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US/CARICOM Trade: Caribbean support required for Bill to extend Caribbean Basin…

first_imgBy Elizabeth Morgan Countries of the Caribbean Community (CARICOM) continue to export goods to the USA under the Caribbean Basin Initiative (CBI) comprising the 1983/1990 Caribbean Basin Economic Recovery Act (CBERA) and the 2000 Caribbean Basin Trade Partnership Act (CBTPA), which grant duty free access to the US market for a wide range of products. The USA is the principal trading partner of CARICOM Member States with which the USA maintains an overall trade surplus. The CBTPA, linked to the CBERA, is due to expire in September 2020. The required waiver from the World Trade Organization (WTO) Most Favoured Nation (MFN) principle will expire in December 2019. Congresswoman Terri Sewell (Democrat, Alabama) Sep 16, 2020 Oct 7, 2020 Share this:PrintTwitterFacebookLinkedInLike this:Like Loading… On February 8, 2019, it was reported by several US news sources that in the current 116th Congress (2019-2020), Congresswoman Terri Sewell (Democrat, Alabama) and Congressman Brad Wenstrup (Republican, Ohio), as bipartisan co-sponsors, had introduced a Bill, H.R. 991 to extend certain provisions of the CBERA until September 30, 2030 and for other purposes, in the House of Representatives. Recall that a similar Bill was introduced in the House by Representative Sewell and then Representative Carlos Curbelo (Republican, Florida) in September 2017. Congressman Brad Wenstrup (Republican, Ohio) The current Bill H.R. 991 was referred to the House Ways and Means Committee for examination.  This Committee is mandated to examine all Bills with tax implications and to recommend them to the full House for adoption. If approved, it then goes to the Senate, and if approved there, is recommended to the President for signature. As a bipartisan Bill, it should have relatively easy passage through the House. However, this is not guaranteed and a lobbying effort is required from the Caribbean countries which are now the primary beneficiaries. The Guyanese American Chamber of Commerce out of South Florida has already called on the US and Guyanese business communities to support the Bill. The US Chambers of Commerce operating in the Caribbean, in Jamaica, Barbados and Trinidad and Tobago, as well as other private sector groups in Jamaica and other Caribbean countries, should also be rallying to support this Bill. It seems to me that the Bill has to be considered and adopted in Congress to be signed by the President by September 2019. In a previous article on the renegotiation of the North American Free Trade Agreement (NAFTA), I had also suggested a review of the revised NAFTA, which is now the US, Mexico and Canada (USMC) Agreement, as I do believe that there is a link between the NAFTA and CBPTA as it relates to Rules of Origin. It is reported that CBERA/CBTPA is still having a positive impact for exporters and importers of goods from the Caribbean. Note that Caribbean goods enter the US market receiving preferential treatment under CBERA/CBTPA (CBI), the Generalized System of Preferences (GSP), and the WTO MFN. I am of the view that it is important for the Caribbean beneficiaries to retain the CBERA/CBTPA. CARICOM/USA Relations: What of CBI?By Elizabeth Morgan, Specialist in International Trade Policy and International Politics You will recall from previous articles that the Caribbean Basin Initiative (CBI) comprises the Caribbean Basin Economic Recovery Act (CBERA) and the Caribbean Basin Trade Partnership Act (CBPTA). CBERA’s duration is indefinite, but CBPTA, which amends provisions of CBERA,…June 7, 2019In “CARICOM”Opinion: Caribbean should assess US approach to unilateral preferential trade arrangementsBY Elizabeth Morgan Since the start of this year, on several occasions US President Donald Trump has said that his favourite words are “reciprocal” and “reciprocity”. In trade, reciprocal means that both parties in a trade arrangement exchange preferential concessions for market access. Non-reciprocal means that only one party (the…September 14, 2018In “Business”US/CARICOM Relations: WTO CBI waiver secured, but …By Elizabeth Morgan The US request for the Most Favoured Nation (MFN) waiver for the Caribbean Basin Initiative (CBI) was approved at the General Council Meeting of the World Trade Organization (WTO) held October 15-16. The CBI comprises the Caribbean Basin Economic Recovery Act (CBERA) and the Caribbean Basin Trade…October 30, 2019In “Business”Share this on WhatsApp Relations within the Western Hemisphere: an uneasy alliance Trade in Services – For CARICOM, Tourism dominates center_img What has been CARICOM’s Foreign Trade Strategy and Agenda? You may be interested in… Oct 1, 2020 Trade-in-Services and Technology: More missed opportunities… Submitted by Elizabeth Morgan, Specialist in International Trade Policy and International Politics. Oct 14, 2020last_img read more

A day in a life: John Forrester, DTZ

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Amazon: tough act to follow for industrial sector

first_imgWould you like to read more?Register for free to finish this article.Sign up now for the following benefits:Four FREE articles of your choice per monthBreaking news, comment and analysis from industry experts as it happensChoose from our portfolio of email newsletters To access this article REGISTER NOWWould you like print copies, app and digital replica access too? SUBSCRIBE for as little as £5 per week.last_img

Bahamas announces one year moratorium on all new tuition grants

first_imgNASSAU, Bahamas, Jul 12, CMC – The Ministry of Education has advised the public, 2020/2021 scholarship applicants, and university partners and stakeholders, that due to the reduction in resources and other factors, a one year moratorium on all new tuition grant awards has been implemented for  the upcoming academic year, including for the University of the West Indies.   The public has also been advised that other matters affecting the Ministry’s decision included the free tuition initiatives at the University of The Bahamas and the Bahamas Technical and Vocational Institute, the tuition commitment to current awardees, and the need to support Bahamians who seek admission to independent local tertiary institutions.   The Ministry, in a statement on Saturday, said it has also recognized that the present economic circumstances being encountered by many families may minimize the opportunities for parents and guardians to secure the balance of the funding needed to support their children while overseas Successful applicants will be required to sign a bond agreement mandating service in The Bahamas upon completion of the stipulated award, whether in the Public or Private sectors,” the Ministry noted. Share this:PrintTwitterFacebookLinkedInLike this:Like Loading… St. Lucia records more cases of COVID More deaths from COVID-19 recorded in CARICOM countries,… Oct 16, 2020 In addition, the delayed receipt of required documentation from overseas universities, emanating from the COVID 19 pandemic, has resulted in a severe backlog of incomplete applications, and this has hindered the timely consideration of them by the Scholarships Committee.  The Ministry added that there is a need for reform of the Scholarship system and it is important that awards are made in accordance with national priorities, and that students return to The Bahamas to repay the Bahamian taxpayers who have borne the cost of their education. It added that all persons interested in applying for scholarships for the 2021/2022 term may also register online, effective 1st December, 2020 to 31st March, 2021.   Oct 16, 2020 According to the Ministry, one of the greatest impediments impacting the decision to institute a moratorium has been the delay in the sitting of the Bahamas General Certificate of Secondary Education Examinations (BGCSE), due to the COVID-19 Pandemic. Six Eastern Caribbean countries deemed safe for travel – CDC You may be interested in… Oct 15, 2020 “With these matters for consideration, it was determined that a one year moratorium was the best course of action for the Ministry of Education. Contractual obligations to existing students will be honored.   St. Kitts And Nevis Confirms Two COVID-19 CasesNATIONAL STATEMENT ON COVID-19 By the Hon Wendy Colleen Phipps Minister of State with Responsibility for Health March 25, 2020 In my capacity as Minister of State with Responsibility for Health, it is my duty to inform you that as of 11:03 pm on Tuesday, March 24, 2020, the Federation…March 25, 2020In “CARICOM”Bahamas, Jamaica, Trinidad and Tobago record deaths from COVID-19The Bahamas and Jamaica recorded deaths from the coronavirus (COVID-19) as several other Caribbean Community (CARICOM) countries reported new cases of the virus over the past 24 hours. The Ministry of Health said that there were 65 new cases of COVID-19 and two additional deaths. As a result the total number…September 30, 2020In “General”Bahamas, Suriname and Jamaica record COVID deathsThe Bahamas, Suriname and Jamaica all recorded deaths from the coronavirus (COVID-19) pandemic over the past 24 hours (Aug 26) with Barbados recording three new positive cases. The Ministry of Health in Nassau said that 15 additional confirmed cases were recorded pushing the total number of confirmed cases to 1,813.…August 27, 2020In “General”Share this on WhatsApp CMO says Saint Lucia at critical stage of COVID-19 outbreak Oct 15, 2020last_img read more

Lifeguards Make National Team

first_imgOne senior and two junior lifeguards from the Hampton Lifeguard Association are headed to Australia for the World Lifeguard Championships. Independent/Peggy Spellman HoeyThree of the Hampton Lifeguard Association’s lifeguards have been tapped to compete as members of the United States National Lifeguard Team, which will compete at the World Lifeguard Championships in Australia. Senior lifeguard Ryan Paroz made the men’s team, and Lila Ferraro and Chasen Dubs made the female and male youth teams, respectively. Paroz is one of six men to make the team. In the competition, the team will compete in individual and team events, including paddling, the surfski, swimming, and running. “This collection of talent, and experience individually, is outstanding, but together, this team has the potential to be one of the U.S.’s strongest teams ever,” Head Coach Tom McGibney stated in a press release. Ferraro and Dubs are two of 12 youngsters — six girls and six boys — to make the cut. Head Coach Casey Graham stated, “We are excited to see these young athletes compete against the world’s best youth teams, but more importantly come together and proudly represent the U.S.” The World Lifeguard Championships will be held in Adelaide, Australia from November 22 to Sharelast_img read more

Green agenda can help industry

first_imgTo continue enjoying, sign up for free guest accessExisting subscriber? LOGIN Subscribe now for unlimited access Stay at the forefront of thought leadership with news and analysis from award-winning journalists. Enjoy company features, CEO interviews, architectural reviews, technical project know-how and the latest innovations.Limited access to industry news as it happensBreaking, daily and weekly e-newsletters Get your free guest access  SIGN UP TODAY Subscribe to Building today and you will benefit from:Unlimited access to all stories including expert analysis and comment from industry leadersOur league tables, cost models and economics dataOur online archive of over 10,000 articlesBuilding magazine digital editionsBuilding magazine print editionsPrinted/digital supplementsSubscribe now for unlimited access.View our subscription options and join our communitylast_img read more

Houston, we have a vessel

first_imgManaged through Gulfstream Marine, BBC’s vessels will have priority berthing at the Manchester Terminal, which BBC ceo Svend Andersen believes will allow the carrier to offer increased levels of service to its cargo customers.Manchester Terminal features two large docks that can accommodate up to six multipurpose or heavy lift vessels at the same time. It connects to all modes of transportation, and offers warehousing and specialised handling for pipes, breakbulk cargo and containers. Manchester Terminal at the Port of Houston.

Read of the Week

first_imgSomething in the WaterCatherine SteadmanSimon & SchusterReview: Chantel ErfortCatherine Steadman’s debut thriller starts with protagonist Erin digging a grave. We learn – in almost agonising detail – how much hard work it is. And within the first few pages it is revealed that it’s Erin’s husband Mark whom she is burying.And if by now you’re angry that I’ve given away a “spoiler”, not to worry. It’s the where, why and how that this story is all about.While I felt the first chapter or two were entirely overwritten – okay, I get it, Erin really loved Mark and he was really good looking – I soon got into Steadman’s rhythm of story-telling and eventually couldn’t put down what was ultimately a gripping read.When we are first properly introduced to Mark and Erin, they are not yet married, blissfully in love and preparing for their nuptials. But then Mark loses his high-paying job in the banking sector and the two are suddenly faced with the prospect of having to downscale and learn to live a humbler life.Around the same time, Erin is working on a documentary film which involves interviewing three convicted criminals who are about to be released from prison.Despite their fears about the future, Erin and Mark tie the knot and decide to “go for broke” by booking an extravagant holiday in Bora Bora.It is there that they make a discovery that changes their lives forever and the story explores how seemingly ordinary people can become criminals and how easily morals may be comprised when money is involved.The rest of the story is a tangle of mystery, deceit, secrets, paranoia – and a string of opportunities for Erin to draw on her prison contacts for help.Something in the water makes for gripping reading if you can get past the first few overwritten chapters and at the end, there are 10 questions and topics for discussion for you to ponder on. These include, among others, the impact money can have on relationships, how survival instincts influence actions and the reader’s response to the main character.The lucky winner of The Sun Sister was Louise Tucker of Bergvliet.last_img read more

Inter-regional TGV line will have an international impact

first_imgSpectacular time savings will follow completion of France’s first inter-regional TGV line over the 140 km between Dijon and Belfort in December 2011. Reporting from RFF’s construction headquarters at Besançon, Murray Hughes finds that the line will change Europe’s railway geography,TRAVEL NORTH from Besançon to the village of Devecey and you will cross what appears to be an abandoned railway. Weeds flourish along the track and trees encroach on the formation. Like many branch lines across France, it seems neglected and forgotten.While other branches have little prospect of revival, the Besançon – Devecey line is about to be awakened from its slumber. It is destined to form a key link with LGV Rhin-Rhône, the high speed line now being built between Dijon and Mulhouse. Rebuilt and electrified, the branch will join the historic town of Besançon to a new station on the TGV alignment at Auxon-Dessus near Geneuille. It will be shared by TGVs routed via the existing main station at Besançon-Viotte and a shuttle service connecting with domestic and international trains calling at the new station.The 140 km route now under construction represents the first part of the eastern arm of LGV Rhin-Rhône. Western and southern branches are envisaged when funds become available in the medium to long term, and detailed plans are being prepared for the first part of the westward extension through Dijon, which will include a new station at Porte Neuve; it will join the former PLM main line to Paris near Turcey.Planning for the southern branch that will one day allow TGVs to access the Paris – Marseille route near Lyon is less advanced, with studies still in hand to determine the best alignment. Current thinking would see this part of the project built to take freight traffic as well as TGVs.In contrast to France’s other high speed lines — apart from the bypass round the east of Paris — LGV Rhin-Rhône was conceived primarily as an inter-regional route and not as a high speed link from the provinces to the capital. Xavier Gruz, RFF’s Deputy Director of Operations for the eastern section of TGV Rhin-Rhône, who is based at the company’s regional headquarters in Besançon, explains the rationale behind the project.At the local level, the line will link medium-sized towns and important centres of population in the Dijon – Mulhouse corridor which is sandwiched between the Vosges hills to the north and the Jura mountains to the south. Compared with the present route, which follows the valley of the River Doubs between Besançon and Montbéliard, it will offer ‘huge time savings’ as trains must currently negotiate numerous sharp curves where speed is limited to 80 km/h. In the long term a regional TGV-TER service could be introduced to enhance benefits for the local population and economy.At the inter-regional level, the line will provide a link from Alsace to the Rhône valley, at the same time opening up the opportunity for faster links to Paris. Remarkably, Mulhouse – Paris services via LGV Rhin-Rhône and LGV Sud-Est will be 35 min faster than via the first section of LGV Est-Européenne.Fastest journey time from Besançon-Viotte to Paris will come down from 2 h 30 min to 2 h 5 min from Besançon TGV, with eight services a day each way compared with six at present. The best Belfort – Paris trains will take 2 h 25 min compared with 3 h 50 min now.In the Strasbourg – Lyon corridor there will be eight trains a day taking 3 h 15 min, instead of six requiring at least 4 h 45 min. Four a day will continue to and from Marseille, with a fastest journey time of 5 h compared with one train a day that takes 6 h 45 min.Other sample journey times include Strasbourg – Dijon in 2 h 10 min instead of 3 h 40 min, and Mulhouse – Lyon in 2 h 25 min compared with 3 h 45 min.A Mulhouse – Lille trip, currently not possible without changing trains, will take 3 h 55 min; in the days of through services between the two towns, the overnight train from Switzerland to Calais made the Mulhouse – Lille journey in around 7 h.International roleThe line is destined to have a huge impact at the international level, with much faster journeys possible on both north-south and east-west routes. A glance at the map (p543) shows that LGV Rhin-Rhône forms a strategic link between southern Germany, parts of Switzerland and the south of France. With services planned from Frankfurt and Stuttgart to Nice and even Barcelona, it represents a fundamental change in Europe’s railway geography (Table I). RFF puts a Frankfurt – Dijon timing at 4 h 5 min, with Lyon reached in 5 h 15 min. The Stuttgart – Lyon timing would be 5 h 5 min.The eastern end of the new line is close to Basel, bringing the fastest Basel – Paris journey times down to 3 h, with Zürich – Paris taking 3 h 55 min. This means that the TGV services from Basel and Zürich currently routed via LGV Est will switch to LGV Rhin-Rhône from 2011. As many as 270?000 passengers a year are expected to abandon flights in favour of rail on the Zürich – Basel – Paris axis.Traffic forecasts based on the expected development of the French economy distinguish between the north-south and east-west flows (Table II). The total number of passengers forecast to be using rail between destinations served by the new line in 2011 is nearly 9·4 million, but opening of the new line is expected to push the total up by 28% to just over 12 million a year in 2011-13.Around 730 000 passengers a year are forecast to switch from trips by road, with passengers diverting from airlines totalling 480?000. A further 1·46 million passengers a year represent newly-generated traffic. ETCS and TVMAsked about rolling stock for the international services, Gruz confirms that the line will be fully interoperable and fitted with ETCS Level 2 and TVM430 train control for bi-directional working, as on LGV Est. ‘If LGV Est had been equipped only with ETCS Level 2, then we would have done the same’, he says. The line’s control centre will be located at Dijon.Around 30 TGV sets are required to cover the expected level of service, and some of these may be drawn from the fleet of 80 Duplex sets ordered in June this year, some of which will be equipped for international services. Gruz confirms that the line will be able to accept German ICE3MF trainsets, adding that RFF had so far received no request for the line to be used by any other type of rolling stock.Linked to the scheme is a plan for a new TGV rolling stock depot at Lyon which will be able to maintain 30 trainsets initially and 60 when expanded to full capacity. Depots at Strasbourg, Nice and Mulhouse will also need to be enlarged or improved, and the cost of this work, to be borne by SNCF, amounts to €110m.Project scaled downThe eastern section of LGV Rhin-Rhône was originally to have run all the way from Dijon to Mulhouse, but budget cuts mean that for the moment the route is truncated at both ends, with TGVs using connections to the existing network at Villers-les-Pots near Auxonne and Petit-Croix southeast of Belfort. With the section under construction costing €2·3bn (Table III), a further €829m is needed to complete the sections at each end which total 50 km. No agreement has been reached on how this sum will be found, which is causing some concern to local politicians who in July submitted a formal request to the Prefet calling for a start to be made on route design studies.RFF’s funding contribution of €642m is considered as a profitable investment – Gruz says that RFF is not permitted to invest in projects that are not self-financing or profitable. The infrastructure company’s contribution was calculated on the basis of expected track access fees charged for use of the new line, from which maintenance costs are deducted. What remains is the amount that RFF is permitted to sink into the scheme.Civil worksThe programme of civil engineering works (Table IV) is split into three lots and is running to schedule. After a long planning and approvals process, construction began on July 3 2006 (Table V), and completion of civil work on the western part of the route is set for the end of 2008. The topography is more challenging at the eastern end closer to Belfort, where completion is not anticipated until 2009.The alignment — designed for trains to run at 320 km/h and ultimately 350 km/h — requires the construction of 13 viaducts. The longest of these traverses the River Saône (1 340 m) near Auxonne, and at 792 m, the Savoureuse viaduct just west of the Belfort-Montbéliard station is the next longest.This spectacular structure takes the line across the River Savoureuse, the Canal de la Haute Saône, the A36 motorway and another main road. The challenge to the architect was to design a structure that did not appear to be too massive in relation to its height of 30 m above the ground. A design competition was won by British architects Wilkinson Eyre, which has chosen a striking tetrapod structure for the piers. These will be illuminated at night, and a lighting display will accompany each train as it traverses the viaduct.The 1 970 m long Chavanne tunnel northwest of Montbéliard is the only one on the line. This will be a double track structure cut through limestone and marl, requiring the use of two different construction techniques.Track will consist of continuously-welded rail laid on monobloc concrete sleepers with Pandrol fastenings.Bids for signalling, telecoms, power supply and electrification at 2 x 25 kV 50 Hz were issued on August 8 with reponses due by September 17. Bids for trackwork are expected shortly, and RFF aims to award the tender in spring 2008. This will give the contactor 12 months to prepare for the start of tracklaying, which will continue through 2009 and 2010. The tracklaying base will be located at Villersexel, midway between Besançon and Belfort. A short section of new line needs to be laid between the TGV alignment and the base, which will be easily reached over the line from Lure, allowing ballast and other materials to be brought in by rail. All railway equipment should be in place by early 2011, allowing testing to start well before the planned opening date in December that year. By then the control centre at Dijon will be fully functional.In contrast to the procedure that applied during construction of LGV Est, the track contractor rather than SNCF will be responsible for all train movements on the new line. This, says Gruz, is ‘a culturally important change’ that should lead to better efficiency and lower costs.Apart from the station at Auxon-Dessus serving the Besançon area, a second new station will be built at Meroux to serve the district around Belfort and Montbéliard. Both new stations are expected to handle 1·1 million passengers a year. Together with other station improvements, construction cost to SNCF will amount to €44m.Table I. Proposed weekday service pattern for LGV Rhin-Rhône in 2011*East-westLille – Roissy-CdG – Marne-la-Vallée – Montbard – Dijon – Besançon TGV – Belfort-Montbéliard TGV – Mulhouse;Brussels – Lille – Roissy-CdG – Marne-la-Vallée – Dijon – Besançon TGV – Belfort-Montbéliard TGV – Mulhouse – Basel;Paris – Dijon – Besançon TGV – Belfort-Montbéliard TGV – Mulhouse;Paris – Besançon TGV – Belfort-Montbéliard TGV – Mulhouse;Paris – Mulhouse – Basel – Zürich;Paris – Dijon – Belfort-Montbéliard TGV – Mulhouse – Basel – Zürich;Paris – Mulhouse – Basel – Bern;Paris – Montbard – Dijon – Besançon TGV – Besançon Viotte;Paris – Montbard – Dijon – Dôle – Besançon-Viotte;Paris – Dijon – Dôle.North-southFrankfurt/Mannheim/Karlsruhe/Stuttgart – Strasbourg – Belfort-Montbéliard TGV – Besançon TGV – Dijon – Lyon – Valence TGV – Montpellier – Perpignan – Barcelona;Frankfurt/Mannheim/Karlsruhe/Stuttgart – Strasbourg – Belfort-Montbéliard TGV – Besançon TGV – Dijon – Lyon – Avignon TGV – Marseille – Côte d’Azur;Frankfurt/Mannheim/Karlsruhe/Stuttgart – Strasbourg – Colmar – Belfort-Montbéliard TGV – Besançon TGV – Dijon – Lyon;Strasbourg – Colmar – Belfort-Montbéliard TGV – Besançon TGV – Lyon – Avignon TGV – Marseille – Côte d’Azur;Strasbourg – Colmar – Mulhouse – Dijon – Mâcon – Lyon – Valence TGV – Montpellier – Toulouse;Strasbourg – Colmar – Mulhouse – Belfort-Montbéliard TGV – Besançon-Viotte – Lons-le-Saunier – Bourg-en-Bresse – Lyon – Valence TGV – Avignon TGV – Marseille;Mulhouse – Lyon;Basel – Mulhouse – Belfort-Montbéliard TGV – Besançon TGV – Lyon; Zürich – Basel – Mulhouse – Dijon – Mâcon – Lyon – Valence TGV – Montpellier – Perpignan – Barcelona;Zürich – Basel – Mulhouse – Belfort-Montbéliard TGV – Besançon TGV – Dijon – Lyon;Zürich – Basel – Mulhouse – Belfort-Montbéliard TGV – Besançon TGV – Lyon – Avignon TGV – Marseille – Côte d’Azur.* One or more return services a day on each routeTable II. Annual traffic projected to use LGV Rhin-Rhône in 2011-13, 000 passengers East-west Domestic 5 315 International1 1 522 Sub-total 6 837 North-south Domestic 4 376 International2 846 Sub-total 5 222 Total 12 059 [1] Switzerland – Ile de France [2] Germany – Spain; Germany – France; France – Spain; Switzerland – south of France; Switzerland – Spain; Luxembourg – south of France; Luxembourg-SpainTable III. Funding sources for eastern arm of LGV Rhin-Rhône, €m at 2004 prices French government (AFITF) 751 European Union 200 Swiss government 66 RFF 642 Franche-Comté Region 316 Alsace Region 206 Bourgogne Region 131 Total 2 312 Table IV. Main construction data for eastern section of LGV Rhin-Rhône Route length km 140 Minimum curve radius m 5 600exceptionally 5 556 Distance between track centres mm 4 500 Steepest gradient % 3·5 Viaducts 13 Road overbridges 93 Road underbridges 67 Tunnels 1 Earthworks m3 24 000 000 Table V. Key dates for LGV Rhin-Rhône projectSeptember 10 1992 Transport ministry decides on preliminary studiesMarch 20 1995 Preliminary study submitted to transport ministryMay 9 1995 Transport ministry approves detailed studiesOctober 27 1999 Transport ministry agrees alignment of first part of line from Auxonne (Villers-les-Pots) to Petit-CroixMay 29 – July 29 2000 Public enquiryJanuary 25 2002 Declaration of Public Interest (DUP) signedJune 4 2002 Financial agreement for detailed studies signedJune 2 2003 Conseil d’Etat rejects five objections to the DUPDecember 18 2003 Ciadt announces work will start in 2006August 2004 Transport ministry receives full project report with route surveysSeptember 2004 Engineering design beginsJuly 3 2006 Funding agreement signed and start of civil worksAugust 2007 Invitation to tender for railway equipmentSpring 2008 Award of railway equipment tenderSpring 2009 Tracklaying startsEarly 2011 Testing beginsDecember 2011 Line opens to trafficCAPTION: LGV Rhin-Rhône provides a strategic link for international services from Switzerland and southern Germany to the south of France and Spain; extensions planned to the west and south will further accelerate journey times CAPTION: The first phase of LGV Rhin-Rhône links the regions of Dijon and Belfort, connecting to the existing network at Villers-les-Pots and Petit-Croix. The first part of a western extension will take the line through Dijon, where a new station will be built at Porte Neuve CAPTION: The first girder for the Linotte viaduct was launched in July this year CAPTION: Earthworks are largely complete at the junction with the Besançon – Devecey line near the future Besançon TGV station CAPTION: The Chavanne tunnel is the only one on the line La ligne à grande vitesse interrégionale aura un impact internationalLa section initiale de la première ligne à grande vitesse interrégionale française se dessine à travers les collines boisées du Jura, dans l’est de la France. Prévue pour entrer en service en décembre 2011, les 140 km de lignes s’étendent de Villers-les-Pots, à l’est de Dijon, à Petit-Croix, près de Belfort. Avec deux arrêts intermédiaires pour desservir les zones de Belfort et de Besançon, la LGV Rhin-Rhône va permettre une accélération spectaculaire des services intérieurs entre l’est de la France, la vallée du Rhône et la Méditerranée. Des gains de temps spectaculaires sont également attendus pour attirer le trafic international entre, d’une part, le sud de l’Allemagne et le nord de la Suisse, d’autre part, la Côte d’Azur et l’EspagneInterregionale Hochgeschwindigkeitsstrecke mit internationalen AuswirkungeDer erste Abschnitt von Frankreichs erster interregionaler Hochgeschwindigkeitsstrecke wird in die bewaldeten Hügel des Juras im östlichen Frankreich hineingeschnitten. Mit der geplanten Eröffnung im Dezember 2011 verläuft die 140 km lange Strecke von Villers-les-Pots, östlich von Dijon nach Petit-Croix bei Belfort. Mit zwei Stationen, welche die Regionen von Belfort und Besançon bedienen, erlaubt die LGV Rhin-Rhône dramatische Beschleunigungen der Verbindungen zwischen Ostfrankreich und dem Mittelmeer. Spektakuläre Zeitgewinne lassen ebenfalls eine Attraktivitätssteigerung für Verbindungen zwischen Süddeutschland und der Nordschweiz einerseits und der Côte d’Azur sowie Spanien andererseits erwarteLínea interregional de alta velocidad con impacto internacionalSe está excavando el tramo inicial de la primera línea interregional de alta velocidad de Francia, que atraviesa las pequeñas montañas del Jura al este del país. Se espera que la línea de 140 km, que comienza en Villers-les-Pots, al este de Dijon, y termina en Petit-Croix, cerca de Belfort, esté en funcionamiento en diciembre de 2011. Con dos estaciones intermedias, que darán servicio a las áreas de Belfort y Besançon, la LGV Rhin-Rhône acelerará de forma espectacular los servicios domésticos entre el este de Francia, el valle del Rhône y el Mediterráneo. Se espera que la reducción importante de los tiempos de viaje sea también un gancho para atraer el tráfico internacional procedente del sur de Alemania y del norte de Suiza, con destino a la Côte d’Azur y a Españalast_img read more

Veolia wins replacement Öresundståg operating contract

first_imgSWEDEN: Veolia Transport Sverige has been awarded the contract to operate Øresund regional passenger services in southern Sweden for five years from December 2014, beating rival bids submitted by Arriva Tåg and SJ.The SKr530m/year contract awarded by the Öresundståg group of six local authorities covers the operation of around 13 million train-km/year on routes from the Danish border to Malmö and Göteborg, Kalmar and Karlskrona; a separate but linked contract covers the København end of the service. Öresundståg also has options for Alvesta – Göteborg, Alvesta – Jönköping, Emmaboda – Karlskrona and Hässleholm – Halmstad services, and to extend the contract term by a further two years. Veolia has operated Øresund services since 2011 under a short-term agreement which was awarded to stabilise operations after the DSBFirst joint venture which had held the contract became embroiled in accounting problems. DSB retains responsibility for rolling stock maintenance. ‘We have invested a lot in customer satisfaction and punctuality, and it has obviously paid off’, said Gunnar Schön, Chief Executive of Veolia Transport Sverige.last_img read more