Jean-Paul Rodrigue does not work for, consult, own shares in or receive funding from any company or organization that would benefit from this article, and has disclosed no relevant affiliations beyond the academic appointment above. The Conversation is funded by CSIRO, Melbourne, Monash, RMIT, UTS, UWA, ACU, ANSTO, ANU, Canberra, CDU, CQU, Curtin, Deakin, ECU, Flinders, Griffith, the Harry Perkins Institute, JCU, La Trobe, Murdoch, Newcastle, UQ, QUT, Swinburne, Sydney, UNDA, UNE, UniSA, UNSW, USC, USQ, UTAS, UWS, VU and Wollongong. Asia is the most suitable candidate for HSR systems, with many cities densely populated to well above 5,000 people per square kilometre. Both South Korea’s Korea Train Express (KTX) and Taiwan’s High Speed Rail services link their two largest cities. For China the development of HSR was seen as a national priority because of the growing demands of an increasingly mobile population, the lack of transport infrastructure, and highly congested standard rail and air transport routes. In Europe, the population of urban areas is lower, with cities generally above 3,000 people per square kilometre.
The completion of the Channel Tunnel in 1994 connected Britain to the continent’s rail systems, via the high speed Channel Tunnel Rail Link (now known as High Speed 1) between London St Pancras and the Folkestone terminus of the tunnel. In North America, such is the vast size of the continent that, despite boasting some of the world’s largest cities, population density is low – commonly below 2,000 people per square kilometre. Developing HSR corridors to link the regional cities of the US has been debated for more than 20 years, with many corridor projects clearly identified and advocated – for example San Francisco-San Diego, Quebec-Toronto, Miami-Orlando-Tampa or Vancouver-Seattle-Eugene.
The density of North American urban areas, including their city centres, is low enough to challenge the justification for large-scale HSR projects. The problem is to reconcile this regional demand with high unrecoverable costs that are inevitably incurred building and operating HSR systems.
So the majority of HSR lines depend on large subsidies from both taxpayers and other cross-subsidies.
The dream of HSR services promoted by its supporters is of interconnected cities between which passengers can move with little effort and in an energy efficient manner. Charge of the lycra brigade: will the Tour de Yorkshire attract more people to cycling?
What can we learn about organisational boundaries by studying indigenous conceptualisations of entrepreneurship in Indonesia's oil palm business? Twitter is expanding its advertising network across Europe with 12 countries, more than doubling the number of countries it is available in today. Robin WautersCo-founder and editor-in-chief of Tech.eu, with previous stints at The Next Web and TechCrunch under his belt.
Twitter this morning announced on its blog that it is significantly broadening its ad network in Europe, more than doubling the number of countries on the continent it is available in today. The 12 countries that will be added shortly are Austria, Bosnia and Herzegovina, Bulgaria, Croatia, the Czech Republic, Macedonia, Romania, Serbia, Slovenia, Switzerland, Portugal and Ukraine. All in all, Twitter Ads will now be available in 35 EMEA (Europe, Middle East and Africa) markets through direct sales support teams and reseller partnerships.
For the record: Twitter remains unprofitable, reporting a net loss of $145 million in Q2 2014.
Currently, small business advertisers who are located in the United States, Canada, United Kingdom, Ireland, Spain, France, South Africa and Israel are eligible for Twitter Ads. We are working on opening Twitter Ads in other countries and languages over time and have recorded your interest.
It could be just a case of miscommunication within the company, since it was just announced. This is still the situation we’ve been experiencing for many years, from many companies. Cost-sensitive ceilings, letting app owners set a monthly maximum cost tailored to their budget requirements. An independent, privately owned mobile advertising network with global reach, StartMeApp serves mobile ads in 100 countries across five continents, currently delivering 10 billion ad impressions monthly, with ad impressions forecast to increase to 30 billion monthly in 2013. StartMeApp is Latin America's leading mobile ad network and an emerging innovator in global mobile advertising.
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The plan Obama presented today is an extremely logical step forward in creating an American HSR system.
Rail systems in Europe, Japan and China, have fast trains, but the vast majority of these networks are not truly high-speed.


Should we take the French approach and build all new high-speed lines or the German approach and build only a couple new high-speed linked with a slightly improved, but older and slower rail network?France has higher speeds, but Germany (once they finally got going) was able to build their network faster, cheaper, and further by running primarily on legacy track. France, on the other hand, has a really big city (Paris) and a small number of big towns, so true high-speed makes sense. You should be aware that the North American rail system is not worse than Europe’s, but simply made different choices in priorities. Europe has completely neglected its rail freight capacity and thus its highways are clogged with truck traffic. Seeing that the North American level of freight rail traffic is incompatible with high speed passenger operations you might start to advocate for some sort of dedicated high speed system like in Europe.
Those places where high speed rail makes sense are those with excess right of way capacity. As people begin to live and work more and more online things like trip time will matter less if there is constant connectivity. O SlideShare utiliza cookies para otimizar a funcionalidade e o desempenho do site, assim como para apresentar publicidade mais relevante aos nossos usuarios. Clipping is a handy way to collect and organize the most important slides from a presentation.
Recortar slides e uma maneira facil de colecionar slides importantes para acessar mais tarde. Quando la prenotazione A? obbligatoria, A? necessario prenotare in anticipo il posto a sedere. Tieni presente che i treni internazionali TGV offrono un numero limitato di posti a sedere per i titolari del pass Interrail. Utilizziamo i cookie per migliorare il nostro sito e offrirti la migliore esperienza possibile.
We use a Creative Commons Attribution NoDerivatives licence, so you can republish our articles for free, online or in print. From the inauguration of the first “bullet train” services in Japan in 1964 to the recent rapid developments in China, the technology is triggering massive interest.
High-speed rail services are suitable within a region that has large cities 100-500km apart, provided they are sufficiently populous and well connected. Japan was the innovator, where the Shinkansen is a nationwide, integrated HSR system running on dedicated lines that services the major cities and three of the four main islands of the Japanese territory.
China has embarked on an ambitious plan to build a national HSR system that is showing a growing level of integration. India has several high speed corridors planned, but high capital requirements and securing rights of way are serious challenges. Development of HSR has gradually permitted greater integration levels, particularly between the highly connected metropolitan areas of France, Belgium, the Netherlands and Germany. Italy was another early adopter with a high speed Rome-Florence service from 1977, and later pioneered the pendolino tilting-train technology, now used in trains all over the world, that allows trains to take turns at far higher speeds than otherwise possible. The Scandinavian countries of Norway, Sweden and Finland have largely integrated HSR into their existing network by converting existing lines, reflecting the relatively short distances involved, smaller cities and lower population densities. The only HSR service is Amtrak’s Acela Express that runs between Boston-New York-Philadelphia-Washington DC, but technical requirements limit the speed along several segments (the New York-Washington DC segment can be considered high speed).
Yet the extent, prominence and relatively low cost of road and air transport have been played against the costs of building new rail.
Another barrier to HSR in North America is that private freight companies own and operate the majority of the rail network.
An infrastructure project cannot be judged a failure if there is still an ongoing willingness by society to cover operational costs and finance expansion.
Deeply in love with his family, technology, traveling and Belgian beer.Posted in Social Media, TwitterUpdatedAugust 26th, 2014. It is not possible to target other countries at this time, advertisers must have a valid billing address in an eligible country and be Tweeting in English, Spanish or French.
CEE is a small market and advertising giants are focusing on the big money from Western Europe.
Designed to introduce efficiencies for mobile app owners into the administrative, monitoring, reporting and billing tasks associated with mobile app distribution, StartMeApp’s centralized distribution and monetization solution for mobile applications inventory frees app owners from administrative tasks and lets them focus on their core missions of building and providing top-quality content to the mobile marketplace. Boost App also monitors an application’s performance in real time, enabling StartMeApp to determine for a client where applications best perform and to ensure the highest available yields in customer acquisition, content downloads and application installs.


Serving mobile ads in 100 countries across the Americas, Europe, Asia and Africa, StartMeApp runs thousands of effective brand campaigns for advertising clients and currently delivers 10 billion ad impressions monthly worldwide. The 110 MPH upgrades funded by the stimulus will only repair and rejuvenate a dilapidated system.
That there are now resources available for high-speed rail is a tribute to this President’s pertinacious effort to fundamentally change America for the better.
There is a big city in the middle of the country (Madrid) and a number of smaller cities all around the coast, every one of them about 500km away from Madrid, with no big towns in between. Viaggia dalla romantica Parigi alle coste del Mediterraneo o attraverso i vigneti della Loira.
Nella parte settentrionale esistono collegamenti internazionali con Bruxelles, in Belgio, e con il Lussemburgo. And there should already be existing short-haul air services between cities, as this demonstrates that a market for passengers that value high-speed travel exists. Chinese HSR has grown rapidly and is already the world’s most extensive, with 9,700 km being operational as of 2013.
As the 6,600km of European rail system grows more integrated, HSR hubs that connect different corridors are emerging, notably Brussels. This leads to right of way conflicts between existing freight trains and any potentially rising numbers of passenger trains in the vicinity of major metropolitan areas, which are also the sites of important cargo terminal facilities.
Only two individual lines are profitable: Paris-Lyon in France and Tokyo-Osaka in Japan – but not the rest of the networks they are part of.
What matters is to ensure this cost is acceptable, since once the commitment is made there are limited alternatives to developing an HSR network to its fullest possible extent.
And it is this, especially in these straightened times, that has prevented HSR from finding greater success around the world. This announcement is also for them, CEE markets are opened up for advertisers from the most developed markets only. This, in part, is what makes these systems so successful: they have excellent geographic reach through slower speed rail connections.
What he has proposed today is a judicious first step that maximizes all existing plans and resources for rail in America. High-speed rail works better if you connect cities at least 200 km apart; if you have an important town every 25 km (as Germany has in Westphalia and Rhineland), high-speed is just an impossible task, as trains have no time to accelerate between stations. Visita cittA  come Bordeaux, Lione e Marsiglia o assisti a una proiezione cinematografica nella celeberrima Cannes. It includes the world’s longest HSR service, linking Beijing and Guangzhou in approximately eight hours, which was inaugurated in December 2012. Likewise, true high-speed trains in America, those that go over 200 MPH need rail lines to bring people to them.
The resources available are limited, but his speech today inspires confidence that he will make the most of the situation at hand. A high-speed train between Hamburg, Berlin and Munich would have made sense, but it would have been impossible to sell politically, since every small town along the line would have demanded a station. Se intendi viaggiare verso sud, puoi prendere un treno diretto per Milano, in Italia, o per Barcellona, in Spagna.
Because the proposal that Obama laid out today upgrades our existing infrastructure and the outdated regulations that hold it back.
That’s the reason why Germany has a fairly good rail network for short trips, but no true high-speed rail. Projects like the California HSR system are splendid efforts but these ambitious projects are expensive and take a long time to complete. That doesn’t negate their viability, but there are many small improvements to the existing rail network in this country that offer excellent cost benefit ratios and can be built quickly.



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