text:
Korea Train Express
Korea Train Express | |
KTX Sancheon
Korean name | |
Hangul | 한국고속철도 |
Hanja | 韓國高速鐵道 |
Revised Romanization | Hanguk Gosok Cheoldo |
McCune–Reischauer | Hanguk Kosok Ch'ŏldo |
Korea Train eXpress (KTX) is South Korea's high-speed rail system, operated by Korail. Construction began on the high-speed line from Seoul to Busan in 1992. KTX services were launched on April 1, 2004.
KTX will operate to Incheon International Airport from Seoul Station with a stop at Geomam Station from April 2014. A new terminal in Seoul's Gangnam District is under construction at Suseo Station which will open in 2016 along with intermediate stations in New Dongtan City and Seoul Subway Line 1's Jije Station in Pyeongtaek. Construction of a second high-speed line to Gwangju began in December 2009, and is to open in 2015. A new line from Wonju to Gangneung is under construction to serve the 2018 Winter Olympics in PyeongChang.
Top speed for trains in regular service is currently 305 km/h (190 mph), though the infrastructure is designed for 350 km/h (217 mph). The initial rolling stock was based on Alstom's TGV Réseau, and was partly built in Korea. The domestically developed HSR-350x, which achieved 352.4 km/h (219.0 mph) in tests, resulted in a second type of high-speed trains now operated by Korail, the KTX Sancheon. The next generation KTX train, HEMU-430X, achieved 421.4km/h in 2013, making South Korea the world's fourth country after France, Japan and China to develop a high-speed train running on conventional rail above 420km/h.
Origins of the project[edit]
The Seoul-Busan axis is Korea's main traffic corridor. In 1982, it represented 65.8% of South Korea's population, a number that grew to 73.3% by 1995, along with 70% of freight traffic and 66% of passenger traffic. With both the Gyeongbu Expressway and Korail's Gyeongbu Line congested as of the late 1970s, the government saw the pressing need for another form of transportation.[1]
The first proposals for a second Seoul-Busan railway line originated from a study prepared between 1972 and 1974 by experts from France's SNCF and Japan Railway Technical Service on a request from the IBRD.[2][3] A more detailed 1978-1981 study by KAIST, focusing on the needs of freight transport, also came to the conclusion that separating long-distance passenger traffic on a high-speed passenger railway would be advisable, and it was adopted in the following Korean Five Year Plan.[4]
During the following years, several feasibility studies were prepared for a high-speed line with a Seoul–Busan travel time of 1 hour 30 minutes, which gave positive results.[4] In 1989, following the go-ahead for the project, the institutions to manage its preparation were established: the Gyeongbu High Speed Electric Railway & New International Airport Committee, and the High Speed Electric Railway Planning Department (later renamed HSR Project Planning Board).[5] In 1990, the planned Seoul–Busan travel time was 1 hour 51 minutes, the project was to be completed by August 1998,[6] and costs were estimated at 5.85 trillion South Korean won[6] in 1988 prices, 4.6 trillion of which were to be spent on infrastructure, the remainder on rolling stock.[7]
As planning progressed, the Korea High Speed Rail Construction Authority (KHSRCA) was established in March 1992 as a separate body with its own budget responsible for the project.[8] In the 1993 reappraisal of the project, the completion date was pushed back to May 2002, and cost estimates grew to 10.74 trillion won.[6][7] 82% of the cost increase was due to a 90% increase in unit costs in the construction sector, mostly labour costs but also material costs,[9] and the remainder due to alignment changes.[6][9] To finance the project, the option of a build-operate-transfer (BOT) franchise was rejected as too risky.[10] Funding included direct government grants (35%), government (10%) and foreign (18%) loans, domestic bond sales (31%) and private capital (6%).[11]
Creation of the system[edit]
Start of high-speed line construction[edit]
KHSRCA started construction of the Seoul–Busan Gyeongbu High Speed Railway (Gyeongbu HSR) on June 30, 1992, on the 57 km (35 mi) long section from Cheonan to Daejeon, which was intended for use as test track.[7]
Construction started before the choice of the main technology supplier, thus alignment design was set out to be compatible with all choices.[7] Of the planned 411 km (255 mi) line, 152.73 km (94.90 mi) would be laid on bridges, and another 138.68 km (86.17 mi) in tunnels.[7] However, plans were changed repeatedly,[12] in particular those for city sections, following disputes with local governments,[13] while construction work suffered from early quality problems.[14] Planned operating speed was also reduced from 350 km/h (217 mph) to the 300 km/h (186 mph) maximum of high-speed trains on the market.[6] Three competitors bid for the supply of the core system, which included the rolling stock, catenary and signalling:[15] consortia led by GEC-Alsthom, today Alstom, one of the builders of France's TGV trains; Siemens, one of the builders of Germany's ICE trains; and Mitsubishi, one of the builders of Japan's Shinkansen trains.[16] In 1994, the alliance of GEC-Alsthom and its Korean subsidiary Eukorail were chosen as winner.[17]
The technology was almost identical to that found on the high-speed lines of France's TGV system.[18] Track-related design specifications included a design speed of 350 km/h (217 mph) and standard gauge.[19]
Phase 1: Seoul–Daegu and conventional line upgrades[edit]
Following the 1997 Asian Financial Crisis, the government decided to realise the Gyeongbu HSR in two phases.[8] In a first phase, two-thirds of the high-speed line between the southwestern suburbs of Seoul and Daegu would be finished by 2004, with trains travelling along the parallel conventional line along the rest of the Seoul–Busan route.[6] The upgrade and electrification of these sections of the Gyeongbu Line was added to the project,[20] and also the upgrade and electrification of the Honam Line from Daejeon to Mokpo, providing a second route for KTX services.[21] The budget for the first phase was set at 12,737.7 billion won, that for the entire project at 18,435.8 billion won in 1998 prices.[22] While the share of government contributions remained unchanged, the share of foreign loans, domestic bond sales and private capital changed to 24%, 29% and 2%.[23]
The infrastructure and rolling stock were created in the framework of a technology transfer agreement, which paired up Korean companies with core system supplier Alstom and its European subcontractors for different subsystems.[24][25][26] Alstom's part of the project amounted to US$2.1 billion[19] or €1.5 billion.[17]
Well ahead of the opening of the Gyeongbu HSR for regular service, in December 1999, 34.4 km (21.4 mi) of the test section, later extended to 57 km (35 mi), was finished to enable trials with trains.[8] After further design changes, the high-speed tracks were finished over a length of 223.6 km (138.9 mi), with 15.0 km (9.3 mi) of interconnections to the conventional Gyeongbu Line, including at a short interruption at Daejeon.[27] The high-speed section itself included 83.1 km (51.6 mi) of viaducts and 75.6 km (47.0 mi) of tunnels.[28] Conventional line electrification was finished over the 132.8 km (82.5 mi) across Daegu and on to Busan, the 20.7 km (12.9 mi) across Daejeon, and the 264.4 km (164.3 mi) from Daejeon to Mokpo and Gwangju.[29] After 12 years of construction and with a final cost of 12,737.7 billion won,[30] the initial KTX system with the first phase of the Gyeongbu HSR went into service on April 1, 2004.[31]
Phase 2: Daegu–Busan, extra stations, urban sections[edit]
The Daegu–Busan section of the Gyeongbu HSR became a separate project with the July 1998 project revision, with a budget of 5,698.1 billion won, with funding from the government and private sources by the same ratios as for phase 1.[32] In August 2006, the project was modified to again include the Daejeon and Daegu urban area passages, as well as additional stations along the phase 1 section. For these additions, the budget as well as the government's share of the funding was increased.[33]
Construction started in June 2002. The 128.1 km (79.6 mi) line, which follows a long curve to the northeast of the existing Gyeongbu Line, includes 54 viaducts with a total length of 23.4 km (14.5 mi) and 38 tunnels with a total length of 74.2 km (46.1 mi).[30] The two largest structures are the 20,323 m (66,677 ft) Geomjeung Tunnel, under Mount Geumjeong at the Busan end of the line;[34] and the 13,270 m (43,540 ft) Wonhyo Tunnel,[35] under Mount Cheonseong south-west of Ulsan, which will be the longest and second longest tunnels in Korea once the line is opened.[36]
A long dispute concerning the environmental impact assessment of the Wonhyo Tunnel, which passes under a wetland area,[35] caused delays for the entire project.[37] The dispute gained nationwide and international attention due to the repeated hunger strikes of a Buddhist nun, led to a suspension of works in 2005,[38] and only ended with a supreme court ruling in June 2006.[39] With the exception of the sections across Daejeon and Daegu, the second phase went into service on November 1, 2010.[40] By that time, 4,905.7 billion won was spent out of a second phase budget, or 17,643.4 billion won out of the total.[30]
The two sections across the urban areas of Daejeon and Daegu, altogether 40.9 km (25.4 mi), will be finished by 2014.[30] As of October 2010, the total cost of the second phase was estimated at 7,945.4 billion won, that for the entire project at 20,728.2 billion won.[30] The last element of the original project that was shelved in 1998, separate underground tracks across the Seoul metropolitan area, was re-launched in June 2008, when an initial plan with a 28.6 km (17.8 mi) long alignment and two new stations was announced.[41]
Further upgrades of connecting conventional lines[edit]
The electrification and the completion of the re-alignment and double-tracking of the Jeolla Line, which branches from the Honam Line at Iksan and continues to Suncheon and Yeosu, began in December 2003, with the aim to introduce KTX services in time for the Expo 2012 in Yeosu.[42] The upgrade will allow to raise top speed from 120 to 180 km/h (75 to 112 mph).[43][44] The section of the perpendicular Gyeongjeon Line from Samnangjin, the junction with the Gyeongbu Line near Busan, to Suncheon is upgraded in a similar way, with track doubling, alignment modifications and electrification for 180 km/h (112 mph).[43][44] The until Masan was opened on December 15, 2010.[45] The upgrade is to be complete until Jinju by 2012 and Suncheon by 2014.[43][44] The top speed of the AREX line, Seoul's airport link, is to be raised from 110 to 180 km/h (68 to 112 mph) for the KTX.[46]
The Ulsan–Gyeongju–Pohang section of the Donghae Nambu Line is foreseen for an upgrade in a completely new alignment that circumvents downtown Gyeongju and connects to the Gyeongbu High Speed Railway at Singyeongju Station, allowing for direct KTX access to the two cities. On April 23, 2009, the project was approved by the government and a ground-breaking ceremony was held.[47] The altogether 76.56 km (47.57 mi) line is slated to be opened in December 2014.[47]
On September 1, 2010, the South Korean government announced a strategic plan to reduce travel times from Seoul to 95% of the country to under 2 hours by 2020.[48] The main new element of the plan is to aim for top speeds of 230–250 km/h (143–155 mph) in upgrades of much of the mainline network with view to the introduction of KTX services.[48] The conventional lines under the scope of the plan include the above, already on-going projects, and their extensions along the rest of the southern and eastern coasts of South Korea, lines along the western coast, lines north of Seoul, and the second, more easterly line between Seoul and Busan with some connecting lines.[48]
Further high-speed lines[edit]
Until 2006,[49] the first plans for a second, separate high-speed line from Seoul to Mokpo were developed into the project of a line branching from the Gyeongbu HSR and constructed in two stages, the Honam High Speed Railway (Honam HSR).[50] The budget for the 185.75 km (115.42 mi) first stage, from the new Osong Station on the Gyongbu HSR to Gwangju·Songjeong Station, was set at 8,569.5 billion won.[50] The second stage, the 48.74 km (30.29 mi) remaining to Mokpo, was to be finished by 2017 with a budget of 2,002.2 billion won.[50] The Osong-Iksan section of the first phase is also intended for use as high-speed test track for rolling stock development, to be fitted with special catenary and instrumented track.[51] The ground-breaking ceremony was held on December 4, 2009.[52] As of September 2010, progress was 9.6% of the project budget then estimated at 10,490.1 billion won for the first phase, which was due for completion in 2014, while the estimate for the entire line stood at 12,101.7 billion won.[53]
First plans for the Honam HSR foresaw a terminus in Suseo Station, southeast Seoul.[50] The branch to Suseo was re-launched as a separate project, the Suseo High Speed Railway (Suseo HSR),[54] in June 2008.[55] Detailed design of the 61.1 km (38.0 mi) line[56] is underway since September 2010, with opening planned by the end of 2014.[57] For the longer term, new high-speed lines from Seoul to Sokcho on the eastern coast, and a direct branch from the Gyeongbu HSR south to Jinju and further to the coast are under consideration.[48] In conjunction with the award of the 2018 Winter Olympics to PyeongChang in July 2011, KTX service via the eastern coast line was anticipated; the expected travel time there from Seoul is 50 minutes.
In January 2009, Korea Transport Institute also proposed a 167 km (104 mi) line from Mokpo to Jeju Island, putting Jeju 2 hours 26 minutes from Seoul.[58] The line would include a 28 km (17 mi) bridge from Haenam to Bogil Island and a 73 km (45 mi) undersea tunnel from Bogil Island to Jeju Island (with a drilling station on Chuja Island), for an estimated cost of US$10 billion.[58] As the proposal was popular with lawmakers from South Jeolla province, the government is conducting a feasibility study, but the governor of Jeju expressed skepticism.[59] The route Seoul-Jeju has been mentioned as the world's busiest air route with 9.9 million passengers in 2011. [60]
Rolling stock[edit]
The initial KTX-I trainsets, also known as simply KTX or as TGV-K,[61] are based on the TGV Réseau, but with several differences.[25] 46 trains were built - the initial twelve in France by Alstom, the remainder in South Korea by Rotem.[62] The 20-car electric multiple units consist of two traction heads, that is powered end cars without passenger compartment, and eighteen articulated passenger cars, of which the two extreme ones have one motorised bogie each.[63] A KTX-I was built to carry up to 935 passengers at a regular top speed of 300 km/h (186 mph),[63] later increased to 305 km/h (190 mph).[64]
The technology transfer agreement for the KTX-I did not provide for a complete control of manufacturing processes and some parts had to be imported.[65] To increase the domestic added value, in 1996, an alliance of South Korean government research agencies, universities and private companies started a project named G7 to develop domestic high-speed rail technology.[66] The main element of the G7 project was the 7-car experimental high-speed train HSR-350x, originally intended as the prototype of a train with 20-car and 11-car versions for 350 km/h (217 mph) commercial service.[61] The train was also known under the names G7, KHST[67] and NG-KTX,[68] and was later officially renamed Hanvit 350.[61]
The train was developed on the basis of the transferred TGV technology,[69] but more advanced technology was used for the new motors, power electronics and additional brake systems, while the passenger cars were made of aluminum to save weight,[68] and the nose was a new design with reduced aerodynamic drag.[70] Test runs were conducted between 2002 and 2008,[61] in the course of which HSR-350x achieved the South Korean rail speed record of 352.4 km/h (219.0 mph) on December 16, 2004.[71]
For less frequented relations and for operational flexibility, a 2001 study proposed a train created by scaling down the planned commercial version of the HSR-350x, by shortening the train, removing powered bogies from intermediate cars, and lowering top speed.[72] Hyundai Rotem received orders for altogether 24 such trains, called KTX-II, in three batches from July 2006 to December 2008.[73]
Design speed is 330 km/h (205 mph), and revenue service speed is 305 km/h (190 mph).[74] The power electronics uses newer technology than the HSR-350x, and the front is a new design, too.[75] The trainsets, of which two can be coupled together, consist of two traction heads and eight articulated passenger cars, and seat 363 passengers in two classes, with enhanced comfort relative to the KTX-I.[76] The domestic added value of the trains was increased to 87%, compared to 58% for the KTX-I.[77] Imported parts include the pantographs,[78] semiconductors in the power electronics,[79] front design,[80] couplers and final drives.[81]
The KTX-II was officially renamed as KTX-Sancheon (Hangul: KTX-산천)[82] after the Korean name of the indigenous fish cherry salmon[83] before the first units started commercial service on March 2, 2010.[84]
However within weeks of its initial launch, mechanical and design flaws began to appear, in some cases causing trains to stop running and forcing passengers to leave the train and walk back to the station, and in one particular case derailing from the tracks on February 11, 2011. Although the trains were designed to be a domestically-built replacement for the French built Alstrom trains, due to over 30 malfunctions since March 2, 2010, Korail asked manufacturer Hyundai-Rotem to recall all 19 of the trains in operation after finding cracks in two anchor bands in May 2011. [85]
In 2007, an alliance of government research institutes, universities and private companies launched the project to build a second experimental high-speed train, named HEMU-400X (later renamed to HEMU-430X).[86] With a budget of 97.4 billion won and a timetable lasting 6 years, the aim was to develop an experimental train capable of reaching 400 km/h (249 mph) in tests, as a basis for commercial trains operating at 350 km/h (217 mph).[87] Unlike all previous South Korean high-speed trains, the 6-car HEMU-400X will be fitted with distributed traction.[87] Detailed plans were presented in October 2010, when the train was expected to be completed in 2011 and to start line tests in 2012.[76] It was later renamed HEMU-430X, which achieved 421.4km/h on the last day of March 2013, making South Korea the world's fourth country after France, Japan and China to develop a high-speed train running on conventional train above 420km/h.
KTX-III, the commercial derivative of HEMU-400X, is expected to enter service in 2015.[88] KTX-III was intended to cut Seoul-Busan travel times to 1 hour 50 minutes with a maximum operating speed of 350 km/h (217 mph).[88] The targeted top speed was later increased to 370 km/h (230 mph).[76] In default configuration, the train is to seat 378 passengers in 8 cars, of which only the two driving trailers will be unpowered.[76]
Following a phase of test operation, regular KTX service started on April 1, 2004, with a maximum speed of 300 km/h (186 mph) achieved along the finished sections of the Gyeongbu HSR.[31] In response to frequent passenger complaints regarding speeds on the video display staying just below the advertised 300 mark, operating top speed was raised to 305 km/h (190 mph) on November 26, 2007.[64]
KTX services are grouped according to their route, and within the groups, the stopping pattern changes from train to train.[89] KTX trains not deviating from the Seoul–Busan corridor are operated as the Gyeongbu KTX service.[90] In 2004, the new service cut the route length from 441.7 to 408.5 km (274.5 to 253.8 mi),[27] and the fastest trains, serving four stations only, cut the minimum Seoul–Busan travel time from the Saemaul's 4 hours 10 minutes to 2 hours 40 minutes.[31] With the extension of the Gyeongbu HSR, from November 1, 2010, the minimum Seoul–Busan travel time reduced to 2 hours 18 minutes,[91] over a travel distance of 423.8 km (263.3 mi).[92] From December 1, 2010, Korail added a pair of non-stop trains[93] with a travel time of 2 hours 8 minutes.[94] Once the sections across Daejeon and Daegu are completed, cutting the Seoul–Busan travel distance to 417.5 km (259.4 mi),[30] plans foresee a further improvement of the four-stop travel time to 2 hours and 10 minutes.[95]
Some Gyeongbu KTX services use parts of the conventional line paralleling the high-speed line. From June 2007 until October 2010, some trains left the Gyeongbu HSR between Daejeon and Dongdaegu to serve Gimcheon and Gumi before the opening of an extra station for the two cities on the high-speed line.[96] From November 1, 2010, when most Gyeongbu KTX services began to use the new Daegu–Busan high-speed section, some trains remained on the Gyeongbu Line on that section, and additional trains began to use the Gyeongbu Line on the Seoul–Daejeon section to serve Suwon.[89]
KTX trains using the Gyeongbu HSR only from Seoul to Daejeon and continuing all along the Honam Line are operated as the Honam KTX service.[90] In 2004, the new service with a route length of 404.5 km (251.3 mi) between Yongsan in Seoul and Mokpo[15] cut minimum travel time from 4 hours 42 minutes to 2 hours 58 minutes.[31] By 2017, this time is to be cut further to 1 hours 46 minutes.[97]
On December 15, 2010, the new Gyeongjeon KTX service started[45] with a minimum travel time of 2 hours 54 minutes[98] over the 401.4 km (249.4 mi) long route between Seoul and Masan.[99] The service is to be extended to Jinju by 2012.[54] A fourth line, the Jeolla KTX service will connect Seoul to Yeosu in 3 hours 7 minutes from September 2011.[100] From 2014, with the completion of the first phase of the Honam HSR, the travel time is reduce further to 2 hours 25 minutes.[101] From 2015, KTX trains are to reach Pohang from Seoul in 1 hour 50 minutes.[102]
Korail also plans to run some through KTX services to Incheon International Airport on the AREX line from 2012.[48] The planned travel time is 2 hours 41 minutes to Busan and 3 hours to Gwangju.[46]
Tickets and seats[edit]
Type of seats[edit]
KTX offers two classes: First Class and Standard Class. Tickets also specify whether a seat is forward-facing or backward-facing according to the direction of travel. There are special reserved Family seats, which are grouped in four, including 2 forward-facing and 2 backward-facing seats. There are reserved seats and unassigned seats.[103] KTX trains have no restaurant cars or bars, only seat service.[63] From 2006, one car of selected KTX services functions as a moving cinema.[104]
Ticket prices[edit]
KTX fares were designed to be about halfway between those for conventional trains and airline tickets.[105] The fare system implemented at the start of service in April 2004 deviated from prices proportional with distance, to favour long-distance trips.[105] On April 25, 2005,[106] fares were selectively reduced for relations under-performing most.[107]
Service | Mon-Thu | Fri-Sat |
KTX[92] | 51,800 won | 55,500 won |
KTX (via Miryang)[92] | 47,900 won | 51,200 won |
KTX (via Suwon)[92] | 42,100 won | 45,000 won |
Saemaul[108] | 39,300 won | 41,100 won |
Mugunghwa[109] | 26,500 won | 27,700 won |
From November 1, 2006, due to rising energy prices,[110] Korail applied a 8-10% fare hike for various train services, including 9.5% for KTX.[111] The price of a Seoul-Busan Standard Class ticket increased to 48,100 won.[110] From July 1, 2007, KTX fares were hiked another 6.5%, while those for the slower Saemaeul and Mugunghwa services on the parallel conventional route were raised by 3.5 percent and 2.5 percent, respectively.[112] However, new reduced weekday and unassigned seat fares were also introduced.[112]
After the November 1, 2010, start of service on the Daegu–Busan section of the Gyeongbu HSR, the fare for KTX trains using the new section was set about 8% higher than for the old route via Miryang, while that for the new services via Suwon was set lower.[91]
Korail's standard discounts for children, disabled, seniors and groups apply on KTX trains, too.[113] For frequent travellers, Korail's standard discount cards, which are categorised according to age group, apply with the double of the standard discount rates; while discount cards for business and government agency workers apply with the normal rate; both types of discounts are up to 30%.[113] Season period tickets with discounts of up to 60% can also apply to KTX trains.[113]
Discounts for family seats (37.5%) and backward facing seats (5%) are specific to the KTX.[113] In addition to Korail's small general discounts for tickets purchased in a vending machine, via cell phone or the internet, discounts of 5–20% apply to a limited number of seats on KTX trains when purchased in advance.[113] For travellers who transfer to other long-distance trains towards destinations beyond KTX stops, transfer tickets with 30% discount apply.[113] Korail pays a refund for late KTX trains, which reaches 100% for trains with a delay above one hour.[42]
Korea Rail Pass, a period ticket Korail offers to foreigners, also applies to KTX.[114][115] For passengers using the Korea-Japan Joint Rail Pass, a joint offer of Korail, Japanese railways and ferry services, the discount on KTX trains is 30%.[116]
Passenger numbers and usage[edit]
Forecast made in… |
KTX opening year ridership forecast in passengers/day[117] |
Gyeongbu | Honam | Total | ||
1991 | 196,402 | - | 196,402 | |
1995 | 190,203 | - | 190,203 | |
Dec 1998 Nov 1999 |
141,497 |
22,818 |
164,315 | |
Aug 2003 | 115,828 | 36,085 | 151,913 |
When the project was launched, KTX was expected to become one of the world's busiest high-speed lines. The first study in 1991 forecast around 200,000 passengers a day in the first year of operation, growing to 330,000 passengers a day twelve years later.[42] In forecasts prepared after the decision to split the project into two phases, the expected first year ridership of Gyeongbu KTX services was reduced by about 40%. With the estimate for the Honam KTX services added to the plan, opening year forecasts ranged between 150,000 and 175,000 passengers a day.[117][118] Actual initial ridership after the opening of the first phase in 2004 was well short of initial expectations at around half of the final forecast.[118][119]
In October 2010, before the opening of the second phase, Korail expected ridership to rise from the then current 106,000 to 135,000 passengers a day.[120]
Ridership evolution[edit]
KTX was introduced on 1 April 2004. In the first 100 days, daily passenger numbers averaged 70,250, generating an operational revenue of about 2.11 billion won per day, 54% of what was expected.[119] On January 14, 2005, Prime Minister Lee Hae Chan stated that "the launch of KTX was a classic policy failure" due to construction costs significantly above and passenger numbers well below forecasts.[121] However, ridership increased by over a third on the Gyeongbu KTX and over a half on the Honam KTX in two years.[122] Daily operating profit rose to 2.8 billion won by December 2005, when financial break-even was forecast at a ridership level of around 100,000 passengers a day, which was expected by the end of 2006.[123]
The 100 millionth rider was carried after 1116 days of operation on April 22, 2007, when cumulative income stood at 2.78 trillion won.[124] KTX finances moved into the black in 2007.[125] The next year, with revenues equal to US$898 million and costs equal to US$654 million, KTX was Korail's most profitable branch.[126]
By the sixth anniversary in April 2010, KTX trains travelled a total 122.15 million kilometres, carrying 211.01 million passengers.[127] Punctuality gradually improved from 86.7% of trains arriving within 5 minutes of schedule in 2004[128] to 98.3% in 2009.[127] In 2009, the average daily ridership was 102,700.[127] As of April 2010, the single-day ridership record stood at 178,584 passengers, achieved on January 26, 2009, the Korean New Year.[128]
The introduction of high-speed services had the strongest effect on long-distance relations with a significant portion of the journey on the high-speed line, like Seoul–Busan: KTX took both the majority of the market and the bulk of rail passengers in the first year already, increasing the total share of rail from around two-fifths to a market dominating two-thirds by 2008. On long-distance relations with significant distances along conventional lines and resulting more modest travel time gains, that is along the Honam Line, the KTX and overall rail market share gain decreases with distance. On medium-distance relations like Seoul–Daejeon, KTX gained market share mostly at the expense of normal rail express services and air traffic, and helped to increase the total share of rail. On short distance intercity relations line Seoul–Cheonan, due to the modest gains in time and the location of KTX stops outside city cores, KTX gains were at the expense of conventional rail, while intercity rail's modal share was little changed.[128][129]
By 2007, provincial airports suffered from deficits after a drop in the number of passengers attributed to the KTX.[130] With lower ticket prices, by 2008, KTX has swallowed up around half of the airlines' previous demand between Seoul and Busan (falling from 5.3 million passengers in 2003 to 2.4 million).[131] Though some low-cost carriers failed and withdrew from the route, others still planned to enter competition even at the end of 2008.[132] Budget airlines achieved a 5.6% growth in August 2009 over the same month a year earlier while KTX ridership decreased by 1.3%, a trend change credited to the opening of Seoul Subway Line 9, which improved Gimpo International Airport's connection to southern Seoul.[133]
In the first two months after the launch of the second phase of the Gyeongbu HSR, passenger numbers on flights between Gimpo and Ulsan Airports dropped 35.4% compared to the same period a year earlier, those between Gimpo and Pohang Airports 13.2%.[134] Between Gimpo Airport and Busan's Gimhae International Airport, airline passenger numbers remained stable (+0.2%), as a consequence of a budget airline competing with large discounts and aggressive marketing.[134] In the first month of Gyeongjeon KTX service, express bus services between Seoul and Masan or Changwon experienced 30–40% drops in ridership.[135]
Technical and operational issues[edit]
State of infrastructure[edit]
Lawmakers criticised the safety of Korail's tunnels after the Ministry of Construction and Transportation submitted data to the National Assembly on June 13, 2005. The ministry added fire prevention standards to high-speed line design standards only in November 2003, thus they weren't applied to the by then finished tunnels of the first phase of KTX. Consequently, few tunnels had emergency exits, and in high-speed railway tunnels, the average walking distance in case of an emergency was 973 m (3,192 ft), with a maximum of 3,086 m (10,125 ft), against a norm of emergency exits every 500 m (1,640 ft) in other countries.[136] A contingency plan for fires in KTX tunnels was incorporated into a national disaster manual in November 2005.[137]
On October 5, 2008, it was revealed by lawmakers that inside Hwanghak Tunnel, from December 2004, inspectors have monitored the progression of several cracks and minor track displacements, which continued after maintenance work in March–April 2007 and again in March 2008.[138] The operator claimed that a February 2007 on-site inspection found the problems not safety-relevant, but pledged further maintenance, and an investigation into the causes was launched.[139] Tunnel reinforcement was under way in 2010.[140]
Incidents and accidents[edit]
Operation irregularities mostly concerned the rolling stock, but also signalling, power glitches and track problems.[141] The number of incidents decreased from 28 in the first month to 8 in the fifth.[141] The failure rate decreased sharply by the fifth year of operation.[128] Later, in the first eight months of regular service until October 2010, KTX-II trains broke down 12 times.[142] Causes for breakdowns in the first years of operation involved inexperienced staff and insufficient inspection during maintenance.[143][144]
Lawmakers from the Grand National Party published an investigation in October 2006 and expressed concern about the practice to use parts from other trains for spare parts,[145] but Korail stated that that is standard practice in case of urgency with no safety effect, and the supply of spare parts is secured.[146] Korail is also conducting a localisation program to develop replacements for two dozen imported parts.[128]
On June 13, 2007, near Cheongdo on the upgraded Daegu–Busan section, a damper acting between two cars of a KTX train got free at one end due to a loose screw and hit the trackbed, throwing up ballast that hit cars and caused bruises to two people on the parallel road, until the train was stopped when passengers noticed smoke.[147]
On November 3, 2007, an arriving KTX-I train collided with a parked KTX-I train inside Busan Station, resulting in material damage[148] of 10 billion won[149] and light injuries to two persons.[150] The accident happened because the driver had fallen asleep and disabled the train protection system,[151] and led to the trial and conviction of the driver.[152] The railway union criticised single driver operation in conjunction with the two and a half hours rest time the driver had between shifts.[150]
On February 11, 2011, a KTX-Sancheon train[153] bound for Seoul from Busan derailed on a switch in a tunnel 500 m (1,600 ft) before Gwangmyeong Station,[154] when travelling at around 90 km/h (56 mph).[155] No casualties were reported, only one passenger suffered slight injury, but KTX traffic was blocked for 29 hours while repairs were completed.[153] Preliminary investigation indicated that the accident resulted from a series of human errors.[154] Because workers improperly repaired a point along the tracks.[156] Investigators found that the derailment was caused by a switch malfunction triggered by a loose nut from track, and suspected that a repairman failed to tighten it during maintenance the previous night.[154] The switch's detectors signalled a problem earlier, however, a second maintenance crew failed to find the loose nut and didn't properly communicate the fact to the control center, which then allowed the train on the track.[154] The rail union criticised Korail's use of hired repairmen.[154] there were no problems with the train according to investigation.[156]
On July 15, 2011, 150 passengers were evacuated from a train when smoke started coming out of the train when it arrived at Miryang Station at 11:30 AM.[157] On July 17, 2011 at around 11 AM, a train stopped abruptly and stranded some 400 passengers in the 9.975 km (6.198 mi) Hwanghak Tunnel for over an hour.[157][158] The train resumed service after emergency repairs to a malfunctioning motor.[159] A Korail spokesperson stated that the reason for the stop was due to "faults in the motor block that supplies power to the wheels". The same day, the air conditioning broke down on another train leaving Busan at 1:45 PM. Over 800 passengers were transferred to another train at Daejeon when the problem could not be fixed.[157]
Passenger comfort and convenience[edit]
Passenger surveys in the first months found that the limited capacity of bus connections[160] and the lack of subway connections for intermediate stations, especially the newly built stations Gwangmyeong and Cheonan-Asan, was the problem mentioned most often.[161] A better connection to Cheonan-Asan Station was provided by an extension of Seoul Subway Line 1 along the Janghang Line, opened on December 14, 2008.[162] Gwangmyeong Station was linked to the same subway line by a shuttle service on December 15, 2006, but it made little impact[163] due to the longtime differences between KTX and subway train schedules.[164]
The noise level in the trains during tunnel passages was also subject to passenger complaints.[165] A reduction by 3–4 dB was achieved by retrofitting all trains with longer mud flaps at car ends until May 2006 to smooth the airflow at the articulated car joints.[165] However, measurements in 2009 found significantly higher interior noise levels at some locations in two tunnels.[166] Window thickness and sound insulation was improved in the KTX-II.[167]
The isolation of KTX-I trains against pressure variations during tunnel passages[63] was insufficient for some passengers,[168] leading to efforts to reinforce pressurization in newer generations of trains.[70] Some KTX passengers found high-speed travel in backwards facing seats dizzying.[160][168] Swivel seats, which can be turned into the direction of travel, installed only on First Class in KTX-I trains,[63] were made standard on both classes on newer generations of trains.[169]
See also[edit]
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- Bibliography
- D. Suh, Sunduck (2000). "Risk Management in a Large-Scale New Railway Transport System Project (Evaluation of Korean High Speed Railway Experience)". IATSS Research (IATSS) 24 (2). Retrieved 2011-02-13.
- D. Suh, Sunduck; Yang, Keun-Yul; Lee, Jae-Hoon; Ahn, Byung-Min; Kim, Jeong Hyun (2005). "Effects of Korean Train Express (KTX) Operation on the National Transport System". Proceedings of the Eastern Asia Society for Transportation Studies 5: 175–189. Retrieved 2011-02-13.
- Lee, Hisung; Moon, Dae-Seop (2005). "Next Generation of Korea Train Express (KTX): Prospect and Strategies". Proceedings of the Eastern Asia Society for Transportation Studies 5: 255–262. Retrieved 2011-02-13.
- Cho, Nam-Geon; Chung, Jin-Kyu (2008). "High Speed Rail Construction of Korea and Its Impact". KRIHS Special Report Series (Korea Research Institute for Human Settlements) 12. Retrieved 2011-02-13.
External links[edit]
Wikimedia Commons has media related to Korea Train Express. |
- Kim, Chun-Hwan (May 2005). "Transportation Revolution: The Korean High-speed Railway". Japan Railway & Transport Review (40): 8–13. Retrieved 2010-08-28.
- KTX : Visitseoul - Official Seoul City Tourism


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Happy Hour: The Grey Lady
Last month YumSugar and I attended a cocktail competition hosted by the drinks-based social networking website, Nirvino. We were a little worried about the contest, not because we were competing, but because each of the five cocktails had to use No. 209 Gin. Normally, I'm not a fan of the strong, intensely botanical flavor of gin, however the concoctions created by San Francisco's bartending elite were surprisingly well-balanced and drinkable.
The winning drink, The Grey Lady, created by Greg Lindgren, the owner of one of my watering holes, Rye, was particularly memorable. A mixture of gin, fresh lemon juice, and Earl Grey syrup, this drink is innovative (who would think to use breakfast tea in a cocktail?), light, airy, smooth, and delicious. Although one of the ingredients, bergamot, is incredibly hard to find, the tipple can be enjoyed without it. To watch a video of Greg making the concoction at the party and check out the recipe, read more.
Nirvino Presents: The Grey Lady from Nirvino on Vimeo.
From Greg Lindgren of Rye 1 3/4 oz gin (recommended: No. 209 Gin) Strain into a cocktail glass and enjoy.
Makes 1 drink. The Grey Lady
3/4 oz Fresh Lemon Juice
1 oz Earl Grey tea syrup
1/2 egg white
1 Pinch Bergamot Dust (finely grated zest from one bergamot)Directions

subset: commoncrawl


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Snappy signatures
We like the idea of having an e-mail signature, but we typically don't use one, because we use the same email account for so many different aspects of our life. The cheeky quote that would be appropriate for emails to friends is not necessarily something we want to attach to business correspondence, and we don't need the details of our contact information to land in the inbox of every person we happen to e-mail. Fortunately, WiseStamp - Email Signatures makes it easy to create custom signatures that can be changed from e-mail to e-mail, ensuring that your signature … Read more


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Bergen County Exec Donovan unveils $505M budget that would raise county tax 4.1%
Bergen County Executive Kathleen Donovan proposed a $505 million budget for 2013 on Wednesday that includes millions to operate the new juvenile detention center, more money for Bergen Community College and a $1.4 million payment toward improvements made at Overpeck County Park.
The spending plan, which would increase the county's tax rate by 4.1 percent and generate an additional $14.8 million in revenue, is expected to raise taxes by about $29 per year for the owner of a typical home. The rate increase is the largest proposed by Donovan since she became county executive in 2011. Her two previous budgets called for a tax levy increase of 1.86 in 2012 and a decrease of 0.2 percent in 2011.
Donovan, in prepared remarks made at a county freeholder work session, described the budget as a "gimmick free" plan that keeps her campaign pledge to limit tax increases to below the rate of inflation.
The budget also includes a 5.9 percent increase for the Law and Public Safety Department – which includes the County Police. It does not increase the budget for the Sheriff's Office, reflecting some lingering policy disagreements over law enforcement in the county which are likely to resurface this year.
Donovan and Sheriff Michael Saudino have clashed over whether she has the right to be involved in contract negotiations in his department. A judge sided with the Sheriff and the union representing his deputies. Donovan has appealed that ruling.
Donovan also contends the Sheriff can do with fewer officers at the jail, where the number of people incarcerated has been below the capacity of 1,100. On Wednesday, she said the jail had 728 inmates. A spokesman for the Sheriff could not be reached for comment Wednesday night.
Last year, the freeholders, who have the final say over county spending, unanimously passed a budget that restored proposed cuts to the Sheriff's office and instead made deeper cuts in the County Police budget.
Donovan successfully fought a freeholder proposal to merge the County Police into the Sheriff's Office last year.
Since then, two new Democratic freeholders, Steve Tanelli and Tracy Silna Zur, were elected to the board after campaign in favor of the merger. Their election gave the Democrats a 4-3 majority on the board.
The issue is expected to come up again this year. She alluded to the potential conflict at the end of her remarks, warning that the board can not do away with a department by eliminating its funding.


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WASHINGTON, D.C. (Friday, February 11, 2011) - The Biotechnology Industry Organization (BIO) today announced that President and CEO James C. Greenwood will ring the closing bell at The NASDAQ Stock Market on February 15, 2011 together with numerous executives representing the life science industry. This ceremony concludes the 13th Annual BIO CEO & Investor Conference – the largest independent investor conference focused on publicly-traded biotechnology companies. Over 200 US biotech companies are listed on the NASDAQ exchange.
"BIO applauds NASDAQ's efforts to serve the biotech community. Given that the great majority of publicly listed US biotech companies list on the NASDAQ, the NASD has a strong understanding of the needs of rapidly growing, innovative companies," said BIO President and CEO James C. Greenwood. "In addition, NASDAQ's recent proposal to develop its new BX market will considerably expand financing opportunities for small companies. Expanding investor interest in biotech companies that do not meet current listing criteria is a move that will help a substantial number of biotech companies."
The NASDAQ Stock Market has proposed the development of a new Venture Market, known as the BX, intended to assist small companies to become publicly traded, thereby greatly expanding their capital financing opportunities. The reduced quantitative listing parameters for participation in the BX opens the door for many companies in need of financing that would otherwise be shut out. The BX also is intended serve as a landing market for companies who have been delisted from a national securities exchange.
The biosciences are one of the fastest growing industry segments in the United States - employing more than 1.3 million people engaged in the research and development of pioneering therapies, medical devices, improved agricultural products and practices as well as alternative energy production processes and industrial products. The U.S. Department of Labor projects that this industry will grow at an average annual rate of 1.5 percent between 2008 and 2018.
The 13th Annual BIO CEO & Investor Conference will feature presentations from more than 140 emerging and established public biotech companies and non-profit funding organizations. The program will also include a number of therapeutic workshops featuring CSOs, MDs and industry analysts discussing new therapies and the latest areas of pipeline innovation in rheumatology, urology, psychiatry and oncology.
To learn more about the 13th Annual BIO CEO & Investor Conference , including registration and up-to-date program information, please visit http://www.bio.org/bioceo. Registration is complimentary for qualified investors and credentialed members of the media.
About the 13th Annual BIO CEO & Investor Conference
The BIO CEO & Investor Conference is a must attend event for institutional investors, industry analysts, and senior biotechnology executives focused on shaping the future investment landscape of the biotechnology industry. BIO is pleased to recognize the leadership provided by the BIO CEO & Investor Conference sponsors, including Lead Bank Sponsor Wedbush PacGrow Life Sciences, Host Bank Sponsor Rodman & Renshaw LLC, and Supporting Bank Sponsors BMO Capital Markets, Deutsche Bank, Lazard and Roth Capital Partners.
About BIO
BIO is the world's largest trade association representing biotechnology companies, academic institutions, state biotechnology centers and related organizations across the United States and in more than 30 other nations. BIO members are involved in the research and development of innovative healthcare, agricultural, industrial and environmental biotechnology products. BIO also produces the BIO International Convention, the world's largest gathering of the biotechnology industry, along with industry-leading investor and partnering meetings held around the world. BIOtechNOW is BIO's blog chronicling "innovations transforming our world" and the BIO Newsletter is the organization's bi-weekly email newsletter. Subscribe to the BIO Newsletter.


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LEGO Shop Home Categories Key Chains LEGO® 2x4 Brick Key Light (Red)
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Light the way to all your building adventures with the iconic red LEGO® 2x4 Brick Key Light. Sturdy metal ring makes this super-bright, LED flashlight a great backpack charm, or keeps it secure on your key chain. Features an easy-to-turn-on-and-off momentary switch. Makes a great gift for LEGO® fans!
• Super-bright LED flashlight on a sturdy metal ring
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• Makes a great gift LEGO® fans!


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J.C. Penney Launches Apparel Design Center in New York
The retailer is taking a page from the past to reestablish its private brand reputation.
— Jun 12, 2013
Lands' End: It's All About the Right Fit
Stylish. Relevant. Loyal. Not trendy. It's how Sara Dennis, senior vice president of design, describes the Lands' End woman.
— May 23, 2013
Man Talk at Lands' End
Whether it's the brand's classic oxford dress shirts, a sport coat or a nylon Windbreaker, each piece is designed to play a number of roles.
— May 23, 2013
Hunter Bell's Winning Designs Off to Brisk Start
As the winner of "Fashion Star," the designer received $3 million worth of orders from Saks Fifth Avenue, Macy's and Express.
— May 14, 2013
Maternity Clothes: Yea or Nay?
Kate Middleton represents a growing set of pregnant women choosing to dress their bumps in non-maternity wear.
— May 14, 2013
Macy's to Launch Maison Jules Brand
The department store is bringing Paris style to the masses with the launch of the new private label inspired by French contemporary brands.
— May 13, 2013
European Stores Rejigger to Adjust to Changes in Denim
Retailers are stepping up to ensure that contemporary jeans have a suitable home.
— Apr 17, 2013


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From the exotic locale of Western Australia to metro New York, Designer Lois O'Dea Glaser incorporates her natural heritage to many of her intricate creations by bathing these elements in gold and silver reminiscent of the vibrant sunset. Each stunning accessory boasts more radiance than the next and includes such items as semi-precious stones, freshwater pearls, and Swarovski crystals.
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CO2 standards for heavy duty vehicles
CE Delft has examined five options for the design of a CO2 standard for trucks and buses. The following five main types of design options that have been implemented in other countries and/or...complete article
Biofuels on the Dutch market
In the study 'Biofuels on the Dutch market - ranking oil companies - update 201' CE Delft sets for the second year, the CO2 performance of biofuels by vendor in a row. On average, GHG intensity...complete article
CE Mailvision November 2013
Read the new CEmailvision, our newsletter. Items: biofuels, energy efficient datacentres, transport, CO2 reduction concrete sector and recent publications....complete article


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Search results for : | lara glass |
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Free forum, to discuss, research and identify Pottery If you like Fat Lava you will love this site. The largest selection of WGP on the internet. Every known maker of Pottery & Glass has their own thi
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Discuss, research and identify 20th Century pottery, glass, fine art, lighting, furniture, and decorative arts.
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Visit, learn, discuss. Post comments and pictures. Get help solving the mystery of that mark or base or colour combination. Share insights and verify information with fellow glass lovers. Gloat and boast about recent finds. The place to go when eve
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text: 10 World-Changing Innovators for 2012 Tires that maintain their own air pressure. A brain-to-computer interface. Cameras that can see around corners. This year's Breakthrough Award-winning innovators are the brains and sweat behind some of the world's biggest ideas. (And check out all our Breakthrough coverage here.) By Logan Ward Email Comments 0 Share Back 2 of 10 Next Return to Gallery Back Next View Thumbnails Fighting Deflation Self-Regulating Tire Innovators: Massimo Di Giacomo Russo, John Kotanides Jr., and the Air Maintenance Technology Team, Goodyear Tire & Rubber What is it? A team led by Massimo Di Giacomo Russo and John Kotanides Jr. of Goodyear Research has created a tire that manages its own pressure. That means no monthly trips to the filling station to bump up the psi. How does it work? A peristaltic pump pushes air through a tube wrapped around the tire's interior circumferencethe action is similar to the way contracting muscles move food through the human intestine. The weight of the car pinches the rotating tube, forcing tiny gulps of air inside. Why does it matter? Properly inflated tires will improve the average vehicle's fuel efficiency by 2 to 3 percent, the equivalent of saving about 10 cents per gallon of fuel. Fully inflated tires also last longer and perform better, especially while cornering, which reduces accidents. These tires are coming soon: Goodyear has successfully tested prototypes and hopes to begin limited field testing in the fall of 2013. Intake Air enters the straw-size tube through a small intake/outlet valve, just above the tire's bead. The vehicle's weight pinches the tube shut. Inflate As the tire rolls, air is forced toward an internal regulator valve. If tire pressure is low, the valve opens and air is pumped in. Exhaust Once pressure equalizes, the regulator valve closes and excess air escapes through the intake/outlet valve. Return to Gallery Return to Gallery Return to Gallery Return to Gallery Return to Gallery Return to Gallery Return to Gallery Return to Gallery Return to Gallery Back 2 of 10 Next Return to Gallery Back Next Return to Slideshow Related Links


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I absolutely loved my wedding invitations! They were exactly what I wanted and the service I received was phenomenal. The agent I spoke with, Jenny, was always so helpful and understanding and she knew exactly what I wanted and made sure I got it. The shipping was extremely fast which was perfect! Thank you for making this part of my wedding planning an easy and fun experience.
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This report presents the best current evidence about what can make teacher-oriented reforms effective and points to examples of reforms that have produced specific results, show promise or illustrate imaginative ways of implementing change. Its four chapters cover recruitment and initial preparation of teachers; teacher development, support, careers and employment conditions; teacher evaluation and compensation; and teacher engagement in education reform.
IntroductionChapter 1. Recruitment and initial preparation of teachers-Making teaching an attractive career choice-Ensuring high-quality initial teacher educationChapter 2. Teacher development, support, employment conditions and careers-Meeting the need for professional development-Fostering an environment for effective teacher collaboration-Establishing effective employment conditions-Providing for attractive careersChapter 3. Teacher evaluation and compensation-In search of an effective teacher appraisal system-Maximizing the impact of teacher appraisal-Designing effective compensation systemsChapter 4. Teacher engagement in education reform-Achieving educational reform that works-Securing a strategic relationship between government and teachers unions-Conclusion-ReferencesAnnex A. Selected comparative data


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Santorum's Early Success Pushed GOP to the Right
WASHINGTON (AP) — From obscure former senator driving a pickup truck across Iowa, Rick Santorum made a surprising — he calls it miraculous — leap to become the most formidable threat to Mitt Romney's march to the Republican nomination. His shoestring campaign, which ended Tuesday, was a constant reminder of Romney's trouble connecting with the party's conservative core.By Connie Cass , April 10, 2012
Santorum Ends Presidential Campaign; ND Delegates in Limbo
BISMARCK, N.D. (AP) — Rick Santorum's decision to stop his Republican presidential campaign leaves his North Dakota delegates in limbo. North Dakota has 28 delegates to the August Republican National Convention in Tampa. They are all officially uncommitted to any candidate.By Associated Press , April 10, 2012
Santorum Delegate Plan Hits Wall in North Dakota
BISMARCK, N.D. (AP) — Republican presidential candidate Rick Santorum's plan to use state conventions to pull support from Mitt Romney has stalled in North Dakota, where Romney has the largest group of backers among the state's delegates to the party's national convention.By Dale Wetzel , April 06, 2012
Santorum Wins Alabama Primary
WASHINGTON (AP) — Rick Santorum has won Alabama's Republican presidential primary. The former Pennsylvania senator edged rivals Newt Gingrich and Mitt Romney to capture the Deep South state.By Associated Press , March 13, 2012
Romney Wins Ohio, 4 Other Super Tuesday States
WASHINGTON (AP) — Mitt Romney squeezed out a win in pivotal Ohio, captured four other states with ease and padded his delegate lead in the race for the Republican presidential nomination but was forced to share the Super Tuesday spotlight with a resurgent Rick Santorum.By David Espo , March 07, 2012
ND Win Not Tied to Santorum's Fundraising
BISMARCK, N.D. (AP) — It'd be tough to argue that Rick Santorum's Super Tuesday win in North Dakota has much to do with money. The former Pennsylvania senator had raised just $5,400 in the state — less than even GOP presidential defectors Michele Bachmann, Herman Cain and Tim Pawlenty.By Associated Press , March 07, 2012
Santorum Wins North Dakota GOP Caucuses
Despite a final in-person pitch from libertarian Ron Paul, it was former Pennsylvania Sen. Rick Santorum who took home the most votes in North Dakota's statewide Republican caucuses.By Kristin M. Daum , March 06, 2012
Santorum Leading Early ND Vote Totals
(WDAZ-TV) - Former Pennsylvania Representative Rick Santorum is leading the North Dakota GOP Caucuses in early voting.By WDAZ Staff Report , March 06, 2012
Super Tuesday Showdown: Romney-Santorum Big Day
WASHINGTON (AP) — On the eve of their Super Tuesday showdown, Mitt Romney and Rick Santorum strained for an edge in Ohio on Monday and braced for the 10 primaries and caucuses likely to redefine the race for the Republican presidential nomination.By Associated Press , March 05, 2012
Romney Boosts Delegate Lead with Michigan, Arizona Wins
WASHINGTON (AP) — Mitt Romney added to his lead in the race for convention delegates Tuesday with a win in the Arizona Republican presidential primary. Romney also won the Michigan primary, but it was unclear who would win the most delegates in that state.By Stephen Ohlemacher , February 28, 2012
Rick Santorum Questions Obama's Christian Values
COLUMBUS, Ohio (AP) — Lashing out on two fronts, Rick Santorum on Saturday questioned President Barack Obama's Christian values and attacked GOP rival Mitt Romney's Olympics leadership as he courted tea party activists and evangelical voters in Ohio, "ground zero" in the 2012 nomination fight.By Steve Peoples , February 18, 2012
Santorum Says ND Will Play Key Role in Primary
FARGO – Hundreds flocked to Republican presidential candidate Rick Santorum's two stops in North Dakota, where he arrived to standing ovations and voters wanting to hear his take on the future of conservative government and the oil industry in North Dakota.By Wendy Reuer, Amy Dalrymple , February 15, 2012
Santorum's Star Rising as he Hits Fargo
FARGO – Rick Santorum is riding his momentum in the Republican presidential race to North Dakota's booming Oil Patch and its largest city.By Patrick Springer , February 15, 2012
Rick Santorum to Appear at Fargo Campaign Rally Wednesday Night
FARGO – Details of GOP presidential candidate Rick Santorum's planned campaign stop here Wednesday now are available.By Forum Communications , February 12, 2012
GOP Candidate Santorum Coming to ND Next Week
FARGO – The former U.S. senator from Pennsylvania made the comment during local radio personality Scott Hennen's live broadcast today from the Conservative Political Action Conference in Washington, D.C.By Forum Communications , February 10, 2012
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Highlights: Egypt (Cairo, Nile) , Jordan (Petra, Dead Sea)
The mystique of Cairo, Pyramids, and Egyptian Museum with a private guide. Nile exploration in Aswan, Edfu, and Luxor with a group guide. Explore the ancient city of Petra in Jordan.
Highlights: Egypt (Cairo, Nile, Hurghada)
Our most complete and exclusive Egypt experience. Explore Cairo's Pyramids and Museum, Nile Cruise between Aswan and Luxor. Accommodations at a luxurious Oberoi Property & Cruise.
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Maurice de Vlaminck
Maurice de Vlaminck | |
Maurice de Vlaminck. The River Seine at Chatou, 1906
Born | Paris |
4 April 1876
Died | 11 October 1958 Rueil-la-Gadelière |
(aged 82)
Nationality | French |
Field | Painting |
Maurice de Vlaminck (4 April 1876 – 11 October 1958) was a French painter. Along with André Derain and Henri Matisse he is considered one of the principal figures in the Fauve movement, a group of modern artists who from 1904 to 1908 were united in their use of intense colour.[1]
Maurice de Vlaminck was born in Paris to a family of musicians. His father taught him to play the violin.[2] He began painting in his late teens. In 1893, he studied with a painter named Henri Rigalon on the Île de Chatou.[3] In 1894 he married Suzanne Berly. The turning point in his life was a chance meeting on the train to Paris towards the end of his stint in the army. Vlaminck, then 23, met an aspiring artist, André Derain, with whom he struck up a lifelong friendship.[2] When Vlaminck completed his army service in 1900, the two rented a studio together for a year before Derain left to do his own military service.[2] In 1902 and 1903 he wrote several mildly pornographic novels illustrated by Derain.[4] He painted during the day and earned his livelihood by giving violin lessons and performing with musical bands at night.[2]
In 1911, Vlaminck traveled to London and painted by the Thames. In 1913, he painted again with Derain in Marseille and Martigues. In World War I he was stationed in Paris, and began writing poetry. Eventually he settled in the northwestern suburbs of Paris. He married his second wife, Berthe Combes, with whom he had two daughters. From 1925 he traveled throughout France, but continued to paint primarily along the Seine, near Paris. Resentful that Fauvism had been overtaken by Cubism as an art movement Vlaminck blamed Picasso. During the Second World War Vlaminck visited Germany and on his return published a tirade against Picasso and Cubism in the periodical Comoedia in June 1942. A practiced story teller, Vlaminck wrote many autobiographies, marred little either by lack of confidence or adherence to the truth.[5]
Vlaminck died in Rueil-la-Gadelière on 11 October 1958.
Artistic career[edit]
Two of Vlaminck's groundbreaking paintings, Sur le zinc (At the Bar) and L'homme a la pipe (Man Smoking a Pipe) were painted in 1900.[2]
For the next few years Vlaminck lived in or near Chatou (the inspiration for his painting houses at Chatou), painting and exhibiting alongside Derain, Matisse, and other Fauvist painters. At this time his exuberant paint application and vibrant use of colour displayed the influence of Vincent van Gogh. Sur le zinc called to mind the work of Toulouse-Lautrec and his portrayals of prostitutes and solitary drinkers, but does not attempt to probe the sitter's psychology—a break with the century-old European tradition of individualized portraiture.[2] According to art critic Souren Melikian, it is "the impersonal cartoon of a type."[2] In his landscape paintings, his approach was similar. He ignored the details, with the landscape becoming a mere excuse to express mood through violent colour and brushwork.[2] An example is Sous bois, painted in 1904. The following year, he began to experiment with "deconstruction," turning the physical world into dabs and streaks of colour that convey a sense of motion.[2] His paintings Le Pont de Chatou (The Chatou Bridge), Les Ramasseurs de pommes de terre (The Potato Pickers), La Seine a Chatou (The River Seine at Chatou) and Le Verger (The Orchard) exemplify this trend.[2]
Artistic influences[edit]
Vlaminck's compositions show familiarity with the Impressionists, several of whom had painted in the same area in the 1870s and 1880s. After visiting a van Gogh exhibit, he declared that he "loved van Gogh that day more than my own father".[6] From 1908 his palette grew more monochromatic, and the predominant influence was that of Cézanne.[4] His later work displayed a dark palette, punctuated by heavy strokes of contrasting white paint.
Notes and references[edit]
- ^ Freeman, Judi, et al. The Fauve Landscape, pp.13–14. Abbeville Press, 1990. ISBN 1-55859-025-0
- ^ a b c d e f g h i j Melikian, Souren. "Vlaminck: Expressing mood with color", International Herald Tribune, 11 July 2008. Retrieved 13 July 2008.
- ^ Freeman, page 319.
- ^ a b Freeman, p.319.
- ^ Freeman, pages 123, 319
- ^ Freeman, pp.15-21
External links[edit]
- Maurice de Vlaminck on artnet
- Maurice de Vlaminck - Biography
- Works by Maurice de Vlaminck (public domain in Canada)


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TRANSACTIONS: Originally drafted in the fifth round (149th overall) of the 2007 draft.
PRO: Seventh-year pro has emerged as one of the top guards in the NFL … Has started 76 of 88 games (16 at LG, 60 at RG) since joining the club as a fifth-round pick in 2007 … Has played in all 16 games in four of six seasons … Had streak of 60 straight starts snapped in 2012 as he missed the regular season finale with a concussion ... Can play both guard and center … Blocked for RB Maurice Jones-Drew who made three straight Pro Bowls … Moved into the starting lineup in 2008 and made 15 starts at LG, started 13 games at RG in 2009 and all 16 games at RG in 2010 and 2011 … Played in nine games with one start as a rookie … Regarded as one of the sleepers of the 2007 draft … Joined LB Akin Ayodele (2002) as only two players drafted from Purdue by the Jaguars …
2013: Updated stats
2012: Started 15 games at RG … Was inactive (head) for the season-finale … Started at RG in season-opener on 9/9 at MIN and missed three snaps with an ankle injury … Sat out a series on 10/21 at OAK with a leg injury but returned to the game … Left the game in the second quarter on 12/23 vs. NE with a head injury and did not return …
2011: Started all 16 games at RG for the second consecutive season … Marked fourth time in five seasons he played in every game … Started all 16 games at C for the third consecutive season and set franchise record for career games played (177) … Blocked for NFL rushing leader Maurice Jones-Drew who earned his third consecutive trip to the Pro Bowl … Jaguars ranked 12th in the NFL in rushing with 123.1 yards per game … Part of an offensive line that helped club produce 14 100-yard rushing games … Paved the way for 163 rushing yards in season-opener on 9/11 vs. TEN … Set a franchise-record by playing in his 172nd career game on 11/27 vs. HOU, surpassing Jimmy Smith (171) … Part of offense that produced a season-high 325 yards on 12/11 vs. TB … Helped Jones-Drew rush for a season-high 169 yards on 1/1 vs. IND …
2010: Started all 16 games at RG for the first time in his career … Paved the way for a ground attack that ranked third in the NFL with 149.7 rushing yards per game, the second-highest average in franchise history … Offense set a franchise-record with four 200-yard rushing games including a record three straight … Helped Maurice Jones-Drew earn second consecutive trip to the Pro Bowl … Protected David Garrard who set a single-season franchise record with 23 TD passes … Part of OL that helped offense rush for 216 yards on 10/10 at BUF … Offense totaled a season-high 491 yards of offense on 11/14 vs. HOU, the fourth-most in team history … Paved way for 258 rushing yards on a franchise-record 53 carries on 12/5 at TEN, the second-most rushing yards in franchise history … On 12/12 vs. OAK, he helped offense produce two 100-yard rushers (Rashad Jennings, 109; Maurice Jones-Drew, 101) for only the third time in franchise history …
2009: Played in all 16 games for the second consecutive season with 13 starts at RG … Saw limited action on 9/13 at IND and 9/20 vs. ARI … 9/27 at HOU: Saw extensive action at RG after Maurice Williams moved to RT to replaced injured Eben Britton … 10/4 vs. TEN: Made first start of the season at RG and helped team to 442 yards of offense including 323 passing yards by David Garrard, the third-most of his career … 10/18 vs. STL: Started at RG and helped offense to season-high 492 yards, the fourth-most in team history … 11/1 at TEN: Paved the way for season-high 217 rushing yards on 16 carries (13.6 avg.), the highest average per rush in the NFL since the 1970 merger … 11/8 vs. KC: Offense produced 426 total yards including 173 on the ground …
2008: Started 15 of 16 games and did not miss a snap in the last 14 games … Moved into starting role at LG after season-ending injury to Vince Manuwai on opening day … 9/7 at TEN: Replaced RG Maurice Williams who left the game after the first series with a biceps injury. Moved to LG when Manuwai was injured. Injured knee in the first quarter but returned to finish the game at LG … 9/21 at IND: Started at LG and played the entire game. Helped the Jaguars rush for season-high 236 yards and part of an offensive line that did not allow a sack …
2007: Appeared in nine games with one start … Saw extensive action on special teams … Was inactive for both postseason games … Saw action on special teams in first four games … Was inactive for seven games … 12/30 at HOU: Made first career start at LG in place of rested starter Vince Manuwai in regular season finale.
COLLEGE: Played in 29 games at Purdue at LG … Offense ranked among nation's best in total offense during career … Started all 14 games at LG as a senior and helped team rank 13th in the nation in total offense, averaging 415.7 yards per game … Suspended for the entire 2005 season and enrolled at Ivy Tech Community College in Indianapolis before re-enrolling at Purdue … Started all 12 games at LG in 2004 and produced 44 knockdowns as part of an offensive line that helped the team rank fourth in the nation in passing offense at 321.2 yards per game … Appeared in three games as a redshirt freshman … Started career at DT before making the switch to the offensive line … Majored in law and society.
PERSONAL: Married (Michele) … Resides in Garland, Texas. … Was born in Dallas … Parents are of Nigerian descent … Attended Naaman Forest (Garland, Texas) High … Rated the 48th-best DT in the nation by Student Sports Magazine as a senior … Recorded 57 tackles, three sacks and two fumble recoveries as a senior … Played in the Coca-Cola Classic All-Star Game … Also participated in track … Cousin, Ike Diogu, plays in the NBA … Has nine tattoos and opened a tattoo parlor, Inkaholiks, in 2011 in Atlanta ... Held monthly event, "Gaming 4 The Cause," at Sneakers Sports Grille during the 2009 and 2010 seasons to benefit the Daniel Home … Served food to the homeless in 2009 at Clara White Mission ... Participated in fundraiser as a celebrity bowler for Big Brothers & Big Sisters of Northeast Florida ... Makes numerous school visits each year ... Supported Shop with a Jock event at Wal-Mart in December of 2008 for more than 50 children from the Bridge of Northeast Florida and the MaliVai Washington Kids Foundation … Visited Mandarin Middle School in 2009 to reward students for their work in the Super Bowl of Caring Program ... Teamed up with Activision Publishing and Pro vs. GI Joe in an online video game showdown in December of 2009 with military troops stationed across the world from the Touchdown Club at EverBank Field … Attended several Team Teal events in 2010 … Supports and attends team sponsored events including Operation Blessing and Jaguars Sponsor Golf Tournament … Participated in the 2011 Heal Zoo Walk to raise money for autism programs in Northeast Florida … Full name: Uchechukwu Nwaneri … Twitter handle is @Chuckwu77 … Name pronounced: OO-chay wah-NEHR-ee.


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Hello all!
I'm Christine, head author at the Crafty Woman.
I'm Christine, head author at the Crafty Woman.
You've probably seen cute little ads for some of these dresses as you blog hop.
Which means you might have also seen the price tag that goes with them.
I have 4 daughters and can't afford justify $60-$100 per dress.
the Crafty Woman compiled 4 individual tutorials
(3 by me, 1 by C.W. contributor Bryttan)
that are "knockoffs" based off dresses sold by two high end retailers.
I did my best to make these SUMMER-Y and QUICK!
And most importantly, INEXPENSIVE!
Thank you to Megan for having us
and thank you in advance for stopping by our brand new blog!
Click on the price to see either the original or the tutorial!
The Patio Dress
Nautical and Nice


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CHARLESTON, W.Va. -- When builders broke ground on the Arlington Court apartment building 100 years ago, another construction project garnered more newsprint. Luna Park, an amusement park on Charleston's West Side, opened in 1913 with much fanfare.
The park is long gone, but Arlington Court, which stretches between Lee and Quarrier streets on the East End, not only remains standing, but also houses a vibrant community of residents.
The residents share more than an address. Most are friends, or at least acquaintances -- they don't have much choice in the 22 attached units, which all feature front porches that sit in close proximity to each other and to the walkway that divides the diminutive, individually tended plots.
In warm weather, the courtyard is dotted with neighbors chatting informally or gathered for several scheduled celebrations such as a summer cookout or an Oktoberfest.
Forced outdoors during the winter months to walk their dogs, some hardy souls still visit, but Shawn Means and Amy McLaughlin make sure everyone has a chance to visit weekly in February. They host Hibernal Humpday Happy Hour on Wednesdays, brightening one of the year's most dreary months.
Friends and neighbors brave the cold, bearing snacks and perhaps a bottle of wine. They share a libation and a bite as they catch up on news.
The Wednesday events became so popular that the residents recently decided to hold them year-round, rotating hosting duties. "We have every spot covered through the end of the year," McLaughlin said.
It's hard to say if the original residents were a sociable crowd. They were largely professionals, according to Means, who has researched the court's history and created an Arlington Court Community page on Facebook.
The oldest resident record Means found was the 1914 Polk City Directory in which residents' occupations are listed as clothiers, a tailor, lawyers, statehouse employees, a dentist and live-in domestics.
The units are nearly identical in size, except for the four on the ends, which are larger. Some townhouses were occupied by just a few people, while the directory listed others as two families sharing the 2,000-square-foot, three-bedroom places.
"They were built during a time of great expansion in Charleston. They needed housing," Means said. Maple Court, a similar row of townhouses in the next block, was constructed at about the same time.
"From the references we find in the society pages, we know they were part of that culture," said Means of the residents' social status. He found newspaper accounts, mostly on the society pages, of residents' weddings, parties, honors and even hospital stays.
A June 30, 1929, story reads, "Miss Peggy George entertained Wednesday night with a delightful party held at the YWCA preceded by dancing and a slumber party at her home No 15 Arlington Court. A breakfast was served to the small guests. A pink and white color scheme was used with roses and sweet peas in the center of the table."
The scene probably changed during the Depression, a time from which Means said he found many notices seeking boarders from residents whose fortunes had changed. A more prosperous time reigned after World War II.
The standards slipped in the late 1960s and 1970s, when absentee landlords didn't keep up with repairs and maintenance. "The place was old and attracted sort of sketchy people. There was reputed drug activity," Means said.
Enter developer Brooks McCabe, who purchased the units in 1981 and formed Arlington Court Neighborhood Inc. for the purpose of reviving and transforming the building into condominiums. McCabe's grandfather Robert McCabe was one of the original owners and incorporators of Arlington Court.