Of Tilda and Emma Dorinda D

Total Page:16

File Type:pdf, Size:1020Kb

Of Tilda and Emma Dorinda D Swedish American Genealogist Volume 30 | Number 2 Article 2 6-1-2010 The A" merica Journey" of Tilda and Emma Dorinda D. Lundin Follow this and additional works at: https://digitalcommons.augustana.edu/swensonsag Part of the Genealogy Commons, and the Scandinavian Studies Commons Recommended Citation Lundin, Dorinda D. (2010) "The A" merica Journey" of Tilda and Emma," Swedish American Genealogist: Vol. 30 : No. 2 , Article 2. Available at: https://digitalcommons.augustana.edu/swensonsag/vol30/iss2/2 This Article is brought to you for free and open access by Augustana Digital Commons. It has been accepted for inclusion in Swedish American Genealogist by an authorized editor of Augustana Digital Commons. For more information, please contact [email protected]. The “America Journey” of Tilda and Emma TEXT AND PICTURES BY DORINDA D. LUNDIN One of the most exciting moments in journals, letters, and photo albums,1 family-history research is that it was quickly apparent the essential instant when all the details of an information needed to complete the ancestor’s “America Journey” come story of Tilda’s “America Journey” together and the story is made whole. had been lost to the ravages of time. For some, the story comes easily; for others the research is more intense Tilda in Sweden and then, there are those stories that On August 5, 1871, a fourth daughter, defy retelling. For years, Matilda Tilda Charlotta, was born to Lars Charlotta Larson kept her story Peter Nilsson and his wife Stina hidden. Kajsa Knutsdotter at Lundeby #2 in Matilda, born Tilda, was my hus- Persnäs, Kalmar län, on the island band’s maternal grandmother. In an of Öland. Lars Peter, originally from effort to create a family-history web- Södra Greda in Föra,2 married Stina site, I agreed to help him research in 1858 and moved to her home and record both of his grandparents’ parish of Persnäs. They established immigration stories. They had been themselves on a farm at Södravik strangers in America, Tilda from where the first four children were Öland and Lars from Dalsland, but born: Carolina Sofia (1859), Brita these two Swedish immigrants would Marie (1862), Nils August (1865), and eventually meet, marry, raise a fam- Kristina Emeli (1867). Tilda Char- ily, and live out their American lotta (1871) and Johan Peter (1874) Tilda (Matilda) Charlotta Larson shortly after arrival in America. dreams in a coal mining town called were born after the family moved to Grassflat. Lundeby #2, a small farm that Lars income. While unconfirmed, it is a While each story would begin long Peter owned.3 plausible tale. Some of Lars Peter’s ago in Sweden, it was important that During the mid to late 1800’s much ancestors had made their livelihood each grandparent had his or her own of Sweden endured years of crop on the sea and on an island such as voice and told his or her own story. failure, over-population, and econom- Öland, even the families of sailors We hoped that through the research ic depression. Persnäs, like other found it necessary to farm the land we would uncover the details of what rural regions throughout Sweden, for sustenance.5 their lives had been like in Sweden suffered acutely from the poverty In 1880 Lars Peter died from and why they chose to leave and these times created. Economic re- consumption.6 He was only 48 years come to America. We hoped to under- covery was complicated by an estab- old. Lars Peter left a family of six stand what it had been like to jour- lished agrarian way of life that children, the youngest only 6 years ney to America as a young immigrant required labor-intesive practices, but old, a wife whose health was begin- and why each chose to locate in the of Lars Peter’s six children only one, ning to fail, and serious debt. Accord- coal-mining region of central Penn- Nils August, was old enough to help ing to the estate inventory, his assets sylvania. till his 7/18th mantal of farmland.4 were 3,135 kronor and his debts The task presented many research While I can find no record confirming 3,517 kronor.7 Life had dealt harshly challenges, but none more frustrat- this story, family history recounts with Lars Peter. ing than my efforts to detail Tilda’s that Lars Peter would occasionally After settling the estate, the voyage to America. While we were “go to sea” to supplement the family household examination records in- fortunate to have access to family Swedish American Genealogist 2010:2 1 dicate that Stina continued to live mid 1890’s Stina’s health had wors- gratis on her husband’s land, but one ened to the point where she could no by one her children left to make their longer be left alone. Now unable to own lives. Between 1878 and 1882 work away from the home, Tilda re- three daughters left to work on area alized that something must change. farms and by 1889 both sons had It was agreed that Stina would go to immigrated to America. One son, Nils Löt and live with her married daugh- August, appears to have left Sweden ter Kristina Emili, and Tilda would without obtaining the necessary per- journey to America.10, 11 Daughter mission although his name continued Tilda emigrated in 1895 Aug. 31 from to be listed as a household member. Persnäs. Only Tilda remained in Sweden to provide and care for her widowed Tilda is missing mother. Between 1895 and 1900 all traces of Tilda had become a talented dress- Tilda disappear. She does not re- maker and now she used this trade appear in any records until 1900 to support her mother. To find work, when she marries Lars Magnus she traveled about the region staying Larson in Peale, PA. A check of Amer- with her patrons while she sewed for ican census records uncover two pos- their families. Even with this income sible dates for Tilda’s emigration there was never enough money to from Sweden, 1895 and 1897,12 but, cover the expenses of her mother’s as shown above, she did leave in Emma Carolina Jonsson, a.k.a. Emma C. home. Wanting to remain indepen- 1895, though she has not been found Peterson. dent and keep Stina safe, Tilda in the Swedish databases Emihamn, who was named Emma. When Emma moved her mother to a nearby cellar Emibas, or Emiweb. Searches for her heard that Tilda was leaving for house described in family journals as arrival in East Coast ports also prove America, she pleaded with her friend a kellarstuga.8 When these accom- futile. Every effort is made to find and co-worker to go along. Her pro- modations proved too expensive to records for Tilda, including the use testations were successful for she maintain, a small cottage was ob- of alternative spellings, parallel fam- appears in photo albums with her tained behind the village school- ily searches, and pure guesses, but American family and a note that house. From time to time after Lars each ends with a dead end. “Aunt” Emma Peterson was not a real Peter’s death, usually between jobs, Today, I rely on the digital re- aunt. marriages, or emigration, family sources available to the amateur If I could find Emma’s immigra- members moved back and forth researcher, but I began researching tion details then perhaps I could find through the family home, but none family history long before many of Tilda’s, but while there was some in- stayed long enough to relieve Tilda these tools existed. In today’s media- formation about her American life, no of the physical or financial burden. saturated age it is important to re- details survived about the Swedish While it appears in 1894 that Tilda’s member that many non-digital re- Emma. older brother, Nils August, is still at sources remain available to the ama- home, a note in the entry indicates, teur family historian. The Internet . 9 The Swedish-American “… he visits in America ” and document subscription services Family records indicate that by the provide swift and convenient access church Records to primary sources once unavailable While visiting the Swenson Swedish to the non-professional genealogist, Immigration Research Center locat- but they do have limitations. As my ed at Augustana College, I had in- frustrations with Tilda’s missing in- cluded time to review their collection formation grew, a soft voice from the of Swedish-American church records. past reminded me not to forget the I knew that Tilda and her husband basic rules of research. I must slow Lars had been married in the Nebo down and carefully review all of my Lutheran Church in Peale, PA, and prior work, information, and sources. included that parish in my research The tactic proved beneficial. I had with the intent of copying the records forgotten about a story told to me that pertained to the family and early in my research. Tilda had not study them later. The records were traveled to America alone. According sparse and difficult to read. One page The “kellarstuga” in Persnäs. to family documents, Tilda had was so badly damaged it had to be worked with an assistant seamstress copied in a negative format to insure 2 Swedish American Genealogist 2010:2 its readability. me Emma’s Swedish records. Emma Though I had used these records Carolina Carlson had been born on several times since they were copied, October 14, 1873, in Högsby, Löt, I had never discovered additional Kalmar län.
Recommended publications
  • Study on Border Crossing Practices in International Railway Transport
    STUDY ON BORDER CROSSING PRACTICES IN INTERNATIONAL RAILWAY TRANSPORT Bangkok, 2018 This study was prepared by Transport Division ESCAP. The draft of the study was prepared by Mr. Goran Andreev, Consultant, under the supervision of Mr. Sandeep Raj Jain, Economic Affairs Officer, Transport Facilitation and Logistics Section (TFLS), Transport Division. Overall guidance was provided by Mr. Li Yuwei, Director, Transport Division. The study extensively benefited from the visits made by the ESCAP study team to several border crossings (in chronological order): Sukhbaatar (Mongolia), Dong Dang (Viet Nam), Padang Besar (Malaysia), Sarkhas (Islamic Republic of Iran), Rezekne (Latvia). The assistance provided by the railways, customs and other authorities at these border crossings, their officers and staff for the study is duly appreciated. Acknowledgments are also extended to the representatives of Intergovernmental Organisation for International Carriage by Rail (OTIF) and Organisation for Co- operation between Railways (OSJD), for their constructive comments on the draft Study and the contribution in providing valuable inputs on the publication. The views expressed in this guide are those of the authors and do not necessarily reflect the views of the United Nations Secretariat. The opinions, figures and estimates set forth in this guide are the responsibility of the authors, and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. The designations employed and the presentation of the material in this study do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries.
    [Show full text]
  • Belt and Road Transport Corridors: Barriers and Investments
    Munich Personal RePEc Archive Belt and Road Transport Corridors: Barriers and Investments Lobyrev, Vitaly and Tikhomirov, Andrey and Tsukarev, Taras and Vinokurov, Evgeny Eurasian Development Bank, Institute of Economy and Transport Development 10 May 2018 Online at https://mpra.ub.uni-muenchen.de/86705/ MPRA Paper No. 86705, posted 18 May 2018 16:33 UTC BELT AND ROAD TRANSPORT CORRIDORS: BARRIERS AND INVESTMENTS Authors: Vitaly Lobyrev; Andrey Tikhomirov (Institute of Economy and Transport Development); Taras Tsukarev, PhD (Econ); Evgeny Vinokurov, PhD (Econ) (EDB Centre for Integration Studies). This report presents the results of an analysis of the impact that international freight traffic barriers have on logistics, transit potential, and development of transport corridors traversing EAEU member states. The authors of EDB Centre for Integration Studies Report No. 49 maintain that, if current railway freight rates and Chinese railway subsidies remain in place, by 2020 container traffic along the China-EAEU-EU axis may reach 250,000 FEU. At the same time, long-term freight traffic growth is restricted by a number of internal and external factors. The question is: What can be done to fully realise the existing trans-Eurasian transit potential? Removal of non-tariff and technical barriers is one of the key target areas. Restrictions discussed in this report include infrastructural (transport and logistical infrastructure), border/customs-related, and administrative/legal restrictions. The findings of a survey conducted among European consignors is a valuable source of information on these subjects. The authors present their recommendations regarding what can be done to remove the barriers that hamper international freight traffic along the China-EAEU-EU axis.
    [Show full text]
  • Evaluation of Rail-Based Multimodal Transportation of Biofuels
    Evaluation of Rail-based Multimodal Transportation of Biofuels Behzad Kordnejad a, Sebastiaan Meijer a a Department of Transport Science, KTH Royal Institute of Technology SE-10044, Teknikringen 72, Stockholm, Sweden E-mail: [email protected], Phone: +46 (0) 8 790 88 17 Abstract This paper aims to analyse the internal and external factors influencing rail-based multimodal transportation of wood biofuel i.e. wood raw materials e.g. chips and branches that are used for production of energy. The analysis is conducted for the Swedish market and by using a bi-sectional qualitative framework. First, a STEEP analysis is conducted in order to analyse the external factors affecting railway transportation of biofuel. STEEP is an acronym for: Social, Technological, Economical, Environmental and Political and it is used as a strategic tool to analyse external factors that influence a business. Second, the internal factors are evaluated through the three main dimensions of sustainability: environmental, economic and social. In essence, it is the factors affecting rail transportation of biofuel and the inherent capability of the rail mode that are addressed. Albeit the two methods are to their nature qualitative approaches, the evaluation is complemented by quantitative analysis of the niche market as well as a case study. A main conclusion from the qualitative analysis is that rail transportation of biofuel faces a number challenges that in many cases are related to a relatively high share of fixed costs and operational inflexibility. The main drivers for it are commonly associated with economies of scale and the relatively low environmental impact. Estimates from the case study show that the break-even distance i.e.
    [Show full text]
  • Sessions at a Glance
    SESSIONS AT A GLANCE MONDAY 12 TUESDAY 13 WEDNESDAY 14 THURSDAY 15 11:15 - 14:00 - 15:30 - 17:00 - 08:15 - 09:45 - 11:15 - 14:00 - 15:30 - 17:00 - 08:15 - 09:45 - 11:15 - 08:15 - 09:45 - ROOM 12:30 15:15 16:45 18:15 9:30 11:00 12:30 15:15 16:45 18:15 9:30 11:00 12:30 9:30 11:00 AVII A1.1 A1.2 A1.3 A1.4 A1.5 A1.6 A1.7 A1.8 A1.9 A1.10 A1.11 A1.12 A1.13 A1.14 A1.15 AVIII D3.1 D3.2 D3.3 D3.4 D3.5 D3.6 D3.7 D3.8 D3.9 D3.10 D3.11 D3.12 D3.13 D3.14 D3.15 AII C2.1 C2.2 C2.3 C2.4 C2.5 C2.6 C2.7 C2.8 C2.9 C2.10 C2.11 C2.12 C2.13 C2.14 C2.15 AVI C4.1 C4.2 C4.3 C4.4 C4.5 C4.6 C4.7 C4.8 C4.9 C4.10 C4.11 C4.12 C4.13 D3.16 D3.17 5A A2.1 A2.2 A2.3 A2.4 A2.5 A2.6 A2.7 A2.8 A2.9 A2.10 A2.11 5B A4.1 A4.2 A4.3 A4.4 A4.5 A4.6 A4.7 A4.8 A4.9 A4.10 5C B5.1 B5.2 B5.3 B5.4 D1.1 D1.2 D1.3 D1.4 D1.5 D1.6 D1.7 D1.8 D1.9 D1.10 AIII C1.1 C1.2 C1.3 C1.4 C1.5 G4.1 G4.2 G4.3 G4.4 G4.5 G4.6 G4.7 G4.8 G4.9 G4.10 AIV B2.1 B2.2 B2.3 B2.4 B2.5 B2.6 B2.7 B2.8 B2.9 D2.1 D2.2 D2.3 D2.4 D2.5 D2.6 1.08 F1.1 F1.2 F1.3 F1.4 F1.5 F1.6 F1.7 F1.8 H2.1 H2.2 H2.3 H2.4 H2.5 H2.6 H2.7 1.13 F4.1 F4.2 F4.3 F4.4 F4.5 F4.6 F4.7 F4.8 G2.1 G2.2 G2.3 G2.4 G2.5 G2.6 0.07 B3.1 B3.2 B3.3 B3.4 B3.5 B3.6 B1.1 B1.2 B1.3+B5.5 G1.1 G1.2 G1.3 G1.4 G1.5 1.02 B4.1 B4.2 B4.3 B4.4 B4.5 B4.6 C6.1 C6.2 C6.3 G5.1 G5.2 G5.3 G5.4 G5.5 1.03 C5.1 C5.2 C5.3 C5.4 C5.5 C5.6 A3.1 A3.2 A3.3 A3.4 G3.1 G3.2 G3.3 G3.4 1.04 E3.1 E3.2 E3.3 E3.4 E3.5 E3.6 D4.1 D4.2 D4.3 D4.4 D5.1 D5.2 D5.3 1.05 F3.1 F3.2 F3.3 F3.4 F3.5 F3.6 E1.1 E1.2 E1.3 G6.1 G6.2 G6.3 1.06 F6.1 F6.2 F6.3 F6.4 F6.5 F6.6 E6.1 E6.2 E6.3 G7.1 G7.2 G7.3 1.07
    [Show full text]
  • PT. Kereta Api Indonesia and Statens Järnvägar (SJ) AB, Sweden
    ANALYSIS OF TRAIN PASSENGER RESPONSES ON PROVIDED SERVICE Case study: PT. Kereta Api Indonesia and Statens Järnvägar (SJ) AB, Sweden ABADI DWI SAPUTRA Supervisor: Lars Haglund Service Science Program Karlstad University Spring 2010 ABSTRACT Railway is one of public transport mode on land transportation. Railways, as mass public transport modes, have unique characteristics. It has large capacity, high safety level, and free from traffic jam. Those characteristics make railway a primary public transportation. In fact, even railway transportation has a lot of benefits for society life but they still faced by the problem. Service quality level of Railways transportation is still low compared with other transportation modes. At present railways operation is still colored with the delay, limited condition vehicle, and unclear train travel information that often disadvantage passengers, and many other services offered fail to attract passengers. These conditions result in decreasing the quality of services and insufficient railways operation. The objective of this research is to analyze the relationship between customer satisfaction towards provided service with the desire to do a complaint and to find the factor from service quality that has significant influences to customer satisfaction towards PT KAI services. From that data, and also comparison study between PT Kereta Api Indonesia and Statens Järnvägar (SJ) AB, Sweden, we can recommend the service standards design, service guarantee and complaint handling system that need to be adjusted
    [Show full text]
  • Public Expenditure on Railways in Europe: a Cross-Country Comparison
    Public Expenditure on Railways in Europe: a cross-country comparison Ugo Arrigo - Giacomo Di Foggia Ugo Arrigo: Professor of Public Finance, University of Milano-Bicocca Giacomo Di Foggia: Adj. Prof. of Economics, University of Milano-Bicocca 1 Sommario 1. Introduction and main results ...................................................................................................... 3 2. Types of public subsidies to the rail transport sector ..................................................................... 5 3. Public subsidies to the rail transport sector in Italy ...................................................................... 7 4. Public subsidies to the rail transport sector in Great Britain ....................................................... 11 5. Public subsidies to the rail transport sector in Germany ............................................................. 16 6. Public subsidies to the rail transport sector in France ................................................................. 21 7. Public subsidies to the rail transport sector in Sweden ................................................................ 25 8. A comparison of public subsidies granted in the five countries.................................................... 28 9. The formation of the Italian public debt ..................................................................................... 34 References .........................................................................................................................................
    [Show full text]
  • TM P2 2014 Standard Information for Traffic Management Overview
    TMI_FinalDeliverable TM P2 2014 Standard information for Traffic Management Overview Version 2 Page 1 of 43 TMI_FinalDeliverable Content Foreword ........................................................................................................................................ 5 PART 1 – PROJECT REPORT ....................................................................................................... 6 PART 2 – OVERVIEW .................................................................................................................... 7 1 Introduction .............................................................................................................................. 7 2 General information – summaries ............................................................................................ 8 2.1 Border information .......................................................................................................... 12 2.2 Border agreements ......................................................................................................... 13 3 Traffic Management in case of disturbance ............................................................................ 14 3.1 Communication (ref. Guidelines under construction) ....................................................... 14 3.2 Operational scenarios ..................................................................................................... 14 4 Traffic restrictions..................................................................................................................
    [Show full text]
  • 2012 Report on Combined Transport in Europe
    2012 Report on Combined Transport in Europe December 2012 ISBN 978-2-7461-2130-0 Warning No part of this publication may be copied, reproduced or distributed by any means whatsoever, including electronic, except for private and individual use, without the express permission of the International Union of Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by any method or procedure whatsoever. The sole exceptions - noting the author’s name and the source -are «analyses and brief quotations justified by the critical, argumentative, educational, scientific or informative nature of the publication into which they are incorpo- rated» (Articles L 122-4 and L122-5 of the French Intellectual Property Code). © International Union of Railways (UIC) - Paris, 2012 December 2012 | 3 List of contents Foreword by the UIC Combined Transport Group Chairman ................ 5 1. Unaccompanied combined rail/road transport volumes ................. 7 1.1. Methodological remarks ........................................................................................7 1.2. Unaccompanied combined transport volumes 2011 v 2009 ................................9 1.3. Time series of unaccompanied combined transport until 2011 ..........................18 2. Accompanied combined rail/road transport volumes ................... 25 2.1. Size of market and statistical sources .................................................................25 2.2. Accompanied combined transport volumes 2011 v 2009...................................25
    [Show full text]
  • Gothenburg Inner City Freight Delivery
    Master Degree Project in Logistics and Transport Management City Logistics Optimization: Gothenburg Inner City Freight Delivery Hyusein Erdinch and Chao Huang Supervisor: Ove Krafft Master Degree Project No. 2014:51 Graduate School ABSTRACT As number of freight vehicles and the volume handled steadily increase and negative effects of transport are being recognized, sustainable transport attracts more attention from both the researchers and transport stakeholders. Since conflicts of interest among stakeholders are not avoidable, it is important to seek for and keep the balance. This research conducts a qualitative method to discuss the optimization possibilities of the city logistics of non-chain stores in central Gothenburg, Sweden by focusing on two stakeholders: The administrators and the freight operators. Based on some of the best practices in urban logistics in other major cities in Europe, this paper tries to suggest new methods for the area in Gothenburg. To understand the subject better, relevant information is collected by the authors from different people involved in city logistics. After getting a clear idea, literature on the subject has been scanned to find the relevant theories. Based on the dynamics of the city, ideas which are not suitable and which could be suitable are discussed from the perspective of the three pillars of sustainability. Keywords: Gothenburg, Göteborg, city logistics, innovation, sustainability, non-chain stores I II ACKNOWLEDGEMENT Hereby, we would like to express our appreciation to our supervisor Ove Krafft, in the School of Business, Economics and Law at University of Gothenburg, for being a wonderful mentor for us. Your encouragement and advices have been priceless.
    [Show full text]
  • List of Numeric Codes for Railway Companies (RICS
    List of numeric codes for railway companies (RICS Code) contact : [email protected] reference : http://www.uic.org/spip.php?article311 code short name full name country request date allocation date modified date begin of validity end of validity recent Freight Passenger Infra- structure Holding Integrated Other url 0001 0002 0003 0004 0005 01/02/2011 0006 StL Holland Stena Line Holland BV Netherlands 01/07/2004 x http://www.stenaline.nl/ferry/ 0007 0008 0009 0010 VR VR-Yhtymä Oy Finland x http://www.vr.fi/fi/ 0011 0012 TF Transfesa Spain 10/09/2013 x http://www.transfesa.com/ 0013 OSJD OSJD Poland 12/07/2000 12/07/2000 x http://osjd.org/ 0014 CWL Compagnie des Wagons-Lits France x http://www.cwl-services.com/ 0015 RMF Rail Manche Finance United Kingdom x http://www.rmf.co.uk/ 0016 RD RAILDATA Switzerland x http://www.raildata.coop/ 0017 ENS European Night Services Ltd United Kingdom x 0018 THI Factory THI Factory SA Belgium 06/05/2005 06/05/2005 01/12/2014 x http://www.thalys.com/ 0019 Eurostar I Eurostar International Limited United Kingdom x http://www.eurostar.com/ 0020 OAO RZD Joint Stock Company 'Russian Railways' Russia 30/06/1999 30/06/1999 x http://rzd.ru/ 0021 BC Belarusian Railways Belarus 11/09/2003 24/11/2004 x http://www.rw.by/ 0022 UZ Ukrainski Zaliznytsi Ukraine 15/01/2004 15/01/2004 x http://uz.gov.ua/ 0023 CFM Calea Ferată din Moldova Moldova x http://railway.md/ 0024 LG AB 'Lietuvos geležinkeliai' Lithuania 28/09/2004 24/11/2004 x http://www.litrail.lt/ 0025 LDZ Latvijas dzelzceļš Latvia 19/10/2004 24/11/2004 x http://www.ldz.lv/ 0026 EVR Aktsiaselts Eesti Raudtee Estonia x http://www.evr.ee/ 0027 KTZ Kazakhstan Temir Zholy Kazakhstan 17/05/2004 17/05/2004 x http://www.railway.ge/ 0028 GR Sakartvelos Rkinigza Georgia x http://railway.ge/ 0029 UTI Uzbekistan Temir Yullari Uzbekistan 17/05/2004 17/05/2004 x http://www.uzrailway.uz/ 0030 ZC Railways of D.P.R.K.
    [Show full text]
  • Russian Railway Reform Programme
    Russian Railway Reform Programme Bruce Murray Abstract The Russian rail system is one of the largest in the world in terms of the size of the network and the amount freight and passenger traffic carried. The railway is strategically important for the economy with a modal share of 85 per cent for freight, excluding pipelines, and 27 per cent for passengers. To set the context for the EBRD’s operations in the sector, this paper describes the Russian Railway Reform Programme, the progress made to date in implementing the reform agenda and some of the remaining challenges. Keywords: railway, Russia, reform, EBRD, restructuring Contact details: Keith Leonard, Evaluation Senior Adviser, One Exchange Square, London EC2A 2JN, UK. Phone: +44 20 7338 6721; email: [email protected]. This report was prepared under the supervision of Keith Leonard, Senior Adviser, EvD by an Evaluation Team consisting of Bruce Murray, Senior Evaluator/Team Leader, Andrei Evdokimov, Consultant/Senior Russian Railway Expert, Olga Mrinska, Consultant/Policy Evaluator and Chiara Bocci, EvD Evaluation Manager for Technical Cooperation. EvD’s Beatriz Pérez Timermans, Saeed Ibrahim, Natalia Lakshina and Stephanie Crossley, undertook research and provided analytical and administrative support. The working paper series has been produced to stimulate debate on the EBRD's Russian Railway Reform Programme. Views presented are those of the authors and not necessarily of the EBRD. Working Paper Prepared in June 2014 1 Abbreviations BRIC Brazil, Russia, India and China CIS Commonwealth
    [Show full text]
  • Railway Reform in the ECE Region
    Railway Reform in the ECE region RAILWAY REFORM IN THE ECE REGION Final report New York and Geneva, 2018 Note The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries. ECE/TRANS/261 Copyright © United Nations, 2017 All rights reserved. No part of this publication may, for sales purposes, be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, electrostatic, magnetic tape, mechanical, photocopying or otherwise, without prior permission in writing from the United Nations. UNITED NATIONS PUBLICATION eISBN: 978-92-1-363117-1 ACKNOWLEDGMENTS The Study on Railway Reform across the ECE region was prepared by the consultant Davide Ranghetti. It is based on desktop research and thanks to the kind contribution of speakers and delegates at the Workshop on Railway Reform held in conjunction with the seventy-first session of the Working Party on Rail Transport in November 2017, as well as speakers at previous session of SC.2, without whose commitment and input to this study would not have been possible. The United Nations Economic Commission for Europe, as well as other experts also provided valuable input into the preparation of the document. Disclaimer: Views expressed in this document are of the consultant and of the participants of the Workshop on Railway Reform in the ECE region held in conjunction with the seventy-first session of the Working Party on Rail Transport.
    [Show full text]