Dissertations / Theses: '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)

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Chen, Wen-liang, and 陳文亮. "A Study of Rail Irregularity Measurement of High Speed Rail Slab Track－A case Study of Taiwan High Speed Rail Project." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/44379771190148646236.

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碩士
逢甲大學
交通工程與管理所
95
Taiwan High Speed Rail started its operation on March 2, 2007. To ensure the safe operation and comfortable rides, the inspection of rail irregularity is crucially important. The Japanese AF-55 slab track and the German Rheda 2000 slab track are both used in Taiwan High Speed Rail. These two kinds of slabs are very different from each other in their construction methods, rehabilitation, and maintenance.Due to the repeated high speed heavy load, the irregular deformation of the rail geometry, such as irregularity in gauge, alignment, superelevation, surface and twist etc, is inevitable. Therefore, to dominate the situations of the irregularity and keep it in a reasonable range becomes the primary job. This study uses the data collected from 10 meter chord based on versine inspection method by rail-inspection car EM120, and then derives 20 meter chord and 40 meter chord from the data by applying Multiple-Precision floating point number arithmetic. The collected data will be divided, every 200 meters as one section, in terms of the different chords, types of slabs, and types of constructions. Then these data will be analyzed and calculated to obtain the average value, maximum value and P value. Finally, the rail irregularity in these two types of slab will be found. The study shows the causes and the characteristics of the rail irregularity between Japanese slab track and German slab track. Also this study discovers the unique reasons of the rail irregularity happening in the two special slabs and their topographic conditions. Meanwhile, this study can rapidly find out the locations and possible causes of rail irregularity, which is high-priority in rail rehabilitation. Furthermore, this result of the study can be used in rail maintenance system in order to increase the safety of operation and comfortable rides, and to extend the life-cycle of rail and rolling stocks.

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Chang, Ling-Ju, and 張伶如. "The Financial Operation of BOT Special Project – Case Study with Taiwan High Speed Rail Project." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/74897410933858706105.

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碩士
淡江大學
國際企業學系碩士在職專班
99
The government makes up the shortage of financial burden and increases the service quality of public construction and infrastructure project implementation efficiency by enterprise resources to improve the efficiency of public construction and service quality. It translated the public construction into operation by enterprise. It can operate the limited finance resource effectively by the enterprise’s technologies, operation, manufacture experience and management. The legal system will face the risk and burden-sharing to have the interest both of public and private. It is an urgent need for community building in this civil investment approach to government can not engage it. Taiwan High Speed Rail should build on traditional public construction and sub-normal budget in few years by the government at the first. But it promote by BOT mode after. The THSR was beginning to operate since Jun. 2007 and it became to the important parts on traffic for the south and north in Taiwan. But the traffic is only half of the original, so the THSRC’s finances gets worst every year. The government helps it to tide over the financial difficulties by way of syndicated bank financing. But it leads the criticism. Taiwan High Speed Rail had questioned adaptive or not by the BOT mode. This thesis wants to know how to reduce the financial burdens and the investment risk from the enterprise is participation in public construction by THSRC financial reports and other BOT case from domestic and foreign financial issues. Furthermore, it also wants to improve public construction efficiency and promote the project finance successful. This thesis also wants to know the government and THSRC how to improve the financial structure by the financial reports in the future and increase business income. Therefore, THSRC’s service quality, technologies and human resource can keep forever.

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Yu, Ting-Hui, and 余亭慧. "Lessons Learned from the Private Participation in the Taiwan High Speed Rail Project as the Reference for Future Development of U.S. High Speed Rail." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/60677046588826938636.

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碩士
國立臺灣大學
土木工程學研究所
99
To undertake the investment of a HSR project, the most challenging issue is the financing. During the development of the Taiwan High Speed Rail (HSR) project, in the 80s, it was decided to learn from Japan and European countries to build a dedicated HSR line. The government hoped to benefit from the advantages of the HSR and solve the problem faced in the domestic transportation sector. Due to financing difficulties the government made an important decision to build the HSR with private participation (Build-Operate-Transfer). Without previous experiences, the THSR is the first one of the HSR BOT project in the world at the time. The determination to have a successful HSR providing service to the Taiwanese people was the main goal of the government, and despites all the controversies and debates during the project life cycle, it was finally completed and started to provide service in 2007. After the Cold War, America became the world most powerful country economically and politically. In the last two decades the U.S. Federal Government had put its attention in the development of nationwide highway networks and airport systems, neglecting the development of the conventional railway system. Without any HSR line, many serious nature-caused catastrophes and energy crisis had lead to the oil-dependent America reconsider the long-neglected railway system. The development of HSR in America can reduce highway and airway burden, also can cut down country’s carbon dioxide emission and energy consumption. Most importantly, it can reduce the distance and barriers of different States and cities. These issues induced America to reconsider the possibility of HSR, if America decides to build HSR, will eventually turn itself to the biggest HSR market that the world wishes to participate. However the decision toward a HSR line also brings up financial, construction method and environmental issues. Therefore this thesis analyses Taiwan’s private participation experience (BOT) and proposes financial suggestions as reference. Countries interested to develop HSR are numerous, but countries that have enough resources and funding are rare. From Taiwan High Speed Rail experience, this study analyzes the advantages and disadvantages of a HSR project using BOT model. From the point of view of the government, advantages are to reduce financial burden, introduce private sector efficiency, and minimize the risk of construction and operation. However, disadvantages are time spending in the contract negotiation and the design of related laws. By expert interviews and survey analysis, this study points out key issues when implementing alternative financing in HSR: Implementation of project financing, basic acts to promote HSR, procedures and involvement, contract terms and bidding control procedures, ridership expectation, etc. This study aims to reduce risk and cost for countries seeking for alternative financing to execute their high-speed rail project.

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林佑庭. "A Study on Large-scale Infrastructure BOT Project Financing—Exemplified by Taiwan High Speed Rail Project." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/09295572205373541235.

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Ho, Ching-Shiuan, and 何慶瑄. "The Study of Quality and Interface Management System for Taiwan High Speed Rail Project." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/38233057050707696139.

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碩士
逢甲大學
土木及水利工程所
96
Taiwan High Speed Rail (THSR) Project is the largest BOT project in Taiwan and even in all over the world. The High Speed Rail spent twenty years from the map-up period to the realization. In February 2007, THSR finally operated as an artery of Taiwan and creates a one-day living zone for the Taiwan resident. To accomplish the tough project, THSR introduced international construction teams and firm quality management system. In the mean time, THSR Corporation recruited an international project management team in a very short period, as well as the assist of qualified join-ventured contractors. This study aimed the firm quality management system introduced by the project. The quality management system consists of independent checking system, monitoring, organization organized for the project and interface management and coordination through information collection, experiences construction practices, in-depth interviews with experts and case study research forming the study under civil works scope. What organization to be adopted? How is the management enforced? What is the enforcement? Which management tools to be used? What results to be achieved? In this study, they’re detailed through the qualitative research methods, in order to present more details of the project management. At the same time, we hope the Project Management should be considered important to the construction industry to acquire the infinite interest of global market.

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LU, JI-YIN, and 盧季言. "The Operating Performance of BOT Project —A Case Study of Taiwan High Speed Rail." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/h99jqd.

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碩士
朝陽科技大學
財務金融系
105
Traffic is important factor of the country's economy. For the past few years, Traffic construction is developing to quickly in each country. Especially, when the government considered the island’s transportation was not up-dated for the future needs, the project was made and carried out by adopting BOT model to build THST (Taiwan High Speed Rail). The study focused on understanding the financial status of THRS and use economic value added to provide a direction of the improvement on the operation of the company. The result suggested the availability of APP to analyze the big data of passengers’ need. With EVA measuring a firm operating performance, the study also suggested the THSR is required to improve its capital utilization and valuation.

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Chan, Chieh-Lin, and 詹傑麟. "Abandonment Option in Taiwan North-South Build-Operate-Transfer (BOT) High-Speed Rail Project." Thesis, 1999. http://ndltd.ncl.edu.tw/handle/64308672256403955777.

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碩士
國立交通大學
土木工程系
87
BOT (Build-Operate-Transfer) is an approach for private participation in infrastructure. Under the BOT approach, government usually creates the property rights of infrastructure projects and transfers them to the private sector by concessions; the private sector then is responsible for the investment, construction and operation of the projects for certain concession periods. Once the concessions expire, the private sector, according to the concession contracts, will transfer the assets of the project to government with or without compensation. In the design of BOT concession agreement, the use of compulsory purchase arrangement is a contentious issue.This research uses the Taiwan North-South High-Speed Railway Project (THR) to study compulsory purchase is from the perspective of private investors. Compulsory purchase, the value are treated as a kind of abandonment options. The results reveal that the commitment of compulsory purchases creates project values. The values of abandonment options depend on several factors, such as project cash flows and compulsory purchase arrangement. According the government''''s financial report of THR projects, the chance for private investor to exercise the abandonment option is very small.

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18

Lin, Che-sen, and 林哲森. "Turnkey Construction and Quality Control in BOT Project(With reference to Taiwan High Speed Rail Project and Kaohsiung Mass Transit Project." Thesis, 2004. http://ndltd.ncl.edu.tw/handle/76089502539143995096.

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碩士
國立高雄第一科技大學
營建工程所
92
BOT (Build-Operate-Transfer) is a construction model involving private enterprises participating in public projects. Due to scarcity and difficulties in procuring sufficient fund by the government, many of the major public projects are given out in a form of BOT construction, i.e. construction and funding are done by the private enterprises, in return the private enterprises are given the operation revenue for an agreed period. Under the BOT concept, the concessionaire (the private enterprise given the concession for the project) will normally sub-let out the construction portion to main contractors in the form of turnkey construction. In Taiwan, this concept is still at the infant stage and many contractors are not familiar with the concept. This BOT case study will concentrate on problems encountered for BOT project involving turnkey construction with self quality control. Some references are made on overseas experience with similar construction procurement background. Particular case study is made on the Taiwan High Speed Rail and Kaohsiung Mass Transit BOT project. This detailed study includes information collected during construction period, interviews with the relevant staff, which includes the concessionaire, the contractors and the construction professionals. From there, gained an in depth understanding of the quality control model, the operation mechanism and the associated problems. Subsequently, finding the root causes of the problems and developing suitable solutions. These can be helpful and will set an example for the smooth implementation of future BOT project involving turnkey construction and self quality control in Taiwan. The difference and the respective advantage and disadvantage of the QA/QC systems adopted by THSRC and Kaohsiung MRT project 1.Contractor’s responsibility — The contractor for THSRC contractor is solely responsible for the QA/QC of work in accordance with a standard required by the contract. This is a fundamental feature of a BOT contract. On the other hand, for the KMRT project, the main responsibility for QA/QC is in the hands of an appointed QA/QC company rather than the Contractor for the project. This setup maybe considered a disadvantage to the project and work progress due to the fact that the contractor is not solely in control of everything. 2.The appointed QA/QC Company — The responsibility of THSRC as the Employer Representative of the project is to monitor and carry out regular audit to ensure the requirements are met and properly maintained by the contractor. The contractor still remains solely responsible and is not required to refer to a third party. The responsibility of KMRT as the Employer Representative of the project is responsible for the QA/QC of work, the hold point should be checked by Employer Representative. 3.Independent QA/QC checking — For KMRT project the QA/QC company is selected through the traditional government tendering process. The selection method naturally carries with it the traditional bureaucratic procedure in the running of the project and is an additional burden the project management has to carry. 4.IV & V — The advantage to the KMRT project in appointing own QA/QC Company is that the Government has greater and direct control over the quality of work but may involve greater expenditure. 5.Government Audit — The advantage of THSRC project in carrying out audit is mainly a process, which requires the contractor to provide documentary evidence of all the QA/QC work. The provision of such evidence however does not relief the contractor the overall responsibility of the quality of work. On the other hand for the KMRT project, because the Government used the traditional selection process, the project control and audit required are also bound by the terms and conditions set forth in the traditional form of contract. 6.Conceptual design review — The advantage of KMRT project by independent checking in this respect is that the appointed company can ensure compliance but the disadvantage is that there is more work involved. 7. Detail design review — a) In KMRT project, the contractor is required to submit the design to the Government for reference b) To authrize the consultant to do the check by Employer Representative has less party involved in carrying the review process and therefore incurs lesser expenditure. c) The KMRT project requires only normal design review effort. In comparison THSRC requires full design review, which is better in checking that the design has less mistake but cost of performing the review is higher. 8.Contractor independent review — The advantage of THSRC is that the design review responsibility is more flexible in implementing. The contactor can choose to carry out work before approval is given on their own risk. The contractor for the KMRT project can only permit to commence work upon approval from C3 consultant. The contract has no provision for the contractor to take risk in this manner. From the above the QA/QC procedure for both projects has their own advantage and disadvantage. The main advantage of THSRC project to the Employer (which is the Government) is that the project is privatized and there is financial burden incurred to the Government. On the other hand for the KMRT project the Employer is comprehensively involved and the project implementation is through the traditional tendering procedure. From the contractor’s point of view, the KMRT contractor does not have sole responsibility in QAQC of the work, which is a very important feature pivotal to the success of a project. At best they can be considered a project awarded by a traditional form of contract with an additional responsibility in design. In accordance with the result of above research and analysis, I recommend the following; 1.In the course of our visits, we found the majority of staff who have knowledge of BOT contract prefer to use THSRC contract as a model to carry out their work. This is to enable them to carry out own QAQC work; reduce many inherent shortcomings associated with traditional type of contract. But on the other hand, the appointed Consultant and their staff still tend to carry out supervisory work and carry with them a sense of responsibility that conform to the traditional role of work supervision (to name an example, Kaoshiung MRT project ). This show that many in Taiwan still distrust a company taking over total management and control of work. I suggest to carry out further research into this subject matter. 2.The model adopted by THSRC is imported from abroad. This model has been in use for many years oversea. It is considered the first time it has been adopted in Taiwan. Is it successful? Up to this day of implementation, it is considered half-success and half-failure. From the work completed thus far, the question can be asked; for the same system of QAQC adopted for various contract, why there exist a large disparity in the quality of work achieved? It is suggested therefore to carry out further study to this question. 3.From the questions arisen as a result of this research, the cause of the problem shall be the subject of further study. 4.This study on both THSRC and Koashiung MRT form of contract, comparison of the management of work quality method, is a good reference for future adaptation of future BOT type of contract. 5.It is expected that the work quality achieved from BOT and turnkey type of contract as compared to those achieved from the Government awarded type of contract has considerable difference. It is suggested further research can be carried out to look into this subject matter.

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Chen, borliang, and 陳博亮. "The Modelling of Financial Feasibility and Risk Evaluation of Project with Project Financing-Case Study with Taiwan High Speed Rail Project." Thesis, 2006. http://ndltd.ncl.edu.tw/handle/88286226027003195080.

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碩士
國立交通大學
管理學院碩士在職專班經營管理組
94
The BOT mechanism does not go well in Taiwan. The Taiwan High Speed rail project as well as Kaohsung subway project encountered many problems, such as cost overrun, time delay, funding misplace etc.. These problems may result in the failure of the BOT project. As the major financing participants, banks face the highly potentials of the huge financial loss. BOT posses the project financing mechanism. Project finance is different to conventional loan due to the long terms and complexity of the project. Hence, a complete financial analysis is crucial to the BOT projects. This thesis is aimed to build financial analysis model and risk analysis model. These models can calculate the project financial feasibility, project financial characteristics and the best capital structure of the project. As well as the critical factors of the BOT project can be identified. The models is based on the theory of engineering economics with the softwares, such as Excel, SAS, @Risk, Lingo etc.. The Taiwan high speed rail project is used to serve as the case study of the application of model analysis.The risk analysis includes the sensitivity analysis, scenario analysis, and Monte Carlo simulation. The results show that the optimum capital structure is 20% of the private funding from the investors. Maximum private funding ratio is 23.22%. These models identify the critical factors of the project which can provide as a reference for the management authority. With careful tackle of the critical factors could smooth out the problems of the project. And, therefore enhance the feasibility of the project.

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20

Chuong, Nguyen Thanh, and 阮清彰. "APPLICATION OF B.O.T SCHEME IN VIETNAM HIGH-SPEED RAIL PROJECT: NHA TRANG - HOCHIMINH CITY ROUTE." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/85717271842368760861.

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碩士
臺灣大學
土木工程學研究所
98
After years of continuous development, Vietnam is now facing the congestion of traffic and the inefficiency of the transportation system that exert a great pressure on the economic development. The government is planning a Vietnam High Speed Rail (VHSR) project to connect its long-shape country from Hanoi to Hochiminh city. The Nha Trang – Ho Chi Minh City route is the individual southern part of the VHSR project. The government is now facing the difficulty of getting enough money to finance for this project. Public objection to the future financial burden is also an obstacle that could make the project unfeasible. The BOT approach is emerging as a very powerful project-financing scheme in the world today. By reviewing vital conditions that the Vietnamese government and the private sector have had for the BOT application, this study presents the feasibility of BOT application to the VHSR project: the Nhatrang to Hochiminh city route. Finally, based on the performance of the BOT projects in Vietnam, experiences of the Taiwan High-speed Rail project and BOT experiences in the world, the study also suggests recommendations to improve efficiency of BOT application in this project.

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21

Lu, Chu-Huang, and 呂居晃. "The Study of Applying Project Management to the Equipment Overhaul Plan of High-Speed Rail." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/fh25ak.

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碩士
國立高雄應用科技大學
工業工程與管理系碩士在職專班
102
The high-speed railway constructions have been rapidly developing across countries worldwide. The forecast to 2020 for mileage scale of new construction and being open to traffic will reach fifty thousand kilometer. It is different from traditional railway that, as the speed of high-speed railway must reach the level of more than 250 kilometers per hour, the security and reliabilities requirements for their system equipment must be much stricter than traditional railway. Concerning the high-speed railway system equipment, the most important is the core system which takes on responsibilities for the safety and normal operation of the train. In addition, this kind of system from being open to traffic starts to operate all year round without interruption. For the maintenance, except for fixed periodic equipment checkup and maintenance, after eight-year running, it is faced with major overhaul to solve the equipment aging problem that cannot be solved by fixed periodic equipment maintenance. Therefore, this study aims to focus on the high-speed railway company’s major overhaul, which uses project management approach. By the way of project management life cycle, from five big processes of the project beginning, planning, execution, control, to the project closing, plus the project management performance evaluation tools, it can physically display each phase’s performance, and meet the purposes of cost and schedule control. Therefore, to reach good project performance, high-speed railway company must implement the analysis and evaluation of technology, budget, effectiveness, management, risk, safety and planning of resources, scheduling, procurement, contracts, risk, safety, quality and training so that it can be advantageous to the entire evaluation to meet the project’s high standard requirements. The outcomes in this study reveal that except for outlining the entire planning blueprint for high-speed railway core system equipment’s major overhaul, it can enable managers fully understand the project’s progress, and effectively control each phase’s cost of the project. Besides, project management approach applied in the high-speed railway system equipment’s major overhaul can help information more mobile, real-time and management-convenient, which also can provide managers the references.

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22

Liao, wei-chih, and 廖偉智. "The Escalation of Commitment in Public-Private-Partnership：The Case of Taiwan High speed Rail Project." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/82433364839637053838.

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碩士
國立臺灣大學
土木工程學研究所
96
The subject of this research is mainly about the organization decision-making. The government kept supporting THSRC in the construction process of THSR, but THSR didn’t upturn because of that. Bad news still came out again and again. Staw & Ross addressed the model of escalation of commitment in 1986. It said that after a series of actions, the policy-maker will insist in the decision he made before even though facing the disadvantageous situation. He will be the possibility of turning the situation around by investing further time, money, or effort. The major elements that affect escalation of commitment are project determinants, psychological determinants, social determinants, organizational determinants, and contextual determinants. Each element contains several variables. Some of these variables increase the level of escalation of commitment and some of them make it decreased. This research discusses if the escalation of commitment addressed by Staw & Ross（1986） can explain the policy-making that the government decided to support THSRC, by using case studying. The information comes from the documents that Executive Yuan reply to the supervision departments and mass media reports. The data shows those five elements affecting the escalation of commitment all appeared in the case of THSR even though not all variables did. This research also proposes five suggestions to avoid escalation of commitment.

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23

Chang, Brenda. "Initial greenhouse gas emissions from the construction of the California high speed rail infrastructure a preliminary estimate /." Diss., 2009. http://proquest.umi.com/pqdweb?did=1987491971&sid=1&Fmt=2&clientId=48051&RQT=309&VName=PQD.

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24

Pei-YinWu and 吳佩穎. "Mathematical Model for the Financial Assessment of Taiwan High Speed Rail Build－Operate－Transfer(BOT) Project." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/suyt7g.

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25

Wang, King-long, and 王金隆. "Analysis Of Optimum Capital Structure Of BOT Projects - The Case Study Of Taiwan High Speed Rail Project." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/97192210292824374096.

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碩士
國立聯合大學
土木與防災工程學系碩士班
96
Self-liquidation-ratio (SLR) is very difficult to greater than one for mega-scale infrastructure BOT projects at Taiwan due to lengthy construction period and huge construction expenditure. The governmental agent has to provide some intrinsic incentives to the investors in order to attract them to invest at these BOT projects. Most effective incentive for the investors is that the agent invests the projects’ construction expenditure as well. Then, how much share the agent should invest in the projects becomes a crucial issue. In general, the SLR is a major index to determine the amount of investment of the agent. We conduct an analysis to demonstrate that SLR is not a good index for determining the share of investment of the agent. For example, we use the Taiwan high speed rail project as a case study. The results show that SLR is equal to 65.1%, i.e., the agent should invest 34.9%. The model shows that the optimum investment share for the agent is 40.53%. Therefore, we provide some evidences that SLR should not be a sole index for the agent to consider the investment share of the BOT projects. In addition, we construct a simulation model to calculate the optimum capital structure of the non-self –liquidation BOT projects. The calculation process is followed the real procedure of negotiation. The negotiation of the investment share of the tri-parties, agent, investors, and bankers, is modeled into two stages. First stage is the negotiation between the agent and the investors. Second stage is the negotiation between the investors and the bankers. We find that in Taiwan high speed project, the agent should invest 40.53%. The investor should invest 27.22% of remaining fund, and the bankers should provide 72.28% of remaining fund.

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26

Hsu, Kuang-Hua, and 許光華. "The Risk Assesasment and Analysis of Project Financing- A Case Study of Taiwan High Speed Rail Program." Thesis, 2000. http://ndltd.ncl.edu.tw/handle/20398574341121898391.

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博士
國立臺灣大學
商學研究所
88
There are two sources of private capital to support the requirements of build-operate-transfer (BOT) infrastructure project. One is equity financing which is financed by debt instruments, the other is debt financing which is financed by equity instruments. Theoretically, the self-liquidation of project is the key factor of private capital in the investment of the infrastructure project, and the self-liquidation is related to the cost of capital. This research is based on the risk structure of interest rate to propose an integrated risk assessment and analysis model (IRAM) and use this model to calculate the cost of capital in project finance. The Taiwan High Speed Rail BOT program will be used to test and verify the IRAM model. The first part of IRAM is integrated risk assessment model which creates a process of assessing the risk factors and introduces a methodology to evaluate the risk adjustment discount rate(RADR) of project finance. In the area of risk assessment of project finance, IRAM focuses not only on the financial condition but also on the whole domain of project risks. So the first step is to re-identify the risk attributes and sub-attributes by fuzzy clustering. The second step is to establish an integrated risk index by two-dimensional fuzzy set operations. The last step uses group decision method to develop a risk premium proxy, and then find out the RADR. The main purpose of the second part of IRAM is to analyze the self-liquidation of BOT project. This model utilizes RADR to develop a base case. Then we consider the government subsidiary policy and project company’s real options to discuss the effectiveness of these two policies by using net present value (NPV) and expanded net present value( expanded NPV) analysis. Finally, we verify the IRAM model by the case study of Taiwan High Speed Rail BOT program. The validity and reliability of integrated risk assessment model has past the test. On the verification of the integrated risk analysis model, the risk premium of base case is 6%, and the risk-free discount rate for the long term T-Bond is 6.52%, then the weighted average cost of capital(WACC) of base case is 11.97%. Generally, the pay off of BOT project can not cover the costs invested, which means the BOT project is not fully self-liquidated. But the coverage is gradually improved during the implementation of government subsidiary policy and project company’s flexibility policy. The case study has proved IRAM is effective. Generally speaking, there are three main contributions of this research: the establishment of an integrated risk assessment and analysis model, an expanded application of Capital Asset Pricing Model and empirical research results of real options.

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Hu, Tsui-lan, and 胡翠蘭. "BOT Project Financing and Financial Solvency Analysis: A Review of the Taiwan High Speed Rail Company's Funding Programs." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/17790645085697166984.

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碩士
國立臺灣科技大學
財務金融研究所
97
Large-scale infrastructure projects in Taiwan were traditionally financed by the public sector. This had begun to change as privatization and deregulation changed the approach to financing investment in major infrastructure projects, transferring a significant share of the financing burden to the private sector at home or abroad. In order to reduce the government’s financial burdens required in infrastructure constructions, the Taiwan Government established a law in 1994 to encourage the private sector to participate in public transportation infrastructure projects, again, in year 2000 it established another statute to promote the private sector to participate in public infrastructure projects and incorporate the resources and efficiency from the private sector. Based on related documents, intensive interviews, and the financial reports, this study makes an assessment of the Taiwan High Speed Rail（THSR）projects to further clarify the complexity of the project finance structure. Success of BOT（Build-Operate-Transfer）project requires both the previous comprehensive planning and succeeding operation efficiencies. The purpose of this study will be to trace the THSR projects’ operation outcomes and disclose its financial structure and solvency with the indexes of cash flow and long-term liquidity. With the findings coming from essential sensitivity analysis, this study concludes the following: 1. Taiwan High Speed Rail Corporation（THSRC）has yet to generate enough revenue by the traffic flow to cover its financing expenses in the early years of its operations. If the company could continually increase its train services with the growing demand, without considering other unexpected negative factors, it might have the possibility to obtain the breakeven in year 2012. 2. According to the existed financing agreements, even if the company’s ongoing refinancing efforts, in order to better align its structure with the liquidity consideration and cash flow needs of the initial stage of operation, would be totally fulfilled, we could still foresee the negative cash flow after the year of 2011, which will severely restrain the company’s financial solvency.

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Wu, Hone-Min, and 巫鴻銘. "A Study for Batching Plants Concrete Quality Control System – A Case Study of Taiwan High Speed Rail Project." Thesis, 2005. http://ndltd.ncl.edu.tw/handle/88434484232542025287.

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碩士
逢甲大學
土木工程所
93
We used Track project of Taiwan High Speed Rail (THSR) as the studied case. The concrete sampling of this study focused on RMCplants located in Taichung area so as to know their capability of QA. We sampled the identical composite of the concretes and studied how the strength of the concrete was affected under different conditions of RMC Plants. In this real case, we adopted ACI’s (American Concrete Institute) standard ACI214 to evaluate the compressive strength of the concrete and analyze the data statistically. Nevertheless, such analysis is not accurate and objective enough. Therefore, we further used the basic principle and concept of ISO17025 standard, which particularly can measure the factor of the uncertainty. The samples from the given RMC plants were tested and analyzed at the 95% reliability level in order to compare the stability of the concrete quality. In addition, this study correlated the variation between the target strength of concrete regulated in the standards of THSR and the designed strength.

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29

Fang, Ko Yi, and 方可以. "Research of Project Financing Evaluation Model of Major Transportation Infrastructure -Taking Taiwan High Speed Rail as an Example." Thesis, 2005. http://ndltd.ncl.edu.tw/handle/22888995512962144947.

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碩士
淡江大學
會計學系碩士班
93
In the past recent years due to deteriorating fiscal situation the government has allowed private sector to participate in several large transportation construction projects. The north-south railroad project and the Kaoshiung rapid transit system are just a few prominent examples in this respect. One common concern of private participation in public infrastructure construction has been that as the construction project moved on, the problem of financial insolvency also loomed, casting doubt on the continuation and completion of the project. The root cause lies in the poor financial planning（typically gross under-estimation of the fund needed to complete the project）, necessitating several rounds of request for funding addition. Thus, to avoid the same mistakes, it is imperative to introduce and promote responsible and accurate project financing into public infrastructure developments. Unlike traditional financing taking physical assets as collateral or accepting owner’s guaranty to protect the financial risk, project financing is one way to get financing by using the cash flow that the project generates in the future as the resource of payback, project feasibility and risk distribution shall be carefully evaluated by the financial institutions before making the decision to provide the financing required. This research emphasizes the arrangement of proper project financing, especially on establishing a practical operating procedure for project financing. Through questionnaire survey method, panel discussion with scholars and experts, compilation and research on domestic and foreign cases, establishing project financing evaluation structure, we expect to prescribe a whole range of recommendations to form a protocol for government agencies and private enterprises to follow, thereby improving the macro environment and raising efficiency of private participation in public infrastructure constructions. The result shows that the mechanisms, provided by the Tri-party Contract for The Construction of Taiwan High Speed Rail Project, that government may acts as a financing guarantor and the intervention right at the time of termination in the Construction and Operation Contract do not completely fit in with the theoretical basis of the project financing. As we understand that each built-operate-transfer (BOT) project is unique with various scale and characteristics. Therefore, it is suggested that government should develop a suitable BOT mechanism, including developing comprehensive BOT laws, to fulfill special need of various BOT projects.The suitable BOT mechanism must include proper and clear design of step-by-step consideration and project control logic. It should focus on the progress control of project financing and engineering in the beginning stage, but concentrate on project operating issues and real estate developments in the late stage of a BOT project.

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30

Cheng, Shyi Kae, and 鄭錫鍇. "A Study of BOT Governance Structure - A Closer Look at Policy Evolution of Taiwan High-Speed Rail Project." Thesis, 1999. http://ndltd.ncl.edu.tw/handle/05679201486942862731.

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31

Chen, Shing Lai, and 陳興來. "The Analysis of Prequalification and Contracting Method for the Reinforced Earthworks Structure of the High Speed Rail Project." Thesis, 1997. http://ndltd.ncl.edu.tw/handle/46307429790298956156.

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32

Lee, Jih-pao, and 李日寶. "Real Estate Securitization and Land Acquisition of Public Infrastructure:A Case of Land Acquisition of High-speed Rail Project." Thesis, 1996. http://ndltd.ncl.edu.tw/handle/63514677721113649187.

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33

Chung, Tao-Ming, and 鍾道明. "A Comparative Study of Decision-making Process and Implementation of High Speed Rail Project in Taiwan and Mainland China." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/36911081119794263556.

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博士
中國文化大學
中山與中國大陸研究所博士班
102
Abstract In the 21st Century, both Taiwan and China have entered into a new era of high-speed rail. Although the length of the line, the construction and the operation schemes are different, both projects have drawn the world’s attention. Taiwan High-Speed Rail Project was the only and largest privately funded Build-Operate-Transfer (BOT) project in the world, and China, with leaping development within several years, has the world's longest HSR network with about 9,300km (5,800miles) routes in service. Coincidentally, both governments of Taiwan and Mainland China face tremendous financial challenges which require their leaders’ wisdom to solve the problems. The idea of a Taiwan’s high-speed rail arose in 1973, and the project and the line of THSR was approved by the Executive Yuan of Taiwan's government in 1992. However, the budget allocated to the HSR Project was completely withdrawn by the Legislative Yuan in 1993. Later the government decided to have the HSR Project constructed and operated under a Build-Operate-Transfer (BOT) model. Finally, Taiwan High Speed Rail Corporation (THSRC) has won the bid and this important policy was implemented, a high-speed-rail line was built in 2000, and launched its service in 2007. After operating two and a half years, THSRC had funded by private means was seeking assistance from the government because of such problems as high interest rates, high depreciation and lower ridership than its original projection. For the past 34 years, the Project of THSR has been handled consecutively by 11 Premiers and 11 Ministers of MOTC, which means that the Project has been consistently planned and acted in the Executive Yuan , but postponed by the Legislative Yuan because of some lawmakers thoughts the budget of THSR was too high to take. Comparatively, A proposal named “the Plan of Passengers Dedicated Line” to build a high speed railway between Beijing and Shanghai was submitted by the Ministry of Railways (MOR) in 1990. The MOR began introducing its electrified trains in 1996, but it was not successful. However, after all the experiments, they had a leaping development in 2003. In 2004, the State Council had decided to launch the construction of “The Four North-South and Four East-West High-Speed Railway Network”, and in 2011 the Beijing–Shanghai high-speed railway began its service. Due to the financial crisis caused by skyrocketing debt, the MOR was announced to be dissolved and its duties were taken up by the Ministry of Transport in 2013. For the past 22 years, the Project was handled by 3 Premiers and 4 Ministers of MOR. In summary, the study indicated that the decision-making processes of high-speed-rail in Taiwan and Mainland China had deeply influenced by its domestic politics, and economy. With the models of Graham T. Allison, this study uses Allison’s "Rational Actor Model", "Organizational Process/Behavior Model", and "Governmental/Bureaucratic Politics Model" three models to analyze the main concerns of both governments’ decision-making process for high speed rail. The study shows that both sides’ leaders are rational actors, and the Organizational Behavior model plays a critical role in planning, developing and implementing policies. With regard to the Governmental Politics model, it shows that due to the legislature’s audit and involvement, the decision-making process for high-speed rail project in Taiwan is much more complex than that in China.

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34

Wu, Cheng Hsien, and 吳承憲. "The Politics of Aid in Jakarta-Bandung High Speed Rail Project—A Study in Cooperative Interaction between China and Indonesia." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/36efn6.

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碩士
國立政治大學
國家發展研究所
106
A great deal of previous research into foreign aid has focused on ‘Aid Dependency’. However, there has been increasing attention paid to ‘Partnership’ between Donors and Recipients. This paper presents an analysis of cooperative interaction within the politics of aid, with a particular focus on Jakarta-Bandung High Speed Rail. By means of textual analysis and case studies, the study has collected rich data which enable descriptions of the critical reasons of cooperative interaction between China and Indonesia in Jakarta-Bandung High Speed Rail project. Besides, in terms of case, the correlations between China’s aid intention and Indonesia’s development goal were calculated to determine the relationship of Neo-colonialism between these two variables. The results obtained confirm that China’s High Speed Rail Diplomacy shows three characteristics¬─State-led、Business-driven and Strategic choice. Using High Speed Rail to foster infrastructure assistance becomes a major tool in China’s foreign aid technique. These findings shed light on Jakarta-Bandung High Speed Rail project is not only a commercial contract but also a political deal. Additionally, results of this study revealed that President Jokowi pursue a macro Indonesia’s national development vision, infrastructures stand for a priority position in his thought. Because China’s aid is more cost-effective than Japan’s program, and China’s program suits Jokowi’s political intention, it facilitates Jakarta-Bandung High Speed Rail is the China-Indonesia cooperation project. It means Recipients can grip ownership in development assistance, the politics of aid shows a new image that recipients can bargain their goal with donors. It can be concluded that China's aid to Indonesia does not have exclusive or monopoly power. Indonesia has the ownership to negotiate with China and bargain for the cooperation of the Jakarta-Bandung High Speed Rail. From these perspectives, there is no colonial relationship between China and Indonesia. In the case, Indonesia is not exploited or dependent on China. Instead, it has the ability to influence China. Therefore, it cannot be seen as a Neo-colonialism. Finally, based on these findings, this study suggests that we need to strengthen the discussions about Foreign Aid or Development Assistance. These findings have important implications for the Republic of China (Taiwan), it will make a useful contribution to Taiwan’s international participation.

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35

Wang，Cheng-Chen and 王政準. "A Comprehensive Analysis of Game Theory and Sun-Tzu Art of War On The Taiwan High Speed Rail BOT Project." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/21956620831707126735.

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36

Chih, Tsung, and 邱宗志. "A Study on Dynamic Simulation Analysis of Full Prercast-span Launching Method Process- with Taiwan High Speed Rail Project as a Case Study." Thesis, 2005. http://ndltd.ncl.edu.tw/handle/22827875341042000665.

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碩士
國立雲林科技大學
營建工程系碩士班
93
Abstract It is not the first time that the Full-span Precast Launching Method (FPLM) be imported and used in Taiwan High Speed Rail Project. However, it is the first time of brand new viaduct construction method that in adapted in Taiwan. What we concerned is the relationship between production and transportation/launching, because the box girder is produced by full-section pre-concreted and tension in precast yard and installed by special transporter/launcher that use the completed deck for access road. The research use the Dynamic Simulation soft program of “SIMPROCESS” try to establish a hierarchical flow model by the concept of “Objected Orient” to compare the difference of FPLM which are used in Taiwan High Speed Rail Projects in accordance to the equipments, manpower, construction sequence and transportation/launching capacity. We compare the production capacity between all contracts to find out the major influenced factor of the whole program and the better composed activities by changing the resources for the useful reference of similar projects in the future.

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37

Chien, Feng-Yu, and 簡豐昱. "A review of public''s stating and pleading cases in BOT projects: An empirical study on Taiwan High-speed Rail Project." Thesis, 2006. http://ndltd.ncl.edu.tw/handle/65eghh.

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碩士
淡江大學
土木工程學系碩士在職專班
94
In the democracy society , people express their opinions to strive for their benefits as a normal behavior﹒In traditional government projects , if people’s rights and interests got harmed ,they usually state and plead to the contractor or government departments directly﹒ Government departments would process site investigation and if investigation results show that the responsibility belongs to the contractor then government departments would ask the contractor to correct problems in a limited time﹒ If it is not contractor’s direst responsibility , government departments would still request the contractor to correct the problems and the construction expenses will be compensated from government budget﹒ In contrast, a BOT(Build-Operate-Transfer)project is another story﹒A BOT project is invested by private firms and the construction is often independent from the design﹒In such a case , government departments have no contract relationship with the contractor, so they can not supervise the contractor directly or demand the contractor to harmony with construction﹒ Government departments therefore have to demand the contractor indirectly to handle cases properly as soon as possible﹒ This study collects and analyzes the people state and plead cases of the「Taiwan High Speed Rail Project」and gain insights into treatments of government departments and THSRC﹒This study also investigates the different opinions of the governments and THSRC toward the responsibility of handling people state and plead cases﹒BOT case have different comments, so that it can be a reference resources in the future﹒ The results of this study aim to suggest that in order to promote projects successfully and improve government image, we should clearly integrate the regulations and punishments into the BOT contract to decrease the contentions and speed up people state and plead cases handling process.

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38

Wang, Kou-Hsun, and 王國勳. "A Study on the assessment of the beneficial effective of Non-ballastTrack System for railway tracks.Taiwan High Speed Rail Project experience as an example." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/41495942550475905341.

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碩士
國立交通大學
工學院碩士在職專班營建技術與管理組
95
The Non-ballast track system has been developed for decades; the track system has acquired strong overall structural stability in members, Smooth and comfort in operation, lower maintenance cost, and lower pollution produced during transportation. The Non-ballast track system therefore has been adopted for many MRT and railway construction projects. However, there are few documents in the study of the beneficial effective for the system. This study is focusing on the analysis of the quality, the cost and the construction scheduling of the Non-ballast track system, the study begins with developing the items to be assessed for the system after researched the existing documents; followed by interviewing numbers of track construction experts in Taiwan, according to the opinions of the experts, using AHP Method (Analytic Hierarchy Process Method) to establish the assessment procedures and to produce the results of beneficial effective for different Non-ballast track methods, it is hoped that the study can be served as a practical reference in selecting appropriate Non-ballast track methods for the system in construction. The study is based on analysis of the three Non-ballast track methods adopted by Taiwan High Speed Rail Project; namely J-SLAB, RHEDA and LVT. All three methods are evaluated by 14 assessment items in three major aspects; construction quality, construction cost and construction scheduling. The study had Interviewed track experts from different contracts that performed the construction works for the Taiwan High Speed Railway project, based on the data from the massive expert interviews, Using Analytic Hierarchy Process Method to assess J-SLAB, RHEDA and LVT methods in quality, cost and scheduling and produce comparing indexes. The study reveals the construction quality is the most major concern for the construction, followed by construction scheduling, and cost is comparably less concerned. It was suggested Pre-cast members in Non-ballast track is recommended to maintain the stability of the quality and also improved the control of construction schedules.

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Chen, Kuei-Yen, and 陳奎言. "A Study on Investigating Resource Combination Problem of Supply Chain Model of FPLM Using Dynamic Simulation Analysis- A Case Study C260 of Taiwan High Speed Rail Project." Thesis, 2005. http://ndltd.ncl.edu.tw/handle/00767969892223317592.

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碩士
國立雲林科技大學
營建工程系碩士班
93
Full-span Precast Launching Method (FPLM) is a brand new construction technic that imported by Taiwan High Speed Rail Co.. It is produced by pre-concreted completely so that the FPLM is not affected by the weather during the production. However it is depend on the substructure construction/curing completed before the deck launched that FPLM could be developed smoothly or not. You can find out it is the major temporary work, such as formwork, rebar jig, equipment etc. during the FPLM construction, in which the cost of the inner mould and outer form of box girder, the steel form of pier and pierhead of substructure, the rebar jig as well as the launching equipments are quite high. The quantity of those equipments was always depended on experience in the pass time. Therefore the more of the form quantity is used the higher of direct costs would be spent. On the other hand it would be reduced the capacity of production if the equipments are insufficient. What we concern is how to choose the best combination from thousands of different arrangements, that can both increase the production capacity and reduce the direct cost. The research is focus on the supply behavior from the manufacture and production of substructure and box girder to the precast yard and the material supplier under the satisfaction of safety stock of precast yard. Besides, the research also used software of SIMPROCESS for dynamic simulation tool to display the production process and supply behavior, Further more, the research also try to find out major affected factor of whole system to compare the difference between span numbers and progress. Finally, the research will try to use the solution of optimization for the purpose of quick searching of solution to find the best combination of resource and cost of FPLM for the decision of strategic importance of user in the future.

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