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Old June 16th, 2011, 12:02 AM   #41
arriaca
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Quote:
Originally Posted by liamkm View Post
Hello,

I hope this is an appropriate thread for this question.

I'm working on the development of a European High Speed Rail network and as part of this work I'm investigating the potential benefits of "feeder services" to HSR stations. This will enable greater accessibilty to HSR and spread the scheme benefits around the country, and increase demand for the scheme. I have already identified and am modelling the benefits of classic/traditional rail feeders i.e. timing exisitng local services to coincide with new HSR services at HSR stations. However, in areas where this is not possible (no railways) we would like to investigate bus/coach based feeder services.

Is anybody aware of any HSR stations internationally where a bus feeder service has been set up? I'm based in the UK and here we have Kent Fastrack, which serves Ebbsfleet HSR station. I would like to find more such examples internationally so I can contact the devlopers to understand their business cases and design principles. I expect this is more likely in locations where the classic rail system is underdeveloped.

So if anyone can think of a new bus system, established to support HSR please let me know, I would be very grateful.

Kindest regards,

Liam
Impact on accessibility and the environment of integration of air transport and high speed railways: Aero-Ave Project


The integration of air transport with long distance railway networks, and in particular, with the new high speed railways, is a policy that is gaining increasing acceptance, among regional authorities and at European and national levels.



Impact on accessibility and the environment of integration of air transport and high speed railways: Aero-Ave Project

(28/04/2011) Given this context the objectives of the Aero-Ave (1) project are To analyze the impact of integration between long distance transport modes (air and high speed railways), and to evaluate how such integration may facilitate improvements in interconnections between long distance modes and urban transport networks.

http://www.spanishrailwaysnews.com/n...not=70&cs=tech

Another news in Spanish

El autobús exprés desde Atocha al aeropuerto de Barajas transporta 2.700 viajeros diarios
Nuevo servicio en la estación madrileña: aparcamiento de bajo coste


http://www.vialibre-ffe.com/noticias.asp?not=7197
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Old June 16th, 2011, 10:05 PM   #42
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De Panne station in Belgium, near the coast line and the french border.
Side by side connection between trains and trams.

See image on http://fr.wikipedia.org/wiki/Fichier...ne_station.JPG

Trains on the left (where empty tracks are visible) and trams to the
right, sharing the same platform. Passengers only have to cross that
platform to switch from one mode to the other.

All trains terminate here, the second track at the extreme left being only
used for engine returns.
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Old June 17th, 2011, 08:11 AM   #43
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Quote:
Originally Posted by MarcVD View Post
Trains on the left (where empty tracks are visible) and trams to the
right, sharing the same platform. Passengers only have to cross that
platform to switch from one mode to the other.
What happens when a few hundred of passengers tries to do this?
(In other words, how do you fit the conent of a rake of 3 M96 sets on one Kusttram...)
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Old June 17th, 2011, 08:13 AM   #44
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Quote:
Originally Posted by arriaca View Post
The integration of air transport with long distance railway networks, and in particular, with the new high speed railways, is a policy that is gaining increasing acceptance, among regional authorities and at European and national levels.[/U][/B]
I wouldn't say it's "gaining acceptance". It's already quite accepted. In quite a few countries it's the norm for major airports to be well integrated in the rail network. Have a look at Germany, Switzerland, The Netherlands...
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Old June 17th, 2011, 09:30 PM   #45
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Thanks for your replies. I've found a couple of stations Gare le Creusot TGV and Estanción de Segovia-Guiomar AVE that appear to linked to local settlements by a connecting bus service.

The context is building HSR through an area with lots of small settlements which all would like to be joined to the network. Frequent stops increase end to end journey times to the detriment of demand between the major city termini and reducing the effitiveness of rail competing with air for long distance journey times. A solution to serve the multiple smaller intermediate locations is to have feeding classic rail or bus services. In isolated area without an exisiting classic rail service a bus connecting with trains in a potential soution to extend the catchment of HSR to more communities.
Can you think of any examples like this?

Liam
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Old June 18th, 2011, 04:08 PM   #46
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Quote:
Originally Posted by liamkm View Post
Is anybody aware of any HSR stations internationally where a bus feeder service has been set up?
Limburg South on the Frankfurt - Cologne HSR line is an example of how such a service can fail. There used to be a feeder service from the town itself (and it's primary public transport node) that was timed to coincide with the ICE arrivals/departures at the HSR station. This specific feeder service has been discontinued for lack of usage, and instead only a regular bus line services the route now (RMV bus line 580, with very sparse frequencies).
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Old June 18th, 2011, 04:39 PM   #47
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Quote:
Originally Posted by ArtManDoo View Post
So I would like to see examples from around the world. Links to pages in different language than English are welcome. If possible please add station layouts and of course data like main arguments for building, budget etc is welcome. Also please add if you know some good examples how
shopping is integrated to home/work commuting(railway stations as shopping centers).
Here's one local example:

Ludwigshafen, Berliner Platz
Overview Pic

Railway station for commuter rail was built in 2003 for 18.5 million Euro precisely because of this junction point. Separate stations visible in pic: Right side railway station at +1 level, left side tram and bus station at ground level under the round building.

Layout is rather simple:
- railway station: three 280m length platform tracks (two regular, one "spare"), one bypass track without platform (primarily for cargo)
- tram station: two 90m length platform tracks; four bus departure spots for city bus lines, one for regional bus lines

It's about 100m walk from one station to the other. The railway station is accessible through a pedestrian passage under that highway at ground level that opens on the other side of the building in the center. Service frequency is moderately high at ~90 departures per hour from both stations combined (12-15 rail, 45-50 tram, rest busses) during the day.

The stations are not combined since the tram station was preexisting; also some tram lines continue parallel to the railway station and highway (penetrating through the building in the middle), so the tram station needed to remain spaced apart.

Shopping is highly integrated; the building above the tram station is a department store, while the pedestrian passage under the highway to the right leading to the railway station opens into a mall on the other side. The center building was newly built with the railway, and includes shopping and restaurants at ground level, with offices above and a dance club in the back. The downtown mall zone is also directly accessible from this area.

Last edited by kato2k8; June 18th, 2011 at 04:44 PM.
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Old June 18th, 2011, 06:58 PM   #48
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Quote:
Originally Posted by liamkm View Post
The context is building HSR through an area with lots of small settlements which all would like to be joined to the network. Frequent stops increase end to end journey times to the detriment of demand between the major city termini and reducing the effitiveness of rail competing with air for long distance journey times. A solution to serve the multiple smaller intermediate locations is to have feeding classic rail or bus services. In isolated area without an exisiting classic rail service a bus connecting with trains in a potential soution to extend the catchment of HSR to more communities.
Can you think of any examples like this?
But why shouldn´t there be multiple stations on the HSR?

Express trains skip most stops on the HSR and are accordingly fast. The stopping services stop at the small stations while express trains speed past the platform - and in main stations, where express trains do stop, passengers can get off the stopping trains and on the express trains.
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Old June 19th, 2011, 11:44 PM   #49
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Quote:
Originally Posted by K_ View Post
What happens when a few hundred of passengers tries to do this?
(In other words, how do you fit the conent of a rake of 3 M96 sets on one Kusttram...)
I do not believe it ever happens.

Only a fraction of people using the train also use the tram.
There are also buses and a large parking for people getting to the
station with their own car.

Also, remember that this station is the terminus of a very long line coming
from Brussels and Ghent, with many other stations also served. When the
train arrives at its terminus, it is never full because many people got off
at previous stations.
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Old June 20th, 2011, 06:45 PM   #50
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Quote:
Originally Posted by MarcVD View Post
I do not believe it ever happens.

Only a fraction of people using the train also use the tram.
There are also buses and a large parking for people getting to the
station with their own car.
But in summer this station is a destination for a lot of day trippers going to the beach. NMBS even runs extra trains for it AFAIK. How does De Lijn deal with a few hundreds of people getting of the train wanting to go to the Beach, or to Plopsaland?
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Old June 20th, 2011, 08:06 PM   #51
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kato2ka - thanks. The story of Limberg South is very useful. I'm going to try to fid out what went wrong there and the implications.

chornedsnorkack - yes agree that there can be multiple stopping patterns and this is tested. Its subtle, but there will always be a trade off made by the passenger. If we have to choose between a non-stop service every hour or a non-stop service every two hours plus a stopping service, the second choice sounds fairer as it is more inclusive. However, if the corridor concern has a flight every 30 minutes that slow stopping service may reduce the mode shift to such an extent that revenues are lower. Every case will be different. Furthermore there are some cases where an alignment cannot serve all the places you want and providing linking buses is just one of several solutions.

Personally I've always been wary of providing buses as a substitute for railways as services get withdrawn and even if they don't there is a perception that they could, which constrains uptake.

Liam
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Old June 21st, 2011, 01:59 PM   #52
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Quote:
Originally Posted by K_ View Post
But in summer this station is a destination for a lot of day trippers going to the beach. NMBS even runs extra trains for it AFAIK. How does De Lijn deal with a few hundreds of people getting of the train wanting to go to the Beach, or to Plopsaland?
Most of the extra trains running during summertime are going to Oostende
and Blankenberge, very few (may be 2 our 3) go to De Panne. In those,
there are also people going to Dixmuide and Koksijde. And during the whole
summer, the coast line is served by increased frequencies, using trams
temporarily transferred from Antwerp and Ghent. The part I don't know how
they manage is the tram drivers.
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Old August 4th, 2011, 01:50 PM   #53
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Old August 4th, 2011, 02:10 PM   #54
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Bandar Tasik Selatan
Kuala Lumpur, Malaysia
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Airport Express Rail Link - KLIA Transit
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Old January 8th, 2012, 04:22 PM   #55
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Berlin Hauptbahnhof - Main Station - architects: Von Gerkan Marg & Partner
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Berlin Hauptbahnhof by Conrado Reis, on Flickr
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Hauptbahnhof by x_samurai, on Flickr
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Old December 5th, 2015, 03:14 AM   #56
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KL Sentral Station
KUALA LUMPUR, MALAYSIA
KL Sentral Station serves as a transfer point for major rail systems including KLIA Ekspres, KLIA Transit, KTM Intercity, KTM Komuter, RapidKL LRT




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Old December 6th, 2015, 04:27 PM   #57
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Hoboken Terminal


Built : February 25, 1907
Modes Serviced : Ferries , Commuter/Suburban Rail , Rapid Transit, Light Rail , Taxis and Buses
Tracks : 18 / 9 island platforms and 1 side platform (Suburban Rail) , 3 Tracks / 2 Islands & 1 side platform for (Rapid Transit & Light Rail)
Levels : 2 ; Suburban Rail , Ferries , Light Rail , Taxis and Buses on street level & Rapid Transit underground
Electrification : 25 kV 60 Hz (Suburban Rail) , 600V DC Top Contact 3rd Rail (Rapid Transit) , 750V DC overhead Catenary (Light Rail)
Daily Passengers : 64,000 (2015)


Hoboken Terminal & Jersey City Skyline
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NJT Hoboken Terminal - Hoboken,New Jersey
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Hoboken Terminal & Hoboken Skyline from the Circleliner
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New Jersey Transit Hoboken Terminal in Hoboken,New Jersey
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Hoboken Terminal Waiting Room
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New Jersey Transit's Hoboken Terminal
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New Jersey Transit's Hoboken Terminal
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Downtown Jersey City in the Early Evening
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Downtown Jersey City in the Early Evening
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PATH Hoboken Terminal in Hoboken,New Jersey
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PATH at Hoboken
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Old December 6th, 2015, 04:36 PM   #58
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Morris & Essex Network at Newark Broad Street Station
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Rebuilt : 1901-1903 , 2004 to 2008
Number of Tracks : 3
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Service Level : Every 10-25mins
Electrification : 25 kV/60 Hz

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Early Evening at Newark Broad Street Station
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Early Evening at Newark Broad Street Station
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Early Evening at Newark Broad Street Station
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Early Evening at Newark Broad Street Station
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Old December 7th, 2015, 10:42 AM   #59
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KUALA LUMPUR KTM Station
KTM Komuter Seremban Line - KTM Komuter Port Klang Line - KTM intercity - KTM ETS

Kuala Lumpur Skyline by Ahmad Rithauddin, on Flickr

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Old March 30th, 2016, 05:42 AM   #60
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KUALA LUMPUR STATION
KTM KOMUTER PORT KLANG LINE, KTM KOMUTER SEREMBAN LINE, KTM ETS

DSCF0495 by Hideki Yoshida, on Flickr

KL SENTRAL
ERL, LRT KJ LINE, KL MONORAIL, MRT SBK LINE (open 2017), KTM KOMUTER PORT KLANG LINE, KTM KOMUTER SEREMBAN LINE, KTM ETS

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