This document provides an overview of London's Crossrail scheme, including its long evolution, governance, financing, and challenges. Some key points:
- Crossrail was first proposed in the 1940s but faced many delays until being approved in 2007, with construction starting in 2009 and completion in 2018.
- Its benefits case was strengthened over time by considering wider economic impacts like agglomeration effects, showing links between transport investment and economic growth.
- Funding came from national and local government as well as farepayers, with London able to raise additional revenue through a business rates supplement.
- Strong governance including a joint sponsor board helped ensure delivery on time and on budget.
- Crossrail 2 is
Guest presentation by Dr Michele Dix, Managing Director of Crossrail 2 (crossrail2.co.uk). Presented at the Institute for Transport Studies (ITS), University of Leeds, Feb. 2016.
[Copyright TfL, reproduced here with permission].
Integrated Assurance and Audit at Crossrail, Robert Kemp, APM Assurance Specific Interest Group, Integrated Assurance - how to achieve it real organisations conference
Guest presentation by Dr Michele Dix, Managing Director of Crossrail 2 (crossrail2.co.uk). Presented at the Institute for Transport Studies (ITS), University of Leeds, Feb. 2016.
[Copyright TfL, reproduced here with permission].
Integrated Assurance and Audit at Crossrail, Robert Kemp, APM Assurance Specific Interest Group, Integrated Assurance - how to achieve it real organisations conference
Urban Logistics offers unique tailor-made solutions for the transport of goods in cities by consolidating & rationalizing the existing logistics platforms and creating innovative solutions for the future through the use of information and communication technologies.
Over the past two decades delivering goods into cities has become a challenge with cities getting overly congested and traffic jams resulting in expensive logistics bottlenecks. Studies show that the cost of congestion now in terms of time wasted in traffic and fuel consumption is off the roof, almost 200% more than what it was in the 1980s. Pollution, lack of parking bays, and warehousing costs are all restraints that are contributing to the economic cost of urban logistics.
This presentation, part of a class work of Erwan Le Roc'h, Antony Zouzout and Rémi Philippe at ESSEC will explore the possibilities and ideal mix for this kind of project.
In today’s world with the ever increasing traffic it is inherent that we immediately find an optimum solution for it so that we can move on from being a developing nation to a super power.
There is a great need to resolve our transportation issues at the earliest as connectivity is of grave importance. Finding a systematic and organized way around the current situation is only going to benefit us in the long run. Better connectivity reduces transportation costs immensely and saves time in traveling.
Transit Oriented Development (TOD) results in the creation of compact, walkable and liveable communities with access to amenities built around high quality mass transit stations. However, the discourse around TODs in India is more of a densification and value capture approach, which is necessary, but yet an incomplete conversation for the Indian context. This webinar, presented by Todd Litman, Himadri Das and Lubaina Rangwala addresses the major challenges and learnings from the ‘implementation’ of a TOD.
The webinar recording can be seen here - https://www2.gotomeeting.com/register/335456930
Related Research - http://embarqindiahub.org/reports/towards-walkable-sustainable-bengaluru-accessibility-project-indiranagar-metro-station
Related webinar - http://embarqindiahub.org/webinars/parking-effective-tool-manage-travel-demand-transit-oriented-developments
Presentation by Tom Worsley, Visiting Research Fellow, delivered as part of the annual series of Beesley lectures, organised by the Institute of Economic Affairs at the Institute of Directors in London.
Sustainable Transportation in MelbourneESD UNU-IAS
Sustainable Transportation in Melbourne
Presented by Mr. Joseph Strzempka, Mr. Esteban Velez Vega, and Ms. Hao Yin
2018 ProSPER.Net Leadership Programme
12-16 November, 2018
This presentation was given by Martin Samphire of 3pmxl (and Chair of the Governance SIG) to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Adrian Pyne of Pyne Consulting Ltd to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
Urban Logistics offers unique tailor-made solutions for the transport of goods in cities by consolidating & rationalizing the existing logistics platforms and creating innovative solutions for the future through the use of information and communication technologies.
Over the past two decades delivering goods into cities has become a challenge with cities getting overly congested and traffic jams resulting in expensive logistics bottlenecks. Studies show that the cost of congestion now in terms of time wasted in traffic and fuel consumption is off the roof, almost 200% more than what it was in the 1980s. Pollution, lack of parking bays, and warehousing costs are all restraints that are contributing to the economic cost of urban logistics.
This presentation, part of a class work of Erwan Le Roc'h, Antony Zouzout and Rémi Philippe at ESSEC will explore the possibilities and ideal mix for this kind of project.
In today’s world with the ever increasing traffic it is inherent that we immediately find an optimum solution for it so that we can move on from being a developing nation to a super power.
There is a great need to resolve our transportation issues at the earliest as connectivity is of grave importance. Finding a systematic and organized way around the current situation is only going to benefit us in the long run. Better connectivity reduces transportation costs immensely and saves time in traveling.
Transit Oriented Development (TOD) results in the creation of compact, walkable and liveable communities with access to amenities built around high quality mass transit stations. However, the discourse around TODs in India is more of a densification and value capture approach, which is necessary, but yet an incomplete conversation for the Indian context. This webinar, presented by Todd Litman, Himadri Das and Lubaina Rangwala addresses the major challenges and learnings from the ‘implementation’ of a TOD.
The webinar recording can be seen here - https://www2.gotomeeting.com/register/335456930
Related Research - http://embarqindiahub.org/reports/towards-walkable-sustainable-bengaluru-accessibility-project-indiranagar-metro-station
Related webinar - http://embarqindiahub.org/webinars/parking-effective-tool-manage-travel-demand-transit-oriented-developments
Presentation by Tom Worsley, Visiting Research Fellow, delivered as part of the annual series of Beesley lectures, organised by the Institute of Economic Affairs at the Institute of Directors in London.
Sustainable Transportation in MelbourneESD UNU-IAS
Sustainable Transportation in Melbourne
Presented by Mr. Joseph Strzempka, Mr. Esteban Velez Vega, and Ms. Hao Yin
2018 ProSPER.Net Leadership Programme
12-16 November, 2018
This presentation was given by Martin Samphire of 3pmxl (and Chair of the Governance SIG) to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Adrian Pyne of Pyne Consulting Ltd to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
Crossrail Governance - Simon Adams, United KingdomOECD Governance
Presentation made by Simon Adams, Crossrail Ltd, United Kingdom, at the Symposium on Governance of Infrastructure held at the OECD, Paris, on 29 February 2016
This presentation was given by Stuart Collins of the BBC to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Simon Adams from Crossrail to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Andy Murray of Outperform (and Governance SIG committee member) to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Ross Garland to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Roger Garrini of Selex ES (and also a Governance SIG committee member) to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Ian Triplow of the North Bristol NHS Trust to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
This presentation was given by Amerjit Walia of Orbitus Consulting (and Governance SIG committee member) to delegates at the APM Governance SIG's autumn conference entitled "Achieving change successfully - why good governance matters". This conference took place on 1st October 2015 in London.
Martin Buck, Transition and Strategy Director at Crossrail, gave an overview of the governance arrangements, their evolution and lessons learned. This was an APM Governance SIG event on 17th December 2014.
Lecture on project governance and failure presented to a Master’s level class in strategic project management at University College London on March 25-26, 2009. The class was led by Dr. Andrew Edkins, UCL Senior Lecturer.
I blogged about this on ZDNet: http://blogs.zdnet.com/projectfailures/?p=2528
AT has briefed Auckland Council on the City Rail Link's progress and the investigation into light rail. Find out more in the presentation or on AT.govt.nz/projects
Economics of Crossrail (Microeconomics)Eton College
Europe’s largest construction project
Crossrail will increase London's rail capacity by 10%
Crossrail route will run >100km from Reading and Heathrow in the west to Shenfield and Abbey Wood in the east.
40 Crossrail stations including 10 new stations
Crossrail will bring an extra 1.5 million people to within 45 minutes of central London
Total funding available to deliver Crossrail is £14.8bn
Costs outside the £14.8 billion funding package include the estimated £1 billion cost of buying trains, the majority of which will be funded directly by Transport for London
Europe’s largest construction project
Crossrail will increase London's rail capacity by 10%
Crossrail route will run >100km from Reading and Heathrow in the west to Shenfield and Abbey Wood in the east.
40 Crossrail stations including 10 new stations
Crossrail will bring an extra 1.5 million people to within 45 minutes of central London
Total funding available to deliver Crossrail is £14.8bn
Costs outside the £14.8 billion funding package include the estimated £1 billion cost of buying trains, the majority of which will be funded directly by Transport for London
For more information, see http://toronto.ca/smarttrack
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
Routes to Clean Air 2016 - Dr Jon Lamonte, Transport for Greater ManchesterIES / IAQM
Talk title: Air Quality and Interventions in Greater Manchester
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
For more information, see http://scarboroughsubwayextension.ca
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
What PRASA is doing to improve the passenger rail service in the Western CapeTristan Wiggill
A presentation by Mr Eddie Chinnappen (GM in the office of the GCEO: PRASA) at the Transport Forum special interest group proudly hosted by TCT in Cape Town on 10 December 2015.
The theme for the event was: "Encouraging Public Transport". The topic of the presentation was: "What PRASA is doing to improve the passenger rail service in the Western Cape".
More like this on www.transportworldafrica.co.za
www.nhtnetwork.org/cqc-efficiency-network/home
The CQC Efficiency Network is a collaborative venture between ITS researcher Dr Phill Wheat and leading
performance and benchmarking company measure2improve (m2wi). Dr Wheat has used funding from the EPSRC
Impact Acceleration Account (IAA) to refine the tools to support m2i in developing the fast growing network. The IAA is an institutional award funded by EPSRC to help speed up the contribution that engineering and physical science research make towards new innovation, successful businesses and
the economic returns that benefit UK plc.
Posters summarizing dissertation research projects - presented by MSc students at the Institute for Transport Studies (ITS), University of Leeds, April 2017. http://bit.ly/2re35Cs
www.its.leeds.ac.uk/courses/masters/dissertation
Cutting-edge transport research showcased to Secretary of State during the event to officially re- open the Institute building www.leeds.ac.uk/news/article/4011/cutting-edge_transport_research_showcased_to_secretary_of_state
DR STEPHEN HALL, PROFESSOR SIMON SHEPHERD, DR ZIA WADUD; UNIVERSITY OF LEEDS, IN COLLABORATION WITH FUTURE CITIES CATAPULT
Also see https://theconversation.com/five-reasons-why-you-might-be-driving-electric-sooner-than-you-think-71896
Presentation Fiona Crawford - winner of the Smeed prize for best student paper at the UTSG Conference 2017
www.its.leeds.ac.uk/people/f.crawford
www.utsg.net/web/index.php?page=annual-conference
Efforts to reduce the emissions from car travel have so far been hampered by a lack of specific information on car ownership and use. The Motoring and vehicle Ownership Trends in the UK (MOT) project seeks to address this by bringing together new sources of data to give a spatially and disaggregated diagnosis of car ownership and use in Great Britain and the associated energy demand and emissions.
Data from annual car M.O.T tests, made available by the Department for Transport, will be used as a platform upon which to develop and undertake a set of inter-linked modelling and analysis tasks using multiple sources of vehicle-specific and area-based data. Through this the project will develop the capability to understand spatial and temporal differences in car ownership and use, the determinants of those differences, and how levels may change over time and in response to various policy measures. The relationship between fuel use and emissions, and the demographic, economic, infrastructural and socio-cultural factors influencing these will also be tested.
Consequently, the MOT project has the potential to transform the way in which energy and emissions related to car use are quantified, understood and monitored to help refine future research and policy agendas and to inform transport and energy infrastructure planning.
www.its.leeds.ac.uk/research/featured-projects/mot
The University's Annual Review covering the 2015-16 academic year. This new publication gives an overview of some of the most important initiatives and activities that the University has undertaken recently and a sense of the scale of the ambition for the future.
www.its.leeds.ac.uk/people/c.calastri
Social networks, i.e. the circles of people we are socially connected to, have been recognised to play a role in shaping our travel and activity behaviour. This not only has to do with socialisation being the purpose of travel, but also with enabling mobility and other activities through the so-called social capital. Another theme in the literature connecting social environment and travel behaviour is social influence, i.e. the investigation of how travel behaviour can be affected by observation or comparison with other people. Research about the impact of social influence on travel choices is still at its infancy. In this talk, I will give an overview of how choice modelling can be used to investigate the relationships between social networks, travel and activities. I will touch upon work that I have done so far, in particular I will describe my applications of the Multiple Discrete-Continuous Extreme Value (MDCEV) model to frequency of social interactions as well as to allocation of time to different activities, taking the social dimension into account. In these studies, I make use of social network and travel data collected in places as diverse as Switzerland and Chile. I will also discuss ongoing work making use of longitudinal life-course data to model the impact of family of origin and the “mobility environment” people grew up in on travel decision of adults. Finally, I will outline future plans about modelling behavioural changes due to social influence using the smartphone app travel data that are being collected in Leeds within the “Choices and consumption: modelling long and short term decisions in a changing world” (“DECISIONS”) project.
Shigeki Oxawa is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges.
Abstract: In the national railway revolution in Japan, the passenger division was divided into 6 companies by regions. They operate trains and own/manage the rail track (vertical integration system). On the other hand, vertical separation was introduced into freight companies, therefore, freight companies have to access rail track owned/managed by passenger companies. The Japanese regulator regards track access transactions between passenger companies and freight companies as private business.
In the vertical separation system, freight companies cannot get access to the slots required and efficient allocation of rail track cannot be achieved. The vertical separation is a very significant issue in railway policy and freight transport policy in Japan. In the presentation, causes and possible solutions to the issue will be shown.
Shigeki is Associate Professor at the Department of Integrated Informatics, Daido University and part-time Lecturer in Transport Economics at Hosei University. He is a transport economist with a strong interest in transport policy. He is currently an academic visitor at Leeds University (April 2016-March 2017) working in the area of intermodal transport (with a focus on rail freight transport) and in turn track access charges. He has 20 years of experience in research and teaching.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Presentation from NORTHMOST - a new biannual series of meetings on the topic of mathematical modelling in transport.
Hosted at its.leeds.ac.uk, NORTHMOST 01 focussed on academic research, to encourage networking and collaboration between academics interested in the methodological development of mathematical modelling applied to transport.
The focus of the meetings will alternate; NORTHMOST 02 - planned for Spring 2017 - will be led by practitioners who are modelling experts. Practitioners will give presentations, with academic researchers in the audience. In addition to giving a forum for expert practitioners to meet and share best practice, a key aim of the series is to close the gap between research and practice, establishing a feedback loop to communicate the needs of practitioners to those working in university research.
Empirical analysis of crowd-sourced freight deliveries
Presenter: Amanda Stathopoulos, Assistant Professor of Civil and Environmental Engineering, Northwestern University
This seminar presents results from empirical analysis of crowd-sourced freight deliveries in the US. Crowd-sourced deliveries build on the idea that citizens deliver goods, ideally along planned travel routes. Crowdshipping has a potential to match highly fragmented transport capacities with vastly diverse demand for urban freight deliveries, temporally, spatially and in real-time. This is typically achieved through platforms that connect carriers with consumers in need of deliveries. A third-party broker, who operates the platform, provides match-making, analysis and customer services between demand and supply. The main advantage of crowdshipping is the reduced need for fixed facilities, such as cars or warehouses, to run operations. The main obstacles are trust, liability issues, and ensuring a critical mass of couriers and customers. Despite the growth in operations, there is still a poor understanding of the performance, functionality and acceptability of these new delivery methods. The seminar presents results analyzing the performance in the early stages of operation of crowdshipping. Based on real operational data from 2 years across the US the performance is examined with an emphasis on the specificity of crowdshipping, namely related to delivery variability and the temporal matching dynamics. Based on additional survey experiments the behavior of the main agents in the system is modeled with an emphasis on revealing acceptance and priorities of both occasional drivers and senders. The research derives from a Partnership-for-Innovation (PFI) project funded by the NSF where a Chicago based research team (NU, UIC) is evaluating the capabilities of CROwd-sourced Urban Delivery (CROUD) in collaboration with a crowd-shipper technology firm.
About Amanda: Amanda’s research focuses on developing new methodologies to collect data and specify mathematical models to account for broad and realistic choice behaviour in the transport setting (for instance social determinants, environmental concern, user experience, simplified decision rules). These richer layers of user motivations is an area of primary relevance in improving understanding and prediction of travel behavior. For a range of current transportation challenges such as promoting transit ridership growth, moving towards alternative fuels, or getting companies to adopt better practices in delivering goods, there is increasing recognition of the need to build adequate tools to account for decision complexity on the user side to match with effective decision support.
Research presentation by visiting academic Dr Michael Poku-Boansi, Senior Lecturer at the Department of Planning, KNUST, Kumasi, Ghana and member of the Ghana Institute of Planners (GIP).
Abstract:
Research indicates that transport services in cities in developing countries are mostly informal and include the use of rickety and low occupancy vehicles such as minibuses, taxis, motorcycles and vans, operated by private groups or individuals. Due to this classification, two schools of thought have emerged. The first suggests that these informal transport service sector operators in most cases operate outside the officially sanctioned public transport sector and as a result should be regarded as nuisance due to its disorganised nature, calling for public intervention and occasional eradication. Given its disorganised nature, informal transport service operators are identified with urban problems including low level of services, high rates of collision and accidents, increased congestion in cities, erratic scheduling and services, inadequate and lack of capacity and evasion of taxes and fees. In contrast, the other school of thought supports and emphasises the critical role these private operators play in meeting the mobility demand of the urban population, as in some jurisdictions (e.g., Ghana, Kenya, and Senegal) provide over 50% of transport services. Public transport service provision in Ghana has undergone several transformations since pre-colonial times, both structured and disorganised development. However, to avoid the gradual decay of public transport service provision in Ghana, the government of Ghana since 2005 has initiated plans to introduce Bus Rapid Transit (BRT) services as a way of improving efficiency in public transport services. The Ghana UTP seeks to among other things to improve mobility within Ghana’s urban centres and to shift to more environmentally-sustainable transport modes and lower transport-related GHG emissions. Although the BRT project is yet to be fully roll out, its implementation is already facing some resistance from the informal public transport operators due to, a large extent, mistrust between the informal public transport operators and the government. The informal public transport operators consider this government intervention (BRT) as a strategy to make their operations inefficient and unpopular among Ghanaians. As a result, previous attempts to implement the project have failed, regardless of the potential benefits of the BRT. The purpose of my research is to explore ways of transition the uncoordinated informal public transport service operations in Ghana into a formal public transport service sector.
More from Institute for Transport Studies (ITS) (20)
Willie Nelson Net Worth: A Journey Through Music, Movies, and Business Venturesgreendigital
Willie Nelson is a name that resonates within the world of music and entertainment. Known for his unique voice, and masterful guitar skills. and an extraordinary career spanning several decades. Nelson has become a legend in the country music scene. But, his influence extends far beyond the realm of music. with ventures in acting, writing, activism, and business. This comprehensive article delves into Willie Nelson net worth. exploring the various facets of his career that have contributed to his large fortune.
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Introduction
Willie Nelson net worth is a testament to his enduring influence and success in many fields. Born on April 29, 1933, in Abbott, Texas. Nelson's journey from a humble beginning to becoming one of the most iconic figures in American music is nothing short of inspirational. His net worth, which estimated to be around $25 million as of 2024. reflects a career that is as diverse as it is prolific.
Early Life and Musical Beginnings
Humble Origins
Willie Hugh Nelson was born during the Great Depression. a time of significant economic hardship in the United States. Raised by his grandparents. Nelson found solace and inspiration in music from an early age. His grandmother taught him to play the guitar. setting the stage for what would become an illustrious career.
First Steps in Music
Nelson's initial foray into the music industry was fraught with challenges. He moved to Nashville, Tennessee, to pursue his dreams, but success did not come . Working as a songwriter, Nelson penned hits for other artists. which helped him gain a foothold in the competitive music scene. His songwriting skills contributed to his early earnings. laying the foundation for his net worth.
Rise to Stardom
Breakthrough Albums
The 1970s marked a turning point in Willie Nelson's career. His albums "Shotgun Willie" (1973), "Red Headed Stranger" (1975). and "Stardust" (1978) received critical acclaim and commercial success. These albums not only solidified his position in the country music genre. but also introduced his music to a broader audience. The success of these albums played a crucial role in boosting Willie Nelson net worth.
Iconic Songs
Willie Nelson net worth is also attributed to his extensive catalog of hit songs. Tracks like "Blue Eyes Crying in the Rain," "On the Road Again," and "Always on My Mind" have become timeless classics. These songs have not only earned Nelson large royalties but have also ensured his continued relevance in the music industry.
Acting and Film Career
Hollywood Ventures
In addition to his music career, Willie Nelson has also made a mark in Hollywood. His distinctive personality and on-screen presence have landed him roles in several films and television shows. Notable appearances include roles in "The Electric Horseman" (1979), "Honeysuckle Rose" (1980), and "Barbarosa" (1982). These acting gigs have added a significant amount to Willie Nelson net worth.
Television Appearances
Nelson's char
Natural farming @ Dr. Siddhartha S. Jena.pptxsidjena70
A brief about organic farming/ Natural farming/ Zero budget natural farming/ Subash Palekar Natural farming which keeps us and environment safe and healthy. Next gen Agricultural practices of chemical free farming.
"Understanding the Carbon Cycle: Processes, Human Impacts, and Strategies for...MMariSelvam4
The carbon cycle is a critical component of Earth's environmental system, governing the movement and transformation of carbon through various reservoirs, including the atmosphere, oceans, soil, and living organisms. This complex cycle involves several key processes such as photosynthesis, respiration, decomposition, and carbon sequestration, each contributing to the regulation of carbon levels on the planet.
Human activities, particularly fossil fuel combustion and deforestation, have significantly altered the natural carbon cycle, leading to increased atmospheric carbon dioxide concentrations and driving climate change. Understanding the intricacies of the carbon cycle is essential for assessing the impacts of these changes and developing effective mitigation strategies.
By studying the carbon cycle, scientists can identify carbon sources and sinks, measure carbon fluxes, and predict future trends. This knowledge is crucial for crafting policies aimed at reducing carbon emissions, enhancing carbon storage, and promoting sustainable practices. The carbon cycle's interplay with climate systems, ecosystems, and human activities underscores its importance in maintaining a stable and healthy planet.
In-depth exploration of the carbon cycle reveals the delicate balance required to sustain life and the urgent need to address anthropogenic influences. Through research, education, and policy, we can work towards restoring equilibrium in the carbon cycle and ensuring a sustainable future for generations to come.
WRI’s brand new “Food Service Playbook for Promoting Sustainable Food Choices” gives food service operators the very latest strategies for creating dining environments that empower consumers to choose sustainable, plant-rich dishes. This research builds off our first guide for food service, now with industry experience and insights from nearly 350 academic trials.
Characterization and the Kinetics of drying at the drying oven and with micro...Open Access Research Paper
The objective of this work is to contribute to valorization de Nephelium lappaceum by the characterization of kinetics of drying of seeds of Nephelium lappaceum. The seeds were dehydrated until a constant mass respectively in a drying oven and a microwawe oven. The temperatures and the powers of drying are respectively: 50, 60 and 70°C and 140, 280 and 420 W. The results show that the curves of drying of seeds of Nephelium lappaceum do not present a phase of constant kinetics. The coefficients of diffusion vary between 2.09.10-8 to 2.98. 10-8m-2/s in the interval of 50°C at 70°C and between 4.83×10-07 at 9.04×10-07 m-8/s for the powers going of 140 W with 420 W the relation between Arrhenius and a value of energy of activation of 16.49 kJ. mol-1 expressed the effect of the temperature on effective diffusivity.
Micro RNA genes and their likely influence in rice (Oryza sativa L.) dynamic ...Open Access Research Paper
Micro RNAs (miRNAs) are small non-coding RNAs molecules having approximately 18-25 nucleotides, they are present in both plants and animals genomes. MiRNAs have diverse spatial expression patterns and regulate various developmental metabolisms, stress responses and other physiological processes. The dynamic gene expression playing major roles in phenotypic differences in organisms are believed to be controlled by miRNAs. Mutations in regions of regulatory factors, such as miRNA genes or transcription factors (TF) necessitated by dynamic environmental factors or pathogen infections, have tremendous effects on structure and expression of genes. The resultant novel gene products presents potential explanations for constant evolving desirable traits that have long been bred using conventional means, biotechnology or genetic engineering. Rice grain quality, yield, disease tolerance, climate-resilience and palatability properties are not exceptional to miRN Asmutations effects. There are new insights courtesy of high-throughput sequencing and improved proteomic techniques that organisms’ complexity and adaptations are highly contributed by miRNAs containing regulatory networks. This article aims to expound on how rice miRNAs could be driving evolution of traits and highlight the latest miRNA research progress. Moreover, the review accentuates miRNAs grey areas to be addressed and gives recommendations for further studies.
Summary of the Climate and Energy Policy of Australia
London's Crossrail Scheme - its evolution, governance, financing and challenges
1. Institute for Transport Studies
FACULTY OF ENVIRONMENT
London’s Crossrail Scheme- its
evolution, governance, financing and
challenges
Workshop on transport investment – London,
Paris and New York
22nd
March 2017
Tom Worsley Visiting Fellow
2. Outline of Presentation
• London’s Crossrail scheme – brief description
• The long evolution of Crossrail:
– CLRS and decision not to proceed
– A deviation - Transport and the economy - evidence of transport ‘s
contribution to economic growth
– Crossrail after 2000
• Changes to institutions and economic appraisal methods
• The case for Crossrail strengthened
• Funding and financing
• Governance
• Crossrail 2 - a new proposal for the 2030s
• Conclusions
3. London
• 1,579km2
• 8.7m residents and growing fast, 10m by
2030?
• 30 million visitors per annum
• 28.4 million journeys per day
• 70 per cent of all UK rail journeys start or
end in London or South East
• I.3 m people commute each day to the
Central Area and Docklands: 90% public
transport, car only 5%
• 32 boroughs, plus ancient City of London
3
4. 4
Route of Crossrail
• Joins Great Western suburban services to Great Eastern
and to South Eastern in Thames Gateway development
area with Heathrow link
• 2x21km new tunnels through Central London – 7 Central
London stations, all with interchange
• 2xnin Thames Gateway development areak shopping
districts (West End), financial districts (City of London,
Canary Wharf) and Heathrow Airport
5. Key Facts
• First cross-city suburban rail link in London: will increase Central Area
rail capacity by 10%
• 9 stations rebuilt and 28 upgraded
• 24 trains per hour in each direction during peak
• Tunnelling completed 2016: first new trains delivered
• Construction started 2009: open end 2018
• Journey times: Liverpool St - Heathrow 23 mins(55 now),
Paddington - Canary Wharf 14 mins (30 now)
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6. Evolution of the Crossrail
scheme – 60 years gestation
1944 Abercrombie Plan
Post war redevelopment of London – two new tube lines proposed –
Victoria line opened 1969
1974 London Rail Study
Government report. Proposed east – west link between Paddington and
Liverpool St stations, noting success of such schemes in Paris and Munich.
Cost £300m – no funding
1980 British Rail Discussion Paper
North-south cross London link for inter-city trains
1987-9 Central London Rail Study
Joint study by Central Government, British Rail and London Regional Transport
7. Economic Appraisal at the
time of CLRS
• Cost benefit analysis well established in UK as a means of providing transport
decision makers (ministers, parliament and local government) with information to
help prioritise and accept/reject options
• Treasury Green Book supplemented by Transport Department’s COBA
• Mainly use was for highways and some local tram/bus infrastructure: until c2000
rail demand was flat and investment concerned with minimum full life cost
replacement of assets, with enhancements (eg new better rolling stock) being
justified against revenue from selective increases in fares.
• CBA influential in establishing public interest in the case of land purchase for
schemes and value for money to Parliament
• Methods subjected to external expert scrutiny and advice by Standing Advisory
Committee on Trunk Road Assessment (SACTRA)
8. Central London Rail Study
1989
• The Problem - Overcrowding in Central London and at main
line terminus interchange stations.
• Two broad sets of solutions:
– New deep level limited capacity underground (tube) lines
– Cross London links joining existing suburban lines either side of
London with large diameter tunnels
• Cross London links delivered bigger reduction in crowding
and had higher benefit:cost ratios.
• Best options – East- West Crossrail and a North-South
scheme, linking Euston with Victoria. Chelsea-Hackney, a
north east – south west tube sized route was also short-
listed
9. Measuring and valuing the
costs and benefits: CLRS
• Transport model: changes in the volume and quality of travel
• LTS and RAILPLAN – Fixed employment, fixed trip totals - route, mode
and destination choice allowed to change. Model estimated changes in
Generalised Costs and contained GC elasticities for response to new
travel cost matrix.
• Valuing of the benefits/costs of an option compared with ‘base case in
terms of;
• Time savings, including rail crowding and road congestion reduction –
mode shift effect
• Other journey quality – stations, interchange
• Additional rail revenues
• Changes in costs, including infrastructure and taxes – transport user,
operators and government
10. Central London Rail Study
(1989) and E-W Crossrail
• Benefit cost ratio – 1.6:1 – low when compared with inter-
urban roads
• High cost scheme – infrastructure costs of £ 870m 1988
prices (£2.0bn today)
• Government assessment of Study:
– Further needed work on funding - beneficiaries were fare paying
London rail passengers, who should pay
– Contributions should be forthcoming from property owners and
developers
– Possible government subsidy for road congestion relief.
• 1990 recession – decline in commuting – Parliament
rejected the scheme in 1994 - no further work undertaken
11. Status of the Crossrail
Scheme in the 1990s
• High capital cost – only modest benefits
• No easy resolution of funding problem:
– London had introduced zonal fares in mid 1980s
• No good reason for large public subsidy:
– Main beneficiaries rail passengers in London
– No evidence of benefits to rest of UK
• No scheme ‘champion’
• Many policy ‘diversions’
– Privatisation of British Rail
– Jubilee Line Extension to Docklands under construction
12. Transport and the Economy
• SACTRA (1999) Report ‘Transport and the Economy’
• Reviewed links between transport investment and the
economy
• Identified inadequacies in conventional CBA:
– Positive externalities from transport – urban agglomeration benefits
- Knowledge transfer and spill-overs
- Sharing – public goods
- Matching - people, jobs, products, firms, goods – more efficient markets
– Changes in the location of economic activity – successful cities
attract innovation, specialisation and skills
• DfT programme of research
13. Identification and Quantification of Wider
Economic Impacts
• Benefits additional to conventional Transport User Benefits
– Agglomeration effects
• Effective density – accessibility, employment density and
productivity
– Static – increasing accessibility raised productivity
– Dynamic – increasing accessibility leads to change in the
location of activity towards more productive places, further
increasing productivity
– Labour supply effects
• Lower transport costs increases labour market participation
• Move to more productive jobs – creating dynamic agglomeration
14. Relevance of Wider Benefits
to Transport Policy
• An increase in BCRs of urban schemes relative to highways
– ‘Value for Money’, defined in terms of the BCR, an important
influence on decisions
• Evidence of transport’s role in increasing productivity and
contributing to higher economic growth
– No other Government Department could produce evidence of their
spending having such a direct link to productivity
15. London 1990-2000 – Governance,
Institutions and Reform
• Between 1986 and 2000 there was no central strategic
planning body for London - Thatcher abolished the GLC
• London Regional Transport (1986-2000) directly controlled
by Central Government
• New governance structure with powers devolved from
Central Government set up in 2000
• Greater London Authority – elected body responsible for
planning and strategy headed by Mayor
• Transport for London reports to the GLA – the 32 boroughs
transport powers limited to local roads
16. Crossrail – post 2000
• 2000 Government’s Transport Ten Year Plan included
Crossrail
• 2002 CLRL established by SRA and TfL: New business
case
• 2005 Montagu review of Business Case to ensure
deliverability and funding
• 2005 Updated business case – WEBs
• 2007 Go ahead in Government’s annual Spending Review
• 2007-10 Supplementary Business Rate
• 2005-8 Crossrail Bill/royal assent
• 2009 Start of works
17. What had Changed?
• Institutions
– Mayor of London to act as ‘champion’ from 2000 with responsibility fro
Transport for London
– Blair Government ambitions – 10 Year Transport Plan (mostly unrealised)
– New powers enabling Mayor to raise additional tax on property and to
negotiate a levy on developers
– Strategic Rail Authority to provide strategic direction for the now privatised
railway from 1999
• Economic Appraisal
– Implementation of Wider Economic Benefits guidance;
• Increased the BCR to acceptable levels
• Demonstrated link between Crossrail and economic growth – UK
economy gains, not only London rail passengers
• Location of GDP effects mapped to London boroughs to provide
evidence for the business rate (tax) supplement
18. WEBs and Crossrail
• Conventional BCR 1.9:1
• Static agglomeration benefits raised this to 3.1:1
• Move to More Productive Jobs – dynamic agglomeration
– No LUTI or other model available
– Simple, transparent approach:
• Time series cordon data showed peak period crowding a
constraint on growth and ‘attainable’ levels of crowding
• Analysis of employment densities showed other cities’ CBD more
jobs per km² than London
• Assumption – new capacity would fill up to ‘attainable’ levels over
time with between 26k and 70k workers moving from elsewhere
• BCR increased to 3.5 for low jobs move assumption
19. Composition of Crossrail
benefits post Wider Impacts
Category of Benefit Benefits £bn 2002 prices
DfT TfL
Public transport users; commuting and
leisure
6.1
Public transport users - business 4.1
Road users; commuting and leisure 1.6
Road users; business 0.6
Indirect tax change -1.4
Total transport user benefits 11.0 15.5
Static Agglomeration 3.1
Move to more productive jobs 2.0
Labour force participation 0.8
Imperfect competition 0.5
Total Wider Impacts 6.4 7.0-18.0
20. Realising Crossrail’s Wider
Benefits
• Pressure by London businesses from mid-1990s for better
public transport – London First business based lobby group
proposed local funding
• Importance of ‘fairness’ – no special subsidy for London
• Powers delegated to London’s mayor to add a
supplementary charge on the business rate (BRS) of 2% on
the rateable value – broadly a 4% increase in tax paid
• Wider impacts modelling showed where by zone businesses
would benefit from increased access to labour and higher
productivity – most of London gains some benefits
• Special Crossrail BRS imposed from 2010
21. Crossrail Funding £ billion
• Central Government 4.7
• Business
– Business Rates Supplement 4.1
– Developer Contributions 1.1
• Fare payer 4.9
• Total scheme cost 14.8
• “On time, on budget”, Terry Morgan, Chairman
22. Crossrail Funding – details of
London’s contribution
• Business Rates Supplement
- Supplement of 2p per £ of rateable value for larger business
premises (occupation tax on commercial property) - approximately a
4% increase in the tax
• Developer contributions – £1.1 billion – from new buildings
- Community Infrastructure Levy (CIL) and
developer contributions £0.6 billion
- City of London / BAA (Heathrow) £0.5 billion
• Plus over station development, say £0.5 billion, treated as reduced costs
24. Crossrail Governance – why it
worked
• Joint sponsor board to align the two sponsors’ interests – outputs and constraints
• Sponsors requirements set out in Project Delivery Agreement, which gives
certainty of funding
• CRL – delivery agent – separate from sponsors
• CRL board responsible for overseeing/incentivising delivery, challenges sponsors
wanting change, reports 6 monthly to sponsors
• Private sector tendering/contracting practices used by CRL – experience from
CTRL
• CRL consults industry and works with local stakeholders/interest groups but no
contractual relationship
• Risks of cost overruns – first tranche of any overrun from TfL’s contingency, next
from DfT’s and risk sharing with contractors
25. Governance: Train and
Infrastructure Operations
• Infrastructure operated and maintained by Transport for
London
• Train service operated by the MTR Corporation under a
£1.4bn 8 year (plus 2 more optional years) management
contract drawn up by TfL through competitive tender
– Transfer to of existing services operated under DfT franchise to TfL
– Services specified by TfL
– Revenue risk with TfL – all revenues paid to TfL
– Performance objectives with penalties and bonuses
• Conventional arrangement for TfL Overground (but
underground operated directly by TfL) – all other GB rail
franchised with revenue risk (usually) taken by operator
26. Crossrail 2 – North East to
South West
• What?
– 2x38km new tunnels connecting in to
suburban rail from North East to South West
– 10% increase in rail capacity
– High frequency – 30 trains per hour in
Central Area
• Why?
– Supports London’s growth – more CBD jobs
– Addresses capacity constrains in CDB and
on main line suburban routes and stations
– Relief for Waterloo, London’s busiest
station >100,000 passengers morning peak
– Makes land accessible for housing –
200,000 ne w homes
• Cost
– £33.5 bn
27. Crossrail 2 – From the Incremental to
the Transformational
• Crossrail 1 approach to estimating relocation of jobs ( filling
capacity) not applicable:
– Demand ‘created’ through additional housing
– Intention is to improve service quality – below crush capacity
– Hypothesis that supply creates demand questionable
– Need to show where relocated jobs had come from
– Developments in modelling since 2007
• LONLUTI – transport/land use interaction model for London
with ‘bolt-on’ model to estimate GDP effects of location
change.
28. Crossrail 2 Appraisal of Wider
Benefits
• LUTI model for London – LONLUTI:
– to estimate responses to changes in accessibility of households, of
firms andof developers of housing land and business floorspace
– Increases in housing and business floorspace constrained by
planning policies, influenced by accessibility
– Regional economic model, to estimate firms’ responses to transport
cost and labour cost changes
• Main use of LUTI model:
– Feedback loop of location change on transport network
– Relocation of firms/jobs to more or less productive places
29. Conclusions: Success of
Crossrail 1
• Conventional BCR ‘good enough’: still better with Wider Benefits
• Strong political support: national and London policy champions.
• Funding by beneficiaries made possible by:
– New powers for local revenue raising – BRS
– Mapping of benefits using transport model and appraisal
• Evidence from appraisal of GDP effect demonstrated:
– Project contributed to government policy objective – productivity growth
– Benefits for all UK, not only for London
• So investment in London not ‘unfair’ – politically acceptable
• Sound model for governance established
30. Crossrail 2: Prospects
• More than just a transport scheme – intended to change level and
location of economic activity
• Predicting how Crossrail 2 might transform a place is difficult –
precedent is weak, outcomes depend on many agents and are very
uncertain
• LUTI models can help but:
– Are complex, ‘black box’ models
– Are unvalidated and difficult to challenge
• Governance for Crossrail 2 will be difficult – many agents, need to avoid
strategic game playing
• But Crossrail 2 not alone in its low BCR – costs for all transport schemes
rising faster than benefits
• Politics – Brexit: effect on London employment versus Britain being
‘open for business’