DOCSLIB.ORG

Alternatives for Upgrading the Nykøbing Falster - Puttgarden Railway Line

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

ALTERNATIVES FOR UPGRADING THE NYKØBING FALSTER - PUTTGARDEN RAILWAY LINE JOANNA PAULINA LAZEWSKA, S150897 Danmarks Tekniske Universitet MASTER THESIS AUGUST 2017 ALTERNATIVES FOR UPGRADING THE NYKØBING FALSTER - PUTTGARDEN RAILWAY LINE MAIN REPORT AUTHOR JOANNA PAULINA LAZEWSKA, S150897 MASTER THESIS 30 ETCS POINTS SUPERVISORS STEVEN HARROD, DTU MANAGEMENT ENGINEERING HENRIK SYLVAN, DTU MANAGEMENT ENGINEERING RUSSEL DA SILVA, ATKINS Alternatives for upgrading the Nykøbing F — Puttgarden railway line Joanna Paulina Lazewska, s150897, August 14th 2017 Preface This project constitutes the Master’s Thesis of Joanna Lazewska, s150897. The project is conducted at the Department of Management Engineering of the Technical University of Denmark in the spring semester 2017. The project accounts for 30 ECTS points. The official supervisors for the project have been Head of Center of DTU Management Engineering Henrik Sylvan, Senior Adviser at Atkins Russel da Silva, and Associate Professor at DTU Steven Harrod. I would like to extend my gratitude to Russel da Silva for providing skillful guidance through the completion of project. Furthermore, I would like to thank Henrik Silvan and Steven Harrod for, in addition to guidance, also providing the project with their broad knowledge about economic and operational aspects of railway. In addition, I would like to thank every one who has contributed with material, consultations and guidance in the completion of this project, especially Rail Net Denmark that provided materials and plans, as well as guidance at the technical aspects of the project. A special thank is given to Atkins, which has provided office facilities, computer software, and railway specialists’ help throughout the project. It would not be possible to realize project without their help. Furthermore, I want to thank all friends who have supported and motivated me throughout the project. Finally, I want to place a special thank to my sister and my parents, who made it possible for me to study at DTU and supported me through my whole education process. Joanna Łażewska Department of Engineering Management August 2017 Abstract Present thesis investigates an opportunity to upgrade the track section between Nykøbing Falster and Puttgarden up to 250 km/h. The investigation is based on the common European goal of creating common railway network that will ensure smoother and faster travels, and safer and less congested routes. Proposition of track alignment, designed according to the Danish standards, that would allow to run trains with an operational speed of 250 km/h was presented in the first part of the analysis. It is possible to increase the speed between Nykøbing Falster and Puttgarden up to 250 km/h on the major part of the track section, however some elements on the track cause limitations of the speed. Nykøbing F. station and bridge at the Guldberg Sund do not allow to increase the speed without changing the track geometry. Increasing the speed in this area would require major rebuilt and due to the large cost, the track alignment around Nykøbing station and the bridge remained unchanged, and the speed limitations were introduced instead. Problematic section between Nykøbing F. and Puttgarden is also the Fehmarn Belt tunnel. It is assumed that it is possible to run trains with 250 km/h line speed in the tunnel, however the techni- cal parameters of the tunnel shall be investigated more thoroughly in order to support this statement. Capacity analysis made for both speed alternatives: 200 km/h and 250 km/h showed greater capacity utilization for the higher line speed. It is due to unused capacity and heterogeneity of the traffic. Neither conflicts nor delays occur in the timetable, however timetable created for the needs of capacity analysis is based on the traffic assumptions and does not reflect realistic departure/arrival times that in reality would have to fit the timetable at the big stations as Copenhagen or Hamburg. In general, travel time for Inter City trains would be decreased by around 3 minutes if the line section Nykøbing F. - Puttgarden would operate with the speed of 250 km/h. In the future, when line start the operations and traffic will growth, the line may experience problems with running both high speed passenger trains and slower freight trains. Capacity analysis has been made by using RailSys software, which base calculations on UIC 406 method. Last part of the analysis revealed that project is considered as not beneficial from socio - economic point of view. In order to estimate the project’s profitability, the cost benefit analysis has been made, considering construction cost calculated for an option when line speed at Nykøbing F. - Puttgarden track section is upgraded in the planning phase, thus only marginal costs and benefits were included in the analysis. Large costs associated with construction and uncertainties associ- ated with the project, and low benefits for users, which is 3 minutes shorter travel time, returns negative results. Therefore, at this point it could be decided to not proceed with the upgrade project. However, due to the fact that line section between Nykøbing F. and Puttgarden is a part of Scandinavian - Mediterranean TEN-T corridor, and considering other high speed railway projects carried out in Europe, it may be worth to proceed with an investigation of upgrade possibilities at the Fehmarn Belt fixed link, and to invest in high speed line in Denmark. Contents 1 Motivation for the Project1 2 Background2 2.1 Political Background . 2 2.1.1 The Trans European Transport Network . 2 2.1.2 A Long-Term Green Transport Plan . 3 2.2 Traffic Background . 4 2.2.1 Passenger Traffic . 4 2.2.2 Freight Traffic . 5 2.3 Nykøbing Falster – Puttgarden Track Section . 6 2.3.1 Fehmarn Belt Tunnel . 7 2.3.2 Passenger Traffic at the Fehmarn Belt Fixed Link . 8 2.3.3 Freight Traffic at the Fehmarn Belt Fixed Link . 9 3 Norms and Regulations 10 3.1 Standards . 10 3.1.1 The National Danish Railway Norms . 10 3.1.2 Application of the Railway Regulations . 11 3.2 Track Geometry . 12 3.2.1 Horizontal Alignment . 13 3.2.1.1 Horizontal Curves . 13 3.2.1.2 Cant . 13 3.2.1.3 Cant Deficiency and Cant Excess . 15 3.2.1.4 Transition Curves . 16 3.2.1.5 Straight Track Section Between Curves . 18 3.2.1.6 Crossovers . 18 3.2.2 Vertical Alignment . 19 3.2.2.1 Gradient . 19 3.2.2.2 Vertical Curves . 20 3.3 Ballast Profile . 21 3.3.1 Ballast Profile Components . 21 3.3.2 Track Center Distance . 23 3.3.2.1 Fouling Points . 24 3.4 Structure Gauge . 24 3.4.1 Structure Gauge in Denmark . 24 3.5 Platforms . 27 3.5.1 Platforms: Width and Length . 28 3.6 Summary of the Norms . 30 4 Mathematical Model for Alignment Optimization 31 4.1 Objective . 31 4.2 Model Framework . 32 4.2.1 Model Input . 32 4.2.2 Objective Function . 34 4.2.3 Constraints . 34 4.2.4 Implementation of the Model . 36 4.3 Summary . 36 5 Track Geometry Solution 37 5.1 General Considerations about Speed Upgrade . 37 5.2 Strategy for Speed Profile Upgrade . 38 5.3 The Existing Track Geometry . 39 5.4 Upgrading Existing Track to 250 km/h . 39 5.4.1 Straightening of the Curves Radii . 40 5.4.2 Track Adjustments around Fehmarn Belt Tunnel . 41 5.4.3 Vertical Alignment . 41 5.5 Summary . 42 6 Capacity Theory 43 6.1 The UIC 406 Method . 43 6.1.1 Capacity Consumption Calculation . 44 6.1.2 Congestion . 47 6.1.3 Application . 47 7 Capacity Calculations 48 7.1 Traffic Assumptions . 48 7.2 RMCon RailSys . 49 7.3 Timetable . 49 7.3.1 The running time supplement . 50 7.3.2 Dwell Time . 51 7.3.3 Headways . 52 7.3.4 Running Time Calculations . 52 7.3.4.1 Time Supplement Percentage . 54 7.3.5 Train Types . 55 7.3.6 Braking Curves . 55 7.3.7 Block sections . 56 7.3.8 Speed Profiles . 56 7.3.8.1 Speed Profile for Base Line with Line Speed 200 km/h . 56 7.3.8.2 Speed Profile for Speed 250 km/h . 57 7.4 Exemplary Timetable . 58 7.4.1 Graphical Timetable . 59 7.5 Capacity Analysis . 60 7.5.1 Robustness of the Timetable . 61 7.5.2 Additional Train Paths . 62 8 Project Description 64 8.1 Budgeting and Financial Setup . 64 8.2 Assumptions . 65 8.2.1 Track . 65 8.2.1.1 Track layout . 65 8.2.1.1.1 Track Layout in the Fehmarn Belt tunnel . 66 8.2.1.2 Speed Profile and Curvature . 66 8.2.1.3 Superstructure . 67 8.2.1.3.1 Track Construction for 250 km/h . 67 8.2.1.3.2 Ballast Profile for 250 km/h . 67 8.2.1.3.3 Cant Optimization . 68 8.2.2 Earth Work . 71 8.2.2.1 Soil Handling: Upgrade . 71 8.2.2.1.1 Estimation of the Amount of Soil . 72 8.2.2.1.2 Drainage . 73 8.2.3 Bridges and Constructions . 73 8.2.4 Electrification System . 74 8.2.5 Power Supply . 74 8.2.6 Interlocking and Remote Control . ..
Recommended publications
  • Oversigt Over Retskredsnumre

    Oversigt Over Retskredsnumre

    Oversigt over retskredsnumre I forbindelse med retskredsreformen, der trådte i kraft den 1. januar 2007, ændredes retskredsenes numre. Retskredsnummeret er det samme som myndighedskoden på www.tinglysning.dk. De nye retskredsnumre er følgende: Retskreds nr. 1 – Retten i Hjørring Retskreds nr. 2 – Retten i Aalborg Retskreds nr. 3 – Retten i Randers Retskreds nr. 4 – Retten i Aarhus Retskreds nr. 5 – Retten i Viborg Retskreds nr. 6 – Retten i Holstebro Retskreds nr. 7 – Retten i Herning Retskreds nr. 8 – Retten i Horsens Retskreds nr. 9 – Retten i Kolding Retskreds nr. 10 – Retten i Esbjerg Retskreds nr. 11 – Retten i Sønderborg Retskreds nr. 12 – Retten i Odense Retskreds nr. 13 – Retten i Svendborg Retskreds nr. 14 – Retten i Nykøbing Falster Retskreds nr. 15 – Retten i Næstved Retskreds nr. 16 – Retten i Holbæk Retskreds nr. 17 – Retten i Roskilde Retskreds nr. 18 – Retten i Hillerød Retskreds nr. 19 – Retten i Helsingør Retskreds nr. 20 – Retten i Lyngby Retskreds nr. 21 – Retten i Glostrup Retskreds nr. 22 – Retten på Frederiksberg Retskreds nr. 23 – Københavns Byret Retskreds nr. 24 – Retten på Bornholm Indtil 1. januar 2007 havde retskredsene følende numre: Retskreds nr. 1 – Københavns Byret Retskreds nr. 2 – Retten på Frederiksberg Retskreds nr. 3 – Retten i Gentofte Retskreds nr. 4 – Retten i Lyngby Retskreds nr. 5 – Retten i Gladsaxe Retskreds nr. 6 – Retten i Ballerup Retskreds nr. 7 – Retten i Hvidovre Retskreds nr. 8 – Retten i Rødovre Retskreds nr. 9 – Retten i Glostrup Retskreds nr. 10 – Retten i Brøndbyerne Retskreds nr. 11 – Retten i Taastrup Retskreds nr. 12 – Retten i Tårnby Retskreds nr. 13 – Retten i Helsingør Retskreds nr.
  • Ring 3 Letbane VVM

    Ring 3 Letbane VVM

    Ring 3 Letbane VVM Hvidbog fra forudgående høring September 2014 Ring 3 Letbane VVM Udgivet af: Transportministeriet Frederiksholms Kanal 27F 1220 København K Udarbejdet af: Transportministeriet ISBN: 978-87-91511-92-9 Ring 3 Letbane VVM Indhold 1. Indledning ..........................................................................................5 2. Sammenfattende vurdering ............................................................... 6 3. Beskrivelse af det fremlagte projekt ................................................... 7 4. Høringssvar ....................................................................................... 9 4.1. Linjeføring og stationer ........................................................... 9 4.1.1. Forslag til alternative linjeføringer og stationer ........... 10 4.1.2. Vige- og vendemuligheder ............................................ 14 4.1.3. Øvrige alternativer, hurtigbusser (BRT) og stier .......... 14 4.2. Trafikale forhold ..................................................................... 15 4.3. Støj og vibrationer .................................................................. 16 4.4. Visuelle forhold ....................................................................... 17 4.5. Håndtering af regnvand .......................................................... 17 4.6. Øvrige gener og påvirkninger ................................................. 18 4.6.1. Magnetfelter .................................................................. 18 4.6.2. Risiko for sætningsskader ............................................
  • Planning for the German Rail Access Route to the Fehmarn Belt Fixed Link

    Planning for the German Rail Access Route to the Fehmarn Belt Fixed Link

    Planning for the German rail access route to the Fehmarn Belt Fixed Link (Lubeck - Fehmarn section) 2014-DE-TM-0224-S Scandinavian-Mediterranean Multi-Annual Call Funding Objective 1 Member State(s) involved: Germany C:\Temp\fichemaps\20150630AfterCorrs\2014-DE-TM-022 (Coordinating) Applicant: Bundesministerium fur Verkehr und digitale Infrastruktur Implementation schedule: Image found and displayed. Start date: January 2014 End date: December 2020 Requested funding: Total eligible costs: €83 347 500 Requested funding: €41 673 750 Requested EU support: 50.00% Back in 2007 Denmark and Germany agreed to build a fixed link to replace the Recommended funding: ferry route linking their countries and reduce the crossing of the strait of one hour and provide more crossing capacity between their countries. The Action is located Recommended total eligible on the Scandinavian - Mediterranean Core Network Corridor, is a pre-identified €68 447 500 costs: project and is part of a Global Project which aims at connecting central Europe to Recommended funding: €34 223 750 the Nordic countries. While Denmark is responsible to build a combined road and rail tunnel, Germany is going to build the associated rail access route on the Recommended EU support: 50.00% German side. The proposed study is about compiling the final design and approval planning documents which will secure planning consent for the section of double- track electrified line between Lübeck and Puttgarden and will provide the basis for the call to tender for building and construction works. Evaluation Remarks The proposed Action in its reduced scope is extremely relevant and very mature. The bilateral agreement on the construction of the Fehmarn Belt Fixed Link and its associated access routes was formalised in a treaty signed in September 2008.
  • CURRICULUM VITAE Simone Dorsch

    CURRICULUM VITAE Simone Dorsch

    CURRICULUM VITAE Simone Dorsch Education 1993 Bachelor of Applied Science (Physiotherapy), The University of Sydney 2000 Master of Health Science (Neurological Physiotherapy), The University of Sydney 2012 Doctor of Philosophy, The University of Sydney Current Employment: Australian Catholic University, February 2012 to present, Lecturer in Physiotherapy, School of Allied Health StrokeED collaboration, 2010 to present, Presenter of Stroke education workshops including; • Evidence Based Rehabilitation for Lower Limb skills after Stroke, a 3-day workshop taught nationally and internationally • 1000 reps a day, a one day workshop taught nationally and internationally • The Coaching workshop, a one day workshop taught nationally • The Balance workshop, a one or two day workshop taught nationally and internationally • Electrical Stimulation after Stroke, half day and 1-day workshops taught nationally and internationally Professional Experience Experience in curriculum development Development of movement science and neurology units for the Bachelor of Physiotherapy programme at ACU Development of workshops for the StrokeEd collaboration, 1, 2 and 3 day workshops on Stroke and aged care rehabilitation, these workshops are presented regularly nationally and internationally Clinical experience Over 20 years experience in Traumatic Brain Injury and Stroke rehabilitation 2000 to February 2018, various positions at Bankstown Hospital Stroke Unit including 8 years as a Neurology Clinical Expert in physiotherapy Professional Awards Australian Postgraduate Award 2007 ACU finalist in National 5 minute research pitch competition 2017 ACU Vice-Chancellor’s award for Excellence in Teaching and Learning 2018. This is a national University award with only one recipient, or team, being awarded each year in the undergraduate teaching category. The Neurology Team were the successful recipients of this award in recognition of the development of neurological physiotherapy units of study that are underpinned by science and evidence-based rehabilitation.
  • Die Küste, Heft 74, 2008

    Die Küste, Heft 74, 2008

    Die Küste, 74 ICCE (2008), 379-389 379 The Ports of Schleswig-Holstein Hubs of maritime economy between North and Baltic Sea and Continental Europe By GESAMTVERBAND SCHLESWIG-HOLSTEINISCHER HÄFEN C o n t e n t s 1. Introduction . 379 2. Selected Ports as Examples for the Current Situation and Development . 380 2.1 Lübeck – Germany’s largest Baltic Port . 380 2.2 Port Operating Company Brunsbüttel/Harbour Group Brunsbüttel and Glückstadt . 382 2.3 Rendsburg District Harbour . 383 2.4 Flensburg . 384 2.5 Seaport Kiel – Logistics Hub and Germany’s most important Cruise Terminal . 385 2.6 Puttgarden . 387 3. References . 389 1. I n t r o d u c t i o n The range of Schleswig-Holstein ports is manifold: High performance installations for handling large numbers of passengers, bulk and mixed cargo, as well as of Ro-Ro freight are available in the major sea ports. A consolidated network of regular ferry and freight lines provide continuous service to the Northern European States, as well as to Russia and the Baltic States. Destination and source areas of the products handled in these ports extend from the German industrial centres far into mid-, western- and southern European Sates. Nu- merous regionally important harbours open the waterways for Schleswig-Holstein’s trades and industry, afford unobstructed traffic to the islands and create an essential basis for local fisheries. Schleswig-Holstein’s ports along the Lower Elbe between Hamburg and the North Sea are partly located on junctions of the Elbe and the Kiel Canal. Due to their location, the ports of Brunsbüttel, Glückstadt and Wedel, are ideal partners for Metropolitan Hamburg in managing its streams of goods and traffic by water, rail and road.
  • Varslingsbrev Dansk Sygeplejeråd Skal Med Henvisning Til

    Varslingsbrev Dansk Sygeplejeråd Skal Med Henvisning Til

    Regionernes Lønnings- og Takstnævn c/o Danske Regioner Dampfærgevej 22 2100 København Ø Den 22. april 2021 Ref.: ELH Medlems nr.: Sagsnr.: 21/05948-2 Varslingsbrev Dansk Sygeplejeråd skal med henvisning til: Dansk Sygeplejeråd - § 5 i Hovedaftale af 22-10-2008 mellem Regionernes Løn- Kvæsthuset nings- og Takstnævn og Dansk Sygeplejeråd m.fl., Forhandling - Protokollat mellem Regionernes Lønnings- og Takstnævn og Sankt Annæ Plads 30 1250 København K Dansk Sygeplejeråd i tilknytning til ovennævnte hovedaftale af 22-10-2008, omhandlende Radiograf Rådet (tidligere Forenin- Åbningstider gen af Radiografer i Danmark), Mandag-torsdag 9.00-16.00 Fredag 9.00-15.00 - Aftale af 08-10-2020 indgået mellem Regionernes Lønnings- Tel 33 15 15 55 og Takstnævn og Forhandlingsfællesskabet om plan for for- Fax 33 15 24 55 handlingerne om fornyelse pr. 01-04-2021 af aftaler og over- enskomster om løn- og ansættelsesvilkår for personale ansat i [email protected] regionerne og dsr.dk - Sundhedskartellets brev af 14-12-2020 om Sundhedskartellets, herunder Dansk Sygeplejeråds, krav til Regionernes Lønnings- og Takstnævn om fornyelse af overenskomster og aftaler pr. 01-04-2021 varsle strejke og blokade med virkning fra døgnets begyndelse den 21-05-2021. Arbejdsstandsningen omfatter overenskomstansatte medlemmer af Dansk Sygeplejeråd og Radiograf Rådet, der er dækket af op- sagt overenskomst af 03-04-2019 for ikke-ledende personale på Sundhedskartellets område, og som er ansat ved de afdelinger, der fremgår af vedlagte bilag. I henhold til Hovedaftalens § 5, stk. 4, skal der indgås en aftale, der som minimum sikrer et nødvendigt beredskab inden for de om- råder, der vil blive berørt af en arbejdsstandsning.
  • Zero-Emission Ferry Concept for Scandlines

    Zero-Emission Ferry Concept for Scandlines

    Zero-Emission Ferry Concept for Scandlines Fridtjof Rohde, Björn Pape FutureShip, Hamburg/Germany Claus Nikolajsen Scandlines, Rodby/Denmark Abstract FutureShip has designed a zero-emission ferry for Scandlines’ Vogelfluglinie (linking Puttgarden (Germany) and Rødby (Denmark), which could be deployed by 2017. The propulsion is based on liquid hydrogen converted by fuel cells for the electric propulsion. The hydrogen could be obtained near the ports using excess electricity from wind. Excess on-board electricity is stored in batteries for peak demand. Total energy needs are reduced by optimized hull lines, propeller shape, ship weight and procedures in port. 1. Introduction The “Vogelfluglinie” denotes the connection of the 19 km transport corridor between Puttgarden (Germany) and Rødby (Denmark), Fig.1. This corridor has been served for many years by Scandlines ferries, which transport cars and trains. Four ferries serve two port terminals with specifically tailored infrastructure, Fig.2. The double- end ferries do not have to turn around in port, which contributes to the very short time in port. Combined with operating speed between 15 and 21 kn, departures can be offered every 30 minutes. After decades of unchal- lenged operation, two developments appeared on the horizon which changed the business situation for Scandli- nes fundamentally: 1. New international regulations would curb permissible thresholds for emissions from ships in the Baltic Sea: Starting from 2015, only fuels with less than 0.1% sulphur, i.e. a 90% reduction compared to present opera- tion, will be permissible for Baltic Sea shipping. Starting from 2016, Tier III of MARPOL’s nitrogen oxides (NOx) regulations will become effective.
  • Samfundsøkonomisk Analyse Af En International Kombiterminal Ved Køge

    Samfundsøkonomisk Analyse Af En International Kombiterminal Ved Køge

    Samfundsøkonomisk analyse af en International kombiterminal ved Køge Udarbejdet for: Medfinansieret af: International kombiterminal ved Køge 2 17-04-2018 Udarbejdet for: Københavns Speditørforening Udarbejdet af: Realise ApS og Sweco A/S Projektnummer: 1011.02 Forsidefoto, kilde: Skandinavisk Transport Center International kombiterminal ved Køge 3 Indhold 1. Sammenfatning ................................................................................................................................. 5 2. Indledning ........................................................................................................................................ 10 2.2. Hvor sikre er resultaterne? ......................................................................................................... 10 2.3. Afgrænsning ................................................................................................................................ 11 2.4. Læsevejledning ........................................................................................................................... 11 3. Hvorfor beskæftige sig med en international kombiterminal ved Køge? ....................................... 12 4. Behovet for en international kombiterminal ved Køge ................................................................... 15 5. Transportanalyse ............................................................................................................................. 17 5.2. Gods på bane i Danmark ............................................................................................................
  • Report 08-2021

    Report 08-2021

    Denmark Travel Guide A Picture of Frederiksborg Castle in Hellerod, Denmark Denmark is situated in northern Europe and it remains surrounded by the North Sea, the Baltic Sea, and Germany. Most of the landmass of this country is occupied by the Jutland peninsula and the remaining 500 islands cover the rest of the country. Denmark, one of the smallest Scandinavian countries, sprinkles a distinct charm with vivacious cities and quiet rustic villages. The most fascinating attraction in Denmark is the capital Copenhagen, which is one of the most vibrant cities in the world. Intriguing sightseeing attractions of Denmark include Tivoli Gardens, Copenhagen, Aarhus, Odense, Sonderborg, Aalborg, Ribe, Vejle, Randers, Skagen, Fredrikshavn, Billund, and Silkeborg. Apart from these major tourist destinations, the whole country of Denmark is stuffed with various attractions like parks, gardens, squares, and fountains entertain the tourists who assemble here from different corners of the world. Getting In Generally, people visit Denmark by air, but one can also prefer the sea or land route. Denmark is served by two major and several minor airports. The airport is connected by train to Copenhagen Central Station, and further to Malmo and the other towns in Sweden. Buses and taxis are also available from here for tourists. Sterling, SAS Scandinavian, and others connect Copenhagen with many cities in Europe and beyond. Easy Jet serves Copenhagen from London and Berlin. British Airways offers regional services to Oslo, Gothenburg, and Stockholm. Sterling and others connect the region with several cities in Europe. If you wish to reach Denmark by train, you must know that there are five direct trains per day from Hamburg to Copenhagen.
  • Specialevejledning for Oftalmologi

    Specialevejledning for Oftalmologi

    Specialevejledning for Oftalmologi 16. november 2017 Specialevejledningen er udarbejdet som led i Sundhedsstyrelsens specialeplanlægning, jf. sundhedslovens § 208, som omhandler organiseringen og varetagelsen af specialfunktioner på regionale og private sygehuse. Specialebeskrivelse Oftalmologi omfatter forebyggelse, diagnostik, behandling, palliation og rehabilitering af patienter med medfødte og erhvervede sygdomme i øjne, synsbaner, øjenhuler, tåreveje og ydre øjenomgivelser. Specialet varetager desuden forskning, udvikling og uddannelse inden for specialets områder. Kerneopgaver Opgaverne omfatter akut og elektiv diagnostik, behandling og pleje af patienter med benigne og maligne sygdomme. Behandlingen kan være både kirurgisk og medicinsk. I oftalmologi er der følgende kerneopgaver: Optiske brydningsfejl (refraktionsanomalier) Sygdomme i hornhinde (cornea) og bindehinde Grå stær (cataract) og andre sygdomme i linsen Grøn stær (glaukom) Sygdomme i nethinde og glaslegeme Sygdomme i regnbuehinde, strålelegeme og årehinde (uvea) Skelen (strabismus) Sygdomme i det ydre øje, tåreveje og øjenhule Ondartede lidelser i øje, øjenhule og øjenomgivelser (onkologi) Traumatologi og akutfunktioner Børneoftalmologi Neurooftalmologi Synshandicap Forhold af betydning for specialeplanlægning Langt størstedelen af aktiviteten i det oftalmologiske speciale er elektiv. Akutte og subakutte funktioner udgør dog en væsentlig del af indlæggelserne i oftalmologisk regi. En del sygdomme inden for oftalmologi bliver diagnosticeret og behandlet ambulant
  • Lov Om Indfødsrets Meddelelse

    Lov Om Indfødsrets Meddelelse

    Udskriftsdato: 27. september 2021 LOV nr 622 af 08/06/2016 (Gældende) Lov om indfødsrets meddelelse Ministerium: Udlændinge­ og Integrationsministeriet Journalnummer: Udlændinge­, Integrations­ og Boligmin., j.nr. 2015­9301­0015 Lov om indfødsrets meddelelse VI MARGRETHE DEN ANDEN, af Guds Nåde Danmarks Dronning, gør vitterligt: Folketinget har vedtaget og Vi ved Vort samtykke stadfæstet følgende lov: § 1. Indfødsret meddeles: 1) Alsir Abazi, Vejen. 2) Lirinda Abazi, København. 3) Dhabia Laith Abbas, Gladsaxe. 4) Waqas Ahmed Abbasi, Herlev. 5) Abdelhak Abbouch, København. 6) Athari Ezzat Kamel Abdelhasan, København. 7) Vian Abdelkarim, Egedal. 8) Guled Muqtar Abdi, Fredericia. 9) Noor Ali Abdi, Aarhus. 10) Yusuf Abdi Isse, Aalborg. 11) Abdul-Fatah Ahmed Abdille, Slagelse. 12) Farah Abdinur Muhumed, Struer. 13) Oumarou Abdoul Moumini, København. 14) Ihsan Noor Abdul Rahman, Høje-Taastrup. 15) Jenan Maher Abdul-Amir, Gentofte. 16) Aram Abdelkarim Abdullah, Hillerød. 17) Nabat Khidir Abdullah, Aarhus. 18) Said Dahir Abdulle, Aarhus. 19) Bushra Kathem Abed, Næstved. 20) Sabina Sabitovna Abieva, Tårnby. 21) Mohamad Nawaf Abou Tayoun, Greve. 22) Georges Fares Abou-Samra, Gentofte. 23) Khader Nader Abu Salha, København. 24) Shatha Jassem Mohammad Sadoun Abu-Tabra, Aarhus. 25) Afrih Ali Abwad, Køge. 26) Hamdi Mohamed Adan, København. 27) Rodwan Mehammed Aden, Aarhus. 28) Abdirahman Adyr, København. 29) Sucdi Mumin Ali Afrah, København. 30) Abdul Hasib Afzali, Aarhus. 31) Valisa Agushi, Sønderborg. 32) Victoria Agyeiwaah Agyeman, Brøndby. 33) Fatima Fahid Ahmad, Aarhus. 34) Hilala Tawfiq Ahmad, København. 35) Mahmoud Abbas Abd Al-Rahman Ahmad, Guldborgsund. 36) Mohamad Azad Ahmad, Aarhus. 37) Samihullah Farid Ahmad, Brønderslev. 38) Zikri Ramazan Ahmad, Gribskov. 39) Miya Ahmad Akhizada, Egedal.
  • The Fehmarnbelt Tunnel: Regional Development Perspectives 3

    The Fehmarnbelt Tunnel: Regional Development Perspectives 3

    The Fehmarnbelt Tunnel: Regional Development Perspectives 3 PETER LUNDHUS AND CHRISTIAN WICHMANN MATTHIESSEN THE FEHMARNBELT TUNNEL: REGIONAL DEVELOPMENT PERSPECTIVES ABSTRACT One link was within Denmark; the other two Following these new strategies, the Trans- were between nations. One link connects European Transport Network was adopted The Fehmarnbelt Link between Denmark and heavy economic centres, one joins more thinly and implemented nationally in different ways. Germany, for which in September 2008 a populated regions and the last one links Some countries have been focussing on high- bilateral government treaty was signed, is the peripheral areas. Two of them (the Great Belt speed railway infrastructures, others have last of the three links uniting transportation Link – linking the Danish islands of Zealand improved airports and seaways, and in networks in Northern Europe. The three links and Funen and the Øresund Link between Denmark the three fixed links totalling a (the Great Belt and the Øresund Link being Denmark and Sweden) have been constructed €13 billion investment have been given high the other two) are impressive mega structures and are fully operational. The third – the priority in the national transport action plans. (bridges/ tunnels) spanning international Fehmarnbelt Link between Denmark and The revision of the guidelines and the new waterways. They concentrate traffic flows Germany – was decided in 2008 on a bilateral EU initiatives regarding “Green Corridors” and create strong transport corridors and government level. The three links are intends to substantially affect funding are the basis of new regional development impressive mega structures (bridges/ tunnels) programmes of the TEN-T towards fostering regimes.