scholarly journals Engaging Multiple Actors in Large-Scale Transport Infrastructure Project Appraisal: An Application of MAMCA to the Case of HS2 High-Speed Rail

2018 ◽  
Vol 2018 ◽  
pp. 1-22 ◽  
Author(s):  
Yannick Cornet ◽  
Merrill Jones Barradale ◽  
Henrik Gudmundsson ◽  
Michael Bruhn Barfod
Keyword(s):  
Decision Making ◽  
High Speed ◽  
Large Scale ◽  
Multicriteria Analysis ◽  
Transport Infrastructure ◽  
High Speed Rail ◽  
Appraisal Process ◽  
Project Appraisal ◽  
Wide Range ◽  
Multiple Actors

The most widespread approach to transport appraisal is to combine cost-benefit analysis (CBA) with environmental assessments and public consultations. However, large-scale transport projects such as the HS2 high-speed rail system in the UK seem to have pushed this approach beyond its limits, leading to broad discontent with the appraisal process. There is a need both to develop new methods capable of integrating a wide range of perspectives in a systematic manner and to test these for large-scale projects. Multicriteria analysis (MCA) has proven useful in supporting transport decision-making by including a broader set of criteria in the appraisal process. Multiactor multicriteria analysis (MAMCA) has extended this approach to include multiple actors and stakeholders in the judgment and decision-making process. This paper builds on the MAMCA method and demonstrates its practicability and usability by applying it to the case of HS2. The purpose of this paper is not to reach a definitive conclusion on the desirability of various project options, but to complement existing transport appraisal methods by making different perspectives explicit. For example, the results for this case show contrasting views for different groups of transport professionals: a favorable assessment of HS2 among transport planners employed in government, but an unfavorable assessment among transport researchers with a background in sustainability. In terms of contribution to the development of data collection methods, this research demonstrates the usefulness of conducting semistructured interviews in conjunction with an online questionnaire for the assessment and weighting process within MCA. Because MCA results are expressed in terms of relative desirability of projects, the approach also effectively systematizes the inclusion and assessment of multiple options. Overall, the proposed method enhances the capacity to analyze conflicting views in large-scale transport project appraisal processes.

Inter-city transport infrastructure and intra-city housing markets: Estimating the redistribution effect of high-speed rail in Shenzhen, China

Urban Studies ◽  
2021 ◽  
pp. 004209802110178 ◽  
Author(s):  
Zheng Chang ◽  
Mi Diao
Keyword(s):  
Travel Time ◽  
High Speed ◽  
Local Effect ◽  
Transport Infrastructure ◽  
Network Effect ◽  
Housing Values ◽  
High Speed Rail ◽  
The City ◽  
Redistribution Effect ◽  
Metro Network

This study analyses the changes in intra-city housing values in response to improved inter-city connection brought by high-speed rail (HSR), using the opening of the Hangzhou–Fuzhou–Shenzhen Passenger Dedicated Line (HFSL) in Shenzhen, China, as an example. The opening of the HFSL and its integration into the local metro network at Shenzhen North Station provide exogenous intra-city variations in access to the surrounding economic mass. With a difference-in-differences approach, we find that the HFSL showed a negative local effect as housing values declined by 11.5%–13.3% in the proximity of Shenzhen North Station relative to areas further from the station after the opening, possibly due to the negative externalities of the HFSL. The HFSL effect can spread along the metro network and lead to, on average, a 7% appreciation of housing values around metro stations (network effect). The direction and strength of the network effect vary by metro travel time between Shenzhen North Station and metro stations. Housing values decreased by 7.7% around metro stations within 5–15 minutes of metro travel time but increased by 63.6%, 16.6% and 29.2% around metro stations within 15–25, 25–35 and 35–45 minutes of metro travel time to Shenzhen North Station, respectively. The HFSL effect on housing values diminishes when the rail travel time is above 45 minutes. We interpret these findings as evidence of the redistribution effect in the city related to HSR connection.

Cost of Speed: Analysis of Capital Cost Estimates for High-Speed Ground Transportation Systems

1997 ◽  
Vol 1584 (1) ◽  
pp. 17-21
Author(s):  
John A. Harrison
Keyword(s):  
Los Angeles ◽  
High Speed ◽  
Capital Cost ◽  
Travel Times ◽  
Department Of Transportation ◽  
High Speed Rail ◽  
Cost Estimates ◽  
Capital Costs ◽  
Trip Time ◽  
Wide Range

The Intermodal Surface Transportation Efficiency Act of 1991 required the U.S. Department of Transportation to evaluate the commercial feasibility of high-speed ground transportation—a family of technologies ranging from incremental rail improvements to high-speed rail and magnetic levitation (Maglev) systems—in selected urban corridors. The evaluation involved estimating travel times, capital costs, operation and maintenance costs, and ridership for proposed service frequencies and then computing the potential return on investment from fares and other potential revenues. The results are documented in a U.S. Department of Transportation report generally referred to as the commercial feasibility study (CFS). Two elements of the CFS are addressed here: travel times and capital costs in four illustrative corridors—Chicago to St. Louis; Los Angeles to San Francisco; Eugene, Oreg., to Vancouver, B.C.; and Miami to Tampa via Orlando. Analysis of the results reveals common cost trends: for average speeds up to about 200 km/hr (125 mph), the initial investment required is generally in the range $1.6 to $3 million per route-kilometer ($2.6 to 4.8 million per route-mile). Above this speed regime (which varies by corridor), the initial investment increases steadily with speed, generally reaching $10 to $12 million per route-km ($16 to $19 million per route-mi) for very-high-speed rail systems and from $14 to $19 million per route-km ($23 to $31 million per route-mi) for Maglev systems. Analysis of the capital cost estimates reveals that despite the wide range of initial costs for the high-speed options, the cost per minute of trip time saved is remarkably consistent in corridors of similar length and with similar terrains. Cost-effectiveness plots are provided, allowing the reader to compare the performance of each of the four corridors in terms of trip time savings and cost per route-kilometer.

scholarly journals MODERN CONDITION AND DEVELOPMENT PERSPECTIVES OF THE TRANSPORT INFRASTRUCTURE IN UKRAINE

2021 ◽  
Author(s):  
Olena Komchatnykh ◽  
Svitlana Petrovska ◽  
Nataliia Redko
Keyword(s):  
High Speed ◽  
Western Europe ◽  
Life Quality ◽  
Developed Countries ◽  
Transport Infrastructure ◽  
Necessary Condition ◽  
Transport Services ◽  
Wide Range ◽  
Effective Development ◽  
Modern Condition

The article considers modern condition and development perspectives of transport at whole and the transport infrastructure of Ukraine. The basis of the country transport complex makes up its infrastructure, it joins manufacturing, users, suppliers and partners. Developed infrastructure affects not only effective and timely delivery of the products, but provides for decreased transport expenses. The beneficial geographical position of Ukraine, crossing the main transit ways between Europe and Asia, presence of active Black Sea ports, developed network of railroads, car roads and pipelines throughout the latitudinal and meridian directions create all predispositions for the transport branch development. The studies of the Ukrainian transport infrastructure and transport condition during last years evidence about non-stable dynamics, which is mainly related to economical and geopolitical crisis in the country as well as the COVID 19 consequences. Analysis of the freight transport by transport kinds shows increased volumes of car transport with decreased railway transport. The rise of the car transport share is connected to its advantages: mobility, possibility of delivery exactly to the destination, high speed of delivery, flexibility of the route choice, wide range of the shipment as well as provision of logistic services by cars. Exacerbation in the East has considerably decreased number of contracts between Ukrainian shipping companies and international partners related to the international transportation. First of all, the situation provides for decreased transportation volumes on the territory of Ukraine. The level of transport services to economic system and population of Ukraine is significantly lower than that one in the developed countries of the world. According to the car road characteristics, Ukraine has long been behind not only the countries of Western Europe, but many post-Soviet countries. A necessary condition of the effective development and managing crisis in the transport branch, particularly that caused by the COVID 19 pandemics, is development and modernizing transport infrastructure of Ukraine according to the modern technological requirements. This will provide for uniform development of all regions of Ukraine, improved population life quality, development of trade and tourism as well as creation of new economic opportunities by attracting foreign investment.

Using Large-Scale Programs to Help Develop Technological Capabilities

2021 ◽  
pp. 413-435
Author(s):  
Xudong Gao
Keyword(s):  
Technological Innovation ◽  
High Speed ◽  
Large Scale ◽  
Power Transmission ◽  
Technological Capability ◽  
Capability Development ◽  
High Speed Rail ◽  
Equipment Industry ◽  
The World ◽  
Power Generation Equipment

China is a developing country but has made impressive progress in technological capability development. One strategy proved to be effective is the use of large-scale programs to help technological capability development. Examples include the subway equipment industry, the high-speed rail industry, the power generation equipment industry, the power transmission industry, the telecom equipment industry, etc. In all these sectors, China was lagging behind the technological innovation frontier before the related large-scale programs but is now among the world leaders. In this chapter we will try to understand the process of initiating and managing these large-scale programs.

Analyzing Intercity Modal Choice and Competition Between High Speed Rail (HSR) and Other Transport Modes in Indian Context

2016 ◽  
pp. 146-160
Author(s):  
Ashish Verma ◽  
Varun Raturi
Keyword(s):  
High Speed ◽  
Mode Choice ◽  
Transport Infrastructure ◽  
Infrastructure Investment ◽  
Theoretic Approach ◽  
Choice Modelling ◽  
Choice Behaviour ◽  
High Speed Rail ◽  
Game Theoretic ◽  
Game Theoretic Approach

In this study, a theoretical framework is developed in order to assess the viability of transport infrastructure investment in the form of High Speed Rail (HSR) by assessing, the mode choice behaviour of the passengers and the strategies of the operators, in the hypothetical scenario. Discrete choice modelling (DCM) integrated with a game theoretic approach is used to model this dynamic market scenario. DCM is incorporated to predict the mode choice behaviour of the passengers in the new scenario and the change in the existing market equilibrium and strategies of the operators due to the entry of the new mode is analysed using the game theoretic approach. The outcome of this market game will describe the strategies for operators corresponding to Nash equilibrium. In conclusion, the impact of introduction of HSR is assessed in terms of social welfare by analysing the mode choice behaviour and strategic decision making of the operators, thus reflecting on the economic viability of the transport infrastructure investment.

scholarly journals Stochastic Risk Assessment with a Lagrangian Solution for the Optimal Cost Allocation in High-Speed Rail Networks

2020 ◽  
Vol 2020 ◽  
pp. 1-12
Author(s):  
Jing Zuo ◽  
Jianwu Dang ◽  
Min Lyu
Keyword(s):  
Risk Assessment ◽  
High Speed ◽  
Large Scale ◽  
Cost Allocation ◽  
Optimal Allocation ◽  
High Speed Rail ◽  
Maintenance Costs ◽  
Optimal Cost ◽  
The Impact ◽  
Stochastic Risk

In large-scale high-speed rail networks (HSRNs), the occurrence of occasional malfunctions or accidents is unavoidable. The key issue considered in this study is the optimal allocation of the maintenance costs, based on the stochastic risk assessment for HSRNs. Inspired by the theoretical risk evaluation methods in the complex network, three major factors, including the local effects, global effects, and component self-effects are considered in the process of assessing the impact on the network components (nodes or lines). By introducing the component failure occurrence probability, which is considered to be an exponential function changing with the component maintenance costs, a feasible stochastic risk assessment model of the HSRNs together with the component impact assessment is proposed that can better unify the impact assessment of both the high-speed rail stations and railways. An optimal allocation algorithm based on a Lagrangian relaxation approach is designed. Correspondingly, the optimal cost allocation scheme can be determined using the algorithm to eliminate the various HSRN risks under the given costs. Furthermore, a real-world case study of the HSRNs in eastern China is illustrated. Compared with the genetic algorithm, the simulation shows that the approach can solve the optimal cost allocation problem to more effectively reduce the risks of large-scale HSRNs in practice.

scholarly journals Technology and human purpose: the problem of solids transport on the earth's surface

2012 ◽  
Vol 3 (1) ◽  
pp. 417-431 ◽  
Author(s):  
P. K. Haff
Keyword(s):  
Land Surface ◽  
High Speed ◽  
Large Scale ◽  
Potential Gradient ◽  
High Energy ◽  
Transport Infrastructure ◽  
Advective Transport ◽  
Long Distance ◽  
Solids Transport ◽  
Human Purpose

Abstract. Displacement of mass of limited deformability ("solids") on the Earth's surface is opposed by friction and (the analog of) form resistance – impediments relaxed by rotational motion, self-powering of mass units, and transport infrastructure. These features of solids transport first evolved in the biosphere prior to the emergence of technology, allowing slope-independent, diffusion-like motion of discrete objects as massive as several tons, as illustrated by animal foraging and movement along game trails. However, high-energy-consumption technology powered by fossil fuels required a mechanism that could support advective transport of solids, i.e., long-distance, high-volume, high-speed, unidirectional, slope independent transport across the land surface of materials like coal, containerized fluids, and minerals. Pre-technology nature was able to sustain large-scale, long-distance solids advection only in the limited form of piggybacking on geophysical flows of water (river sediment) and air (dust). The appearance of a generalized mechanism for advection of solids independent of fluid flows and gravity appeared only upon the emergence of human purpose. Purpose enables solids advection by, in effect, enabling a simulated continuous potential gradient, otherwise lacking, between discrete and widely separated fossil-fuel energy sources and sinks. Invoking purpose as a mechanism in solids advection is an example of the need to import anthropic principles and concepts into the language and methodology of modern Earth system dynamics. As part of the emergence of a generalized solids advection mechanism, several additional transport requirements necessary to the function of modern large-scale technological systems were also satisfied. These include spatially accurate delivery of advected payload, targetability to essentially arbitrarily located destinations (such as cities), and independence of structure of advected payload from transport mechanism. The latter property enables the transport of an onboard power supply and delivery of persistent-memory, high-information-content payload, such as technological artifacts ("parts").

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