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Just like Eurotunnel link England & France, by the time Taiwan high speed rail arrive at Kaohsiung and Taipei , the passengers and people at platform welcoming the train, both feel exciting of this tremendous improvement of Taiwan. Taiwan have two highways and a railway for connecting Kaohsiung and Taipei despite many roads that have constructed long before. Even there also has plane to catch if you need time. Therefore, Taiwan high speed rail is a high-tech spine for new era of Taiwan. The distance between Taipei and Kaohsiung is merely 300 kilometer . Unfortunately Southern Taiwan and Kaohsiung didn¡¦t get sources from government fairly the old days. Now through this high ¡Vtech spine Kaohsiung and southern Taiwan can step forward proudly embracing future. Southern Taiwan had Kaohsiung Export Processing Zone and many industrial zones by local government , are not enough for use. Recently Southern Taiwan Science Park and Kaohsiung Software Park and Pingtung Agricultural Biotechnology Park all are built to meet future need. Enterprise can run business in these parks at lower cost than Northern Taiwan. Also , there are many solutions offer by government to help company and enterprise to improve and move in southern Taiwan. This study interview southern Taiwan companies and enterprises. From their point of view to see Taiwan high Speed Rail this modern technologic transportation create new opportunities for southern Taiwan. And bring lesson and suggestion for the future.

In the United States, passenger rail has always been less competitive than in other parts of the world due to a number of factors. Many argue that in order for a passenger rail network to be successful major changes in service improvement have to be implemented to make it more desirable to the user. High-speed rail can offer such service improvement. With the current administration’s allocation of $8 billion in its stimulus package for the development of high-speed rail corridors and a number of regions being interested in venturing into such projects it is important that we understand the factors and regulatory structure that needs to exist in order for passenger railroad to be successful. This study aims to review how foreign countries have developed and their railroad systems to identify key factors that have contributed to its successful implementation. An evaluation of the factors, such as organization structure, operation, administration, development and type of funding, that are common to each of these projects will used as performance measures to identify potential locations and opportunities for high speed rail projects in the U.S. Southwest region. / text

High-speed rail (HSR) in most industrialized countries in Europe and Asia have proven profitable and increase GDP in primary, secondary and tertiary station locations, balance greenhouse gas emissions, maintain safety and temporal standards, and assuage traffic concerns of growing populations. The Metroliner’s short completion timeline and ability to demonstrate a successful product prior to appropriating or obligating funds propelled America’s passenger rail industry forward in congruence with establishing the Office of High-Speed Ground Transportation in 1965. However, the US’ rotating bipartisan political structure hinders hyper-expensive 20-year-long projects, as shown in California, Florida, and the Northeast Corridor (NEC). In contrast to this, China’s centralized government, dense city centers, and politically motivated expansion led to construction of the world’s largest HSR network with 37,900 kilometers of tracks in 2021 and 70,000 kilometers expected by 2035. While HSR in the US may be profitable in the NEC, governmental structure, infrastructure density, and high temporal and financial costs reduce plausibility for HSR despite proven positive effects.

Safe, high speed, on time, high transport volume, minimum land use, low energy and low pollution are unique features of high-speed rail transport. In countries reaching a threshold level of economic development, traditional railway system will no longer satisfy the need of the mass in cross-township transport. As the cost of energy and demand for environmental protection escalates, high-speed rails have gradually surfaced as a competitive mode of transport in cross-township traveling. Furthermore, it is able to bring regional developments. However, high-speed rail transport is a new industry in Taiwan. There has been no hands-on experience in the passenger service. How then, through the development of marketing strategy and implementation, so as to promote the service quality and customer satisfaction, has been a primary operations objective of high-speed railways. This motivated the need to study the service marketing strategy in high-speed rail transport. The Taiwan High Speed Rail Corporation (THSRC) is the subject of this study. The 7P marketing mix of the service industry was the theoretical foundation. Historical data on the service and marketing strategies of high-speed railways in countries such as Japan, France and Germany were collected. Questions for conducting in-depth interviews with experts in high-speed railway were devised from the study of these historical data. In addition, a survey questionnaire was developed from the data collected via interviews. Passengers taking the Taiwan High Speed Rail were surveyed for statistical analysis. Finally, an appropriate service and marketing strategy was developed. The results show, the Taiwan High Speed Rail needs to first build a brand image of safety and credibility. It needs to schedule and allocate headways in line with its target passenger group and develop a comprehensive product strategy for its target customers. Having done that, it needs to propose competitive price strategies and promotion programs on corporate customers and travel agencies. Making use of the comprehensive mobile telephony coverage and internet network, and more convenient channels should be further developed. Furthermore, the THSRC needs to solve the problem of passenger transfers in station areas gradually. This is necessary to promote the overall service quality, satisfy divergent needs of the target market, and build up a recognized brand in high-speed railway transport. Finally, the recommendations made to THSRC were compared with service and marketing strategies in other countries. It is hoped that the results would be able to provide THSRC and any other countries planning to develop high-speed railway, some practical reference in planning their marketing strategies.

A consequence of high speed rail transportation is the generation of elevated ground borne vibrations. This thesis presents several original contributions towards the prediction of these vibrations. Firstly, a new three dimensional finite element model capable of vibration prediction was developed. Its main feature was its ability to model complex track geometries while doing so through a fully coupled vehicle-tracksoil system. Model output was compared to experimental results obtained during this thesis and also to independent data sets. It was shown to predict velocity time histories, vibration frequency spectrums and international vibration descriptors with high accuracy. An appraisal of the suitability of a finite difference time domain modelling approach for railway vibration prediction was also undertaken. This resulted in the development of a new ‘higher order’ perfectly matched layers absorbing boundary condition. This condition was found to offer higher performance in comparison to current alternative absorbing boundary conditions. Field work was then undertaken on high speed lines with varying embankment conditions in Belgium and England. Vibration data was recorded up to 100m from each track and geophysical investigations were performed to determine the underlying soil properties. The results were used for numerical model validation and also to provide new insights into the effect of various embankment conditions on vibration propagation. It was found that embankments generate higher frequency excitation in comparison to nonembankment cases and that cuttings generate higher vibration levels than noncuttings. Once validated the finite element model was used to provide new insights into the effect of train speed, embankment constituent materials and railway track type on vibration levels. It was found that the shape and magnitude of ground vibration increased rapidly as the train’s speed approached the Rayleigh wave speed of the underlying soil. It was also found that ballast, slab and metal tracks produced similar levels of vibration and that stiffer embankments reduced vibration levels at distances near and far from the track. Two vibration mitigation techniques were also explored through numerical simulation. Firstly, an analysis was undertaken to determine the ability of a new modified ballast material to actively isolate vibration within the track structure. Secondly, wave barrier geometries were investigated to optimise their performance whilst minimising cost. It was found that barrier depth was the most influential parameter, whereas width had little effect. Additionally, geometry optimisation was found to result in a 95% cost saving in comparison to a base case. Using a vast array of results generated using the previously developed finite element model, a new empirical prediction model was also developed, capable of quickly assessing vibration levels across large sections of track. Unlike currently available empirical models, it was able to account for soil properties in its calculation and could predict a variety of international vibration metrics. It was shown to offer increased prediction performance in comparison to an alternative empirical model.

The thesis compares high-speed rail with other means of transport for the purpose to identify its main advantages and disadvantages. Furthermore, it determines the scope within which high-speed rail is fully competitive on the transport market. The position of high-speed rail in the European Union is also outlined further in the thesis. These findings are then used to thoroughly analyse the international high-speed system Thalys.

The Master Thesis focuses on comprehensive evaluation of high-speed rail in Japan. The theoretical part describes the history of the Shinkansen systém, which is currently the standard of the high-speed rail. It also discusses the analysis of the key technologies, support systems and respect for nature. Within the technology part also represents a MAGLEV technology, currently being developer as a succesor to the high-speed traffic. In the analytical part analyzes in detail the different tracks and trains used on them. Finally the author compares the Shinkansen system compared to other modes of public transport and passenger transport in three different length routes.

The Master Thesis focuses on development of high-speed rail in France within the scope of low-cost rail companies. The theoretical part describes the process of formation and development of French railways since the beginning of 19th century. It also discusses reasons leading to the creation of high-speed rail and different rail routes and also organizational structure of the company SNCF. Within analytical part, it describes researched types of transport and different groups of passengers. In the last part of the paper, with a help of multicriterial analyses, the most suitable type of transport on a certain route for each group of passengers is chosen.

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