Please use this identifier to cite or link to this item: http://hdl.handle.net/10553/40362
DC FieldValueLanguage
dc.contributor.authorHolvad, Torbenen_US
dc.contributor.authorCraps, Amandineen_US
dc.contributor.authorCampos, Javieren_US
dc.date.accessioned2018-06-15T07:21:38Z-
dc.date.available2018-06-15T07:21:38Z-
dc.date.issued2016en_US
dc.identifier.isbn9781138123595en_US
dc.identifier.otherWoS-
dc.identifier.otherScopus-
dc.identifier.urihttp://hdl.handle.net/10553/40362-
dc.description.abstractIn Europe, for example, although the movement towards a more sustainable transport system had started at least a decade earlier, it was not until 2008 when a specific ‘greening transport package’ was introduced by the European Commission (EC). It contained several provisions aimed at internalizing external costs that were later developed in more detail in the 2011 White Paper (European Commission, 2011).1 Many of these initiatives were implicitly based on the idea that a ‘modal shift’ was needed to displace passengers and freight flows from less ‘environmentally friendly’ modes (road and air) towards ‘greener’ ones (rail and maritime transport). To achieve this goal the EC has renewed its interest in the restructuring of the European rail markets in order to strengthen its position vis-à-vis other modes. Recent figures (Eurostat, 2015) suggest that the rail freight market is still stagnant (its EU-28 share has remained at 18 per cent since 2002) but efforts are paying out in passenger traffic, where the aggregate share increased to 7.5 per cent in 2012 as compared to 6.8 per cent in 2002. Most of this success is explained by the development of HSR which, according to International Union of Railways (UIC) statistics (www.uic.org/highspeed), has consistently increased the number of passengers in France, Germany and Spain, and gained market share from airlines over medium-distance routes.en_US
dc.languageengen_US
dc.publisherRoutledge (Francis & Taylor Group)en_US
dc.sourceEvaluating high-speed rail: interdisciplinary perspectives / edited by Daniel Albalate and Germà Bel. Chapter 7, p. 100-118en_US
dc.subject531212 Transportes y comunicacionesen_US
dc.subject.otherTransporten_US
dc.subject.otherImpacten_US
dc.subject.otherTrainen_US
dc.subject.otherAiren_US
dc.titleEnvironmental performance and implications of high-speed railen_US
dc.typeinfo:eu-repo/semantics/bookParten_US
dc.typeBooken_US
dc.identifier.doi10.4324/9781315648767en_US
dc.identifier.scopus85020985458-
dc.identifier.scopus85020951680-
dc.identifier.isi000400253400007-
dcterms.abstractIn Europe, for example, although the movement towards a more sustainable transport system had started at least a decade earlier, it was not until 2008 when a specific ‘greening transport package’ was introduced by the European Commission (EC). It contained several provisions aimed at internalizing external costs that were later developed in more detail in the 2011 White Paper (European Commission, 2011).1 Many of these initiatives were implicitly based on the idea that a ‘modal shift’ was needed to displace passengers and freight flows from less ‘environmentally friendly’ modes (road and air) towards ‘greener’ ones (rail and maritime transport). To achieve this goal the EC has renewed its interest in the restructuring of the European rail markets in order to strengthen its position vis-à-vis other modes. Recent figures (Eurostat, 2015) suggest that the rail freight market is still stagnant (its EU-28 share has remained at 18 per cent since 2002) but efforts are paying out in passenger traffic, where the aggregate share increased to 7.5 per cent in 2012 as compared to 6.8 per cent in 2002. Most of this success is explained by the development of HSR which, according to International Union of Railways (UIC) statistics (www.uic.org/highspeed), has consistently increased the number of passengers in France, Germany and Spain, and gained market share from airlines over medium-distance routes.-
dc.contributor.authorscopusid6603145490-
dc.contributor.authorscopusid6506600286-
dc.contributor.authorscopusid57194582099-
dc.contributor.authorscopusid15766876900-
dc.description.lastpage118en_US
dc.description.firstpage100en_US
dc.investigacionCiencias Sociales y Jurídicasen_US
dc.type2Capítulo de libroen_US
dc.contributor.daisngid4204638-
dc.contributor.daisngid18266930-
dc.contributor.daisngid1875584-
dc.description.numberofpages19en_US
dc.identifier.eisbn9781315648767-
dc.utils.revisionen_US
dc.contributor.wosstandardWOS:Holvad, T-
dc.contributor.wosstandardWOS:Craps, A-
dc.contributor.wosstandardWOS:Campos, J-
dc.date.coverdateEnero 2016en_US
dc.identifier.ulpgces
item.grantfulltextnone-
item.fulltextSin texto completo-
crisitem.author.deptGIR Economía de las Infraestructuras, el Transporte y el Turismo-
crisitem.author.deptDepartamento de Análisis Económico Aplicado-
crisitem.author.orcid0000-0002-2687-502X-
crisitem.author.parentorgDepartamento de Análisis Económico Aplicado-
crisitem.author.fullNameCampos Méndez, Francisco Javier-
Appears in Collections:Capítulo de libro
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