Maybe, but I don’t think so. Maybe they’ll do it like one of those old movies if Banksy wins- they’ll have a screen so you can’t see their face and a voice altering thing. That would be kinda epic. XD
Settling the West HW help:Reasons American Indians were forced onto reservations?
WORD BANK
Fort Worth, Texas
Longhorn cattle
Battle of the Little Bighorn
Drop in beef prices
Pikes Peak, Colorado
Morrill Act
Conflicts with U.S. Army
Abilene, Kansas
increased presence of white settlers
Homestead Act
Comstock Lode in Nevada
Massacre at Wounded Knee
new farming methods
insect swarms
competition for grazing land
Dangerous, with little law and order
It was quite simple, really. They were occupying land that the whites wanted, so they were shuffled off onto the reservations, which were usually the least arable and poorest land around – land that the white ranchers didn’t want. Ironically, on a couple of these barren reservations, when oil was discovered, the whites found some other place to put the Indians so they could claim the oil for themselves. It wasn’t the slightest bit fair.
City of Reno NV West Street Market Reno Jazzorchestra to benefit food Bank
Albert Mathieu put forward a cross-Channel tunnel proposal.
1875
The Channel Tunnel Company Ltd began preliminary trials
1882
The Abbot’s Cliff heading had reached 897 yards (820 m) and that at Shakespeare Cliff was 2,040 yards (1,870 m) in length
January 1975
A UKrance government backed scheme that started in 1974 was cancelled
February 1986
The Treaty of Canterbury was signed allowing the project to proceed
June 1988
First tunnelling commenced in France
December 1988
UK TBM commenced operation
December 1990
The service tunnel broke through under the Channel
May 1994
The tunnel was formally opened by HM The Queen and President Mitterrand
Mid 1994
Freight and passenger trains commenced operation
November 1996
A fire in a lorry shuttle severely damaged the tunnel
November 2007
High Speed 1, linking London to the tunnel, opened
September 2008
Another fire in a lorry shuttle severely damaged the tunnel
December 2009
Eurostar trains stranded in the tunnel due to condensation affecting the trains’ electrical hardware
In 1802, French mining engineer Albert Mathieu put forward a proposal to tunnel under the English Channel, with illumination from oil lamps, horse-drawn coaches, and an artificial island mid-Channel for changing horses.
In the 1830s, Frenchman Aim Thom de Gamond performed the first geological and hydrographical surveys on the Channel, between Calais and Dover. Thom de Gamond explored several schemes and, in 1856, he presented a proposal to Napoleon III for a mined railway tunnel from Cap Gris-Nez to Eastwater Point with a port/airshaft on the Varne sandbank at a cost of 170 million francs, or less than GB7 million.
Thom de Gamond’s 1856 plan for a cross-Channel link, with a port/airshaft on the Varne sandbank mid-Channel
In 1865, a deputation led by George Ward hunt proposed the idea of a tunnel to the Chancellor of the Exchequer of the day, William Ewart Gladstone.
After 1867, William Low and Sir John Clarke Hawkshaw promoted ideas, but none were implemented. An official Anglo-French protocol was established in 1876 for a cross-Channel railway tunnel. In 1881, British railway entrepreneur Sir William Watkin and French Suez Canal contractor Alexandre Lavalley were in the Anglo-French Submarine Railway Company that conducted exploratory work on both sides of the Channel. On the English side a 2.13-metre (7 ft) diameter Beumont-English boring machine dug a 1,893-metre (6,211 ft) pilot tunnel from Shakespeare Cliff. On the French side, a similar machine dug 1,669 metres (5,476 ft) from Sangatte. The project was abandoned in May 1882, owing to British political and press campaigns advocating that a tunnel would compromise Britain’s national defences. These early works were encountered more than a century later during the TML project.
In 1955, defence arguments were accepted to be irrelevant because of the dominance of airpower; thus, both the British and French governments supported technical and geological surveys. Construction work commenced on both sides of the Channel in 1974, a government-funded project using twin tunnels on either side of a service tunnel, with capability for car shuttle wagons. In January 1975, to the dismay of the French partners, the British government cancelled the project. The government had changed to the Labour Party and there was uncertainty about EC membership, cost estimates had ballooned to 200% and the national economy was troubled. By this time the British Priestly TBM was ready and the Ministry of Transport was able to do a 300 m experimental drive. This short tunnel would however be reused as the starting and access point for tunnelling operations from the British side.
In 1979, the “Mouse-hole Project” was suggested when the Conservatives came to power in Britain. The concept was a single-track rail tunnel with a service tunnel, but without shuttle terminals. The British government took no interest in funding the project, but Prime Minister Margaret Thatcher said she had no objection to a privately funded project. In 1981 British and French leaders Margaret Thatcher and Franois Mitterrand agreed to set up a working group to look into a privately funded project, and in April 1985 promoters were formally invited to submit scheme proposals. Four submissions were shortlisted:
a rail proposal based on the 1975 scheme presented by Channel Tunnel Group/Franceanche (CTG/F),
Eurobridge: a 4.5 km span suspension bridge with a roadway in an enclosed tube
Euroroute: a 21 km tunnel between artificial islands approached by bridges, and
Channel Expressway: large diameter road tunnels with mid-channel ventilation towers.
The cross-Channel ferry industry protested under the name “Flexilink”. In 1975 there was no campaign protesting a fixed link, with one of the largest ferry operators (Sealink) being state-owned. Flexilink continued rousing opposition throughout 1986 and 1987. Public opinion strongly favoured a drive-through tunnel, but ventilation issues, concerns about accident management, and fear of driver mesmerisation led to the only shortlisted rail submission, CTG/F-M, being awarded the project.
Arrangement
A block diagram describing the organisation structure used on the project. Eurotunnel is the central organisation for construction and operation (via a concession) of the tunnel
The British Channel Tunnel Group consisted of two banks and five construction companies, while their French counterparts, Franceanche, consisted of three banks and five construction companies. The role of the banks was to advise on financing and secure loan commitments. On 2 July 1985, the groups formed Channel Tunnel Group/Franceanche (CTG/F). Their submission to the British and French governments was drawn from the 1975 project, including 11 volumes and a substantial environmental impact statement.
The design and construction was done by the ten construction companies in the CTG/F-M group. The French terminal and boring from Sangatte was undertaken by the five French construction companies in the joint venture group GIE Transmanche Construction. The English Terminal and boring from Shakespeare Cliff was undertaken by the five British construction companies in the Trankslink joint Venture. The two partnerships were linked by TransManche Link (TML), a bi- national project organisation. The Matre d’Oeuvre was a supervisory engineering body employed by Eurotunnel under the terms of the concession that monitored project activity and reported back to the governments and banks.
In France, with its long tradition of infrastructure investment, the project garnered widespread approval and in April 1987 the French National Assembly gave unanimous support and, in June 1987, after a public inquiry, the Senate gave unanimous support. In Britain, select committees examined the proposal, making history by holding hearings outside of Westminster, in Kent. In February 1987, the third reading of the Channel Tunnel Bill took place in the House of Commons, and was carried by 94 votes to 22. The Channel Tunnel Act gained Royal assent and passed into English law in July of that year.
The Channel Tunnel is a build-own-operate-transfer (BOOT) project with a concession. TML would design and build the tunnel, but financing was through a separate legal entity: Eurotunnel. Eurotunnel absorbed CTG/F-M and signed a construction contract with TML; however, the British and French governments controlled final engineering and safety decisions. The British and French governments gave Eurotunnel a 55- (later 65-) year operating concession to repay loans and pay dividends. A Railway Usage Agreement was signed between Eurotunnel, British Rail and the Socit Nationale des Chemins de fer Franais guaranteeing future revenue in exchange for the railways obtaining half of the tunnel’s capacity.
Private funding for such a complex infrastructure project was of unprecedented scale. An initial equity of 45 million was raised by CTG/F-M, increased by 206 million private institutional placement, 770 million was raised in a public share offer that included press and television advertisements, a syndicated bank loan and letter of credit arranged 5 billion. Privately financed, the total investment costs at 1985 prices were 2600 million. At the 1994 completion actual costs were, in 1985 prices, 4650 million: an 80% cost overrun. The cost overrun was partly due to enhanced safety, security, and environmental demands. Financing costs were 140% higher than forecast.
Construction
Eleven tunnel boring machines, working from both sides of the Channel, cut through chalk marl to construct two rail tunnels and a service tunnel. The vehicle shuttle terminals are at Cheriton (part of Folkestone) and Coquelles, and are connected to the British and French motorways (M20 and A16 respectively).
Tunnelling commenced in 1988, and the tunnel began operating in 1994. In 1985 prices, the total construction cost was 4650 million (equivalent to 10152 million today), an 80% cost overrun. At the peak of construction 15,000 people were employed with daily expenditure over 3 million. Ten workers, eight of them British, were killed during construction between 1987 and 1993, most in the first few months of boring.
Completion
The Channel Tunnel was opened in Calais on 6 May 1994 by British Queen Elizabeth II and French President Franois Mitterrand
A small, two-inch (50-mm) diameter pilot hole allowed the service tunnel to break through without ceremony on 30 October 1990. On 1 December 1990, Englishman Graham Fagg and Frenchman Phillippe Cozette broke through the service tunnel with the media watching. Eurotunnel completed the tunnel on time, and the tunnel was officially opened by British Queen Elizabeth II and French President Franois Mitterrand in a ceremony held in Calais on 6 May 1994. The Queen travelled through the tunnel to Calais on a Eurostar train, which stopped nose to nose with the train that carried President Mitterrand from Paris. Following the ceremony President Mitterrand and the Queen travelled on Le Shuttle to a similar ceremony in Folkestone.
The Channel Tunnel Rail Link (CTRL), now called High Speed 1, runs 69 miles (111 km) from St Pancras railway station in London to the Channel Tunnel portal at Folkestone in Kent. It cost 5.8 billion. On 16 September 2003 UK Prime Minister Tony Blair opened the first section of High Speed 1, from Folkestone to north Kent. On 6 November 2007 the Queen officially opened High Speed 1 and St Pancras International station, replacing the original slower link to Waterloo International railway station. On High Speed 1 trains travelling at speeds up to 300 km/h (186 mph), the journey from London to Paris takes 2 hours 15 minutes and London to Brussels takes 1 hour 51 minutes.
In 1996, the American Society of Civil Engineers, with Popular Mechanics, selected the tunnel as one of the Seven Wonders of the Modern World.
Engineering
The Channel Tunnel exhibit at the National Railway Museum in York, England, showing the circular cross section of the tunnel with the overhead line powering a Eurostar train. Also visible is the segmented tunnel lining
Surveying undertaken in the twenty years before tunnel construction confirmed earlier speculations that a tunnel route could be bored through a chalk marl stratum. The chalk marl was conducive to tunnelling, with impermeability, ease of excavation and strength. While on the English side the chalk marl ran along the entire length of the tunnel, on the French side a length of 5 kilometres (3 mi) had variable and difficult geology. The Channel Tunnel consists of three bores: two 7.6-metre (25 ft) diameter rail tunnels, 30 metres (98 ft) apart, 50 kilometres (31 mi) in length with a 4.8-metre (16 ft) diameter service tunnel in between. There are also cross-passages and piston relief ducts. The service tunnel was used as a pilot tunnel, boring ahead of the main tunnels to determine the conditions. English access was provided at Shakespeare Cliff, while French access came from a shaft at Sangatte. The French side used five tunnel boring machines (TBMs), the English side used six. The service tunnel uses Service Tunnel Transport System (STTS) and Light Service Tunnel Vehicles (LADOGS). Fire safety was a critical design issue.
Between the portals at Beussingue and Castle Hill the tunnel is 50.5 kilometres (31 mi) long, with 3.3 kilometres (2 mi) under land on the French side, 9.3 kilometres (6 mi) under land on the UK side and 37.9 kilometres (24 mi) under sea. This makes the Channel Tunnel the second longest rail tunnel in the world, behind the Seikan Tunnel in Japan, but with the longest under-sea section. The average depth is 45 metres (148 ft) below the seabed. On the UK side, of the expected 5 million cubic metres (6.510^6 cu yd) of spoil approximately 1 million cubic metres (1.310^6 cu yd) was used for fill at the terminal site, and the remainder was deposited at Lower Shakespeare Cliff behind a seawall, reclaiming 74 acres (30 ha) of land. This land was then made into the Samphire Hoe Country Park. Environmental impact assessment did not identify any major risks for the project, and further studies into safety, noise, and airpollution were overall positive. However, environmental objections were raised over a high-speed link to London.
Geology
Geological profile along the tunnel as constructed. For the majority of its length the tunnel bores through a chalk marl stratum (layer)
Successful tunnelling under the channel required a sound understanding of the topography and geology and the selection of the best rock strata through which to tunnel. The geology generally consists of northeasterly dipping Cretaceous strata, part of the northern limb of the Wealden-Boulonnais dome. Characteristics include:
Continuous chalk on the cliffs on either side of the Channel containing no major faulting, as observed by Verstegan in 1698
Four geological strata, marine sediments laid down 90100 million years ago; pervious upper and middle chalk above slightly pervious lower chalk and finally impermeable Gault Clay. A sandy stratum, glauconitic marl (tortia), is in between the chalk marl and gault clay
A 2530-metre (8298 ft) layer of chalk marl (French: craie bleue) in the lower third of the lower chalk appeared to present the best tunnelling medium. The chalk has a clay content of 3040% providing impermeability to groundwater yet relatively easy excavation with strength allowing minimal support. Ideally the tunnel would be bored in the bottom 15 metres (49 ft) of the chalk marl, allowing water inflow from fractures and joints to be minimised, but above the gault clay that would increase stress on the tunnel lining and swell and soften when wet.
On the English side of the channel, the strata dip less than 5, however, on the French side, this increases to 20. Jointing and faulting is present on both the English and French sides. On the English side, only minor faults of displacement less than 2 metres (7 ft) exist. On the French side, displacements of up to 15 metres (49 ft) are present owing to the Quenocs anticlinal fold. The faults are of limited width, filled with calcite, pyrite and remoulded clay. The increased dip and faulting restricted the selection of route on the French side. To avoid confusion microfossil assemblages were used to classify the chalk marl. On the French side, particularly near the coast, the chalk was harder, more brittle, and more fractured than on the English side. This led to the adoption of different tunnelling techniques on the French and English sides.
No major geological hazards were identified; however, the Quaternary undersea valley Fosse Dangaered, and Castle Hill landslip located at the English portal, caused concerns. Identified by the 196465 geophysical survey, the Fosse Dangaered is an infilled valley system extending 80 metres (262 ft) below the seabed, 500 metres (1,640 ft) south of the tunnel route, located mid-channel. A 1986 survey showed that a tributary crossed the path of the tunnel, and so the tunnel route was made as far north and deep as possible. The English terminal had to be located in the Castle Hill landslip, which consists of displaced and tipping blocks of lower chalk, glauconitic marl and gault debris. Thus the area was stabilised by buttressing and inserting drainage adits. The service tunnels were pilot tunnels preceding the main tunnels, so that the geology, areas of crushed rock, and zones of high water inflow could be predicted. Exploratory probing took place in the service tunnels, in the form of extensive forward probing, vertical downward probes and sideways probing.
Surveying
Marine soundings and samplings by Thom de Gamond were carried out during 183367, establishing the seabed depth at a maximum of 55 metres (180 ft) and the continuity of geological strata (layers). Surveying continued over many years, with 166 marine and 70 land-deep boreholes being drilled and over 4000 line kilometres of marine geophysical survey completed. Surveys were undertaken in 195859, 196465, 197274 and 198688.
The surveying in 195859 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated. At this time marine geophysics surveying for engineering projects was in its infancy, with poor positioning and resolution from seismic profiling. The 1964-65 surveys concentrated on a northerly route that left the English coast at Dover harbour; using 70 boreholes, an area of deeply weathered rock with high permeability was located just south of Dover harbour.
Given the previous survey results and access constraints, a more southerly route was investigated in the 197273 survey and the route was confirmed to be feasible. information for the tunnelling project also came from work before the 1975 cancellation. On the French side at Sangatte a deep shaft with adits was made. On the English side at Shakespeare Cliff, the government allowed 250 metres (820 ft) of 4.5 metres (15 ft) diameter tunnel to be driven. The actual tunnel alignment, method of excavation and support were essentially the same as the 1975 attempt. In the 198697 survey, previous findings were reinforced and the nature of the gault clay and tunnelling medium, chalk marl that made up 85% of the route, were investigated. Geophysical techniques from the oil industry were employed.
Tunnelling
Typical tunnel cross section, with a service tunnel between twin rail tunnels. Shown linking the rail tunnels is a piston relief duct, necessary to manage pressure changes due to the movement of trains
Tunnelling between England and France was a major engineering challenge, with the only precedent being the undersea Seikan Tunnel in Japan. A serious risk with underwater tunnels is major water inflow due to the water pressure from the sea above under weak ground conditions. The Channel Tunnel also had the challenge of timeeing privately funded, early financial return was paramount.
The objective was to construct: two 7.6-metre (25 ft) diameter rail tunnels, 30 metres (98 ft) apart, 50 kilometres (31 mi) in length; a 4.8-metre (16 ft) diameter service tunnel between the two main tunnels; pairs of 3.3-metre (11 ft) diameter cross-passages linking the rail tunnels to the service tunnel at 375-metre (1,230 ft) spacing; piston relief ducts 2-metre (7 ft) diameter connecting the rail tunnels at 250-metre (820 ft) spacing; two undersea crossover caverns to connect the rail tunnels. The service tunnel always preceded the main tunnels by at least 1 kilometre (0.6 mi) to ascertain the ground conditions. There was plenty of experience with tunnelling through chalk in the mining industry. The undersea crossover caverns were a complex engineering problem. The French cavern was based on the Mount Baker Ridge freeway tunnel in the USA. The UK cavern was dug from the service tunnel ahead of the main tunnels to avoid delay.
Precast segmental linings in the main TBM drives were used, but different solutions were used on the English and French sides. On the French side, neoprene and grout sealed bolted linings made of cast iron or high-strength reinforced concrete were used. On the English side, the main requirement was for speed and bolting of cast-iron lining segments was only carried out in areas of poor geology. In the UK rail tunnels, eight lining segments plus a key segment were used; on the French side, five segments plus a key segment. On the French side, a 55-metre (180 ft) diameter 75-metre (246 ft) deep grout-curtained shaft at Sangatte was used for access. On the English side, a marshalling area was 140 metres (459 ft) below the top of Shakespeare Cliff, and the New Austrian Tunnelling method (NATM) was first applied in the chalk marl here. On the English side, the land tunnels were driven from Shakespeare Cliff, the same place as the marine tunnels, not from Folkestone. The platform at the base of the cliff was not large enough for all of the drives and, despite environmental objections, tunnel spoil was placed behind a reinforced concrete seawall, on condition of placing the chalk in an enclosed lagoon to avoid wide dispersal of chalk fines. Owing to limited space, the precast lining factory was on the Isle of Grain in the Thames estuary.
On the French side, owing to the greater permeability to water, earth pressure balance TBMs with open and closed modes were used. The TBMs were of a closed nature during the initial 5 kilometres (3 mi), but then operated as open, boring through the chalk marl stratum. This minimised the impact to the ground and allowed high water pressures to be withstood, and it also alleviated the need to grout ahead of the tunnel. The French effort required five TBMs: two main marine machines, one main land machine (the short land drives of 3 km allowed one TBM to complete the first drive then reverse direction and complete the other), and two service tunnel machines. On the English side, the simpler geology allowed faster open-faced TBMs. Six machines were used, all commenced digging from Shakespeare Cliff, three marine-bound and three for the land tunnels. Towards the completion of the undersea drives, the UK TBMs were driven steeply downwards and buried clear of the tunnel. The French TBMs then completed the tunnel and were dismantled. A 900 mm gauge railway was used on the English side during construction.
In contrast to the English machines, which were simply given alphanumeric names, the French tunnelling machines were all named after women: Brigitte, Europa, Catherine, Virginie, Pascaline, Sverine.
Railway design
Interior of Eurotunnel Shuttle, a vehicle shuttle train. The largest railway wagons in the world, the shuttle trains transport vehicles between terminals on either side of the tunnel
Communications
There are three communication systems in the tunnel: concession radio (CR) for mobile vehicles and personnel within Eurotunnel’s Concession (terminals, tunnels, coastal shafts); track-to-train radio (TTR) for secure speech and data between trains and the railway control centre; Shuttle internal radio (SIR) for communication between shuttle crew and to passengers over car radios.
All tunnel services run on electricity, shared equally from English and French sources. Power is delivered to the locomotives via an overhead line (catenary) at 25 kV 50 Hz.
A large proportion of the railway south of London uses a 750 V DC third rail to deliver electrical power; however since the opening of High Speed 1 there is no need to use the third rail system for any part of the Eurostar journey. High Speed 1, the tunnel itself and the route to Paris has power provided via overhead catenary at 25 kV 50 Hz. The railways in Brussels are also electrified by overhead catenaries, but at 3000 V DC.
Signalling
A cab signalling system is used that gives information directly to train drivers on a display. There is Automatic Train Protection (ATP) that stops the train if the speed differs from that indicated on the in-cab display. TVM430, as used on LGV Nord, is used in the tunnel. The maximum allowed speed is 160 km/h.
Track system
The American Sonneville International Corporation track system consisting of UIC60 rails on 900A grade resting on microcellular EVA pads, bolted into concrete was chosen. The larger European GB+ loading gauge was used rather that one of the smaller UK alternatives; this gauge is maintained on High Speed 1 as far as Barking in east London. ballasted track was ruled out owing to maintenance constraints and a need for geometric stability.
Rolling stock
Eurotunnel Shuttle
Main articles: Eurotunnel Shuttle and Eurotunnel Class 9
Initially 38 Le Shuttle locomotives were commissioned, working in pairs with one at each end of a shuttle train. The shuttles have two separate halves: single and double deck. Each half has two loading/unloading wagons and twelve carrier wagons. Eurotunnel’s original order was for nine tourist shuttles.
HGV shuttles also have two halves, with each half containing one loading wagon, one unloading wagon and 14 carrier wagons. There is a club car behind the leading locomotive. Eurotunnel originally ordered six HGV shuttles rakes.
Freight locomotives
See also: British Rail Class 92
Forty-six Class 92 locomotives for hauling freight trains and overnight passenger trains (the Nightstar project, which was abandoned) were commissioned, which can run on both overhead AC and third-rail DC power.
International passenger
Main article: British Rail Class 373
Thirty-one Eurostar trainsased on the French TGVuilt to UK loading gauge, and with many modifications for safety within the tunnel, were commissioned, with split ownership between British Rail, French National Railway Company and National Railway Company of Belgium. British Rail ordered seven more for services north of London.
At the end of 2009, extensive fire-proofing requirements were dropped and Deutsche Bahn received permission to run German Intercity-Express (ICE) trains through the Channel Tunnel in the future.
Service locomotives
Diesel locomotives for rescue and shunting work are Eurotunnel Class 0001 and Eurotunnel Class 0031.
Operation
Usage and services
A Channel Tunnel traffic graph showing the number of passengers and tonnes of freight. Freight vehicle shuttle numbers dropped in 1996/7 owing to closure of the service after the November 1996 fire
The British terminal at Cheriton in west Folkestone. The terminal services shuttle trains that carry vehicles, and is linked to the M20 motorway
The Folkestone White horse is the last view of England for most passengers embarking at the Cheriton terminal
Services offered by the tunnel are:
Eurotunnel Shuttle (formerly Le Shuttle) roll-on roll-off shuttle service for road vehicles,
Eurostar passenger trains,
through freight trains.
Both the freight and passenger traffic forecasts that led to the construction of the tunnel were largely and universally overestimated. Particularly, Eurotunnel’s commissioned forecasts were over-predictions. Although the captured share of Channel crossings (competing with air and sea) was forecast correctly, high competition and reduced tariffs has led to low revenue. Overall cross-Channel traffic was overestimated.
Passenger traffic volumes
Total cross-tunnel passenger traffic volumes peaked at 18.4 million in 1998, then dropped to 14.9 million in 2003, from then rising again to 16.1 million in 2008.
At the time of deciding to build the tunnel, 15.9 million passengers were predicted for Eurostar trains in the opening year. In 1995, the first full year, actual numbers were a little over 2.9 million, growing to 7.1 million in 2000, then dropping again to 6.3 million in 2003. However, Eurostar was also limited by the lack of a high-speed connection on the British side. After the completion of High Speed 1 (formerly CTRL) to London in two stages in 2003 and 2007, traffic increased. In 2008, Eurostar carried 9,113,371 passengers in cross-Channel-Tunnel traffic, a 10% increase over the previous year, despite traffic limitations due to the 2008 Channel Tunnel fire.
Year
Passengers transported…
by Eurostar[A]
(actual ticket sales)
by Eurotunnel Passenger Shuttles
(estimated, millions)
Total
(estimated, millions)
1994
~100,000
0.2
0.3
1995
2,920,309
4.4
7.3
1996
4,995,010
7.9
12.9
1997
6,004,268
8.6
14.6
1998
6,307,849
12.1
18.4
1999
6,593,247
11.0
17.6
2000
7,130,417
9.9
17.0
2001
6,947,135
9.4
16.3
2002
6,602,817
8.6
15.2
2003
6,314,795
8.6
14.9
2004
7,276,675
7.8
15.1
2005
7,454,497
8.2
15.7
2006
7,858,337
7.8
15.7
2007
8,260,980
7.9
16.2
2008
9,113,371
7.0
16.1
A only passengers taking Eurostar to cross the Channel
Freight traffic volumes
Cross-tunnel freight traffic volumes have been erratic, with a decrease during 1997 due to a closure caused by a fire in a freight shuttle. The total freight crossings increased over the period, indicating the substitutability of the tunnel by sea crossings. The tunnel has achieved a cross-Channel freight traffic market share close to or above Eurotunnel’s 1980s predictions but Eurotunnel’s 1990 and 1994 predictions were overestimates.
For freight transported on through freight trains, the first year freight prediction was 7.2 million gross tonnes, however, the 1995 figure was 1.3 million gross tonnes. Through freight volumes peaked in 1998 at 3.1 million tonnes. However, with continuing problems, this figure fell back to 1.21 million tonnes in 2007, increasing again slightly to 1.24 million tonnes in 2008.
However, together with that carried on freight shuttles, freight traffic growth has occurred since opening, with 6.4 million tonnes carried in 1995, 18.4 million tonnes recorded in 2003 and 19.6 million tonnes in 2007.
Year
Freight transported…
by through freight trains
(actual tonnes)
by Eurotunnel Truck Shuttles
(estimated, million tonnes)
Total
(estimated, million tonnes)
1994
0
0.8
0.8
1995
1,349,802
5.1
6.4
1996
2,783,774
6.7
9.5
1997
2,925,171
3.3
6.2
1998
3,141,438
9.2
12.3
1999
2,865,251
10.9
13.8
2000
2,947,385
14.7
17.6
2001
2,447,432
15.6
18.0
2002
1,463,580
15.6
17.1
2003
1,743,686
16.7
18.4
2004
1,889,175
16.6
18.5
2005
1,587,790
17.0
18.6
2006
1,569,429
16.9
18.5
2007
1,213,647
18.4
19.6
2008
~1,240,000[B]
14.2
15.4
B From October 2007, Eurotunnel invoices through railfreight by trains rather than tonne.
Eurotunnel’s freight subsidiary is Europorte 2. In September 2006 EWS, the UK’s largest rail freight operator, announced that owing to cessation of UK-French government subsidies of 52 million per annum to cover the Channel Tunnel “Minimum User Charge” (a subsidy of around 13,000 per train, at a traffic level of 4,000 trains per annum), freight trains would stop running after 30 November.
Economic performance
Shares in Eurotunnel were issued at 3.50 per share on 9 December 1987. By mid-1989 the price had risen to 11.00. Delays and cost overruns led to the share price dropping; during demonstration runs in October 1994 the share price reached an all-time low value. Eurotunnel suspended payment on its debt in September 1995 to avoid bankruptcy. In December 1997 the British and French governments extended Eurotunnel’s operating concession by 34 years to 2086. Financial restructuring of Eurotunnel occurred in mid-1998, reducing debt and financial charges. Despite the restructuring The Economist reported in 1998 that to break even Eurotunnel would have to increase fares, traffic and market share for sustainability. A cost benefit analysis of the Channel Tunnel indicated that there were few impacts on the wider economy and few developments associated with the project, and that the British economy would have been better off if the tunnel had not been constructed.
Under the terms of the Concession, Eurotunnel was obliged to investigate a cross-Channel road tunnel. In December 1999 road and rail tunnel proposals were presented to the British and French governments, but it was stressed that there was not enough demand for a second tunnel. A three-way treaty between the United Kingdom, France and Belgium governs border controls, with the establishment of control zones wherein the officers of the other nation may exercise limited customs and law enforcement powers. For most purposes these are at either end of the tunnel, with the French border controls on the UK side of the tunnel and vice versa. For certain city-to-city trains, the train itself represents a control zone. A binational emergency plan coordinates UK and French emergency activities.
In 1999 Eurostar posted its first ever net profits, having previously made a loss of 925m in 1995.
Terminals
A Peugeot 807 entering a shuttle wagon at the French terminal at Coquelles near Calais in northern France
The terminals sites are at Cheriton (Folkestone in the United Kingdom) and Coquelles (Calais in France). The terminals are unique facilities designed to transfer vehicles from the motorway onto trains at a rate of 700 cars and 113 heavy vehicles per hour. The UK site uses the M20 motorway. The terminals are organised with the frontier controls juxtaposed with the entry to the system to allow travellers to go onto the motorway at the destination country immediately after leaving the shuttle. The area of the UK site was severely constrained and the design was challenging. The French layout was achieved more easily. To achieve design output, the shuttles accept cars on double-decks; for flexibility, ramps were placed inside the shuttles to provide access to the top decks. At Folkestone there is 20 kilometres (12 mi) of mainline track and 45 turnouts with eight platforms. At Calais there is 30 kilometres (19 mi) of track with 44 turnouts. At the terminals the shuttle trains traverse a figure eight to reduce uneven wear on the wheels.
Regional impact
A 1996 report from the European Commission predicted that Kent and Nord-Pas de Calais had to face increased traffic volumes due to general growth of cross-Channel traffic and traffic attracted by the tunnel. In Kent, a high-speed rail line to London would transfer traffic from road to rail. Kent’s regional development would benefit from the tunnel, but being so close to London restricts the benefits. Gains are in the traditional industries and are largely dependent on the development of Ashford International passenger station, without which Kent would be totally dependent on London’s expansion. Nord-Pas-de-Calais enjoys a strong internal symbolic effect of the Tunnel which results in significant gains in manufacturing.
The removal of a bottleneck by means like the Channel Tunnel does not necessarily induce economic gains in all adjacent regions, the image of a region being connected to the European high-speed transport and active political response are more important for regional economic development. Tunnel-induced regional development is small compared to general economic growth. The South East of England is likely to benefit developmentally and socially from faster and cheaper transport to continental Europe, but the benefits are unlikely to be equally distributed throughout the region. The overall environmental impact is almost certainly negative.
Five years after the opening of the tunnel, there were few and small impacts on the wider economy, and it was difficult to identify major developments associated with the tunnel. It has been postulated that the British economy would have actually been better off without the costs from the construction project, both Eurotunnel and Eurostar, companies heavily involved in the Channel Tunnel’s construction and operation, have had to resort to large amounts of government aid to deal with debts amounted. Eurotunnel has been described as being in a serious situation.
Incidents
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Fires
Main articles: 1996 Channel Tunnel fire and 2008 Channel Tunnel fire
There have been three fires in the Channel Tunnel that were significant enough to close the tunnelll on the heavy goods vehicle (HGV) shuttlesnd other more minor incidents.
During an “invitation only” testing phase on 9 December 1994 a fire broke out in a Ford Escort car whilst its owner had been loading it on to the upper deck of a tourist shuttle. The fire started at approximately 10:00 with the shuttle train stationary in the Folkestone terminal and was extinguished around 40 minutes later with no passenger injuries.
On 18 November 1996 a fire broke out on a heavy goods vehicle shuttle wagon in the tunnel but nobody was seriously hurt. The exact cause is unknown, although it was not a Eurotunnel equipment or rolling stock problem; it may have been due to arson of a heavy goods vehicle. It is estimated that the heart of the fire reached 1,000 C (1,800 F), with the tunnel severely damaged over 46 metres (151 ft), with some 500 metres (1,640 ft) affected to some extent. Full operation recommenced six months after the fire.
The tunnel was closed for several hours on 21 August 2006, when a truck on an HGV shuttle train caught fire. On 11 September 2008 a fire occurred in the Channel Tunnel at 13:57 GMT. The incident started on a freight-carrying vehicle train travelling towards France. The event occurred 11 kilometres (6.8 mi) from the French entrance to the tunnel. No one was killed but several people were taken to hospitals suffering from smoke inhalation, and minor cuts and bruises. The tunnel was closed to all traffic, with the undamaged South Tunnel reopening for limited services two days later. Full service resumed on 9 February 2009 after repairs costing 60 million.
Train failures
On the night of 19/20 February 1996, approximately 1,000 passengers became trapped in the Channel Tunnel when two British Rail Class 373 trains on continent-bound Eurostar service broke down owing to electronic failures caused by snow and ice.
On 3 August 2007 an electrical failure lasting six hours caused passengers to be trapped in the tunnel on a Eurotunnelshuttle crossing.
On the evening of 18 December 2009, during the December 2009 European snowfall, five London-bound trains operating Eurostar services failed inside the tunnel, trapping 2,000 passengers in the tunnel overnight. The large number of failed trains meant that both running tunnels were blocked. Five Class 373 trains had departed from Brussels and Paris and encountered cold temperatures in Northern France, the coldest for eight years. A Eurotunnel spokesperson explained that the problem had arisen because of ‘fluffy snow’ in France, which had evaded the ‘winterisation’ shields designed to stop snow getting into the electrics. Electrical failure was then caused by the transition from the cold air in France to the warm atmosphere inside the tunnel. Four of the failed trains had been carrying passengers, with the fifth being empty; one train from Brussels had been turned back to Brussels before reaching the tunnel. Two trains were hauled out of the tunnel using diesel-powered Eurotunnel Class 0001. The blocking of the Channel Tunnel led to the implementation of Operation Stack, the transformation of the M20 motorway into a linear car park.
Problems started at around 21:00, with Kent fire brigade being alerted at 21:46. The journeys of those involved took between eleven and sixteen hours. Snow that had built up on the trains then melted in the heat of the tunnel, the water causing electrical faults. Of the five Class 373 trains and two turned back:
18:59 Brusselsondon (9157); towed to London St Pancras by a Eurotunnel diesel locomotive. Delay of 3 hours 49 minutes.
18:43 Parisondon (9053); 700 passengers evacuated via service tunnel to an empty Eurotunnel shuttle train in opposite running tunnel. Passengers taken to Ashford International railway station, for conventional trains to London. Late into London by 12 hours, arriving at 08:00 the next morning.
19:13 Parisondon (9055); Coupled to adjacent 20:13 Eurostar train behind and dragged out by diesel locomotive, then continued to London. Hauled to Folkestone and picked up passengers from 20:13 Paris service behind it.
19:37 Disneylandondon (9057); 664 passengers evacuated via service tunnel to an empty Eurotunnel shuttle train in opposite running tunnel and taken via France.
20:13 Parisondon (9059); Coupled to adjacent 19:13 Eurostar train in front, passengers transferred to the earlier 19:13 train for journey to London or taken via Folkestone and transported in five coaches by road to London.
20:29 Brusselsondon (9163), held at Calais then turned back to Brussels before reaching the Channel Tunnel.
21:13 Parisondon (9063), held at Calais then turned back to Paris before reaching the Channel Tunnel.
The occasion was the first time during the fifteen years that a Eurostar train had to be evacuated inside the tunnel itself; the failing of four at once being described as “unprecedented”. The Channel Tunnel reopened at 05:40 CET the following morning.
The following evening, on 19 December 2009, an extra Eurostar service from Paris broke down. The train successfully negotiated the Channel Tunnel itself, then broke down outside. A second train was sent to tow the first to London, but failed at 18:25 while trying to haul it up a steep incline crossing Thurrock Viaduct on the outskirts of London. Eurostar passenger services restarted on 22 December 2009.
Nirj Deva, Member of the European Parliament for South East England, has called on Eurostar chief executive Richard Brown to resign over the incidents.
A further Class 373 unit on Brusselsondon service broke down in the tunnel on 7 January 2010. The train had 236 passengers on board and was towed to Ashford; other trains that had not yet reached the tunnel were turned back.
An independent report on the 18/19 December 2009 incidents was issued on 12 February 2010. The report was compiled by Christopher Garnett (former CEO of Great North Eastern Railway) and Claude Gressier (a French transport expert) and made 21 recommendations.
Asylum and immigration
Immigrants and would-be asylum seekers have been known to use the tunnel to attempt to enter Britain. By 1997, the problem had already attracted international press attention, and the French Red Cross opened a refugee centre at Sangatte in 1999, using a warehouse once used for tunnel construction; by 2002 it housed up to 1500 persons at a time, most of them trying to get to the UK. At one point, large numbers came from Afghanistan, Iraq and Iran, but African and Eastern European countries are also represented.
Most migrants who got into Britain found some way to ride a freight train, but others used Eurostar. Though the facilities were fenced, airtight security was deemed impossible; refugees would even jump from bridges onto moving trains. In several incidents people were injured during the crossing; others tampered with railway equipment, causing delays and requiring repairs. Eurotunnel said it was losing 5m per month because of the problem. A dozen refugees have died in crossing attempts.
In 2001 and 2002, several riots broke out at Sangatte and groups of refugees (up to 550 in a December 2001 incident) stormed the fences and attempted to enter en masse. Immigrants have also arrived as legitimate Eurostar passengers without proper entry papers.
Local authorities in both France and the UK called for the closure of Sangatte, and Eurotunnel twice sought an injunction against the centre. The United Kingdom blamed France for allowing Sangatte to open, and France blamed the UK for its lax asylum rules and the EU for not having a uniform immigration policy. The cause clbre nature of the problem even included journalists detained as they followed refugees onto railway property.
In 2002, after the European Commission told France that it was in breach of European Union rules on the free transfer of goods, because of the delays and closures as a result of its poor security, a double fence was built at a cost of 5 million, reducing the numbers of refugees detected each week reaching Britain on goods trains from 250 to almost none. Other measures included CCTV cameras and increased police patrols. At the end of 2002, the Sangatte centre was closed after the UK agreed to take some of its refugees.
The service tunnel is used for access to technical equipment in cross-passages and equipment rooms, to provide fresh-air ventilation, and for emergency evacuation. The Service Tunnel Transport System (STTS) allows fast access to all areas of the tunnel. The service vehicles are rubber-tyred with a buried guidance wire system. Twenty-four STTS vehicles were made, and are used mainly for maintenance but also for firefighting and in emergencies. “Pods” with different purposes, up to a payload of 2.55 t (2.85.5 tons), are inserted into the side of the vehicles. The STTS vehicles cannot turn around within the tunnel, and are driven from either end. The maximum speed is 80 km/h (50 mph) when the steering is locked. A smaller fleet of fifteen Light Service Tunnel Vehicles (LADOGS) were introduced to supplement the STTSs. The LADOGS have a short wheelbase with a 3.4 m (11 ft) turning circle allowing two-point turns within the service tunnel. Steering cannot be locked like the STTS vehicles, and maximum speed is 50 km/h (31 mph). Pods up to 1 tonne can be loaded onto the rear of the vehicles. drivers in the tunnel sit on the right, and the vehicles drive on the left. Owing to the risk of French personnel driving on their native right side of the road, sensors in the road vehicles alert the driver if the vehicle strays to the right side of the tunnel.
The three tunnels contain 6,000 tonnes (6,600 tons) of air that needs to be conditioned for comfort and safety. Air is supplied from ventilation buildings at Shakespeare Cliff and Sangatte, with each building capable of full duty providing 100% standby capacity. Supplementary ventilation also exists on either side of the tunnel. In the event of a fire, ventilation is used to keep smoke out of the service tunnel and move smoke in one direction in the main tunnel to give passengers clean air. The Channel Tunnel was the first mainline railway tunnel to have special cooling equipment. Heat is generated from traction equipment and drag. The design limit was set at 30 C (86 F), using a mechanical cooling system with refrigeration plants on both the English and French sides that run chilled water circulating in pipes within the tunnel.
Trains travelling at high speed create piston-effect pressure changes that can affect passenger comfort, ventilation systems, tunnel doors, fans and the structure of the trains, and drag on the trains. Piston relief ducts of 2-metre (7 ft) diameter were chosen to solve the problem, with 4 ducts per kilometre to give close to optimum results. Unfortunately this design led to unacceptable lateral forces on the trains so a reduction in train speed was required and restrictors were installed in the ducts.
The safety issue of a fire on a passenger-vehicle shuttle garnered much attention, with Eurotunnel itself noting that fire was the risk gathering the most attention in a 1994 Safety Case for three reasons: ferry companies opposed to passengers being allowed to remain with their cars; home Office statistics indicating that car fires had doubled in ten years; and the long length of the tunnel. Eurotunnel commissioned the UK Fire Research Station to give reports of vehicle fires, as well as liaising with Kent Fire Brigade to gather vehicle fire statistics over one year. Fire tests took place at the French Mines Research Establishment with a mock wagon used to investigate how cars burned. The wagon door systems are designed to withstand fire inside the wagon for 30 minutes, longer than the transit time of 27 minutes. Wagon air conditioning units help to purge dangerous fumes from inside the wagon before travel. Each wagon has a fire detection and extinguishing system, with sensing of ions or ultraviolet radiation, smoke and gases that can trigger halon gas to quench a fire. Since the Heavy Goods Vehicle (HGV) wagons are not covered, fire sensors are located on the loading wagon and in the tunnel itself. A 10-inch (250 mm) water main in the service tunnel provides water to the main tunnels at 125-metre (410 ft) intervals. The ventilation system can control smoke movement. Special arrival sidings exist to accept a train that is on fire, as the train is not allowed to stop whilst on fire in the tunnel. Eurotunnel has banned a wide range of hazardous goods from travelling in the tunnel. Two STTS vehicles with firefighting pods are on duty at all times, with a maximum delay of 10 minutes before they reach a burning train.
See also
British Rail Class 373
Irish Sea tunnel
Japan-Korea Undersea Tunnel
List of Rail megaprojects
Samphire Hoe
Notes
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^ a b Institute of Civil Engineers p. 95
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^ a b Chisholm, Michael (1995). Britain on the edge of Europe. London: Routledge. p. 151. ISBN 0415119219.
^ a b Reynolds, Christopher (19 May 1996). “Seven Wonders of the World: The Modern List”. The Plain Dealer.
^ a b Whiteside p. 17
^ “The Channel Tunnel”. library.thinkquest.org. http://library.thinkquest.org/5983/pages/chunnel.htm. Retrieved 19 July 2009.
^ a b c d e f g h i j Wilson pp. 1421
^ a b Flyvbjerg et al. p. 12
^ “Four men caught in Channel Tunnel”. BBC news. 4 January 2008. http://news.bbc.co.uk/1/hi/england/kent/7171985.stm. Retrieved 19 July 2009.
^ “Sangatte refugee camp“. The Guardian. http://www.guardian.co.uk/uk/2002/may/23/immigration.immigrationandpublicservices1. Retrieved 19 July 2009}.
^ “The Proposed Tunnel Between England and France”. The New York Times. 7 August 1866. http://query.nytimes.com/mem/archive-free/pdf?res=9A00EFD9133DE53BBC4F53DFBE66838D679FDE. Retrieved 3 January 2008.
^ Gladstone, William (1902). A. W. Hutton & H.J. Cohen. ed. The speeches Of The Right Hon. W. E. Gladstone On home Rule, Criminal Law, Welsh And Irish Nationality, National Debt And The Queen’s Reign. The speeches And Public Addresses Of The Right Hon. W. E. Gladstone, M.P.. X. London: Methuen And Company.
^ Kirkland pp. 1011
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^ Flyvbjerg et al. p. 3
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^ “Chunnel birthday”. Evening Mail (Birmingham Post & Mail Ltd). 2 December 2000.
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^ Kirkland p. 13
^ Institute of Civil Engineers p. 208
^ Flyvbjerg et al. p. 51
^ Harris, C.S. et al., ed (1996). Engineering Geology of the Channel Tunnel. London: Thomas Telford. p. 57. ISBN 0727720457.
^ a b Article: Railway electric traction 9 August 2009
^ Kirkland pp. 149155
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^ “Eurotunnel has 4bn too much debt”. The Telegraph. 12 January 2005. http://www.telegraph.co.uk/finance/2917255/Eurotunnel-has-4bn-too-much-debt.html. Retrieved 21 July 2009.
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^ “Inquiry into the fire on Heavy Goods Vehicle Shuttle 7539 on 18 November 1996″. Channel Tunnel Safety Authority. May 1997. ISBN 0115519319. http://www.railwaysarchive.co.uk/documents/CTSA_ChanTun1996.pdf. Retrieved 21 July 2009.
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^ Eurostar blames ‘fluffy’ snow for weekend chaos The Times 21 December 09
^ Eurostar cancels trains over snow – Press Association (21 December 09)
^ Cole, Rob (18 December 2009). “‘Nightmare’ Over For Stranded Passengers”. Sky News. http://news.sky.com/skynews/Home/UK-News/Eurostar-Trains-Trapped-In-Channel-Tunnel-As-Snow-And-Ice-Brings-Services-To-A-Halt/Article/20091… About the Author
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President Obama on the National Wireless Initiative
The reporter learned from 2007 learned that South lithium Forum laptop Battery, an annual high-level forum on South China lithium March 9 at the Shenzhen Convention and Exhibition Center held over the same period.
2007 High-Level Forum will be lithium South China Electronic Chamber of Commerce, the U.S. International Data Group (IDG), Shenzhen B & K electronics Limited. China more than 200 lithium corporate executives took part in the forum, Chinese Academy of Engineering, Chinese Academy of Sciences Li-Quan Chen Li-ion father attended the Forum and to make an important statement. Forum around the “China Li-ion power, from manufacturing to create a” theme of the full sharing of development experience and technical innovation theory.
It is reported that China’s southern region is the world’s major lithium battery R & D and production base, the district focused on nearly 300 lithium battery business, its output of lithium-ion batteries account for 2 / 3 of the South China region’s favorable environment for innovation and development of lithium power industry in the region New product development has played a positive role in promoting, but also created a number of lithium-known brands, such as BYD, Banke and so on. China lithium rapid rise of the brand on the global pattern of lithium power industry has had a profound impact. South China Lithium Power Enterprise capability of independent innovation have become increasingly prominent, original products continue to emerge. Low-cost, high-performance lithium power industry model unique, is being Japan, Korea and other traditional lithium battery manufacturer’s attention. Although South lithium relative concentration of power enterprises, but smaller enterprises, the lithium inter-firm cooperation and exchanges in the industry, lack of an interactive platform, resulting in the region disorder lithium power companies, the industry cut-throat competition, quality, unstable, and many can be unified project opportunities in international markets to lose quietly. In this case, lithium power sharing within the industry consolidation has become inevitable. China Electronic Chamber of Commerce & K electronics Co., Ltd., Shenzhen Convention and Exhibition Center in Shenzhen, South China successfully hosted the Forum on lithium, the lithium electricity industries have to respond. More than 10 domestic famous enterprises, Dr. lithium and the chief engineer made an important speech, Fudan University, Shanghai, South China University of Technology, as well as more than 250 lithium battery industry representatives attended the forum. 2007 South China Lithium Lithium forum has strengthened the overall development of the industry structure and industry orderly operation between enterprises, promote China’s sustainable healthy lithium electrical economic development, and the depth of the development of new technologies and industry collaboration lithium battery industry in the future decide the fate of the major to reach a unified way of thinking.
In the successful hosting of the 2006 South China lithium high-level forum, based on the 2007 forum for domestic and foreign enterprises and lithium provide a platform for outreach to the enterprise of new products, new technologies, get acquainted with new customers; domestic counterparts to promote business between the lithium communication and learning, promote China’s Li-ion technology upgrading in industry, improve product quality, from manufacturing to creative business development, catch up with the world’s lithium level. The forum will be the battery manufacturers, distributors and users to share business opportunities for the development of an important gathering of complicity.
2006 Taizhou City for Science and Technology Progress Award voted yesterday announced that 63 scientific research achievements finalists, Jiangsu pairs of Golden Group, and developed a “new type of high-energy green gel batteries,” won the only first prize.
The assessment of the city received a total of 132 submitted to the various types of scientific research. After review, “Wa series of environmentally friendly air-conditioning duct Machine” and other 15 results won second prize, “butene-oxo-mode system Valeraldehyde Pilot study“,Grip results won third prize, “Distribution Transformer Monitoring with remote communication devices “and other 9 results won Fourth Prize.
Municipal Science and Technology Bureau of Technology Management Department is responsible for Zhou Kan Seng, who introduced the award-winning project has not only high-tech, and the market prospects were generally good. Pairs of Golden Group, and developed a “new type of high-energy green gel batteries,” currently has 10 granted patents, of which two invention patents, technology has reached the international advanced level. It also broke the long-term dependence on imports of domestic situation, the current market covers Europe and the United States has more than 40 countries and regions.
It is understood that the annual Municipal Science and Technology Progress Award screening is conducted once.
Half of the vehicles in China after 2025 will not drink petrol
By 2025, China accounted for regular gasoline vehicles holdings of passenger cars will be only about 50% of the remainder will be the advanced diesel and gas vehicles, bio-fuel vehicles and other new energy vehicles.
At the just-opened Geneva Motor show, a number of world-class car “giants” Forecast: the use of new energy technologies, more energy-efficient, more environmentally friendly new cars in the next decade swept the globe. They believe that the future of the energy bottleneck has become the world’s one of the greatest challenges facing, therefore, new energy powered vehicles will become a multinational auto companies struggle between the new battleground.
An auto giants quickly new energy production vehicle from a global perspective, environmental protection and energy-efficient cars that the new energy vehicles are a breakthrough in the industrialization of a critical juncture. At present, international auto giants like General Motors, Toyota and other multinational companies have introduced a specific hybrid technology outreach programs, and their own characteristics. Toyota pioneered the hybrid, GM has “hydrogen fuel”, the public has also spared no effort to promote energy-saving environmental protection related products.
And hydrogen-powered fuel cell and other solutions, compared to the higher maturity of hybrid technology has been the unanimous choice to become an international giant. Following the Toyota Prius Chinese products after the launch of its symbol, General Motors said last November 6, 2008 there will be a hybrid at the Shanghai GM production. Prior to that, Volkswagen has said it will be in time for the 2008 Beijing Olympic games before the introduction of hybrids in China. Experts point out, environmental protection and energy saving challenge, not only a technical challenge, but also a challenge of automotive business development strategy, which is the world’s car makers must face a future issue.
Two independent brands to step up development of new energy cars domestic autonomous vehicle manufacturers to be outdone, according to statistics, FAW, SAIC, Dongfeng, Chang’an, Chery, Geely, Maple, BYD and a number of domestic automobile companies have also announced a their own vehicles program, has embarked on hybrid research and development. During the Ninth Beijing auto show last year, China’s auto enterprises showed a total of 9 brands hybrid type, Geely, Chery, Maple, SAIC have demonstrated their hybrid vehicles.
3 Future of China’s new energy vehicles will account for 50% of the
Of the State Council Development Research Center of the latest completed a “new energy vehicles in China Development strategystudy“, a clear picture of the future path of new energy vehicles, and to convey such a message: the future transport strategy is sustainable strategies, The protagonist of this strategy is both energy saving and environmental advantages of new energy vehicles. By 2025, China accounted for regular gasoline vehicles holdings of passenger cars will be only about 50% of the remainder will be the advanced diesel and gas vehicles, bio-fuel vehicles and other new energy vehicles. Is expected in 2020, China’s car ownership will reach 140 million by 2030, China’s car ownership will reach 200 million or so. If the new energy vehicles to be rapid development in 2020, could save 32.29 million tons of oil to replace 31.1 million tons of oil, conservation and alternative oil were 63.39 million tons, equivalent to 22.7% reduction in motor fuel demand. 2020, oil saving and rely mainly on the development of new alternative energy technologies. By then, bio-fuels, fuel cells will replace oil in the car to play an important role.
21 Universal mobilephone charger will be available in foreign brands are still waiting to see
March 13, experts revealed exclusively in the “3 • 15 Consumer Day” came on the eve of a closely watched “unified mobilephone charger standard” has been significant progress: 17 of 21 domestic handset manufacturers Universal Mobile Chargers complete testing soon-to-market, consumers will be able to use this charger to charge each other in the above mobile phone.
It is learned that there are some foreign brands mobile phones are still on the sidelines in this convenient measure is expected to move to the unity of the domestic mobile phone will give these foreign brands mobile phones to huge pressure.
The first universal mobile phone charger will be available in
Uniform standards for mobile phone charger one of the drafters, CATR CTTL wireless communications, said Liu Jun, deputy director of the Department, so far, Gentile laboratory has completed the 17 manufacturing enterprises to apply for a new cell phone and charger device test samples, a total of 21 products. These standard products can easily charge each other, that any of the above-mentioned companies to buy a charger will be able to achieve the above-mentioned 21 handsets in charge.
Prior to that, Ministry of information Industry on December 14, 2006 issued a “mobile phones and chargers and interface technical requirements and test methods” standard. As the mobile phone users in the future when purchasing a new phone will not have to buy additional matching Batterycharger is a very large measure of convenience, so that the introduction of a new standard has elicited widespread concern in society.
It is involved in the project CATR CTTL Meng Meng, principal engineer of introduction to each section of censorship from their mobile phone and Sony VAIO VGN-FZ Battery charger interface mechanical properties, interface electrical characteristics, interface reliability, cable properties, charge device electrical characteristics, safety, electromagnetic compatibility, environmental adaptability, and other aspects of the test. In particular, the connection interface of the mobile phone side of adaptability and charger charging side of the interface electrical characteristics of strict checks to ensure that each mobile phone chargers for different models of the applicability of power.
It is noteworthy that the above manufacturers cell phone charger that was precisely at the “3 • 15 Consumer Day” on the eve of testing to be beneficial to their promotion.
Domestic mobile phone manufacturers a very positive
It is reported that the standard were published. The majority of handset manufacturers and other related businesses to respond positively, but the domestic brand handset makers is clearly more positive.
Liu said the completion of this mobile phone charger detection of enterprises, including Ningbo Bird, Lenovo Mobile, Guangdong BBK, Ningbo Aux, Shenzhen Konka, Shenzhen High-novelty, Qingdao Haier, Qingdao Hisense, Sichuan Changhong, Shenzhen Jin, ZTE, Huizhou TCL, Jiangxi Huayu, etc., along with the specialized production of China’s 3G mobile phones Xiamen Xin Singhai and Longcheer two companies.
In addition, the completion of testing there are two manufacturers specialize in the production Charger – Dongguan Shilong Fuhua Electronic Co., Ltd. and Tainipula Technology (Shenzhen) Limited.
It is learned that type of coverage for banning cell phone GSM, CDMA and TD-SCDMA, China’s existing wireless communications standard.
Will give foreign brands with great pressure on
Another exclusive industry experts revealed that not all mobile phone chargers mobile phone makers support a unified standard, the reality is that some foreign brands were very much not active, questioning the need for standards.
The experts do not want to disclose does not support a unified standard mobile phone charger manufacturer name, but said that if consumers are to support a unified standard mobile phone charger, and domestic mobile phone manufacturers will be producing and selling such a unified standard mobile phone charger will give them foreign brands with tremendous pressure, is expected to foreign brands do not want to lose the greater.
Consumers need to use the charger tested
Gentile CATR environmental testing laboratory in Beijing Xin Jiang, director of the Department also advise consumers in the future use of a common cell phone charger, be sure to select tested and certified products, because the phone’s charging process is relatively complex, not voltage appropriate interfaces can be connected can be a normal charge. The past, many appear charger mobile phone battery explosion or fire the causes is the use of a counterfeit charger, mobile phone charger in the future may be common Dell Vostro 1310 Battery , and consumers should not freeloaders in order to ensure its own security and interests.
He said the era of universal mobile phone charger coming in the future every family a lot of chargers will soon be history phenomena.
Contrast to the three mainstream new energy vehicles in Japan Europe, the United States
At present the international development of new energy vehicles, there are hybrids, alternative energy vehicles and fuel cell vehicle three mainstream technologies. Japan’s development of hybrid technology and product standards is a world leader, Europe, diesel and other alternative energy vehicles mainly the United States are more concerned about fuel cell vehicles.
A leader in hybrid: Toyota
The Corps is a leader in Toyota. Toyota announced the introduction of hybrid is the core of Toyota’s environmental program. Including the Lexus luxury brand, series, including the company’s global sales of hybrids has been close to 90 million units. General Motors, Daimler – Chrysler Group and BMW Group has also signed a joint development of hybrid propulsion system of the memorandum of cooperation. Under the agreement, the world’s Big Three auto industry will share their respective hybrid propulsion system is leading the technical capabilities and a wealth of scientific and technological resources, and to develop “dual-mode” full hybrid system as the primary objective.
A leader in fuel cell vehicles: General Motors
Hydrogen fuel cell technology is the recognized global industry to achieve Dell Vostro 1510 Battery sustainable development of the transport of the final solution. General Motors to explore the way ahead. General Motors Corp. said in a statement released by: If you can mass production, GM will be developed by 2010, a cost comparable with conventional cars hydrogen fuel cell cars.
A leader in alternative energy cars: Volkswagen Dai – g group
Powered by diesel and other alternative energy vehicles for the development of the most mature in Europe. Last year, FAW-Volkswagen introduced a 1.9-liter Jetta TDI diesel vehicles, has been recognized by the market. SAIC’s joint venture with Germany’s Volkswagen Shanghai Volkswagen in the past two years, continuously introduced LPG (liquefied petroleum gas), CNG (compressed natural gas) Environmental model. The public debut at the Shanghai Bo TDi1.9L Volkswagen Passat diesel cars, is the latest achievements of Shanghai Volkswagen. In addition, Daimler – Chrysler Group’s Tokyo Motor Show in October last year, released the models introduced in 2006 – with 320CDIV6 the E-class diesel engine vehicles, including cars and vans.
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Can I refinance 5 rental properties next to a total income of 2150 for 125000 near poor credit. insurance is 278 per month. I have owned these for a year with no payments missed. I want to set these up as an LLC. A year ago no problem. today, ask your banker. And next…
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1 interest wage following refinance not included surrounded by 1098, can I include this within my mortgage int estimate? I refinanced my primary residence in 2007 (only the principle / no cash rear legs / no debt consolidation, etc.). My 1098 from the original note holder did not include adjectives the mortgage interest paid ??only that through the payoff…
1 spouse heading not on home loan,but on creation. If the spouse leaves the home Can the other spouse refinance? How protected is the spouse whose name is not on the loan, but on the deed, if the other spouse only decides that they want out of the marriage minus doing it legally, and not paying the loan any…
10 points for best answer. Is it possibe to refinance your home if your still surrounded by chpt. 13 ruin? If you are currently in a Chapter 13 and can find someone that is feeling like to let you re-finance, you will have to gain permisssion from the trustees to re-finance. That’s part of the rules with the ruin courts….
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12,000 refinance closing cost is too much? hi i looking to refinance my mortgage my interest rate are 11.8. my credic score is 610 .one lender offer my a 5.5 rate contained by a refinance mortgage but the closing cost is 12,000 plust 6,000 property tax incl in total of 18,000 this is too much? please relieve It’s not that much…
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How to Get Women to Pick You Up: The Ultimate guide!
Countless books and articles have been penned about how to pick up women. While most of these guides are quite useful and (at least in theory), will assure you success, the fact is: not every guy is suited to ask women out.
For instance, what if you have a fear of rejection that’s so powerful and emotionally crippling, it outweighs your courage to approach women—and you wind up not dating even though you’d like to?
If that’s the case, then it’s time to consider an alternative option in which you can attract women while completely eliminating the possibility of rejection! Odds are you’ve never read a guide that truly prepares you how to accomplish this—until now.
This manual doesn’t offer counsel on how to develop relationships. But it will teach you how to put yourself in a position to be approached and asked out by women. The direction in which you proceed from that point on is entirely up to you.
Right now you may be wondering: Even though I dread rejection, shouldn’t we men be daring enough to ask women out nevertheless?
The answer is, not necessarily. Some guy’s just don’t have the proverbial gift of gab. Others may feel self-conscious because they don’t think they’re good looking. And many men are good looking but they just aren’t aware of it.
Or they might be intelligent, funny, and articulate, and handsome as a Greek god, but are just plain shy. Maybe they’re still smarting from months or years of being rebuffed by women, despite their best efforts. Additionally, some men lack confidence because they’re not educated or financially successful.
So, how can you overcome these real or alleged handicaps without risking rejection?
By getting women to pick you up, of course!
If you are between the ages of eighteen and one-hundred, say goodbye to groveling like an indentured servant for a date and stammering out threadbare pick-up lines, only to have women glare at you like you’re Quasimodo, before they turn away in disgust. By not making the first move—or even the second move, your days of being snubbed by gals are over!
Paying attention? Okay then—let’s get down to brass tacks. Grab a pencil and paper and make an honest assessment of yourself. List only your positive attributes. Overlook the negatives, especially ones you cannot change or modify.
For example, are you an underweight stickman with less muscle tone than Gumby? Are you bald? Is your body shaped like an overripe watermelon? Do you have a low-skill, dead end-job—or no job at all? Are you still living in mommy’s basement? Is your vocabulary less than stellar? Or are you intellectually gifted to the point where it scares off women?
None of it matters. All of those self-defeating excuses which have held you back are, as of now, no longer an issue. You’ll still get attractive and successful women to pick you up! How, you ask? Four simple points:
(1) Understanding how women think and feel!
(2) Recognizing the concept and value of your compensatory strengths!
(3) Improving what you can about yourself by turning your liabilities into assets!
(4) Putting yourself in environments where quality women congregate
Once you’ve finished writing your asset list, you will introduce yourself—to you. According to the majority of women, you’ve got plenty to offer. After all, you’re a living, breathing man with persona! And that alone can make you a potential chick-magnet to a variety of ladies, if you’re willing to learn what makes them tick, while tweaking your own self-image.
Remember, every flaw you have comes with a built-in silver lining. Since you needn’t worry about characteristics you can’t change, you’ll now focus your efforts on what you can adjust. First, some common questions and answers about your appearance and other concerns such as:
If you’re completely bald, leave it that way and move on. hair does not make the man. If you’re thinning on top, do not succumb to the temptation of shaving it all off. There’s no advantage in looking like a newly recruited skinhead. When it comes to hair loss, allow nature to take its course.
Important note: Whether you have a full head of hair or just a few strands, always keep it neat and short. An ordinary barber will do, because unless you’re running for Senate or strutting down the catwalk, fancy hair salons are a big waste of time and money.
If your hair is graying, don’t tamper with it. Never dye your hair or wear a toupee. That won’t fool anyone and women will sense a false vanity.
(2) Is it true what they say about fingernails?
This may seem petty, but many men make the crucial mistake of overlooking their nails. Don’t be one of them. Your hand will probably be the first part of your body to touch a woman. And she will factor in the cleanliness of your fingernails! You don’t want your dirty or unclipped nails to be the deal-breaker.
(3) How important is the condition of my teeth?
Although women (as a rule) are not nearly as visually oriented as men are, they do tend to compartmentalize men’s features—one of the most important being teeth. If the old saying, “The eyes are the windows of the soul” is true, it can also be said, “The teeth are the gate-keepers of the soul”.
While you may not be able to do much about your eyeballs, you can get your teeth fixed. So, if you need cosmetic dental work, make that priority one. Do not delay.
Dentists are expensive—having dental insurance is handy, but if you’ve got none, take out a bank loan or sell anything you own that’s not nailed down; even your car if need be. Having bright, healthy teeth is that paramount!
(4) Should I keep the beard and mustache?
Play it smart—get rid of facial hair so that women can see more of you. Hiding your face beneath a thatch of bristle will not improve your looks. Understand that most ladies perceive you as much better looking than you think you are. Therefore, staying clean-shaven is always the better option.
(5) How can I dress to impress?
Dress neatly and keep it basic. But don’t under-dress. Just because everybody else walks around in baggy shirts down to their knees doesn’t mean you have to. This applies especially if you are overweight. Wear pants that fit. And do not attempt to hide your beer gut by falling into the un-tucked shirt abyss. It never works, except to make you look like a sloppy thug wannabe.
Stick with polo or full button shirts—something with a collar. Conversely, don’t overdress. Disregard the latest fashions and expensive brand name clothes. You’re not doing a Hollywood screen test. For instance, there’s no need to waste $150 on a pair of shoes or pants when a $20 pair will suffice.
Also, stay with colors you feel the most comfortable wearing. If you’re not sure, earth tones mixed with non-colors are usually a safe bet, but if you have a darker complexion you might want to avoid greens and browns and go with shades of blue and red to replace or accentuate non-colors.
And there’s no excuse for wearing wrinkled cloths. invest in an iron.
(6) Are tattoos and piercings a bad thing?
If you’ve got no tattoos or piercings, count your blessings. If you have tattoos but they’re located where you can hide them, do so. Tattoos, especially the big and ornate varieties, or worse yet, homemade ones, will make you look like an ex-con or a biker. And rightly or wrongly, your outlandish tattoos may be construed as an anti-social statement of sorts.
The same rule applies to piercings. If you wear earrings or any other pierced jewelry, get rid of it all! Why limit your appeal to specific types of women?
(7) Do muscles really impress women?
Here’s the thing about muscles: Appearing physically fit may help you attract a wider range of women—but mega-muscles on display will not.
So, never emphasize your rippling pecs and biceps by walking around in tight clothes or sleeveless shirts! Most women will see right though that and they will classify you as immature and self-absorbed.
Remember: The idea is to attract the broadest and highest quality base of ladies possible; therefore, your appearance must be somewhat understated. And that, right there, will set you apart from the rest of the pack.
(8) What if I don’t have a car?
This may surprise you, but owning a vehicle isn’t usually essential unless you live in a semi-rural or suburban area. If you reside in a densely populated city, just finding a parking spot can be a real hassle. Public transportation is still cheaper and often more practical than absorbing the cost of car insurance, maintenance, and fuel.
Keep in mind: It’s all about getting women to approach you. And this eliminates any pressure for you to protract a financial status above your means.
If your income is so low that you can’t afford a car, don’t sweat it. Any woman you’ve attracted enough to pick you up will understand. She’s not looking to date your car. However, you should have a valid driver’s license, unless it’s been revoked—in which case, she will understand that as well.
If you do have a car, it won’t matter what kind it is. Even a rusted piece of junk will do—so long as it’s reliable and can pass inspection. For esthetic and safety purposes, make sure the interior is clean, the tires relatively new, and the windows are sparkling.
Are you thirty-years-old and still living with your parents? If so, that doesn’t necessarily make you a wimp or a mamma’s boy—unless you are one—in which case you’d be one no matter where you live. Maybe your parents are ailing and require your live-in and financial assistance.
In any case, that’s how you’ll answer when questioned by that voluptuous blond who just put the moves on you and wants to know more.
Sometimes borderline trickery is justified if it’s necessary for a greater good. After all, even if your parents don’t really need your continual care today, that can all suddenly change tomorrow, next week, or next year.
If you do have your own house or apartment, ask yourself this: Am I a neat-freak? Am I a hopeless slob?
Tip: Neat-freaks should break down and spread a few bread crumbs around the coffee table and floor, along with a couple of magazines and newspapers. You don’t want to advertize your fastidious compulsion to that gorgeous brunette you just invited in.
Conversely, if you’re a dyed-in-the-wool slob, don’t even think of bringing a woman to your place unless you’re willing to keep at least two rooms spotless—the bathroom and kitchen.
(10)What if I have a Disability?
If you have a disability, do not allow this to reduce your chances of getting women to pick you up! The reality is nearly everyone has some sort of disability—or they know someone who does.
Most physical handicaps can be disregarded or at least minimized. Of course, some cannot be. If you have a disability that’s visually obvious, do not despair—make it work for you. When that doe-eyed, leggy redhead becomes curious about what it is you have, briefly explain.
Be sure to openly answer any questions she may have about your disability, but don’t lament. Pass it off as a minor blip on the radar screen of life. She’ll admire your courage and candor.
(11)What about mental disabilities?
Unless it’s just a minor common phobia, such as social anxiety, mental disorders are generally more insidious than are physical disabilities; therefore they can’t be as readily brushed off. This is mainly due to misconceptions attached to a social stigma—which is fear of mental illness based on lack of knowledge.
But if you’re honest with yourself and your doctor about your condition, he or she will prescribe the right medications to keep you in the drivers‘ seat.
Note: Do not self-medicate. And this leads to the next question.
Not if you want attractive and successful women to pick you up. Here’s the problem with recreational drugs: You won’t be able to regulate the dosage and effect for long. Your system will develop a tolerance to most mind altering substances—you’ll require higher doses to achieve the same effect.
This applies especially to prescription painkillers and street narcotics. Plus, you always run the risk of overdosing or getting robbed or arrested.
Remember: Substance abuse is a progressive form of mental illness that can rapidly expand into a full-fledged addiction—for which there is no cure.
If you think you might be an alcoholic or drug addict, you probably are one. In this case, you’ve got a real problem—unless you wise up right away. If you want out of that mess, call an addiction hotline and do exactly as they tell you.
(13)What if I’m married and I want to stray?
If you’re married and looking to cheat, keep this in mind: No matter how clever you think you are; no matter how naïve you think your wife is, sooner or later you will get caught—and when you do, things will get ugly.
If you’re prepared to face those consequences and you still want to stray, at least make sure the lady in question is also married. She’ll have just as much to lose as you do; therefore, she will be less inclined to blackmail you when the affair fizzles out.
But beware: Just because you’ve meticulously covered your tracks doesn’t mean she covered hers. A married woman’s carelessness might have you facing the wrath of her enraged (and possibly armed) husband.
In short, cheating can be a recipe for disaster, but if you only accept advances from married women, it will probably buy you more time before you do get caught. Let your own moral compass be your guide when it comes to straying.
(14)What do women really notice in a man?
You don’t have to be classically handsome in order to pique a woman’s initial interest. As a rule, females rely much more on audio imagery than visual imagery.
At the outset, women will focus on your movements and gestures, rather than your looks. It’s your smile, the sound of your voice (including speaking tempo), and how you interact with others that women will appraise you on first.
They’re looking for signs of creative expression, sensitivity, listening attentiveness, and humor—all of which stems from your body language.
Females are highly perceptive and they can, and usually do evaluate you in a matter of seconds—it’s all done subconsciously.
Women are especially interested in how you intermingle with other women. If they observe you chatting with another girl, their interest in you will definitely rise and they will want to be next on line.
Once you’ve passed these preliminary tests, ladies will move on to assessing your physical appearance.
Keep in mind that whenever you’re in a relaxed environment where women are present, they are absolutely checking you out! But you’ll almost never catch them in the act.
Most ladies are eying you only when you think they’re not. You’re either looking the other way or you’re absorbed in some activity. So don’t animate yourself in order to make an impression on them—it will backfire.
The Two Types of Men
Of course, there are countless types of men—and women. So, unless you have an identical twin, you’re very unlike everyone else. The intricacies of genetics, varying cultures, and individual life experiences all conspire to determine who we are.
But for the purpose of this guide, and in order to transfer psychobabble into layman’s terms, two common denominators were extracted from a broad spectrum of male characteristics. Based on this, you will decide the following: Are you a Boyish Man or a Manly Man?
To illustrate the difference, consider Clint Eastwood and Tom Hanks—or at least the characters they portrayed early in their careers. Clint Eastwood represents the archetypal manly man. Tom Hanks embodies the quintessential boyish man.
There is generally no dissimilarity in emotional maturity, complexity, or communicative capacity between these two types of men—the difference lays not so much within their core personality, but the manner in which these traits are projected onto others. And knowing this distinction will help you determine the extent of your potential to get women to pick you up.
Fundamentally, boyish men tend to appear rather verbal and gregarious, and they are highly adaptable to sudden environmental and social change. Boyish men can be impulsive and they tend to react overtly and spontaneously to external stimuli; they may laugh more often than manly men do and they have a greater tendency to giggle when they laugh. Boyish men usually speak louder and faster than manly men do.
Conversely, manly men often appear less outwardly forceful than boyish men—they tend to view the bigger picture of life, rather than live for the moment. A typical manly man rarely appears to be in a hurry. They walk and talk at a deliberate pace—almost meandering. Even a sudden emergency, such as a burst of gunshots, might not get a manly man to flinch or accelerate his pace.
This is not to say that manly men can’t be spontaneous, vibrant, conversational, and humorous. They are usually just as entertaining and persuasive as are boyish men, but their demeanor and humor tends to be drier and more subtle. And of course, boyish men can be just as masculine and serious as any manly man. They, too, can become the quiet leader or hero when called upon.
Although these two types of men have no real advantage over each other in terms of attracting women, manly men do have a huge edge when it comes to getting women to pick them up.
Here’s why: If you’re a boyish man, you tend to transmit your intentions and desires to women through spontaneous behavioral tendencies. Your unprompted actions or expressions often provide women with key information about yourself on a proverbial silver platter. And based on the information you present, women can quickly decide whether or not they want to learn more about you.
As a boyish man, your ability to openly display your emotions and intentions is a great attribute to have—if you’re looking to pick up women—but a probable deterrent when it comes to getting women to pick you up.
This is primarily because manly men possess a valuable X-factor that most boyish men lack: an ability to delay the speed in which women can evaluate them. That means women have to study manly men for longer periods of time. And the more time and effort ladies put in to watching you, the better your chances are of being approached.
Let’s examine how the X-factor works. Manly men are not generally prone to immediately unveiling their purpose or intent to women, thus they unwittingly intrigue them—and most ladies are fascinated by mysteries and puzzles. As such, they are likely to perceive a depth of character in manly men that they might not sense in boyish men. Whether or not it’s true doesn’t matter. The point is what’s good enough for them is good enough for you.
The typical manly man’s overall approach to his surroundings is usually not aligned with the general status quo; they’re difficult to pin down or to figure out because they operate against the grain. Consequently, women often view them as less accessible than boyish men are; therein lays the potential groundwork for lingering desirability, or the Forbidden FruitSyndrome, if you will. Manly men are more likely than boyish men to pose a direct challenge to women—an illicit and mysterious package interspersed with an element of danger to be carefully unwrapped.
In a nutshell, if you’re a distinctive manly man, your take-it-or-leave-it attitude will invariably lead many women to take it. And if the attraction is powerful enough, these women will abandon their pretences and throw themselves—and their intentions right at you!
However, be aware that the above comparisons between boyish men and manly men serve only to illustrate their most obvious behavioral differences. Chances are your makeup merges elements of both traits. It’s up to you to ascertain which characteristics are more dominant within your personality.
Now the question is: Where are these women? They’re everywhere, of course, but you’ll still need to put yourself an ideal environment to be noticed—and approached. Here’s a top-ten list of the worst and best places to be picked up by women:
What do these locations have in common? They are either extremely noisy or eerily silent, but more importantly, these places are generally packed with preoccupied or weary people—not conducive for getting women to pick you up.
The Ten Best Places:
Children’s playgrounds (But you had better have a kid with you!)
These prime locations offer relaxed and socially friendly settings where women won’t be too harried or fatigued to notice you.
If you’re wondering why Your Job and The Internet made both lists, here’s the answer. In a male dominated occupation, such as on a construction crew or in a sheet-metal warehouse, what are your chances of attracting women? slim to none, in all probability.
But if your career calls for lots of travel, or it places you in a large office building where there’s a high woman-to-man ratio, then your job might be ideal for getting women to pick you up. Remember though: Office romances are exposed quickly and once they make the water-cooler rumor-mill, hearsay will spread like wildfire.
So, if you do accept advances from that raven-haired beauty from bookkeeping, be prepared to deal with gossip about it, both true and false. And be ready to face an awkward situation when your affair ends. You’ll still have to work with her.
The internet is also the worst and best place to get women to pick you up. The problem with internet chat-rooms, personal ads, and social clubs, is that due to the impersonal nature of internet communication, many people lie. They might lie about their marital status. Women may mislead you by displaying very dated profile pictures. Or worse yet, they might post photos of “themselves” that are really of other woman—often scantily clad models.
On the other hand, if you’re a polished writer, the internet can be a great medium in which to get quality women to pick you up! Note: If you intend to try your luck with personal ads, never respond to posted ads. Write your own ad instead. But keep in mind: You’ll need to be both literate and very creative. Otherwise, expect illiterate responses—if any at all.
A Word about Bars:
Many guides about How to Pick up Women highlight nightclubs or neighborhood gin-joints as potential gold mines, chock-full of lovely ladies just ripe for the picking. But with the exception of low-key hotel lounges, it’s a myth.
Consider this: In bars you’re competing with large numbers of alcohol-fueled, testosterone-laden men for the attentions of a few women. Drunken arguments and even bar fights over a glance or an innocent gesture are common place. Is it worth it? If you’re dealing with all of that while trying to pick up women in bars, imagine how much harder is to get women to pick you up under those conditions!
Tip: If you do notice an attractive gal eying you in a bar from a distance, wave hello to her and move on. If she’s within earshot, say hi and leave it at that—until she strikes up a conversation.
When a woman gives you her phone number, give her yours. But remember: You’ll probably be too late if you wait until tomorrow or the next day to call her up. So, unless you intend to call her that very night, you may want to think twice before dialing the phone, no matter how alluring she appears. You don’t know how many other men she gave her number out to. As such, you’re risking a very brief and embarrassing phone conversation if she doesn’t remember who you are. If she’s really interested in you, she’ll call you.
Never underestimate the power of dance. No form of self-expression attracts women more than dancing! If you don’t know how to dance, don’t let it stop you from hitting the floor. When that pulsating beat of techno or disco music permeates the room, get up and move! Fast music makes for great solo dancing opportunities.
If the idea of dancing in front of people is too terrifying for you to fathom, at least consider this fact before shrinking away: There are almost always more ladies than guys on any given dance-floor. In fact, as much as a five-to-one ratio or greater is not uncommon!
Many guys shun dancing because they consider it, well, unmanly. But because women are powered by estrogen, they’re not handicapped by a macho sense of self-image. This is why most ladies are not self-conscious about dancing as a form of creative expression.
The best part about solo dancing is: You can be in your own little world—you don’t even have to look at a girl while you’re swaying to the melody. Even if you’ve got two left feet, there’s no pressure for you to keep up with anyone. Nobody out there will care how good you are. It’s not a contest, and the only people checking you out will be women—which is exactly what you want! If you’re dancing, expect to be approached by women—quite possibly within minutes.
Remember: everybody has rhythm, so even if you’ve never danced in your life, within ten minutes-or-so, your natural rhythm will find itself and you’ll quickly become more fluid and relaxed. You can also boost your self-confidence by practicing at home in front of a mirror. Watch dance videos and learn some moves.
The Importance of Patience:
Once you start applying your newly learned skills in the field, don’t expect immediate results. Think of yourself as a hunter who is deliberately putting himself in position to be hunted. Although getting sophisticated women to pick you up doesn’t require action, it will call for time and patience.
So even if you’re the greatest looking guy alive, with personality to match, it doesn’t mean ladies will run up to you, tossing phone numbers around like confetti. You may have to visit the same sites periodically for weeks—even months, before you get a nibble. Keep in mind: You’re playing the law of averages, and sooner or later, ladies will approach you.
On the other hand, a woman might approach you today—or at anytime and anywhere—quite possibly while you’re at one of the worst places to be picked up by women! She can suddenly descend upon you when you’re least prepared. And, as Murphy’s Law would have it, you will look or feel at your absolute worst—and of course, she’ll be astonishingly beautiful!
Usually, such chance encounters offer only a short life-span, so if you don’t react quickly (and you probably won’t), the opportunity will be lost. But don’t dwell on the one’s who got away. Instead, look at it this way: If one beautiful woman thought enough of you to come out of nowhere and make advances, just think of how many others will approach you under more suitable conditions!
The Good Samaritan:
Never turn down an opportunity to play Good Samaritan. anything from picking up a dropped package of frozen peas for a lady in the supermarket—all the way to pulling somebody out from a burning car wreck—can put you on the path to attractive women. But don’t limit your assistance only to females. Help anyone in need: old and young, male and female. After all, they might have sisters, daughters, aunts, or nieces.
Put yourself in optimum environments and cast your net wide! No one but yourself has to know your principal motive for helping those in need. And women will never reject you for being a Good Samaritan.
Many guys, in their desperation to pick up women, have a tendency to tell outrageous tales about themselves. And eventually their lies come back to haunt them. But by allowing women to pick you up, the temptation (and motive) to embellish facts about who you are is greatly reduced. This is because you’re under no pressure to sell yourself, at least not verbally.
All you’re really doing is putting yourself out there in order to pique a woman’s curiosity enough to where she’ll approach you. And that places her in the unique position of having to sell herself to you! Therefore, you only need to listen to her and answer any questions she may have.
Naturally, at some point you’ll probably want to ask her a few questions about herself. And chances are she will be sincere. So don’t ruin it by fabricating or embellishing facts about yourself, no matter how high or low you are on the occupational or social totem pole. Quality women are attracted to who you are, not what you have or what you do for a living.
Remember this truth above all else: The mere fact that a woman came up to you is all that’s required to convince her into taking things to the next level. It’s that simple!
A Final Word about This Guide:
This manual has been condensed from a yet to be published, full-length book. Due to space constraints, many details could not be included. Nevertheless, the author hopes you’ve gained some valuable insight about How to Get Women to Pick You Up!
If you require more information about any points in this guide, or if you have any questions whatsoever, please feel free to ask in the comment section. The author will respond as quickly and accurately as possible.
In the meantime, happy hunting! Or to put it more accurately: Happy hunted!
About the Author
Joseph Lupoli is an author and a sports coach for developmentally disabled children and adults. He has penned numerous stories and articles of virtually every genre, and he is a syndicated MMA analyst.
An avid tennis enthusiast, disco dancer, and black belt in Jiu-Jitsu, Joseph doesn’t find himself behind the keyboard as often as he would prefer.
For our charity event at school, I signed up to design a pair of shoes for children who have to walk hours to get to school. The charity is about building simple bridges out of simple materials and allowing children to get to school in less time and in less danger.
But. I don’t know what to put on the shoes. They’re like white canvas shoes and I really have no idea what to put on it.
Well, one idea but thats all. Here it is:
I’ll paint a whole picture of a bridge across both of the shoes so when put together, they will make one full picture. At the back, the ankle part, I’ll do a copy of the famous street painter Banksy’s “Girl with red balloon, there is always hope” painting.
THe thing is, i can’t find a nice picture of a bridge…
Does anyone have any ideas as to what I could put on the shoes?
Try a Google Image search for “London Bridge” or “Golden Gate Bridge.”
Those are two bridges that would make a nice visual.
Don’t use the Banksy copy, that is plagarism, and is illegal. Just paint two balloons on each shoe, and write HOPE with one letter in each balloon. Don’t steal other artist‘s works. Ever.
