DOCSLIB.ORG

Archives of Economic History Apxeion Oikonomikh™ I™Topia™

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Archives of Economic History Apxeion Oikonomikh™ I™Topia™ ARCHIVES OF ECONOMIC HISTORY Volume ÃVII No 2 July–December 2005 APXEION OIKONOMIKH™ I™TOPIA™ TfiÌÔ˜ XVπI T‡¯Ô˜ 2 πÔ‡ÏÈÔ˜–¢ÂΤ̂ÚÈÔ˜ 2005 CONTENTS - ¶EPIEXOMENA A.R. LEEN–B. MELNIKAS: The knowledge–based economy: Market–based development strategies for the EU . 5 R.P. ZUIDEMA: A new millennium currency as International Yardstick . 19 A.D. KARAYIANNIS: Economic Effects of Technological Progress in the early Classical period (1800–1840): A synoptic review . 29 G.E. HALKOS–N.C. KYRIAZIS: A game theory approach to institutional change . 63 A. PAPADASKALOPOULOS–M. CHRISTOFAKIS–A. KARAGANIS– J. KONSOLAS: Trans–European Transport Networks: The developmental contribution of Via Egnatia motorway in Northern Greece . 91 V. PATSOURATIS: The determinants of intergovernmental grants . 123 N. PAPASYRIOPOULOS: The ex–dividend price behavior of dually listed international stocks . 139 BOOKS, MAGAZINES AND ARTICLES RECEIVED . 169 BOOK REVIEWS . 171 ATHENS - A£HNAI, 2005 Archives of Economic History / Aگ›ÔÓ OÈÎÔÓÔÌÈ΋˜ IÛÙÔÚ›·˜, XVIπ/2/2005 5 THE KNOWLEDGE–BASED ECONOMY: MARKET–BASED DEVELOPMENT STRATEGIES FOR THE EU A.R. LEEN* B. MELNIKAS** Abstract Possibilities for the development of new forms of economic, social and technological headway designed to create and further improve economies based on knowledge are analyzed here. The ideas are imbedded in the idea of the market as a discovery procedure. The main emphasis is put on national and regional economic specialization in the situation of the development of the European Union. Clusterization oriented towards the increase of efficiency of various national and regional economies is a critical precondition –as is proved by historical examples– for the successful creation of a modern economy based on knowledge. The proposal creates a framework for freedom and underpins the conditions for a prosperous society, it does not generate them. JEL classification: B25, D02, D85, O33, R11. Keywords: Market economy, knowledge–based society, European Union. 1. Introduction A market economy makes use of much more knowledge then ever possible will be used in a centrally planned economy. This for the reason that not only it makes use of scientific knowledge, which in principle can be centralized, but also of the unique knowledge in the possession of individuals. This last form of knowledge is impossible to centralize. Often just for the reason that individual do not know they possess it, before the problem arises to use it. By the price system, the system of profit and loss (competition), individuals are stimulated to use their knowledge. The whole organization of the market serves mainly the need of spreading the * Professor of Leiden University. ** Professor of Vilnius Gediminas Technical University (Lithuania). 6 A.R. Leen–B. Melnikas information on which buyers act (Hayek, 1982, Vol. I, pp. 15-17). What is the role of the government in the market process, as far as the dissemination of knowledge is concerned? How, in particular, should the assistance of the government look in the multi-cultural environment of the European Union (EU)? The future of the EU lies in the recognition of the correct role of the EU in this process of creating possibilities for the development of new forms of economic, social and technological headway designed to create and further improve economies based on knowledge. This means that key issues are to be considered as issues of sustaining the knowledge based society. Striving to find answers determines the necessity of elaboration and implementation of appropriate strategies. An approach towards the way how long term strategies designed to create it should be prepared. The objective of the research is the proof that a priority is the urge of technological advancement and enhancement of compatibility and productivity using such opportunities as specialization of national and regional economies, creation of clusters and their networks, as well as the development of so called economic “oases” and hyper-clusters. The main result is the concept of strategies oriented towards integration and synthesis. The basis for which is the universal principle of creation of a new quality. 2. Theoretical background: the Austrian market-based vision on the role of knowledge For the government it is impossible to know how to act in order to stimulate the knowledge economy. Indeed, the government can use scientific knowledge in its decision making, but never the decentralized knowledge every individual does possess of. The lack of knowledge is essential. A fact recognized and further expanded on in economic science, and especially Austrian economics. In 1871 Carl Menger's value theory turned the value theory of the classical economists upside down. The classi-cal (Ricardian) theory held that cost of production determines the normal value of consump- tion goods. In contrast, Menger's the-ory held that the value of consumption goods ultimately determines the cost of production. Value is an expression of judgements concern-ing future usefulness in meeting consumer wants. Prices are never determined by costs of production; the reverse is true. Think of it. The knowledge–based economy: Market–based development strategies for the EU 7 There is no reason to expect the producer to wait on, e.g., a general sales tax to increase his prices if he could have done so before. Since the selling price is already set at a “maximum”; a rise in costs, ic. an imposed general sales tax, cannot raise the price any further. Israel Kirzner describes modern Austrianism as an authen-tic extension of Menger's older static subjectivism: a consequent dynamic subjectivism. Its, the two central figures are Ludwig von Mises and Friedrich Hayek. Both authors focus on market adjustment processes. Kirzner, building his theory as Mises and Hayek did, believes that one of the greatest failures of neoclassical (equilibrium) analysis is that it assumes equilibrium is actually brought about. The real problem for modern Austrians is to describe the possible realization of an equi-li-brium as the result of “the systematic way in which plan revisions are made as a consequence of the disappointment of earlier plans” (Kirzner, 1962, p. 381). For Mises and Hayek adjustment is a sys- tematic sequence of decisions. The individual decision unit is not only maximizing, but is also finding out the relevant ends-means relation-ship. This opened the way for incorporating learning into our understanding of market pro-cesses. Hayek's extension of sub-jectivism was to describe the process as one of learning by discovery. Endogenous change in the ends- means relationship –says Kirzner– is possible with the entrepreneurial element in each individual market participant: alertness. Alertness is the propensity toward fresh goals and the discovery of hitherto unknown resources. A disequilibrium situation points to market ignorance. From it emerge profitable opportunities that are exploited by alertness. Alertness gives a more realistic image of human action (and hence real choice) and makes possible the description of the market as a unified discovery process. “[The] ‘alertness’ view of the entrepreneurial role rejects the thesis that if we attribute genuine novelty to the entrepreneur, we must neces-sarily treat entreprene-urially generated market events as not related to earlier market events in any systematic way. The genuine novelty [...] attribute[d] to the entrepreneur consists in his spontaneous discovery of the opportunities marked out by earlier market conditions (or by future market conditions as they would be in the absence of his own actions)” […] “[These] entrepreneurial discoveries are the steps through which any possible tendency toward market equilib-rium must proceed” (Kirzner, 1985, pp. 11-12). 8 A.R. Leen–B. Melnikas 3. Theoretical background: universal principle of “creation of the new quality” The role of the government is spreading scientific knowledge: the knowledge infrastructure of the society. The concepts of the knowledge- based society and economy can be defined in a number of ways. (Boldrin and Canova, 2001; Cohendet and Stojak, 2005; David and Foray, 2002; Goeransson and Soederberg, 2005; Grace and Butler, 2005; Huseman and Godman, 1999). We suggest one of the most relevant versions. It is the society where social, economic and cultural progress is determined by the ability to create and efficiently apply new knowledge, and where creation of knowledge and promotion of innovations become priority. It is the economy where development is determined by creation of knowledge and technologies, implementation of high technologies in all spheres, along with the priority orientation towards the use of products created by the means of high technologies. Creation of the knowledge based economy as a key priority of the further enlargement of the EU could be defined as an especially complex process towards formation of the brand new society and the qualitatively new life style. (Melnikas and Reichelt, 2004). What is more, this process is of “double” complexity. First, compared to the “traditional” economy it is considered as qualitatively new. Second, it is completed in the situation of the enlargement of the EU, which means that qualitative changes have been happening in the EU. Examining possibilities and prospects we apply the “universal principle of the creation of new quality. New quality always develops by amalgamation when elements of different origin that never had belonged to the same system collide. The principle develops and
Load more

Recommended publications
  • Podzemne Željeznice U Prometnim Sustavima Gradova
    Podzemne željeznice u prometnim sustavima gradova Lesi, Dalibor Master's thesis / Diplomski rad 2017 Degree Grantor / Ustanova koja je dodijelila akademski / stručni stupanj: University of Zagreb, Faculty of Transport and Traffic Sciences / Sveučilište u Zagrebu, Fakultet prometnih znanosti Permanent link / Trajna poveznica: https://urn.nsk.hr/urn:nbn:hr:119:523020 Rights / Prava: In copyright Download date / Datum preuzimanja: 2021-10-04 Repository / Repozitorij: Faculty of Transport and Traffic Sciences - Institutional Repository SVEUČILIŠTE U ZAGREBU FAKULTET PROMETNIH ZNANOSTI DALIBOR LESI PODZEMNE ŽELJEZNICE U PROMETNIM SUSTAVIMA GRADOVA DIPLOMSKI RAD Zagreb, 2017. Sveučilište u Zagrebu Fakultet prometnih znanosti DIPLOMSKI RAD PODZEMNE ŽELJEZNICE U PROMETNIM SUSTAVIMA GRADOVA SUBWAYS IN THE TRANSPORT SYSTEMS OF CITIES Mentor: doc.dr.sc.Mladen Nikšić Student: Dalibor Lesi JMBAG: 0135221919 Zagreb, 2017. Sažetak Gradovi Hamburg, Rennes, Lausanne i Liverpool su europski gradovi sa različitim sustavom podzemne željeznice čiji razvoj odgovara ekonomskoj situaciji gradskih središta. Trenutno stanje pojedinih podzemno željeznićkih sustava i njihova primjenjena tehnologija uvelike odražava stanje razvoja javnog gradskog prijevoza i mreže javnog gradskog prometa. Svaki od prijevoznika u podzemnim željeznicama u tim gradovima ima različiti tehnički pristup obavljanja javnog gradskog prijevoza te korištenjem optimalnim brojem motornih prijevoznih jedinica osigurava zadovoljenje potreba javnog gradskog i metropolitanskog područja grada. Kroz usporedbu tehničkih podataka pojedinih podzemnih željeznica može se uvidjeti i zaključiti koji od sustava podzemnih željeznica je veći i koje oblike tehničkih rješenja koristi. Ključne riječi: Hamburg, Rennes, Lausanne, Liverpool, podzemna željeznica, javni gradski prijevoz, linija, tip vlaka, tvrtka, prihod, cijena. Summary Cities Hamburg, Rennes, Lausanne and Liverpool are european cities with different metro system by wich development reflects economic situation of city areas.
    [Show full text]
  • IINFORMATION for the DISABLED Disclaimer
    Embassy of the United States of America Athens, Greece October 2013 IINFORMATION FOR THE DISABLED Disclaimer: The following information is presented so that you have an understanding of the facilities, laws and procedures currently in force. For official and authoritative information, please consult directly with the relevant authorities as described below. Your flight to Greece: Disabled passengers and passengers with limited mobility are encouraged to notify the air carrier/tour operator of the type of assistance needed at least 48 hours before the flight departure. Athens International Airport facilities for the disabled include parking spaces, wheelchair ramps, a special walkway for people with impaired vision, elevators with Braille floor-selection buttons, etc. For detailed information on services for disabled passengers and passengers with limited mobility, please visit the airport’s website, www.aia.gr Hellenic Railways Organization (O.S.E.): In Athens, the railway office for persons with disabilities is at Larissa main station. Open from 6 AM to midnight, it can be reached at tel.: 210-529-8838, in Thessaloniki at tel.: 2310-59-9071. Information on itineraries, fares and special services provided by the O.S.E. is available at: http://www.ose.gr. Recorded train schedule information can be obtained via Telephone number 1110. Ferries: The Greek Ministry of Merchant Marine reports most ferry companies offer accessibility and facilities for people with disabilities and has posted a list of companies on its website, www.yen.gr. For information concerning ferry schedules, please consult www.gtp.gr Athens Metro: Metro service connects Athens International Airport directly with city center.
    [Show full text]
  • Athens Metro Athens Metro
    ATHENSATHENS METROMETRO Past,Past, PresentPresent && FutureFuture Dr. G. Leoutsakos ATTIKO METRO S.A. 46th ECCE Meeting Athens, 19 October 2007 ATHENS METRO LINES HELLENIC MINISTRY FORFOR THETHE ENVIRONMENT,ENVIRONMENT, PHYSICALPHYSICAL PLANNINGPLANNING ANDAND PUBLICPUBLIC WORKSWORKS METRO NETWORK PHASES Line 1 (26 km, 23 stations, 1 depot, 220 train cars) Base Project (17.5 km, 20 stations, 1 depot, 168 train cars) [2000] First phase extensions (8.7 km, 4 stations, 1 depot, 126 train cars) [2004] + airport link 20.9 km, 4 stations (shared with Suburban Rail) [2004] + 4.3 km, 3 stations [2007] Extensions under construction (8.5 km, 10 stations, 2 depots, 102 train cars) [2008-2010] Extensions under tender (8.2 km, 7 stations) [2013] New line 4 (21 km, 20 stations, 1 depot, 180 train cars) [2020] LINE 1 – ISAP 9 26 km long 9 24 stations 9 3.1 km of underground line 9 In operation since 1869 9 450,000 passengers/day LENGTH BASE PROJECT STATIONS (km) Line 2 Sepolia – Dafni 9.2 12 BASE PROJECT Monastirakiι – Ethniki Line 3 8.4 8 Amyna TOTAL 17.6 20 HELLENIC MINISTRY FORFOR THETHE ENVIRONMENT,ENVIRONMENT, PHYSICALPHYSICAL PLANNINGPLANNING ANDAND PUBLICPUBLIC WORKSWORKS LENGTH PROJECTS IN OPERATION STATIONS (km.) PROJECTS IN Line 2 Ag. Antonios – Ag. Dimitrios 30.4 27 Line 3 Egaleo – Doukissis Plakentias OPERATION Doukissis Plakentias – Αirport Line 3 (Suburban Line in common 20.7 4 use with the Metro) TOTAL 51.1 31 HELLENIC MINISTRY FORFOR THETHE ENVIRONMENT,ENVIRONMENT, PHYSICALPHYSICAL PLANNINGPLANNING ANDAND PUBLICPUBLIC WORKSWORKS
    [Show full text]
  • Athens, Greece Smarter Cities Challenge Report
    Athens, Greece Smarter Cities Challenge report Contents 1. Executive summary 2 2. Introduction 5 A. The IBM Smarter Cities Challenge 5 B. The challenge 7 3. Findings, context, approach and roadmap 8 A. Findings, context and approach 8 B. Roadmap 10 4. Recommendations 12 1. Strengthen regulation enforcement in the city centre 12 Recommendation 1.1: Use technology to strengthen enforcement 15 Recommendation 1.2: Make it easier for people to adhere to regulations 19 2. Develop a comprehensive multimodal transportation strategy 21 Recommendation 2.1: Define and ensure compliance with rules on parking for tourist buses 22 Recommendation 2.2: Improve pedestrian streets and prioritise additional streets for conversion 24 Recommendation 2.3: Establish a long-term strategy to reduce the use of cars 30 3. Deploy intelligent transportation technology 32 Recommendation 3.1: Deploy an Operations Centre to aggregate data and to monitor and coordinate mobility for Attica 35 Recommendation 3.2: Redeploy and upgrade the Regional Traffic Management System 38 Recommendation 3.3: Deploy video analytics system 42 4. Cultivate public and private information sharing 44 Recommendation 4.1: Engage public and private businesses and citizens in cooperation through Open Data 46 Recommendation 4.2: Engage with inter-agency stakeholders to enable real-time information hub 47 5. Engage Athenians on the transportation vision through multimedia 48 Recommendation 5: Launch a campaign to engage the public to help reduce congestion and reclaim public spaces 52 6. Set the foundation for a Metropolitan Transportation Authority 53 Recommendation 6: Align governance with goals 58 5. Conclusion 59 6. Appendix 60 A.
    [Show full text]
  • Athens Metro Lines Development Plan and the European Union Infrastructure, Transport and Networks
    AHARNAE Kifissia M t . P ANO Lykovrysi KIFISSIA e LIOSIA Zefyrion n t LEGEND e l i Metamorfosi KAT OPERATING LINES METAMORFOSI Pefki Nea Penteli LINE 1, ISAP IRAKLIO Melissia LINE 2, ATTIKO METRO LIKOTRIPA LINE 3, ATTIKO METRO Kamatero MAROUSSI METRO STATION Iraklio FUTURE METRO STATION, ISAP Penteli IRAKLIO NERATZIOTISSA OTE EXTENSIONS Nea Filadelfia LINE 2, UNDER CONSTRUCTION KIFISSIAS NEA Maroussi LINE 3, UNDER CONSTRUCTION IRINI PARADISSOS Petroupoli IONIA LINE 3, TENDERED OUT Ilion PEFKAKIA Nea Vrilissia LINE 2, UNDER DESIGN Ionia Aghioi OLYMPIAKO PENTELIS LINE 4, UNDER DESIGN & TENDERING AG.ANARGIRI Anargyri STADIO PERISSOS Nea "®P PARKING FACILITY - ATTIKO METRO Halkidona SIDERA DOUK.PLAKENTIAS Anthousa Suburban Railway Kallitechnoupoli ANO Gerakas PATISSIA Filothei Halandri "®P o ®P Suburban Railway Section " Also Used By Attiko Metro e AGHIOS HALANDRI l "®P ELEFTHERIOS ALSOS VEIKOU Railway Station a ANTHOUPOLI Galatsi g FILOTHEI AGHIA E KATO PARASKEVI PERISTERI . PATISSIA GALATSI Aghia Peristeri THIMARAKIA P Paraskevi t Haidari Psyhiko "® M AGHIOS NOMISMATOKOPIO AGHIOS Pallini NIKOLAOS ANTONIOS Neo PALLINI Pikermi Psihiko HOLARGOS KYPSELI FAROS SEPOLIA ETHNIKI AGHIA AMYNA P ATTIKI "® MARINA "®P Holargos DIKASTIRIA Aghia PANORMOU ®P ATHENS KATEHAKI Varvara " EGALEO ST.LARISSIS VICTORIA ATHENS ®P AGHIA ALEXANDRAS " VARVARA "®P ELEONAS AMBELOKIPI Papagou Egaleo METAXOURGHIO OMONIA EXARHIA Korydallos Glyka PEANIA-KANTZA AKADEMIA GOUDI Nera PANEPISTIMIO KERAMIKOS "®P MEGARO MONASTIRAKI KOLONAKI MOUSSIKIS KORYDALLOS ZOGRAFOU THISSIO EVANGELISMOS Zografou Nikea ROUF SYNTAGMA ANO ILISSIA Aghios KESSARIANI PAGRATI Ioannis ACROPOLI Rentis PETRALONA NIKEA Tavros Keratsini Kessariani RENTIS SYGROU-FIX P KALITHEA TAVROS "® NEOS VYRONAS MANIATIKA Spata KOSMOS LEFKA Pireaus AGHIOS Vyronas s MOSHATO IOANNIS o Peania Dafni t KAMINIA Moshato Ymittos Kallithea t Drapetsona PIRAEUS DAFNI i FALIRO Nea m o Smyrni Y o Î AGHIOS Ilioupoli DIMOTIKO DIMITRIOS .
    [Show full text]
  • Zitron Metro References
    1 of 20 ZITRON METRO REFERENCES No. Project Client Contractor Fan Type Qty Country Year 1 LINEA 5 METRO MADRID FLATTER ZVM 1-12-18,5/6 28 SPAIN 1997 2 LINEA 5 METRO MADRID ISOLUX WAT, S.A. ZVM 1-12-18,5/6 30 SPAIN 1997 3 LINEA 4 METRO MADRID ISOLUX WAT, S.A. ZVP 1-12-18,5/6 -3,7/12 + ZVM 1-18-30/8 10 SPAIN 1997 4 LINEA 4 METRO MADRID ISOLUX WAT, S.A. ZVP 1-12-18,5/6 -3,7/12 + ZVM 1-18-30/8 10 SPAIN 1997 5 ESTACION ALAMEDA II METRO LISBOA MAQUINTER-SOTECNICA ZVM 1-20-75/6-7,5/12 + ZVM 1-10-18/6-3,7/12 + ZVM 1-10-8,5/6-1,8/12 8 PORTUGAL 1998 6 ESTACION ALAMEDA II METRO LISBOA MAQUINTER-SOTECNICA ZVM 1-20-75/6-7,5/12 + ZVM 1-10-18/6-3,7/12 + ZVM 1-10-8,5/6-1,8/12 8 PORTUGAL 1998 7 ESTACION ALAMEDA II METRO LISBOA MAQUINTER-SOTECNICA ZVM 1-20-75/6-7,5/12 + ZVM 1-10-18/6-3,7/12 + ZVM 1-10-8,5/6-1,8/12 8 PORTUGAL 1998 8 LINEA 5 METRO MADRID ATIL - COBRA ZVM 1-18-30/8 + ZVP 1-12-18,5/6-3,7/12 + JZ 7-15/2 8 SPAIN 1998 9 LINEA 5 METRO MADRID ATIL - COBRA ZVM 1-18-30/8 + ZVP 1-12-18,5/6-3,7/12 + JZ 7-15/2 8 SPAIN 1998 10 LINEA 5 METRO MADRID ATIL - COBRA ZVM 1-18-30/8 + ZVP 1-12-18,5/6-3,7/12 + JZ 7-15/2 8 SPAIN 1998 11 LINEA 11 METRO MADRID ELECNOR ZVM 1-18-30/8 + ZVP 1-14-23/6-4,5/12 10 SPAIN 1998 12 LINEA 11 METRO MADRID ELECNOR ZVM 1-18-30/8 + ZVP 1-14-23/6-4,5/12 10 SPAIN 1998 13 LINEA 4 METRO MADRID ISOLUX WAT, S.A.
    [Show full text]
  • Extreme Weather
    THE INTERNATIONAL LIGHT RAIL MAGAZINE www.lrta.org www.tautonline.com MAY 2017 NO. 953 KEEPING RUNNING IN EXTREME WEATHER Los Angeles: Measure M funding boosts LRT expansion Terror targets the St Petersburg Metro US draft budget freezes out transit 14 hurt as Hong Kong tram overturns UK tram-train Chaos theory 05> £4.40 Under scrutiny yet Making sense of the looking to 2018 Charleroi Metro 9 771460 832050 Phil Long “A great event, really well organised and the dinner, reception and exhibition space made for great networking time.” Andy Byford – CEO, Toronto Transit Commission MANCHESTER “I really enjoyed the conference and made some helpful contacts. Thanks for bringing such a professional event together.” 18-19 July 2017 Will Marshall – Siemens Mobility USA Topics and themes for 2017 include: > Rewriting the business case for light rail investment > Cyber security – Responsibilities and safeguards > Models for procurement and resourcing strategies > Safety and security: Anti-vandalism measures > Putting light rail at the heart of the community > Digitisation and real-time monitoring > Street-running safety challenges > Managing obsolescence > Next-generation driver aids > Wire-free solutions > Are we delivering the best passenger environments? > Composite and materials technologies > From smartcard to smartphone ticketing > Rail and trackform innovation > Traction energy optimisation and efficiency > Major project updates Confirmed speakers include: > Paolo Carbone – Head of Public Transport Capital Programmes, Transport Infrastructure Ireland > Geoff Inskip – Chairman, UKTram > Jane Cole – Managing Director, Blackpool Transport > Allan Alaküla – Head of Tallinn EU Office, City of Tallinn > Andres Muñoz de Dios – Director General, MetroTenerife > Tobyn Hughes – Managing Director (Transport Operations), North East Combined Authority > Alejandro Moreno – Alliance Director, Midland Metro Alliance > Ana M.
    [Show full text]
  • The World of Metro Rail in Pictures
    THE WORLD OF METRO RAIL IN PICTURES "Dragon Boat Architecture" at Jiantan Metro Station, Taipei, Taiwan By Dr. F.A. Wingler, Germany, July 2020 Dr. Frank August Wingler Doenhoffstrasse 92 D 51373 Leverkusen [email protected] http://www.drwingler.com - b - 21st Century Global Metro Rail in Pictures This is Part II of a Gallery with Pictures of 21st Century Global Metro Rail, with exception of Indian Metro Rail (Part I), elaborated for a book project of the authors M.M. Agarwal, S. Chandra and K.K. Miglani on METRO RAIL IN INDIA . Metros across the World have been in operation since the late 1800s and transport millions of commuters across cities every day. There are now more than 190 Metro Installations globally with an average of about 190 million daily passengers. The first Metro Rail, that went underground, had been in London, England, and opened as an underground steam train for the public on 10st January 1863: llustration of a Train at Praed Street Junction near Paddington, 1863; from: History Today, Volume 63, Issue 1, January, 2013 Vintage London Underground Steam Train; Source “Made up in Britain” 1 Thed worl over, the 21st Century observed the opening of many new Metro Lines, the extension o f existing Metro Systems and the acquisition of modern Rolling Stocks, mostly in Asian Countries. In the last decades Urban Rail Transits in China developed fastest in the world. Urban Rail Transit in the People's Republic of China encompasses a broad range of urban and suburban electric passenger rail mass transit systems including subway, light rail, tram and maglev.
    [Show full text]
  • A Questionnaire Study About Fire Safety in Underground Rail Transportation Systems
    A questionnaire study about fire safety in underground rail transportation systems Karl Fridolf, Daniel Nilsson Department of Fire Safety Engineering and Systems Safety Lund University, Sweden Brandteknik och Riskhantering Lunds tekniska högskola Lunds universitet Lund 2012 A questionnaire study about fire safety in underground rail transportation systems Karl Fridolf, Daniel Nilsson Lund 2012 A questionnaire study about fire safety in underground rail transportation systems Karl Fridolf, Daniel Nilsson Report 3164 ISSN: 1402-3504 ISRN: LUTVDG/TVBB--3164--SE Number of pages: 25 Illustrations: Karl Fridolf Keywords questionnaire study, fire safety, evacuation, human behaviour in fire, underground rail transportation system, metro, tunnel. © Copyright: Department of Fire Safety Engineering and Systems Safety, Lund University Lund 2012. Brandteknik och Riskhantering Department of Fire Safety Engineering Lunds tekniska högskola and Systems Safety Lunds universitet Lund University Box 118 P.O. Box 118 221 00 Lund SE-221 00 Lund Sweden [email protected] http://www.brand.lth.se [email protected] http://www.brand.lth.se/english Telefon: 046 - 222 73 60 Telefax: 046 - 222 46 12 Telephone: +46 46 222 73 60 Fax: +46 46 222 46 12 Summary A questionnaire study was carried out with the main purpose to collect information related to the fire protection of underground rail transportation systems in different countries. Thirty representatives were invited to participate in the study. However, only seven responded and finally completed the questionnaire. The questionnaire was available on the Internet and included a total of 16 questions, which were both close-ended and open-ended. Among other things, the questions were related to typical underground stations, safety instructions and exercises, and technical systems, installations and equipment.
    [Show full text]
  • “Technical Consultant Services for Thessaloniki Metro Projects” Technical Data Document Rfp-256/14 Table of Contents 1. G
    “TECHNICAL CONSULTANT SERVICES FOR THESSALONIKI METRO PROJECTS” RFP-256/14 TECHNICAL DATA DOCUMENT TABLE OF CONTENTS 1. GENERAL DATA – ADVISABILITY OF HIRING A TECHNICAL CONSULTANT 2. TECHNICAL SCOPE OF METRO PROJECTS 3. AM ACTIVITIES WITHIN THE FRAMEWORK OF THE METRO WORKS 4. THESSALONIKI METRO PROJECTS 5. CONSULTANT’S SCOPE OF SERVICES 6. DESCRIPTION OF POSITIONS AND QUALIFICATIONS OF THE CONSULTANT’S TECHNICAL PERSONNEL REQUIRED 7. SCHEDULE OF REQUIRED SERVICES Page 1 of 30 Technical Data FINAL “TECHNICAL CONSULTANT SERVICES FOR THESSALONIKI METRO PROJECTS” RFP-256/14 TECHNICAL DATA DOCUMENT 1. GENERAL DATA – ADVISABILITY OF HIRING A TECHNICAL CONSULTANT ATTIKO METRO A.E. (AM) was established by Law 1955/91 and its purpose is defined in Article 2 of the Second Article of Law 1955/91, as this was amended by Article 35 of Law 3203/03, and includes inter alia the design, construction, operation, running and development of the underground railway and Tramway network of Attica and Thessaloniki Prefectures.. The projects implemented by AM are projects requiring special technical skills involving multiple fields of expertise. AM is currently constructing the projects of the Athens Metro extension to Piraeus, the Tramway network extension to Piraeus, the Base Project of Thessaloniki Metro and its extensions to Kalamaria; moreover, at a design stage are the projects of Line 4, the extension to Ilion and to Glyfada, and projects executed on Line 1 in Athens, as well as the extensions of Thessaloniki Metro to Stavroupoli, Evosmos and the Airport. Taking the above into consideration and in order for AM to fulfill its obligations, it is necessary for it to seek the support of a specialized Technical Consultant for the projects of Thessaloniki Metro.
    [Show full text]
  • Map of Athens Metro
    M o u n t P e n t e l i k o Kifissia Zefyrion Lykovrysi KIFISSIA LEGEND KAT Metamorfosi OPERATING LINES LINE 1, ISAP Pefki Nea Penteli LINE 2, ATTIKO METRO Melissia LINE 3, ATTIKO METRO Kamatero MAROUSSI METRO STATION Iraklio Penteli EXTENSIONS IRAKLIO NERATZIOTISSA OTE LINE 2, UNDER CONSTRUCTION Nea Filadelfia LINE 3, UNDER CONSTRUCTION IRINI Maroussi NEA IONIA LINE 3, TENDERED OUT Petroupoli Ilion PEFKAKIA LINE 2, UNDER DESIGN Nea Ionia Vrilissia LINE 4, UNDER DESIGN & TENDERING Agii Anargyri OLYMPIAKO STADIO PERISSOS Legend KIPOUPOLI Nea Halkidona SIDERA DOUK.PLAKENTIAS Suburban Railway Anthousa ANO PATISSIA Gerakas Suburban Railway Section Filothei Halandri Also Used By Attiko Metro AGHIOS ELEFTHERIOS HALANDRI ALSOS VEIKOU Railway Station ANTHOUPOLI Galatsi FILOTHEI AGHIA PARASKEVI PERISTERI KATO PATISSIA GALATSI Agia Paraskevi Peristeri Haidari Psyhiko NOMISMATOKOPIO AGHIOS NIKOLAOS AGHIOS ANTONIOS Pallini PALLINI Neo Psihiko HOLARGOS Pikermi KYPSELI FAROS SEPOLIA ETHNIKI AMYNA ATTIKI AGIA MARINA Holargos DIKASTIRIA PANORMOU Agia Varvara EGALEO VICTORIA KATEHAKI ST.LARISSIS ATHENS AGHIA VARVARA ALEXANDRAS ELEONAS METAXOURGHIO EXARHIA AMBELOKIPI Papagou Egaleo OMONIA Korydallos PEANIA-KANTZA GOUDI Glyka Nera PANEPISTIMIO KERAMEIKOS MEGARO MOUSSIKIS MONASTIRAKI KOLONAKI KORYDALLOS ZOGRAFOU THISSIO EVANGELISMOS Zografou Nikea SYNTAGMA KESSARIANI ANO ILISSIA PAGRATI Agios Ioannis Redis PETRALONA ACROPOLI NIKEA Tavros Keratsini Kessariani SYGROU-FIX KALITHEA TAVROS VYRONAS MANIATIKA Spata NEOS KOSMOS Pireaus AGHIOS IOANNIS Vyronas MOSHATO s Peania o t Dafni t Moshato Ymittos i Kallithea m Drapetsona PIRAEUS DAFNI Y FALIRO t Nea Smyrni n u Ilioupoli o AGHIOS DIMITRIOS M DIMOTIKO THEATRO (AL. PANAGOULIS) AIRPORT Ilioupoli Agios Dimitrios Paleo Faliro ILIOUPOLI ALIMOS KOROPI Alimos Argyroupoli ARGYROUPOLI Koropi 0 500 1,000 2,000 May 2011 HELLINIKO m.
    [Show full text]
  • List of Longest Tunnels in the World
    SNo Name Location Length Type Year Comment New York City's main New York state, 137,000 m water supply 1 Delaware Aqueduct Water supply 1945 United States (85.1 mi) tunnel, drilled through solid rock. Southern Finland, 120,000 m 2 2 Päijänne Water Tunnel Water supply 1982 16 m cross Finland (74.6 mi) section Liaoning Province, 85,320 m 3 Dahuofang Water Tunnel Water supply 2009 8 m in diameter China (53.0 mi) longest continuous enclosed Orange–Fish River 82,800 m aqueduct in the 4 South Africa Water supply 1972 Tunnel (51.4 mi) southern hemisphere (22.5 m2 cross section) Kronoberg/Scania, 82,000 m 5 Bolmen Water Tunnel Water supply 1987 2 Sweden (51.0 mi) 8 m longest 60,400 m metro/rapid 6 Guangzhou Metro: Line 3 Guangzhou, China (37.5 mi)Excl. Metro 2005-2010 transit tunnel branch longest railway tunnel Tunel Emisor Oriente: longest 62,500 m 7 Water management in Mexico City, Mexico Waterwaste 2006-2012 waterwaste (38.8 mi) Greater Mexico City tunnel 57,100 m 8 Beijing Subway: Line 10 Beijing, China Metro 2008-2012 (35.5 mi) longest railway tunnel excluding 53,850 m Railway 9 Seikan Tunnel Tsugaru Strait, Japan 1988 urban metro (33.5 mi) Single Tube lines with intermediate stations, 74 m2 Central Bohemian 51,075 m 10 Želivka Water Tunnel Region, Czech Water supply 1972 2 (31.7 mi) 5 m Republic longest underwater section, longest English Channel, international 50,450 m Railway 11 Channel Tunnel United 1994 tunnel, second- (31.3 mi) Twin Tube Kingdom/France longest railway tunnel 2 (2×45 m + 1×18 m2) Armenia (at the time of 48,300 m 12
    [Show full text]