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[
"Bering Strait crossing",
"instance of",
"railway tunnel"
] |
The TKM–World Link
The TKM–World Link (Russian: ТрансКонтинентальная магистраль, English: Transcontinental Railway), also called ICL-World Link (Intercontinental link), was a planned 6,000-kilometer link between Siberia and Alaska to deliver oil, natural gas, electricity, and rail passengers to the United States from Russia. Proposed in 2007, the plan included provisions to build a 103-kilometer (64 mi) tunnel under the Bering Strait, which, if built, would become the longest tunnel in the world, surpassing the 60-kilometer (37 mi) Line 3 (Guangzhou Metro) tunnel. The tunnel would be part of a railway joining Yakutsk, the capital of the Russian republic of Yakutia, and Komsomolsk-on-Amur, in the Russian Far East, with the western coast of Alaska. The Bering Strait tunnel was estimated to cost between $10 billion and $12 billion, while the entire project was estimated to cost $65 billion.In 2008, Russian Prime Minister Vladimir Putin approved the plan to build a railway to the Bering Strait area, as a part of the development plan to run until 2030. The more than 100-kilometer (60 mi) tunnel would run under the Bering Strait between Chukotka, in the Russian far east, and Alaska. The cost was estimated as $66 billion.In late August 2011, at a conference in Yakutsk in eastern Russia, the plan was backed by some of President Dmitry Medvedev's top officials, including Aleksandr Levinthal, the deputy federal representative for the Russian Far East. It would be a faster, safer, and cheaper way to move freight around the world than container ships, supporters of the idea believed. They estimated it could carry about 3% of global freight and make about $7 billion a year. Shortly after, the Russian government approved the construction of the $65 billion Siberia-Alaska rail and tunnel across the Bering Strait.Other observers doubt that this will be cheaper than container ships, bearing in mind that the cost for transport from China to Europe by rail is higher than by container ship (except for expensive cargo where lead time is important).In 2013, the Amur Yakutsk Mainline connecting the Yakutsk railway (2,800 km or 1,700 mi from the strait) with the Trans-Siberian Railway was completed. However, this railway is meant for freight and is too curvy for high-speed passenger trains. Future projects include the Lena–Kamchatka Mainline and Kolyma–Anadyr highway. The Kolyma–Anadyr highway has started construction, but will be a narrow gravel road.
| 8
|
[
"Bering Strait crossing",
"instance of",
"proposed tunnel"
] |
20th century
In 1904, a syndicate of American railroad magnates proposed (through a French spokesman) a Siberian–Alaskan railroad from Cape Prince of Wales in Alaska through a tunnel under the Bering Strait and across northeastern Siberia to Irkutsk via Cape Dezhnev, Verkhnekolymsk, and Yakutsk (around 5,000 km (3,100 mi) of railroad to build, plus over 3,000 km (1,900 mi) in North America). The proposal was for a 90-year lease, and exclusive mineral rights for 8 miles (13 km) each side of the right-of-way. It was debated by officials and finally turned down on March 20, 1907.Czar Nicholas II approved the American proposal in 1905 (only as a permission, not much financing from the Czar). Its cost was estimated at $65 million and $300 million, including all the railroads.These hopes were dashed with the outbreak of the 1905 Russian Revolution followed by World War I.Interest was renewed during World War II with the completion in 1942–43 of the Alaska Highway, linking the remote territory of Alaska with Canada and the continental United States. In 1942, the Foreign Policy Association envisioned the highway continuing to link with Nome near the Bering Strait, linked by highway to the railhead at Irkutsk, using an alternative sea-and-air ferry service across the Bering Strait. At the same time the road on the Russian side was extended by building the 2000-kilometer (1250 mi) Kolyma Highway.
In 1958, engineer Tung-Yen Lin suggested the construction of a bridge across the Bering Strait "to foster commerce and understanding between the people of the United States and the Soviet Union". Ten years later he organized the Inter-Continental Peace Bridge, Inc., a non-profit institution organized to further this proposal. At that time he made a feasibility study of a Bering Strait bridge and estimated the cost to be $1 billion for the 50-mile (80 km) span. In 1994 he updated the cost to more than $4 billion. Like Gilpin, Lin envisioned the project as a symbol of international cooperation and unity, and dubbed the project the Intercontinental Peace Bridge.The TKM–World Link
The TKM–World Link (Russian: ТрансКонтинентальная магистраль, English: Transcontinental Railway), also called ICL-World Link (Intercontinental link), was a planned 6,000-kilometer link between Siberia and Alaska to deliver oil, natural gas, electricity, and rail passengers to the United States from Russia. Proposed in 2007, the plan included provisions to build a 103-kilometer (64 mi) tunnel under the Bering Strait, which, if built, would become the longest tunnel in the world, surpassing the 60-kilometer (37 mi) Line 3 (Guangzhou Metro) tunnel. The tunnel would be part of a railway joining Yakutsk, the capital of the Russian republic of Yakutia, and Komsomolsk-on-Amur, in the Russian Far East, with the western coast of Alaska. The Bering Strait tunnel was estimated to cost between $10 billion and $12 billion, while the entire project was estimated to cost $65 billion.In 2008, Russian Prime Minister Vladimir Putin approved the plan to build a railway to the Bering Strait area, as a part of the development plan to run until 2030. The more than 100-kilometer (60 mi) tunnel would run under the Bering Strait between Chukotka, in the Russian far east, and Alaska. The cost was estimated as $66 billion.In late August 2011, at a conference in Yakutsk in eastern Russia, the plan was backed by some of President Dmitry Medvedev's top officials, including Aleksandr Levinthal, the deputy federal representative for the Russian Far East. It would be a faster, safer, and cheaper way to move freight around the world than container ships, supporters of the idea believed. They estimated it could carry about 3% of global freight and make about $7 billion a year. Shortly after, the Russian government approved the construction of the $65 billion Siberia-Alaska rail and tunnel across the Bering Strait.Other observers doubt that this will be cheaper than container ships, bearing in mind that the cost for transport from China to Europe by rail is higher than by container ship (except for expensive cargo where lead time is important).In 2013, the Amur Yakutsk Mainline connecting the Yakutsk railway (2,800 km or 1,700 mi from the strait) with the Trans-Siberian Railway was completed. However, this railway is meant for freight and is too curvy for high-speed passenger trains. Future projects include the Lena–Kamchatka Mainline and Kolyma–Anadyr highway. The Kolyma–Anadyr highway has started construction, but will be a narrow gravel road.
| 10
|
[
"Rail Baltica",
"instance of",
"proposed railway line"
] |
Status
In 2017, all three Baltic parliaments ratified the Inter-Governmental Agreement for the Rail Baltica project, thereby confirming their long-term commitment to the project. In addition, Rail Baltica Global Project's cost-benefit analysis was delivered by Ernst & Young and Atkins International experts, based on the European Union's CBA guidelines. The analysis showed that the project was financially feasible and viable, and its measurable benefits would outweigh the costs.In August 2016, the spatial planning for the entire Rail Baltica railway line was approved in Latvia by the decision of the Latvian Government. This was followed by the approval of the Lithuanian Government in January 2017 for their respective section from Kaunas to the border with Latvia. The route for the section from Kaunas to the border with Poland, known as Rail Baltica I, is subject to the results of an Upgrade Feasibility Study. On 14 February 2018, the Ministry of Public Administration of the Republic of Estonia approved the spatial plan for the line in Estonia, leading to the setting of the final route and preliminary design of the railway in the country. With Estonia's decision, the spatial territorial planning and preliminary technical design of the Rail Baltica railway in the Baltic States was finalised.The Rail Baltica project entered the design phase in all three Baltic States with the approval of detailed design guidelines. Certain sections have finished consolidating preliminary technical design, tendering the detailed technical design services, and preparing a BIM strategy. On 20 March 2018, the first Rail Baltica construction design and supervision contract—for Rail Baltica's Riga International Airport railway station, related infrastructure, and viaduct—was signed by Eiropas Dzelzceļa līnijas SIA and PROSIV, the winner of the open international tender and a partnership of suppliers from three countries: Prodex (Slovakia), Sintagma (Italy), and Vektors T (Latvia).In 2018, studies related to commercialisation and supply materials were finalised, including a long-term business plan, an operational plan, an infrastructure management study, and an upgraded feasibility study of the European gauge railway line from Kaunas to the Lithuanian–Polish border. In 2019, the first cornerstone of Rail Baltica was laid in Estonia to mark the beginning of construction of Saustinõmme viaduct. Also, detailed technical design contracts were signed for the following sections: Tallinn–Rapla and Pärnu–Rapla in Estonia, Kaunas–Ramygala and Ramygala–Latvian/Lithuanian border in Lithuania, and Vangaži–Salaspils–Misa and the main line through Riga in Latvia. With the contracts signed, geotechnical research was started in different sections of the railway in order to gather information about the soil.
In 2020, the development of detailed technical design had progressed to cover 643 km (400 mi) of the main track, which included all railway sections in Estonia and Latvia as well as sections from Kaunas to the Latvian/Lithuanian border in Lithuania.In Estonia, discussions about environmental impact assessment were started and meetings were planned until the end of 2020. During the discussions, people were invited to ask questions regarding the project's environmental impact, while various technical solutions were presented.In Latvia, the Riga Central Station construction was officially started with ceremonies on 23 November 2020. On the 3rd of February 2021, the project implementer of Riga Airport Station was also chosen; construction began in May 2021 and is expected to finish in early 2023. Talks with NGOs in Riga were started to discuss technical solutions within the city, especially for infrastructure elements such as crossings and overpasses.As of 2023, the project completion is scheduled for 2030, with a start of services on some of the sections in 2028.
| 9
|
[
"Berlin–Palermo railway axis",
"part of",
"Trans-European Transport Networks"
] |
Alignment and sections
From Berlin the line will run to the Central German Metropolitan Region of Halle/Leipzig, to Erfurt and to Southern Germany at Nuremberg, Ingolstadt and Munich. Crossing the border with Austria, it will continue through the state of Tyrol along Kufstein, Wörgl and the capital Innsbruck. It will enter Italian South Tyrol, passing Franzensfeste and Bolzano, run through Northeast Italy via Verona and Bologna, through Central Italy along Florence and Rome, and reach Southern Italy at Naples and finally shall ferry over to Messina and Palermo on Sicily.
| 4
|
[
"Berlin–Palermo railway axis",
"instance of",
"proposed rail infrastructure"
] |
The Berlin–Palermo railway axis (German: Eisenbahnachse Berlin–Palermo, Italian: Asse ferroviario Berlino-Palermo) is project No. 1 of the Trans-European high-speed rail network (TEN-R), which involves the creation of a 2,200-kilometre-long (1,400 mi) high-speed rail line between Berlin and Palermo. It is designated as one of the main transport links connecting Central and Southern Europe, tracking through Germany, Austria and Italy.
| 7
|
[
"Plac Konstytucji metro station",
"state of use",
"proposed building or structure"
] |
Plac Konstytucji (English: Constitution Square) is a proposed and planned Warsaw Metro station. It was included in the original plans, however it was temporarily dropped in 1989 due to budget constraints. As of 2009 this station is in hiatus - it is listed as a planned investment, but the last official update regarding its status dates to 2006. However, in September 2019 the Warsaw city council announced plans to build the station after all. A contractor has been announced, and will have until 2026 to build the station. The proposed location of the station is the corner of Marszałkowska and Hoża streets, some 300 m north of the Constitution Square.
| 4
|
[
"Plac Konstytucji metro station",
"instance of",
"metro station"
] |
Plac Konstytucji (English: Constitution Square) is a proposed and planned Warsaw Metro station. It was included in the original plans, however it was temporarily dropped in 1989 due to budget constraints. As of 2009 this station is in hiatus - it is listed as a planned investment, but the last official update regarding its status dates to 2006. However, in September 2019 the Warsaw city council announced plans to build the station after all. A contractor has been announced, and will have until 2026 to build the station. The proposed location of the station is the corner of Marszałkowska and Hoża streets, some 300 m north of the Constitution Square.
| 5
|
[
"Muranów metro station",
"state of use",
"proposed building or structure"
] |
Warsaw metro station A-16 Muranów is a proposed and planned Warsaw Metro station. It was included in the original plans, however it was temporarily dropped in 1989 due to budget constraints. As of 2009 this station is in hiatus - it is listed as a planned investment, but the last official update regarding its status dates to 2006. The proposed location of the station in the Muranów neighbourhood (crossroads of Anielewicza and Andersa streets), 635 meters to the north of A-15 Ratusz Arsenał and 899 meters to the south of A-17 Dworzec Gdański.
| 3
|
[
"Muranów metro station",
"instance of",
"metro station"
] |
Warsaw metro station A-16 Muranów is a proposed and planned Warsaw Metro station. It was included in the original plans, however it was temporarily dropped in 1989 due to budget constraints. As of 2009 this station is in hiatus - it is listed as a planned investment, but the last official update regarding its status dates to 2006. The proposed location of the station in the Muranów neighbourhood (crossroads of Anielewicza and Andersa streets), 635 meters to the north of A-15 Ratusz Arsenał and 899 meters to the south of A-17 Dworzec Gdański.
| 4
|
[
"Thai Canal",
"instance of",
"proposed canal"
] |
Rationale
The idea of a Kra Canal has been proposed in modern times since the 1930s, but has never materialized due to high cost and environmental repercussions.The Strait of Malacca, just under 1,000 kilometres (620 mi) long, is narrow, less than 2.5 kilometres (1.6 mi) at the narrowest, and just 25 metres (82 ft) deep at its shallowest point. It is used by many oil tankers, bulk carriers and container ships. It is estimated that some 80% of Japan's and South Korea's oil and natural gas supplies pass through it. The strait, the world's busiest shipping route, saw a record 84,000 vessels sail through it in 2016. Its yearly capacity is 120,000 vessels. The Maritime Institute of Malaysia forecasts that by 2025, about 140,000 vessels and freighters will seek to transit the strait. A canal would reduce shipping times between the South China Sea and the Andaman Sea two or three days and reduce distance travelled by at least 1,200 kilometres compared with the strait. Bunker fuel savings for a 100,000 dwt (deadweight) oil tanker could be as much as US$350,000 per trip.In early 2015, calls for yet another feasibility study of the canal were put forward, a leading proponent being the Thai-Chinese Culture and Economic Association of Thailand (TCCEAT). Supporters of the canal believe that it would end Thailand's economic slump and make it a "global shipping and economic hub, rivalling the Panama Canal". On 15 May 2015, a memorandum of understanding was signed by the China-Thailand Kra Infrastructure Investment and Development company (中泰克拉基础设施投资开发有限公司) in Guangzhou to advance the project. On 19 May 2015 the Thai government denied reports that an agreement had been signed with China to construct the canal. The canal would take an estimated ten years to complete at a cost of US$28 billion.
In 2005, an internal report prepared for U.S. Secretary of Defense Donald Rumsfeld was leaked to The Washington Times, spelling out China's strategy of underwriting construction of the canal across the Kra Isthmus, with Chinese port facilities and refineries, as part of its "string of pearls" strategy of forward bases and energy security. The Chinese plan called for construction over ten years employing roughly 30,000 workers at a cost of between US$20–25 billion.Canal opponents have raised several objections to the construction of a canal:
| 1
|
[
"Intercity Express Programme",
"country",
"United Kingdom"
] |
The Intercity Express Programme (IEP) is an initiative of the Department for Transport (DfT) in the United Kingdom to procure new trains to replace the InterCity 125 and InterCity 225 fleets on the East Coast Main Line and Great Western Main Line. These new trains would be built by Hitachi as part of their A-train family, classified as Class 800 electro-diesel units and Class 801 electric multiple units. Hitachi designated the units as the AT300 family, which is their Intercity High Speed fleet. Other AT300 units have also been ordered for other train operating companies, which are not part of the IEP.
| 0
|
[
"NRLA",
"country",
"Switzerland"
] |
The New Railway Link through the Alps (NRLA; German: Neue Eisenbahn-Alpentransversale, NEAT, French: nouvelle ligne ferroviaire à travers les Alpes, NLFA, Italian: Nuova ferrovia transalpina, NFTA), is a Swiss construction project for faster north–south rail links across the Swiss Alps. It consists of two axes with several improvements along these rails including three new base tunnels several hundred metres below the existing apex tunnels, the 57-kilometre (35 mi) Gotthard Base Tunnel, the 35-kilometre (22 mi) Lötschberg Base Tunnel, and the 15-kilometre (9.3 mi) Ceneri Base Tunnel. Swiss Federal Railways subsidiary AlpTransit Gotthard AG and BLS AG subsidiary BLS Alp Transit AG (now BLS Netz AG) were founded for this project and built the tunnels.The total projected cost of the project was CHF 12.189 billion at its 1998 start; in December 2015, its final cost was projected to be CHF 17.900 billion. The 1998 projected total cost of the Gotthard Base Tunnel was CHF 6.323 billion; in December 2015, its final cost was projected to be CHF 9.560 billion. It opened on 1 June 2016, and became operational on 11 December of that year. The Ceneri Base Tunnel was opened on 3 September 2020 and became fully operational in December 2020 and is an important feeder for the Gotthard Base Tunnel. A decision between a full or partial completion of the second tube of the Lötschberg Base Tunnel is expected in 2023.
| 0
|
[
"Rail 2000",
"country",
"Switzerland"
] |
Rail 2000 (German: Bahn 2000; French: Rail 2000, Italian: Ferrovia 2000) is a large-scale project of the Swiss Federal Railways (SBB CFF FFS) established in 1987 to improve the quality of the Swiss rail network for the New millennium. It includes measures to accelerate a number of existing connections and the modernisation of rolling stock. The federal government decision to support the project in 1986 was approved by a referendum in 1987. In 2004 the first phase was completed consisting of around 130 projects with a budget of around CHF 5.9 billion.
| 0
|
[
"Rail 2000",
"instance of",
"proposed rail infrastructure"
] |
Rail 2000 (German: Bahn 2000; French: Rail 2000, Italian: Ferrovia 2000) is a large-scale project of the Swiss Federal Railways (SBB CFF FFS) established in 1987 to improve the quality of the Swiss rail network for the New millennium. It includes measures to accelerate a number of existing connections and the modernisation of rolling stock. The federal government decision to support the project in 1986 was approved by a referendum in 1987. In 2004 the first phase was completed consisting of around 130 projects with a budget of around CHF 5.9 billion.New transverse trunkline
In the late 1960s the SBB developed a proposal for a new east-west trunkline (German: Haupttransversale, NHT). This was considered by the Swiss Transport Commission (German: Schweizerischen Gesamtverkehrskommission, GVK). In 1977 after almost six years work, the GVK submitted a 400-page report, which recommended the construction of a new railway between Geneva and Lake Constance and between Basel and Olten. On these routes, a total of 120 kilometres of new line would allow operation of trains at up to 200 kilometres per hour.A Federal Government committee supported SBB's proposal but considered that investment should be initially concentrated on the sections of route between Basel, Olten and Bern. To the contrary, the canton of Solothurn complained that the new line would benefit only the large centres and that rural areas would be disadvantaged. An action committee was established to oppose it at a referendum. This proved unnecessary, however, as the Federal Council took the view that the project was "too narrow" and too focussed on the East-West transverse line and its feeder lines with too little done to improve Swiss railway system as a whole. In mid 1984 the Directorate General of the SBB established an expert group under the name "Rail 2000" with a mission to develop a new concept that not only improved the main axes, but would develop the whole Swiss rail network in the medium to long-term.Rail 2000
On 27 March 1985 SBB presented the Transport Department with a new project draft. This was met with a positive response from the political parties and associations; the Neue Zürcher Zeitung called the concept attractive, flexible and evolutionary. The aim of the concept was to connect the main hub stations in less than an hour (particularly Zürich, Bern and Lausanne) so that trains could arrive before the hour or half hour and depart again shortly thereafter. Trains therefore would have to run as fast as necessary to meet this object, not as fast as possible.The federal parliament voted to approve Rail 2000 in May 1986. It granted CHF 5.4 billion for the Mattstetten–Rothrist new line between Olten and Bern and for a connection from near Herzogenbuchsee to Solothurn. Opposition formed in regions where the new line would be built. The opposition was directed not against the rail project, but against the route of the new line and the loss of arable land. Nevertheless, all major parties supported the project at a referendum in 1987 and it gained a majority of 57.0%.Rail 2000, Stage 2 / Future development of rail infrastructure
The Federal Office of Transport (FOT) is currently reviewing the differing needs of the cantons and railways for a 2nd stage of Rail 2000. This, is being considered together with the federal government's overall review of funding for ongoing public transport projects, including the AlpTransit, high-speed connections to France and Germany and the Geneva cross-city line. The 2nd Stage of Rail 2000 is also called "Future development of rail projects" (German: Zukünftige Entwicklung der Bahnprojekte, ZEB). It is envisaged that this stage would be completed by 2030.
The Swiss Federal Railways outlined its ideas for the 2nd Stage in a press conference in April 2006 with the FOT. In principle, it preferred smaller extensions rather large tunnel projects. It emphasised the acceleration of the east-west link and the inclusion of Lausanne, Biel, Interlaken and St. Gallen as nodes for the regular interval timetable in addition to Zürich and Bern. The following extensions are planned:
| 2
|
[
"Brenner Base Tunnel",
"crosses",
"Brenner Pass"
] |
The Brenner Base Tunnel (German: Brennerbasistunnel; Italian: Galleria di base del Brennero) is a 55-kilometre-long (34 mi) railway tunnel under construction through the base of the Eastern Alps beneath the Brenner Pass. Upon completion, it will be the second or third longest railway tunnel in the world, after the Gotthard Base Tunnel in Switzerland and (depending on their relative completion dates) the Mont d'Ambin Base Tunnel between France and Italy. It will run from near Innsbruck, in Austria, to Franzensfeste, in Italy, replacing part of the current Brenner railway. The line is part of Line 1, the Berlin to Palermo route, of Trans-European Transport Networks (TEN-T).
The Brenner Pass, in the Alps at the border between Austria and Italy, is one of the most important traffic connections between northern and southern Europe, and the motorway going over it is infamous for its frequent traffic jams. Pollution from transit traffic is a major concern because of the combination of temperature inversion with the narrow shape of the valleys leading to the pass.The goal is to relieve this situation by greatly improving the railway connection between North Tyrol and South Tyrol with the new tunnel, which will allow trains to cross the Alps much faster. Currently, speeds in the Brenner region barely exceed 70 km/h (43 mph) due to the steepness of the existing tracks, which cross the pass at an elevation of 1,371 metres (4,498 ft) above sea level.The travel time from Innsbruck to Bolzano will be reduced from current 2 hours to just 50 minutes.The project is funded by Austria and Italy with large contributions by the European Union. Together with the Inntal Tunnel, part of the existing Innsbruck bypass, the Brenner Base Tunnel will reach a length of 64 kilometres (40 mi), which would be the longest underground railway connection in the world. The tunnel is scheduled to be completed in 2032.
| 10
|
[
"Brenner Base Tunnel",
"instance of",
"base tunnel"
] |
The Brenner Base Tunnel (German: Brennerbasistunnel; Italian: Galleria di base del Brennero) is a 55-kilometre-long (34 mi) railway tunnel under construction through the base of the Eastern Alps beneath the Brenner Pass. Upon completion, it will be the second or third longest railway tunnel in the world, after the Gotthard Base Tunnel in Switzerland and (depending on their relative completion dates) the Mont d'Ambin Base Tunnel between France and Italy. It will run from near Innsbruck, in Austria, to Franzensfeste, in Italy, replacing part of the current Brenner railway. The line is part of Line 1, the Berlin to Palermo route, of Trans-European Transport Networks (TEN-T).
The Brenner Pass, in the Alps at the border between Austria and Italy, is one of the most important traffic connections between northern and southern Europe, and the motorway going over it is infamous for its frequent traffic jams. Pollution from transit traffic is a major concern because of the combination of temperature inversion with the narrow shape of the valleys leading to the pass.The goal is to relieve this situation by greatly improving the railway connection between North Tyrol and South Tyrol with the new tunnel, which will allow trains to cross the Alps much faster. Currently, speeds in the Brenner region barely exceed 70 km/h (43 mph) due to the steepness of the existing tracks, which cross the pass at an elevation of 1,371 metres (4,498 ft) above sea level.The travel time from Innsbruck to Bolzano will be reduced from current 2 hours to just 50 minutes.The project is funded by Austria and Italy with large contributions by the European Union. Together with the Inntal Tunnel, part of the existing Innsbruck bypass, the Brenner Base Tunnel will reach a length of 64 kilometres (40 mi), which would be the longest underground railway connection in the world. The tunnel is scheduled to be completed in 2032.
| 14
|
[
"Stuttgart 21",
"country",
"Germany"
] |
Stuttgart 21 is a railway and urban development project in Stuttgart, Germany. It is a part of the Stuttgart–Augsburg new and upgraded railway and the Main Line for Europe (Paris—Vienna) within the framework of the Trans-European Networks. Its core is a renewed Stuttgart Hauptbahnhof, among some 57 kilometres (35 miles) of new railways, including some 30 kilometres (19 miles) of tunnels and 25 kilometres (16 miles) of high-speed lines.
The project was officially announced in April 1994. Construction work began on 2 February 2010. In March 2013, total costs were officially estimated at €6.5 billion, the previous estimate being €4.5 billion in 2009. In March 2022, Deutsche Bahn estimated the total cost at €9.15 billion. Heated debate ensued on a broad range of issues, including the relative costs and benefits, geological and environmental concerns, as well as performance issues.
As of 2019, the start of operation is expected in late 2025, versus an initial estimation of 2019 (made in 2010).
| 0
|
[
"Stuttgart 21",
"located in the administrative territorial entity",
"Stuttgart"
] |
Stuttgart 21 is a railway and urban development project in Stuttgart, Germany. It is a part of the Stuttgart–Augsburg new and upgraded railway and the Main Line for Europe (Paris—Vienna) within the framework of the Trans-European Networks. Its core is a renewed Stuttgart Hauptbahnhof, among some 57 kilometres (35 miles) of new railways, including some 30 kilometres (19 miles) of tunnels and 25 kilometres (16 miles) of high-speed lines.
The project was officially announced in April 1994. Construction work began on 2 February 2010. In March 2013, total costs were officially estimated at €6.5 billion, the previous estimate being €4.5 billion in 2009. In March 2022, Deutsche Bahn estimated the total cost at €9.15 billion. Heated debate ensued on a broad range of issues, including the relative costs and benefits, geological and environmental concerns, as well as performance issues.
As of 2019, the start of operation is expected in late 2025, versus an initial estimation of 2019 (made in 2010).
| 3
|
[
"Stuttgart 21",
"instance of",
"engineering project"
] |
Stuttgart 21 is a railway and urban development project in Stuttgart, Germany. It is a part of the Stuttgart–Augsburg new and upgraded railway and the Main Line for Europe (Paris—Vienna) within the framework of the Trans-European Networks. Its core is a renewed Stuttgart Hauptbahnhof, among some 57 kilometres (35 miles) of new railways, including some 30 kilometres (19 miles) of tunnels and 25 kilometres (16 miles) of high-speed lines.
The project was officially announced in April 1994. Construction work began on 2 February 2010. In March 2013, total costs were officially estimated at €6.5 billion, the previous estimate being €4.5 billion in 2009. In March 2022, Deutsche Bahn estimated the total cost at €9.15 billion. Heated debate ensued on a broad range of issues, including the relative costs and benefits, geological and environmental concerns, as well as performance issues.
As of 2019, the start of operation is expected in late 2025, versus an initial estimation of 2019 (made in 2010).
| 6
|
[
"Stuttgart 21",
"has part(s)",
"Stuttgart Central Station"
] |
Stuttgart 21 is a railway and urban development project in Stuttgart, Germany. It is a part of the Stuttgart–Augsburg new and upgraded railway and the Main Line for Europe (Paris—Vienna) within the framework of the Trans-European Networks. Its core is a renewed Stuttgart Hauptbahnhof, among some 57 kilometres (35 miles) of new railways, including some 30 kilometres (19 miles) of tunnels and 25 kilometres (16 miles) of high-speed lines.
The project was officially announced in April 1994. Construction work began on 2 February 2010. In March 2013, total costs were officially estimated at €6.5 billion, the previous estimate being €4.5 billion in 2009. In March 2022, Deutsche Bahn estimated the total cost at €9.15 billion. Heated debate ensued on a broad range of issues, including the relative costs and benefits, geological and environmental concerns, as well as performance issues.
As of 2019, the start of operation is expected in late 2025, versus an initial estimation of 2019 (made in 2010).
| 7
|
[
"Stuttgart 21",
"has part(s)",
"Stuttgart–Wendlingen high-speed railway"
] |
Stuttgart 21 is a railway and urban development project in Stuttgart, Germany. It is a part of the Stuttgart–Augsburg new and upgraded railway and the Main Line for Europe (Paris—Vienna) within the framework of the Trans-European Networks. Its core is a renewed Stuttgart Hauptbahnhof, among some 57 kilometres (35 miles) of new railways, including some 30 kilometres (19 miles) of tunnels and 25 kilometres (16 miles) of high-speed lines.
The project was officially announced in April 1994. Construction work began on 2 February 2010. In March 2013, total costs were officially estimated at €6.5 billion, the previous estimate being €4.5 billion in 2009. In March 2022, Deutsche Bahn estimated the total cost at €9.15 billion. Heated debate ensued on a broad range of issues, including the relative costs and benefits, geological and environmental concerns, as well as performance issues.
As of 2019, the start of operation is expected in late 2025, versus an initial estimation of 2019 (made in 2010).
| 8
|
[
"Stuttgart 21",
"significant event",
"Demonstrations and protests against Stuttgart 21"
] |
Since late 2006, there have been negotiations between DB, the Federal Government, the Baden-Württemberg Government and the city of Stuttgart over the sharing of the costs of the project. On 28 June 2007, a high-level conference was held and adjourned between DB chairman Hartmut Mehdorn, Baden-Württemberg Minister of Finance Gerhard Stratthaus and Stuttgart mayor Wolfgang Schuster. At the meeting, agreement could not be reached over the allocation of construction cost risks.On 19 July 2007, it was announced by the Federal Government, the State of Baden-Württemberg and DB that the project had been approved. Identified funding sources are: DB (€1,115 million), the State of Baden-Württemberg (€685 million), and the Federal Government (€500 million). The agreement also made provision for possible increases over the €2.8 billion estimate of up to €1 billion, with Baden-Württemberg agreeing to fund up to €780 million and DB agreeing to fund up to €220 million. According to the statement, €2 billion would also be invested in the railway to Ulm, with the total budget amounting to €4.8 billion.Shortly after the funding agreement was announced, the political opponents of Wolfgang Schuster were quick to condemn the Stuttgart mayor for backtracking on a promise made during the 2004 mayoral elections - namely that he would allow the population of Stuttgart to decide the fate of Stuttgart 21 if the additional costs of the project amounted to more than €200 million. On hearing the promise at the time, Alliance '90/The Greens candidate Boris Palmer withdrew his candidacy for the second round vote, recommending that his supporters should back Schuster instead.In October 2007, a petition and public demonstrations were started, sponsored by private individuals with the backing of Alliance '90/The Greens and a variety of citizens' and environmental organisations. The aim was to collect 20,000 signatures and thus force politicians to take the issue to a local referendum. The petition gained 67,000 signatures but political wrangling began over whether the issue could be decided by a local referendum in the first place. Legal experts claimed that, as the project was not being financed solely from Stuttgart coffers, it was not for the city of Stuttgart to make the final decision.On 11 October 2008, about 4,000 citizens of Stuttgart demonstrated against the demolition of the Hauptbahnhof's north wing. Since the fall of 2009, there have been weekly demonstrations on Monday evenings. On 1 October 2010, the biggest protest so far took place with an estimated 100,000 people taking part in the demonstration against the project.The protests are organized by, among others, a grassroots initiative, Leben in Stuttgart (Life in Stuttgart), the local branch of the German Green Party and the environmental organisation Bund für Umwelt und Naturschutz Deutschland. They are suggesting a renovation of the current railway station, including creation of some new railways, but respecting the cultural heritage of the Hauptbahnhof terminus and the natural heritage of the adjacent Schlossgarten (Palace Park). The park (see Old Castle (Stuttgart) and New Castle (Stuttgart)) by Nikolaus Friedrich von Thouret, is part of a cherished green space that connects the inner city with the banks of the Neckar river. During the estimated construction time of at least 10 years, the project would cut off connections to other park areas of the city, known collectively as the Green U due to their U-shaped form.
In November 2009, members of the International Council on Monuments and Sites stated that the Hauptbahnhof was a building of exceptional quality, whose integrity should be maintained.
| 12
|
[
"Stuttgart 21",
"has part(s)",
"Tunnel Feuerbach"
] |
Stuttgart 21 is a railway and urban development project in Stuttgart, Germany. It is a part of the Stuttgart–Augsburg new and upgraded railway and the Main Line for Europe (Paris—Vienna) within the framework of the Trans-European Networks. Its core is a renewed Stuttgart Hauptbahnhof, among some 57 kilometres (35 miles) of new railways, including some 30 kilometres (19 miles) of tunnels and 25 kilometres (16 miles) of high-speed lines.
The project was officially announced in April 1994. Construction work began on 2 February 2010. In March 2013, total costs were officially estimated at €6.5 billion, the previous estimate being €4.5 billion in 2009. In March 2022, Deutsche Bahn estimated the total cost at €9.15 billion. Heated debate ensued on a broad range of issues, including the relative costs and benefits, geological and environmental concerns, as well as performance issues.
As of 2019, the start of operation is expected in late 2025, versus an initial estimation of 2019 (made in 2010).
| 18
|
[
"Stuttgart 21",
"has part(s)",
"Tunnel Obertürkheim"
] |
Stuttgart 21 is a railway and urban development project in Stuttgart, Germany. It is a part of the Stuttgart–Augsburg new and upgraded railway and the Main Line for Europe (Paris—Vienna) within the framework of the Trans-European Networks. Its core is a renewed Stuttgart Hauptbahnhof, among some 57 kilometres (35 miles) of new railways, including some 30 kilometres (19 miles) of tunnels and 25 kilometres (16 miles) of high-speed lines.
The project was officially announced in April 1994. Construction work began on 2 February 2010. In March 2013, total costs were officially estimated at €6.5 billion, the previous estimate being €4.5 billion in 2009. In March 2022, Deutsche Bahn estimated the total cost at €9.15 billion. Heated debate ensued on a broad range of issues, including the relative costs and benefits, geological and environmental concerns, as well as performance issues.
As of 2019, the start of operation is expected in late 2025, versus an initial estimation of 2019 (made in 2010).
| 19
|
[
"Shanghai–Hangzhou maglev line",
"instance of",
"proposed building or structure"
] |
Plans for a Maglev network in China
Hans-Dieter Bott, vice president of Siemens that won the contract to build the rail link, stated that "Transrapid views the Shanghai line, where the ride will last just eight minutes, largely as a sales tool. This serves as a demonstration for China to show that this works and can be used for longer distances, such as Shanghai to Beijing". Later, however, the decision was eventually made to implement the Beijing–Shanghai high-speed railway with conventional high-speed technology. Plans for a shorter maglev extension from Longyang Road to Hangzhou, the Shanghai–Hangzhou maglev line, have been suspended.
Speculation that a line would be built from Shanghai to Beijing mounted in 2002. It would cover a distance of about 1,300 km (808 mi), at an estimated cost of £15.5bn. The chief executive of ThyssenKrupp, Dr Ekkehard Schulz said he was certain that not only Germany, but many countries would follow the Chinese example. The German government along with a selection of German companies sought to win more projects for their maglev technology, and highlighted that a train between Shanghai and the Chinese capital, Beijing remained a possibility. No projects have been revealed as of 2014.
| 1
|
[
"Vilnius Metro",
"located in the administrative territorial entity",
"Vilnius"
] |
Vilnius Metro (Lithuanian: Vilniaus metropolitenas) is a proposed rapid transit system in the Lithuanian capital Vilnius. Three lines are currently proposed to connect the busiest and most populous city districts. Its purpose is the relief of traffic congestion, which increased significantly in the 1990s and 2000s. In 2001 Mayor Artūras Zuokas requested international support for a feasibility study of the proposed system. The proposal was approved as part of the city's master plan by the Vilnius Municipal Council in 2002. Systra was chosen by the city as a study partner; the Scott Wilson Group conducted a public-private financing feasibility study during 2005 and 2006.As of 2007, the project was the subject of intense debate by politicians and citizens. The concerns include cost (an estimated 890 million Euros), the possibility that vibrations would damage the historic buildings in Vilnius Old Town, and the perception that streets would be closed. The project was accepted by the Lithuanian government on a concession basis in 2014, but the Lithuanian president Dalia Grybauskaite placed a veto on the law.In 2018 the Seimas of the Republic of Lithuania enacted a new act of metro development that went into effect on 1 January 2020. This act allows private investors to start construction of metro transit systems in Lithuania. The projects would have to be implemented by municipalities, which would be able to buy up to 50 per cent of shares of the construction companies. The projects would be developed in partnership or concession of the state and private companies.
| 1
|
[
"Vilnius Metro",
"instance of",
"rapid transit"
] |
Vilnius Metro (Lithuanian: Vilniaus metropolitenas) is a proposed rapid transit system in the Lithuanian capital Vilnius. Three lines are currently proposed to connect the busiest and most populous city districts. Its purpose is the relief of traffic congestion, which increased significantly in the 1990s and 2000s. In 2001 Mayor Artūras Zuokas requested international support for a feasibility study of the proposed system. The proposal was approved as part of the city's master plan by the Vilnius Municipal Council in 2002. Systra was chosen by the city as a study partner; the Scott Wilson Group conducted a public-private financing feasibility study during 2005 and 2006.As of 2007, the project was the subject of intense debate by politicians and citizens. The concerns include cost (an estimated 890 million Euros), the possibility that vibrations would damage the historic buildings in Vilnius Old Town, and the perception that streets would be closed. The project was accepted by the Lithuanian government on a concession basis in 2014, but the Lithuanian president Dalia Grybauskaite placed a veto on the law.In 2018 the Seimas of the Republic of Lithuania enacted a new act of metro development that went into effect on 1 January 2020. This act allows private investors to start construction of metro transit systems in Lithuania. The projects would have to be implemented by municipalities, which would be able to buy up to 50 per cent of shares of the construction companies. The projects would be developed in partnership or concession of the state and private companies.
| 2
|
[
"Vilnius Metro",
"instance of",
"proposed entity"
] |
Vilnius Metro (Lithuanian: Vilniaus metropolitenas) is a proposed rapid transit system in the Lithuanian capital Vilnius. Three lines are currently proposed to connect the busiest and most populous city districts. Its purpose is the relief of traffic congestion, which increased significantly in the 1990s and 2000s. In 2001 Mayor Artūras Zuokas requested international support for a feasibility study of the proposed system. The proposal was approved as part of the city's master plan by the Vilnius Municipal Council in 2002. Systra was chosen by the city as a study partner; the Scott Wilson Group conducted a public-private financing feasibility study during 2005 and 2006.As of 2007, the project was the subject of intense debate by politicians and citizens. The concerns include cost (an estimated 890 million Euros), the possibility that vibrations would damage the historic buildings in Vilnius Old Town, and the perception that streets would be closed. The project was accepted by the Lithuanian government on a concession basis in 2014, but the Lithuanian president Dalia Grybauskaite placed a veto on the law.In 2018 the Seimas of the Republic of Lithuania enacted a new act of metro development that went into effect on 1 January 2020. This act allows private investors to start construction of metro transit systems in Lithuania. The projects would have to be implemented by municipalities, which would be able to buy up to 50 per cent of shares of the construction companies. The projects would be developed in partnership or concession of the state and private companies.
| 4
|
[
"Strait of Gibraltar crossing",
"state of use",
"proposed building or structure"
] |
The Strait of Gibraltar crossing is a hypothetical bridge or tunnel spanning the Strait of Gibraltar (about 14 km or 9 miles at its narrowest point) that would connect Europe and Africa. The governments of Spain and Morocco appointed a joint committee to investigate the feasibility of linking the two continents in 1979, which resulted in the much broader Euromed Transport project.In January 2021, it was reported that the United Kingdom and Morocco would discuss building the crossing between Gibraltar and Tangiers.
| 4
|
[
"A32 autoroute",
"instance of",
"proposed controlled-access highway"
] |
The A32 autoroute was a proposed road project to improve the A31 autoroute between the frontier with Luxembourg and the town of Toul in north eastern France. It was abandoned in July 2010.Public Debate
This project became victim of the new public opinion to road building in Europe. The road was proposed to relieve congestion on the A31 between the border and Nancy. This is one of the busiest on the French motorway network with (more than 100.000 vehicles/days between Thionville and Metz).
The upgrade had been planned since 1990, however while the existing road is toll free the A32 would have been a toll motorway. The plans involved considerable impact on the environment including large cuttings through the Moselle valley. The majority of the land had been bought or reserved.
| 2
|
[
"Sakhalin Tunnel",
"instance of",
"proposed tunnel"
] |
The Sakhalin Tunnel (Russian: Сахалинский тоннель) is an incomplete and currently postponed construction project, which after completion would connect the island of Sakhalin with mainland Russia via a tunnel of approximately 10 kilometres (6 mi) under the Nevelskoy Strait (the narrowest part of the Strait of Tartary).History
Early proposals and planning
The concept of a tunnel under the Nevelskoy Strait has existed since the 19th century, although it was never seriously pursued due to economic reasons. Studies into the feasibility of the project were first undertaken by the Soviet Union in the late 1930s, although World War II made progress at this time impossible. Joseph Stalin later announced in 1950 his intention to build a railway link to Sakhalin, either via rail ferry, a causeway, or a tunnel. A decision to construct a tunnel was announced by the Soviet government on May 5, 1950, along with a rail ferry link to serve as a temporary solution. The project was intended primarily to serve a military purpose, allowing better connection between Sakhalin and the mainland for sections of the Red Army stationed on the island.
| 3
|
[
"Kunming–Singapore railway",
"country",
"Malaysia"
] |
In Malaysia and Singapore
KTM West Coast railway line, a metre gauge railway connecting Padang Besar with Kuala Lumpur and Johor Bahru, stretching across the entire Malaysian west coast. A shuttle service links Johor Bahru and Singapore's Woodlands Train Checkpoint.The KTM line from Padang Besar to Gemas was electrified and double tracked in 2015, and upgrade works from Gemas to Johor Bahru are expected to be completed by October 2022, bringing down journey times from Woodlands North in Singapore to KL Sentral to about 4 hours.According to PLANMalaysia, a northern high-speed rail corridor will be built along North-South Expressway and the stations will be at Tanjung Malim, Tapah, Ipoh, Taiping and terminated at Butterworth.
| 3
|
[
"Kunming–Singapore railway",
"instance of",
"proposed railway line"
] |
The Kunming–Singapore railway is a network of railways that connects China, Singapore and all the countries of mainland Southeast Asia. The concept originated with the British and French colonial empires, which sought to link the railways they had built in southwest China, Indochina and Malaya, but international conflicts in the 20th century kept regional railways fragmented. The idea was formally revived in October 2006 when 18 Asian and Eurasian countries signed the Trans-Asian railway Network Agreement, which incorporated the Kunming–Singapore railway into the Trans-Asian railway network.
The network consists of three main routes from Kunming, China to Bangkok, Thailand: the Eastern route via Vietnam and Cambodia; the Central route via Laos, and the Western route via Myanmar. The southern half of the network from Bangkok to Singapore has been operational since 1918. The Central route opened on 3 December 2021, with the opening of the Yuxi–Mohan railway and Boten–Vientiane railway linking with the other operational segments of the route, which formally connected Kunming and Singapore directly by rail. There have been plans for high-speed railway constructions, though only one line (between Bangkok and Nakhon Ratchasima) has since entered the construction phase.
The railway network is expected to increase regional economic integration and increase China's economic ties with Southeast Asia.History
Colonial railways
The British and French Empires first proposed building a railway from Kunming to Singapore in 1900 as Russia was completing the Trans-Siberian railway. From 1904 to 1910, the French built the Yunnan–Vietnam railway, to connect Kunming with Hanoi and Haiphong in French Tonkin, now northern Vietnam.
In 1918, the southern line of the Thailand railway system was connected with British Malaya's west coast line, completing a metre gauge rail link from Bangkok to Singapore. In the late-1930s, the British began to build the Yunnan–Burma railway but abandoned the effort in 1941 with the outbreak of World War II.
In 1936, Vietnam's main railway, from Hanoi to Saigon was completed. This French-built system was (and still is) metre-gauge.
In 1942, the railways of Thailand and Cambodia were connected linking Bangkok and Phnom Penh, but this trans-border connection has long since fallen into disuse. The Japanese Empire built the infamous Thailand–Burma railway using prisoners of war to connect Bangkok and Yangon, but the entire line never entered commercial operation and is now partially submerged by the reservoir behind the Vajiralongkorn Dam.
A continuous metre-gauge rail line from Kunming to Singapore via Hanoi, Saigon, Phnom Penh, Bangkok, and Kuala Lumpur was not realized as the French never built the "missing link" between Phnom Penh and Saigon, choosing to build a highway instead.21st century revival
In 2000, ASEAN proposed completing the Kunming to Singapore railway, via Hanoi, Ho Chi Minh City (formerly Saigon), Phnom Penh, and Bangkok. This 5,500 km (3,400 mi) route is now known as the eastern route. In 2004, ASEAN and China proposed the shorter western route, which instead of running east through Vietnam and Cambodia, would go west from Kunming to Myanmar and then to Bangkok. In 2007 ASEAN and China proposed building three routes, the Eastern, Western and a central route via Laos.Central route
The central route including the Bangkok to Singapore section is approximately 3,900 km (2,400 mi) in length. A trip from Kunming to Singapore will take 30 hours in 2022, and 18 hours when completed in 2040. (compared to 80 hours from Vientiane to Singapore in January 2019). The line will be used to transport both passengers and cargo.The central route consists of the following sections:
| 10
|
[
"Pöbel Valley railway",
"country",
"Germany"
] |
The Pöbel Valley railway (German: Pöbeltalbahn) was a 750 mm (2 ft 5+1⁄2 in) narrow-gauge railway project intended to link Saxon Schmiedeberg on the Weisseritz Valley Railway (Weißeritztalbahn) with Moldava on the 1,435 mm (4 ft 8+1⁄2 in) standard gauge Most–Moldava railway. The railway, climbing through the Pöbel Valley (Pöbeltal) to the ridge of the Ore Mountains, was expected to transport lignite from Most Basin.
Construction began on 10 March 1920. The railway station at Schmiedeberg was realigned and enlarged, however the additional railway tracks were not laid. By 1921 the intended trackbed had been marked out for 9.16 kilometres (5.69 mi). On 14 November 1923 its construction was abandoned. By that stage the line had been completed as far as the railway station of Niederpöbel and several other track sections were under construction. Some sections are still recognizable today, especially the one from Schmiedeberg to Niederpöbel and the track around the planned halt of Wahlsmühle.
| 0
|
[
"Pöbel Valley railway",
"instance of",
"proposed rail infrastructure"
] |
The Pöbel Valley railway (German: Pöbeltalbahn) was a 750 mm (2 ft 5+1⁄2 in) narrow-gauge railway project intended to link Saxon Schmiedeberg on the Weisseritz Valley Railway (Weißeritztalbahn) with Moldava on the 1,435 mm (4 ft 8+1⁄2 in) standard gauge Most–Moldava railway. The railway, climbing through the Pöbel Valley (Pöbeltal) to the ridge of the Ore Mountains, was expected to transport lignite from Most Basin.
Construction began on 10 March 1920. The railway station at Schmiedeberg was realigned and enlarged, however the additional railway tracks were not laid. By 1921 the intended trackbed had been marked out for 9.16 kilometres (5.69 mi). On 14 November 1923 its construction was abandoned. By that stage the line had been completed as far as the railway station of Niederpöbel and several other track sections were under construction. Some sections are still recognizable today, especially the one from Schmiedeberg to Niederpöbel and the track around the planned halt of Wahlsmühle.
| 6
|
[
"Jonglei Canal",
"country",
"South Sudan"
] |
The Jonglei Canal was a canal project started, but never completed, to divert water from the vast Sudd wetlands of South Sudan so as to deliver more water downstream to Sudan and Egypt for use in agriculture. Sir William Garstin proposed the idea of the canal in 1907; the government of Egypt conducted a study in 1946; and plans took shape between 1954 and 1959 during the period of decolonization which included Sudanese independence in 1956. Against the context of Sudan's postcolonial civil conflict, the Sudan People's Liberation Army (SPLA), led by John Garang, halted construction of the canal in 1984.
The dispute over the Jonglei Canal, and access to Nile waters, added a significant environmental dimension to the post-1983, second Sudanese civil war, in which disputes over the religious, linguistic, and cultural elements of Sudanese national identity also played prominent roles.
| 0
|
[
"Jonglei Canal",
"instance of",
"proposed canal"
] |
The Jonglei Canal was a canal project started, but never completed, to divert water from the vast Sudd wetlands of South Sudan so as to deliver more water downstream to Sudan and Egypt for use in agriculture. Sir William Garstin proposed the idea of the canal in 1907; the government of Egypt conducted a study in 1946; and plans took shape between 1954 and 1959 during the period of decolonization which included Sudanese independence in 1956. Against the context of Sudan's postcolonial civil conflict, the Sudan People's Liberation Army (SPLA), led by John Garang, halted construction of the canal in 1984.
The dispute over the Jonglei Canal, and access to Nile waters, added a significant environmental dimension to the post-1983, second Sudanese civil war, in which disputes over the religious, linguistic, and cultural elements of Sudanese national identity also played prominent roles.
| 2
|
[
"Košice–Vienna broad-gauge line",
"country",
"Slovakia"
] |
The Košice–Vienna broad-gauge line (Slovak: Široká koľaj do Viedne, German: Breitspurstrecke Košice–Wien) is an international project to extend the 1,520 mm (4 ft 11+27⁄32 in) Russian gauge (broad-gauge) railway line from the city of Košice in eastern Slovakia to Vienna and Bratislava. It will result in the creation of an 8,000-kilometre (5,000-mile) rail transport corridor linking Western Europe and China.The project is part of the Eurasian Land Bridge initiative to create a continuous rail connection between Europe and East Asia.In total, there are over 150,000 kilometres (93,000 mi) of Russian gauge railway lines, comprising 18% of all rail lines in the world.There are several individual Russian gauge lines in countries where this gauge is not the standard, including:
| 1
|
[
"Košice–Vienna broad-gauge line",
"facet of",
"New Eurasian Land Bridge"
] |
The Košice–Vienna broad-gauge line (Slovak: Široká koľaj do Viedne, German: Breitspurstrecke Košice–Wien) is an international project to extend the 1,520 mm (4 ft 11+27⁄32 in) Russian gauge (broad-gauge) railway line from the city of Košice in eastern Slovakia to Vienna and Bratislava. It will result in the creation of an 8,000-kilometre (5,000-mile) rail transport corridor linking Western Europe and China.The project is part of the Eurasian Land Bridge initiative to create a continuous rail connection between Europe and East Asia.New railway lines to Vienna
The aim of the project is to expand European rail network by laying Russian gauge tracks from Košice in eastern Slovakia to Vienna, creating an uninterrupted transport chain from Russia, China, Japan and other Asian countries to Central Europe. This will directly connect the European railway network (as well as the Danube River transport system) with the Trans-Siberian Railway.The vast majority of freight shipments between the EU, Russia and the Asian Pacific Region currently go by sea via the Suez Canal, a distance of between 17,000 and 22,000 kilometres (11,000 and 14,000 mi). By extending the broad-gauge line, the promoters of the Košice–Vienna project aim to make the Trans-Siberian Railway more competitive vis-à-vis the sea routes. By eliminating the need to change bogies, freight delivery times from East Asia to Europe will be cut by 14 days to just half of the time required for transportation by sea. And as there will be no freight transshipment the risk of accidental damage to cargo could be reduced. Russian Railways CEO Vladimir Yakunin believes it is the faster freight delivery that will make the project competitive.
| 4
|
[
"Košice–Vienna broad-gauge line",
"instance of",
"proposed rail infrastructure"
] |
The Košice–Vienna broad-gauge line (Slovak: Široká koľaj do Viedne, German: Breitspurstrecke Košice–Wien) is an international project to extend the 1,520 mm (4 ft 11+27⁄32 in) Russian gauge (broad-gauge) railway line from the city of Košice in eastern Slovakia to Vienna and Bratislava. It will result in the creation of an 8,000-kilometre (5,000-mile) rail transport corridor linking Western Europe and China.The project is part of the Eurasian Land Bridge initiative to create a continuous rail connection between Europe and East Asia.New railway lines to Vienna
The aim of the project is to expand European rail network by laying Russian gauge tracks from Košice in eastern Slovakia to Vienna, creating an uninterrupted transport chain from Russia, China, Japan and other Asian countries to Central Europe. This will directly connect the European railway network (as well as the Danube River transport system) with the Trans-Siberian Railway.The vast majority of freight shipments between the EU, Russia and the Asian Pacific Region currently go by sea via the Suez Canal, a distance of between 17,000 and 22,000 kilometres (11,000 and 14,000 mi). By extending the broad-gauge line, the promoters of the Košice–Vienna project aim to make the Trans-Siberian Railway more competitive vis-à-vis the sea routes. By eliminating the need to change bogies, freight delivery times from East Asia to Europe will be cut by 14 days to just half of the time required for transportation by sea. And as there will be no freight transshipment the risk of accidental damage to cargo could be reduced. Russian Railways CEO Vladimir Yakunin believes it is the faster freight delivery that will make the project competitive.
| 5
|
[
"Košice–Vienna broad-gauge line",
"instance of",
"railway line"
] |
The Košice–Vienna broad-gauge line (Slovak: Široká koľaj do Viedne, German: Breitspurstrecke Košice–Wien) is an international project to extend the 1,520 mm (4 ft 11+27⁄32 in) Russian gauge (broad-gauge) railway line from the city of Košice in eastern Slovakia to Vienna and Bratislava. It will result in the creation of an 8,000-kilometre (5,000-mile) rail transport corridor linking Western Europe and China.The project is part of the Eurasian Land Bridge initiative to create a continuous rail connection between Europe and East Asia.
| 8
|
[
"Strait of Sicily Tunnel",
"instance of",
"proposed tunnel"
] |
The Strait of Sicily Tunnel is a proposed megaproject to link Sicily and Tunisia. The distance between the coastlines is about 155 kilometres (96 mi) and would be reached by five tunnels constructed between four intermediate artificial islands which will be built with the excavated material. A preliminary study was promoted by the ENEA institute.The connections across the Strait of Sicily, as of 2011, are by car ferry and air travel. There are ferries Palermo–Tunis (3 round trips per week), Trapani–Tunis (1 round trip per week), Civitavecchia–Tunis (2 per week), Genoa–Tunis, and Marseille–Tunis.
| 2
|
[
"Kayraktepe Dam",
"located in the administrative territorial entity",
"Mersin Province"
] |
Kayraktepe Dam is a planned hydroelectric plant of Turkey.
It is in Silifke ilçe (district) of Mersin Province. It is to the south west of Turkish state highway D.715 which connects Mersin to Karaman.The dam is planned to be on Göksu River. It was planned 30 years ago. But Göksu River valley is a fertile agricultural area (olive, grapes, figs, apricot etc.) and the construction was delayed because of the environmental concerns.
| 2
|
[
"Kwu Tung station",
"transport network",
"MTR"
] |
Kwu Tung (Chinese: 古洞站) is a planned underground infill station on the Lok Ma Chau spur line of the East Rail line of the MTR rapid transit network in Hong Kong. The station will be situated near Kwu Tung in North District, New Territories. It will act as the terminus of the proposed Northern Link.
| 1
|
[
"Kwu Tung station",
"part of",
"MTR"
] |
Kwu Tung (Chinese: 古洞站) is a planned underground infill station on the Lok Ma Chau spur line of the East Rail line of the MTR rapid transit network in Hong Kong. The station will be situated near Kwu Tung in North District, New Territories. It will act as the terminus of the proposed Northern Link.
| 2
|
[
"Kwu Tung station",
"state of use",
"proposed building or structure"
] |
Kwu Tung (Chinese: 古洞站) is a planned underground infill station on the Lok Ma Chau spur line of the East Rail line of the MTR rapid transit network in Hong Kong. The station will be situated near Kwu Tung in North District, New Territories. It will act as the terminus of the proposed Northern Link.
| 3
|
[
"Kwu Tung station",
"operator",
"MTR Corporation Limited"
] |
Kwu Tung (Chinese: 古洞站) is a planned underground infill station on the Lok Ma Chau spur line of the East Rail line of the MTR rapid transit network in Hong Kong. The station will be situated near Kwu Tung in North District, New Territories. It will act as the terminus of the proposed Northern Link.
| 6
|
[
"Kwu Tung station",
"instance of",
"station located underground"
] |
Kwu Tung (Chinese: 古洞站) is a planned underground infill station on the Lok Ma Chau spur line of the East Rail line of the MTR rapid transit network in Hong Kong. The station will be situated near Kwu Tung in North District, New Territories. It will act as the terminus of the proposed Northern Link.History
In 2001, KCR Corporation, then operator of the East Rail line (known then simply as "East Rail"), proposed a spur line that would reach the Lok Ma Chau checkpoint. A small area of land in Kwu Tung, an area in between Sheung Shui and Lok Ma Chau, was acquired by KCR for the construction of an underground station. When construction began in 2002, the length of the spur line was built using tunnel boring machines (TBMs) through Kwu Tung. An underground station box structure was constructed through cut-and-cover, featuring the running tunnels running alongside an island platform. When the spur line finally opened in 2007, trains ran through the unfinished Kwu Tung station but never stopped there. While the station was never completed, in 2007, the design contractor Arup stated the retaining wall would be strong enough for any future construction works. Also, the structures on the edges of the unfinished platforms were strong enough for future installation of any platform screen doors. At present, the station only consists of an underground area excavated allowing for future platforms.
In 2014, after the merger of KCR and MTR, the Government supported the completion of the station and the development of the Northern Link and recommended the MTR Corporation to do so. The Hong Kong Government investigation found that 447 ha (4.47 km2) of land in Kwu Tung North is available for development as part of the government's plan to increase the area's population by 114,300.In 2021, MTR announced that Arup, the design contractor for the original station box, would be returning for the first phase of the Northern Link. The construction of the station was approved by the government in 2021, in anticipation of rising transport demand in the Kwu Tung North New Development Area. Construction is expected to start in 2023. East Rail Line trains are expected to start operating at this station in 2027. The station will serve as a major public transport hub in the northern New Territories when the Northern Link is completed in 2034.
| 8
|
[
"Kwu Tung station",
"located in the administrative territorial entity",
"North District"
] |
Kwu Tung (Chinese: 古洞站) is a planned underground infill station on the Lok Ma Chau spur line of the East Rail line of the MTR rapid transit network in Hong Kong. The station will be situated near Kwu Tung in North District, New Territories. It will act as the terminus of the proposed Northern Link.
| 9
|
[
"Kwu Tung station",
"instance of",
"metro station"
] |
Kwu Tung (Chinese: 古洞站) is a planned underground infill station on the Lok Ma Chau spur line of the East Rail line of the MTR rapid transit network in Hong Kong. The station will be situated near Kwu Tung in North District, New Territories. It will act as the terminus of the proposed Northern Link.
| 10
|
[
"Eurasia Canal",
"instance of",
"proposed canal"
] |
The Eurasia Canal (Russian: Канал "Евразия", Kanal "Evraziya") is a proposed 700-kilometre-long (430 mi) canal connecting the Caspian Sea to the Black Sea along the Kuma-Manych Depression. Currently, a chain of lakes and reservoirs and the shallow irrigation Kuma-Manych Canal are found along this route. If completed the canal would also link several landlocked countries in Asia with the open seas through the Bosphorus.
The canal is intended to provide a shorter route for shipping than the existing Volga–Don Canal system of waterways; it would also require fewer locks (or lower-rise locks) than the Volga-Don route.
Manych Ship Canal is the existing canal system that would be the likely route for the Eurasian Canal.
| 2
|
[
"Kawasaki Municipal Subway",
"instance of",
"proposed entity"
] |
The Kawasaki Longitudinal Rapid Railway (川崎縦貫高速鉄道, Kawasaki jūkan kōsoku tetsudō) is a proposed subway line that would run between Shin-Yurigaoka and Musashi-Kosugi, ultimately extending to Kawasaki. The whole line will lie within the city of Kawasaki in Kanagawa Prefecture, Japan. It would link the eastern and western parts of southern Kawasaki that are otherwise not well served by rail transport. The railway line is planned by the city government of Kawasaki, therefore the operator would be Kawasaki City Transportation Bureau, which previously ran a city tram, busway, and currently operates extensive bus services.
The project is commonly known as the Kawasaki Municipal Subway (川崎市営地下鉄, Kawasaeki shiei chikatetsu).
| 6
|
[
"Cape to Cairo Railway",
"continent",
"Africa"
] |
Construction
The original proposal for a Cape to Cairo railway was made in 1874 by Edwin Arnold, then the editor of The Daily Telegraph, which was joint sponsor of the expedition by H.M. Stanley to Africa to discover the course of the Congo River. The proposed route involved a mixture of railway and river transport between Elizabethville in the Belgian Congo (now Lubumbashi in the Democratic Republic of the Congo) and Sennar in the Sudan rather than a completely rail one.Imperialist and entrepreneur Cecil Rhodes was instrumental in securing the southern states of the continent for the British Empire and envisioned a continuous "red line" of British dominions from north to south. A railway would be a critical element in this scheme to unify the possessions, facilitate governance, enable the military to move quickly to hot spots or conduct war, help settlement and enable intra- and extra-continental goods trade. The construction of this project presented a major technological challenge.
France had a somewhat rival strategy in the late 1890s to link its western and eastern African colonies, namely Senegal to Djibouti. Southern Sudan and Ethiopia were in the way, but France sent expeditions in 1897 to establish a protectorate in southern Sudan and to find a route across Ethiopia. The scheme foundered when a British flotilla on the River Nile confronted the French expedition at the point of intersection between the French and British routes, leading to the Fashoda Incident and eventual French retreat.
The Portuguese considered an Angola to Mozambique railway to link west with east and produced the "Pink Map" representing their claims to sovereignty in Africa (to link Angola and Mozambique).
Opposition to British rule in South Africa was settled after the First and Second Boer Wars (ended in 1902 but only incorporating its two states into the new Union of South Africa in 1910).
Egypt has a rail system that, as early as 1854, connected Port Said, Alexandria and Cairo, and now currently goes as far south as Aswan. In Egypt the railway is 1,435 mm (4 ft 8+1⁄2 in) standard gauge. After a ferry link up on the Nile, the railway continues in Sudan from Wadi Halfa to Khartoum at the 1,067 mm (3 ft 6 in) meter gauge; see Northern Africa Railroad Development. This part of the system was started by Lord Kitchener in 1897 to provide supplies during his war against the Mahdist uprising. Further railway links go south, the most southern point being Wau.
South Sudan became independent in 2011. The border between Sudan and South Sudan is closed, and the railways in South Sudan are no longer operational.
Most of Sudan's railway network is in disrepair due to political turmoil and US sanctions. A Khartoum–Atbara railway service began running in 2014 after China provided equipment and supplies. Other railway services have been put into place in Khartoum and surrounding areas.
| 0
|
[
"Cape to Cairo Railway",
"instance of",
"transcontinental railroad"
] |
The Cape to Cairo Railway was an unfinished project to create a railway line crossing Africa from south to north. It would have been the largest and most important railway of that continent. It was planned as a link between Cape Town in South Africa and Port Said in Egypt.The project was never completed. Important parts which were completed have been inoperative for many years, due to wars and lack of maintenance by the former colonies.
This plan was initiated at the end of the 19th century, during the time of Western colonial rule, largely based on the vision of Cecil Rhodes, in an attempt to connect adjacent African possessions of the British Empire through a continuous railway line from Cape Town, South Africa to Cairo, Egypt.
| 3
|
[
"Cape to Cairo Railway",
"instance of",
"proposed rail infrastructure"
] |
The Cape to Cairo Railway was an unfinished project to create a railway line crossing Africa from south to north. It would have been the largest and most important railway of that continent. It was planned as a link between Cape Town in South Africa and Port Said in Egypt.The project was never completed. Important parts which were completed have been inoperative for many years, due to wars and lack of maintenance by the former colonies.
This plan was initiated at the end of the 19th century, during the time of Western colonial rule, largely based on the vision of Cecil Rhodes, in an attempt to connect adjacent African possessions of the British Empire through a continuous railway line from Cape Town, South Africa to Cairo, Egypt.
| 4
|
[
"Nicaragua Canal",
"instance of",
"proposed canal"
] |
Construction
No significant construction took place. No "major works" such as dredging were planned to take place until after a Pacific Ocean wharf was built.The apparent lack of experience of Wang and his HKND in large-scale engineering was cited as a risk.On December 22, 2014, Wang announced construction started in Rivas, Nicaragua. Wang spoke during the starting ceremony of the first works of the Interoceanic Grand Canal in Brito town. Construction of the new waterway would have been by HKND Group—Hong Kong–based HK Nicaragua Canal Development Investment Co Ltd., which is controlled by Wang. According to HKND's announced plans in 2015, the project entailed the canal's development and building, and a supporting infrastructure. There would have been four main phases. The preconstruction phase included getting permits, acquiring land and machinery, and finalizing designs and plans. The early construction phase, started in December 2014, lasted through September 2015; it secured access to construction sites, but it did not provide the critical infrastructure nor mobilized the workforce. During the construction phase from September 2015 to March 2020, the canal would have been dug and the locks built along with accompanying infrastructure. The commissioning phase projected from April 2020 to June 2020 included lock testing and lock and tug boat operator training.
HKND described the project as the largest civil earth-moving operation in history. Most of this would have consisted of dry excavation to form the canal with an estimate of 4,019 MCM of rock and soil. There would have been 739 MCM of freshwater dredging (Lake Nicaragua) and 241 MCM of marine dredging. Marine dredging of the oceanic access canal would be required on the Pacific side for 1.7 km (1.1 mi) and on the Caribbean Sea for 14.4 km (8.9 mi). Disposal of excavation material would have been done along the canal in designated disposal areas typically within 3 km (1.9 mi) of the canal.
Two concrete plants and a steel plant were planned to support the project. While cement would have likely been imported, construction aggregate would have come from local quarries near the two locks.
HKND estimates that about 50,000 people would be employed during the five-year construction, about half of them from Nicaragua, 25% from China, and the remainder from various other countries. 1,400 workers would be in office or administrative positions and the rest in the field. The management offices would be rented or purchased near Rivas. Workers would live in one of nine camps, which besides food and shelter would also provide health care and security. These are “closed” camps — that is, workers cannot leave the camp unless part of an organized activity. The work schedule calls for 12 hour shifts for 7 days a week. Domestic workers work two weeks and get one week off, while foreign workers are 6 weeks on and get 2 weeks off (management) or 22 weeks on, 4 weeks off (blue collar workers).
On 2 September 2015, Pang Wai Kwok (executive VP of HKND Group) was interviewed by Nicaraguan journalist Carlos Solis and said up to 3,000 people might be employed on the canal project within the year. However, the labor force depends on the contract bid's winner and Kwok said anyone in the world is eligible to work on the canal.
| 2
|
[
"Nicaragua Canal",
"owned by",
"HKND"
] |
Construction
No significant construction took place. No "major works" such as dredging were planned to take place until after a Pacific Ocean wharf was built.The apparent lack of experience of Wang and his HKND in large-scale engineering was cited as a risk.On December 22, 2014, Wang announced construction started in Rivas, Nicaragua. Wang spoke during the starting ceremony of the first works of the Interoceanic Grand Canal in Brito town. Construction of the new waterway would have been by HKND Group—Hong Kong–based HK Nicaragua Canal Development Investment Co Ltd., which is controlled by Wang. According to HKND's announced plans in 2015, the project entailed the canal's development and building, and a supporting infrastructure. There would have been four main phases. The preconstruction phase included getting permits, acquiring land and machinery, and finalizing designs and plans. The early construction phase, started in December 2014, lasted through September 2015; it secured access to construction sites, but it did not provide the critical infrastructure nor mobilized the workforce. During the construction phase from September 2015 to March 2020, the canal would have been dug and the locks built along with accompanying infrastructure. The commissioning phase projected from April 2020 to June 2020 included lock testing and lock and tug boat operator training.
HKND described the project as the largest civil earth-moving operation in history. Most of this would have consisted of dry excavation to form the canal with an estimate of 4,019 MCM of rock and soil. There would have been 739 MCM of freshwater dredging (Lake Nicaragua) and 241 MCM of marine dredging. Marine dredging of the oceanic access canal would be required on the Pacific side for 1.7 km (1.1 mi) and on the Caribbean Sea for 14.4 km (8.9 mi). Disposal of excavation material would have been done along the canal in designated disposal areas typically within 3 km (1.9 mi) of the canal.
Two concrete plants and a steel plant were planned to support the project. While cement would have likely been imported, construction aggregate would have come from local quarries near the two locks.
HKND estimates that about 50,000 people would be employed during the five-year construction, about half of them from Nicaragua, 25% from China, and the remainder from various other countries. 1,400 workers would be in office or administrative positions and the rest in the field. The management offices would be rented or purchased near Rivas. Workers would live in one of nine camps, which besides food and shelter would also provide health care and security. These are “closed” camps — that is, workers cannot leave the camp unless part of an organized activity. The work schedule calls for 12 hour shifts for 7 days a week. Domestic workers work two weeks and get one week off, while foreign workers are 6 weeks on and get 2 weeks off (management) or 22 weeks on, 4 weeks off (blue collar workers).
On 2 September 2015, Pang Wai Kwok (executive VP of HKND Group) was interviewed by Nicaraguan journalist Carlos Solis and said up to 3,000 people might be employed on the canal project within the year. However, the labor force depends on the contract bid's winner and Kwok said anyone in the world is eligible to work on the canal.
| 4
|
[
"Darkhovin Nuclear Power Plant",
"state of use",
"proposed building or structure"
] |
The Darkhovin Nuclear Power Plant (also known as Esteghlal Nuclear Power Plant or Karoon) is a planned nuclear power plant located in Khuzestan province, Iran about 70 kilometers south of Ahvaz at the Karun river. Construction of one reactor has started. Some other projects on this site were cancelled.
| 2
|
[
"Darkhovin Nuclear Power Plant",
"located in the administrative territorial entity",
"Darkhoveyn"
] |
History
Before the Iranian Revolution, Iran had signed a 2 billion dollar contract with French company Framatome to build two 910 MW pressurized water reactors, at Darkhovin. After the Revolution, France withdrew from the project and the engineering components of the plant were withheld in France. The Iranian components were then used to build the units 5 and 6 of Gravelines Nuclear Power Station in France which went online in 1985. Construction of the power station was halted during Iran–Iraq War. In 1992, Iran signed an agreement with China to build two 300 MW reactors at the site, which were to be completed within ten years and would have been similar to Chashma Nuclear Power Plant in Pakistan which is built by China. But later on China withdrew from the project under United States pressure.The project was subsequently taken up by Iran itself, as no other country was ready to cooperate in its construction. Iran started to indigenously design the reactor for Darkhovin Nuclear Power Plant basing the design on IR-40 reactor using heavy water. The Iranian nuclear reactor design has a capacity of 360 MW. The plant was announced in 2008, originally scheduled to come online in 2016, but construction has been delayed. There is currently no public information on how many reactors the power station is planned to house. The plant is going to be Iran's first indigenously designed and built nuclear power plant besides the research reactor of IR-40. According to the head of Iran's Atomic Energy agency Abbas Salehi, Swiss-Swedish conglomerate ABB has been retained as a partner/external consultant in this project in recent years but has pulled out because of the international sanctions.In May 2022, the deputy head of the Atomic Energy Organization of Iran said that planning for the construction of an indigenous 360 MWe plant was in progress.
On 3 December 2022, Iranian state TV announced that construction of an indigenous 300 MW plant had started, expected to take eight years to build and cost about $1.5 to $2 billion.
| 4
|
[
"Polar Line",
"country",
"Norway"
] |
The Polar Line (Norwegian: Polarbanen, German: Polarbahn) is an incomplete and abandoned railway line in Norway, from Fauske to Narvik and, if finished, ultimately would have run 1,215 km (755 mi) to Kirkenes.
The railway was constructed by the Wehrmacht in occupied Norway during the Second World War as part of Festung Norwegen. At Fauske, the line connected with the Nordland Line, and construction stretched as far north as Drag, Tysfjord.
After the war, the plans were abandoned by Norwegian authorities, although from the 1970s, they were revitalized as part of the proposed Northern Norway Line. Some tunnels and bridges remain and part of the route has been used to build European Road E6.
| 0
|
[
"Polar Line",
"instance of",
"proposed rail infrastructure"
] |
The Polar Line (Norwegian: Polarbanen, German: Polarbahn) is an incomplete and abandoned railway line in Norway, from Fauske to Narvik and, if finished, ultimately would have run 1,215 km (755 mi) to Kirkenes.
The railway was constructed by the Wehrmacht in occupied Norway during the Second World War as part of Festung Norwegen. At Fauske, the line connected with the Nordland Line, and construction stretched as far north as Drag, Tysfjord.
After the war, the plans were abandoned by Norwegian authorities, although from the 1970s, they were revitalized as part of the proposed Northern Norway Line. Some tunnels and bridges remain and part of the route has been used to build European Road E6.
| 1
|
[
"Polar Line",
"instance of",
"abandoned project"
] |
The Polar Line (Norwegian: Polarbanen, German: Polarbahn) is an incomplete and abandoned railway line in Norway, from Fauske to Narvik and, if finished, ultimately would have run 1,215 km (755 mi) to Kirkenes.
The railway was constructed by the Wehrmacht in occupied Norway during the Second World War as part of Festung Norwegen. At Fauske, the line connected with the Nordland Line, and construction stretched as far north as Drag, Tysfjord.
After the war, the plans were abandoned by Norwegian authorities, although from the 1970s, they were revitalized as part of the proposed Northern Norway Line. Some tunnels and bridges remain and part of the route has been used to build European Road E6.
| 5
|
[
"Europabanan",
"country",
"Sweden"
] |
Europabanan (the Europe line) is a proposed high-speed railway between Jönköping and Scania in Sweden. The speed is planned to be 320 km/h. In Jönköping it will connect to Götalandsbanan, the planned high-speed railway Stockholm-Göteborg.
| 0
|
[
"Europabanan",
"instance of",
"proposed rail infrastructure"
] |
Europabanan (the Europe line) is a proposed high-speed railway between Jönköping and Scania in Sweden. The speed is planned to be 320 km/h. In Jönköping it will connect to Götalandsbanan, the planned high-speed railway Stockholm-Göteborg.Previous proposals
There is also a proposal, but no real plan, to build a railway between Helsingborg and Copenhagen, including the HH Tunnel under the Öresund. The rail track on the current Öresund bridge is congested.
Europabanan will, if built, be used for passenger trains going between Copenhagen-Stockholm, Malmö-Stockholm, Helsingborg-Stockholm, Helsingborg-Jönköping and more connections. The travel time Malmö-Stockholm is expected to be around 3 hours compared to 4.5 hours today. The travel time Helsingborg-Jönköping would be cut by 2 hours compared to today. The disadvantage with the project is the big cost.
| 1
|
[
"Europabanan",
"state of use",
"proposed building or structure"
] |
Europabanan (the Europe line) is a proposed high-speed railway between Jönköping and Scania in Sweden. The speed is planned to be 320 km/h. In Jönköping it will connect to Götalandsbanan, the planned high-speed railway Stockholm-Göteborg.
| 2
|
[
"Strategic Railway Embankment",
"country",
"Germany"
] |
The Strategic Railway Embankment (German: Strategischer Bahndamm) is a railway line between the Ruhr and the south-western border of Germany, which was never finished. This name is derived from the section of this line that runs over a railway embankment between Neuss and Rommerskirchen, which was built as part of the northern section of the line.History
At the beginning of the 20th century, railways were increasingly involved in the strategic considerations of the military, particularly for the rapid deployment of German troops against France. Under the influence of the Chief of the Imperial German General Staff, Alfred von Schlieffen, a whole series of new railway lines were planned as strategic railways were and partly built. The Strategic Railway Embankment (or "Ruhr–Moselle relief line") was one of them.
| 0
|
[
"Strategic Railway Embankment",
"instance of",
"proposed rail infrastructure"
] |
The Strategic Railway Embankment (German: Strategischer Bahndamm) is a railway line between the Ruhr and the south-western border of Germany, which was never finished. This name is derived from the section of this line that runs over a railway embankment between Neuss and Rommerskirchen, which was built as part of the northern section of the line.History
At the beginning of the 20th century, railways were increasingly involved in the strategic considerations of the military, particularly for the rapid deployment of German troops against France. Under the influence of the Chief of the Imperial German General Staff, Alfred von Schlieffen, a whole series of new railway lines were planned as strategic railways were and partly built. The Strategic Railway Embankment (or "Ruhr–Moselle relief line") was one of them.
| 2
|
[
"Strategic Railway Embankment",
"instance of",
"Strategic railway"
] |
History
At the beginning of the 20th century, railways were increasingly involved in the strategic considerations of the military, particularly for the rapid deployment of German troops against France. Under the influence of the Chief of the Imperial German General Staff, Alfred von Schlieffen, a whole series of new railway lines were planned as strategic railways were and partly built. The Strategic Railway Embankment (or "Ruhr–Moselle relief line") was one of them.
| 4
|
[
"Strategic Railway Embankment",
"instance of",
"railway line"
] |
The Strategic Railway Embankment (German: Strategischer Bahndamm) is a railway line between the Ruhr and the south-western border of Germany, which was never finished. This name is derived from the section of this line that runs over a railway embankment between Neuss and Rommerskirchen, which was built as part of the northern section of the line.History
At the beginning of the 20th century, railways were increasingly involved in the strategic considerations of the military, particularly for the rapid deployment of German troops against France. Under the influence of the Chief of the Imperial German General Staff, Alfred von Schlieffen, a whole series of new railway lines were planned as strategic railways were and partly built. The Strategic Railway Embankment (or "Ruhr–Moselle relief line") was one of them.
| 7
|
[
"Taipei Twin Towers",
"country",
"Taiwan"
] |
The Taipei Twin Towers (Chinese: 台北雙星; pinyin: Táiběi Shuāngxīng) is a supertall skyscraper development in Taipei, Taiwan. Scheduled to be completed in 2027, it includes two skyscrapers, the taller of which is 369 metres (1,211 ft) with 74 floors and the shorter of which is 289 metres (948 ft) with 55 floors. It is located near Taipei Station, Shin Kong Life Tower, and Taipei Bus Station. When the complex is complete, it will be the second tallest building in Taiwan, surpassing the 347.5 metres (1,140 ft) 85 Sky Tower in Kaohsiung, which was completed in 1997. It is estimated to cost NT$60.6 billion (US$1.95 billion).
| 0
|
[
"Taipei Twin Towers",
"located in the administrative territorial entity",
"Taipei"
] |
The Taipei Twin Towers (Chinese: 台北雙星; pinyin: Táiběi Shuāngxīng) is a supertall skyscraper development in Taipei, Taiwan. Scheduled to be completed in 2027, it includes two skyscrapers, the taller of which is 369 metres (1,211 ft) with 74 floors and the shorter of which is 289 metres (948 ft) with 55 floors. It is located near Taipei Station, Shin Kong Life Tower, and Taipei Bus Station. When the complex is complete, it will be the second tallest building in Taiwan, surpassing the 347.5 metres (1,140 ft) 85 Sky Tower in Kaohsiung, which was completed in 1997. It is estimated to cost NT$60.6 billion (US$1.95 billion).
| 1
|
[
"Taipei Twin Towers",
"architect",
"Fumihiko Maki"
] |
The Taipei Twin Towers (Chinese: 台北雙星; pinyin: Táiběi Shuāngxīng) is a supertall skyscraper development in Taipei, Taiwan. Scheduled to be completed in 2027, it includes two skyscrapers, the taller of which is 369 metres (1,211 ft) with 74 floors and the shorter of which is 289 metres (948 ft) with 55 floors. It is located near Taipei Station, Shin Kong Life Tower, and Taipei Bus Station. When the complex is complete, it will be the second tallest building in Taiwan, surpassing the 347.5 metres (1,140 ft) 85 Sky Tower in Kaohsiung, which was completed in 1997. It is estimated to cost NT$60.6 billion (US$1.95 billion).History
The project was originally designed by Japanese architect Fumihiko Maki for the initial 2005 bid that planned to finish constructing the skyscrapers by 2011. However, it was delayed multiples times due to a series of complication in the bidding process, which was restarted in 2018 again for the sixth time.In the latest round of bids, two proposals were submitted. In December 2018 the bid submitted by a consortium led by Hong Kong-based Nan Hai Development Ltd and Malaysian property developer Malton Berhad was named the most favored bidder. The skyscrapers were designed by MVRDV in collaboration with CHY Architecture Urban Landscape to revitalise the central station area in the capital's Zhongzheng District and was to be constructed as a pile of blocks, each fronted by screens that will display "major cultural spectacles, sporting events, and advertising", establishing the area as "a Times Square for Taiwan".
In June 2019, the most favored bidder status was revoked by Taiwan's Investment Commission under the Ministry of Economic Affairs due to national security concerns because it found Nan Hai to be Chinese-funded and the majority of its board members hailing from China. The bid was subsequently awarded in December 2019 to the runner-up, a consortium led by Taiwanese computer maker Clevo and its property development affiliate Hongwell Group with designs by American architectural firm Skidmore, Owings & Merrill LLP. The basement of building C1 is the terminus for the Taoyuan Airport MRT.The construction of the towers officially began on November 11, 2022 with the ground breaking ceremony attended by the Taipei mayor Ko Wen-je.
| 3
|
[
"Taipei Twin Towers",
"architect",
"Skidmore Owings Merrill"
] |
History
The project was originally designed by Japanese architect Fumihiko Maki for the initial 2005 bid that planned to finish constructing the skyscrapers by 2011. However, it was delayed multiples times due to a series of complication in the bidding process, which was restarted in 2018 again for the sixth time.In the latest round of bids, two proposals were submitted. In December 2018 the bid submitted by a consortium led by Hong Kong-based Nan Hai Development Ltd and Malaysian property developer Malton Berhad was named the most favored bidder. The skyscrapers were designed by MVRDV in collaboration with CHY Architecture Urban Landscape to revitalise the central station area in the capital's Zhongzheng District and was to be constructed as a pile of blocks, each fronted by screens that will display "major cultural spectacles, sporting events, and advertising", establishing the area as "a Times Square for Taiwan".
In June 2019, the most favored bidder status was revoked by Taiwan's Investment Commission under the Ministry of Economic Affairs due to national security concerns because it found Nan Hai to be Chinese-funded and the majority of its board members hailing from China. The bid was subsequently awarded in December 2019 to the runner-up, a consortium led by Taiwanese computer maker Clevo and its property development affiliate Hongwell Group with designs by American architectural firm Skidmore, Owings & Merrill LLP. The basement of building C1 is the terminus for the Taoyuan Airport MRT.The construction of the towers officially began on November 11, 2022 with the ground breaking ceremony attended by the Taipei mayor Ko Wen-je.
| 4
|
[
"Jaitapur Nuclear Power Project",
"country",
"India"
] |
Geography
The proposed Jaitapur Nuclear Power Project is located at the west coast of India. It has an average elevation of 90 feet (27 m). This project will spread over 968 hectares (3.74 sq mi; 9.68 km2) of land. Jaitapur is on the Arabian Sea coast in Ratnagiri district in the southwestern part of Maharashtra, India. The district is a part of Konkan in Western Ghats. The Sahyadri Mountain range forms the eastern boundary of the Konkan, and the Arabian Sea marks the western boundary. Jaitapur was one of the important ports in ancient and early medieval times.Proponents
Proponents are advocating the Jaitapur Project as safe, environmentally benign and an economically viable source of electrical energy to meet the increasing electricity needs of India.
They argue that nuclear power is a sustainable energy source that reduces carbon emissions and increases energy security by decreasing India's dependence on foreign oil. The promoter of Jaitapur project is Nuclear Power Corporation of India. It is a public Sector Enterprise under the administrative control of the Department of Atomic Energy (India).As of 2010, India is sixth in rank, after USA, France, Japan, the Russian Federation and the Republic of Korea, to have twenty or more nuclear power reactors in operation.
According to former chairman of Atomic Energy Commission Anil Kakodkar, the Jaitapur site is the best as it fulfilled the technical and scientific requirements for a nuclear power plant.
It is proposed that the spent fuel generated at this nuclear power plant be recycled. Only five percent of it would be encapsulated and stored for 30 to 40 years, till scientists develop some technology to treat it.
The environmental impact assessment and other associated studies of the Jaitapur project have been carried out in detail over the last few years by National Environmental Engineering Research Institute (NEERI), Nagpur in collaboration with several other reputed organisations specialising in specific environment studies.These studies include Bhabha Atomic Research Centre Pre-operational Baseline Radiological Survey of the Area around JNPP Site, Central Water and Power Research Station Pune, Thermal Dispersion Studies for Condenser Cooling Water (CCW) Discharges, Konkan Krishi Vidyapith, College of Forestry, Dapoli, Baseline Biodiversity Study of the area around JNPP Site.Nuclear Power Corporation of India has declared that 1.5 to 2 percent of the net profit from Jaitapur plant would be spent in that area only. Development projects will be decided by local people and NPC will provide the funds to ensure development of these areas.
| 0
|
[
"Jaitapur Nuclear Power Project",
"located in the administrative territorial entity",
"Ratnagiri district"
] |
Geography
The proposed Jaitapur Nuclear Power Project is located at the west coast of India. It has an average elevation of 90 feet (27 m). This project will spread over 968 hectares (3.74 sq mi; 9.68 km2) of land. Jaitapur is on the Arabian Sea coast in Ratnagiri district in the southwestern part of Maharashtra, India. The district is a part of Konkan in Western Ghats. The Sahyadri Mountain range forms the eastern boundary of the Konkan, and the Arabian Sea marks the western boundary. Jaitapur was one of the important ports in ancient and early medieval times.
| 1
|
[
"Argentino Hotel",
"founded by",
"Francisco Piria"
] |
History
The project was the product of the vision of the businessman Francisco Piria, and he conceived it for 1.200 guests. In 1920 the Uruguayan president Baltasar Brum laid its cornerstone. It cost 5 million pesos, being at the time one of the most gigantic hotels in South America. This building has 120 meters in front, 70 deep and 6 floors. On the floor below, the first facilities for the use of thalassotherapy were already planned, with showers and bathtubs for hot and cold seawater baths, a Swedish gymnastics section, hairdressing salons, among others. For the furnishing, Piria brought linen linen from Italy, crockery from Germany, glassware from
Czechoslovakia, and furniture from Austria. From the entrance you go to a staircase that invites you to go up to the rooms, with a stained glass window measuring five square meters and innumerable iridescent colors.The architect of the hotel was Pierre Guichot.It was inaugurated on 24 December 1930 and was for several years the largest hotel in South America. The hotel's casino is located on the left wing, the public can access via a staircase and guests through the left corridor on the ground floor.The Argentino Hotel belongs to the Estado Uruguayo and is managed for concession by the Group Méndez Requena (Nifelar S.A.) 30 year, from 2017 to 2047.The Argentino Hotel received the certification of accessibility to the physical environment, with respect to the UNIT 200 standard.In 2021 it becomes a "pet friendly" hotel to admit small dogs that accompany their owners.
| 7
|
[
"Taj Mahal Palace Hotel",
"owned by",
"Tata Group"
] |
The Taj Mahal Palace is a heritage, five-star, luxury hotel in the Colaba area of Mumbai, Maharashtra, India, situated next to the Gateway of India. Built in the Indo-Saracenic style, it opened in 1903 as the Taj Mahal Hotel and has historically often been known simply as "The Taj". The hotel is named after the Taj Mahal, which is located in the city of Agra approximately 1,050 kilometres (650 mi) from Mumbai. It has been considered one of the finest hotels in the East since the time of the British Raj. The hotel was one of the main sites targeted in the 2008 Mumbai attacks.
Part of the Taj Hotels Resorts and Palaces, the hotel has 560 rooms and 44 suites and is considered the flagship property of the group; it employs 1,600 staff. The hotel is made up of two different structures: the Taj Mahal Palace and the Tower, which are historically and architecturally distinct from each other (the Taj Mahal Palace was built in 1903; the Tower was opened in 1972).
The hotel has a long and distinguished history, having received many notable guests, from presidents to captains of industry and show business stars.
| 10
|
[
"Bellagio (resort)",
"creator",
"Steve Wynn"
] |
Bellagio ( bə-LAH-zhi-oh) is a resort, luxury hotel and casino on the Las Vegas Strip in Paradise, Nevada. It is owned by The Blackstone Group and operated by MGM Resorts International. Bellagio was conceived by casino owner Steve Wynn, and was built on the former site of the Dunes hotel-casino. Wynn's company, Mirage Resorts, purchased the Dunes in 1992. Plans were announced in 1994 to replace it with Beau Rivage, a French-themed resort. However, Wynn changed the project plans in 1995, instead theming it after the village of Bellagio, near Lake Como. The resort was designed by Jon Jerde. Construction began on November 1, 1995, with Marnell Corrao Associates as general contractor.
Bellagio opened on October 15, 1998, with 3,005 rooms in a 36-story tower. Built at a cost of $1.6 billion, it was the world's most expensive resort up to that point. Early revenue was less than expected, and Wynn departed the resort in May 2000, when Mirage Resorts merged with MGM Grand Inc. Profits improved under the ownership of the newly formed MGM Mirage (later MGM Resorts). A 33-story hotel tower, with 928 rooms, was opened in 2004. MGM owned the Bellagio until 2019, when it sold the resort to The Blackstone Group for $4.25 billion. MGM continues to operate the property under a lease arrangement.
Bellagio is located on 77 acres (31 ha). It includes a 156,000 sq ft (14,500 m2) casino and 3,933 rooms. The resort's signature attraction is the Fountains of Bellagio, a dancing water fountain synchronized to music. It is performed in an 8.5-acre man-made lake, located in front of the resort. Other attractions include the Bellagio Gallery of Fine Art, and a conservatory and botanical gardens. The hotel lobby features Fiori di Como, a sculpture by glass artist Dale Chihuly. It is the world's largest glass sculpture.
Bellagio has numerous restaurants, including Le Cirque and Picasso, the latter by chef Julian Serrano. Other chefs at the resort have included Todd English, Michael Mina, Jean-Georges Vongerichten, and Wolfgang Puck. Bellagio includes an 1,800 seat theater for performances of O, a water-themed show by Cirque du Soleil. The property also has a high-end retail area which introduced several luxury brands to Las Vegas, including Chanel, Gucci, and Prada.History
Background and development
The site of the Bellagio was previously occupied by the Dunes hotel-casino, which opened in 1955. Through his company Mirage Resorts, casino owner Steve Wynn purchased the Dunes in November 1992, for $75 million. He intended to demolish it and build a new resort in its place. An early idea was to build five or six complexes with approximately 500 rooms each, along with a small theme park. As the Dunes closed in January 1993, Wynn proposed including a man-made lake in his new project for water skiing and windsurfing. However, county officials questioned whether such a feature could be included following the passage of a 1990 water ordinance. A state expert found it unlikely that the lake would cause major soil sinking. The county modified the ordinance in February 1994, allowing Wynn to proceed with a man-lake, on the condition that he honor his claim that it would use less water than the Dunes' former golf course.On October 17, 1994, Mirage Resorts announced plans to build the French-themed Beau Rivage resort on the land, at a cost of $700-$900 million. It would be surrounded by a 50-acre lake with guests entering by footbridges. Mirage Resorts announced a name change in July 1995, stating that the resort would be named Bellagio, after the village of Bellagio, Lombardy in northern Italy. The resort's designer, Jon Jerde, had been vacationing on Lake Como. Impressed by its beauty, he convinced Wynn to come see the area. While on the lake with friend Paul Anka, Wynn noticed the nearby village of Bellagio, and spent half a day there. The village's Italian architecture inspired Wynn to scrap 10 months' worth of design work for Beau Rivage in favor of a Bellagio-themed resort. Wynn would later use the Beau Rivage name for another resort in Mississippi.The Las Vegas project was revised and scaled back. Among the changes was a reduction in the size of the lake feature; Mirage Resorts determined that it would use too much water as originally planned. The hotel tower, originally planned at 49 stories, was also reduced. The design and planning process took a total of 28 months, dating to 1993. Wynn said "there was no need to rush the project. We wanted to get it right". Jerde's design firm spent a total of four years designing the project. Wynn's in-house design team, Atlandia Design, handled the interior. Aside from the Dunes, a Denny's restaurant was also demolished to make way for the Bellagio.Construction began on November 1, 1995, and the opening was initially scheduled for March 1998. Marnell Corrao Associates served as general contractor. The project's cost increased several times, in part because of new features being added. A shortage of skilled workers also resulted in rising labor costs. It was financed through various lenders. Finished at a cost of $1.6 billion, it was the most expensive resort ever built.Wynn envisioned the Bellagio as a five-star resort catering to tourists who typically visit places other than Las Vegas, such as Paris, London, or Venice. He said the Bellagio would "redefine Las Vegas", describing it as the "most ambitious" and luxurious project ever attempted by Mirage Resorts. He also said it would be "the most romantic, delicious place ever built in the world", as well as the "greatest" and "most beautiful" hotel ever.The property features a variety of trees. Before the opening, builders spent more than a year searching the western U.S. for mature Japanese privets, which are capable of withstanding the dry Las Vegas heat. A deal was reached to remove approximately 30 privets from the government center in Ventura County, California, and replant them at the Bellagio, at a cost of nearly $10,000 per tree. The resort's pool area is surrounded by a Mediterranean garden that included nearly 300 pine trees, left over from the Dunes golf course.
| 8
|
[
"Burj Al Arab",
"country",
"United Arab Emirates"
] |
The Burj Al Arab (Arabic: برج العرب, Arab Tower) is a luxury hotel located in the city of Dubai, United Arab Emirates. Managed by Jumeirah hotel group, it is one of the tallest hotels in the world, although 39% of its total height is made up of non-occupiable space. Burj Al Arab stands on an artificial island that is 280 m (920 ft) from Jumeirah Beach and is connected to the mainland by a private curving bridge. The shape of the structure is designed to resemble the sail of a ship. It has a helipad near the roof, at a height of 210 m (689 ft) above ground.
| 0
|
[
"Burj Al Arab",
"architect",
"Tom Wright"
] |
Design and construction
The Burj Al Arab was designed by the multidisciplinary consultancy Atkins, led by architect Tom Wright. The design and construction were managed by Canadian engineer Rick Gregory, also of WS Atkins. Construction of the island began in 1994 and involved up to 2,000 construction workers during peak construction. It was built to resemble the billowing spinnaker sail of a J-class yacht. Two "wings" spread in a V to form a vast "mast", while the space between them is enclosed in a massive atrium. The setting of a high rise building on saturated soil and the novelty of the project required groundbreaking dynamic analysis and design to take into consideration soil-structure interaction, effect of water, high winds, and helipad among other loads, to help finalize the design and take the project into construction.The hotel was built by South African construction contractor Murray & Roberts, now renamed Concor and Al Habtoor Engineering. The interior designs were led and created by Khuan Chew and John Coralan of KCA international and delivered by UAE based Depa Group.The building opened on 1 December 1999.The hotel's helipad was designed by Irish architect Rebecca Gernon. The helipad is above the building's 59th floor, and has been used as a car race track, a boxing ring, a tennis match, and the jumping off point for the highest kite surfing jump in history.
| 10
|
[
"Four Seasons Hotel George V",
"instance of",
"hotel"
] |
Four Seasons Hotel George V (French pronunciation: French: [ʒɔʁʒ sɛ̃k] (listen)) is a luxury hotel on avenue George V in the 8th arrondissement of Paris.History
The Hotel George V, named for King George V of the United Kingdom, opened in 1928. It was financed, at a cost of $31 million (60 million Francs), by American businessman Joel Hillman. It was managed by restaurateur André Terrail, owner of La Tour d'Argent. Its architect was Georges Wybo, who had designed the Casino de Deauville and the reconstruction of the Printemps Haussmann following the fire of 1921.
The hotel was popular with Americans arriving in France on Transatlantic ocean liners, as it operated offices in the port of Cherbourg to receive customers on their arrival.
Joel Hillman was forced to relinquish the George V to his lenders after the Wall Street Crash of 1929. The George V was bought in 1931 by the banker François Dupré and a new wing was built by the original architects, containing apartments that could be rented year-round or seasonally, with the residents enjoying the services of the hotel. Dupré brought many objets d'art to the hotel, including tapestries from Flanders, Boulle furniture, a Renoir and a Dufy.
In World War II, during the German occupation, a "round-table" of French and German intellectuals met at the hotel; including the writer Ernst Jünger, the Nazi legal scholar Carl Schmitt, the publisher Gaston Gallimard and the writers Paul Morand, Jean Cocteau, and Henry Millon de Montherlant.In 1996 Saudi businessman Al-Waleed bin Talal bought the hotel from the Forte Group, spending $185 million for it. He then spent $120 million renovating the hotel, closing the hotel for two years. He signed a management contract with Four Seasons Hotels and Resorts on November 1, 1997, and the hotel was renamed Four Seasons Hotel George V. The hotel reopened on December 18, 1999. Starting in 2000, the hotel was voted "Best Hotel in the World" by a number of publications. A distinctive feature includes a lobby and walkways lined with floral displays.
| 2
|
[
"Four Seasons Hotel George V",
"located on street",
"avenue George-V"
] |
Four Seasons Hotel George V (French pronunciation: French: [ʒɔʁʒ sɛ̃k] (listen)) is a luxury hotel on avenue George V in the 8th arrondissement of Paris.
| 5
|
[
"Four Seasons Hotel George V",
"architect",
"Georges Wybo"
] |
History
The Hotel George V, named for King George V of the United Kingdom, opened in 1928. It was financed, at a cost of $31 million (60 million Francs), by American businessman Joel Hillman. It was managed by restaurateur André Terrail, owner of La Tour d'Argent. Its architect was Georges Wybo, who had designed the Casino de Deauville and the reconstruction of the Printemps Haussmann following the fire of 1921.
The hotel was popular with Americans arriving in France on Transatlantic ocean liners, as it operated offices in the port of Cherbourg to receive customers on their arrival.
Joel Hillman was forced to relinquish the George V to his lenders after the Wall Street Crash of 1929. The George V was bought in 1931 by the banker François Dupré and a new wing was built by the original architects, containing apartments that could be rented year-round or seasonally, with the residents enjoying the services of the hotel. Dupré brought many objets d'art to the hotel, including tapestries from Flanders, Boulle furniture, a Renoir and a Dufy.
In World War II, during the German occupation, a "round-table" of French and German intellectuals met at the hotel; including the writer Ernst Jünger, the Nazi legal scholar Carl Schmitt, the publisher Gaston Gallimard and the writers Paul Morand, Jean Cocteau, and Henry Millon de Montherlant.In 1996 Saudi businessman Al-Waleed bin Talal bought the hotel from the Forte Group, spending $185 million for it. He then spent $120 million renovating the hotel, closing the hotel for two years. He signed a management contract with Four Seasons Hotels and Resorts on November 1, 1997, and the hotel was renamed Four Seasons Hotel George V. The hotel reopened on December 18, 1999. Starting in 2000, the hotel was voted "Best Hotel in the World" by a number of publications. A distinctive feature includes a lobby and walkways lined with floral displays.
| 10
|
[
"Four Seasons Hotel George V",
"located in the administrative territorial entity",
"8th arrondissement of Paris"
] |
Four Seasons Hotel George V (French pronunciation: French: [ʒɔʁʒ sɛ̃k] (listen)) is a luxury hotel on avenue George V in the 8th arrondissement of Paris.History
The Hotel George V, named for King George V of the United Kingdom, opened in 1928. It was financed, at a cost of $31 million (60 million Francs), by American businessman Joel Hillman. It was managed by restaurateur André Terrail, owner of La Tour d'Argent. Its architect was Georges Wybo, who had designed the Casino de Deauville and the reconstruction of the Printemps Haussmann following the fire of 1921.
The hotel was popular with Americans arriving in France on Transatlantic ocean liners, as it operated offices in the port of Cherbourg to receive customers on their arrival.
Joel Hillman was forced to relinquish the George V to his lenders after the Wall Street Crash of 1929. The George V was bought in 1931 by the banker François Dupré and a new wing was built by the original architects, containing apartments that could be rented year-round or seasonally, with the residents enjoying the services of the hotel. Dupré brought many objets d'art to the hotel, including tapestries from Flanders, Boulle furniture, a Renoir and a Dufy.
In World War II, during the German occupation, a "round-table" of French and German intellectuals met at the hotel; including the writer Ernst Jünger, the Nazi legal scholar Carl Schmitt, the publisher Gaston Gallimard and the writers Paul Morand, Jean Cocteau, and Henry Millon de Montherlant.In 1996 Saudi businessman Al-Waleed bin Talal bought the hotel from the Forte Group, spending $185 million for it. He then spent $120 million renovating the hotel, closing the hotel for two years. He signed a management contract with Four Seasons Hotels and Resorts on November 1, 1997, and the hotel was renamed Four Seasons Hotel George V. The hotel reopened on December 18, 1999. Starting in 2000, the hotel was voted "Best Hotel in the World" by a number of publications. A distinctive feature includes a lobby and walkways lined with floral displays.
| 11
|
[
"Four Seasons Hotel George V",
"named after",
"George V"
] |
Four Seasons Hotel George V (French pronunciation: French: [ʒɔʁʒ sɛ̃k] (listen)) is a luxury hotel on avenue George V in the 8th arrondissement of Paris.History
The Hotel George V, named for King George V of the United Kingdom, opened in 1928. It was financed, at a cost of $31 million (60 million Francs), by American businessman Joel Hillman. It was managed by restaurateur André Terrail, owner of La Tour d'Argent. Its architect was Georges Wybo, who had designed the Casino de Deauville and the reconstruction of the Printemps Haussmann following the fire of 1921.
The hotel was popular with Americans arriving in France on Transatlantic ocean liners, as it operated offices in the port of Cherbourg to receive customers on their arrival.
Joel Hillman was forced to relinquish the George V to his lenders after the Wall Street Crash of 1929. The George V was bought in 1931 by the banker François Dupré and a new wing was built by the original architects, containing apartments that could be rented year-round or seasonally, with the residents enjoying the services of the hotel. Dupré brought many objets d'art to the hotel, including tapestries from Flanders, Boulle furniture, a Renoir and a Dufy.
In World War II, during the German occupation, a "round-table" of French and German intellectuals met at the hotel; including the writer Ernst Jünger, the Nazi legal scholar Carl Schmitt, the publisher Gaston Gallimard and the writers Paul Morand, Jean Cocteau, and Henry Millon de Montherlant.In 1996 Saudi businessman Al-Waleed bin Talal bought the hotel from the Forte Group, spending $185 million for it. He then spent $120 million renovating the hotel, closing the hotel for two years. He signed a management contract with Four Seasons Hotels and Resorts on November 1, 1997, and the hotel was renamed Four Seasons Hotel George V. The hotel reopened on December 18, 1999. Starting in 2000, the hotel was voted "Best Hotel in the World" by a number of publications. A distinctive feature includes a lobby and walkways lined with floral displays.
| 12
|
[
"Waldorf Astoria Berlin",
"located in the administrative territorial entity",
"Berlin"
] |
Waldorf Astoria Berlin is a hotel in Berlin, Germany. It is located in the City West area of Berlin , next to the upscale retail area Kurfürstendamm. It opened on January 3, 2013, and is the first Waldorf Astoria branded hotel in Germany. Guerlain Spa, the only one in Germany, is located at the hotel.Building
The Waldorf Astoria Berlin is situated in the Berlin building Zoofenster. It is a skyscraper in the district of Charlottenburg in Berlin. It has 32 floors and a height of 118 m and was constructed from July 2008 to March 2012.
| 0
|
[
"Waldorf Astoria Berlin",
"instance of",
"hotel"
] |
Building
The Waldorf Astoria Berlin is situated in the Berlin building Zoofenster. It is a skyscraper in the district of Charlottenburg in Berlin. It has 32 floors and a height of 118 m and was constructed from July 2008 to March 2012.Awards
The hotel won World Luxury Spa Awards for 2014, and a Europe's Leading New Hotel of World Travel Awards.
| 2
|
[
"Taschenbergpalais",
"located in the administrative territorial entity",
"Dresden"
] |
Taschenbergpalais is a palace hotel owned by the Kempinski Group. It is located on Sophie Street next to the Dresden Castle and in front of the Zwinger. In direct proximity are the Semperoper, the Theaterplatz (theatre square) and the Dresden Cathedral.
The facade of the Hotel Taschenbergpalais as well as the staircase on the inside of the building are designed historically whereas the interior in general is designed rather modern.History
When the architect, Johann Friedrich Karcher, commenced building the Taschenbergpalais in 1705, he followed the design of previous buildings. The Taschenbergpalais was the palace of Anna Constantia von Brockdorff, later Countess of Cosel and one of Augustus II's mistresses. After Anna Constantia von Hoym was banned by Augustus II in 1713, the Taschenbergpalais was renovated and named "Turkish Palais".
From 1718 to 1720, the Palais was expanded several times for the crown prince family by Matthäus Daniel Pöppelmann and Raymond Leplat. The two fountains next to the entrance were constructed from 1747 to 1750 by Johann Christoph Knöffel. The fountains were restored in 1990, and copies were set up next to the entrance while the Taschenbergpalais was being rebuilt. The last expansion was added in 1843 to the south eastern part of the building.
After being extensively restored in 1934, Taschenbergpalais was subsequently destroyed in 1945 by the bombing of Dresden. It remained in that state for nearly half a century until reconstruction started in 1992, using original models and remains. Reconstruction was completed in 1995 at a cost of 127.8 million euros, and on March 31, 1995, the Hotel Taschenbergpalais Kempinski Dresden was opened up as the first five-star hotel in Saxony.
| 1
|
[
"Taschenbergpalais",
"headquarters location",
"Dresden"
] |
Taschenbergpalais is a palace hotel owned by the Kempinski Group. It is located on Sophie Street next to the Dresden Castle and in front of the Zwinger. In direct proximity are the Semperoper, the Theaterplatz (theatre square) and the Dresden Cathedral.
The facade of the Hotel Taschenbergpalais as well as the staircase on the inside of the building are designed historically whereas the interior in general is designed rather modern.History
When the architect, Johann Friedrich Karcher, commenced building the Taschenbergpalais in 1705, he followed the design of previous buildings. The Taschenbergpalais was the palace of Anna Constantia von Brockdorff, later Countess of Cosel and one of Augustus II's mistresses. After Anna Constantia von Hoym was banned by Augustus II in 1713, the Taschenbergpalais was renovated and named "Turkish Palais".
From 1718 to 1720, the Palais was expanded several times for the crown prince family by Matthäus Daniel Pöppelmann and Raymond Leplat. The two fountains next to the entrance were constructed from 1747 to 1750 by Johann Christoph Knöffel. The fountains were restored in 1990, and copies were set up next to the entrance while the Taschenbergpalais was being rebuilt. The last expansion was added in 1843 to the south eastern part of the building.
After being extensively restored in 1934, Taschenbergpalais was subsequently destroyed in 1945 by the bombing of Dresden. It remained in that state for nearly half a century until reconstruction started in 1992, using original models and remains. Reconstruction was completed in 1995 at a cost of 127.8 million euros, and on March 31, 1995, the Hotel Taschenbergpalais Kempinski Dresden was opened up as the first five-star hotel in Saxony.
| 2
|
[
"Taschenbergpalais",
"connects with",
"Dresden Castle"
] |
Taschenbergpalais is a palace hotel owned by the Kempinski Group. It is located on Sophie Street next to the Dresden Castle and in front of the Zwinger. In direct proximity are the Semperoper, the Theaterplatz (theatre square) and the Dresden Cathedral.
The facade of the Hotel Taschenbergpalais as well as the staircase on the inside of the building are designed historically whereas the interior in general is designed rather modern.
| 5
|
[
"Taschenbergpalais",
"operator",
"Kempinski"
] |
Taschenbergpalais is a palace hotel owned by the Kempinski Group. It is located on Sophie Street next to the Dresden Castle and in front of the Zwinger. In direct proximity are the Semperoper, the Theaterplatz (theatre square) and the Dresden Cathedral.
The facade of the Hotel Taschenbergpalais as well as the staircase on the inside of the building are designed historically whereas the interior in general is designed rather modern.
| 10
|
[
"Hotel Sacher",
"country",
"Austria"
] |
Hotel Sacher is a five-star luxury hotel in Vienna, Austria, facing the Vienna State Opera in the city's central Innere Stadt district. It is famous for the specialty of the house, the Sachertorte, a chocolate cake with apricot filling. There is also an art gallery in the hotel, with works from the 19th century. The hotel is located near the former residence of Antonio Vivaldi. Hotel Sacher is a member of The Leading Hotels of the World, a marketing network.History
The hotel was founded in 1876 as a maison meublée at the site of the demolished Theater am Kärntnertor by the restaurateur and k.u.k. purveyor to the court Eduard Sacher (1843–1892). His father, the confectioner Franz Sacher (1816–1907), had become famous for his Sachertorte, which he allegedly created for a reception given by Austrian State Chancellor Klemens von Metternich in 1832. Eduard Sacher did an apprenticeship at the patisserie Demel and in 1873 opened his first restaurant on Kärntner Straße.
In 1880, he married Anna Sacher née Fuchs (1859–1930), who became managing director after his death. She quickly earned a reputation for both her commercial skills and her eccentricity, never being seen without her French Bulldogs and a cigar. Under her management, Hotel Sacher became one of the finest hotels in the world, where the aristocracy and diplomats would meet. However, after World War I, Anna Sacher upheld the upper-class reputation of the hotel and denied service to guests of non-aristocratic descent while granting generous credit to impoverished aristocrats. Her management ran the business into financial problems, and eventually to bankruptcy and a change of ownership in the 1930s.In 1934, the hotel business was taken over by the Gürtler family under the company name "Eduard Sacher GmbH & Co OHG", and the building was extensively renovated. After the end of World War II, Allied-occupied Austria, like Germany, was divided into four zones by the victorious powers. Vienna, like Berlin, was also subdivided into four zones. During the occupation, the British used the hardly damaged Hotel Sacher as their headquarters and it appears in Carol Reed's film The Third Man, as script writer Graham Greene was a regular at the hotel bar while doing research in Vienna. On August 4, 1947, two suitcase bombs exploded in the basement of the hotel. The terrorist group Irgun claimed responsibility for the bombing.
| 0
|
[
"Hotel Sacher",
"headquarters location",
"Vienna"
] |
Hotel Sacher is a five-star luxury hotel in Vienna, Austria, facing the Vienna State Opera in the city's central Innere Stadt district. It is famous for the specialty of the house, the Sachertorte, a chocolate cake with apricot filling. There is also an art gallery in the hotel, with works from the 19th century. The hotel is located near the former residence of Antonio Vivaldi. Hotel Sacher is a member of The Leading Hotels of the World, a marketing network.
| 3
|
[
"Hotel Sacher",
"founded by",
"Édouard Sacher"
] |
Hotel Sacher is a five-star luxury hotel in Vienna, Austria, facing the Vienna State Opera in the city's central Innere Stadt district. It is famous for the specialty of the house, the Sachertorte, a chocolate cake with apricot filling. There is also an art gallery in the hotel, with works from the 19th century. The hotel is located near the former residence of Antonio Vivaldi. Hotel Sacher is a member of The Leading Hotels of the World, a marketing network.History
The hotel was founded in 1876 as a maison meublée at the site of the demolished Theater am Kärntnertor by the restaurateur and k.u.k. purveyor to the court Eduard Sacher (1843–1892). His father, the confectioner Franz Sacher (1816–1907), had become famous for his Sachertorte, which he allegedly created for a reception given by Austrian State Chancellor Klemens von Metternich in 1832. Eduard Sacher did an apprenticeship at the patisserie Demel and in 1873 opened his first restaurant on Kärntner Straße.
In 1880, he married Anna Sacher née Fuchs (1859–1930), who became managing director after his death. She quickly earned a reputation for both her commercial skills and her eccentricity, never being seen without her French Bulldogs and a cigar. Under her management, Hotel Sacher became one of the finest hotels in the world, where the aristocracy and diplomats would meet. However, after World War I, Anna Sacher upheld the upper-class reputation of the hotel and denied service to guests of non-aristocratic descent while granting generous credit to impoverished aristocrats. Her management ran the business into financial problems, and eventually to bankruptcy and a change of ownership in the 1930s.In 1934, the hotel business was taken over by the Gürtler family under the company name "Eduard Sacher GmbH & Co OHG", and the building was extensively renovated. After the end of World War II, Allied-occupied Austria, like Germany, was divided into four zones by the victorious powers. Vienna, like Berlin, was also subdivided into four zones. During the occupation, the British used the hardly damaged Hotel Sacher as their headquarters and it appears in Carol Reed's film The Third Man, as script writer Graham Greene was a regular at the hotel bar while doing research in Vienna. On August 4, 1947, two suitcase bombs exploded in the basement of the hotel. The terrorist group Irgun claimed responsibility for the bombing.
| 4
|
[
"Hotel Sacher",
"named after",
"Édouard Sacher"
] |
History
The hotel was founded in 1876 as a maison meublée at the site of the demolished Theater am Kärntnertor by the restaurateur and k.u.k. purveyor to the court Eduard Sacher (1843–1892). His father, the confectioner Franz Sacher (1816–1907), had become famous for his Sachertorte, which he allegedly created for a reception given by Austrian State Chancellor Klemens von Metternich in 1832. Eduard Sacher did an apprenticeship at the patisserie Demel and in 1873 opened his first restaurant on Kärntner Straße.
In 1880, he married Anna Sacher née Fuchs (1859–1930), who became managing director after his death. She quickly earned a reputation for both her commercial skills and her eccentricity, never being seen without her French Bulldogs and a cigar. Under her management, Hotel Sacher became one of the finest hotels in the world, where the aristocracy and diplomats would meet. However, after World War I, Anna Sacher upheld the upper-class reputation of the hotel and denied service to guests of non-aristocratic descent while granting generous credit to impoverished aristocrats. Her management ran the business into financial problems, and eventually to bankruptcy and a change of ownership in the 1930s.In 1934, the hotel business was taken over by the Gürtler family under the company name "Eduard Sacher GmbH & Co OHG", and the building was extensively renovated. After the end of World War II, Allied-occupied Austria, like Germany, was divided into four zones by the victorious powers. Vienna, like Berlin, was also subdivided into four zones. During the occupation, the British used the hardly damaged Hotel Sacher as their headquarters and it appears in Carol Reed's film The Third Man, as script writer Graham Greene was a regular at the hotel bar while doing research in Vienna. On August 4, 1947, two suitcase bombs exploded in the basement of the hotel. The terrorist group Irgun claimed responsibility for the bombing.
| 5
|
[
"Hotel Sacher",
"member of",
"The Leading Hotels of the World"
] |
Hotel Sacher is a five-star luxury hotel in Vienna, Austria, facing the Vienna State Opera in the city's central Innere Stadt district. It is famous for the specialty of the house, the Sachertorte, a chocolate cake with apricot filling. There is also an art gallery in the hotel, with works from the 19th century. The hotel is located near the former residence of Antonio Vivaldi. Hotel Sacher is a member of The Leading Hotels of the World, a marketing network.
| 8
|
[
"Hotel Sacher",
"located in the administrative territorial entity",
"Innere Stadt"
] |
Hotel Sacher is a five-star luxury hotel in Vienna, Austria, facing the Vienna State Opera in the city's central Innere Stadt district. It is famous for the specialty of the house, the Sachertorte, a chocolate cake with apricot filling. There is also an art gallery in the hotel, with works from the 19th century. The hotel is located near the former residence of Antonio Vivaldi. Hotel Sacher is a member of The Leading Hotels of the World, a marketing network.History
The hotel was founded in 1876 as a maison meublée at the site of the demolished Theater am Kärntnertor by the restaurateur and k.u.k. purveyor to the court Eduard Sacher (1843–1892). His father, the confectioner Franz Sacher (1816–1907), had become famous for his Sachertorte, which he allegedly created for a reception given by Austrian State Chancellor Klemens von Metternich in 1832. Eduard Sacher did an apprenticeship at the patisserie Demel and in 1873 opened his first restaurant on Kärntner Straße.
In 1880, he married Anna Sacher née Fuchs (1859–1930), who became managing director after his death. She quickly earned a reputation for both her commercial skills and her eccentricity, never being seen without her French Bulldogs and a cigar. Under her management, Hotel Sacher became one of the finest hotels in the world, where the aristocracy and diplomats would meet. However, after World War I, Anna Sacher upheld the upper-class reputation of the hotel and denied service to guests of non-aristocratic descent while granting generous credit to impoverished aristocrats. Her management ran the business into financial problems, and eventually to bankruptcy and a change of ownership in the 1930s.In 1934, the hotel business was taken over by the Gürtler family under the company name "Eduard Sacher GmbH & Co OHG", and the building was extensively renovated. After the end of World War II, Allied-occupied Austria, like Germany, was divided into four zones by the victorious powers. Vienna, like Berlin, was also subdivided into four zones. During the occupation, the British used the hardly damaged Hotel Sacher as their headquarters and it appears in Carol Reed's film The Third Man, as script writer Graham Greene was a regular at the hotel bar while doing research in Vienna. On August 4, 1947, two suitcase bombs exploded in the basement of the hotel. The terrorist group Irgun claimed responsibility for the bombing.
| 15
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[
"Royal Hawaiian Hotel",
"country",
"United States of America"
] |
The Royal Hawaiian Hotel is a beachfront luxury hotel located in Waikiki in Honolulu, Hawaii, on the island of Oahu. It is part of The Luxury Collection brand of Marriott International. One of the first hotels established in Waikiki, the Royal Hawaiian is considered one of the most luxurious and famous hotels in Hawaiian tourism, and in its 95-year history has been host to numerous celebrities and world dignitaries. The bright pink hue of its concrete stucco façade with its Spanish/Moorish styled architecture and prominent location on the wide sandy beach have earned it the alliterative nickname of "The Pink Palace of the Pacific".
| 0
|
[
"Royal Hawaiian Hotel",
"located in the administrative territorial entity",
"Honolulu"
] |
The Royal Hawaiian Hotel is a beachfront luxury hotel located in Waikiki in Honolulu, Hawaii, on the island of Oahu. It is part of The Luxury Collection brand of Marriott International. One of the first hotels established in Waikiki, the Royal Hawaiian is considered one of the most luxurious and famous hotels in Hawaiian tourism, and in its 95-year history has been host to numerous celebrities and world dignitaries. The bright pink hue of its concrete stucco façade with its Spanish/Moorish styled architecture and prominent location on the wide sandy beach have earned it the alliterative nickname of "The Pink Palace of the Pacific".
| 1
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[
"Royal Hawaiian Hotel",
"instance of",
"hotel"
] |
The Royal Hawaiian Hotel is a beachfront luxury hotel located in Waikiki in Honolulu, Hawaii, on the island of Oahu. It is part of The Luxury Collection brand of Marriott International. One of the first hotels established in Waikiki, the Royal Hawaiian is considered one of the most luxurious and famous hotels in Hawaiian tourism, and in its 95-year history has been host to numerous celebrities and world dignitaries. The bright pink hue of its concrete stucco façade with its Spanish/Moorish styled architecture and prominent location on the wide sandy beach have earned it the alliterative nickname of "The Pink Palace of the Pacific".
| 2
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