Ann Reg Sci (1997)
31:21–38
自我介绍的英文
Some of the rearch reprented in this paper has been carried out as part of a project “Transport and Regional Development in Europe”in the Transport and the Environment Pro-gramme funded by the Economic and Social Rearch Council (Grant No L 119251008).It was previously prented at a Workshop at Jo ¨nko ¨ping International Business School,March 1995,and a Workshop on Infrastructur
e Planning,Spatial Development and the Environment ,Cairns,Queensland,Australia,July 1995.Some of the data reported in this paper comes from various issues of Modern Railways and Today’s Railways magazines.I am grateful for the comments of two referees which have helped improve the argument in this paper.
Abstract.The development of High-Speed Rail has been one of the central features of recent European Union transport infrastructure policy.This pa-per reviews the developments which have taken place in a number of coun-tries and asss the outcome.It identifies the lack of genuine network development which has taken place,criticis the failure to provide a more integrated framework between modes and questions the assumptions of im-proved regional development and cohesion which are claimed for the policy.Instead there is evidence of increasing concentration into the main metropolitan centres rved by the emerging network.ccdp
1.Introduction
The decisions of the Esn European Council Meeting in December 1994in accepting and extending the views of the Christopherson Committee on the priority Trans-European network projects have reaffirmed the pre-emi-nence of high speed rail projects in the future European high-level network.Threliable的意思
is paper reviews progress on the high-speed rail network to date and dis-cuss three main issues in their evaluation:competitiveness,network ef-fects and corridor development.The paper is critical of the role assigned to high-speed rail in the overall development,both from the wider European perspective and the point of view of individual regions,and urges caution in approaches to the evaluation of individual projects.
月份缩写22R.Vickerman 2.The development of the European high-speed rail network
2.1A European network?
The first obrvation is that there is esntially no European high-speed rail network.The proposals for such a network emerged relatively late,in a re-port of the Community of European Railways(1990)and this was esn-tially adopted as the ba for what became the European Community’s pro-pod Trans-European Network for high-speed rail(Vickerman1994;Ross 1994).This“network”is esntially the linking together of a ries of na-tional plans for upgraded or very high speed rail improvements which emerged during the1970s and1980s(Fig.1).The emerged for three basic reasons:
–to overcome limited capacity on critical links of the rail network,where some new investment was ne
eded and a completely new alignment ap-peared the most cost effective solution–this was esntially the ratio-nale for the first French line,the TGV Sud Est;
美女翻译–to increa speeds on particularly slow ctions of the trunk network where the developments in rail technology could not be fully exploited–this was the main reason(along with capacity problems)behind the first two German projects the NBS Hannover-Wu¨rzburg and Mannheim-Stutt-gart and the Italian Direttissima;
–to improve the accessibility of more remote regions–this was to a cer-tain extent the rationale for TGV Atlantique and has become an increas-ingly important argument in subquent proposals,most notably in the ca of the first Spanish A VE line,Madrid-Sevilla.
Only subquently has the concept of a European network,using high-speed rail to provide basic international links,become significant.This has initially involved linking together national projects,such as Lyon-Turin or TGV-Est with single corridors,but the only really planned network is the so-called(now rather inaccurately)TGV-North European,also known as the PBKAL(Paris-Brusls-Ko¨ln-Amsterdam-London(Fig.2).Incread in-terest is now being shown in the(genuinely)Northern European network using the various fixed links propod between Scandina
cet4官网via and continental Europe linking Germany,Denmark,Sweden and Norway.The two net-works are,however,in very different geographical and economic situations and need to be distinguished from each other.
2.2French TGV network
navyOnly France has developed a genuine network approach to high-speed rail in terms of its Sche´ma Directeur(Fig.3).The initial line,TGV Paris-Lyon was brought into rvice in stages between1981and1983and thus almost 15years’experience has already been gained.The basic rationale for this line was the inadequacy of capacity on certain critical stretches of line where only two tracks were in operation.The opportunity was taken,fol-lowing a full investigation of alternative options to build a completely new
High-speed rail in Europe:experience and issues for future development23
line.This had the advantage of saving some 120km (about 20%of the dis-tance between Paris and Lyon)and ud new technology to develop lighter weight and lighter axle load articulated trains which needed less expensive infrastructure (bridges and tunnels)as they could follow the contours.
Paris-Lyon is perhaps the most ideal route for a high speed line,it has to some extent the character of a long distance commuter line.The journey time was reduced to 2h for 450km and has been a particular success in terms of both trip diversion and trip generation.Total rail pasngers on the corridor incread from 12.5million in 1980to 22.9million in 1992,18.9million being TGV pasngers.This shows traffic diversion,both within the rail mode and to rail,and traffic generation.Most of the increa came in the first few years with 20million rail pasngers (15million by TGV)by 1985.Most of the diverted pasngers came from air,Paris-Lyon air traffic halved between 1980and 1984,Paris-Gene ´ve fell by around 20%and Paris-Sud Est in general grew at less than half the rate of other radial routes from Paris.Similarly car traffic on the A6parallel motorway grew at only about one-third the rate on the A4and A13routes.Most of the effect 24R.misjudge
Vickerman
英语作文经典句型
of high speed rail was felt within the first few years with virtually stagnant road traffic volumes between 1981and 1985followed by growth at a les-r rate than on other routes.All modes were affected by a general slow down in growth from 1989onwards.Some half of the additional rail traffic came from newly generated trips.More interesting is the impact on the wider region beyond Lyon,the ability to u the same train for uninter-rupted journeys over the existing network brought about an even greater in-High-speed rail in Europe:experience and issues for future development
25
kook
