistic system-based approach to safety, ongoing efforts of the FRA Engineering Task Force, and additional challenges and opportunities moving forward.
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Morales, Jeff. "California High-Speed Rail." In Advances in Civil and Industrial Engineering, 1–14. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0102-2.ch001.
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California has started construction on the first true high-speed rail system in the United States. In this chapter, the CEO of the California High-Speed Rail Authority describes how the state's historic investment in new high-speed rail infrastructure will benefit Californians. Benefits include job creation, statewide modernization of existing local rail lines, short and long-term reductions in greenhouse gas emissions, preservation of agricultural land and environmentally sensitive habitats, advanced clean and green construction practices and technologies, a commitment to 100% renewable energy use, and assistance to partner cities on transit-oriented planning for high-speed rail station areas.
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Selladurai, Raj, and George VandeWerken. "High Speed Rail." In Advances in Civil and Industrial Engineering, 224–38. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0102-2.ch010.
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This chapter focuses on the recent Southwest states' multi-state planning collaborative study, which the Federal Railroad Administration initiated, coordinated, and released in 2015. It highlights the process, planning contextual factors, conclusions, recommendations, and implications, which may serve as a reference model for future studies in other regions of the U.S. The chapter also looks at the momentum of high-speed rail in the U.S., especially in California, and explores some of the considerations in moving toward more optimal and comprehensive transportation planning and policy development for high-speed rail for the U.S. in the future.
Conference papers on the topic "California High Speed Rail Project"
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Ogden, Brent D. "The Altamont Corridor Rail Project Joint Use Corridor." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36138.
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The Altamont Rail Corridor Project will develop a new dedicated regional passenger rail link within Northern California for joint use by regional intercity and commuter trains connecting between the northern San Joaquin Valley and the Bay Area as well as statewide intercity trains fully compatible with the 200+ mph system being developed by the California High-Speed Rail Authority (the Authority). The corridor, which follows portions of the transcontinental railway, is presently served by the Altamont Commuter Express (ACE) operated by the San Joaquin Regional Rail Commission (the Commission) and is eligible to receive California High-Speed Rail bond funds. The Authority and Commission have signed a Memorandum of Understanding to jointly develop the project which will greatly improve the existing service by providing a new dedicated passenger line separate from the Union Pacific Railroad over which the current ACE service operates. The strategic geographic location of the corridor within the Northern California network allows operation of a wide variety of services through Altamont Pass including commuter trains to the Bay Area, intercity corridor trains and regional intercity trains between Sacramento and San Jose` with the possibility that high-speed “bullet” trains from the statewide network could ultimately operate along the route. Although the shared-use potential broadens interest in the project, concomitant planning challenges include identifying workable, cost-effective solutions to incrementally develop the 80+ mile corridor over time while migrating the service presently provided by standard heavyweight diesel locomotive-drawn consists to a fully electrified, grade separated operation capable of supporting operation of 220+ mph lightweight trainsets.
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Barbosa, Fábio C. "High Speed Rail Technology: Increased Mobility With Efficient Capacity Allocation and Improved Environmental Performance." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6137.
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The increasing movement of people and products caused by modern economic dynamics has burdened transportation systems. Both industrialized and developing countries have faced transportation problems in urbanized regions and in their major intercity corridors. Regional and highway congestion have become a chronic problem, causing longer travel times, economic inefficiencies, deterioration of the environment and quality of life. Congestion problems are also occurring at airports and air corridors, with similar negative effects. In the medium distance travel market (from 160 up to 800 km), too far to drive and too short to fly, High Speed Rail (HSR) technology has emerged as a modern transportation system, as it is the most efficient means for transporting large passenger volumes with high speed, reliability, safety, passenger comfort and environmental performance. HSR system’s feasibility will depend on its capacity to generate social benefits (i.e. increased mobility rates, reduced congestion, capacity increase and reduced environmental costs), to be balanced with the high construction, maintenance and operational costs. So, it is essential to select HSR corridors with strong passenger demands to maximize these benefits. The first HSR line was Japan’s Shinkansen service, a dedicated HSR system, between Tokyo and Osaka, launched in 1964, which is currently the most heavily loaded HSR corridor in the world. France took the next step, launching the Train à Grande Vitesse (TGV), in 1981, with a dedicated line with shared-use segments in urban areas, running between Paris and Lyon. Germany joined the venture in the early 1990 with the Inter City Express – ICE, with a coordinated program of improvements in existent rail infrastructure and Spain, in 1992, with the Alta Velocidad Espanola – AVE, with dedicated greenfield lines. Since then, these systems have continuously expanded their network. Currently, many countries are evaluating the construction of new HSR lines, with European Commission deeming the expansion of the Trans European Network as a priority. United Kingdom, for example, has just awarded construction contracts for building the so called HS2, an HSRexpanded line linking London to the northern territory. China, with its dynamic economic development, has launched its HSR network in 2007 and has sped up working on its expansion, and currently holds the highest HSR network. United States, which currently operates high speed trainsets into an operationally restricted corridor (the so called Northeast Corridor (NEC), linking Washington, New York and Boston), has also embarked into the high speed rail world with the launch of Californian HSR Project, currently under construction, aimed to link Los Angeles to San Francisco mega regions, the ongoing studies for Texas HSR project, to connect Dallas to Houston, into a wholly privately funding model, as well as studies for a medium to long term NEC upgrade for HSR. Australia and Brazil are also seeking to design and launch their first HSR service, into a time consuming process, in which a deep discussion about social feasibility and affordability is under way. This work is supposed to present an overview of HSR technology worldwide, with an assessment of the main technical, operational and economical features of Asian and European HSR systems, followed by a snapshot of the general guidelines applied to some planned HSR projects, highlighting their demand attraction potential, estimated costs, as well as their projected economic and environmental benefits.
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Cederoth, Margaret, Melissa DuMond, Julie Sinistore, and Annika Ragsdale. "New Standards for Infrastructure Delivery: California High-Speed Rail." In International Conference on Sustainable Infrastructure 2017. Reston, VA: American Society of Civil Engineers, 2017. http://dx.doi.org/10.1061/9780784481219.022.
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Tai, James C., Dennis Jang, Heather Gaffney, and John Flint. "Full Span Precast and Launching Construction in Taiwan’s High Speed Rail Project." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36096.
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Taiwan’s North to South High Speed Rail project, with total cost of US$15 Billion and design speed of 350km/hour, includes 251km of elevated bridge structure within its total length of 345km. Among the bridge structures, 73% utilize full span precast and launching concrete construction techniques to achieve speedy, shortened construction periods and better quality control. It adopted the design-build delivery method to achieve single responsibility for construction in this private participated Build and Operate then Transfer to government program. The paper will briefly explain full span precast box girder of 30 to 35 meter weighing 750 to 840 ton and launching construction with several different types of launching equipment, precasting of the box girder process, storage yard quality control and launching techniques. The plant produced a 2 day cycle for each girder and reached 48 girders per month and a placement rate of 0.7 day per span installed. The design-build methods of assuring design quality and the independent checking process will be discussed. Taiwan High Speed Rail bridge structures’ design criteria will be outlined in the presentation.
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Kinstlinger, Jack. "Maglev High Speed Rail Along the Northeast Corridor." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36063.
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This paper summarizes parts of a feasibility study prepared by the Maryland Transit Administration for the Federal Railroad Administration on a proposed magnetically levitated train project.1 Initially the project would connect Camden Yards in downtown Baltimore with Union Station in Washington DC with a stop at BWI Thurgood Marshall Airport. Ultimately, it is proposed to extend the Project along the U.S. eastern seaboard north through Philadelphia and New York to Boston and south through Richmond, Raleigh and Charlotte in North Carolina. The paper contains an evaluation of potential air travel reduction along the east coast if maglev service were available and a comparison of energy consumption between maglev and conventional modes of travel. Finally, the paper contains estimates of reductions in carbon dioxide greenhouse gas emissions resulting from diversions of travel from autos and aircraft to the proposed maglev service along the eastern seaboard.
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Sislak, Kenneth G. "When is High-Speed Rail Fast Enough?" In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36105.
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The vision for high-speed rail in America includes corridors that are “emerging” as candidates for investment in passenger rail service improvements including increasing maximum authorized speeds to 90 and 110 mph. Will increasing speeds up to 110 mph be cost effective in terms of attracting new riders? This paper will explore the results of studies examining incremental capital costs and the marginal ridership and revenue increases in the Richmond – Hampton Roads passenger rail project and other current emerging high-speed rail corridors throughout the United States.
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Cockle, John. "Freight Railroads Adjacent to High-Speed Rail: Assessing the Risk." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3780.
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By law, the California High-Speed Train System (CHSTS) must be designed and built along established transportation corridors, includes adjacent to or in shared right-of-ways with Class 1 freight railroads. The Adjacent Railroad Hazard Risk Assessment Model (ARHRAM) has been developed as a tool to assist the California High-Speed Rail Authority (Authority) in the assessment of hazard risk posed by adjacent freight railroads. This assessment assists the Authority in the risk-based prioritization of resources meant to mitigate the hazards presented by the adjacency of freight railroad operations. Use of the ARHRAM allows the Authority to apply consistent, objective assessment techniques across the entire system and throughout the various developmental phases. ARHRAM uses both quantitative and qualitative techniques to develop a characterization of the hazard risk at a particular location, as opposed to an exact probability of the occurrence of a derailment. FRA-reportable derailment data is used to establish the frequency of a derailment on the adjacent railroad at any location, normalized against the performance over a 10-year period. A review of characteristics at a particular location is then conducted, examining for the presence of sixteen separate site characteristics including alignment geometry, train control methods, speed, access, grade crossings, special trackwork, and operational modes. Each characteristic is given a value according to its presence (or not) and the total multiplied by the derailment factor for the railroad and volume of trains operated at the location. The result is a characterization of the levels of site-specific hazard risk that allows the Authority to prioritize mitigations (resources) in order to reduce risk to an acceptable level. The model is dynamic in that it can be modified if new characteristics need to be introduced or existing characteristics modified, and the model can be re-run should physical or operational conditions change in the future. This paper applies the model to an existing rail corridor adjacent the CHSTS, demonstrating how appropriate mitigations can be determined and residual risk accepted. The paper also identifies future applications of the ARHRAM in the development of the CHSTS, and potential applications for other systems or modes.
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Lehlbach, David S., David T. Hunt, Kevin M. Foy, and Rodney E. Case. "Applying the European High-Speed Rail Experience to North America." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36285.
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Driven by a range of factors, there is growing interest in highspeed passenger rail (HSR) and intercity passenger rail (IPR) in North America. A valuable source of information on the cooperation needed to make these services viable in North America is European experience with HSR/IPR, which extends over many decades. North American owners and operators can learn much from Europe with regard to operating dense, mixed-use corridors: Using a “partnership” model, European rail operators have found that when incremental demand for freight and passenger markets are considered together, networks can be expanded faster and further. In North America, a similar partnership approach to capital and strategic planning has already shown huge benefits, for example, in the development of the highly regarded Capital Corridor passenger service in California and in infrastructure improvements on Canadian National’s Kingston subdivision that allow VIA Rail to provide 100–125 mph train service. Through an analysis of current passenger/freight cooperation in Europe, and the examination of HSR/IPR developments and trends in North America, we aim in this paper to illustrate how benefits can be achieved for all stakeholders in the North American rail system as passenger services expand.
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Li, Hong, Qian Wang, and Jimin Liu. "Mobile Terminal H5-based Interaction Design in China's High-speed Rail Science Popularization—With “Approaching High Speed Rail” Project as an Example." In ICAIIS 2021: 2021 2nd International Conference on Artificial Intelligence and Information Systems. New York, NY, USA: ACM, 2021. http://dx.doi.org/10.1145/3469213.3470662.
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Zicha, Jan H. "Potential Sources of High-Speed Rail Civil Infrastructure Cost Reduction." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74138.
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High-speed rail infrastructures support the fastest and safest passenger ground transportation mode in existence. Since these infrastructures represent a major achievement of human ingenuity, they are expected to be exceptional. However, the cost of high-speed rail infrastructure does not have to mirror such exceptional status under all circumstances. Well documented yet underutilized civil engineering concepts and features exist that carry considerable cost reduction potentials. They are based on experience with strategic project structuring, appreciation of dynamic track/train interaction trends that control high speed movement, maintenance experience, and component testing. Their utilization is often contingent upon engineering necessary to perform adjustments due to specific conditions, and on availability of verification testing to overcome the established status quo. This article is based on practical consulting and operational experience. The presented issues include concepts of cost-effective positioning of civil engineering subsystems in a high-speed rail project, detection and avoidance of cost-rising zones by alignment selection, trackwork geometries and structural features justifying major reductions of horizontal radii, cost-effective selection and use of slabtrack, and cost minimization steps recommended in high-speed rail tunnel design. Supportive theoretical backgrounds exist; however, their presentation would require several papers.
Reports on the topic "California High Speed Rail Project"
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Chandra, Shailesh, Timothy Thai, Vivek Mishra, and Princeton Wong. Evaluating Innovative Financing Mechanisms for the California High-Speed Rail Project. Mineta Transportation Institute, March 2021. http://dx.doi.org/10.31979/mti.2021.2047.
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Millions of dollars are involved in high-speed rail (HSR) infrastructure construction and maintenance. Large-scale projects like HSR require funding from a variety of avenues beyond those available through public monies. Although HSR serves the general public’s mobility needs, any funds (whether State or Federal) flowing from the public exchequer usually undergo strict review and scrutiny. Funds from public agencies are always limited, making such traditional financing mechanisms unsustainable for fulfilling HSR’s long-term operational and maintenance cost needs—on top of initial costs involved in construction. Therefore, any sustainable means of financing HSR projects would always be welcome. This research presents an alternate revenue generation mechanism that could be sustainable for financing HSR’s construction, operation, and maintenance. The methodology involves determining key HSR stations, which, after development and improvement, could significantly add value to businesses and real estate growth. Any form of real estate taxes levied on properties surrounding such stations could substantially support the HSR project’s funding needs. In this research, a bi-objective optimization problem is posed in conjunction with a Pareto-optimal front framework to identify those key stations. With 28 California HSR stations used as an example, it was observed that the four proposed HSR stations in Fullerton, Millbrae-SFO, San Francisco Transbay Terminal, and San Diego would be excellent candidates for development. Their development could increase the economic vitality of surrounding businesses. The findings could serve as valuable information for California HSR authorities to focus on developing key stations that would generate an alternate funding source for an HSR project facing funding challenges.