HIGH SPEED LINES in the WORLD (Summary) in Operation: It Is Now Operating on High Speed
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Corpus Based Prosodic Variation in Basque: Y/N Questions Marked with the Particle Al
CORPUS BASED PROSODIC VARIATION IN BASQUE: Y/N QUESTIONS MARKED WITH THE PARTICLE AL VARIACIÓN PROSÓDICA EN VASCO BASADA EN CORPUS: PREGUNTAS SÍ/NO MARCADAS CON LA PARTÍCULA AL GOTZON AURREKOETXEA Universidad del País Vasco [email protected] IÑAKI GAMINDE Universidad del País Vasco [email protected] AITOR IGLESIAS Universidad del País Vasco [email protected] Artículo recibido el día: 8/11/2010 Artículo aceptado definitivamente el día: 13/07/2011 Estudios de Fonética Experimental, ISSN 1575-5533, XX, 2011, pp. 11-31 Corpus based prosodic variation in Basque: Y/N questions... 13 ABSTRACT This paper describes the intonational variation between two generations in three different localities of the Basque Country, using data recorded and organized in the EDAK corpus (Dialectal Oral Corpus of the Basque Language) and analysing the usage of just one type of sentence, namely y/n questions. In the selected localities, there are two morphological ways of constructing this type of sentence: using the morphological marker al before the verb (or between the verb and the auxiliary) or not using it. First, we identify the phonological patterns that exist in these localities. Then, we analyse intergenerational variation, according to the five different phonological patterns found. Finally, we study the geo-prosodic variation which exists between older and younger people from these localities. Keywords: linguistic corpus, Basque language, prosody, socio-prosodic variation, geo-prosodic variation. RESUMEN El artículo trata la variación entonacional entre dos generaciones en tres localidades distintas situadas en el centro del espacio lingüístico vasco en frases interro-gativas absolutas con datos del EDAK (Corpus dialectal oral del euskera). -
The Regional Impact of the Channel Tunnel Throughout the Community
-©fine Channel Tunnel s throughpdrth^Çpmmunity European Commission European Union Regional Policy and Cohesion Regional development studies The regional impact of the Channel Tunnel throughout the Community European Commission Already published in the series Regional development studies 01 — Demographic evolution in European regions (Demeter 2015) 02 — Socioeconomic situation and development of the regions in the neighbouring countries of the Community in Central and Eastern Europe 03 — Les politiques régionales dans l'opinion publique 04 — Urbanization and the functions of cities in the European Community 05 — The economic and social impact of reductions in defence spending and military forces on the regions of the Community 06 — New location factors for mobile investment in Europe 07 — Trade and foreign investment in the Community regions: the impact of economic reform in Central and Eastern Europe 08 — Estudio prospectivo de las regiones atlánticas — Europa 2000 Study of prospects in the Atlantic regions — Europe 2000 Étude prospective des régions atlantiques — Europe 2000 09 — Financial engineering techniques applying to regions eligible under Objectives 1, 2 and 5b 10 — Interregional and cross-border cooperation in Europe 11 — Estudio prospectivo de las regiones del Mediterráneo Oeste Évolution prospective des régions de la Méditerranée - Ouest Evoluzione delle prospettive delle regioni del Mediterraneo occidentale 12 — Valeur ajoutée et ingénierie du développement local 13 — The Nordic countries — what impact on planning and development -
A European High-Speed Rail Network: Not a Reality but an Ineffective Patchwork
EN 2018 NO 19 Special Report A European high-speed rail network: not a reality but an ineffective patchwork (pursuant to Article 287(4), second subparagraph, TFEU) AUDIT TEAM The ECA’s special reports set out the results of its audits of EU policies and programmes, or of management-related topics from specific budgetary areas. The ECA selects and designs these audit tasks to be of maximum impact by considering the risks to performance or compliance, the level of income or spending involved, forthcoming developments and political and public interest. This performance audit was carried out by Audit Chamber II Investment for cohesion, growth and inclusion spending areas, headed by ECA Member Iliana Ivanova. The audit was led by ECA Member Oskar Herics, supported by Thomas Obermayr, Head of Private Office; Pietro Puricella, Principal Manager; Luc T’Joen, Head of Task; Marcel Bode, Dieter Böckem, Guido Fara, Aleksandra Klis- Lemieszonek, Nils Odins, Milan Smid, Auditors. Richard Moore provided linguistic support. From left to right: Thomas Obermayr, Guido Fara, Milan Smid, Aleksandra Klis-Lemieszonek, Richard Moore, Luc T’Joen, Marcel Bode, Pietro Puricella, Dieter Böckem, Oskar Herics. 2 CONTENTS Paragraph Abbreviations and glossary Executive summary I - XI Introduction 1 - 13 High-speed rail in Europe 1 - 2 The EU’s high-speed rail network is growing in size and in rate of utilisation 3 - 4 EU policies for high-speed rail 5 - 9 Transport policy 5 - 7 Cohesion policy 8 - 9 EU support for building high-speed lines: significant, but a fraction -
Fundación Sustrai Erakuntza
Foundation Sustrai Erakuntza Page 1 out 9 The construction of a new railway line in Navarra (Spain): Another scandal and economic scam outside the law (Foundation Sustrai Erakuntza1) The construction of a new high-speed railway line of about 65 km but for a one-way (not two) of European gauge has started in the region of Navarra (Spain). The most striking fact is that it would have no foresight connection to any of its two ends2. Planned expenditures would amount to approximately EUR 900 million (5% of Navarra’s GDP) from public sources that will never be amortised. In addition, a recent judgment has declared null and void the Environmental Impact Assessment (EIA) of the TAV in Navarra. Data on Navarra and its high-speed rail project Source Population (2011) 644,566 inhabitants Wikipedia GDP (2010) €18,121 million Wikipedia Current passenger rail traffic (2011) 664,512 passengers Ferropedia Current freight rail traffic (2011) 331,921 tons Government of Navarra (PDF, page 97) Projected new railway line Around 65 kilometres Diario de Noticias de Navarra (newspaper) Current medium-term projected expenditures €887 million Diario de Noticias de Navarra Long-term projected expenditures Up to €4,470 million Government of Navarra (PDF, p. 66) Expenditures incurred (until end 2013) €55 million Foundation Sustrai (PDF, p. 23) The region of Navarra (Northern Spain) has a railway line in operation that crosses from north to south, communicating the Basque Country with the Aragon region and the Mediterranean. It is built on Iberian gauge and with one lane on most part (Alsasua-Castejón). -
63 Special Issue
revistaitransporte.com ineco.com itransporteTRANSPORT ENGINEERING & CONSULTANCY | | aniversario 63 SPECIAL ISSUE THE FIRST FIFTY YEARS THE JOURNEY HAS ONLY 50JUST BEGUN Ready to travel? contents EDITORIAL / PRESIDENTS 04 50 YEARS OF NEWS (1968-2018) 06 THE FIRST PROJECTS (1968-1982) 12 A GIANT LEAP FORWARD (1983-1992) 16 MAJOR INFRASTRUCTURE (1993-1999) 22 THE NEW MILLENNIUM (2000-2007) 28 Aena’s network of airports makes it easy CREATING BRAND SPAIN (2008-2018) 42 • The best selection of leisure, dining and shopping facilities • The widest selection of parking options, and the best price • Renovated VIP Lounges UNIQUE AND OUT OF THE ORDINARY 58 • Free Wi-Fi And all the services you need to start enjoying your trip even before you reach your destination. published by ineco Paseo de La Habana, 138 - 28036 Madrid – Tel. 91 452 12 56 – www.revistaitransporte.com Editor-in-Chief: BÁRBARA JIMÉNEZ-ALFARO – [email protected] Editorial Staff: LIDIA AMIGO – [email protected] Editorial Board: ISABEL ÁLVAREZ, MICHAEL ASHIABOR, NATALIA DÍAZ, JosÉ Gonzalez, JUAN R. HERNÁNDEZ, RAFAEL HERRERA, rafael MOLINA, SERGIO NAVARRO, Javier SANCHO, JARA valbuenA Design, layout, editing and web: ESTUDIO 2729 | juanjo JIMÉNEZ, almudena VALDECANTOS, TERESA COMPAIRÉ, YOLANDA MARTÍNEZ Printed by: NILO GRÁFICA Legal Deposit: M-26791-2007 ©Ineco. All rights reserved (2018). If you wish to reprint these articles or unsubscribe, please, contact the Editor-in-Chief. Follow us: itransporte — 3 P R E S I D E N T S and the story continues Carlos Roa Juan de Arespacochaga Emilio Magdalena Pelayo Martínez (TIFSA) editorial 1968 | 1971-1983 1968-1971 1983-1988 1983-1989 o celebrate Ineco’s 50th anniversary, this special issue of Itransporte is ❝Special thanks also go dedicated to looking back on the most important events of the company’s history as recounted by some of the key people who participated and wit- to all of those friends nessed it. -
Des Réserves Importantes De Capacité À Long Terme Dans Les Principales Lignes Ferroviaires À Grande Vitesse Et Les Grands Aéroports Parisiens
VOYAGEURS DES RÉSERVES IMPORTANTES DE CAPACITÉ À LONG TERME DANS LES PRINCIPALES LIGNES FERROVIAIRES À GRANDE VITESSE ET LES GRANDS AÉROPORTS PARISIENS Alain SAUVANT Les principales lignes ferroviaires à grande vitesse (LGV) et les aéroports parisiens présentent encore d’importantes réserves de capacité, à con- dition d’utiliser du matériel de plus grande capacité (TGV à deux niveaux, en unité multiple, avions de grande capacité), en recourant des systèmes de “ contrôle commande ” performants et en utilisant davantage l’infras- tructure, notamment aux heures creuses. Ces gains maximaux de capa- cité à long terme (2020 à 2030) sans infrastructures nouvelles sont de plus de quatre fois les flux actuels pour la LGV Sud-Est, pourtant la plus saturée, et de plus de quatre fois également pour les aéroports de Paris (hors contraintes réglementaires entraînant un plafonnement du nombre de mouvements). Les comparaisons internationales montrent qu’un tel niveau d’utilisation des capacités peut être atteint en pratique, que ce soit pour les LGV ou pour les aéroports. Ces gains sont possibles à réglemen- tation inchangée pour les TGV. Cette mobilisation de la capacité disponible passe également, surtout pour le mode ferroviaire, par un recours accru à des modulations tarifai- res pour une meilleure utilisation des capacités. La capacité La question de la capacité des principales lignes ferroviaires à grande vitesse et est au cœur des grands aéroports se situe au cœur des choix de politique des transports en de la politique matière de transport de voyageurs à longue distance. des transports En effet, rien ne sert de développer des nouvelles lignes ferroviaires à grande vitesse (par exemple Lyon-Turin) si elles induisent un supplément de trafic qui ne peut s’écouler sur les lignes les plus chargées (Paris-Lyon dans ce même exemple). -
SYSTRA RA 2018 Int VOK HD.Indd
SIGNATURES RAPPORT D’ACTIVITÉ 2018 SOMMAIRE AMBITIONS MESSAGE DE LA DIRECTION P.02 CHIFFRES CLÉS 2018 P.04 RÉFÉRENCES P.06 REPORTAGES Mobilité de demain AU QUÉBEC, LE TRANSPORT PUBLIC DEVIENT UN MOTEUR DE LA TRANSITION ÉNERGÉTIQUE P.08 Métro, des infrastructures aux systèmes LE MÉTRO DU GRAND PARIS DESSINE LA MÉTROPOLE DU XXIe SIÈCLE P.14 Ferroviaire & fret LE FRET TRANSPORTE L’INDE VERS SON AVENIR P.20 Grande vitesse UNE PREMIÈRE LIGNE À GRANDE VITESSE POUR LE CONTINENT AFRICAIN P.26 Ponts & grands ouvrages UN NOUVEAU PONT ÉMERGE DE LA BAIE DE KOWEÏT P.32 Tramways & téléphériques urbains AUX PORTES DU SAHARA ALGÉRIEN, UN TRAMWAY DÉFIE LE DÉSERT P.38 Aménagement du territoire & aviation L’ÉTAT DE SÃO PAULO INVESTIT DANS LA SÉCURITÉ ROUTIÈRE P.42 GOUVERNANCE LE CONSEIL DE SURVEILLANCE P.46 LE COMITÉ EXÉCUTIF P.47 DONNÉES FINANCIÈRES P.48 04 PROFIL Chez SYSTRA, travailler sur le tracé d’une ligne, c’est ouvrir la voie à des milliers de passagers, livrer un pont d’une grande technicité, c’est faire rayonner un territoire, concevoir le réseau de métro automatique d’une métropole, c’est orchestrer la collaboration de tous les acteurs clés d’un projet, mettre en place des signalisations ferroviaires de dernière génération, c’est contribuer à un transport plus sûr, inclure l’écoconception au cœur de nos projets, c’est faire émerger une mobilité plus durable. Toutes ces performances techniques et technologiques sont développées par des femmes et des hommes qui partagent les mêmes valeurs : une exigence permanente pour l’excellence, la richesse du travail en équipe et la singularité par l’audace. -
Cross-Border Barriers to the Development of HSR Projects: Analysis of the Singapore- Kuala Lumpur High Speed Rail Link
Cross-border Barriers to the Development of HSR Projects: Analysis of the Singapore- Kuala Lumpur High Speed Rail Link by Iori Mori B.S., Mechanical Engineering Keio University, 2005 M.S., School of Integrated Design Engineering Keio University, 2007 Submitted to the Engineering Systems Division in Partial Fulfillment of the Requirements for the Degree of Master of Science in Technology and Policy at the Massachusetts Institute of Technology June 2014 © 2014 Massachusetts Institute of Technology. All rights reserved Signature of Author ___________________________________________________________________________________________ Technology and Policy Program, Engineering Systems Division May 22, 2014 Certified by ____________________________________________________________________________________________________ Joseph M. Sussman JR East Professor of Civil and Environmental Engineering and Engineering Systems Thesis Supervisor Accepted by ____________________________________________________________________________________________________ Dava J. Newman Professor of Aeronautics and Astronautics and Engineering Systems Director, Technology and Policy Program Cross-border Barriers to the Development of HSR Projects: Analysis of the Singapore- Kuala Lumpur High Speed Rail Link by Iori Mori Submitted to the Engineering System Division on May 22, 2014, in partial fulfillment of the requirements for the degree of Master of Science in Technology and Policy Abstract It is widely recognized that the benefits of High Speed Rail (HSR) such as a driving force of the economy, helps us to reshape the activities of people and business. These benefits were brought to light for its reliability, safety, punctuality and environmentally sustainability compared to other transport alternatives. Given this myriad of advantages, there is a question why there are only small numbers of border crossing HSR exists in Europe and Southeast Asia though both areas place great emphasis on further integration of the region. -
Een Invulling Van Een Netwerkvisie Voor De Hogesnelheidstrein Van, Naar En in Nederland
Een invulling van een netwerkvisie voor de hogesnelheidstrein van, naar en in Nederland John Baggen Technische Universiteit Delft [email protected] Jaap Vleugel Technische Universiteit Delft [email protected] Bijdrage aan het Colloquium Vervoersplanologisch Speurwerk 25 en 26 november 2010, Roermond 1 Samenvatting Een invulling van een netwerkvisie voor de hogesnelheidstrein van, naar en in Nederland In de afgelopen twee edities van het CVS werd aandacht geschonken aan een aanzet tot en de ontwikkeling van een netwerkvisie voor de hogesnelheidstrein van, naar en in Ne- derland. Die lijn wordt in deze bijdrage voortgezet en afgesloten met een verdere invulling. In deze bijdrage worden achtereenvolgens ingevuld een realistisch netwerk voor hogesnel- heidstreinen van, naar en in Nederland in 2020 op basis van actuele ontwikkelingen en een ideaal netwerk met een verder weg gelegen tijdhorizon van 2030. Het ontwerp van een realistisch netwerk is ingegeven door de verwachting dat het niet voor de hand ligt dat er binnen afzienbare tijd nog aanvullende investeringen in de infra- structuur specifiek t.b.v. hogesnelheidstreinen zullen worden gedaan. In dit netwerk wordt uitgegaan van het geplande Fyra-netwerk. Daarnaast is er, bij wijze van vingeroefening, een realistische voorbeelddienstregeling ontworpen voor de andere hogesnelheidstreinen op de corridors richting Frankrijk en Duitsland, d.w.z. uitgaande van de bestaande dienstregeling met zo weinig mogelijk aanpassingen daaraan. Het resultaat is op beide genoemde assen een regelmatig uurpatroon met een variatie aan bestemmingen. In de verdere toekomst zal er meer nadruk moeten worden gelegd op infrastructuur en wel in het bijzonder op de ontwikkeling van een HSL-Oost/Deltalijn. -
Euskera Antiguo Y Clásico
6. EUSKERA ANTIGUO Y CLÁSICO Céline Mounole Ricardo Gómez-López INTRODUCCIÓN HISTÓRICA: 1600-1745 (Xabier Zabaltza) Durante este siglo y medio se intensifican los descubrimientos iniciados a finales de la Edad Media. La civilización y mentalidad europeas se expandieron por los otros cuatro continen- tes (el holandés Willem Janszoon «descubre» Australia en 1606) y los cinco océanos. Resu- miendo, tal vez en exceso, podemos afirmar que el siglo xvii es el de una crisis en muchos ámbitos (económico, demográfico y de valores), pero también el de la ciencia experimental. En muchos países, aunque no en España, ambas contribuyeron a socavar el poder de la Iglesia Católica, que era uno de los pilares del Antiguo Régimen. En el xviii la Ilustración, a menudo con apoyo real, se apodera de muchos espíritus, pero también provocará una reacción conservadora de quienes se sienten amenazados por el nuevo orden de ideas. 1. ECONOMÍA Y DEMOGRAFÍA A principios del siglo xvii, Vasconia tendría, como máximo, 450.000 habitantes, de los cuales, siendo optimistas, tres cuartas partes serían vascófonos. Teniendo en cuenta que los analfabetos solían superar por aquellas fechas el 90 % de la población, resulta sorprendente la existencia de una masa crítica suficiente para mantener una literatura en euskera, que, no casualmente, durante la mayor parte de este período estuvo centrada en la costa labortana, donde existía una incipiente burguesía euskaldún. Pero lo que podría haber funcionado como «clase nacional» vasca entrará en decadencia mucho antes de la Revolución de 1789. La economía vasca sigue basándose en los sectores que habían aportado cierto bienes- tar al país durante la Baja Edad Media (agricultura, ganadería, pesca, ferrerías, industria —509— 6. -
Download: Hop on the Train: a Rail Renaissance for Europe
Hop on the train: A Rail Renaissance for Europe How the 2021 European Year of Rail can support the European Green Deal and a sustainable recovery AUTHORS Lena Donat, Manfred Treber (Germanwatch) Lukasz Janeczko (Civil Affairs Institute) Jakub Majewski (ProRail) Thomas Lespierre (France Nature Environnement) Jeremie Fosse (eco-union) Monica Vidal (Ecodes) Lucy Gilliam (Transport&Environment) LAYOUT & TYPESETTING Magda Warszawa Cover image: © Panimoni, dreamstime.com PUBLISHER Germanwatche.V. Office Bonn: Office Berlin: Kaiserstr. 201 Stresemannstr. 72 D-53113 Bonn D-10963 Berlin Phone +49 (0)228 / 60 492-0, Fax -19 Phone +49 (0)30 / 28 88 356-0, Fax -1 Internet: www.germanwatch.org E-mail: [email protected] Online available: https://germanwatch.org/en/19680 December 2020 ABOUT EUROPE ON RAIL Europe on Rail is a network of non-profit organisations from Poland, Germany, France, Spain and Brussels. The network seeks to build support for a rail renaissance in Europe and for respective policy measures to boost cross-border passenger rail transport. Table of Contents The European Year of Rail 2021 is a key driver for the European Green Deal 4 1. A European network: launch direct international services on European arteries 6 2. Easy booking: Make rail data sharing mandatory 10 3. Smart spending: Use EU money to improve rail infrastructure capacity and connectivity 14 Other policy interventions for supporting European rail 16 Why is this important? 18 4. Annex: Specific recommendations for Poland, Germany, France and Spain 20 What can Poland do to boost European rail services? 20 What can Germany do to boost European rail services? 22 What can France do to boost European rail services? 24 What can Spain do to boost European rail services? 26 References 28 4 The European Year of Rail 2021 is a key driver for the European Green Deal The European union has set itself the target to become climate neutral by 2050. -
The Local Economic Impacts of High-Speed Railways: Theories and Facts Corinne Blanquart, Martin Koning
The local economic impacts of high-speed railways: Theories and facts Corinne Blanquart, Martin Koning To cite this version: Corinne Blanquart, Martin Koning. The local economic impacts of high-speed railways: Theories and facts. European Transport Research Review, Springer Verlag, 2017, 9 (2), 14p. 10.1007/s12544-017- 0233-0. hal-01859467 HAL Id: hal-01859467 https://hal.archives-ouvertes.fr/hal-01859467 Submitted on 22 Aug 2018 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Eur. Transp. Res. Rev. (2017) 9:12 DOI 10.1007/s12544-017-0233-0 ORIGINAL PAPER The local economic impacts of high-speed railways: theories and facts Corinne Blanquart1 & Martin Koning1 Received: 8 July 2016 /Accepted: 10 March 2017 # The Author(s) 2017. This article is published with open access at SpringerLink.com Abstract Conclusions The main difficulty is being able to identify Introduction Elected officials and practitioners generally empirically to what extent new infrastructures have af- believe that - along with gains in time, environment, fected variations observed in the field, and not the op- and roadway safety - the local economic impacts posite. We believe that making progress on these ques- brought by high-speed railways (HSR) could be a major tions requires clarifying which model of local develop- ingredient in socioeconomic appraisals.