29 mei 2008 :: Constructeurs
Van Hool heeft van het Amerikaanse vervoersbedrijf AC Transit een nieuw order ontvangen voor 8 brandstofcelbussen van de nieuwste generatie met een optie voor 4 bijkomende voertuigen. Het is de grootste éénmalige aankoop ooit van milieuvriendelijke brandstofcelbussen door Amerikaanse vervoersmaatschappijen. Met deze bestelling verschaft Van Hool zich een internationale referentie en komt de commerciële haalbaarheid van de algemene toepassing van waterstof voor emissievrij openbaar vervoer, een reële stap dichterbij.
Van Hool leverde in de periode 2005/2006 reeds 5 brandstofcelbussen in de Verenigde Staten waarvan 3 aan AC Transit,Oakland, Californië, 1 aan Sunline, San Diego, Californië en 1 aan CTT Transit, Hartford, Connecticut.
Deze nieuwe generatie bussen omvat de nieuwste technologieën en productvoordelen. Zo bevinden zich de elektromotoren voortaan in de wielbasis waardoor nog meer ruimte wordt gecreëerd voor staande passagiers en de podesten tot aan de achterdeur volledig verdwijnen. De twee deurs 40 voet (12,20 m) lange lage vloer bussen zullen een stuk lichter zijn, een lager zwaartepunt hebben en met een nog betere integratie van de componenten dan bij de eerste generatie brandstofcelbussen, met inbegrip van de door Van Hool ontworpen topkoeling op het dak.
In tegenstelling tot de 5 eerste brandstofcelbussen worden deze nieuwe bussen – zoals de Europese versie - volledig door Van Hool geïntegreerd.
UTC Power levert de bijhorende brandstofcelsystemen van het type PureMotionR Model 120 met een vermogen van 120 kW. (De laatste nieuwe brandstofcellen van UTC Power bieden een garantie periode die kan verhoogd worden tot boven de 10.000 bedrijfsuren, gebaseerd op het bereiken van bepaalde gedefinieerde prestaties door de brandstofcellen.)
De positieve ervaringen van AC Transit en de consequente doorontwikkeling van de Van Hool busconcepten liggen aan de basis van deze nieuwe bestelling. Onder meer zullen er, dank zij het laag verbruik, nog slechts 8 waterstoftanks aan boord zijn ipv 9. Er wordt nu geopteerd voor Nikkel Metaal hydride tractiebatterijen die ’s nachts niet meer op temperatuur dienen gehouden te worden en een langere levensduur beloven. Voor het overige is de hybride aandrijving van de bus conform de versie die proef rijdt bij De Lijn, hetgeen de Amerikaanse klanten heeft overtuigd van de technische capaciteiten van onze Vlaamse ingenieurs. Van Hool wijst hiermee de weg naar een algemene introductie van waterstofbussen en haar reële commerciële vooruitzichten op middellange termijn.
Zowel Van Hool als UTC Power hebben de ervaringen van de eerste generatie brandstofcelbussen voor AC Transit evenals van de brandstofcelbus die zij ontwikkelden voor de Europese markt gebundeld en verder in het nieuwe ontwerp geïntegreerd. De bus die inmiddels met succes bijna elf maanden proef gereden heeft bij De Lijn zal nu in andere Europese landen ingezet worden, zoals voorzien in het oorspronkelijk plan. Begin juni vertrekt ze reeds naar Spanje waar de bus op de terreinen van de wereldtentoonstelling de shuttle dienst tussen de verschillende toegangen zal verzekeren. Expo Zaragoza 2008 is een wereldtentoonstelling met als thema “Water en Duurzame Ontwikkeling”. De bus is een perfect voorbeeld van duurzame ontwikkeling met waterstof als energiedrager. De belangstelling voor het concept van de brandstofcelbussen neemt nog toe. Zo werd Van Hool uitgenodigd de bus en haar technologie voor te stellen aan de werkgroep voor duurzame ontwikkeling van het Europees Parlement.
Tijdens de voorbije jaren heeft Van Hool zijn aanwezigheid op de Noord-Amerikaanse markt aanzienlijk verhoogd met meer dan 500 voertuigen verkocht aan openbaar vervoermaatschappijen zoals AC Transit (Oakland, CA), WMATA (Washington, DC), MWAA (Washington, DC), UTA (Salt Lake City, UT), RTL (Montreal), en York Rapid Transit (York, Ontario).
Meer informatie over AC Transit is te vinden op: http://www.actransit.org/environment/.
Bron : persbericht Van Hool
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bron: http://www.railcolor.net/index.php?nav= ... tion=image
Moscow airport rail link opens
11 Jun 2008
RUSSIA: First Deputy Prime Minister Sergei Ivanov attended the formal launch of rail services between Sheremetyevo international airport and Moscow's Savylovaky station on June 10.
The 29 km journey from the airport to the city centre takes around 35 min by rail, compared to around 50 min by bus on congested roads, and the 250 rouble fare compares favourably with taxis.
The airport trains operated by Aeroekspress comprise one first class car and seven second class vehicles. Regular services began on June 11, running every half hour in the peaks. The route is due be extended to the more central Belorusskaya station by the end of the year.
- On June 6 Transport Scotland began seeking expressions of interest in building 2 km of new track and upgrading 9 km of existing line under the Glasgow Airport Rail Link project. A contract worth up to £130m is expected to be placed in mid-2009, for completion in 2011.
bron: http://www.railwaygazette.com/news_view ... opens.html
Deutsches Bahnnetz stark geschrumpft
(11.06.2008)
Nirgendwo in Europa haben Regierungen das Schienennetz in den vergangenen Jahren so radikal ausgedünnt wie in Deutschland und Polen. Um 16 Prozent ist das Bundes- schienennetz seit 1990 in Deutschland verkleinert worden – trotz der seit Jahren steigenden Fahrgastzahlen und des wachsenden Schienengüter- verkehrs. Damit nimmt Deutschland „in Europa eine negative Spitzenposition ein“, so die Allianz pro Schiene, nur in Polen war die Netzschrumpfung mit minus 26 Prozent noch stärker. Die anderen Staaten Europas haben ihr Schienennetz im Zeitraum von 1990 bis 2005 deutlich weniger verkleinert. Einzelne Staaten wie die Schweiz haben die Streckenlänge sogar vergrößert.
Besorgt äußerte sich der Allianz pro Schiene-Geschäftsführer Dirk Flege über drohende Fehlanreize in der „Leistungs- und Finanzierungsvereinbarung (LuFV)“ für die Bundesschienenwege, die zurzeit zwischen dem Bund und der DB AG verhandelt wird: „Die Leistungs- und Finanzierungsvereinbarung müsste das Instrument sein, mit dem der Bund eine Ausdehnung der Schienenkapazität honoriert und nicht die Ausdünnung“. Der vom Bundesverkehrsministerium am 27. Mai an den Verkehrsausschuss des Bundestages verschickte Entwurf sieht eine gleichbleibende Zahlung des Bundes in Höhe von 2,5 Mrd. EUR jährlich vor – unabhängig davon, ob das 33.820 km lange Bundesschienennetz um nochmals bis zu fünf Prozent ausgedünnt wird.
Das Schienenbündnis appellierte an den Bundesverkehrsminister sowie den Haushalts- und Verkehrsausschuss des Bundestages, die der „Leistungs- und Finanzierungsvereinbarung" jeweils noch zustimmen müssen, „die finanziellen Anreize für die DB AG so zu setzen, dass sie die Schienenkapazität ausweitet“. Solange die Wissenschaft noch keine belastbaren Kapazitätskriterien für das komplette Bundesschienennetz liefern könne, müsse neben den bereits in der LuFV enthaltenen Qualitätskriterien die Streckenlänge als Hilfskriterium für die Kapazität dienen.
bron: http://www.eurailpress.com/news/news.php3?id=20353
„Nur in Polen war die Netzschrumpfung noch stärker“
Berlin. Nirgendwo in Europa haben Regierungen das Schienennetz so radikal ausgedünnt wie in Deutschland und Polen. Um 16 Prozent ist das Bundesschienennetz seit 1990 in Deutschland verkleinert worden – trotz der seit Jahren steigenden Fahrgastzahlen und des wachsenden Schienengüterverkehrs. Damit nimmt Deutschland „in Europa eine negative Spitzenposition ein“, wie die Allianz pro Schiene am Dienstag in Berlin mitteilte. „Nur in Polen war die Netzschrumpfung mit minus 26 Prozent noch stärker“, sagte Allianz pro Schiene-Geschäftsführer Dirk Flege.
Die anderen Staaten Europas haben ihr Schienennetz im Zeitraum von 1990 bis 2005 deutlich weniger verkleinert. Einzelne Staaten wie die Schweiz haben die Streckenlänge vergrößert. „Bei den steigenden Benzinpreisen und dem prognostizierten Güterverkehrswachstum werden wir jeden verlorenen Schienenkilometer in den nächsten Jahren noch bitter bereuen. Regierung und Parlament müssen schnellstens umsteuern und den Substanzverlust mit einer Investitionsoffensive stoppen“, forderte Flege.
Besorgt äußerte sich der Allianz pro Schiene-Geschäftsführer über drohende Fehlanreize in der „Leistungs- und Finanzierungsvereinbarung (LuFV)" für die Bundesschienenwege, die zurzeit zwischen dem Bund und der DB AG verhandelt wird: „Die Leistungs- und Finanzierungsvereinbarung müsste das Instrument sein, mit dem der Bund eine Ausdehnung der Schienenkapazität honoriert und nicht die Ausdünnung".
Das Gegenteil droht jedoch. Der vom Bundesverkehrsministerium am 27. Mai an den Verkehrsausschuss des Bundestages verschickte Entwurf, der der Allianz pro Schiene vorliegt, sieht eine gleichbleibende Zahlung des Bundes in Höhe von 2,5 Milliarden Euro jährlich vor - unabhängig davon, ob das 33.820 Kilometer lange Bundesschienennetz um nochmals bis zu fünf Prozent ausgedünnt wird. „Für ein privatwirtschaftlich agierendes Unternehmen ist das quasi die Aufforderung durch den Bund, beim Eisenbahnbundesamt weitere Streckenstilllegungen zu beantragen", kritisierte Flege.
Das Schienenbündnis appellierte an den Bundesverkehrsminister sowie den Haushalts- und Verkehrsausschuss des Bundestages, die der „Leistungs- und Finanzierungsvereinbarung" jeweils noch zustimmen müssen, „die finanziellen Anreize für die DB AG so zu setzen, dass sie die Schienenkapazität ausweitet". Dies bedeute eine Aufstockung des vom Bund bereitgestellten Finanzbetrages im Falle der Kapazitätsausweitung und eine Senkung im Falle der Kapazitätsreduzierung. Solange die Wissenschaft noch keine belastbaren Kapazitätskriterien für das komplette Bundesschienennetz liefern könne, müsse neben den bereits in der LuFV enthaltenen Qualitätskriterien die Streckenlänge als Hilfskriterium für die Kapazität dienen.
Flege: „Die Schrumpfbahn muss endlich raus aus den Köpfen der Entscheidungsträger. Für die energieeffizienten und umweltschonenden Bahnen gehören jetzt alle Weichen auf Wachstum gestellt. Insofern ist es absurd, dass auch im vergangenen Jahr das Schienennetz des Bundes um weitere 199 Kilometer kleiner geworden ist".
bron: http://www.allianz-pro-schiene.de/deuts ... geben.html
Regional conflict could open up inter-city sector
12 Jun 2008
NETHERLANDS: The European Parliament may have backed away from proposals to liberalise the operation of domestic passenger trains before 2017, as proposed in the Third Railway Package, but private-sector concessionaires may try to force the pace of change, starting with a forthcoming legal challenge in the Netherlands.
The country's largest bus operator Connexxion is planning to go to court in an attempt to break the NS monopoly of passenger services on the defined 'core routes' amounting to 92% of the national network. Extended in 2006, this contract is due to run until at least 2015.
Connexxion holds two concessions to run regional passenger services on the Almelo - Mariënberg and Amersfoort - Ede Wageningen branches. But it has ambitions to launch inter-city services, and says it 'is very interested in running trains on the core network'. Spokesman Herman Opmeer confirmed that Connexxion is preparing to challenge the NS monopoly, both in the courts and with the Competition Commission.
There are suggestions that Connexxion's sudden interest in running inter-city trains may be a direct response to NS plans to set up a subsidiary to run regional bus services. Most provinces are increasingly choosing to award co-ordinated concessions for the operation of both bus and train services. NS has either backed away from combined tenders or found a bidding partner to provide the bus element, although such partnerships have been notably unsuccessful.
Setting up its own bus subsidiary would better position NS to bid for regional concessions. But Connexxion believes it would make the bidding unfair, because NS enjoys a monopoly on the core network whereas none of its competitors has any protection in either the bus or rail sectors. Ironically, part of Connexxion's bus business used to belong to NS, and although the company was privatised last year, the state still holds a one-third stake. The majority owner is a consortium of Transdev and Bank Nederlandse Gemeenten.
If the courts rule in favour of competition, the government will be faced with accommodating private operators on ProRail's increasingly crowded network. It could move towards open-access competition on the core network, or break up the existing operations into a series of contracts and put them out for competitive bidding. The recent timetable reforms designed to reduce the complexity of inter-regional operations and group services into simpler blocks could actually make such a break-up easier to implement.
bron: http://www.railwaygazette.com/news_view ... ector.html
New locos confirm rail renaissance
12 Jun 2008
MADAGASCAR: The arrival of five Chinese-built locomotives is a significant step in the revitalisation of the island's railways, which were in a parlous state just five years ago.
State-owned Madagascar Northern railway Rncfm had just one operable locomotive and its employees had not been paid for seven months when a 25-year concession agreement was signed in 2002.
The following year the 763 km network was taken over by Madarail, a company owned by African rail concession operator Comazar with minority stakes held by the Malagasy government and various banks.
Complete abandonment of the metre-gauge rail system had only recently been contemplated, and the new operator's priority was to rehabilitate and expand the rolling stock fleet to begin earning revenue. The average age of the vehicles was 30 years, and only 12 locomotives were functional, seven having been acquired second-hand from Portugal.
Catapulted into the 21st century
Dramatic changes have since been brought about with assistance from the World Bank and European Investment Bank.
This was underlined with the delivery in January of five diesel locomotives built by China Southern's Sifang works. These enable Madarail to 'envision an increase in productivity by 50% in comparison with last year,' according to the railway's Operations Manager Théodore Rasolonjatovo.
The US$56m cost was financed by EIB and the World Bank, whose International Development Association provided a 40-year interest-free loan. The new locos will 'permit a load of 450 tonnes and go faster', says Rasolonjatovo. The top speed will be 75 km/h, though for now Madarail is limiting the trailing load to 280 tonnes because of the steep grades on the route between the capital Antananarivo and the Indian Ocean port of Toamasina.
'I was greatly moved when I was at the unloading of these new locomotives', said Gervais Rakotomamonjisoa, an exper-ienced driver who has been appointed to head staff training. 'The availability of these five machines confirms my confidence in the future of the railway.'
The locos have brought significant technological advances to Madagascar. 'The technology that is put in place on-board makes things much easier for us in terms of driving and diagnosing malfunctions', said Rakotomamonjisoa. 'A trip computer managed by a touch-screen has catapulted the trains into the 21st century.'
Strategic asset
The World Bank describes the Northern network as a 'national asset' because of the way it connects strategic points. The 371 km main line links the capital Antananarivo with Toamasina, the largest port in Madagascar. A 153 km line from the capital serves the industrialised region of Antsirabe, and a 167 km branch from Moramanga to Lake Alaotra connects chromite mines and one of the major rice-growing areas to the main line.
The government decided to award a concession for the network in 1995, under a wider market reform programme. Studies began in 1996 with World Bank support and advice from CPCS Transcom, and in October 2002 Madarail was awarded a 25-year concession to operate the network from January 1 2003. The contract is extendable in 10-year periods (RG 11.02 p668).
The World Bank assisted the establishment of Madarail with a total of US$50m of funding, while EIB provided a 20-year loan worth €11m. In addition to the new locos, 175 km of track has been rehabilitated and 235 km upgraded, with five bridges strengthened and two replaced. In addition, Madarail recommenced regular passenger services in March between Toamasina and Moramanga.
Five-fold growth
'The railway has a significant potential to improve transport links,' believes Robert Blake, the World Bank's Country Manager for Madagascar. 'Over the last five years, figures have shown an impressive development with a five-fold increase in the tonnage transported.'
Cement, food, household goods and containerised traffic are expected to account for 45% of the rail freight tonnage this year, chrome 32% and fuels 23%.
An annual freight capacity of 700 000 tonnes is planned for 2011. China Northern recently won a contract to supply 66 hopper wagons, while China Southern is to deliver 20 tank and 20 flat wagons by March 2009. 'The purchase of the new locomotives will ensure that Madarail collects enough receipts to meet all the operational expenditures and thus becomes cost-effective', said Patrick Claes, Managing Director of Madarail.
Indirect advantages from an efficient rail system include a reduction in transport costs and fewer lorries on the country's roads, and therefore a decrease in accidents and infrastructure damage.
'The impact is also positive in terms of energy and environment, as the quantity of the fuel used as well as the pollution generated per tonne of goods is lower than on the road', according to Pierre Graftieaux, senior transport expert at the World Bank. 'This is important for the balance of payments, in so far as the country imports its fuels.'
CAPTION: The five China Southern locomotives will permit trailing loads and operating speeds to be increased.
CAPTION: Ordered in 2006, the five Bo-Bo diesel locos built by China Southern were delivered to the port of Toamasina during January. They have 12V 4000 R41 engines supplied by MTU.
MAP: The 763 km northern network is operated by Madarail under a 25-year concession. The isolated 160 km Fianarantsoa-Côte Est Railway to the south is managed separately.
bron: http://www.railwaygazette.com/news_view ... sance.html
Moscow sets out metro development plan
12 Jun 2008
RUSSIA: Moscow Metro General Manager Dmitry Gaev has revealed plans for further expansion of the network over the period from 2010 to 2015.
Gaev hopes to see a further 130 km built by 2015, of which 60 km is already included in the city's budget. Funding for the remainder will come from the federal government.
Among the projects envisaged is a second ring line, construction of which is due to start in 2011. Moscow Metro also expects greater private sector involvement in infrastructure work. In 2009, Myakininskaya station on the Strogino - Volokolamsya line is to be built by Krokus Ltd, the first time a private contractor has undertaken such a project.
On March 14, RZD agreed plans to convert the circular railway for passenger use to relieve congestion on the metro (RG 4.08 p212).
Development of Moscow metro 2007-15
Station Line Opening
Trubnaya
Lublinsko-Dmitrovskaya (10)
2007
Sretenski Bulvar
Lublinsko-Dmitrovskaya (10)
2007
Kuntsevo 2
Arbatsko-Pokrovskaya (3)
2007
Strogino
Arbatsko-Pokrovskaya (3)
2007
Slavyanski Bulvar
Arbatsko-Pokrovskaya (3)
2008
Maryina Roshcha
Lublinsko-Dmitrovskaya (10)
2009
Myakininskaya
Strogino-Volokolamsya
2009
Zyablikovskaya
Lublinsko-Dmitrovskaya (10)
2010
Brateyevo
Zamoskvoretskaya (2)
2011
Mitino
Arbatsko-Pokrovskaya (3)
2011
Novokissino
Kalininskaya (8)
2011
Starokacha-Lovskaya to Bitsevski Park
Butovskaya
2011
Zhulebino
Tagansko-Krasnopresnenskaya (7)
2012
Likhobory
Lublinsko-Dmitrovskaya (10)
2013
bron: http://www.railwaygazette.com/news_view ... _plan.html
Angel Trains wird an Konsortium verkauft
(13.06.2008)
Die Royal Bank of Scotland (RBS) verkauft die Bahn-Leasinggesellschaft Angel Trains an ein Konsortium, bestehend aus Babcock & Brown European Infrastructure Fund, AMP Capital Investors, Deutsche Bank AG und der australischen Fondsgesellschaft Access Capital Advisers. Angel Trains werde bei dem Verkauf mit 3,6 Mrd. GBP (4,5 Mrd. EUR) bewertet, teilte die RBS heute in Edinburgh mit. Welchen Betrag sie tatsächlich für ihre Tochtergesellschaft erhält, wollte ein Sprecher der Bank nicht sagen. Analysten schätzen den Gewinn aus dem Geschäft auf 250 bis 300 Mio. GBP (ca. 316 - 379 Mio. EUR).
Die RBS hatte Angel Trains 1997 erworben und das Unternehmen im Jahr 2007 wieder zum Verkauf gestellt. Das Geschäft soll noch vor Jahresende abgeschlossen werden.
bron: http://www.eurailpress.com/news/news.php3?id=20365
St Petersburg to buy low-floor trams
13 Jun 2008
RUSSIA: Petersburg Tram Mechanical Factory is to supply 45 trams to St Petersburg Tramways under a contract won following a competitive tender.
The contract, which was expected to be formally signed during May, is worth 645m roubles, under which PTMZ would supply the operator with a further 29 model 71-134 cars, in addition to the 30 of that design already operating in the city. The remaining 16 trams would be of a new design, classified 71-152 and branded 'Pioneer'.
Based on a prototype car delivered in 2006 and deployed successfully on several routes, these partially low-floor cars allow better access for disabled passengers and those with heavy luggage. The cars are more energy efficient and make greater use of electronic control systems.
The more spacious interior and modern exterior is intended to replicate the standards set by cars supplied elsewhere in Europe. More than 60% of each vehicle is low floor, the first Russian design to achieve this benchmark, according to the manufacturer.
H PTMZ has shipped the last two of 10 LM-99 AVMN cars to Khabarovsk (RG 4.08 p210). The cars were ordered following successful trials of a prototype, and all the vehicles were expected to enter service ahead of the city's 150th anniversary celebrations on May 31.
bron: http://www.railwaygazette.com/news_view ... _cars.html
UK high speed rail development fund announced
13 Jun 2008
UK: High speed rail pressure group Greengauge 21 is expected to announce the launch of a £750 000 strategy development programme at a Rail Forum event in Birmingham on June 13.
The work programme will examine five broad corridors linking Britain's major urban areas:
London - Birmingham - Manchester
London - Cambridge - York - Newcastle
London - Bristol/Cardiff
Trans-Pennine
Anglo-Scottish
The case for building high speed railways in the UK will be developed using funding raised by consortium of rail industry and 'regional, city and other public bodies', which have formed a public interest group to oversee the work.
According to Greengauge 21 director Jim Steer, the aim is to develop a national high speed rail strategy, identify the technical standards that should apply in Britain, investigate funding options, and 'consult widely on the conclusions reached by earlier studies and on the outcome of this programme.'
This will 'answer the questions that ministers and others raise about high-speed rail', according to Steer. 'We start from a perspective that this is all about achieving sustainable growth for the economy of Britain as a whole, rather than just a narrow concern about rail capacity'.
Consultancy Steer Davies Gleave has undertaken a study on behalf of Birmingham City Council and Greengauge 21 into the potential benefits of a high speed line between London and Birmingham. Journey times could be cut from 1 h 20 min to around 45 min, with 'significant productivity gains to the national and regional economy'. Forecasts using government guidance suggest GDP gains over 60 years of more than £5bn at 2002 prices.
bron: http://www.railwaygazette.com/news_view ... unced.html
Tense times at UIC
13 Jun 2008
INTERNATIONAL: It seems that the transformation of the International Union of Railways from a European-focused organisation to a properly representative world body is proving more difficult than its members may have envisaged when the association's new statutes were adopted in 2006 (RG 7.06 p373). UIC now admits that 'difficulties [have been] experienced with the implementation of this new governance structure'. Matters came to a head earlier this year, and on April 18 a Provisional Administrator was appointed by the Paris-based Court of First Instance to try and sort things out.
The reforms introduced five Regional Assemblies and a 21-member Executive Board, as well as the General Assembly and the permanent staff in Paris. UIC admits that there have been difficulties 'regarding decision-making authority within the organisation'. According to Chief Executive Luc Aliadière, 'inconsistencies' in the new statutes were not properly addressed before they were adopted. These subsequently led to 'a number of internal difficulties and tensions', as each body put its own interpretation on the rules.
In particular, railways from Asia and Africa feel that reform is not moving fast enough, whilst the European members are reportedly reluctant to embrace change. Although the European railways only have four places on the 21-member executive board, they still contribute around 70% of the membership income, and want this to be reflected in the organisation's spending. The 'world' camp would like to see a much greater focus on transferring skills and addressing more global issues.
With the CEO seen as representing European interests and his deputy Vipin Sharma the 'world dimension', Aliadière decided to seek independent assistance. The court appointed Béatrice Dunogué-Gaffié as Provisional Administrator to 'focus on the areas of operational malfunction within the organisation, identify the sources of tension and propose the measures or adjustments which will allow UIC to function efficiently'.
Writing to the railways on April 23, Dunogué-Gaffié said her second priority was to 'clarify the situation vis-à-vis the association's accounts and those of its subsidiaries', to which end she would be initiating a full financial audit. Asked about this on May 6, Aliadière dismissed any suggestion of financial irregularities, insisting that the fees paid by the member railways were sufficient to support UIC's current work programme.
Dunogué-Gaffié has spent her first weeks talking to all parties within UIC, and she indicated at the Statutory Meetings in Seoul on May 18-19 that she is still focusing on getting a clear understanding of the background to the current problems, and is not yet in a position to take any opinion on the various arguments. The Administrator plans to convene a working group with a representative from each region to look at revising the statutes, but there are indications that that she will not be ready to bring forward any proposals for reform to a special General Assembly until the autumn at the earliest. There are suggestions that her initial six-month remit is likely to be extended at least until Christmas.
bron: http://www.railwaygazette.com/news_view ... t_uic.html
Dallas assembles kit cars
13 Jun 2008
USA: Dallas Area Rapid Transit has begun adding low-floor sections to its 115 KinkiSharyo light rail vehicles under a programme to be completed in 2010. The number of seats is increased from 75 to 100 on the 'Super Light Rail Vehicles', the first of which will begin carrying passengers shortly.
Supplied from Japan in kit form, the 15 tonne centre sections are 9·4 m long with a set of doors on each side and steps to the end sections. A prototype entered service in 2002, and has now been withdrawn for modifications to meet updated specifications.
Platforms are being modified to accommodate the longer cars, and to allow DART to run trains of up to three SLRVs in multiple
On April 11 DART President Gary Thomas confirmed that work on the 45 km Green Line is on schedule, with the four-station first phase between Pearl, Fair Park and South Dallas set to open in September 2009. The 15-station second phase to Pleasant Grove, Farmers Branch and Carrollton will be ready by the end of 2010.
Multiple working and more seating will boost capacity on the DART network.
bron: http://www.hgbtf.net/posting.php?mode=reply&f=7&t=3883
BOSNIA: On June 12 representatives of Bosnia & Herzegovina Railways Public Corp signed a €5·3m contract with Croatian manufacturer Koncar for the production of a prototype low-floor electric multiple-unit for regional passenger services. 