Old Overhead Line Over the Gotthard Pass to Be Relocated to the New Road Tunnel Bundling of Infrastructures Frees up the Alpine Landscape
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Transalpine Pass Routes in the Swiss Central Alps and the Strategic Use of Topographic Resources
Preistoria Alpina, 42 (2007): 109-118 ISSN 09-0157 © Museo Tridentino di Scienze Naturali, Trento 2007 Transalpine pass routes in the Swiss Central Alps and the strategic use of topographic resources Philippe DELLA CASA Department of Pre-/Protohistory, University of Zurich, Karl-Schmid-Str. ���������������������������4, 8006 Zurich, Switzerland E-mail: [email protected] SUMMARY - Transalpine pass routes in the Swiss Central Alps and the strategic use of topographic resources - Using examples from the San Bernardino and the St. Gotthard passes in the Swiss Central Alps, this paper discusses how the existence of transalpine high altitude pass routes can be inferred, even though there is a lack physical evidence, from specific Bronze and Iron Age settlement patterns in access valleys. Particular attention is given to the effect of topography within the territorial and economic organizational area on transalpine tracks and traffic routes. A set of recurring patterns, such as strategic position, natural and/or artificial protection, presence of “foreign” materials, can help identifying (settlement) sites with particular functions as regards traffic and trade within the systems of territorial organization. Moreover, the paper also addresses socio-dynamic issues of the problem of transalpine pass routes. RIASSUNTO - Passi transalpini nelle Alpi Centrali Svizzere e uso strategico di risorse topografiche -Usando esempi dal Passo di San Bernardino e dal Passo del San Gottardo nelle Alpi Centrali Svizzere, il presente contributo discute come l’esistenza di vie di transito transalpine d’alta quota possa essere dedotta, anche mancando evidenze fisiche, da specifici modelli insediativi dell’età del Bronzo e del Ferro presenti nelle valli di accesso. -
SWISS REVIEW the Magazine for the Swiss Abroad August 2016
SWISS REVIEW The magazine for the Swiss Abroad August 2016 History at the Gotthard – the opening of the base tunnel A cotton and plastic sandwich – the new CHF 50 banknote Keeping an eye on the surveillance – the Davos-born photographer Jules Spinatsch Switzerland is mobile and Swiss Abroad may be found everywhere on Earth. And you, where are you situated around the globe? And since when? Share your experience and get to know Swiss citizens living nearby… and everywhere else! connects Swiss people across the world > You can also take part in the discussions at SwissCommunity.org > Register now for free and connect with the world SwissCommunity.org is a network set up by the Organisation of the Swiss Abroad (OSA) SwissCommunity-Partner: Contents Editorial 3 Casting your vote – even if it is sometimes a chore 5 Mailbag Hand on heart, did you vote in June? If you did, on how many of the five federal proposals? I tried to form an 6 Focus opinion on all of the initiatives and referenda. I stu The tunnelbuilding nation died the voting documents, read newspapers, watched “Arena” on Swiss television and discussed the issues 10 Economy with family and friends. The new banknotes Admittedly, it was arduous at times: Just the doc uments themselves, which included two hefty book 12 Politics lets, various information sheets and the ballot papers, namely for the five fed Referendum results from 5 June eral proposals – pro public service, unconditional basic income, the milch Proposals for 25 September cow initiative, the amendment to the law on reproductive medicine and an Parmelin’s first few months on the amendment to the Asylum Act – plus, because I live in Baselland, six cantonal Federal Council proposals ranging from supplementary childcare to the “Cantonal parlia ment resolution on the implementation of the pension fund law reform for 17 Culture the pension scheme of the University of Basel under the pension fund of the The alphorn in the modern age canton of BaselStadt – a partnershipbased enterprise”. -
Effective Firefighting Operations in Road Tunnels
Effective Firefighting Operations in Road Tunnels Hak Kuen Kim, Anders Lönnermark and Haukur Ingason SP Technical Research Institute of Sweden Fire Technology SP Report 2010:10 Effective Firefighting Operations in Road Tunnels Hak Kuen Kim, Anders Lönnermark and Haukur Ingason The photo on the front page was provided by Anders Bergqvist at the Greater Stockholm Fire Brigade. 2 3 Abstract The main purpose of this study is to develop operational procedures for fire brigades in road tunnels. Although much progress has been achieved in various fields of fire safety in tunnels, very little attention has been paid specifically to fire fighting in tunnels. This study is focused on obtaining more information concerning how effectively the fire brigade can fight road tunnel fires and what limitations and threats fire brigades may be faced with. This knowledge can help parties involved in tunnel safety to understand safety issues and enhance the level of fire safety in road tunnels. The report is divided into three main parts. The first part consists of a review of relevant studies and experiments concerning various key parameters for fire safety and emergency procedures. The history of road tunnel fires is then summarised and analyzed. Among all road tunnel fires, three catastrophic tunnel fires are highlighted, focusing on the activities of fire brigades and the operation of technical fire safety facilities. In the second part specific firefighting operations are developed. This has been based on previous experience and new findings from experiments performed in the study. In the last part, information is given on how the proposed firefighting operations can be applied to the management of fire safety for road tunnels. -
A Hydrographic Approach to the Alps
• • 330 A HYDROGRAPHIC APPROACH TO THE ALPS A HYDROGRAPHIC APPROACH TO THE ALPS • • • PART III BY E. CODDINGTON SUB-SYSTEMS OF (ADRIATIC .W. NORTH SEA] BASIC SYSTEM ' • HIS is the only Basic System whose watershed does not penetrate beyond the Alps, so it is immaterial whether it be traced·from W. to E. as [Adriatic .w. North Sea], or from E. toW. as [North Sea . w. Adriatic]. The Basic Watershed, which also answers to the title [Po ~ w. Rhine], is short arid for purposes of practical convenience scarcely requires subdivision, but the distinction between the Aar basin (actually Reuss, and Limmat) and that of the Rhine itself, is of too great significance to be overlooked, to say nothing of the magnitude and importance of the Major Branch System involved. This gives two Basic Sections of very unequal dimensions, but the ., Alps being of natural origin cannot be expected to fall into more or less equal com partments. Two rather less unbalanced sections could be obtained by differentiating Ticino.- and Adda-drainage on the Po-side, but this would exhibit both hydrographic and Alpine inferiority. (1) BASIC SECTION SYSTEM (Po .W. AAR]. This System happens to be synonymous with (Po .w. Reuss] and with [Ticino .w. Reuss]. · The Watershed From .Wyttenwasserstock (E) the Basic Watershed runs generally E.N.E. to the Hiihnerstock, Passo Cavanna, Pizzo Luceridro, St. Gotthard Pass, and Pizzo Centrale; thence S.E. to the Giubing and Unteralp Pass, and finally E.N.E., to end in the otherwise not very notable Piz Alv .1 Offshoot in the Po ( Ticino) basin A spur runs W.S.W. -
SWISS REVIEW the Magazine for the Swiss Abroad February 2016
SWISS REVIEW The magazine for the Swiss Abroad February 2016 80 years of Dimitri – an interview with the irrepressible clown February referenda – focus on the second Gotthard tunnel Vaping without nicotine – the e-cigarette becomes a political issue In 2016, the Organisation of the Swiss Abroad celebrates 100 years of service to the Fifth Switzerland. E-Voting, bank relations, consular representation; which combat is the most important to you? Join in the discussions on SwissCommunity.org! connects Swiss people across the world > You can also take part in the discussions at SwissCommunity.org > Register now for free and connect with the world SwissCommunity.org is a network set up by the Organisation of the Swiss Abroad (OSA) SwissCommunity-Partner: Contents Editorial 3 Dear readers 4 Mailbag I hope you have had a good start to the new year. 2016 is a year of anniversaries for us. We will celebrate 25 5 Books years of the Area for the Swiss Abroad in Brunnen this “Eins im Andern” by Monique Schwitter April, then 100 years of the OSA in the summer. Over the course of those 100 years, hundreds of thousands 6 Images of people have emigrated from Switzerland out of ne- Everyday inventions cessity or curiosity, or for professional, family or other reasons. The OSA is there for them as they live out their 8 Focus life stories. Its mission is to support Swiss people living abroad in a variety of Switzerland and the refugee crisis ways. It too is constantly changing. “Swiss Review” has had a new editor-in-chief since the beginning of No- 12 Politics vember. -
Under the Alps: the Gotthard Base Tunnel
Under the Alps: The Gotthard Base Tunnel February 15, 2011 TEAM ALPHA Blake Carlton, Michael Cox, Gary Daigle Damon Ritter, Shanna Simmons, Lana Wilson Overview • Background • Specifications • Technology • Construction •Safety •Cost • Current State • Road Ahead • References http://engineeringworks.tamu.edu/2010/11/ Background • Route over Gotthard Pass is one of the most important passages through the Alps • Traffic has increased more than 10x since 1980 • Existing road and rail tunnels are at their limits • Need to provide faster and flatter passage through the Swiss Alps http://upload.wikimedia.org/wikipedia/commons/1/11/Teufelsbr%C3%BCcke01.jpg Background • Longest tunnel • Drilling began in 1996 • Between Switzerland and Italy • Largest engineering project since the Panama Canal (yellow: major tunnels, red: existing main tracks, numbers: year of completion) http://en.wikipedia.org/wiki/File:NEAT_GBT_engl.png Specifications • Two tunnels, each 35 miles long • 31 feet in diameter • Max overburden – 1.5 miles http://upload.wikimedia.org/wikipedia/commons/5/5f/Nrla_scheme.png Specifications • 26.5 million metric tons of excavated rock • 200-250 trains/day • 8 drilling machines • 130 ft/day of drilling http://upload.wikimedia.org/wikipedia/commons/5/5f/Nrla_scheme.png Technology Tunnel Boring Machine (TBM) • 9.7m Diameter • Power: 3,500 kW (5000 hp) • Torque: 8500 kNm (6.2 million ft-lbf) http://upload.wikimedia.org/wikipedia/commons/5/5f/Nrla_scheme.png Technology Electronic Cab Signaling • Allows constant monitoring • Signals are always -
Andermatt Swiss Alps
ANDERMATT SWISS ALPS editorial The first time I visited Andermatt, I encountered something special: the unadulterated natural beauty of a Swiss moun- tain village in the heart of the Alps. And I was inspired – not only by the village of Andermatt, but by the whole valley. This expansive high-mountain valley, the Ursern Valley, with its wild and romantic natural landscape, inspired my vision of Andermatt Swiss Alps. Even then, it was clear to me that the soul of this region is the untouched nature. And I intend to preserve this. I see sustainability as a cornerstone upon which the develop- ment of Andermatt is based. I warmly invite you to discover the charm of the Swiss Alps. Step into a world that is closer than you think. Welcome to Andermatt Swiss Alps! Samih Sawiris Sawiris’ vision has since become reality, in the form of the new hotels, apartment buildings and chalets of Ander matt Swiss Alps, the unique golf course and the multifaceted SkiArena. The properties next to the Reuss offer guests a range of modern residential options and are sought-after investment assets as well. The portfolio rang- es from practical studios to spacious apartments and penthouses. Streets and walks in Andermatt are short – and it should stay that way: The village area next to the Reuss is car- free; an underground garage provides ample parking space. The mountain cableway terminals, shops, restau- rants and public facilities are easily accessible by foot in every season and are integrated into the village life of Andermatt. The central Piazza Gottardo also contributes to this. -
Canton Ticino and the Italian Swiss Immigration to California
Swiss American Historical Society Review Volume 56 Number 1 Article 7 2020 Canton Ticino And The Italian Swiss Immigration To California Tony Quinn Follow this and additional works at: https://scholarsarchive.byu.edu/sahs_review Part of the European History Commons, and the European Languages and Societies Commons Recommended Citation Quinn, Tony (2020) "Canton Ticino And The Italian Swiss Immigration To California," Swiss American Historical Society Review: Vol. 56 : No. 1 , Article 7. Available at: https://scholarsarchive.byu.edu/sahs_review/vol56/iss1/7 This Article is brought to you for free and open access by BYU ScholarsArchive. It has been accepted for inclusion in Swiss American Historical Society Review by an authorized editor of BYU ScholarsArchive. For more information, please contact [email protected], [email protected]. Quinn: Canton Ticino And The Italian Swiss Immigration To California Canton Ticino and the Italian Swiss Immigration to California by Tony Quinn “The southernmost of Switzerland’s twenty-six cantons, the Ticino, may speak Italian, sing Italian, eat Italian, drink Italian and rival any Italian region in scenic beauty—but it isn’t Italy,” so writes author Paul Hofmann1 describing the one Swiss canton where Italian is the required language and the cultural tie is to Italy to the south, not to the rest of Switzerland to the north. Unlike the German and French speaking parts of Switzerland with an identity distinct from Germany and France, Italian Switzerland, which accounts for only five percent of the country, clings strongly to its Italian heritage. But at the same time, the Ticinese2 are fully Swiss, very proud of being part of Switzerland, and with an air of disapproval of Italy’s ever present government crises and its tie to the European Union and the Euro zone, neither of which Ticino has the slightest interest in joining. -
Weather Patterns and Hydro-Climatological Precursors Of
Meteorologische Zeitschrift, Vol. 21, No. 6, 531–550 (December 2012) Open Access Article Ó by Gebru¨der Borntraeger 2012 Weather patterns and hydro-climatological precursors of extreme floods in Switzerland since 1868 Peter Stucki1,*, Ralph Rickli1, Stefan Bro¨nnimann1,2, Olivia Martius1,2, Heinz Wanner1,2, Dietmar Grebner3 and Ju¨rg Luterbacher4 1Institute of Geography, University of Bern, Switzerland 2Oeschger Centre, University of Bern, Switzerland 3Institute for Atmospheric and Climate Science, ETH Zurich, Switzerland 4Department of Geography, Justus-Liebig-University Giessen, Germany (Manuscript received February 21, 2012; in revised form October 30, 2012; accepted October 31, 2012) Abstract The generation of 24 extreme floods in large catchments of the central Alps is analyzed from instrumental and documentary data, newly digitized observations of precipitation (DigiHom) and 20th Century Reanalysis (20CR) data. Extreme floods are determined by the 95th percentile of differences between an annual flood and a defined contemporary flood. For a selection of six events between 1868 and 1910, we describe preconditioning elements such as precipitation, temperature, and snow cover anomalies. Specific weather patterns are assessed through a subjective analysis of three-dimensional atmospheric circulation. A focus is placed on synoptic-scale features including mid-tropospheric ascent, low-level moisture transport, propagation of cyclones, and temperature anomalies. We propose a hydro-meteorological classification of all 24 investigated events according to flood-generating weather conditions. Key elements of the upper-level synoptic-scale flow are summarized by five types: (i) pivoting cut-off lows, (ii) elongated cut-off lows, (iii) elongated troughs, (iv) waves (with a kink), and (v) approximately zonal flow over the Alpine region. -
Selection of the Optimum Tunnel System for Long Railway Tunnels with Regard to the Entire Lifecycle
SELECTION OF THE OPTIMUM TUNNEL SYSTEM FOR LONG RAILWAY TUNNELS WITH REGARD TO THE ENTIRE LIFECYCLE H. Ehrbar & C. Tannò ETH Zurich, Switzerland H.-P. Vetsch Vetsch Rail Consult, Bützberg, Switzerland ABSTRACT: Since more than 30 years long tunnels with a total length of more than 50 kilometres exist. Many of them show a different tunnel system: double track tunnels with service tunnel, two single track tunnels and two single track tunnels with a service tunnel are the existing systems. The decision on the tunnel system of this long tunnels had to be taken at a time when only few information on operation and maintenance costs were available. Today more information on oration a maintenance is available. The paper shows, how the decision-making process should be made today considering the criteria construction, operation and safety with regard to the entire lifecycle. Recommendations on the selection of the tunnel system will be given for different boundary conditions, based on the operation experience of the long tunnel railway tunnels under operation. 1. PROJECT REQUIREMENTS OF LONG RAILWAY TUNNELS Railway tunnel constructions have the purpose of connecting cities, economic regions (Gotthard-Base Tunnel), countries (Eurotunnel, Cross Border Base Tunnel under the Ore Mountains) or even continents (Gibraltar Strait Tunnel) in order to ensure a rapid and environmentally friendly transport of people and goods. Mountains or straits are the typical topographical obstacles that must be overcome with a tunnel. Such tunnels become quickly very long (> 20 km length) due to special topographic boundary conditions for mountain base tunnels and strait tunnels. Figure 1: Longitudinal profile of a subsea tunnel (Eurotunnel) and a mountain base tunnel (Gotthard Base Tunnel) (source Wikipedia and AlpTransit Gotthard) Very long tunnels have to fulfil many project requirements, as each other civil work also. -
Tunnels and Underground Cities: Engineering and Innovation Meet
Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art – Peila, Viggiani & Celestino (Eds) © 2019 Taylor & Francis Group, London, ISBN 978-1-138-38865-9 Optimum tunnel system with regard to the entire lifecycle for long rail tunnels H. Ehrbar & C. Tannò ETH Zurich , Switzerland H.-P. Vetsch Vetsch Rail Consult, Bützberg, Switzerland ABSTRACT: Since more than 30 years long tunnels with a total length of more than 50 kilometres exist. Many of them show a different tunnel system: double track tunnels with ser- vice tunnel, two single track tunnels and two single track tunnels with a service tunnel are the existing systems. The decision on the tunnel system of this long tunnels had to be taken at a time when only few information on operation and maintenance costs were available. Today more information on operation and maintenance should be available. The paper shows, how the decision-making process could be adapted today considering the criteria construction, operation and safety and life cycle. Recommendations on the selection of the tunnel system will be given, based on the available operation experience of the long tunnel railway tunnels. 1 MOTIVATION For more than 100 years railway tunnels with lengths of 10 km and more have been built. To a large extent, these tunnels are still operating today (see Table 1). However, the demands posed on such tunnel systems have increased during the past years. For a long-time, the double track Tunnel without a service tunnel was the most popular system (variant 1A). Due to the higher safety standards such a system, even with an additional service tunnel, is no longer permissible nowadays unless drastic operating restrictions for mixed railway traffic apply (Ehrbar et al., 2016). -
Regional Economic Effects of Transport Infrastructure Expansions
Regional economic effects of transport infrastructure expansions: Evidence from the Swiss highway network Stephan Fretz∗ and Christoph Gorgasyz April 2013 Preliminary { please do not quote without authors' permission. JEL Classification: H54, O18 Keywords: Infrastructure; Transportation; Regional Development; Synthetic Control Abstract Expansions of transport infrastructure networks may have substantial impacts on the development of regions. Observable regional economic effects do not necessarily reflect effi- ciency gains, however; they may also stem from redistribution across regions. In this paper, we propose that efficiency gains result from an improvement in the absolute accessibility of regions, whereas redistribution is caused by changes in their relative accessibility. We investigate this hypothesis based on expansions of the Swiss highway network. Using the synthetic control method developed in Abadie, Diamond and Hainmueller (2010), we an- alyze whether specific highway network expansions led to increases in regional income per capita. We find that effects vary strongly across the different cases. As expected, we observe the largest impact when both absolute and relative accessibility of a region increase. ∗University of St. Gallen, Switzerland. E-mail: [email protected] yUniversity of Lucerne, Switzerland. E-mail: [email protected] zWe thank Lukas Buchheim, Regina Fischer, Simon L¨uchinger, Christian Marti, J¨orgSchl¨apfer,Christian Schmid, and seminar participants at the University of St. Gallen for helpful comments and suggestions. We are also grateful to the Swiss Federal Roads Office for providing the opening dates of the different sections of the Swiss national road network. 1 Introduction Transport infrastructure networks have long been recognized as a key ingredient to economic growth and development.