mercoledì 8 giugno 2011

Las voces de 40 escritores abordan los trenes del Metro

DATE: 23/04/2011
AUTHOR: Y. Aguilar

A partir de hoy, las voces de reconocidos escritores, como Gabriel García Márquez, Mario Benedetti, Julio Cortázar, Jorge Luis Borges, Juan Gelman, Pablo Neruda, Carlos Fuentes, Tito Monterroso, Alí Chumacero, Octavio Paz, Juan Rulfo y José Emilio Pacheco, resonarán en las estaciones del Metro de la ciudad de México.

La iniciativa de cápsulas sonoras, titulado “El sonido de las palabras”, llevará hasta los usuarios del Metro la voz y la obra de 40 de los escritores más importantes en español, que serán transmitidas en diferentes horarios por el Sistema Audiometro, del 23 al 29 de abril, en el marco de Día Mundial del Libro y del Derecho de Autor, que organiza el Conaculta.

El objetivo de este programa es promover el hábito de la lectura entre los usuarios del Metro, a través de 60 cápsulas que tienen una duración de entre 30 y 80 segundos, realizadas con material de la Fonoteca Nacional. Asimismo, mañana, a través de Metromedia Audio del Sistema de Transporte Colectivo se transmitirán cápsulas del poema “La suave patria”, de Ramón López Velarde, para conmemorar 90 años de que ese texto fue publicado. (Yanet Aguilar)

sabato 21 maggio 2011

Viajando a todo tren

FROM: El País
DATE: 21/04/2011
AUTHOR: A. Elorza

¿Se ven igual los paisajes y las ciudades a bordo de un coche repleto de equipaje y con poco espacio para sus cinco ocupantes que en la suite de un tren de gran lujo que cuesta 7.500 euros? A ese precio, probablemente pocos tendrán la ocasión de conocer la diferencia, pero desde el próximo 14 de mayo existirá la posibilidad de conocer todo el norte de España, de San Sebastián a Santiago de Compostela, con la mirada de la alta sociedad.

Se trata del tren Transcantábrico Gran Lujo, que en un recorrido que dura ocho días y siete noches -saldrá cada sábado, hasta diciembre- mostrará a sus viajeros parte de Euskadi, Cantabria, Asturias y Galicia. Feve presentó ayer en Bilbao este tren convertido en un lujoso hotel.

Entrar en él se asemeja a hacerlo en un exclusivo club para ingleses adinerados de finales del siglo XIX, aquellos en que los sombreros de copa y los monóculos estaban a la orden del día. El olor a moqueta recién estrenada, la tapicería de los muebles, la madera bruñida, los veladores y la luz que atraviesa los cortinones permiten retroceder décadas, aunque los ordenadores, los móviles y otras tecnologías devuelven al visitante al presente.

Esta mezcla de sensaciones es el resultado de los 2,5 millones de euros que ha costado rehabilitar el tren, el segundo más lujoso del mundo, únicamente superado por el Blue Bird sudafricano. Nada que envidiar a los míticos Orient-Express o Transiberiano.

El ferrocarril puede trasladar a una treintena de pasajeros, que tendrán a cerca de 15 empleados a su disposición, entre camareros, operarios y un guía trilingüe. Hay limitaciones porque "las medidas son las que son", reconocía ayer José Antonio Rodríguez, director gerente de trenes turísticos de Feve, durante la presentación. Sin embargo, esas estrecheces no dejan de lado el lujo. Las suites se han ampliado y los cuartos de baño, habitualmente claustrofóbicos en cualquier tren, tienen espacio suficiente para acoger una sauna y una ducha con hidromasaje.

La directora de Turismo, Isabel Muela, respaldó esta iniciativa, ensalzando sus bondades para el sector turístico vasco: el tren servirá para "elevar el gasto medio" de los visitantes. Y es que el coste del billete para un viajero asciende a 7.500 euros, que se quedan en 3.750 si se comparte la suite, por lo que la capacidad adquisitiva de sus futuros usuarios es muy elevada. "El Gran Lujo trae clientes al País Vasco", añadió Rodríguez. A dicho precio hay que sumar comidas y cenas en las ciudades en las que para, no incluidas. Los viajeros pasarán dos días en Euskadi.

Las reservas, en su gran mayoría de turistas alemanes, norteamericanos, australianos y mexicanos, han cubierto ya las plazas para mayo y junio. Españoles, pocos. "Es lógico que los vascos utilicen su dinero para viajar a otros lugares", reconoció Rodríguez.

venerdì 20 maggio 2011

On Journey, Young Tunisians Need Only a Final Destination

DATE: 19/04/2011
AUTHOR: Steven Erlanger

VENTIMIGLIA, Italy — In the American Bar, across the square from the train station here, they have had enough. “The Tunisians are everywhere,” the waitress said. “It’s been like this for a month. They sleep in the station and on the streets, and we’ve lost a lot of customers.”

Mara Scasso, an emergency room nurse, said she had never seen so many police officers in this western edge of Italy, on the French border. “Helping the refugees is a moral duty,” she said. “But here we have one of the highest unemployment rates in Italy; it’s a dead zone. I don’t see how we can help them.”

Thirty yards away, about 70 young Tunisian men sat around the lip of a dry fountain in Piazza Battisti, drinking coffee, asking for money and giving interviews. Some of them have been sent between Italy and France several times, and the police and immigration officers carefully monitor the trains and stations on the Riviera tourist route between Nice, Menton and Ventimiglia, stopping every young man who looks Tunisian.These young men — there are no women — are a kind of Ping-Pong ball in a French-Italian political soap opera: economic migrants from a newly free but chaotic Tunisia who have dared the seas to find opportunity in a European Union that does not want them.

Italy has started issuing temporary six-month residence permits to Tunisians who arrived before April 5, saying that European Union rules under the Schengen treaty, which allows passport-free travel, would let them travel into France and elsewhere. The French are turning many of them back if they lack other documentation or sufficient money, or if they simply cannot satisfactorily explain, at least to officials, the nature and duration of their visit. As a French policeman in the Nice train station said of the permits, “The Italians have created a beautiful stupidity.”

But the Italians feel put upon, given their proximity to Tunisia and the arrival of some 25,700 Tunisian refugees this year, and they are worried about an even larger influx from Libya. They are asking for “European solidarity” from a European Union that has no uniform policy on economic migrants, refugees or even political asylum, and some Italian politicians have even threatened, idly, to quit the European Union if it does not help Italy with the influx. But the Italians are most angry with France, which is where most of the Tunisians say they want to go.

As Foreign Minister Franco Frattini told the daily La Repubblica: “The problem of immigration is becoming a bit like the nuclear issue. Everyone wants to say something about it, but no one wants it in their backyard.”

Mohamed Haddaji is a good example. In January, he paid about $2,100 to travel to Lampedusa, an Italian island near Tunisia, on a small boat. Single and 25, he worked in a Tunis bakery, but with the collapse of state authority he took his chance to go to France, where he has family, he said, to have a better life.

The Italian authorities are pleasant, he said; the French are not. “We sleep in the streets in France,” he said. He came with $1,400; he is decently dressed and has various phone cards in his wallet for Tunisia, Italy and France. Like his friend Jalel, 23, he says he wants to earn money and return to Tunisia.

But he has no papers, except for a card with his name and photograph from an Italian charity, and the French police told him to go back to Italy to get some. Even if he gets a six-month residency card and can show the French a valid train ticket from Italy, he may still get sent back, said Francis Lamy, the prefect of France’s Alpes-Maritimes department.

The French police have the right and duty, Mr. Lamy said in an interview in Nice, to ask a foreigner “to justify the reason for his visit and the duration, and to demonstrate the means to pay for this stay,” he said — usually $88 a day. “If the person acts suspicious or the answers are not satisfactory, the state can, under Schengen, send the person back, in this case to Italy, and Italy has an obligation to retake him.”

Mr. Lamy has told police officers under his command — as well as the 240 in three mobile units sent from Paris to help him deal with the Tunisians — “to follow the rules strictly.” Those rules, he said, along with a new French security law passed last month, allow officers within 12 miles of the border to stop people for identity and security checks if they are suspected of violating the law, crossing illegally or smuggling.

The police have arrested 100 human traffickers, Mr. Lamy said. In March alone, he said, French authorities arrested 2,800 foreigners, nearly all Tunisian, of whom 1,700 were expelled from France. Of those, 1,450 were returned to Italy, and some 250 were returned directly to Tunisia. There was not a single woman or application for political asylum, he said, insisting that each case is treated separately and with judicial oversight.

Just this week, said a worker for the state-financed legal aid group, Forum Réfugiés, Tunisians who first came to her for help a month ago had been told to return to Italy to get papers. When they re-enter France, even with the papers, they are sent back to Italy for not having enough money. “Normally to have an identity check, the police need suspicion of an infraction,” said the worker, Maud, who works in a state detention center in Nice and asked that her last name not be used. “Today there is racial profiling.”


There is significant political pressure on both sets of police from their governments, which loudly denounce illegal immigration and seem less than rigorous in applying European Union regulations that forbid racial profiling, though they deny it.

President Nicolas Sarkozy of France, unpopular in opinion polls, has taken a strong anti-immigrant stance, personified by his new interior minister, Claude Guéant, who says France also wants to cut legal immigration.

Italy’s coalition government gets support from the Northern League, which runs on an anti-immigration platform, while Mr. Sarkozy “has a similar problem” with the far-right National Front. “And in a moment when presidential elections are looming, he cannot afford to be seen as weak in immigration,” said Marta Dassu, director of Aspen Institute Italia, a research group.

A good example of the tensions and hyperbole over the issue erupted on Sunday, when the French prefect, Mr. Lamy, asked the state railway company to halt trains from Ventimiglia to France because of a planned demonstration supporting the Tunisians. He acted on his own, he said, because he had evidence from his Italian counterpart that the protesters, who had no permit to demonstrate and included a group of “possibly 50 violent activists,” presented “a serious risk to public order.”

Italy reacted angrily, sending its ambassador in Paris to protest what it said was a border closing in violation of European Union laws and principles. In the end, the disruption of train traffic lasted only several hours, and the European Union said France had acted correctly.

But the issue remains hot. Christian Estrosi, the deputy mayor of Nice and a legislator from Mr. Sarkozy’s party, said, “It is a little too easy for Italy to be generous with the territory of others.”

At the dry fountain in Ventimiglia, a young man named Ali was spinning tales about Tunisia, claiming to be the brother of the vegetable seller who immolated himself and set off the Tunisian revolution, and then asking for money. “The Europeans are racist,” he said angrily. “They don’t like the Arabs.”

giovedì 19 maggio 2011

Travelers using technology find that trains beat planes

DATE: 19/04/2011
AUTHOR: Josh Noel

A few weeks ago I wrote about choosing to travel by train instead of plane for various reasons, one of them being that I could spread out and work uninterrupted for several hours as the landscape rolled by.

Turns out I'm not alone.

A recently released study concludes that travelers most often use technology on high-speed trains. That's followed by "curbside" buses (express services), Amtrak (normal-speed trains), Greyhound and, in last place, airplanes.

Planes have several drawbacks, said Joseph Schwieterman, a transportation professor and director of DePaul University's Chaddick Institute for Metropolitan Development, which conducted the study.

Among them are the hassle of getting through security, being required to power off at takeoff and landing, and lack of space.

"A lot of business travelers want business-class seats (on airplanes) not even for the luxury, but to get work done," Schwieterman said. "The coach cabin is seen as a wasteland for electronics."

During two years of gathering information, researchers never observed a flight with more than half of the cabin using electronics. On buses and trains, "it happens all the time," Schwieterman said.

The project began as a study of how people use private technology on curbside buses traveling between cities. It soon expanded to other modes of transport.

Students, Schwieterman and Lauren Fischer, the Chaddick Institute research director, walked the aisles on 235 trips across the U.S. and in Western Europe to observe the technology people used.

Results were broken into "visual" (such as laptop computers) and "non-visual" (such as mp3 players). Rail was by far most popular for visual technology — the kind business travelers use. Why? Visual technology usually requires a tray table, elbow room and a power supply.

"Rail is the only one that gives you all three," Schwieterman said.

Some of the findings in the study aren't so surprising, like the fact that use of portable electronic devices rose significantly in 2010 from 2009 and that travelers "are rapidly shifting toward more sophisticated devices."

What was surprising — but made sense — was how unattractive airplanes are for interacting with technology.

The results make the case for greater federal investment in high-speed rail, which has been a priority of the Obama administration.

mercoledì 18 maggio 2011

Railway relics unearthed at condo project tell history of city’s boom

DATE: 19/04/2011
AUTHOR: Richard Blackwell

Relics of Toronto’s 19th-century railway boom, when train links began to turn the city into an industrial powerhouse, have been unearthed near Fort York.

However, given that they are at the base of the new Library District condominium project, their fate has yet to be decided.

Brick and masonry foundation walls uncovered by archaeologists are the remains of a huge cruciform-shaped engine-house complex built by the Grand Trunk Railway in the 1850s. These buildings, near the shore of Lake Ontario, marked the starting point of the railway’s westbound ribbon of track.

The site, adjacent to the Bathurst Street bridge south of Front Street, is part of the Library District construction project by Context Development and the Toronto Community Housing Corp. The area the archeologists are scrutinizing is roughly where the library building would be in the development, which will also include a condominium tower, social housing and a park.

According to railway historian Derek Boles, Toronto was basically a warehousing centre until the mid-19th century. The railways turned it into a manufacturing hub and “having an appreciation for that background is really important for understanding Toronto’s history,” he said.

What will happen to the unearthed building remnants is unclear, given the construction plans, but Mr. Boles said they should be saved.

Preliminary archaeological work on the site about four years ago revealed evidence of ruins, and historic maps indicated the developers could expect to find some parts of the engine house structure. The dig was organized to determine what would need to be dealt with before construction began.

Susan Hughes, supervisor of archaeology at the City of Toronto, said she was told last Thursday that some intact portions of the engine house had been found, including 2.5-metre-high foundation walls consisting of 15 layers of stone, and some timbers that supported the floors.

Ms. Hughes said everyone involved in the site is committed to some kind of “interpretation and commemoration” of what has been found, but exactly how that will be done is not yet clear. It could mean reconstructing some of the walls in the adjacent park, or possibly even keeping the archaeological finds in place under a glass floor in the library. The final decision will likely be made after a consultant’s report is received, and after negotiations are conducted between the city, the province and the developers.

“This is an important part of … telling the story of the 19th-century evolution of those lands,” Ms. Hughes said. However, “it is hard to know at this point whether it can be incorporated [in the project] in a reasonable way,” she added.

Ron Williamson, whose firm, Archaeological Services Inc., is conducting the dig, said what has been uncovered so far appears to be the northeast corner of the building’s foundation. But “we’re very early here,” he said, and it will take several more days to figure out the size and overall significance of the find.

David O’Hara, administrator of the Fort York museum, said the engine house appears on old plans and charts from the 1850s, just off the southeast corner of the fort.

He said the site was earlier occupied by a blockhouse, built in the late 1790s, that was part of the Fort York complex. But any remnants of that building were likely destroyed when the railway property was developed decades later.

The Grand Trunk Railway built the large engine house, which included a turntable, smithy, pump house and temporary passenger terminal, as part of its efforts to compete in the market for travel to the Midwest United States. The Grand Trunk had a separate line that ran to Eastern Canada, Mr. Boles said, but its terminus was three kilometres further east near the Don Valley. For several months in the mid-1850s, until the two lines were linked by rail, connecting passengers had to take a horse-drawn omnibus between the terminals.

The Grand Trunk eventually became part of Canadian National Railway.

martedì 17 maggio 2011

Time could be up for Swiss Railways watches

DATE: 19/04/2011
AUTHOR: Tom Mulier

BASEL: Mondaine, the maker of Official Swiss Railways watches, may have to shut a two-year-old factory because its timepieces are not Swiss enough.

The future of the Sfr10 million ($10.6 million) plant in Solothurn and its 110 workers would be jeopardised should larger rivals such as Swatch Group succeed in calls for fewer non-Swiss components to be allowed in Swiss-made timepieces, a co-owner of Mondaine, Ronnie Bernheim, said. Mondaine, which has been making watches modelled on the nation's railway-station clocks for 25 years, uses imported dials and cases.

''This law would be cutting the industry into two,'' Mr Bernheim said in Basel. ''The volume business will be killed, except for the big companies. Our foreign competitors are laughing.''

Watches were Switzerland's fastest-growing export last year. The industry has rebuilt itself since teetering on the brink of collapse in the 1970s. To keep its lead as other manufacturers shift to countries such as China in search of cheaper labour, the industry is trying to erect higher barriers to entry, which would make Swiss watches a scarcer luxury.

Since 1971, watchmakers have been allowed to use non-Swiss components for less than 50 per cent of the value of the watch's movement, or motor. The Federation of the Swiss Watch Industry, which includes Swatch Group and its competitor Cie Financiere Richemont, asked the government in 2007 to add higher requirements on the use of Swiss components in the value of the entire timepiece. The government proposed that for industrial products, 60 per cent should come from Switzerland. A final decision may be made next year, said Jean-Daniel Pasche, head of the federation.

Luxury watchmaking is one of the few manufacturing industries that has resisted a full shift of production to Asia. Still, the industry's growth has attracted non-Swiss companies. Tianjin Seagull Watch, a Chinese company, has begun producing complicated watch mechanisms such as tourbillons, which on a Swiss watch can command prices of $US50,000 ($47,400).

martedì 10 maggio 2011

Quel finestrino con vista Tremiti

DATE: 14/04/2011
AUTHOR: Vincenzo Foti

Alla scoperta del paesaggio italiano visto dalle ferrovie locali. Questa volta è di scena il Gargano, tra San Severo e Peschici

Il Gargano - Sperone d'Italia - è un promontorio montuoso che dalla provincia di Foggia si protende verso Est nel mare Adriatico. In questa zona dai terreni carsici, chiusa a occidente dal Tavoliere, il paesaggio pugliese è caratterizzato da grotte e da terrazzi calcarei, che si innalzano fino alla quota di 1.055 metri, corrispondente alla cima del monte Calvo. Qui la montagna forma profonde voragini e valloni dall'aspetto selvaggio, cui si contrappongono i declivi collinari che si adagiano verso il mare. Il profilo della costa si presenta quasi ovunque alto e roccioso; sul versante settentrionale si trovano invece due grandi laghi: il Varano e il Lèsina.

Per visitare lo Sperone d'Italia e approfondirne la conoscenza torna utile il treno delle Ferrovie del Gargano, che con il suo percorso dapprima pianeggiante quindi scosceso sfiora il verde dell'omonimo parco nazionale, passa attraverso tratti aridi e costeggiando parte dei i laghi raggiunge le candide spiagge tra Rodi Garganico e Peschici.

Conclusasi la Grande Guerra, si profilava per le popolazioni la necessità di collegarsi alla linea Fs della dorsale adriatica. Il 17 settembre 1925 venne così stipulata una concessione a favore del Sindacato per le Strade Ferrate Garganiche, che prevedeva la realizzazione di una ferrovia a scartamento ridotto (950 mm) e trazione a vapore da San Severo a San Menaio. In seguito, invece, si optò per lo scartamento tradizionale (1.435 mm) e per la trazione con locomotive elettrica a corrente continua (3 kV), che proprio in quegli anni venivano sperimentate per la prima volta in Italia sulla tratta Benevento-Foggia. Nel maggio del 1930 vennero installati i primi binari e l'anno successivo i pali dell'alimentazione. I lavori procedettero alacremente, tanto che la San Severo-Peschici fu inaugurata, con quasi un anno di anticipo, il 27 ottobre 1931 diventando la prima ferrovia secondaria italiana elettrificata.

Il tracciato delle Ferrovie del Gargano è assai vario ed è stato progettato secondo i criteri in uso per le ferrovie secondarie: curve strette, pendenze rilevanti, rotaie leggere. All'inizio, il parco mezzi era costituito da quattro locomotive elettriche a carrelli, sette carrozze con 56 posti a sedere, 22 carri merci e un carro soccorso. Questa dotazione fu poi completata da due automotrici elettriche. La rete si sviluppa su una lunghezza complessiva di circa 140 chilometri e comprende le linee San Severo-Rodi-Peschici (Calenelle), Foggia-Lucera e Foggia-Manfredonia. La San-Severo-Rodi-Peschici è a scartamento ordinario, a binario unico. Accanto alle Fg, Trenitalia effettua un servizio di treni locali sulle relazioni San Severo-Foggia e San Severo-Foggia-Bari.

Appena lasciata la piccola stazione di San Severo, il treno si immette in una pianura molto fertile per poi iniziare, poco dopo l'isolata stazione di San Marco in Lamis, una ripida salita verso il promontorio e giungere qualche chilometro più tardi alla fermata di Apricena Superiore. Qui le rampe diventano meno impegnative e il culmine della linea viene toccato in località Ingarano a 274 metri di altezza, in prossimità di un passaggio a livello. Da questo punto in avanti il percorso è tutto in discesa e la vista del mare, ancora in lontananza, lascia senza fiato.

All'orizzonte si possono scorgere le isole Tremiti e i laghi costieri di Lèsina e di Varano, separati dal mare solo da una sottile lingua di terra. Proseguendo il viaggio, vengono toccati vari centri abitati per giungere, dopo un'ultima ripida discesa, a Carpino. Il paesaggio, sin qui piuttosto arido, diviene ora verdeggiante, con ampie pinete che degradano verso la costa nei pressi di Rodi Garganico. Lasciata la località balneare di San Menaio, si attraversa una folta vegetazione e infine si sbuca a Peschici, dove si viene accolti da una dolce baia con il pittoresco, candido paese arroccato su un dirupo di rocce a picco sul mare.

Nella parte centro-orientale del Gargano si estende un'area di grande valore naturalistico, che prende il nome dall'antica tribù italica degli Umbri, stabilitisi in questa zona dopo lunghe peregrinazioni. La Foresta Umbra, tra le più antiche di tutta Europa, crea una chioma fitta e impenetrabile ai raggi solari che dà rifugio a specie floristiche e faunistiche molto rare. Dal 1995 i giganteschi fusti di alberi centenari (faggi e pini d'Aleppo) che dalle rive del mare ricoprono il territorio fin oltre i mille metri sono protetti dal Parco Nazionale del Gargano. Ma il Parco tutela anche la ricchissima flora erbacea, che può vantare ben 56 specie di orchidee spontanee. Dal punto di vista geologico questo altopiano calcareo offre una serie di piccoli rilievi di roccia ai quali si susseguono delle depressioni, ove si raccolgono le acque piovane. La spiegazione di tale varietà deriva dal fatto che in epoche passate questo territorio univa le coste italiane a quelle balcaniche. Il successivo isolamento del promontorio, chiuso dal mare Adriatico su tre lati e dal Tavoliere sul quarto, fece sì che la zona preservasse un patrimonio di biodiversità dal valore inestimabile.

Attualmente, sulle Ferrovie del Gargano sono in corso importanti opere di ammodernamento e potenziamento del servizio ferroviario, che riguardano una variante del percorso tra San Severo e Apricena, le cui opere sono state appaltate nell'anno 2005 e sono in corso d'esecuzione. La velocizzazione della tratta Cagnano-Rodi è stata completata, mentre dal 14 luglio 2009, sulla Foggia-Lucera, dopo un periodo di sospensione, è stato riattivato l'esercizio ferroviario a suo tempo soppresso dalle Fs. Il servizio sulla linea Foggia-Manfredonia viene effettuato con corse sostitutive di altrettanti treni non più effettuati da Trenitalia.