Suchergebnisse

Cover-Page -- Half-Title -- Series -- Title -- Copyright -- Contents -- List of figures -- List of tables -- Notes on contributors -- Acknowledgements -- Introduction -- PART I Metropolisation and suburban tourism -- 1 Ecumenopolis commuter belt tourism -- 2 Trends and conditions of the development of submetropolitan tourism -- 3 Case study: The Submetropolitan Błędów Desert, an ambivalent approach to devastation of the natural environment -- 4 Case study: vague hope for suburban tourism in Conakry Afrometropolis -- PART II New paradigms and opportunities for Metropolitan Commuter Belt Tourism -- 5 Tourism in submetropolitan areas analysed by selected theories of economics and regional development -- 6 Strengthening the sustainability of rural tourism and agritourism in the twenty-first century -- 7 New rural tourism paradigm in submetropolitan areas -- 8 Normative modelling in coordination of generic and private tourism promotion in submetropolitan areas -- 9 The concept of rural tourism and agritourism -- 10 Building a tourism palace: Agritourism in metropolitan areas
as another stone in the mosaic?
The case of Slovenia -- 11 The forthcoming ICT revolution in tourism in metropolitan areas -- PART III Natural resources in metropolitan and submetropolitan areas -- 12 Tourism valorisation of metropolitan areas based on their natural resources -- 13 Kampinos National Park as
a tourism attraction for Warsaw metropolitan areas -- 14 Kampinos National Park as a place of recreation for Warsaw inhabitants -- 15 Otulina: Agritourism in the Warsaw
metropolitan area -- PART IV Types of tourism and tourism segments in metropolitan commuter belts -- 16 Forms of rural tourism in metropolitan areas -- 17 Holiday tourism in metropolitan areas -- 18 Social farming-based tourism from the perspective of metropolitan areas

A letter report issued by the General Accounting Office with an abstract that begins "Commuter and freight rail services have the potential to play increasingly important roles in the nation's economy and transportation system as demand for these services increases. Because the cost of building new infrastructure can be costprohibitive, commuter rail agencies typically seek to use existing infrastructure--which is primarily owned by private freight railroads. Consequently, commuter rail agencies must negotiate to purchase, lease, or pay to access the existing infrastructure from freight railroads. GAO was asked to examine (1) the challenges commuter rail agencies and freight railroads face when negotiating and sharing rights-of-way, (2) the actions that help facilitate mutually beneficial arrangements between commuter rail agencies and freight railroads, and (3) the role the federal government plays in negotiations between commuter rail agencies and freight railroads."