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1 Undergrund Rutetabell & Linjerutekart
1 undergrund rutetabell & linjekart Bergkrystallen Vis I Nettsidemodus 1 undergrund Linjen Bergkrystallen har 5 ruter. For vanlige ukedager, er operasjonstidene deres 1 Bergkrystallen 05:53 - 18:12 2 Frognerseteren 00:00 - 23:30 3 Helsfyr 05:23 - 23:27 4 Holmenkollen 04:54 - 13:32 5 Ryen 00:12 - 23:57 Bruk Moovitappen for å ƒnne nærmeste 1 undergrund stasjon i nærheten av deg og ƒnn ut når neste 1 undergrund ankommer. Retning: Bergkrystallen 1 undergrund Rutetabell 34 stopp Bergkrystallen Rutetidtabell VIS LINJERUTETABELL mandag 05:53 - 18:12 tirsdag 05:53 - 18:12 Frognerseteren onsdag 05:53 - 18:12 Voksenkollen torsdag 05:53 - 18:12 Lillevann fredag 05:53 - 18:12 Lillevannsveien, Oslo lørdag 08:42 - 18:12 Skogen Lillevannsveien 63A, Oslo søndag Opererer Ikke Voksenlia Lillevannsveien 35B, Oslo Holmenkollen 1 undergrund Info Oberst Angells Vei 4, Oslo Retning: Bergkrystallen Stopp: 34 Besserud Reisevarighet: 56 min Ankerveien, Oslo Linjeoppsummering: Frognerseteren, Voksenkollen, Lillevann, Skogen, Voksenlia, Holmenkollen, Midtstuen Besserud, Midtstuen, Skådalen, Vettakollen, Sigbjørn Obstfelders Vei 23, Oslo Gråkammen, Slemdal, Ris, Gaustad, Vinderen, Steinerud, Frøen, Majorstuen, Nationaltheatret, Skådalen Stortinget, Jernbanetorget, Grønland, Tøyen, Ensjø, Skådalsveien 31, Oslo Helsfyr, Brynseng, Høyenhall, Manglerud, Ryen, Brattlikollen, Karlsrud, Lambertseter, Munkelia, Vettakollen Bergkrystallen Skogryggveien 39, Oslo Gråkammen Tennisveien 30, Oslo Slemdal Risalléen 41, Oslo Ris Risveien 2, Oslo Gaustad Ris skolevei 29, Oslo Vinderen -
Stortingsvalget 1965. Hefte II Oversikt
OGES OISIEE SAISIKK II 199 SOIGSAGE 6 EE II OESIK SOIG EECIOS 6 l II Gnrl Srv SAISISK SEAYÅ CEA UEAU O SAISICS O OWAY OSO 66 Tidligere utkommet. Statistik vedkommende Valgmandsvalgene og Stortingsvalgene 1815-1885: NOS III 219, 1888: Medd. fra det Statist. Centralbureau 7, 1889, suppl. 2, 1891: Medd. fra det Statist. Centralbureau 10, 1891, suppl. 2, 1894 III 245, 1897 III 306, 1900 IV 25, 1903 IV 109. Stortingsvalget 1906 NOS V 49, 1909 V 128, 1912 V 189, 1915 VI 65, 1918 VI 150, 1921 VII 66, 1924 VII 176, 1927 VIII 69, 1930 VIII 157, 1933 IX 26, 1936 IX 107, 1945 X 132, 1949 XI 13, 1953 XI 180, 1957 XI 299, 1961 XII 68, 1961 A 126. Stortingsvalget 1965 I NOS A 134. MARIENDALS BOKTRYKKERI A/S, GJØVIK Forord I denne publikasjonen er det foretatt en analyse av resultatene fra stortings- valget 1965. Opplegget til analysen er stort sett det samme som for stortings- valget 1961 og bygger på et samarbeid med Chr. Michelsens Institutt og Institutt for Samfunnsforskning. Som tillegg til oversikten er tatt inn de offisielle valglister ved stortingsvalget i 1965. Detaljerte talloppgaver fra stortingsvalget er offentliggjort i Stortingsvalget 1965, hefte I (NOS A 134). Statistisk Sentralbyrå, Oslo, 1. juni 1966. Petter Jakob Bjerve Gerd Skoe Lettenstrom Preface This publication contains a survey of the results of the Storting elections 1965. The survey appears in approximately the same form as the survey of the 1961 elections and has been prepared in co-operation with Chr. Michelsen's Institute and the Institute for Social Research. -
Report Oslo March 2011 Workshop Final Dec 2011X
CATCH MR Oslo / Akershus Workshop - Documentation The 5th workshop for Catch MR Interreg IV C was held in Oslo and Akershus at 7-9 March 2011. The main themes of the workshop were Parking Policy, Road User Charging, Financing Public Transport and Public Transport Priorities. 1 30.12.2011 2 Contents 1 General .......................................................................................................................... 4 1.1 Introduction ............................................................................................................. 4 1.2 Programme Oslo and Akershus Workshop 7-9.March 2011.................................... 5 1.3 Participants ............................................................................................................. 7 2 Welcome speeches...................................................................................................... 11 3 Workshop working groups - General ............................................................................ 12 4 Parking Policy .............................................................................................................. 13 4.1.1 Presentation of good practice, Gothenburg Region ........................................ 13 4.1.2 Group discussions.......................................................................................... 15 5 Road User Charging..................................................................................................... 16 5.1.1 Road user charging among Catch-MR partners ............................................ -
Congestion Relief Toll Tunnels
Policy Study No. 164 July 1993 CONGESTION RELIEF TOLL TUNNELS by Robert W. Poole, Jr. and Yuzo Sugimoto EXECUTIVE SUMMARY Changing urban land-use patterns have reduced the importance of traditional downtowns as the origin and destination of numerous vehicular trips. Much traffic on downtown-area freeways seeks merely to get past downtown, thereby worsening the level of congestion for those seeking access to downtown. A number of European cities have begun to develop a new type of transportation facility: congestion-relief toll tunnels in downtown areas. These projects appear to be economically feasible largely or entirely from premium-price tolls paid by users. Hence, they are being developed by private consortia, operating under long-term franchises from government. Other keys to the feasibility of such projects are peak/off-peak pricing structures (congestion pricing), nonstop electronic toll collection, and restriction of use to auto-size vehicles only (to reduce tunnel dimensions and therefore capital investment). Preliminary analysis indicates that congestion-relief bypass tunnels for downtown Los Angeles and San Francisco would be economically feasible as private business ventures, if developed along European lines. Similar approaches might be applied to other controversial freeway projects in both cities, and to restructuring Boston's huge and controversial Central Artery/Tunnel project. Congress has already authorized public-private partnerships of this type, permitting private capital and private owner/operation to be used, both for new projects and to rebuild existing highway, bridge, and tunnel facilities. Six states and Puerto Rico have enacted private-tollway legislation under which such projects could be developed and operated. -
Flytogets Årsrapport 2009 INNLEDNING
Flytogets årsrapport 2009 INNLEDNING Når alt er på sitt beste, kan man bli enda bedre. Det er Flytogets filosofi. I tillegg har vi gjennomført to store operasjoner som ytterligere vil tilføre De siste årene kan vi vise til gode resultater og målinger både økonomisk verdi til Flytoget i årene som kommer. Vi kjører nå til og fra Drammen. For og omdømmemessig. å øke kapasitet og komfort har vi lagt til enda en vogn til togene våre. Vi økte vår markedsandel på reiser til og fra Oslo Lufthavn, til tross for at OSL Tradisjonen tro scorer vi fortsatt blandt de beste i Norge på tilfredshet blant opplevde merkbar reduksjon i sin trafikk. Billettløse reiser har vært, og er, et ansatte. Dette er vi stolte av. Fokuset på medarbeiderskap mener vi er viktig fokuspunkt for å etterstrebe effektivitet og punktlighet. I år var 50 % nøkkelen til forbedring år etter år. av alle reiser billettløse, noe som var vår målsetting da året startet. Men så ser jo Flytoget lys i tunellen oftere enn de fleste andre, da. 23 2009 2008 NØKKELTALL/KEYFIGURES Alle tall i mill NOK Driftsinntekter/Operating income 724 719 Driftskostnader/Operating costs 575 520 Driftsresultat/Operating revenues 149 199 Netto finans/Net financial cost -1 -4 Ekstraordinære kostnader/Extraordinary costs 0 0 Årets resultat/Annual results (MNOK) 148 195 INNHOLD Balanse/Balance Immaterielle eiendeler/Immaterial assets 275 289 Nøkkeltall s. 05 Administrerende direktør s. 06 Anleggsmidler/Fixed assets 1 083 914 Styrets beretning s. 09 Kontanter/Current assets 81 168 Presentasjon av styret s. 14 Fordringer/Receivables 49 15 Regnskapsprinsipper s. -
BHS Circulation Contents
BHS Circulation contents 11th NCCR climate summer school Jonathan Eden 2012, 115, 10 1988-92 Drought: a hydrological review anon 1993, 40, 9 1989-1990: A period of constrasts Hilary Smithers 1991, 29, 7 32nd International school of hydraulics Steve Wallis 2012, 115, 16 64th EAGE Conference and technical exhibition Aaron Lockwood 2002, 74, 10 A fishy tale David Archer 2008, 96, 6 A groundwater taster for Scotland David Martin 2010, 105, 13 A hydrological mystery? Ron Manley 1995, 48, 6 A method for estimating discharge in torrential wadis Brain Watts 2001, 70, 5 A national flood emergency framework Anon 2009, 100, 16 A risky business: hydrological risk and uncertainty under climate change Paul Bates & Ian Cluckie 2003, 78, 12 A source of bias in regionalisation equations Ian Littlewood 2002, 72,9 About Drought Stephen Turner 2018, 137, 16 Acid rain: the use of models in impact assessment on surface waters Neil Weatherly 1994, 44, 11 Advances in spatial rainfall representation Helen Proctor 2004, 81, 12 Aotearoa – hydrometry in New Zealand John Adams 1994, 42, 1 AGU conference – hydrology sessions 2003 Hamish Moir 2003, 77, 3 AGU Fall meeting 2011 Simon Parry 2012, 112, 20 AGU Fall meeting 2006 Jim Freer 2007, 93, 7 AGU Fall meeting 2007 David Lavers 2008, 96, 9 AGU Fall meeting 2008 Christian Birkel, Markus 2009, 101, Hrachowitz, Mark Speed, 11 Doerthe Tetzlaff AGU Fall meeting 2009 Tobias Krueger 2010, 104, 19 AGU Fall meeting 2010 Caroline Ballard; Cécile 2011, 108, 6 Ménard AGU Fall meeting 2011 Nick Barber 2012, 113, 9 AGU Fall meeting -
Punktlighetsrapport 2007
Punktlighetsrapport / Punctuality Report 2007 1 Innhold / Contens Forord / Introduction 3 Punktlighet / Punctuality 4 Persontrafikken / Passenger services 6 Lokaltog / Suburban 6 Flytoget / Gardermoen 10 Mellomdistanse / Regional 10 Strekningsvis punktlighet / Punctuality by line 12 Persontrafikk langdistanse / Long-distance passenger 12 Utlandstog / Cross-border 13 Godstrafikk / Freight 14 Punktlighet i togtrafikken / Train punctuality 1999–2007 16 Forsinkelsestimer / Hours lost to delays 2007 17 Forsinkelsesårsaker totalt / Overall causes of delays 17 Sporkapasitet / Track capacity 18 Flaskehalser / Bottlenecks 18 Kapasitetsforbedringer 2007 / Capacity enhancements in 2007 20 Eksempler på beregnet tidstap ved saktekjøringer / Examples on time lost owing to speed restrictions 21 Krav til oppetid / Uptime requirements 22 Trafikkutvikling / Traffic changes 25 Persontrafikken / Passenger services 25 Godstrafikken / Freight 26 2 Forord / Introduction Jernbaneverkets andel av forsinkelser i togtrafikken, inklu- Jernbaneverket’s rate of train delays and cancellations is sive innstillinger (kanselleringer) defineres som ”oppetid”. described as the infrastructure’s “uptime”. To meet the target For å tilfredsstille behovet for oppetid mht punktlighet, for uptime in punctuality terms, which should be close to som bør være nær 100 %, er det stilt krav til de forhold som 100%, we apply requirements in respect of the following påvirker dette; contributory factors: – tidstap på grunn av saktekjøringer. – Time lost owing to speed restrictions – forsinkelsestimer og innstillinger av tog som skyldes – Delays and service cancellations owing to infrastructure forhold i infrastrukturen. conditions – høy tilgjengelighet og lav feilfrekvens i anleggene til – High levels of availability and low failure rates in Jernbane- Jernbaneverkets. verket’s infrastructure Dette er viktige bidrag til god punktlighet og regularitet. These factors play a major part in good timekeeping and service reliability. -
Sydhavna (Sjursøya) – an Area with Increased Risk
REPORT Sydhavna (Sjursøya) – an area with increased risk February 2014 Published by: Norwegian Directorate for Civil Protection (DSB) 2015 ISBN: 978-82-7768-350-8 (PDF) Graphic production: Erik Tanche Nilssen AS, Skien Sydhavna (Sjursøya) – an area with increased risk February 2014 CONTENTS Preface ............................................................................................................................................................................................................................................ 7 Summary ...................................................................................................................................................................................................................................... 8 01 Introduction ........................................................................................................................................................................................ 11 1.1 Mandat .............................................................................................................................................................................................. 12 1.2 Questions and scope ............................................................................................................................................................... 13 1.3 Organisation of the project ................................................................................................................................................. 13 1.4 -
Oslo a Monocle City Survey — from Forest to Fjord: the Best That Norway’S Dynamic Capital Has to Offer—
OSLO A MONOCLE CITY SURVEY — From forest to fjord: the best that Norway’s dynamic capital has to offer — 01 02 03 04 05 06 City on Business Capital Better Great Recipes for the move with pleasure of culture by design outdoors success The political The best Oslo Tour the city’s Oslo’s aspiring We head Dining options movers and entrepreneurs, arts scene creative talents beyond the that reserve shakers get- from small via festivals, and the archi- city limits for Oslo’s place ting creative independents theatre, music tects building a natural at the top culi- at City Hall. to oil giants. and more. a bright future. wander. nary table. OSLO IS AT THE HEART of Norway´s business and cultural life. As the capital city of Norway it powers the cultural and business environments that have created much of the Norwegian society we know today. BY BEING A SMALL BIG CITY, it has nourished collaboration across business sectors and social struc- tures and become a city of talents. Oslo is a melting pot for creativity, knowledge and capital. ROOTED IN THE OPEN, transparent and trustworthy Norwegian society, Oslo is now a leading region of international business and entrepre- neurship. WELCOME TO OSLO - THE CAPITAL OF NORWAY. Photo: Damian Heinisch Photo: ���� �������� ������ ������ ��� ������������ �� ��� ���� ���� ������ ��� ��� ���� ���� ������ ���. OSL - Oslo Airport, Statoil ASA, ØYA - Music festival, NFI -Film Commision Norway, Aspelin Ramm Eiendom AS, Tjuvholmen KS, T - Norwegian Trekking Association, Visit Oslo and the City of Oslo. Poll to poll WELCOME & CONTENTS Norway has topped the Legatum Institute’s annual Prosperity Index for the past four years and last year saw Norway rise five places to a lofty sixth position in the Entrepreneurship and Opportunity Index. -
MAS8306 Topics in Statistics: Environmental Extremes
MAS8306 Topics in Statistics: Environmental Extremes Dr. Lee Fawcett Semester 2 2017/18 1 Background and motivation 1.1 Introduction Finally, there is almost1 a global consensus amongst scientists that our planet’s climate is changing. Evidence for climatic change has been collected from a variety of sources, some of which can be used to reconstruct the earth’s changing climates over tens of thousands of years. Reasonably complete global records of the earth’s surface tempera- ture since the early 1800’s indicate a positive trend in the average annual temperature, and maximum annual temperature, most noticeable at the earth’s poles. Glaciers are considered amongst the most sensitive indicators of climate change. As the earth warms, glaciers retreat and ice sheets melt, which – over the last 30 years or so – has resulted in a gradual increase in sea and ocean levels. Apart from the consequences on ocean ecosystems, rising sea levels pose a direct threat to low–lying inhabited areas of land. Less direct, but certainly noticeable in the last fiteen years or so, is the effect of rising sea levels on the earth’s weather systems. A larger amount of warmer water in the Atlantic Ocean, for example, has certainly resulted in stronger, and more frequent, 1Almost... — 3 — 1 Background and motivation tropical storms and hurricanes; unless you’ve been living under a rock over the last few years, you would have noticed this in the media (e.g. Hurricane Katrina in 2005, Superstorm Sandy in 2012). Most recently, and as reported in the New York Times in January 2018, the 2017 hurricane season was “.. -
Evidence from Environmental Speed Limits in Norway by Ingrid Kristine Folgerø, Torfinn Harding and Benjamin S
Going Fast or Going Green? Evidence from Environmental Speed Limits in Norway BY Ingrid Kristine Folgerø, Torfinn Harding and Benjamin S. Westby DISCUSSION PAPER Institutt for samfunnsøkonomi Department of Economics SAM 17/2019 ISSN: 0804-6824 October 2019 This series consists of papers with limited circulation, intended to stimulate discussion. Going Fast or Going Green? Evidence from Environmental Speed Limits in Norway Ingrid Kristine Folgerø, Torfinn Harding and Benjamin S. Westby* 3 October 2019 Abstract This paper studies the impact of speed limits on local air pollution using a series of date- specific speed limit reductions in Oslo over the 2004-2011 period. We find that lowering the speed limit from 80 to 60 km/h reduces travel speed by 5.8 km/h. However, we find no evidence of reduced air pollution as measured next to the treated roads. Our estimates suggest an annual time loss of the speed limit reductions of 55 USD per affected vehicle. Our findings imply that policy makers need to consider other actions than speed limit reductions to improve local air quality. JEL classification: H23, Q53, Q58, R41 Keywords: temporary speed limit, air pollution, travel time, cost-benefit, regression discontinuity design * NHH Norwegian School of Economics, Helleveien 30, 5045 Bergen, Norway, [email protected]. We would like to thank Rune Elvik for information about traffic and accidents, the Municipality of Oslo, the Norwegian Public Road Administration, the Norwegian Institute for Air Research and the Norwegian Meteorological Institute for access to data and generous information sharing. Lassi Ahlvik, Po Yin Wong and Jørgen Juel Andersen provided helpful comments. -
Oslo Pass – the Official City Card See More
20 19 Oslo Pass – The Official City Card See more. Pay less Oslo Visitor Centre FROM: VALID ADULT 24 DATE MONTH YEAR TIME DATE _ / _/ : Exp: Dec 2021 • Free entry to 30 museums • Free public transport • Free entry to swimming pools • Discounts on sightseeing and special offers at restaurants, shops and leisure venues Pass type 24 hours 48 hours 72 hours Adult 445 NOK 655 NOK 820 NOK Child 235 NOK 325 NOK 410 NOK Senior 355 NOK 520 NOK 655 NOK CHILD: 6-17 YEARS, SENIOR: 67 YEARS + The 72h Oslo Pass incl. 24h free City Cruise (May-September). STUDENTS UP TO 30 YEARS OLD: 20% DISCOUNT Only offered at Oslo Visitor Centre and Ruter’s customer service office, and only by showing a valid student ID card with photo. Content How to use your Oslo Pass 04 The Mobile Oslo Pass 06 Contents of the Oslo Pass 08 Museums and attractions 14 Restaurants 46 Activities and special offers 56 Sightseeing 69 Conditions of use 77 Frequently asked questions 78 In 1984 the Oslo Pass was launched as one of the very first city cards in Europe. Thirty five years on, the Oslo Pass is still the best way to visit our city. The Oslo Pass includes free public transport and free entrance to museums and sights, in addition to discounts on activities and services. The Oslo Pass will save you time and money, and will allow you to discover the different parts of our beautiful city. You can purchase the Oslo Pass at the Oslo Visitor Centre inside Østbanehallen, by Oslo Central Station, where Oslo experts will help you plan your stay in our beautiful city.