Norwegian Travel Workshop 2012 Norwegian Travel Workshop 2019
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Her Er Midt-Norges Beste Drikkevann - NRK Trøndelag - Lokale Nyheter, TV Og Radio Page 1 of 3
Her er Midt-Norges beste drikkevann - NRK Trøndelag - Lokale nyheter, TV og radio Page 1 of 3 TrøndelaJournalistg Her er Midt-Norges beste drikkevann Smak, lukt og farge var kriteriene da Midt-Norges beste drikkevann ble kåret. Innbyggerne på Frøya og i Oppdal kan nå konstatere at de har landsdelens beste drikkevann. Vinnerne kunne stolt motta premien for beste drikkevann. Fra venstre Ivar Meland og overflatevannet på Frøya. Til høyre Tore Samskott og grunnvannet i Oppdal. FOTO: BENT LINDSETMO / NRK Sigrun Hofstad Tom Erik Sørensen Publisert i dag, for 4 timer siden Onsdag formiddag ble Midt-Norges beste drikkevann kåret under Vann- og avløpsdagene på Stjørdal. Åtte regionvinnerne fra hele landet går til finalen i Telenor Arena 19. april 2016. Vinnerne i de to forskjellige klassene ble Frøya kommunale vannverk og Oppdal sentrum vannverk. Førstnevnte vant klassen for beste overflatevann, mens Oppdal kan smykke seg med tittelen i klassen for beste grunnvann eller borehullvann. – Det er ikke enkelt å kåre det beste vannet. Det er basert på smak, lukt og farge. Det er jo lett å se om vannet har farge, men smak og lukt blir jo en subjektiv vurdering, sier tidligere direktør i Norsk Vann, Einar Melheim. http://www.nrk.no/trondelag/her-er-midt-norges-beste-drikkevann-1.12625476 31.10.2015 Her er Midt-Norges beste drikkevann - NRK Trøndelag - Lokale nyheter, TV og radio Page 2 of 3 Det er Norsk Vann, Norsk Kommunalteknisk Forening og KS Bedrift som står bak konkurransen Norges beste drikkevann 2016. Formålet er å sette fokus på at drikkevann fra norske vannverk har høy kvalitet og koster en tusendel mindre enn flaskevann. -
NGT 60 3 175-188.Pdf
Geochronological investigations in the Oppdal area, central Norway STEINAR SOLHEIM Solheim, S.: Geochronological investigations in the Oppdal area, central Norway. Norsk Geologisk Tidsskrift, Vol. 60, pp. 175-188. Oslo 1980. ISSN 0029-196X. The isochron ages obtained have been grouped in four geological time periods: 1700-1750 m.y. (dioritic gneisses, GråhØ/TronfjeU Complexes), 1450-1500 m.y. (augen gneisses and intrusives, GråhØ/TronfjeU Complexes), -1050 m.y. (Basement Complex and Flagstone Group), and -400 m.y. (minerals). The Caledonian influence in the area seems to be smaller than previously assumed since it has on! y caused a resetting of the isotopic system between minerals. The isochron ages of- 1050 m.y. are thought to reflect secondary events during the Sveconorwegian Cycle. The time of deposition/intrusion of the rocks of the Basement Complex and the Flagstone Group is thought to be earlier than 1450-1500 m.y. One extensive metamorphism has been recognized, and 1450-1500 m.y. is considered to be a minimum age for this event. S. Solheim, Mineralogisk-geologisk museum, Sars gt. l, Oslo 5. Present address: Norsk Hydro, Oljedivisjonen, Kjørboko/len, 1300 Sandvika, Norway. The Oppdal area is situated in southern ses, granitic gneisses and augen gneisses. Eggen TrØndelag (Fig. l). Geologically the area is (1977) interprets the banded gneisses as bordered by Caledonian rocks of the Trondheim metavolcanics. In the southern part of the area Region in the east and Precambrian rocks of the the zone of outcrops of the banded gneisses Gneiss Region in the west. The aim of this work becomes narrower and it ends just south of the has been to date the various rock units in this area mapped by Eggen (1977), Evensen (1977) area and in this way to contribute to a hetter and Sjulsen (1977). -
Kommunereformen Delutredning 1
Oppdal Juni 2015 kommune Kommunereformen delutredning 1 Kommunestyret i Oppdal har bestemt at fire alternativer skal konsekvensutredes: a) Oppdal – Rennebu b) Oppdal – Rennebu – Midtre Gauldal c) Oppdal – Sunndal d) Oppdal fortsetter som egen kommune I denne delutredningen blir det undersøkt hvor attraktive de fire alternativene er når de blir vurdert opp mot ekspertutvalgets kriterier for god kommunestruktur. Kommunereformen – delutredning 1 «Grensene passer ikke til de oppgavene kommunene har fått, det næringslivet trenger eller det livet innbyggerne lever» Innhold 1. Sammendrag og konklusjon ............................................................................................................ 2 2. Utredningsmandat og problemstilling ............................................................................................. 4 3. Ekspertutvalgets kriterier................................................................................................................. 4 4. Metode ............................................................................................................................................. 8 5. Befolkningsgrunnlag ..................................................................................................................... 10 6. Avstander....................................................................................................................................... 12 7. Organisering av forvaltningen ...................................................................................................... -
Measuring the Inaccurate: Causes and Consequences of Train Delays
Summary: Measuring the inaccurate: Causes and consequences of train delays TØI Report 1459/2015 Author(s): Askill Harkjerr Halse, Vegard Østli and Marit Killi Oslo 2015, 71 pages Norwegian language In this report, we argue that the rich available data on train performance and railway infrastructure should be used to get precise measurements of economic relationships in railway management. As one such exercise, we first show how temporary speed reductions on railway links caused by low infrastructure quality affects running time and delays for Norwegian freight trains. Even though each speed reduction only adds about 44-50 seconds to running time, speed reductions still contribute to delay at the destination. Secondly, we show that delays has a negative effect on demand for passenger and freight trains services. The corresponding demand elasticity is lower than the one implied by willingness-to-pay studies, consistent with evidence from Great Britain. In is widely acknowledged in the transportation economics literature that more reliable transport time constitutes an economic benefit. In the presence of unreliability, individuals and firms adjust by taking costly measures like departing early or keeping a safety stock of goods. The ‘cost’ of train delays is therefore the foregone benefits that could have been achieved if all trains were running on time. Much of the existing literature on railway punctuality is based on optimization and/or simulation, calling for more empirical studies. In the innovation project PRESIS, funded by the Research Council of Norway and the Norwegian National Rail Administration, we have developed methods to survey reliability in the Norwegian rail sector. -
Nye Fylkes- Og Kommunenummer - Trøndelag Fylke Stortinget Vedtok 8
Ifølge liste Deres ref Vår ref Dato 15/782-50 30.09.2016 Nye fylkes- og kommunenummer - Trøndelag fylke Stortinget vedtok 8. juni 2016 sammenslåing av Nord-Trøndelag fylke og Sør-Trøndelag fylke til Trøndelag fylke fra 1. januar 2018. Vedtaket ble fattet ved behandling av Prop. 130 LS (2015-2016) om sammenslåing av Nord-Trøndelag og Sør-Trøndelag fylker til Trøndelag fylke og endring i lov om forandring av rikets inddelingsnavn, jf. Innst. 360 S (2015-2016). Sammenslåing av fylker gjør det nødvendig å endre kommunenummer i det nye fylket, da de to første sifrene i et kommunenummer viser til fylke. Statistisk sentralbyrå (SSB) har foreslått nytt fylkesnummer for Trøndelag og nye kommunenummer for kommunene i Trøndelag som følge av fylkessammenslåingen. SSB ble bedt om å legge opp til en trygg og fremtidsrettet organisering av fylkesnummer og kommunenummer, samt å se hen til det pågående arbeidet med å legge til rette for om lag ti regioner. I dag ble det i statsråd fastsatt forskrift om nærmere regler ved sammenslåing av Nord- Trøndelag fylke og Sør-Trøndelag fylke til Trøndelag fylke. Kommunal- og moderniseringsdepartementet fastsetter samtidig at Trøndelag fylke får fylkesnummer 50. Det er tidligere vedtatt sammenslåing av Rissa og Leksvik kommuner til Indre Fosen fra 1. januar 2018. Departementet fastsetter i tråd med forslag fra SSB at Indre Fosen får kommunenummer 5054. For de øvrige kommunene i nye Trøndelag fastslår departementet, i tråd med forslaget fra SSB, følgende nye kommunenummer: Postadresse Kontoradresse Telefon* Kommunalavdelingen Saksbehandler Postboks 8112 Dep Akersg. 59 22 24 90 90 Stein Ove Pettersen NO-0032 Oslo Org no. -
St. Olaf Choir & St
Founded in 1874 by Norwegian Lutheran immi- grants, St. Olaf is a nationally ranked liberal arts college located in Northfield, Minnesota, approximately 70 km south of the Twin Cities of Minne- apolis and St. Paul, the largest metropolitan area in the upper Midwest. St. Olaf is home to 3,000 students from nearly every state in the country and more than 80 countries and offers 85-majors, concentrations, and academic programs. For more than half a century, St. Olaf students have taken advantage of international and off-campus study programs — including in Norway — that offer profound, life-changing experiences. Living and studying abroad is fundamental to understanding other cultures and perspectives and to becoming an educated citizen in a changing world. go.stolaf.edu I 1874 ble St. Olaf College grunnlagt av norske lutherske immigranter, og er i dag en høyt ansett liberal arts college. Skolen ligger i Northfield, Minnesota, ca 70 kilometer sør for tvillingbyene; Minneapolis og St. Paul, som er den største metropolen i den nordlige delen av midtvesten. St. Olaf huser 3,000 studenter fra nesten samtlige amerikanske stater, mer enn 80 land, og kan tilby over 85 ulike typer bachelorprogrammer og fagkonsentrasjoner. I nesten 50 år har St. Olaf studenter hatt stort utbytte av å ta del i internas- jonale utvekslingsprogrammer — blant annet i Norge — som skaper meningsfulle opplevelser og minner for livet. Verden er i rask endring, derfor er det å bo og studere i utlandet helt fundamentalt for å forstå andre kulturer og perspektiver, og på den måten bli en samfunnsorientert borger. 1 ST. -
Notat Sluttrapport KD-Pilot Sør-Trøndelag
Notat Til: Hordaland FK, v. Stian Skår Ludvigsen Fra: Pål Ranes, Regional utvikling - Næring og Innovasjon Dato: 21.11.2016 Dokumentnr.: 201600251-51 Sluttrapport KD-pilot Sør-Trøndelag 1.) Formålet med pilotprosjektet (Tekst av Hordaland FK) 2.) Formålet med fylkenes deltakelse Sør-Trøndelag Fylkeskommune (STFK) var i gang med å lage en regional plan for arbeidskraft og kompetanse da KD i november 2015 inviterte til deltakelse i pilotprosjektet. For STFK ble prosjektet en fin mulighet til å hente inn kunnskap til planarbeidet. STFK skisserte to formål med prosjektet; 1.) Kartlegge datagrunnlaget og 2.) Utrede modell for lokal kompetansekartlegging. Etter som prosjektet fant sin form våren 2016 valgte STFK, i samråd med KD og HFK, å konsentrere seg om formål 2. Budsjettet ble endret i tråd med dette og 200.000 kr ble omdisponert til to lokale kompetansekartlegginger, i fire kommuner i Sør-Trøndelag: Oppdal og Rennebu Frøya og Hitra Nasjonalparken næringshage på Oppdal har vært ansvarlig for kartleggingen i Oppdal/Rennebu, og ressurssenteret ved Guri Kunna videregående skole for kartleggingen på Frøya/Hitra. Man skulle bygge på erfaringene fra kompetansekartleggingen i Rørosregionen i 2014/15, i regi av Rørosregionen næringshage, men ha som mål å utvikle og forbedre metodikken, samt gjøre nødvendige lokale tilpasninger. Rørosregionen næringshage ble engasjert i pilotprosjektet for å overføre erfaringer fra Røroskartlegginga. Dokumentnr.: 201600251-51 side 1 av 8 SØR-TRØNDELAG FYLKESKOMMUNE Regional utvikling - Næring og Innovasjon SINTEF ble engasjert som rådgiver for STFK og de lokale kartleggerne i Oppdal/Rennebu og Frøya/Hitra. 3.) Forventede resultat Formålet med pilotprosjektet i Sør-Trøndelag har vært å utvikle gode metoder for gjennomføring og oppfølging av lokale kartlegginger, dvs. -
Upcoming Projects Infrastructure Construction Division About Bane NOR Bane NOR Is a State-Owned Company Respon- Sible for the National Railway Infrastructure
1 Upcoming projects Infrastructure Construction Division About Bane NOR Bane NOR is a state-owned company respon- sible for the national railway infrastructure. Our mission is to ensure accessible railway infra- structure and efficient and user-friendly ser- vices, including the development of hubs and goods terminals. The company’s main responsible are: • Planning, development, administration, operation and maintenance of the national railway network • Traffic management • Administration and development of railway property Bane NOR has approximately 4,500 employees and the head office is based in Oslo, Norway. All plans and figures in this folder are preliminary and may be subject for change. 3 Never has more money been invested in Norwegian railway infrastructure. The InterCity rollout as described in this folder consists of several projects. These investments create great value for all travelers. In the coming years, departures will be more frequent, with reduced travel time within the InterCity operating area. We are living in an exciting and changing infrastructure environment, with a high activity level. Over the next three years Bane NOR plans to introduce contracts relating to a large number of mega projects to the market. Investment will continue until the InterCity rollout is completed as planned in 2034. Additionally, Bane NOR plans together with The Norwegian Public Roads Administration, to build a safer and faster rail and road system between Arna and Stanghelle on the Bergen Line (western part of Norway). We rely on close -
Development of Minor Late-Glacial Ice Domes East of Oppdal, Central Norway
NGUBull441_INNMAT 21.04.05 14:58 Side 39 BJØRN A.FOLLESTAD NGU-BULL 441, 2003 - PAGE 39 Development of minor late-glacial ice domes east of Oppdal, Central Norway BJØRN A. FOLLESTAD Follestad, B. A. 2003: Development of minor late-glacial ice domes east of Oppdal, Central Norway. Norges geologiske undersøkelse Bulletin 441, 39–49. Glacial striations and ice-marginal forms such as lateral moraines and meltwater channels show that a major north- westerly-directed ice flow invaded the Oppdal area prior to the Younger Dryas (YD) Chronozone.Through the main valley from Oppdal to Fagerhaug and Berkåk, a northerly ice flow followed the major northwesterly-directed flow and is correlated with the early YD marginal deposits in the Storås area. A marked, younger, westerly-directed ice flow from a late-glacial dome east of the Oppdal area is thought to correspond with the Hoklingen ice-marginal deposits dated to the late YD Chronozone in the Trondheimsfjord district. In the main Oppdal-Fagerhaug-Berkåk valley, this younger ice flow turned to the southwest and can be traced southwards to the Oppdal area where it joined the remnants of a glacier in the Drivdalen valley. Along the western side of the mountain Allmannberget, a prominent set of lateral, glacial meltwater channels indicates a drainage which turned westward as it met and coa- lesced with the N-S orientated glacier in Drivdalen. The mountain ridge linking Allmannberget (1342 m a.s.l.) and Sissihøa (1621 m a.s.l.) was a nunatak standing up above these two merging valley glaciers. The surface of the inland ice represented by the Knutshø moraine systems at c. -
Annual Report 2004
Annual Report 2004 1 Contents Time for trains 3 What is Jernbaneverket? 4 Organisational structure 5 Safety 6 Finance and efficiency 10 Operations 10 Maintenance 11 Capital expenditure – rail network development 12 State Accounts for 2004 14 Human resources 16 Personnel and working environment 16 JBV Ressurs 16 Competitiveness 18 Train companies operating on the national rail network 18 Infrastructure capacity – Jernbaneverket’s core product 18 Operating parameters 19 Key figures for the national rail network 21 Traffic volumes on the national rail network 23 Punctuality 24 Environmental protection 26 International activities 28 Contact details 30 www.jernbaneverket.no 2 Cover: Jernbaneverket’s celebrations to mark 150 years of Norwegian railways. Photo: Øystein Grue Time for trains The past year marked the 150th anniversary of the railways in Norway and proved a worthy celebration. Punctuality has never been better, rail traffic is growing, and in summer 2004 the Norwegian Parliament took the historic decision to invest NOK 26.4 billion in developing a competitive rail network over the ten years from 2006 to 2015. In other words, the anniversary year not only provided the opportunity for a nostalgic look back, but also confirmed that the railways will continue to play a central role in the years ahead. In line with Parliament’s decision, value our good working relationship with autumn 2005. This brings us one step clo- Jernbaneverket has drawn up an action the trade unions. The railway has a culture ser to our goal of an efficient, modern rail programme which, if implemented, will and a historic legacy which need to be network in the Oslo region. -
Jernbaneverket
On track in 2008 A brief look at the activities of Jernbaneverket Director General Elisabeth Enger is preparing for record railway investments and recruiting more and more young people to Jernbaneverket, the Norwegian National Rail Administration ALL ABoard! 155 years of Norwegian Contents railway history All aboard! 155 years of Norwegian railway history 2 1854 Norway’s first railway line opens, linking Kristiania As Jernbaneverket’s new Director General, I see a high level of commitment to Key figures 2 (now Oslo) with Eidsvoll. the railways – both among our employees and others. Many people would like 1890-1910 Railway lines totalling 1 419 km are built in Norway. All aboard! 3 to see increased investment in the railway, which is why the strong political will 1909 The Bergen line is completed at a cost equivalent to This is Jernbaneverket 4 the entire national budget. to achieve a more robust railway system is both gratifying and inspirational. 2008 in brief 6 1938 The Sørland line to Kristiansand opens. Increased demand for both passenger and freight transport is extremely positive Working for Jernbaneverket 8 1940-1945 The German occupation forces take control of NSB, because it is happening despite the fact that we have been unable to offer our Norwegian State Railways. Restrictions on fuel Construction 14 loyal customers the product they deserve. Higher funding levels are now providing consumption give the railway a near-monopoly on Secure wireless communication 18 transport. The railway network is extended by grounds for new optimism and – slowly but surely – we will improve quality, cut Think green – think train 20 450 km using prisoners of war as forced labour. -
Hydrogen and Batteries for Propulsion of Freight Trains in Norway
Hydrogen and Baeries for Propulsion of Freight Trains in Norway Federico Zenith Steffen Møller-Holst Magnus Thomassen Birmingham, July 4–5, 2016 Outline Non-Electrified Railways in Norway Alternaves for Electrificaon Techno-Economical Analysis 1 Outline Non-Electrified Railways in Norway Alternaves for Electrificaon Techno-Economical Analysis 2 Norwegian Railway Network Focus on non-electrified lines (in red) • Røros and Solør lines (381 km, 94 km) – Catenary officially proposed – “Backup” for Dovre line • Rauma line (111 km) – Scenic line for tourists – Catenary not desirable • Nordland line, 731 km – To be partly electrified (130 km) – Up to 19 ‰ slope • Policians: “Please electrify everything” • Railway authority asked SINTEF 3 Freight on Nordland line Alternaves for Railway Electrificaon in Norway As considered in SINTEF’s study • Alternaves considered: – Biofuels – Natural gas – Hydrogen – Baeries – Diesel – Catenary – Hybrids • Evaluaon criteria – Environment – Technology readiness – Regulatory framework – Economy – Flexibility & robustness 4 Alternaves for Railway Electrificaon in Norway As considered in SINTEF’s study • Alternaves considered: – Biofuels – Natural gas – Hydrogen – Baeries – Diesel – Catenary – Hybrids • Evaluaon criteria – Environment – Technology readiness – Regulatory framework – Economy – Flexibility & robustness Freight on Nordland line 4 • Crosses polar circle • Strong winds (few or no trees) • Ice formaon on infrastructure 10-hour cab rides on Youtube (“Nordlandsbanen minu for minu”) The Nordland Line • Single-track