33 research outputs found
Géologie et pétrographie de la région de Hotagen, Jamtland, Calédonides de Suède centrale
No full textPas de résumé disponible.</p
New Ways through the Alps The New Gotthard Base Tunnel - Impact of a Big Construction Site on a Small Mountain Village
No full textFor Switzerland as located in the heart of Europe transport policy is a matter of particular importance. Especially transports between Italy and Germany use the Swiss corridors through the Alps. Therefore Switzerland realised a most ambitious construction project called NEAT (Neue Alpen Transversale) to improve the European train connections especially for freight transports. One part of the project is the new Gotthard base tunnel, the longest railway tunnel of the world and the most impressive element of the new transalpine railway line through the Alps. In view of the difficult accessibility and extreme climatic conditions, ensuring the fast and reliable transit of more than 300 trains per day through the two 57 km long single-track galleries represents a considerable technical challenge. The Gotthard base line directly links the northern and southern sides of the Alps and the project of building a new line should achieve the following goals: Massive increase in goods capacity (twice as much as today) Much shorter North-South transit time for passengers and freight Reduced traction power requirements, per weight unit of transported goods, as a result of the elimination of steep slopes. The construction work started in 1996 and will be probably finished by 2013. Because of the length of the tunnel five points were chosen, from which the drilling started. The shortest but technical most challenging phase of construction is located under the small village of "Sedrun” in the canton of "Graubünden”. Sedrun is a tourism destination for skiing, 1335 m above sea level with about 1.500 inhabitants. Here a gallery leads to a mine shaft with a depth of 800 m, ending at 550 m above sea level. At the intermediate access of Sedrun a multifunctional station is located which also is used for crossover, air ventilation, technical infrastructure and in case of emergency. The construction site with its enormous needs on resources, infrastructure, workforces - for example at the beginning a lot of specialists from South African mining branch came to Sedrun – may be a big challenge for the small village. In 2004 during the peak period up to 400 workers have been employed. Also logistical solutions for the transport of machines and material to the construction side and the carrying of stone to the deposits have to be developed. An ongoing long-term accompanying research (2000 – 2013) is analysing the ecological, economic and social impact on the construction site for the village and the region. The research project wants to assess the sustainability of such a long-term construction process. The contracting body is an advisory group of public institutions including the community of Sedrun, the region 'Obere Surselva', the canton Graubünden and the Swiss Federal Office of Transport. Within the long-term research a set of indicators will be collected every year furthermore an every third year deep-rooted analysis on different topics will be done. The project also has the function of an early-warning system to anticipate unexpected stresses and strains. The results of the research will be visualised from a documentary film team. Besides the annual research we tried to answer the following question: Which are the economic impacts of the construction site for the region of Sedrun? The decision to choose Sedrun as one of the five construction sites for the Gotthard base tunnel did not only change the ecological and social situation in the region but also has economic effects on the community. Especially the local building sector but also hotels, restaurants and local industry are benefiting from the construction site. To calculate these economic effects for the region of Sedrun we used the method of the incidence analysis. The incidence analysis is a kind of cost-benefit analysis which is especially suited to assess the spatial effects of infrastructural facilities or the service of these facilities. Considering the direct effects we focus on the receipts and expenditures which are directly connected with the realisation of the project. The economic effects could be divided into the so called tangible and intangible effects. Tangible effects are measurable as indirect economic effects (spill-over effects). To measure the indirect economic effects we carry out an interview survey among the workers to calculate the additional economic impacts caused by the expenditures of the workers in the region. The intangible effects could be explained as soft and mostly not quantifiable effects. To acquire the intangible effects we carry out an image analysis based on national newspaper articles about the construction site in Sedrun. In our paper we present the structure and main indicators of the long-term accompanying research and the results of the incidence analysis to calculate the economic effects for the region
New Ways through the Alps The New Gotthard Base Tunnel - Impact of a Big Construction Site on a Small Mountain Village
No full textFor Switzerland as located in the heart of Europe transport policy is a matter of particular importance. Especially transports between Italy and Germany use the Swiss corridors through the Alps. Therefore Switzerland realised a most ambitious construction project called NEAT (Neue Alpen Transversale) to improve the European train connections especially for freight transports. One part of the project is the new Gotthard base tunnel, the longest railway tunnel of the world and the most impressive element of the new transalpine railway line through the Alps. In view of the difficult accessibility and extreme climatic conditions, ensuring the fast and reliable transit of more than 300 trains per day through the two 57 km long single-track galleries represents a considerable technical challenge. The Gotthard base line directly links the northern and southern sides of the Alps and the project of building a new line should achieve the following goals: Massive increase in goods capacity (twice as much as today) Much shorter North-South transit time for passengers and freight Reduced traction power requirements, per weight unit of transported goods, as a result of the elimination of steep slopes. The construction work started in 1996 and will be probably finished by 2013. Because of the length of the tunnel five points were chosen, from which the drilling started. The shortest but technical most challenging phase of construction is located under the small village of “Sedrun” in the canton of “Graubünden”. Sedrun is a tourism destination for skiing, 1335 m above sea level with about 1.500 inhabitants. Here a gallery leads to a mine shaft with a depth of 800 m, ending at 550 m above sea level. At the intermediate access of Sedrun a multifunctional station is located which also is used for crossover, air ventilation, technical infrastructure and in case of emergency. The construction site with its enormous needs on resources, infrastructure, workforces - for example at the beginning a lot of specialists from South African mining branch came to Sedrun – may be a big challenge for the small village. In 2004 during the peak period up to 400 workers have been employed. Also logistical solutions for the transport of machines and material to the construction side and the carrying of stone to the deposits have to be developed. An ongoing long-term accompanying research (2000 – 2013) is analysing the ecological, economic and social impact on the construction site for the village and the region. The research project wants to assess the sustainability of such a long-term construction process. The contracting body is an advisory group of public institutions including the community of Sedrun, the region ‘Obere Surselva’, the canton Graubünden and the Swiss Federal Office of Transport. Within the long-term research a set of indicators will be collected every year furthermore an every third year deep-rooted analysis on different topics will be done. The project also has the function of an early-warning system to anticipate unexpected stresses and strains. The results of the research will be visualised from a documentary film team. Besides the annual research we tried to answer the following question: Which are the economic impacts of the construction site for the region of Sedrun? The decision to choose Sedrun as one of the five construction sites for the Gotthard base tunnel did not only change the ecological and social situation in the region but also has economic effects on the community. Especially the local building sector but also hotels, restaurants and local industry are benefiting from the construction site. To calculate these economic effects for the region of Sedrun we used the method of the incidence analysis. The incidence analysis is a kind of cost-benefit analysis which is especially suited to assess the spatial effects of infrastructural facilities or the service of these facilities. Considering the direct effects we focus on the receipts and expenditures which are directly connected with the realisation of the project. The economic effects could be divided into the so called tangible and intangible effects. Tangible effects are measurable as indirect economic effects (spill-over effects). To measure the indirect economic effects we carry out an interview survey among the workers to calculate the additional economic impacts caused by the expenditures of the workers in the region. The intangible effects could be explained as soft and mostly not quantifiable effects. To acquire the intangible effects we carry out an image analysis based on national newspaper articles about the construction site in Sedrun. In our paper we present the structure and main indicators of the long-term accompanying research and the results of the incidence analysis to calculate the economic effects for the region.
Cadastres miniers : promotion d'un acces transparent aux ressources minerales Catastro minero : promoviendo la transparencia en el acceso a los recursos minerales
No full textThis document proposes a set of
generally applicable recommendations and good practices for
creating a Mineral Rights Cadastre (MRC), an administrative
body responsible for overseeing the process of granting and
managing mineral licenses throughout a country. The document
reviews lessons learned from World Bank-funded projects
aimed at reforming mineral rights management and assesses
the impacts and benefits of the implemented changes. The
document focuses on the MRC system as a key regulatory
agency of mining sector administration. This study is also
intended to fill a gap in the literature on mining sector
administration, as few publications since roughly the 1930s
have been dedicated to the overall analysis of MRCs,
particularly in relation to modern and recent mining
cadastral practices. While the overall concepts and
principles presented in this document are intended to be
universally valid and applicable, there is no single
solution to mining sector development, and it would be
unrealistic to believe that actions that have been
successful in one country can be directly transferred to
others. The MRC of any given country will need to be adapted
to that particular country's culture, tradition,
existing legal framework, development capacity, and other
factors. This document describes the trade-offs that may be
necessary to arrive at an acceptable solution; using case
studies, it also highlights concrete applications that can
be recommended, based on typical country circumstances.Ce document propose un ensemble de recommandations et de bonnes pratiques généralement pertinentes pour la création d’un cadastre minier (CAMI), consistant en un corps administrative responsable de contrôler le processus d’octroi et de gestion des licenses d’exploitation des minerais à l’échelle d’un pays. Ce document tire les leçons de projets menés par la Banque mondiale visant à réformer la gestion des droits miniers et s’efforce d’évaluer l’impact et les bénéfices réalisés par les changements mis en place. Le cadastre minier est vu ici en tant qu’agence de première importance dans l’administration du secteur minier. Cette étude s’efforce également de combler une lacune dans la documentation disponible sur l‘administration du secteur minier, étant donné en effet que peu de publications depuis les années 1930 se sont intéressées à une analyse complète du cadastre minier, particulièrement au regard des pratiques modernes et récentes. Quoique les concepts généraux et les principes présentés dans ce document sont conçus pour s’appliquer et demeurer valables sur un plan aussi universel que possible, il n’y a pas de solution unique au développement du secteur minier et il serait tout à fait irréaliste de penser que les démarches qui ont rencontré quelque succès dans un pays puissent être directement transposées dans d’autres sans adaptation. Le cadastre minier d’un pays donné devra être adapté à la culture, aux traditions, au cadre légal, aux capacités de développement et à bien d’autres facteurs. Ce document décrit les compromis qui sont parfois nécessaires afin de parvenir à une solution acceptable; se fondant sur des études de cas, il met en valeur les applications concrètes qui peuvent être déployées en fonction des données caractéristiques d’un pays
Height Systems for 3D Cadastres
No full text3D systems are built assuming the existence of suitable height reference systems. However, the earth is neither homogeneous nor flat, the plumb lines are curved and not parallel and the definition of height and the implementation of geodetic height systems is complex. 3D cadastral systems have the same problem. Cadastral systems are designed to persist for centuries. Them the earth itself is changing and this needs to be considered in the system design. The paper starts with a discussion of existing height systems and the determination of height. Afterwards quality requirements for height in a 3D cadastral system are determined using some typical examples. The examples range from a tunnel below the Alps (e.g., the Gotthard base tunnel) to apartments in an apartment building. Deviations must be considered when creating the height system. The paper gives some indication where problems may occur and which pitfalls should be avoided
Toward a New Atlas of Literature
No full textIn ihrer Dissertation über die Geographie der Literatur untersucht die Germanistin Barbara Piatti die Formen, Beziehungen und Bedeutungen von literarischem und realem Raum. Da die Studie interdisziplinär zwischen Literaturwissenschaft und Kartographie angelegt ist, kann die Autorin ein Verfahren entwickeln, dass die Analyse von Orten und Räumen in literarischen Texten in Bezug zur realen Topographie zu setzen vermag. Die Schweizer Region zwischen Vierwaldstättersee und Gotthard erscheint als modellhafte Landschaft für eine räumlich organisierte Literaturgeschichte.Barbara Piatti\u27s dissertation on the Geography of Literature explicates the forms and semantics of literary and real-world spaces as well as their relation to each other. Using an approach that is part literary criticism, part cartography, the author develops a method of analysing places and spaces in literary texts and relating them to real-world topography. The Swiss region between Lake Lucerne and Mount Gotthard is her landscape of choice for a spatially organised history of literature
Le nouvel edifice de I'Institut für den Wissenschaftlichen Film a Göttingen
No full textThe author describes the new premises which have been built for the "Institut für den Wissenschaftlichen Film" at Göttingen. In order to provide for the needs of the present programme of work of the Institute, and for future developments as far as they can be foreseen, a wide variety of equipment has been installed.L'auteur decrit un nouvel edifice qui a ete bäti pour l'Institut für den Wissenschaftlichen Film a Göttingen. Il explique les points de vue qui ont amene a mettre sur pied les differentes installations et qui resultent du programme de travail actuel de l'Institut ainsi qüe des developpements futurs deja previsibles
Ziele und Vorgaben der österreichischen Verkehrspolitik in den Koalitionsabkommen der Bundesregierung - ein Zeitvergleich 1945-2007
No full textTransport policies have changed over the past sixty-three years since the reconstruction of the Austrian Republic in 1945. This thesis analyses transport and associated concerns in all government declarations and agreements as well as summarisations of several concepts for transport policy. Furthermore, this paper tries to emphasise differences in political intentions embedded in a changing political and economic environment. Thereby, particular attention is turned to funding aspects of constructing and maintaining infrastructure. Whereas reconstruction and guaranteeing transport services in all regions dominated political objectives in the early years, balancing budgets and preserving habitat and anthroposphere have become more important since the late eighties. European transport policy has also increased its influence as Austria finally joined the European Union in 1995. Since then, the national political activity has to deal with the loss of autonomy versus transit purposes. (author' abstract)Series: Schriftenreihe des Instituts für Transportwirtschaft und Logistik - Verkeh
Continuation of Greek Tradition and Innovation
No full textAn ‘International Institute of Islamic Thought and Civilization’ in Kuala
Lumpur, Malaysia, has earned the merit of editing an interesting tract by Abū
Bakr Muḥammad ibn Zakarīyā’ al-Rāzī, in Latin tradition known as Rhazes
(854–925 or 935), with the title ‘Doubts on Galen’.1 This sounds programmatic,
but it is confined to minor details, and the author confesses that he feels
very uneasy when criticizing a man whom he reveres as his most benevolent
master in the medical art, but he is compelled to comply with the principle
‘magis amica veritas’ as Galen himself has always done in his time. The
edition is intended to be the start of a series with the title ‘Islamic
Thought’, and the director of the institute, Syed Muhammad Naquib al-Attas,2
announces in his foreword its aim ‘to formulate an Islamic philosophy of
science’, which he further specifies with the following words: ‘In order to
learn from the past and be able to equip ourselves spiritually and
intellectually for the future, we must return to the early masters of the
religious and intellectual tradition of Islam, which was established upon the
sacred foundation of the Holy Qur’an and the Tradition of the Holy Prophet.’
(Ref. 1, p. 3). But here we feel obliged to add that Rhazes was not the right
man to inaugurate such a series, as he showed himself in his philosophical
writings as an outright apostate who deemed all prophets of the revealed
religions to be frauds and had even chosen as his spiritual leader, his imam,
none else than Socrates
